1. Identifying and Implementing an Unmanned Aircraft System (UAS) Operational Requirement
James P. Masey
UAS Business Development Director – MEA
AAI Corporation
Cell:
Border Control 2011, 8-9 March, Gallagher Estate, Midrand

2. Contents UAS Categories Notional Platform Comparison
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UAS as a part of the Overall Situational Awareness Network
 UAS Categories
 Notional Platform Comparison
 Example of a UAS Configuration
 The “One System” Approach to UAS – GCS and RVT
 Aspects of UAS Missions and Operations
Tactical Operational Lessons Learnt
Fixed-wing vs. VTOL
 Business Models and Indicative Costings
Cost Implications
 Summary: Primary Points for Consideration

3. UAS: Part of the Overall Situational Awareness Network
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As part of an overall Situational Awareness (SA) network, the benefits of an integrated Unmanned Aircraft System (UAS) programme – military, civil and commercial, demonstrate their value and versatility in the persistent and constant monitoring of land and marine environments, primarily, and the activities therein.
UAS are just one part of a complex blending of manned and unmanned aerial systems across Services and across Nations.
This concept of employment will focus on several scenarios where UAS can reduce risk, increase confidence and enable mission success. The growing number of UAS potential mission sets and scenarios demand their comprehensive integration into present and future combined and joint operations.
It is essential to seamlessly integrate UAS with manned operations in a joint environment.
-- Joint Air Power Competence Centre (JAPCC):
“Strategic Concept of Employment for UAS in NATO”
Three fundamental aspects to providing ‘Situational Awareness’:
Gathering and making sense of data / information.
Sorting and displaying the information in a way that is readily understandable and relevant to the needs of the decision making entity(ies) .
Timely disseminating of the information to the field operatives.

5. Example of a Tiered approach to persistent Situational Awareness
Tier 4: Space
Tier 3:
Strategic
Tier 2:
Tactical
Example of a Tiered approach to persistent Situational Awareness
Tier 1:
Urban / Short range

6. Notional Platform Comparison
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Platform
Range/ Time
Operating Altitude
Data Link
Payload
Infrastructure
Raven
10 km
1.5 hr
100 m AGL
Local radio
2 kg; single camera
Man-carried & launched
2-man team
Aerosonde Mk4.7
80 – 2000 km
10 – 20 hr
300 – 700 m AGL
LOS DL or Sat-phone relay
5 kg; single payload + comms relay
Auto launch / recovery on rough field; 8 man team for 24/7
Shadow 200
120+ km
6+ hr
2000 – 3000 m AGL
LOS DL
25 kg; single payload + comms relay
Auto launch / recovery on smooth field; 27 man team for 24/7
Falco
140 km
10+ hrs
5000m
70 kg; single payload + comms relay
Runway / fixed or deployable shelters; 30 – 60 man team
Predator
7500 km
30+ hrs
5000 – 7000 m AGL
Satellite or LOS DL
250 kg; multi-payload
Runway / fixed or deployable shelters; 120 man team
Global
Hawk
22,000 km
36 hrs
>18,000 m
Satellite
1300 kg; multi-payload
Runway / fixed shelters; 120+ man team

7. Example of a UAS Configuration
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Air Vehicle and Maintenance Transport
Remote Video Terminals
Unmanned Aerial Vehicles (UAVs) and 2x payloads( EO/IR)
Personnel and Equipment Transport
Equipment Trailer(s)
Expeditionary Ground Control Station and Data Terminal
Trailer or car-top mounted Launch and Recovery System (options)
INTEGRATED LOGISTIC SUPPORT
Ground Support Equipment (1 Set)
Training (8-12 Weeks) – 1 Lot
Operator and Maintenance Manuals (10 sets – English)
On-Site Support (1 man / 3 months) – 1 Lot
Acceptance Testing
Spares (300 flight hours - 1 Year)
Warranty (1 Year)
15 Yrs. Guaranteed Support
Use or disclosure of data contained throughout is not permitted without written permission from James P. Masey

