Russia sees a large world market for unmanned combat vehicles, and will shortly begin to market its Uran-9 system, which comprises both armed and unarmed robot vehicles, and is intended for a wide range of combat missions. (Rostec photo)

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09/02/2016

Elbit Systems Introduces New Unmanned Combat Boat

Drawing on world class know-how derived from generations of Unmanned Aircraft Systems (UAS) design, development and operation and its naval capabilities, Elbit Systems’ newest offering in the unmanned platform field is Seagull - an organic, modular, highly autonomous, multi-mission Unmanned Surface Vehicle (USV) system. Seagull is a 12-meter USV with replaceable mission modules, with two vessels capable of being operated and controlled in concert using a single Mission Control System (MCS), from manned ships or from the shore. The system provides unmanned end-to-end mine hunting operation taking the man out of the mine field. It provides mission planning, and on-line operation in known and unknown areas, including area survey, search, detection, classification, identification, neutralization and verification. It is equipped to search the entire water volume and operate underwater vehicles to identify and neutralize mines. Seagull changes the dynamics of anti-submarine operations by creating a threat to submarines using a cost-effective and available asset, replacing and augmenting manned assets with minimal threat from submarines. It empowers a surface vessel or naval base commander with off-board, available and rapidly deployable Anti-Submarine Warfare (ASW) capabilities to protect critical sea areas and high-value assets from submarine as well as sea mine threats. Incorporating Elbit Systems' extensive experience in UAS, Seagull features a robust, highly-autonomous and safe sailing capability as well as modular mission payload suites, selected to match a variety of required missions including EW, surface force protection, hydrographical missions in addition to the core MCM and ASW missions. The sailing suite includes a patented Autonomous Navigation System (ANS), with obstacle avoidance, which considers the international regulations for preventing collisions at sea. Network ready and long enduring, Seagull features inherent C4I capabilities for enhanced situation awareness and can remain at sea for over 96 hours. The Seagull multi-mission USV system offers navies a true force-multiplier in reducing risk, cost and manpower requirements in performing missions which have only been performed to date by costly manned assets. -ends-
09/02/2016

Northrop Comments BACN’s 100,000 Combat Hours

SAN DIEGO --- The Battlefield Airborne Communications Node (BACN), developed by Northrop Grumman Corporation (NOC) for the U.S. Air Force, achieved 100,000 combat operational flight hours Jan. 30, 2016 providing critical communications capabilities to warfighters. BACN is a high-altitude, airborne communications gateway that translates and distributes imagery, video, voice and data, often from disparate elements, enhancing situational awareness, communications and coordination for warfighters in the air and on the ground. BACN can act as a high-altitude relay and has been used for missions such as airdrop and airstrike operations. BACN flies on seven separate aircraft -- and two aircraft platforms -- to provide persistent connectivity and operational support 24 hours a day, seven days a week. BACN currently operates on four E-11As, a modified Bombardier business jet, and three EQ-4Bs, Global Hawk Comms Gateway unmanned aircraft systems. BACN achieved the 100,000-mile milestone flying more than 8,300 missions since the system was first deployed in October 2008. BACN has delivered a mission availability rate above 98 percent. Northrop Grumman is the prime contractor for the development, fielding and maintenance of the BACN system. The company was awarded the first BACN contract in April 2005 by the Air Force Life Cycle Management Center, Hanscom Air Force Base, Massachusetts. Northrop Grumman is a leading global security company providing innovative systems, products and solutions in unmanned systems, cyber, C4ISR, and logistics and modernization to government and commercial customers worldwide. -ends-
09/02/2016

Atlas Elektronik Supplies Unmanned MCM Boat to German Navy

WINFRITH, UK --- In December 2015 Atlas ElektroniK UK (AEUK), together with their parent company Atlas Elektronik GmbH, successfully delivered an ARCIMS multi-role USV to the German Naval Technical Centre, WTD71, based within the Eckernfoerde Naval Base. This follows the recent success earlier in 2015 where AEUK secured a major contract with the UK MoD to supply the Royal Navy with an Autonomous Minesweeping Capability. The ARCIMS USV is an 11m platform with a large open deck space and a 4 tonne payload capacity. It has been specifically designed for unmanned military applications with a shock resistant hull and a low platform underwater signature. The high tow performance across a wide speed range assists minesweeping and towed sonar operations. The cathedral hull and twin jet propulsion provides a manoeuvrable yet stable platform with a top speed of over 40 knots. The USV is part of the ARCIMS Mission System that includes a range of reconfigurable Mission Modules to deliver MCM and Hydrographic operations, ASW, Maritime Security and Force Protection. The German Navy has a requirement to assess the use of unmanned mine countermeasure (MCM) systems. WTD71, the Bundeswehr Technical Centre for Ships and Naval Weapons, is responsible for the development and evaluation of such equipment from pre-phase to service use. The ARCIMS USV can be operated remotely, autonomously or as a manned platform and offers the flexibility to test and evaluate a range sweep equipment as well as the deployment of off-board payloads. This procurement will help WTD71 to develop their next generation unmanned minesweeping and mine hunting solutions including the evaluation of the ARCIMS USV itself as a candidate platform. AEUK has demonstrated an impressive track record of ARCIMS sales, including a recent order with the UK MoD for an Autonomous Minesweeping Mission System deployed from the HUNT Class MCMV. Also, two Portable Minesweeping Systems for a Middle East navy, a Mine Hunting System for the Royal Navy, and an ARCIMS USV for WTD71 Germany. Furthermore, AEUK is aiming to secure additional contracts within Asia in 2016 making the Company a true global leader in the supply of military Autonomous Mission Systems. Mario Pohl, Vice President Sales Germany states: “The whole ATLAS Group welcome the opportunity to support WTD71 with their future developments and look forward to further collaboration within forthcoming European projects”. Atlas Elektronik UK Ltd, based in Winfrith, Dorset is a leading provider of science and technology solutions to the UK Ministry of Defence, the Royal Navy and to other defence departments and corporate customers internationally. We offer complete solutions, from research through product concept, design and development, manufacture and subsequent support. In the past three years we have grown the turnover of our business by over 40% and our percentage of exports has grown significantly. The business has been at the forefront of UK naval research and development for over sixty years. The company became part of the global Atlas Elektronik Group in October 2009 and is the Group’s largest subsidiary. Within the Dorset UK area we are one of the largest employers of scientific and technical staff with a workforce of over 260 employees. -ends-
09/02/2016

