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1. REPORT DATE

2005

2. REPORT TYPE

N/A

3. DATES COVERED

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4. TITLE AND SUBTITLE

Unmanned Aircraft Systems Roadmap 2005-2030

5a. CONTRACT NUMBER

5b. GRANT NUMBER

5c. PROGRAM ELEMENT NUMBER

6. AUTHOR(S) 5d. PROJECT NUMBER

5e. TASK NUMBER

5f. WORK UNIT NUMBER

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

Office of the Secretary of Defense Washington, DC

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Approved for public release, distribution unlimited

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The original document contains color images.

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ABSTRACT

SAR

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213

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Standard Form 298 (Rev. 8-98)

Prescribed by ANSI Std Z39-18 
UAS ROADMAP 2005 
UAS ROADMAP 2005 
UAS ROADMAP 2005 

EXECUTIVE SUMMARY 

As the Global War on Terrorism (GWOT) enters its fourth year, the contributions of unmanned aircraft 

(UA)*

 in sorties, hours, and expanded roles continue to increase. As of September 2004, some twenty

types of coalition UA, large and small, have flown over 100,000 total flight hours in support of Operation 

ENDURING FREEDOM (OEF) and Operation IRAQI FREEDOM (OIF). Their once reconnaissanceonly role is now shared with strike, force protection, and signals collection, and, in doing so, have helped 

reduce the complexity and time lag in the sensor-to-shooter chain for acting on “actionable intelligence.” 

UA systems (UAS) continue to expand, encompassing a broad range of mission capabilities. These 

diverse systems range in cost from a few thousand dollars to tens of millions of dollars, and range in 

capability from Micro Air Vehicles (MAV) weighing less than one pound to aircraft weighing over 

40,000 pounds. UA, and unmanned systems in general, are changing the conduct of military operations 

in the GWOT by providing unrelenting pursuit without offering the terrorist a high value target or a 

potential captive. 

As the Department of Defense (DoD) develops and employs an increasingly sophisticated force of 

unmanned systems, including UA over the next 25 years (2005 to 2030), technologists, acquisition 

officials, and operational planners require a clear, coordinated plan for the evolution and transition of this 

capability. The overarching goal of this Roadmap, in following the Strategic Planning Guidance (SPG), 

is to guide the Military Departments and defense agencies toward a logical, systematic migration of 

mission capabilities to this new class of military tools. The goal is to address the most urgent mission 

needs that are supported both technologically and operationally by various UAS. Some DoD missions 

can be supported by the current state of the art in unmanned technology where the capabilities of current 

or near-term assets are sufficient and the risk to DoD members is relatively low. Other mission areas, 

however, are in urgent need of additional capability and present high risk to aircraft crews. These mission 

areas, highlighted in this Roadmap, will receive significant near-term effort by the Department. 

Each Service is developing a wide range of UAS capabilities, and the Office of the Secretary of Defense 

(OSD) is responsible for ensuring these capabilities support the Department’s larger goals of fielding 

transformational capabilities, establishing joint standards, and controlling costs. OSD is establishing the 

following broad goals to achieve key UAS capabilities. The organizations in parenthesis are those which 

must cooperatively engage to attain the stated goal. 

1. Develop and operationally assess for potential fielding, a joint unmanned combat aircraft system

capable of performing Suppression of Enemy Air Defenses (SEAD)/Strike/Electronic 

Attack/Intelligence Surveillance, and Reconnaissance (ISR) in high threat environments. (OSD, 

USAF, USN) 

2. Field secure Common Data Link (CDL) communications systems for aircraft control and sensor 

product data distribution for all tactical and larger UA, with improved capability to prevent

interception, interference, jamming, and hijacking. Migrate to Joint Tactical Radio System

(JTRS)/Software Communications Architecture (SCA) compliant capability when available. (OSD, 

USA,USAF, USN, USMC) 

3. Ensure compliance with the existing DoD/Intelligence Community Motion Imagery Standards Board 

metadata standard and profiles for all full motion video capable UA. Operationally demonstrate and 

 *

 This roadmap adopts the terminology unmanned aircraft (UA), rather than unmanned aerial vehicle (UAV), when

referring to the flying component of an unmanned aircraft system. Unmanned Aircraft Systems (UAS) are the focus 

of this roadmap. This change in terminology more clearly emphasizes that the aircraft is only one component of the 

system, and is in line with the Federal Aviation Administration’s decision to treat “UAVs” as aircraft for regulatory

purposes. 

EXECUTIVE SUMMARY – Page i 
UAS ROADMAP 2005 

field near real time (<3 minutes) UAS meta data derived targeting capability for coordinate seeking 

weapons. (OSD, USAF, USA, USN, USMC) 

4. Foster the development of policies, standards, and procedures that enable safe, timely, routine access 

by UA to controlled and uncontrolled airspace, to include: 

• promoting the development, adoption, and enforcement of industry-wide airworthiness standards 

for the design, manufacturing, testing, and employment of UAS (OSD) 

• coordinating with FAA procedures for operating DoD UA in unrestricted airspace comparable to 

those of manned counterparts (i.e., aircraft, light-sport aircraft, and radio-controlled model 

aircraft) (OSD) 

• developing and fielding the capability for UA to “see” and autonomously avoid other aircraft, 

providing an equivalent level of safety to comparable manned systems (USAF, USA, USN, 

USMC) 

5. Improve Combatant Commander UAS effectiveness through improved joint service collaboration. 

(OSD, JFCOM, USAF, USA, USN, USMC) 

 

6. Develop and field reliable propulsion alternatives to gasoline-powered internal combustion engines 

on UA, specifically their replacement with heavy fuel engines. (OSD, USAF, USA, USN, USMC) 

7. Improve adverse-weather UA capabilities to provide higher mission availability and mission 

effectiveness rates. (OSD, USAF, USA, USN, USMC) 

8. Ensure standardized and protected positive control of weapons carried on UA. Develop a standard 

UAS architecture including weapons interface for all appropriate UA. (OSD, USAF, USA, USN, 

USMC) 

9. Support rapid integration of validated combat capability in fielded/deployed systems through a more 

flexible test and logistical support process. (OSD, JFCOM, USAF, USA, USN, USMC) 

 

EXECUTIVE SUMMARY – Page ii 
UAS ROADMAP 2005 

 TABLE OF CONTENTS – Page iii 

TABLE OF CONTENTS 

1.0 Introduction............................................................................................................ 1

1.1 PURPOSE .......................................................................................................................... 1 

1.2 SCOPE .............................................................................................................................. 1

1.3 DEFINITIONS .................................................................................................................... 1 

1.4 WHY UNMANNED AIRCRAFT? ......................................................................................... 1 

2.0 Current UAS........................................................................................................... 3

2.1 MAJOR UAS .................................................................................................................... 4 

2.2 CONCEPT EXPLORATION UAS ....................................................................................... 15 

2.3 SPECIAL OPERATIONS UAS ........................................................................................... 20 

2.4 SMALL UAS................................................................................................................... 26 

2.5 UNMANNED AIRSHIPS .................................................................................................... 32 

2.6 UAS PROGRAMMATIC DATA ......................................................................................... 37 

2.7 UAS WORLDWIDE GROWTH.......................................................................................... 38 

3.0 Requirements........................................................................................................ 41

3.1 HISTORICALLY VALIDATED UAS ROLES ....................................................................... 41 

3.2 COMBATANT COMMANDER REQUIREMENTS FOR UAS .................................................. 41 

3.3 MISSION REQUIREMENTS RANKED FOR UAS................................................................. 42 

3.4 MISSION AREAS OPEN TO UAS ..................................................................................... 43 

3.5 INTEROPERABILITY ........................................................................................................ 45 

4.0 Technologies ......................................................................................................... 47

4.1 PROCESSOR TECHNOLOGIES........................................................................................... 48 

4.2 COMMUNICATION TECHNOLOGIES................................................................................. 49 

4.3 PLATFORM TECHNOLOGIES............................................................................................ 51 

4.4 PAYLOAD TECHNOLOGIES.............................................................................................. 56 

5.0 Operations ............................................................................................................ 63

5.1 TRAINING....................................................................................................................... 63 

5.2 OPERATIONAL CONCEPTS DEVELOPMENT—PARTICIPATING AGENCIES ........................ 64 

5.3 OPERATIONS .................................................................................................................. 67 

5.4 WEAPON DELIVERY ....................................................................................................... 69 

5.5 OPERATING AND SUPPORT COSTS.................................................................................. 69 

6.0 Roadmap............................................................................................................... 71

6.1 UAS CAPABILITIES ROADMAP....................................................................................... 71 

6.2 UAS MISSIONS ROADMAP ............................................................................................. 72 

6.3 GOALS FOR UNMANNED AVIATION................................................................................ 74 

6.4 FUTURE DIRECTIONS...................................................................................................... 75 

Appendix A: Missions.................................................................................................. A-1

Appendix B: Sensors.................................................................................................... B-1

Appendix C: Communications ................................................................................... C-1

Appendix D: Technologies .......................................................................................... D-1

Appendix E: Interoperability Standards................................................................... E-1

Appendix F: Airspace...................................................................................................F-1

Appendix G: Task, Post, Process, and Use Considerations .....................................G-1

Appendix H: Reliability...............................................................................................H-1

Appendix I: Homeland Security.................................................................................. I-1
UAS ROADMAP 2005 

 TABLE OF CONTENTS – Page iv 

Appendix J: Unmanned Ground Vehicles.................................................................. J-1

Appendix K: Survivability ..........................................................................................K-1

LIST OF FIGURES AND TABLES 

FIGURE 2.0-1. TIMELINE OF CURRENT AND PLANNED DOD UAS SYSTEMS.................................... 3 

FIGURE 2.6-1. DOD ANNUAL FUNDING PROFILE FOR UAS........................................................... 37 

FIGURE 2.7-1. UAS MANUFACTURING COUNTRIES. ..................................................................... 40 

FIGURE 4.0-1. DOD INVESTMENT IN UAS RESEARCH AND DEVELOPMENT. ................................. 47 

FIGURE 4.0-2. TREND IN UA AUTONOMY...................................................................................... 48 

FIGURE 4.1-1. TREND IN PROCESSOR SPEED. ................................................................................ 49 

FIGURE 4.1-2. RELATIONSHIPS OF PROCESSOR SPEED AND MEMORY. .......................................... 49 

FIGURE 4.3-1. MASS SPECIFIC POWER TRENDS............................................................................. 54 

FIGURE 4.3-2. MISHAP RATE COMPARISON.................................................................................... 55 

FIGURE 4.3-3. UA CAPABILITY METRIC: WEIGHT V. COST.......................................................... 57 

FIGURE 4.3-4. UA PERFORMANCE METRIC: ENDURANCE V. COST............................................... 57 

FIGURE 4.4-1. UA PAYLOAD CAPACITY VS. ENDURANCE............................................................. 58 

FIGURE 4.4-2. STILL IMAGERY SENSOR TECHNOLOGY FORECAST. ............................................... 59 

FIGURE 4.4-3. MOTION/VIDEO IMAGERY SENSOR TECHNOLOGY FORECAST. ............................... 59 

FIGURE 4.4-4. RADAR IMAGERY SENSOR TECHNOLOGY FORECAST.............................................. 59 

FIGURE 4.4-5. SIGINT SENSOR TECHNOLOGY FORECAST. ........................................................... 60 

FIGURE 4.4-6. MASINT SENSOR TECHNOLOGY FORECAST.......................................................... 60 

FIGURE 4.4-7. FORECAST SENSOR CAPABILITIES. ......................................................................... 60 

FIGURE 5.3-1. LOCATIONS OF U.S.-BASED DOD UAS. ................................................................ 68 

FIGURE 6.1-1. UAS CAPABILITIES ROADMAP. .............................................................................. 72 

FIGURE 6.2-1. UAS MISSIONS ROADMAP. .................................................................................... 74 

FIGURE C-1. GLOBAL HAWK COMMUNICATIONS ARCHITECTURE. ............................................. C-3 

FIGURE C-2. PREDATOR OPERATING IN DEPLOYED MODE.......................................................... C-4 

FIGURE C-3. PREDATOR REMOTE SPLIT OPERATIONS................................................................. C-5 

FIGURE C-4. UA PROGRESSION FROM CIRCUIT BASED TO NET-CENTRIC COMMUNICATIONS. ... C-6 

FIGURE C-5. JTRS GROUND AND AIRBORNE NETWORKS. ........................................................ C-11 

FIGURE C-6. THE TRANSFORMATIONAL COMMUNICATIONS ARCHITECTURE............................ C-12 

FIGURE C-7. BLACK TRANSPORT EDGE-TO-EDGE..................................................................... C-13 

FIGURE C-8. AIRCRAFT SYSTEMS ENGINEERING MODEL – IP FRIENDLY NETWORK INTERFACES. ... 

 ........................................................................................................................................... C-14 

FIGURE C-9. SPIRALED STAGES TO A UA COMMUNICATIONS NETWORK.................................. C-20 

FIGURE C-10. POTENTIAL CDL MIGRATION PATHS.................................................................. C-21 

FIGURE C-11. CONSOLIDATED HIGH LEVEL PROGRAM SCHEDULE........................................... C-22 

FIGURE D-1. PERFORMANCE PAYOFF OF A NOTIONAL COMBAT UA UTILIZING TECHNOLOGIES 

FROM THE JETEC PHASE III GOALS. .................................................................................... D-1 

FIGURE D-2. JETEC COST GOAL IN COMPARISON TO EXISTING SYSTEMS. ................................. D-2 

FIGURE D-3. ENGINE EFFECTS ON TAKE-OFF GROSS WEIGHT FOR A DESIRED MISSION 

ENDURANCE. ....................................................................................................................... D-5 

FIGURE D-4. SPECIFIC ENERGY CALCULATION. .......................................................................... D-6 

FIGURE D-5. AUTONOMOUS CAPABILITY LEVELS (ACLS). ...................................................... D-10 

FIGURE F-1. JOINT FAA/OSD APPROACH TO REGULATING UA. .................................................F-2 
UAS ROADMAP 2005 

 TABLE OF CONTENTS – Page v 

FIGURE F-2: U.S. MILITARY AIRCRAFT AND UA CLASS A MISHAP RATES (LIFETIME), 1986-2003.

..............................................................................................................................................F-3 

FIGURE F-3. UA AND AIRSPACE CLASSES OF THE NATIONAL AIRSPACE SYSTEM........................F-4 

FIGURE H-1. U.S. MILITARY AIRCRAFT AND UA CLASS A MISHAP RATES (LIFETIME), 1986 –

2004..................................................................................................................................... H-3 

FIGURE H-2. AVERAGE SOURCES OF SYSTEM FAILURES FOR U.S. MILITARY UA FLEET................ 

(BASED ON 194,000 HRS)............................................................................................................ H-5 

FIGURE H-3. AVERAGE SOURCES OF SYSTEM FAILURES FOR IAI UA FLEET (BASED ON 100,000

HRS). .................................................................................................................................... H-5 

FIGURE I-1. UA ACTIVITIES AND PROGRAMS IN SUPPORT OF HOMELAND SECURITY. ..................I-2 

FIGURE J-1. JRP FUNDING HISTORY. ........................................................................................... J-1 

FIGURE J-2. JRP MANAGEMENT STRUCTURE............................................................................... J-2 

FIGURE J-3: JRP STRATEGY AND EVOLVING ROBOTICS REQUIREMENTS..................................... J-7 

FIGURE J-4: ROBOTIC EVOLUTION. .............................................................................................. J-7 

TABLE 2.6-1. SUMMARY STATUS OF RECENT UAS....................................................................... 37 

TABLE 2.6-2. FY06 PRESIDENT’S BUDGET REQUEST FOR UAS RDT&E AND PROCUREMENT 

($M)*. ................................................................................................................................... 38 

TABLE 2.6-3. FY06 PRESIDENT’S BUDGET FOR UAS OPERATIONS AND MAINTENANCE ($M)*. .. 38 

TABLE 2.7-1. CLASSES OF WORLDWIDE MILITARY RECONNAISSANCE UAS. ............................... 39 

TABLE 2.7-2. MTCR MEMBER INTEREST IN UAS......................................................................... 40 

TABLE 3.1-1. HISTORICALLY VALIDATED UAS ROLES................................................................. 41 

TABLE 3.2-1. IPL PRIORITIES FOR UAS-RELATED APPLICATIONS BY COCOM. .......................... 42 

TABLE 3.2-2. UAS-RELATED IPL ITEMS BY JOINT FUNCTIONAL CATEGORY. .............................. 42 

TABLE 3.3-1. COMBATANT COMMANDER/SERVICE UAS MISSION PRIORITIZATION MATRIX—

2004....................................................................................................................................... 43 

TABLE 3.4-1. UAS MISSION AREAS.............................................................................................. 44 

TABLE 4.3-1. PROPULSION AND POWER TECHNOLOGY FORECAST................................................ 54 

TABLE 4.3-2. UAS AND UA COSTS AND WEIGHTS. ...................................................................... 56 

TABLE 5.3-1. CURRENT UAS INVENTORY. ................................................................................... 67 

TABLE 6.1-1. EXAMPLE CAPABILITY METRICS. ............................................................................ 71 

TABLE C-1. WNW FEATURES................................................................................................... C-11 

TABLE C-2. KEY SOURCES FOR COMMUNICATIONS STANDARDS.............................................. C-19 

TABLE D-1. FUTURE FUNDING OF DOD. ................................................................................... D-11 

TABLE F-1. ALIGNMENT OF UA CATEGORIES WITH FAA REGULATIONS.....................................F-5 

TABLE H-1. SUMMARY OF UA RELIABILITY FINDINGS............................................................... H-3 

TABLE H-2: SUMMARY OF UA FAILURE MODE FINDINGS .......................................................... H-4 

TABLE H-3. TECHNOLOGY TO ENHANCE UA RELIABILITY. ........................................................ H-8 

TABLE I-1. DHS/BTS CAPABILITY REQUIREMENTS APPLICABLE TO UA. ....................................I-1 

TABLE I-2. PAST AND PLANNED DHS-SPONSORED UA DEMONSTRATIONS..................................I-2 

TABLE K-1. SURVIVABILITY CLASSIFICATION LETHAL THREAT MATRIX................................... K-5 

TABLE K-2. SURVIVABILITY CLASSIFICATION NON-LETHAL THREAT MATRIX. ......................... K-5 

TABLE K-3. SURVIVABILITY DESIGN FEATURES BY SURVIVABILITY CLASSIFICATION. .............. K-5 
UAS ROADMAP 2005 

ACRONYM LIST – Page vi 

ACRONYM LIST 

AATD Advanced Aviation Technology Directorate J-UCAS Joint Unmanned Combat Air Systems 

ABCI Arizona Border Control Initiative JUSC2 Joint Unmanned Systems Common Control 

ACAS Auto-Aircraft Collision Avoidance System KI Kinetic Intercept 

ACC Air Combat Command LADAR Laser Detection and Ranging 

ACL Autonomous Control Levels LAN Local Area Network 

ACN Airborne Communication Node LANDSAT Land Remote-Sensing Satellite 

ACP Allied Communications Publication LAW Light Anti-Armor Weapon 

ACTD Advanced Concept Technology Demonstration LCC Life Cycle Cost 

ACTM Aircraft Collection Tasking Message LCS Littoral Combat Ship 

ADatP-16 Allied Data Publication-16 LDRF Laser Designator Rangefinder 

ADS-B Automatic Dependent Surveillance-Broadcast LIDAR Light, Detection, and Ranging 

ADT Air Data Terminal LNO Liaison officers 

AEHF Advanced Extremely High Frequency LO Low Observable 

AESA Active Electronically Steered Antenna LOE Limited Objective Experiments 

AFMSS Air Force Mission Support System LOS Line-of-Sight 

AFRL Air Force Research Laboratory LRE Launch and Recovery Element 

AFSOC Air Force Special Operations Command LRIP Low-Rate Initial Production 

AIA Advanced Information Architecture LVOSS Light Vehicle Obscurant Smoke System 

AIAA American Institute of Aeronautics and Astronautics MAR Mission Available Rate 

AJCN Adaptive Joint C4ISR Node MASINT Measurements and Signatures Intelligence 

ALERT Air Launched Extended Range Transporter MAV Micro Air Vehicle 

AMAD Airframe Mounted Accessory Drive MBC Maritime Battle Center 

AMF Airborne, Maritime, and Fixed Station MC2C Multi-Sensor Command and Control Constellation 

AMO Air and Marine Operations MCE Mission Control Element 

AMRDEC Aviation and Missile, Research, Development, and 

Engineering Center 

MCM Mine Counter Measures 

AMTI Airborne Moving Target Indicator MCWL Marine Corps Warfighting Lab 

AO Autonomous Operations; Area of Operations MDARS Mobile Detection Assessment Response System 

AOC Air Operations Center MDARS-E Mobile Detection Assessment Response SystemExpeditionary 

AOR Area of Responsibility MEF Marine Expeditionary Force 

API Application Program Interface METOC Meteorology and Oceanography 

APOBS Anti-Personnel/Obstacle Breaching System MHS Message Handling Systems 

APU Auxiliary Power Unit MIAG Modular Integrated Avionics Group 

ARL Army Research Laboratory MILSATCOM Military Satellite Communications 

ARTS All-Purpose Remote Transport System MISB Motion Imagery Standards Board 

ASARS 2A Advanced Synthetic Aperture Radar System MISP Motion Imagery Standards Profile 

ASD Assistant Secretary of Defense; Advanced Signals 

Intelligence Program 

MMR Multi Mode Radar 

ASIP Advanced Signals Intelligence Payload MOCU Multi-Robot Operator Control Unit 

ASOC Air Support Operations Center MOGAS Motor Gasoline 

ASTM American Society of Testing & Materials MOUT Military Operations In Urban Terrain 

ASW Anti Submarine Warfare MP-CDL Multi-Platform CDL 

ATC Automatic Target Cueing; Air Traffic Control MPEG Moving Picture Experts Group 

ATM Asynchronous Transfer Mode MP-RTIP Multi-Platform Radar Technology Insertion Program 

ATR Air Traffic Regulation; Automatic Target 

Recognition 

MR-TCDL Multi-Role – TCDL 

AUMS Autonomous UAV Mission System MSA Mechanically-Steered Antenna 

AVGAS Aviation Gasoline MSI Multispectral Imagery 

AWACS Airborne Warning and Control System MSL Mean Sea Level 

AWE Advanced Warfighting Experiments MTBF Mean Time Between Failure 

BA Battlespace Awareness MTCR Missile Technology Control Regime 

BAMS Broad Area Maritime Surveillance MTI Moving Target Indicator 

BDA Bomb Damage Assessment MTRS Man-Transportable Robotic System 

BIIF Basic Image Interchange Format MTS Multispectrum Targeting System 

BLOS Beyond Line of Sight MTTF Mean Time To Failure 

BSFC Brake Specific Fuel Consumption MUA Military Utility Assessment 

BTS Border and Transportation Security MUDO Maritime Unmanned Development and Operations 

C2 Command and Control MUOS Mobile User Objective System 

C3 Command, Control, and Communications MUSE Multiple Unified Simulation Environment 

C3I Command, Control, Communications, and 

Intelligence 

NAMRL Navy Aerospace Medical Research Laboratory 

CAI Composites Affordability Initiative NAS National Airspace System 

CALA Community Airborne Library Architecture NAVAIR Naval Air Systems Command 

CAOC Combined Air Operations Center NAWC-AD Naval Air Warfare Center–Aircraft Division 
UAS ROADMAP 2005 

ACRONYM LIST – Page vii 

CBP Customs and Border Protection NBC Nuclear, Biological and Chemical 

CBRNE Chemical Biological Radiological Nuclear 

Explosive 

NCES Net-Centric Enterprise Services 

CCD Charge-Coupled Device; Camouflage, 

Concealment, and Denial; Coherent Change 

Detection 

NGA National Geospatial-Intelligence Agency 

CDL Common Data Link NIB Not To Interfere Basis 

CEE Collaborative Engagement Experiment NII Networks and Information Integration 

CENTCOM U.S. Central Command NIMA National Imagery and Mapping Agency 

CFACC Combined Forces Air Component Commander NITF National Imagery Transmission Format 

CFR Code of Federal Regulations NNMSB Non-Nuclear Munition Safety Board 

CIO Chief Information officer NORTHCOM Northern Command 

CIP Common Imagery Processor; Continuous 

Improvement Program 

NR-KPP Net-Ready Key Performance Parameters 

CIRPAS Center For Interdisciplinary Remotely Piloted 

Aircraft Studies 

NRL Naval Research Laboratory 

CJTFEX Combined Joint Task Force Exercise NRT Near Real Time 

CLS Contractor Logistics Support NRTD Near Real Time Dissemination 

CN Counter Narcotics NSA National Security Agency 

COA Certificate of Authorization NSAWC Naval Strike and Air Warfare Center 

COCOM Combatant Command NSIF NATO Secondary Imagery Format 

COMINT Communications Intelligence NSMV Near Space Maneuvering Vehicle 

COMPASS Compact Army Spectral Sensor NSWC Naval Surface Weapons Center 

CONOPS Concept of Operations NUSE2 National Unmanned Systems Experimentation 

Environment 

CONUS Continental United States NVESD Night Vision Electronic Sensors Directorate 

COS Class of Service O&S Operating and Support 

CoT Cursor on Target OASD Office of the ASD 

COTS Commercial off-the-Shelf OAV Organic Air Vehicle 

COUGAR Cooperative Unmanned Ground Attack Robot OCU Operator Control Unit 

CRW Canard Rotor/Wing ODIS Omni-Directional Inspection System 

CSAR Combat Search and Rescue OEF Operation ENDURING FREEDOM 

CSP Common Security Protocol OIF Operation IRAQI FREEDOM 

CUCS Common Unmanned Systems Control Station OMC Outer Mold Casing 

DAISRP Defense Airborne Intelligence, Surveillance, and 

Reconnaissance Plan 

OMFTS Operational Maneuver From The Sea 

DAMA Demand Assigned Multiple Access OMG Object Management Group 

DARO Defense Airborne Reconnaissance Office ONR Office of Naval Research 

DARPA Defense Advanced Research Projects Agency ONS Operational Needs Statement 

DASC Direct Air Support Center OPOC Opposed Cylinder 

DATMS DISN Asynchronous Transfer Mode Services OPR Office of Primary Responsibility 

DCGS Distributed Common Ground System ORD Operational Requirements Document 

DCMA Defense Contract Management Agency OSD Office of the Secretary of Defense 

DDMS DoD Discovery Metadata Specification OSI Systems Interconnect 

DE Directed Energy P&P Power/Propulsion 

DEAD Destruction of Enemy Air Defense PAT Pointing, Acquisition, and Tracking 

DEM Digital Elevation Models PBFA Policy Board On Federal Aviation 

DepSO Departmental Standardization Office PFPS Portable Flight Planning Software 

DEW Directed Energy Weapons PKI Public-Key Infrastructure 

DGS Deployable Ground Station PPS Predator Primary Satellite 

DHS Department of Homeland Security PSYOPS Psychological Operations 

DISA Defense Information Systems Agency PTIR Precision Track Illumination Radar 

DISN Defense Information Services Network QDR Quadrennial Defense Review 

DISR DoD Information Technology Registry QIS Quantum Interference Switch 

DLI Data Link Interface QoS Quality of Service 

DMS Defense Message System QRC Quick Reaction Capability 

DoD Department of Defense R&D Research and Development 

DOTMLPF Doctrine, Organization, Training, Materiel, 

Leadership, Personnel and Facilities 

RAID Rapid Aerostat Initial Deployment 

DPPDB Digital Point Positioning Data Base RATO Rocket Assisted Take-off 

DSA Digital Signature Algorithm RC Radio-Controlled 

DSCS Defense Satellite Communications System RDC Coast Guard Research and Development Center 

DSPO Defense Standardization Program Office REAP Rapidly Elevated Aerostat Platform 

DSS Digital Signature Standard RF Radio Frequency 

DTED Digital Terrain Elevation Data RFP Request For Proposal 

EA Electronic Attack ROE Rules of Engagement 

EASA European Aviation Safety Agency RPV Remotely Piloted Vehicles 
UAS ROADMAP 2005 

ACRONYM LIST – Page viii 

ELINT Electronic Intelligence RSO Remote Split Operations 

EMD Engineering and Manufacturing Development RSTA Reconnaissance, Surveillance, and Target 

Acquisition 

EMI Electromagnetic Interference RT Real-Time 

EMP Electro-Magnetic Pulse S&A See and Avoid 

EO/IR Electro-Optical/Infra Red S&T Science and Technology 

EOD Explosive Ordnance Disposal; Explosive Ordnance 

Device 

SADL Situational Awareness Data Link 

EPLRS Enhanced Position Location Reporting System SAE Society of Automotive Engineers 

ER/MP Extended Range/Multi-Purpose SAR Synthetic Aperture Radar 

ESA Electronically Steered Antenna; Electronically 

Scanned Array 

SARP Standard and Recommended Procedures 

ESM Electronic Support Measures SATCOM Satellite Communications 

F2T2EA Find, Fix, Track, Target, Engage, and Assess SBIR Small Business Innovative Research 

FA Force Application SCA Software Communications Architecture 

FAA Federal Aviation Administration SCAR Strike Control and Reconnaissance 

FAB-T Family of Advanced Beyond Line-of-Sight 

Terminals 

SDB Small Diameter Bomb 

FBE Fleet Battle Experiment SDD System Design and Development 

FCS Future Combat System SEAD Suppression of Enemy Air Defenses 

FIRRE Family of Integrated Rapid Response Equipment SFC Specific Fuel Consumption 

FL Focused Logistics; Flight Level SHP Shaft Horsepower 

FLIR Forward Looking Infrared SIAP Single Integrated Air Picture 

FMECA Failure Mode Effect and Criticality Analysis SIF Selective Identification Feature 

FNC Future Naval Capability SIGINT Signals Intelligence 

FOPEN Foliage Penetration SIL System Integration Laboratory 

FOR Field of Regard SINCGARS Single Channel Ground and Airborne Radio System 

FP Force Protection SIP Sensor Interface Protocol 

FPASS Force Protection Aerial Surveillance System SIPRNET Secret Internet Protocol Router Network 

FRP Full-Rate Production SLS Sea Level Standard 

FUE First Unit Equipped SMUD Standoff Munitions Disruption 

FWV Fixed Wing Vehicle SNMP Simple Network Management Protocol 

GBS Global Broadcast Service SOF Special Operations Forces 

GCCS Global Command and Control System SP Specific Power 

GCS Ground Control Station SPG Strategic Planning Guidance 

GDT Ground Data Terminal SPIRITT Spectral Infrared Remote Imaging Transition 

Testbed 

GES GIG Enterprise Services SPOT Systeme Pour L’observation De La Terre 

GFP Generic Framing Procedure SSGN Submersible, Ship, Guided, Nuclear 

GHMD Global Hawk Maritime Demonstration SSL Secure Socket Layer 

GIG Global Information Grid SuR Surveillance Radar 

GIG CRD GIG Capstone Requirements Document SWAP Size, Weight, and Power 

GIG-BE GIG Bandwidth Expansion SYERS 2 Senior-Year Electro-Optical Reconnaissance System 

GMTI Ground Moving Target Indicator T/W Thrust-to-Weight 

GOTS Government off-the-Shelf TACP Tactical Control Party 

GUI Graphics User Interface TAMD Theater Air Missile Defense 

GWOT Global War On Terror TARS Tethered Aerostat Radar System 

HAA High Altitude Airship TBD To Be Determined 

HAIPE High Assurance Internet Protocol Encryption TCA Transformation Communications Architecture 

HAIPIS Haipe Interoperability Specification TCAS Traffic Collision/Avoidance System 

HDTV High Definition Television TCDL Tactical Common Data Link 

HFE Heavy Fuel Engines TCS Transformational Communications System; Tactical 

Control System 

HMI Human-Machine Interaction TDDS Trap Data Distribution System 

HMMWV High-Mobility Multipurpose Wheeled Vehicle TDMA Time Division Multiple Access 

HPM High Power Microwave TESAR Tactical Endurance Synthetic Aperture Radar 

HSI Hyperspectral Imagery TIBS Tactical Information Broadcast System 

HSUAV Homeland Security UAV TLS Transport Layer Security 

HyLITE Hyperspectral Longwave Imager For the Tactical 

Environment 

TNMC Total Not Mission Capable 

IA Information Assurance TOS Time On Station 

IADS Integrated Air Defense Systems TPPU Task, Post, Process, Use 

IAI Israeli Aircraft Industries TRADOC Training and Doctrine Command 

IBS Integrated Broadcast System TRAP Tactical Related Applications 

ICAO International Civil Aviation Organization TRIXS Tactical Intelligence Exchange System 

ICE Internal Combustion Engines; Immigration and 

Customs Enforcement 

TRL Technology Readiness Level 
UAS ROADMAP 2005 

ACRONYM LIST – Page ix 

ID Identification TSA Transportation Security Administration 

IETF Internet Engineering Task Force TSAS Tactile Situation Awareness System 

IFF Identification Friend or Foe TSAT Transformational Satellite 

IFR Instrument Flight Rules TSC Tactical Support Centers 

IFSAR Interferometric Synthetic Aperture Radars TSM TRADOC System Manager 

I-Gnat Improved Gnat TSP Tactical SIGINT Payload 

IHPTET Integrated High Performance Turbine Engine 

Technology 

TTP Tactics, Techniques, and Procedures 

IMINT Imagery Intelligence TUAV Tactical Unmanned Aerial Vehicle 

INEEL Idaho National Engineering and Environmental 

Laboratory 

TUGV Tactical Unmanned Ground Vehicle 

INMARSAT International Marine/Maritime Satellite TUT Targets Under Trees 

IOC Initial Operational Capability UA Unmanned Aircraft; Unit of Action 

IP Internet Protocol UAB UAV Battlelab 

IPL Integrated Priorities List; Image Product Library UAS Unmanned Aircraft System 

IPT Integrated Product Team UAV Unmanned Aerial Vehicle 

ISAR Inverse SAR UCAD Unmanned Combat Airborne Demonstrator 

ISR Intelligence, Surveillance, and Reconnaissance UCAR Unmanned Combat Armed Rotorcraft 

ISR&T Intelligence, Surveillance, Reconnaissance and 

Targeting 

UCAV Unmanned Combat Air Vehicle 

ISS Integrated Sensor Suite UCS Unmanned Control System 

ITU International Telecommunications Union UFO UHF Follow-On 

JASA Joint Airborne SIGINT Architecture UGV Unmanned Ground Vehicle 

JAUGS Joint Architecture For Unmanned Ground Systems UHF Ultra High Frequency 

JAUS Joint Architecture Unmanned Systems UMV Unmanned Marine Vehicle 

JCAD Joint Chemical Agent Detector US&P United States and Its Possessions 

JCS Joint Chiefs of Staff USJFCOM U.S. Joint Forces Command 

JDAM Joint Direct Attack Munition USSOCOM United States Special Operations Command 

JEFX Joint Expeditionary Forces Experiment USV Unmanned Surface Vehicle 

JETEC Joint Expendable Turbine Engine Concept UUV Unmanned Undersea Vehicle 

JFC Joint Forces Commander UVGG Unmanned Vehicles Common Control 

JFCOM Joint Forces Command UXO Unexploded Ordnance 

JLENS Joint Land Attack Elevated Netted Sensor VAATE Versatile Affordable Advanced Turbine Engine 

JMTOP Joint Multi-TADIL Operating Procedures VFR Visual Flight Rules 

JOTBS Joint Operational Test Bed System VTOL Vertical Take-Off and Landing 

JP Jet Petroleum VTUAV Vertical Take-Off and Landing Tactical UAV 

JPO Joint Program Office WAN Wide Area Network 

JROC Joint Requirements Oversight Council WATCH-IT Wide-Area All-Terrain Change Indication and 

Tomography 

JRP Joint Robotics Program WGS Wideband Gap filler System 

JSF Joint Strike Fighter WMD Weapons of Mass Destruction 

JSTARS Joint Surveillance, Targeting, and Attack Radar 

System 

WNW Wide Band Networking Waveform 

JTA Joint Technology Architecture WSADS Wind Supported Air Delivery System 

JTC Joint Technology Center WSUA Wing Store UA 

JTIDS Joint Tactical Information Distribution System WWW World Wide Web 

JTRS Joint Tactical Radio System XML Extensible Markup Language 

JUAV-JTE Joint UAV Joint Test and Evaluation XUV Experimental Unmanned Vehicle 
UAS ROADMAP 2005 

ACRONYM LIST – Page x 
UAS ROADMAP 2005 

1.0 INTRODUCTION 

1.1 PURPOSE 

The purpose of this Roadmap is to stimulate the planning process for U.S. military UA development over 

the period from 2005-2030. It is intended to assist DoD decision makers in developing a long-range 

strategy for UA development and acquisition in future Quadrennial Defense Reviews (QDRs) and other 

planning efforts, as well as to guide industry in developing UA-related technology. Additionally, this 

document may help other U.S. Government organizations leverage DoD investments in UA technology to

fulfill their needs and capabilities. The Roadmap addresses the following key questions: 

3⁄4 What requirements for military capabilities could potentially be filled by UA systems? 

3⁄4 What processor, communication, platform, and sensor technologies are necessary to provide these 

capabilities? 

3⁄4 When could these technologies become available to enable the above capabilities? 

This Roadmap is meant to complement ongoing Service efforts to redefine their roles and missions for 

handling 21st century contingencies. The Services see UAS as integral components of their future tactical 

formations. As an example, the Army’s current transformation initiative envisions each Brigade Combat 

Team having a reconnaissance, surveillance, and target acquisition (RSTA) squadron equipped with an 

UAS, reflecting the initiative’s emphasis on reducing weight, increasing agility, and integrating robotics 

in their future forces. 

1.2 SCOPE 

OSD, as part of its oversight responsibilities for Defense-wide acquisition and technology, intends this 

Roadmap to be strong guidance in such cross-program areas as standards development and other 

interoperability solutions. It neither authorizes specific UAS nor prioritizes the requirements, as this is 

the responsibility of the Services and the Joint Requirements Oversight Council (JROC). It does, 

however, identify future windows when technology should become available to enable new capabilities, 

linked to warfighters’ needs, to be incorporated into current or planned UAS. Many of the technologies 

discussed in this document are currently maturing in defense research laboratories and contractor 

facilities. The Roadmap span of 25 years was chosen to accommodate what typically constitutes a 

generation of aircraft and payload technology, from laboratory project to fielded system. The information 

presented in this study is current as of March 30, 2005. Programmatic information is current as of 

February 7, 2005 when the FY06 President’s Budget went to Congress. 

1.3 DEFINITIONS

Cruise missile weapons are occasionally confused with UA weapon systems because they are both 

unmanned. The key discriminators are (1) UA are equipped and intended for recovery at the end of their 

flight, and cruise missiles are not, and (2) munitions carried by UA are not tailored and integrated into 

their airframe whereas the cruise missile’s warhead is. This distinction is clearly made in the Joint 

Publication 1-02 DoD Dictionary’s definition for “UAV” (or UA). 

A powered, aerial vehicle that does not carry a human operator, uses aerodynamic forces to provide 

vehicle lift, can fly autonomously or be piloted remotely, can be expendable or recoverable, and can 

carry a lethal or non-lethal payload. Ballistic or semi ballistic vehicles, cruise missiles, and artillery 

projectiles are not considered unmanned aerial vehicles. 

1.4 WHY UNMANNED AIRCRAFT? 

The familiar saying that UA are better suited for "dull, dirty, or dangerous" missions than manned aircraft 

presupposes that man is (or should be) the limiting factor in performing certain airborne roles. Although 

any flight can be dull or dangerous at times, man continues to fly such missions, whether because of 

SECTION 1 - INTRODUCTION 

Page 1 
UAS ROADMAP 2005 

tradition or as a substitute for technology inadequacies. The following examples validate this saying. 

The Dull 

B-2 crews flew 30-hour roundtrip missions from Missouri to Serbia during 34 days of the Kosovo conflict 

in 1999. The normal two-man crews were augmented with a third pilot, but even so, fatigue management 

was the dominant concern of unit commanders, who estimated 40-hour missions would have been their 

crews’ maximum. The post-Kosovo RAND assessment states “...the crew ratio of two two-man crews 

per aircraft might need to be increased to four crews or else provisions made [for foreign basing.] A 

serious limiting factor...is that doubling the B-2’s crew ratio would require either doubling the number of 

training sorties and hours flown by the Air Force’s limited B-2 inventory or reducing the number of 

sorties and flying hours made available to each B-2 crew member—to a point where their operational 

proficiency and expertise would be unacceptably compromised.” Contrast this short term imposition on 

crew endurance with the nearly continuous string of day-long MQ-1 missions over Afghanistan and Iraq 

that have been flown by stateside crews operating on a four-hour duty cycle for nearly two years. 

The Dirty 

The Air Force and the Navy used unmanned B-17s and F6Fs, respectively, from 1946 to 1948 to fly into 

nuclear clouds within minutes after bomb detonation to collect radioactive samples, clearly a dirty 

mission. Returning UA were washed down by hoses and their samples removed by cherrypicker-type 

mechanical arms to minimize the exposure of ground crew to radioactivity. In 1948, the Air Force 

decided the risk to aircrews was "manageable," and replaced the UA with manned F-84s whose pilots 

wore 60-pound lead suits. Some of these pilots subsequently died due to being trapped by their lead suits 

after crashing or to long term radiation effects. Manned nuclear fallout sampling missions continued into

the 1990s (U-2 Senior Year Olympic Race).

The Dangerous 

Reconnaissance has historically been a dangerous mission; 25 percent of the 3rd Reconnaissance Group's 

pilots were lost in North Africa during World War II compared to 5 percent of bomber crews flying over 

Germany. When the Soviet Union shot down a U.S. U-2 and captured its pilot on 1 May 1960, manned 

reconnaissance overflights of the USSR ceased. What had been an acceptable risk on 1 May became 

unacceptable, politically and militarily on 2 May. Although this U-2 and its pilot (Francis Gary Powers) 

were neither the first nor the last of 23 manned aircraft and 179 airmen lost on Cold War reconnaissance 

missions, their loss spurred the Air Force to develop UA for this mission, specifically the AQM-34 

Firebee and Lockheed D-21. The loss of seven of these UA over China between 1965 and 1971 went 

virtually unnoticed. Thirty years later, the loss of a Navy EP-3 and capture of its crew of 24 showed that 

manned peacetime reconnaissance missions remain dangerous and politically sensitive. Other historically

dangerous missions that appear supportable with UAS are SEAD, strike and portions of electronic attack. 

The highest loss rates to aircrew and aircraft in Vietnam and the Israeli-Arab conflicts were during these 

types of missions. One of the primary purposes for the employment of UA is risk reduction to loss of 

human life in high threat environments. Assignment of these missions to Unmanned Combat Air 

Vehicles (UCAV) directly addresses the dangerous mission of attacking or degrading integrated air 

defense systems. 

The attributes that make the use of unmanned preferable to manned aircraft in the above three roles are, in 

the case of the dull, the better sustained alertness of machines over that of humans and, for the dirty and 

the dangerous, the lower political and human cost if the mission is lost, and greater probability that the 

mission will be successful. Lower downside risk and higher confidence in mission success are two strong 

motivators for continued expansion of unmanned aircraft systems. 

SECTION 1 - INTRODUCTION 

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UAS ROADMAP 2005 

2.0 CURRENT UAS 

This Section provides condensed descriptions of current and planned DoD UAS efforts for the users of 

this Roadmap. It categorizes DoD’s UAS as Major UAS, Concept Exploration (those being used to 

develop new technologies or operating concepts), Special Operations (those UAS unique to SOCOM), 

Small (those mini and micro UAS that can be operated by 1-2 people), and Unmanned Airships (aerostats 

and blimps). Detailed descriptions are available at the websites listed with specific systems below. 

Figure 2.0-1 presents a consolidated timeline of the Services’ ongoing and planned programs of record for 

tactical, endurance, and combat UAS. The vertical line on each program’s bar represents actual or 

projected initial operational capability (IOC). This Figure is a key component of the overall UAS 

Roadmap for the next 25 years, shown in Figure 6.2-1. 

FIGURE 2.0-1. TIMELINE OF CURRENT AND PLANNED DOD UAS SYSTEMS. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1 MAJOR UAS 

2.1.1 MQ-1 Predator

User Service: Air Force

Manufacturer: General Atomics Aeronautical Systems Inc. 

Inventory: 120+ (All types) Delivered/77 Planned

Background: The Air Force MQ-1 Predator was one of the initial Advanced Concept Technology

Demonstrations (ACTDs) in 1994 and transitioned to an Air Force program in 1997. Since 1995, 

Predator has flown surveillance missions over Iraq, Bosnia, Kosovo, and Afghanistan. In 2001, the Air 

Force demonstrated the ability to employ Hellfire missiles from the Predator, leading to its designation 

being changed from RQ-1 to MQ-1 to reflect its multi-mission capability. The Air Force operates 12 

systems in three Predator squadrons. The MQ-1 fleet reached the 100,000 flight hour mark in October 

2004, and was declared operationally capable (IOC) in March 2005. 

http://www.af.mil/factsheets/factsheet_print.asp?fsID=122&page=1. 

Characteristics: 

MQ-1 B MQ-1 B 

Length 26.7 ft Wing Span 48.7 ft 

Gross Weight 2,250 lb Payload Capacity 450 lb

Fuel Capacity 665 lb Fuel Type AVGAS 

Engine Make Rotax 914F Power 115 hp

Data Link(s) BLOS Frequency Ku-band

LOS C-band

Performance:

Endurance 24+ hr/clean 

14 hr/external stores 

Max/Loiter Speeds 118/70 kt 

Ceiling 25,000 ft Radius 500 nm

Takeoff Means Runway Landing Means Runway

Sensor EO/IR Sensor Make Raytheon AN/AAS-52 

SAR Northrop Grumman

AN/ZPQ-1 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.2 RQ-2B Pioneer

User Service: Marine Corps 

Manufacturer: Pioneer UAV, Inc. 

Inventory: 175 Delivered/35 In-Service 

Background: The Navy/Marine RQ-2B Pioneer has served with Navy, Marine, and Army units, 

deploying aboard ship and ashore since 1986. Initially deployed aboard battleships to provide gunnery

spotting, its mission evolved into reconnaissance and surveillance, primarily for amphibious forces. 

Launched by rocket assist, pneumatic launcher, or from a runway, it recovers on a runway with arresting 

gear after flying up to 5 hours with a 75 pound payload. It currently flies with a gimbaled electrooptical/infra red (EO/IR) sensor, relaying analog video in real time via a C-band line-of-sight (LOS) data 

link. Since 1991, Pioneer has flown reconnaissance missions during the Persian Gulf, Bosnia, and 

Kosovo conflicts. It is currently flying in support of Marine Forces in OIF. The Navy ceased Pioneer 

operations at the end of FY02 and transferred assets to the Marine Corps. The Marine Corps is sustaining 

the Pioneer to extend their operations with it until replaced by a follow-on vertical UA. 

http://uav.navair.navy.mil/. 

Characteristics: 

RQ-2B RQ-2B 

Length 14 ft Wing Span 17 ft 

Gross Weight 452 lb Payload Capacity 75 lb 

Fuel Capacity 76 lb Fuel Type AVGAS 

Engine Make Sachs SF 350 Power 26 hp

Data Link(s) LOS C2 Frequency C-band

UHF 

Performance:

Endurance 5 hr Max/Loiter Speeds 110/65 kt 

Ceiling 15,000 ft Radius 100 nm

Takeoff Means RATO/Runway/ 

Pneumatic Launch 

Landing Means Net/Runway with 

Arresting Gear 

Sensor EO/IR Sensor Make Tamam POP 200 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.3 RQ-4 Global Hawk

User Service: Air Force

Manufacturer: Northrop Grumman

Inventory: 12 Delivered/58 Planned (7 ACTD + 51 Production aircraft) 

Background: The Air Force RQ-4 Global 

Hawk is a high altitude, long endurance UA 

designed to provide wide area coverage of up 

to 40,000 nm2

 per day. The size differences 

between the RQ-4A (Block 10) and RQ-4B 

(Blocks 20, 30, 40) models are shown above. 

Global Hawk completed its first flight in

February 1998 and transitioned from an 

ACTD into engineering and manufacturing 

development (EMD) in March 2001. Global 

Hawk carries both an EO/IR sensor and a 

Synthetic Aperture Radar (SAR) with moving

target indicator (MTI) capability, allowing 

day/night, all-weather reconnaissance. Sensor data is relayed over CDL LOS (X-band) and/or beyondline-of-site (BLOS) (Ku-band SATCOM) data links to its mission control element (MCE), which 

distributes imagery to up to seven theater exploitation systems. The Air Force has budgeted for 34 

production aircraft in FY05-10, and plans a total fleet of 51. The first of 44 ‘B’ models is to be available 

for flight test in November 2006. The first Mult-Int payload which includes Advanced Signals 

Intelligence Program (ASIP) will be available for flight test in May 2007 followed by the Multi-Platform

Radar Technology Insertion Program (MP-RTIP) payload in July 2007. The Air Force plans to add other 

sensor and communications capabilities in a spiral development process as this fleet is procured. Ground 

stations in theaters equipped with the common imagery processor (CIP) will eventually be able to receive 

Global Hawk imagery directly. IOC for imagery intelligence (IMINT)-equipped aircraft is expected to 

occur in FY06. http://www.af.mil/factsheets/factsheet.asp?fsID=175. 

Characteristics: 

RQ-4A 

 (Block 10) 

RQ-4B 

(Block 20, 30, 40)

RQ-4A 

 (Block 10) 

RQ-4B 

(Block 20, 30, 40)

Length 44.4 ft 47.6 ft Wing Span 116.2 ft 130.9 ft 

Gross Weight 26,750 lb 32,250 lb Payload Capacity 1,950 lb 3,000 lb 

Fuel Capacity 14,700 lb 16,320 lb Fuel Type JP-8 JP-8 

Engine Make Rolls Royce 

AE-3007H 

Rolls Royce 

AE-3007H 

Power 7,600 lb

(SLS) 

7,600 lb (SLS) 

Data Link(s) LOS LOS Frequency UHF UHF

LOS LOS X-band X-band

BLOS

(SATCOM) 

BLOS (SATCOM) Ku-band

INMARSAT

Ku-band 

INMARSAT

Performance:

Endurance 32 hr 28 hr Max/Loiter Speeds 350/340 kt 340/310 kt 

Ceiling 65,000 ft 60,000 ft Radius 5,400 nm 5,400 nm

Takeoff Means Runway Runway Landing Means Runway Runway

Sensor EO/IR EO/IR and SIGINT Sensor Make Raytheon Raytheon 

SAR/MTI SAR/MTI Raytheon Raytheon

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.4 RQ-5A/MQ-5B Hunter

User Service: Army

Manufacturer: Northrop Grumman 

Inventory: 62 Delivered/35 In-Service

Background: The RQ-5 Hunter was originally a joint Army/Navy/Marine Corps Short Range UAS that 

the Army intended to meet division and corps level requirements. A gimbaled EO/IR sensor is used to 

relay video in real time via a second airborne Hunter over a C-band LOS data link. Hunter deployed to

Macedonia to support NATO Balkan operations in 1999 and to Iraq in 2002. Although full-rate 

production (FRP) was canceled in 1996, seven low-rate initial production (LRIP) systems of eight aircraft 

each were acquired; an additional 18 aircraft were purchased in FY04 for delivery in FY05. All 18 

aircraft will deliver as MQ-5s which have been modified to carry the Viper Strike and BLU 108 

munitions. A competitively selected Extended Range/Multi-Purpose (ER/MP) UAS will begin to replace 

Hunter as early as FY07. Hunter is expected to remain in service through 2009. 

Characteristics: 

RQ-5A MQ-5B RQ-5A MQ-5B 

Length 22.6 ft 23 ft Wing Span 29.2 ft 34.25 ft 

Gross 

Weight 

1,620 lb 1,800 lb Payload 

Capacity

200 lb 200 lb

Fuel 

Capacity

Moto Guzzi 

421 lb

HFE 280 lb 

Moto Guzzi 

421 lb

HFE 280 lb 

Fuel Type MOGAS JP-8 

Engine Make Moto Guzzi (x2) Moto Guzzi 

(x2) 

Mercedez

HFE (x2) 

Power 57 hp (x2) 57 hp (x2) 

56 hp (x2) 

Data Link LOS LOS Frequency C-band C-band

Performance:

Endurance 11.6 hr 18 hr Max/Loiter 

Speeds 

106/89 kt 106/89 kt 

Ceiling 15,000 ft 18,000 ft Radius 144 nm 144 nm

Takeoff 

Means 

Runway Runway Landing Means Runway/Wire Runway/Wire 

Sensor EO/IR EO/IR Sensor Make Tamam MOSP Tamam MOSP 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.5 RQ-7A/B Shadow 200 

User Service: Army

Manufacturer: AAI

Inventory: 100 + Delivered/332 Planned

Background: The Army selected the RQ-7 Shadow 200 (formerly tactical UA (TUA)) in December 

1999 to meet the Brigade-level UA requirement for support to ground maneuver commanders. 

Catapulted from a rail, it is recovered with the aid of arresting gear. Its gimbaled EO/IR sensor relays

video in real time via a C-band LOS data link. The first upgraded ‘B’ model was delivered in August 

2004. The RQ-7B can now accommodate the high bandwidth tactical common data link (TCDL) and 

features a 16 inch longer wingspan, 7 hours endurance (greater fuel capacity), and an improved flight 

computer. Approval for FRP and IOC occurred in September 2002. Current funding allows the Army to 

procure 63 systems of four aircraft each for the active duty forces and reserve forces. The Army’s

acquisition objective, with the inclusion of the Army Reserve component, is 88 total systems. Shadow 

systems have been deployed to Iraq in support of GWOT and to South Korea. 

Characteristics: 

RQ-7A RQ-7B RQ-7A RQ-7B 

Length 11.2 ft 11.2 ft Wing Span 12.8 ft 14 ft 

Gross Weight 327 lb 375 lb Payload 

Capacity

60 lb 60 lb 

Fuel Capacity 51 lb 73 lb Fuel Type MOGAS MOGAS 

Engine Make UEL AR-741 UEL AR-741 Power 38 hp 38 hp

Data Link(s) LOS C2 LOS C2 Frequency S-band

UHF 

S-band 

UHF 

LOS Video LOS Video C-band C-band

Performance:

Endurance 5 hr 7 hr Max/Loiter 

Speeds 

110/70 kt 105/60 kt 

Ceiling 14,000 ft 15,000 ft Radius 68 nm 68 nm

Takeoff Means Catapult Catapult Landing Means Arresting Wire Arresting Wire 

Sensor EO/IR EO/IR Sensor Make Tamam POP 200 Tamam POP 300

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.6 RQ-8A/B Fire Scout 

User Service: Army and Navy

Manufacturer: Northrop Grumman

Inventory: 5 Delivered/192 Planned

Background: The Fire Scout Vertical Take-Off and Landing (VTOL) Tactical UAV (VTUAV) program

is currently in EMD. Five RQ-8A air vehicles and four ground control stations are now in developmental 

testing. Over 100 successful test flights have been accomplished demonstrating autonomous flight, 

TCDL operations, Multi-Mission Payload performance, and ground control station operations. The Army

selected the four-bladed RQ-8B model as its category IV UA for its future combat system (FCS) in 2003. 

Planned delivery for the first two prototypes is in 2006. The Navy has selected the RQ-8B to support the 

Littoral Combat Ship (LCS) class of surface vessels. http://uav.navair.navy.mil/.

Characteristics: 

RQ-8B RQ-8B 

Length 22.9 ft Wing Span 27.5 ft 

Gross Weight 3,150 lb Payload Capacity 600 lb

Fuel Capacity 1,288 lb Fuel Type JP-5/JP-8 

Engine Make Rolls Royce 250-C20W Power 420 shp

Data Link(s) LOS C2 Frequency Ku-band/UHF

LOS Video Ku-band

Performance:

Endurance 6+ hr Max/Loiter Speeds 125/0 kt 

Ceiling 20,000 ft Radius 150 nm

Takeoff Means Vertical Landing Means Hover 

Sensor EO/IR/LDRF Sensor Make FSI Brite Star II 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.7 MQ-9 Predator B 

User Service: Air Force

Manufacturer: General Atomics Aeronautical Systems Inc. 

Inventory: 6 Delivered/60 Planned

Background: The MQ-9 is a medium-to-high altitude, long-endurance unmanned aircraft system. Its 

primary mission is as a persistent hunter-killer for critical time sensitive targets and secondarily to act as 

an intelligence collection asset. The MQ-9 system consists of four aircraft, a ground control station 

(GCS), and a Predator Primary Satellite Link. The integrated sensor suite includes a moving targetcapable synthetic aperture radar (SAR) and a turret that houses electro-optical and mid wave infrared 

sensors, a laser range finder, and a laser target designator. The crew for the MQ-9 is one pilot and one 

sensor operator. The USAF proposed the MQ-9 system in response to the Department of Defense request 

for Global War On Terrorism (GWOT) initiatives, in October 2001. In June 2003, Air Combat Command 

(ACC) approved the MQ-9 Concept of Operations. The objective force structure includes nine combatcoded systems and 36 aircraft. ACC approved the final basing decision to put the MQ-9 squadron at 

Indian Springs Air Force Auxiliary Field in February 2004. 

http://www.af.mil/factsheets/factsheet_print.asp?fsID=122&page=1. 

Characteristics: 

MQ-9 A MQ-9 A 

Length 36 ft Wing Span 66 ft 

Gross Weight 10,500 lb Payload Capacity *750 lb 

Fuel Capacity 4,000 lb Fuel Type JP 

Engine Make Honeywell TPE 331-10 Power 900 shp

Data Link(s) BLOS Frequency Ku-band

LOS C-band

* Up to 3,000 lb total externally on wing hardpoints. 

Performance:

Endurance 30 hr/clean

16-20 hr/external stores 

Max/Loiter Speeds 225/TBD kt 

Ceiling 50,000 ft Radius 2,000 nm

Takeoff Means Runway Landing Means Runway

Sensor EO/IR Sensor Make MTS-B 

SAR/MTI Weapons Four, 500 lb class or 8-

10, 250 lb class 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.8 Joint Unmanned Combat Air Systems (J-UCAS) 

User Service: Air Force and Navy

Manufacturers: Boeing, Northrop Grumman 

Inventory: 2 X-45A Delivered, 1 X-47A Demonstrated/3 X-45C Planned, 3 X-47B Planned

Boeing X-45C (L) and Northrop Grumman X-47B (R) J-UCAS Demonstrators 

Background: The Air Force UCAV and Navy UCAV-N demonstrator programs were combined into a 

joint program under Defense Advanced Research Projects Agency (DARPA) management in FY04. First 

flights of the original prototypes, the Boeing X-45A and the Northrop Grumman X-47A, occurred in May

2002 and February 2003, respectively. Testing of the two X-45As continues through September 2005. 

First flights of the larger X-45C and X-47B models and introduction of a Common Operating System are 

to occur in 2007. J-UCAS is focused on demonstrating a versatile combat network in which air and 

ground components are nodes that can be changed over time to support a wide range of potential 

missions. The program demonstrated weapon delivery and coordinated flight in 2004. Program

management responsibility is planned to transfer from DARPA to the Air Force in FY06. 

http://www.darpa.mil/j-ucas/. 

Characteristics: 

X-45C X-47B X-45C X-47B 

Length 39 ft 38 ft Wing Span 49 ft 62 ft 

Gross Weight 36,500 lb 46,000 lb Payload 

Capacity

4,500 lb 4,500 lb 

Fuel Capacity 14,000 lb 17,000 lb Weapon GBU-31 GBU-31

Engine Make GE F404-GE102D F100-PW-220U Fuel Type JP-8 JP-8 

Data Link(s) Link 16 Link 16 Frequency Ku, Ka Ku, Ka 

Performance:

Endurance 7 hr 9 hr Max/Loiter 

Speeds 

460/TBD kt 460/TBD kt 

Ceiling 40,000 ft 40,000 ft Radius 1,200 nm 1,600 nm

Takeoff 

Means 

Runway 

Carrier Option 

Runway/Carrier Landing 

Means 

Runway 

Carrier Option 

Runway/Carrier

Sensor ESM ESM Sensor Make ALR-69 ALR-69 

SAR/GMTI SAR/GMTI

EO/IR 

TBD TBD

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.9 Future Combat System (FCS) 

User Service: Army

Manufacturer: The Boeing Company 

Inventory: 0 Delivered/TBD Planned 

Background: The Army’s FCS consists of 18 systems, 4 of them unmanned aircraft, that are expected to 

appear in an experimental brigade in 2008 and reach IOC in 2014. TRADOC designated Raven as the 

interim Class I UAV, an improved Shadow as the interim Class III UAV and Fire Scout as the Class IV 

UAV in April 2004. A fifth UA category, Class IV B, has been created, requiring 24-hour endurance by a 

single aircraft, perhaps the eventual ER/MP UA.

Characteristics: 

Class I UAV Class II UAV Class III UAV Class IV UAV

Type Platoon UA Company UA Battalion UA Brigade UA 

Weight 5-10 lb 100-150 lb 300-500 lb > 3,000 lb 

Performance:

Class I UAV Class II UAV Class III UAV Class IV UAV

Endurance 50 min 2 hr 6 hr 24 hr continuous ops

Radius 8 km 16 km 40 km 75 km

Transport Manpackable 

(35 lb system) 

2 Soldier 

Remount 

2 Man Lift 100m x 50m

Recovery Area 

Aircraft Raven (interim) TBD Shadow (interim) Fire Scout 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.10 I-Gnat-ER 

User Service: Army

Manufacturer: General Atomics Aeronautical Systems, Inc. 

Inventory: 3 Delivered/5 Planned 

Background: The Army acquired three I-Gnat-ER UA in FY04 as a result of a Congressional budget 

increase for CONOPS development for the ER/MP program. The Army subsequently deployed these 

assets to Iraq as a gap filler during the Hunter reconstitution. Two more UA are on order and are to 

deliver in FY05. These two will have SATCOM data links and be equipped with the Raytheon 17 inch 

MTS sensor/designator system. I-Gnat-ER is a variant of the Predator. The I-Gnat-ER is slightly larger 

than the Gnat 750, has external hardpoints, an air-to-air data link ability, and more capable avionics. In 

2002, Canada employed an I-Gnat to augment security surveillance during the G-8 Heads of State 

Meeting in Alberta and in a Canadian Army exercise. The Army has had I-Gnat-ERs deployed to Iraq 

since March 2004. 

Characteristics: 

I-Gnat – ER I-Gnat – ER 

Length 27 ft Wing Span 49 ft 

Gross Weight 2,300 lb Payload Capacity 450 lb

Fuel Capacity 625 lb Fuel Type AVGAS 

Engine Make Rotax 914F Power 115 hp

Data Link(s) LOS Frequency C-band

Performance:

Endurance 30 hr Max/Loiter Speeds 120/70 kt 

Ceiling 25,000 ft Radius 150 nm

Takeoff Means Runway Landing Means Runway

Sensor EO/IR Sensor Make Wescam MX-15 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.1.11 Global Hawk Maritime Demonstration (GHMD) 

User Service: Navy

Manufacture: Northrop Grumman 

Inventory: 0 Delivered/2 Planned 

Background: The GHMD program is a non-acquisition demonstration program. Its purpose is to 

provide the Navy a multi-INT, high altitude, persistent, ISR demonstration capability for doctrine; 

CONOPS; Tactics, Techniques, and Procedures development; and participation as a Sea Trial 21 initiative 

(a part of Trident Warrior 05). In FY03, the Navy contracted with Northrop Grumman through the Air 

Force Global Hawk program office for the purchase of: 

3⁄4 Two RQ-4 (Block10) Global Hawks (2,000 pound payload) with EO/IR and SAR sensors 

3⁄4 Ground control/support equipment 

3⁄4 Engineering to include Navy changes for: 

• Maritime sensor modes software (maritime surveillance, target acquisition, inverse SAR) 

• 360 degree field-of-regard electronic support measures capability

• Satellite and direct data link upgrades 

When delivered, these two UA with sensors and ground control/support equipment will be delivered to 

the Navy’s GHMD main operating base at Patuxent River, MD. http://uav.navair.navy.mil. 

2.1.12 Broad Area Maritime Surveillance (BAMS) UA 

User Service: Navy

Manufacturer: TBD 

Inventory: 0 Delivered/TBD Planned 

Background: The Navy is developing the BAMS UA to provide a persistent, maritime, worldwide 

access, ISR capability. Operating as an adjunct to the Multi-mission Maritime Aircraft, the BAMS UA 

will conduct continuous open-ocean and littoral surveillance of targets as small as 30-foot vessels. The 

BAMS UA will be unarmed, possess high endurance, and will operate from land-based sites worldwide. 

BAMS UAS of up to 5-6 air vehicles at each operating location will provide persistence by being airborne 

24 hours a day, 7 days a week out to on-station ranges of 2,000 nautical miles. Worldwide access will be 

achieved by providing coverage over nearly all the world’s high-density sea-lanes, littorals, and areas of 

national interest from its operating locations. BAMS UA will also contribute to providing the Fleet 

Commander a common operational picture of the battlespace day and night. Additionally, a 

communication relay capability will provide the Fleet Commander a ‘low hanging satellite’ capability,

linking him to widely dispersed forces in the theater of operation and serving as a communication node in 

the Navy’s FORCEnet strategy. http://uav.navair.navy.mil/bams/BAMS_AUVSI_Brief.pdf

SECTION 2 - CURRENT UA PROGRAMS 

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2.1.13 

2.2.1 

Extended Range/Multipurpose (ER/MP) UA 

User Service: Army

Manufacturer: TBD 

Inventory: 0 Delivered/90 Planned (Increment 2) 

Background: The Army began defining requirements for a successor to its RQ-5 Hunter systems in late 

2001. Called the ER/MP UAS, it is envisioned as a medium altitude, endurance UA, its preliminary

requirements closely resemble Hunter’s capabilities. Funding started in FY04 and an IOC is planned for 

2007, the ER/MP acquisition approach is to procure an in-production system. The ER/MP request for 

proposal (RFP) was released in September 2004. Two contractor teams successfully completed the 

System Concept Demonstration in March 2005. A Milestone B decision was made on April 20, 2005, 

with a single contractor award expected in May 2005. A key requirement is that the ER/MP UA must be 

controllable from the RQ-7 Shadow ground station. Five systems (12 aircraft each) are planned for 

Increment 1, with each system increasing to 18 aircraft in Increment 2. 

2.2 CONCEPT EXPLORATION UAS

X-50 Dragonfly Canard Rotor/Wing (CRW) 

User Service: DARPA

Manufacturer: Boeing 

Inventory: 2 Delivered/2 Planned 

Background: The CRW concept combines the VTOL

capability of a helicopter with the high-subsonic cruise speed (as 

high as 400 kt) of a fixed-wing aircraft. CRW intends to achieve 

this by stopping and locking the rotor and using it as a wing to 

achieve high speed forward flight; the canard and tail provide additional lifting and control surfaces. For 

both rotary and fixed-wing flight modes, the CRW is powered by a conventional turbofan engine. The X50 is a technology demonstrator designed to assess and validate the CRW concept. Hover tests were 

conducted in December 2003 and March 2004, but a hard landing resulted in significant damage to the 

first air vehicle. The second X-50 is now being readied to continue the flight testing, planned for summer 

2005. http://www.darpa.mil/tto/programs/crw.html.

Characteristics: 

X-50 X-50 

Length 17.7 ft Rotorspan 12 ft

Gross Weight 1,485 lb Payload Capacity none 

Fuel Capacity 160 gal Fuel Type Jet-A, JP-8 

Engine Make Williams F115 Power 700 lbf

Performance:

Endurance 1/2 hr Max/Loiter Speeds 220/0 kt 

Ceiling 20,000 ft Radius 30 nm

Takeoff Means Hover Landing Means Hover 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.2.2 A-160 Hummingbird

User Service: DARPA/Army/Navy

Manufacturer: Boeing/Frontier 

Inventory: 4 Delivered/10 Planned 

Background: The A160 Hummingbird is designed to 

demonstrate the capability for marked improvements in 

performance (range, endurance, and controllability), as

compared to conventional helicopters, through the use of a rigid rotor with variable RPM, lightweight 

rotor and fuselage structures, a high efficiency internal combustion engine, large fuel fraction, and an 

advanced semi-autonomous flight control/flight management system. The patented Optimum Speed 

Rotor (OSR) system allows the rotor to operate over a wide band of RPM and enables the A160 rotor 

blades to operate at the best lift/drag ratio over the full spectrum of flight conditions. First flight occurred 

in January 2002. In flight testing, using a 4-cylinder racing car engine, the A160 has achieved 135 kt 

speed, 7.3 hour endurance on an 18% fuel load, 7,000 ft altitude, and wide variation in rotor RPM. 

