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CHAPTER I

INTRODUCTION
Unmanned Aerial Vehicle (UAV) 1. An unmanned aerial vehicle (UAV), sometimes called an unmanned air-

reconnaissance vehicle, is an unpiloted aircraft. UAVs can be remote controlled or fly autonomously based on pre-programmed flight plans or more complex dynamic automation systems. The main requirement for UAVs emerges from the opportunity to perform high risk, dangerous and monotonous missions autonomously. Removing the pilot provides the UAV platform designer with additional freedom in terms of maneuver performance, size, payload and endurance constraints when compared with manned aircraft. 2. UAVs are highly capable unmanned aerial vehicles flown without an on-board

pilot. These robotic aircraft are often computerized and fully autonomous. UAVs have unmatched qualities that often make them the only effective solution in specialized tasks where risks to pilots are high, where beyond normal human endurance is required, or where human presence in not necessary. Furthermore, UAVs offer new and costeffective capabilities not previously attainable. 3. Military roles include tactical reconnaissance, targeting and battle damage

indication, electronic warfare in addition to active combat. Unmanned vehicles, as a consequence of being unmanned, are not impeded by the restraints that might be imposed on manned systems during sensitive operations where the vehicle could be lost. These characteristics provide additional operational flexibility to the theater commander that may not exist with manned platforms. The lack of threat to aircrew 1 RESTRICTED

RESTRICTED members (i.e., the avoidance of killed in action [KIA] and prisoner of war [POW] situations), should the vehicle be lost over "unfriendly" territory, may offer flexibility to conduct missions deemed unduly risky for manned aircraft. Electronic Warfare 4. Electronic warfare is defined as Military actions involving the use of

electromagnetic energy to determine, exploit, reduce, or prevent hostile use of the electromagnetic spectrum and action which retain friendly use of the electromagnetic spectrum.

Figure 1. Electronic warfare hierarchies Signals Intelligence (SIGINT) 5. Intelligence is collected from a number of different sources to form a strategic

picture. These sources include: (a) (b) ELINT or electronic intelligence COMINT or communications intelligence 2 RESTRICTED

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6.

The data is often gathered by high-flying EW aircraft on long duration patrols,

usually flying a patrol on the friendly side of a border and beyond missile engagement range. The aircraft is often a converted commercial type providing accommodation for a flight crew and a mission crew of operators able to detect, locate and identify sources of radio-frequency emissions at very long ranges or a UAV. Their task is a combination of routine gathering and identification together with ability to spot new or unusual emitters or patterns of use. The intelligence obtained from analysis of this electronic information is complemented by human intelligence in the field and by photographic intelligence which is used to confirm the existence and precise locations and types of target. Electronic Intelligence (ELINT) 7. Electronic intelligence (ELINT) is defined as the technical and geolocational

intelligence derived from foreign non-communications EM radiations emanating from other than nuclear detonations or radioactive sources. 8. The ELINT system must provide a wide area coverage, preferably as near to

spherical as possible with few shadows as may be caused by wing tips, fin or fuselage masking. The antennas are located on the aircraft to provide suitable coverage of the scenario to be monitored and detect an arriving signal and its direction of arrival (DoA). The signal is analyzed to identify the source and its DoA, and to scan intelligence received from other sources to try to confirm the signal source. This is fused with the aircraft navigational data so that a picture can be provided showing the source relative to the ELINT aircraft. The crew will interpret the information and provide the information to other operators. 9. The system can be used to identify radar signals from many sources, including: (a) (b) Fixed ground or airfield radar Mobile missile battery radar 3 RESTRICTED

RESTRICTED (c) (d) (e) (f) Ship radar Aircraft radar Missile radar Submarine radar

Figure 2 Functional overview of an ELINT system 10. This system receives signals via a number of antennas situated on the aircraft to

provide maximum spherical coverage. Operators are able to ask for further signal analysis to extract key signal characteristics, and may also ask for comparisons to be made with similar signals held in a database. With this analysis it is possible to identify the type of transmitter, which may enable identification of the type of installation or vehicle that made the original transmission. 11. An aircraft with a large number of operators or UAV operators on the ground can

process many signals and is able to build up a picture of emitters over a wide area. Each operator will deal with signals from a particular band, logging each signal on receipt. The tactical commander is able to retrieve the received and processed signals and build up a composite picture. The identified emitter remains in the real-time display, 4 RESTRICTED

RESTRICTED tagged as friendly or hostile with its characteristics. Skilled analysis and comparison with the intelligence database entries enables users to identify threat types by radar type, vehicle class and sometimes individual vehicle, especially ships where the number of high-value assets is small.

Figure 3 Typical ELINT block diagram 12. The database of historical intelligence, the flight plan and tactics and the

collected intelligence would be of value to an enemy if the aircraft were to be forced to land or if it were destroyed. The data storage devices must not be captured intact, and for this reason are usually fitted with an explosive charge to ensure complete destruction. SIGINT, Strategic ESM and Tactical ESM 13. SIGINT is strictly a peacetime activity. The report of SIGINT is prepared after a

thorough analysis and there are no time constraints. Strategic ESM missions are flown during phase 1 or 2 of war or during crisis. Information is immediately relayed to command HQ. Tactical ESM involves provision of real time data to friendly elements.

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CHAPTER II
ELINT UAV: ROLE AND TASKS
Introduction 1. This report presents the detailed avionics system design and architecture of an

ELINT UAV. The systems are chosen according to the mission requirements of the aircraft. This report contains details about the systems and equipments that are to be used in the UAV.

Role and Task 2. The role of ELINT UAV is to support the commander by providing him with the

strategic capability of electronic reconnaissance in peacetime that can be utilized effectively in war. It has the following tasks. (a) (b) (c) (d) (e) Detect enemy radar emissions Establishing Threat library Formation of EOB Enemy Deployment patterns Obtain information that can aid in procuring ECM equipment.

Aircraft Name 3. The UAV has been designated SKYSPY.

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RESTRICTED ELINT Operations 4. ELINT involves collection of data on enemy radars. The collection of data is

carried out in three stages. (a) (b) The first stage involves the actual observation of the signal itself. The second stage is to analyze this raw data to infer the characteristics of

the equipment producing this signal e.g. range resolution, max detection range. (c) Finally in the third stage the information is collated with that derived from

other sources to achieve the end product Technical intelligence, Electronic Order of Battle (EOB) and Threat information and operational intelligence.

5.

Raw Data Collection. The energy emanating from a particular system is called a

signal. Any such signal has certain fingerprints peculiar to that system only. Based on the capabilities, the most basic information that a receiver can determine from a signal is as following. (a) (b) (c) (d) (e) (f) (g) (h) 6. Frequency Pulse width PRF Polarization Scan type Scan rate Transmitted power Transmitter location (approximate)

Analysis. The completion of the first stage automatically leads to stage two that

allows the role and task of the radar to be identified. For example low PRF and low frequency signals imply that signals belong to a Long Range Surveillance Radar. 7 RESTRICTED

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7.

Collation. The ultimate goal of ELINT is to validate the results of the first two

stages through other means which may include EW magazines, espionage, imagery intelligence etc. Significance of ELINT operations 8. Information obtained from ELINT sensors can be very significant. (a) (b) ELINT information can be used for subsequent SEAD operations. ELINT information can be used in strike planning during war.

Reference UAV 9. Most successful UAVs of today are built for multipurpose use like the MQ-1 in

which M stands for Multipurpose. The task of the ELINT UAV to be designed is very specific in nature and that is to be a strategic platform for gathering electronic intelligence and remain a passive system. Although UAVs exist that can perform tasks of EW and ELINT, but again they are not limited to this role but have additional roles including bomb delivery. It has been concluded that no reference UAV exists that is dedicated to perform ELINT operations. Specifications 10. Following are the specifications of the ELINT UAV.

Table 1 Specifications

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Specifications: EQ-11 Irene ELINT UAV Range Loiter Ceiling Avionics Payload Max Power Combat weapon drop 400 nm (454mi, 726km) 3 hours (180 min) 15000ft (4500m) 600lb (272kg) 3kW Nil

Classification 11. Based on the specifications, it has been classified as MALE (Medium Altitude

Long Endurance) UAV. 12. ELINT missions are flown during peacetime operations therefore it is categorized

as a Strategic activity. The information collected through ELINT is considered to be credible as it is repeatedly analyzed and confirmed by other sources. 13. ELINT is completely passive as it only detects enemy systems. It can potentially

detect enemy radars at much greater ranges than the maximum range of those radars.

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Mission Profile of ELINT UAV

Figure 4 Mission Profile of ELINT UAV Required Avionics Systems

14.

Certain sets of avionics systems are required in the ELINT UAV in order to

accomplish the desired tasks and targets. They are divided into two categories: (a) (b) 15. Airborne Avionics Systems Ground Based Control Stations

Airborne Avionics Systems. Following systems are required for the ELINT UAV

operations. (a) (b) (c) (d) (e) (f) (g) (h) Mission Management Computer (MMC) Flight Control System (FCS) Communication Systems i.e. SATCOM (OTH), UHF/VHF (LOS) Navigation System i.e. INS/GPS Electro Optics Payload (EO/IR)i.e. Daylight Camera, IR Camera Radar Altimeter Identification Friend or Foe (IFF) Data Buses i.e. Mil Std 1553B 10 RESTRICTED

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16.

Ground Based Control Stations. They consist of the following two stations. (a) (b) Ground Control Station Electronic Intelligence (ELINT) processing system

Mission Segments 17. The avionics equipment used in each segment of flight for SKYSPY is shown below. Table 2. Segment wise avionics equipment distribution

MISSION SEGMENTS Taxi & Takeoff

AVIONICS SYSTEMS REQUIRED Ground Control Station, Flight Control System, Mission Management Computer, LOS Communication UHF/VHF, EO/IR, Launch & Recovery System GCS, FCS, MMC, EO/IR, INS/GPS, LOS UHF/VHF, Radar Altimeter, IFF GCS, FCS, MMC, EO/IR, INS/GPS, LOS UHF/VHF, Radar Altimeter, AVTR, IFF GCS, FCS, MMC, EO/IR, INS/GPS, OTH SATCOM, Radar Altimeter, AVTR, IFF , ELINT sensor GCS, FCS, MMC, EO/IR, INS/GPS, LOS UHF/VHF, Radar Altimeter, IFF GCS, FCS, MMC, EO/IR, INS/GPS, LOS UHF/VHF, Radar Altimeter, IFF, Launch & Recovery System

Climb

Cruise

Loiter

Descent

Landing

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RESTRICTED Triangulation Process 18. Any ELINT aircraft or UAV cannot detect the location of a radar directly. This is

because the received radar signal does not tells how far the signal is coming from. To find the location of the radar, a process called Triangulation is performed. In this operation, the ELINT aircraft or UAV flies perpendicular or abreast of the target and records the direction of received signals. As indicated in the figure, if the process is repeated for a no of waypoints and by processing the analyzing the received signals direction, the ELINT aircraft is able to find the location of radar. However it would not be very accurate. To make it accurate, the mission is flown again and again for hours and days to collect data. After thorough analysis of the recorded data over a period of time, the radar location is optimized.

