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Transcript of I n t e g r i t y - S e r v i c e - E x c e l l e n c e Air Force Research Laboratories Automated...
I n t e g r i t y - S e r v i c e - E x c e l l e n c e
I n t e g r i t y - S e r v i c e - E x c e l l e n c e
Air Force Research Laboratories
Automated Aerial Refueling: Extending the Effectiveness
of Unmanned Air Vehicles
Jacob HinchmanProgram Manager
Automated Aerial Refueling
Distribution A: Cleared For Public Release
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 2
Unmanned Aerial Vehicles
– Extends Range
– Shortens Response for Time-Critical Targets
– Maintains In-Theater Presence Using Fewer Assets
– Deployment with Manned Fighters and Attack Without the Need of Forward Staging Areas
Significance to Air Force
Manned Aircraft
– Provides Adverse Weather Operations
– Improves Fueling Efficiency
– Reduces Pilot Workload
AAR Will Assist UAVs in Reaching Their Full Potentialand Greatly Enhance Manned Refueling
“We will leverage long-range and stealthy assets to ensure we can access any target and quickly defeat enemy defenses to allow other forces to operate.”
Global Strike Vision
PA #: AFRL/WS-04-1076
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 3
AAR Program Key Aspects
• Automating the Receiver- Demonstrate an Operationally Feasible UAV
Refueling Capability
• Near-Term Focus – Boom/Receptacle Refueling
- Target was Air Force UAVs- Near-Term Refueling Requirement- Challenge Technology Base
• Future Application to Probe Drogue Refueling- Leverage Tech Base Developed in B/R- More Challenging “End-Game”
Crawl, Walk, Run Spiral Approach to Provide Timely Technology Transition
PA #: AFRL/WS-04-1076
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 4
Boom/Receptacle Refueling
• From the Receiver’s Perspective- Close Formation Flight
- Follow Tanker’s Lead Around Refueling Track
- Can Take up to 30min for Heavy’s
• From the Tanker’s Perspective- Tanker Flies in a Predictable Manner
- Boom Operator Flies Boom into Receptacle
- Tanker Control Fuel Offload and Rate
PA #: AFRL-WS 05-1166
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 5
Probe/Drogue Refueling
• From the Receiver's Perspective- Fly Formation with Tanker
- Capture the Drogue/Basket
- Push Basket Forward for Fuel to Flow
• From the Tanker’s Perspective- Fly in a Predictable Manner
PA #: AFRL-WS 05-1166
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 6
National AAR Team
ACCAMCASC
CorporationSynGenics
©
Navy
PA #: AFRL/WS-04-1076
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 7
Key Technology Challenges
See Near• Determine Relative Position with Tanker
- Using Position/Velocities to Close Control Loop- High Confidence in Position Accuracy- Avoid Aircraft in AAR Area
Collision Avoidance• AAR Brings Many Aircraft into Same Airspace
- Moving from ARIP to ARCP
Command and Control• Assure UAV Accurately Responds to Boomer Break-
Away Commands- Commands are Flight Critical
Real World Considerations• Fitting Solutions into a Low Probability of
Detect/Intercept Environment- Latency, Drop-Outs, Re-Encryption, and Limit Power
Settings
PA #: AFRL/WS-04-1076
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 8
Key Challenges:Integration of Technologies
• Refueling Affects Most Aircraft Systems
- Fuel, Navigation, Flight Controls, Sensing, Comm, and Ground Station
• Pilot in Command Issues - Ground Station has Limited Situational
Awareness- Data Latencies due to Datalink Delays
• Autonomy of Vehicle Increases - Fault Detection and Safety need to be
On-Board
• Technologies Needed- Formation Flight- Automated Collision
Avoidance- Precision Positioning- Tanker to UAV Comm- Ground Station SA
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 10
The CONOPS
Working with ACC & AMC to Develop CONOPS
Used F-16 Procedures As Baseline Refueling 4-Ship UCAS Packages Manned Refueling Procedures Extensive use of simulation to
validate and demonstrate CONOPS to warfighter
Based AAR Procedures On Current Manned Aircraft ProcedureBased AAR Procedures On Current Manned Aircraft Procedure Ensuring Seamless Integration, Ease TransitionEnsuring Seamless Integration, Ease Transition
Public Release #: ASC 04-1036
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 11
Example CONOPS:Contact Position
Authorized UCAS Stabilizes in Pre-Contact Position
Boomer Authorizes UCAS to Contact Position
Authorized UCAS Stabilizes in Contact Position
Boomer Plugs UCAS
UCAS Acknowledges Contact to MCS Operator
