WASHINGTON --- As the Army transforms, the aviation field plans to add to its ranks a reconnaissance team that will include manned and unmanned aerial vehicles and Comanche helicopters, announced Lt. Gen. Johnny Riggs, the director of the Objective Force Task Force.

During the annual Association of the United States Army Aviation Symposium Jan. 6-8 in Alexandria, Va., Riggs told attendees that aviation will be an important part of the Armys new Units of Action which will be ready and equipped in 2010.

In late November, an aviation detachment was added to the makeup of Units of Action, which is roughly a joint-service, brigade-sized unit that will be decisive in any operation, against any threat level, in any environment, according to the Operational and Organizational Plan.

The aviation detachment would be made up of three troops, 12 Comanche helicopters and eight UAVs, Riggs said. Its mission would be to conduct reconnaissance, provide aerial close support and engage and destroy when necessary, Riggs added.

This years Defense Appropriations Bill and Authorization Act authorized the purchase of 650 Comanche helicopters and in fiscal year 2008, they will be the first aviation platforms for the Objective Force. The Comanche is being named by some the eyes and guide of the joint force.

Long-time advocate of the Comanche, retired general and president of AUSA Gordon Sullivan said the Comanche is the key to winning the information war, owning the night and ensuring defeat of Americas future enemies.

What role the UAVs will play in the Units of Action are the near-term challenges, said Lt. Gen. Benjamin Griffin, the G8 deputy chief of staff. Everything from surveillance to attack to re-supply is what UAVs will be expected to do, officials said.

Technology has an impact on how we shape the force, Riggs said. Technology itself is not the solution, but it provides you the menu for the solution. ... Im proud to say that we have a phenomenal amount of money to go toward research, development and acquisition -- $28.5 billion. But the soldier is really the integral part of the formation.

將科曼契直升機的採購量減少到650架，可以從420億美元採購預算中節省130億美元，但是同時將使這種直升機的單機成本提高810萬美元。美國陸軍估計，如果只有650架RAH-66科曼契匿蹤偵蒐攻擊直升機，則陸軍還需要501架AH-64D長弓阿帕契直升機承擔攻擊角色，這樣還需要撥款維護AH-64直升機。如果批准採購更多的科曼契直升機，則已逐漸步入落伍陳舊的AH-64將可以早日退役。


此外RQ-8A也能擔任反潛、反制反艦飛彈等任務，以減輕SH-60R反潛直昇機的任務負擔。由於具備完善的傳輸系統，可隨時朝友軍傳輸及時資料，並擔任水平線外友軍通訊網路、語音與資料傳輸的中繼站，在未來美國海軍聯合接戰能力(CEC)中將扮演重要的角色。為執行不同的任務，RQ-8A的監測與感測系統採模組化設計，採用隨插即用(Plug and Play)介面，除內建於機體的紅外線、雷射等光電偵測裝備外，尚可依任務性質加裝額外裝備，如搜索雷達、合成孔徑雷達、移動目標指示器、垂放式聲納與干擾絲發射器等。

　　[美國《每日防務》2003年1月14日報導] 美國陸軍稱，最近它授予AAI公司一份總額8600萬美元的合約，生產9架RQ-7A影子200戰術無人機 （TUAV）、6架耗損飛行器、地面控制維護設備和隨機備件。
　　
　　陸軍計劃執行辦公室發佈的聲明說，這次授予的全速生產合約是國防部所有無人機計劃項目的第一次，也是陸軍轉變成快速部署輕型部隊的重要事件。影子200無人機在設計上能為旅級指揮官提供偵察、監視、目標捕獲和戰鬥損失評估資訊。陸軍最近稱，它正在調整它的無人機採購時間表，以便與其未來作戰系統開發的時間相吻合。
　　
　　每套影子無人機系統由4架無人機和一對地面控制站組成。它的翼展為4米，能攜帶60磅（27千克）有效載荷。它裝備有光電/紅外線偵蒐導引系統。

SAN DIEGO --- Northrop Grumman Corporations Integrated Systems sector, prime contractor for the U.S. Navys RQ-8A Fire Scout vertical takeoff and landing tactical unmanned air vehicle system, today rolled out the first production air vehicle and ground control station at a ceremony at the companys Unmanned Systems facility here.

Attending the ceremony were representatives of the U.S. Navy Fire Scout program office, the U.S. Naval Surface Forces Pacific Fleet, the Defense Contract Management Agency, Californias 50th and 52nd U.S. congressional district offices and the Fire Scout industry team.

“The air vehicle and ground control station you see today represent completion of initial production elements of the Fire Scout system, the first truly shipboard-compatible production representative UAV,” said Cmdr. Osa Fitch, U.S. Navy Fire Scout team lead, during the ceremony. ``Featuring vertical takeoff and landing, it is capable of being operated from the helicopter pad of all air capable ships.