Autonomous flight achieved for take-off, waypoint flight, landing, and lost-link return to base. Current 

plans are to test with a 6-cylinder engine, then migrate to a turboshaft engine, and ultimately to a diesel 

engine, to achieve high endurance (24+ hours) and high altitude (30,000 feet). The DARPA contract ends 

in 2007. http://www.darpa.mil/tto/programs/a160.html. 

Characteristics: 

A-160 A-160 

Length 35 ft Rotorspan 36 ft

Gross Weight 4,300 lb Payload Capacity 300+ lb 

Fuel Capacity 2,500 lb Fuel Type Gasoline 

Engine Make 6-cylinder car Power 390 hp

Performance:

Endurance 18 hr at 15kft Max/Loiter Speeds 140+/0 kt 

Ceiling 28,000 ft Radius 1,700 nm

Takeoff Means Hover Landing Means Hover 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.2.3 Cormorant 

A

naissance, or 

d a

User Service: DARPA

Manufacturer: Lockheed Martin

Inventory: 0 Delivered/TBD Planned 

Background: The Cormorant project is currently conducting a 

series of risk reduction demonstrations for a multi-purpose UA that 

is “immersible” and capable of launch, recovery, and re-launch 

from a submerged SSGN submarine or a surface ship. Such an U

could provide all- weather ISR&T, BDA, armed recon

SOF and specialized mission support. In particular, the combination of a stealthy SSGN submarine an

survivable air vehicle could introduce a disruptive capability to support future joint operations. If the 

current demonstrations are successful, follow-on efforts could involve building an immersible and flyable 

demonstrator UA. 

Characteristics: 

Cormorant Cormorant 

Length 19 ft Wing Span 16 ft 

Gross Weight 9,000 lb Payload Capacity 1,000 lb 

Fuel Capacity 2,500 lb Fuel Type JP-5 

Engine Make TBD Power 3,000 lb thrust

Performance:

Endurance 3 hr Max/Loiter Speeds 0.8M/0.5M 

Ceiling 35,000 ft Radius 400-500 nm

Takeoff Means Rocket-Boosted Landing Means Splashdown 

2.2.4 DP-5X 

User Service: DARPA

Manufacturer: Dragonfly Pictures 

Inventory: 0 Delivered/TBD Planned 

Background: The DP-5X is planned to be an FCS Class IIIcompliant VTOL UA. The program has successfully completed 

development and test milestones and is planning to enter initial 

flight demonstrations. The vehicle is modular and will facilitate 

reconfigurations to include or remove subsystem components. The 

modular design allows the aircraft to be separated into distinct modules that are man-transportable. The 

DP-5X has an ample payload capacity and is designed to fit into a common HMMWV system. The 

unique construction allows it to be rapidly launched by two operators. The vehicle can serve as a tactical 

Reconnaissance, Surveillance, and Target Acquisition (RSTA) and Communication Relay platform to the 

Army small unit commanders at the Battalion and below level. 

Characteristics: 

DP-5X DP-5X 

Length 11 ft Rotor Span 10.5 ft 

Gross Weight 475 lb Payload Capacity 75 lb 

Fuel Capacity 165 lb Fuel Type Heavy Fuel 

Engine Make TPR 80-1 Power 97 HP @ SL 

Performance:

Endurance 5.5 hr Max/Loiter Speeds 100 kt 

Ceiling 10,000 ft Range 410 nm

Takeoff Means Hover Landing Means Hover 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.2.5 Long Gun 

User Service: DARPA

Manufacturer: Titan Corporation

Inventory: 0 Delivered/TBD Planned 

Background: The DARPA Long Gun program will evaluate 

and develop a re-useable, long endurance, low cost, joint, unmanned/armed missile system combined with 

a tri-mode long wave infrared/near infrared/visible (LWIR/NIR/VIS) sensor with laser spot targeting. 

Ducted fan propulsion will provide efficient thrust for long endurance. The missile will be launched from

a canister carried on a sea or ground vehicle, will fly to a specified target area, and use a tri-mode sensor 

operating at visible, long, and near-infrared wavelengths to search for targets. If a qualified target is 

found, the missile will attack the target with a self-contained munition. If no targets are found, the missile 

could be commanded to return to base. The missile will include a data link back to a human controller/ 

operator to confirm target characteristics, approve engagement, and perform battle damage assessment. 

Characteristics:

 Long Gun Long Gun 

Length 12 ft Wing Span 13 ft 

Gross Weight 720 lb Payload Capacity 160 lb

Fuel Capacity 300 lb Fuel Type JP-8, JP-5, Diesel 

Engine Make UEV Engines Power 28 hp, 1KW generator 

Performance:

 Endurance 30+ hrs Max/Loiter Speeds 125 kt 

Ceiling 15,000 ft Radius 1800 km

Takeoff Means HIMARS or rail Landing Means Remote field

2.2.6 Unmanned Combat Armed Rotorcraft (UCAR) 

User Service: Army

Manufacturer: Lockheed Martin and Northrop Grumman 

Inventory: 0 Delivered/0 Planned 

Background: The goal of the joint DARPA/Army Unmanned Combat Armed Rotorcraft (UCAR) 

program was to demonstrate the technical feasibility, military utility, and operational value of an 

intelligent vertical takeoff and landing UAV to effectively and affordably perform armed reconnaissance 

and attack missions as an element of the Future Force. The UCAR program had begun to design, 

develop, integrate, and demonstrate critical and enabling technologies, such as: autonomous and 

collaborative operations, autonomous low altitude flight, survivability, and targeting/weapons delivery. 

Teams led by Lockheed Martin and Northrop Grumman completed preliminary design of their UCAR 

Demonstration Systems in July 2004. One team was be selected in 2004 to build representative 

demonstrators. These “A-model” demonstrators were to fly in 2006, followed by a “B-model” fieldable 

prototype in 2008, followed by transition to an Army acquisition program by 2010. The UCAR 

program was terminated in December 2004 as a result of Army funding priorities. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.2.7 Eagle Eye

User Service: Coast Guard 

Manufacturer: Bell Textron 

Inventory: 0 Delivered/69 Planned 

Background: The Coast Guard selected the Bell model TR911D Eagle Eye tiltrotor in February 2003 to 

serve as the cutter-based UA in its Deepwater program. The Deepwater program will begin evaluation of 

a prototype aircraft in 2007. 

 

Characteristics: 

Eagle Eye Eagle Eye 

Length 17 ft Rotor Span 15.2 ft 

Gross Weight 2,850 lb Payload Capacity 200-300 lb

Fuel Capacity 832 lb Fuel Type JP/Diesel 

Engine Make P&W 200-55 Power 641 hp

Data Link(s) LOS C2/Video LOS C2 Frequency Ku-Band/S-Band

Performance:

Endurance 5.5 hr Max/Loiter Speeds 210/97 kt 

Ceiling 20,000 ft Radius 110 nm w/3 hr TOS 

Takeoff Means Hover Landing Means Hover 

Sensor MMR Sensor Make Telephonics 1700-CG 

EO/IR FSI Star Safire III 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.3 SPECIAL OPERATIONS UAS 

2.3.1 Neptune 

User Service: Navy

Manufacturer: DRS Unmanned Technologies

Inventory: 15 Delivered/27 Planned 

Background: Neptune is a new tactical UA design optimized for at-sea launch and recovery. Carried in 

a 72x30x20 inch case that transforms into a pneumatic launcher, it can be launched from small vessels 

and recovered in open water. It can carry IR or color video sensors, or can be used to drop small 

payloads. Its digital data link is designed to minimize multipath effects over water. First flight occurred 

in January 2002, and an initial production contract was awarded to DRS Unmanned Technologies in 

March 2002. 

Characteristics: 

Neptune Neptune 

Length 6 ft Wing Span 7 ft 

Gross Weight 80 lb Payload Capacity 20 lb 

Fuel Capacity 18 lb Fuel Type MOGAS 

Engine Make 2 Stroke Power 15 hp

Data Link(s) LOS C2 Frequency UHF

LOS Video UHF

Performance:

Endurance 4 hr Max/Loiter Speeds 84/60 kt 

Ceiling 8,000 ft Radius 40 nm

Takeoff Means Pneumatic Landing Means Water/Skid/Parachute 

Sensor EO or IR Sensor Make DRS 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.3.2 Maverick 

User Service: DARPA/Army/Navy

Manufacturer: Boeing/Frontier/Robinson 

Inventory: 4 Delivered/5 Planned 

Background: Maverick is an unmanned version of the Robinson R22 helicopter. Frontier modified it in

1999 to serve as a testbed for developing the control logic for their DARPA A-160 UA effort. 

Subsequently, the Navy decided to acquire four Mavericks in 2003.

Characteristics: 

Maverick Maverick 

Length 28.8 ft Rotorspan 25.2 ft

Gross Weight 1,370 lb Payload Capacity 400 lb

Fuel Capacity 100 lb Fuel Type AVGAS 

Engine Make Lycoming 0-360-J2A Power 145 hp

Data Link(s) TBD Frequency TBD

Performance:

Endurance 7 hr Max/Loiter Speeds 118/0 kt 

Ceiling 10,800 ft Radius 175 nm

Takeoff Means Hover Landing Means Hover 

Sensor EO/IR Sensor Make Wescam 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.3.3 XPV-1 Tern

User Service: SOCOM 

Manufacturer: BAI Aerosystems 

Inventory: 65 Delivered/65 Planned 

Background: Originally an Army testbed for a fiber-optic guided UA, Tern was completely retooled in 

late 2001 to give it a larger, steerable nose gear and main gear fitted with tires suitable for rough terrain 

with electronically-actuated disc brakes to aid short-field recovery that enabled the aircraft to carry a 

belly-mounted dispensing mechanism. Tern was operated in support of Special Operations Forces by

Navy personnel from Fleet Composite Squadron Six (VC-6, previously the USN's Pioneer UA Squadron)

in Afghanistan to perform force protection missions and to dispense an unattended ground sensor 

weighing over 20 pound. Over 225 combat hours were flown during two 3-month long deployments. In 

early 2004, a Tern variant was developed that eliminated the landing gear and incorporated skids and a 

tail-hook. A marinized control station was developed, and the system was successfully demonstrated 

onboard a Navy LPD (USS Denver). The reduced drag of the skid/tailhook recovery system improved 

the vehicle's mission endurance from 4 to over 6 hours. 

Characteristics: 

XPV-1 XPV-1 

Length 9.0 ft Wing Span 11.4 ft 

Gross Weight 130 lb Payload Capacity 25 lb 

Fuel Capacity 28 lb Fuel Type MOGAS/oil 

Engine Make 3W 100 cc Power 12 hp

Data Link(s) LOS C2 Frequency L/S-band

LOS Video UHF

Performance:

Endurance 2 hr Max/Loiter Speeds 87/50 kt 

Ceiling 10,000 ft Radius 40 nm

Takeoff Means Runway Landing Means Runway

Sensor EO or IR Sensor Make BAI PTZ 

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UAS ROADMAP 2005 

2.3.4 XPV-2 Mako

User Service: SOCOM 

Manufacturer: NAVMAR Applied Sciences Corporation/BAI Aerosystems 

Inventory: 30 Delivered/30 Planned 

Background: Mako is a lightweight long endurance versatile unmanned aircraft capable of a variety of 

missions, yet of sufficiently low cost to be discarded after actual battle, if necessary. It is a single engine, 

high wing, Radio Controlled or computer assisted autopilot UA capable of daylight or infrared 

reconnaissance and other related missions. Although it is a relatively new aircraft, the recent

modifications that included the addition of navigation/strobe lights, a Mode C transponder, dual GCS 

operational capability, and a new high resolution digital camera, made it a success during support to OIF. 

Characteristics: 

XPV-2 XPV-2 

Length 9.11 ft Wing Span 12.8 ft 

Gross Weight 130 lb Payload Capacity 30 lb 

Fuel Capacity 5 gal Fuel Type MOGAS/oil 

Engine Make 3W 100cc Power 9.5 hp

Data Link(s) C2 Frequency VHF/UHF

Video L-band Video Downlink

Performance:

Endurance 8.5 hr Max/Loiter Speeds 75/50 kt 

Ceiling 10,000’MSL Radius 40 NM

Takeoff Means Runway Landing Means Runway

Sensor EO/IR Sensor Make BAI 

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UAS ROADMAP 2005 

2.3.5 CQ-10 SnowGoose

User Service: USSOCOM, Army

Manufacturer: MMIST Inc. 

Inventory: 15 Delivered/TBD Planned 

Background: USSOCOM selected the CQ-10A SnowGoose to dispense leaflets for Psychological 

Operations (PSYOP), deliver small supply bundles to Special Operations Forces, provide aerial 

surveillance and communications relay capabilities. The SnowGoose is a powered, programmable, GPSguided parafoil with modular payload bays that can carry up to six individual payload or fuel bins. The 

SnowGoose can be ground launched from a HMMWV or air-deployed from a C-130, C-141, or C-17 at 

altitudes up to 25,000 feet. From the ground, it can climb to 18,000 feet. It can carry up to 575 pounds of 

leaflets, supplies, or other fixed cargo payloads with an endurance of 1-3 hours or it can stay aloft with a 

75 pound payload for 14-16 hours. (Note: Endurance is a function of the selection of ground launch or 

air launch parachute kit, with greater endurance achieved in its ground launch configuration). The 

SnowGoose is designed to operate with only four operators with a turn-around time of less than four 

hours between uses. The SnowGoose was originally developed as the Wind Supported Aerial Delivery

System (WSADS) and refined in the Air-Launched Extended Range Transporter (ALERT) ACTD. The 

first flight occurred in April 2001, and IOC was achieved in Jan 2005. 

Characteristics: 

CQ-10A CQ-10A 

Length 9.5 ft Wing Span 6.8 ft 

Gross Weight 1,400 lb fully loaded Payload Capacity 575 lb

Fuel Capacity Up to 91 U.S. gal Fuel Type MOGAS/AVGAS 

Engine Make Rotax 914 UL Power 110 hp

Data Link(s) LOS/BLOS C2 Frequency L-band

LOS Video

Performance:

Endurance Up to 19 hr 

(Maximum), 9-11 hr

with 200 lb cargo 

Max/Loiter Speeds 33/33 kt 

Ceiling > 18,000 ft Radius 160 nm

Takeoff Means Airdrop/Truck Launch Landing Means Parafoil 

Sensor Configurable Sensor Make n/a 

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UAS ROADMAP 2005 

2.3.6 Onyx Autonomously Guided Parafoil System 

User Service: Army (USSOCOM) 

Manufacturer: Atair Aerospace, Inc. 

Inventory: 5 Delivered/5 Planned 

Background: Onyx is an autonomously guided parafoil system developed by

the U.S. Army Natick Soldier Center (NSC). Onyx systems are air-deployed 

from a C-130, C-141, or C-17 at up to 35,000 ft., autonomously glide over 30 

miles, and land cargo within 150 ft. of a target. Cargo for ground and special 

operations forces includes food and water, medical supplies, fuel, munitions and 

other critical battlefield payloads. Onyx includes advanced capabilities such as 

flocking (formation flying), active collision avoidance, and adaptive control (selflearning functions). With this technology, multiple systems (50+) can be 

deployed in the same airspace, guiding payloads to one, or multiple targets without possibility of midair 

collisions. Smaller versions have been developed to precisely deliver sensors or submunitions. 

Characteristics: 

Onyx Onyx 

Length 45 ft Wing Span 38 ft 

Gross Weight 2,300 lb Payload Capacity 2,200 lb 

Fuel Capacity N/A Fuel Type N/A 

Engine Make N/A Power N/A

Performance:

Endurance Varies Max/Loiter Speeds 0/70 kt 

Ceiling 35,000 ft Radius 30 nm

Takeoff Means Airdrop Landing Means Parafoil 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.4 SMALL UAS 

2.4.1 Mini UA

Dragon Eye FPASS Pointer Raven BUSTER 

Manufacturer AeroVironment Lockheed Martin AeroVironment AeroVironment Mission 

Technologies, 

Inc.

User Service Marine Corps Air Force SOCOM, AF Army, SOCOM,

AF 

Night Vision

Labs, US Army

Weight 4.5 lb 7 lb 8.3 lb 4 lb 10 lb

Length 2.4 ft 2.7 ft 6 ft 3.4 ft 41 inches 

Wingspan 3.8 ft 4.3 ft 9 ft 4.3 ft 49.5 inches 

Payload Capacity 1 lb 1 lb 1 lb 2 lb 3.0 lb

Engine Type Battery Battery Battery Battery Gasoline/JP-5&

JP-8 

Ceiling 1,000 ft 1,000 ft 1,000 ft 1,000 ft 10,000 ft

Radius 2.5 nm 6 nm 6 nm 6 nm 10 km

Endurance 45-60 min 1 hr 2 hr 1.5 hr 4 + hr

Number Planned 467 systems* 21 systems 50 systems 300+ systems 9 systems

Number of

UA/System

3 6 2 3 4

* Does not include 4 Dragon Eye, 6 Swift, and 15 Evolution systems (58 UA total) for SOCOM.

Dragon Eye 

Background: Dragon Eye fulfills the first tier of the 

Marine Corps UA Roadmap by providing the 

company/platoon/squad level with an organic RSTA 

capability out to 10 km (5 nm). The first prototype flew 

in May 2000, with low rate production contracts (40 

aircraft) awarded to AeroVironment and BAI 

Aerosystems in July 2001. In March 2003 the Marine

Corps awarded a production contract to AeroVironment 

following a user operational assessment. IOC has been 

completed. A total of 467 systems, each with three 

aircraft and one ground station, are planned. The 

Dragon Eye program has resulted in several other UA 

development activities. Swift is a system derived from a Dragon Eye UA and a Raven GCS, Evolution an 

export version by BAI, and Sea-All an ONR initiative. 

http://www.mcwl.quantico.usmc.mil/factsheets/Dragon%20Eye%20Improvements.pdf. 

Force Protection Aerial Surveillance System (FPASS) 

Background: FPASS is designed for ease of use by Air Force 

security personnel to improve situational awareness of the force 

protection battlespace by conducting area surveillance, patrolling 

base perimeters and runway approach/departure paths, and 

performing convoy over watch. The Air Force Electronic 

Systems Center developed FPASS to address a 1999 U.S. 

Central Command (CENTCOM) request for enhancing security

at overseas bases. CENTAF refers to the FPASS vehicle as 

Desert Hawk. Each system consists of six aircraft and a laptop 

control station. Delivery of initial systems began in July 2002. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

FQM-151 Pointer 

Background: Approximately 100 hand-launched, 

battery powered FQM-151/Pointers have been acquired 

by the Marines, Army, and Air Force since 1989 and 

were employed in the Gulf War and are currently used in 

OEF and OIF. USSOCOM acquired 60 systems (2 

aircraft each) and is using them in both Afghanistan and 

Iraq. Pointers have served as testbeds for numerous 

miniaturized sensors (e.g., uncooled IR cameras and 

chemical agent detectors) and have operated with the 

Drug Enforcement Agency and National Guard. Some 

50 systems remain. 

Raven 

Background: AeroVironment reengineered the 

Pointer to take advantage of advances in battery and 

electric motor technologies. The result, Raven, is 

two-thirds the size and weight of the backpackable 

Pointer. Introduced into Iraq for “over the hill” and 

route reconnaissance, Raven requires minimal 

operator skills and maintenance. The Army is 

buying 185 three-aircraft systems, specifically for 

OEF/OIF, the Air Force 41 two-aircraft systems, a

SOCOM 70 three-aircraft systems. 

nd

BUSTER 

Background: BUSTER is a UAS on contract with 

the U.S. Army Night Vision Laboratories, Fort Belvoir, 

VA. The Night Vision Lab is using BUSTER as a testbed for 

sensors. Nine systems are being delivered through the remainder 

of this year. Other contracts in being are with the United 

Kingdoms Ministry of Defense JUEP/JUET program with 

BUSTER training being conducted for the Royal Artillery, the 

Royal Air Force and the Special Operating Forces. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

Silver Fox ScanEagle Aerosonde BATCAM 

Manufacturer Advanced Ceramics Insitu Group/Boeing Aerosonde/Lockheed

Martin

ARA 

User Service Navy Marine Corps Navy SOCOM 

Weight 20 lb 39.6 lb 33 lb 0.84 lb

Length 4.8 ft 3.9 ft 5.7 ft 24 in

Wingspan 7.8 ft 10 ft 9.4 ft 21 in

Payload Capacity 5 lb 5-7 lb 12 lb 0.09 lb

Engine Type Diesel/Gasoline Gasoline Gasoline Battery 

Ceiling 16,000 ft 19,000 ft 20,000 ft 1,000 ft

Radius 20 nm 60 nm 1,000 nm 1.6 nm

Endurance 10 hr 20 hr 30 hr 18 min 

Number Planned 20-30 systems 2 systems (lease) 1 system 23 systems 

Number 

UA/System

3 8 5-8 2

Silver Fox 

Background: Silver Fox is a modular UA capable of

running on either MOGAS or JP fuel. The Office of 

Naval Research is testing its utility for ship security

and harbor patrol. It has demonstrated an endurance 

of 8 hours and is attempting to control four airborne 

aircraft simultaneously. Canada’s armed forces are 

acquiring a system for joint evaluation.

ScanEagle 

Background: ScanEagle is a long endurance, low cost UA. It recently 

supported JFCOM’s Forward Look exercises, and two systems of eight 

aircraft each deployed to Iraq to provide force protection for the 1st

Marine Expeditionary Force (I MEF). ScanEagle carries an inertially

stabilized camera turret for both EO/IR imagery. Its sensor data links 

have integrated Cursor on Target (CoT) capability, allowing it to be

interoperable with other legacy systems and enabling the operator to 

integrate operations with larger, high-value UA such as Predator through

the ground control station. Its Skyhook (near-vertical recovery system) 

and pneumatic catapult launcher allow operations from ships or from

remote, unimproved areas. ScanEagle’s longest endurance flight aloft is 

20.1 hours. A planned version will feature improved endurance of over 

30 hours. 

Aerosonde 

Background: Aerosonde is a very long endurance, low cost 

UAS. Aerosonde can carry a family of compact payloads including

TV cameras, IR cameras, ESM, and jammer electronics. Aerosonde is 

currently operating at NASA’s Wallops Island Flight Facility, at an a 

arctic facility in Barrow, Alaska, and at two locations in Australia. The 

Office of Naval Research has purchased several aircraft along with 

services for instrument/payload development. Aerosonde has also been 

selected for the USAF Weather Scout Foreign Cooperative Test. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

BATCAM 

Background: The Battlefield Air Targeting Camera Micro Air 

Vehicle (BATCAM) is the result of a Secretary of the Air Force 

(SECAF) acquisition initiative. The program used very rapid 

prototyping and field testing, in multiple spirals, with heavy

warfighter involvement. First flown in 2003, the BATCAM will 

be a recoverable/attritable asset for the AFSOC Special 

Operators and Air Force Battlefield Airmen. The BATCAM w

provide the ability to covertly navigate, reconnoiter, and target

objectives, ultimately enhancing situational awareness, reducin

fratricide, increasing survivability, and mission success rates. 

2.4.2

ill

g

Micro Air Vehicles (MAV) 

MAV/W

Performance

asp/Hornet

MAV Hornet Wasp 

Manufacturer Honeywell AeroVironment AeroVironment 

Sponsor DARPA/Army DARPA DARPA

Weight 15 lb 0.4 lb 0.4 lb 

Length 15 in 7 in 8 in 

Wingspan 13 in duct diameter 15 in 13 in 

Payload 2 lb 0.1 lb 0.1 lb 

Engine Type Heavy Fuel Piston Fuel Cell Battery

Ceiling 10,500 ft 1,200 ft 

Radius ~6 nm 5 nm

Endurance ~40 min 60 min

ackground DARPA and the Army are exploring designs for MAV. The MAV is focused on a small 

elope

ARPA’s Synthetic Multifunctional Materials program, has developed a 6-ounce MAV, the 

The current 

B

system suitable for backpack deployment and single-man operation. Honeywell was awarded an 

agreement to develop and demonstrate the MAV as part of the MAV ACTD, which pushes the env

in small, lightweight propulsion, sensing, and communication technologies. Following its military utility

assessment (MUA) in FY05-06, 25 MAV systems are to transfer to the Army in FY07. 

www.darpa.mil/tto/programs/mavact.html 

D

AeroVironment Wasp, having an integrated wing-and-battery which has flown for 1.8 hours.

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

Wasp variant has flown at sea level and at 5,000 feet and 105o F, and is capable of several hands-free, 

autonomous flight modes, including GPS waypoint navigation, loiter, altitude and heading hold. It carr

fixed, forward- and side-looking color daylight cameras with real time video downlink, and uses the same 

ground control unit as Raven. The Wasp MAV has been selected for Disruptive Technology Opportunity

Fund (DTOF) by the Navy to a) establish a preproduction capability for hardened, autonomous, handsfree operation vehicles at a cost goal of $5,000 per vehicle; b) assess operational utility; and c) engage i

user-driven demonstrations and utility assessments. Prototype Wasp vehicles have flown off the USS 

PHILLIPINE SEA in theatre in early FY04. Spiral 1 Wasp vehicles are currently (FY05) in user 

evaluations with the US Navy’s STRIKE GROUP 11 and a number of Wasp systems are planned fo

evaluation by the Marine Corps in late FY05 and early FY06. 

ies

n

r field

ey new technology development objectives for future Wasp variants include the development of 1) 

e a

eroVironment’s Hornet became the first UA totally powered by hydrogen fuel when it flew in March 

.4.3 Organic Air Vehicle – II 

K

conformal, un-cooled IR detector arrays that can be incorporated into the wing of the aircraft to provid

low aerodynamic drag at minimum weight and power requirements; 2) an optic flow collision avoidance 

and navigation system for use in GPS-denied environments and urban canyons; and 3) transition to digital

protocols for up- and downlink communications. 

A

2003. Its fuel cell is shaped to also serve as the wing. 

2

BAE Concept

Landing Ring

Flight Control Vanes

Tailored Duct (Hover/Cruise)

GFE Payload

Locations

Fuel Tank

Optimized Fan

MAV-like Avionics Pods with

Integral Collision Avoidance

Pu “Lifting Stators” sher Engine

Aurora Concept Honeywell Concept BAE Concept

Landing Ring

Flight Control Vanes

Tailored Duct (Hover/Cruise)

GFE Payload

Locations

Fuel Tank

Optimized Fan

MAV-like Avionics Pods with

Integral Collision Avoidance

Pu “Lifting Stators” sher Engine

Aurora Concept Honeywell Concept

Manufacturer Aurora Flight Sciences, BAE Systems, Honeywell 

Sponsor DARPA/ Army

Weight 112 lb dry

Length TBD inches

Duct Dia 20-36 inches 

Payload 22 lb

Engine Type Heavy Fuel - Cycle type TBD

Ceiling 11,000 ft *

Radius ~10* nm

Endurance 120* min

* Design requirement; not yet demonstrated.

ackground: DARPA and the Army have been exploring scalable designs for an organic air vehicle 

CS

se

B

(OAV) since FY02. DARPA recently began a follow-on to the original OAV program. The new 

program is called OAV-II. The OAV-II is aimed at a larger system transported aboard one of the F

ground vehicles. Aurora Flight Sciences, BAE Systems and Honeywell were awarded contracts for Pha

I of a competitive program to develop and demonstrate a prototype FCS Class II UA using only ducted 

fan technology for achieving hover and stare capability. The OAV is envisioned as an UA that can be 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

launched and controlled from a high-mobility multipurpose wheeled vehicle (HMMWV) or robotic 

vehicle to provide over-the-hill RSTA. The OAV-II program is closely coupled to the Army Science

Technology Objective (STO) that is being conducted by the U.S. Army CECOM, Night Vision and 

Electronic Systems Directorate (NVESD) for development of a RSTA mission equipment package (M

for the Class II UA. In Phase III of the OAV-II program the Class II MEP will be integrated with the 

DARPA-developed UA. The combined system will be used to demonstrate Class II RTSA and target 

designation capabilities in early FY09. http://www.darpa.mil/tto/programs/fcs_oav.html. 

and

EP)

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UAS ROADMAP 2005 

2.5 UNMANNED AIRSHIPS

A number of unmanned airship projects, both free-flying and tethered (aerostats), have been initiated to 

provide synergistic capabilities to those provided by unmanned aircraft, most notably extended 

persistence. Such airships are capable of endurances ranging from 5 days (RAID) to a month (JLENS) 

and primarily provide local area surveillance for defensive roles, such as force protection and cruise 

missile detection. A number of aerostats are now employed in the force protection role in Iraq and 

Afghanistan. Psychological operations (TARS) and border monitoring (TARS) are other niche roles in 

which they can complement aircraft. There appears to be potential for synergy between airships and UAS 

that enhance capability or reduce cost in several mission applications including force protection, signals 

intelligence collection, communications relay and navigation enhancement. Airships most significant 

challenge appears to be limited mobility. 

2.5.1 Advanced Airship Flying Laboratory

User Service: Navy

Manufacturer: American Blimp Corporation 

Inventory: 0 Delivered/1 Planned 

Background: The Advanced Airship Flying Laboratory 

(AAFL) will serve as a prototype test bed for improving the 

state-of-the-art of airship systems technologies, ISR sensors, 

related processors, and communications networks. The 

initial airship systems to be developed and tested will be bow thrusters for slow speed control authority to

reduce ground crew requirements; heavy fuel engines to increase efficiency, safety, and military

operations interoperability; and automated flight controls to increase payload, altitude, and reduce flight 

operations costs. AAFL will be equipped with dedicated hard points, equipment racks, high bandwidth 

network interfaces, and 5 kW of power for rapid integration to test a great variety of Network Centric 

Warfare payload options from a persistent ISR platform. 

Characteristics: 

AAFL AAFL 

Length 200 ft Tail Span 55 ft 

Volume 275,000 ft3 Payload Capacity 1,000 lb 

Performance:

Endurance 48 hr Altitude 20,000 ft

Sensor Various Sensor Make TBD 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.5.2 

V

Tethered Aerostat Radar System (TARS) 

User Service: Air Force 

Manufacturer: ILC Dover 

Inventory: 10 Delivered/10 Planned 

Background: TARS primary mission is to provide low level 

radar surveillance data in support of federal agencies involved in 

the nation’s drug interdiction program. Its secondary mission is 

to provide North America Aerospace Defense Command with 

low level surveillance coverage for air sovereignty in the Florida 

Straights. One aerostat, located at Cudjoe Key, FL, transmits T

Marti, which sends American television signals to Cuba for the Office of Cuba broadcasting. All radar

data is transmitted to a ground station, then digitized and fed to the various users. Airborne time is 

generally limited by the weather to 60 percent operational availability; notwithstanding weather, aerostat 

and equipment availability averages more than 98 percent system wide. For security and safety reasons, 

the air space around USAF aerostat sites is restricted for a radius of at least two to three statute miles and 

an altitude up to 15,000 feet. http://www2.acc.af.mil/library/factsheets/tars.html. 

Characteristics: 

TARS TARS 

Length 208 ft Tail Span 100 ft 

Volume 275,000/420,000 ft3 Payload Capacity 1,200 lb 

Performance:

Endurance 10/30 days Altitude 12,000-15,000 ft

Sensor Radar Sensor Make AN/TPS-63 

2.5.3 

hen

e

Joint Land Attack Elevated Netted Sensor (JLENS) 

User Service: Joint (Army Lead) 

Manufacturer: Raytheon/TCOM 

Inventory: 12 Planned 

Background: JLENS is primarily intended to tackle the growing threat 

of cruise missiles to U.S. forces deployed abroad with radars to provide 

over-the-horizon surveillance. A JLENS system consists of two 

aerostats, one containing a surveillance radar (SuR) and one containing a 

precision track illumination radar (PTIR). Each aerostat is tethered to a 

mobile mooring station and attached to a processing station via a fiber 

optic/power tether. The SuR provides the initial target detection and t

cueing to the PTIR, which generates a fire control quality track. The JLENS system is integrated into th

joint tactical architecture via Link 16, cooperative engagement capability, single-channel ground and air 

radio system, and enhanced position location reporting system. Both radar systems will include 

identification, friend or foe interrogators.

Characteristics: 

JLENS JLENS 

Length 233 ft Tail Span 75 ft 

Volume 590,000 ft3 Payload Capacity 5,000 lb 

Performance:

Endurance 30 days Altitude 10-15,000 ft

Sensor Radar Sensor Make Jasper 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.5.4 Rapid Aerostat Initial Deployment (RAID) 

User Service: Army

Manufacturer: Raytheon/TCOM 

Inventory: 3 Delivered/3 Planned 

Background: The Army initiated RAID to support Operation 

ENDURING FREEDOM (OEF). The tethered RAID aerostat 

was a smaller version of the JLENS platform, operating at an 

altitude of 1,000 feet and with a coverage footprint extending 

for several kilometers. In Afghanistan, the RAID aerostat is 

performing the missions of area surveillance and force protection against small arms, mortar and rocket 

attacks. Although considerably smaller than the JLENS platform, and performing missions secondary to

those of missile detection and early warning, the RAID experience in Afghanistan represents a valuable 

learning opportunity that should be useful to future tactical users of the JLENS. 

Characteristics: 

RAID RAID 

Length 49 ft Tail Span 21 ft 

Volume 10,200 ft3 Payload Capacity 200 lb

Performance:

Endurance 5 days Altitude 900+ ft

Sensor EO/IR Sensor Make FSI Safire III 

2.5.5 Rapidly Elevated Aerostat Platform (REAP) 

User Service: Army

Manufacturer: Lockheed Martin/ISL-Bosch Aerospace 

Inventory: 2 Delivered/2 Planned 

Background: REAP was jointly developed by the Navy’s Office of Naval 

Research and the Army’s Material Command for use in Iraq. This 31-feet 

long aerostat is much smaller than the TARS, and operates at only 300 feet 

above the battlefield. It is designed for rapid deployment (approximately 5 

minutes) from the back of a HMMWV and carries daytime and night vision

cameras. Its sensors can see out to 18 nm from 300 feet. REAP deployed to

Iraq in December 2003. 

Characteristics: 

REAP REAP 

Length 31 ft Tail Span 17 ft 

Volume 2,600 ft3 Payload Capacity 35 lb 

Performance:

Endurance 10 days Altitude 300 ft

Sensor EO Sensor Make ISL Mark 1 

IR Raytheon IR 250 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.5.6 High Altitude Airship (HAA) 

User Service: Army

Manufacturer: Lockheed Martin 

Inventory: 0 Delivered/10-12 Planned 

Background: HAA is sponsored by the North American 

Aerospace Defense Command with the U.S. Army as the lead 

service and the Missile Defense Agency as the executing 

agent/technical manager. The objective of this ACTD is to 

demonstrate the engineering feasibility and potential military

utility of an unmanned, untethered, solar powered airship that can fly at 65,000 feet. The prototype 

airship developed under this effort will be capable of continuous flight for up to a month while carrying a 

multi-mission payload. This ACTD is intended as a developmental step toward an objective HAA that 

can self-deploy from CONUS to worldwide locations and remain on station in a geo-stationary position 

for a year or more before returning to a fixed launch and recovery area in CONUS for servicing. This 

ACTD is currently under review due to technical challenges with the airship fabric. Disposition should 

be resolved during FY05. http://www.smdc.army.mil/FactSheets/HAA.pdf. 

Characteristics: 

HAA HAA 

Length 500 ft Tail Span 150 ft 

Volume 5,000,000 ft3 Payload Capacity 4,000 lb 

Performance:

Endurance 30 days Altitude 65,000 ft

Sensor TBD Sensor Make TBD 

2.5.7 Near Space Maneuvering Vehicle (NSMV)/Ascender/V-Airship 

User Service: Air Force 

Manufacturer: JP Aerospace 

Inventory: 1 Delivered/1 Planned 

Background: The Air Force plans to test the V-shaped Ascender, 

manufactured by JP Aerospace (Sacramento, CA), under contract to 

Scitor Corporation (Sunnyvale, CA) in 2005. A smaller, 93-ft model 

has been successfully tested inside its hangar. The Air Force Space

Battlelab plans to fly it to 120,000 feet with a 100-lb payload and loiter 

for 5 days at a distance of 200 nm. Although Ascender uses 

lightweight carbon-fiber propellers to generate thrust, it also has a unique system that transfers helium

between its two chambers to provide additional maneuverability by shifting its center of gravity and 

adjusting trim. The NMSV is intended to carry ISR, communications relay, and other mission loads for 

extended periods of time. Canceled in November 2004 

Characteristics: 

NSMV NSMV 

Length 175 ft Tail Span 126.5 ft 

Volume 290,000 ft3 Payload Capacity 100 lb

Performance:

Endurance 5 days Altitude 120,000 ft

Sensor IRS; Communication

Relay

Sensor Make TBD 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.5.8 Marine Airborne Re-Transmission System (MARTS) 

User Service: Marine Corps 

Manufacturer: SAIC/TCOM LP 

Inventory: 1 Delivered/6 Planned 

Background: The DARPA/Marine Airborne Re-Transmitter System

(MARTS) program developed a tethered aerostat communications relay

in response to an USMC Urgent Need Statement for a secure, reliable, 

over-the-horizon relay of USMC VHF/UHF PRC 117 (SINCGARS/ 

HAVE QUICK), 119 and 113 radio links, as well as EPLRS. MARTS 

will provide 24/7 connectivity within a radius of 68 nm. It is designed to continue operations despite 

punctures created by small arms fire, as well as in windy conditions up to 50+kts and be able to survive 

lightening strikes. MARTS is easily maintained because all complex radios and power supplies are 

located on the ground; the aerostat payload contains only simple, highly reliable transponders with a fiber 

optic cable to the ground equipment. The aerostat only needs a gas boost every fifteen days (15), 

minimizing its exposure to hostile forces. 

Characteristics: 

MARTS MARTS 

Length 105 ft Trail Span 75 ft 

Volume 63,000 ft3 Payload Capacity 500 lb

Performance:

Endurance 15 Days Altitude 3,000 ft

Sensors VHF/UHF Radios Sensor Make PRC 113, 117, 119, EPLRS

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

2.6 UAS PROGRAMMATIC DATA

Between 1990 and 1999, DoD invested over $3 billion in UAS development, procurement, and operations 

(see Table 2.6-1). In the wake of September 11, 2001, FY03 was the first billion-dollar year in UAS 

history and FY05 will be the first two billion-dollar year (see Figure 2.6-1 and Tables 2.6-2 and 2.6-3). 

The U.S. UAS inventory is expected to grow from 250 today to 675 by 2010 and 1400 by 2015 (not 

including micro and mini UA) and to support a wider range of missions—e.g. signals intelligence 

(SIGINT), cargo, communication relay, and Suppression of Enemy Air Defenses (SEAD)—compared to 

today’s imagery reconnaissance and strike roles. 

TABLE 2.6-1. SUMMARY STATUS OF RECENT UAS PROGRAMS. 

System Manufacturer

Lead

Service 

First 

Flight IOC 

Aircraft 

Built 

Aircraft 

Fielded Status 

MQ-1/Predator General Atomics Air Force 1994 2005 100+ 60 100+ ordered 

RQ-2/Pioneer Pioneer UAV, Inc.

Marine

Corps 

1985 1986 175 35 Sustainment 

through FY13

RQ-3/DarkStar Lockheed Martin Air Force 1996 n/a 3 0 Cancelled ‘99 

RQ-4/G’Hawk Northrop Grumman Air Force 1998 2006 10 7 51 planned 

RQ-4/G’Hawk Northrop Grumman Navy 2004 n/a 2 2 2 planned 

RQ-5/Hunter Northrop Grumman Army 1991 n/a 72 35 18 on order 

RQ-6/Outrider Alliant Techsystems Army 1997 n/a 19 0 Cancelled ‘99

RQ-7/Shadow200 AAI Army 1991 2003 100+ 90 164 planned 

RQ-8/Fire Scout Northrop Grumman Navy 1999 2007 5 0 168 planned 

MQ-9/Predator B General Atomics Air Force 2001 TBD 5 0 63 planned 

CQ-10/Snow Goose MMIST Army 2002 2005 10 0 49 planned 

106

144

165

252

430

225

267

272 553

359

420

388

284

3113

2952

363 763

1448

1631

2074

2845

2249

1946

2166

0

500

1000

1500

2000

2500

3000

3500

199819891990199119921993199419951996199719981999200020012002200320042005200620072008200920102011

$M (

T

Y

$)

FIGURE 2.6-1. DOD ANNUAL FUNDING PROFILE FOR UAS. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

TABLE 2.6-2. FY06 PRESIDENT’S BUDGET REQUEST FOR UAS RDT&E AND PROCUREMENT ($M)*. 

UAS Program

FY06PB ($M) 

FY05 FY06 FY07 FY08 FY09 FY10 FY11 Total 

Dragon Eye 8.9 20.3 17.7 13.7 17.4 7.2 6.8 92.0

Predator (Air 

Force) 288.5 216.9 131.4 143.2 218.7 224.1 226.9 1,449.7

Global Hawk (Air 

Force) 687.6 706.2 719.1 746.1 762.8 682.0 674.5 4,978.3

Shadow (Army) 114.5 49.3 48.9 50.4 107.6 134.4 35.4 540.5

ER/MP (Army) 0.0 113.7 134.0 151.3 222.2 233.5 183.0 1,037.7

FCS (All UA 

Classes) (Army) 147.3 105.3 114.0 88.0 75.8 50.4 33.6 614..4

Pioneer (USMC) 8.7 2.0 2.0 2.0 2.1 0.0 0.0 16.7

Fire Scout/VTUA 

(Navy) 59.1 77.6 96.7 69.0 70.8 104.1 102.7 580.0

(VUAV)(USMC) 0.0 9.2 21.2 24.1 19.1 0.0 0.0 73.6

BAMS UA (Navy) 85.8 0.0 29.3 121.4 253.4 242.2 444.7 1,176.8

J-UCAS 

(Air Force) 586.5 350.1 400.1 554.1 780.5 955.2 1,064.1 4,690.6

Small UA (Army) 12.4 20.0 20.4 20.5 20.5 10.7 0.0 104.5

Total 1,998.5 1,670.3 1,734.8 1,983.8 2,550.0 2,643.4 2,771.1 15,354.8

Note: DARPA Unmanned Combat Armed Rotorcraft (UCAR) cancelled in CY2004 

*Does not include 2005 supplemental request for OIF, OEF, and Operation UNIFIED ASSISTANCE

TABLE 2.6-3. FY06 PRESIDENT’S BUDGET FOR UAS OPERATIONS AND MAINTENANCE ($M)*.

UAS Program

FY06PB ($M) 

FY05 FY06 FY07 FY08 FY09 FY10 FY11 Total 

Predator (Air Force) 71.9 160.4 175.1 103.0 115.1 116.6 119.2 861.3

Pioneer (USMC) 8.7 10.4 7.7 6.7 3.9 9.5 11.2 58.0

Hunter (Army) 27.9 30.0 30.1 29.8 28.1 9.7 1.1 156.7

Global Hawk (Air 

Force) 20.0 19.5 68.7 71.3 94.3 108.5 113.5 495.7

Shadow (Army) 29.2 36.2 38.0 34.8 34.0 44.3 45.7 262.3

Fire Scout/VTUA 

(Navy) 0.0 0.0 0.0 TBD TBD TBD TBD 0.0

BAMS UA (Navy) 0.0 0.0 0.0 0.0 0.0 0.0 31.3 31.3

GH Maritime Demo

(Navy) 9.6 18.9 19.1 20.0 20.0 20.0 20.0 127.6

Total 167.3 275.4 338.7 265.6 295.4 308.6 342.0 1992.9

*Does not include 2005 supplemental request for OIF, OEF, and Operation UNIFIED ASSISTANCE

2.7 UAS WORLDWIDE GROWTH

2.7.1 Foreign UAS Development 

Currently, some 32 nations are developing or manufacturing more than 250 models of UA (see Figure 

2.7-1); 41 countries operate some 80 types of UA, primarily for reconnaissance. Table 2.7-1 categorizes 

selected foreign UA and can be used to identify mission capabilities either complementing or not being 

performed by current U.S. UA. Knowledge of such niches allows U.S. planners to rely on and better 

integrate the unique capabilities of coalition UA assets in certain contingencies. The one niche common 

to a number of other countries but missing in the U.S. is a survivable penetrator, for use in high threat 

environments. France and Germany have employed CL-289s with success in Bosnia and Kosovo, 

Russia’s VR-3 Reys may be succeeded soon by the Tu-300, and Italy’s new Mirach 150 supports its 

corps-level intelligence system. All are essentially jet engines with cameras attached which fly at low 

altitude at high subsonic speed to increase their survivability.

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

TABLE 2.7-1. CLASSES OF WORLDWIDE MILITARY RECONNAISSANCE UAS. 

Tactical Specialized Endurance 

Country Over-the-Hill Close Range Maritime Penetrating Medium Rng Long Rng 

United States Dragon Eye 

FPASS, Raven 

Hunter 

Shadow 

Pioneer

Fire Scout

J-UCAS Predator Global Hawk

France Tracker Crecerelle

MCMM 

CL-289

Neuron

Eagle 1 

MALE 

Germany Luna Brevel Seamos CL-289 Eurohawk

United 

Kingdom

Phoenix

Hermes 180 

J-UCAS Hermes 450

Italy Mirach 26 

Falco

Mirach 150

Neuron

Predator 

Israel Scout/Searcher Hermes 450

Heron 

Russia Shmel/Yak-61 VR-3 Reys

VR-2 Strizh

Systems not yet fielded are italicized. 

2.7.2 Export Policy

The sale of U.S.-manufactured UAS to foreign militaries offers the triple advantages of 1) supporting the 

U.S. industrial base for UAS, 2) potentially lowering the unit costs of UAS to the Services, and 3) 

ensuring interoperability by equipping allied forces with mutually compatible systems. Balanced against 

these advantages, however, are two areas of concern. The first concern is the potential for transfer of 

critical technology. This is mitigated by export license reviews and establishment of UAS 

disclosure/reliability policy guidance. The second concern is that an UA capable of carrying a given 

weight of reconnaissance sensors and data links on a round trip could be modified to carry an equal 

weight of advanced weapons twice that distance on a one-way mission. As the range, accuracy, and 

payload capacity of UA have overtaken those of cruise missiles and some ballistic missiles, controlling 

their proliferation has become a concern. UA fall under the terms of the Missile Technology Control 

Regime (MTCR), an informal and voluntary political agreement among 33 countries to control the 

proliferation of unmanned rocket and aerodynamic systems capable of delivering weapons of mass 

destruction (see Table 2.7-2). MTCR makes no distinction in terms of payload (weaponized vs. nonweaponized). Predator, Predator B, and Global Hawk fall under Category I definitions (vehicles capable 

of carrying 500 kg of payload to a range of 300 km) of the MTCR and therefore are subject to a strong 

presumption of denial for export under the existing agreement. The U.S. Defense and State Departments 

drafted an updated interim policy to the MTCR in late 2001 to allow UA (including J-UCAS) exports to 

selected countries on a case-by-case basis. The policy was used effectively to facilitate the sale of a nonweaponized Predator system to Italy in 2001. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

MTCR Member

Non-MTCR Member

MTCR Member

Non-MTCR Member

FIGURE 2.7-1. UAS MANUFACTURING COUNTRIES. 

TABLE 2.7-2. MTCR MEMBER INTEREST IN UAS. 

MTCR Member* UA Exporter UA Operator UA Manufacturer UA Developer

Argentina no yes yes yes

Australia yes yes yes yes

Austria yes no yes yes

Belgium no yes yes yes

Brazil no no no no

Canada yes no yes yes

Czech Republic no yes yes yes 

Denmark no yes no no

Finland no yes no no

France yes yes yes yes

Germany yes yes yes yes

Greece no no no yes

Hungary no no no yes

Iceland no no no no

Ireland no no no no

Italy yes yes yes yes

Japan yes yes yes yes

Luxembourg no no no no

The Netherlands no yes no no 

New Zealand no no no no 

Norway no no no yes

Poland no no no no

Portugal no no no yes

Russia yes yes yes yes

South Africa yes yes yes yes 

South Korea no yes yes yes 

Spain no no yes yes

Sweden no yes yes yes

Switzerland yes yes yes yes

Turkey yes yes yes yes

Ukraine yes yes yes yes

United Kingdom yes yes yes yes 

United States yes yes yes yes 

*Although not a member of the MTCR, Israel has pledged to abide by its guidelines. 

SECTION 2 - CURRENT UA PROGRAMS 

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UAS ROADMAP 2005 

3.0 REQUIREMENTS 

Requirements, along with the available systems (Section 2) and the emerging technologies to enable them

(Section 4), are the three foundation stones of this Roadmap. The purpose of this Section is to identify

current and emerging requirements for military capabilities that could likely be addressed by UA, without 

presupposing that a needs statement will be written against them. Three sources of these requirements are 

examined here: 40 years of historical UA use by the Services, the annual Combatant Commanders’

(COCOMs) Integrated Priority Lists (IPLs), and the most recent (August 2004) poll by the Joint Chief of 

Staff (JCS) of the theaters and the Services of their UA needs. 

3.1 HISTORICALLY VALIDATED UAS ROLES

How the Services have employed UAS over the past 40 years is not a sure indicator of how UA will be 

used in the next 25 years, but most of the current UAS programs show a strong correlation with a line of 

past UAS programs built to fulfill similar requirements. The Services have repeatedly sought to fill five 

variations of the reconnaissance role with UAS, implying the underlying requirements are of a long-term, 

enduring validity and therefore can be expected to continue throughout the period of this Roadmap. 

These five roles, and the succession of UAS, procured or attempted, to fill them, see Table 3.1-1. 

TABLE 3.1-1. HISTORICALLY VALIDATED UAS ROLES. 

UAS Role: Brigade/division asset for RSTA 

Proponent: Army, Marine Corps

Heritage: Falconer (1950-60s) – Aquila (1970-80s) – Pioneer (1980-2000s)-Dragon Drone 

(1990s) – Outrider (1990s) – Shadow 200 (2000s)

UAS Role: Shipborne asset for reconnaissance and weapon support 

Proponent: Navy

Heritage: DASH (1960s) – Project Blackfly (1970s) – Pioneer (1980-2000s) – Fire Scout

(2000s) 

UAS Role: Small unit asset for over-the-hill reconnaissance 

Proponent: Marine Corps

Heritage: Bikini (1960s) – Pointer (1980-90s) – Dragon Eye (2000s) 

UAS Role: Survivable asset for strategic penetrating reconnaissance 

Proponent: Army/Air Force/Navy

Heritage: Osprey (1960s) – D-21 (1960s) – Classified Program (1980s) – DarkStar (1990s) – 

JUCAS (2000s) 

UAS Role: High altitude endurance asset for standoff reconnaissance 

Proponent: Air Force

Heritage: Compass Arrow (1960s) – Compass Dwell (1970s) – Compass Cope (1970s) – 

Condor (1980s) – Global Hawk (1990-2000s)

3.2 COMBATANT COMMANDER REQUIREMENTS FOR UAS

Each COCOM annually submits a prioritized IPL of shortfalls in that theater’s warfighting capabilities. 

IPLs are the seminal source of joint requirements from our nation’s warfighters and possess three 

essential attributes as requirements sources. They are (1) “direct from the field” in pedigree , (2) joint in 

perspective, and (3) reexamined annually, so their requirements remain both current and auditable over 

the years. At SECDEF direction, the latest IPLs (for FY06-11) changed their focus from identifying 

programmatic challenges to capability gaps and tied these gaps to the five QDR-defined “operational 

risk” categories (battlespace awareness (BA), command and control (C2), focused logistics (FL), force 

application (FA), and force protection (FP)). 

Of the 50 capability gaps specified in the FY06-11 IPLs, 27 (54 percent) are capabilities that are 

currently, or could potentially be, addressed by UAS. Four of the 27 shortfalls specifically identified 

unmanned platforms as a desired solution. Table 3.2-1 depicts where the COCOMs place their priorities 

(1-8) on these 27 capability gaps that UA, current and potential, could fill. Red are functions UA do 

SECTION 3 - REQUIREMENTS 

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UAS ROADMAP 2005 

today (e.g., surveillance, force protection) and yellow those that are under development (e.g., 

communications relay, electronic attack). The figure visually shows that UA have a role to play in the top 

half of all COCOMs' priorities, including supporting the #1 priority for five of the nine COCOM, plus 

NORAD. All of the red ones fall in the top three for every COCOM, showing the COCOM's

'appreciation' for what UA are doing for them today. Additional detail can be found at 

www.acqs.osd.pentagon.smil.mil/uas/. 

TABLE 3.2-1. IPL PRIORITIES FOR UAS-RELATED APPLICATIONS BY COCOM. 

Priority 

CENTCOM 

EUCOM 

JFCOM 

NORTH

C

O

M

NORAD 

PACOM 

SOUTHCOM 

SOCOM 

STRATCO

M

TRANSCOM 

1 

2 

3

4 

5

6 

7

8

Of the five joint functional categories (JFC) examined in the IPL process, Table 3.2-2 counts the total 

number of UAS-related IPLs in each. Battlespace awareness shortfalls call for additional surveillance 

platforms with persistence and multi-capable sensors, such as provided by increased numbers of Global 

Hawks, Predators, and other endurance UAS. Command and control shortfalls call for increases in 

tactical communications, such as could be provided by communication relay payloads on endurance UA 

(e.g., DARPA/Army AJCN). Force application shortfalls call for survivable, quick response, precision 

strike combined with actionable intelligence, such as the Predator/Hellfire and Predator B/GBU-12 

provide and future J-UCAS will provide. Protection shortfalls call for increased base security and 

CBRNE reconnaissance, for which roles a number of small UAS types are now deployed (Dragon Eye, 

FPASS, ScanEagle) are being developed. 

TABLE 3.2-2. UAS-RELATED IPL ITEMS BY JOINT FUNCTIONAL CATEGORY. 

Joint Functional

Category 

Battlespace 

Awareness 

Command & 

Control 

Focused 

Logistics 

Force 

Application 

Force 

Protection 

Number of UArelated IPL items

8 9 0 4 6

3.3 MISSION REQUIREMENTS RANKED FOR UAS

In response to a 2004 JCS request, each COCOM and Service was given the opportunity to rank the 

importance of 18 missions relative to four general classes of UAS, small, tactical, theater, and combat. 

Their responses were consolidated into a single matrix of rankings, as provided in Table 3.3-1. 

Reconnaissance is ranked as a higher priority (#1) for combat UA than is the strike mission itself (#3). 

SOCOM rankings showed little/no divergence from those of the other COCOMs, reversing the trend 

found in past surveys. 

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UAS ROADMAP 2005 

TABLE 3.3-1. COMBATANT COMMANDER/SERVICE UAS MISSION PRIORITIZATION MATRIX—2004.

Mission Small Tactical Theater Combat JFC 

Reconnaissance 1 1 1 1 BA

Signals Intel 10 3 2 5 BA

Mine Detection/CM 7 11 13 14 FP 

Precision Target Location and 

Designation 2 2 3 2 FA

Battle Management 4 10 4 7 C2

Chem/Bio Reconnaissance 3 7 6 9 BA 

Counter Cam/Con/Deception 8 5 7 11 BA 

Electronic Warfare 14 9 10 4 FP 

Combat SAR 6 8 8 10 FA 

Communications/Data Relay 5 6 5 8 C2

Information Warfare 15 12 11 6 FA 

Digital Mapping 11 13 9 12 BA

Littoral Undersea Warfare 17 15 14 13 FA 

SOF Team Resupply 9 16 17 16 FL 

Weaponization/Strike 16 4 12 3 FA

GPS Psuedolite 18 18 15 18 C2

Covert Sensor Insertion 12 14 16 15 BA

Decoy/Pathfinder 13 17 18 17 FA

3.4 MISSION AREAS OPEN TO UAS 

Although EO/IR/SAR sensors have been the predominant payload fielded on DoD UA to date, Table 

3.4-1 identifies a number of other payloads that have been previously flown on UA in proof-of-concept 

demonstrations. These demonstrations show that UA can perform the tasks inherent in most of these 17 

mission areas, and therefore be a candidate solution for certain requirements. UA should be the preferred 

solution over manned counterparts when the requirements involve the familiar three jobs best left to UA: 

the dull (long dwell), the dirty (sampling for hazardous materials), and the dangerous (extreme exposure 

to hostile action). Table 3.4-1 is a representative cross section of other payloads that have been 

demonstrated on UA. It is not meant to be an all inclusive list. 

SECTION 3 - REQUIREMENTS 

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UAS ROADMAP 2005 

TABLE 3.4-1. UAS MISSION AREAS. 

Requirements Justification for UA Use UA Experience

(Mission Areas) “Dull” “Dirty” “Dangerous” (UA/Payload, Place Demonstrated, Year) 

ISR x x Pioneer, Exdrone, Pointer/Gulf War, 1990-91

Predator, Pioneer/Bosnia, 1995-2000 

Hunter, Predator, Pioneer/Kosovo, 1999

Global Hawk, Predator, /Afghanistan, Iraq 

2003 – Present 

Hunter, Pioneer, Shadow/Iraq-2003-Present

C2/Communications x Hunter/CRP, 1996; Exdrone/TRSS, 1998

Predator/ACN, 2000

Force Protection x x x Camcopter, Dragon Drone/Ft Sumner, 1999

FPASS, Dragon Eye, Pointer, Raven, Scan 

Eagle/Iraq -Present 

SIGINT x x Pioneer/SMART, 1995 

Hunter/LR-100/COMINT, 1996

Hunter/ORION, 1997

Global Hawk/German Demo, 2003; Iraq,

2004 - Present 

Weapons of Mass 

Destruction (WMD)

x x Pioneer/RADIAC/LSCAD/SAWCAD, 1995

Telemaster/Analyte 2000, 1996 

Pointer/CADDIE 1998

Hunter/SAFEGUARD, 1999 

Theater Air Missile 

Defense (TAMD) 

x x Israeli HA-10 development, (canceled) 

Global Hawk study, 1997

SEAD x Hunter/SMART-V, 1996

Hunter/LR-100/IDM, 1998

J-UCAS/TBD

Combat Search and 

Rescue (CSAR)

x Exdrone/Woodland Cougar Exercise, 1997 

Exdrone/SPUDS, 2000 

Mine Counter Measures

(MCM) 

x Pioneer/COBRA, 1996

Camcopter/AAMIS, 1999 (Germany) 

Meteorology and

Oceanography (METOC)

x x x Aerosonde/Visala, 1995 

Predator/T-Drop, 1997

Predator/BENVINT ACTD, 2002

Counter Narcotics (CN) x x Predator/Ft Huachuca, 1995

Pioneer/So. California, 1999

Hunter, Shadow/Ft Huachuca, 2003-2004

Psychological Ops x Tern/Leaflet Dispensing, 2004 

All Weather/Night Strike x DASH/Vietnam, 1960s 

Predator/Afghanistan/Iraq, 2001

Global Hawk/Iraq, 2003

Exercise Support x Predator/Joint Operational Test Bed System

(JOTBS), 2002 

Anti Submarine Warfare x DASH, 1960s 

Navigation x Hunter/GPS Pseudolite, 2000 

Table is not all inclusive 

SECTION 3 - REQUIREMENTS 

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UAS ROADMAP 2005 

3.5 INTEROPERABILITY

With the growing use of UA systems by the warfighter, the limitations of interoperability between UA 

systems (and manned systems) and the wider user community at large is becoming apparent. Many UA 

systems have been developed with limited attention to Joint interoperability requirements. As UA 

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: 

3⁄4 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. 

3⁄4 Improving UA data dissemination and platform access through the use of common, secure, tactical 

data-links utilizing less congested spectrum. 

3⁄4 Improving product access and better situational awareness of the current operational picture through 

improved distribution and networking capabilities 

3⁄4 Improved delivery of critical, time sensitive, actionable data to tactical units through improved

mobile, 2-way communications capability and associations CONOPS. 

3⁄4 Improved cross Service, integrated UA and manned CONOPS that provide improved overall 

collection capability. 

SECTION 3 - REQUIREMENTS 

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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. 

As for what constitutes "autonomy" in UA, the directors of the Service research laboratories have adopted 

an onion-like layered series of capabilities to define this measure of UA sophistication. These definitions 

run the span from teleoperated and preprogrammed flight by single aircraft to self-actualizing group 

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UAS ROADMAP 2005 

flight. Figure 4.0-2 depicts where example UA stand in comparison to their ten levels of autonomy.

1955

Autonomous Control Levels

Pioneer

1965 1975 1985 1995 2005 2015 2025

Global Hawk, Shadow, 

ER/MP, and Fire Scout

J-UCAS Goal

Fully Autonomous Swarms

Group Strategic Goals

Distributed Control

Group Tactical Goals

Group Tactical Replan

Group Coordination

Adapt to Failures & Flight Conditions

Real Time Health/Diagnosis

Remotely Guided

Onboard Route Replan

10

9

8

7

6

5

4

3

2 Predator

1

UCAR Goal

1955

Autonomous Control Levels

Pioneer

1965 1975 1985 1995 2005 2015 2025

Global Hawk, Shadow, 

ER/MP, and Fire Scout

J-UCAS Goal

Fully Autonomous Swarms

Group Strategic Goals

Distributed Control

Group Tactical Goals

Group Tactical Replan

Group Coordination

Adapt to Failures & Flight Conditions

Real Time Health/Diagnosis

Remotely Guided

Onboard Route Replan

10

9

8

7

6

5

4

3

2 Predator

1

UCAR Goal

FIGURE 4.0-2. TREND IN UA AUTONOMY. 

4.1 PROCESSOR TECHNOLOGIES

Although today's processors allow UA to fly entire missions with little or no human intervention, if the 

ultimate goal is to replace a pilot with a mechanical facsimile of equal or superior thinking speed, 

memory capacity, and responses (algorithms) gained from training and experience, then processors of 

human-like speed, memory, and situational adaptability are necessary. Human capabilities are generally

agreed to equate to 100 million million-instructions-per-second (MIPS) in speed and 100 million 

megabytes (MB) in memory. In the 1980s, AFRL attempted to develop a robotic adjunct to a fighter pilot 

under the Pilot's Associate program, but the available processor technology proved insufficient. 

Figures 4.1-1 and 4.1-2 illustrate the progress in processor technology toward human levels of 

performance that has occurred and that are likely to be seen in the coming 25 years. Both show that 

today's supercomputers' are within a factor of 10 of achieving human equivalence in speed and capacity

and could achieve human parity by the 2015 timeframe. The cost of a supercomputer is however 

uncompetitive with that of a trained human, but by 2030 the cost of a 100 million MIP processor should 

approach $10,000. As for inculcating a fighter pilot's training and experience into a robot brain, the 

equivalent of Top Gun school for tomorrow's J-UCAS will consist of a post-flight download in seconds. 

Today's silicon-based semiconductor processors will be limited to features about 0.1 micron in size, the 

so-called "point one limit," by current manufacturing techniques based on ultraviolet lithography. Once 

the limits of silicon semiconductors are reached, presumably in the 2015-2020 period, what are the 

alternatives for developing more advanced processors? Just as computers have evolved from using 

vacuum tubes to transistors to integrated circuits of semiconductors over the past 60 years, future ones 

may progressively use optical, biochemical, quantum interference switching (QIS), and molecular 

("moletronics") processors, or some combination of them, to achieve ever faster speeds and larger 

memories. QIS offers a thousandfold increase in speed and moletronics a potential billionfold increase 

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UAS ROADMAP 2005 

over present computers. Ultimately, quantum computing may replace traditional computing based on 

ones and zeros with using nuclear magnetic resonance to encode the spin of atoms. 

1940 1960 1980 2000 2020 2030

1012

109

106

103

1

10-3

10-6 ENIAC

IBM 1620

iBM 7090

IBM 360/65

Intel 4004

Intel 80286

Sun SS1

Pentium

Cray CS6400 Pentium 4

Speed (

MIPS)

Cray Red Storm

Personal Computers

Mainframes

1940 1960 1980 2000 2020 2030

1012

109

106

103

1

10-3

10-6 ENIAC

IBM 1620

iBM 7090

IBM 360/65

Intel 4004

Intel 80286

Sun SS1

Pentium

Cray CS6400 Pentium 4

Speed (

MIPS)

Cray Red Storm

Personal Computers

Mainframes

FIGURE 4.1-1. TREND IN PROCESSOR SPEED. 

10-6 10-3 1 103 106 109 1012

1012

109

106

103

1

10-3

10-6

Speed (

MIPS)

Audio Channel

Video Channel

Optical Fiber

1985 PC

Book CD Library of Congress

1995 PC

IBM Deep Blue

Lizard Mouse

Monkey Human

Memory (Megabytes)

Cray Red Storm

10-6 10-3 1 103 106 109 1012

1012

109

106

103

1

10-3

10-6

Speed (

MIPS)

Audio Channel

Video Channel

Optical Fiber

1985 PC

Book CD Library of Congress

1995 PC

IBM Deep Blue

Lizard Mouse

Monkey Human

Memory (Megabytes)

Cray Red Storm

FIGURE 4.1-2. RELATIONSHIP OF PROCESSOR SPEED AND MEMORY. 

Recommended Investment Strategy: Rely on commercial markets (personal and commercial 

computers) to drive processor technology. Focus DoD research on radiation–tolerant integrated circuit 

components and algorithms. 

4.2 COMMUNICATION TECHNOLOGIES

The principal issue of communications technologies is flexibility, adaptability, and cognitive 

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UAS ROADMAP 2005 

controllability of the bandwidth, frequency, and information/data (e.g. differentiated services, separate 

routing of data based on priority, latency, etc) flows. This means that the systems will be net-centric and 

that network services like C2, data management and flow control, etc., will have to be integrated into the 

systems and concepts of operations. In-flight entertainment and finance-based systems will not handle 

these issues well for military applications. The personal information services providers might provide 

technology paths forward, but major portions of the government will need to invest in the net-centric 

solutions required by the U.S. Government. One way of addressing bandwidth and spectrum constraints

is by re-using certain communications paths in new ways (e.g. tactical radios used as orderwires for 

directional links, tightly coupled RF backup links for free space optics (lasercomm), etc.). 

Communications technologies might be repartitioned to address apertures, RF Front ends, software 

defined modems/bandwidth efficient waveforms, multiple signals in space, crossbanding, digital 

interfaces, new communications approaches (e.g. free space optics), and hybrid approaches. 

4.2.1 

4.2.2 

Data Links 

Airborne data link rates and processor speeds are in a race to enable future UA capabilities. Today, and 

for the near-term, the paradigm is to relay virtually all airborne data to the ground and process it there for 

interpretation and decision-making. Eventually, onboard processing power will outstrip data link 

capabilities and allow UA to relay the results of their data to the ground for decision making. At that 

point, the requirement for data link rates in certain applications, particularly imagery collection, should 

drop significantly. Meanwhile, data compression will remain relevant as long as band-limited 

communications exist, but it is unlikely compression algorithms alone will solve the near term throughput

requirements of advanced sensors. A technology that intentionally discards information is not the 

preferred technique. For now, compression is a concession to inadequate bandwidth. 

In the case of radio frequency (RF) data links, limited spectrum and the requirement to minimize airborne

system size, weight, and power (SWAP) have been strong contributors for limiting data rates. Rates up to 

10 Gbps (40 times currently fielded capabilities) are considered possible at current bandwidths by using 

more bandwidth-efficient modulation methods. At gigahertz frequencies however, RF use becomes 

increasingly constrained by frequency congestion. This is especially true for the 1-8 GHz range which 

covers L, S, and C bands. Currently fielded digital data links provide an efficiency varying between 0.92 

and 1.5 bps/Hz, where the theoretical maximum is 1.92. 

Airborne optical data links, or lasercom, will potentially offer data rates two to five orders of magnitude 

greater than those of the best future RF systems. However, lasercom data rates have held steady for two 

decades because their key technical challenge was adequate pointing, acquisition, and tracking (PAT) 

technology to ensure the laser link was both acquired and maintained. Although mature RF systems are 

viewed as lower risk, and therefore attract investment dollars more easily, Missile Defense Agency

funding in the 1990s allowed a series of increasingly complex demonstrations at Gbps rates. The small 

apertures (3 to 5 inches) and widespread availability of low power semiconductor lasers explains why 

lasercom systems typically weigh 30 to 50 percent that of comparable RF systems and consume less

power. The smaller apertures also provide for lower signatures, greater security, and provide more jam

resistance. 

Although lasercom could surpass RF in terms of airborne data transfer rate, RF will continue to dominate 

at the lower altitudes for some time into the future because of its better all-weather capability. Thus, both 

RF and optical technology development should continue to progress out to 2025. 

