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The UCAS-D program will focus on studying
and demonstrating the capability of an unmanned aircraft, to
fully integrate into routine operations on US Navy aircraft
carriers. Northrop Grumman officials are highlighting the many
benefits of a carrier-based unmanned system. Beside its inherent
as cost effective pilot training, by using simulation (there
is no need to actually fly the autonomous air vehicle), there
are other cost savings, such as the elimination of the need
for supporting combat search and rescue support for unmanned
missions, and the ability to deploy a carrier with part of its
air wing, augmenting it by the unmanned aircraft as the carrier
group reaches its destination.
The two UCAS aircraft will begin flying operations at Edwards
air force base in 2009 and continue testing at the at Patuxent
River Naval Base, from where it will fly to join a carrier air
group at sea by summer 2012. Following the demonstration the
program is expected to enter full scale development, toward
full potential combat readiness by 2018.
 Maintaining
the aircraft all-aspect low-observable characteristics, required
special attention to details, uncommon in land-based aerial
platforms. These included special coverage of the wing folding
seams, designed in recessed tailhook and the low observable
application, for the retractable refueling probe. Other features
are utilizing simpler means, such as the installation of fuel
links in the weapons bay, to carry two 600 gal. fuel tanks,
which can be used for extended missions or mid-air refueling.
With 1,200 galons of extra fuel on board, these unmanned aircraft
could become popular aerial refuellers, relieving the Hornet
pilot from this dull, but still highly precarious job. On combat
strike missions the UCAS will be able to carry two 2000 lbs
sized (JDAM) bombs or six small diameter bombs. The weapons
bay will also be used to carry other payloads, including SIGINT
and ELINT pods. The aircraft will be fitted with the integrated
sensor suite, designed for the Joint Strike Fighter (JSF). On
such ISR missions, this unmanned aircraft will be capable operating
continuously for 50 – 100 hours (with multiple aerial
refueling), providing the navy with unprecedented mission persistence.
 Carrier-based
operations will highlight handling the aircraft, which is shorter
but wider than an F-18. With a 62.1 foot wing span, the X-47B
is significantly wider than an F-18 (44.7 ft) but with folded
wings (27.4 ft), UCAS will occupy the same width as a Hornet,
therefore enabling storage or elevator capacity of three UCAS,
at the 'footprint' used by a pair of Hornets. With a wheel base
of 16.3 ft, it will provide a stable, highly maneuverable platform,
designed for efficient operation on the flight deck. The aircraft
will use an air actuation system for braking, and, since no
hydraulics are used on board, external power will not be necessary.
On deck, the aircraft will be controlled by two operators, one
watching the signals from the directors and the other, actually
controlling the aircraft via Portable Maintenance Device (PMD),
utilizing a wearable computer and wrist worn console. "Controlling
an unmanned aircraft on board a carrier is revolutionary to
the Navy, but we intend to demonstrate that it can be done without
any interference to the hectic activity on board. The idea is
to blend in, not to change the current procedures" says
Adm. Tim Beard, "the aircraft will be able to taxi, and
move just like any other naval aircraft, under or over the deck,
and in the air."
Further adapting to carrier handling, the X-47B will have
a unique engine removal mechanism, enabling the maintenance
crew remove the engine from the belly, by extending the carriage
struts by 20 inches, gaining sufficient clearance to pull out
the engine below the aircraft. The UCAS will be operated on
the carrier, in the hangers, lifts and on deck, perform catapult
launches, approach procedures and landing by using precision
GPS (PGPS). The unmanned aircraft is believed to perform in
all weather and sea conditions that might affect human operations,
such as high sea, bad weather and strong winds.
 Immediately
following takeoff, the X-47B will be handed over to the flight
operations center, where pilots supervise its autonomous flight.
According to Scott Winship, fully qualified 'pilots' may not
be necessarily for every mission, as some of the non combat
related missions could be performed by flight controllers, or
senior NCOs trained to perform less complex missions, which
will further contribute to cost savings. The control system
will be designed to enable a single operator to control several
aircraft, through rapidly updated geographic and cockpit situational
pictures.
The X-47B will land just as any other naval aircraft. However,
the unmanned aircraft is expected to demonstrate land precision
much higher compared to manned aircraft. "We expect to
hit a specific cable, landing within few inches from our designated
point" said Beard. Once landed, the deck operators will
regain control of the aircraft, clearing the runway in 45 seconds,
to maintain operational tempo.
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