Following the ceremony, the air vehicle and ground control station will be shipped to the Webster Field annex of Naval Air Station Patuxent River, Md., where they will join the ongoing Fire Scout flight test program.

During Fire Scouts most recent engineering test flight on Dec. 21, 2002, the air vehicle flew an envelope expansion test for more than one hour through 71 waypoints. The air vehicle climbed to a maximum altitude of 5,500 feet MSL at an air speed of over 97 knots (110 miles per hour).

As in previous Fire Scout flight tests, the preprogrammed autonomous mission included vertical takeoff, accurate navigation and return to a predetermined hover point in preparation for landing, all without operator intervention.

The Fire Scout payload, which is supplied by Northrop Grummans Electronic Systems sector, Baltimore, Md., consists of electro-optical and infrared sensors and a laser designator/rangefinder, which provide intelligence, surveillance and reconnaissance imagery and data.

The system employed its sensors during the test to locate, identify and track a mix of targets including vehicles, buildings and geographic features. In addition, the laser rangefinder was employed to evaluate the precision target location feature of the payload and vehicle management system.

Additional flight tests to support engineering and manufacturing development are planned this spring. Flight tests to demonstrate weapons targeting and delivery as well as shipboard landings are being evaluated for inclusion in the test program later in the year.

The Fire Scout system is in development and low-rate initial production as a force multiplier for Navy forces at sea and Marine Corps forces ashore.

Flying at altitudes up to 20,000 feet, Fire Scout employs an advanced payload with an electro-optical/infrared sensor including a laser designator/rangefinder. This demonstrated system can provide intelligence, reconnaissance and surveillance and targeting information with pinpoint accuracy to military decision-makers. The Fire Scouts communications suite is designed to allow simultaneous voice/data relay much farther than the “line of sight” limits of current systems.

Fully autonomous, Fire Scout can fly high above deployed Marines to watch for threats within 150 nautical miles of the ground control station. The system then directs Navy and Marine weapons accurately to the target with precise target location coordinates or the laser designator. A complete system includes three UAVs, two ground control stations, a datalink suite and modular mission payloads.

Northrop Grumman Integrated Systems, headquartered in El Segundo, Calif., is a premier aerospace and defense systems integration enterprise with the capabilities to design, develop, produce and support fully missionized integrated systems and subsystems. Integrated Systems delivers best-value solutions, products and services in support of chosen segments within the broad market areas of battlespace awareness, command and control systems and integrated combat systems.

下一個值得注意的計畫是英國進行中的Watchkeeper（？），這也是陸軍建的計畫，不過建議廠商分成戰區與戰術兩個子系統。這計畫目前公布的需求中，最有趣的是要求UAV必須符合閃避民航機的民航規定，以戰術UAV的大小要做到這種功能，相信會有一些有趣的工程設計。

算了，反正大家心裡有數我要說什麼就好，無所謂

SAN DIEGO --- Northrop Grumman Corporations Integrated Systems sector has conducted the first flight demonstration of an unmanned air vehicle (UAV) system designed to employ a fully autonomous UAV to deliver a variety of payload packages to multiple, preprogrammed locations.

Developed and demonstrated within an eight-week period, the system is derived from the highly successful, reliable BQM-34 Firebee aerial target. The 36-minute flight, conducted Dec. 20, 2002, at an undisclosed Department of Defense test range, demonstrated autonomous navigation, payload carriage and payload deployment followed by successful recovery of the air vehicle.

This project demonstrated both the versatility of the BQM-34 airframe and the fast reaction development capability in place at the companys Unmanned Systems facility in San Diego, said Al Nikolaus, Northrop Grummans Firebee program manager.

This was a team effort, integrating Firebee parts from all three military services built over a period of 30 years plus newly manufactured parts and modern, autonomous navigation systems, said Doug Fronius, Northrop Grummans director for Targets programs.

The project was developed at the Integrated Systems sectors Unmanned Systems unit in San Diego. System modifications included integrating 1970s-era AQM-34L bomb rack-equipped wings with BQM-34S Firebee targets currently produced. Large composite payload pods manufactured for Northrop Grumman by Grove Aircraft, El Cajon, Calif., were designed and integrated onto the air vehicle. In addition, a portable range safety flight termination system was integrated to allow system testing at a non-target test range facility.

Software was modified to provide fully autonomous mission capability, payload deployment and ground control station integration. Finally, the system was tested end to end at the programs system integration center facility here.

The BQM-34 Firebee is a high-performance unmanned aircraft that has a proven track record in a wide variety of special operations and target configurations. The robust design has been readily modified many times over the years to support both ground and air launch mission requirements.