Network-Centric Communications 

There are several areas of networking technology development that should be identified as critical to the 

migration path of UAS and their ability to provide network services, whether they be transit networking 

or stub networking platforms. Highflying UAS, such as the Global Hawk or Predator, have the ability to 

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UAS ROADMAP 2005 

provide coverage that lends itself well to network backbone and transit networking applications. In order 

to provide these services, the networked communications capabilities need to migrate to provide capacity, 

stability, reliability and rich connectivity/interoperability options. The following technologies are 

essential to this development: 

3⁄4 High Capacity Directional Data links 

3⁄4 High capacity routers with large processing capacity - Ruggedized IP enabled Wideband Routers 

3⁄4 Modular and Programmable Router Architecture 

3⁄4 Well-known and Standardized Protocols and Interfaces 

3⁄4 Mobile Ad-hoc quasi-stable mesh - requirement to manage topology

3⁄4 Interdependent relationships between the following: 

• Switching/Routing 

• Topology Management 

• QoS – packet level 

• Hierarchical management 

3⁄4 Multiple link interfaces and types per platform

3⁄4 Gateway functionality on platforms (legacy, disparate networks) 

3⁄4 Embedded INFOSEC/network security

3⁄4 Performance Enhancing Proxies 

While these large stable UAS platforms are ideal for providing theater backbone services, smaller UAS 

may provide similar networking capability and services on a smaller scale. Additionally, the same 

networking functions that enable UAS platforms to provide network-centric services to the warfighter 

also allow the UAS to take advantage of networking to augment their capabilities.

In the future for UAS and networks, the role of autonomy; the definition of team coordination,

cooperation, and collaboration concepts; the role of cognitive decision aids; and the importance of air 

space layer and control are all concepts that need to be developed. 

Recommended Investment Strategy: Rely on commercial markets (wireless communications, airliner 

links, finance) to drive link modulation methods technology. Focus DoD research on increasing the 

power of higher frequency (Ka) SCA waveform components and decrease size, weight, for UAS 

applications. 

4.3 PLATFORM TECHNOLOGIES

4.3.1 Airframe 

Bioengineers and aerospace engineers may soon be working on common aircraft projects. The need for 

lighter, stronger aerostructures has led from wood and canvas to aluminum to titanium to composites. 

The next step may well be transgenetic biopolymers. One biopolymer nearing commercialization has 

twice the tensile strength of steel yet is 25 percent lighter than carbon composites, and it is flexible. In a 

future aircraft skin made of such a biopolymer, the servo actuators, hydraulics, electric motors, and 

control rods of today's aircraft control surfaces could be replaced by the ability to warp wings and 

stabilizers by flexing their skin, much as the Wright brothers first conceived. Signature control would 

also be enhanced by both the nature of the material and its ability to responsively shape itself to minimize 

reflection. 

Composites have enabled lighter airframes, but the repair of damaged composites is far weaker than the 

original due to the loss of the material's originally plyed construction, called aeroelastic tailoring. 

Researchers have recently devised a way to manufacture composite material with embedded 

microcapsules of "glue," so that any damage will open these capsules and seal the crack before it can 

propagate. This is known as an autonomic, or self-repairing, material. Further ahead but currently being 

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UAS ROADMAP 2005 

researched are materials (isomers) that are self-healing, in which the damaged structure regenerates itself 

to original condition. Such materials would be of most value in long endurance and strike UA. 

Recommended Investment Strategy: Explore productionizing autonomic composites in the near term

and the feasibility of using transgenetic biopolymers for airframe skins in the far term. 

4.3.2 Control 

4.3.3 Propulsion 

The antennas necessary for UA to communicate with their handlers have evolved from dishes or blades to 

being conformal, and are even today being made of film or sprayed on. Imagine an entire aircraft 

fuselage and/or wing that functions as an antenna, providing higher gain while eliminating the weight and 

power draw of present antenna drives. In-flight entertainment systems for airliners are pushing this 

technology. 

Future UA will evolve from being robots operated at a distance to independent robots, able to selfactualize to perform a given task. This autonomy, has many levels emerging by which it is defined, but

ultimate autonomy will require capabilities analogous to those of the human brain by future UA mission 

management computers. To achieve that level, machine processing will have to match that of the human 

brain in speed, memory, and quality of algorithms, or thinking patterns. Moore's Law predicts the speed 

of microprocessors will reach parity with the human brain around 2015. Others estimate the memory

capacity of a PC will equal that of the human memory closer to 2030. As to when or how many lines of 

software code equate to "thinking" is still an open question, but it is noteworthy that pattern recognition 

by software today is generally inferior to that of a human. 

Standards based interoperability is another critical area of evolution within the control environment. DoD 

is adopting this approach to achieving interoperability (through efforts such as NATO Standardization 

Agreement (STANAG) 4586) that will foster an environment supporting C4ISR support to the warfighter 

from UAS regardless of manufacturer, UA, or GCS. 

As for those UA remaining under human control, the controller will eventually be linked to his remote 

charge through his own neuromuscular system. Today's ground station vans are already being superseded 

by wearable harnesses with joysticks and face visors allowing the wearer to "see" through the UA sensor, 

regardless of where he faces. Vests will soon provide him the tactile sensations "felt" by the UA when it 

turns or dives or encounters turbulence. Eventually, UA pilots will be wired so that the electrical signals 

they send to their muscles will translate into instantaneous control inputs to the UA. To paraphrase a 

popular saying, the future UA pilot will transition from seeing the plane to being the plane. 

Recommended Investment Strategy: Focus DoD research and development on improved standards, 

improved man/machine interfaces for UAS, conformal low observable antennae, and advanced UA 

management systems. 

Unmanned aircraft already exploit more forms of propulsion than do manned aircraft, from traditional gas 

turbines and reciprocating engines to batteries and solar power, and are exploring scramjets (X-43), fuel 

cells (Helios and Hornet), reciprocating chemical muscles, beamed power, and even nuclear isotopes. 

Technological advances in propulsion that were previously driven by military-sponsored research are now 

largely driven by commercial interests—fuel cells by the automotive industry, batteries by the computer 

and cellular industries, and solar cells by the commercial satellite industry. UAS are therefore more likely

to rely on COTS or COTS-derivative powerplants than their manned predecessors were; Global Hawk 

and Dark Star both selected business jet engines in their design. Because endurance (“persistence”) is 

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UAS ROADMAP 2005 

recognized today as the prime attribute of an UA when compared to manned aircraft, and endurance is 

determined largely by the efficiency of the powerplant, propulsion is, with processors, one of the two key

UA technologies. 

Two key propulsion metrics are specific fuel consumption (SFC) for efficiency and specific power (SP) 

for performance. AFRL’s Versatile Affordable Advanced Turbine Engines (VAATE) program aims to 

achieve a 10 percent decrease in SFC by 2015, while improving thrust-to-weight (T/W) by 50 percent and 

lowering engine production and maintenance costs. Reciprocating engines for aircraft generally produce 

1 hp per pound of engine weight (746 watts/lb), and today’s fuel cells are approaching this same level, 

while lithium-ion batteries have about half this SP (See Figure 4.3-1). Fuel cells in particular are 

expected to show rapid advancement over the coming decade due their increasing use in hybrid 

automobiles. Heavy fuel engine (HFE) technology has advanced over the last few decades to the point

where replacement with internal combustion engines on tactical UA is now practicable. However, further 

HFE development investment needs to be made to make their use on small UA practicable. Additional 

investment also needs to be made in turbine technology for a J-UCAS class engine with a high thrust to

weight ratio and low SFC. Specific power trends in propulsion and power technology are forecast in 

Figure 4.3-1 and Table 4.3-1. 

Recommended Investment Strategy: Focus DoD research on developing diesel reformaters for fuel cell 

use, enhanced engine durability and time between overhaul, improved specific fuel consumption for 

enhanced endurance, and alternative propulsive power sources like fuel cells, photovoltaic, and nuclear 

propulsion systems. 

4.3.4 Reliability

Aircraft reliability and cost are closely coupled, and unmanned aircraft are widely expected to cost less 

than their manned counterparts, creating a potential conflict in customer expectations. The expected 

benefit of lower unit prices may be negated by higher attrition rates due to poorer system reliability. The 

impact of reliability on UA affordability, availability, and acceptance is described in detail in Appendix 

H. Figure 4.3-2 illustrates how the mishap rates of larger UA compare to that of representative manned 

aircraft (F-16 and U-2) after similar numbers of flying hours have been accumulated. Since UA fleets are 

generally smaller than manned fleets, they have accumulated flying hours at lower rates resulting in 

slower progress down this curve. As an example, the MQ-1 Predator fleet just reached the 100,000-hour 

mark in October, 2004, 10 years and 3 months after its first flight, whereas the F-16 reached this same 

mark in one quarter of that time and the 800,000-hour mark in that same time. However, the Figure 

shows that the mishap rates of the recent, larger UA track closely with that of the F-16 fleet at a 

comparable point in its career. 

Recommended Investment Strategy: See “Recommendations” in Appendix H 

Page 53
UAS ROADMAP 2005 

28

25

20

15

10

5

0

30

2.5

2.0

1.5

1.0

0.5

0

Specific Po

wer, hp/lb

Efficiency, % (Solar Cells Only)

1950 1960 1970 1980 1990 2000 2010 2020 2030

Silicon Cell Limit

Internal Combustion 

Engines

Batteries

Solar Cells

(Efficiency Only)

Specific power of gas turbines

equals 4 to 10, depending on airspeed

VRLA

Alkaline FC

Alkaline

Space Shuttle

NiMH

Motto GuzziRotax 914

GM

Li-Poly Li-ion

GM

GM

GM

Fuel Cells

GM

NiCd

28

25

20

15

10

5

0

30

2.5

2.0

1.5

1.0

0.5

0

Specific Po

wer, hp/lb

Efficiency, % (Solar Cells Only)

1950 1960 1970 1980 1990 2000 2010 2020 2030

28

25

20

15

10

5

0

28

25

20

15

10

5

0

30

2.5

2.0

1.5

1.0

0.5

0

30

2.5

2.0

1.5

1.0

0.5

0

Specific Po

wer, hp/lb

Efficiency, % (Solar Cells Only)

1950 1960 1970 1980 1990 2000 2010 2020 2030

Silicon Cell Limit

Internal Combustion 

Engines

Batteries

Solar Cells

(Efficiency Only)

Specific power of gas turbines

equals 4 to 10, depending on airspeed

VRLA

Alkaline FC

Alkaline

Space Shuttle

NiMH

Motto GuzziRotax 914

GM

Li-Poly Li-ion

GM

GM

GM

Fuel Cells

GM

NiCd

FIGURE 4.3-1. MASS SPECIFIC POWER TRENDS. 

TABLE 4.3-1. PROPULSION AND POWER TECHNOLOGY FORECAST. 

Now 2010 2015

Turbine

Engine 

Turbofan, turboprop,

Integrated High 

Performance Turbine

Engine Technology

(IHPTET) 

Versatile Affordable 

Advanced Turbine Engines

(VAATE-1) 

VAATE-II

Note: VAATE ends in 2017

Hypersonics 

Scramjets 

AF Single Engine Scramjet 

Demo, Mach 4-7, X-43C

Multi-engine, Mach 5-7

Robust Scramjet: broader 

operating envelope and 

reusable applications (e.g. 

turbine-based combined

cycles) 

Hypersonic cruise missiles 

could be in use w/in

operational commands. 

Prototype high Mach (8-10)

air vehicles possible 

Turboelectric 

Machinery 

Integrated Drive Generator 

on Accessory Drive, 

Integrated Power Unit – F22 

No AMAD, Electric 

Propulsive Engine Controls, 

Vehicle Drag

Reduction/Range Extension 

Enabling electrical power for 

airborne directed energy 

weaponry

Rechargeable

Batteries 

Lead Acid, NiCd, in wide 

use, Lithium Ion under 

development –(B-2 battery

– 1st example) 

Lithium Ion batteries in wide

use (100-150 WH/kg)

Solid State Lithium batteries 

initial use (300-400 WH/kg) 

Photovoltaics Silicon based single crystal 

cells in rigid arrays 

Flexible thin films 

 Multi-junction devices –

Germanium, Gallium based

Concentrator cells and 

modules 

technologies (lens, reflectors)

Fuel Cells Prototypes demonstrated in

ground-based assets. 

Production PEM/SO fuel cells 

available for UA 

Begin UA integration 

Fuel cells size/weight 

reductions

Fuel flexible reformers 

Page 54
UAS ROADMAP 2005 

0

100

200

300

400

500

600

700

800

900

100 1,000 10,000 100,000

Cumulative Flight Hours

Class A or B Mishaps per 100,000 Hours

Pioneer

U-2

Global Hawk

Hunter

Predator

F-16

Shadow

4.3.5

FIGURE 4.3-2. MISHAP RATE COMPARISON. 

Survivability

Aircraft survivability is a balance of CONOPS, tactics, technology (for both active and passive measures), 

and cost for a given threat environment. For manned aircraft, aircraft survivability equates to crew 

survivability, on which a high premium is placed. For UA, this equation shifts, and the merits of making 

them highly survivable, vice somewhat survivable, for the same mission come into question. Insight into

this tradeoff is provided by examining the Global Hawk and DarkStar programs. Both were built to the 

same mission (high altitude endurance reconnaissance) and cost objective ($10 million flyaway price was 

not achieved by either program); one (DarkStar) was to be more highly survivable by stealth, the other 

only moderately survivable. Performance could be traded to meet the cost objective. The resulting 

designs therefore traded only performance for survivability. The low observable DarkStar emerged as 

one-third the size (8,600 versus 25,600 pound) and had one-third the performance (9 hours at 500 nm

versus 24 hours at 1200 nm) of its conventional stable mate, Global Hawk. It was canceled for reasons 

that included its performance shortfall outweighing the perceived value of its enhanced survivability. 

Further, the active countermeasures planned for Global Hawk’s survivability suite were severely reduced 

as an early cost savings measure during its design phase. 

The value of survivability in the UA design equation will vary with the mission, but the DarkStar lesson 

will need to be reexamined for relevance to future designs. To the extent UA inherently possess low or 

reduced observable attributes, such as having seamless composite skins, fewer windows and hatches, 

and/or smaller sizes, they will be optimized for some level of survivability. Trading performance and/or 

cost for survivability beyond that level, however, runs counter to the prevailing perception that UA must 

be cheaper, more attritable versions of manned aircraft to justify their acquisition. As an illustration, both 

the Air Force and Navy UCAVs (now part of the J-UCAS program) were originally targeted at one third 

Page 55
UAS ROADMAP 2005 

the acquisition cost of their closest manned counterpart with the same tactical range, the Joint Strike 

Fighter (JSF); although the range and payload requirements more than doubled in addition to the 

signature goals being lowered, they are still expected to cost less than that of their manned counterparts. 

Aircraft acoustic signature is often overlooked as a key low/reduced observable requirement for UA use 

in the force protection, homeland defense, and special operations roles. These roles can be better 

supported by using quieter vehicles that are less susceptible to detection. Electric power systems, such as 

fuel cells, offer lower noise signatures for smaller UA while providing comparable mass specific power 

(equals endurance) to that of internal combustion engines (ICE). 

Survivability enhancements also need to be considered in a systems context. While keeping the UA from

being shot down in a hostile environment is the most obvious challenge, an adversary can employ other 

techniques to make an UA ineffective such as communications and navigation jamming. 

Appendix K further discusses UA survivability. 

4.3.6 System Cost Control 

Empty weight cost is a commonly used metric in the aviation industry because it tends to remain constant 

across a variety of aircraft types. That number today is roughly $1500 per pound. Table 4.3-2 provides 

the empty weight and cost data for DoD UA depicted in Figure 4.3-3. It shows current DoD UA 

platforms cost approximately $1500 per pound of empty weight and $8,000 per pound of payload 

capacity as one “cost per capability” metric. Figure 4.3-4 takes this metric further by factoring in UA 

endurance to also provide a link between performance and cost in terms of dollars per pound-hour. 

4.4 PAYLOAD TECHNOLOGIES

Payloads currently in use or envisioned for use on UA fall into the four general categories of sensors 

(electro-optical, radar, signals, meteorological, chem-bio), relay (communications, navigation signals), 

weapons, and cargo (leaflets, supplies), or combinations of these. The desire for endurance in many UA 

demands a high fuel fraction, resulting in a corresponding low payload fraction, typically 10 to 20 percent 

of gross weight. Figure 4.4-1 illustrates this trade-off between endurance and payload weight. Appendix 

B presents a detailed evaluation of future sensor technologies for UA. 

TABLE 4.3-2. UAS AND UA COSTS AND WEIGHTS. 

System 

Aircraft 

Cost, FY04$* 

Aircraft 

Weight, lb*

Payload 

Capacity, lb 

System Cost, 

FY04$ 

Number

Acft/System 

Dragon Eye $28.5K 3.5 1 $130.3K 3

RQ-7A Shadow $0.39M 216 60 $12.7M 4 

RQ-2B Pioneer $0.65M 307 75 $17.2M 5 

RQ-8B Fire 

Scout $4.1M 1,765 600 $21.9M 4

RQ-5A Hunter $1.2M 1,170 200 $26.5M 8 

MQ-1B Predator $2.7M 1,680 450** $24.7M 4 

MQ-9A Predator $5.2M 3,050 750** $45.1M 4 

RQ-4 (Block 10) 

Global Hawk $19.0M 9,200 1,950 $57.7M 1

RQ-4 (Block 20) 

Global Hawk $26.5M 15,400 3,000 $62.2M 1 

*Aircraft costs are minus sensor costs, and aircraft weights are minus fuel and payload capacities 

** Internal payload weight capacity only

Page 56
UAS ROADMAP 2005 

1

10

100

1000

10000

100000

1,000 10,000 100,000 1,000,000 10,000,000 100,000,000 1,000,000,000 $1K $10K $100K $1M $10M $100M

1

10

100

1000

10,000

Weight, Lb

Cost, $FY02

Empty Weight ( )

Payload Weight ( )

$8,000/lb of

Payload Weight

$1,500/lb of

Empty Weight

Global Hawk

Fire Scout

Predator Hunter

Pioneer

Shadow 200

Dragon Eye

100,000

$1B

Predator B

Global Hawk B

1

10

100

1000

10000

100000

1,000 10,000 100,000 1,000,000 10,000,000 100,000,000 1,000,000,000 $1K $10K $100K $1M $10M $100M

1

10

100

1000

10,000

Weight, Lb

Cost, $FY02

Empty Weight ( )

Payload Weight ( )

$8,000/lb of

Payload Weight

$1,500/lb of

Empty Weight

Global Hawk

Fire Scout

Predator Hunter

Pioneer

Shadow 200

Dragon Eye

100,000

$1B

Predator B

Global Hawk B

FIGURE 4.3-3. UA CAPABILITY METRIC: WEIGHT V. COST. 

1

10

100

1000

10000

100000

$1K $10K $100K $1M $10M $100M

1

10

100

1000

10,000

Payload Weight x Endurance, Lb-Hr

Cost, $FY02

Global Hawk

Fire Scout

Predator

Hunter

Pioneer

Shadow 200

Dragon Eye

100,000

$1B

Predator B

1

10

100

1000

10000

100000

$1K $10K $100K $1M $10M $100M

1

10

100

1000

10,000

Payload Weight x Endurance, Lb-Hr

Cost, $FY02

Global Hawk

Fire Scout

Predator

Hunter

Pioneer

Shadow 200

Dragon Eye

100,000

$1B

Predator B

FIGURE 4.3-4. UA PERFORMANCE METRIC: ENDURANCE V. COST. 

Page 57
UAS ROADMAP 2005 

RQ-4A Global Hawk

1,000

100

10

Payload Capacity, Lb

Endurance, Hrs

10,000

0 10 20 30 40

RQ-7A Shadow

RQ-2B Pioneer

RQ-8 Fire Scout

X-50

ER/MP RQ-5 Hunter

MQ-9A Predator B

MQ-1B Predator

RQ-4B Global Hawk

Systems in red italics use notional

values for payload and endurance

J-UCAS

A-160

Dragon Eye

FPASS

Raven

Pointer

Dragon Drone

Neptune

Tern

Silver Fox

Scan Eagle

RQ-7B Shadow

RQ-7 Plus

CQ-10 Snowgoose

I-Gnat-ER

Aerosonde

RQ-4A Global Hawk

1,000

100

10

Payload Capacity, Lb

Endurance, Hrs

10,000

0 1 0 20 30 40

RQ-7A Shadow

RQ-2B Pioneer

RQ-8 Fire Scout

X-50

ER/MP RQ-5 Hunter

MQ-9A Predator B

MQ-1B Predator

RQ-4B Global Hawk

Systems in red italics use notional

values for payload and endurance

J-UCAS

A-160

Dragon Eye

FPASS

Raven

Pointer

Dragon Eye

FPASS

Raven Dragon Eye

FPASS

Raven

Pointer

Dragon Drone

Neptune

Tern

Dragon Drone

Neptune

Dragon Drone

Neptune

Tern

Silver Fox

Scan Eagle

RQ-7B Shadow

RQ-7 Plus

CQ-10 Snowgoose

I-Gnat-ER

Aerosonde

4.4.1 Sensors 

FIGURE 4.4-1. UA PAYLOAD CAPACITY VS. ENDURANCE. 

Requirements for sensing payloads on UA extend not just to intelligence collection and reconnaissance

surveillance and target acquisition to provide operations support, but also to weapons delivery, due to

their reliance on detecting and identifying the target to meet rules of engagement (ROE) constraints and to 

improve aim point accuracy. The dominant requirement for sensing is for imaging (visible, infrared, and 

radar), followed by signals (for the SIGINT and SEAD missions), chemical (WMD), biological (WMD), 

radiological (WMD), meteorological (METOC), and magnetic (anti-submarine warfare (ASW) and 

MCM). Figures 4.4-2 through 4.4-6 depict expected developments in imaging, signals, and 

measurements and signatures intelligence (MASINT) sensors over the next 20 years by technology and by 

system, as well as describing the regimes in which such sensors must perform, the enablers necessary to 

improve present capabilities, and the missions for which each is applicable. Figure 4.4-7 then forecasts 

developments by sensor type between now and 2015.

Recommended Investment Strategy: See “goals” developed in Appendix B. 

Page 58
UAS ROADMAP 2005 

05 10 15 20 25

Calendar Years

REGIME: Medium to high altitude, relatively sophisticated sensors beyond video capabilities

ENABLERS: Wideband data links/architecture, focal plane arrays, lightweight optics, lightweight rigid structures, 

lightweight mass storage arrays (digital storage equivalent to wet film pixels/pound), onboard 

processing, ATC/ATR algorithm development,

MISSIONS: Broad area reconnaissance, high resolution spot imagery, standoff recce, intel preparation of the 

battlefield, positive target identification, battle damage assessment

Panchromatic

30

Multispectral Hyperspectral

05 10 15 20 25

Calendar Years

REGIME: Medium to high altitude, relatively sophisticated sensors beyond video capabilities

ENABLERS: Wideband data links/architecture, focal plane arrays, lightweight optics, lightweight rigid structures, 

lightweight mass storage arrays (digital storage equivalent to wet film pixels/pound), onboard 

processing, ATC/ATR algorithm development,

MISSIONS: Broad area reconnaissance, high resolution spot imagery, standoff recce, intel preparation of the 

battlefield, positive target identification, battle damage assessment

Panchromatic

30

Multispectral Hyperspectral

FIGURE 4.4-2. STILL IMAGERY SENSOR TECHNOLOGY FORECAST. 

05 10 15 20 25

Calendar Years

30

REGIME: All altitudes, all vehicle classes except MAVs

ENABLERS: Miniaturized focal plane arrays, tactical line-of-sight datalinks, NRT sensor-to-shooter architecture, 

autonomous vehicle/sensor ops, internet on the battlefield

MISSIONS: Low threat surveillance, over-the-hill/behind-the-building imagery, treaty verification, “stakeouts”,

force protection/picket duty, precision strike/BDA, target designation

ERMP, MAV J-UCAS Recce,

Target Designation

Follow-on J-UCAS

Recce Variant

MTS/Laser Designator HDTV

Proprietary

Formats JTA Compliant Formats

05 10 15 20 25

Calendar Years

30

REGIME: All altitudes, all vehicle classes except MAVs

ENABLERS: Miniaturized focal plane arrays, tactical line-of-sight datalinks, NRT sensor-to-shooter architecture, 

autonomous vehicle/sensor ops, internet on the battlefield

MISSIONS: Low threat surveillance, over-the-hill/behind-the-building imagery, treaty verification, “stakeouts”,

force protection/picket duty, precision strike/BDA, target designation

ERMP, MAV J-UCAS Recce,

Target Designation

Follow-on J-UCAS

Recce Variant

MTS/Laser Designator HDTV

Proprietary

Formats JTA Compliant Formats

FIGURE 4.4-3. MOTION/VIDEO IMAGERY SENSOR TECHNOLOGY FORECAST. 

05 10 15 20 25

Calendar Years

30

Mechanically

Scanned Array

Mechanical/

2D ESA Active ESA

REGIME: All altitudes, all vehicle classes except micro-UAVs

ENABLERS: Scalable ESA systems, operationalized FOPEN sensors/algorithms,onboard/offboard image

enhancement (improved resolution, coherent change detection), aircraft electrical generator

improvements (watts/pound,power extraction efficiency)

MISSIONS: Broad area reconaissance, ground/air moving target imagery, intel prep of the battlefield, precision 

guided munition targeting data, NRT sensor-to-shooter/sensor-to-bullet data transfer, mapping, 

cueing

MP-RTIP UHF/VHF FOPEN

GMTI AMTI GMTI - track AMTI - track GMTI - identify AMTI - identify

Single Pass DTED

05 10 15 20 25

Calendar Years

30

Mechanically

Scanned Array

Mechanical/

2D ESA Active ESA

REGIME: All altitudes, all vehicle classes except micro-UAVs

ENABLERS: Scalable ESA systems, operationalized FOPEN sensors/algorithms,onboard/offboard image

enhancement (improved resolution, coherent change detection), aircraft electrical generator

improvements (watts/pound,power extraction efficiency)

MISSIONS: Broad area reconaissance, ground/air moving target imagery, intel prep of the battlefield, precision 

guided munition targeting data, NRT sensor-to-shooter/sensor-to-bullet data transfer, mapping, 

cueing

MP-RTIP UHF/VHF FOPEN

GMTI AMTI GMTI - track AMTI - track GMTI - identify AMTI - identify

Single Pass DTED

FIGURE 4.4-4. RADAR IMAGERY SENSOR TECHNOLOGY FORECAST. 

Page 59
UAS ROADMAP 2005 

05 10 15 20 25

Calendar Years

30

REGIME: All altitudes, all vehicle classes

ENABLERS: Scalable SIGINT systems, decryption software development, dense environment algorithms,

conformal/multipurpose antennas

MISSIONS: Threat warning, cueing for imagery/electronic warfare, situational awareness, threat database, strat

ELINT/COMINT

Stratified by altitude, 

vehicle characteristics

(stealth, SWAP)

Requirements-based

allocation across

manned/unmanned aircraft, space

Mission-specific

sensors

Integrated SIGINT

architecture

05 10 15 20 25

Calendar Years

30

REGIME: All altitudes, all vehicle classes

ENABLERS: Scalable SIGINT systems, decryption software development, dense environment algorithms,

conformal/multipurpose antennas

MISSIONS: Threat warning, cueing for imagery/electronic warfare, situational awareness, threat database, strat

ELINT/COMINT

Stratified by altitude, 

vehicle characteristics

(stealth, SWAP)

Requirements-based

allocation across

manned/unmanned aircraft, space

Mission-specific

sensors

Integrated SIGINT

architecture

FIGURE 4.4-5. SIGINT SENSOR TECHNOLOGY FORECAST. 

05 10 15 20 25

Calendar Years

30

REGIME: All altitudes, small/lightweight systems to complex, heavy sensors

ENABLERS: HSI/imaging system integration, focal plane technology, chem/bio aerosol phenomenology, 

materials science phenomenology, ATC/ATR algorithm development incorporating HSI, offboard

system integration, very wideband comms, improved efficiency lidars, range-gating algorithms

MISSIONS: Hyperspectral cueing (low-res), effluent/aerosol detection and ID, materials databases, RF

characterization, battle management (MTI), anti-CCD imagery, “seeing through [walls/forests]”,

subsurface imaging, obscured IMINT, 3D imaging/battlefield simulation, specific vehicle/target 

identification, SAR decoy detection

Multispectral Hyperspectral

Initial 

LIDAR Systems

Hyperspectral cueing

High resolution

Hyperspectral imaging

LIDAR FOPEN/imaging through clouds

05 10 15 20 25

Calendar Years

30

REGIME: All altitudes, small/lightweight systems to complex, heavy sensors

ENABLERS: HSI/imaging system integration, focal plane technology, chem/bio aerosol phenomenology, 

materials science phenomenology, ATC/ATR algorithm development incorporating HSI, offboard

system integration, very wideband comms, improved efficiency lidars, range-gating algorithms

MISSIONS: Hyperspectral cueing (low-res), effluent/aerosol detection and ID, materials databases, RF

characterization, battle management (MTI), anti-CCD imagery, “seeing through [walls/forests]”,

subsurface imaging, obscured IMINT, 3D imaging/battlefield simulation, specific vehicle/target 

identification, SAR decoy detection

Multispectral Hyperspectral

Initial 

LIDAR Systems

Hyperspectral cueing

High resolution

Hyperspectral imaging

LIDAR FOPEN/imaging through clouds

FIGURE 4.4-6. MASINT SENSOR TECHNOLOGY FORECAST. 

Now 2010 2015

Mechanical/2D

ESA

GMTI

Active ESA

AMTI

GMTI – Track

UHF/VHF FOPEN

Radar

SIGINT

Ladar

HSI

Video

EO/IR/MSI

AMTI - Track

GMTI - Identify

Day/Night EO/IR

Limited MSI

Proliferated MSI

Miniaturized systems

High resolution wet-film equivalent mass storage, coverage rates

Platform-specific sensors QRCs for specific signals of interest

Family of systems,

Modular architecture allowing incorporation of 

QRC functionality

Air/Space integrated architecture Miniaturized SIGINT sensors for micro-UAVs, tailored for personal comms devices

3D Ladar demos 3D Ladar systems Imagery through clouds/trees

Multidiscriminant Ladar

Active spectral determination Polarization

Low/medium resolution Target cueingLightweight integrated cueing systems Onboard processing

Day/night capability

Active illumination Medium/high resolution

Panchromatic Proprietary formats

Data format standards

HDTV sensors Integrated target designation

Lightweight multispectral systems Autonomous operation J-UCAS target search/ID functions

Now 2010 2015

Mechanical/2D

ESA

GMTI

Active ESA

AMTI

GMTI – Track

UHF/VHF FOPEN

Radar

SIGINT

Ladar

HSI

Video

EO/IR/MSI

AMTI - Track

GMTI - Identify

Day/Night EO/IR

Limited MSI

Proliferated MSI

Miniaturized systems

High resolution wet-film equivalent mass storage, coverage rates

Platform-specific sensors QRCs for specific signals of interest

Family of systems,

Modular architecture allowing incorporation of 

QRC functionality

Air/Space integrated architecture Miniaturized SIGINT sensors for micro-UAVs, tailored for personal comms devices

3D Ladar demos 3D Ladar systems Imagery through clouds/trees

Multidiscriminant Ladar

Active spectral determination Polarization

Low/medium resolution Target cueingLightweight integrated cueing systems Onboard processing

Day/night capability

Active illumination Medium/high resolution

Panchromatic Proprietary formats

Data format standards

HDTV sensors Integrated target designation

Lightweight multispectral systems Autonomous operation J-UCAS target search/ID functions

FIGURE 4.4-7. FORECAST SENSOR CAPABILITIES. 

Page 60
UAS ROADMAP 2005 

4.4.2 Communication Relay

By 2010, existing and planned capacities are forecast to meet only 44 percent of the need projected by

Joint Vision 2010 to ensure information superiority. A separate study, Unmanned Aerial Vehicles as 

Communications Platforms, dated November 4, 1997, was conducted by OSD (C3I). Its major 

conclusions regarding the use of an UA as an airborne communication node (ACN) were: 

3⁄4 Tactical communication needs can be met much more responsively and effectively with ACNs than 

with satellites. 

3⁄4 ACNs can effectively augment theater satellite capabilities by addressing deficiencies in capacity and 

connectivity.

3⁄4 Satellites are better suited than UA for meeting high capacity, worldwide communications needs. 

ACNs can enhance intra-theater and tactical communications capacity and connectivity by providing 1) 

more efficient use of bandwidth, 2) extending the range of existing terrestrial LOS communications 

systems, 3) extending communication to areas denied or masked to satellite service, and 4) providing 

significant improvement in received power density compared to that of satellites, improving reception and 

decreasing vulnerability to jamming. 

DARPA’s AJCN is developing a modular, scalable communication relay payload that can be tailored to 

fly on a RQ-4/Global Hawk and provide theater-wide support (300 nm diameter area of coverage) or on a 

RQ-7/Shadow for tactical use (60 nm diameter area). In addition to communications relay, its intended 

missions are SIGINT, electronic warfare, and information operations. Flight demonstrations began in 

2003, and the addition of a simultaneous SIGINT capability is planned by 2010. 

4.4.3 Weapons 

4.4.4 

If combat UA are to achieve most of their initial cost and stealth advantages by being smaller than their 

manned counterparts, they will logically have smaller weapons bays and therefore need smaller weapons. 

Smaller and/or fewer weapons carried per mission means lethality must be increased to achieve equal or 

greater mission effectiveness. Achieving lethality with small weapons requires precision guidance (in 

most cases) and/or more lethal warheads. Ongoing technology programs are providing a variety of 

precision guidance options; some are in the inventory now. With the advent of some innovative wide killarea warheads, hardening guidance systems, i.e., resistance to GPS jamming, appears to be the greatest 

technology requirement. A potentially significant advantage to smaller more precise weapons and 

penetrating launch platforms such as J-UCAS is the reduction in collateral damage. In some cases these 

platform and weapons combinations could reduce an adversary’s ability to seek sanctuary within noncombatant areas. The Air Force Air Armament Center’s SDB is half the weight of the smallest bomb the 

Air Force uses today, the 500 pound Mark 82. Its 250 pound class warhead has demonstrated penetration 

of one meter of reinforced concrete covered by one meter of soil. The Air Force hopes to deploy it by

2007 on the F-15E, followed by deployment on several other aircraft, including the J-UCAS and MQ-9. 

Payload Cost Control 

Table 4.3-2 provides the payload capacities used in Figure 4.3-4, which shows current DoD UA cost 

approximately $8,000 per pound of payload capacity (sensors), a comparable number to the payload

capacity of the JSF, which is $7,300 per pound (weapons). This same capability metric applied to JUCAS is $5,500 per pound of payload (weapons). As UA become smaller, or stealthier, the standoff 

range of sensor systems may be reduced. Reduced sensor standoff capability coupled with more use of 

COTS systems can have a significant impact on some sensor packages for some classes of UA. 

Page 61
UAS ROADMAP 2005 

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UAS ROADMAP 2005 

5.0 OPERATIONS 

5.1 TRAINING

All DoD UAS operating today employ contractors to conduct the majority of their UAS training 

requirements. With the exception of the Army's Hunter and Shadow training programs, each UAS has a 

dedicated training program, underscoring the lack of interoperability among these systems in the field. 

The students in these courses range from experienced rated officers as pilots to recent enlistees as 

airframe maintainers. 

5.1.1 Current Status of Training 

System/Course Service Location Duration Throughput Flt 

Hours 

Staff 

Global Hawk Air Force Beale AFB, CA 10 

 Pilot 26 weeks 48/yr 32 

 Sensor Operator 12 weeks 18/yr 48 

 Maintenance 5 weeks 77/yr* 

Hunter Army Ft Huachuca, AZ 300**

 Internal Pilot 24 weeks 40/yr 21.5 

 External Pilot 16 weeks 4/yr 30

 Maintenance 10 weeks 20/yr

 Technician 11 weeks 20/yr

Pioneer Navy OLF Choctaw, FL 37*****

 Mission Commander 3 weeks 17/yr 10 

 External Pilot 17 weeks 24/yr 102***

 Internal Pilot/Payload

 Operator 

14 weeks 40/yr 56

 Mechanical Maintenance 7 weeks 18/yr 

 Technical Maintenance 9 Weeks 24/yr

Predator Air Force Indian Springs AFAF, NV 22 

 Pilot 13 weeks 48/yr 38 

 Sensor Operator 14 weeks 48/yr 37.5 

 Maintenance 4 weeks 95/yr 

Shadow Army Ft Huachuca, AZ 300** 

 Operator 24 weeks 240/yr 14.5 

 Maintenance 8 weeks 40/yr

 Technician 9 weeks 40/yr

*Number of graduates is total from the seven Global Hawk Maintenance courses. Duration is average length of the 

seven courses. 

**Total staff supporting Hunter and Shadow instruction at the U.S. Army UAS Training Center. 

***Consists of some 80 hours flying subscale RC models plus 22 hours flying the Pioneer. 

  Number of graduates is total from the five Predator Maintenance courses. Duration is average length of the 

five courses.

** ***Total staff supporting Pioneer training at OLF Choctaw.

5.1.2 Training Issues

1. Although a spiral acquisition approach is favored for most UAS programs, it imposes an 

unrecognized burden for UAS trainers: always being one or more steps out of phase with the 

capabilities being incrementally fielded. This requires additional training (i.e., cost) at the unit level 

after the student completes initial training. 

2. Current ground stations are not designed to be dual capable for use in both controlling actual 

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missions and conducting simulated flights for training. This drives added product support costs for 

dedicated simulators and task trainers by requiring more numerous and higher fidelity simulators and 

trainers. 

3. The current and projected OPTEMPO associated with the Global War On Terrorism (GWOT) does 

not allow systems to be taken off-line for extended periods of time in order to implement hardware 

and software improvements and to train operators on the new capabilities. 

4. Most UAS maintenance training lacks dedicated maintenance trainers as well as digital technical 

orders and manuals with embedded refresher training. This results in factory representatives having 

to be fielded at most UA operating sites and to deploy to war zones to compensate for inadequate 

training. 

5.1.3

5.2.1

Training Goals

1. Future ground stations should be required to be capable of conducting actual and simulated flights 

with negligible configuration changes required. (This will not preclude the requirement for stand 

alone full mission simulation devices of part task trainers due to high usage mission system time 

approaching 24/7 for some systems.) 

2. OPTEMPO associated with GWOT demands that training be streamlined, especially “difference” 

training associated with system upgrades at forward operating locations. Web-based training should 

be considered and modular training packages should be created to allow users to train in blocks as 

time permits and as the mission allows. 

3. UAS maintenance courses should be provided with dedicated versions of currently fielded systems 

and digital technical orders with embedded refresher training. 

4. Control maintenance training costs. Consider the use of contractors to maintain systems that require 

unique and costly training as an alternative to training military personnel. 

5.2 OPERATIONAL CONCEPTS DEVELOPMENT—PARTICIPATING AGENCIES 

The potential for using UAS in new and innovative ways has long been acknowledged by many in the 

military establishment. It is the function of the Service battle labs to convert such assumptions into 

demonstrations of practical application. Originally an Army concept (1992), battle labs have been 

established by the Services to address, in the Army’s words, “categories of military activity where there 

appears to be the greatest potential for change from current concepts and capabilities, and 

simultaneously, the areas where new requirements are emerging.” The dynamic nature of these emerging 

requirements underscores the importance of continued funding for these organizations. UAS employment 

has figured prominently in the short history of these organizations. 

Army

The Army’s Advanced Aviation Technology Directorate (AATD), an element of the U.S. Army Aviation 

and Missile Command’s Aviation & Missile Research, Development, & Engineering Center, is located at 

Ft Eustis, VA. AATD is focused on developing, integrating, and demonstrating new technologies for 

future UAS, specifically the integration of manned and unmanned aviation. It operates four Vigilante UA 

testbeds and is in the process of converting an AH-1F Cobra into its optionally piloted unmanned combat 

airborne demonstrator (UCAD). It is also developing the Wing Store UA (WSUA) for launch from 2.75-

inch rocket pods carried on helicopters. 

The Army’s Night Vision Electronic Sensors Directorate (NVESD) at Ft Belvoir, VA, employs six 

Pointers, six Night Hawks, two Flight Hawks, and one Setter mini-UA, as well as two Camcopter rotary 

wing UA, as testbeds for evaluating various night vision and mine countermeasure sensors. NVESD also 

assumed responsibility for developing the initial Dragon Warrior prototype, the Sikorsky Cypher II, from

MCWL in late 2000 for further testing and is currently helping develop the Buster mini-UA. 

Although none of its six battle labs begun in 1992 is dedicated to UAS, the majority of the Army’s battle 

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labs have been involved in exploring various UAS operational concepts. The Air Maneuver Battle Lab at 

Ft. Rucker, AL, operates some 30 Exdrones for developing combined UA/helicopter tactics. The 

Dismounted Battle Space Battle Lab at Ft. Benning, GA, working in concert with the Marine Corps 

Warfighting Lab, has evaluated UA (Camcopter and Pointer) and MAV in urban warfare scenarios at the 

military operations in urban terrain (MOUT) McKenna Facility. The Mounted Maneuver Battle Lab at Ft 

Knox, KY, focuses on brigade-level-and-below and has an extensive resume of involvement with small 

UA for the scouting role and with UA modeling. TRADOC’s Systems Manager (TSM) for UAS at Ft 

Rucker, AL, is the Army’s central manager for all combat development activities involving UAS. 

5.2.2 

5.2.3

Navy and Marine Corps 

The Naval Research Laboratory (NRL) in Washington, DC, has a history of exploring new aerodynamic 

and propulsion concepts for maritime UAS. Among its innovative UAS concepts have been in-flight 

deployable wings, hovering tethered ship decoys, and advanced miniature electric motors. The NRL has 

built and flown over a dozen different, original small and MAV designs in recent years. 

The Naval Air Warfare Center Aircraft Division (NAWC/AD) at NAS Patuxent River, MD, maintains a 

small UAS test, development, and demonstration team at Webster Field, MD that operates a fleet of 

various types of small UA for testing and to assist conops development. NAWC/AD’s maritime 

unmanned development and operations (MUDO) team has a few Exdrones, 3 Aerolights, 2 Aeroskys, and 

1 Aerostar. MUDO managed the evolution of the Exdrone into the Dragon Drone for use by the Marine 

Corps Warfighting Lab (MCWL). It has also supported the Maritime Battle Center during recent Fleet 

Battle Experiments by providing small UAS and operations expertise. 

The Marine Corps Warfighting Laboratory was created at Quantico, VA, in 1995. Responsible for 

developing new operational concepts, tactics, techniques, procedures, and technologies to prepare 

Marines for future combat. It has participated in UAS development for integration into battalion-leveland-below forces. In addition to integrating Dragon Drone UA into its recent series of limited objective 

experiments (LOEs) supporting capable Warrior, MCWL has funded development of Dragon Warrior and 

Dragon Eye prototypes, each tailored to specific requirements supporting the Operational Maneuver From

The Sea (OMFTS) concept. 

The Naval Strike and Air Warfare Center (NSAWC) at NAS Fallon, NV, began supporting concept of 

operations development for integrating RQ-1 Predators into Fleet training exercises in 1998. To date, 

these efforts have focused on the time critical targeting and battlespace dominance missions. NSAWC 

participated in the naval utility evaluation of the RQ-4 Global Hawk during its ACTD by serving as a 

node to receive imagery during Global Hawk’s flight to Alaska in 1999. In 2001, NSAWC completed a 

naval tactics, techniques, and procedures document entitled “UAV Integration into Carrier Air Wing 

Operations” (NTTP 3-01.1-02) which can be accessed at www.nsawc.smil.mil. 

The Naval Warfare Development Command’s Maritime Battle Center (MBC), established at Newport, RI, 

in 1996, conducts a fleet battle experiment (FBEs) each year to explore new technologies and operational 

concepts in both live and virtual scenarios. UAS have participated in FBE-Echo (Predator in 1999), FBEHotel (Aerolight, Pioneer, and Dakota II in 2000), FBE-India (Aerolight in 2001), and FBE-Juliet (Sentry

and Pioneer in 2002). 

Air Force

AFRL is actively pursuing UAS-applicable technologies for both specific UAS programs and for 

unmanned flight in general. Its Air Vehicles group is exploring autonomous see and avoid and flight 

control systems. Its Sensors Directorate is developing a more capable, smaller radar and electro-optical 

capabilities. AFRL has contracted a concept development study for the Sensorcraft concept, an UA 

optimized for the sensor suite it would carry. 

The Air Force relocated its UAV Battlelab to Indian Springs AFAF, NV, in 2004. Established in 1997 to 

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explore and demonstrate the worth of innovative UAS operational concepts (as distinct from new systems 

or tactics) in key emerging areas, its goal is to create opportunities, with minimal investment, for the Air 

Force to impact current UAS organizations, doctrine, training, and future requirements and acquisitions. 

The Battlelab conducts four to six “experiments” annually, employing a variety of UA and UA 

surrogates. Notable firsts among its efforts have been applying the traffic collision/avoidance system

(TCAS) to better integrate manned and unmanned flight operations; evaluating UA to supplement base 

security forces (in conjunction with the Air Force Force Protection Battlelab); using UA as the “eyes” for 

an E-8/joint surveillance, targeting, and attack radar system (JSTARS) in coordinated SCUD missile 

hunts; and proving the military utility of real time UA reconnaissance support to special tactics teams. 

Air Force Special Operations Command (AFSOC) at Hurlburt Field, FL acquired 15 Exdrones from

NAWC/AD in 2000. Operated by the 720th Special Tactics Group, they are used to explore UAS 

concepts of operation and special payloads for special operations forces. AFSOC also sponsored, in 

conjunction with the UAV Battlelab, a demonstration of controlling an UA from an airborne MC-130 and 

is currently working the Sky Tote concept for resupplying Special Forces in the field. 

5.2.4 Joint/Other 

USJFCOM has statutory responsibility - through the 2002 National Defense Authorization Act (Public 

Law 107-107, Section 261) - to establish and operate a flight activity capability known as the Joint 

Operational Test Bed System (JOTBS). The mandate for this capability is to "evaluate and ensure the 

joint interoperability of unmanned aerial vehicle systems." Per the mandate, JOTBS experiments are not 

constrained by Service policy or doctrine. The JOTBS capability is based at Fort Huachuca, AZ and is 

managed out of USJFCOM headquarters in Norfolk, VA. JOTBS capability consists of a Joint Mission 

Support Module containing all the required communications and mission coordination capabilities with 

which to coordinate and conduct experiments, integrate other capabilities on a need basis, a Predator 

modular ground control station, a Predator portable ground control station, schedule priority for two Navy

Predator (RQ-1A) air vehicles located at the Naval Postgraduate School, electro-optical/infrared sensor 

ball payloads, and a team of UAS subject matter experts. JOTBS experimentation produces potential 

materiel and non-materiel solution sets that are coordinated through Doctrine, Operations, Training, 

Material, Leadership, Personnel and Facilities (DOTMLPF) Change Recommendation (DCR) packages 

within the JCIDS process. To date, JOTBS focus has been in the Battlespace Awareness Functional 

Capability domain and resulted in improved integrated architecture solutions for coherent operation of 

multiple UAS and sensor types. 

The Joint Technology Center/System Integration Laboratory (JTC/SIL) was established in 1996 at the 

Redstone Arsenal in Huntsville, AL. Its mission is to provide technical support for virtual prototyping, 

common software and interfaces, software verification and validation, interactive user training, and 

advanced warfighting experiments (AWEs) for a broad variety of tactical and strategic reconnaissance 

assets, as well as C4

I systems and interfaces. It has focused on two programs supporting UAS, the TCS 

and the multiple unified simulation environment (MUSE). MUSE is being used to explore operational 

concepts, train for Army’s Tactical UAV, and to simulate UAS in computer assisted exercises.

Although neither a joint nor a Defense Department organization, the U.S. Coast Guard has been very 

active in exploring potential applications of UAS to their missions. Seven UAS experiments have been 

sponsored recently by the Coast Guard Research and Development Center (RDC) at Groton, CT. These 

have included alien and drug interdiction along the Texas coast and in the Caribbean, UA launch and 

recovery systems suspended beneath a parasail as a technique to allow UA operations from otherwise 

non-air-capable cutters, a test of the utility of UA to locate and identify various types of boats in open 

water, and evaluations of UA in the fisheries protection role off Alaska. 

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5.3 OPERATIONS

5.3.1 Current Status of Operations 

As of mid-FY04, the U.S. military had some 150 UA (33 systems) deployed in operational units, along 

with an equivalent number of small, hand-launched UA in small tactical and special operations units. The 

peak of OIF (April 2003) saw 70 UA (14 systems) of five types (Global Hawk, Hunter, Pioneer, Predator, 

and Shadow) deployed forward in support of the GWOT. A similar number of small UA of six types 

(Dragon Eye, FPASS, Silver Fox, Pointer, Tern, and Raven) were also deployed in Iraq and Afghanistan 

at that time. Today's UA inventory (see Table 5.3-1) is based from coast to coast (see Figure 5.3-1) and, 

with few exceptions, conducts proficiency flights in restricted airspace. In 2003, the Air Force received a 

"national certificate of authorization (COA)" allowing Global Hawk to fly in unrestricted airspace; 

however, flights require five days notice to the FAA. 

TABLE 5.3-1. CURRENT UAS INVENTORY. 

System Unit Base No. of Systems 

Global Hawk 12 Recon Sqdn Beale AFB, CA 1 (51 aircraft planned)

Hunter 1 MI BN Hoenfels, Germany 1 (6 aircraft) 

15 MI BN Ft. Hood, TX 1 (6 aircraft) 

224 MI BN Savannah, GA 1 (6 aircraft) 

Pioneer VMU-1 Twenty Nine Palms MCAS, CA 1 (5 aircraft) 

VMU-2 Cherry Point MCAS, NC 1 (5 aircraft) 

Fleet Composite

Squadron Six

Paxtuxent River, MD 1(3 aircraft) 

Predator 11 Recce Sq Indian Springs AAF, NV 5 (20 aircraft) 

15 Recce Sd " 5 (20 aircraft) 

17 Recce Sq " 2 (12 aircraft) 

Shadow 3 Bde, 2 ID Ft. Lewis, WA 1 (4 aircraft) 

1 Bde, 25 ID " 1 (4 aircraft) 

1 Bde, 1st Cav Ft. Hood, TX 1 (4 aircraft) 

2 Bde, 1st Cav " 1 (4 aircraft) 

3 Bde, 1st Cav " 1 (4 aircraft) 

1 Bde, 82 Abn Ft. Bragg, NC 1 (4 aircraft) 

2 Bde, 82 Abn " 1 (4 aircraft) 

2 Bde, 1 ID Germany 1 (4 aircraft) 

3 Bde, 1 ID " 1 (4 aircraft) 

1 Bde, 2 ID Korea 1 (4 aircraft) 

2 Bde, 2 ID " 1 (4 aircraft) 

1 Bde, 4 ID Ft. Hood, TX 1 (4 aircraft) 

2 Bde, 4 ID " 1 (4 aircraft) 

29 ID (PA NG) Indian Town Gap, PA 1 (4 aircraft) 

56 Bde (MD NG) Baltimore, MD 1 (4 aircraft) 

172 SIB Ft. Wainwright, AK 1 (4 aircraft) 

1 – 4 UA 3 ID Ft. Stewart, GA 4 (16 aircraft) 

Note: Small UAVs are not included as the number of units having hand launched systems are too 

numerous to mention. 

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USMC Pioneer

USMC Pioneer USA Shadow/Hunter

USA Exdrone

USAF Exdrone

USA Hunter

USA Shadow

USA Hunter

USA Shadow

USAF Predator

USA Shadow

USN (various)

USN Pioneer

USAF Global Hawk

USA Hunter/Shadow

USA Shadow

USA Shadow

USN

Predator

USMC Pioneer

USMC Pioneer USA Shadow/Hunter

USA Exdrone

USAF Exdrone

USA Hunter

USA Shadow

USA Hunter

USA Shadow

USAF Predator

USA Shadow

USN (various)

USN Pioneer

USAF Global Hawk

USA Hunter/Shadow

USA Shadow

USA Shadow

USN

Predator

FIGURE 5.3-1. LOCATIONS OF U.S.-BASED DOD UAS. 

5.3.2 Operations Issues

UAS operations in the GWOT have revealed the following issues: 

1. The low density/high demand nature of the limited UAS force and the operational demands placed 

on it created a conflict in priorities between employing UAS in its two key roles, sensing and 

shooting. In both Afghanistan and Iraq, Predators were tasked to find targets, designate them for 

manned strike, and strike them themselves. Both the limited number of weapons carried and the 

coordination time required to obtain permission to employ them subtracted from UA availability to

pursue mobile targets, a key concern of intelligence staffs. 

2. Weather, in particular high winds, posed a major constraint on UA operations due to their lighter 

weights and high-aspect ratio wings compared to those of manned aircraft. Winds up to 70 knots in 

the SWA theater significantly reduced the availability of most UA, and the accompanying dust 

storms impacted their ability to use EO sensors effectively; however, Global Hawk, carrying an 

EO/IR/SAR combined sensor, was still able to perform effectively during dust storms. 

3. Despite having the capability to operate multiple UA per system simultaneously, the limited number 

of frequencies available often restricted the number to one UA airborne at a time. 

4. Integration of unmanned aviation into the national airspace system is needed to enable file and fly

operations by UA to improve their responsiveness and fidelity of training. 

5. The dynamic nature of the joint operational environment for which UAS are employed in 

Afghanistan and Iraq indicate a need for centralized command and control to ensure functional 

integration (intel, ops and communications) that prioritizes UA sensing operations support. 

6. A comprehensive and integrated dissemination architecture is needed to optimize bandwidth usage 

and maximize requirement satisfaction. 

7. A net-centric approach to UAS integration / interoperability is needed to provide situational 

awareness at all command echelons. Consistent with the DoD’s Net-Centric Data Strategy, there 

should be additional capability for archiving and discovery of full motion video collected by UAS. 

UA positional and sensor pointing information enable enhanced airspace and sensor management. 

8. Frequency interference (loss of UA link) was more often from friendly than hostile sources. 

9. Urban combat is hostile to high bandwidth wireless data communications and can result in loss of 

connectivity even at short distances. This effect is compounded by short LOS distances, making 

visual reconnaissance difficult. Urban combat terrain is also rapidly changing, and pre-conflict 

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battlespace awareness can become useless unless continually refreshed. 

5.3.3

5.4.1 Weaponization 

5.4.2

5.4.3

Operations Goals

1. Acquire more multi-mission (ISR and strike) capable UA, each capable of employing a greater 

number and variety of weapons. 

2. Provide more bandwidth and frequency agility for UAS operations. 

3. Implement a file and fly process in applicable DoD and FAA regulations for allowing UA into the 

NAS. 

4. For small UAS, develop FAA approved procedures to support operations in the NAS. 

5. Development will need to be made in a new class of autonomous platforms that can function at low 

altitudes in congested and obstacle rich airspaces. Development of this class of small, low altitude, 

autonomous platforms and the ability to coordinate their operation are seen as essential tools in 

addressing the difficulties with urban combat. 

5.4 WEAPON DELIVERY

Unmanned and manned aircraft share the same considerations when being certified to carry weapons (or 

more generally, stores)--loads on the aircraft and the store, aircraft flutter, aircraft stability and control, 

safe store separation, and any impact on store ballistics or its fuzing. Stores certification on unmanned 

aircraft involves two additional considerations, EMI/EMC with the UA's greater transmissions and 

providing an independent path to arm and safe weapons absent a pilot in the cockpit with a master arm

switch. The EMI/EMC issues are addressed by extensions of existing SEEK EAGLE testing to cover the 

UA's more numerous frequencies. Providing a substitute means to safe weapons, i.e., an alternative 

master arm switch, is a concern of the Non-Nuclear Munitions Safety Board (NNMSB). It addresses how 

to remotely arm a weapon as well as the more difficult issue of how to return the master arm from on-tooff following weapon release or in the event of lost link. To date, company proprietary, system-specific 

software has been used to provide this function. 

Weaponization Issues

1. SEEK EAGLE, an Air Force chartered organization that certifies aircraft-stores for all weapons, may

impose unnecessary testing on UA weapon systems, especially where risk to aircrew is a factor. 

This could impact UAS development costs and schedules. 

2. The proliferation of system-specific Master Arm software routines will greatly complicate stores 

certification on various types of UA. 

Weaponization Goals

1. SEEK EAGLE testing criteria should be examined from the perspective of employing stores from

unmanned aircraft and revised as necessary.

2. A standard for Master Arm software should be developed and weaponized UA required to comply

with it. 

5.5 OPERATING AND SUPPORT COSTS

Seventy percent of non-combat aircraft losses are attributed to human error, and a large percentage of the 

remaining losses have this as a contributing factor. Although aircraft are modified, training emphasized, 

and procedures changed as a result of these accidents, the percentage attributed to the operator remains 

fairly unchanged. Five factors should combine in unmanned operations to significantly reduce the human 

error percentage. 

First, UA today have demonstrated the ability to operate completely autonomously from takeoff through 

roll out after landing; Global Hawk is one example. Software-based performance, unlike its human 

counterpart, is guaranteed to be repeatable when circumstances are repeated. With each UA accident, the 

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aircraft’s software can be modified to remedy the situation causing the latest mishap, “learning” the 

corrective action indelibly. Although software maturity induces its own errors over time, in the long-term

this process could asymptotically reduce human-error induced losses to near zero. Losses due to 

mechanical failures will still occur because no design or manufacturing process produces perfect parts. 

Second, the need to conduct training and proficiency sorties with unmanned aircraft actually flying could 

be reduced in the near term with high fidelity simulators. Such simulations could become 

indistinguishable from actual sorties to the UA operator with the use of virtual reality-based simulators, 

explored by AFRL, and physiologically-based technology, like the Tactile Situation Awareness System

(TSAS). The Navy Aerospace Medical Research Laboratory (NAMRL) developed TSAS to reduce 

operator saturation by visual information. It has been tested in various manned aircraft and has potential 

applicability for UA operators. The system uses a vest with air-actuated tactors to tap the user in the 

direction of drift, gravity, roll; the tempo of the tapping indicates the rate of drift. Results have shown 

that use of the TSAS increases operator situational awareness and reduces workload. 

Third, UA control stations could double as simulators to perform mission rehearsal thus eliminating the 

expense of developing and maintaining separate simulators, as is the case for manned aircraft. However, 

when numbers of ground stations are determined to meet operational requirements, adding training 

requirements will increase that number since simultaneous use in operations and for simulation may not 

be consistent with flight certification and airworthiness criteria. 

Fourth, with such simulators, the level of flying training required by UA can be reduced, potentially

resulting in reduced maintenance hours, fewer aircraft losses, and lowered attrition expenditures. Of 301 

total U.S. F-16 losses to date, 6 have been in combat and the rest (98 percent) in training accidents. While 

some level of actual UA flying will be required to train manned aircraft crews in executing cooperative 

missions with UA, a substantial reduction in peacetime UA attrition losses can probably be achieved. 

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6.0 ROADMAP 

This Section brings together the requirements and desired capabilities (Section 3) with emerging 

technological (Section 4) and operational opportunities (Section 5) in an effort to stimulate the planning 

process for UAS development over the next 25 years. It attempts, through a limited number of examples, 

to demonstrate a process for selecting opportunities for solving selected shortfalls in capability and 

incorporating these solutions in Service UAS programs (see Figures 6.1-1 and 6.2-1). Two Roadmaps, 

one addressing technology-driven capabilities (Section 6.1) and the other operations-driven missions 

(Section 6.2), provide guidance for UAS development efforts by the Services and industry. Goals for 

unmanned aviation to achieve over the next 25 years are then provided (Section 6.3), and their need to 

work in concert with unmanned ground and sea vehicles described (Section 6.4). The key question 

addressed in this chapter is: When will the capabilities required to enable the theater commanders’ 

requirements become available? 

6.1 UAS CAPABILITIES ROADMAP

To relate the priorities expressed by the COCOMS in Section 3 to the technologies coming available 

within the next 25 years (Section 4), examples of capability metrics (see Table 6.1-1) were devised for 

this Roadmap. They identify timeframes for anticipating future capabilities to satisfy the warfighters’ 

requirements. All references to years are for dates when these capabilities are expected to become

available for fielding based on the technology trends developed in Section 4 and the appendices. Some of

the capabilities described have already been demonstrated in labs; others, primarily in the 

communications and processing areas, will be driven by commercial applications. 

TABLE 6.1-1. EXAMPLE CAPABILITY METRICS. 

Operational 

Requirement* 

Technology 

Requirement 

(Section 4) Example Capability Metrics 

Availability

(Section 3) Timeframe 

BA, FL Endurance Field a heavy fuel-powered tactical UA 2005-10 

BA ’’ Field fully automated aerial refueling capability 2010-15

BA ’’ Achieve 40% increased time-on-station with same fuel load 2015-20

FP Signature Field an UA inaudible from 500 to 1,000 ft slant range 2005-10 

BA, FA Resolution Field a sensor for detecting targets under trees 2005-10 

FP ’’ Distinguish facial features (identify individuals) from 4 nm 2005-10 

” Achieve 3 inch resolution in SAR resolution over a 20 nm

wide swath BA, FA 2010-15

BA Data Rate Relay entire COMINT spectrum in real time 2005-10 

BA ” Relay entire ELINT spectrum in real time 2025-30

BA, FA ” Relay 100-band hyper-spectral imagery in real time 2010-15 

BA, FA ” Relay 1,000-band ultra-spectral imagery in real time 2025-30 

BA, FA Algorithm

Processor 

Automatic Target Recognition capability for large numbers 

of military vehicles 2005-10

C2 Processor 

Speed 

Provide human-equivalent processor speed and memory in 

PC size for airborne use 

2025-30

BA, FP ” Map surf zone sea mines in real time 2015-20 

BA, FA, FL ” Reduce DTED level 5 data in real time 2020-25

* Based on Joint Functional Capabilities identified in COCOM IPLs. 

BA = Battlespace Awareness; FL = Focused Logistics; FP = Force Protection; C2 = Command and Control 

FA = Force Application

By bringing together a plot of the predicted appearance of the listed capabilities in Table 6.1-1 with the 

timeline of current/planned DoD UAS programs (shown earlier in Figure 2.0-1), a Roadmap of 

opportunities for applying emerging capabilities to forthcoming UAS is created. The upper half of Figure 

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UAS ROADMAP 2005 

6.1-1 plots the predicted appearance of these capabilities over the next 25 years, with the date of each 

centered within a 5-year window of estimated initial availability for fielding. As an example of its use 

(see dotted lines on Figure 6.1-1), the information processing speed needed to extract the presence of sea 

mines in surf zones in real time from UA video (some 1.8 THz) should become available between 2015 

and 2020, which corresponds to the planned introduction of the naval variant of J-UCAS, making this a 

reasonable capability to express as a requirement for it, if desired. 

Platforms

Payloads

Communications

Information Processing

HFE UAV

Auto aerial refueling

40% SFC / Endurance increase

Inaudible at 500-1000 ft

Detect targets under trees

Distinguish facial features

3 in. resolution / 20 nm swath SAR

Relay COMINT in RT

Relay ELINT in RT

Relay 100-band HSI in RT

Relay 1000-band USI in RT

ATR for vehicles

Human-equivalent processor

Map sea mines in RT

Reduce Level 5 DTED in RT

Example

2005 2010 2015 2020 2025 2030

Example

Platforms

Payloads

Communications

Information Processing

HFE UAV

Auto aerial refueling

40% SFC / Endurance increase

Inaudible at 500-1000 ft

Detect targets under trees

Distinguish facial features

3 in. resolution / 20 nm swath SAR

Relay COMINT in RT

Relay ELINT in RT

Relay 100-band HSI in RT

Relay 1000-band USI in RT

ATR for vehicles

Human-equivalent processor

Map sea mines in RT

Reduce Level 5 DTED in RT

Example

2005 2010 2015 2020 2025 2030

Example

Platforms

Payloads

Communications

Information Processing

HFE UAV

Auto aerial refueling

40% SFC / Endurance increase

Inaudible at 500-1000 ft

Detect targets under trees

Distinguish facial features

3 in. resolution / 20 nm swath SAR

Relay COMINT in RT

Relay ELINT in RT

Relay 100-band HSI in RT

Relay 1000-band USI in RT

ATR for vehicles

Human-equivalent processor

Map sea mines in RT

Reduce Level 5 DTED in RT

Example

2005 2010 2015 2020 2025 2030

Example

FIGURE 6.1-1. UAS CAPABILITIES ROADMAP. 

6.2 UAS MISSIONS ROADMAP

Unmanned aviation has historically been limited to the reconnaissance (Firebee, Global Hawk) and strike 

(DASH, Predator) missions. Reconnaissance is now a well-established mission for UAS, complementing 

manned aircraft in this role. Lessons learned from these ISR platforms point the way to concepts of 

operations (CONOPs) that, to some extent, have already brought advantages to the Services and 

Combatant Commanders. Aircraft with inhuman endurance bring persistent surveillance at reduced sortie 

levels. Fewer flight hours are “lost” due to reduced time otherwise needed for transit time in shorter 

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range/endurance aircraft. Fewer take offs and landings mean reduced wear and tear, and exposure to 

historical risks of mishaps. Ground operating tempo benefits from the reduced sortie generation. The 

ability to operate in distant theaters with ground stations at CONUS garrison bases means many crews fly

operational missions without deploying forward. This, in turn, reduces forward footprints, support costs, 

and demands on force-protection authorities. Crew duty periods are now irrelevant to aircraft endurance 

since crew changes can be made on cycles based on optimum periods of sustained human performance 

and attention. The personnel impacts can additionally ripple through the Services to positive effect. 

Fewer deployments reduce family stress and mean better retention for highly trained crews reducing 

pipeline-training costs. High-endurance unmanned aviation enables CONOPs attributes that can’t be 

fully reflected in aircraft unit costs. But they enable a future where counter-air operations, similar to 

Deny Flight, Northern and Southern Watch, may quite conceivably be supported by crews, operational 

staffs and CAOCs that substantially remain in either CONUS or established headquarters far away from

the point of intended operational effects. The J-UCAS program, now focused on developing a net-centric 

strike capability, will mark another step toward just such a future. As shown in the “UAS Missions 

Roadmap” (Figure 6.2-1), two major ‘families of missions,’ one emphasizing payload capacity and 

persistence and the other autonomy, survivability, and weapons employment, need to drive UAS design 

and development over the next 25 years. A start in these two directions has been made, as shown by the 

examples of ongoing UAS programs that may eventually supplement manned aircraft in the roles shown 

in Figure 6.2-1. 

The first family of missions (shown in the upper half of Figure 6.2-1) employs endurance UA as 

communication relays, SIGINT collectors, tankers, maritime patrol aircraft, and, eventually, airlifters. 

Design-wise, these roles may use one common platform or different ones, but they must provide 

significant payload capacities (power as well as weight) and endurances greater than 24 hours. The 

DARPA Adaptive Joint C4ISR Node (AJCN), with the potential to deploy a Global Hawk-based 

communication relay payload in the 2005-2010 timeframe, represents a significant step in the “payload 

with persistence” direction for UA. From there, the mission similarities of the AJCN and the Global 

Hawk imagery reconnaissance UA could be combined in an unmanned SIGINT collection platform by

placing the mission crews (“backend”) of the Rivet Joint, ARIES II, and Senior Scout aircraft in vans on

the ground, as is accomplished for U-2 SIGINT missions today. The maritime patrol mission could be 

transitioned to UA in much the same way as for SIGINT collectors, by relocating the mission crew to the 

ground, as is planned in the Navy’s Tactical Support Centers (TSCs) for the BAMS UA. The profile for 

aerial refueling, long duration orbits along the periphery of hostilities, resembles that of the SIGINT 

collection mission but adds the complexity of manned (receiver) and unmanned (refueler) interaction. 

Unmanned airlift hinges on overcoming a psychological and a policy barrier, the former being that of 

passengers willing to fly on a plane with no aircrew and the latter on foreign countries allowing access to 

their airports by robotic aircraft. An interim step to unmanned airlift could be manned aircraft that have 

the option of being unmanned. The technology to fly and taxi the large robotic aircraft required for such 

missions has been demonstrated; NASA flew an unmanned Boeing 720 in 1985, and Global Hawk 

routinely taxies at Edwards AFB. 

The second family of missions (lower half of Figure 6.2-1) for future UA employs them in weapon 

delivery roles, graduating from electronic warfare to air-to-ground to air-to-air in complexity. The 

aircraft now in test for the J-UCAS program are just a start. Progress in the weapon delivery direction for 

UA, because of the large number of decisions in a short span inherent in these missions, hinges on 

development of increasing levels of autonomy (see Section 4.1). 