Confirmation of Contact Is Provided to Tanker
UCAS Maintains Contact Position
UCAS Takes Fuel
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 12
AAR Conceptual Design Families
Sensor-BasedAdvantages:• Most Affordable Conceptual Design• Sensor May Enable Additional UCAS
Capabilities
Disadvantages:• UCAS Vehicle Integration • Sensor Development Risk
Navigation-BasedAdvantages:• Lowest Technical Risk For Initial Capability• All Weather Capability• Compatible With Navy Ops• Simple Vehicle Integration
Disadvantages:• Requires Tanker Modifications• Susceptible to GPS Degradation
Public Release # : ASC 04-1271
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 13
An Equivalent Model for UAV Automated Aerial
Refueling Research
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 14
Equivalent Model
Clamshell (Yaw & Speed Brake)
Aileron (Roll)
Flap (Pitch)
Planform & Control Surfaces
ICE 101
Spoiler Slot Deflector
Leading Edge Flaps
All Moving Tip DeflectorPitch Flap
Elevon
Clamshell
Leading Edge Sweep 65 deg
Wing Span 37.5 ftBody Length 43.12 ft
AR 1.74
Wing Area 808.6 sq ft
Leading Edge Sweep 42.8 deg
Wing Span 54.7 ftBody Length 29.6 ft
AR 3.7
Wing Area 808.6 sq ft
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 15
Equivalent Model Initial Agreement
The ICE aspect ratio will be modified to a value of 3.7
Model will be non-proprietary
To properly model gust sensitivity in the pitch axis, wing loading will be adjusted to 50 lb/ft2
Control power will be modeled as required to meet acceleration requirements and provide a predictable, linear, inner-loop response
Control surface effectiveness and interactions will be simplified since control allocation is not the focus of this effort
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 16
Altitude: 20K to 30KAirspeed: 225 KCAS to Mach 0.8Angle of Attack: -5° to +10°Side Slip Angle: +/- 5°
Flight Envelope
Pitch time to double - neutralRoll - stableYaw time to double - neutral
Pitch 5.52 rad/sec2 (independent use of full pitch flaps)
Roll 7.84 rad/sec2 (independent use of full elevons)
Yaw 1.17 rad/sed2 (independent use of one clamshell)
Deceleration 12.35 ft/sec2 (independent use of both clamshells-
assumes no yaw input)
Flight Limits and Airframe Response
Acceleration Response
Short Period, Roll, and Dutch Roll Mode Response
Total Fuel Weight = 17,500 lbsTotal Gross Weight = 40,430 lbs
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 17
Longitudinal AxisShort Period Frequency 4.5 rad/secShort Period Damping 0.8
Roll AxisBank Frequency 2.2 rad/sec Bank Damping 0.9
Directional AxisDutch Roll Frequency 1.5 rad/secDutch Roll Damping 0.8
Speed Control Speed control requirements will be developed as part of the AAR contract. Use of modulated speed brakes will only be pursued if it is determined adequate control can not be achieved through use of engine control alone
Note: Stability margins of 6 db and 45° to be maintained with guidance loops closed
Target Closed Loop Dynamics
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 18
• Integrated Aerial Refueling R&D Simulation Being Developed Boomer Station UAV Operator Station Tanker Pilot Cube Other Receiver Stations
• Provides Test Bed for AAR System Development Allows Rapid Prototyping and Early Operator
Interactions Helps Develop and Visualize Correct Story
Boards
PC Based Simulation
Facilitate Early Operator Interaction with the AAR System
Role of Flight Simulation
Infinity Cube Simulation
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 19
Simulation Structure
• Simulation consists of five main components
- Simulation control console
- KC-135 boom operator station
- KC-135 pilot station
- UAV operator station
- Observer-Referee station
• D-Six stations
- Windows-based, real-time simulation environment
- Includes four UAVs, KC-135 tanker, and boom model
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 20
Simulation Stations
• KC-135 pilot station
- Uses the Infinity Cube
- Allows pilot to observe and participate
- Provides use of autopilot or “hands-on” flying
• KC-135 boom operator station
- Designed specifically for AAR
- Allows boomer to evaluate technologies and
“concepts of employment”
- Need boomers to support the AAR process
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 23
GP44153002.pptAAR-Modified Conventional
Uncertainties
Tanker’s Semi-Wingspan
• AAR Auto ACAS Simulation (Summer 2004)
• UAV Position and Pathway Validation Study (Fall 2004)
• Turbulence Evaluations (Winter 2004)