Northrop Grumman Integrated Systems, headquartered in El Segundo, Calif., is a premier aerospace and defense systems integration enterprise with the capabilities to design, develop, produce and support fully missionized integrated systems and subsystems. Integrated Systems delivers best-value solutions, products and services in support of chosen segments within the broad market areas of battlespace awareness, command and control systems and integrated combat systems.

SAN DIEGO --- Northrop Grumman Corporations Integrated Systems sector has conducted the first flight demonstration of an unmanned air vehicle (UAV) system designed to employ a fully autonomous UAV to deliver a variety of payload packages to multiple, preprogrammed locations.

Developed and demonstrated within an eight-week period, the system is derived from the highly successful, reliable BQM-34 Firebee aerial target. The 36-minute flight, conducted Dec. 20, 2002, at an undisclosed Department of Defense test range, demonstrated autonomous navigation, payload carriage and payload deployment followed by successful recovery of the air vehicle.

This project demonstrated both the versatility of the BQM-34 airframe and the fast reaction development capability in place at the companys Unmanned Systems facility in San Diego, said Al Nikolaus, Northrop Grummans Firebee program manager.

This was a team effort, integrating Firebee parts from all three military services built over a period of 30 years plus newly manufactured parts and modern, autonomous navigation systems, said Doug Fronius, Northrop Grummans director for Targets programs.

The project was developed at the Integrated Systems sectors Unmanned Systems unit in San Diego. System modifications included integrating 1970s-era AQM-34L bomb rack-equipped wings with BQM-34S Firebee targets currently produced. Large composite payload pods manufactured for Northrop Grumman by Grove Aircraft, El Cajon, Calif., were designed and integrated onto the air vehicle. In addition, a portable range safety flight termination system was integrated to allow system testing at a non-target test range facility.

Software was modified to provide fully autonomous mission capability, payload deployment and ground control station integration. Finally, the system was tested end to end at the programs system integration center facility here.

The BQM-34 Firebee is a high-performance unmanned aircraft that has a proven track record in a wide variety of special operations and target configurations. The robust design has been readily modified many times over the years to support both ground and air launch mission requirements.

Northrop Grumman Integrated Systems, headquartered in El Segundo, Calif., is a premier aerospace and defense systems integration enterprise with the capabilities to design, develop, produce and support fully missionized integrated systems and subsystems. Integrated Systems delivers best-value solutions, products and services in support of chosen segments within the broad market areas of battlespace awareness, command and control systems and integrated combat systems.

FRIEDSCHAFEN, Germany/EL SEGUNDO, California --- EADS and Northrop Grumman have expanded their transatlantic co-operation in the defense business. The first successful demonstration of an EADS electronic intelligence (ELINT) sensor could be conducted on board a U.S. Air Forces’ Global Hawk aircraft (RQ-4A) developed and built by Northrop Grumman Integrated Systems.

As reported by EADS on Monday, the demonstration and flights test were conducted by officials of the U.S. Air Force and the German Defence Ministry on the Edwards Air Force Base, California, at the end of 2002.

The flight test team of the Edwards Air Force Base demonstrated the ELINT sensor’s ability to reliably disseminate the collected data from the unmanned aerial vehicle (UAV) to the ground station via data link. This successful test was to prepare the Global Hawk ELINT demonstration scheduled for spring 2003 in Germany.

“EADS and Northrop Grumman started the EuroHawk initiative two and a half years ago. We are proud to see how far this project has progressed since and we are proud of our teams and their great work. EuroHawk is fully supported by the U.S. and German Air Forces and it will play a pivotal role in the future European ISR architecture, including the recently launched NATO Airborne Ground Surveillance program” said Dr. Thomas Enders, Head of the EADS Defence & Civil Systems Division.

The Northrop Grumman/EADS system concept for EuroHawk is based on Global Hawk in order to meet the urgent German demand for airborne, long-range reconnaissance and surveillance. EuroHawk is being developed to replace the Breguet Atlantic 1150 intelligence system (signal detection) which is to be phased out by the German armed forces starting in 2008.

The system will be designed for high altitudes and long flight times for stand-off reconnaissance and surveillance. Furthermore, a ground station for data evaluation will be developed for this reconnaissance system to meet German operational requirements. The companies plan the feasibility of data exchange with different systems for the German armed forces, NATO and EU. Possible missions, such as sea surveillance or civil environmental tasks, could be considered already in the system design.

(Source: Boeing Co.; issued Feb. 5, 2003)


ST. LOUIS --- ScanEagle, a Boeing long-endurance unmanned aerial vehicle, or UAV, demonstrated the ability to relay real-time data and provide video to participants during the U.S. Navys Giant Shadow experiment at a test site in the Bahamas.

Giant Shadow was set up to explore how a network of forces consisting of a stealthy attack submarine, Special Operations Forces, unmanned vehicles­ScanEagle and an unmanned underwater vehicle­and sensors could provide intelligence, surveillance and reconnaissance, or ISR, and then develop, recommend and execute appropriate action.