SECTION 6 - ROADMAP

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UAS ROADMAP 2005 

P-3

MISSION

Communication Relay

SIGINT Collection

Maritime Patrol

Aerial Refueling

Surveillance/

Battle Management

Airlift

2005

CURRENT AIRCRAFT INTRODUCTION OF UA INTO OPERATIONS

Payload with Persistence 2010 2015 2020 2025 2030

ABCCC, TACAMO, ARIA

Commando Solo

Weapon Delivery

SEAD

Penetrating Strike

Integrated Strike/SEAD

Counter Air

Integrated Strike/SEAD/

Counter Air

EA-6B

F-117

EA-6B, F-16, F-117

F-14, F-15, F-16

F/A-18, F/A-22

C-5, C-17, C-130

AWACS, JSTARS

KC-135, KC-10, KC-130

Rivet Joint, ARIES II

Senior Scout, Guardrail

(e.g., AJCN)

(e.g., Global Hawk)

(e.g., BAMS)

(e.g., J-UCAS)

(e.g., J-UCAS)

(e.g., J-UCAS)

P-3

MISSION

Communication Relay

SIGINT Collection

Maritime Patrol

Aerial Refueling

Surveillance/

Battle Management

Airlift

2005

CURRENT AIRCRAFT INTRODUCTION OF UA INTO OPERATIONS

Payload with Persistence 2010 2015 2020 2025 2030

ABCCC, TACAMO, ARIA

Commando Solo

Weapon Delivery

SEAD

Penetrating Strike

Integrated Strike/SEAD

Counter Air

Integrated Strike/SEAD/

Counter Air

EA-6B

F-117

EA-6B, F-16, F-117

F-14, F-15, F-16

F/A-18, F/A-22

C-5, C-17, C-130

AWACS, JSTARS

KC-135, KC-10, KC-130

Rivet Joint, ARIES II

Senior Scout, Guardrail

(e.g., AJCN)

(e.g., Global Hawk)

(e.g., BAMS)

(e.g., J-UCAS)

(e.g., J-UCAS)

(e.g., J-UCAS)

FIGURE 6.2-1. UAS MISSIONS ROADMAP. 

6.3 GOALS FOR UNMANNED AVIATION 

The following goals are consistent with the current SPG and are intended to promote transformational, 

interoperable, cost-effective unmanned aircraft across the Services. The goals that follow are at a detail 

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UAS ROADMAP 2005 

level below that appropriate for the SPG and may cut across existing Service acquisition programs and 

research projects. The SPG will always take precedence, however this document will be used to provide 

additional definition and guidance for UAS acquisition and research. 

1. Develop and operationally assess for potential fielding a joint unmanned combat aircraft system

capable of performing SEAD/Strike/Electronic Attack/ISR in high threat environments. (OSD, 

USAF, USN) 

2. Field secure Common Data Link (CDL) communications systems for aircraft control and sensor 

product data distribution for all tactical and larger UA, with improved capability to prevent

interception, interference, jamming, and hijacking. Migrate to JTRS/SCA compliant capability when 

available. (OSD, USA,USAF, USN, USMC) 

3. Ensure compliance with the existing NGA meta data standard for all full motion video capable UA. 

Operationally demonstrate and field near real time (<3 minutes) UAS meta data derived targeting 

capability for coordinate seeking weapons. (OSD, USAF, USA, USN, USMC) 

4. Foster the development of policies, standards, and procedures that enable safe, timely, routine access 

by UA to controlled and uncontrolled airspace, to include: 

• promoting the development, adoption, and enforcement of industry-wide airworthiness standards 

for the design, manufacturing, testing, and employment of UAS (OSD) 

• coordinating with FAA procedures for operating DoD UA in unrestricted airspace comparable to 

those of manned counterparts (i.e., aircraft, light-sport aircraft, and radio-controlled model 

aircraft) (OSD) 

• developing and fielding the capability for UA to “see” and autonomously avoid other aircraft 

providing an equivalent level of safety to comparable manned systems (USAF, USA , USN, 

USMC) 

5. Improve Combatant Commander UAS effectiveness through improved joint service collaboration. 

(OSD, JFCOM, USAF, USA, USN, USMC) 

6. Develop and field reliable propulsion alternatives to gasoline-powered internal combustion engines 

on UA, specifically their replacement with heavy fuel engines. (OSD, USAF, USA, USN, USMC) 

7. Improve adverse-weather UA capabilities to provide higher mission availability and mission 

effectiveness rates. (OSD, USAF, USA, USN, USMC) 

8. Ensure standardized and protected positive control of weapons carried on UA. Develop a standard 

UAS architecture including weapons interface for all appropriate UA. (OSD, USAF, USA, USN, 

USMC) 

9. Support rapid integration of validated combat capability in fielded/deployed systems through a more 

flexible test and logistical support process. (OSD, JFCOM, USAF, USA, USN, USMC) 

6.4 FUTURE DIRECTIONS

Although this Roadmap is specifically focused on the Department’s UAS development and fielding 

efforts, a much larger perspective is emerging requiring a guiding document similar to the UAS 

Roadmap. This larger perspective is to encompass all unmanned systems, whether UA, Unmanned 

Ground Vehicles (UGVs), or Unmanned Marine Vehicles (UMVs). This family of emerging technology 

and capability shares many similar attributes and will in all likelihood operate in close coordination, even 

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UAS ROADMAP 2005 

as a team. Many of the efforts within the UA realm have equal interest and application for other 

unmanned systems within the Department. To facilitate coordinated future development of technologies 

and common operational issues, related unmanned systems Roadmap documents are posted at the 

following locations: 

3⁄4 UGVs are addressed in the Joint Robotics Master Plan at 

http://www.jointrobotics.com/activities_new/masterplan.shtml

3⁄4 UMVs are addressed in the Navy Unmanned Underwater Vehicle (UUV) Master Plan at NIPRNET 

http://www.onr.navy.mil/02/baa/expired/2001/baa01_012/pip/docs/uuvmp.pdf 

The requirement for interoperability among UA is equally important for between UA and manned systems 

as well as other unmanned system types. The need for an UA to communicate and interact with a UGV is 

not far off. The Army’s FCS program is exploring such concepts. In all likelihood, future UUVs may

themselves deploy UA to extend their capabilities and improve overall system performance. Small UA 

that become unattended ground sensors will blur the distinction between the classes of unmanned 

systems. These simple examples argue that, to the maximum extent possible, the common UA vehicle 

interface now in development should be investigated for applicability to other unmanned systems. The 

ultimate goal is seamless integration into the battlespace of humans and unmanned, UA or otherwise, 

systems. 

Broad efforts to establish and expand interoperability and standardization will support overall unmanned 

systems interoperability. Global Information Grid initiatives will establish communications standards and 

provide infrastructure and components to support net-centric sharing of data among platforms. Joint 

Command and Control interfaces will provide standard message sets and procedures for exchange of 

situational awareness and taskings among unmanned systems platforms. ISR and other application 

specific data and product standards will further support the exchange of relevant information, with 

horizontal fusion initiatives in particular providing a major multiplier effect through a coordinated 

application of resources across diverse platforms. Unmanned systems developers must engage and build 

upon these broader efforts to provide the greatest level of interoperability, as required to support unified 

operations. 

Several ongoing service and industry activities are specifically focused on unmanned systems 

interoperability. For example, the Joint Robotics Program (JRP) is focusing on the technology required to 

enable tightly coupled UA and UGV assets to deliver a significant portion of the warfighting capability

envisioned for the Army’s FCS. The JRP has established a working group and produced a draft Joint 

Architecture for Unmanned Systems (JAUS). Initially developed to support ground systems, the JAUS 

architecture has been expanded to extend across the full spectrum of unmanned systems. Several DARPA 

ATDs are focusing on the integration of UGVs and UA. In general, efforts to integrate across the 

unmanned systems domain to date have been very limited. 

The Department is taking a much broader view of the entire unmanned systems landscape and the 

opportunities that exist for military transformation. Clearly this is a technology realm that is difficult to 

predict. However, several overarching concepts seem to appear. 

3⁄4 Integration within unmanned systems (and with manned systems) will be high, necessitating a greater 

degree of interoperability from the outset, not added later as an afterthought. 

3⁄4 The trade space between capability and cost will become much greater, offering a wider range of 

options, but producing much more complex and integrated systems, challenging our current 

“platform” focus on weapons acquisition. 

3⁄4 Unmanned systems may be grouped more by technology, and less by traditional classifications; i.e. 

small UA may have more in common with UGVs than with larger UA 

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UAS ROADMAP 2005 

3⁄4 Unmanned systems needs a Roadmap to focus development and employment and maintain critical 

interfaces with both manned and other unmanned systems. 

It is the goal of the Department to develop a broad Unmanned Systems Roadmap that serves as an 

umbrella document covering all unmanned systems roadmaps, including this document, to assure 

appropriate interfaces are maintained. This will be a challenge. However, to do otherwise squanders a 

tremendous opportunity to transform the United States’ military capability to allow more precise, lethal, 

and rapid employment of force with reduced risk to humans at lower acquisition and sustainment costs. 

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UAS ROADMAP 2005 
UAS ROADMAP 2005 

 

Appendices 
UAS ROADMAP 2005 

 
UAS ROADMAP 2005 

APPENDIX A – MISSIONS 

Page A-1

APPENDIX A: MISSIONS 

OVERVIEW 

This appendix will review the use of Unmanned Aircraft (UA) platforms across many mission areas. 

Each mission area review has a summary that includes objectives and guidance for critical technology 

research and development. The reader should also perceive the following themes: 

3⁄4 UA have matured to the point where one no longer needs to “look for niche missions.” United States 

aerospace and software industries are world leaders. The U.S. can develop a UA to accomplish 

almost any mission imaginable. Instead of asking, “Can we find a mission for this UA?” one will ask 

“Why are we still doing this mission with a human?” The correct course of action will be determined 

by the analysis of the available capabilities to achieve the desired effect and best value for each 

mission. 

3⁄4 Look for commercial answers to achieve the best value and satisfy Strategic Planning Guidance 

(SPG). A 50 percent solution tomorrow is often better than a 70-80 percent solution in three years 

and better than a 95 percent solution in 10 years. Commercial solutions avoid using defense 

development dollars, which provides the opportunity for other developments, and offers the concept 

of “consumable logistics.” The theory being “Why pay for any significant sustainment when you can 

buy a new and improved item three years from now (e.g., desktop computer, VCR, toaster, vacuum 

cleaner, DVD player)?” 

3⁄4 Systems engineering principles must be applied to any government developed solution. Designs and 

trades start with understanding the desired effect. Ensure the development of any UA platform starts 

first with a thorough understanding of the mission it will accomplish. Do NOT make a UA, and then 

find a mission for it. Do NOT design a low-observable aircraft, and then try to figure out how to 

make it do a strike or suppression of enemy air defense (SEAD) mission. 

3⁄4 Continued miniaturization is resulting in a migration of capability from larger to smaller platforms. 

For instance, the sensor capabilities first demonstrated on the RQ-1A Predator in 1994 are now 

available on the RQ-7 Shadow. Moore’s Law “like” evolution will continue to push more capability 

to smaller and smaller platforms as progress is made through the next two decades. 

3⁄4 Small UA have the potential to solve a wide-variety of difficult problems that may be unaffordable by 

trying to find solutions with traditionally larger platforms. 

The UA platform is the most apparent component of a modern UA system and in most cases can be 

considered the “truck” for the payload. Platforms can vary in size and shape from the Micro Air Vehicle 

(MAV) with a wingspan of inches, to behemoths with wingspans greater than 100 feet. Platforms 

accommodate the payload requirements, e.g. size, weight, and power; and platforms are designed with the 

capabilities required for the environment in which it will operate. Speed, endurance, signature, 

survivability and affordability are factored together to provide integrated solutions to meet mission 

requirements. 

While the platform is the most visible component of a UA system, in the broad perspective, the platform 

needs to become less of a long-term sustainable resource. Replacement or modification of platforms are 

expected to increase as more emphasis is placed on spiral acquisition and integrated capabilities. It is 

unlikely that sustaining UA airframes for more than a few decades will be cost effective. Where 

appropriate, the Department of Defense (DoD) will encourage the treatment of UA systems as 

consumables. This could avoid the establishment of large sustainment structures. If users can adapt 

tactics and doctrine to accommodate a commercially available item, then this can provide DoD with 

affordable alternatives to the legacy cycle of develop-produce-sustain. 

Legacy and contemporary use of UA platforms have established two intrinsic advantages DoD will 

continue to capitalize on when solving mission area problems. First, the UA can provide a level of 

persistence that far exceeds the human capacity to endure. Second, removing the human from the aircraft 
UAS ROADMAP 2005 

APPENDIX A – MISSIONS 

Page A-2

provides options for risk taking and risk avoidance not previously available. Combined, these tenets 

continue to offer transformational opportunities. “Cost” can no longer be considered an advantage unique 

to any unmanned vehicle. History has taught that if UA are going to fly regularly in any nation’s 

controlled airspaces, then those UA must functionally meet the same “reliability” standards as manned 

aircraft. As a result, the cost per pound of unmanned becomes practically the same as manned. However, 

this implies if a “class” of UA does not have to fly in controlled airspace, and thus does not need to be 

certified to the same reliability levels, then the advantage in the design process results in cost/pound 

production savings. This appears to be applicable to some small UA, and potentially all of the MAVs. It 

suggests a potential for staggering life-cycle cost savings if the procurement of these aircraft can be 

treated as a consumable item. 

MISSION

UA have “turned the corner” with regard to mission application. DoD no longer needs to search for niche 

missions for UA. Supported by government laboratory research, the U.S. aerospace and software 

industries are world leaders and understand the science, engineering, and art required to develop and 

produce world-class UA capabilities. For the next 25 years, DoD will focus the labs and industry on the 

following mission areas: intelligence, surveillance, and reconnaissance (ISR), SEAD, destruction of 

enemy air defense (DEAD), electronic attack (EA), anti-surface ship warfare, anti-submarine warfare, 

mine warfare, ship to objective maneuver, communications relay, and derivations of these themes. 

Offensive and defensive counter air and airlift missions will remain on the “to do” list, awaiting 

improvements in autonomy and cognitive capabilities. 

Intelligence, Surveillance and Reconnaissance 

“Strategic Planning Guidance for Fiscal Years 2006-2011,” places a premium on the ISR mission area to 

enable successful strategies against “irregular” and “catastrophic” threats. The unique advantages of UA 

will provide a growing contribution to success in these areas. 

The airborne ISR mission can be divided into three distinct segments: “standoff,” where collections are 

made while recognizing the sovereign airspace of other countries; “over flight,” where ISR platforms fly 

in the sovereign airspace of another nation, with or without consent, but at low risk to the mission; and 

finally, “denied,” which is similar to “over flight” except the nation-state being flown against possesses a 

credible capability to deny access to their territory. Space assets are usually employed globally in 

“denied” access roles; however space assets cannot conduct “unwarned” collection. This means 

adversaries know when satellites will come above the horizon, and take appropriate action to deny 

collection opportunities. Only aircraft currently possess the ability to show up at a specific time, 

(unwarned). Together space and airborne systems provide a collection architecture that can compliment 

each other to fill gaps and provide information dominance. The UA advantages of “persistence” and “no 

human on-board” provide significant opportunities to achieve to an “unwarned” collection capability. 

This addresses the portion of the problem relating to getting an asset in position to collect. However, 

there remain other serious ISR problems before a total solution exists. 

Even if DoD can get a collection asset in the right position to collect, the problem still remains of trying 

to discriminate camouflaged and deeply buried targets. Small UA may provide answers where large 

platforms with large expensive sensors cannot. New capabilities and/or new paradigms will need to be 

explored. At the same time, integration of new capabilities with the Global Information Grid and with 

multi-national programs into a net-centric force will be mandated. As new capabilities are developed for 

these difficult problems, proper systems engineering principles must be applied to achieve the best value. 

DoD must emphasize development as a “system,” and not as an aircraft in search of a mission. System 

trade-space must be understood at the beginning. A robust design that can accommodate a wide variety 

of simultaneous sensors may be very flexible, but it could also be extremely expensive to produce and 

sustain. Trade studies need to be made between these robust concepts and cheaper “dedicated” capability 

concepts. The later affords commercial industry an opportunity to provide alternative solutions that can 
UAS ROADMAP 2005 

APPENDIX A – MISSIONS 

Page A-3

be treated more like a consumable, thus providing an opportunity to significantly reduce overall life-cycle 

costs to DoD. Greater strategic potential lies in an 80 percent solution now, rather than in a 95 percent 

solution many years from now. Quicker solutions using less fiscal resources afford investment 

opportunities in other areas that promote the potential for further strategic advantage. 

3⁄4 Stand-off. During peacetime, the majority of airborne land and littoral ISR missions are 

accomplished using standoff techniques. The standoff mode is also used during military operations 

when the risk is too great to expose platforms to a high probability of loss, or political sensitivities 

mandate constraint. Standoff UA designs need to emphasize the attribute of long endurance in order 

to achieve the effect of persistence. If broad area coverage and/or extremely long-range sensor 

performance is required, then high altitude capability must also be emphasized. Otherwise altitude 

performance should be dictated by the other requirements factors. Additionally, while it is possible to 

equip a large UA with an impressive suite of imagery and signals intelligence sensors simultaneously, 

the question must be asked if this is the most efficient way to achieve the desired effect. Lastly, while 

imagery, signals and measurement sensors generally have performed well in the standoff role, they 

face limitations against weak signals and very high resolution imagery requirements. Weak signals 

are extremely difficult, expensive and possibly unaffordable for stand-off platforms to collect. These 

type sensors should be employed on platforms that can get close to, or over fly the targets, which can 

substantially reduce the complexity and cost of the sensing technology used. Alternatively, small UA 

could be deployed to get in close and collect the very high resolution imagery and achieve greater 

success against the weak signals. 

3⁄4 Overflight. As discussed above, there are some cases where over-flight for collection purposes are 

required. This can occur during peacetime where political conditions support such missions such as, 

maritime surveillance, peacekeeping or GWOT, or in combat where a sufficient reduction in hostile 

air defenses has occurred. There is no over-arching set of capabilities required for overflight, as there 

is in the stand-off or denied access roles. If persistence is desired, then typically this would be 

achieved via long-endurance attributes between airframe shaping and engine choice. Altitude would 

likely be dictated by the mission equipment being employed. For collections against very faint 

signals, or requiring very high degrees of resolution, then medium to low altitude UA are probably 

the better choices. However, this introduces weather as a design consideration since medium to low 

altitude aircraft must operate in areas often plagued with icing and turbulence. Once again, small UA 

should be considered in trade analysis because they can maneuver “under the weather” as well as get 

very close and use low cost technology to get high resolution results. 

3⁄4 Denied access. In limited cases, access to denied areas is required to support combat or national 

requirements. Generally this is achieved from space; however it is advantageous to have an airborne 

penetrating capability that arrives “unwarned” to prevent an adversary from denying collection due to 

the predictable nature of orbiting systems. Previously, the DoD used manned platforms, most notably 

the U-2 and SR-71 although many other manned platforms of various types have been used on 

occasion. Clearly the disadvantage of manned platforms in a denied access collection role is the 

potential for loss of the aircrew and the diplomatic situation that would result (e.g., EP-3 incident). 

As a result, UA are better suited to this mission area and have seen limited action in the past (e.g., D21 and AQM-34 Firebee drones). In the 1990s, the DarkStar UA system was developed using a 

different design philosophy than its predecessors. However, it never reached operational capability. 

system was developed and operated in this environment. The DarkStar’s primary platform attribute, 

survivability, must be the primary one of any UA designed for use in denied airspace. Generally this 

dictates reduced signature with considerations for operating speed and altitude. Designing an ISR 

system to operate in the denied environment is more difficult than designing a strike system because 

the ISR system will complicate signature reduction by the incorporation of sensor apertures in 

numerous places across the platform. The design of such platforms will have to strictly adhere to 

system design principles and trades to achieve the desired effect when employed. The 2003 Defense 
UAS ROADMAP 2005 

APPENDIX A – MISSIONS 

Page A-4

Science Board and 2003 Air Force Scientific Advisory Board results both observed that a UA capable 

of unwarned collection is needed by DoD. 

ISR summary. UA have an established and growing track record supporting the ISR mission area. 

Reconnaissance UA have been used to experiment and bridge into other mission areas (such as strike – 

see next Section). Endurance will always be a hallmark of the UA design when supporting ISR; however 

the “denied access” mission will require some design trades against the endurance principle. The concept 

of using miniature UA to conduct collection against weak signals or obtain very high resolution results is 

an emerging capability that deserves increased emphasis. Next, trade studies need to be conducted to 

determine if multi-mission, versus dedicated mission, platform designs are the most cost effective 

approach for every application. Lastly, opportunities must be sought to take advantage of the growing 

commercial market to solve DoD problems. 

Strike/Suppression of Enemy Air Defense 

Actions in Operation ENDURING FREEDOM (OEF) and Operation IRAQI FREEDOM (OIF) have 

shown the value of arming UA. Lightweight weapons on long endurance platforms like the MQ-1 

Predator make possible rapid reaction to fleeting targets, a mission that is more accurately termed “armed 

reconnaissance” and can be considered a sub-set of the Strike mission, possibly the first example of 

“persistent strike.” This capability plays more on the endurance and surveillance capability of the UA 

than on its weapons prowess. However, UA are being developed to carry greater payload load-outs, with 

greater variety to offer greater strike flexibility to warfighters. The Air Force’s MQ-9 Predator 

development is an example of a movement in a direction of greater weapons capability while retaining its 

reconnaissance and endurance capabilities. This kind of armed reconnaissance or persistent strike 

capability is crucial in executing GWOT missions. Strategic Planning Guidance has made reducing risk 

in GWOT its top priority. 

The joint Air Force-Navy development of J-UCAS is the first example of a net-centric UA system where 

significant weapons employment flexibility is a design requirement. Besides the strike mission, the JUCAS program will provide a UA capable of operating in the SEAD role. The SEAD role will also 

emphasize survivability as a key design requirement. As opposed to the armed reconnaissance or strike 

against lightly defended targets, the SEAD mission makes significantly greater survivability demands on 

UA developers because of its intended use in denied airspace. Understanding the design trades required 

to develop an effective capability is critical to holding down acquisition costs. A robust system 

engineering effort is paramount. 

UA have two attributes that are attractive for the SEAD, strike, and armed reconnaissance missions when 

compared to manned assets: 

3⁄4 Eliminate risk of the loss of an aircrew 

3⁄4 Potential for greater survivability by reducing signatures through optimal shaping not possible with 

traditional manned aircraft design and through greater maneuverability (beyond human tolerance) 

These attributes can be used to improve operational effect, or reduce cost while maintaining the same 

level of operational effect. The Strategic Planning Guidance specifically directs acceptance of 

“...increased risk and/or undertake initiatives to achieve substantial savings...” However, before UA can 

be used to improve effect or lower cost in the strike/SEAD mission area, there are several challenges that 

must be met: 

1. Rules of engagement (ROE) considerations that may require the intervention of a human operator. 

2. The prosecution of advanced integrated air defense systems (IADS) targets and time critical targets 

through an as yet unperfected automatic targeting and engagement process or by a human operator 

outside the vehicle. 
UAS ROADMAP 2005 

APPENDIX A – MISSIONS 

Page A-5

3. The integration, interoperability, and information assurance required to support mixed 

manned/unmanned force operations. 

4. Secure, robust communications capability, advanced cognitive decision aids, and mission planning. 

5. Adaptive autonomous operations and coordinated multi-vehicle flight. 

Strike, persistent strike and armed reconnaissance missions may be against heavily or a lightly defended 

targets. The level of threat determines which UA attribute is most influential in the design. If the 

requirement is to engage and defeat lightly defended targets, then a conventionally designed UA would 

stress payload and aero performance to achieve the most efficient “kill” capability. The ability to provide 

a persistent threat against adversaries will stress endurance as a design feature in the lower threat 

environments. If prosecution of highly defended targets is required, then a design stressing survivability 

is paramount, and often will trade away payload and aerodynamic performance to achieve greater 

certainty of success against highly defended targets. This trade is required to ensure “anti-access” targets 

(targets that deny use of conventional joint force assets) are eliminated early in a campaign so the Joint 

Force Commander can use the full range of forces at his disposal and achieve desired effects as swiftly as 

possible. (Strategic Planning Guidance: “Swiftly defeat adversaries in overlapping military campaigns 

while preserving for the President the option to call for a more decisive and enduring result in one of the 

two.”) 

UA would be used against heavily defended targets for two reasons. First, a UA can theoretically achieve 

levels of survivability that manned aircraft cannot. Signature control without the need for human 

caretaking becomes less difficult, and maneuverability could be increased beyond human tolerances 

should that be required to enhance survivability. The design driver for this case is survivability, however 

it is achieved. If such survivability measures fail, the use of a UA removes the risk of losing a human life. 

Previously, DoD has tended toward multi-mission configurations where one platform would accomplish 

both/many missions (e.g., the multi-mission platform). It should be noted that a UA designed to be cost 

effective for both lightly and heavily defended targets would be of sufficient size that it would no longer 

be a low cost solution. A trade analysis would be required to determine if one multi-mission UA should 

be procured, or if a range of separate UA for each mission is a better value. 

If a UA are to reduce the numbers of manned strike assets required, it will have to offer a weapons 

compatibility mix similar to that of manned strike assets in order to keep overall armament development 

and support costs low. Additionally, UA must be examined for every opportunity to further reduce 

operations and support costs. Operational data is available for many UA as a result of OEF and OIF. 

Analysis is required to determine where savings can be achieved, or how they could be achieved if proper 

Doctrine, Organization, Training, Materiel, Leadership, Personnel and Facilities (DOTMLPF) is applied. 

J-UCAS should conduct such an analysis as part of its Operational Assessment to ensure the program 

implements these lessons learned during its system development and demonstration phase. 

SEAD may be analyzed as two different types of missions. The first is pre-emptive SEAD, in which a 

pathway is cleared prior to the ingress of strike aircraft. The other type is reactive SEAD, in which the 

SEAD asset must react rapidly to “pop-up” enemy air defense threats during the execution of a strike. 

Since closing with that threat will be required, the survivability of the vehicle must be assured through a 

combination of speed, stealth technology, and/or high maneuverability. 

Execution of both the pre-emptive and the reactive SEAD mission imply several critical design criteria 

for the UA platform and mission control system. These attributes would be similar to those of a UA in a 

strike roll against heavily defended targets. UA accomplishing pre-emptive SEAD missions would also 

be expected to possess the following system characteristics: 

3⁄4 Extremely high mission reliability, as follow-on force assets (many of which will be manned) will 

depend upon the protection of a SEAD UA asset. 
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3⁄4 Battle damage assessment (BDA) so operational commanders can properly determine whether strike 

“go/no-go/continue” criteria have been met. 

• If BDA is organic this reduces the reliance on other systems outside the SEAD UA platform, but 

puts other design requirements on the SEAD UA that complicate signature control. 

• If BDA is not organic then this simplifies the SEAD UA design requirements, but complicates the 

integration of other ISR capabilities as a family of systems attempting to achieve effect in the 

SEAD mission. 

3⁄4 Weapons optimized for concept of employment. If using direct attack munitions (short range), then a 

robust signature reduction design, or stand-off weapons with appropriate support from on-board or 

off-board sensors to find, fix, track and target intended threats must be employed. 

3⁄4 The use of direct attack munitions is a major cost avoidance compared to the integration and use of 

stand-off weapons. 

3⁄4 However, stand-off weapons provide an opportunity to relax signature design requirements and thus 

avoid significant low-observable costs. 

Execution of the reactive SEAD mission implies further design criteria: 

3⁄4 Enemy defensive systems’ operations must be detected rapidly implying an onboard capability to 

detect threats, or a well integrated system of systems. 

3⁄4 Reaction time from detection to neutralization of the enemy defenses must be very short (seconds). 

3⁄4 When using weapons to neutralize defenses, the flight time of the weapon must be reduced by the 

ability to stand in close to the target (high survivability) or by the use of a high-speed weapon. 

3⁄4 Robust, anti-jam, data links are required. 

3⁄4 Reactive SEAD will require low latency human interaction with the system – or high autonomy 

within the system for determination of ROE criteria. 

3⁄4 Reactive SEAD implies the integration of manned and unmanned aircraft in a single strike event. 

Strike/SEAD summary. The era of UA contribution to strike missions has arrived and SEAD missions 

are just dawning with the J-UCAS program. Availability will add new options in the application of force, 

and promises to reduce the cost of our armed forces. It should be noted, that for the foreseeable future 

UA are not a complete replacement for manned aircraft. UA can bring enhancements to mission 

capability (e.g. risk-free close approach to heavily defended targets) but will continue to only satisfy a 

portion of the many missions strike assets cover. Close air support is an example of one such area where 

the use of a UA to deliver ordnance in very close proximity to friendly forces will face technical, 

employment, and cultural barriers that imply that manned aircraft programs must continue to provide the 

solution, at least for the near- and mid-term. There will be an impact on the total numbers of manned 

systems that must be acquired. 

Electronic Attack 

EA is the use of electromagnetic energy to prevent or reduce an enemy’s effective use of the 

electromagnetic spectrum and employment of weapons that use either electromagnetic or directed energy 

as their primary destructive mechanism. Many of the attributes that make UA attractive for SEAD also 

make them attractive for the EA mission because UA can theoretically achieve levels of survivability that 

manned aircraft cannot. Signature control without the need for human caretaking becomes less difficult. 

Additionally, maneuverability could be increased beyond human tolerances to enhance survivability. 

Finally, as stated before, should survivability measures fail, the use of an unmanned system removes the 

risk of losing a human life – arguably one of the strongest reasons for using a UA in a combat situation. 

Many challenges remain for developers and tacticians, but the EA mission is being considered for both 

the Air Force’s and Navy’s J-UCAS. EA concepts of employment may include jamming or employment 
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of expendables. In developing unmanned systems for the EA mission, the following attributes are being 

considered: 

3⁄4 The ability to build a very stealthy unmanned vehicle could mean closer approaches to targeted 

systems, requiring less radiated power to complete the EA mission, and the ability to detect and 

exploit much lower levels of targeted system radiation. 

3⁄4 The potential use of high power directed energy (DE) weapons or electro-magnetic pulse (EMP) 

weapons in future EA missions argues for the use of an unmanned platform, since the weapon may 

pose a significant risk to the crew of any delivery vehicle. 

The use of unmanned systems in the EA mission also brings several challenges: 

3⁄4 When using EA to neutralize defenses in support of manned strike forces it will be critical for the 

SEAD UA to be within sufficient range to be effective. A trade-off between EA effectiveness and 

survivability needs to be fully understood in a systems engineering trade. 

3⁄4 An UA is more dependent upon outside communications than manned systems. Self-jamming 

(interference with command and control communications by electronic attack emissions) could limit 

the ability to change the unmanned system’s planned mission once the electronic attack has begun. 

• The potential for self-jamming and increased vulnerability due to a dependence upon 

communications mean a great degree of autonomy will be required in the unmanned EA system. 

3⁄4 A manned EA aircraft provides the ability for a trained crew to evaluate large amounts of tactical data 

on the threat environment and to change the mission plan as required for strike support. The 

appearance of previously unknown threat defensive system modes, frequencies, or tactics may only 

be detected by the human operator’s ability to recognize patterns in the context of previous 

experience – a very difficult, and as yet undeveloped, ability for autonomous systems. 

• Without the development of autonomous EA operating capability, the transmission of large 

amounts of data, describing the tactical environment, must be provided to remote human 

operators in real time. These large transmissions would be limited by available bandwidth and 

self-jamming and could increase the unmanned system’s vulnerability. 

3⁄4 A signature-controlled vehicle loses the advantage of stealth when radiating. “Home On Jam” threat 

systems could put the unmanned EA aircraft at risk. 

3⁄4 Execution of the Electronic Attack mission implies several critical design criteria and questions for 

the unmanned platform and mission control system: 

• Mission reliability must be extremely high, as manned assets will depend upon the UA for 

protection. 

• The trade-off between effective apertures for the radiation of jamming electronic energy will have 

to be balanced against the negative impact on the signature and survivability of the unmanned 

system. 

• The EA mission will require a highly autonomous system that can operate and handle aircraftrelated and mission-related contingencies while unable to communicate with the mission control 

system (due to self-jamming and covert operations). 

3⁄4 Reaction time from detection to neutralization of the enemy defenses must be very short. 

• Enemy defensive system operations must be detected and countered rapidly. 

• When using EA to neutralize defenses in support of manned strike forces, it will be critical for the 

UA to be within sufficient range to be effective. A trade-off between EA effectiveness and 

survivability needs to fully explored. 

3⁄4 The EA mission implies the integration of manned and unmanned aircraft in a single strike event. 

3⁄4 Robust, anti-jam data links are required. 
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3⁄4 The amount of energy required for effective EA is large unless the delivery platform is in very close 

proximity. The ability to generate this large amount of power could drive up aircraft size and cost. In 

addition, an aircraft small enough to be unobserved in close proximity to the target may not have the 

mobility (speed and range) to close the target or to persist in the target area for a sufficient amount of 

time. These considerations argue for the use of expendable jammers from unmanned aircraft as one 

means of delivering low cost EA performance. 

Electronic Attack summary. DoD is advancing the development of an EA UA capability. Initial study 

indicates that there are both significant potential unmanned system strengths and significant challenges to 

be overcome for this mission. New unmanned systems will add new options in the application of force, 

and promises to both reduce the cost of our armed forces and to decrease the risk of friendly losses. It 

should be noted, that unmanned EA systems are not a complete replacement for manned EA aircraft. An 

unmanned EA aircraft can bring enhancements to mission capability (e.g. risk-free close approach to 

heavily defended targets) but will not have the autonomy required to completely replace manned systems 

in the foreseeable future. Research in autonomy will remain an emphasis area. 

Network Node/Communications Relay 

It is anticipated that communication relays will need to exist in a multi-tiered structure. For example, to 

create a wide communications footprint, the UA platform must have a capability of extremely long 

endurance, high altitude, and generate adequate power. It would provide an airborne augmentation to 

current tactical and operational beyond line-of-sight and line-of-sight retransmission capability. A more 

focused footprint to support brigade and below combat elements will require tactical communication 

relays to address urban canyon and complex terrain environments. Support of the communications relay 

mission will require continuous coverage in a 24 hour period, and sufficient redundancy to meet “assured 

connectivity” requirements. Additionally, UA must be capable of relaying VHF-AM radio voice 

communications using an International Civil Aviation Organization (ICAO) standard and recommended 

procedures (SARPs) compliant radio operating with 8.33 kHz channel spacing from the control station to 

airspace controller communication (threshold). 

The “shoulds and should nots” of an airborne communication node payload will be established by 

requirements documentation and approved in the Joint Staff requirements process. Any airborne 

communications node is likely to be a “Joint Program” due to the broad user base accessed by such 

systems. The inclusion of legacy formats and architectures will be established in any approved 

requirements document and receive input from the Assistant Secretary of Defense for Network 

Integration. 

Network node/comms relay summary. Payload requirements must be defined and meet all 

interoperability and network centric standards. Platform must stress availability of electrical power to 

provide sufficient throughput capacity that supports modern warfare requirements. Technology push in 

power extraction apertures and auxiliary power production needs to be emphasized. 

Aerial Delivery/Resupply 

The Special Operations community has been the leading advocate for using UA to delivery leaflets for its 

psychological operations (psyops), as well as to resupply its forces in the field. Dispensing leaflets has 

traditionally been performed from C-130s, but the altitudes required to ensure aircrew safety tend to 

scatter the leaflets over a wide area and reduce their effectiveness. Small SOF teams have to carry all of 

their equipment and supplies on their backs when they deploy, and the weights of dense materials (water, 

bullets, batteries) greatly reduce their mobility. USSOCOM has explored using UA for both of these 

aerial delivery/resupply missions. 

To address its psyops mission, USSOCOM developed the CQ-10 SnowGoose unmanned, powered, 

guided parasail (see section 2.3.5), capable of delivering 575 lb of leaflets with a 3-hour endurance, 

during the successive Wind Supported Aerial Delivery System (WSADS) and Air-Launched Extended 
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Range Transporter (ALERT) ACTDs. The CQ-10 became operational in 2005, addressing a USSOCOM 

Operation Capability Requirement dating back to 1996 and recurrent IPL priorities. Its six cargo bins can 

also be used to deliver resupplies. Although the CQ-10 can take off from the ground and can fly roundtrip psyops missions, it is primarily a one-way delivery system when used for resupply. A second UA 

project, Skytote, was a joint AFSOC and AFRL SBIR effort with AeroVironmnet to develop a returnable 

VTOL UA for the resupply mission. 

The requirements for the aerial delivery/resupply mission by UA--payload capacity, low signature, and 

precision, unaided 'spot' landing capability--differ from the emphasis placed on endurance and sensors for 

most other UA. Besides the obvious requirement for a high payload fraction (41 percent of gross weight 

for the CQ-10), USSOCOM's needs require a low probability of detection to avoid compromising the 

presence of the SOF team in denied regions, all-weather/night operation, precision landing to allow 

delivery to small SOF boats or into confined spaces, unaided landing to avoid imposing added training or 

compromising emissions, good standoff range to ensure aircrew safety, and low cost to allow for disposal 

if one-way resupply is tasked. 

In addition to USSOCOM, both the Army and Marine Corps have explored using UA to deliver material 

in high threat/risk environments. The Army's Medical Corps examined employing small UA to deliver 

urgent medical supplies to forward areas in a recent ACTD (Quick Meds). The Marine Corps converted a 

K-Max helicopter to unmanned operation for its Broad-area Unmanned Responsive Resupply Operations 

(BURRO) project that tested ship-to-shore and ship-to-ship resupply in 2000-2002. Both projects 

demonstrate that, as forces transition to being more mobile and independent (i.e., less tied to traditional 

logistics chains), UA offer a viable solution to their accompanying requirement for just-in-time logistics. 

Aerial delivery/resupply summary. Covert delivery of supplies into denied areas certainly qualifies as an 

ideal mission for UA under the 'dangerous' rubric. The mission requirements to fly low and quietly to 

avoid detection over significant standoff distances and land unaided and precisely can be met with 

available technologies. Future technology could best be applied to reducing such systems' probability of 

detection. In the larger sense, UA could serve as a transformation enabler for the focused logistics needed 

by future forces. 
UAS ROADMAP 2005 
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APPENDIX B: SENSORS 

OVERVIEW

Sensors now represent one of the single largest cost items in an unmanned aircraft; for example, the MTSA EO/IR sensor, currently being retrofitted to the MQ-1 Predator aircraft, costs nearly as much as the 

aircraft alone. In a similar fashion, today Global Hawk’s RQ-4 Block 10 Integrated Sensor Suite (ISS) 

represents over 33 percent of the aircraft’s total cost; with the integration of a multi-int sensor package 

into the RQ-4 Block 20 model of Global Hawk, the estimated percentage rises to 54 percent. More 

demanding operational information needs, such as identifying an individual from standoff distances or 

detecting subtle, man-made environmental changes that indicate recent enemy activity, demand a higher 

level of performance than that provided by the current generation of fielded UA sensors. At the same 

time the demands placed on UA sensors increase, with commensurate cost increase, UA are also being 

employed in those exact situations where UA should be used – where there is significant risk for loss of 

the sensor. As the demand for sensor performance continues to grow, coupled with operational risk to the 

platform, the need to take steps to control cost growth, as well as to efficiently plan future sensor payloads 

that take advantage of commonality wherever possible, becomes a “must” for UA acquisition. 

Ideally, wherever possible, different UA should use the same sensor systems for similar mission 

requirements. When actual system commonality is not possible, perhaps due to size, weight, or power 

considerations, commonality at the high valued subcomponent level, such as focal arrays, optics, 

apertures (antennas) or receive/transmit elements for radar systems, can reduce overall sensor costs by 

increasing the quantity buys of these critical, often high cost items. 

Regardless of sensor or subcomponent commonality, it is imperative that sensors produce data and 

relevant metadata in a common, published, accepted format, in compliance with DoD’s Network Centric 

Data Strategy, to maximize the utility of the products from UA. OSD is keenly interested that the 

Services take steps to bring existing UA systems into compliance with existing data standards to enable 

the application of net-centric operational concepts. An emphasis on system commonality and compliance 

with data standards will maximize the return on investment that new generation sensors represent. 

While improved sensor technology provides new mission capabilities, such as the rapid, accurate 

mapping of terrain from UA-borne Interferometric Synthetic Aperture Radars (IFSAR) or detection of 

recent human activity from stand off ranges using video-based object level change detection or radarbased coherent change detection, the value of this new data is enhanced by integrating or fusing it with 

other information sources, demanding a need to share product over potentially large geographic distances. 

Similarly, both OEF and OIF have demonstrated the operational benefits of performing missions using 

“reachback’; that is, launching the UA in theater, but actually flying the mission and retrieving the 

sensor’s data from back in CONUS. As DoD’s Global Information Grid (GIG) initially provides the 

transport layer communications resources in support of this operational concept (see Appendix C), 

sensors need to be developed with the idea in mind to combine sensor products together in innovative, 

novel, and perhaps currently unanticipated ways to perform the more demanding mission facing DoD 

forces today. With the continuing advances in on-board processing capabilities, it will become necessary 

to ensure that data from UA sensors are posted at the appropriate phases of processing to the GIG to 

enable other users to take advantage of the collected product and not restrict them to only using the 

processed product. It is the intent of OSD to work with the Services to help integrate UA data and data 

processing capabilities into the GIG, as it matures, while keeping sensor costs in check through 

coordinated development and acquisition plus adherence to common standards. 

This appendix first reviews and defines the attributes associated with UA sensor systems, and then 

considers sensor technologies that will mature over the next 25 years and offer promise for UA 

applications. It also accounts for enabling technologies that will allow UA to fully exploit current and 

emerging sensor capabilities. 
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Existing Sensors 

Most current sensor programs are either flying on manned platforms, or are on a mix of manned and 

unmanned aircraft. Since there is very little that makes a sensor inherently “manned” or “unmanned”, this 

appendix contains both types. Very large, complex sensors flying on dedicated multiengine aircraft are 

not considered. 

Video/Electro-Optic/Infrared (EO/IR) Sensors 

3⁄4 Video. AF Predator and Army Hunter use real-time video systems mounted in turrets. While initial 

systems were derivatives of commercial products, retrofit with sensors and designators specific to 

military applications is underway. The Air Force is integrating the MTS-A EO/IR laser target 

designators/illuminators into Predator; in the same vein, the Army is planning to integrate a 

designator into Shadow (RQ-7B). 

3⁄4 Global Hawk Integrated Sensor Suite. The ISS consists of a SAR imaging radar with Ground 

Moving Target Indicator (GMTI) mode and an EO/IR sensor that produces still imagery. 

3⁄4 Senior-Year Electro-optical Reconnaissance System (SYERS 2), formerly SYERS P3I. Dedicated 

EO sensor carried by the U-2. A high resolution line scanning camera with a 7-band multispectral 

capability is in production. 

3⁄4 Advanced EO/IR UA sensor. A high resolution, highly stabilized EO/IR sensor being developed for 

Army UA by the Army’s Night Vision Electronic Sensors Directorate. It consists of a multi field-ofview sensor that will provide greater standoff ranges and highly stabilized gimbals that allow for an 

increase in the area of coverage. Its all digital output is Joint Technical Architecture (JTA) 

compliant. 

Synthetic Aperture Radar (SAR) 

3⁄4 Advanced Synthetic Aperture Radar System (ASARS 2A). Dedicated U-2 imaging SAR, capable of 

1 foot resolution. 

3⁄4 Global Hawk ISS Radar. Dedicated Global Hawk, SAR capable of spot, search, and GMTI modes; 1-

foot resolution. 

3⁄4 LYNX. A tactical radar, deployed in various configurations on both manned and unmanned aircraft, 

most recently on the Army’s I-GNATs. LYNX has a resolution of 4 inches in the spotlight mode, and 

provides GMTI and coherent change detection capabilities. 

3⁄4 TESAR. Tactical Endurance Synthetic Aperture Radar (TESAR) is a strip mapping SAR providing 

continuous 1 foot resolution imagery. TESAR is flown on Predator. 

3⁄4 Tactical UAV radar (TUAVR). A 63-pound SAR/MTI radar for use on Army UA. Provides 1 foot 

resolution imagery in strip and spotlight modes and an integrated GMTI capability. The radar has 

been demonstrated on Hunter UA. 

3⁄4 MISAR. Developed by EADS, this small, Ka-band radar weighs approximately 10 pounds. It has 

been demonstrated on the German LUNA UA as well as on U.S. helicopters. 

Signals Intelligence (SIGINT) 

While there are many fielded SIGINT systems on airborne platforms today, most are designed 

specifically for the platform on which they are employed. Current UA operations have used “clip-in” 

kits, basically unique systems developed for a specific application; fortunately, many of these systems are 

reprogrammable and have the potential to be used for other applications. 

Wet Film 

The U-2 maintains a medium resolution wet film capability with the Optical Bar Camera. Advantages of 

wet film include very high information density and releasibility to non-DoD users. Broad area synoptic 

coverage is still the exclusive purview of wet film systems; without efficient digital mass storage devices, 

electronic sensors do not have the ability to capture imagery of broad areas nearly instantaneously, as wet 
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APPENDIX B – SENSORS 

Page B-3 

film can. Primary drawbacks to wet film are the lack of a near-real-time capability and the extensive 

processing facility needs. Improvements to film processing recently have drastically reduced the 

requirements for purified water, and the post-processing hazardous material disposal problem, but it still 

poses a requirement for specialized ground handling equipment. USAF will terminate funding for Optical 

Bar Camera operations and maintenance in FY08. 

EMERGING TECHNOLOGIES

Multispectral/Hyperspectral Imagery (MSI/HSI). Multispectral (tens of bands) and hyperspectral 

(hundreds of bands) imagery combine the attributes of panchromatic sensors to form a literal image of a 

target with the ability to extract more subtle information. Commercial satellite products (such as land 

remote-sensing satellite (LANDSAT) or systeme pour l’observation de la terre (SPOT)) have made 

multispectral data a mainstay of civil applications, with resolution on the order of meters or tens of 

meters. Systems designed for military applications are beginning to be tested and in some cases fielded. 

Military applications of HSI technology provide the promise for an ability to detect and identify 

particulates of chemical or biological agents. Passive HSI imaging of aerosol clouds could provide 

advance warning of an unconventional attack. The obvious application for this technology is in the area 

of battlefield reconnaissance as well as homeland defense. Though this technology is less mature than 

HSI as an imaging system, it should none the less be pursued as a solution to an urgent national 

requirement. HSI also provides an excellent counter to common camouflage, concealment, and denial 

(CCD) tactics used by adversaries. 

Presently, the U-2’s SYERS 2 is the only operational airborne military multi-spectral sensor, providing 7 

bands of visual and infrared imagery at high resolution. A prototype hyperspectral imager, the Spectral 

Infrared Remote Imaging Transition Testbed (SPIRITT), is in work at the Air Force Research Laboratory. 

This sensor is intended for testing on larger high altitude platforms such as Global Hawk, but could also 

be carried on the MQ-9 Predator. USAF has also demonstrated a near visual/visual band hyperspectral 

system in the TALON RADIANCE series of demonstrations, focused primarily on solving the “tanksunder-trees” problem. 

The Army’s Night Vision and Electronic Sensors Directorate (NVESD) is preparing to demonstrate a 

TUAV-class EO/IR sensor with minor modifications to give it multispectral capability. In addition, 

NVESD is developing the daytime Compact Army Spectral Sensor (COMPASS) and the day/night 

Hyperspectral Longwave Imager for the Tactical Environment (HyLITE) specifically for UA platforms at 

the brigade and division level. 

The Naval Research Laboratory (NRL) developed the WAR HORSE visible/near-infrared hyperspectral 

sensor system, which has been demonstrated on the Predator UA. More recently NRL had developed a 

complementary short-wave-infrared hyperspectral sensor and has demonstrated the sensor on a UA 

surrogate platform (Twin Otter). 

Other short- and long-wave infrared hyperspectral sensors are currently under development to provide a 

high-altitude stand-off capability for larger manned and unmanned platforms. DoD believes that 

hyperspectral imagery offers enormous promise. 

HSI phenomenology/ground truth. The primary difficulty holding MSI/HSI sensors back from 

widespread employment is the lack of/fragility of the spectral signatures available to identify 

targets/phenomenology over a broad range of environmental and operational options. While there have 

been very successful demonstrations illustrating the wide ranging potential of the technology, many of 

these demonstrations relied on employment under specific illumination conditions (i.e., fly at nearly the 

same time each day, restrictions on cloud cover) and often required nadir operations to ensure uniform 

pixel shape although TALON RADIANCE has demonstrated off-nadir operation. Deviation from these 

constraints has historically resulted in unacceptable false alarm rates for target detection applications. To 

achieve even the results obtained to date, substantial on-board processing or a large data transfer 

capability to the ground processing element is necessary. 
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Civil and commercial work with multi- and hyperspectral imagery has built a phenomenology library that 

will greatly simplify introduction of these sensors onto manned and unmanned aircraft. Some data 

already exists in open or commercial venues to build characterization databases in anticipation of the 

sensors coming online over the next decade. To realize the benefits of hyperspectral imaging, DoD 

encourages the Services to characterize areas of interest with a view toward optimizing spectral band 

selection of dedicated military sensors. This will allow the development community to take advantage of 

recent advances in on-board processing capabilities and use products available now and in the near future. 

In a similar fashion, emphasis on developing signature processing systems, which take into account 

environmental (illumination) issues as well as non-uniform pixel size should also be investigated. This 

intelligence product represents an area in which characterization and processing of the data will be 

significantly more challenging that just building and operating the sensor. 

SAR enhancements. SAR improvements are changing the nature of the product from simply an image or 

an MTI map to more detailed information on a target vehicle or battlefield. Current SAR systems can 

perform limited coherent change detection (CCD) showing precise changes in a terrain scene between 

images. Use of phase data can improve resolution without requiring upgrades to the SAR transmitter or 

antenna, through data manipulation with advanced algorithms. These and other advanced SAR 

techniques require access to the full video phase history data stream and are often very processing 

intensive. As processor capability continues to grow exponentially (Moore’s Law), many of these 

capabilities will be automatically available on-board the sensor (such as Lynx’s generation of CCD 

images); however, others will continue to require processing power or classified techniques that exceed 

the capacity of our current on-board systems. To take full advantage of these techniques, UA must plan 

for communications architectures capable of moving the required amount of data to the network for 

distribution and processing (see Appendix C). While modern intelligence collection places a premium on 

real-time data availability, on-board mass storage of data could at least allow post-mission application of 

advanced data handling procedures requiring full phase history information. 

The Multi-Platform Radar Technology Insertion Program (MP-RTIP) should result in a more capable 

SAR active electronically steered antenna (AESA) within this decade. Larger UA, such as Global Hawk 

for the Air Force and potentially for the Navy’s Broad Area Maritime Surveillance (BAMS) role, are one 

intended recipient of this technology. AESA permits mission expansion into an air surveillance role, as 

air-to-air operation is easily accomplished using AESA technology. In a similar fashion, maritime modes 

of operation, such as inverse SAR (ISAR) image generation of ships at sea, may be employed with good 

results. Combined with conformal antennas, large AESA-based SAR systems may be able to achieve 

greater imaging and MTI capabilities as well as more specialized missions, such as single pass 

interferometric SAR. 

At the opposite end of the spectrum, vendors are taking advantage of the decreasing cost of radio 

frequency (RF) technologies applicable to radar systems (driven primarily by the telecommunications 

industry), to develop versions of sensors for tactical and lower payload class aircraft. For example, the 

MISAR system is capable of imaging truck-sized targets at approximately 3.5 km slant range, from a 

tactical class platform, even though the sensor is in the 10-pound weight class. While MISAR currently 

does not form images on-board, there is fundamentally no reason this capability could not be integrated 

within a reasonable weight margin, permitting consumers of the raw data to tap the unformed image 

information from the raw feed, while tactical users could received a formed image – both from the same 

platform. 

UHF/VHF Foliage Penetration (FOPEN) SAR. In FY-97 DARPA, the Army and the Air Force began a 

program that designed, fabricated and demonstrated a dual-band VHF/UHF radar with real-time onboard 

image formation processing. The VHF/UHF SAR hardware is currently being flown on an Army-owned 

RC-12 aircraft. The system was developed to target multiple platforms with little modification; one such 

system is the Global Hawk UA. The sensor development program ended in 2003. In FY03, DARPA 

began the Wide-Area All-Terrain Change Indication and Tomography (WATCH-IT) program to enhance, 
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APPENDIX B – SENSORS 

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mature, and integrate exploitation technologies. The WATCH-IT program developed robust low false 

alarm density change detection software to detect vehicles and smaller targets under foliage, under 

camouflage and in urban clutter, and developed tomographic (3D) imaging to detect and identify targets 

that have not relocated. DARPA demonstrated the capability of VHF/UHF SAR for building penetration, 

urban mapping and performing change detection of objects inside buildings. Terrain characterization 

technologies were also developed, including the abilities to rapidly generate bald-earth terrain height 

estimates and to classify terrain features from multipass VHF/UHF SAR imagery. In September 2004, 

DARPA demonstrated real-time onboard change detection (vehicles and IEDs) and rapid ground-station 

tomographic processing, as well as rapid generation of bald earth digital elevation models (DEMs) using 

stereo processing. In parallel, the Air Force Targets Under Trees (TUT) program enhanced the VHF SAR 

by adding a 10-km swath width VHF-only mode, developing a real-time VHF change detection capability 

and integrating FOPEN products into the targeting chain. In the summer of 2004, the VHF/UHF SAR 

participated in the Combined Joint Task Force Exercise (CJTFEX-04) and the Joint Expeditionary Forces 

Experiment (JEFX04). The system demonstrated real-time VHF-change detection and validated the 

ability of VHF/UHF SAR to operate with other sensors. TUT provided real-time VHF change detection 

cues to the Combined Air Operations Center (CAOC) and successfully tasked another sensor in real time 

(a Predator surrogate with an EO/IR package) to prosecute mobile relocatable targets. 

Light Detection and Ranging (LIDAR) FOPEN. Also known as LADAR (Laser Detection and Ranging). 

Use of LIDAR is another method that offers the possibility of imaging through forest canopy. In current 

and projected tests, an imaging LIDAR sensor on an aircraft takes several fore-and-aft cuts at a given area 

of interest as the aircraft moves, allowing the sensor to “integrate” an image over time. Initial coverage 

rates are far less than typical SAR or EO capabilities, but planned systems at this point are for 

demonstration purposes only. 

LIDAR imaging. LIDAR may be used to image through an obscuration as well. By using a precision 

short laser pulse and capturing only the first photons to return, a LIDAR image can be formed despite the 

presence of light-to-moderate cloud cover, dust, or haze. LIDAR can be used to simultaneously image 

through cloud and foliage. LIDAR also provides the capability of rapidly producing high resolution 

terrain elevation and mapping information as demonstrated by systems in the Urban Recon ACTD, with 

elevation accuracies measured in single digit centimeters for relative accuracy and tens of centimeters for 

absolute elevation accuracy. This type of information is particularly useful in urban operations. 

LIDAR aerosol illumination. The task of detecting and identifying chemical or biological agents can be 

aided with active LIDAR illumination of the target area. Exciting a particulate or gas cloud with a laser 

simplifies the “fingerprinting” necessary to identify the specific substance. Used in conjunction with a 

hyperspectral imager, LIDAR can provide faster and more precise identification. 

SIGINT way ahead. Although the Joint SIGINT Avionics Family program failed to produce a low band 

subsystem, the high band subsystem is producible and effective and will form the backbone of near term 

electronic intelligence systems. USAF’s Advanced Signals Intelligence Payload (ASIP) program extends 

the high band subsystem architecture into the low band target area of the RF spectrum. The target 

platforms are the U-2 and Global Hawk. 

In the near term, federated systems, developed to add specific capabilities to manned aircraft, will be used 

to provide an initial SIGINT capability on UA such as Global Hawk. These “clip-in” systems, primarily 

developed by/for NSA, have been successfully employed on platforms such as the U-2 and RC-135 Rivet 

Joint. A loose federation of these “clip-ins” coupled with an ESM suite such as the LR-100, 

demonstrated on Global Hawk as part of the Australian TANDEM THRUST exercise, can provide the 

basis of an interim capability until a low band alternative is developed. A primary task for SIGINT on 

UA such as Global Hawk will be cross cueing the on-board imagery sensors. 

The Army is presently developing the Tactical SIGINT Payload (TSP), as scalable SIGINT payload, for 

inclusion on the Unit of Action UA. The primary mission of TSP will be to rapidly map RF emitters on 
UAS ROADMAP 2005 

APPENDIX B – SENSORS 

Page B-6 

the battlefield to increase the commander’s situational awareness, with a limited exploitation capability. 

These emitter locations will then be used to cue other ISR sensors in order to reduce their search times. 

TSP is an excellent example of reprogrammable technology (software definable systems) enabling rapid 

inclusion of new target types and capabilities. 

Nuclear detection systems. Use of endurance UA outfitted with nuclear material detectors could play a 

key role in homeland defense over the next 25 years. Depending on the characteristics of the detection 

systems, either an aerostat or a Global Hawk-like long dwell aircraft could be the host platform. DoD 

strongly supports work to develop and refine these detectors, with an emphasis on increased sensitivity 

and long-range effectiveness. 

ENABLING TECHNOLOGIES

HDTV video format. High definition television (HDTV) is becoming the industry standard format for 

video systems of the type flown on DoD tactical and medium altitude endurance UA. The JTA specifies 

that motion video systems should be based upon digital standards; to date, no fielded system complies. 

HDTV standards represent a fundamental shift in video technology – from an interlaced image, where a 

scene is scanned in two, temporally separate steps and recombined to form a full image, to a progressive 

scanning and display process, where an entire scene is scanned and reproduced in one step. Progressive 

scanning eliminates temporal skewing and is the underpinning to advanced video processing techniques. 

Initial analysis indicates that moving to the HDTV-specified formats and compression methods will result 

in an increase of about 2 NIIRS in image quality as compared to the current MQ-1 Predator video output. 

This increased resolution provides analysts with the advantage of the additional context provided by 

motion video coupled with image quality equal to some of the better digital framing cameras currently 

fielded. 

While digital sensors have historically been large and expensive, technology has significantly improved 

options in both of these areas. Even though there are now focal array (camera) assemblies at even the 

high end of the digital television spectrum that will fit in small turrets, new optical systems are needed to 

fully exploit the capabilities of these imagers. Although some growth in turret size must be 

accommodated to take full advantage of the resolution these sensors offer, a challenge to industry will be 

to maximize optical performance in physically small turrets. 

Standards. Currently, fielded video systems and data transfer protocols are not standardized; many are 

proprietary systems that are not interoperable. In addition, the increased amount of data generated by a 

digital video system may require additional bandwidth to move the data from the aircraft. Establishment 

of a common format allows COTS interoperability and insures that ground terminals will be able to 

interpret video data regardless of the aircraft providing that data. Equally as important, using a digital 

format reduces the deleterious effects of repeated image conversion from analog to digital and back along 

the image exploitation chain, improving overall image quality at the receiving station. Similarly, tagging 

the video frames with timely and complete metadata enables the opportunity to provide automatically 

generated precision geo-coordinates (PGM quality). A Department objective is to ensure compliance 

with the existing DoD/IC Motion Imagery Standards Board metadata standard and profiles for all full 

motion video capable UA. 

Timely, accurate, and complete metadata, as well as HDTV-enabled sensors will significantly improve 

not only the timeliness of PGM- quality coordinate generation (GRIDLOCK ACTD) but the quality of the 

data as well. The rapid, automatic geo-registration of imagery to NGA’s Digital Point Positioning Data 

Base (DPPDB), as developed by the GRIDLOCK ACTD, allows for the extraction of highly accurate 

coordinates from video imagery in times on the order of 1 minute. The GRIDLOCK process was 

successfully demonstrated using Global Hawk SAR imagery during JEFX04 and work is on-going to 

integrate Predator’s MTS into the catalog of validated sensors. GRIDLOCK’s capabilities, when 

enhanced by high resolution digital motion video, will provide the warfighter with the capability to 

provide targeting information for coordinate seeking weapons in near real time. Services and agencies 
UAS ROADMAP 2005 

APPENDIX B – SENSORS 

Page B-7 

should be encouraged to initiate (continue) digital video sensor demonstration efforts with the objective of 

having all motion video sensors (new, replaced or repaired) produce progressive scan, digital video and 

standards compliant metadata. A limited operational capability is desired by as soon as possible. 

Focal plane array and stabilization technologies. Small and micro UA place a premium on high 

performance components that make as little demand as possible on power, weight and volume. The 

commercial market for focal plane arrays in consumer goods has increased vastly over the last three 

years; the top-of-the-line digital cameras only recently reached the megapixel mark, and now stores 

routinely offer 5 megapixel cameras as well as handheld high definition digital video recorders. 

While commercial products may emphasize only some of the spectral bands of interest for military 

applications, the trend toward more capable systems requiring less battery power and fitting into handheld 

cameras can only benefit DoD. The Services should expect vendors to capitalize on this trend and work 

to insure that military needs (such as infrared sensitivity, environmental tolerance, and ruggedness) are 

represented wherever possible. 

Digitally based (single conversion on the array) technology significantly improves the quality of the 

information in the data chain, eliminating image degradation from repeated analog-digital-analog 

conversions. For this reason, multispectral versions of digital focal arrays are critical. Additionally, 

common focal arrays between sensors/platforms are desirable. Service (labs) should be encouraged to 

initiate digital multispectral still/video focal array programs with the goal of demonstrating a Predatorclass high resolution digital IR system within the next few years. 

As with high resolution motion video and timely and complete metadata, image stabilization is critical to 

obtaining usable information. Technology improvements in stabilization technology (electromechanical 

and electromagnetic) permit nominal sensor mounting systems to achieve stabilization accuracies in the 

tens of micro radians. Similarly, high end stabilization systems are capable of stabilization accuracies on 

the order of two micro radians, providing virtually a metric sensor capability (ability to generate precision 

geo-coordinates from sensor measurements when coupled with accurate High Resolution Terrain 

Information, taken from pre-populated databases or derived from on-board sources such as a LIDAR); 

however, both classes of stabilization systems are too costly to employ on lower end UA platforms (subShadow class, such as XPV-1, Raven), which tend to be somewhat unstable platforms for strapdown 

sensors. To compensate for the lack of low cost, mechanically stabilized sensor mounts, digitally based 

(non-mechanical) stabilization systems have been demonstrated with limited operational success, due to 

human factors constraints. To fully exploit the new generation of imaging systems on the rapidly 

proliferating class of small/low cost platforms, specific efforts resulting in the development of a low cost, 

steerable (turret) sensor stabilization system for small and sub-tactical class platforms is highly desired by 

the Department. 

Flexible conformal antennas. There are numerous commercial and government programs to develop 

affordable conformal SAR antennas for use on a variety of aircraft. Their eventual availability will allow 

UA to more effectively use onboard payload space; currently, a SAR antenna (mechanically-steered 

antenna (MSA) or electronically-steered antenna (ESA)) may be the core parameter around which the rest 

of the aircraft, manned or unmanned, is designed. Conformal antennas will allow larger apertures using 

the aircraft’s skin. Agile antennas will be able to perform more than one function, so a single antenna 

(covering a large portion of the aircraft’s exterior) can serve the data link needs as well as acting as 

imaging radar. On larger aircraft like Global Hawk or MQ-9 Predator, conformal antennas mounted near 

the wingtips will enable single pass interferometric SAR data collection, leading to swift production of 

precise digital terrain maps. 

Sensor autonomy/self cueing. One of the key attributes that some UA offer is very long endurance, much 

longer than is practical for manned aircraft. While it may be possible to maintain 24-hour battlefield 

surveillance with a single aircraft, the system will only reach its full potential when it is doing part of the 

work of the intelligence processing facility to alleviate manpower needs. A number of image/signal 
UAS ROADMAP 2005 

APPENDIX B – SENSORS 

Page B-8 

processing and network collaborative technology developments will facilitate the ability to automate 

sensor operation, at first partially and over time leading to nearly total sensor autonomy. 

Current operations for large ISR platforms – Global Hawk and the U-2, for instance – focus on collection 

of a preplanned target deck, with the ability to retarget sensors in flight for ad hoc collection. This is 

suitable for today’s architecture, but proliferation of UA with a range of different capabilities will stress 

the exploitation system beyond its limits. Long dwell platforms will allow users to image/target a 

collection deck initially and then loiter over the battlefield looking and listening for targets that meet a 

predetermined signature of interest. While automatic target recognition (ATR) algorithms have not yet 

demonstrated sufficient robustness to supplant manned exploitation, automatic target cueing (ATC) has 

demonstrated great utility. OSD strongly encourages the Services to invest in operationalizing ATC in 

emerging UA sensor tasking and exploitation. Sensor modes that search for targets autonomously that 

meet characteristics in a target library, or that have changed since the time of last observation, or that 

exhibit contrast with surroundings can be used to cue an operator for closer examination. Advances in 

computer processing power and on-board memory have made, and will continue to make, greater 

autonomy possible. In a similar fashion, different sensor systems on board a single aircraft may also be 

linked, or fused, in order to assist in the target determination problem. Combining sensor products in 

novel ways using advanced processing systems on board the aircraft will help solve the sensor autonomy 

problem as well. 

Smaller UA operating with minimal data links, or in swarms, need this ability even more. The ability to 

flood a battlespace with unmanned collection systems demands autonomous sensor operation to be 

feasible. While the carriage of multiple sensors on a single, small UA is problematic, networks of 

independent sensors on separate platforms that can determine the most efficient allocation of targets need 

to be able to find, provisionally identify, and then collect definitive images to alert exploiters when a 

target has been found with minimal if any human initiative. The desired end state will be achieved when 

manned exploitation stations – whether a single Special Forces operator or a full deployable ground 

station – are first informed of a target of interest when a sensor web provides an image along with PGM 

quality coordinates. This technology is available currently, and needs to be applied to this particular task 

– which will involve a radical change in ground exploitation infrastructure and mindset, akin to the 

change in taking a man out of the cockpit. 

Air vehicle autonomy. Along with sensor autonomy, swarming UA will require the ability to selfnavigate and self-position to collect imagery and signals efficiently. While aircraft autonomy is dealt 

with elsewhere in the Roadmap, it is identified here as critical to fully exploit sensor capabilities and keep 

costs and personnel requirements to a minimum. 

Lightweight, efficient power supplies. In the near term, UA will be more power limited than manned 

aircraft, particularly in the smaller size classes. Every component of the aircraft, sensor, and data link 

strives for small size, weight, and power consumption. For MAV, batteries with high power/weight ratios 

are important to maximize sensor capability and endurance. Larger aircraft need to extract power from 

the engine to generate AC and DC power for sensor and data link operation. Industry is encouraged to 

refine methods of drawing power from the engine to reduce mechanical inefficiencies and losses with 

traditional airframe-mounted electrical and hydraulic drive systems. Services should consider power 

requirements, including prudent margin to allow future sensor and mission growth and total power 

generated as a fraction of system weight, when developing unmanned aircraft (see Appendix A). 

Lightweight optics and support structures. In keeping with the need to reduce aircraft weight, lightweight 

optics and optical support structure will enable small aircraft to carry the best possible EO/IR sensors. 

The use of composite materials for optical enclosures results in very stiff but light sensor housings that 

are capable of maintaining tight tolerances over a range of temperatures and operating conditions. Optical 

elements themselves must also be designed for low weight. This becomes more important in larger 

sensors with multiple glass elements; even in medium to large UA such as MQ-9 Predator and Global 

Hawk, EO/IR sensor characteristics can limit the ability to carry multiple payloads simultaneously. 
UAS ROADMAP 2005 

APPENDIX B – SENSORS 

Page B-9 

Contractors have put a great deal of work into reducing optical sensor weight; the Services should 

capitalize on this work by adapting existing sensors for new vehicle applications wherever possible, to 

avoid the costly solution of sensors designed for single vehicle applications. 

Communication. Data links that are designed for small aircraft applications are already proliferating in 

U.S. and foreign UA systems. Israel in particular has long recognized the need for effective line-of-sight 

and beyond-line-of-sight real time links to make effective use of sensor data from UA communications, 

but the importance of a family of small JTRS-and Software Communications Architecture (SCA)-

compliant, network-enabled communications packages must be emphasized specifically as a sensor 

enabler. As a near term solution, an SCA-compliant version of the common ISR family of data links, 

Common Data Link (CDL), generated by a JTRS communications unit, should be the link of choice for 

all UA platforms at and above the tactical class. 

In addition to the need for smaller tactical data links, large aircraft carrying sophisticated sensors will 

need high capacity data transfer systems, particularly in over-the-horizon roles. Current data capacities of 

274 Mbps are stressed when carrying multiple sensors simultaneously. Classes of sensors that 

particularly tax links are radar imagers when full phase history is sent to a ground station for post 

processing and multispectral sensors with high resolution and wide fields of view. Hyperspectral data has 

the potential to vastly outstrip current data rates provided over existing links and most satellite and 

ground communication networks. If all (or many) bands of hyperspectral data must be downlinked, there 

will be no ability to operate any other sensors on the aircraft in near-real-time. Data rates in excess of 1 

Gbps, using other than RF links (specifically laser communication), will be needed to exploit sensor 

capabilities, as well as to reduce RF spectrum saturation, in the near term. 