Detect and Avoid System for UAVs Allows Safe Integration In Civil Aviation

VIENNA / DEN HELDER --- Schiebel and the Netherlands Aerospace Centre (NLR), the Netherlands Coastguard and the Royal Netherlands Air Force conducted a series of successful flights with a newly developed airborne Detect and Avoid System at the airport of Den Helder in December 2015. The AIRICA (ATM Innovative RPAS Integration for Coastguard Applications) project marks a major step forward in the process of safe integration of RPAS (Remotely Piloted Aircraft Systems) into all classes of airspace. During a special demonstration held at De Kooy Airfield in Den Helder, Schiebel provided it´s unmanned helicopter, the CAMCOPTER® S-100, onto which the NLR developed AirScout Detect and Avoid System was installed. The Netherlands Coastguard provided a Dornier Do-228 as “intruder” and the Royal Netherlands Air Force contributed with an Alouette helicopter as “intruder”, and provided the Air Traffic Control services. Several scenarios were successfully executed where the CAMCOPTER S-100 “unexpectedly” encountered an intruder aircraft. The system then determined in real time the corrective action to ensure the necessary separation from the intruder aircraft. (NLR video) The AIRICA project is funded through the European SESAR programme (part of the Single European Sky initiative) and the key focus – integration of an RPAS into the airspace for Netherlands Coast Guard´s applications – was effectively demonstrated during the flights. Edwin van der Pol, Head of Operations Kustwacht: ”In the future we hope to use unmanned systems for our search and rescue operations. These trials are important to achieve regulations for bringing RPAS into non-segregated airspace.” Chris Day, Head of Capability Engineering at Schiebel: “This demonstration is another positive step towards unmanned air systems gaining access to a broader range of airspace.” Founded in 1951, the Vienna-based Schiebel Group focuses on the development, testing and production of state-of-the-art mine detection equipment and the revolutionary CAMCOPTER S-100 Unmanned Air System (UAS). With headquarters in Vienna (Austria), Schiebel now maintains production facilities in Wiener Neustadt (Austria) and Abu Dhabi (UAE), as well as offices in Washington DC (USA) and Phnom Penh (Cambodia). -ends-
08/02/2016

Turkey’s Anka UAV Flies First Operational Mission

ANKARA --- Anka, an unmanned aerial vehicle developed by the Turkish Aerospace Industries (TAI), carried out its debut missionary flight in the eastern province of Elazığ on Feb. 5. Taking off from Elazığ Airport, Anka (“Phoenix” in English) ascended to an altitude of 19,000 feet to carry out a four-hour exploration and observation flight. Designed and developed by TAI, a Turkish Armed Forces Foundation company, Anka is a medium-altitude, long-endurance (MALE) drone. It has initially been deployed in Elazığ due to the current strategic needs of the Turkish General Staff, said Deputy Defense Minister Şuay Alpay at the launch of the Anka’s first flight. “We are currently doing a very critical thing, struggling against terror,” Alpay said. “Our struggle will continue with determination until the last terrorist leaves this country and the weapons are taken from [the terrorists]. All elements of the defense industry will support and strengthen this struggle,” he added. Work on the Anka dates back to December 2004, and in 2013 the Turkish government signed a deal with TAI for an order of 10 Ankas and ground stations. In 2014, military and defense officials moved ahead with a plan to add satcom capabilities to the Anka, while also bringing together a task force that would design and develop an indigenous engine for the drone. The Anka’s debut flight was controlled and observed from the ground control center by Turkish Armed Forces Foundation General Manager Orhan Akbaş, TAI Chairman Nejat Bilgin, rocket developer Roketsan Chairman Emin Alpman, and domestic defense firm Havelsan Chairman Yüksel Öztekin. -ends-
08/02/2016

UK Team Tests Hydrogen-Powered Drone

It only lasted 10 minutes and the guys in woolly hats and high-vis jackets looked like any other drone enthusiasts. But this short flight was the first by an aircraft wholly powered by solid hydrogen. The experimental drone runs on pellets that emit only water vapour when they burn. The drone’s fuel is also three times as light as a comparable lithium battery. One day the technology could help make commercial aircraft lighter and cleaner. “The idea was simple: stick solid state hydrogen fuel into a drone and fly it – but it’s tricky to do,” says Phil Anderson, head of Marine Technology at the Scottish Association for Marine Science in Argyll, UK, where the flight took place. Just as hydrogen fuel-cell cars have been eclipsed by electric vehicles, the idea never really took off with aircraft either. Previous efforts such as the Cryoplane project from Airbus used large tanks of liquid hydrogen kept at super-low temperatures. But these tanks proved too big and cumbersome to be practical. Storing hydrogen as a pressurised gas is also not very efficient. Drone on and on The new system, designed by UK firm Cella, uses around 100 solid pellets packed into a cartridge. The 1-centimetre-squared pellets are made from a chemical compound that produces a steady stream of hydrogen as they are gently heated. This gas is then converted into electricity in a fuel cell that runs the drone’s rotor. The inclusion of a polymer stops the compound melting and helps it release hydrogen at a lower temperature. The test flight lasted for 10 minutes and flew at an altitude of 80 metres – although it could have gone for two hours with the fuel it had on board, says Anderson. “Unlike with a battery, if you put in twice as much fuel you can go twice as far.” (end of excerpt) Click here for the full story, on the New Scientist website. -ends-
05/02/2016

US Navy Turns UCLASS Into Unmanned Aerial Tanker

WASHINGTON --- The U.S. Navy's FY17 budget request will transform the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) system into an unmanned aerial tanker, a far cry from the stealthy strike aircraft Congress has been pushing for. The move is part of a broader effort to mitigate a looming fighter shortfall that also involves extending production of F/A-18E/F Super Hornets and buying additional F-35C Joint Strike Fighters. The Navy envisioned a UCLASS system that prioritized intelligence, surveillance, and reconnaissance, but many lawmakers felt the program should provide the Navy with an unmanned system capable of operating in hostile anti-access/area denial (A2/AD) environments. UCLASS was rolled into a broader ISR analysis, and the FY16 budget delayed the program to allow for a complete review of the program's requirements. It appears, however, that both ISR and strike lost out in favor of refueling. The driving factor behind the decision is a need for more fighters. Navy Super Hornets conduct tanking missions for deployed air wings, so fielding a new unmanned tanker would free up those aircraft for other operations. The big question is whether Congress will go along with the decision. The FY16 defense authorization bill included an additional $350 million for the UCLASS program, with the directive that the secretary of defense use the funds to conduct competitive air vehicle risk-reduction activities that would lead to the fielding of "penetrating, air-refuelable UCLASS air vehicles capable of performing a broad range of missions in a non-permissive environment." The FY17 budget will also accelerate F-35C procurement, and integrating more stealth aircraft into the fleet could help alleviate concerns on the Hill about the change of course for UCLASS. According to media reports, the Navy will request funding for 15 F-35Cs in FY17, up from four under the previous budget plan. The Navy also wants additional Super Hornets, but it appears those aircraft will not appear until FY18. Reports indicate the Navy will seek 14 aircraft in its FY18 budget, but it is possible some aircraft could make it into the service's unfunded priorities wish list for FY17. -ends-
05/02/2016