8. Mini Launcher and recovery net
The One UAS Approach
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Air
Vehicles
Launcher
Ground Data Terminal
One System GCS
software serves as the
basis for other
control stations
TALS
Payloads
Personnel
Note: Aerosonde System in red outline
EGCS & Data Terminal
Mini Launcher and recovery net
Contact Teams
OSRVT

9. Remote Video Terminal (RVT)
The One System RVT (OSRVT TM) is a modular video and data system that enables war-fighters to remotely downlink live surveillance images and critical geo-spatial data directly from joint operations tactical UAS and from manned platforms.
10.4 inch Touch Screen Display
Video Antenna
Video Antenna
Stare Point & Footprint
GPS Antenna
Your Location
Aircraft Location
MDIB (RF Equipment)
Range – 10-90KM (modular)
Weight – 15 lbs
Modular, Mobile, Miniature, Multiband and MANPACK
Ruggedized Brick Computer

10. OSRVT Screen Display
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Intuitive presentation for best grasp of SA – both a map and video
Icons on the map for Geospatial Awareness
Real time video with parameters
Stare Point & Footprint
Aircraft Location and Parameters
Aircraft Heading and FOV Angles
Target Coordinates and Parameters
Your Location
Aircraft Location

11. Target Information Displayed
More on Display
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Mark Target Function places Target or Friendly Icons on the Map
JPEG Image with Embedded Metadata Stores Target Information for Use
Ability to Refer Back to Individual Targets for Information
Target Information Displayed
Target Offset Utility

12. Military, Civil & Commercial UAS Mission Types
Anti-Smuggling - water
Pollution
Illegal Fishing
Man-made Disasters
Border Surveillance
Battle Damage Assessment
Anti-Poaching / Smuggling
Forest Fires
Infrastructure Surveillance
Observation
Reconnaissance
Artillery Adjustment

13. Defining Concepts of Operation (CONOPS)
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What UAS is selected may dictate actual method of use.
The planned method of use may dictate which UAS is selected.
Three notional requirements:
Long and / or short range surveillance
International air space / waters or covert surveillance inside another’s air space?
Range of data links / availability of space based relay.
Sensitivity to an international incident in case of:
- Loss of UAV and subsequent recovery / exploitation by third party
- Collision / near-miss with third party airborne equipment
Continuous border surveillance
How long is the border?
How far away is adequate infrastructure for launch, recovery, and control station.
What other sensors are in inventory?
- Where? What are their strengths & weaknesses?
- Is surveillance control heavily centralized or are decisions made at a local unit level?
Tactical support of troops
Is this a high priority mission?
Where is the theatre with respect to current force deployments?
How will UAS enter a theatre of operations?
How will information get to the troops in contact? What will be shared?
Use or disclosure of data contained throughout is not permitted without written permission from James P. Masey

14. Long Range, No Satellite (Manned/Unmanned Teaming)
CONOP options:
Long Range, No Satellite (Manned/Unmanned Teaming) B o r d e of I n t s
Command Center
Limit of Launch Station Datalink
Remote Launch Site
200 km

15. CONOP options: Long Range, No Satellite (Deployable)of I n t s
Command Center
Remote Launch Site

16. Dynamic Range Extension
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LOS Data Link
LOS Data Link
EGCS
SPOI
Does not require SATCOM bandwidth($)
Provides BLOS Full Motion Video
Available Comms Relay Payload can Provide Beyond Line-of-Sight (BLOS) Capability
Use or disclosure of data contained throughout is not permitted without written permission from James P. Masey

17. * Maintenance Support Team for Sustained Operations
Multi-Unit/Site OPS Engagement
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TOC
GCS
Manned Platform X
50 Kms II
GCS
RVT
RVT II X
RVT
RVT II
Launch & Recovery Area
PGCS
CGS X . X
1st C-130
System Deployment
2nd C-130
* Maintenance Support Team for Sustained Operations
3rd C-130*
Launch & Recovery Area
PGCS
OPTEMPO
Crew Size and # of Air Vehicles to meet OTEMPO requirements:
12 hours of operations in a 24 hour period
Surge to 18 hours in 24 hour day for a period of three days .
L/R from unprepared surface,
soccer field sized area