Swarms of UA carry additional communications needs. Effective distributed operations require a 

battlefield network of sensor-to-sensor, sensor-to-shooter, and UA-to-UA communications to allocate 

sensor targets and priorities and to position aircraft where needed. While the constellation of sensors and 

aircraft needs to be visible to operators, human oversight of a large number of UA operating in combat 

must be reduced to the minimum necessary to prosecute the information war. Automated target search 

and recognition will transfer initiative to the aircraft, and a robust, anti-jam communications network that 

protects against hostile reception of data is a crucial enabler of UA swarming. 

To effectively address the aforementioned issues, fully and rapidly integrating UA and their payloads 

(sensors) into the GIG is paramount. OIF provides the best example of this combat need, as demonstrated 

with the rapid development and fielding of the ROVER terminal family, enabling the AC-130 Gunship 

and dismounted ground units to directly receive Predator motion video. The communications issue is 

addressed in Appendix C of this Roadmap; however, to facilitate this integration sensors should be 

designed with GIG directed concepts and standards in mind. This implies migrating away from 

proprietary data formats, sensor control methods, and analog electrical interfaces, and adopting on-sensor 

generated digital data, formatted for transmission/reception over IPv6 networks, common, networkenabled electrical interfaces, such as Gigabit Ethernet, and adoption of standardized sensor control 

messages, such as the Future Combat Systems’ (FCS) in-development Sensor Interface Protocol (SIP). 

Services (labs) and industry should be encourage to demonstrate a truly IPv6 compliant motion video 

sensor system, to include indigenous generation of digitally formatted HD video in an IP compliant video 

format, using a standardized network interface.. 

Mass data storage. Onboard storage of sensor data in the terabyte class should be a goal to exploit 

manned and unmanned sensor data. Storage of complex imagery or phase history of radar data onboard 

can substitute for the extremely wideband data links required for near-real-time relay. Similarly, storage 

of the full output of a hyperspectral sensor will allow transmission of selected bands during a mission and 

full exploitation of data post-mission. The stored data is crucial in building an HSI phenomenology 

database to select the right diagnostic bands in the first place. 
UAS ROADMAP 2005 

APPENDIX B – SENSORS 

Page B-10 

The goal for onboard mass data storage should be to replicate the capability of wet film for broad area 

synoptic coverage. Current medium resolution film cameras operating at high altitude can image over 

17,500 square nautical miles in stereo on a single mission of a few hours, a capability unequalled by 

airborne digital sensors at this time. A 1.4 Terabyte storage capability coupled with an imagery index 

system and IP-enabled interface has been demonstrated on Global Hawk. Known as the Advanced 

Information Architecture (AIA), this system permitted the capture of over 3 days of full resolution Global 

Hawk imagery and enabled users to access the imagery using internet search tools. The storage system 

and IP server were constructed using COTS components and integrated into the existing space allocated 

to the DCRSi recorder suite, using a DCRSi system interface so that no change to the Global Hawk 

operational software was required, with space remaining to also integrate a line-of-sight UHF access 

system to permit operators to receive imagery without the need to go through a dedicated ground station. 

AIA’s design around COTS components and IP-enabled interfaces will make the transition to solid-state 

memory arrays, when they become cost effective, a relatively easy upgrade. The Department highly 

encourages demonstrations such as AIA, on-board mass storage systems based on STANAG 4575 

(NATO Advanced Data Storage Interface), supporting both sensor data archiving and the dissemination 

of data to users upon demand, in accordance with DoD’s TPPU concept. 
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Page C-1 

APPENDIX C: COMMUNICATIONS 

INTRODUCTION

This appendix guides industry and the Services on an UA communications migration path toward 

improved interoperability. Service acquisition functions include requirements offices, program offices, 

acquisition managers, program managers, and research and development programs. Service operators 

include operational units, and demonstration activities. Industry includes developers, manufacturers, and 

professional standards groups. This appendix provides a reference to existing and binding policy and 

standards. It also provides time frames for implementation of various capabilities. 

Overview 

The information environment has changed fundamentally over the last 10 years. More importantly it will 

continue to change. The Services, in partnership with industry, must develop and field interoperable UA 

systems that can adapt to the evolving information environment. 

The challenge remains to link disparate systems, effective in their own right, but evolving separately over 

time, to form a cohesive collaborative information environment. To this end, DoD has invested in its own 

version of the internet, the GIG. The GIG, defined as virtually all DoD information technology 

infrastructure, exists to provide the timely and accurate information that war fighters need to assure 

victory. All DoD Systems shall be able to interact with the GIG. New UA systems shall be developed to 

comply with the GIG architecture from the outset. At a minimum, web enabled interfaces for legacy 

UAV systems would need to be created for the system to be recognized as an entity on the GIG. By 

connecting to the network, UAS become part of that network. 

Everyone on the GIG will become both a producer and a consumer of information. The concept of sensor 

will extend to virtually every piece of equipment capable of sensing and passing data, from orbiting 

satellites to an individual soldier’s gun sights. This information must flow seamlessly, with minimal 

human intervention, to unanticipated users as well as well defined, known users, to support both foreseen 

and unforeseen information requirements. 

The two overarching requirements for next generation UA communications are 1) connect to the GIG, 

and 2) comply with spectrum utilization policy. To connect to the GIG, UA programs must take full 

advantage of DoD programs and initiatives to achieve net-centricity: net enabled CDL, JTRS, 

Transformational Satellites (TSAT), High Assurance Internet Protocol Encryption (HAIPE), and the 

Defense Information Systems Agency (DISA) metadata registry. UA communications must provide 

secure, reliable access to all UA capabilities across the entire DoD enterprise. Initially, efforts must focus 

on common interfaces for sensor control and dissemination via the GIG. As new payloads and weapons 

are introduced, such as communications relay packages, electronic warfare suites, and guided weapons, 

web enabled interfaces must be developed to allow control and employment from any authorized node. 

The vision is a ubiquitous network where every entity exists as a node and can share and use any data 

produced by any other node, anytime. 

For complete information regarding the GIG, refer to the GIG Architecture and the GIG Enterprise 

Services website at https://ges.dod.mil/. 

EXPERIENCE

A review of operations in support of recent conflicts serves to illustrate current communications 

capabilities for two UAS, Global Hawk and Predator. They employed a mix of dedicated point-to-point 

communications and networked communications. Many of the networked communications were IP 

based, approaching net-centric capabilities. Examples of network capabilities include posting images to 

an Image Product Library (IPL), which implements the Task, Post, Process, Use (TPPU) model, and the 

widespread use of secure internet chat. 

A cursory review of current methods for radio development and deployment highlights the need for a 

more flexible, joint approach to procuring interoperable radio systems. 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-2 

Global Hawk 

The RQ-4 Global Hawk system consists of the aircraft, Launch and Recovery Element (LRE) and 

Mission Control Element (MCE). The LRE controls the aircraft via line-of-sight (LOS) CDL, LOS ultra 

high frequency (UHF), and beyond line-of-sight (BLOS) UHF radios. The LRE has no provision for 

sensor control or product receipt. The MCE contains all of the aircraft control functions of the LRE. In 

addition, the MCE provides for sensor control as well as receipt and dissemination of the product. The 

MCE maintains situational awareness. MCE aircraft command and control is accomplished using narrow 

band LOS UHF radio and UHF satellite communications (SATCOM), with Inmarsat as a back up 

command and control link. The LOS CDL as well as Ku-band SATCOM provide command and control 

channels as well. Sensor data flows from the aircraft to the MCE via either LOS CDL or Ku-band 

SATCOM. 

Global Hawk provided extensive mission support during OEF in Afghanistan. The LRE launched the 

Global Hawk from a forward operating location. Shortly after launch, the LRE transferred mission 

control to the forward-deployed MCE. During combat operations, Global Hawk initially flew a 

preplanned mission, but quickly transitioned to an ad-hoc operation. For a more complete understanding 

of preplanned, replanned, ad hoc and autonomous missions, refer to the section entitled UA Actions. 

Global Hawk transmitted images to the MCE via commercial Ku-band SATCOM at 20 Mbit/s. The MCE 

then routed the imagery to the collocated forward exploitation element or to a wide area network (WAN) 

inject point to access a fiber optic landline to the Continental United States (CONUS) based reach-back 

facility. The CONUS based exploitation center processed the imagery and forwarded products via Kuband SATCOM at 6-8 Mbit/s to an high-capacity image product library or directly to the CAOC for use 

in current operations. The Distributed Common Ground System (DCGS) supported the exploitation 

effort. 

Operators used the experience gained from Global Hawk activities in OEF to streamline operations during 

OIF. Again, the LRE launched the aircraft from a forward operating location; however, all operations 

were performed using reach-back to the MCE located in the CONUS, not forward deployed. 

Communication between the MCE at Beale AFB, the CAOC, and the aircraft used a combination of 

WAN landline and commercial Ku-band SATCOM (with transmission rates from 20-40 Mbit/s). 

Inmarsat was the redundant C2 link. Global Hawk again flew both preplanned and ad hoc missions in 

theater. It used Ku-band SATCOM for both command and control and imagery dissemination to the 

CONUS based MCE. WAN landline provided communications between the MCE and the analysts. 

Analysts searched for ad hoc targets and passed them directly to the CAOC via Ku-band SATCOM. If 

determined to be time-critical, targets were passed to in-flight fighters/bombers via Link-16 message. 

Figure C-1 depicts the Global Hawk communications architecture for both deployed and in garrison 

operational modes. 

“Secure Chat” via Secret Internet Protocol Router Network (SIPRNET) was established between the 

Global Hawk pilot/sensor operator, the Global Hawk liaison officer at the CAOC, and the Intelligence 

Mission Operations Commander at the exploitation center. This provided situational awareness and 

enabled command of the mission in response to ongoing operations and other emerging requirements. 

Predator 

The Predator system consists of the aircraft, a Ground Control Station (GCS), and a Launch and Recovery 

Element (LRE). The GCS consists of flight control equipment, sensor control equipment, LOS data link, 

VHF/UHF radio and Ku SATCOM data link. The LRE contains a subset of the GCS equipment, the 

minimum required for launch and recovery. Predator pilots manipulate aircraft flight controls in real time 

using the LOS data link to accomplish takeoffs and landings. Once airborne, the pilot couples the 

autopilot to the navigation system, and the aircraft navigates to selected waypoints. The Predator LRE 

has no BLOS communications, so it must maintain LOS until it transfers control to the GCS. The pilot in 

the GCS controls the Predator remotely via Ku-band SATCOM and receives the sensor products via the 

same link. 
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APPENDIX C - COMMUNICATIONS

Page C-3 

FIGURE C-1. GLOBAL HAWK COMMUNICATIONS ARCHITECTURE. 

The Predator provided nearly continuous 24-hour coverage of key target locations in support of Joint 

Forces Commander (JFC) objectives in both the OEF and OIF. Missions included ISR, Special 

Operations Forces (SOF) Direct Support, Close Air Support (CAS), urban CAS, Kinetic Intercept (KI), 

Combat Search and Rescue (CSAR), and Strike Control and Reconnaissance (SCAR). 

During OEF, the Predator system prosecuted the Global War on Terrorism from a fully operational 

deployed GCS. Remote split operations (RSO) (geographically separated GCS control of the Predator) 

enhanced Predator capability in the OEF area of responsibility (AOR) and enabled the launch of an 

additional aircraft to support simultaneous or high priority operations. A key element of RSO was the 

intensive use of secure internet “chat.” Chat was initially established between two geographically 

separated GCSs to improve secure communication connectivity. Chat rooms were subsequently 

established as a means of communications between the tasking authority, command and control units and 

flight crew. 

OIF also saw extensive use of Predator remote split operations where flights launched by the forward 

deployed LRE were then handed over to Nellis AFB operators. The Predator LRE operated from two 

forward operating locations, and demonstrated flexible flying operations that included an aircraft “divert” 

and aircraft intra-theater deployment capability using the two LREs. The Predator system demonstrated 

“surge” operations by simultaneously controlling four airborne Predators for seven days before weather 

forced the first cancellation. Most importantly, the Predator successfully operated across the entire 

spectrum of the find, fix, track, target, engage, and assess (F2T2EA) kill chain. 

While operations were effective, communications support was not ideal. UHF communications between 

Predator operations control at Nellis AFB and Airborne Warning and Control System (AWACS), Air 

Support Operations Center (ASOC), and Direct Air Support Center (DASC) controllers were poor, 

resulting in a reduced real time deconfliction capability and reliance on the CAOC-based Predator liaison 

officers (LNO) to deconflict and to coordinate airspace and attack procedures. CAOC LNOs had to 

provide direct phone numbers and chat rooms to the GCS due to limited access to secure 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-4 

communications. The LRE also had poor secure communications capability due to their austere locations. 

Many missions had to be coordinated in the clear using brevity codes. Dissemination of Predator real 

time video Moving Picture Experts Group (MPEG) clips, greater than 5 minutes in duration, was not 

possible due to e-mail file limitations. The USAF developed a technical solution for this problem to 

capture and archive video for the Combined Forces Air Component Commander (CFACC). 

Figure C-2 illustrates the Predator operating in a deployed mode. It maintains contact with its GCS 

through a line of sight data link or via over the horizon Ku-band satellite link to the Predator Primary 

Satellite Link (PPSL). Video feeds are then piped out to the DCGS and the Air Operations Center (AOC) 

through theater communications or the Defense Information Services Network (DISN). Video is also 

broadcast to a virtually unlimited number of users through the Global Broadcast Service (GBS) via the 

GBS inject facility. 

CL

Video

GBS Inject

AOC

DCGS

GBS

GCS

PPSL

FOL

RL

LOS

Ku

Users

Target

EO/IR

SAR Users

Video

RL

CL

Ops Cell

Video

Theater Comm/

DISN

CL

Video

GBS Inject

AOC

DCGS

GBS

GCS

PPSL

FOL

RL

LOS

Ku

Users

Target

EO/IR

SAR Users

Video

RL

CL

Ops Cell

Video

Theater Comm/

DISN

FIGURE C-2. PREDATOR OPERATING IN DEPLOYED MODE. 

Figure C-3 illustrates, the Predator communications architecture during RSO. In this mode, the LRE 

controls the Predator via line of sight data link for launch and recovery. After take off, the GCS assumes 

control via Ku-band SATCOM link and DISN Asynchronous Transfer Mode (ATM) Services (DATMS) 

network. Sensor product is then passed to the DCGS and the GBS inject point via DATMS. 

Radios 

Every aspect of military operations depends on wireless voice and data communications. Over the years 

many non-interoperable systems were built and fielded to meet a broad range of specific Service 

requirements. 

While providing much needed capability, this approach created problems. Dissimilar hardware has 

complicated spares provisioning and radio maintenance. Specialized receiver/transmitter units could only 

communicate with compatible radios. This impacted Joint Operations where communications and 

collaboration are needed to enable important new capabilities that often result from unprecedented but 

innovative combinations of disparate forces. 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-5 

CL

GBS PIP

AOC DCGS with GIG Services

LRE

PPSL

FOL

RL

LOS

Ku

Target

EO/IR

SAR

RL

CL

DATMS

GCS, Ops Cell

MOB

DATMS

GBS

Video

IOL

Video

CL

GBS PIP

AOC DCGS with GIG Services

LRE

PPSL

FOL

RL

LOS

Ku

Target

EO/IR

SAR

RL

CL

DATMS

GCS, Ops Cell

MOB

DATMS

GBS

Video

IOL

Video

FIGURE C-3. PREDATOR REMOTE SPLIT OPERATIONS. 

DoD needs a new radio development process to improve flexibility and interoperability, and to streamline 

logistic support to DoD radios across the defense enterprise. 

Lessons Learned 

UA operations in Afghanistan and Iraq highlighted and validated the following needs: 

3⁄4 Real time and near real time video broadcast 

3⁄4 Real time secure collaborative communications 

• Voice over IP 

• Voice telephone 

• SIPRNET chat 

3⁄4 Access to systems data, independent of system control, available to a large number of users 

3⁄4 SATCOM reach back for BLOS command and control and product dissemination 

Broad experience with military radios and joint operations highlighted the need for an enterprise wide 

approach to the development and fielding of interoperable, software defined radios based on a common 

set of hardware components. 

VISION

The vision for UA communications takes into account the documented need for broadband, broad based, 

seamless information sharing and the lessons learned from operational experience. This section will 

outline the UA communications themes, highlight and describe the current programs and DoD initiatives 

that most directly impact UA communications, provide a functional model for modularized UA design, 

and identify impediments to achieving net-centricity. The vision for UA communications is an evolution 

from a dedicated circuit to a web enabled interface over the next 10-15 years. Figure C-4 illustrates this 

vision. 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-6 

GIG

UA Control Station

Control Station as 

Edge Device on the GIG

Provides Communications 

Services to/from the UA

UA

Closed Circuit 

Data Link

Network 

Interface

GIG

UA Control Station

UA as 

Edge Device on the GIG

GIG Access to UA Functions 

and Products

UA

Network 

Interface

Network 

Interface

GIG

UA as 

Part of the GIG

Adds Capability to the GIG

UA

Network 

Interfaces

Today 5-10 years 10 + Years

GIG

UA Control Station

Control Station as 

Edge Device on the GIG

Provides Communications 

Services to/from the UA

UA

Closed Circuit 

Data Link

Network 

Interface

GIG

UA Control Station

UA as 

Edge Device on the GIG

GIG Access to UA Functions 

and Products

UA

Network 

Interface

Network 

Interface

GIG

UA as 

Part of the GIG

Adds Capability to the GIG

UA

Network 

Interfaces

Today 5-10 years 10 + Years

FIGURE C-4. UA PROGRESSION FROM CIRCUIT BASED TO NET-CENTRIC COMMUNICATIONS. 

Themes 

The following “Communications Themes” set the tone for this section and are provided to guide new 

systems development and legacy system migration. 

3⁄4 Implement an Internet Protocol (IP) based UA networking architecture 

3⁄4 Migrate point-to point circuits to an IP based network 

3⁄4 Register all data with the DISA metadata repository 

3⁄4 Implement network access and connectivity via JTRS enabled terminals, evolutionary terminal 

acquisition 

3⁄4 Provide timely, reliable, secure transmission of large quantities of data with eventual migration to 

SCA compliant CDL, JTRS and Family of Advanced Beyond Line-of-Sight Terminals (FAB-T) 

3⁄4 Provide assured, direct connectivity into the Transformational Communications System (TCS) space 

backbone 

UA networking will incorporate the following major functional areas. 

3⁄4 Routing. mobile ad-hoc routing, traditional routing, and global connectivity 

3⁄4 Mobility and IPv6. mobility services for both user hosts and networks 

3⁄4 Quality of Service (QoS)/Class of Service (COS). guaranteed and differentiated services for user 

networks 

3⁄4 Network Management. management of mobile nodes and integration with other GIG network 

management systems 

3⁄4 Information Assurance (IA). IP network security 

DOD INITIATIVES

The DoD is transforming from a hierarchical, point-to-point (circuit switched) architecture to horizontally 

integrated, net-centric operational model. The highly successful, DoD mandated CDL program will 

contribute significantly to UA communications for the foreseeable future, transitioning to this net-centric 

configuration in the coming years. In addition, DoD has sponsored six key technology initiatives: JTRS, 

GIG Bandwidth Expansion (GIG-BE), Transformation Communications Architecture (TCA) SATCOM 
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APPENDIX C - COMMUNICATIONS

Page C-7 

(TSAT), Net-Centric Enterprise Services (NCES), IA programs, and Horizontal Fusion. Three of these 

initiatives directly impact UA development and deployment. The guidance in this appendix presumes 

their successful execution: 

3⁄4 JTRS. successfully deploys 

3⁄4 TSAT. constellation launches on schedule 

3⁄4 IA. HAIPE. a key web enabled encryption device successfully enables GIG Red Edge/Black Core 

The heart of the new net-centric model is the IP and networking services layer functionality, which will 

provide significantly improved communications modes (transport). This layer will provide the 

information services and applications needed to ensure timely, accurate, and secure discovery of and 

access to the information needed by the war fighter. Drawing on these services, the end user will receive 

information in the format and time of his choosing (Smart Pull). 

Common Data Link 

Today’s CDL provides the only means to meet ongoing, wide band, communications requirements. CDL 

is the DoD mandated standard for wireless data link communications of high capacity airborne ISR sensor 

data. Data link interoperability is governed by compliance with CDL specifications that address 

waveforms, associated protocols, and external (platform/sensor/network) interfaces. CDL is a full duplex, 

although asymmetric, wide-band data link that connects the UA to its control station either directly or via 

SATCOM. The control station generally transmits command and control data at 200Kbit/s and receives 

sensor product at up to 274 Mbit/s. 

Information exchanges occur primarily between the UA, its control station, and specially designed 

external interfaces, such as Air Traffic Control voice radio and video feeds. UA products, after being 

processed, flow to external nodes from the control station servers through network connections. In its 

current form CDL provides a closed circuit between the UA and its control station, carrying commands, 

status, and sensor products. The control station, as an edge device on the GIG then provides this 

information to the user community, while keeping the UA isolated from the GIG. CDL equipped UA 

must transition from a closed circuit, merely using communications services, to a network node, actually 

providing communications services. 

The first step to achieving net-centricity involves net enabling the interfaces. This means creating IP 

based network connections and routers between UA subsystems and the on board data link with 

corresponding network interfaces between the control station data link, control station subsystems, and 

the GIG. This changes the paradigm from that of a closed circuit to that of a network node. Functions 

and products of UA implemented as network nodes would be accessible to other authorized nodes on the 

GIG, not just to the control station. The UA itself becomes an edge device on the GIG. 

The second step involves UA that can connect directly to more than one node on the GIG. During times 

when the demand on the data links is low, such as during cruise portions of the mission, UA capable of 

connecting to more than one node, can act as network routers, passing internet data packets between the 

multiple connected nodes. In this way UA can contribute their unused bandwidth to the overall carrying 

capacity of the GIG, Figure C-4 illustrates this transition. The next several paragraphs describe current 

and future CDL programs and some IP convergent strategies. 

Baseline Common Data Link. The program originated in 1979 as a collaborative effort between the 

USAF, Assistant Secretary of Defense (ASD), and the National Security Agency (NSA) in support of the 

U-2 collection mission. Success onboard this and other platforms subsequently resulted in the Office of 

the ASD (OASD)/Command, Control, Communications, and Intelligence (C3I) issuing a December 1991 

policy memorandum mandating CDL as the DoD interoperability standard for LOS communications of 

airborne ISR sensor data to surface-based (land/sea) processing terminals. A June 2001 policy update 

further extended the CDL standard to include air-to-air and BLOS relayed ISR applications. 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-8 

CDL terminals typically support full duplex, jam-resistant, secure digital communications in either X or 

Ku-band at selectable data rates ranging from 0.2-2 Mbit/s on the forward link (command/control data) 

and with return link (sensor data) rates from 10-274 Mbit/s. In recent years, CDL applications have been 

extended to a variety of manned and unmanned tactical platforms, fueled by affordability advances led by 

the tactical common data link (TCDL) program which introduced intermediate-level performance and 

interoperability at the lower (< 45 Mbit/s) CDL data rates. Continuing advances and leveraging of 

commercial microelectronics have since extended similar technology-cost advantages to full-rate CDL 

applications. Although most CDL applications employ point-to-point radio links between the ISR 

collection platform and processing terminal, emerging applications entail point-to-multipoint 

(simplex/broadcast) operations to multiple receive-only terminals. Additional ongoing CDL capability 

enhancements include: 

3⁄4 Increased forward and return link data rates (up to 45 Mbit/s, 1096 Mbit/s respectively) to address 

evolving forward link applications and bandwidth demands posed by high performance hyper-spectral 

and multi-sensor platforms. 

3⁄4 Enhanced point-to-multipoint capabilities providing full duplex, low-latency network 

communications between a central (collection or fusion) node and its multiple (sensor or user) client 

nodes. 

3⁄4 Advanced Waveforms providing variable bandwidth on demand (ranging from 10Kbit/s – 274 

Mbit/s), optimized for IP-based data transfer, and enhanced RF link range/weather/jamming 

performance. 

3⁄4 System architecture/software migration to JTRS SCA compliance. Although envisioned objective 

capabilities pose software/waveform portability and interoperability advantages, current JTRS 

technology base and associated performance does not currently meet user and system throughput 

requirements. 

3⁄4 Transition to IP-based user interfaces. Historically, CDL based systems were not networked on either 

the air or surface ends of the link. The approach taken by the platform/ integrating contractor towards 

integration of multiple sensors/functions into the CDL interface would generally entail optimization 

for the specific program application, although often at the expense of compounding or precluding 

interoperability with other programs/Services. Custom conventions generally would entail the 

methods by which multi-sensor data would be multiplexed external to CDL and bit-stuffing or other 

means by which the aggregate would be bandwidth matched to the one or multiple CDL synchronous 

channels. The recent trend within CDL, now motivated by the OSD mandate, requires the provision 

of an IP-based CDL user interface to the platform. This should effectively eliminate custom platform 

integration conventions helping to establish CDL as part of a seamless GIG communications 

infrastructure. 

Variant CDL Program Descriptions 

Tactical Common Data Link. Provides simplex or, full duplex, and jam-resistant links for tactical UA 

and other applications, with initial prototype demonstrations supporting 200 Kbit/s forward link and 10.7 

Mbit/s return link rates. Ongoing developments are currently expanding to full rate capabilities (up to 45 

Mbit/s forward link and 274 Mbit/s return link). The Army's Tactical Unmanned Aerial Vehicle (TUAV) 

Operational Requirements Document (ORD) requires TCDL, as does Fire Scout. Both the Army and the 

CDL Program Office are pursuing miniaturization of the TCDL for tactical UA applications. 

Multi-Role – TCDL (MR-TCDL). Flexible, scaleable, modular, and programmable data link that can be 

reconfigured through software programmable subsystems and plug-and-play modules for a variety of 

missions and applications. MR-TCDL will be interoperable with the existing CDL systems and provide a 

wideband “clear channel” for bandwidth-on-demand requirements of future applications. Through IP 

networking, and SCA modularity, MR-TCDL will provide a full mesh, self-healing network that will 

strengthen the Army Intelligence Community’s ability to allow the Army Knowledge Enterprise 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-9 

Architecture, GIG, DCGS, Warfighter Information Network-Tactical (WIN-T), JTRS, and the family of 

CDLs to communicate and disseminate information across the Army, Joint, Allied, and Coalition ISR air, 

ground, and space functional areas. The MR-TCDL system will be capable of interoperating in 

Multi-Connect/Direct-Connect RF topologies, and will provide a complimentary wideband RF network 

backbone that is fully compatible and interoperable with the emerging Multi-Platform CDL (MP-CDL) 

network topology. 

Multi-Platform Common Data Link. Network-based application of the standard DoD data link for the 

dissemination of ISR data. The airborne MP-CDL will be the first fully networked CDL the military has 

deployed with the capability to communicate from the aircraft to as many as 30 active, airborne- and/or 

ground-networked platforms at one time (threshold). MP-CDL can be used to relay information from one 

aircraft to another or to ground stations in the network. It is a wideband, jam resistant, IP enabled data 

link that includes a wideband mobile router running commercial off-the-shelf (COTS) protocols 

(IPv4/RIP/DHCP) and a network manager using simple network management protocol (SNMP). The 

MP-CDL system provides for extensive future growth capabilities including additional channels, 

wideband (274 Mbit/s) SATCOM, higher data rates (548 Mbit/s and 1Gbit/s), and advanced networking 

protocols. The flexibility and interoperability of the MP-CDL system will provide the net-centric 

warfighter multiple communications capabilities, ultimately extending the edge of the Global Information 

Grid through the command and control and ISR assets to the shooter. 

Joint Tactical Radio System 

JTRS will promote interoperability, streamline logistics across the Services, and reduce radio 

maintenance costs, through the development and fielding of software defined radios. The JTRS Joint 

Program Office (JPO) will oversee Service-led development and procurement of JTRS hardware and 

software, including the software-defined waveforms, which will define the functionality of these new 

radios. The new radios will match the size, weight, power, and interface requirements of legacy radio 

systems that they are designed to replace. 

The SCA governs the structure and operation of the JTRS, enabling programmable radios to load 

waveforms, run applications, and be networked into an integrated system. For complete information on 

this key standard see the Software Communications Architecture Specifications, MSRC-5000SCA. The 

complete software specification along with Application Program Interface (API) and Security 

supplements can be downloaded from the JTRS website: 

http://jtrs.army.mil/sections/overview/fset_overview.html. 

JTRS employs an evolutionary acquisition approach, which provides for multiple procurements with 

increasing capability and functionality over the life of the program. Rather than delay fielding until 

systems meet all requirements, initial capabilities are fielded as soon as possible, with new capabilities 

added as they mature. JTRS evolution can be viewed as three distinct phases: Near-Term, Mid-Term, 

and Long-Term. 

Near-Term 2004-2007. This phase provides the warfighter with a foundation for future capabilities as 

JTRS compliant equipment is developed and fielded. During the near-term, JTRS will provide 

interoperability within each cluster and with all other clusters. Routing and retransmitting through 

dedicated JTRS nodes will provide interoperability with legacy radios and networks during the transition 

to full JTRS fielding. 

Mid-Term 2007-2012. In the mid-term, tactical networks will use new JTRS capabilities, including the 

Wideband Networking Waveform (WNW) and enhanced network, spectrum and security management. 

Mid-term JTRS will also provide route and retransmission between JTRS and legacy networks. 

Long-Term 2012-2030. Over the long-term, JTRS will provide a fully integrated information system 

network to include active and passive information operations management across the joint and combined 

environments. The system will include a self-establishing and self-healing "smart" network, which will 

automatically manage the RF domain. 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-10 

JTRS Groupings. Service acquisition requirements for JTRS are grouped according to similarity of 

requirements and fielding schedules. These groups are currently referred to as “clusters.” Of special 

interest to the UA community are Cluster 1 and Cluster AMF, which provide airborne secure voice and 

data communications. 

3⁄4 Cluster 1. Provides a multi-channel software programmable, hardware-configurable digital radio 

networking system, and supports requirements from the Army Aviation Rotary Wing, Air Force 

Tactical Control Party (TACP), and Army and USMC Ground Vehicular platforms. In FY07, the 

Navy will begin fielding an SCA compliant CDL (TCDL), using a JTRS Cluster 1 terminal equipped 

with a high-band module. 

3⁄4 Cluster AMF. The Cluster 3 (Maritime/Fixed station) and Cluster 4 (Airborne) programs merged to 

form the JTRS Airborne, Maritime, and Fixed Station (AMF) cluster. AMF will provide SCA 

compliant airborne, maritime and fixed station JTRS hardware suites for all services enabling 

seamless connectivity to the GIG. Block 2 will provide for narrowband and wideband requirements, 

including the JTRS WNW. 

JTRS Features

3⁄4 Open, flexible, extensible, and modular networks with both Red side and Black side services 

3⁄4 Well-defined interfaces for third party augmentation 

3⁄4 Interoperability with other GIG networks (TSAT, GIG-BE) in a coordinated approach across all 

Services 

3⁄4 WNW, a self-organizing, self-healing network 

Wideband Networking Waveform 

Several networking radios exist today, securely moving voice and data between airborne and ground 

elements. Some examples are the Single Channel Ground and Airborne Radio System (SINCGARS), 

Enhanced Position Location Reporting System (EPLRS), and Link 16. SINCGARS is a self-organizing, 

self-healing, IP based network. Data is routed from radio to radio on the net, until it reaches its final 

destination. SINCGAR’s comparatively low data rate, 500bit/s to 15Kbit/s, while adequate to support a 

sub network of limited size, cannot adequately connect multiple subnets forming a larger, battlefield 

internet. 

The JTRS WNW, one of many JTRS waveforms, along with a suitably configured JTRS radio, will 

provide the required broadband backbone to connect subnets such as SINCGARS. A WNW equipped 

UA, acting as an airborne backbone, would significantly increase the data throughput of a collection of 

SINCGARS subnets. The WNW threshold data throughput rate is 2 Mbit/s. Its objective throughput rate 

is at least 5 Mbit/s. WNW will be able to tailor its transmission data rate to match the receiving radio data 

capacity. 

In addition to providing a backbone, linking ground based, battlefield subnets, WNW creates airborne and 

ship borne extensions to the GIG, supporting free flow of data through a dynamic, adaptable, IP-based 

wireless network. The WNW routing capability will support constantly changing network topologies as 

well as radio silent (receive only) nodes. 
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APPENDIX C - COMMUNICATIONS

Page C-11 

R R R

R R

R R

Land Line

(wire or fiber)

Ground 

Based

Radio

Local Area 

Network

People

Weapons

Sensors

UGS

R R

Tier 1

Team 

Coverage

R = JTRS Internet Router

(Wideband Network Waveform)

JTRS

JTRS

JTRS

R R R

R R

R R

Land Line

(wire or fiber)

Ground 

Based

Radio

Local Area 

Network

People

Weapons

Sensors

UGS

R R

Tier 1

Team 

Coverage

R = JTRS Internet Router

(Wideband Network Waveform)

JTRS

JTRS

JTRS

FIGURE C-5. JTRS GROUND AND AIRBORNE NETWORKS. 

Figure C-5 illustrates a high level view of JTRS enabled ground and airborne networks. Table C-1 

provides a summary of WNW features. 

TABLE C-1. WNW FEATURES. 

Data throughput – Threshold/Objective >2 Mbit/s->5 Mbit/s 

Frequency Range 225-400 MHz 

Transmission Ranges (kilometers/nautical miles) Air-to-Air 370/200 

 Air-to-Ground 370/200 

 Ground-to-Ground 10/5.4 

 Ship-to-Ship 28/15 

 Ship-to-Shore 28/15 

Transformational Communications Architecture 

Recent experience in Afghanistan and Iraq, operating Predators and Global Hawks, underscored the 

critical role SATCOM plays in providing over the horizon UA command and control as well as sensor 

product dissemination. DoD owned SATCOM assets, however, could not support the high data rates 

required to move imagery products. 

DoD leased SATCOM channels from commercial vendors to make up for the shortfall in DoD controlled 

SATCOM capacity, which exposed the UA operations to some elements of risk. 

3⁄4 DoD faces increasing competition for available SATCOM channels from the private sector 

3⁄4 SATCOM channels are not always available in the required location 

3⁄4 Private vendors have the option to refuse service to the U.S. 

The FY2002 DoD Transformational Communications Study identified the need to vastly improve military 

communication systems and reduce reliance on foreign commercial SATCOM vendors; as a next step in 

the improvement process, they developed the TCA. The defined architecture should support: protected 

tactical services as a follow-on to the MILSTAR and Advanced Extremely High Frequency EHF (AEHF) 

programs; wideband services as a replacement or follow-on for the Defense Satellite Communications 

System (DSCS), GBS, and Wideband Gapfiller System (WGS); protected strategic services as a followon to the MILSTAR, Interim-Polar and AEHF programs; data relay/retrieval and command forwarding 

services support for satellites and high-altitude aircraft and UA; and narrowband services to support 

mobile and handheld services as a replacement or follow-on for the UHF Follow-On (UFO) mission area. 

The TCA expresses a framework for seamless, IP based orbiting communications systems with an 

interface to the terrestrial component of the GIG, GIG-BE, through teleports. The TCA provides an 

orbiting network of optical and RF communications relays using Internet routers moving information 

between ground, air, and space nodes. Figure C-6 shows the TCA constellation of satellites, its 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-12 

connectivity to GIG-BE via teleports and direct connectivity to manned and unmanned airborne 

platforms. 

FIGURE C-6. THE TRANSFORMATIONAL COMMUNICATIONS ARCHITECTURE. 

MILSATCOM through 2015. Under the current schedule WGS, DSCS, and GBS Phase II deployment 

begins in 2005. Advanced EHF satellite deployment begins in 2005, as well. However, Mobile User 

Objective System (MUOS) deployment does not begin until 2008, which will require commercial 

augmentation. 

LaserComm 

Airborne and orbiting optical data links, or LaserComm, will offer data rates two to five orders of 

magnitude greater than those of the best future RF systems, and provide a direct connection between high 

flying UAs, such as Global Hawk, and TSAT in the 2013 time frame. Key technical challenges remain, 

however. Pointing, Acquisition, and Tracking (PAT) technologies, that ensure the laser link was both 

acquired and maintained have not yet been perfected. Although LaserComm could surpass RF in terms of 

airborne data transfer rate, RF will continue to dominate at the lower altitudes for some time into the 

future because of its better all-weather capabilities. 

Information Assurance 

IA protection is required in each GIG domain (information, communications, and management and 

control). The GIG features a protected black core supporting multiple security levels with edge-to-edge 

protection for information flows (Figure C-7). Key security features will include: 

authentication/encryption; network control policy functions; packet header masking on high-risk 

communications; and dynamic intrusion/attack detection and reaction capability. 

AEHF

(1,2,3) WGS (5 GEO)

(X, Ka)

AWS/TSAT 

(5 GEO)

Adv Polar

(3 HIO)

RF

Laser

IC Backbone

GIG BE/Teleport Connectivity

MUOS

(6 GEO)

JTRS / Wireless Connectivity

• TCA will remove communications as a constraint to warfighter operations

– Vastly more capacity; voice, video, and data services

– Seamless connectivity between terrestrial, wireless, and SATCOM users

– Exfiltration & relay of unprecedented amounts of tactical sensorinformation 

• TCA uniquely enables transformational warfightingdoctrine/organizations

– Dynamic, self organizing networks, any source to any destination

– High data rates across multiple subnets with prioritization, quality of service 

– Provides broadband, protected access towarfighterson the move

– Supports DoD, Intelligence Community, and NASA
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APPENDIX C - COMMUNICATIONS

Page C-13 

FIGURE C-7. BLACK TRANSPORT EDGE-TO-EDGE. 

DoD Net-Centric Data Strategy 

For data from one computer or software application to be useable in a different computer or software 

application, that data must be in a format that is compatible to both. Traditionally, DoD has accomplished 

this compatibility through data administration, standardizing and controlling data element definitions and 

structures across the DoD enterprise. This approach proved too cumbersome, in part due to the constantly 

evolving technology and in part due to the sheer scope of the enterprise. 

DoD/CIO has since published an updated approach to achieving data interoperability called the DoD NetCentric Data Strategy. This approach expands the focus beyond mere standardization of format, to 

making data visible and accessible across the network. It recognizes that in addition to predefined sets of 

users, there will be unanticipated users requiring access to the data. The key tenet to this strategy is the 

development, registration and publication of metadata. This allows developers full access information 

about data made available and simplifies the creation of interfaces to feed the data to various applications. 

Complete information regarding the DoD Net-Centric Data Strategy is available at the DoD Metadata 

Registry and Clearing house at http://diides.ncr.disa.mil/mdregHomePage/mdregHome.portal.

UA SYSTEMS ENGINEERING

Implementing network interfaces between all UA systems and subsystems provides three key benefits: 

(1) connects the UA to the GIG through either legacy, current, or programmed physical links - copper 

wire, optical fiber, RF, laser (2) enhances the GIG’s aggregate data handling capacity, and (3) facilitates 

separating UA functions, making it easier to create modular plug and play components. 

Separate Physical Connection From Transport Protocol 

 UA systems do not have to wait until a net-centric wireless technology is fielded to connect to the GIG. 

The physical connection between two nodes, be it wire, radio waves or light, merely transfers a signal 

from one point in space to another. Embedded in that signal is the sequence of ones and zeros that 

constitute the data being passed. IP based network connections can be implemented using any physical 

connection. This makes it possible to connect legacy systems to the GIG by replacing tightly coupled, 

unique data transfer implementations with IP based network connections. Creating an IP network based 

transport layer separates the data transfer protocols from the physical connection and integrates UA into 

the GIG regardless of the wireless technology employed (C-band, CDL, JTRS, LaserComm). 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-14 

Contribute to the GIG’s Aggregate Bandwidth 

Currently, UA communicate with their respective control elements via dedicated, point-to-point data 

links. These data links provide continuous information handling capacity between the nodes, up to the 

maximum data rate supported. During long cruise segments of a mission, however, traffic across the 

dedicated link may drop to nearly zero. The closed system design precludes other users from taking 

advantage of the unused bandwidth. 

Implementation of an IP based, packet switched network interface, between UA systems with multiple 

data links, control elements and other nodes, provides a path through the UA communications links 

through which routers can pass packets during lulls in the primary system’s communications needs. Each 

UA system adds its individual throughput capacity to the larger network. Access priority can be 

controlled using QoS and COS technologies as defined by IEEE standard 802.1p giving top priority to the 

primary system’s communications requirements. Looking at the operating theater’s communications 

infrastructure as a whole, it becomes clear that implementing networked interfaces for all communications 

links, not just UA, significantly increases data handling in theater, with no compromise to the data needs 

of the primary system. 

Separate UA Functions 

In addition to migrating point to point links to network interfaces, UA components and functions must be 

separated, modularized and connected using network interfaces. In keeping with the net-centric approach 

to system design, Figure C-8 illustrates one approach to separating and modularizing UA components and 

functions, within the UA. The platform’s local area network (LAN) connects sensors, sensor 

management, and flight management units. The communications equipment connects to the WAN traffic 

manager and links the platform LAN to other Local Area Networks. Within the control station (ground, 

afloat, or airborne) the same approach applies. Consoles connect to the LAN, and the communications 

equipment provides pathways between that LAN and other LAN segments. 

FIGURE C-8. AIRCRAFT SYSTEMS ENGINEERING MODEL – IP FRIENDLY NETWORK INTERFACES. 

Communications and infrastructure requirements for all UAS will be defined in terms of four key 

functional interfaces. 

Flight Control

Payload Control and 

Product Dissemination

Weapons 

Employment

Situational 

Awareness

Flight Control

Payload Control and 

Product Dissemination

Weapons 

Employment

Situational 

Awareness

SATCOM

CDL/NDL/JTRS/WNW

ATC/ATM

Other 

Interfaces

User User

Terrestrial

Control Station

UA

• Separable functional interfaces

• Modular payloads and weapons

• IP based network interfaces

• Standard Control Interface Mapping

Flight Control

Payload Control and 

Product Dissemination

Weapons 

Employment

Situational 

Awareness

Flight Control

Payload Control and 

Product Dissemination

Weapons 

Employment

Situational 

Awareness

SATCOM

CDL/NDL/JTRS/WNW

ATC/ATM

Other 

Interfaces

User User

Terrestrial

Control Station

UA

• Separable functional interfaces

• Modular payloads and weapons

• IP based network interfaces

• Standard Control Interface Mapping

User User

Terrestrial

Control Station

UA

• Separable functional interfaces

• Modular payloads and weapons

• IP based network interfaces

• Standard Control Interface Mapping
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APPENDIX C - COMMUNICATIONS

Page C-15 

3⁄4 Aircraft Control, everything but payloads and weapons. 

3⁄4 Payload, product and control. 

3⁄4 Weapons, kinetic and electronic. 

3⁄4 Situation Awareness. 

These four functional interfaces and their corresponding processes must be distinct and accessed 

separately (Figure C-8). One overall aircraft design goal would be to allow changes to payloads without 

requiring recertification of the flight control system software. Another would be to provide security to the 

various functions and subsystems: weapons security, aircraft security, and payload security. Secure 

methods must be developed that allow machine to machine sensor tasking, while precluding inadvertent 

automatic weapons employment through an aircraft control or payload control interface. 

Aircraft Control Function 

UA control applications can and should be designed with net-centricity in mind. Rather than stand alone 

applications, installed on custom equipment, UA controls can be designed and deployed as network 

services, accessed by general purpose computers, and interfaced through the GIG via TCP/IP. 

Payload Function 

The word “payload” refers to all UA functions that are not aircraft command and control, not weapons 

employment, and not situation awareness. Currently this includes an array of electro optical sensors, 

synthetic aperture radar, signals intelligence sensors, and communications relay equipment. Electro 

optical sensors collect both still and motion imagery. These include visible, infra red, multi-spectral and 

hyper spectral sensors. 

Many current UA payloads require extensive custom interfaces to integrate sensors, platforms and control 

stations. Changes in payload and aircraft configuration ripple across many systems and subsystems in 

some cases requiring recertification of flight control mechanisms. Future UA payloads must be modular, 

which means independent of and separable from the UA, especially the UA’s flight critical systems. This 

can be accomplished by implementing the following in all new payload designs (see Appendix E) 

3⁄4 Standard physical interfaces. includes mounting brackets and electrical/electronic connectors 

3⁄4 Standard product format. imagery, SIGINT, communications relay 

3⁄4 Standard control interface mapping. assigning corresponding functions on different UA systems to 

the same keyboard commands 

Weapons Function 

The weapons function includes dropping bombs, launching missiles and conducting information 

operations. The weapons function must be isolated from payload and platform control to preclude 

inappropriate access to weapons functions, and subsequent accidental employment, through non-weapons 

functions interfaces. The weapons function must support common message sets such as those described 

in MIL-STD-1760. 

Situation Awareness Function 

The situation awareness function provides situation awareness from two perspectives: that of the UA 

operator and that of other operators in the airspace. The UA Interoperability Integrated Product Team 

identified a set of data elements required to support situation awareness. It also identified the need to 

register these data elements with the DISA metadata registry to support Extensible Markup Language 

(XML) tagging. The data types and units are based on the international standard for units (SI) and are the 

same as data elements defined in NATO STANAG 4586. The situation awareness function supports 

capabilities provided by: 

3⁄4 Link 16 

3⁄4 Integrated Broadcast System (IBS) 
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3⁄4 Situational Awareness Data Link (SADL) 

3⁄4 Single Integrated Air Picture (SIAP) 

3⁄4 Air Traffic Control (ATC) Identification Friend or Foe (IFF), expanded Mode S 

Link 16 provides real time situation awareness of events taking place beyond the range of an aircraft’s 

onboard sensors. Air Force AWACS and Joint STARS, plus the Navy Hawkeye, maintain the data 

transmission of an integrated picture to all nodes on the network via Link 16. The current system is 

closed. It is not IP base or web enabled. 

IBS integrates the Tactical Intelligence Exchange System (TRIXS), Tactical Related Applications 

(TRAP), the TRAP Data Distribution System (TDDS), the Tactical Information Broadcast System 

(TIBS), the Global Command and Control System’s (GCCS) Near Real Time Dissemination (NRTD) 

interface into a single situation awareness broadcast. SADL links U.S. Air Force close air support aircraft 

with the U.S. Army's EPLRS. The SIAP is the air component of the Common Tactical Picture that is 

generated and distributed by the various sensors and command and control systems. The IFF Mode S is a 

secondary surveillance and communication system, which supports Air Traffic Control. 

CHALLENGES

Impediments to Networked UA Communications 

As the Services and industry work to make the ubiquitous network a reality, individual programs will 

have to address a number of complex issues. While the solutions to these issues may be highly tailored to 

individual program requirements, they must draw on GIG standards to assure seamless connectivity and 

broad based information sharing. Current data link systems focus on aircraft and sensor technology rather 

than network based interfaces, and often use unique formats for data transfer. The resultant, tightly 

coupled interfaces preclude broad interoperability. 

Traditional circuit based systems have enjoyed success over the years. Many users expect circuit 

functionality and performance to be emulated in an IP environment. While dedicated circuits offer 

performance precisely tailored to the operational requirement, they represent single points of failure and 

often have limited interoperability/flexibility due to optimization for specialized applications. Sized for 

peak demand, point-to-point circuits are not always required to operate at full capacity. Due to being 

closed circuits, however, their surplus bandwidth is not available to external users. 

Frequency Spectrum Considerations and Bandwidth Constraints 

Many UAS use COTS data link equipment that offers the developers reduced costs for the equipment and 

shorter development periods. Problems associated with using commercial RF for military applications 

include being designed within the U.S. authorized spectrum, which means that they are given the “lowest” 

priority within the United States and its Possessions (US&P). As a result, use of these frequencies may 

be prohibited in some countries. The use of COTS usage for proof of concept is OKaccpetable on a 

temporary basis, but the strong consideration must be given system must be replaced withselecting a 

material solution that truly takes spectrum supportability into account. equipment that operates in theThis 

includes considering equipment designed to operate in properly allocated band before field testing and 

especially before entering formal development or large numbers are procured. Such replacement efforts 

need to be programmed into the transition plan from ACTDs into a normal acquisition program. 

RF spectrum challenges for UAS 

3⁄4 Spectrum use is controlled internationally by treaties and within the US&P by laws and regulations. 

3⁄4 Those treaties, laws, and regulations have divided the spectrum by type of service use, (e.g., radio 

navigation, aeronautical mobile, fixed-satellite, and mobile satellite), by user (e.g., Government and 

non-government), and by region (1) Europe, Africa, Former Soviet Union, and Near East; (2) 

Western Hemisphere; and (3) Far East and Western Pacific. 
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3⁄4 Any new federal government system that seeks to use a portion of the spectrum must seek both a 

frequency allocation and a frequency assignment. Normally, new systems can not interfere with older 

systems with prior equal or higher status (e.g., primary or secondary) assignment. 

If a new system does not conform with the existing treaties, laws and regulations, it can only operate on a 

“not to interfere basis” (NIB) with other approved systems. 

The DoD Policy on Electromagnetic Spectrum – Management and Use (DoDD 4650.1) provides specific 

requirements that program offices must meet when developing and using RF systems. It states, 

“Spectrum-dependent equipment or systems shall not be developed or procured without reasonable 

assurance that required electromagnetic spectrum is, or shall be, available to support the development, 

testing, and operation of that equipment or system.” 

DoDD 4650.1 further states that “No spectrum-dependent ‘off-the-shelf” system shall be purchased or 

procured without the assurance that spectrum supportability has been, or can be obtained.” 

Finally, DoDD 4650.1 requires the acquisition community to insure compliance with supportability 

requirements and to provide oversight to the process prior to and through the development, test and 

evaluation phases of a system. Since systems are designed within the U.S., they must meet U.S. 

requirements, and since there is no way of predicting where they may be used “outside the U.S.,” it is 

necessary to consider the potential limitations of International Law/International Treaties on the 

development of unmanned aircraft systems. Spectrum flexibility in development must be a consideration, 

or International Law must accommodate use of military systems regardless of the country of origin. 

Disadvantaged Users 

Across the internet, people enjoy a range of access performance, from low end analog modem 

connections, to gigabit interfaces. Those with lower performance interfaces generally recognize the 

limitations of their equipment and take advantage of services that are sized to fit their data handling 

capacity. Content providers similarly recognize that many users will continue to access their services 

through low performance connections and offer their services with options to tailor the content to meet 

the user’s capability. Defense content providers have the same requirement, to make their products 

accessible to the entire range of connection performance. 

THE WAY AHEAD 

Current UA communications capabilities must evolve into the future DoD net-centric vision. Current UA 

support to the war fighter should be sustained while making the transition, but every effort must be made 

to make the transition as soon as possible. This section outlines practical guidelines to enable the future 

vision, including a summary of DoD written guidance, the DoD investments intended to produce common 

hardware and software to facilitate communications mechanisms across UA weapon systems, and the key 

leadership actions that can be taken right now to realize the net-centric vision soonest. The following 

summary of direction to the Services and to industry is intended to be the roadmap to guide the UA 

community’s transition to net-centricity. 

DoD Guidance 

There is already a body of written DoD direction that must be complied with while designing, building, 

fielding and sustaining UA systems. OSD publishes policy guidance in the form of Memoranda, 

Directives, and Instructions. This section provides the major policy statements that address UA 

communications. It also provides sources for applicable standards. While policy establishes the “what” 

of the guidance, standards establish the “how,” and support policy with implementation guidelines and 

technical instructions. 

Policy 

Policy statements are organized into two groups. The first group directs transformation to a net-centric 

force that universally operates on the GIG, providing direction for creating the GIG and the mechanisms 

to enable information to flow freely across it. This includes implementation of interoperable transport 
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Page C-18 

layers (IPv6), deployment of the TCA and transformation of circuit based DISN communications links to 

IP based services. 

Although smaller, the second group provides radio telecommunications guidance that enables wireless 

connectivity to the GIG and is binding on all UA communications systems and waveforms. While current 

UA systems support the warfighter through the common data link effort, implementation of common and 

more flexible physical links with the JTRS program will be the next step. Guidance that implements the 

GIG consist of: 

3⁄4 DoD Directive 8100.1, GIG Overarching Policy, dated September 19, 2002. 

3⁄4 DoD Chief Information Officer (CIO) Guidance and Policy Memorandum (G&PM) No. 11-8450, 

DoD GIG Computing, dated April 6 2001. 

3⁄4 DoD CIO Memorandum, Subject: Net-Centric Data Strategy: Visibility-Tagging and Advertising 

Data Assets with Discovery Metadata, dated October 24, 2003. 

3⁄4 DoD Memorandum, Subject: Internet Protocol Version 6 (IPv6), dated June 9, 2004. 

3⁄4 Chairman of the Joint Chiefs of Staff Instruction 6212.01C, Interoperability and Supportability of 

Information Technology and National Security Systems, dated November 20, 2003. 

Guidance that implements radio communications: 

3⁄4 OSD Memorandum, Subject: RF Equipment Acquisition Policy, dated June 17, 2003. 

3⁄4 OSD Memorandum for Secretaries of the Military Departments, Subject: JTRS, dated August 12, 

2004. 

3⁄4 ASD Memorandum, Subject: CDL Policy, dated June 19, 2001. 

3⁄4 ASD Memorandum, Subject: C3I Tactical Data Link Policy, dated October 18, 1994. 

Standards 

Standards support policy by providing technical information in sufficient detail to guide system and 

subsystem acquisition and development. These standards are mandatory for DoD weapon systems, 

including UAS, and are only waived in exceptional circumstances. Table C-2 lists the key standards and 

sources for standards. 

The “source” column contains hyperlinks to the websites hosting the information. For detailed 

information regarding a standard or source of standards, follow the respective link. Some websites will 

require a user ID and password for access. Appendix E discusses standards that apply to various system 

implementations. 

ENABLING PROGRAMS

Along with written guidance above, the DoD has invested in common products with the expectation that 

they be used to a maximum extent possible. This is to correct the weakness from past experience where 

each developing UA would invest in its own unique communication mechanism or design a system 

architecture that drove unique communication solutions. While the capabilities and schedules of these 

common-use programs may change, the following represents the best knowledge as of the time of this 

writing. UA programs should seek to synchronize their systems with the milestones of the applicable 

programs: CDL, JTRS, TSAT, FAB-T and HAIPE. 

In the area of net-centricity, GIG capabilities will not come on line simultaneously but will ramp up in a 

series of spirals. Once fielded, these capabilities will continue their evolution. Figure C-9 illustrates the 

spiral approach to achieving the net-centric force. Spiral 1, 2006, connects UA to the net and bridges 

gaps between legacy systems resulting from nonstandard data structures and transport mechanisms. 

Transition to IP based transport and metadata registration constitutes foundation elements to this strategy. 

Spiral 1 also introduces JTRS in a move toward a more flexible, interoperable system of software defined 

tactical radios and dynamic wireless networks. Spiral 2, 2008, leverages advances in net-centric 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-19 

communications, providing more robust connectivity between nodes and more efficient use of all 

available bandwidth. In Spiral 2, UA become an integral part of the net, with their excess bandwidth 

being made available to the GIG, improving the overall flow of data. Spiral 3, 2012, introduces the TSAT 

and its space born network of optical and RF receiver/transmitters and routers. It also adds new 

broadband connectivity between SATCOM and UA through the insertion of optical (laser) data link 

technology. Teleports connecting the SATCOM constellation to the GIG-BE fiber backbone complete 

the circuit and provide truly global communications. By spiral 4, 2016, the GIG has become the 

envisioned ubiquitous network, providing information on demand to warriors on the move, transparently 

and seamlessly. 

TABLE C-2. KEY SOURCES FOR COMMUNICATIONS STANDARDS. 

Title Source 

Global Information Grid 

Global Information Grid 

Architecture 

https://disain.disa.mil/ncow.html 

Net-Centric Operations Warfare 

Reference Model 

https://disain.disa.mil/ncow.html 

Joint Technical Architecture http://disronline.disa.mil 

Global Information Grid Capstone 

Requirements Document 

https://jrockmds1.js.smil.mil/guestjrcz/gRequirement.ReqDetails?pId=5027 

(SIPRNET) 

DoD Net-Centric Data Strategy http://www.defenselink.mil/nii/org/cio/doc/Net-Centric-Data-Strategy-2003-

05-092.pdf 

DoD Discovery Metadata 

Specification (DDMS) 

http://diides.ncr.disa.mil/mdregHomePage/mdregHome.portal 

DoD Metadata Registry and 

Clearinghouse 

http://diides.ncr.disa.mil/xmlreg/user/index.cfm 

Key Interface Profiles http://kips.disa.mil 

Information Assurance Support 

Environment 

http://iase.disa.mil/ 

Net-Centric Checklist http://www.dod.mil/nii/org/cio/doc/NetCentric_Checklist_v2-1-3_May12.doc 

Radio Telecommunications 

Joint Spectrum Center Documents 

and Publications 

http://www.jsc.mil/Documents/Documents.asp 

NTIA Manual of Regulations & 

Procedures for Federal Radio 

Frequency Management 

http://www.ntia.doc.gov/osmhome/redbook/redbook.html 

Software Communications 

Architecture 

http://jtrs.army.mil/sections/overview/fset_overview.html 

JTRS Reference Documents http://jtrs.army.mil/sections/referencedocuments/fset_referencedocuments.ht

ml 

Industry Best Practices 

World Wide Web Consortium http://www.w3.org/ 

Catalog of Object Management 

Group Specifications 

http://www.omg.org/technology/documents/spec_catalog.htm 

NATO ISR Interoperability 

Architecture 

http://www.nato.int/structur/AC/224/ag4/ag4.htm 

CDL 

While the future of wide band data links (>274 Mbit/s) is unclear, it will certainly involve a JTRS/SCA 

compliant solution. Two potential directions are evident at this time, either an enhancement to the WNW, 

or an SCA compliant iteration of the CDL managed under the auspices of the JTRS program office. 

Regardless, the final solution will become part of the JTRS set of software defined radios. 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-20 

WNW is currently envisioned as a 2-10 Mbit/s, self organizing network, initially acting as a backbone 

connection for self organizing ground and airborne networks, eventually replacing all ground and airborne 

networking radios. For WNW to become the migration path for CDL wide band (>274 Mbit/s) 

applications, however, high-powered, directional JTRS hardware would have to be developed and fielded. 

In addition, a WNW waveform, capable of supporting such data rates would have to be developed, 

integrated, tested and fielded. Current funding does not support this approach. 

FIGURE C-9. SPIRALED STAGES TO A UA COMMUNICATIONS NETWORK. 

Another possible direction would be, in keeping with currently published and supported OSD guidance, 

continuing to evolve the CDL specification using existing processes. Initial tasks would be to migrate to 

a net-centric footing, by isolating the data and transport layers from the physical connection, making CDL 

a wideband, point to point, network connection, vice the tightly coupled closed circuit it is today. 

Evolving software defined hardware components and supporting wideband waveforms would come next 

bringing the CDL into SCA compliance, making it part of the family of JTRS solutions. Current funding, 

however, does not support this approach either. 

Regardless of which direction future CDL programming takes, however, one imperative remains clear. 

Systems that need a CDL for wideband data exchanges, must submit their specific performance 

requirements to the JTRS program office to help guide future wide band data link procurement efforts. 

Figure C-10 illustrates these two potential directions. 

Spiral Migration 

to Seamless

GIG Spiral 4

2016

Spiral 3

2012

Full GIG Deployment: TSAT, Teleports, GIG-BE, JTRS, NCES

- Seamless capability to create and use global repository of 

information, available to all authorized users

- Land, sea, air and space connectivity

-Support to stationary users and users on the move

Transition to Transformational Satellite (TSAT) with Teleports

- Extend Network Reach

- Dynamic Bandwidth Allocation

- UAV LaserComm Connectivity

Spiral 2

2008

Spiral 1

2006

Multiple Inter-Networked Systems

- UAV as Transport provider

- End to End Network Connectivity

- Extended wideband Capability 

Initial Capability

- IP based transport

- Metadata registration

- Field Net-Centric systems: JTRS, WNW, WIN-T

- IP enable CDL data links

Current Experience – Unique non-interoperable solutions (stovepipes)
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APPENDIX C - COMMUNICATIONS

Page C-21 

CDL requirements evolution

Feed into JTRS

WNW requirements

Evolve SCA compliant software defined

CDL hardware and software, and fold into

JTRS family of software defined radios

JTRS WNW capable of 274Mbps+

And range exceeding 250 nm

SCA compliant, JTRS version of 

software defined CDL

FIGURE C-10. POTENTIAL CDL MIGRATION PATHS. 

JTRS 

The Joint Tactical Radio System program addresses legacy radio problems (refer to the section entitled 

Radios) through a two-pronged approach: software and hardware. First, the SCA, written for the JTRS 

program, specifies guidelines for developing software-defined waveforms. The Object Management 

Group (OMG) has adopted the SCA as an industry standard. In addition to software, JTRS certified 

hardware is being developed that can import software-defined waveforms and communicate using them. 

The JTRS program will oversee development of a family of software-defined radios, based on a set of 

common hardware components and software applications. All UA programs that require radios must 

synchronize purchases with the JTRS schedule. In cases where JTRS radios are not yet available, these 

programs must obtain a waiver, procure the minimum required number of legacy radios, and have a 

migration plan to procure and install JTRS counterparts as they become available. 

Figure C-11 shows IOC dates for key UA related JTRS programs. Cluster 1 and the MIDS JTRS should 

reach IOC in 2007. USN/USA will demonstrate and begin fielding Fire Scout with an integrated SCA 

compliant CDL (TCDL), using a JTRS Cluster I terminal equipped with a high-band modem module. 

AMF JTRS is expected to reach IOC in 2009. This schedule may change, but it remains a requirement 

for UA programs to coordinate all future radio purchases with the JTRS program office. For more 

detailed information about JTRS Clusters refer to the section entitled “Joint Tactical Radio System.” 

Additional information about the JTRS program and means of contact can be found at 

http://jtrs.army.mil/index.htm. 
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APPENDIX C - COMMUNICATIONS

Page C-22 

UA Related Program Schedules

CY04 CY05 CY06 CY07 CY08 CY09 CY10 CY11 CY12 CY13 CY14 CY15

JTRS

TSAT

HAIPE

TSAT 1 TSAT 2 IOC TSAT 3 TSAT 4

Cluster 1

AMF JTRS

MIDS JTRS

Vehicular and Rotary Wing Platforms

(i.e. FIreScout)

IOC

IOC

Airborne, Maritime and Fixed Station Applications

Link 16, TACAN and Digital Voice IOC

Cluster 1 NSA Certification

AMF JTRS

MIDS JTRS NSA Certification

Contract Award PDR CDR Key Decision Point LRIP

UA Related Program Schedules

CY04 CY05 CY06 CY07 CY08 CY09 CY10 CY11 CY12 CY13 CY14 CY15

JTRS

TSAT

HAIPE

TSAT 1 TSAT 2 IOC TSAT 3 TSAT 4

Cluster 1

AMF JTRS

MIDS JTRS

Vehicular and Rotary Wing Platforms

(i.e. FIreScout)

IOC

IOC

Airborne, Maritime and Fixed Station Applications

Link 16, TACAN and Digital Voice IOC

Cluster 1 NSA Certification

AMF JTRS

MIDS JTRS NSA Certification

Contract Award PDR CDR Key Decision Point

UA Related Program Schedules

CY04 CY05 CY06 CY07 CY08 CY09 CY10 CY11 CY12 CY13 CY14 CY15

JTRS

TSAT

HAIPE

TSAT 1 TSAT 2 IOC TSAT 3 TSAT 4

Cluster 1

AMF JTRS

MIDS JTRS

Vehicular and Rotary Wing Platforms

(i.e. FIreScout)

IOC

IOC

Airborne, Maritime and Fixed Station Applications

Link 16, TACAN and Digital Voice IOC

Cluster 1 NSA Certification

AMF JTRS

MIDS JTRS NSA Certification

Contract Award PDR CDR Key Decision Point LRIP

FIGURE C-11. CONSOLIDATED HIGH LEVEL PROGRAM SCHEDULE. 

TSAT 

DoD relies extensively on SATCOM for UA command and control as well as product dissemination. 

Reliance on foreign commercial vendors, however, entails some risk. A government owned, broadband, 

SATCOM constellation will reduce reliance on commercial SATCOM and provide more available and 

cost effective BLOS communications support to UA operations. For a more complete description of 

current UA communications, refer to the section entitled “Historical Perspective,” and its discussions of 

Global Hawk and Predator operations. 

The TSAT constellation implements the space borne component of the GIG, moving data globally 

through an orbiting optical and RF based network. The first TSAT is scheduled for launch in FY13 

(CY12). An additional TSAT will be launched each year until all 5 TSAT systems are established in their 

geosynchronous orbits (Figure C-11). TSAT will connect to the terrestrial backbone via teleports located 

at strategic points throughout the globe. TSAT will be transparent to most GIG users, and be experienced 

simply as a high data rate transfer capability. 

UAS, such as Global Hawk and Predator, will connect to TSAT directly through the FAB-T, which 

include both RF and Optical data links. 

High Assurance Internet Protocol Encryption Devices 

The principal objective of Information Assurance is to assure access to authorized users while denying 

access to unauthorized users. For example, imagery exploiters and operations center personnel may need 

UA data, but a medical technician does not. Historically the separation has been accomplished through 

physically securing the classified networks, and encrypting the information as it leaves the protected 

facility. Circuits that transfer unencrypted classified information are designated red in security 

accreditation plans. Circuits carrying unclassified information or encrypted classified information are 

designated black. Open connections between red circuits and black circuits are prohibited. This principle 

of red/black separation guides the design and implementation of classified information processing 

facilities. 

A variation on the idea of red/black separation, and a fundamental tenet of the GIG, is the concept of red 

edge/black core. Information created in classified enclaves (red edge) is encrypted and sent across the 

GIG as unclassified (black core) information. This concept allows all information to traverse the web 

through any available series of networks, regardless of encryption schemes employed. 

Some daunting architectural challenges must be overcome in order to achieve red edge/black core. One 

issue has to do with embedded enclaves, which under the current architecture would require successive 
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APPENDIX C - COMMUNICATIONS

Page C-23 

decryption and encryption across the GIG. This would increase latency and add potential points of failure 

to the path. 

NSA oversees development of HAIPE devices and the HAIPE Interoperability Specification (HAIPIS). 

The HAIPE device will be installed between a classified (red) processing node or network and the 

unclassified (black) networks of the GIG. Ultimately, HAIPE devices will be integrated into all systems, 

pushing the red boundary as close to the classified source as possible. UA sensors will be an important 

source of such classified information (i.e. imagery, SIGINT, MASINT). Therefore, UA systems that 

create classified information must integrate HAIPE devices as they become available. 

NEXT STEPS

Aside from written guidance and existing programs meant to bring UA communications into the netcentric vision, specific steps can be taken now, to eliminate obstructions to broad based information 

sharing and facilitate UA systems integration into the GIG. Some of the actions have been noted earlier 

in the text but are repeated here for emphasis and to provide a consolidated list. Failure to implement any 

of these will significantly limit a UA system’s ability to share information across the GIG. 

3⁄4 Embrace DoD approved net-centric products. Focus resources on moving toward GIG compliance 

rather than justifying waiver requests for legacy hardware and software. 

3⁄4 Develop Net-Ready Key Performance Parameters (NR-KPP). 

3⁄4 Perform GIG Capstone Requirements Document (GIG CRD) crosswalk as specified in the GIG CRD. 

The following measures should be initiated as soon as possible to eliminate existing and programmed 

obstructions to information flow across the GIG. 

3⁄4 Implement IP transport layer in all UA systems, including legacy data links, to the maximum extent 

practical. 

• Comply with the IPv6 mandate. 

• Implement IP based network interfaces between sensors, control elements, and the GIG. 

• Apply the Aircraft Systems Engineering Model to all new UA designs and modifications. 

• Insure clear separation between key functional components: aircraft control, payload control, 

weapons employment, and situational awareness reporting. 

• Separate data, application, and transport layers of the onboard UA communications architecture. 

3⁄4 Develop and register legacy and developing system metadata descriptions using DISA’s DoD 

Metadata Registry and Clearinghouse. This exposes data and data characteristics to all 

interested/authorized users, both intended and unintended, and greatly simplifies development of 

interfaces to disparate sources of data. 

3⁄4 Migrate from legacy radios to JTRS compliant clusters. 

• Comply with the SCA, use or develop software-based waveforms for all RF and optical physical 

interfaces. 

• Coordinate all future radio procurements with the JTRS Joint Program Office. 

• Procure JTRS compliant hardware when available. 

• Procure SCA compliant software when available. 

• Make maximum use of the capabilities provided by JTRS compliant hardware and SCA 

compliant software. 