USAF Doubles Class Size to Train More RPA Pilots

JOINT BASE SAN ANTONIO-RANDOLPH, Texas --- The 558th Flying Training Squadron ramped up efforts to double the remotely piloted aircraft pilot ranks with the start of its first 24-person class Jan. 11 at Joint Base San Antonio-Randolph. The larger class sizes are part of ongoing initiative announced by the Air Force in 2015 to increase the number of career RPA pilots across the service. “The RPA community as a whole is experiencing manpower issues and there is a need to train more pilots to help ease the overall strain on the career field,” said Lt. Col. John Stallworth, the 558th FTS commander. “We have worked diligently since last April to ensure we can meet the increased demand for trained ‘18X’ pilots.” Previously, RPA pilot training classes started with 12 students; by May, each will begin with 24 students. With 16 projected classes starting each fiscal year, the number of pilots trained annually will jump from 192 up to 384. One of the big challenges for the unit, which has been the sole source of RPA pilot training in the Air Force since January 2011, during the transition will be increasing overall production by 71 percent during fiscal 16, while at the same time, creating the permanent student production pipeline to be at full operational capability for fiscal 2017, said Lt. Col. Jason Thompson, the 558th FTS director of operations. The 558th FTS graduated 191 student pilots in fiscal 2015 and are projected to graduate 290 in fiscal 2016. “Overall production counts not just students, but also includes the additional instructors needed to handle the increased load,” Thompson said. “There is a considerable amount of moving pieces in regards to getting both the students, as well as the instructors, ready to make this mission a reality.” To help meet the increased student demands, Stallworth said the unit has hired roughly half of the 42 new instructor billets put on the books, which will see the squadron grow from 62 instructors to 104 over the next few months. “Our instructor cadre will be roughly 50 percent military and 50 percent civilian,” Stallworth said. “The (instructors) are doing a great job being flexible during this time of growth; they’ve done everything we have asked and more throughout this process.” To aid in creating the permanent production stream of RPA pilots, the inside of the 558th FTS building is undergoing a major renovation project. “The renovations include additional simulator rooms, plus additional classroom and office space,” said Maj. Michawn, a 558th FTS RPA flight instructor and officer in charge of the renovations. “Through our detailed planning with the Air Force Civil Engineer Center, the 502nd Civil Engineering Squadron and the contractor, we have mitigated most of the potential impacts to the students or their training time.” The renovations, costing approximately $1.15 million, started Jan. 18 and are expected to be complete by early July, said Michawn, while noting any delays or deviations to the current plan have the potential to reduce RPA student production capacity. After the renovations are complete, students will be split into six flight rooms vice the old three, with a typical class of 24 being broke into two halves of 12, Stallworth said. While half the class is working on academics, the other half will be training on the simulators, minimizing down time to the maximum extent possible and at the same time, keeping instructor workloads manageable. Despite the renovations, the transition to larger class sizes wouldn’t work without the dedicated work of the 558th FTS unit schedulers. “Our scheduling team has been absolutely critical to making this ‘plus-up’ happen,” Stallworth said. “Between academics and making sure everyone gets their ‘sim’ time in, we haven’t had any major hiccups and this is primarily due to their efforts in thinking through the problems and coming up with flexible solutions.” Partnering with the 502nd Trainer Development Squadron at Randolph to meet the need for more simulators, work is currently underway to design and build six new instrument simulators, as well as creating hardware and software upgrades to be made to 10 existing simulators to meet the improved training capabilities of the six new simulators, Stallworth said. The simulators are linked together so students have the opportunity to practice instrument flying procedures in a dynamic airspace environment similar to what they will encounter during real-world flight operations. “The T-6A-like simulators being developed with the (502nd TDS) will be state of the art and we appreciate the efforts of the entire trainer development team in helping make this happen,” Stallworth said. Another key element in ensuring mission success is the teamwork that has been on display between all the Joint Base San Antonio mission partners involved in the project, with crucial support coming from the 502nd Air Base Wing’s communications and contracting squadrons. “The 502nd ABW has been tremendous in supporting the needs of our training mission,” Michawn said. “There have been a few challenges along the way, but all the players are focused on getting the mission done.” -ends-
04/02/2016

AAI Wins $97M for Shadow UAV Datalink Retrofit

AAI Corp., doing business as Textron Systems, Hunt Valley, Maryland, was awarded a $97,109,000 modification (P00004) to contract W58RGZ-15-C-0047 for the Shadow tactical unmanned aircraft system, tactical data link retrofit full-rate Production VII. Work will be performed in Hunt Valley, Maryland, with an estimated completion date of Oct. 31, 2018. Fiscal 2015 other procurement funds in the amount of $97,109,000 were obligated at the time of the award. Army Contracting Command, Redstone Arsenal, Alabama, is the contracting activity. -ends-
04/02/2016

Predator Crashes In Southern Turkey

RAMSTEIN AIR BASE, Germany --- An Air Force MQ-1B Predator remotely piloted aircraft crashed in an unpopulated area in southern Turkey at approximately 1:40 a.m. local time, Feb. 3. The initial assessment is that the aircraft experienced mechanical failure. An investigation is underway to determine the specific cause of the crash. No military members or civilians were injured. The U.S. military and Turkish officials have positive control of the crash site. -ends-