ScanEagle, which has a 10-foot wingspan and can fly up to 68 knots, served as a relay node for a radio frequency communications network during the four-day exercise. It also provided ISR for over-the-horizon surveillance that included a live video feed to the Naval Meteorology and Oceanography Command ship and to NAVAIRs time-critical targeting and network-centric warfare test aircraft.

Launched from shore via a pneumatic catapult, ScanEagle flew at altitudes of 1,000­3,000 ft. during five flights and 20 hours, in support of the series of exercises. It was recovered using the patented SkyHook technique, in which the UAV catches a rope hanging from a 30-foot-high pole.

Were pleased that ScanEagle successfully performed its key mission as part of this unique exercise, said Charlie Guthrie, Boeing Unmanned Systems director of rapid prototyping and advanced concepts. This further adds to our confidence that were able to provide potential customers, such as the Navy, with an autonomous, low-cost, long-endurance UAV that will meet their needs.

In February 2002, Boeing teamed with The Insitu Group to build and test ScanEagle. Insitu builds the UAV at its Bingen, Wash., factory and Boeing provides the systems integration, communications and payload technologies expertise.

ScanEagle is based on Insitus SeaScan aircraft, a commercial ship-based surveillance platform. In 1998, Insitu and the University of Washington demonstrated the potential of these types of vehicles when they coordinated the first UAV transatlantic flight, a 2,000-mile trip from Newfoundland to Scotland that used only 1.5 gallons of gasoline.

A unit of The Boeing Company, Boeing Integrated Defense Systems is one of the world’s largest space and defense businesses. Headquartered in St. Louis, Boeing Integrated Defense Systems is a $23 billion business. It provides systems solutions to its global military, government and commercial customers. It is a leading provider of intelligence, surveillance and reconnaissance; the worlds largest military aircraft manufacturer; the world’s largest satellite manufacturer and a leading provider of space-based communications; the primary systems integrator for U.S. missile defense; NASA’s largest contractor; and a global leader in launch services.

http://www.defense-aerospace.com/data/communiques/data/2003Feb14250/index.htm
UK MoD Selects Northrop For Watchkeeper Development

Due to the tiny size, enemy forces are unable to spot them in the air, nor
can they be picked up by radar. The planes, which can be controlled from
the ground using a mounted camera relaying images of where the plane is
going, as well as images of what it can see, are small enough to fly into
an open window of a building and send images back to troops nearby, for
determination of how many troops are needed to overcome a force hiding inside.

Were contracted under Spiral 0 to take mission management software and
prove that the vehicles can be automomous, which means that the operator
doesnt have to intervene from take-off to landing if he doesnt want to,
Heinz explained. For
that kind of capability, he added, robust anti-jam communications are required,
so that when the operator does want to intervene, he can. The lone X-45A
that has been flying since last May is already performing autonomous take-off
and landing operations.

(Source: US Department of Defense; issued Feb. 20, 2003)


Northrop Grumman Corp., San Diego is being awarded a $74,500,000 cost-plus fixed-fee contract modification to provide for contingency operations to include pre-deployment, deployment and operations of a ground segment, two air vehicles, and associated support segment in a forward theater of operations for a classified length of time.

At this time, $9,200,000 of the funds has been obligated.

Further funds will be obligated as individual delivery orders are issued. This work will be completed by December 2003. The solicitation began in January 2003.

The Headquarters Aeronautical Systems Center, Wright-Patterson Air Force Base, Ohio, is the contracting activity.

　　耶路撒冷２月２０日電:以色列飛機製造公司IAI最近研製出一種黃蜂大小的間諜飛機，該飛機上帶有攝影機，能輕易深入敵方戰場，將對方軍力部署、地勢地形等情報傳送回己方指揮中心。
　　
　　據以色列《國土報》２０日報導，這種間諜飛機重量只有１００克，機翼由電子鋅片製成，機載攝影機只有數公克重。它沒有起降裝置，像人手扔紙飛機一樣，直接發送升空。飛機能源由電池提供。據初步測試，它能連續飛行約２０分鐘，高度可達數百米。
　　
　　以色列軍事專家稱，由於這種間諜飛機體形小，敵方雷達根本無法探測，而且即使發現，也很難擊落。因此，它可以廣泛用於戰場情報偵察，尤其是探視敵方隱秘地帶部署情況。
　　
　　據以色列媒體稱，美國也已研發出類似間諜小飛機，並將在即將展開的對伊拉克戰爭中使用。（完）

A: 最近該計劃的競標結果出來了，繼特拉法加元帥因CVF案而在九泉之下狂吐鮮血之後，這次輪到蒙哥馬利元帥在黃泉七竅生煙，老法THALES集團再次擊敗老英BAES集團，獲得本計劃的主要合約，而落敗的BAES集團只好灰頭土臉的加入負責本計劃另外一項重要次系統的老美諾格集團團隊門下，央求其賞一碗飯吃......