18. Potential Challenges to Civil & Commercial CONOPS
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Integration into Civil Airspace One, if not the biggest, challenge facing civil and commercial use of UAS is the integration of this technology type into non-segregated airspace.
Standards
Airworthiness norms
Certification norms
ATM regulations
Urban and/or Industrial Areas Consideration must be given to the implications of unmanned aerial vehicles (UAVs) being flown over populated areas (e.g. political and social).
Liability If a UAV does experience a catastrophic (non-recoverable) system failure and crashes, what are the ramifications of being held liable? Who is ultimately responsible?
Insurance The UAS industry forms a small, but ever increasing part, of the overall global aviation industry, and it is therefore still at the starting point regarding gaining straightforward access to the necessary insurance requirements which the remainder of the aviation industry already has.
Critical Issues:
Sense and Avoid
Spectrum and Bandwidth

19. CONOPS: Always More to Discuss…
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Prioritization of missions is essential
Remembering the cautionary maxim that “we are always preparing to re-fight the last war”
Integration with the greater C4ISR network is expected
What standards / open architectures are in place and which ones are needed?
What missions did we miss?
Maritime from shore or ship?
Highly urban surveillance
Non-military uses (environmental monitoring, fires / floods?)

20. Tactical Operational Lessons Learnt
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A typical tactical mission is between 4-5 hours duration – a timeframe seldom exceeded.
Occasionally require 24 hour surveillance over a target, even less frequently hours is needed
Ground troops primarily require a laser-pointer and secondarily a laser designator to accomplish missions.
Payloads in order of tactical operational utility are:
EO/IR
Laser-pointer
Laser designator
Synthetic Aperture Radar
The OS Remote Video Terminal is the most requested element of the Shadow 200 UAS.
As of January 11, >3000 OSRVTs units in Iraq/Afghanistan theatre
Estimated that >5000 units are required to fulfil future tactical missions
Currently developing a modular antennae (vehicle mounted) with a 90km range

21. Fixed-Wing vs. VTOL Operational Comparisons
Fixed-Wing (Aerosonde Mk 4.7)
VTOL (S-100)
Advantages
Entire SUAS cost = <$5M approx, with 4x a/c per system etc.
Compact Launch and Recovery Equipment Required (Land-based and Shipboard)
Lower acquisition and operating costs –long term, and more UA per UAS
Lower maintenance hours
Safety: small shielded propeller
Higher reliability
Lower risk through greater operational experience
STANAG 4586 compliant
A/c / payload recoverable in case of [catastrophic] system failure
Existing connectivity / interoperability with allied and coalition forces.
Small operational footprint
Longer endurance and extendable operational range
Disadvantages
No final emergency aid (i.e. parachute) for last opportunity recovery in or catastrophic] system failure. BUT can glide.
Advantages
Limited Launch and Recovery Equipment Required
Possibility of more capable payload (increased cost)
Disadvantages
30% larger radar cross section
Limited ‘stealth’ capability – audible and visual
Higher maintenance hours required (increased cost)
Higher skilled / trained technicians required (increased cost)
Limited in-field maintenance / repair possible due to a/c complexity, leading to withdrawal of a/c from operations, which affects mission continuity.
Larger operational footprint
Safety: exposed tail / main rotor blades
Lower reliability (increased cost)
Longer training program requiring a certified pilot / operator (increased cost)
Environment: additional filtration device required is sandy conditions (increased cost)
Unlikely to recover a/c/ payload after [catastrophic] system failure
Greater possibility and increased number of deaths, and infrastructure damage on ground due to emergency landing or [catastrophic] system failure over urban area – S-100: MTOW 440lbs.
No final emergency aid (i.e. parachute) for last opportunity recovery in or catastrophic] system failure
Use or disclosure of data contained throughout is not permitted without written permission from James P. Masey