Recent Simulation Events
GP44153001.ppt
Contact Position
Post-Refueling Position
Observation Position
Pre-Contact Position(50 ft behind and 10 ft below the
refueling boom pivoting point)
WingtipVortex
Inboard andOutboard Engine
Exhaust
InboardIntermediate
InboardObservation
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 24
• Rendezvous Algorithm Development (Spring 2006)
• Storyboard Evaluation (Through 2007 and Beyond)
• Flight Test Support (Summer 2005 – Fall 2007)
Future Simulation Events
ARIP
ARCPEn RouteRendezvous
Air-to-AirRefueling
Tanker Orbit275 KIAS
J-UCASs Exit Refueling Track
EAR
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 25
Capstone Simulation
• Objective- Demonstrate complete set of AAR system
designs with high fidelity models- Full concept of operations (CONOPS)
development for multiple UAVs • Purpose
- Transition AAR four ship CONOPS to production
• Test Details- Man in-the loop simulation- Boom, manned control station, tanker pilot- Equivalency model- PGPS effected model- Data link model- Turbulence model
Dist A: Public Released
Improve Simulation Capability for four ship CONOPS Development
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 26
Flight Test Objectives
- Mature Precision GPS (PGPS) technology throughout flight test - Reduce technology development risk - Refine simulation models- Gain confidence in system architectures and designs- Enable technology transition to future UAV systems
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 27
Phase I Open-Loop Data Collection
• Flight Test Objectives- Qualify Lear Jet for flying around KC-135- Validate PGPS models and assumptions
• Body masking• Gather real-time GPS and INS data
- Gather Electro-Optical sensor data- Validate tanker downwash predictions
• Flight Test Purpose- Improve PGPS simulation models for
AAR system development- Augment hybrid system development
• Test Details- 107th ANG Tanker- Calspan Lear Jet
Critical to Determine Design Feasibility
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 28
-30
-25
-20
-15
30 35 40 45
X Distance - ft
Z D
ista
nce
- ft
Refueling EnvelopeCenterGoal Envelope
Threshold Envelope
Approximation
EnvelopeApproximationApproximation
Approximation
Note: Distances are for zero azimuth angle
Precision Positioning System Accuracy Requirements at Contact
Boom Air-to-Air Refueling Envelope
One of Several Positioning System
Requirements
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 29
TTNT Data Collection
• Flight Test Objectives- Evaluate real-time performance of PGPS
algorithm with data link- Evaluate TTNT data link performance
under real-world conditions- Validate analytical models
• TTNT data link• GPS Receiver• Embedded GPS and INS
• Flight Test Purpose- Characterize PGPS sensors and data
link in real-time- Critical step for ensuring system integrity
• Test Details- NAVAIR E-2 or T-39- Calspan Lear Jet
Real World Constraints are Critical to AAR Design
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 30
PGPS Closed-Loop Station Keeping
• Flight Test Objectives- Evaluate:
• The performance of updated PGPS models• The interface between guidance navigation system and
flight control system• The PGPS integrity system• The station keeping flight control laws
- Update TTNT data link performance• Flight Test Purpose
- Demonstrate PGPS accuracy and integrity- Validate Lear Jet analytical model- Verify performance of inner and outer loop
control laws• Test Details
- 107th ANG KC-135 - Calspan Lear Jet 25
Critical integration of PGPS and Flight Control Laws
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 31
AAR Graduation Flight Demo
• Flight Test Objectives- Demonstrate full AAR closed-loop precision
navigation system on a Lear Jet moving around a KC-135 from Observation->Pre-Contact -> Contact -> Pre-Contact Including Breakaway
- Validate PGPS performance- Collect data from candidate EO/IR sensor for
Hybrid system development
• Flight Test Purpose- Prove AAR system design on Lear Jet- Provide key metrics for simulation
demonstration- Ensure AAR technology transition to UAVs
Demonstration Ensures AAR Technology Transition to UAVs
Dist A: Public Released
I n t e g r i t y - S e r v i c e - E x c e l l e n c e 32
Summary
• Air Force Research Laboratory is the World Leader in AAR
• Operationally Relevant
• Meet future refueling requirements
• Synergy between flight test and flight simulation
The AAR Team is Poised to Meet the
Automated Refueling Challenge
Dist A: Public Released