Figure 5 Triangulation Process

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CHAPTER III

PLATFORM UAV
Introduction 1. As mentioned previously in Chapter 2, no UAV exists in the world that is

dedicated for ELINT purposes. A number of UAVs exist that perform ELINT functions but are not dedicated for the said purpose. They are multipurpose in nature and are designed for reconnaissance as well as armed attack. 2. Since the ELINT UAV being designed has some specifications in terms of range,

payload, endurance etc. The designer should select a platform to mount his avionics on keeping in view the given specifications. Before starting on the avionics design, the platform is considerably studied, its aero dynamics studied and flight tests are conducted. Only after the prototypes have flown, the avionics designer takes over the avionics integration of the aircraft. 3. UAVs Evaluated. A number of UAVs were considered to for being selected as

the platform air vehicle. They are listed as follows. (a) (b) (c) (d) MQ-1 Predator MQ-9 Falco (Italy) (US) (South Africa) Denel Beteleur (US)

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RESTRICTED 4. All the UAVs analyzed are MALE (Medium Altitude Long Endurance) UAVs. The

analysis is shown against the target specifications as follows.

Figure 6 Denel Beteleur mock-up at an air show

Figure 7 Aeronautics Dominator

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Figure 8 NDC Vector

Figure 9 MQ-1 Predator

Table 3 Analysis of potential platform UAVs. 15 RESTRICTED

RESTRICTED ELINT UAV Range Loiter Ceiling Payload Max Power 5. 400 nm 3hrs 15000ft 600lb 3kW MQ-1 Predator 400 nm 24hrs 25000ft 450 lb 3kW MQ-9 Vector 3200nm 14hrs 25000ft 3800lb NA Denel Beteleur 405nm 24hrs 26000ft 440lb NA Falco 200 km 8-14hrs 16400ft 154 lb NA

MQ-1 Predator stands out to be the most obvious choice because of it is combat

proven platform and has been completing its roles in a successful manner. Platform Selected: MQ-1 Predator MQ-1 Predator 6. The MQ-1 Predator is an unmanned aerial vehicle (UAV) which the United States

Air Force describes as a MALE (medium-altitude, long-endurance) UAV system. It can serve in a reconnaissance role and fire two AGM-114 Hellfire missiles. The aircraft, in use since 1995, has seen combat over Afghanistan, Bosnia, Serbia, Iraq, and Yemen. It is remote-controlled by humans, not an autonomous aircraft. The MQ-1 Predator is a system, not just an aircraft. The fully operational system consists of four air vehicles (with sensors), a ground control station (GCS), a Predator primary satellite link communication suite, and 55 people. In the over-all U.S. Air Force integrated UAV system the Predator is considered a "Tier II" vehicle. [1] The Predator system was initially designated the MQ-1 Predator. The "R" is the Department of Defense designation for reconnaissance and the "Q" refers to an unmanned aircraft system. The "1" describes it as being the first of a series of aircraft systems built for unmanned reconnaissance.

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Figure 10 MQ-1 Predator

7.

Pre-production systems were designated as MQ-1A, while the MQ-1B (not to be

confused with the MQ-1 Predator B, which became the MQ-9 Reaper) denotes the baseline production configuration. It should be emphasized that these are designations of the system as a unit. The actual aircraft themselves were designated MQ-1K for preproduction models and MQ-1L for production models. In 2005, the Air Force officially changed the designation to MQ-1 (the "M" designates multi-role) to reflect its growing use as an armed aircraft. Specifications

Figure 11 MQ-1 Predator 3D

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RESTRICTED General characteristics (a) (b) (c) (d) (e) (f) (g) (h) (i) Crew: 0 Length: 27 ft (8.22 m) Wingspan: 48.7 ft (14.8 m (dependent on block of aircraft)) Height: 6.9 ft (2.1 m) Wing area: 123.3 sq ft (11.5 m) Empty weight: 1,130 lb (512 kg) Loaded weight: 2,250 lb (1,020 kg) Max takeoff weight: 2,200 lb (1,020 kg) Power plant: 1 Rotax 914F turbocharged Four-cylinder engine,

115 hp (86 kW) Performance (a) (b) (c) km/h) (d) (e) Range: 400 nm (454 mi, 726 km) Service ceiling 25,000 ft (7,620 m) Maximum speed: 135 mph (117 knots, 217 km/h) Cruise speed: 81103 mph (7090 knots, 130165 km/h) Stall speed: 62 mph (54 knots (dependent on weight of aircraft), 100

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CHAPTER IV

GROUND CONTROL STATION (GCS)

Introduction 1. The Ground control station (GCS) acts as a backbone for communication

between the UAV and the operator. Without a GCS, UAV in air is of no use. Operator can alter the missions from the GCS and can get the information as desired. For most of the UAV systems, the GCS is designed as per requirements of the air craft, but there are some commercially available GCS compatible with most of avionics that is being used in medium range UAVs. Options Studied 2. The available options for the ground control stations were. (a) GCS-2000 (b) GCS-1200 (c) L-3 BAI GCS Evaluation of Options 3. GCS-2000 studied but does not match the performance and characteristics required 4. L-3 BAI GCS-3 has been studied but does not match the performance of GCS1200 System Selected 5. The selected system is GCS-1200 because portability, easy user interface and compatibility due to general purpose design.

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RESTRICTED Weight Power Input Size Contractor 53.02 lb 115 VAC, 50 - 60 Hz 19 Rack mount K2 Dynamics (Canada)

. Description of GCS-1200 6. The GCS-1200 round control station comprises of a Laptop PC, a 17 active

matrix LCD display, the ATPS-1200 AZ/EL antenna pedestal, IDT-1200 heavy duty tripod assembly, and the ATS-1200 pedestal controller. The rugged system was developed to be transported in HMMWV or a Land Rover type vehicle. The GCS-1200 is designed as portable, and lower cost, alternative to the larger GCS-2000 Ground Control Station. It allows BVR operation of UAVs out to ranges of 100 km (based on antenna and data link selection options). Operation is through a 1.5-2 KVA portable generator set. Pneumatic clamps are provided for lifting and transportation. The system includes a GCR-1300receiver for data downlinks. Frequency bands from 1.2GHz to 2.4GHz can be accommodated. Multi-band operation is also available. The ATP-1200 pedestal provides continuous 360'coverage in azimuth and -5 to +95 degrees in elevation. A Run/Safe switch is provided for safety. Synchroresolvers provide position feedback to the controller. Connections to the power supplies and the antenna pedestal are through two umbilicals.The controller for the system is a 19" rack mounted ATS1200 controller. The controller provides front panel control and monitoring of the system, with remote control via serial port optional. The controllers can be used to manually point the antenna with a joystick, or go to a pointing vector commanded by the remote serial link (GPS tracking) in the Auto Track mode. The system is provided with a ground display PC-based software package and laptop computer which provides aircraft track over GIS/GPS data interfaces as well as live video from the UAV. 7. GCS-1200 Portable Ground Control Station The GCS-1200 consists

of: Portable Ground Control Station17 LCD video display screen. Rack mounted power distribution bus. Rack mounted Ground data receiver with data decoder (see separate

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RESTRICTED specification sheets).Rack mounted antenna tracking system motor driver unit. Laptop PC for data and Moving Map Display

Figure 12 GCS-1200

EN/UYQ-100

V3

Electronic

Support

(ES)/Electronic

Intelligence

(ELINT)

processing system Type 8. Tactical ES/ELINT processing system

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RESTRICTED Description 9. For processing ELINT data on the ground we need to have an ELINT processing

system. 10. The EN/UYQ-100V3 processor is designed to analyze data derived from external

ES/ELINT receivers. The system is controlled by one to three operators, co-operating in the classification of detected radar signals. With the help of more than 80 commands, UYQ-100V3 is able to process data in real- or delayed-time, or from an intermediate frozen situation. Other modes allow the generation and updating of technical and tactical map files, as well as the classification and printing of results. The system can be integrated with a number of applications including data processing ground stations and the airborne Thomson-CSF DETEXIS Syrel ES collection pod. Status 11. Over time, the EN/UYQ-100 V3 ES/ELINT processor was reported as having

been procured by the Spanish Air Force Specifications 12. Its specifications are as follows. (a) (b) Architecture: 68030 and VME multiprocessor system Cartographic display: 1,024 dots and 1,024 vectors in a 48 cm color

1,280 1,024 pixels graphic terminal (c) (d) (e) (f) Sight histogram display: 36 cm color, 640 480 pixels Conversational and tabular display: 36 cm color, 640 480 pixels Max number of radar sights: 10,000 Max number of located radar sights: 200 tracks 22 RESTRICTED

RESTRICTED (g) (h) Contractor 13. Indra, Madrid, Spain. Technical memory: 2,000 elements (expandable) Tactical file: 500 elements (expandable)