3⁄4 Follow Spectrum Use Policy. 

• Transition to IP based wireless connections in the near term. 

• Establish and meet firm transition dates from non-DoD approved spectrum to DoD spectrum 

recommendations. 
UAS ROADMAP 2005 

APPENDIX C - COMMUNICATIONS

Page C-24 

• Ensure systems are developed to operate in authorized spectrum anywhere in the world. 

End goal: All RF based systems use spectrum appropriate to their size, class and individual requirements. 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-1 

APPENDIX D: TECHNOLOGIES 

PROPULSION 

Turbine 

UA are rapidly being developed for eventual integration into the Army, Naval and Air Force fleets. 

Today’s battlefield contains aircraft that have two classes of turbine engines: 1) man-rated for manned 

platforms and 2) expendables for cruise missiles. UA service has brought about a third limited-life class, 

which must support the unique role of UA. The current development of systems, such as Global Hawk 

and J-UCAS, which occupy ISR, SEAD and deep strike missions, have shown that existing “off-theshelf” propulsion systems are placed under such heavy demands that mission capability and operational 

utility can be severely limited. Future UA will address combat scenarios and are projected to require even 

greater demands for better fuel consumption, thrust, power extraction, cost, low signature and distortion 

tolerance. 

3⁄4 Integrated High Performance Turbine Engine Technology (IHPTET) program. The IHPTET program 

is a joint service, NASA, DARPA and industry initiative that began in 1988. It is a three-phase 

program with goals of doubling propulsion capability by 2005. IHPTET is also the cornerstone of 

U.S. military turbine engine technology development. One of the three IHPTET classes of engines is 

the Joint Expendable Turbine Engine Concept (JETEC) program. This joint Air Force/Navy effort, 

will demonstrate several key UA-applicable technologies including advanced aerodynamics, lubeless 

bearings, high-temp low cost hot Sections, and low-cost manufacturing techniques. Using data from 

laboratory research, trade studies, and existing systems, the payoffs/tradeoffs for each of the critical 

technologies will be analyzed in terms of engine performance, cost, and storability. (See Figure D-1 

and Figure D-2.) 

FIGURE D-1. PERFORMANCE PAYOFF OF A NOTIONAL COMBAT UA UTILIZING TECHNOLOGIES 

FROM THE JETEC PHASE III GOALS. 

Reducing production and development costs may be the most critical effort for UA engine designers. 

These reductions can be achieved through various means such as advancements in manufacturing 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-2 

techniques, unique component designs, and multi-use applicability. Advanced manufacturing techniques 

can greatly reduce tooling cost and fabrication time. For example, resin-transfer molding for outer mold 

casing components can reduce production cost up to 40% over conventional lay-up techniques. JETEC is 

pursuing this and several other fabrication concepts including gang milling, high-speed milling, bonded 

castings, bonded disks, metal-injected moldings and inertial welding. 

Unique component designs must be pursued to allow UA engines to provide a high level of sophistication 

while minimizing cost. Since part count is a major determinant of production cost, design features such 

as drum turbo-machinery, slinger combustors, threaded casings, and integral blisks can reduce part count 

by an order of magnitude. Low cost seals such as brush and finger designs have shown great promise for 

replacing large, expensive labyrinth-type seals. 

FIGURE D-2. JETEC COST GOAL IN COMPARISON TO EXISTING SYSTEMS. 

Development costs can inhibit a buyer from pursing a new engine design. This leaves only off-the-shelf 

systems that typically have less than optimal performance and/or cost for UA. These penalties can come 

in the form of increased maintenance, decreased range or speed, increased production costs, or decreased 

low observable (LO). To counter this and minimize development costs, industry must examine multi-use 

concepts where a common-core can be incorporated into UA and commercial propulsion systems such as 

general aviation, business jet, and helicopter gas generators. The payoffs are enormous for both 

communities – decreased cost to the military and increased technology for the civilian sector. 

3⁄4 Versatile Affordable Advanced Turbine Engines (VAATE). As currently planned, the 

DoD/NASA/DOE VAATE initiative is ramping up over the next several years, and will follow and 

build upon the IHPTET effort. Unlike IHPTET, which focused heavily on performance, VAATE will 

build upon the technology advances of IHPTET, and concentrate on improving aviation, marine and 

even ground-power turbine engine affordability, which proponents define as capability divided by 

cost. VAATE's affordability orientation will look at technologies cutting engine development, 

production and maintenance costs. The balance of the VAATE affordability improvements will come 

from performance capabilities--technologies associated with boosting thrust and cutting weight and 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-3 

specific fuel consumption. VAATE also emphasizes improvements to installed performance, 

addressing overall performance improvements in addition to engine component technologies. 

• VAATE is a two-phase program with specific goals. By the end of phase 1 in 2010, a six fold 

improvement in affordability will be demonstrated, and at the end of phase 2 in 2017, a ten-fold 

improvement in affordability will be demonstrated. Baselines for the effort are current state-ofthe-art power plants such as the Honeywell F124 used in the Boeing X-45A UCAV 

Demonstrator. 

• VAATE work will be concentrated into three focus areas and two pervasive areas. Focus areas 

will include durability; work on a versatile core, and intelligent engine technologies. Pervasive 

areas, which are really incubators for hatching ideas that should be included in the VAATE focus 

areas, will be segregated into the categories of high-impact technologies and UA. 

Propulsion – Internal Combustion 

Reciprocating internal combustion gasoline engines are widely used in fixed wing UA with take-off gross 

weights less than 2,000 pounds. This is true among legacy UA, (Pioneer, Shadow 200, and Predator) and 

numerous demonstration aircraft from both industry and government laboratories where two and four 

cycle engines are used. While either cycle offers advantages and disadvantages, the demonstrated lower 

cost and better efficiency of these engines precludes developing turbo-shaft engines to meet the engine 

needs for UA in these size classes. However, these engines do not meet the requirements for a common 

battlefield fuel as defined in DoD 4000. In addition, the engines tend to fall short in reliability/durability 

as compared to man-rated aircraft engines, making them less attractive to warfighters who rely heavily on 

the data received from their UA payloads to make real-time decisions. Future small UA will continue to 

utilize these low cost, gasoline engines unless significant advances are made. Two potential areas are 

weight reduction for true diesel cycle engines and successful modification of existing gasoline engines to 

burn jet propellant (JP) fuels with increased reliability. 

True diesel cycle engines had been precluded up to this time due to significantly higher engine weight as 

compared to most gasoline engines. However, the advent of turbo-diesel technologies over the last few 

decades, along with continuing development work with engine manufacturers to reduce the weight of 

diesel engines has advanced the possibility of diesel engines being used by light aircraft. For example, 

the Thielert Group in Germany has worked for many years to qualify several of their engines with the 

European Aviation Safety Agency (EASA), for use in general aviation aircraft. Their efforts have 

recently proven fruitful with certifications to operate their Centurion 1.7 engine on Cessna 172 aircraft, 

and soon this same engine will be certified for the Piper Warrior III. Both the government and industry 

are already evaluating an application of this type on the MQ-1 Predator to determine what “actual” 

performance results would be realized when installed. 

Technology outlook. The use of both motor gasoline and aviation gasoline in small UA is undesirable, 

because it is both unsafe (JP fuels have higher flashpoints than gasoline, making them more tolerant of 

explosive combustion situations) and logistically difficult to support. There are currently several ongoing 

efforts to develop small JP5/8 fuel burning engines in the power classes and power to weight ratios being 

discussed here, including lightweight versions for aviation applications. For example, the opposed 

cylinder (OPOC) engine development program (FEV Engine Technology, Inc.) is developing a light 

weight, high powered diesel engine that is being sized for the A160. In addition, Nivek R&D, LLC, is 

developing a lightweight six-cylinder diesel engine for the A-160. 

3⁄4 Reliability. Reliability of current low cost two and four-cycle UA engines are on the order of a few 

hundred hours, sometimes less. This shortcoming, when compared to turbine engines, is often 

overlooked due to the low cost of reciprocating engines. However, good engine reliability has proven 

to be a significant factor in user acceptance of UA. Nevertheless, most UA demonstrations, and even 

development programs do not stress reliability in the design process, nor prove reliability in their 

development, many times resulting in disappointing results in extensive flight and operational testing. 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-4 

Developing reliability in a small HFE will present a large challenge due to the differences in 

combustion and lubrication between JP fuels and gasoline, and the duty cycles imposed on them for 

UA use. 

3⁄4 Efficiency, brake specific fuel consumption, (BSFC) and power-to-weight ratio. One of the most 

desirable traits for any UA is persistence, and engine fuel efficiency has a major influence on the 

number of UA required for a given time on target coverage. Current gasoline two cycle engines have 

relatively poor efficiency, while four stroke engines are better but at the cost of increased engine 

weight. Both engines are significantly better than small gas turbines in this power class. As a result, 

any effort to develop HFEs will place a large emphasis on efficiency. A HFE that operates on a true 

diesel cycle could double the endurance of a given UA, which normally uses a two-stroke gasoline 

engine. Currently, two cycle engines tend to be used extensively in small UA, particularly in 

demonstration efforts. They provide the UA designer a low cost and lightweight, yet powerful 

engine, providing significant capability per dollar. This is known as the power-to-weight ratio. Due 

to low cycle efficiency their BSFCs tend to be high, resulting in aircraft with limited endurance 

capabilities. Existing gasoline engines converted to operate on heavy fuels would not have 

significantly improved BSFCs, but would improve the logistics footprint by operating with a common 

fuel. True diesel cycle engines would offer greatly reduced BSFCs, but technological advances are 

required to reduce the weight of these engines to get them near the same mass as gasoline engines. 

The technological advances to bring two-cycle engine efficiencies up to HFE levels are equally 

complex. 

3⁄4 Technology challenges. There are two approaches to using JP fuels in UA designed for lightweight 

gasoline engines; converting an existing gasoline engine to operate satisfactorily on JP fuels, or 

developing a true diesel engine light enough to be substituted for an existing gasoline engine. 

Depending on the approach chosen there are different technology challenges associated with each: 

• Conversion – This approach will yield an engine of similar efficiency to the current gasoline 

engines (no improvement in BSFC) but will be close in power to weight and minimize integration 

efforts. Challenges include designing a combustion system that effectively burns JP fuels without 

using a diesel cycle, and obtaining acceptable engine reliability while using JP fuels. 

• Light-weight Diesel – This approach will yield an engine of much greater efficiency than current 

gasoline engines but a significant technology challenge will be weight reduction in order to even 

approach that of current gasoline UA engines while maintaining reliability. 

à Advancements in materials are needed to allow development of diesel engines to approach 

the power to weight ratios of gasoline engines. The high cylinder pressures associated with 

the diesel cycle will require advanced materials not presently found in reciprocating engines. 

Concurrently, dynamic components such as crankshafts, connecting rods and bearings also 

need improved weight to strength/wear for suitable use in aviation engines. 

à Weight reductions in the area of diesel fuel systems and ancillary components will also be 

required. This includes the fuel injection system, turbochargers, intercoolers, scavenge 

pumps, cooling systems. Increasing efficiency requires advanced fuel system components 

such as lightweight high-pressure pumps/fuel injectors and advanced fuel control techniques 

such as rate shaping. These systems are required for diesel cycle engines operating on JP 

fuels. 

3⁄4 Shortcomings of Current Approaches. The ongoing development of the OPOC engine shows 

significant promise for meeting the need for a low cost heavy fuel engine. Other proposed solutions, 

such as low pressure diesels and modified two cycle gas engines have been without merit to date. To 

ensure the provision of reliable, efficient, lightweight JP burning engines for aviation use, additional 

in depth technology programs must be pursued. The resulting influence on UA designs (and their 

inherent capability) of the different design approaches is depicted in Figure D-3. Without an in-depth 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-5 

technology program the best that can be hoped for are mediocre solutions that meet some of our 

requirements, but fall significantly short in providing the true solution needed. 

Propulsion – Electric and Alternative Technologies 

Many of the smaller UA (mini- and micro-UA) use battery power instead of two-cycle engines. Low 

noise signature makes these electric drives attractive in many situations, despite the low efficiency and 

low power-to-weight ratios compared to reciprocating engines. Recent improvements in the ability to recharge lithium based batteries have resulted in significant logistics improvements for users in the field. 

Further improvements are needed in power-to-weight ratios for the next generation of batteries to improve 

the performance and endurance of these small platforms on a single charge. Currently, most batteryoperated MAV have a fraction of an hour of endurance, while mini-UA fair only slightly better, only 

because they can carry larger numbers of the same lithium-based batteries. 

Future-looking efforts for UA propulsion include the use of fuel cell- or nuclear-based power schemes. 

NASA has pushed fuel cell development for use in UA and by the Army's Natick Laboratory for soldier 

systems (i.e., small scale uses), and specific energy performance is approaching that of gasoline engines. 

The gaseous hydrogen fuel cells being used on NASA's Helios UA in 2003 have over 80 percent of the 

specific energy of a two-cycle gasoline engine (500 vice 600 Watt hours/kilogram) and 250 percent that 

of the best batteries (220 W hr/kg); further improvement is anticipated when liquid hydrogen fuel cells are 

introduced. Still in development by NASA are regenerative power systems combining solar and fuel cells 

in a day/night cycle to possibly permit flight durations of weeks or longer. Additionally, several 

commercial aviation initiatives are exploring fuel cells for both primary propulsion and auxiliary power 

units (APUs), see Figure D-4. In the nuclear arena, the Air Force Research Laboratory has studied the 

feasibility of using a quantum nucleonic reactor (i.e., non-fission) to power long endurance UA. However 

this remains a concept study, no prototypes or flight worthy hardware are currently planned. 

FIGURE D-3. ENGINE EFFECTS ON TAKE-OFF GROSS WEIGHT FOR A DESIRED MISSION 

ENDURANCE. 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-6 

Battery Propulsion

Electrolyte Wgt

+ Cathode & Anode Wgt

+ Case Wgt

+ Power Conditioning & Wiring Wgt

+ Motor Wgt

Total Wgt

Specific Energy = W*hr/Total Wgt

Fuel Cell Propulsion

Fuel Density * Fuel Volume

+ Fuel Cell Wgt

+ Reformer System Wgt

+ Power Conditioning & Wiring Wgt

+ Motor Wgt

Total Wgt

Specific Energy = W*hr/Total Wgt

Gasoline Engines

Fuel Density * Fuel Volume

+ Engine Wgt/HP *HPreq

+ Accessories Wgt

Total Wgt

Specific Energy = HP*hr/Total Wgt

Battery Propulsion

Electrolyte Wgt

+ Cathode & Anode Wgt

+ Case Wgt

+ Power Conditioning & Wiring Wgt

+ Motor Wgt

Total Wgt

Specific Energy = W*hr/Total Wgt

Battery Propulsion

Electrolyte Wgt

+ Cathode & Anode Wgt

+ Case Wgt

+ Power Conditioning & Wiring Wgt

+ Motor Wgt

Total Wgt

Specific Energy = W*hr/Total Wgt

Fuel Cell Propulsion

Fuel Density * Fuel Volume

+ Fuel Cell Wgt

+ Reformer System Wgt

+ Power Conditioning & Wiring Wgt

+ Motor Wgt

Total Wgt

Specific Energy = W*hr/Total Wgt

Fuel Cell Propulsion

Fuel Density * Fuel Volume

+ Fuel Cell Wgt

+ Reformer System Wgt

+ Power Conditioning & Wiring Wgt

+ Motor Wgt

Total Wgt

Specific Energy = W*hr/Total Wgt

Gasoline Engines

Fuel Density * Fuel Volume

+ Engine Wgt/HP *HPreq

+ Accessories Wgt

Total Wgt

Specific Energy = HP*hr/Total Wgt

Gasoline Engines

Fuel Density * Fuel Volume

+ Engine Wgt/HP *HPreq

+ Accessories Wgt

Total Wgt

Specific Energy = HP*hr/Total Wgt

FIGURE D-4. SPECIFIC ENERGY CALCULATION. 

Propulsion - Hovering 

The ability to take-off and land vertically can provide added operational benefits, such as being able to 

operate from a forward arming and refueling point with manned assets or from other unimproved areas. 

DARPA currently has several joint programs with the Army developing vertical take-off and landing UA. 

These include the small OAV and MAV ACTD, which are pursuing ducted fan aircraft with the ability to 

hover and fly in forward flight efficiently, as well as the much larger A160 advanced unmanned 

helicopter program. Other aircraft, such as the RQ-8 Fire Scout are also being developed for a VTOL 

capable UA. A goal of the small UA DARPA programs is to field aircraft with the ability to "Perch and 

Stare.” Conceptually, this would enable the UA to land in a place that it can observe the scene where 

enemy activity is of interest. The purpose of this capability would be for the small UA to observe 

movement (change detection) and notify the human user by sending a picture of the object that has moved 

(changed). This reduces the fuel required to operate and increases the time on station significantly and 

eliminates the users need to "watch" the video screen. This concept does not need to send pictures unless 

requested or movement is detected, which would further reduce power consumption and increase 

endurance. 

Aircraft Structures 

Mission, environment and intended aircraft performance attributes are key drivers for UA structures in the 

same sense as for manned aircraft. At one end of the “UA spectrum” aircraft such as the Finder and 

Dragon Eye diminish the need for durable structures. This is contrasted with Global Hawk class UA 

where individual airframes are planned to be in the Service force structure for periods comparable to 

traditional manned systems. 

Similarly, environmental requirements drive interest in aircraft structures in three basic directions. UA 

primarily intended for tactical use in the close vicinity of ground forces dedicated to force-protection 

missions will have modest requirements for systems redundancy. For UA intending to be certified to fly 

in civil airspace, the recognition of redundancy requirements is a factor for the development of systems 

and integration for the entire aircraft. This tends to drive up the scale of the aircraft and the structures 

needed to host capabilities and multiple systems needed to support larger scale performance for 

endurance, altitude and extended reliability. The need for a capability to operate and survive in highthreat areas adds the need for signature control, which becomes a consideration for structures planning. 

3⁄4 Wing. Keeping targets of intelligence interest under constant and persistence surveillance is 

increasingly valued by operational commanders. This, in turn, drives interest in wing designs that can 

bring the greatest possible measure of endurance to collection platforms. Technologies being 

investigated to increase wing performance include airfoil-shape change for multipoint optimization, 

and active aero elastic wing deformation control for aerodynamic efficiency and to manage structural 

loads. Research needs to be expanded in the area of Small Reynolds Number to improve the stability 

of small UA. This is especially true for the mini- and micro-UA classes using high aspect ratio 

wings. These platforms suffer lateral stability problems in even lightly turbulent air, which induces 

sensor exploitation problems and exacerbates the task of the aircraft/sensor operator. Research and 

development work with membrane wing structures appears to offer a passive mechanism to reduce 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-7 

the effect of small Reynolds Numbers on lateral stability. More work needs to be accomplished to 

expand this work to high aspect ratio wings. 

3⁄4 Apertures. The demand for increasingly sophisticated sensor and communications systems on 

airborne platforms continues to grow in the face of stringent space, weight and power (SWaP) 

constraints. This tension results in the desire to reduce the number of sensors and required antenna 

systems by combining functions and sharing components. Reducing costs and SWaP demands on 

platforms is key to controlling the size and costs of the sensors themselves. The importance of setting 

rigorous requirements to specify apertures is a factor in sizing the collection platform itself. A robust 

systems engineering regimen is required that recognizes the “function” required of the UA, and builds 

a “system,” rather than building a UA then trying to “shoe-horn” in a capability (e.g., if you want an 

ISR UA, start the design process as an ISR system, not a UA system). Consolidating capabilities on a 

single platform is envisioned in the multi-sensor command and control constellation (MC2C) 

program. The MC2C concept is, in effect, another means of aperture management. However, the 

constellation will include associated high- and low-altitude unmanned aircraft where collection 

systems can be integrated providing far more capability than any single platform. This also affords 

the opportunity to “net” multiple apertures from widely separated platforms into a single system 

bringing the attributes of ground-based multi-static systems into the airborne environment. 

3⁄4 Lightweight structures. Military aspirations for extended range and endurance face the technical 

challenge of reducing gross weight. Advancing technology in materials as well as increasing the 

affordability of composite structures is being addressed in Service laboratories. In addition to the 

airframe, weight issues at the component level such as heat exchangers, sensors and antennas are 

research priorities. Weight can also be reduced by using aircraft structure and skin components to 

perform multiple functions such as fault detection and as an adjunct to RF capabilities. In the future, 

manufacturers will have new tools to integrate in their design processes to achieve the best possible 

performance. Some of the tools that show promise for lightweight structures are thermoset and 

thermoplastic resin matrix materials in advanced composites as well as fiber reinforced plastics 

structures. 

Aircraft Onboard Intelligence 

3⁄4 Onboard intelligence. The more intelligence ‘packed” into the UA, the more complicated the task it 

can be assigned, and the less oversight required by human operators. The industry must continue 

efforts to increase intelligence of these aircraft, which means the Services must not only look at their 

intelligent systems investment portfolios, but also assess the best way to package the improvements. 

3⁄4 Teaming/swarming. Getting groups of UA to team (and small UA to swarm) in order to accomplish 

an objective will require significant investments in control technologies (distributed control 

technologies for swarming). Technology thrusts are to not require huge computational overhead or 

large communications bandwidth. Technology areas, such as bio-inspired control, offer paths to do 

such distributed control, but are now just coming out of the 6.1 world into 6.2. More work needs to 

be completed toward maturing these technologies via demos in the near term to show utility to the 

warfighter. This would take the aircraft from an ACL of 2 to 6. 

3⁄4 Health Management (ACL 2). Small UA are looked at as expendable; however, must still be able to 

fulfill a mission. Health management technologies need to be integrated to ensure that they are ready 

to go for the next mission, as well as to let the operator know that they will not be able to complete 

the current mission so that other assets can be tasked. These technologies are available; but just need 

to be modified to operate in the small UA system environment. 

3⁄4 Collision Avoidance. Collision avoidance will be required for any UA that plans to regularly use a 

nation’s controlled airspace. Collision avoidance technology is currently in development for large 

UA (such as AFRL’s Auto-aircraft Collision Avoidance System (ACAS)). However, these 

technologies or their current alternatives in the civil market (TCAS) are not well suited for direct 

application to small UA. Research is required into concepts of operation, sensors, and algorithms to 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-8 

ensure safe small UA operation in support of civil operations or in support of a combined arms task 

force. 

3⁄4 Affordability. Affordability cannot be ignored. Just as technology might determine whether a system 

is practical, affordability determines whether a system is purchased. Lower costs for UA can 

determine the operational employment concepts. For example, if the cost to replace a UA is low 

enough, an item can become “attritable,” and even “expendable.” Small UA can benefit significantly 

from appropriate application of the technology as it relates to production costs. 

3⁄4 Sensing. Sensing covers a significant set of issues from ISR to auto-target recognition to “see and 

avoid (S&A).” Improvements in miniaturization will push capability into smaller and smaller 

packages as time progresses. Already the capability available in a MQ-1Predator of ten years ago is 

available in the Shadow 200. This will continue with the potential for greater capabilities to migrate 

into the mini-UA and MAV. Such a transition must continue to be supported in order to improve 

product quality to the lowest levels. Affordability of this migration will also be important and tied to 

capabilities available in the commercial sector. 

Ground Station Command, Control, and Communications (C3) 

As the capabilities of the UA continue to improve; the capability of the command and control (C2) 

infrastructure needs to keep pace. There are several key aspects of the off-board C2 infrastructure that are 

being addressed: a) man-machine interfaces, b) multi-aircraft C3, and c) target identification, weapons 

allocation and weapons release. The location of the C3 system can be on the ground, aboard ship, or 

airborne. The functions to be accomplished are independent of the location. UA hold the promise of 

reduced operating and support (O&S) costs compared to manned aircraft. There are only small savings 

by simply moving the man from the cockpit of a large aircraft to the off board C3 station. Currently, UA 

crews can consist of as many functions as sensor system operator, weapons release authority, 

communications officer, and a mission commander. All can be separate individuals. Applications to 

reduce these functional manpower positions into fewer positions are in its infancy. Improvements in 

aircraft autonomy to allow for fewer positions, or more aircraft controlled by the same positions are also 

in its infancy. One of the difficult issues being addressed is how the operator interacts with the aircraft: 

what information is presented to him during normal operations and what additional information is 

presented if an emergency occurs. Advanced interfaces are being explored in the DARPA UCAV 

programs. To date, the C3 stations being developed are aimed more at the test environment than the 

operational environment. The advanced interfaces take advantage of force feedback and aural cues to 

provide additional situational awareness to the system operators. Improvements should focus in the 

following areas: 

3⁄4 Evolving functions of the UA. The UA must improve to higher levels of autonomy and the human to 

higher levels of management. This would migrate operational responsibility for tasks from the 

ground station to the aircraft, the aircraft gaining greater autonomy and authority, the humans moving 

from operators to supervisors, increasing their span of control while decreasing the manpower 

requirements to operate the UA. 

3⁄4 Downsizing ground equipment. The control elements and functions of the early 1990s ground station 

equipment can now be accommodated into laptops. This trend will continue with miniaturization of 

processing and memory storage devices. Consolidation of capabilities into smaller packages reduces 

production costs, logistics footprint and sustainment support costs. 

3⁄4 Assured communication. The joint tactical radio system is expanding to encompass not only voice 

communications, but data links also. UA programs must assess their transition to the JTRS standard 

as technology becomes available through JTRS Cluster improvements. Since UA will become netcentric devices, UA programs must assess their vulnerabilities to network attack and provide 

appropriate levels of protection. 

3⁄4 Displays. As the human interfaces with the UA at higher levels, the human must trust the UA to do 

more. To develop and keep that trust, the human must be able to determine the intent of the UA. 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-9 

Displays that show intent, as well as the algorithms which develop the intent, must be matured. 

Currently ground-breaking work in this area is being undertaken by J-UCAS and AFRL; work needs 

to be accomplished to migrate this technology to smaller and less expensive systems. These displays 

must also show the operator what is going on at a glance, and must fit into the lightweight system 

requirements as outlined above. Additionally, significant work has been accomplished to improve 

man-machine interfaces in non-UA programs and these improvements (such as tactile stimulation to 

improve situational awareness) need to be investigated as part of the UA C3 and ground control 

processes. 

3⁄4 Voice Control. One area that might not be receiving the attention it deserves is the capability to voice 

command the UA. Voice recognition technology has been around for years, but only recently has 

algorithm and hardware advances made it practical for small and critical applications. DoD Science 

and Technology (S&T) organizations continue to research and develop this technology. DoD 

programs can also begin taking advantage of developments in the commercial sector to have the 

operator interface with a UA via voice. Now is the time to harvest that research and apply it to 

reducing the complexity of command and control interfaces to small UA. 

3⁄4 Multi-Vehicle Control. Advancing the state of the art in all of the areas discussed above allow a 

single person to control multiple aircraft. Highly autonomous aircraft have reduced requirements for 

ground equipment and communications and can leverage advances in displays and voice control. The 

benefits of this are reduced manpower, reduced hardware (and therefore logistics), and increased 

effectiveness. 

Flight Autonomy and Cognitive Processes 

Advances in computer and communications technologies have enabled the development of autonomous 

unmanned systems. The Vietnam conflict era remotely piloted vehicles (RPVs) were typically controlled 

by the manned aircraft that launched them, or by ground elements. These systems required skilled 

operators. Some of these systems flew rudimentary mission profiles based on analog computers, but they 

remained primarily hand flown throughout the majority of the mission profiles. In the 1970s the Air 

Force embarked on the Compass Cope program to develop a high altitude long-endurance system capable 

of reconnaissance at long range. The Compass Cope systems were still hand flown. 

In 1988 DARPA developed the first autonomous UA, a high altitude long endurance UA called Condor, 

with a design goal of 150 hours at 60,000 feet. This aircraft was pre-programmed from takeoff to landing 

and had no direct manual inputs, e.g. no stick and rudder capability in the ground station. The system 

flew successfully 11 times setting altitude and endurance records. The level of autonomy in this aircraft 

was limited to redundancy management of subsystems and alternate runways. It demonstrated these 

features several times during the flight test program. Next came Global Hawk and DarkStar, which 

advanced autonomy almost to Level 3 (see Figure D-5); with real-time health and diagnostics and 

substantial improvements in adaptive behavior to flight conditions and in-flight failures. 

The J-UCAS program is extending the work being accomplished by these programs, advancing the state 

of the art in multi-aircraft cooperation. Decisions include: coordinated navigation plan updates, 

communication plan reassignments, weapons allocations or the accumulation of data from the entire 

squadron to arrive at an updated situational assessment. Cooperation in this context applies to 

cooperative actions among the J-UCAS aircraft. They will have inter-aircraft data links to allow transfer 

of information between them and the manned aircraft. The information may include mission plan 

updates, target designation information, image chips and possibly other sensor data. Key mission 

decisions will be made based on the information passed between the systems. The J-UCAS will still have 

all of the subsystem management and contingency management autonomous attributes as the previous 

generation of UA systems. The J-UCAS program plans to demonstrate at least level 6 autonomy. Figure 

D-5 depicts where some UA stand in comparison to the ten levels of autonomy. 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-10 

UA RESEARCH AND DEVELOPMENT EFFORTS

In response to this Roadmap’s data call, the services and other DoD agencies identified approximately 

1011

 funded research and development (R&D) programs and initiatives developing technologies and 

capabilities either for specific UA (UA “specific” programs) or broader programs pursuing technologies 

and capabilities applicable to manned as well as unmanned aviation (UA “applicable”). The total PB05 

research investment across the DoD was approximately $2,553 M, of which approximately $1,216 M 

(48%) was in UA specific programs, and $1,337 M (52%) in UA applicable programs. In the latter 

category, spending was primarily in the areas of platform, control and payload/sensors R&D, whereas the 

bulk of the spending in the former UA specific category was in broad technology initiatives and 

weaponization. 

1955

Autonomous Control Levels

Pioneer

1965 1975 1985 1995 2005 2015 2025

Global Hawk

J-UCAS Goal

Fully Autonomous Swarms

Group Strategic Goals

Distributed Control

Group Tactical Goals

Group Tactical Replan

Group Coordination

Adapt to Failures & Flight Conditions

Real Time Health/Diagnosis

Remotely Guided

Onboard Route Replan

10

9

8

7

6

5

4

3

2 Predator

1

1955

Autonomous Control Levels

Pioneer

1965 1975 1985 1995 2005 2015 2025

Global Hawk

J-UCAS Goal

Fully Autonomous Swarms

Group Strategic Goals

Distributed Control

Group Tactical Goals

Group Tactical Replan

Group Coordination

Adapt to Failures & Flight Conditions

Real Time Health/Diagnosis

Remotely Guided

Onboard Route Replan

10

9

8

7

6

5

4

3

2 Predator

1

FIGURE D-5. AUTONOMOUS CAPABILITY LEVELS (ACLS). 

Weapons and targeting R&D constituted 61% of all UA specific R&D program spending. Specific 

investment was broken out by broad technology areas as follows: 

27 % ($692.46 M) was in platform-related enhancements, 

 - of this, 5% was UA specific and 95% was UA applicable R&D 

14 % ($353.63 M) in control technologies (to include autonomy), 

 - 32% UA specific, 68% UA applicable R&D 

19 % ($496.95 M) in sensors and other payloads, 

 - 12% UA specific, 88% UA applicable R&D 

 

1

 Note – Figures and percentages used in this chapter’s discussions are approximations due to incomplete data 

receipt. 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-11 

29 % ($747.3 M) in the area of weapons and targeting, 

 - 100% UA specific R&D 

10 % ($261.85 M) in broad R&D efforts. 

 - 100% UA specific R&D 

Unlike last year, there were no specific R&D efforts in processing identified to the Task Force. Overall, 

the lack of specific investment in processing technologies is reflective of the dominance of commercial 

influence in new developments in the communications and information processing fields, clear examples 

of how the Department is benefiting from “spin-on” technology. These trends can be expected to 

continue and should continue to be leveraged as the Department considers its long-term R&D investment 

strategy, see Table D-1. 

TABLE D-1. FUTURE FUNDING OF DOD. 

Laboratory Initiative Target UA(s) TRL Goal Budget 

Years 

Funding 

Air Force Research Laboratory

 Efficient Aerostructures 

Technology 

 6-FY13 FY04-09 $78.5 M 

Materials Aero-morphing Hunter/Killer 6-FY10 FY04-09 $49.7 M 

 Composites Affordability 

Initiative (CAI) 

 6-FY05 FY04-05 $8.2 M 

 Affordable Composite 

Structures 

 6-FY12 FY04-09 $30.9 M 

 Full Spectrum Protection (FSP) 6-FY14 FY06-14 $41.5 M 

Survivability Multiple Independent Levels of 

Security/Safety (MILS) 

 6-integrated 

system by 

FY09 

FY03-06 $4.2 M 

 Survivable Integrated Inlet 6-FY07 FY04-09 $11.7 M 

Propulsion & 

Power 

JP-8+100 Low Temperature 

Fuel (JP-8+100LT) 

Global Hawk 6-FY07 FY04-08 $3.1 M 

 Propulsion for J-UCAS J-UCAS 6-FY06 FY03-06 Navy $11.6 

M AF $1.2 

M 

 High Altitude Performance 

Improvements for the Global 

Hawk Engine 

Global Hawk 5-FY06 FY03-06 $0.8 M 

 High Altitude Power 

Improvements for the Global 

Hawk Engine 

Global Hawk 6-FY06 FY02-06 $ 8.2 M 

 Small High Bypass TurboFan 

for Small UA 

 6-FY05 FY01-05 $15 M 

 Propulsion for J-UCAS J-UCAS 6-FY06 FY03-05 AF - $.8 M, 

Navy - $2.4 

M 

 Propulsion for J-UCAS J-UCAS 6-FY09 FY05-09 $7.7 M 

 Directed Energy Components 6-FY13 FY08-13 $31.5 M 

Weapons & 

Targeting 

Technology 

High Capacity Information 

Connectivity for Aerospace 

Platforms (HICAP) 

 6-FY05 FY01-05 $2.6 M 

Sensing 

Technology 

Polarimetric Imaging Laser 

Radar (PILAR) 

 6-FY05 FY04-05 $6.0 M 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-12 

Laboratory Initiative Target UA(s) TRL Goal Budget 

Years 

Funding 

 SPEctrally Aided 

Reconnaissance (SPEAR) 

 6-FY08 FY01-06 $7.7 M 

 Spectral Infrared Remote 

Imaging Transition Testbed 

(SPIRITT) 

 6-FY05 FY01-07 $52.0 M 

 X-Band Thin Radar Array 6-FY07 FY04-06 $9.7 M 

 Active Electronically Scanned 

Array (AESA) 

 5-Conformal 

Arrays by 

FY11 

FY05-11 $7.8 M 

 Affordable Data links 

Components 

 6-FY14 FY06-14 $44.9 M 

 Structural Array Multi-Int 

TBM, DCA, Foliage 

Penetration (FOPEN), 

Electronic Attack (EA) Military 

Capability Technology 

 6-FY13 FY04-09 $87.3 M 

 Urban Ops Situation Awareness 

Technology 

 6-FY15 FY04-09 $19.3 M 

Control 

Technology 

Validation and Verification 

(V&V) of Flight Critical 

Intelligent Software 

 6-FY11 FY04-09 $57.8 M 

 Automated Aerial Refueling 6-FY11 FY04-09 $53.3 M 

 Multi-ship Flight Management 5-FY07 (not to 

be matured to 

TRL 6 as 

standalone 

technology) 

FY04-09 $2.6 M 

 Multi-UA Distributed Control 6-FY12 FY04-09 $19.3 M 

 High-EMI (Electromagnetic 

Interference) Tolerant Control 

Hardware Flight Test 

 6-FY08 FY04-09 $34.3 M 

 Limited Field of Regard (FOR) 

Detect and Avoid (DAA) 

 6-Integrated 

System by 

FY07 

FY04-09 $6.8 M 

 Multi-vehicle S&A 6-Integrated 

System by 

FY10 

FY04-09 $18.4 M 

 Non-GPS Navigation, Landing, 

and Ground Operations 

 6-Integrated 

System by 

FY10 

FY04-09 $12.11 M 

 Open Architecture, Highly 

Reliable Vehicle Management 

Systems 

 5-Integrated 

System by 

FY07 (not to 

be matured to 

TRL 6 as 

standalone 

technology) 

FY04-09 $2.5 M 

 Health Management & 

Adaptive Control 

 5-FY07 FY04-09 $74.3 M 

 Autonomous Terminal Area 

and Ground Operations 

 6-FY13 FY04-09 $37.1 M 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-13 

Laboratory Initiative Target UA(s) TRL Goal Budget 

Years 

Funding 

 Advanced Decision Support 

Interfaces for Intelligent SemiAutonomous Vehicles 

 6-FY07 FY03-07 $10.7 M 

 Heterogeneous Urban RSTA 

Team (HURT) 

 6-Integrated 

System by 

FY09 

FY05-09 $40.0 M 

Army Research Laboratory

CERDEC Mission Equipment Package for 

Class II UA 

 5 FY04-07 $35.3 M 

 Mission Equipment Package for 

Class I UA 

 6 FY06-08 $16.2 M 

 Networked Sensor for the 

Future Force (NSfFF) 

 6 FY04-06 $8.9 M 

 Third Generation Infrared 

Technology 

 6 FY04-08 $23.2 M 

 Eye in the Sky 6 FY05-09 $66.1 M 

 Electronic Support for the 

Future Force 

 5 FY05-07 $4.6 M 

AMRDEC Precision Autonomous Landing 

Adaptive Control Experiment 

(PALACE) 

 5 FY03-05 $2.6 M 

 Manned Unmanned Common 

Architecture Program (MCAP) 

 7 FY03-05 $18.6 M 

 Manned Unmanned Rotorcraft 

Enhanced Survivability 

(MURES) 

 5 FY04-07 $15.6 M 

 Unmanned Autonomous 

Collaborative Operations 

(UACO) 

 6 FY04-07 $35.7 M 

 Small Heavy Fuel Engine 

(SHFE) 

 6 FY04-07 $42.8 M 

Office of Naval Research

Autonomous Operations Future 

Naval Capability, UA 

Propulsion 

 6 FY02-07 $23.7 M 

 Control Technologies/UA 

specific S&T 

 6 FY02-07 $24.9 M 

 Sensors and Other Payloads/ 

UA Specific S&T 

Silver Fox 8 FY04-05 $7 M 

 High Altitude Airborne Relay 

and Router Package 

 7 FY05-07 $28.8 M 

 Airborne Communications 

Package (ACP) 

 7 FY03-06 $16.4 M 

 Airborne Magnetic Detection 

System UA Test Platform 

 7 FY04-06 $.75 M 

 Air Launched Integrated 

Countermeasures, Expendable 

(ALICE) 

 3/4 FY01-05 $3.3 M 

 Survivable Autonomous Mobile 

Platform, Long Endurance 

(SAMPLE) 

 2/3 FY04-05 $3.1 M 

 Miniature Digital Data Link Dragon Eye 6 FY05 $.75 M 
UAS ROADMAP 2005 

APPENDIX D – TECHNOLOGIES 

Page D-14 

Laboratory Initiative Target UA(s) TRL Goal Budget 

Years 

Funding 

 Broad S&T Efforts/UA specific 

S&T 

J-UCAS 6 FY02-04 $141.7 M 

 Situational Awareness/Sensor 

Processing 

 6 FY02-05 $13.1 M 

 Multi-Vehicle Networking & 

Communications 

 6 FY02-07 $8.6 M 

 Marine Air-Ground Task Force 

(MAGTF) Command and 

Control-Innovative Relays 

 7 FY04-07 $8.2 M 

Special 

Projects, UA 

S&T-Related 

Flight Inserted Detection 

Expendable for Reconnaissance 

(FINDER) 

USAF Predator 6 FY01-05 $7.1 M 

 Scientific Payload Insertion 

Device Electric Rotor 

(SPIDER) 

 5 FY04 $1.1 M 

 Office of Naval Research 

(ONR) Manufacturing 

Technology (MANTECH) Joint 

Unmanned Combat Air System 

(J-UCAS) Systems Design and 

Manufacturing Development 

(SDMD) Project 

 6 FY03-07 $8.6 M 

Defense Advanced Research Projects Agency

 Canard Rotor/Wing (CRW) 

Program 

CRW 5 FY03-07 $45.28 M 

 A-160 Hummingbird Program A-160 

Hummingbird 

6 FY03-07 $43.65 M 

 Heavy Fuel Engine A-160 

Hummingbird 

 FY04-07 $20.5 M 

 Advanced Concept Technology 

Demonstration (ACTD) 

Micro Air 

Vehicle 

7 FY02-06 $70.5 M 

 OAV II Program Organic Air 

Vehicle (OAV) 

6 FY04-07 $53.4 M 

Joint 

Army/DAR

PA funding 

 Wasp Program Wasp MAV 8/9 FY04-05 $5.9 M 

 Long Gun 5/6 FY04-06 $18.25 M 

Joint 

Army/DAR

PA funding 

 Cormorant Unmanned Air 

Vehicle Program 

TBD FY04-07 $23.8 M 

 DP-5X program FY04-06 $14.7 M 

Joint 

Army/DAR

PA funding 
UAS ROADMAP 2005 

APPENDIX E – INTEROPERABILITY STANDARDS 

Page E-1 

APPENDIX E: INTEROPERABILITY STANDARDS 

OVERVIEW

For U.S. Forces to counter current and future threats successfully, they must operate worldwide with 

speed, agility, and flexibility. Key to achieving this required level of responsiveness is providing the 

quality, shared situation awareness, and understanding necessary to make sound individual and collective 

judgments. This goal, in turn, requires interoperability, or the ability of systems, units, or forces to 

provide data, information, materiel, and services to and accept the same from other systems, units, or 

forces and to use the data, information, materiel, and services so exchanged to enable them to operate 

effectively together. Interoperability includes both the technical exchange of information and the end-toend operational effectiveness of that exchange of information as required for mission accomplishment. 

The Global Information Grid (GIG)—a seamless, common-user, information infrastructure—will be the 

foundation for information superiority by providing the enterprise-wide information services for the DoD 

command, control, communications, computers, intelligence, surveillance, and reconnaissance (C4ISR) 

systems. 

UA systems have the potential for being connected to the edge of the GIG, and for this reason networking 

capabilities must be implemented in UA systems. Integration of UA into the GIG will require that they 

adhere to open standards that facilitate their interoperability. Networking capabilities, although they may 

be considered as operationally integral to a particular UA system, actually are implemented through 

standards, protocols, and methods external to the data link itself (i.e., at layers three through seven of the 

open systems interconnect (OSI) networking model). This protocol provides the interworking between 

transport protocol class 0 (TP0) and TCP transport service necessary for OSI applications to operate over 

IP-based networks. 

The intent of the standards Section of the UA Roadmap will be to, discuss the preferred framework and 

methodology for establishment of interoperability within the UA domain where practical, specify those 

specific standards, which are the basis of UA interoperability, and which OSD expects to be implemented. 

Appendix E will also cover current and emerging standardization efforts. Development of the Roadmap 

has led to identification of roadblocks or impediments to implementation of the current philosophy of UA 

interoperability. Future actions will be recommended in order to address these impediments, allowing the 

continued evolution of interoperability among UA and improving the interoperability between UA and 

the broader warfighter community. 

Changes Supporting the DoD’s Transformation Objectives 

To support the DoD’s transformation objectives, several key information technology (IT) processes, 

programs, and related documents have been recently updated. The joint capabilities integration and 

development system (JCIDS) (CJCSI 3170.01D and CJCSM 3170.01A) restructured the requirements 

process used to assess existing and proposed capabilities with respect to future joint operational concepts 

(JOCs), joint functional concepts (JFCs), and mission area integrated architecture. The JCIDS was 

developed in coordination with the release of the new DoD 5000 (DoDI 5000.2) Defense acquisition 

system series to ensure integration of the capabilities development and acquisition processes through the 

use of integrated architectures, including the GIG integrated architecture. DoDD 4630.5 and DoDI 4630.8 

establish the responsibilities of the CIO and other components for information interoperability. These 

directives reference the use of an integrated set of DoD enterprise architectures. Integrated architectures 

describe relationships between tasks and activities that generate effects on enemy forces and their 

supporting operations. The directives specify that integrated architectures must have three views: 

operational, systems, and technical, as defined in the architecture framework. In accordance with DoDI 

5000.2 and DoDI 4630.8,—having a technical view derived from the standards and guidelines contained 

therein—is required at all program milestone decisions. CJCSI 6212.01C defines the net-ready key 

performance parameter (KPP) which is based on the use of the GIG integrated architecture. The net-ready 
UAS ROADMAP 2005 

APPENDIX E – INTEROPERABILITY STANDARDS 

Page E-2 

KPP will be used to assess net readiness, information assurance requirements, and both the technical 

exchange of information and the end-to-end operational effectiveness of that exchange. 

IT Standards Profile 

The Department of Defense Information Technology Standards Registry (DISR) replaces the Joint 

Technical Architecture (JT A). The DISR provides DoD systems with the basis for seamless 

interoperability. In DISRonline, the Joint Technical Architecture (JTA) document was parsed and 

populates an Oracle database that serves as the back-end repository for all of the web-based applications. 

It defines the DISR services and standards applicable to all DoD information technology (IT) systems. 

The DISR is mandated for the management, development, and acquisition of new or improved IT systems 

throughout DoD. Standards and guidelines in the DISR are stable, technically mature, and publicly 

available. The standards selected are essential for providing interoperability and net-centric services 

across the DoD enterprise and are consistent with the GIG architecture. These standards do not include 

vendor-unique standards. http://disronline.disa.mil.

The command, control, communications, and computer systems directorate of the joint staff (J-6) 

interoperability and supportability tool supported by JCPAT-E enables component program managers 

(PM) to develop IT Standards Profiles IAW the DOD IT Standards Registry (DISRonline). The IT 

standards profile is required as a supporting JCIDS predecessor document for capability development 

document and CPDs. The standards profile generated by the DISRonline shall be submitted with its 

related CDDs, and CPDs to the KM/DS during the JCIDS process, and the ISP. 

The JCIDS predecessor requirement mandates the use of the J6 interoperability and supportability tool 

access, use of the JCPAT-E registration number for IT and NSS, and development of IT standards profile 

by component PMs. 

Supported by the J-6 interoperability and supportability tool, DISR online enables system developers to 

identify applicable DISR standards and provides users with an easy method to identify the applicable 

DOD standards needed and to build an IT system Standards Profile through analysis of the IT and NSS 

capability/system requirements. The J-6 interoperability and supportability tool may be accessed via the 

SIPRNET at http://jcpat.ncr.disa.smil.mil.

Open Systems Interconnection/STANAG 4250 

The NATO reference module for open systems interconnection is defined in STANAG 4250. This model 

is based on the ISO open systems interconnect model, using seven layers to define the elements of the 

interface protocol. The lowest level is the physical layer, defining the physical and electrical parameters 

of the actual connection. The highest layer defines the support for the applications that use the data being 

transported across the interface. The next part of the Standards appendix will describe standards for OSI. 

NETWORK STANDARDS

The transport infrastructure is a foundation for net-centric transformation in DoD and the intelligence 

community (IC). To realize the vision of a global information grid, ASD/NII has called for a dependable, 

reliable, and ubiquitous network that eliminates stovepipes and responds to the dynamics of the 

operational scenario— bringing power to the edge. To construct the transport infrastructure DoD will: 

3⁄4 Follow the Internet Model 

3⁄4 Create the GIG from smaller component building blocks 

3⁄4 Design with interoperability, evolvability, and simplicity in mind 

The Transport layer (OSI Layer 4) 

The OSI reference model transport layer (layer 4) defines the rules for information exchange and manages 

end-to-end delivery of information within and between networks, including making provision for error 

recovery and flow control. It also repackages long messages when necessary into smaller packets for 

transmission and, at the receiving end, rebuilds packets into the original message. Depending upon which 
UAS ROADMAP 2005 

APPENDIX E – INTEROPERABILITY STANDARDS 

Page E-3 

layer 4 protocol is in use, the receiving terminal’s transport layer may send acknowledgments of receipt 

of packets. Two layer 4 protocols are recommended and both should be present on both the transmitting 

and receiving platforms. The receiver should be able to determine which protocol the transmitting system 

utilized by the information in the packet header. 

3⁄4 User datagram protocol (UDP), IETF Standard 6, IETF RFC 768. This is a mandated standard 

identified in the DISR. UDP is used when transport layer delivery assurance of packets sent over the 

data link is not required (e.g., in the transmission of video frames, a condition where tolerance of 

errors and/or missing frames is high and low latency is important). 

3⁄4 Transport control protocol (TCP), IETF Standard 7, IETF RFC 793. This is a mandated standard 

identified in the DISR. The TCP [RFC 761] provides a connection oriented reliable byte stream 

service. TCP is a bi-directional protocol, which has no concept of messages. Any framing has to be 

added at the application level. TCP contains an acknowledgement scheme which makes it reliable 

(bytes are delivered correctly and in order) and which implements flow control. 

The Network Layer (OSI Layer 3) 

In the OSI reference model, the network layer (layer 3) provides a means for addressing messages and 

translating logical addresses and names into physical addresses. It also provides a means for determining 

the route from the source to the destination computer and manages traffic problems, such as switching, 

routing, and controlling the congestion of data packets. The ubiquitous standard for layer 3 networking is 

the Internet Protocol (IP). IP version 4 (IPv4) is currently in widespread usage. IP version 6 (IPv6) is an 

emerging standard that is in development, and mandated for DoD usage with a transition completion goal 

of 2008, per DoD-CIO memoranda dated 9 June 2003. 

3⁄4 IP, IETF Standard 5, IETF RFCs 791, 792, 950, 919, 922, 1112. This is a mandated standard 

identified in the DISR. 

INTERNET STANDARDS

3⁄4 Hypertext transfer protocol (HTTP) Version 1.1, internet engineering task force (IETF) request for 

comment (RFC) 2616. HTTP shall be the main protocol used for web browsing. This is a mandated 

standard identified in the DISR. 

3⁄4 Hypertext markup language (HTML) 4.01, world wide web consortium (W3C) recommendation. 

This is a mandated standard identified in paragraph 2.5.4.1 – as of volume I of the JTA. 

3⁄4 File transfer protocol (FTP), IETF Standard 9, IETF RFC 959. This is a mandated standard identified 

in.the DISR 

3⁄4 Simple mail transfer protocol (SMTP), IETF RFCs 1870, 2821. This is a mandated standard 

identified in.the DISR 

3⁄4 Multi-purpose internet mail extensions (MIME), IETF RFCs 2045-2049. This is a mandated standard 

identified in.the DISR 

3⁄4 Uniform resource locator (URL), uniform resource identifier (URI), IETF RFCs 1738, 1808, 1866. 

IETF RFC 1738 is mandated in.the DISR 

3⁄4 Unicode universal character set, international organization for standardization (ISO) 10646, 

“universal multiple-octet coded character set (UCS)”, IETF RFC 2277 http://unicode.org. This is a 

mandated standard identified in the DISR 

INTERNETWORKING (ROUTER) STANDARDS

Routers are used to interconnect various sub networks and end-systems. Protocols necessary to provide 

this service are specified below. IETF RFC 1812 is an umbrella standard that references other documents 

and corrects errors in some of the referenced documents. The DISR mandates the following standards. 

3⁄4 IETF RFC 1886, DNS Extensions to Support IPv6, December 1995. 

3⁄4 IETF RFC 3152, Delegation of IP6.ARPA, August 2001. 
UAS ROADMAP 2005 

APPENDIX E – INTEROPERABILITY STANDARDS 

Page E-4 

Local Area Network Access 

While no specific LAN technology is mandated, the following is required for interoperability in a joint 

environment. This requires provision for a LAN interconnection. Ethernet, the implementation of carrier 

sense multiple access with collision detection (CSMA/CD), is the most common LAN technology in use 

with TCP/IP. The hosts use a CSMA/CD scheme to control access to the transmission medium. An 

extension to Ethernet, fast Ethernet provides interoperable service at both 10 Mbps and100 Mbps. Higherspeed interconnections are provided by 100BASE-TX (two pairs of category 5 unshielded twisted pair, 

with 100BASE-TX auto-negotiation features employed to permit interoperation with 10BASE-T). The 

following standards are mandated as the minimum set for operation in a Joint Task Force for platforms 

physically connected to a Joint Task Force LAN. 

3⁄4 ISO/IEC 8802-3:2000 (IEEE Std. 802.3, 2000 Edition). 

Gigabit Ethernet extends the speed of the Ethernet specification to 1 Gbps. Gigabit Ethernet is used for 

campus networks and building backbones. While no specific LAN/CAN technology is mandated, when 

using Gigabit Ethernet (1000 Mbps service) over fiber or Category 5 (CAT5) copper cabling, the 

following physical layer and framing standard is mandated: 

3⁄4 ISO/IEC 8802-3:2000 (IEEE Std. 802.3, 2000 Edition). 

DATA LINK STANDARDS

Common Data Link/STANAG 7085 

In 1991, and again in 1994, the Assistant Secretary of Defense (ASD) for command, control, 

communications, and intelligence (C3I), now ASD for networks and information integration (NII), 

mandated the use of common data link (CDL)1 for wideband transmission of imagery and signals 

intelligence data from airborne intelligence, surveillance, and reconnaissance (ISR) platforms to ground 

processing facilities.2. ASN(C3I) updated these memoranda on 19 June 20013

, directing the use of CDL 

for all wideband ISR Air-to-Air and Air-to-Ground (but not Air-to-Satellite) data links. 

Basic CDL is a full-duplex, jam resistant spread spectrum, point-to-point digital link. The uplink operates 

at 200 Kbps, 400 Kbps, 2 Mbps, 10.71 Mbps, 22.4 Mbps, or 45 Mbps. The downlink can operate at 10.71 

Mbps, 22.4 Mbps, 45 Mbps, 137 Mbps, or 274 Mbps. In addition, rates of 548 Mbps and 1096 Mbps may 

be supported in the future. A Time Division Multiplexer (TDM) scheme is incorporated in the 

specification. This allows each CDL system to be configured to support many platforms, sensor systems, 

and remote control & reception systems. While this has allowed many applications of CDL to succeed as 

individual systems, it has resulted in a host of systems that cannot share capabilities because of the unique 

applications of configuration. 

As the number of systems using CDL are developed and fielded, this issue has continued to grow. Use of 

motion imagery and other data collected by manned and unmanned sensor platforms has become 

increasingly important to the war fighter, the proliferation of sensors and platforms that use CDL has 

raised the military Services’ interest in assuring interoperability. 

 

1

 “CDL” denotes a family of full-duplex, jam-resistant, point-to-point microwave communication links developed by 

the US Government and used in imagery and signals intelligence (SIGINT) collection systems. CDL is defined by 

the Common Data Link Waveform Specification, Revision F, November 2002. In a 1996 affordability initiative to 

broaden potential CDL applications, the Defense Airborne Reconnaissance Office (DARO) and the Defense 

Advanced Research Projects Agency (DARPA) developed a narrow-band version of CDL (at that time limited to 

data rates up to 10.71 Mbps), which was designated Tactical Common Data Link (TCDL). TCDL is evolving into a 

full-bandwidth (up to 274 Mbps) technology that is light-weight and relatively low-cost, is fully compliant with the 

CDL specifications, but may not be as feature-rich or environmentally capable as traditional CDL systems. 

2

 ASD (C3I) Memorandum, Common Data Link (CDL) Policy, 18 October 1994. 

3

 ASD(C3I) Memorandum, Common Data Link (CDL) Policy, 19 June 2001 
UAS ROADMAP 2005 

APPENDIX E – INTEROPERABILITY STANDARDS 

Page E-5 

The family of standard CDL waveforms4 provides an exceptional range of features that allow CDL to be 

tailored to meet many program, platform, and operational needs. Because of this flexibility, a transmitting 

terminal and an associated receiving terminal may both be compliant with the CDL Waveform 

Specification, but may not be interoperable because they are designed or configured to conform to 

different parts of the specification. The need to standardize the user systems interface to the 

communications system has resulted in the approval of Annex B of the CDL specification. The following 

section describes the key parts of Annex B. 

STANAG 7085 (Interoperable Data Links for Imaging Systems) 

The CDL specification has been made available to NATO in the form of STANAG 7085. STANAG 

7085 is currently based on Revision E of the CDL Specification. Release of the newer Revision F to 

NATO is in progress. 

CDL Terminal Interoperability 

In the OSI reference model, the physical layer (layer 1) provides the physical means for transmitting 

digital data from one computer to another and regulates the transmission of the stream of data over a 

physical medium. In CDL terms, the physical layer is composed of a pair of radio terminals (e.g., an 

airborne terminal and a surface terminal, or two airborne terminals) and the complex radio waveform that 

establishes the link between the two terminals. Interoperability profile compliant systems will use the 

CDL Spec Annex B to define the physical layer. In addition, compliant systems will implement one or 

more external IEEE 802.3 100BaseTX Ethernet ports for interconnection with external Ethernet-based 

local area networks. 

Data Signal Framing 

The OSI reference model data link layer (layer 2) establishes the procedures and protocols for 

transmitting data over the physical layer. Among these functions is packaging the bits into packets, cells, 

or frames for transmission, and for recovering the data at the receiving terminal. Layer 2 protocols have 

means for detecting and correcting errors that may occur during transmission. In the CDL context, layer 2 

also provides a means for the receiving terminal to identify the beginning of a frame of data in the 

unbroken stream of bits received over the link. CDL layer 2 networking protocols are specified in 

appendix II and annexes A, B, C, and D of the CDL waveform specifications. Annex A details the 

ATM/CTFF framing procedure used by some CDL systems. Annex B details the Ethernet/GFP framing 

procedure. 

No changes are required in the Ethernet or GPF protocols (Layer 2) to support either IPv4 or IPv6 (Layer 

3). Only the IPv4 Header Compression (Layer 3) feature will have to be turned off or updated to support 

the new IPv6 header compression scheme if desired. 

Data framing with Ethernet 

Interoperability profile compliant systems will, as a minimum, implement layer 2 framing of data using 

IEEE 802.3 100BaseTX Ethernet (up to 100 Mbps), as defined in the CDL waveform specifications, 

appendix II, annex B. Further, interoperability profile compliant systems will implement the specific 

Ethernet datagram structure defined in annex C. These requirements, however, do not preclude system 

architectures from implementing additional layer 2 framing procedures. 

Generic Framing Procedure (GFP) 

Standards Profile compliant systems will as a minimum implement international telecommunications 

union (ITU) generic framing procedure as defined in the CDL waveform specifications appendix II, 

 

4 Defined in Waveform Specification for the Common Data Link (CDL), Specification Number 7681990, Revision F, 

available through the Air Force Aeronautical Systems Center (ASC/RAJD). 
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APPENDIX E – INTEROPERABILITY STANDARDS 

Page E-6 

annex B. GFP provides a simple and highly efficient means of transmitting asynchronous Ethernet (and 

other framing procedures) over the synchronous CDL channel. The key to GFP efficiency is derived from 

the means utilized to identify the start of data frames in the continuous serial bit stream received over 

CDL. 

Media Access Control Addressing 

Interoperability profile compliant systems will implement media access control addressing as defined in 

the CDL waveform specifications, appendix II, and annex B. 

External Network Interface 

The Ethernet port is expected to facilitate “plug and play” interconnection and interoperation of systems 

with Ethernet-based local area networks on board aircraft and surface vessels. 

Interoperability Outside the Data Link 

Defense transformation, and more specifically the development of the GIG, is built on the concept of 

information system networking. CDL systems have the potential for being connected to the edge of the 

GIG, and for this reason networking capabilities are being implemented in CDL-based transmission 

systems. Networking capabilities, although they may be considered as operationally integral to a 

particular CDL system, actually are implemented through standards, protocols, and methods external to 

the data link itself (i.e., at layers 3 through 7 of the OSI networking model). Networking standards are an 

important consideration in the overall interoperability of UA systems and are discussed in the previous 

Section. Systems will as a minimum implement a user interface based on IP packets and IP addressing as 

needed to support the specific program network addressing requirements. Implementation of IP and IP 

addressing should conform to the CDL waveform specifications, appendix II. 

CDL will have an expanding role as the intelligence community and the entire DOD migrate toward 

network-centric warfighting capabilities. Although CDL has been used traditionally as a point-to-point 

ISR data link, the CDL waveform standard revision F, along with future revisions, will include the 

necessary networking and interface standards to better assure end-to-end interoperability. Improved ISR 

end-to-end interoperability facilitates integration across all ISR assets supporting the warfighter. 

In parallel, the U.S. has cooperated with NATO to develop STANAG 7085 which embodies the CDL 

specification. Additionally, it should be noted that STANAG 7085/CDL is a key component of 

interoperability for CIGSS/DCGS. 

While the CDL specification and STANAG 7085 define the basic requirements for interoperability, the 

numerous options available within the standard allow for non-interoperable implementations that are all 

compliant. A set of profiles is being developed within the NATO community to provide more specific 

guidance for users of CDL systems. Developers will adopt one of the profiles whenever possible to 

minimize the proliferation of compliant, but non-interoperable data link systems. 

Any UA system supporting data rates over 10Mb/s will implement and support CDL version F. This 

includes the current UA systems: Shadow 200, Pioneer, MQ-1 Predator, MQ-9 Predator, and Global 

Hawk. 

Link 16 

Link 16 is an encrypted, jam-resistant, nodeless tactical digital data link network established by joint 

tactical information distribution system (JTIDS)-compatible communication terminals that transmit and 

receive data messages in the tactical data information link (TADIL) J message catalog. Link 16 can 

provide a range of combat information in near-real time to U.S. and NATO allies’ combat aircraft and C2 

centers. The TADIL J messages and protocols are defined in STANAG 5516, while the communication 

element is defined in STANAG 4175. Operating procedures are defined in allied data publication-16 

(ADatP-16) or alternatively in the joint multi-TADIL operating procedures (JMTOP) (Chairman Joint 

Chiefs of Staff Manual CJCSM 6120.01. 
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APPENDIX E – INTEROPERABILITY STANDARDS 

Page E-7 

Military Satellite Communications 

Military satellite communications (MILSATCOM) systems include those systems owned or leased and 

operated by DoD and those commercial satellite communications (SATCOM) services used by DoD. The 

basic elements of satellite communications are a space segment, a control segment, and a terminal 

segment (air, ship, and ground). An implementation of a typical satellite link will require the use of 

satellite terminals, a user communications extension, and military or commercial satellite resources. For 

information on MILSATCOM standards go to: https://disain.disa.mil/sisc/. A brief description of the 

categories and types of SATCOM links and standards follows. 

The basic categories of SATCOM are: 

• Narrow Bandwidth (NB): <= 64 kbps 

• Wide Bandwidth (WB) : >= 64 kbps 

• Unprotected: Not Anti-Jam or Low Probability of Intercept 

• Protected: AJ and/or LPI 

• Commercial: Non-government owned or operated 

• Government/Military Government owned and operated 

Military Ultra High Frequency (UHF) (Narrow Bandwidth)

3⁄4 NB, Military service 

3⁄4 Transponded 5 and 25 kHz channels 

3⁄4 Complete transition to DAMA based services is mandated, and in process 

3⁄4 For 5-kHz or 25-kHz single-channel access service supporting the transmission of either voice or 

data: MIL-STD-188-181B, Interoperability Standard for Single Access 5-kHz and 25-kHz UHF 

Satellite Communications Channels, 20 March 1999. 

3⁄4 For 5-kHz Demand Assigned Multiple Access (DAMA) service, supporting the transmission of data 

at 75 to 2400 bps and digitized voice at 2400 bps: MIL-STD-188-182A, Interoperability Standard for 

5-kHz UHF DAMA Terminal Waveform, 31 March 1997, with Notice of Change 1, 9 September 

1998; and Notice of Change 2, 22 January 1999. 

3⁄4 For 25-kHz Time Division Multiple Access (TDMA)/DAMA service, supporting the transmission of 

voice at 2,400, 4,800, or 16,000 bps and data at rates of 75 to 16,000 bps: MIL-STD-188-183A, 

Interoperability Standard for 25-kHz TDMA/DAMA Terminal Waveform, 20 March 1998, with 

Notice of Change 1, 9 September 1998. 

3⁄4 For data controllers operating over single-access 5-kHz and 25-kHz UHF SATCOM channels: MILSTD-188-184, Interoperability and Performance Standard for the Data Control Waveform, 20 August 

1993, with Notice of Change 1, 9 September 1998. This standard describes a robust link protocol that 

can transfer error-free data efficiently and effectively over channels that have high error rates. 

3⁄4 For MILSATCOM equipment that control access to DAMA UHF 5-kHz and 25-kHz MILSATCOM 

channels: MIL-STD-188-185, DoD Interface Standard, Interoperability of UHF MILSATCOM 

DAMA Control System, 29 May 1996, with Notice of Change 1, 1 December 1997; and Notice of 

Change 2, 9 September 1998. 

Military Wide Bandwidth, Unprotected

3⁄4 The standard waveform is described in MIL-STD-188-165A, with revision B currently in staffing. It 

supports data rates from 64 kbps to 155 Mbps. This specification is compliant with the requirements 

for use of commercial WB systems. 

3⁄4 The Earth Terminal specification is MIL-STD-188-164, which describes ground, air, and surface 

terminal parameters. 
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3⁄4 The Defense Satellite Communications System (DSCS) consists of multiple X-Band transponder 

satellites that provide world wide coverage between 65 N and 65 S. 

3⁄4 The Wideband Gapfiller System (WGS) is the replacement system for DSCS and is expected to field 

the first three satellites beginning in 2005 and ending in 2007. Satellites 4 and 5 are tentatively 

scheduled for 2010 and 2011. This system will continue the X-Band capability of DSCS and add a 

Military Ka-Band capability. Note that Military and Civilian Ka-Bands are different. 

Military Narrow and Wide Bandwidth, Protected

3⁄4 The standard waveforms are described in MIL-STD-1582D and MIL-STD-188-136A. 

3⁄4 The waveforms are currently restricted to Extremely High Frequency (EHF), however are evolving to 

allow application to Military X and Ka-Bands at a future date. 

3⁄4 The current EHF system, Milstar, is in its third generation. This system provide Low Data Rate 

(LDR) services, from 75 bps to 2.4 kbps. Medium Data Rate (MDR) services operate from 4.8 kbps 

to 1.544 Mbps. 

3⁄4 The Advanced EHF (AEHF) system will extend the life of Milstar and add High Data Rate (HDR) 

services. 

3⁄4 Transformational Satellite (T-SAT) will ultimately merge the capabilities of the WGS and the EHF 

series of systems. It will use a protected waveform and support both EHF and Military Ka-Band 

spectrum. 

Commercial Narrow Bandwidth

3⁄4 INMARSAT Satellite Telephone services 

3⁄4 GlobalStar Satellite Telephone services 

3⁄4 Iridium Satellite Telephone services 

Commercial Wide Bandwidth

3⁄4 The standard waveform is described in MIL-STD-188-165A, with revision B currently in staffing. It 

supports data rates from 64 kbps to 155 Mbps. This specification is compliant with the requirements 

for use of military WB unprotected systems. 

3⁄4 Commercial WB services are available in the C, X, Ku, and Civilian Ka-Bands. 

DATA STANDARDS

The DoD Net-Centric Data Strategy is a key enabler of the DoD’s transformation by establishing the 

foundation for managing the Department’s data in a net-centric environment. Key attributes of the 

strategy include: 

3⁄4 Ensuring data are visible, accessible, understandable, and trustable when needed and where needed to 

accelerate decision-making 

3⁄4 “Tagging” of data (intelligence, non-intelligence, raw, and processed) with metadata to enable 

discovery by known and unanticipated users in the enterprise 

3⁄4 Posting of data to shared spaces for users to access except when limited by security, policy, or 

regulations 

Data standards are intended to ensure that data from on-board sensors and payloads can be processed and 

interpreted by any user. Some of the categories of data standards include still imagery, motion imagery, 

signals, radar complex or video phase history data, hyper spectral imagery data, acoustic, chemical 

detection, biological detection, and nuclear detection weapons data. 
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DoD Discovery Metadata Specification 

Interoperability between UA systems, and between UA and other platform types will only be 

accomplished when all platforms share the same common format for metadata. The DoD discovery 

metadata specification (DDMS) defines discovery metadata elements for resources posted to community 

and organizational shared spaces. “Discovery” is the ability to locate data assets through a consistent and 

flexible search. The DDMS specifies a set of information fields that are to be used to describe any data or 

service asset that is made known to the enterprise, and it serves as a reference for developers, architects, 

and engineers by laying a foundation for discovery services. Accordingly, the near-term goal of the 

DDMS, coupled with DoD policy and guidance, is to facilitate enterprise discovery of data assets at the 

summary, or macro level. The DDMS will be employed consistently across DoD’s disciplines, domains 

and data formats. 