22. Variety of Business Models
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Fee for Service (FfS)
OEM provides equipment, people, operations, support
Monthly “lease” payment
- Provides Flexibility to Begin Operations Immediately
Priced by negotiated customer flight hour requirements
- Total “Turnkey” operation – Pricing includes:
OEM provided system hardware
OEM provided spares
OEM trained operators/maintainers
End-user data ownership
End-user provided services (housing, transportation,
fuel, etc) to be negotiated
Try Before Buy
Start as FfS
Transition via in-the-field training to client operation / ownership
Purchase / Service Operation
Client procures system; AAI operates / maintains system
[Government Owned Company Operated (GOCO)]
Purchase [Direct Commercial Sale (DCS) or Foreign Military Sale (FMS )]
Full training, incl. on-site maintenance if desired
OEM provides depot support
Field Service Representative (FSR) option available & recommended at least for first year
Use or disclosure of data contained throughout is not permitted without written permission from James P. Masey

23. UAS: Indicative Costing / ROM
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In order for an OEM to consider initiating an indicative UAS Costing / Rough Order of Magnitude (ROM) discussion the following fundamental questions should be answered:
- Will this be an Foreign Military Sale (FMS) or Direct Commercial Sale (DCS) contract?
- Which UAS is to be purchased? - What are the numbers of flight hours per year? - What is the hardware configuration (number of AVs, GCS, RVT, etc)? - What is the transportation required (HMMWVs, trucks, ship on)? - What type(s) of payload(s) are required, and in what quantity(ies)? - What type of on-site support required (number of people/number of months)? - What type warranty is required? - Will the technical manuals need translating? - What special training requirements will be needed (e.g. where is the training to be conducted, etc.)?
- Is an offset going to be needed? If so, what is its value?
- What is the time-line for the procurement programme (i.e. negotiations, delivery dates, initial operating capability dates, etc.)?
- At what stage is the procurement process currently [i.e. has a Request for Information (RFI) and/or Request for Proposal (RFP) been released]? - What funds/budgets have been allocated to this TUAV procurement programme?

24. Cost Implications
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Cost vs Coverage is a function of requirements for range, continuity, and associated infrastructure requirements
For example: Budget = $$$$, Requirement = 24 Hour Surveillance
Platform
Cost
Number of Systems / AV
24 Hr km
Notes
Raven
$ for system w/ 4 air vehicles
400 systems
1600 AV
Not applicable (can do day or night, but 1.5 hr endurance …)
(Not intended for 24 hr continuous ISR – provided for comparison)
Aerosonde Mk4.7
$$ for system w/ 4 air vehicles
20 systems
80 AV
km or serial route surveillance
Large number of AVs provides significant tactical flexibility; operating team cost 1X
Shadow 200
$$$ for system w/ 4 air vehicles
5 systems
20 AV
5 120 km
95% reliability & decreasing mishap rates = high probability of continuous surveillance; operating team cost of 3X
Falco
$$$$ for 4 air vehicles
1 system
5 – 6 AV
2 140 km
Assumes remaining funds buy additional AV; ITAR free; operating team cost of 4X – 6X
Predator
$$$$ for 2 air vehicles
2 – 3 AV
Either 1 significant range or km
Must have high reliability; no room for mishaps; export issues; operating team cost >10X
Global Hawk
$$$$$ for single air vehicle
1 AV
No; ‘every other day 24 hrs’
(Provided for comparison – unlikely to be exportable)

25. Summary: Primary Points for Consideration
Define Concept of Operations (CONOPS) – operational requirement(s) / flight profiles.
Have an approximation of the average monthly / annual flight hours – training and operational.
Have a realistic budget – UAS are not as inexpensive as you might think.
Issuing of an RFI or RFP is fundamental in order to complete Firm Fixed Price to purchase.
Ensure that the final price given has no hidden increments over time (e.g. Maintenance,
support, spare-parts, training, manuals etc).
All prices will increase with delay in signing a contract.
In parallel with CONOPS be certain to establish the criteria needed to fly in non-segregated / manned airspace – communicate with your National Civil Aviation Authority.
All material used in this presentation, the views expressed, comments and suggestions made, cannot
be attributed to Textron Inc.
or any of its subsidiaries,
most notably AAI Corporation .