Figure 13 EN/UYQ-100 V3 ES/ELINT processor

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CHAPTER V

ECM SYSTEM

Introduction 1 This systems is used to deceive the enemy radars and enemy missiles about the

presence of friendly forces or self presence.it is one of the key defences against enemy missiles.also provides jamming featutres which hamper enemy communication capabilities on electronic media Options Studied 2. Following are the systems studied for UAVs in their mission segment of take-off

and landing. (a) (b) AN ALQ 162 AN ALQ 218

Evaluation of Options 3. Table 4 comparison matrix of options COMPARISON MATRIX equipment AN ALQ 162 (Northrop Grumman) 24 RESTRICTED weight 19 KG power 650 w RELIEABILITY interfacing b

mTbf>260 HRS Mil std 1553

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AN/ALQ-162 Countermeasures Set selected as ECM system Description AN/ALQ-162 5. Northrop Grumman's AN/ALQ-162Countermeasures Set provides lightweight and

low-cost aircraft self-protection against sophisticated radar guided weapons systems. Installed on a wider variety of platforms than any other airborne receiver/transmitter system, the AN/ALQ-162 can counter the full range of existing continuous wave (CW) and pulse Doppler (PD)terminal radar threats and defeat multiple threats in the same band simultaneously. The ALQ-162 is the only radio frequency (RF) jammer in current production that provides protection from both CW and PD threats for various helicopters. The Northrop Grumman ALQ162automaticallyscansthethreatenvironment,identifiesandprioritizesemitters,and assigns and generates deceptive countermeasures, all under user-defined software control that is flight line programmable. Packaged in a single 40-pound box of less than one-half cubic foot volume, the ALQ-162 can be integrated with other electronic warfare (EW) equipment, such as radar warning receivers, pulse radar jammers, missile warning systemsandEWmanagement systems. All planned system upgrades are designed to be retrofitted into existing ALQ-162systems, giving current customers the very latest EW technology at the most affordable price. 6. . Features and Benefits (a) (b) Combat proven; currently in use by all U.S. Armed Forces and several allied nations Digital Radio Frequency Memory (DRFM) technology enables system to defeat PD whilecontinuing to counter CW threats 25 RESTRICTED

RESTRICTED (c) (d) (e) (f) (g) (h) Microwave power module technology more than doubles the system's output power A true stand-alone ECM system does not require separate radar warning receiver Compatible with any radar warning receiver, pulse jammer, or expendable countermeasure system Flexibility to accommodate unique and rapidly changing threat environments Planned growth options easily retrofitable Automatic built-in test (BIT) system containing continuous and initiated BITs performingcomplete systems monitoring for a 95 percent fault protection rate (i) (j) (k) 7. Can be installed internally, within a pylon, or in a pod Automatic, programmable frequency search and jamming Software-controlled discrete and MIL-STD-1553A/B interfaces Northrop Grumman is continually updating the

System Enhancements

technological capabilities of the AN/ALQ-162 Countermeasures Set. In recent years, DRFM technology was added that enables the system to jam even the most advanced PD radars. Similarly, the addition of microwave power technology to the ALQ-162 has more than doubled the system's effective radiated power. Growth options for the ALQ-162 include a next-generation integrated pylon/EW selfprotection suite that accommodates a passive missile warning system and an integrated dispenser system in addition to the ALQ-162. Additional system enhancements under development include an increased threat handling capability to defeat multiple threats in different bands simultaneously, as well as an additional pulse capability. Other potential areas include RF technique generation for fiber-optic towed decoys and completely integrated RF systems with Directional Infrared Countermeasure (DIRCM) systems. Due to its open architecture, all existing and planned enhancements to the ALQ-162 will be retrofit able into existing systems, allowing present customers to continually enhance and upgrade their existing inventory at a low cost. 26 RESTRICTED

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8.

System Characteristics Size 16.5 (L) x 7.25 (W) x 6.35 (H) 42 cm (L) x 18.4 cm (W) x 16.1 cm (H) Weight Receiver/Transmitter 40.0 lb 18.0 kg Antenna(s) 0.5 lb ea. 0.2 kg ea. Remote Control Unit 1.0 lb 0.5 kg Cooling Forced Air/Cold Plate Heat Dissipated 480 W at Sea Level Reliability (MTBF) >260 Hours Software Fully Programmable* Input Power 650 W (115 V, 3, 400 Hz) *Threat characteristics, priorities, techniques and system control parameters

can be reprogrammed by the user.

Figure 14 AN ALQ 162 application

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Figure 15 AN ALQ 162 module

Figure 16 AN ALQ 162 module

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Figure 16 AN ALQ 162 module installation

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Chapter VI
NAVIGATION SYSTEMS
Introduction 1. Navigation systems are essential to any aircraft in the world. In order to fly the UAV, one must know its exact position and location. To do this job, navigation systems are employed. Navigation systems are a vital part of avionics system of a UAV. This chapter deals about the INS/GPS. Options Studied for INS/GPS

2. Following were the options available for the navigation systems serving the requirements of the air vehicle mission and being compatible with rest of the systems. (a) (b) (c) Kn-4077 Kn-4072 Ln-251

Evaluation of Options 3. LN-100G is operational with RQ-4 Global Hawk and MQ-1 Predator UAV. It is combat proven and hence more suited for the UAV being designed. 4. KN-4072 performance especially MTBF is highly satisfactory. As INS/GPS is very much critical to the flight of UAV, this system could be selected as a redundant system. Specification Analysis 5. The specifications for the available equipments for the respective system are given in Table 5 for their comparative study. Table 5 Specification analysis of navigation systems

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RESTRICTED COMPARISON MATRIX equipmen weight t KN-4077 KN-4072 LN-251 power dimensions (cubic inch) <3.7 kg 30 W <5 kg 35 W 25 W 216 294 327 Mil std 1553 Mil std 1553 1553,RS422,RS 485 No No Yes interfacing Anti jamming

5.8 kg

Selected System : LN 251 6. Description LN251 INS/GPS. LN-251 Integrated inertial/global positioning system (GPS)

navigation system has been selected as primary INS/GPS and KN-4072 as Backup

Figure 18.LN-251 module 7. Description The LN-251 is a completely integrated navigation system

with an embedded 12-channel, all-in-view, Selective Availability/Anti-Spoofing Module (SAASM), P(Y) code GPS. The fully integrated, tightly coupled GPS inertial design provides superior positioning performance relative to other embedded Inertial 31 RESTRICTED

RESTRICTED Navigation System/Global Positioning System (INS/GPS) systems. Modular open system architecture provides for easy adaptation to other applications and evolving requirements. Options The LN-251 is available with an integrated high anti-jam GPS subsystem. 8. Applications The LN-251 is an integrated, tightly coupled, embedded

INS/GPS system that provides improved performance for mission equipment and flight control systems. 9. Advantages

Proven lightweight, low-cost fiber optic gyro (FOG) technology Lowest weight and volume in performance class Three independent navigation solutions: - Blended INS/GPS - INS-only - GPS-only Independent and programmable I/O for flight controls and avionics Extremely high reliability Available in performance ranges of 0.8 nmi/hr., 1.0 nmi/hr., and 2.0 nmi/hr 10. LN-251 Characteristics and Operating Ranges (a) Power Mil-Std-704E and 1275 (b) 25W (typical), 30W (max) (c) Size 327 cu in. (5,358.6 cu cm) (d) Weight 12.7 lb with GPS (5 kg) (e) Temperature -54 C, +71 C 32 RESTRICTED

RESTRICTED (f) Cooling Passive (Mil-E-5400, Class 1A) (g) Vibration 8.9g rms (h) Velocity 12,000 m/sec (i) Angular Rate 1,000/sec Linear (j) Acceleration, Jerk 100g, 13g/sec Angular (k) Acceleration 1,500/sec (l) MTBF >20,000 hours (m) Mounting Bolt-down or rack-mount (n) Maintainability Full BIT ; no intermediate (o) Maintenance required; no special tooling or test equipment required 22940/02-06/2000/Crawford 11. Interfaces and Data (a) Position Latitude, longitude, altitude (b) Heading True, magnetic (no external reference required) (c) Velocity 3-axis (d) Acceleration 3-axis (e) Attitude Roll, pitch, yaw; unlimited mounting (f) Angular Rates (g) & Accelerations 3-axis linear and angular output (h) Mil-Std-1553B, (i) RS-422, RS-485 Standard (multiple digital formats) (j) HAVE QUICK, PTTI Standard (k) Independent Inertial and GPS Data (l) Interfaces Standard; GPS (m) Mil-Std-1553B data per SS-US-200, GRAM (n) Key Loading Standard GPS loaders Notes (a) 1 Enhanced Interrupt Align 33 RESTRICTED

RESTRICTED (b) 2 In-Flight Alignment (c) 3 Time To First Fix (d) 4 Precise Time and Time Interval (e) 5 Built In Test 12. Litton) Redundant INS/GPS (Dissimilar Redundancy) 13. KN-4072 Digital Attitude Heading Reference System (AHRS) GPS/INS KN-4072 has been selected to give dissimilar redundancy to the UAV. This is to ensure that INS/GPS has high protection against generic errors. The KN-4072 digital AHRS (GPS/INS) is designed for a wide variety of aircraft, UAV and missile applications. It features MRLG (Monolithic Ring Laser Gyro) operating in concert with an embedded P (Y) or C/A code GPS receiver for enhanced navigation performance and faster satellite acquisition. The KN-4072 provides navigation, heading, attitude, velocity and position together with angle and velocity rate data and auto pilot functions in digital formats including MIL-STD-1553B, RS-422 and RS-232. Contractor Northrop Grumman, Navigation Systems Division (formerly

14.

Features SIZE 9.1 (L) x 5.4 (W) x 6.0 (H) WEIGHT <5 kg (<11 lbs) POWER 28 V dc (35 W) per MIL-STD-704A OUTPUTS MIL-STD-1553B, RS-422, RS-232 COOLING Free Convection ENVIRONMENTAL REQUIREMENTS Altitude -1,500 ft to +50,000 ft (or more) Temperature -45C to +71C 34 RESTRICTED

SYSTEM SPECIFICATIONS

RESTRICTED GPS RECEIVER 12 Channels, L1 Operating Frequencies Differential Ready C/A Code; RAIM MAINTENANCE 15 no recalibration required

Specifications PERFORMANCE SUMMARY

(a) (b) (c) (d) (e) (f) (g) (h) Continuous GPS Aiding C/A* DGPS With GPS Outage (Up to 10 Minutes) Navigation Position; CEP (m) 10 <2 250 Heading Accuracy (mrad), 1 <2 <2 5 Pitch/Roll Accuracy (mrad), 1 0.5 0.5 1 Velocity (m/s), 1 0.1 0.05 3

16

OPERATING RANGES 4 RANGES (a) (b) (c) (d) Acceleration (All Axes) 30 g Attitude (All Axes) Unlimited Roll, Pitch, Azimuth, Rate 400/s Roll, Pitch, Azimuth, Accel 10,000/s2

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Figure 19 KN-4072 digital AHRS Contractor 17 Kearfott Guidance & Navigation Corporation, Canada.