STANAG 4586 (Standard Interfaces of UAV Control System) 

STANAG 4586 defines the architectures, interfaces, communication protocols, data elements, message 

formats and identifies related STANAGs with which compliance is required to operate and manage 

multiple legacy and future UA in a complex NATO combined/joint services operational environment. The 

UCS architecture encompasses the core UCS to handle UA common/core processes, the data link 

interface to enable operations with legacy as well as future UA systems, the command control and 

interface for UA and UA payload data dissemination to support legacy and evolving NATO C4I systems 

and architectures, and the HCI requirements to support the interface to the UA system operators. Five 

levels of interoperability are defined to accommodate operational requirements. This STANAG contains 

the messages which support the EO/IR, SAR, communications relay, and stores (e.g., weapons, payloads.) 

across the data link interface (DLI). As additional payloads are defined, the STANAG will be updated to 

incorporate those payloads. 

NATO ISR Interoperability Architecture 

The NATO ISR interoperability architecture includes a number of standards that are applicable to ISR 

systems. These standards cover the critical interfaces in the ISR data chain. It should be noted that while 

these standards are published by NATO, they were all initiated by U.S. activities, and in many cases are 

directly compatible with current U.S. standards. 

STANAG 4545 (Secondary Imagery Format) 

A still imagery format has been in place since the late 1980s. The original format was developed for 

national imagery and was given the name: national imagery transmission format (NITF). NITF 2.1 (MILSTD 2500B change notice 2) is the current version of the standard and is equivalent to the NATO 

Secondary Imagery Format (NSIF - STANAG 4545). Over the years the format has been extended to 

airborne imagery. The standard addresses still imagery taken from EO/IR/Radar sensors. 

NITF/NSIF also prescribes the compression standards for this imagery. JPEG is the primary compression 

used for imagery but there are other compression standards that may be used for specific and unique 

applications (e.g. lossless JPEG, vector quantization). NIMA has proposed the implementation of JPEG 

2000 in a next version of the NITF/NSIF standard. JPEG 2000 should support new CONOPS for how 

NITF/NSIF is to be used. NITF/NSIF also implements data extensions to support the transmission of 

GMTI data. This extension is unique but was developed to enhance interoperability through the use of an 

existing standard and applications. The extension is based on the GMTI STANAG 4607. 

It should be noted that both NITF and NSIF are being migrated to a common international standard. 

ISO/IEC 12087-5, the basic image interchange format (BIIF) was created as a superset of NITF/NSIF. 

NATO has developed a profile of BIIF that matches the current requirements identified in NITF/NSIF 

and the profile has been ratified and published by ISO. 

All UA systems supporting still imagery (EO/IR/MSI/HSI/radar) will comply with the most recent 

version of NITF/NSIF. 
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STANAG 4559 (Standard Image Library Interface) 

This standard establishes the requirements for interfacing to heterogeneous imagery libraries. Image 

Libraries supporting NATO will provide imagery, geospatial information, and product storage 

mechanisms, which allow users to determine the availability of data and products, and provide the tools to 

access and retrieve them in a timely manner. A standard interface will enable users to quickly find an 

image, or information needed to conduct rapid operational missions. Image libraries and the NSIL 

Interface are envisioned as an augmentation to existing RFI procedures and not as a replacement. There 

may exist policies (Host Nation) or security and operational restrictions that impose limits on user access. 

However, technical interfaces will support all authorized users with access to imagery information. The 

overall goal is for intelligence analysts, imagery analysts, cartographers, mission planners, simulations 

and operational users, from NATO countries, to have access, from a single workstation, to needed 

information in a timely manner. 

STANAG 4607 (Ground Moving Target Indicator Format) 

The GMTI standard defines the data content and format for the products of ground moving target 

indicator radar systems. It also provides the mechanism to relay tasking requests back to the sensor 

system. The format is scalable to allow all types of radar systems to use the format and tailor the data 

flow to the capabilities of the sensor and the available communications channels. Smaller systems can use 

the basic capabilities of the format to transmit only moving target reports. Larger, more capable systems 

can use the same format for the moving target reports, and also provide high range resolution data, and 

other products of extended processing of the radar returns. The format is also designed to be encapsulated 

in either STANAG 4545 or STANAG 7023 data files, allowing users with multiple data types to use the 

GMTI format for the GMTI data, and the other STANAGs for imagery, graphics, and/or text data, all 

within a common data stream. 

STANAG 4609 (Digital Motion Imagery Format) 

In 1998, the National Imagery and Mapping Agency (NIMA) chartered the Motion Imagery Standards 

Board (MISB) to develop a motion imagery standards profile (MISP). The current version is MISP 2.0a. 

This standard is completely based on commercial standards, specifically MPEG-2. Instead of having to 

depend on government-sponsored developments for motion imagery processing, this standard promotes 

the use of commercial applications and hardware. In addition, in 2001 NIMA also began to lead the 

STANAG process to develop a NATO digital motion imagery STANAG. The MISP serves as the master 

baseline standards document. STANAG 4609 has been specifically based on MISP2.0a to facilitate 

NATO acceptance of motion imagery standards. STANAG 4609 will replace MISP 2.0a as the operative 

digital motion imagery standard for the U.S. Currently MISP2.0a mandates the migration and 

development of video systems to a fully digital format typically referred to as HDTV. 

STANAG 7023 (Primary Image Format) 

STANAG 7023 is the NATO primary image format. This format is intended for applications that require 

real-time recording or data link transmission of sensor data with little or no processing. STANAG 7023 

was initiated by the U.S. as the format for the ATARS program. As the ATARS program was redirected, 

the format was changed, and U.S. interest in STANAG 7023 disappeared. However, many NATO nations 

(particularly the UK, France, Germany, and Denmark) have developed systems that implement the 

format. In order for U.S. ground systems to be interoperable with the NATO systems, the U.S. will have 

to implement the format for exploitation. In addition, it may be desirable to use this format in those 

applications where size, weight, and power (SWAP) constraints preclude on-board processing of sensor 

data into NITF/NSIF formatted files. 

Other Data Types 

Adoption of the following three STANAGS, 3809, 5500, and 7074, is mandatory for the success of UA 

system interoperability and will be required in UA systems where applicable. Adoption of the last two, 

STANAGs 3377 and 4250, is not mandatory but is encouraged. 
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STANAG 3809 (Digital Terrain Elevation Data) 

STANAG 3809 provides the format for digital terrain elevation data (DTED) geographic information data 

exchange. This data is used for a number of different applications, including mission planning, mapping, 

and ISR sensor visibility calculations. All exchange of DTED data should be accomplished using 

STANAG 3809. 

STANAG 5500 (Message Text Formatting System) 

The NATO message text formatting system (ADatP-3) provides the format for digital messages usable by 

ADP systems. A number of different message types are defined and encoded so that recipient systems can 

interpret each. 

STANAG 7074 (Digital Geographic Information Exchange Standard) 

Digital geographic information exchange standard (DIGEST Version 1.2a) is the standard used to define 

all types of geographic data. This format is compatible with STANAG 4545, and some of the extensions 

defined in STANAG 7074 are used by STANAG 4545 to incorporate precision geographic information. 

STANAG 3377 (Air Reconnaissance Intelligence Report Forms) 

Air Reconnaissance Intelligence Report Forms are included in STANAG 3377. These forms are used to 

report the results of imagery interpretation and include forms for rapid exploitation, detailed exploitation, 

and radar analysis. This standard provides both the free text and automated data processing forms of each 

of the forms. 

Other Data Formats 

Digital feature analysis data (DFAD) is data that describes the surface features of the terrain. This allows 

a more complete analysis of terrain than is available through the use of elevation data alone. Feature 

analysis includes both the natural surface and man-made features. The World Geodetic System - 84 

(WGS-84), contained in MIL-STD-2401, provides the reference ellipsoid for use in elevation 

calculations. In some cases, the ellipsoid is modified with variations of the gravitational vector through 

the designation of a reference geoid as well. In either case, developers should take care to ensure that 

metadata specifications are properly followed with respect to using the proper elevation reference. 

IMINT Aircraft Collections Requirement Message (ACRM) 

This standard for ACRMs is designed to provide a common data structure and format to facilitate the 

automatic ingestion of IMINT collection tasking from theater collection management tool(s) to mission 

and/or sensor planners. The ACRM standard will provide community-acceptable field names, data 

structures, and format(s). Using the standard, developers can create compatible profiles for their 

individual applications and systems to automatically ingest collection requirements and tasking 

information. 

The standard will provide a menu of all the potential fields necessary for various airborne IMINT 

collections. Not all fields will necessarily be used in any one ACRM application. Each developer can 

include those fields necessary for their system/platform in their particular profile. A single standard for 

ACRMs will: 

3⁄4 Eliminate the creation of multiple one-to-one unique interfaces between collection management tools 

and mission and sensor planners 

3⁄4 Facilitate interoperability by enabling a standards based approach to collection management 

3⁄4 Streamline the tasking process so that users (who have an application for automatic ingestion 

developed from the standard) do not have to re-type collection tasking information into their sensor 

and/or mission planning systems 
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Information Security 

Information Assurance is defined as measures taken to protect and defend our information and 

information systems to ensure confidentiality, integrity, availability, and accountability, extended to 

restoration with protect, detect, monitor, and react capabilities. 

Secure Web Browsing 

This service identifies the protocol used to provide communications privacy over a network. The protocol 

allows applications to communicate in a way designed to prevent eavesdropping, tampering, or message 

forgery in e-mail packages. World Wide Web (WWW) services provide abilities for navigation and data 

transport across the Internet. The protocol encapsulates various higher-level protocols and is application 

independent. 

Web browsers and web servers must first attempt to use transport layer security (TLS), then use secure 

socket layer (SSL) 3.0 if TLS is not supported. It is expected that SSL 3.0 will not be supported in the 

future. The following standards are both mandated for securing the communications of web browsers and 

web servers: 

3⁄4 SSL Protocol, Version 3.0, 18 November 1996. [SUNSET] This standard will be deleted when 

commercial Web servers employed by DoD and the IC community support TLS. 

3⁄4 IETF RFC 2246, the TLS Protocol Version 1.0, January 1999. 

Secure Messaging 

This service applies to the use of security implementations for the defense message system (DMS), the 

access control capabilities for communications with allied partners and for e-mail. For systems required to 

interface with the DMS Release 3.0 for organizational messaging, the following standard is mandated: 

3⁄4 Fortezza Interface Control Document, Revision P1.5, 22 December 1994. [SUNSET] This standard 

will be deleted when GIG enterprise services (GES) can provide secure messaging confirmation, to 

include authentication, delivery and encryption. Allied communications publication (ACP) 120 was 

developed to take advantage of X.509 version 3 certificates, in particular the subject Directory 

Attribute extension that contains the clearance attribute or the security label. This security label 

provides for access control based not only on hierarchical classification, but also for compartments, 

categories, and citizenship. 

3⁄4 For DoD message systems required to process both unclassified and classified organizational 

messages using DMS Release 3.0, the following messaging security protocol is mandated. 

3⁄4 ACP-120, Allied Communications Publication 120, Common Security Protocol (CSP), Rev A, 7 May 

1998. [SUNSET] This standard will be deleted when GES can provide secure messaging 

confirmation, to include authentication, delivery and encryption. 

To support the access control capabilities of ACP 120, the following security label standards are 

mandated: 

3⁄4 ITU-T Recommendation X.411 (1999)/ISO/IEC 10021-4:1999, Information Technology – Open 

Systems Interconnection – Message Handling Systems (MHS) – Message Transfer System: Abstract 

Service Definition Procedures. [SUNSET] This standard will be deleted when GES can provide 

secure messaging confirmation, to include authentication, delivery and encryption. 

3⁄4 ITU-T Recommendation X.509 (2000)/ISO/IEC 9594-8:2001, Information Technology – Open 

Systems Interconnection – The Directory: Public Key and Attribute Certificate Frameworks, 2001, 

with Technical Corrigendum 1:2002, and Technical Corrigendum 2:2002. 

3⁄4 ITU-T Recommendation X.481 (2000)/ISO/IEC 15816-12:2000, Information Technology –Security 

Techniques – Security Information Objects for Access Control. [SUNSET] This standard will be 

deleted when GES can provide secure messaging confirmation, to include authentication, delivery 

and encryption. 
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3⁄4 SDN.706, X.509 Certificate and Certificate Revocation List Profiles and Certification Path 

+Processing Rules, Revision D, 12 May 1999. [SUNSET] This standard will be deleted when GES 

can provide secure messaging confirmation, to include authentication, delivery and encryption. 

3⁄4 SDN.801, Access Control Concept and Mechanisms, Revision C, 12 May 1999. [SUNSET] This 

standard will be deleted when GES can provide secure messaging confirmation, to include 

authentication, delivery and encryption. 

The secure/multipurpose internet mail extensions (S/MIME) v3 protocol suite provides application layer 

privacy, integrity, and non-repudiation (proof of origin) security services for messaging (e-mail). Three 

internet engineering task force (IETF) RFCs—RFC 2630, RFC 2632, and RFC 2633—provide the core 

security services listed above. For individual messages that use certificates issued by the DoD public-key 

infrastructure (PKI) to protect unclassified, sensitive information or sensitive information on system high 

networks the following standards are mandated: 

3⁄4 IETF RFC 2630, Cryptographic Message Syntax, June 1999. [SUNSET] This standard will be deleted 

when new standards are selected as part of the development of the IA component of the GIG 

architecture. 

3⁄4 IETF RFC 2632, S/MIME Version 3 Certificate Handling, June 1999. 

3⁄4 IETF RFC 2633, S/MIME Version 3 Message Specification, June 1999. 

IETF RFC 2634 provides optional enhanced security services, which are signed receipts (nonrepudiation—proof of receipt), security labels, secure mailing lists, and signing certificates. For enhanced 

security services, the following standard is mandated: 

3⁄4 IETF RFC 2634, Enhanced Security Services for S/MIME, June 1999. 

Cryptographic Security Services 

To support interoperability using encrypted messages, products must share a common communications 

protocol. This protocol must include common cryptographic message syntax, common cryptographic 

algorithms, and common modes of operation (e.g., cipher-block chaining). The mechanisms to provide 

the required security services are as follows. 

Encryption Algorithms 

Encryption algorithms are a set of mathematical rules for rendering information unintelligible by affecting 

a series of transformations to the normal representation of the information through the use of variable 

elements controlled by a key. 

The following standard is mandated when the security policy or the program security profile requires this 

level of protection, and Fortezza applications are in use: 

3⁄4 SKIPJACK and KEA Algorithm Specification, Version 2.0, NIST, 29 May 1998. [SUNSET] This 

standard will be deleted when AES becomes the mandated standard. 

For those systems required or desiring to use a cryptographic device to protect privacy-act information 

and other unclassified information not covered by the Warner Amendment to Public Law 100-235, the 

following standard is mandated: 

3⁄4 FIPS PUB 46-3, Data Encryption Standard, 25 October 1999. [SUNSET] This standard will be 

deleted when AES becomes the mandated standard. 

Signature Algorithms 

A signature algorithm is an algorithm developed to assure message-source authenticity and integrity. The 

intent of the signature is to provide a measure of assurance that the person signing the message actually 

sent the message that is signed, and that the content of the message has not been changed. The following 

standard is mandated when the security policy or program-security profile requires this level of 

protection: 
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3⁄4 FIPS PUB 186-2, Digital Signature Standard (DSS) Digital Signature Algorithm (DSA), 27 January 

2000. 

Signals Intelligence (SIGINT) 

Many standards applicable to UA SIGINT data are addressed in Section 4 of the Joint Airborne SIGINT 

Architecture (JASA) Version 2.0. Due to programmatic issues leading to cancellation of JSAF, the JASA 

is being reviewed for future applicability and necessary changes. However, NATO Air Group IV has 

initiated a study to examine the use of ELINT and ESM data within the community with an aim to 

standardize the data formats of both aspects of electromagnetic collection. 

Human Computer Interface 

The objective of system design is to ensure system reliability and effectiveness. To achieve this objective, 

the human must be able to effectively interact with the system. Operators, administrators, and maintainers 

interact with software-based information systems using the system’s HCI. The HCI includes the 

appearance and behavior of the interface, physical interaction devices, graphical interaction objects, and 

other human-computer interaction methods. A good HCI is both easy to use and appropriate to the 

operational environment. It exhibits a combination of user-oriented characteristics such as intuitive 

operation, ease and retention of learning, facilitation of user-task performance, and consistency with user 

expectations. The need to learn the appearance and behavior of different HCIs used by different 

applications and systems increases both the training burden and the probability of operator error. 

Interfaces that exhibit a consistent appearance and behavior both within and across applications and 

systems are required. 

When developing DoD automated systems, the GUI shall be based on one commercial user interface style 

guide consistent with 5.6.1. Hybrid GUIs that mix user interface styles (e.g., Motif with Microsoft 

Windows) shall not be created. A hybrid GUI is composed of toolkit components from more than one 

user interface style. When selecting commercial off-the-shelf (COTS)/government off-the-shelf (GOTS) 

applications for integration with developed DoD automated systems, maintaining consistency in the user 

interface style shall be a goal. An application delivers the user interface style that matches the host 

platform (i.e., Motif on a UNIX platform and Windows on an NT platform). This style conforms to 

commercial standards, with consistency in style implementation regardless of the development 

environment used to render the user interface. Applications that use platform-independent languages 

(such as Java) deliver the same style as the native application on the host platform. 

FLIGHT OPERATIONS STANDARDS

Flight operations standards are those standards required to operate the UA in the real world airspace 

occupied by both manned and unmanned aircraft. These include the standards for flight clearance, 

operations with air traffic control, aircraft certification standards, aircrew training requirements, etc. 

While many of these standards will parallel those used by manned aircraft, they must all be tailored to the 

specific environment of the unmanned platform. The details of these standards can be found in the DoD 

Airspace Integration Instruction, appendix F of this Roadmap. 

UA OPERATIONS STANDARDS

UA Operation Standards deal with the control of UA operations, including mission planning and sensor 

control. This regime includes appropriate standardization efforts for mission planning and air 

vehicle/sensor control. 

Multiple levels of interoperability are feasible among different UA systems. Improved operational 

flexibility can be achieved if the UA systems support appropriate levels of UA system interoperability 

defined in the STANAG 4586. 
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Level 1: Indirect receipt/transmission of UA related payload data. . (provided by other standards 

in the NIIA - STANAG 4586 not required) 

Level 2: Direct receipt of ISR/other data where “direct” covers reception of the UA payload 

data by the UCS when it has direct communication with the UA (provided by other 

standards in the NIIA - STANAG 4586 not required) 

Level 3: Control and monitoring of the UA payload in addition to direct receipt of ISR/other 

data . (handover of sensor control as defined in STANAG 4586). 

Level 4: Control and monitoring of the UA, less launch and recovery (handover of air vehicle 

control as defined in STANAG 4586). 

Level 5: Control and monitoring of the UA (Level 4), plus launch and recovery functions

The interoperability levels defined above can be achieved through the standardization of interfaces 

between the UA airborne elements and the UCS, between the air vehicle elements and external C4I 

elements, and between the UCS and external C4I Systems. In order to achieve interoperability, the UCS 

Architecture and interfaces must support the appropriate communication protocols and message formats 

for legacy as well as new UA systems. Level 2 and above (2+) of interoperability requires the use of a 

ground data terminal (GDT) that is interoperable with the air data terminal (ADT), as defined in 

CDL/STANAG 7085 (e.g., connectivity between the GDT and ADT is prerequisite for level 2+ 

interoperability). At all levels, the data formats and data transfer protocols must also comply with the 

NIIA standards. For level 1 or level 2, the NIIA standards for data format and data transfer provide the 

required interface requirements. For levels 3 and above, STANAG 4586 provides the sensor and airborne 

platform control functionality for the higher levels. 

There are already a number of existing or emerging STANAGs that are applicable to UA systems. They 

provide standards for interoperable data link (STANAG 7085), digital sensor data between the payload 

and the AV element of the data link (STANAG 7023, 4545), and for on board recording device(s) 

(STANAG 7024, 4575). Additionally, the STANAG 4586, unmanned control system (UCS), describes 

interfaces applicable to ground control stations and air vehicles, to include air vehicle control. Although 

somewhat limited as to broad mission area application, this STANAG contains an interface description, 

the DLI, which provides an excellent starting point for the development of a robust air vehicle interface, 

to include vehicle control functions. Thus, the approach to achieving the desired level of UA 

interoperability is based on compliance with existing standards or establishing new standards for a 

number of UA functions. 

3⁄4 An open network architecture using industry standards including internet protocol, Ethernet and 

generic framing procedure. 

3⁄4 A data link system(s) that provides connectivity and interoperability between the UCS and the AV(s). 

The data link system(s) must accommodate legacy as well as future systems. STANAG 7085, 

Interoperable Data Links for Imaging Systems, specifies a data link system that would provide the 

required connectivity and interoperability. The data link must just provide for transmission of data 

over the RF link, not be the interface for the sensor and flight management functions or do routing 

functions. 

3⁄4 Format for payload/sensor data for transmission to the UCS via the data link and/or for recording on 

the on-board recording device. STANAG 7023, NATO Primary Image Format Standard, with 

addition for non-imagery sensors, (e.g., electronic support measures (ESM)), and STANAG 4545, 

NATO Secondary Imagery Format, are the required data formats for imagery. If GMTI data is to be 

used, STANAG 4607 defines the required format, and STANAG 4609 defines the format for digital 

motion imagery. 

3⁄4 Recording device for on board recording of sensor data, if required, STANAG 7024, Imagery Air 

Reconnaissance Tape Recorder Standard, and STANAG 4575, NATO Advanced Data Storage 

Interface, specify standard recording devices and interface respectively. 
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3⁄4 A standard describing the interfaces and messages necessary to control an air vehicle. A starting point 

for this activity is the DLI segment of STANAG 4586. 

PROCESS FOR SELECTING STANDARDS

UA standards are usually selected for implementation by a development program from those in the DISR. 

New standards are added to the DISR periodically and existing ones updated based on technological 

advancement. However, the DISR is very broadly written to encompass the full range of interoperability 

needs. Therefore, subsets must be chosen for specific mission areas, such as UA. Additionally, some 

needed standards are not specifically included in the DISR, due to time lag as new technologies emerge or 

due to lack of specificity for lower level protocols. Currently, there is not a formal process in-place for 

choosing subsets of the DISR standards for UA application except during development of the UA 

Roadmap. The fundamental criterion for standards selection should be whether or not the proposed 

standard will improve UA systems interoperability. 

The following criteria must be considered the minimal set required for interoperability or reuse: 

3⁄4 Standards are technically mature and stable 

3⁄4 Technically implemental 

3⁄4 Publicly available 

3⁄4 Consistent with law, regulation, policy, or guidance documentation 

3⁄4 Preferred standards are those that are commercially supported in the marketplace with several 

validated implementations by multiple vendors (e.g., mainstream products) 

Standards Compliance 

A formal standards process must be put in-place for choosing subsets of the DISR standards for UA 

application and feed development of the UA Roadmap. Wherever possible, this must be worked as part of 

broader manned aviation, ISR and strike community activities. 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-1 

APPENDIX F: AIRSPACE 

OVERVIEW

The OSD vision is to have “File and Fly” access for appropriately equipped UA systems by the end of 

2005 while maintaining an equivalent level of safety (ELOS) to aircraft with a pilot onboard. For military 

operations, UA will operate with manned aircraft in and around airfields using concepts of operation that 

make on- or off-board distinctions transparent to air traffic control authorities and airspace regulators. 

The operations tempo at mixed airfields will not be diminished by the integration of unmanned aviation. 

Background 

Because the current UA systems do not have the same capabilities as manned aircraft to safely and 

efficiently integrate into the National Airspace System (NAS), military UA requirements to operate 

outside of restricted and warning areas are accommodated on a case-by-case basis. The process used to 

gain NAS access was jointly developed and agreed to by the DoD and FAA in 1999. Military operators 

of UA are required to obtain a Certificate of Authorization (COA) from the Federal Aviation 

Administration. The process can take up to 60 days, may vary among the FAA’s nine regional 

authorities, and because UA do not have a “see-and-avoid” (S&A) capability, may require such additional 

and costly measures as providing chase planes and/or primary radar coverage. COAs are typically issued 

for one-time events, limited to specific routes or areas, and are valid for no more than one year. An 

exception is the National COA that was issued to the Air Force for Global Hawk operations in the NAS. 

With a COA, the UA is accommodated into the system when mission needs dictate, but because the UA 

lacks the ability to operate as a manned aircraft it is segregated from manned aviation rather than 

integrated with it. As the DoD CONOPS for UA systems mature, and as we ensure the airworthiness of 

our UA systems, we will look toward developing new procedures to gain access to the NAS. Toward that 

end, the DoD and FAA have agreed to review the current guidance contained in FAA Order 7610.4, 

Military Operations for Remotely Operated Aircraft (ROA), and will refine or replace the COA process, 

if mutually beneficial to both DoD and FAA. 

From the DoD perspective, three critical issues must be addressed in order to supplant the COA process: 

UA reliability, FAA regulations, and a S&A capability. Focusing on the regulatory aspect, air traffic 

management procedures must be addressed with the FAA. Aircraft airworthiness certification and 

aircrew qualification standards must be addressed in parallel within DoD. 

OSD and FAA, working through the DoD Policy Board on Federal Aviation (PBFA), are engaged in 

establishing the air traffic regulatory infrastructure for integrating military UA into the NAS. By limiting 

this effort’s focus to traffic management of domestic flight operations by military UA, it is hoped to 

establish a solid precedent that can be extended to public and civil UA domestically, and to civil and 

military flights in international and non-U.S. airspace. As depicted in Figure F-1, this initiative (shown 

by the lower-left block below) is intended to serve as the first brick in the larger, interwoven wall of 

regulations governing worldwide aviation. Precepts include: 

3⁄4 Do no harm. Avoid new initiatives; enacting regulations for the military user that would adversely 

impact 1) the Services’ right to self-certify aircraft and aircrews, 2) air traffic control practices or 

procedures, or 3) manned aviation CONOPS or TTPs; or unnecessarily restrict civilian or commercial 

flights. Where feasible, leave “hooks” in place to facilitate the adaptation of these regulations for 

civil use. This also applies to recognizing that “one size does NOT fit all” when it comes to 

establishing regulations for the wide range in size and performance of DoD UA. 

3⁄4 Conform rather than create. Interpret the existing Title 14 Code of Federal Regulations (CFR) 

(formerly known as Federal Aviation Regulations, or FARs) to also cover unmanned aviation and 

avoid the creation of dedicated UA regulations as much as possible. The goal is to achieve 

transparent flight operations in the NAS. 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-2 

3⁄4 Establish the precedent. Although focused on domestic use, any regulations enacted will likely lead, 

or certainly have to conform to, similar regulations governing UA flight in ICAO and foreign 

(specific countries’) airspace. 

FIGURE F-1. JOINT FAA/OSD APPROACH TO REGULATING UA. 

Before the vision of “file and fly” can occur, significant work must be accomplished in the mutually 

dependent areas of UA reliability, regulation, and an S&A capability. 

RELIABILITY

UA reliability is the first hurdle in airspace considerations because it underlies UA acceptance into civil 

airspace—whether domestic, international, or foreign. Historically, UA have suffered mishaps at one to 

two orders of magnitude greater than the rate (per 100,000 hours) incurred by manned military aircraft. 

In recent years, however, flight experience and improved technologies have enabled UA to continue to 

track the reliability of early manned military aircraft with UA reliability approaching an equivalent level 

of reliability to their manned military counterparts (see Figure F-2). For more information on UA 

reliability, reference Appendix H of this UA Roadmap, or see the 2003 OSD UAV Reliability Study. 

REGULATION 

Regulation: Air Traffic Operations. The FAA's air traffic regulations are meant to ensure the multitude of 

aircraft flown in the NAS are operated safely and pose no hazard to people or property on the ground or in 

the air. FAA’s air traffic management focus is on the day-to-day operation of the system and the safe, 

expeditious movement of air traffic. Aircraft are separated by time, altitude, and lateral distance. 

Additionally, classes of airspace are established that include specific requirements for aircraft equipage, 

pilot qualifications and flight plan filing. Regardless of the class of airspace aircraft are operating in, 

pilots are required to S&A other air traffic. This requirement exists even when ground controllers provide 

traffic advisories, or where an onboard collision avoidance system, such as the Traffic Alert and Collision 

Avoidance System (TCAS), is required. S&A is a key issue in allowing UA into civilian airspace and is 

discussed in detail in a following Section. 

UA Flight in

Foreign Airspace

UA Flight in

International Airspace

Civil UA

Airworthiness

Civil UA

Traffic Ops

Civil UA

Crew Qualifications

Public UA

Crew Qualifications

Public UA

Airworthiness

Public UA

Traffic Ops
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-3 

0

100

200

300

400

500

600

700

800

900

100 1,000 10,000 100,000

Cumulative Flight Hours

Class A or B Mishaps per 100,000 Hours

Pioneer

U-2

Global Hawk

Hunter

Predator

F-16

Shadow

FIGURE F-2: U.S. MILITARY AIRCRAFT AND UA CLASS A MISHAP RATES (LIFETIME), 1986-2003. 

There are six defined classes of airspace in the U.S. that are controlled in various degrees by the ATC 

infrastructure. Because these classes are referenced throughout this document, a brief discussion is 

useful. 

3⁄4 Class A airspace exists from Flight Level (FL) 180 (18,000 feet Mean Sea Level (MSL)) to FL600 

(60,000 feet MSL). Flights within Class A airspace must be under Instrument Flight Rules (IFR) and 

under the control of ATC at all times. 

3⁄4 Class B airspace surrounds several major airports (generally up to 10,000 feet MSL) to reduce mid-air 

collision potential by requiring ATC control of IFR and VFR (Visual Flight Rules) flights in that 

airspace. 

3⁄4 Class C airspace surrounds busy airports (generally up to 4,000 feet AGL) that do not need Class B 

airspace protection, and requires flights to establish and maintain two-way communications with ATC 

while in that airspace. ATC provides radar separation service to flights in Class C airspace. 

3⁄4 Class D airspace surrounds airports (generally up to 2,500 feet AGL) that have an operating control 

tower. Flights in Class D airspace must establish and maintain communications with ATC, but VFR 

flights do not receive separation service. 

3⁄4 Class E airspace is all other airspace in which IFR and VFR flights are allowed. Although Class E 

airspace can extend to the surface, it generally begins at 1200 feet AGL, or 14,500 MSL, and extends 

upward until it meets a higher class of airspace (A-D). It is also above FL600. 

3⁄4 Class G airspace (there is no Class F airspace in the U.S.) is also called uncontrolled airspace because 

ATC does not control aircraft there. Class G airspace can extend to 14,499 feet MSL, but generally 

exists below 1200 feet AGL, and below Class E airspace. 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-4 

Accordingly, Classes B, C, and D relate to airspace surrounding airports where increased mid-air collision 

potential exists; Classes A, E, and G primarily relate to altitude, and the nature of flight operations that 

commonly occur at those altitudes. ATC provides separation services to all flights in Classes A, B, and 

C. They provide it to some flights in Class E, and do not provide service in Class G. Regardless of the 

class of airspace, or whether ATC provides separation services, pilots are required to “S&A other 

aircraft” whenever weather permits. Figure F-3 depicts this airspace with representative UA. 

60,000 ff fft 

Global Hawk 

Class A 

18,000 fft 

1,200 ft AGL 

Class E 

Class G

 Predator 

 Pioneer 

 Shadow 

Pointer 

Dragon Eye 

Micro AVs

Class B

Class C

Class D

10,000 ft

4,000 ft

2,500 ft

Transponder 

See & Avoid 

DME 

IFR Qualification

Transponder * 

See & Avoid 

VFR Qualification 

Hunter

* Required above 10,000 ft 

Class E 

Horizon

Class E

Class A

Class E

60,000 ft MSL 

18,000 ft MSL 

Predator B

Fire Scout

60,000 ff fft 

Global Hawk 

Class A 

18,000 fft 

1,200 ft AGL 

Class E 

Class G

 Predator 

 Pioneer 

 Shadow 

Pointer 

Dragon Eye 

Micro AVs

Class B

Class C

Class D

10,000 ft

4,000 ft

2,500 ft

Transponder 

See & Avoid 

DME 

IFR Qualification

Transponder * 

See & Avoid 

VFR Qualification 

Hunter

* Required above 10,000 ft 

Class E 

Horizon

Class E

Class A

Class E

60,000 ft MSL 

18,000 ft MSL 

Predator B

Fire Scout

Class G

60,000 ff fft 

Global Hawk 

Class A 

18,000 fft 

1,200 ft AGL 

Class E 

Class G

 Predator 

 Pioneer 

 Shadow 

Pointer 

Dragon Eye 

Micro AVs

Class B

Class C

Class D

10,000 ft

4,000 ft

2,500 ft

Transponder 

See & Avoid 

DME 

IFR Qualification

Transponder * 

See & Avoid 

VFR Qualification 

Hunter

* Required above 10,000 ft 

Class E 

Horizon

Class E

Class A

Class E

60,000 ft MSL 

18,000 ft MSL 

Predator B

Fire Scout

60,000 ff fft 

Global Hawk 

Class A 

18,000 fft 

1,200 ft AGL 

Class E 

Class G

 Predator 

 Pioneer 

 Shadow 

Pointer 

Dragon Eye 

Micro AVs

Class B

Class C

Class D

10,000 ft

4,000 ft

2,500 ft

Transponder 

See & Avoid 

DME 

IFR Qualification

Transponder * 

See & Avoid 

VFR Qualification 

Hunter

* Required above 10,000 ft 

Class E 

Horizon

Class E

Class A

Class E

60,000 ft MSL 

18,000 ft MSL 

Predator B

Fire Scout

Class G

FIGURE F-3. UA AND AIRSPACE CLASSES OF THE NATIONAL AIRSPACE SYSTEM1. 

It is clear that some taxonomy for UA is needed to define their operating privileges, airworthiness 

standards, operator training and certification requirements, and their place in the right-of-way rules. 

Although public (e.g., U.S. military) aircraft are to some degree exempt from a number of FAA 

regulations such as airworthiness and pilot certification, certain responsibilities still exist. 

3⁄4 Meeting equivalent airworthiness and operator qualification standards to operate in the NAS 

3⁄4 Conforming to FAA traffic regulations (S&A, lighting, yielding right-of-way) when operating outside 

of restricted airspace 

3⁄4 Complying with international (ICAO and foreign) regulations when transiting their airspace, 

regulations which often take those of the FAA as precedents 

Military UA with a need to routinely operate outside of restricted airspace or in international airspace 

must therefore make themselves transparent to air traffic management authorities. In large part, this 

means conforming by exemption to 14 CFR Part 91 for the larger UA, such as the Air Force's Global 

 

1

 The FAA is moving toward a two-class structure for the NAS, “terminal” and “enroute.” Terminal will 

subsume Class B, C, and D airspace, and Enroute will include Class A, E, and G airspace. 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-5 

Hawk and Predator, as do manned military aircraft. This plan calls for these UA (Cat III) to be treated 

similarly as manned aircraft. 

The FAA recently approved a light-sport category in the regulations, and does not require either 

airworthiness or pilot certification (similar to Part 103 aircraft) for certain uses and limited operations. 

These aircraft achieve an equivalent level of safety to certificated aircraft with a slightly lower level of 

reliability. There are also many restricted category aircraft that perform special purpose operations. A 

number of U.S. military UA (U.S. Navy's Pioneer, U.S. Army's Shadow and Hunter) share similar 

characteristics and performance. This plan calls for these UA (Cat II) to be treated similarly to ultralights, 

light-sport, or restricted category aircraft. 

As a final case with application to UA, the FAA has chosen not to explicitly regulate certain other 

aircraft, such as model rockets, fireworks, and radio-controlled (RC) model aircraft. 14 CFR Part 101 

specifically exempts smaller balloons, rockets and kites from the regulation and AC 91-57 addresses RC 

model airplanes, but is advisory only. These systems are omitted from the regulations. All three U.S. 

Military Departments currently employ UA in the same size, weight, and performance regimes as those of 

RC models (e.g., Pointer/Raven for the Army and Air Force, and Dragon Eye for the Marine Corps). This 

plan calls for small UA similar to RC model aircraft (and operated similarly) (UA (Cat I )) to be treated 

similarly to RC model aircraft. This discussion provides divisions, based on the existing regulatory FAA 

infrastructure, into which all current military UA can be placed. This is depicted with example UA types 

in Table F-1. 

TABLE F-1. ALIGNMENT OF UA CATEGORIES WITH FAA REGULATIONS. 

Certified Aircraft / UA 

(Cat III )2 

Non-Standard Aircraft / 

UA (Cat II) 

RC Model Aircraft / 

UA (Cat I) 

FAA Regulation 14 CFR 91 14 CFR 91, 101, and 

103 None (AC 91-57) 

Airspace Usage All Class E, G, & 

non-joint-use Class D 

Class G 

(<1200 ft AGL) 

Airspeed Limit, KIAS None NTE 250 (proposed) 100 (proposed) 

Manned Airliners Light-Sport None Example Types Unmanned Predator, Global Hawk Pioneer, Shadow Dragon Eye, Raven 

The terms within Table F-1 are further defined below. 

3⁄4 UA – Cat III: capable of flying throughout all categories of airspace and conforms to Part 91. (i.e., all 

the things a regulated manned aircraft must do including the ability to S&A). Airworthiness and 

operator certification are required. UA are generally built for beyond line-of-sight operations. 

Examples: Global Hawk, Predator 

3⁄4 UA – Cat II: non-standard aircraft that perform special purpose operations. Operators must provide 

evidence of airworthiness and operator qualification. Cat II UA may perform routine operations 

within a specific set of restrictions. Examples: Pioneer, Shadow 

3⁄4 UA – Cat I: analogous to RC models as covered in AC 91-57. Operators must provide evidence of 

airworthiness and operator qualification. Small UA are generally limited to visual line-of-sight 

operations. Examples: Pointer, Dragon Eye 

It is important to note that the FAA uses the term “category” in two different ways (14 CFR 1). As used 

with respect to the certification, ratings, privileges, and limitations of airmen, the term “category” means 

a broad classification of aircraft. Examples include airplane, rotorcraft, glider, and lighter-than-air. As 

used with respect to the certification of aircraft, the term “category” means a grouping of aircraft based 

upon intended use or operating limitations. Examples include transport, normal, utility, acrobatic, 

 

2

 Some Cat III may only be certified to operate under VFR. 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-6 

limited, restricted, and provisional. When discussing right-of-way rules in 14 CFR 91.113, however, the 

FAA uses non-mutually exclusive categories such as balloon, glider, airship, airplane, rotorcraft, and 

engine-driven aircraft for determining which flight has the right-of-way. 14 CFR 103 requires ultralights 

to yield the right-of-way to all other manned aircraft. Similarly, the FAA provides avoidance (right-ofway) advice for RC model aircraft in an Advisory Circular. 

It is envisioned, then, that UA could be assigned their own category in order to facilitate the development 

of regulations for air operations, airworthiness, operator certification, and right-of-way rules. The UA 

category may be exclusive of certain UA in the same way that model airplanes are omitted from current 

regulations; and some UA may be regulated separately, as ultralights, light-sport, or restricted category 

aircraft are currently. 

In addition to regulatory changes necessary for routine operation of military UA in civil airspace, changes 

to several other documents, such as Advisory Circulars and FAA Order 7610.4K (Special Military 

Operations), will be required. 

Regulation: Airworthiness Certification 

The FAA's airworthiness regulations are meant to ensure that aircraft are built and maintained so as to 

minimize their hazard to aircrew, passengers, and people and property on the ground. Airworthiness is 

concerned with the material and construction integrity of the individual aircraft and the prevention of it 

coming apart in mid-air and/or causing damage to persons or property on the ground. Over the 19 year 

period from 1982 to 2000, an annual average of 2.2 percent of all aviation fatalities involved people being 

hit by falling parts of aircraft. A UA that must be available for unrestricted operations worldwide (e.g., 

Global Hawk) in all classes of airspace compels consideration for the safety of people on the ground. The 

operational requirements for UA operation in civil airspace means flight over populated areas must not 

raise concerns based on overall levels of airworthiness, therefore, UA standards cannot vary widely from 

those for manned aircraft without raising public and regulatory concern. 

FAA regulations do not require "public aircraft" (ones government-owned or operated) to be certified 

airworthy to FAA standards. Because most non-military public aircraft are versions of aircraft previously 

certified for commercial or private use, however, the only public aircraft not related to FAA certification 

standards in some way are almost always military aircraft. Instead, these aircraft are certified through the 

military's internal airworthiness certification/flight release processes. A Tri-Service memorandum of 

agreement describes the responsibilities and actions associated with mutual acceptance of airworthiness 

certifications for manned and unmanned aircraft systems within the same certified design configuration, 

envelope, parameters, and usage limits certified by the originating Service. 

Similarly to manned military aircraft, unmanned military aircraft will also be subject to the airworthiness 

certification/flight release process (the Global Hawk is currently undergoing this process). 

Regulation: Crew Qualifications 

The FAA's qualification standards (14 CFR Parts 61, 63, 65, and 67) are meant to ensure the competency 

of aircrew and aircraft maintainers. As in the case of airworthiness certification, these Parts do not 

pertain to military personnel who are certified in a similar, parallel process. DoD and FAA have signed a 

memorandum of agreement through which DoD agrees to meet or exceed civil training standards, and the 

FAA agrees to accept military rated pilots into the NAS. These factors indicate a certain minimum 

knowledge standard is required of all pilots-in-command in order to operate aircraft in the NAS. 

Each Service identifies what and how it will operate and create the training programs necessary to safely 

accomplish the missions. Some of the UA-related training is a fundamental shift away from the skills 

needed to fly a manned aircraft (e.g., ground-based visual landing). These differences can relate to the 

means of landing: visual remote, aided visual, or fully autonomous. They may also relate to different 

interface designs for the UA functions, or the level of control needed to exercise authority over an aircraft 

based on its autonomous capability. As a result, the Services will have minimum standards for 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-7 

knowledge skills required of UA operators operating in the NAS; this minimum standard may differ for 

given classes of UA. UA operators 3

 will be expected to conform to these requirements. 

Another issue that arises is when civilian pilots, such as those working for an aircraft manufacturer 

building UA for the military, need to fly their company's product during the performance of a military 

contract, such as for test, production delivery, and acceptance (DD Form 250) flights. The Defense 

Contract Management Agency (DCMA), which is responsible for such activities leading up to the 

acceptance of aircraft by the government, has established a policy letter (DCMA Instruction 8210.1, dated 

13 November 2002) requiring all contractor UA operators to hold a current FAA Private or Commercial 

Pilot and Instrument rating to fly outside of restricted or warning areas. This policy has already been 

waived in certain conditions when the operator training and currency requirements have been found 

adequate for the operation. Qualification standards for non-military UA operators and maintainers will 

eventually need an FAA rating that reflects the type of aircraft they are operating. 

SEE AND AVOID PRINCIPLE

A key requirement for routine access to the NAS is UA compliance with 14 CFR 91.113, “Right-of-Way 

Rules: Except Water Operations.” This is the Section that contains the phrase “see and avoid,” and is the 

primary restriction to normal operations of UA. The intent of “see and avoid” is for pilots to use their 

sensors (eyes) and other tools to find and maintain situational awareness of other traffic and to yield the 

right-of- way, in accordance with the rules, when there is a traffic conflict. Since the purpose of this 

regulation is to avoid mid-air collisions, this should be the focus of technological efforts to address the 

issue as it relates to UA rather than trying to mimic and/or duplicate human vision. In June 2003, 

USAF’s Air Combat Command (ACC) sponsored a joint working group to establish and quantify a S&A 

system capability for submission to the FAA; their White Paper, See and Avoid Requirement for 

Remotely Operated Aircraft, was released in June 2004. 

Relying simply on human vision results in mid-airs accounting for an average of 0.8 percent of all 

mishaps and 2.4 percent of all aviation fatalities incurred annually (based on the 3-year average from 

1998 to 2000).4

 Meaningful S&A performance must alert the UA operator to local air traffic at ranges 

sufficient for reaction time and avoidance actions by safe margins. Furthermore, UA operations BLOS 

may require an automated S&A system due to potential communications latencies or failures. 

The FAA does not provide a quantitative definition of S&A, largely due to the number of combinations of 

pilot vision, collision vectors, sky background, and aircraft paint schemes involved in seeing oncoming 

traffic. Having a sufficient field of regard (FOR) for a UA S&A system, however, is fundamental to 

meeting the goal of assured air traffic separation. The FAA does provide a cockpit field of regard 

recommendation in its Advisory Circular 25.773-1, but the purpose of AC 25.773-1 does not specifically 

mention S&A. 

Although an elusive issue, one fact is apparent. The challenge with the S&A issue is based on a 

capability constraint, not a regulatory one. Given the discussions in this and other analyses, a possible 

definition for S&A systems emerges: S&A is the onboard, self-contained ability to 

3⁄4 Detect traffic that may be a conflict 

3⁄4 Evaluate flight paths 

3⁄4 Determine traffic right-of-way 

3⁄4 Maneuver well clear according to the rules in Part 91.113, or 

 

3 NOTE: UA operators may, or may not, be "rated pilots." For this Airspace Integration Plan, "operator" is the 

generic term to describe the individual with the appropriate training and Service certification for the type of UA 

being operated, and as such, is responsible for the air vehicle's operations and safety. 

4

 National Transportation Safety Board aviation statistics. 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-8 

3⁄4 Maneuver as required in accordance with Part 91.111. 

The key to providing the "equivalent level of safety" required by FAA Order 7610.4K, Special Military 

Operations for Remotely Operated Aircraft, is the provision of some comparable means of S&A to that 

provided by pilots onboard manned aircraft. The purpose of S&A is to avoid mid air collisions, and this 

should be the focus of technological efforts to address S&A (rather than trying to mechanize human 

vision). 

From a technical perspective, the S&A capability can be divided into the detection of oncoming traffic 

and the execution of a maneuver to avoid a midair. The detection aspect can be further subdivided into 

passive or active techniques applicable in cooperative or non-cooperative traffic environments. 

The active cooperative scenario involves an interrogator monitoring a sector ahead of the UA to detect 

oncoming traffic by interrogating the transponder on the other aircraft. Its advantages are that it provides 

both range and bearing to the traffic and can function in both visual and instrument meteorological 

conditions (VMC and IMC). Its disadvantages are its relative cost. Current systems available in this 

category include the various Traffic-alert and Collision Avoidance Systems (TCAS). 

The active non-cooperative scenario relies on a radar- or laser-like sensor scanning a sector ahead of the 

UA to detect all traffic, whether transponder-equipped or not. The returned signal provides range, 

bearing, and closure rate, allowing prioritization of oncoming traffic for avoidance, in either VMC or 

IMC. Its potential drawbacks are its relative cost, the bandwidth requirement to route its imagery (for 

non-autonomous systems), and its weight. An example of an active, non-cooperative system that is 

currently available is a combined microwave radar and infrared sensor originally developed to enable 

helicopters avoid power lines. 

The passive cooperative scenario, like the active cooperative one, relies on everyone having a 

transponder, but with everyone's transponder broadcasting position, altitude and velocity data. Its 

advantages are its lower relative cost (no onboard interrogator required to activate transponders) and its 

ability to provide S&A information in both VMC and IMC. Its disadvantage is its dependence on all 

traffic carrying and continuously operating transponders. In this scenario, UA should have the capability 

to change transponder settings while in flight. 

The passive non-cooperative scenario is the most demanding one. It is also the most analogous to the 

human eye. A S&A system in this scenario relies on a sensor to detect and provide azimuth and elevation 

to the oncoming traffic. Its advantages are its moderate relative cost and ability to detect non-transponder 

equipped traffic. Its disadvantages are its lack of direct range or closure rate information, potentially high 

bandwidth requirement (if not autonomous), and its probable inability to penetrate weather. The 

gimbaled EO/IR sensors currently carried by reconnaissance UA are examples of such systems, but if 

they are looking at the ground for reconnaissance then they are not available to perform S&A. An 

emerging approach that would negate the high bandwidth requirement of any active system is optical flow 

technology, which reports only when it detects an object showing a lack of movement against the sky, 

instead of sending a continuous video stream to the ground controller. Imagery from one or more 

inexpensive optical sensors on the UA is continuously compared to the last image by an onboard 

processor to detect minute changes in pixels, indicating traffic of potential interest. Only when such 

objects are detected is their bearing relayed to the ground. 

Once the "see" portion of S&A is satisfied, the UA must use this information to execute an avoidance 

maneuver. The latency between seeing and avoiding for the pilot of a manned aircraft ranges from 10 to 

12.5 seconds according to FAA and DoD studies5

. If relying on a ground operator to S&A, the UA incurs 

the same human latency, but adds the latency of the data link bringing the image to the ground for a 

 

5

 Tyndall Air Force Base Mid-Air Collision Avoidance Study; FAA P-8740-51; see also Krause, Avoiding Mid-Air 

Collisions, p. 13 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-9 

decision and the avoidance command back to the UA. This added latency can range from less than a 

second for line-of-sight links to more for satellite links. 

An alternative is to empower the UA to autonomously decide whether and which way to react to avoid a 

collision once it detects oncoming traffic, thereby removing the latency imposed by data links. This 

approach has been considered for implementation on TCAS II-equipped manned aircraft, since TCAS II 

already recommends a vertical direction to the pilot; but simulations have found the automated maneuver 

worsens the situation in a fraction of the scenarios. For this reason, the FAA has not certified automated 

collision avoidance algorithms based on TCAS resolution advisories; doing so would set a significant 

precedent for UA S&A capabilities. 

The long-term FAA plan is “to move away from infrastructure-based systems towards a more 

autonomous, aircraft-based system” for collision avoidance6

. Installation of TCAS is increasing across 

the aviation community, and TCAS functionality supports increased operator autonomy. Research and 

testing of Automatic Dependent Surveillance-Broadcast (ADS-B) may afford an even greater capability 

and affirms the intent of the aviation community to support and continue down this path. Such equipment 

complements basic S&A, adds to the situational awareness, and helps provide separation from close 

traffic in all meteorological conditions. 

COMMAND, CONTROL, COMMUNICATIONS

Data Link Security. In general, there are two main areas of concern when considering link security: 

inadvertent or hostile interference of the uplink and downlink. The forward (“up”) link controls the 

activities of the platform itself and the payload hardware. This command and control link requires a 

sufficient degree of security to insure that only authorized agents have access to the control mechanisms 

of the platform. The return (“down”) link transmits critical data from the platform payload to the 

warfighter or analyst on the ground or in the air. System health and status information must also be 

delivered to the GCS or UA operator without compromise. 

Redundant/Independent Navigation. The air navigation environment is changing, in part, because of the 

demands of increased traffic flow. Allowances for deviation from intended flight paths are being 

reduced. This provides another means for increasing air traffic capacity as airways and standard 

departures and approaches can be constructed with less separation. As tolerances for navigational 

deviation decrease, the need to precisely maintain course grows. All aircraft must ensure they have robust 

navigational means. Historically, this robustness has been achieved by installation of redundant 

navigational systems. The need for dependable, precise navigation reinforces the redundancy 

requirements. 

While navigation accuracy and reliability pertain to military operations and traffic management, current 

systems are achieving the necessary standard without redundancy, and without reliance on ground based 

navigation aids. The Federal Radionavigation Plan, signed March 2002, establishes the following 

national policies: 

3⁄4 Unaugmented, properly certified GPS is approved as a primary system for use in oceanic and remote 

airspace. 

3⁄4 Properly certified GPS is approved as a supplemental system for domestic en route and terminal 

navigation, and for non-precision approach and landing operations. 

3⁄4 The FAA’s phase-down plan for ground-based NAVAIDS retains at least a minimum operational 

network of ground-based NAVAIDS for the foreseeable future.

3⁄4 Sufficient ground-based NAVAIDS will be maintained to provide the FAA and the airspace users 

with a safe recovery and sustained operations capability in the event of a disruption in satellite 

navigation service. 

 

6 2001 Federal Radionavigation Systems Plan
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-10 

These policies apply, as a minimum, to all aircraft flying in civil airspace. With GPS, the prospect for 

relief of some redundancy requirements in manned aviation may be an option in the future. However, UA 

have a diminished prospect for relief since, unlike manned aircraft, a UA cannot readily fallback on dead 

reckoning, contact navigation, and map reading in the same sense that a manned aircraft can. 

Autonomy. Advances in computer and communications technologies have enabled the development of 

autonomous unmanned systems. With the increase in computational power available, developmental UA 

are able to achieve much more sophisticated subsystem, guidance, navigation and control, sensor and 

communications autonomy than previous systems. Global Hawk is capable of Level 2-3 autonomy today. 

Its airborne systems are designed to identify, isolate, and compensate for a wide range of possible 

system/sub-system failures and autonomously take actions to ensure system safety. Preprogrammed 

decision trees are built to address each possible failure during each part of the mission. 

One of the most difficult aspects of high levels of autonomy is ensuring that all elements remain 

synchronized. Verifying that 1) all messages are received, 2) all aircraft have correctly interpreted the 

messages, and 3) the entire squadron has a single set of mission plans to execute will be a key 

accomplishment. Once developed, such reliable, highly autonomous UA systems should facilitate 

integration into the FAA’s Joint Air Traffic Management Vision. 

Lost Link. In the event of lost command and control, military UA are typically programmed to climb to a 

pre-defined altitude to attempt to reestablish contact. If contact is not reestablished in a given time, the 

UA can be pre-programmed to 1) retrace its outbound route home, 2) fly direct to home, or 3) continue its 

mission. With respect to lost communications between the GCSs and the UA, or the UA and ATC, 

however, there is no procedure for a communications-out recovery. Examination of a lost link scenario 

illustrates that this communications issue can become a critical UA failure mode, if left unaddressed. 

NORDO (No Radio) requirements are well documented in 14 CFR 91.185. Remarkably, most lost link 

situations bear a striking resemblance to NORDO, and UA would enhance their predictability by 

autonomously following the guidance. The one exception to this case is the VFR conditions clause. UA, 

even with an adequate S&A system (autonomous), would enhance overall safety by continuing to fly IFR. 

Should normal ATC-voice communications fail, the FAA also has the capability to patch airspace users 

through to the controlling ATC authority by phone at any time. 

FUTURE ENVIRONMENT

The migration of the NAS from ground based traffic control to airborne traffic management, scheduled to 

occur over the next decade, will have significant implications for UA. S&A will become an integrated, 

automated part of routine position reporting and navigation functions by relying on a combination of 

ADS-B and GPS. In effect, it will create a virtual bubble of airspace around each aircraft so that when 

bubbles contact, avoidance is initiated. All aircraft will be required to be equipped to the same level, 

making the unmanned or manned status of an aircraft transparent to both flyers and to the FAA. 

Finally, the pejorative perception that UA are by nature more dangerous than manned aircraft needs to be 

countered by recognizing that UA possess the following inherent attributes that contribute to flying 

safety: 

3⁄4 Many manned aircraft mishaps occur during the take-off and landing phases of flight, when human 

decisions and control inputs are substantial factors. Robotic aircraft are not programmed to take 

chances; either preprogrammed conditions are met or the system goes around. 

3⁄4 Since human support systems are not carried, mishaps from failed life support systems will not occur. 

3⁄4 Smoke from malfunctioning, but non-vital, onboard systems does not pose the same threat of loss, 

since smoke in the cockpit of a manned aircraft can distract pilots and lead to vision obscuration. 

3⁄4 Automated take-offs and landings eliminate the need for pattern work, resulting in reduced exposure 

to mishaps, particularly in the area surrounding main operating bases. 
UAS ROADMAP 2005 

APPENDIX F – AIRSPACE 

Page F-11 

OSD ROADMAP GOALS FOR INTEGRATING UA INTO CIVIL AIRSPACE 

1. Implement an airspace regulatory environment that encourages the safe use of UA in unrestricted 

airspace. 

2. Improve the flight reliability of UA so as to equal or better that of their manned counterparts. 

3. Secure the control and sensor/relay communications sent to and from UA. 

4. Coordinate revising FAA Order 7610.4 to replace the requirement for using the COA process for all 

UA with one for using the DD175 form for qualifying UA (Cat III). 

5. Work with the FAA to define appropriate conditions and requirements under which a single pilot 

would be allowed to control multiple airborne UA simultaneously. 

6. Document and disseminate any UA-unique lessons learned from certifying the RQ-4 Global Hawk as 

airworthy. Formal documentation as a DoD Instruction for guiding future UA airworthiness 

certifications should be considered. 

7. Ensure Service efforts for developing and evaluating automated S&A and collision avoidance systems 

are coordinated and non-duplicative. 

8. Equip DoD UA intended for IFR operations with a stand-alone, hot backup, ground-based navigation 

system and establish a standardized lost link procedure. 
UAS ROADMAP 2005 
UAS ROADMAP 2005 

APPENDIX G – TASK, POST, PROCESS AND USE CONSIDERATIONS 

Page G-1 

APPENDIX G: TASK, POST, PROCESS, AND USE CONSIDERATIONS 

Please see the Office of the Under Secretary of Defense for Intelligence’s Intelligence, Surveillance and 

Reconnaissance Roadmap. 

The National Geospatial-Intelligence Agency has developed and implemented a community airborne 

library architecture (CALA) as a central repository for airborne imagery. CALA operates in a webenabled environment making data/imagery to users in multiple security domains. 
UAS ROADMAP 2005 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-1 

APPENDIX H: RELIABILITY 

OVERVIEW

The combined U.S. military UA fleet (Pioneers, Hunters, Predators, Global Hawks, and others) reached 

the 100,000 cumulative flight hour mark in 2002. Through 2004, this number has accelerated past 

150,000 hours. This experience has provided quantifiable dividends in system reliability. Reliability is at 

the core of achieving routine airspace access, reducing acquisition system cost, and improving mission 

effectiveness for UA. Although it took the fleet of military UA 17 years to reach the 100,000 flight hour 

milestone, this appendix highlights the first comprehensive study1

 to formally address the reliability issue 

for these increasingly utilized military assets. UA reliability is important because it underlies their 

affordability, availability, and acceptance. 

Affordability. The reliability of the DoD’s UA is closely tied to their affordability primarily because the 

Department has come to expect UA to be less expensive than their manned counterparts. This 

expectation is based on the UA’s generally smaller size (currently a savings of some $1,500 per pound) 

and the omission of those systems needed to support a pilot or aircrew, which can save 3,000 to 5,000 

pounds in cockpit weight. Beyond these two measures, however, other cost saving measures to enhance 

affordability tend to impact reliability. System affordability has to be weighed against airworthiness and 

life-cycle costs (LCC). The demands of certification will tend to increase unit costs, perhaps beyond 

popular expectations. While attention needs to be directed at ways to increase reliability under cost 

constraints, additional up front investment has the prospect of lower LCC through reduced attrition from 

service-life extension and fewer mishap losses, in turn driving down requirements to acquire attrition 

reserves. 

Availability. With the removal of the pilot, the rationale for including the level of redundancy, or for 

using man-rated components considered crucial for his safety, can go undefended in UA design reviews, 

and may be sacrificed for affordability. Less redundancy and lower quality components, while making 

UA even cheaper to produce, mean they become more prone to in-flight loss and more dependent on 

maintenance, impacting both their mission availability and ultimately their LCC. 

Acceptance. Finally, improving reliability is key to winning the confidence of the general public, the 

acceptance of other aviation constituencies (airlines, general aviation, business aviation, etc.), and the 

willingness of the FAA to regulate UA flight. Regulation of UA is important because it will provide a 

legal basis for them to operate in the National Airspace System for the first time. This, in turn, should 

lead to their acceptance by international and foreign civil aviation authorities. Such acceptance will 

greatly facilitate obtaining overflight and landing privileges when larger, endurance UA deploy in support 

of contingencies. Regulation will also save time and resources within both the DoD and the FAA by 

providing one standardized, rapid process for granting flight clearances to replace today’s cumbersome, 

lengthy (up to 60 days) authorization process. A third benefit of regulation is that it could potentially 

lower production costs for the military market by encouraging the use of UA in civil and commercial 

applications. This overview presents reliability from several perspectives commonly used in reliability 

analysis. 

Reliability is the probability that an item will perform its intended function for a specified time under 

stated conditions. It is given as a percentage which represents the probability that a system or component 

will operate failure-free for a specified time, typically the mission duration. It relates closely to Mean 

Time Between Failure (MTBF). 

Mean Time Between Failure. describes how long a repairable system or component will continue to 

perform before failure. For non-repairable systems or components, this value is termed Mean Time To 

Failure (MTTF). 

 

1

 UA Reliability Study, Office of the Secretary of Defense(Acquisition Technology, and Logistics) 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-2 

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, or mission available rate (MAR) 

in percent. 

Class A Mishap Rate is the number of accidents (significant aircraft damage or total loss) occurring per 

100,000 hours of fleet flight time. In cases where a UA fleet has not accumulated this amount of flying 

time, its MR represents its extrapolated losses to the 100,000 hour mark. It is expressed as mishaps per 

100,000 hours. It is important to note that this extrapolation does not reflect improvements that should 

result from operational learning or improvement in component technology. 

Maintenance cancellations/aborts were broken out into failures of the aircraft’s major subsystems. Use of 

these failure modes lead to a higher fidelity representation of the aircraft’s reliability. In order to make 

uniform comparisons between systems, the following definitions were used to categorize areas of system 

failure leading to mission aborts or cancellations. 

Power/Propulsion (P&P). Encompasses the engine, fuel supply, transmission, propeller, electrical 

system, generators, and other related subsystems on board the aircraft. 

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. 

Communication. The data link between the aircraft to the ground. 

Human Factors/Ground Control. Accounts for all failures resulting from human error and maintenance 

problems with any non-aircraft hardware or software on the ground 

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 was excluded as a causal factor in this study. 

Data and Trends 

Figure H-1 shows the Class A Mishap Rate per 100,000 hours versus cumulative flight hours for the 

Global Hawk, Predator, Hunter, and Pioneer fleet for the period 1986 through 2003. Class A mishaps are 

those aircraft accidents resulting in loss of the aircraft (in Naval parlance, “strike”), human life, or causing 

over $1,000,000 in damage2

. These data show a mishap rate (i.e., Class A accidents per 100,000 hours of 

flight) of 20 for Predator, 47 for Hunter (24 since the major reliability improvements in 1996), 88 for 

Global Hawk, 281 for Pioneer, and 191 for Shadow. For comparison to two manned military aviation 

mishap rates, the U-2 and F-16 have cumulative Class A mishap rates of 6.8 and 4.1 per 100,000 hours, 

respectively. Comparing to non-military aircraft, general aviation suffers about 1 Class A mishap per 

100,000 hours, regional/commuter airliners about a tenth of that rate, and larger airliners about a 

hundredth of that rate. 

With the exception of Pioneer and to a lesser extent Shadow, these statistics make it apparent that the 

reliability of UA is tracking that of early manned military aircraft, and maturing to approach an equivalent 

level of reliability to their manned military counterparts. Specifically, the early Pioneers (as discussed 

later in this appendix) had an analog air data system, problems with ship-board EMI, and generally 

suffered from poor design practices. (A planned conversion to a more reliable engine for the Pioneer 

never took place.) Compared to this low benchmark, the Hunter program has seen continuous reliability 

enhancements from efforts initiated in the mid-1990’s to improve hardware and maintenance. Not 

surprisingly for the higher-end systems, the Predator has enjoyed relatively high and stable reliability 

 

2

 Per OPNAV Instruction 3750.6R, “Loss of a UAV is not a Class A unless the cost is $1,000,000 or greater.” All 

Pioneer mishaps discussed are therefore Class B Mishaps. 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-3 

throughout its ACTD to operational phases, and the Global Hawk appears to be tracking the reliability of 

its manned counterpart, the U-2. 

The reliability trends calculated during these flight hours are detailed in Tables H-1 and H-2. Following 

these data is a discussion about the individual UA systems and how their fielding and operation contribute 

to the reliability data. 

0

100

200

300

400

500

600

700

800

900

100 1,000 10,000 100,000

Cumulative Flight Hours

Class A or B Mishaps per 100,000 Hours

Pioneer

U-2

Global Hawk

Hunter

Predator

F-16

Shadow

FIGURE H-1. U.S. MILITARY AIRCRAFT AND UA CLASS A MISHAP RATES (LIFETIME), 1986 – 2004. 

TABLE H-1. SUMMARY OF UA RELIABILITY FINDINGS. 

MTBF (hrs) Availability Reliability 

Mishap Rate 

per 100,000 hrs 

(Series) 

Mishap Rate 

per 100,000 hrs 

(Model) 

RQ-1A/ Requirement n/a n/a n/a n/a 

Predator Actual 32.0 40% 74% 43 

MQ-1B/ Requirement 40 80% 70% n/a 

Predator Actual 55.1 93% 89% 17 

20 

RQ-2A/ Requirement 25 93% 84% n/a 

Pioneer Actual 9.1 74% 80% 363 

RQ-2B/ Requirement 25 93% 84% n/a 

Pioneer Actual 28.6 78% 95% 179 

281 

RQ-5/ Hunter Requirement 10 85% 74% n/a 

(pre-1996) Actual n/a n/a n/a 255 

RQ-5/ Hunter Requirement 10 85% 74% n/a 

(post-1996) Actual 21.2 99% 97% 24 

47 

RQ-7/ 

Shadow Actual n/a 85% 98.8% 191 191 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-4 

Table H-1 summarizes the reliability metrics for all military UA examined in this study. With respect to 

the required values as outlined in the operational requirements and specifications, green and red signify 

instances in which the actual values meet or fall short of the requirements, respectively. In the case of the 

mishap rate per 100,000 hours, no requirements were identified. In addition, requirements are not 

available for the RQ-1A/Predator due to their development after concluding its ACTD (discussed later in 

this appendix), nor are they available for the Global Hawk due to relatively low flight hours. 

The mishap rate per 100,000 hours is presented in two ways. The model/series mishap rate illustrates 

“before and after” gains made in reliability and operations between subsequent versions of the same UA 

model. The model mishap rate is a snapshot of the combined performance of all versions of each UA 

model. It incorporates all mishaps over that fleet’s cumulative flight hours. 

In all cases except for the RQ-2/Pioneer, the UA systems examined in this study exceed operational 

requirements. The shortfalls in the RQ-2A reliability performance (shown in red) were amended with the 

next generation RQ-2B with the exception of the availability metric. Table H-2 presents the failure 

modes analysis for each UA model. 

TABLE H-2: SUMMARY OF UA FAILURE MODE FINDINGS

Power/ 

Propulsion 

Flight 

Control Comm Human/ Ground Misc 

RQ-1A/ Predator 23% 39% 11% 16% 11% 

MQ-1B/ Predator 53% 23% 10% 2% 12% 

RQ-2A/ Pioneer 29% 29% 19% 18% 5% 

RQ-2B/ Pioneer 51% 15% 13% 19% 2% 

RQ-5A/ Hunter* 38% 5% 31% 7% 19% 

Aircraft 

RQ-7/ Shadow 38% 0% 0% 38% 24% 

* The vast majority of all Hunter aborts (58 percent) were due to weather. 

There are several noteworthy trends from the summary data in Table H-2. 

3⁄4 The failure due to Human/Ground related issues is significantly lower for the MQ-1B Predator. This 

may be largely due to the increased use of simulators for Predator training, as well as enhancements 

made in situational awareness. 

3⁄4 Integration of a more complex solution for over-the-horizon ATC communication via the ARC-210 

radio did not increase the share of mishaps due to communication hardware and software failures for 

the RQ-1. 

3⁄4 The trends in the MQ-1/Predator and RQ-2/Pioneer failures due to Power/Propulsion are very similar. 

The share is in the 20-30 percent range (23 percent and 29 percent, respectively) for the early, Amodel systems, but doubles to the 50 percent range (53 percent and 51 percent respectively) in the 

later models. MQ-1 Block 30 upgrades address this issue. 

3⁄4 The trends in the MQ-1/Predator and RQ-2/Pioneer failures due to Flight Control issues are also very 

similar. From the A-model to the B-model, the share decreases by over one-half (39 percent to 23 

percent and 29 percent to 15 percent, respectively). This may be attributed to a better understanding 

of the aircraft aerodynamics and flight control as well as self-imposed flight restrictions for certain 

operating environments. 

3⁄4 Despite any noticeable shifts of failure modes among the aircraft from the early to the late model, the 

reliability trends for the UA continued to be positive. This indicates an awareness of, and attention 

to, system deficiencies on the part of the designers and operators. 

The average values for the failure modes for all five subsystems are presented in Figure H-2. This view 

of the Predator, Pioneer, and Hunter UA fleet provides a good introduction into a similar perspective on 

foreign UA reliability. 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-5 

38%

19%

14%

17%

12%

Power/Prop

Flight Control

Comm

Human/Ground

Misc

FIGURE H-2. AVERAGE SOURCES OF SYSTEM FAILURES FOR U.S. MILITARY UA FLEET 

(BASED ON 194,000 HRS). 