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12/06/2015

Fly-offs for French Tactical UAV Competition Begin This Month

PARIS --- France’s defense procurement agency will begin the in-flight evaluation of competitors for the future SDT tactical UAV system later this month, allowing selection of the winner by year-end after a second-round review in the fall. The evaluations, each lasting one or two weeks, will take place at Istres air base in south-eastern France. The SDT evaluations will oppose two French companies offering foreign-designed airframes with subsystems and electronics tailored to French needs: Sagem, which is offering its Patroller, and Thales, which is offering the Watchkeeper developed by its British subsidiary, Thales UK, for the British Army. Watchkeeper will be evaluated in late June, and Patroller will follow in early July. Airbus Defence and Space, which had not been invited to bid for the Système de Drone Tactique (SDT) program, submitted an unsolicited offer earlier this year based on the Textron Systems Shadow M2 unmanned system, which it has dubbed Artemis. The company is waiting for feedback from DGA and the French army on its unsolicited offer before making a full-fledged bid. Uncertainties remain as to SDT funding The French army has not specified a number of aircraft or systems, but has defined an operational requirement, leaving industry to come up with proposals on how best to meet it. However, as it now operates 22 Sperwer tactical drones, it is likely that it will ultimately require about 30 Système de Drone Tactique (SDT) aircraft divided into four deployable systems. “The 2014-2019 Military Program Law calls for two complete and deployable SDT systems, comprising 14 operational and training aircraft, to be delivered by 2019,” a DGA spokesman told Defense-Aerospace.com June 10. He added that the competition was formally launched during the fall of 2014, and that it is proceeding as planned, but declined further comment because the competition is ongoing. There are some doubts, given the French air force’s large-scale procurement of Reaper MALE UAVs, the planned development of the Eurodrone 2020 MALE, and the availability of smaller tactical UAVs, whether the French army actually needs to spend so much money to buy large UAVs of its own. “The current worry is that the program might not be completed, as the requirements are very ambitious and demanding, and there is no officially-defined budget,” says a senior official of one of the competing companies. In fact, the SDT program was barely mentioned during May 26 parliamentary hearings on the update to the 2014-2019 defense program law. Gen. Jean-Pierre Bosser, the army chief of staff, simply said that “we expect our current interim SDTs to be replaced by an SDT system,” before moving on to other issues. All three competitors stress the high French content of their offers, the high proportion of production work that will take place in France, and the fact that their solution offers sovereign, autonomous capabilities entirely free of foreign interference, for both operation and support. Sagem, with its Sperwer, is the incumbent; its latest contract was awarded in December 2013, and funded five additional Sperwer systems for delivery in 2015. In addition to those already in service with the 61ème Régiment d’Artillerie, these UAVs will maintain French army capabilities until a replacement enters service by the end of the decade. The three competitors offer three totally different approaches to the French requirement. All three offer broadly similar sensors, but differ notably in their air vehicles, which range from Sagem’s optionally-piloted and self-deployable motor glider; Thales’ updated and “Frenchified” Hermes UAV to the much smaller, and optionally catapult-launched, Shadow M2 planned by Airbus DS. In fact, the difference in size is such that the 250 kg payload of Sagem’s Patroller is heavier than an entire Shadow air vehicle, while at 450 kg empty mass Watchkeeper is less than half as heavy as Patroller. In other words, Watchkeeper is twice as heavy as Artemis, and in turn Patroller is about twice as heavy as Watchkeeper, although they all carry similar types of payloads. Given France’s insistence on maintaining its independent deployment capability, the level of technical and operational sovereignty, and the control of the supply chain, is likely to weigh heavily during the final selection. Watchkeeper Goes French Sagem’s main competitor for the French SDT contract is Thales UK’s Watchkeeper , which was developed from the Elbit Systems Hermes 450 design and adapted to UK requirements. The British Army has ordered 13 Watchkeeper systems, for a total of 54 air vehicles, about 30 of which have been delivered to date. Watchkeeper was deployed by the British Army in Afghanistan. Several aircraft arrived at Camp Bastion, in Afghanistan’s Helmand province, in August 2014, and flew its first combat mission on Sept. 16, Lt Col Craig Palmer, the point man for UAVs at British Army HQ, told reporters here June 2. However, it will not attain Full Operational Capability until 2017, he said. Watchkeeper has flown about 500 hours with the British Army, Palmer said, of which 140 hours in Afghanistan and 360 hours from its base in Boscombe Down, in England. British troops prepare a Watchkeeper unmanned aerial vehicle for a mission at Camp Bastion, in Afghanistan’s Helmand Province. (UK MoD photo) “Watchkeeper was designed from the outset to generate information superiority [and] its world-class I-Master radar is what is actually adding value. It’s a game-changer” compared to the Hermes, which has no radar, Palmer said. The Watchkeeper variant Thales has offered to France is equipped with mostly French subsystems, including a secure datalink, the same Automatic Take-Off and Landing System (ATOLS) that Thales developed for Watchkeeper, and Thales’ own electro-optical sensors. For the time being, the French army has been offered a Selex ES surface search radar, but alternate radars can also be fitted. For the French proposal, the joint Elbit/Thales datalink fitted to UK Watchkeeper has been replaced by a Thales-developed TMA/TMG 6000 dual-mode (command and ISR data) datalink, and Thales Executive Vice-President for Telecommunications Marc Darmon says the company has all the Intellectual Property (IP) rights to this product, which is obviously significant for national sovereignty issues. “We bought the source codes and we largely re-wrote them, so we have total control of the system,” says another Thales executive, dismissing concerns that foreign companies are involved in the French Watchkeeper proposal. At present, 80% of Watchkeeper components are British-made, with another 15% coming from France and 5% from the rest of the world, according to Pierrick Lerey, strategy and marketing director for Thales’ UAV and ISR business. The company has formed a French suppliers club (equipefrancewatchkeeper.com) to update Watchkeeper’s main systems, including a new-generation electro-optical payload; a new Communications and ESM payload; a new imagery chain for full HD video; interconnection with the French military C4ISR network, a new ground station and a remote video terminal. The goal, Lerey says, is to bring French content up to at least 35% for the French program, since the Watchkeeper airframe and the (new) ground stations will continue to be built in the UK. Sagem’s Optionally-Piloted Motor Glider While its competitors opted for specific, UAV-sized airframes, Sagem preferred to use a civil-certified airframe for its Patroller, which is almost as large as a MALE drone but offers the advantage of being derived from a German motor glider, the Stemme S-15. Frederic Mazzanti, Sagem Vice-President and head of its Optronics and Defense Division, notes that this means it can self-deploy using civil airspace, that it can be used for training in unsegregated airspace with a pilot on board, and that it does not need tractors or other ground equipment because it was designed to be autonomous on the ground. Patroller’s size also means it offers lots of space for fuel and sensors, and the commercial origin of its airframe means it was designed for simple, straightforward repairs with little tooling, another plus for austere operations. A soldier shows the large sensor ball of Sagem’s Patroller UAV, a large, optionally-piloted aircraft that offers much greater range and payload than its competitors (Sagem photo) Sagem’s offer comprises triplex-redundant avionics, a new fourth-generation Euroflir 41 sensor ball with a 43-cm diameter and fitted with full HD color TV, visible and thermal imaging, and laser rangefinder and designator. Several synthetic aperture radars can be fitted, depending on the customer’s preferences, and several have already been tested. Most importantly, says Mazzanti, Patroller has the capability to operate radar and EO sensors at the same time, and also to transmit their imagery at the same time. This, he notes, is a unique capability in this category, and can multiply an ISR aircraft’s effectiveness by tracking several targets with different sensors at the same time. Most Patroller subsystems and sensors are produced by Sagem itself (EO sensor ball, navigation, datalink) while the others are French-made. Sagem also owns all property rights to the airframe, so the fact that no foreign company is involved guarantees manufacturing and operational sovereignty. With its Sperwer drones, which were operated in Afghanistan by several of the nine countries that have bought it, Sagem gained precious operational experience. The French army’s 22 Sperwers attained an availability rate of 80-85% with support from Sagem. “Our availability in terms of aircraft numbers never fell short of requirements,” Mazzanti said, adding that as operators of the S-15 have logged over 1,000 flight hours per year, there is no reason for Patroller not to attain similar levels. Sagem employs over 100 people at its French plants to build Sperwer drones and its components, and the company also has assembled a cluster of SMEs to which it subcontracts some of the work. All in all, Sagem says that French content of Patroller will attain 85% by value, as only the radar and airframe would be built overseas. With a payload of 250 kg, and a mission endurance of 30 hours, Patroller is a much larger aircraft than its competitors, but Mazzanti dismisses criticism that it may be too large for its intended mission. “It is air-transportable, it fits into a standard 20-foot container, it can land with a 20-knot crosswind and it can pull 5Gs, so its size and robustness are real operational advantages.” Outsider Airbus Teams with Textron Thales and Sagem both “offered large air vehicles that are closer to MALE size, but looking at the French army requirement we thought that a smaller drone, capable of being operated from close to the front line, would be a better match,” an Airbus official said June 9. Instead of offering one of its own UAVs, the company preferred to team with Textron Systems to prepare a bid based on a tried-and-tested UAV that more closely matches the French army requirement, and which is small enough for use at brigade or division, instead of corps, level. LEGENDE: Airbus DS has offered to “Frenchify” Textron’s Shadow to develop its Artemis UAV, which is much smaller than the two SDT competitors and doesn’t need a runway, as it can be launched from a catapult. (US Army photo) Airbus has not yet formally filed a bid, and will only announce its Artemis partnership with Textron next week at the Paris Air Show. The company has so far only submitted an unsolicited proposal to DGA, and is waiting for feedback before deciding whether to invest in a formal and comprehensive proposal. Nonetheless, company officials expect a positive response, and are encouraged by the fact that a team of DGA and French army observers will fly to Yuma, Arizona during the summer for a demonstration of the Shadow M2, which will not fly at Istres. Smaller also means cheaper, and Airbus says its offer – based on Textron Unmanned Systems’ upgraded Shadow M2 – would carry much lower acquisition and operating costs, and thus allow more intensive operations for a given budget, while its small size also facilitates transport and deployment. Shadow is operated by the US Army and Marine Corps and several foreign militaries, and over 300 air vehicles have logged over 1 million flight hours, including in combat. A competitive advantage that Airbus points out is that Shadow’s long service career, and different users, are such that the latest versions benefit from a wealth of technical and operational lessons learned. For Artemis, Airbus would modify the Shadow M2 air vehicle as little as possible to limit costs, but would replace its subsystems or adapt them to French requirements. These would include Airbus’ own Lygarion datalink, a modified ground station, and French sensor packages (radar and either electro-optical or signals intelligence) that are capable of simultaneous operation. Airbus plans to purchase full rights to the Shadow airframe and ground station, and so would control the entire system, ensuring “fully autonomous operations, as well as maximum growth potential, for the French customer,” according to a briefing document. It also says that a “significant” share of production and support – about 60% -- would take place in France, supporting French industry and jobs. In reality, a large share of production would remain in the United States, so French workshare would largely be made up by training and support, in addition to some key subsystems. -ends-
12/03/2015