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Chapter VII
IDENTIFICATION SYSTEMS
Introduction 1. units Options Studied 2. Following were the options available for the IFF systems serving the Identification Friend-or-Foe (IFF) is a critical element for the UAV and is used for

identification of the platform. Without an IFF, the UAV risks being shot down by friendly

requirements of the air vehicle mission and being compatible with rest of the systems. (a) AN/APX-100(V) Identification Friend-or-Foe (IFF) transponder (b) Small craft IFF (c) AN/TPX-56 Specification Analysis 3. Table: 6 COMPARISON MATRIX equipment AN /APX 100 Small craft IFF AN/TPX-56 weight 4.5 kg 6.84 kg 5.4 kg Power 30W 30-50W 200W Reliability Mtbf>20000 hrs Mtbf>4800 hrs Mtbf>4200 hrs

Selected System

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RESTRICTED 4. UAV. . AN/APX-100(V) Type: Airborne IFF transponder Description 5. The `next-generation' AN/APX-100 (V) transponder can be either panel mounted AN/APX-100(V) has been selected as the primary IFF system for the SKYSPY

or installed in an equipment bay and uses micro miniature technology in both its digital and radio frequency circuitry. The equipment includes integrated crypto, full level 3 Mode S and Global Positioning System position reporting in the same space envelope as the original APX-100 set. The system is currently in production for use on a range of US, NATO and international military aircraft applications. The equipment's manufacturer also notes the availability of upgrade kits to bring older systems up to the latest standard. 6. The system is completely solid-state, modular equipment with a complete dual

channel diversity system, comprehensive built-in test, digital coding and encoding and high anti-jamming capability. Two antennas form part of the equipment and the diversity system receives signals from each and switches the transmitter output to the antenna that received the strongest interrogation signal. This system is designed to cure the problems of poor coverage with a single antenna that suffers on occasions from aircraft maneuver and antenna `shadowing'. 7. The transmitter is all solid-state with its 500 W peak power output obtained from

four parallel microwave transistors. Two additional transistors complete the transmitter oscillator and driver stages. The diversity system provides improved antenna coverage and allows improvement in performance in overloaded, jamming and multipath

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RESTRICTED environments. Automatic overload control and anti-jamming features are also incorporated. 8. For aircraft that have no cockpit space available, an equipment bay-mounted

configuration, RT-1157/APX-100(V), is available. In addition, the RT-1471/APX-100(V), a data bus version, operating in accordance with MIL-STD-1553B, is available. There is also Night Vision Goggle (NVG) compatible units available which operate at the lowlight levels needed for NVG operations. These latter models, together with top- and bottom-mounted antennas form a complete diversity transponder system. Status 9. Over time, AN/APX-100(V) transponders are reported as having been installed

aboard a range of US military aircraft including the AH-1S/T, AH-64, AV-8B, C-5, C-12, C-17, C-20, C-21, C-23A, C-130, CH/MH-47, E-2C, EC-130, F-14D, F-22, F/A-18, HH60, HH-65, OH-58, OV-10, RAH-66, SH-60, T-45A, UH-60, UH/MH-60, V-22, MQ-1 Predator and VC-6. In December 1993, AlliedSignal (now Honeywell) is understood to have delivered 113 APX-100 Mk XII transponders to Hungary for use on MiG-21 and -23 aircraft. This was followed in October 1994 by the Czech Republic's selection of the equipment for installation aboard its Mil-8 and -24 helicopters and L-159 fixed-wing aircraft. The equipment is also understood to have been produced under license in Japan by Tycoon. Specifications 10. Major specifications for the selected system i.e. AN/APX-100(V) Mode IV are as

follows. (a) (b) (c) (d) Frequency: 1,030 0.5 MHz (receiver); 1,090 0.5 MHz (transmitter) Peak power output : 500 W 3 dB Duty cycle: 1% max Diversity operation: full diversity capability 39 RESTRICTED

RESTRICTED (e) (f) Dimensions: 136.5 136.5 212.7 mm Weight: 4.53 kg

Figure 20 AN/APX-100(V) Mode IV IFF transponder set

FiF igure 21 Cockpit Configuration (Left) and Remote Configuration (Right) which is designated RT-1157/APX-100(V) Contractors 40 RESTRICTED

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11.

Honeywell Corp. Morristown, New Jersey.

Smallcraft IFF System 12. The Small Craft IFF Transponder System provides a total, self- contained

package to meet the requirements of IFF. The system is particularly suited to small craft due to its small, lightweight anti-fratricide capability. design and compact antenna. 13 Key system features (a) General (i) Compact, lightweight and portable- Suitable for rapid deployment (ii) Available as complete IFF system using the Remote Control Unit or can be integrated with platform systems (iii) Low power consumption Operating temperature: -40C to +56C

(iv) Versatile platform application fast transit craft, rigid raiders and landing craft (b) Antenna (i) Environmentally sealed (ii) Compact: antenna section 250mm long by 100mm diameter; mounting tub 300 mm long by 29 mm diameter

(iii) Weight: 1.34kg Feeder connection: N-type

(iv) Bandwidth: 600MHz-1200MHz Power handling: 500W 41 RESTRICTED

RESTRICTED (c) Remote control unit (i) (ii) Weight under 1.5kg Dimensions 133mm x 146mm x 76.2mm deep

(iii)

Scrollable menu display supports all current Mark XII, Mode

S Level 3 and TCAS operational requirements (iv) Includes provisions for growth to Mode S Level 4, Mode 5

Levels I and II, and MCAS/E-TCAS (v) NVIS (vi) (vii) Operates from 28V DC at less than 15W RS-485 half-duplex interface to transponder permits RCU Illuminated by pure green LED technology compatible with

radiance and chromaticity requirements of generation III Direct View

software reprogramming (viii) Day/night/NVIS capable: automatic luminance presets

indicators and alphanumeric display Direct CXP control from front panel keypad and controls

(ix) View/modify controls and status

(x) (xi) Tactile feedback on all switches and keys (xii) Recessed keypad reduces likelihood of inadvertent entries 42 RESTRICTED

RESTRICTED

(xiii) (d)

Auto-configuration recovery after power interruption

Transponder (i) Flexible, software-configured interface allows retrofit and new installations (ii) Supports Modes 1, 2, 3/A, C, 4 and mode 5 growth

(iii) (iv)

Supports Mode S Level 3 and interface to TCAS II system Dual crypto interface supports external or embedded crypto

(v)

DoD AIMS 97-1000 and STANAG 4193 compliant

(vi)

MIDS/JTIDS compatible

(vii)

Selected by US Navy/Army for next-generation Common

(viii)

Transponder

(ix)

Weight: 9.8 pounds

(x)

Power: 28V DC in accordance with with MIL-STD-704typically

(xi)

less than 30W, 50W maximum

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RESTRICTED (xii) Reliability: >4,800 hours predicted MTBF in airborne

(xiii)

uninhabited platform

(xiv)

Maintainability

(xv)

Front panel BIT activation and WRA status indicator for rapid

(xvi) (xvii)

verification of operational readiness SRA fault indicators for rapid SRA fault detection and

isolation

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CHAPTER VIII
COMMUNICATION SYSTEMS
Introduction 1. The airborne sensor suites of the UAVs and their ground segment components

interact through over-the-horizon (OTH) satellite relay and line-of-sight (LOS) links to maintain command and control and sensor data dissemination communication paths. Communications systems are being engineered to minimize susceptibility to jamming and interception. Dissemination of UAV collected intelligence is made through direct downlinks to national and theater intelligence centers and exploitation systems or through established communications between UAV ground control stations and the exploitation systems. The UAV ground control station has limited capabilities to disseminate collected intelligence directly to an exploitation ground system or battlefield customer. This emphasizes the need for Satellite communication capabilities. 2. Robust, jam-proof communications is the critical issue. At a minimum, UAVs will

have to receive data on threats, flight path and waypoints, and target locations and type. Weapons release will require confirmation by a human operator, and UAVs will have to carry a reliable self-destruct mechanism not only to prevent collateral damage should they go out of control, but also to safeguard sensitive technology and the theater data they carry onboard. 3. They will also have to receive and respond to queries for location and status.

UAVs might also broadcast intelligence on popup targets as they are encountered. All of this requires substantial communications bandwidththe most precious commodity on the battlefield. Fortunately, technology is stepping up to the problem. Civilian communications satellite constellations can be used for theater-wide broadcasts of information. 45 RESTRICTED

RESTRICTED 4. This chapter deals with two types of communicaions. (a) (b) 5. Line of Sight (LOS) Communication Over the Horizon (OTH) Communication

Figure 22 LOS and SATCOM communication

Options Studied 6. For LOS communication system following, options were studied for the UAV. (a) (b) (c) L-3 Communication KuSDL AN/ARC-210(V) LRT 651/N 46 RESTRICTED

RESTRICTED 7. Comparison

Table: 7 COMPARISON MATRIX

equipment

weight

Power

Anti jamming

SATCOM

L-3 Communication KuSDL An/arc 210(v) Lrt 651/n Selection 8.

6 kg

200 W

yes

Yes

5.4 kg 5.8kg

150 W 130 W

Yes no

yes no

AN/ARC-210(V) has been selected primarily because of its anti jamming feature

and SATCOM. AN/ARC-210(V) UHF/VHF Radio Description 9. The Rockwell Collins AN/ARC-210(V) multimode integrated communication

system provides data communication in either normal or jam resistant mode through software reconfiguration. The RT-1556 transceiver is capable of establishing two way communication links over the 30 to 400 MHz range with tactical aircraft environment.

Specifications: 10. Major specifications for the selected system are as follows. 47 RESTRICTED

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(a) (b) (c) (d) (e) (f) (g) (h) (i)

Provides AVOs (Air Vehicle Operators) communications capability with air Dimensions 14.212.724.9 cm Channel spacing: 25 kHz (all bands) Tuning capability: 2.5 kHz (MIL-STD-1553); 5 kHz (control unit) Frequency accuracy: 1ppm Power output: 10W (AM, minimum); 15 W (FM, minimum) Weight: 5.4 kg (RT-1556); Dimensions: 127 x 142.2 x 248.9 mm Power consumption 150W

traffic control facilities.