32%

28%

11%

22%

7%

Power/Prop

Flight Control

Comm

Human/Ground

Misc

FIGURE H-3. AVERAGE SOURCES OF SYSTEM FAILURES FOR IAI UA FLEET 

(BASED ON 100,000 HRS). 

Israeli Defense Forces have also accumulated over 100,000 hours of operational flight experience with 

their UA. The manufacturer of most of these UA, Israeli Aircraft Industries (IAI), has documented the 

causes of failures across the past 25 years of this experience and made recommendations for improving 

reliability based on this analysis. Of current U.S. UA systems, both the Pioneer and the Hunter 

originated as IAI designs, and the Shadow evolved from the Pioneer’s design. For these three reasons, 

any examination of U.S. UA reliability would be incomplete without examining the reliability of their 

Israeli counterparts and predecessors. 

The data trends derived from the U.S. UA operations summarized in Figure H-2 are remarkably similar 

(within 10 percent) to that of the Israeli UA fleet for all failure modes. With twice as many flight hours 

for the U.S., it is not surprising that the share of failures due to flight control is less. Given that the IAI 

data is also based on a substantial number of flight hours as well, one can argue that the U.S. is facing the 

same technical and operational problems of other operators. Furthermore, because manufacturing 

techniques and supply quality differ from one country to the next, it is interesting to ask the question 

“Why are the failures modes still similar?” One answer points to external factors and the operating 

environment itself, including weather and the low Reynolds number flight regime. 

MQ-1 and MQ-9/Predator 

RQ-1A. The Predator experienced low mission completion rates during its initial deployment in the 

Balkans in 1995-1997. While the primary causal factor was weather, system failures did account for 12% 

of the incomplete missions. Mission-level operational data from the system deployed in Hungary was 

used to perform a limited assessment of system reliability based on data covering missions from March 

1996 through April 1997. 

Out of the 315 Predator missions tasked during that timeframe, weather and system cancellations kept 

nearly two-thirds on the ground (60 percent). Of the remaining missions that were launched, slightly 

under one half were subsequently aborted. These aborts were due to system (29 percent), weather (65 

percent), and operational issues (6 percent) that included airspace conflicts, operator errors, and crew duty 

limitations. 

Data indicates that 38 missions (12 percent) were scrubbed due to system failures, an additional 18 

system aborts (6 percent) that did not result in mission cancellation (due to launch of another aircraft or 

weather hold), and other issues which kept the Predator on the ground 6 times (2 percent). Out of this 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-6 

total of 62 sorties affected by mission aborts or cancellations due to maintenance, operations, or human 

errors, the systems’ failure breakout data is provided in Table H-2.

MQ-1B. The Predator transition into production led to some problems which affected aircraft reliability. 

As the first ACTD program to transition to production, the Predator established the precedent, as well as 

the lessons learned, for the transition process. First, nearly continuous deployment commitments since 

March 1996 have delayed operational testing. Second, development of the ORD, usually produced early 

in a program to guide system design, was not begun until after the ACTD ended (indicated by the N/A in 

Table H-1) Third, additional challenges to system reliability were introduced, such as the addition of a 

wing deicing system (glycol-weeping wings) as well as a redesigned control station for greater portability. 

Since this rocky start, the Predator fleet has logged over 100,000 hours (as of October 2004) and has 

“come of age” during Operations ENDURING FREEDOM and IRAQI FREEDOM. As a result of its 

unorthodox transition process, however, Predator reliability issues were discovered and addressed during 

operations around the world. Although the system still experiences reliability issues and aircraft losses, 

its performance during these operations has been remarkably good when compared to those outlined in 

the ORD. 

The data in Table H-1 and H-2 represents all mission aborts (on the ground and in-flight) for all MQ-1B 

systems between January 1997 and June 2002. The share of power/propulsion failure modes has doubled 

in the MQ-1B compared to the MQ-1A. The Predator program office acknowledged that the engine is the 

primary reliability issue. 

The primary distinguisher between the MQ-1A and MQ-1B models is the Rotax 914 turbocharged engine, 

which replaced the smaller Rotax 912 model, and was implemented primarily to increase the Predator’s 

speed. With the new engine, a variable pitch propeller was also added. The data over this five-year 

period indicates that the new variable pitch propeller accounted for 10 percent of all power/propulsion 

aborts, while the engine made up nearly 70 percent. This is accompanied by a corresponding reduction in 

flight control failures as well as a large decrease in malfunctions attributable to human errors and 

operations and hardware on the ground. This does not necessarily mean that powerplant-related failures 

have increased in the MQ-1B model, but that reliability improvements made in other areas 

(communications) have made a comparatively greater impact on system reliability. 

The significant decline in human and ground related errors (from 16 percent to 2 percent) is attributed to a 

concerted training effort according to one Predator operator. Enhancements in situational awareness also 

played a role in this positive trend. For example, periodic automated updates of the weather are supplied 

to the control station. A VHF/UHF ARC-210 radio has also been added to provide voice relay capability 

to the MQ-1B pilot, enabling direct, over the horizon communication with ATC authorities in the area of 

flight. An APX-100 Identification, IFF/Selective Identification Feature (SIF) Mode 4 transponder was 

added to further facilitate coordination with AWACS flight controllers. Air Force Portable Flight 

Planning Software (PFPS), an offshoot of the Air Force Mission Support System (AFMSS), is another 

tool defined in the Block 1 upgrade in which threat and mission planning information can now be passed 

directly to the Predator system. The percentage of communications and flight control failures remained 

virtually unchanged between the two models. Note: The RQ-1B became designated as the MQ-1B in 

2002, after it acquired the ability to carry weapons. 

MQ-9. To address certain reliability issues which arose during MQ-1B operations, the MQ-9 Predator 

system, now denoted MQ-9A, is scheduled to undergo specific modifications from its predecessors 

designed to enhance reliability. Specifically, the MQ-9 will have actuators with an MTBF of 2,000 hours, 

which is over an order of magnitude improvement over the actuator MTBF of 150 hours on the earlier 

Predator models. There will be a triplex (double redundant) flight control system, and the control 

surfaces survivability will increase with two rudders, four ailerons, and four elevators. The overall 

objective failure rate for the MQ-9 is on the order of 10-5, or 1 in 100,000 hours of flight, a value equal to 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-7 

that for a number of mature manned aircraft. For a typical 15 hour flight, this translates to an operational 

reliability of over 99.99 percent. 

RQ-2/Pioneer 

RQ-2A. The reliability analysis for early-model Pioneers is based on statistical data gathered between 

September 1990 and April 1991 from three Marine, two Navy, and one Army Pioneer unit (total of six 

systems) while deployed in the Persian Gulf theater in support of Operations Desert Shield and Desert 

Storm. Although known as the Option II+ version of Pioneer at that time, this model was subsequently 

designated as the RQ-2A. At the time of this data, it had been in service with the Navy for four years, the 

Marines for three, and the Army for one. By this time, it had already incorporated a number of reliability 

improvements to its original, imported version. 

With respect to its Operational Requirements Document, the early model Pioneer achieved less than 

desired reliability metrics. This could be due to one of several factors. First, the Pioneer was purchased 

from Israel as a non-developmental system in an accelerated procurement. Once in operation, Navy and 

Marine users quickly identified several deficiencies that contributed to unreliability. General Charles C. 

Krulak, then Commandant of the U.S. Marine Corps noted “the Pioneer does not have an automatic takeoff, landing, or mission execution capability and that has led to a high accident rate.” Shipboard 

electromagnetic interference caused several crashes, and the engines were thought to be too small and 

easily overstressed. In addition to the need for a more reliable engine, the Marine Corps users also felt 

that the system needed a smaller logistical footprint and a longer endurance. 

RQ2-B. The currently fielded version of Pioneer, the RQ-2B, is essentially a digital version of its analog 

predecessor, with the major distinction being the replacement of the analog air data system with the 

digital Modular Integrated Avionics Group (MIAG). RQ-2Bs are modifications of the existing RQ-2A 

airframes, rather than new production. All twenty-five operational (out of 49 existing) RQ-2As have been 

converted to RQ-2Bs. 

The reliability analysis for later model Pioneers is based primarily on the Marine Pioneer squadrons’ 

(VMU-1 and VMU-2) operations in the late 1990’s. The reliability data for the RQ-2B is derived from 

two sources: maintenance aborts and in-flight aborts. Each offers a somewhat different perspective on 

the reliability of the overall aircraft. In a distribution closely resembling that of the Predator RQ-1A data, 

the majority of the failures (66 percent) are attributable to the combination of malfunctions in flight 

control, power, and propulsion. The breakout in the flight critical systems is roughly 25 percent flight 

control failures and 75 percent power and propulsion failures. (Recall the corresponding RQ-2A data 

showed failures due to power and propulsion and flight control equally divided.) This suggests an 

improvement in the flight control system of the Pioneer over time, or perhaps a shift in emphasis from 

power and propulsion concerns. The latter is unlikely, however, given that the planned (1997) conversion 

from the Sachs to the more reliable Quattra engine was never accomplished. 

RQ-5/Hunter 

Following three crashes in close succession in August-September 1995, OSD terminated the RQ-5/Hunter 

program after LRIP completion by deciding to not award a full rate production contract. Seven systems 

of eight aircraft each were delivered between April 1995, and December 1996. A total of 62 aircraft were 

built by IAI/Malat and assembled by TRW, now Northrop Grumman Corporation. Since that redirection, 

however, the Hunter program has made numerous component quality related improvements and been 

used to demonstrate a wide variety of payloads including SIGINT, chemical agent detection, and 

communication relay for UA use. It has supported National Training Center exercises and NATO 

operations in Kosovo, and it recently served as the surrogate TUA for the Interim Brigade Combat Team 

at Ft Lewis, Washington. 

The acquisition of the Hunter system by the Army presents a case study in the peril of ignoring, and the 

benefits of overcoming, reliability problems. During system acceptance testing in 1995, three Hunter 

aircraft were lost within a 3 week period, contributing to a decision to terminate full rate production. 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-8 

Wanting to benefit as much as possible from its substantial investment in the Hunter, its Program 

Management Office and the prime contractor (TRW) performed an end-to-end Failure Mode Effect and 

Criticality Analysis (FMECA) and a Fishbone Analysis on each of the critical subsystems. An 

interconnected network of failure analysis and corrective action boards was implemented with the 

authority to direct design changes to Hunter. Failures of its servo actuators, the leading culprit for the 

series of crashes, were identified, and their MTBF increased from 7800 hours to 57,300 hours, a 

sevenfold improvement. Other key components received focused attention including the data link and 

engine. 

Hunter returned to flight status three months after its last crash. Over the next two years, the system’s 

MTBF doubled from four to eight hours and today stands at over 21 hours. The aircraft itself achieved its 

required MTBF of ten hours in 1998, and today that figure stands close to 26 hours. Prior to the 1995 

stand down and failure analysis, Hunters were experiencing a mishap rate of 255 per 100,000 hours; 

afterwards (1996-2005) the rate was 24 per 100,000 hours. Initially canceled because of its reliability 

problems, Hunter has become the standard to which other UA are compared in reliability. 

In addition to the reliability data shown in Table H-1, an in-house reliability assessment performed by the 

prime contractor for the period of 1995 through 2005 found an availability of 0.991. The calculated 

reliability per mission was 97 percent. 

The failure modes analysis in Table H-2 is built on data from December 20, 1995 to June 15, 2005. This 

data shows that Hunter’s non-weather related failures were led by power and propulsion issues (38 

percent). This concentration is a shift from the more evenly distributed failure mode breakout shown 

during a 2003 reliability assessment (2003 OSD UAV Reliability Study). This follows in the trend of the 

Predator and Pioneer systems, which also suffer failures due primarily to power and propulsion. The 19 

percent of failures attributed to “Miscellaneous” includes malfunctions with the flight termination system 

and parachute aircraft recovery system. 

The high mishap rate of the early Hunters is comparable to that of the early Pioneers and, based on that 

similarity can be largely attributed to poor Israeli design practices for their UA in the 1980s. The 

significant improvement in Hunter’s mishap rate achieved since the mid-1990s is reflective of (1) joint 

government/contractor-focused oversight, (2) a rigorous review and analysis process being put in place, 

and (3) qualitative improvements in a number of failure-critical components (servo-actuators, flight 

control software). 

TECHNOLOGY ENHANCING SOLUTIONS

To address the reliability shortcomings identified above, examples of current and developmental 

technologies are presented in Table H-3. These technologies – provided in detail in the full Reliability 

Study – are provided as examples of solutions which have the potential to significantly enhance UA 

reliability. Technology areas for each of the major failure modes are presented at three levels of 

cost/complexity. 

TABLE H-3. TECHNOLOGY TO ENHANCE UA RELIABILITY. 

Low Level COTS High Level COTS Next Generation 

Power and 

Propulsion 

Lighter (Boralyn 

Molded) Engine Block Heavy Fuel Engine Fuel Cell Technology 

Flight Control Higher Frequency Flight 

Control System 

Advanced Digital 

Avionics System 

Self-Repairing 

“Smart”Flight Control 

System 

Communications Better Environmental 

Control 

Electronically Steered 

Arrays 

Film and Spray-On 

Antennas 

Human/Ground Enhanced Pilot Training Auto Take-Off and 

Recovery 

Enhanced Synthetic 

Vision 
UAS ROADMAP 2005 

APPENDIX H – RELIABILITY 

Page H-9 

RECOMMENDATIONS

Based on the preceding reliability data and trends analysis, it is possible to distill a focused set of 

recommendations which will have a measurable impact on UA reliability growth. 

3⁄4 Introduce joint standardization of reliability data tracking for operational UA systems. 

3⁄4 Data collection for this study provided insight into an inconsistent (and at times inaccurate and 

incomplete) reporting framework for tracking the reliability growth of various UA fleets. This makes 

it particularly difficult to gauge not only the reliability of one system, but also any trends across 

system and Service lines. A single format, with jointly agreed definitions for data fields for key 

reliability metrics, needs to be developed and implemented. 

3⁄4 Perform a cost-benefit trade study for incorporating/retrofitting some or all of the MQ-9 Predator’s 

reliability enhancements into production MQ-1 Predator models. 

3⁄4 Perform cost-benefit trades for low and high level COTS approaches identified in Table H-3 to 

improve reliability for each fielded UA system. 

3⁄4 Develop and implement a Reliability Specifications Standard for UA design. 

Design changes can cost 1,000 and 10,000 times more at the LRIP and final production phases, 

respectively, than the same change would during product design. As a result, cost increases at the early 

stage (for reliability downstream) can in most cases be justified. 

3⁄4 Incorporate the emerging technologies identified in Table H-3 into the Defense Technology 

Objectives and the Defense Technology Area Plan.

3⁄4 Encourage more research into low Reynolds number flight regimes. 

Just as UA come in many categories, so too do the flight environments in which they operate. As a result, 

Reynolds number effects must be better understood to provide insight into such areas as (1) steady and 

unsteady flow effects, (2) three-dimensional laminar/turbulent flow transition, and (3) ideal airfoil and 

wing geometries at Reynolds and Mach numbers which encompass the spectrum of UA flight profiles. 

Investments in low Reynolds number engine components are also critical. Turbo machinery for UA at 

low speeds or high-altitudes face flight environments which are different than those to which modern 

propulsion has traditionally catered. Heat rejection, turbine and compressor tip losses, and low dynamic 

pressures are a few of the factors which can degrade the performance of a small propulsion system at 

these low Reynolds number conditions. 

3⁄4 Investigate the potential role of advanced materials and structures for enhancing UA reliability and 

availability. 

High temperature materials and light-weight structures can offer significant weight savings for UA 

airframes. On the horizon, smart materials such as shape memory alloys will offer alternatives to the 

servos, flight control surfaces, and even de-icing systems of existing aircraft designs, which in turn will 

reduce components count and increase reliability. 

3⁄4 Incorporate and/or develop all-weather practices into future UA designs. 

Icing has been a primary factor in at least two Hunter mishaps and three Predator losses. UA cold 

weather tolerance, as well as operation in precipitation and suboptimal wind conditions, should be a 

focus for UA designers to enhance UA reliability and availability in real world operations. 

Improving UA reliability is the single most immediate and long-reaching need to ensure their success. 

Their current levels of reliability impact their operational utility, their acquisition costs, and their 

acceptance into airspace regulations. The value of making reliability improvements must be weighed 

against not only acquisition cost, as is traditionally the case, but also against the less quantifiable returns 

to be gained by a commander. As a critical resource to the commander, UA must be available when they 

are called upon and have the ability to operate freely and respond quickly in any airspace. The 

recommendations of this study are structured to ensure that this occurs.
UAS ROADMAP 2005 
UAS ROADMAP 2005 

APPENDIX I – HOMELAND SECURITY 

Page I-1 

APPENDIX I: HOMELAND SECURITY 

OVERVIEW

The Department of Homeland Security (DHS) and DoD’s Northern Command (NORTHCOM) share 

responsibility for defending the United States against terrorist attacks. In addition, DHS has a number of 

law enforcement functions not shared with NORTHCOM. DHS identified unmanned aircraft as a highinterest enabler for its homeland security and law enforcement functions within months of its formation in 

November 2002. In May 2003, the Secretary of Homeland Security directed a demonstration for 

evaluating UA utility in border surveillance be conducted, resulting in Operation Safeguard that fall. 

DHS also established an internal UA Working Group under its Border and Transportation Security (BTS) 

Directorate’s Office of Science and Technology in 2003 to explore roles and define requirements that UA 

could potentially fulfill throughout DHS. Its first study, Unmanned Aerial Vehicle Applications to 

Homeland Security Missions (March 2004), addressed UA’s potential applicability to border security, 

Coast Guard missions, critical infrastructure security, and monitoring transportation of hazardous 

materials. 

Subsequently, the Working Group examined the cost effectiveness of various size UA compared to that of 

manned aircraft and ground sensor networks in selected DHS environments. In performing this analysis, 

45 functional capabilities that DHS/BTS is required to perform were examined in the nine environments 

in which DHS operates; UA were assessed to be potential contributors in ten of the 45 capabilities (see 

Table I-1). 

TABLE I-1. DHS/BTS CAPABILITY REQUIREMENTS APPLICABLE TO UA. 

Functional Area Functional Capability for UA 

Surveillance and Monitoring Visual Monitoring 

 Non-Visual Monitoring 

 Suspect/Item Geolocation 

 Communications Interception 

Communications and Information Mgmt Tactical Situational Awareness 

Apprehension/Detection/Seizure/Removal Pursuit management and Prevention 

Targeting and Intelligence Intelligence Support to Command 

Deterrence Visible Security Systems 

 Specialized Enforcement Operations 

Officer Safety Use of Safety and Emergency Equipment 

In addition to Operation Safeguard, DHS organizations have conducted a number of other demonstrations 

using UA in different roles and environments (see Table I-2). These demonstrations have built on 

previous experiences with UA learned by DHS’ legacy organizations over the past decade (see Figure I1). Collectively, these demonstrations have served to educate DHS on the strengths and limitations of 

UA and support its decision to focus efforts on a Homeland Security UAV (HSUAV), a medium/high 

altitude endurance UA capable of supporting multiple DHS organizations across a variety of applications 

and environments. Although the concept for its operation is still being developed, HSUAV will likely be 

embedded in one of the aviation-using elements of DHS, who will assume responsibility for operating 

and maintaining it. The primary aviation-using organizations within DHS are the Coast Guard, Customs 

and Border Protection (CBP), and Counter Narcotics Office, who together operate a mixed fleet of some 

170 fixed-wing aircraft and 240 helicopters. The air assets of Immigration and Customs Enforcement 

(ICE) were combined under CBP in November 2004. 
UAS ROADMAP 2005 

APPENDIX I – HOMELAND SECURITY 

Page I-2 

TABLE I-2. PAST AND PLANNED DHS-SPONSORED UA DEMONSTRATIONS. 

Demonstration Location UA Used Sponsor 

(Support) 

Dates Sorties 

Flown 

Hours 

Flown 

Operation 

Safeguard 

Gila Bend, AZ Predator B ICE 

(Air Force) 

03 15 106 

Alaska Demo 

Phase 1 

King Salmon, 

AK 

Predator USCG 

(Navy) 

Nov 03 5 35 

Alaska Demo 

Phase 2 

King Salmon, 

AK 

Altair USCG 

(NASA) 

Aug 04 3 36 

 Wallops Is, VA Aerosonde USCG 

(NASA) 

 Ongoing Ongoing 

ABCI Sierra Vista, AZ Hermes 450 CBP 

(Navy) 

Jun-Sep 

04 

65 590.1 

ABCI 

Follow-on 

Sierra Vista, AZ Hunter CBP (Army) Nov 04-

Jan 05 

41 329.1 

Northern Border 

Eval 

Grand Forks, 

ND 

Altair CBP Winter 05 TBD TBD 

Alaska Demo 

Phase 3 

King salmon, 

AK 

Altair USCG 

(NOAA) 

Summer 

05 

TBD TBD 

Coastal Areas Raimey, PR TBD CBP Summer 

05 

TBD TBD 

2000 2010 2020

USBP/TEXAS

JTF-6 (UP TO 4 DEPLOYMENTS/YR)

ICE/ARIZONA (OP SAFEGUARD)

CBP/ARIZONA (ABCI)

USCG/MARYLAND/TEXAS/ALASKA

USCG/EAGLE EYE

USCG/GLOBAL HAWK

CBP/HSUAV

2000 2010 2020

USBP/TEXAS

JTF-6 (UP TO 4 DEPLOYMENTS/YR)

ICE/ARIZONA (OP SAFEGUARD)

CBP/ARIZONA (ABCI)

USCG/MARYLAND/TEXAS/ALASKA

USCG/EAGLE EYE

USCG/GLOBAL HAWK

CBP/HSUAV

FIGURE I-1. UA ACTIVITIES AND PROGRAMS IN SUPPORT OF HOMELAND SECURITY. 

COAST GUARD

Coast Guard acquisition plans for UA were in place prior to the formation of DHS as part of its 

Deepwater recapitalization program. Deepwater calls for acquiring 69 Bell Textron Eagle Eye ship-based 

tiltrotor UA starting in 2006 and leasing up to seven land-based Global Hawks in 2016. The Coast Guard 

began conducting a series of experiments in 1999 that have involved small (30-pound Aerosonde) to large 

(7,000-pound Altair) UA operating from vessels and from land (see Figure I-1 and Table I-1). These 

experiments have been helpful in defining concepts of operation for employing future UA and their 

sensors in roles varying from port security to open ocean fisheries protection and in environments from 

the Gulf coast to Alaska. 
UAS ROADMAP 2005 

APPENDIX I – HOMELAND SECURITY 

Page I-3 

CUSTOMS AND BORDER PROTECTION

The CBP has been gaining experience with UA since the 1990s through cooperative use of Navy and 

Marine Corps Pioneers, and Army Hunters, during their units’ deployments in support of JTF-6. These 2-

week-long deployments have occurred one or more times annually to provide added night surveillance 

capability along the U.S. southern and northern borders. CBP officers have been integrated into these 

operations, with a CBP officer sitting in the UA GCS during missions and directing agents to activities 

found by the UA’s sensors. In April 1999, the then-USBP sponsored an evaluation of four types of UA 

(fixed-wing, helicopter, hand-launched, and powered parafoil) near Laredo, Texas. The results of the 36 

sorties flown convinced the USBP that small UA did not fully meet their needs, although cooperation 

with the Pioneer deployments continued. CBP use of a medium altitude endurance UA (Hermes 450) 

during the 2004 Arizona Border Control Initiative (ABCI) proved more successful and led to follow-on 

use of a similar UA (Hunter) to patrol the southern border at night. 

IMMIGRATION AND CUSTOMS ENFORCEMENT

The Air and Marine Operations (AMO) branch of ICE sponsored Operation Safeguard in 2003 in 

response to the Secretary of Homeland Security’s May 2003 direction to evaluate UA for DHS 

applications. During the 14 days of Safeguard, an Air Force MQ-9 Predator B flew 15 missions from 

Gila Bend, AZ, contributing to the capture of 22 illegal aliens, 3 vehicles, and 2300 pounds of marijuana. 

This provided DHS with its initial experience with a medium altitude (17,000 feet) endurance UA, and 

Predator B proved to be a complementary adjunct to AMO’s helicopters in detecting and apprehending 

criminals along the southern border. 
UAS ROADMAP 2005 
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-1 

APPENDIX J: UNMANNED GROUND VEHICLES 

JOINT ROBOTICS PROGRAM (JRP) 

Origins and UGV Focus 

In 1990, at the direction of the Senate Appropriations Committee, the Office of the Secretary of Defense 

(OSD) consolidated all of the Services’ Unmanned Ground Vehicle (UGV) projects into the Joint 

Robotics Program (JRP). The consolidation allowed OSD to focus the efforts in a single point of 

responsibility for the management of funding, to coordinate technology thrusts for research and 

development, to identify and resolve common issues, and to leverage the synergy of the projects. OSD 

was expected to provide policy and program direction. The FY1990 language stated that OSD should 

oversee a consolidated program, concentrate on establishing definitive, robotics operational requirements 

and pursue critical technologies to satisfy these requirements. 

In FY2003, Congress reaffirmed the program direction and continuing OSD oversight by providing an 

additional $24 M in funding and emphasizing the need to “expeditiously test, produce, and field 

technologically mature robots and other unmanned vehicles for use in combat.” In FY2004, Congress 

added $12.6 M in additional funding to sustain and accelerate program objectives (see Figure J-1). 

FY2005 Congressional adds showed continued interest in unmanned systems by increasing the 

President’s Budget by $30 M to $55 M. Additionally, Congress, through the FY2005 Authorization, 

required that OSD report on the need for one or more national centers of excellence for unmanned aircraft 

and ground vehicles, further reinforcing their interest in the long term infrastructure investment strategy 

of OSD. 

Dollars (Millions)

Fiscal Year

0

5

10

15

20

25

30

35

40

90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05

6.3 6.4

FIGURE J-1. JRP FUNDING HISTORY. 

Program Structure 

The current management structure of the JRP is shown below in Figure J-2. The JRP stresses cooperation 

among program managers (who represent all four Services), the elimination of duplicative efforts, and 

ensures information sharing among the geographically dispersed offices. For more information about the 

Joint Robotics Program, see the website at: http://www.jointrobotics.com.
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-2 

FIGURE J-2. JRP MANAGEMENT STRUCTURE. 

UGVs in Joint Warfighting and Transformation 

The Services have recognized a critical warfighting role for both current and future unmanned ground 

systems. More robotic systems are being deployed today than ever before and the trend continues to rise. 

Service transformation plans, as well as current operations in the Global War on Terror (GWOT) feature 

unmanned systems prominently. The Services continue to develop overarching warfighting concepts that 

depend on unmanned systems (air, ground, marine) working collaboratively to achieve success on 

tomorrow’s battlefields. These systems, as articulated in the programs below, are envisioned to 

contribute to increased mission effectiveness and are planned for integration into Service force structures: 

3⁄4 Joint Service – Man-Transportable Robotic System (MTRS) 

3⁄4 Army – Future Force: Future Combat Systems (FCS) 

3⁄4 Marines/Navy – Autonomous Operations: Gladiator Tactical Unmanned Ground Vehicle (TUGV) 

3⁄4 Air Force – Air Expeditionary Warfare: Robotics for Agile Combat Support and the Airborne 

Explosive Ordnance Disposal Concept 

The GWOT has created urgent and compelling worldwide requirements for UGVs. The JRP is 

responding to the UGV requirements by deploying unmanned countermine, Explosive Ordnance Disposal 

(EOD), and reconnaissance systems to support our troops in the Balkans and in Operations ENDURING 

FREEDOM and IRAQI FREEDOM. Prototype and fielded UGVs participated in and are essential tools 

in completing dangerous missions in support of our forces in Afghanistan and in Iraq. As our forces in 

Iraq have transitioned to counter-insurgency operations, requirements for UGVs to assist in neutralizing 

Improvised Explosive Devices (IEDs) have increased dramatically. The JRP is meeting the needs around 

the globe with a combination of All-purpose Remote Transport Systems (ARTS), Remote Ordnance 

Neutralization Systems (RONS), Mini-Flails, Panthers, prototypes, and commercial off-the-shelf (COTS) 

systems, including over 200 new systems to Central Command in FY2004 alone. These systems are 

providing the Services with unmanned force protection, EOD, and countermine capabilities. 

Defense Systems

Land Warfare &

Munitions

Robotic Systems

Joint Project

Office

Product Manager

Force Protection

Systems

Program Manager

SEA – Explosive

Ordnance Disposal

Air Force Research

Laboratory

Army Aviation &

Missile

RDEC

Army Tank/AutoMotive, Armaments

RDEC

Joint Architecture for

Unmanned Systems

Space and Naval

Warfare Systems

Center – San Diego

Agile Combat

Support System

Program Office

Robotics Branch

Army Research

Laboratory

Product Manager

Robotic & Unmanned

Sensors

Ground Robotics

Technology Base

Not funded by JRP
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-3 

Joint Robotics Programs of Record 

Remote Ordnance Neutralization System (RONS) 

Continuous Improvement Program (CIP) 

User Service: Air Force/Army/Navy/Marine Corps 

Manufacturer: Northrop Grumman (REMOTEC) 

Inventory: 271 delivered/ available through GSA 

Background: RONS is a fielded Joint Service EOD robotic system 

used by EOD technicians in each of the military Services. It 

complements and augments the EOD technician when performing 

reconnaissance, access, render safe, pick-up and carry away, and disposal during extremely hazardous 

missions involving unexploded ordnance (UXO) and IEDs. Current systems inventories of latest Mk 3, 

Mod 0 RONS include: Air Force -137, Army-72, Navy-33, and Marine Corps-29. The RONS has been 

made interoperable with many EOD tools and chemical and nuclear detectors over the past several years 

though a Continuous Improvement Program (CIP). The CIP effort works with EOD users to improve and 

expand the mission capability of the system through incremental improvements. FY2005 will see the 

integration of the Joint Chemical Agent Detector (JCAD) with the RONS and the integration of a night 

vision capability. 

Characteristics: 

RONS 

Size 36” x 29” x 61” 

Weight 600 lb 

Max Payload 60 lb on arm 

Performance: 

Endurance 2 hours against realistic mission profile 

Control - Radio 1,000 meters 

Control – Fiber Optic 760 meters 

Interoperability Standalone system, RS-232 payloads 

All-Purpose Remote Transport System (ARTS) 

User Service: Air Force 

Manufacturer: Applied Research Associates, Inc. 

Inventory: 73 delivered by FY2006 

Background: ARTS is a fielded Air Force EOD robotic system 

employed by EOD technicians for active range clearance and 

disruption of large vehicle IEDs. ARTS is a self-propelled, remotely 

operated platform used to transport specialized (EOD) tools and equipment. Missions include airfield 

clearance, sub-surface UXO and mine excavation, remote movement of obstructions, WMD extraction 

and isolation, Standoff Munitions Disruption (SMUD) operations, and reconnaissance. The ARTS was 

instrumental in clearing Iraqi airfields at Baghdad and Talil for safe usage by multi-Service and multinational forces. Addition of the Airborne REDHORSE mission enhanced the mission capability through 

certification for airdrop and helicopter sling load. Production is scheduled to be completed in FY2006. 

Planned low cost improvements to enhance the ARTS’ existing capabilities include System Design and 

Development (SDD) of a trailer in FY2005, Joint Architecture Unmanned Systems (JAUS) 

experimentation (see page J-8), and a Radio Replacement Study. ARTS improvement programs will 

sustain full mission capability through the system’s life cycle. 
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-4 

Characteristics: 

ARTS 

Size 113” x 64” x 78” 

Weight 8,100 lb 

Max Payload 3500 lb 

Performance: 

Endurance 6-8 hrs 

Control – Radio (Primary) – 11⁄2 mile range 

Control – Fiber Optic (Alternate) – 11⁄2 mile range 

Interoperability JAUS compatible beginning FY2003 

Mobile Detection Assessment Response SystemExpeditionary (MDARS-E) 

User Service: Army/Navy/Air Force 

Manufacturer: TBD 

Inventory: TBD 

Background: MDARS-E will provide Army, Navy, and Air Force 

users with a deployable semi-autonomous robotic platform for intruder 

detection and assessment, persistent surveillance, route reconnaissance, 

and sea and airport security capabilities. The system will be JAUS 

compliant for command and control purposes and is the UGV platform 

for the Family of Integrated Rapid Response Equipment (FIRRE) 

program. Provides a scalable, modular UGV for a variety of missions under the FIRRE program. 

Program plans include Limited DT/OT and Safety Release in March 2005, SDD Contract award in June 

FY2006, and a Milestone B (SDD) decision scheduled for August FY2006. A Milestone C (production 

decision) is scheduled for August FY2008. 

Characteristics: 

MDARS-E 

Size 98”x62.5”x46” 

Weight 2640 lb 

Max Payload 300 lb 

Performance: 

Endurance 12 hrs 

Control – Ethernet Semi-Autonomous Up to 6.2 miles with relays 

Control – Teleoperation Up to 6.2 miles with relays 

Interoperability Planned JAUS compatibility 

Gladiator Tactical Unmanned Ground Vehicle (TUGV) 

User Service: Marine Corps 

Manufacturer: TBD 

Inventory: TBD 

Background: Gladiator is an armored, unmanned, 

teleoperated/semi-autonomous ground vehicle for remoting 

combat tasks to reduce risk and neutralize threats. Gladiator is a 

multi-function robotic system that provides unmanned scouting 

capability, remotely employing lethal direct fire weapons, the 
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-5 

Anti-Personnel/Obstacle Breaching System (APOBS), Light Vehicle Obscurant Smoke System (LVOSS), 

and non-lethal area denial and crowd control weapons. Program plans include a Milestone B decision in 

1Q FY2005, a Milestone C in 2Q FY2007, and First Unit Equipped (FUE) in 3Q FY2009. Procurements 

to be funded by USMC beginning FY2007. Gladiator will be JAUS compliant. 

Explosive Ordnance Device (EOD) Man-MTRS 

 MTRS PackBot EOD MTRS TALON 

User Service: Army/Navy/Air Force/Marine Corps 

Manufacturer: TBD 

Inventory: Planned: Army-461, Navy-220, Air Force-140, Marine Corps-73 

Background: MTRS consists primarily of an Operator Control Unit (OCU) and a teleoperated vehicle. 

The system components will be small and light enough to be carried as a single load by a two-person 

team for 500 meters over semi-rugged terrain. The primary mission is reconnaissance, and the system 

will be enhanced to perform other EOD tasks. Plans include development of two configurations of 

modified commercial systems to perform recon for EOD missions, with an upgrade path for adding 

capability to perform disruption, disposal, and render-safe procedures, and nuclear, chemical and 

biological agent detection. The MTRS system is required to be JAUS compliant. CENTCOM has a 

validated Operational Needs Statement (ONS) for 162 systems that will be at least partially filled by 

approved MTRS configurations. The first production configuration was received in January 2005. 

Program plans include: a Final Production Decision for both configurations by May 2005, and 

production deliveries of the second MTRS configuration by July 2005. 

Characteristics: 

MTRS PackBot EOD MTRS TALON 

Size 31”x20”x15” (vehicle) 33”x23”x25” (vehicle) 

Weight 135 lb (includes vehicle, 

OCU, and batteries) 

165 lb (includes vehicle, 

OCU, and batteries) 

Max Payload 10 lb 10 lb 

Performance: 

Endurance 2 hours against realistic 

mission profile 

4 hours against realistic mission 

profile (lithium batteries) 

Control – Radio 800 meters 800 meters 

Control – Fiber Optic 200 meters 200 meters 

Interoperability JAUS, RS-232 payloads, 

USB payloads 

JAUS, RS-232 payloads, USB 

payloads 

Future Focus for the Joint Robotics Program and UGVs 

In order to maintain its posture to respond to future robotic requirements, the JRP has initiated efforts 

such as the JAUS, National Unmanned Systems Experimentation Environment (NUSE2

), and the 

development and maintenance of a unmanned systems Critical Technology Matrix. Each of these efforts 

recognizes that the robotics development infrastructure must support the entirety of the unmanned 
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-6 

systems domain to provide the advanced interoperable systems that future warfighting concepts demand. 

The JAUS is currently in transition to the Society of Automotive Engineers (SAE) under their Aerospace 

Council. This transition will provide the critical linkage between government and industry to insure that 

future military unmanned systems are able to capitalize on the innovation of industry while maintaining 

military interoperability requirements. NUSE2

 was initiated in FY2004 to focus resources in academia, 

industry, and the government to develop a national robotic experimentation infrastructure focused on 

creating standards for robotics experimentation, involving users in early hardware development, and 

creating modeling and simulations necessary to validate design concepts and accelerate programs. The 

Critical Technology Matrix was developed and is maintained to provide a consistent and current message 

to robotics technology developers. Its purpose is to facilitate the dialog between the JRP and the 

technology base. It will ensure that the JRP is positioned to assess and transition mature technologies and 

is able to influence the investment focus of the technology base. Each of these efforts is undertaken with 

the objective to support the Service transformation plans and provide the warfighting capabilities of 

tomorrow. 

For a number of years, the goal of the JRP has been to develop a diverse family of UGVs and to foster 

Service initiatives in ground vehicle robotics to meet evolving requirements for greater mission diversity 

and increasingly more autonomous control architectures, which can and will include UA in networked 

architectures (see Figures J-3 and J-4). This goal is being realized not only through the operational 

employment of UGVs, but also through a consensus that the structure and operations of future forces will 

require a diverse set of UGVs working collaboratively with UA and other unmanned systems. This 

consensus has received concrete expression in the generation of UGV requirements, the increased Service 

investment in UGV development and procurement, and the increased investment in ground vehicle 

robotic technology being made by DoD labs and research institutions. 

Work to date suggests that the future UGV family will vary in size, operational uses, and modes of 

control: 

3⁄4 Size will vary from very large (the Abrams Panther mine proofing system and the Automated 

Ordnance Excavator), through large (ARTS and various bulldozers), through medium (Mobile 

Detection Assessment Response System-Expeditionary (MDARS-E), Mini-Flail, Gladiator), to small 

man-portable robotic systems (EOD Device MTRS, Omni-Directional Inspection System (ODIS), 

and others). 

A variety of potential UGV applications to land combat operations can increase mission performance, 

combat effectiveness, and personnel safety. These include: 

3⁄4 Detection, neutralization, and breaching of minefields and other obstacles 

3⁄4 Reconnaissance, Surveillance, and Target Acquisition (RSTA) UXO 

3⁄4 UXO clearance 

3⁄4 EOD 

3⁄4 Force protection 

3⁄4 Physical security 

3⁄4 Logistics 

3⁄4 Firefighting 

3⁄4 Urban warfare 

3⁄4 Weapons employment 

3⁄4 Contaminated area operations/denied areas 

3⁄4 Peacetime applications include the use of small, man-portable systems for earthquake search and 

rescue and law enforcement operations 
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-7 

The UGV family will also use a variety of control modes ranging from teleoperation through various 

degrees of UGV responsibility for its own control, as well as interoperating with UA with similar mission 

profiles. There will also be specialized modes of control such as leader-follower and road following. 

Other specialized navigation systems will be used such as differential global positioning system. 

FIGURE J-3: JRP STRATEGY AND EVOLVING ROBOTICS REQUIREMENTS. 

FIGURE J-4: ROBOTIC EVOLUTION. 
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APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-8 

UA Related Programs within the JRP 

The JRP community has recognized that our future forces will require unmanned systems of all types 

(ground, sea, and air) with complementary capabilities, that are interoperable, can communicate with each 

other, and can cooperate effectively to accomplish the myriad of missions assigned to them. JRP 

developers have made inroads into addressing these future needs by exploring technologies necessary to 

allow seamless command and control architectures capable of controlling multiple unmanned systems in 

all operating environments as well as specific applications of UA and Unmanned Marine Vehicles (UMV) 

working collaboratively and cooperatively with UGV. The JRP has focused upon implementing a joint 

architecture (JAUS) that can potentially enable interoperability between all types of unmanned systems. 

Research programs such as Collaborative Engagement Experiment (CEE), UA-UGV Cooperative 

Development, and the Joint Unmanned Systems Common Control Advanced Concept Technology 

Demonstration (ACTD), described below are pushing the technology limits of today’s systems and are 

key examples of the emerging convergence and potential of UA and UGV common solutions. 

Joint Architecture for Unmanned Systems 

Background: JAUS was initially conceived as JAUGS (Joint Architecture for Unmanned Ground 

Systems) in the mid-1990s to specify common data and message format interfaces. This allowed for 

interoperability among different robotic systems, controllers, and payloads. 

The focus of JAUGS was basic interoperability of mobile ground robots, specifically those with military 

application. An OSD chartered working group was formed to include military, industry and academic 

robotic organizations. As the architecture and the working group grew, so did the scope of JAUGS and 

ultimately the charter was changed to address all classes of unmanned systems — thus JAUS. 

The OSD JRP and the Army’s FCS have directed use of JAUS in their unmanned programs. 

Additionally, Naval Systems Warfare Center’s Joint Unmanned Systems Common Control (JUSC2

) 

ACTD is studying the use of JAUS with UMVs. JAUS is currently transitioning into an SAE Aerospace 

Council commercial standard. For further information: http://www.jauswg.org/.

Collaborative Engagement Experiment (CEE) 

Background: Recent combat performances of unmanned systems have energized our leaders, both 

military and civilian, like few previous technologies. This, combined with the trend of increasing 

autonomous single robots and the introduction of multiple robot control, gives rise to the need to 

investigate collaborative robot teaming. Collaboration is defined as the ability for two or more robots to 

plan, coordinate, and execute a task or mission. Collaborative robot teams have the potential to provide a 

substantial combat multiplier for future warfighters while providing force conservation and increased 

survivability. 

Teaming of unmanned systems of systems requires appropriate operational procedures, technical 

interfaces and protocols, and distributed planning technologies. Few of these have been developed for the 

conduct of collaborative engagement. The challenge is to establish the operational and technical 

knowledge of collaborative robot teams in order to support future capabilities. 

CEE is a multi-phased joint program to develop and transition collaborative engagement capability 

products to the user. The program will conduct appropriate experiments to support the development of 

CONOPS; Tactics, Techniques, and Procedures (TTPs); architecture development; and technical 

assessments. These will identify and ultimately resolve technical risks, provide direction for assessing 

on-going science and technology initiatives, and update architectures necessary to accomplish 

collaborative engagement operations. Results will be incorporated for user support in the development of 

Collaborative Engagement CONOPS and TTPs. 

Cooperative Unmanned Ground Attack Robot (COUGAR) 

Background: COUGAR is a multi-phase 6.2 program at U.S. Army Aviation and Missile, Research, 

Development, and Engineering Center (AMRDEC) to investigate technologies to support robot lethality. 
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Page J-9 

In Phase I, an experimental unmanned vehicle-based robot with a RSTA package and a Javelin missile 

were demonstrated. The culminating demonstration was completed in FY2002 with the successful launch 

of 19 Light Anti-armor Weapon (LAW) rockets and one Javelin missile. Phase II of the demonstration 

occurred in FY2003, successfully firing three Javelin missiles, three Hellfire missiles, and over 500 7.62 

mm rounds from the M240 machine gun. Phase III involved firing a Mk-19 Grenade Launcher from a 

HMMWV-based robot while it was teleoperated (shoot on the move). Coordinates of the target, provided 

by a small unmanned aircraft were fed into the system, which then calculated the firing solution and 

engaged the target. The Phase III experiment occurred in September 2004. 

UA-UGV Cooperative Development 

Background: The UA-UGV cooperative development program is a USAF robotics R&D effort to 

develop and extend technologies to enhance UA/UGV capabilities through cooperative behaviors. This 

initiative captures the lessons learned in the 2003 STORK demonstration and seeks to advance the 

combined potential of UA and UGVs interoperating together in a common network to increase mission 

effectiveness. Planned development includes: (1) a JAUS/NATO STANAGS-compliant UA, (2) 

enhanced teleoperation and autonomy of low-cost rotary-wing UA, (3) an aerial communications relay to 

extend the radio range of UGVs, (4) insertion of aerial imagery into UGVs for map/model building and 

situational awareness, (5) precision UGV marsupial emplacement/recovery using a rotary-wing UA, (6) 

terrain modeling for UGV path planning – adapting existing technology to JAUS-compatibility, and (7) 

visual recognition for obstacle avoidance/intruder detection. A range of JAUS compliant UA/UGV 

platforms are envisioned. A summary of two potential platforms follows: 

Characteristics of Possible Platforms: 

R-Max UA ARTS UGV 

Size 12’ x 2’ x 3.5’ Size 9.5’ x 5.5’ x 6.5’ 

Main Rotor Diameter 10 ft Weight 8100 lb 

Tail Rotor Diameter 21 in Ground Clearance 14 in 

Performance of Possible Platforms: 

Maximum Payload 68 lb Maximum Payload 3500 lb 

Flight Duration 60 mins Endurance 6-8 hrs 

Line of Sight Distance 492 ft Maximum Speed 8 mph 

 Track Ground Pressure ~2 PSI 

 Line of Sight Distance 1.5 miles 

UGV-UA Cooperative Development at SPAWAR Systems Center San Diego 

The UGV-UA cooperative development efforts at SPAWAR Systems Center San Diego (SSC-SD) are 

designed to take advantage of the 20 years of experience in ground and air unmanned systems, and the 

current SSC SD products including Multi-robot Operator Control Unit (MOCU) and MDARS-E. 

Development is taking place in several areas. 

The first area is the development of an Autonomous UAV Mission System (AUMS) for Vertical Takeoff 

and Landing UA. The goal of the system is to allow a UA to be launched, recovered, and refueled by a 

host or stand-alone platform in order to provide force extension through autonomous aerial response. The 

recovery capability will be an integration of vision technologies from Carnegie Mellon University and the 

Jet Propulsion Laboratory as well as GPS technology from Geodetics, Inc. The system will operate with 

different manned and unmanned vehicles and will use the JAUS protocol and the SSC-SD MOCU 

command and control interface. AUMS may be modified for use by multiple ground and air platforms. 

Some of the near-term UA missions include reconnaissance, RF communications relays, overhead visual 

GPS augmentation, surveillance, psychological operations, and mine detection. Future uses include target 

designation and payload dispersal (i.e., submunitions, ThrowBots, sensors). Other benefits are seen in the 
UAS ROADMAP 2005 

APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-10 

mission flexibility that allows the UA to be launched from one type of system and captured by another 

(i.e., launched from an UMV and recovered by a HMMVW). The decrease in time and personnel 

required to refuel a UA between mission operations leads to an increase in the number of missions a UA 

can complete in a given period of time. 

The second area of development, JAUS-compliant UA, compliments the AUMS project and is producing 

its own results. SSC-SD is establishing partnerships with Allied Aerospace, Northrop Grumman, Tyndall 

Air Force Research Laboratory (AFRL), Idaho National Engineering and Environmental Laboratory 

(INEEL) and Rotomotion, LLC, to develop JAUS VTOL UA platforms. These platforms will not only be 

used in the AUMS development, but will also be used for experiments, demonstrations and testing 

involving UGV-UA cooperation concepts. The table below lists some of their characteristics. 

The third area of development is UGV-UA collaboration behaviors. Several application areas that will be 

explored include: (1) countermine operations, (2) IED detection, (3) precision targeting using aerial 

sensors, (4) CBRN contamination, (5) meteorological sensors, (6) communication relays and (7) 

ThrowBot delivery to areas outside range of manual deployment. SSC-SD will partner with other 

government agencies and industry to conduct experiments and demonstrations. 

Yamaha RMAX Type II Allied Aerospace 

iSTAR 

Rotomotion Twin 

Characteristics of Possible Aircraft: 

Allied Aerospace 

iSTAR Ducted Fan 

Yamaha RMAX 

Helicopter 

Rotomotion Twin 

Helicopter 

Size 44” H x 29” W 12’ x 2’ x 3.5’ 64” x 20” x 25” 

Main Rotor Diameter 10 ft 72 in 

Tail Rotor Diameter 21 in 14 in 

Performance of Possible Aircraft: 

Maximum Payload 10 lb 68 lb 20 lb 

Flight Duration 30 – 45 mins 60 mins 40 – 90 mins 

Line of Sight Distance 2600 ft 900 ft 

Joint Unmanned Systems Common Control (JUSC2) ACTD 

Naval Surface Warfare Center (NSWC) Panama City has a long history of unmanned systems’ RDT&E, 

as well as support of unmanned systems acquisition programs, dating back to the 1960s with the rapid 

response development and fielding of a number of unmanned marine vehicles for riverine operations 

during the Vietnam conflict. 

A large number of unmanned systems’ RDT&E and support of acquisition programs for Unmanned 

Surface Vehicles (USV), Unmanned Underwater Vehicles (UUV), UGVs, and UA are ongoing at NSWCPanama City today. One ongoing task in particular that impacts UA is the JUSC2

 ACTD, which started in 

FY04. JUSC2

 is developing an open architecture that allows for the concurrent management of large 

numbers of unmanned systems of all types in a scaleable and expandable manner that will provide an 

affordable capability to insert new autonomous control technologies and unmanned vehicle advances as 

they emerge. The Operational Manager of JUSC2

 is U.S. Joint Forces Command, the Technical Manager 
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APPENDIX J – UNMANNED GROUND VEHICLES 

Page J-11 

is NSWC Panama City, and the transition Manager is NAVSEA PMS 420, the Littoral Combat Ship 

(LCS) Mission Modules Program Office. 

JUSC2

 will provide the LCS a capability to concurrently operate a large number of unmanned systems 

specifically of interest to the Navy, including USVs; UUVs ; and UA. Additionally, JUSC2

 will provide 

the interfaces and means for LCS to also operate the Army's Shadow 200 UA at LVL 4/5 and the USAF 

Predator B UA (actually a surrogate - most likely General Atomics I-GNAT) at LVL 3 via a STANAG 

4586 compliant Common Unmanned systems Control Station (CUCS). 

Finally, JUSC2

 will also provide a means for LCS to operate Army and USAF (as well as Navy) UGVs 

via a JAUS-compliant common control system developed by USAF (AFRL - Tyndall). By applying both 

JAUS and STANAG 4586 to a large number of unmanned vehicles, JUSC2

 will demonstrate that the 

Navy can use Army and USAF UA and UGVs, and that other services in littoral or riverine situations can 

take control of and use Navy unmanned vehicles, such as USVs and potentially UUVs and UGVs. 

The JUSC2

 ACTD has a prototype system called Unmanned Vehicles Common Control (UVCC) installed 

onboard HSV-2 SWIFT. UVCC v8.1a, which was tested on HSV-2 in FY04, was delivered to the LCS 

Flight 0 prime contractors on 18 August 2004. This initial spiral provides interfaces to USVs and UUVs. 

A second spiral, UVCC v8.2, was installed onboard HSV-2 in September 2004. This second spiral adds 

an interface for Fire Scout VTUAV via the Tactical Control System (TCS). JUSC2

 will be completed 

with a full at-sea demonstration during JFTX-07 in early FY2007. Transition will then continue under the 

LCS acquisition program. 
UAS ROADMAP 2005 
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APPENDIX K – SURVIVABILITY 

Page K-1 

APPENDIX K: SURVIVABILITY 

OVERVIEW

As UA use proliferates into an ever-increasing sphere of combat applications and becomes progressively 

more important to the war fighter, mission effectiveness and by extension combat survivability becomes 

increasingly critical. It is thus imperative that the survivability of a UA is a key consideration during the 

system design process. Unmanned aircraft are but one component within an unmanned aircraft system 

UAS). To address the survivability of only the UA only partially addresses the survivability of the total 

system, although, at the present time, the emphasis on UAS survivability is focused on reducing the 

susceptibility of the aircraft. Future efforts should concentrate on reducing the total system susceptibility 

and vulnerability. 

Terms specific to UA Survivability 

3⁄4 Survivability. The capability of an aircraft to avoid or withstand a man-made hostile environment 

3⁄4 Susceptibility. The inability of an aircraft to avoid the threats in a man-made hostile environment 

3⁄4 Vulnerability. The inability of an aircraft to withstand a man-made hostile environment. 

3⁄4 Expendable. The UA is minimally survivable. Loss of the UA has minimal cost and operational 

impact; the UA can be quickly replaced or is not critical to operational success. 

3⁄4 Attritable. The UA is somewhat survivable. Loss of the UA will have moderate cost and/or 

operational impact, but the operational benefits outweigh the potential risks. 

3⁄4 Survivable. The UA is highly survivable. Loss of the UA will have a significant cost and/or 

operational impact. 

UA SURVIVABILITY IN COMBAT

UA have been used in combat since 1944 when the TDR-1 assault drone, guided by a pilot in the loop 

using television, was used to drop bombs on Japanese positions in the Pacific. Its operating unit lost three 

out of 50 aircraft during its two months of service due to hostile fire. Later, during the Vietnam War, the 

AQM-34 was used to collect reconnaissance data. Limited data from 1964-1989 show UA combat loss 

rates of 3.9/year during the Vietnam conflict (1964-69), 4.5/year in the Bekka Valley conflict (1981-82) 

and 1/year over the period of the Angolan Border War (1983-87). 

A more complete data set, including non-combat losses, is available for the period of 1991-2003, which 

covers the major conflicts Desert Storm (1991), Allied Force (1999) and OEF and OIF (2001-2003). 

Over that 13-year period 185 UA losses were recorded, an average of 14.2 per year. Considering the 

specific periods of major conflict; 20 RQ-2 Pioneer UA were lost in Desert Storm over a period of less 

than a year, 18 were combat losses and two were non-combat losses. In Operation Allied Force in 

Kosovo, 45 UA of various types were lost. Of the 45 losses, 26 were combat and 19 were non-combat. 

Data available from OEF and OIF over the period of 2001-2003 show a substantial decrease in UA loss 

rates, with an average of 2.0 combat losses and 2.7 non-combat losses per year over the three-year period. 

The threats encountered by UA since the 1960s have evolved over time. In the Vietnam War, the 

principal threat to the A/BQM-34 was Soviet MiG fighter aircraft. In the 1980s conflicts in Syria and 

Angola, the Soviet SA-3, -6, and -8 surface-to-air missiles were the principal threat. While in more recent 

conflicts combat UA losses have been attributed primarily to small arms, air defense artillery, and 

unspecified ground fire. Any number of tactical, strategic, technological, and political factors will 

continue to affect the threats UA face in the future. 

In addition to lethal threats, there exist non-lethal threats based in electronic warfare or information 

warfare techniques. Both active and passive techniques can degrade or deny the ability of a UA to fulfill 

its intended mission. UA systems are susceptible to hostile actions against their electronic systems and 

subsystems, communications data links, GPS systems, and their command and control data links. These 

hostile actions can be active, as in the case of jamming, meaconing, or deception, or passive, as in the 
UAS ROADMAP 2005 

APPENDIX K – SURVIVABILITY 

Page K-2 

case of interception and exploitation of the data collected by the UA. All classes of UA are susceptible to 

non-lethal threats. 

While UA have been used in combat since the Vietnam War, combat and non-combat loss data is notably 

sparse. With the proliferation of militarized UA in the last decade it is likely that a significant portion of 

the information about UA combat experience is widely dispersed and undocumented. In addition, the 

limited data that is readily available does not provide insight on subsystem/damage mode contribution to 

combat loss or characterize the damage inflicted on UA that have returned from combat missions. Data 

of this type regarding combat damage to manned aircraft since Vietnam have proven invaluable in 

understanding the vulnerability of the aircraft and mitigating the threat. The systematic collection of 

equivalent data for unmanned aircraft would be of equal benefit. 

SURVIVABILITY AS A SYSTEMS DESIGN DISCIPLINE

DoD systems are intended to accomplish their mission in “a man-made hostile threat environment.” In 

order to be mission effective, survivability must be considered; survivability becomes one of the design 

factors in achieving the most mission effective system at the lowest cost. 

Is it less costly to procure many inexpensive expendable UA, a few more expensive attritable UA, or even 

fewer more expensive but more survivable UA? For manned systems, loss of human life is a 

consideration that pushes the systems to a higher level of survivability. For unmanned systems this is not 

the case. However, DoD UA still need to be effective and able to accomplish their missions in hostile 

environments. To achieve that, survivability must be part of the design process. The extent that 

survivability will be included in a design is dependant on many factors including the mission(s) to be 

accomplished, the criticality of those mission(s), the threat environment that will be encountered, and the 

number of assets available taking into account the UA aircraft as well as the payload. To perform a noncritical mission in a low threat environment other aspects of the design (e.g., cost, range, or payload) will 

take precedence over survivability features. This may also be true if a large number of expendable assets 

are available to perform the mission. If one or more of the assets are destroyed, the mission can still 

accomplished at lower life-cycle cost. A more critical mission in a higher threat environment increases 

the importance of survivability design features. If few assets are available, completing the mission the 

first time and with a single vehicle may be imperative. It is important to weigh all the factors in 

determining how “survivable” a UAS must be to fulfill its specified functional capability. 

By considering survivability early in the design process one can make design trade-offs and minimize the 

potential cost and performance impacts. Modifications later in the design cycle will always come with 

increased cost and performance penalties. If survivability is considered early in the design process there 

are “no cost” design practices that will enhance a system’s survivability. An example is the placement of 

critical systems to shield them from ground fire. No matter what decisions are made, considering all 

facets of the design early will decrease the overall system life-cycle cost. For combat aircraft, 

survivability must be a part of the trade space. 

UNMANNED AIRCRAFT SYSTEM SURVIVABILITY CONSIDERATIONS

Regardless of size or cost, all UAS have the following functional components: (1) one or more aircraft, 

(2) a system for command and control of the aircraft and associated payloads, (3) payload(s) and (4) a 

means of disseminating the information obtained by the payload. Each of these functional components is 

addressed separately below. 

Aircraft 

UA range in size from under one foot flying at 100 feet at 20 knots to those with wingspans over 130 feet 

flying at 60,000 feet at 340 knots. A standard survivability approach will not work for all aircraft because 

of this wide range of sizes and performance. Passive susceptibility reduction measures, such as visual and 

acoustic signature reduction, may be the only way to increase the survivability of small aircraft due to 

their limited size. Larger aircraft can support the introduction of active susceptibility reduction measures 
UAS ROADMAP 2005 

APPENDIX K – SURVIVABILITY 

Page K-3 

such as flares, chaff, other decoys, and/or traditional aircraft vulnerability reduction design concepts. The 

cost and intended purpose of the unmanned aircraft system will inform the decision to invest in the 

survivability of the aircraft. 

Command and Control System 

All current UAS have a command and control system for preprogramming the flight and/or direct remote 

piloting. The sophistication of the command and control system varies, but generally consists of uplink 

and downlink communications, navigation equipment and Global Positioning System, applications 

software to control the aircraft and the payload. These links may be encrypted, but often are not. UAS 

have a ground station that may range from a laptop in the hands of a soldier or Marine in contact with 

hostile forces to a fixed plant installation within the continental United States. The physical threat to the 

ground station varies according to size and employed location. The uplink transmits command and 

control information from the ground station to the UA while the downlink provides health and status 

information from the UA to the operator. Information for the control of the payload can also be 

transmitted in the downlink. Generally, these communications channels emit continuously, thereby 

allowing radio direction finding techniques to be employed against the ground station and its UA. 

Depending upon the UAS, the command and control links may be interleaved with the payload (i.e., 

information dissemination) data link or there may be two separate links. 

Data links are susceptible to jamming and intrusion by hostile forces. Jamming may degrade the ability 

of the system to transmit signals between the ground station and the UA, especially if the antenna on the 

UA is omni-directional, vice steerable. UA operating within radio line of sight from their control stations 

are more likely to use an omni-directional antenna approach, while UA operating through communication 

satellites are more likely to employ a steerable dish antenna with a relatively narrow beam. Unintentional 

jamming from friendly or neutral communications emitters may also degrade the UA’s capabilities. 

Hostile forces may intrude into either the C2 or the data link in order to take over the UA or degrade the 

UA control or payload data reception so that it cannot carry out its intended mission. 

Navigation equipment, often augmented by GPS, and mission management software provide the UA the 

capability to fly a given route and collect the desired information. Because such navigation systems are 

dependent upon receiving GPS satellite signals, any denial of GPS service will impact the mission 

effectiveness of the UA, perhaps even causing its loss. Although events like the jamming or destruction 

of a GPS satellite are beyond the control of the UA operator, that jamming or destruction would 

essentially bring most UA operations to a rapid halt. 

Finally, the mission management software can be affected through several means either before or after the 

aircraft is launched. Viruses, Trojan horses, and other hostile software agents can infect the UAS’ 

software and keep the system from fulfilling its mission. 

Payloads 

Payloads vary according to UA type and mission, with the overwhelming majority of UA payloads being 

imaging payloads; therefore this discussion will be limited to imaging payload survivability. Payloads 

can be either external, as in a ball or pod that hangs from the aircraft, or internal. In smaller, less 

expensive UAS, locating the payload internally does not dramatically decrease vulnerability. Payloads 

are generally not specifically targeted in the smaller aircraft because it is just as easy to destroy or degrade 

the UA itself. 

Payloads are susceptible to physical threats; even though the payload is not likely to be targeted 

specifically it may suffer collateral damage from an attack on the UA. Passive payloads may be degraded 

by electronic attack, but a relatively long dwell time is required to cause permanent damage. However 

active sensors, such as radars, are more susceptible to electronic attack. Even a short-term attack can 

cause significant long-term damage. 
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APPENDIX K – SURVIVABILITY 

Page K-4 

Dissemination Means 

UAS normally disseminate information via data links. Depending upon the system, information may be 

processed onboard the aircraft or transmitted to the ground for processing. In either case, the 

communications channel is susceptible to detection, radio direction finding, intercept, and electronic 

attack efforts. If the UA is transmitting a live video feed, the communication channel is likely to be 

wideband and continually emitting. Encryption of the data links would reduce the possibility of 

successful intercept and exploitation. Depending upon the UA system, the dissemination data links and 

the command and control links may share the same frequencies and be interwoven through multiplexing 

schemes. 

The data links and the transmit and receive equipment associated with the dissemination of information 

are susceptible and vulnerable to the same efforts that threaten the command and control links. The 

dissemination data links on larger aircraft should be encrypted, as they are more likely to be relaying data 

that are of interest to higher echelons. Conversely, handheld/small and tactical UA may not require 

encryption devices because it is harder to intercept their dissemination signals (closer to the ground 

station and flying at lower altitudes) and because the information they collect and disseminate is highly 

perishable. 

SURVIVABILITY CLASSIFICATIONS

When considering airframe survivability, it is useful to divide UA into three categories (small, medium, 

and large) based on size, speed, and operational altitude. These categories are useful for considering the 

likely threat environment and application of susceptibility and vulnerability reduction techniques, but 

should not be applied rigidly. While categories are useful for providing guidelines, each UA is unique 

and survivability should be considered in the context of its specific design and mission. These 

survivability categories are not intended to establish recognized UA classifications. 

3⁄4 Small. UA with a gross weight less than 500 pounds, a wingspan of 20 feet or less and that operate at 

altitudes below 10,000 feet and 100 knots. These UA generally support tactical requirements and 

range from man-portable up to trucked systems. Examples include the Raven, Dragon Eye, Pioneer 

and Shadow. 

3⁄4 Medium. UA with a gross weight between 500 and 5,000 pounds., a 20-60 feet wingspan and 

generally operate at altitudes of 10,000-30,000 feet and below 250 knots. These UA primarily 

support tactical engagements, but may also address operational (theater) or strategic requirements. 

The systems are airlifted or transported in specialized containers. Examples include the Predator and 

Fire Scout UA. 

3⁄4 Large. UA with a gross weight above 5,000 pounds, wingspan longer than 60 feet and that operate 

above 25,000 feet and 250 knots. These UA are generally considered operational (theater) or 

strategic assets. These systems can self deploy or, as with Global Hawk, can operate from CONUS. 

UA with a mission to deliver ordnance in high-density threat environments, such as the J-UCAS, will 

operate from remote bases to support tactical requirements. 

THREATS BY SURVIVABILITY CLASSIFICATION

To credibly assess the threat a UA will face one must consider the entire system, including the ground 

station and data link as well as the aircraft. One must also consider the entire spectrum of threat types, 

including directed energy weapons (DEW) and nuclear, biological and chemical (NBC). A basis for 

starting a general threat analysis is to consider the types of threats and the likelihood each could engage 

each UA category Tables K-1 and K-2). For a detailed threat analysis, a UA must be assessed 

individually based on its specific design, mission, and mode of operation. 
UAS ROADMAP 2005 

APPENDIX K – SURVIVABILITY 

Page K-5 

TABLE K-1. SURVIVABILITY CLASSIFICATION LETHAL THREAT MATRIX. 

Survivability Category 

Ground 

Fire 

Air 

Defense 

Artillery 

Shoulder 

Launched 

Missiles 

RF 

Missiles 

Air-toAir 

Missiles Laser NBC 

Small 9 9 9

Medium 9 9 9 9 9

Large – Low Altitude 9 9 9 9 9 9

Large – High Altitude 9 9 

TABLE K-2. SURVIVABILITY CLASSIFICATION NON-LETHAL THREAT MATRIX. 

Survivability Category Jamming Deception Meaconing 

Intrusion 

and 

Exploitation 

Small 9 9 

Medium 9 9 9 9

Large – Low Altitude 9 9 9 9

Large – High Altitude 9 9 9 9

SURVIVABILITY DESIGN FEATURES BY SURVIVABILITY CATEGORY

Survivability design features should be considered with respect to an UA’s size, required mission and the 

potential threat environment. Table K-3 is a partial list of potential survivability features and the class of 

platform they may be most applicable to. The features cover both susceptibility reduction and 

vulnerability reduction. These potential survivability design features should be considered in the systems 

engineering design process to develop the most effective UA for the lowest life cycle cost. 

TABLE K-3. SURVIVABILITY DESIGN FEATURES BY SURVIVABILITY CLASSIFICATION. 

Survivability Design Feature Survivability Category of UA 

Mission Planning/Tactics All 

Acoustic Signature Reduction Small 

IR Signature Reduction Small, Medium, Large 

RF Emission Signature Reduction Large 

RF Signature Reduction Medium, Large 

Visual Signature Reduction Small, Medium 

Dry Bay Foam Large 

Fire Shielding Large 

Redundancy and Separation Medium, Large 

Distributed Fire Suppression Large 

Fire Walls Large 

Powder Panels (Fire Suppressant) Large 

Fuel System Management Medium, Large 

Hydrodynamic Ram Protection Large 

Fuel Tank Ullage Inerting Large 

Fuel Tank Ullage Protection Large 

Fuel Tank/Line Self-sealing Large 
UAS ROADMAP 2005 

APPENDIX K – SURVIVABILITY 

Page K-6 

AIRCRAFT SURVIVABILITY RESOURCES

Department of Defense Department of Homeland Security 

Army Transportation Security Administration (TSA) 

U.S. Army Aviation Applied Technology Directorate FAA 

(AATD) 

Ft. Eustis, VA 

Phone: (757) 878-5609 / DSN 937 

http://www.aatd.eustis.army.mil 

U.S. Army Research Laboratory (ARL) 

Survivability/Lethality Analysis Directorate 

Aberdeen Proving Ground, MD 21005 

Phone: (410) 278-5052 / DSN 298 

http://www.arl.army.mil/slad 

Fire Safety Branch AAR-440 

William J. Hughes Technical Center - AAR 440 

Atlantic City International Airport, NJ 08405 

Phone: 609-485-5620 

http://www.fire.tc.faa.gov 

Air Force Other Resources 

Aerospace Survivability & Safety Flight 

46 OG/OGM/OL-AC 

46th Test Wing 

Wright-Patterson Air Force Base, OH 45433 

Phone: (937) 255-2237 x213 / DSN 785 

http://assf.wpafb.af.mil 

Navy 

Survivability/Vulnerability Information Analysis Center 

46 OG/OGM/OL-AC/SURVIAC 

2700 D Street Bldg. 1661 

Wright-Patterson AFB, OH 45433-7605 

Phone: (937) 255-4840 / DSN 785 

http://iac.dtic.mil/surviac 

Naval Air Systems Command (NAVAIR) 

Survivability & Threat Lethality Division (4.9.6) 

Phone: (301) 342-0142 / DSN 342 

Patuxent Naval Air Station 

American Institute of Aeronautics and Astronautics 

(AIAA) 

Survivability Technical Committee 

http://www.aiaa.org/tc/sur 

Naval Research Laboratory 

4555 Overlook Ave., SW 

Washington DC, 20375 

Joint 

The Aircraft Survivability Education 

http://aircraft-survivability.com

Joint Aircraft Survivability Program Office 

200 12th Street S. 

Arlington, VA 22202 

Phone: (703) 607-3509 / DSN 327 

http://jas.jcs.mil 

The Fundamentals of Aircraft Combat Survivability 

Analysis and Design, Second Edition, AIAA Education 

Series, Robert E. Ball, Ph.D., 2003. 

(Available through SURVIAC)