-ends-

想要研發自主無人機／無人戰機體系，可真不是一件簡單的事啊.....

(Source: Boeing Co.; issued Mar. 26, 2003)


CHICAGO --- In a new block of demonstrations in the Unmanned Combat Air Vehicle (UCAV) program, Boeing and DARPA (the Defense Advanced Research Projects Agency) have successfully demonstrated that an autonomous unmanned aircraft controlled from the ground could be successfully integrated into air-traffic-controlled airspace with manned aircraft.

Air Force leadership has made it very clear that the UCAV system must interoperate within the manned environment, said Andy Gutierrez, the government X-45A chief systems engineer. Manned airspace control procedures are not going to substantially change and the design of the UCAV must adapt so that it can safely and effectively operate in such an environment. This demo has taken a giant first step towards making manned and unmanned systems co- exist.

The demonstration, the first of the UCAV Block 2 capabilities, was conducted at Edwards and Eglin Air Force bases using the T-33 UCAV Surrogate aircraft. Equipped with an avionics pallet fully representative of the X-45A UCAV system, the T-33 can autonomously fly pre-planned mission routes while also having a hands-off test pilot aboard to take manual control if necessary to ensure operational safety. This approach also allows operators on the ground to control the T-33 as if it were a UCAV.

As the T-33 autonomously flew pre-planned routes around Edwards and Eglin, operators in the UCAV mission control station on the ground interacted with air traffic controllers to alter the T-33s flight as necessary for air traffic separation, de-confliction, holding, and simulated missed approaches. None of the actions adversely affected base tempo and day-to-day operations, and feedback from airspace controllers was favorable.

This flight demonstration provided the UCAV team with a unique opportunity to integrate the UCAV system into a high operations tempo airspace with manned aircraft, said Mike Harlan, X-45A test and operations manager for the Boeing Phantom Works advanced R&D; unit. Using our surrogate aircraft not only increases flight safety, it also allows us to evaluate our system much earlier in the development cycle and provide a more mature product for our customer.

The demonstration began in February 2003 with five flights at the NASA Dryden Flight Research Center, Edwards Air Force Base, California. These initial flights were conducted to verify airspace procedures and basic functionality in a low tempo environment. The T-33 surrogate UCAV was flown in and out of controlled airspace multiple times per flight, integrating with other aircraft in the traffic pattern.

Another eight missions were conducted this month at Eglin Air Force Base, Fla. Since Eglin AFB has a higher tempo of operations that includes military, commercial, rotorcraft, and general aviation aircraft, the UCAV system and operator performance could be evaluated under more realistic high task loading conditions.

As another milestone, the flight demonstration was the first use of Link- 16 data link to remotely operate an air vehicle from the ground. Link-16 is a high capacity, anti-jam, secure communication system and the data link of choice for the US and its NATO allies.

These surrogate UCAV demonstration flights are an essential element in our strategy to assure interoperability in manned airspace, said Col. Earl Wyatt, UCAV program manager for the U.S. Air Force. Our demonstration program is aggressively reducing risk on a path to a robust operational UCAV system.

As the initial Block 2 demonstration flights were being conducted with the T-33 UCAV Surrogate, Block 1 demonstrations with the X-45A UCAV were being successfully completed at NASA Dryden. During Block 1, 48 discrete laboratory, simulation and flight demonstrations were conducted, primarily focused on initial systems checkout. The demonstrations included a total of 16 individual test flights of the two X-45A air vehicles.

The UCAV program is a joint DARPA/U.S. Air Force/Boeing effort to demonstrate the technical feasibility, military utility and operational value of a UCAV system to effectively and affordably prosecute 21st century lethal and non-lethal suppression of enemy air defenses and strike missions within the emerging global command and control architecture. The X-45A is demonstrating the technical feasibility of the UCAV concept. The program is now designing a more operationally representative prototype that will demonstrate the military utility and operational value of the UCAV system.

The X-45A UCAV system is being developed by the Boeing Phantom Works, which is the advanced R&D; unit and catalyst of innovation for the Boeing enterprise. By working with the companys business units, it provides advanced solutions and innovative, breakthrough technologies that reduce cycle time and cost while improving the quality and performance of aerospace products and services.