Line Replaceable Units 11. It comprises of (a) (b) (c) Contractor 12.. Rockwell Collins Control Unit Transmitter/Receiver Coupler

Backup Communication 13. For back up we use the L-3 Communication KuSDL which provides OTH

command and control uplink and sensor data downlink while the UAV operates outside LOS limitations of the GCS. The command and control capabilities are limited to ingress 48 RESTRICTED

RESTRICTED and egress due to satellite control-response delays. The SATCOM link supports a bandwidth of 1.544 Mbps (T-1) and is capable of down linking high resolution SAR frames and EO/IR black and white or color video. The aircraft data link system is designed to work with Ku-band satellite spot beams to minimize size, weight, and power requirements for the airborne SATCOM system. It is not designed nor adequately powered to operate with earth-coverage beams; therefore, both the UAV and its supporting earth terminal must operate within the satellites spot beam (1,500 NM diameter) coverage during Ku-band SATCOM operations.

14.

L-3 Communication KuSDL has been selected because it is based on

commercial, geostationary satellites which are easily available and does not necessitate the operator to have a separate and dedicated satellite which is currently unavailable to Pakistan. It can also operate on uhf band for line of sight communication. 15. KuSDL has been designed specifically for UAVs. The L-3 communication KuSDL (12.5-18GHz) satellite communication Data Link uses commercial,

Ku-band

geostationary satellite to effect full-duplex satellite communications linking the UAV to a remote control complex. The command link provides real-time control and data, while the return link transfers real-time electro-optic, infra red or SAR motion video. The complete architecture comprises ground, satellite and UAV terminals.

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Figure 23 KuSDLs Satellite Communications Antenna 16. It is not designed nor adequately powered to operate with earth-coverage beams;

therefore, both the UAV and its supporting earth terminal must operate within the satellites spot beam (1,500 NM diameter) coverage during Ku-band SATCOM operations. System Specifications 17. The system specifications are given as below in the table.

Table 8 System Specifications of L-3 Communication KuSDL GROUND TERMINAL SATELLITE TERMINAL UAV TERMINAL Function Function Function Mission control and Bent-pipe relay Low-level earth resources exploitation collection Carrier Frequency Carrier Frequency Carrier Frequency (125 KHz tuning in UAV Lease within terminal 125 KHz tuning in UAV term.) range term.) Forward: Tx: 14.0 4.5 GHz Forward: Rx: 10.95 12.75 50 RESTRICTED

RESTRICTED Return: Rx: 10.95 2.75 GHz Transmit Power 125 Watts Signal Format Command: RS-422 I/F, custom Telemetry: RS-422 I/F, custom Video (EO/IR): NTSC, analog Synthetic Aperture Radar (SAR): RS-422 I/F, 5 Mb/s par. Microwave Sensing Display, exploitation console and data base Optional Sensing Display, exploitation console and data base Air Traffic Control Remote pilot Weight Contractor 18. L-3 Communications Systems-West, Salt Lake City, Utah, USA. Transmit Power 35-50 Watts Signal Format Amplify and translate Return: Tx: 14.0 14.5

Microwave Sensing n/a Optional Sensing n/a Air Traffic Control n/a

Transmit Power 50 Watts Signal Format Command: RS-422 I/F, custom Telemetry: RS-422 I/F, custom Video (EO/IR): NTSC, analog Synthetic Aperture Radar (SAR): RS-422 I/F, 5 Mb/s par. Microwave Sensing WEC/Synthetic Aperture Radar (SAR) @ 16.4 GHz Optional Sensing L-3 WESCAM 14 TS EO/IR Analog video Air Traffic Control AN/ARC-210 radio RFA: 26 lb, Antenna: 46 lb

Communication Stages 19. Following table explains the UAVs communication in different stages of

operation.

Table 9 SKYSPY ELINT UAV Communications

Function

Connection

Via 51 RESTRICTED

Frequency

Data Rate

RESTRICTED

Mission Planning LOS C2/Imagery OTH C2/Imagery

UAV

Land Line, Radio Link Full Duplex Microwave Full Duplex COMSAT

UAV - GCS

C Band

4.5 Mbps

TS II - UAV

Ku Band

1.5 Mbps

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Chapter IX
FLIGHT MANAGEMENT SYSTEM (FMS)
Introduction 1. A flight management system or FMS is a computerized avionics component found on most commercial and business aircraft to assist pilots in navigation, flight planning, and aircraft control functions. It is considered to be composed of three major components: MMC (Mission Management Computer), AFS (Auto Flight System) or FCS, and other subsystems.

2.

This chapter deals about the primary and backup FMS flight management

subsystems. Systems Studied 3. Flight control system and auto pilot system are the basic building blocks of the

UAV. There is limited number of auto pilot systems available for UAVs but most of the systems can be modified with changes in software and dropping some of its hardware components. The options available for the autopilot / flight controller are very limited and they need alterations for their use in the UAV. Following are those options: (a) (b) (c) 3. LTN-92/CMA-900 Inertial FMS B767 AP 50 Auto Pilot/FCS System

Evaluation of Options

Table: 10 53 RESTRICTED

RESTRICTED COMPARISON MATRIX

equipment

weight

power

Interfacing

Cooling

LTN-92/CMA-900 Inertial 32.7 kg 160 W FMS B767 FMS 5000 9.07kg 79.6kg 95W 200 W

1553B NA 1553B

passive NA passive

Selected System 5. LTN-92/CMA-900 Inertial FMS is selected as primary FMS. AP 50 Auto

Pilot/FCS system has been selected as the sceondary FMS . Primary FMS LTN-92/CMA-900 6 Description

The system provides a means of meeting current

operational requirements and a growth path to meeting future requirements. The LTN92/CMA-900combination is designed to: (a) Meet operators current and futureCNS/ATM/GATM requirements (b) Allow incremental installation, providinga flexible path for new and retrofitinstallations (c) Enable operators to tailor their operationsfor maximum economic benefit (d) Add the industrys most advanced FMS tomeet the changing requirementsoftheworlds airspace 54 RESTRICTED

RESTRICTED (e) Reduce maintenance and logistic costsassociated with use of obsolete inertialnavigation systems (f) Maintain existing aircraft wiringintegrity and interfaces with minimalchanges (g) Simplify and reduce installation costs onthis FAAcertified equipment 7. System Components (a) LTN-92 Inertial Navigation Unit (INU) (b) CMA-900 Flight Management Unit (FMU) with embedded GPS receiver (c) Multi-Function Control Display Unit (MCDU) ARINC 739 8. Features and Benefits (a) High reliability, improved accuracy, inertial (b) system replacement (c) Lower maintenance costs compared to obsolete (d) inertial navigation systems (e) Full multi-sensor navigation including GPS, (f) inertial, and optional VOR/DME DME/DME (g) with auto-tune (h) Extended standalone Inertial for RNP-10 for (i) 12.5 hours and RNP-5 for 2.5 hours (j) Accurate navigation not limited by terrain, (k) atmospheric disturbances, or jamming (l) The capability for RNP-based approaches with (m) the benefits of: (n) Lower approach minimums (o) Interface for flight plan/wind uplink (p) Direct Routing 55 RESTRICTED

RESTRICTED (q) Fly-by and fly-over waypoints (r) Full EFIS interface capability (s) Optional military mission-oriented software (t) (Search, Rescue, Tanker Orbit, and CARP) 9. Growth Options

The LTN-92/CMA-900 Inertial and FMS offer a flight management upgrade, guaranteed to keep pace with the CNS/ATM capabilities of modern aircraft. These features and options include: FANS 1/FANS A data link compatibility Shorter FMS approaches CPDLC GPS nonprecision approach Adaptable AOC data link Parallel or converging approaches Airborne printer output Noise abatement procedures Required time-of-arrival Planned performance Table: 11

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Figure 24 LTN-92/CMA-900 Backup FMS 10. AP 50 Auto Pilot/FCS system The AP 50 fulfills two primary functions:

navigation and flight stability control. The navigation role includes performing missionrelated tasks including controlling three (3) mission servos, three (3) TTL-level digital outputs, engine shutdown and data logging. The stability control task is accomplished 57 RESTRICTED

RESTRICTED with a 6-state user-defined control law table for each flight control surface based on a modified PID (Proportional-Integral-Derivative) control algorithm. 11. It has the following features. (a) (b) setup (c) (d) (e) Sophisticated flight stability model Integrated 3-axis sensor module Two (2) data logging A/D channels available for payload instrumentation Small, lightweight and low-cost Flexible communications ports support in-flight re-tasking and operator

Figure 25 AP 50 FCS Navigation and Mission Control 12. The user may enter up to 24 waypoints, each with an associated leg speed and

leg altitude to fly to that waypoint. The plane will proceed from one waypoint in the list to the next at the programmed speed and altitude. Upon arrival at any waypoint the UAV may: (a) (b) (c) (d) Enter a holding pattern Change mission servo positions or digital outputs Shut down the engine Turn the RC control link on or off 58 RESTRICTED

RESTRICTED 13. Any number of events may be executed upon arrival at any waypoint. Holding

patterns are user defined and may be any shape and size with an associated holding time from 1 minute to 4 hours. The ability to disable the RC receiver and re-enable it upon return home is an important feature that prevents unauthorized spoofing or interference during a mission. Three mission servos and three TTL-level digital outputs are under mission event control. Stability 14. Using the integrated onboard pitch, roll and yaw rate gyros, a two-axis

accelerometer, a barometric altimeter and a Pilot airspeed sensor in addition to GPS derived altitude and speed information, the AP50 will stabilize the unmanned airframe. This flight control scheme enables the AP50 to control airframes that are challenging to fly manually. Aircraft parametric characterization is partitioned into 6 states (accelerate, initial climb out, loiter, cruise, dash and land) based on flight speed. Six separate sets of PID loop control coefficients for ailerons, elevator, throttle, rudder and flaps are selected during flight, based on the state. This important feature means that flight response does not have to be compromised at one end of the flight envelope in order to achieve stability at the other. RC (PIC) and UAV Modes 15. The AP50 system will interface to most standard, off-the-shelf PPM or PCM RC

radios and control up to 5 servos (ailerons, elevator, throttle, rudder, flaps). In RC mode (sometimes referred to as PIC, or Pilot in Control mode), the pilot has direct control over the servos just like normal RC flying. (Note: Flaps are not directly available in RC mode; they are controlled by the AP50 in UAV mode, based on flight state.) In UAV mode, the Autopilot controls the airframe, providing mission control of all navigation functions, in addition to stabilizing the airframe for autonomous flight Ground Control Station 59 RESTRICTED

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12.