UAVs: France, Germany and Italy to Launch European MALE Program

PARIS --- Three European nations will sign an agreement at the Paris air show in June to jointly fund initial studies for a Medium Altitude Long Endurance (MALE) unmanned aerial vehicle, French Defense Minister Jean-Yves Le Drian said here March 11. France, Germany and Italy will follow up by awarding a study contract in December to an industry group formed by Airbus Defence and Space, Dassault Aviation and Alenia Aermacchi. The initial contract is valued at a few dozen millions of euros. Ultimately, if the program progresses as planned, the nations plan to obtain an operational reconnaissance UAV by 2025. “Our effort in the field of surveillance drones and ISR will increase with, already this year, the launch of studies of the future European drone, with Germany and Italy, that France envisions for about 2025, ,” Le Drian said here during a March 11 press conference. An Italian defense official confirmed the agreement, which has not yet been made public in Italy, however adding “we will see whether it ultimately leads to a development program.” The three companies have been calling for such a government initiative for over two years, and in May 2013 took the unusual step of issuing a joint statement calling on their governments to “launch a European MALE program.…to support the capability needs of European armed forces while optimizing the difficult budgetary situation through pooling of research and development funding.” The companies have a double goal: to maintain the know-how and expertise of their military aircraft design offices, now that they have mostly completed work on current fighters, and to recover the UAV business that is now going to their US competitors – France and Italy operate General Atomics Predator or Reaper UAVs, like the UK, the Netherlands has just decided to buy some while Spain is also weighing buying some. “Originally, [our] idea was to prevent the procurement of Reaper drones by European governments,” but this didn’t work, Dassault Aviation CEO Eric Trappier said here during a separate March 11 press conference. “We’ve been working on this project for a long time, and we think we can develop a drone to replace the Reaper, which is an interim solution. We have asked our governments to state that an operational requirement exists, and we will be able to reply to that requirement.” In parallel, France is however continuing to boost its Reaper force, which is seeing intensive use in Africa, where it is supporting French and allied troops operating in Mali. France is due to receive a third Reaper aircraft in April, and will order a follow-on batch of three additional aircraft in August, according to a planning document released by Le Drian. “We are asking for a contract from the three governments covering initial studies,” Trappier said. “Initially, it’s a question of a few dozen million euros, although it will cost more once development is launched.” The three companies set out the details of their proposal in a second joint statement issued in June 2014, in which they proposed “a Definition Phase which has been prepared by joint development teams of Airbus Defence and Space, Dassault Aviation and Alenia Aermacchi and which is backed by an industrial agreement on workshare and a cooperative agreement to start the MALE2020 program.” The broad lines of the industry proposal have been retained, although the initial operational capability has slipped to 2025. One of the trickier problems to be solved is the integration of the future MALE UAV into general air traffic, Trappier said. The inability to fly in unrestricted airspace is one of the reasons for which Germany canceled the EuroHawk program – a variant of Global Hawk fitted with a German sensor package – after spending several hundred million euros on its development. -ends-
23/02/2015

An Introduction to Autonomy in Weapon Systems

Source: Center for New American Security Ref: no reference Issued Feb 13, 2015 23 PDF pages In this working paper, 20YY Warfare Initiative Director Paul Scharre and Adjunct Senior Fellow Michael Horowitz discuss future military systems incorporating greater autonomy. The intent of the paper is to help clarify, as a prerequisite to examining legal, moral, ethical and policy issues, what an autonomous weapon is, how autonomy is already used, and what might be different about increased autonomy in the future. (PDF format) Full text
13/11/2014