　　[美國波音公司網站2003年3月26日報導] 根據美國政府對X-45無人作戰飛機(UCAV)與有人駕駛飛機互操作性的要求，波音公司和美國國防高級研究計劃局(DARPA)最近成功地演示了由地面控制的自主式無人作戰飛機能夠在有人駕駛飛機的交通管制空域中飛行的一系列測試。
　　
　　此次示範計劃旨在演示UCAV第2階段的能力，無人示範飛機由一架T-33有人駕駛飛機代替，測試地點在愛德華和默林空軍基地。T-33飛機裝備了一套X-45A無人戰機電子系統，這樣，地面控制人員就可以像控制UCAV一樣控制該機，但是，在必要情況下，機上的飛機員可以進行人為控制，以避免不必要的損失。
　　
　　在測試過程中，T-33飛機能夠自主地按預先規劃好的任務路線在愛德華和默林空軍基地之間飛行，地面站的UCAV任務控制員與空中交通管制人員進行了交互，按照交通管制規則對無人戰機的飛行進行調整。最後，從來自空中交通管制人員的反饋證明，UCAV飛行試驗並沒有影響到基地飛機的日常運行。
　　
　　在此次示範計劃中，UCAV的地面站還首次使用了16號數據鏈[LINK-16]對UCAV進行遠程式控制。16號數據鏈[LINK-16]是一種美國和它的北約盟國都使用的高容量的、抗干擾的安全通訊系統。
　　
　　UCAV計劃由DARPA、美國空軍和波音公司聯合實施，旨在論證UCAV系統的技術可行性、軍事應用和使用價值，以保證其是可承受的，並在即將建成的全球軍事指揮控制體系中能夠針對敵人的防空和攻擊任務有效地實施致命地和非致命地壓制。X-45A計畫正在驗證UCAV概念的技術可行性。波音公司正在研發X-45A樣本機。

　　在此次由美國領導的“自由伊拉克”行動中，據稱 “鳳凰”無人飛行載具是作為一個炮兵瞄準平臺首次亮相的。這種飛機在以前的軍事行動中——例如1990∼2001年間的科索夫——通常僅用於偵察。據稱現在這種飛行載具還可以提供態勢感知資訊以及進行戰場損傷評估。這種飛行載具到2002年7月已經出動了700架次，其中的486次是在科索夫進行，其總飛行時數約為2000小時。

-ends-

(Source: Northrop Grumman; issued April 9, 2003)


HUNTSVILLE, Ala. --- The U.S. Armys new Viper Strike precision munition, supplied by Northrop Grumman Corporation and dispensed from its Hunter unmanned aerial vehicle (UAV), scored seven direct hits in nine attempts against targets in demonstrations conducted March 29 and 30. Targets ranged from compact pickup trucks to multiple rocket and missile launchers to a countermeasured tank.

Co-sponsored by the Armys Precision Fires Rocket and Missile Systems and Unmanned Aerial Vehicle Systems Project Offices, the drops were performed at White Sands Missile Range, N.M. They were intended to validate the concept of the Viper Strike and to demonstrate operational capability of the integrated Hunter and Viper Strike systems.

Based on a preliminary review of the data, the tests indicate outstanding success, said Emmitt Gibson, vice president for Precision Munitions at Northrop Grummans Electronic Systems sector. The demonstration validates the Viper Strike concept and provides the Army with an armed UAV with a lethal precision strike capability.

The Viper Strike, which uses a semiactive laser seeker to find its designated target, has been developed as a derivative of the Bat submunition during a quick-reaction, nine-week program at Northrop Grummans Land Combat Systems facility at Redstone Arsenal, Huntsville, Ala.

The weapon is intended for operations that require top-down attack, particularly in built-up areas where strict rules of engagement are in force. It requires a man in the loop to lase the target, either from the ground in sight of the target or from the Hunters ground station, which ensures the greatest possible accuracy and minimizes the chances of collateral damage.

During the initial round of tests, four inert munitions carrying flight data recorders were dispensed to verify system performance. For the actual demonstration, nine tactical munitions fitted with live warheads were deployed against a recognized set of simulated enemy targets.

Seven of the nine scored direct hits, rendering their targets tactically inoperable. The remaining two munitions missed their targets by a few feet but still inflicted measurable damage. The causes of these two misses are being analyzed in detail along with the rest of the data.

Land Combat Systems is a unit of Northrop Grummans Baltimore-based Electronic Systems sector, a world leader in the design, development, and manufacture of defense and commercial electronics systems, including airborne radar systems, navigation systems, electronic warfare systems, precision weapons, airspace management systems, air defense systems, communications systems, space systems, marine systems, oceanic and naval systems, government systems, and logistics services.

kuso：在第三次波灣戰爭中，CNN記者訪問到剛佔領巴格達的美軍
上兵：「死菜鳥，遙控飛機該我玩了！」
士官長：「X的，我都還沒玩到，你再搶什麼？」

　　這種複雜的低可探測性的形狀是明顯的，因此我們特別地選擇它。採用機翼延伸段在一定程度上會導致設計更加複雜，因為這使邊緣不是足夠的光滑。設計中，由於各個角所出現的雷達反射截面，設計人員不得不更加努力地消除或者引導雷達反射。但是，諾斯洛普·格魯曼公司已經表示將與美國軍方一起工作，以便掌握他們實際希望的具體雷達反射截面積值。