The AP50 has a Ground Control Station (GCS) interface capable of linking to any

notebook computer. This GCS interface supports both RS-232 hardwired connection and user-provided RF wireless communication gear. Navigation and flight data can be continuously down linked during flight. The operator can control all aspects of the mission from the GCS including flight leg and navigation modifications. The GCS interface allows the user to modify the desired course, altitude and speed, change waypoints, and monitor flight. See the UAV Flight Systems GCS program, Ground Pilot, for more information on GCS software. Documentation is provided for user-developed custom GCS solutions. Takeoff and Landing 16. The AP50 executes a 2-state launch sequence consisting of the takeoff

acceleration phase followed by the initial climb-out phase. Total management of the control law algorithms is allowed during each state supporting any type of takeoff, ranging from conventional runway to hand or catapult launch. Landing is also an independent state, allowing specific parameters to be selected for maximum stability and slowest airspeed. Landing under autonomous control consists of specifying an engine shutdown event upon arrival at the landing location and entering a holding pattern over the selected landing site at minimum airspeed. Alternatively, a mission servo may activate a parachute recovery system.

Packaging and Accessories 17. The AP50 consists of two parts: the main electronics unit, and a GPS antenna.

The mounting of the main electronics unit is orientation specific. The GPS antenna is 60 RESTRICTED

RESTRICTED mounted on the top of the fuselage. Connections to the UAV wiring harness are made from the main electronics unit.

Figure 26 AP-50 Auto Pilot Block Diagram Contractor 18. Irvine Sensor Corp, US

Specifications Table 12 Major Specifications of AP 50 Weight 8 kg 61 RESTRICTED

RESTRICTED Size Power Volume Table 13 AP-50 Specifications Feature Power Monitor Auxiliary Power Monitor Pitch Gyro Roll Gyro Yaw Gyro X Accelerometer Y Accelerometer Barometric Altimeter GPS Altimeter Pitot Airspeed Sensor Groundspeed Mode (GPS-derived) Sensor Auto Trim Aileron control Elevator control Servo Rate Specs 20 ms Feature Mission Servos Mission Control Outputs (TTL) Data Logger (flight parameters) A/D Channels, 8-bit (external input) Embedded Setup Port GCS Port (wireless UAV in-flight control/monitor) Waypoints (may be updated inflight) WP Holding Patterns (user-defined) WP Hold Time (minutes) Loop Rate Throttle control Rudder control Flaps control Servo Mixing (elevon, flaperon, vtail) Specs 3 3 2 24 8 255 30 x/sec 144 mm, 47mm, 41 mm <11 W (~150 mA @ 6 VDC) 0.00028 m3

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CHAPTER X

ELECTRONIC INTELLIGENCE (ELINT) SYSTEMS

Introduction 1. Electronic Warfare (EW) is one of the key elements of the modern battle

scenario, protecting one's own forces from attack, denying information to the enemy and intercepting and disrupting an enemy's voice communication and data links. In effect, EW is a continuing war between active systems that `attack' and defensive systems which protect. A widespread network of electronic intelligence stations is operated by many countries by land, sea and air, not only to monitor the electromagnetic spectrum, but also to disrupt hostile transmissions by jamming in a number of ways. 2. In the airborne applications, EW is employed both for intelligence gathering and For platform

for protection of the aircraft from surface and air-launched missiles.

protection ELINT is vital, particularly in the airborne and ship borne roles, in that it provides not only direction-finding but also analysis of the incoming signals to provide immediate warning of threat radars, including surveillance, fire control, targeting and missile guidance systems. Signals from radar systems are intercepted by a warning receiver and are analyzed by an associated processor to give a wide range of parameters, including direction, type of radar, frequency, frequency agility, Pulse Repetition Frequency (PRF) and PRF type. 3. These parameters are usually sufficient to characterize the type of emitter and

complete identification is then carried out by comparing the analyzed signal with parameters of hostile and friendly emitter characteristics stored in a library within the computer memory. Analysis of the signals and warning of a threat is virtually

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RESTRICTED instantaneous and enables countermeasures of jamming and/or decoys to be initiated. These can be carried out either automatically or manually. 4. For the ELINT UAV being designed, this sensor is the most important avionics

equipment to be installed on the UAV. Unlike manned ELINT aircraft which require an onboard operator to interpret the ELINT data, the UAV borne ELINT sensor should automatically gather data and send it to the ground terminal for further tactical analysis. Moreover it should also be available for post mission analysis. Systems Studied 5. Following ELINT sensors were studied for the ELINT UAV. (a) (b) (c) (d) Stingray COMINT ELINT Northrop Grumman LR-100 ESM/ELINT Sensor. Avitronics Electronic Surveillance Payload (ESP)

6.

Comparison. Table: 14 COMPARISON MATRIX

equipment Avitronics LR 100 Stingray elint

weight 25 kg 25 kg comint 24 kg

Power 360w 360w 350w

Interfacing 1553 1553,rs232,rs 422 1553

Freq.range d- to j band C&k optional 2-18 ghz 2-18 ghz

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System Selected 7. Northrop Grumman LR-100 has been selected as the ELINT sensors for the

SKYSPY ELINT UAV.

Northrop Grumman LR-100 12. Description. The LR-100 is a small, automated radar warning sensor/ELINT

sensor that is designed for light weight UAV, helicopter and shipboard applications. It provides parametric signal measurements (PRI, pulse width, frequency, amplitude and time of arrival phase), signal direction of arrival (derived from signal phase, amplitude, time difference of arrival or Doppler frequency). The architecture incorporates an antenna interface unit, a receiver/processor and an antenna assembly. 13. LR-100 covers the 2 to 18 GHz frequency band. This receiver has been built to

provide precision radar warning, electronic support measures and electronic intelligence in a system with a total installed weight (including receiver, antennas, cables and brackets) of less than 23 kg. LR-100 is a complete, two-channel interferometer receiver with a 500 MHz bandwidth and VME-based processor. Options are available for frequency extensions of 70 to 200 MHz and 18 to 40 GHz. Phase and amplitude calibration signals are injected at the antenna to achieve precision angle and location measurements. This highly integrated receiver was built as a commercial product to save cost yet achieves a 1,500 hour mean time between failure values via ruggedized industrial components.

14.

Emitter identification and location is digitally passed to the host vehicle for

warning, display, analysis and recording. The only support equipment needed is a Windows compatible PC. Help and maintenance manuals are built into Windows-based software. User-defined receiver functions and identification parameters are programmed 65 RESTRICTED

RESTRICTED with the same software tool and the information can be graphically displayed aboard a host vehicle or via data link (for example, unmanned aerial vehicle applications). LR-100 can be modified in real time for special receiver modes or directed tuning.

15.

The open architecture of LR-100 supports multiple interfaces on a VME

backplane (RS-422, RS-232, MIL-STD-1553, and Ethernet). The receiver will operate with any antenna configuration to provide amplitude (<15) or interferometer (<1.0) direction-finding accuracy. In addition to standard azimuth or azimuth/elevation arrays, the system's antennas can be tailored for any ground, ship, pod or airborne application.

Status 16. As of July 2005, the LR-100 receiver system is known to have been installed and

tested on an aerostat (located at Gulfport, Mississippi), the RQ-4A Global Hawk and RQ-5A Hunter Unmanned Aerial Vehicle. Of the two UAV programs, the sensor was installed aboard a US Army RQ-5A Hunter during 1997 and was used to detect radars on the Melrose bombing range during a January 1998 US Air Force (USAF) UAV Battle Laboratory experiment. Here, the UAV handed off LR-100 detected emitter data directly to two F-16 fighter-bombers using the Improved Data Modem (IDM) as the transmission medium. In the case of the RQ-4A, the Global Hawk air vehicle that was deployed to Australia during April/May 2001 was equipped with an LR-100 receiver that was used to cue the vehicle's other onboard sensors and to demonstrate a surface ship tracking capability. Elsewhere, the system is reported to have selected for installation aboard New Zealand's SH-2G naval helicopters.

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Figure 30 The LR-100 receiver/processor unit shown with four quadrant interferometer arrays

Specifications 17. Main specifications of LR-100 are shown below. (a) (b) Frequency: 2-18 GHz (70-200 MHz and 18-40 GHz options) Field of view: 45 (elevation); 360 (azimuth)

(c) Accuracy: 0.78 RMS (interferometric function); 2 MHz (frequency accuracy); <15 (amplitude DF function) (d) (e) (f) (g) Dynamic range: 60 dB Dimensions (l w h): 457 229 267 mm (receiver/processor) Weight: 25 kg MTBF: 1500 Hrs 67 RESTRICTED

RESTRICTED (h) Power Requirement: 360 W

Contractor 18. Northrop Grumman Corporation, Rolling Meadows, Illinois, USA.

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CHAPTER XI
ELECTRO OPTICS SYSTEMS
Introduction 1. The Electro optic sensors can be called the eyes and ears of an aircraft or any

vehicle. They play a vital role in an aircrafts performance and mission application. As the electro-optic technologies used in avionics have matured, the benefits of integrated or fusing the different sensors have become apparent. Different types of sensors include radars, electro-optic cameras, laser designators and many more. 2. This chapter deals about the following Electro optic subsystems. (a) (b) EO/IR Sensor Nose Mounted Daylight Camera (for UAV operator)

EO/IR Sensor 3. Turret sensors are required for EO/IR systems used in a surveillance air vehicle.

They are used for target spotting during day and night as well as navigation purposes. Options Studied for EO/IR Sensor 4. Following were the options available for the EO/IR systems. (a) MREO thermal imager (b) AREOS thermal imager

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equipment

power

weight

interfacing

MREO (Raytheon) AREOS (Thales)

30 W 150 W

15 kg 80 kg

Stanag2023,7085 MIL-STD-1553

6.

Selected System

7.