UK: Challenges & Opportunities of Drone Security

Source: University of Birmingham Ref: No reference Issued Oct 22, 2014) 96 PDF pages Drone technology, both civil and military, under proper legal regulation, can continue to deliver 'significant benefits' for the UK's national security policy and economy in the coming decades. That is the conclusion of a new University of Birmingham Policy Commission Report which launches today. But the Government, and especially the Ministry of Defence (MoD), should do more to reach out to the public over what the Commission sees as the globally inevitable use of drones in armed conflict and in domestic surveillance. The Report finds that over the next 20 years, drones – or what the Commission and the RAF prefer to call Remotely Piloted Aircraft (RPA) – will become an integral part of Britain's aerospace capability, providing both advanced surveillance and precision weapons delivery. They can support UK forces deployed overseas, as in Afghanistan, or help prevent mass atrocities, as with the British Government's decision to deploy the RAF Reaper fleet against the Islamic State (ISIS). This decision was announced after the Report was completed but is entirely consistent with its conclusions. The Report examines the distinctive and unavoidable choices for the United Kingdom over a crucial emerging technology and sets out the under-appreciated distinction between legally constrained British practice and the US Government's cross-border counter-terrorism strikes which dominate and distort UK public debate. The Commission considers various moral arguments and concludes that the current and emerging generation of RPA pose no greater ethical challenges than those already involved in decisions to use any other type of UK military asset. The Report shows clearly that the UK has operated its armed Reapers in Afghanistan according to the same exceptionally strict Rules of Engagement (no weapon should be discharged unless there is 'zero expectation of civilian casualties') that it applies to manned aircraft. Key findings There are three main obstacles affecting the UK Government's use of drones that must be overcome: gaining public understanding and acceptance of the legal and ethical soundness of the practice; allaying fears over the potential development of LAWS; and safeguarding British airspace and the privacy of British citizens if drones are to be increasingly used for domestic surveillance and security. (PDF format) Report’s download page
11/07/2014

UK, France to Launch FCAS Demo Phase

PARIS --- Four years after they first agreed to jointly develop an unmanned combat aircraft, France and Britain will finally launch the demonstration phase of the Future Combat Air System (FCAS) on July 15 at the Farnborough air show, the French defense ministry announced July 10. The two countries’ defense ministers will sign a Memorandum of Understanding (MoU) authorizing a 24-month, €150 million definition phase of the FCAS program, known as FCAS-Demonstration Phase, the French defense ministry announced July 10. Contracts will be awarded to industry in the autumn, and the project will officially begin in January 2015. Participating companies are Dassault Aviation and BAE Systems for airframe and systems integration; Thales and Selex ES (UK) for sensors and electronics; and Snecma and Rolls-Royce for engine and power systems. “There is agreement on a two-year concept phase…[and]….a contract could be awarded shortly,” UK Defence Procurement Minister Philip Dunne told reporters at the Eurosatory show here June 19, adding however that “data-sharing agreements have to be competed.” Physics and aerodynamics being what they are, it is not surprising that Dassault’s Neuron demonstrator (above) and BAE System’s Taranis demonstrator (below) should look the same at first glance. The FCAS will build on knowledge gained on both programs. (photos Dassault and BAE). BAE and Dassault have been working together for about 18 months to investigate the feasibility of joint development of FCAS, based on their separate but complementary experience in developing unmanned combat air vehicle (UCAV) demonstrators, either alone (BAE with its Taranis) or jointly – Dassault’s Neuron project also included Italy’s Alenia Aermacchi, Sweden’s Saab as well as smaller Greek and Spanish firms. A major question mark concerns the work-sharing arrangements, as both companies are obviously keen to advance and maintain their technological know-how. This is complicated, again, by their previous work on Taranis and Neuron, which sometimes led them in different directions and which may be difficult to reconcile. “We have already shared some data, but we haven’t shown everything yet,” Benoît Dussaugey, Dassault Executive Vice-President, International, told Defense-Aerospace.com June 18, adding that full disclosure will not take place before contract award. However, having successfully managed Neuron on time and on schedule with an international team of partners, Dassault does not believe this aspect will be a show-stopper. "We are confident we will find an agreement with our partners on work-share, subject to sovereign decisions by governments," Dussaugey said. The program could be opened to additional foreign partners, he adds, on two conditions: "that everyone accepts and respects our common rules, and that the respective governments finance [their share] of the entire phase." Nonetheless, BAE’s surprise and high-profile unveiling of its Taranis UCAV demonstrator in January, which it had jealously kept under wraps until then, was clearly intended to show its credentials in the lead-up to the FCAS MoU. It is probable that, as in the previous phase, BAE will remain FCAS prime contractor, while France’s defense procurement agency, Direction Générale pour l’Armement (DGA), will act as program executive on behalf of both nations. Having successive definition and demonstration phases is considered essential for governments to define and harmonize their operational requirements, and for industry to weigh their technical feasibility and cost implications. For example, will in-flight refueling be required, and if yes using a receptacle or a boom? Where and how should radar antennas be integrated into the airframe? Will FCAS be designed to follow a pre-programmed flight path (which the French favor, as it is impervious to jamming, interception and loss of data-link), or on the contrary be remotely-piloted, as the Royal Air Force favors so as to keep a man permanently in the loop? Should the aircraft be totally silent in terms of radar, radio and IR emissions, or could it resort to jamming? Should it be single- or twin-engined? Once these basic questions are answered, processed and priced by industry, the logical follow-up would be a demonstration phase, during which the project would be further developed and prototypes or flight test aircraft built, but a decision would not be required before late 2017, which makes it very unlikely that a FCAS could fly before the end of the decade. -ends-
30/04/2014

USAF Vision & Plans for UAVs 2013-2038

Source: US Air Force Ref: no reference Issued April 04, 2014) 101 PDF pages Air Force leaders outlined what the next 25 years for remotely piloted aircraft will look like in the RPA Vector, published April 4. “The RPA Vector is the Air Force’s vision for the next 25 years for remotely-piloted aircraft,” said Col. Kenneth Callahan, the RPA capabilities division director. “It shows the current state of the program, the great advances of where we have been and the vision of where we are going.” The goal for the vector on the operational side is to continue the legacy Airmen created in the RPA field. The vector is also designed to expand upon leaps in technology and changes the Airmen have made through the early years of the program. “The Airmen have made it all about supporting the men and women on the ground,” Callahan said. “I couldn’t be more proud of them for their own advances in technology to expand the program, making it a top platform.” The document gives private corporations an outlook on the capabilities the Air Force wants to have in the future, ranging from creation of new RPAs to possibilities of automated refueling systems. “There is so much more that can be done with RPAs,” said Col. Sean Harrington, an intelligence, surveillance, and reconnaissance command and control requirements chief. “Their roles (RPAs) within the Air Force are evolving. We have been able to modify RPAs as a plug-and-play capability while looking to expand those opportunities.” In recent years, RPAs not only supported the warfighter on the ground, they also played a vital role in humanitarian missions around the world. They provided real time imagery and video after the earthquake that led to a tsunami in Japan in 2011 and the earthquake in Haiti in 2010, according to Callahan. Then, most recently, during the California Rim Fire in August 2013, more than 160,000 acres of land were destroyed. Though this loss was significant, it was substantially decreased by the support of the California Air National Guard’s 163rd Reconnaissance Wing, with support from an MQ-1 Predator, a remotely piloted aircraft. With this vector, technologies may be created to improve those capabilities while supporting different humanitarian efforts, allowing the Air Force to support natural disaster events more effectively and timely. The future of the Air Force’s RPA programs will be continuously evolving, to allow the Air Force to be the leader in Air, Space, and Cyberspace. “We already combine our air, space and cyber forces to maximize these enduring contributions, but the way we execute must continually evolve as we strive to increase our asymmetric advantage,” said Gen. Mark Welsh, the Air Force chief of staff. “Our Airmen's ability to rethink the battle while incorporating new technologies will improve the varied ways our Air Force accomplishes its missions.” (PDF format) Full text
07/03/2014