其實我只是想抓大圖來當我的桌面而已.....：P

可能是經過B-2、X-45的驗證，蟑螂構形是比較可靠的水平控制。風箏的翼展太小了…

新的那個構型... 看來翼尖阻力會很恐怖....

http://www.defense-aerospace.com/data/communiques/data/2003Apr15488/index.htm
EADS Successful in Modernization of CL-289 Reconnaissance UAVs
(Source : EADS ; issued April 24, 2003)

http://www.defense-aerospace.com/data/communiques/data/2003Apr15522/index.htm
X-31 Makes History With First Automated ESTOL
(Source: US Navy; issued Apr. 25, 2003)

PATUXENT RIVER NAVAL AIR STATION, Md. --- The VECTOR (Vectoring Extremely Short Takeoff and Landing Control Tailless Operation Research) test team completed the worlds first fully automated, thrust vectored landing April 22, and plans subsequent landings this week at increasing angles of attack and decreasing speeds.

German Naval Reserve Cmdr. Ruediger Knoepfel flew the X-31 into an invisible engagement box in the sky, then watched as the aircraft controlled itself to touchdown before he took over control and lifted off again.

Today, we saw what we have worked three years for, Knoepfel said. We have proved the basic functionality of our system.

Since the X-31s arrival here in April 2000, the VECTOR test team has been exploring the mechanics of automated, thrust vectored, extremely short takeoff and landing (ESTOL), with the focus on landing as the more difficult portion of ESTOL.

Thrust vectoring was engaged for the April 22 ESTOL touch-and-go, said Navy deputy program manager Bill Voorhees, but for the first attempt, the angle of attack was limited to 12 degrees, which is the aircrafts normal landing attitude. Future attempts will increase the angle of attack one degree at a time, up to a maximum of 24 degrees before the programs conclusion April 29.

Everything worked perfectly and was just as we had done it in the simulator, Knoepfel said of the successful flight April 22. There was a very smooth flare and touchdown. I must admit that it was a smoother landing than I can sometimes do.

The X-31 flies a steeper glide slope for the ESTOL approaches than for a conventional landing, providing a view that we have to get accustomed to, said Knoepfel. At higher angles of attack, the view will get even more interesting; above 15 degrees, the pilot loses sight of the runway and must rely on a video camera in the belly of the aircraft to verify the runway is free of obstructions.

Despite the potential for white knuckles, Knoepfel said there wasnt time to be nervous. When he touched down, he realized the dream of more than 50 test team members waiting on the ground, who have been working together for three years to get to that moment.

The VECTOR project has been a partnership between the Navy, Germanys Federal Office of Defense Technology and Procurement, European Aeronautic Defence and Space Company and Boeing Aerospace.

For the Navy, demonstrating the feasibility of thrust-vectored ESTOL landings could give planners an important set of options, as they shape acquisition decisions over the coming decades, program officials believe. In the fleet, landings at reduced speeds and subsequently higher angles of attack would impart significantly reduced forces to both the aircraft, and in the case of carrier landings, the arresting gear on the ship, said VECTOR program manager Jennifer Young.

In the short term, however, the VECTOR remains a research project based around the only manned X-plane currently in flight. The X-31 is in that sense a true X-plane, being solely a tool to explore concepts and technologies. Our main product, Young said, is knowledge.

-ends-

過了這麼多年.. 還是沒換軸對稱...
不知道這樣會不會又有一堆人以為老美的向量推力科技遠遠落後北極熊...

(Source: Boeing Co. issued May 7, 2003)


CHICAGO --- The Boeing X-31A Vector aircraft completed a three-year, multinational flight test program last week, successfully demonstrating the use of thrust vectoring technologies for performing extremely short takeoff and landing (ESTOL) operations.

In its final flight on April 29 at Patuxent River Naval Air Station, Md., the X-31A performed the last in a series of fully automated ESTOL landings on an actual runway, approaching at a high 24-degree angle-of-attack (twice the normal 12 degree AOA) at only 121 knots (more than 30 percent slower than the normal 175 knot landing speed).

“The high angle of attack landing was very exciting and dramatic,” said Gary Jennings, VECTOR program manager for Boeing Phantom Works. “More important, we proved that an integrated flight and propulsion control system has potential for use in extremely short takeoffs and landings.

”With ESTOL capabilities, fighter aircraft would have greater operational flexibility and lower life cycle costs, Jennings explained. “They would be able to operate from dramatically shorter runways or roads, land on carriers with less wind over the deck, and not have to jettison ordnance or fuel. And because of reduced wear-and-tear from slower, softer landings, the aircraft could be built with lighter, more affordable structures and materials and not require as much maintenance,” he said.