MREO TS has been selected as the EO/IR sensor for the ELINT UAV.

Medium-Range Electro-Optical Infrared Sensor 8. The medium-range EO/IR (MREO) (MREO) sensor suite is a networked sensor within the Future Combat Systems (FCS).Brigade Combat Team (BCT) connected through a common interface to the FCS C4ISR computer and communications network. Information derived from the MREO supports both the host platform system performance and the FCS System of Systems performance with the generation of a common operating picture (COP). The MREO sensor provides day/night imaging capability that supports the lethality and survivability overmatch requirements of the manned combat system (MCS), infantry carrier vehicles (ICVs), and armed robotic vehicle-assaultlight (ARV-A-L)

9. MREO enables platform lethality, reconnaissance surveillance, target acquisition and mobility. (a) Engagement of the enemywith direct and indirect fires 70 RESTRICTED

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(b) Battle damage assessment

(c) Detection and identificationof ground and air forces

(d) Determination of terraintrafficability

(e) Collection of terrain data

(f) Local Security

(g) Laser designation 10. Enables Aided Target Recognition The MREO system is controllable by the

crew, command and control services and by external platforms or dismounted soldiers. The operator uses imagery from the MREO sensor in conjunction with the aided target recognition (AiTR) to quickly detect, recognize and prioritize targets of opportunity and military interest 11. Stationary or On the Move Manual or Automated Capable of

operations while stationary or on the move, the MREO sensor system can be used in the manual and automated mode. In manual mode, the system provides imagery data to the operator display through the C4ISR man/machine interface. In automated mode, the sensor system provides the imagery data to an AiTR processor, which classifies and prioritizes multiple targets. The MREO sensor operates continuously by day or night, in poor weather and in naturally occurring dust, smoke from battlefield fires, visual, and infrared obscurants and smoke screens

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12.

Features (a) Provides unprecedented ground combat sensing capability. (b) Thermal imager provides a 24-hour capability for detection, recognition and identification of ground and air threats. In the panoramic search (c) mode, the MREO system provides data to the operator or AiTR for the detection and recognition of military targets (d) Visible imager operates in color and at low-light levels allowing for manual detection, recognition and identification (e) Multifunction laser is a single module incorporating all range finding, laser illumination and target designation (f) Three-axis stabilization in pitch, roll and yaw with the vehicle in motion or static permits target acquisition, recognition, identification, location and designation (g) Data from the thermal imager, visible imager provides imagery to the AiTR (h) Prognostics and diagnostics perform embedded prognostics and embedded

(i) diagnostics displayed at the crew, maintainer, and operator stations (j) Target tracking mode tracks both ground and air targets

(k) Target location mode provides self-location and target position 72 RESTRICTED

RESTRICTED (l) Director is gimbal mounted to provide the imaging systems azimuth fieldofregard (FOR) of 360 degrees or can be operator selectable, continuous in either direction in operator-controlled mode, wide area search mode or any other mode (m) Common electro-optical electronics unit (CEEU) is a modular, miniaturized, open-architecture processor design allowing for the incorporation of commercial-off-the-shelf (COTS) processors providing: (i) Automatic target tracker (ii) Sensor data manager messaging interface (iii) Range map generator

(iv) Digital control and data interface to the vehicle data system

(v) Image data processing, storage and distribution 13. Functions (a) Support Direct Fire (i) Target imagery - Manual track operation (ii) Range to target - Automatic target track (iii) LOS position/rate data (b) Target Designation (i) Target imagery - Laser energy on target (c) Indirect Fire (i) Target imagery - Target designation 73 RESTRICTED

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(ii) Far target location (FTL) (d) Long-Range Identification (i) Active target illumination (e) LOS Pointing and Stabilization (i) Three-axis stabilization - LOS position/rate data (ii)Rate and position modes - Drift calibration (f) Wide Area Search (i) Gimbal scan imagery - Super-FOV imagery (ii) Target chip imagery (g) Video Processing (i) Target imagery to AiTR (ii) Target imagery to Windows Management Instrumentation

(h) Training Modes (i) MILES laser functionality supportability (ii) Data to Platform Soldier Mission Readiness System (PSMRS) (iii) Prognostics and diagnostics (iv) High-resolution windows (v) FOV and Super FOV windows (vi) Panoramic Windows

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RESTRICTED 14. Imaging Sensors (a) Mid-wave infrared (b) Color/low-light TV (c) Laser-illuminated imager 15. Fields of View (a) Wide (b) Medium (c) Narrow (d) Ultra-narrow

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Figure 31 MREO image

Figure 32 MREO Power/Servo Controller

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Figure 33 MREO CEEU

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RESTRICTED Nose Mounted Daylight Camera 16. The nose mounted daylight camera is used by the pilot for controlling and

navigating the UAV. This is in addition to the EO/IR sensor which mainly acts as wide FoV eyes for the UAV. Just like in a normal aircraft, a pilot has to see 360 0 all around the aircraft. Likewise in a UAV the nose mounted camera is used by Air Vehicle Operator (AVO) for navigating the aircraft whereas the Payload Operator (PO) operates the EO/IR sensor for seeing around and locating targets. Options Studied

17.

Following were the options studied for the nose camera. (a) Zeiss VOS (b) Thales Series 6000 (c) Thales Series 6600

Evaluation of Options 18. All the three options were viable as they are typical UAV payloads. Zeiss VOS is

a larger system with a weight of 7.7lb and has not been preferred over the other systems.

19. Thales Series 6600 is a newer version of the 6000 and is more suitable for the platform.

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20.

Thales Series 6600 is a low light video camera that achieves full imaging

performance in the 450 to 1050mm very near IR band of light. They are capable of generating continuous TV pictures over a very wide illumination range.

Figure 34 An airman cleans the lens pilots use to fly the MQ-1 Predator.

21.

Specifications are as follows.

Table 16 Thales Series 6600 Specifications Dimensions Weight Power FoV Refresh rate Contractor 22. Thales Optronics, Suffolk, UK 79 RESTRICTED Thales Series 6600 146mm*140mm*90mm 10kg 50W 70o*50o 60Hz

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23.

The following picture of a MQ-1 Predator shows the Air Vehicle Operator (AVO)

operating the Nose mounted Camera on the left station to fly the UAV. On the right is the Payload Operator (PO) operating the EO/IR sensor searching for targets.

Figure 35 Nose camera display (left) and EO/IR display (right)

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CHAPTER XII
RADAR
1. Options studied : (b) AN/APQ-174 (c) Telephonic 1500 B (d) AN/APQ-164 2. Comparison

Table :16.1

S.No

Equipment

Weight

Volume

Power

1 2

AN/APQ-174 Telephonic 1500 B

100 kg 43 kg

239085 cm3 28634 cm3

800 W 208 W

AN/APQ-164 3

137.1kg

13635 cm3

500

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1.

The AN/APQ-174 multimode radar has been developed for the US army, Navy and Air

force combat rescue and special mission operations., for use on aircraft such as the HH/MH-60, CH/MH-47 and the V-22. The radar is the derivative of the LANTIRN terrain-following radar and the AN/APQ-168 multimode radar and maintains commonality with the five of the six LRUs. The system will enable an Aircraft to perform special operations and search and rescue missions at night, in adverse weather conditions and in a high threat environment. 2. AN/APQ-174 modes include normal, power management and weather, terrain following,

terrain avoidance, ground ranging, beacon and weather. Set clearances are 100,150, 200, 300 and 500 ft. Weather performance is enhanced by the use of selectable circular polarization and operation in 10mm/h of rain is claimed 3. The AN/APQ-174 allows operations at low altitudes, down to 100 ft above the ground by

day or night.

Figure# AN/APQ-174 Radar

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Figure# Different display modes of AN/APQ-174

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CHAPTER XIII
ELECTRONIC SUPPORT MEASURES
Introduction 1. Electronic support measures (ESM) are used to provide information regarding

threats being detected by enemy radars locking on or any missile approaching. The equipments used for this purpose detect the EM emission by enemy radars and warn the user about an imminent threat for defensive action. 2. Radar Warning receiver (RWR) The ElINT LR 100 system already has

built in RWR which can be used to detect enemy radars locking onto the UAv.

3.

Missile approach warning (MAW)

The following options were studied in

this regard

(a) (b)

12.2 AN/AAR 57(V) CMWS EL/M-2160 MAWS (MISSILE APPROCH WARNING SYSTEM)

12.2 AN/AAR 57(V) CMWS

Contractor: Sanders ( a Lockheed Martin company) To warn of threat missile approach by detecting radiation associated with the rocket motor and automatically initiating flare ejection A passive Electro-Optic Missile Warning System designed to provide warning of Surface to Air Missiles (SAMS) and pass information to countermeasures system

4.

EL/M-2160 MAWS (MISSILE APPROCH WARNING SYSTEM) 84 RESTRICTED

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The EL/M-2160 is an airborne Missile Approach Warning System (MAWS) that provides reliable warning of missile attack for timely activation of the chaff/flare dispenser, to protect the airborne platform by diverting the missile and to increase the platform's survivability. The EL/M-2160 is a fully solid state Pulse Doppler Radar. It provides accurate time to impact and direction information to enable effective response. It has following features: Detection of any approaching missile type in boost, sustain and post burnout All-weather capability Performance - over the whole flight envelope 360 degree coverage Very low false alarm rate Accurate time to impact indication and optimal timing of chaff/flare release for effective missile deception. Short reaction time Extensive BIT and fault isolation capability Transceiver Processing Unit (TPU) & RF Front-End Control panel (option) 4 to 6 antennas (according to platform and coverage requirements). Variety of antennas available Interface capability: 1553B

System configuration:

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POWER 12.2 AN/AAR 57(V) CMWS EL/M2160 MAWS 300 W

WEIGHT 20 kg

FEATURES ground to air missiles onlt

350 W

22 kg

Air to air Ground to air

6. 7.