Airbus Plots Return to UAV Market

MADRID --- Airbus Defense and Space is preparing to return to the UAV market, three years after it was forced out by the reluctance of the French and German governments to financially support any of the unmanned aircraft projects which it had developed. “We are revisiting our strategy on unmanned aerial vehicles with a vision to leadership,” Antonio Rodríguez Barberán, Head of Military Aircraft sales at Airbus Defence and Space, told Defense-Aerospace.com. “We are planning to be there, even if it takes some years.” This is a major shift in company policy, as Airbus Group decided in 2011 to freeze its UAV activities after having invested over 500 million euros in several programs without having convinced its domestic customers that they were worth supporting. Corporate strategy, at the time, was to sit out until European governments decided which programs, and which companies, they would support. This approach was not very successful, however, as Airbus was frozen out of two major market segments: Medium Altitude Long Endurance (MALE), where France preferred buying Reaper unmanned aircraft from the United States, with Germany and the Netherlands to follow shortly, and the High Altitude Lone Endurance (HALE) segment, where its EuroHawk program was abruptly cancelled by the Germen government because of cost and regulatory failings. The company was left with only smaller UAVs, a segment where competition is rife and margins small. Airbus has now changed tack because “it’s time for a proper aircraft manufacturer to get involved, to certify UAVs to civilian standards – and I mean FAR 23 and FAR 25 – so they can be used in unsegregated airspace,” Rodriguez said. At present, UAVs can only be used in segregated airspace, under military air regulations, and so are severely limited in their operational usefulness. While it has no immediate plans to resume large-scale investments in the UAV sector, Airbus DS does not see financing as a major obstacle. “We know there is a market, and if there is a market there is money,” Rodriguez said. He adds that for Airbus this is a decade-long project, which will eventually bring it a leading role: “Airbus is not here to be a subcontractor,” he says, making clear that the company is not aiming for a subordinate role in ongoing European UAV programs. While waiting for the MALE market to mature, and for the dust to settle in the combat UAV (UCAV) segment, Airbus is finalizing development of its own tactical UAV, Atlante, which is significantly smaller than the MALE and HALE segments it previously pursued. Weighing about 550 kg, Atlante has been developed in Spain, and from the outset the goal has been to fly in segregated civilian airspace, i.e. over populated areas, and it is intended to be certified for that operational environment. “The key word here is ‘certification’,” Rodriguez says, adding that, of course, “it has to offer value for money.” Atlante first flew in February 2013, Light Transport Aircraft Sector Gliding Along While its UAV strategy matures, Airbus DS continues to improve its transport aircraft product line. It recently agreed with Indonesian partner IPT Nurtanio, also known as Indonesian Aerospace, to develop a modernized version of the C-212 light twin turboprop transport, and it also is refining the performance of the C-295, its very successful medium twin. Most of the effort is on refining the airframe design, for example by adding wingtip extensions, and on increasing engine power ratings, which together add 1,000 ft. to the aircraft’s ceiling in One Engine Inoperative (OEI) conditions. The C295’s Pratt & Whitney engines are already at their power limit, so they have no more growth potential, so these refinements, together with a major upgrade of the aircraft’s avionics, will suffice to keep them competitive for years to come, says Rodriguez. The avionics upgrade will make it easier for the aircraft to operate in a civil environment. A new design may well be necessary in 10 or 15 years, he adds, but for now it is still very premature. The current line-up is quite profitable for the company, and currently accounts for average sales of about 20 aircraft per year, worth about 700-800 million euros including 100-150 million euros for related services. Over the past 10 years, Airbus has sold 157 of the 306 light/medium turboprops sold world-wide, and so has a market share of over 50%, and this should increase as additional orders will be announced this year, one of them “by Easter.” Compared to the Alenia C-27J Spartan, its direct competitor, the C-295 is simple, offers substantially lower fuel costs and “can be maintained with a hammer and a screwdriver,” Rodriguez says. Specifically, he says that maintenance costs are 35% lower, fuel consumption is 50% lower and, in terms of life-cycle costs, “it can save one million euros per plane, per year.” -ends-
03/03/2014

US Unmanned Vehicle Roadmap, FY2013-38

Source: U.S Department of Defense Ref: 14-S-0553 Issued December 26, 2013 168 PDF pages Strategy and budget realities are two aspects of the Defense Department's new Unmanned Systems Integrated Roadmap, released Dec. 23. The report to Congress is an attempt to chart how unmanned systems fit into the defense of the nation. "The 2013 Unmanned Systems Integrated Roadmap articulates a vision and strategy for the continued development, production, test, training, operation and sustainment of unmanned systems technology across DOD," said Dyke Weatherington, the director of the unmanned warfare and intelligence, surveillance and reconnaissance office at the Pentagon. "This road map establishes a technological vision for the next 25 years and outlines the actions and technologies for DOD and industry to pursue intelligently, and affordably align with this vision," he continued. Unmanned aerial vehicles have received the most press, but unmanned underwater vehicles and ground vehicles are also providing warfighters with incredible capabilities. Although unmanned vehicles have proved their worth in combat operations throughout the Middle East and Central Asia, current technologies must be expanded and integrated into the sinews of the defense establishment, the report says. It also calls for unmanned systems to be programs of record in order to achieve "the levels of effectiveness, efficiency, affordability, commonality, interoperability, integration and other key parameters needed to meet future operational requirements." (PDF format) Full text
31/01/2014

Was Watchkeeper Grounded for 3 Months?