The VECTOR program ESTOL demonstrations were jointly conducted by the U.S. Navy, Germanys defense procurement agency, the European Aeronautic Defence and Space (EADS) Company, and the Boeing Phantom Works, which served as lead systems integrator for the X-31 VECTOR, the world’s only international X-plane.

For demonstrating ESTOL operations, the X-31 is equipped with three paddle-like tail vanes that allow the flight control system to vector the engines exhaust to retain control at angles-of-attack beyond the stall limit of traditional aircraft. In addition to this system, the X-31 was also equipped with an Integrity Beacon Landing System which is a GPS-based navigation system provided by IntegriNautics, an auto-throttle system from an F-18 and an autopilot developed by the VECTOR team.

“Since the pilot can’t see the runway at such high angles of attack, all these systems operate together to automatically de-rotate the aircraft to its normal landing attitude for a safe landing when the engine nozzle is only two feet above the runway,” Jennings said.

Demonstrating an automated ESTOL landing on an actual runway completed Phase III flight testing of the X-31 VECTOR, which began April 3 of this year. Phase I flight testing, from February 2001 to April 2001, focused on pilot familiarization and validating systems. Phase II, from May 2002 to March 2003, focused on ESTOL control law development using a virtual runway in the sky, validation of the IBLS navigation system and data collection for the EADS flush air data system (FADS). The FADS was a separate experiment performed by EADS and not part of the ESTOL technology.

In closing out Phase III, the program will perform data analysis and record information for future research and programs.

The X-31A was originally developed and flown under the Enhanced Fighter Maneuverability (EFM) program, conducted from 1990 to 1995 as a joint venture by the U.S. Navy, DARPA (Defense Advanced Research Projects Agency), NASA and Germany. That program demonstrated how thrust vectoring could be used to enhance performance in air-to-air fighter engagements.

Capitalizing on this previous EFM investment, the VECTOR program started with Boeing Phantom Works restoring the X-31A to flight status after nearly five years in storage. As the advanced R&D; unit and a catalyst of innovation for the Boeing enterprise, Phantom Works provides advanced solutions and innovative, breakthrough technologies that reduce cycle time and cost while improving the quality and performance of aerospace products and services.

-ends-

　　據英國《防衛新聞》2003年5月2日報導，美國國防預先研究計劃局(DARPA)已授予諾斯羅普.格魯門公司綜合系統部一項總額1.6億美元未定義合約，生產和展示最少2架全尺寸X-47B無人戰機(UCAV)。
　　
　　該X-47B無人戰鬥機將驗證應用無人機從航空母艦上執行海軍任務的技術和運行可行性。諾斯羅普.格魯門公司還將驗證如何應用UCAV滿足美國海軍任務要求。該項合約是對該公司目前實施的UCAV IIA階段協議的補充合約。它標誌著海軍UCAV先進技術工作的IIB階段開始。在未來的90天內，諾斯羅普.格魯門公司將製訂該項目的詳細成本和發展計劃，預計該計劃將實施到2006年。
　　
　　諾斯羅普.格魯門公司的UCAV計畫經理Randy Secor說：“我們的X-47A‘飛馬’、‘環球之鷹’和‘火力偵察兵’計劃的成功經驗教訓給我們提供了許多有益的經驗，使我們能針對今天的網路中心戰提出和成功地綜合高可靠性UCAV方案。”
　　
　　按照合約條款要求，諾斯羅普.格魯門公司將使它的X-47B UCAV設計能達到海軍和空軍聯合提出的一組科學和技術目標。這些通用目標包括攜帶4500磅(2043公斤)有效載荷時的作戰半徑為1300海浬，能在1000海浬以外的目標上空以耐航速度飛行2小時。除正在發展的無人機和它的自主控制系統外，該合約還要求開發UCAV的任務控制系統。
　　
　　據Secor說，由於今年2月公司投資的X-47A“飛馬”、無尾風箏形無人機進行了全自主首飛，所以諾斯羅普.格魯門公司已為UCAV驗證機計劃的成功奠定了基礎。在美國軍方的中國湖海軍航空武器站進行的這次飛行測試，驗證了“飛馬”無人機能按照艦載飛行和著陸規定的航跡近進“航母甲板”，並達到離預定點幾英尺之內的準確度。該公司將會把“飛馬”飛行試驗工作隊所取得無人機經驗和系統發展專業知識用於精化它的X-47B研製計劃。
　　
　　海軍UCAV計劃IIB階段的重點將是設計、研製和綜合一個UCAV展示系統。該系統能驗證有關在航空母艦上和周圍進行作戰的關鍵和啟動技術、過程和系統特性(TPSA)。這些技術、過程和系統特性包括健壯無人機、艦載綜合、甲板操作、航空母艦空間飛行、適合艦載環境的指揮、控制和通訊、適合艦載環境的人-系統介面以及可靠的、反復的彈射起飛和攔阻著艦性能。