Selected System : Contractor:

EL/M-2160 MAWS ELTA systems, IAI

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CHAPTER XIV
ARCITECTURE
Architecture Design 1. Selecting avionics system architecture is the greatest challenge facing an

avionics designer. The architecture must conform to the aircraft and mission requirements and the avionics system requirements. There are three fundamental types of architecture. (a) (b) (c) Centralized Federated Distributed

Selected Architecture 2. UAV. 3. Integrated modular architecture has been selected because the fundamental Integrated modular architecture has been selected for the SKYSPY ELINT

advantage offered by an integrated modular avionics (IMA) approach is that, the system is conceived using standard building blocks that may be used throughout the aircraft level system. Therefore, common processor modules, common memory modules and, where possible, common input/output modules offer the means of rapidly conceiving and constructing quite extensive system architectures. This approach reduces risk during the development phase, as well as offering significant supportability advantages. The IMA philosophy readily adapts to redundancy implementation in a most costeffective manner so that economies of scale are easily achieved. . 87 RESTRICTED

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4.

. Figure 36 Integrated Modular Architecture Figure 12.1 Integrated modular architecture for the SKYSPY ELINT UAV

Data Bus: MIL-STD 1553B 5. MIL-STD-1553 has been selected as the Data Bus. The data bus will be made up

of twisted-shielded pairs of wire to maintain message integrity. MIL-STD-1553 specifies that all devices in the system will connect to a redundant pair of buses. This provides a second path for bus traffic should one of the buses be damaged. Signals are only allowed to appear on one of the two buses at a time. If a message cannot be completed on one bus, the bus controller may switch to the other bus. In some applications more than one MIL-STD-1553 bus may be implemented on a given vehicle. Some terminals on the bus may actually connect to both buses.

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RESTRICTED 6. MIL-STD 1553B is a command-response system in which transmissions are

conducted under the control of a single bus controller at any one time; a practical system will employ two-bus controller to provide control redundancy. 7. MIL-STD 1553B has proved to be a very reliable and robust data bus and is very

well established as a legacy system. Attempts have been made to increase the data bus, which is the only major shortcoming. Other vendors have run laboratory demonstrators at 100 Mbps and above, and feasibility program has been initiated to demonstrate 1553 bit rates of 100 Mbps with the aim of extending data rates of 500 Mbps. This possible derivative is termed enhanced 1553 (EB-1553), and the US Air Force recently hosted a workshop to investigate the possibilities.

Figure 37 Typical Configurations in a Dual Redundant Mil Std 1553B Fault Tolerance 8. For the system to be fault tolerant MIL STD-9490 is taken as the reference. To

meet the requirements of reliability under fault tolerant system, redundancies have been introduced keeping in mind the limitations of payload and power consumed. 9. In fault tolerance the method of similar redundancies in hardware and dissimilar

redundancies in software is approached. This allows the simplicity, economical benefits, and verification ease in hardware. The dissimilar approach in the software will allow high reliability but it will cost complexity in the software fault detection as a compromise.

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RESTRICTED But once software is fed accurately it will not cause any delay in the hardware fault detection and turnaround time of the UAV. 10. Here the reconfiguration among the redundant systems is a part of the software

system in the flight controller computer and mission management computers. The redundancies in the systems, for fault tolerance, are detailed in the following table. 11. The ELINT UAV uses dual redundant Mil Std 1553 bus. Therefore all subsystems

used in the avionics architecture are connected to two 1553 buses so that in case one bus fails, the other is utilized as a hot backup.

Figure 38 12.

Fault Tolerance Dual Redundant Mil Std 1553B

Subsystems such as UHF/VHF LOS radios are dual redundant as without them,

link between GCS and UAV may fail rendering the UAV uncontrollable which may result in the UAV loss (in case of No Auto Return Home mode.)

Table : 18 Redundancies in airborne hardware components for fault tolerance 90 RESTRICTED

RESTRICTED Systems Flight Management System (FMS) Navigation Systems Subsystems Category Redundancies Data bus (hardware) redundancies Critical Critical Critical Critical Critical Essential Essential Essential 2 2 1 1 2 1 2 1 2 2 2 2 2 2 2 1

FMS GPS/INS

Satellite Link OTH Communication Systems UHF/VHF LOS communication Identification Systems Electro Optics ELINT Surveillance IFF EO/IR ELINT Radar

13.

It is of importance here that the table above shows only the airborne systems for

their redundancies. The GCS and Remote terminals are already designed as per MISTD-9490 for their fault tolerance requirements and need not to be addressed. The interfacing between these ground terminals and air borne terminal is through software and frequency tuning.

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RESTRICTED Figure 40 Fault Tolerance using Dual Redundant Mil Std 1553B

Cooling 14. All avionics equipments are packaged up in the black box known as LRUs. They are

designed in such a manner that under abnormal conditions of environment, they can protect the overheating of equipment. There are cooling air openings, which are on the top and bottom and the airflows upward. All the interfaces are connected from the back of the LRU in order to avoid overloading.

15.

DOD-STD-1788 Avionics Interface Design Standard establishes the form factor,

mounting, and environmental operating conditions for avionics to be installed in the avionics bay of a military aircraft.

16.

There are two types of cooling methods

(a) Active (b) Passive

(a)

Active cooling:

Active cooling can be achieved by air cooling fans or

by liquid cooling. They require extra electronics equipment to be installed on the UAV which also requires more power consumption but in some cases like heavy avionics equipment, we have to go for this option. (b) Passive cooling: Passive cooling can be achieved by convection

method of cooling like relocating the avionics equipment in the AV or by allowing a good airflow between the avionics equipment. This method saves extra payload and power required.

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RESTRICTED Selected type: Passive cooling 17. Passive cooling has been used for ELINT UAV keeping in mind the avionics

equipment with lower payload involved. Hence, maintaining light weight feature of UAVs and also achieving the objective of keeping avionics equipment cool for proper functioning.

Avionics LRUs Placement 18. UAV. Following figure shows the avionics LRUs placement in the SKYSPY ELINT

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Figure 41 Avionics LRUs Placement aboard SKYSPY ELINT UAV

1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

Electronic Surveillance Payload (ESP) Processing Unit Inertial Navigation System/GPS Ku-Band Satellite Communications Antenna GPS Antennas (Left and Right) APX-100 Identification Friend or Foe Transponder C-Band Upper Omni directional Antenna Bracket Forward Fuel Cell Assembly Aft Fuel Cell Assembly Accessory Bay Engine Cooling Fan 94 RESTRICTED

RESTRICTED 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. Oil Cooler/Radiator Battery Assembly #2 Power Supply Battery Assembly #1 Aft Equipment Bay Tray Secondary Control Module Northrop Grumman LR-100 Receiver/Processor Front Bay Avionics Tray ARC-210 Receiver/Transmitter and L3 SATCOM Flight Sensor Unit Video Encoder De-ice Controller Electro-Optical/Infrared Sensor/ L-3 WESCAM model 14TS Electronics Front Bay Payload Tray Ice Detector Electronic Surveillance Payload (ESP) Antenna Nose Camera Assembly/ Thales Series 6600

Assembly

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CHAPTER XV
WEIGHT AND POWER ANALYSIS

1.

Weight and power calculations play an important role for any avionics system

designer. Before starting on the avionics design, the platform is considerably studied, its aero dynamics studied and flight tests are conducted. Only after the prototypes have flown, the avionics designer takes over the avionics integration of the aircraft. 2. Following specifications were given to design the avionics suite for an ELINT

UAV. They were carefully studied, matched with a platform aircraft and then the suitable avionics was incorporated.
Table 19 Specifications for ELINT UAV Specifications: SKYSPY ELINT UAV

Range Loiter Ceiling Avionics Payload Max Power Combat weapon drop

400 nm (454mi, 726km) 3 hours (180 min) 15000ft (4500m) 600lb (272kg) 3kW Nil

3. table.

The weight and power analysis of the ELINT UAV are shown in the subsequent

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RESTRICTED 4. Equipment wise power and weight Table 20 equipment LR100 ELM 2160 AN ALQ 162 AN APQ 174 LN 251 KN 4072 LTN-92/CMA-900 AP 50 AN ARC 210 Weight (kg) 25 22 19 100 5.8 5 32.7 8 5.4 Power (Watts) 360 350 650 800 25 35 160 11 150 200

L-3 Communication 6 KuSDL An APX 100 Smallcarft MREO THALES 6600 TOTAL 4.5 6.84 15 10 265.24

30 50 30 50 2901

5.

Table : Power weight Analysis of ELINT UAV

Table 30

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MAXIMUM POWER

3000W

2901 Watts

PAYLOAD

272 kg

265.24 kg

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CONCLUSION
1. UAVs are highly capable unmanned aerial vehicles flown without an on-board

pilot. ELINT is a form of Electronic Warfare and plays a crucial role in any conflict . The role of ELINT UAV is to support the commander by providing him with the strategic capability of electronic reconnaissance in peacetime that can be utilized effectively in war. 2. This report has presented the detailed avionics system design and architecture of

an ELINT UAV. The systems have been chosen according to the mission requirements of the aircraft. The necessary avionics equipment for an ELINT UAV are Ground Control Station, Flight Control System, Mission Management Computer, LOS Communication UHF/VHF, EO/IR, System, and ELINT sensor. All the necessary avionics equipment have been evaluated and the system that best meets the requirements has been selected. 3. The target design specifications have been met. It has been shown that the

ELINT UAV has a payload of 265.24 kg (alloted 272 kg) and a power consumption of 2901 W (allotted 3000W). 4. ELINT UAV can be a potent war weapon if utilized properly. Modern warfare

dictates that the country that controls the air, controls the war .Air warfare of today is all about controlling the electromagnetic spectrum and the air force superior in electronic warfare control the skies.

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REFERENCES
1. Janes Unmanned Aerial Vehicle and Targets, Issue 25 2. Janes Radar and Electronic Warfare 2003-2004,2005-2006 3. Janes Avionics 2005-2006 4. Spitzer. Digital Avionics Systems, The Blackburn Press, 2000 5. Moir, Seabridge. Military Avionics Systems, John Wiley & Sons Ltd, 2006 6. Collinson, R. Introduction to Avionics Systems Kluwer Academic Publishers, Dordrecht, the Netherlands. 2003 7. Roadmap of UAVs 2005 8. www.wikipedia.com 9. www.google.com 10. www.rockwellcollins.com 11. www.fas.org 12. www.honeywell.com 13. www.raytheon.com 14. www.thales.com 15. www.northropgrumman.com 16. www.cmcelectronics.com 17. www.l3communications.com 18. www.janes.com 19. www.k2dynamics.com 20. www.elta-iai.com 21. www.uavflight.com

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