PARIS --- The service introduction of Watchkeeper, the tactical UAV that has been in development for the British Army since 2005, may be further delayed due to unidentified technical issues that appear to have grounded the aircraft for three months in late 2013. The Watchkeeper program apparently logged no flight activity between mid-September and mid-January, according to data provided by Thales, the program’s main contractor, which showed that the number of total flight hours and total sorties barely changed between Sept. 16, 2013 and Jan 12, 2014. As of Sept. 16, Watchkeeper had flown “almost 600 sorties, for a total of about 1,000 flight hours,” a Thales spokesperson told Defense-Aerospace.com in an e-mail follow-up to an interview at the DSEi show in London. On Jan. 20, responding to a follow-up query, the Thales spokesperson said that “Tests are progressing nominally, as planned. We have now passed 600 sorties and are nearing 1,000 flight hours.” These figures show no flight activity between mid-September and mid-January. Asked to explain this apparent discrepancy, the Thales spokesperson had not responded by our deadline, three days later. “The delivery of Watchkeeper equipment is on track and trials are continuing with over 550 hours flying having been completed,” the UK Ministry of Defence in a Jan 31 e-mail statement. Note this is about half the flight hour figure provided by Thales. “…the Release to Service process is taking longer than expected,” the MoD statement continued, adding that “The last flight was last week, so it’s incorrect to say that the assets are still grounded.” This unannounced grounding may be one reason why the French Ministry of Defense is back-pedaling on earlier promises to consider buying the Watchkeeper, after an inconclusive evaluation between April and July 2013 by the French army. The evaluation included “several dozen flight hours” from Istres, the French air force’s flight test center in south-eastern France, a French MoD spokesman said Jan. 31. The evaluation report has not been completed, and no date has been set, he added. The final communiqué of today’s Anglo-French summit meeting, for the first time since November 2010, makes no mention of the Watchkeeper, although it was mentioned in passing by French President François Hollande during the summit press conference. Thales’ figures on Watchkeeper flight activities have also been provided to other news outlets. A Jan. 16 article by FlightGlobal quotes Nick Miller, Thales UK’s business director for ISTAR and UAV systems, as saying that “Watchkeeper aircraft have now completed more than 600 flights, exceeding a combined 950 flight hours.” Aviation Week had posted an article the previous day, Jan. 15, in which it reported that “Thales U.K….is continuing flight trials and supports army training(Emphasis added—Ed.). However, it is difficult to understand how training can take place without an increase in the number of sorties and flight hours. The above article says “Watchkeeper may début in spring,” echoing a similar story published Sept. 12, 2013 in which Aviation Week said Thales UK “is hopeful that …Watchkeeper…will be certified by the end of the year.” This did not happen. This same Aviation Week Sept. 12 story said that the Watchkeeper “fleet has flown more than 1,000 hr. over 600 flights” – a higher figure than FlightGlobal reported on Jan. 16, four months later. The discrepancies in the figures provided to at least three trade publications clearly contradict company statements that Watchkeeper flight operations are “nominal” and “are continuing,” as they show no flight activity has been logged since September. The obvious conclusion is that flight activities have been curtailed, either by a technical grounding or because of administrative blockages. In either case, Watchkeeper – which is already over three years late -- has clearly hit new obstacles that will further delay its operational clearance by the UK Ministry of Defence’s new Military Aviation Authority (MAA). Watchkeeper is being developed by UAV Tactical Systems (U-TacS), a joint venture between Israel’s Elbit Systems (51% share) and Thales UK, the British unit of France’s Thales, under a contract awarded in 2005. UAV Engines Ltd, which builds Watchkeeper’s engine in the UK, is a wholly-owned subsidiary of Elbit Systems. Originally valued at £700 million, the cost has escalated to over £850 million, and service introduction has been delayed by at least three years. The British Army is due to receive a total of 54 Watchkeeper unmanned aircraft and 15 ground stations. By late 2013, 26 aircraft and 14 ground stations had been delivered, according to published reports. -ends-
30/01/2014

France, UK to Launch Anti-ship Missile, UAV Projects

PARIS --- France and Britain are due to sign several defense-related agreements during their short Jan. 31 summit meeting at Brize Norton, England, including one to launch joint development of a next-generation anti-ship missile and another to fund a two-year feasibility study for a joint combat UAV. British and French officials have widely briefed the media in advance of the summit to obtain the editorial coverage that both countries’ leaders – British Prime Minister David Cameron and French President François Hollande – need to bolster their domestic standing. The briefings also seek to highlight that, after several fruitless summits in the past three years, the two countries are finally making progress on the joint defense projects to which they subscribed in the 2010 Lancaster House treaty. The two countries are expected to launch the long-delayed development of a lightweight helicopter-launched anti-ship guided missile known as FASGW(H) in the UK and ANL (Anti-Navires Léger) in France. Originally due to be launched in 2011, this program is now expected to be funded under a €500 million (or £500 million – accounts differ) contract to be awarded to MBDA, a joint subsidiary of BAE Systems, Airbus Defense & Space and Italy’s Finmeccanica. The Financial Times reported Jan 29 that the cost would be shared evenly, but that Britain will provide initial funding because it needs the missile earlier. It is not expected that the summit will launch other missile projects also long in the pipeline, such as the joint upgrade of the Scalp/Storm Shadow cruise missile and a joint technology roadmap for short range air defence technologies. UCAV feasibility study The second major decision that could be announced Jan. 31, sources say, is the launch of a two-year feasibility study for a joint Unmanned Combat Air Vehicle (UCAV), with a contract to be awarded jointly to BAE Systems and Dassault Aviation, which last year completed a 15-month risk reduction study. This project has barely inched forward since 2010, when it was first mooted, but Rolls-Royce and Safran have agreed to cooperate on the aircraft’s engines, and Thales and Selex ES on its electronics, Defense News reported Jan. 28, such is the eagerness to launch a funded program before design know-how evaporates. The two governments must also decide whether, and at what stage, to open this project to other European partners, such as Italy’s Alenia Aermacchi, Sweden’s Saab and the Airbus Group (formerly EADS), which have developed or are studying their own aircraft but lack government funding. Little concrete progress is expected at the summit, however, on other unmanned aircraft projects under discussion. One is France’s possible buy of the Watchkeeper tactical drone, developed for the British Army by Thales UK, and which is running several years late. Although France has said several times that it was interested in buying it and allow “cooperation on technical, support, operational and development of doctrine and concepts,” it seems that its operational evaluation by the French Army’s 61st Artillery Regiment was not conclusively positive. Another project is the long-running saga of a European medium-altitude, long-endurance (MALE) UAV intended to ultimately replace the US-supplied Predator UAVs currently operated by both countries, as well as Italy, and soon to be bought by Germany and the Netherlands. To date, this project has received little in the way of government funding, and it is this lack of serious money, combined with the lack of clear military requirements, that industry says is curtailing its ability to address Europe’s UAV needs. Minehunters and armored vehicles The two countries are also expected to launch the joint development of an autonomous underwater vehicle to replace the remote-controlled robots used by their navies’ minehunters. Finally, France may announce it will loan about 20 VBCI wheeled combat vehicles to the British Army, which currently lacks a vehicle of this kind, the Paris daily “Les Echos” reported Jan. 27. This is intended to allow the British, who are said to have been impressed by the VBCI’s performance in Afghanistan and Mali, to evaluate it before they begin procurement of similar heavy wheeled armored vehicles in 2017. -ends-