美國諾斯洛普格魯曼公司整合系統部門，十六日在巴黎航展中宣布，已經成功地將一具全天候、高解析度之戰術合成孔徑雷達（ＳＡＲ），與「火力斥候」垂直起降無人空中載具（ＵＡＶ）整合在一起。相關測試工作為英國「看守者」ＵＡＶ計畫中重要的里程碑，其主要目的，即為在戰術無人空中載具上，整合合成孔徑雷達及移動目標指示器（ＭＴＩ）酬載。

　　依據諾格公司的說明，該項計畫始於三月中旬，包括全部系統設計及分析、組裝、系統整合與飛行測試。該型機的偵測酬載除合成孔徑雷達，另亦配合光電／紅外線系統，進行偵察、搜索、標定等操作。「火力斥候」計畫經理Ｔｏｍ Ｓｏａｒｄ 表示，此項成功的整合作業，充分展示了「火力斥候」做為一架戰術ＵＡＶ，整合新型酬載及多重感測器，執行相關任務的彈性，將為英國國防部情報、偵搜、目標獲取等方面的需求，提供一項低風險的解決方案。他並且強調，新型酬載將提升「火力斥候」日、夜全天候偵搜能力與距離。

該計劃 FY99 開始，一九九九年一月時 Joint Requirements Oversight Council
(JROC) 確認了 VTUAV 規格(JROCM 004-99) ，預定一開始十二架交給海軍使用、
十一架交給海軍陸戰隊使用。同年二月海軍宣佈Northrop Grumman Corp-Ryan Aeronautical
贏得計劃研發權。

基本資料
總重﹕1,156.7 kg
空重﹕660.9 kg
酬載量﹕90.7 kg
任務油重﹕359.7 kg
長度﹕6.98 m
翼展﹕8.38 m
引擎﹕Allison Rolls Royce 250-C20W turboshaft
推力﹕420 SHP
油量﹕130.5 gal
滯空時間﹕ 6 hr+
航行半徑﹕110 nm
速度–
　巡弋(loiter ) ﹕0 kt
　急奔(dash)﹕>125 kt
逆風限速(Crosswind Limit ) ﹕25 kt
昇限﹕6,096 m

相關資料:
http://www.capitol.northgrum.com/programs/vtuav.html
NG VTUAV description

UAV ground control station 及相關資訊:
http://www.globalsecurity.org/intell/systems/uav_gcs.htm

Predator 的合成孔徑雷達(SAR):
http://www.globalsecurity.org/intell/systems/tesar.htm
有非常詳細的圖示慨念

Tactical UAV 與 Close Range Tactical UAV 的運用
http://www.globalsecurity.org/intell/systems/cr-tuav.htm

cir.cum.vo.lute <<及物動詞>>
(-luted, -luting, -lutes)
纏繞; 環繞; 迂迴
<<形容詞>>
(cir.cum.vo.lu.to.ry)

de.tour <<名詞>>
1 兜圈子, 迂迴
2 迂迴的路, 繞行的路
<<動詞>>
de.toured, de.touring, de.tours
<<不及物動詞>>
繞行, 繞道

in.di.rec.tion <<名詞>>
1 迂迴, 兜圈子

stray <<動詞>>
(strayed, stray.ing, strays)

twist<<動詞>>
(twisted, twisting, twists)

但是loiter 並不適用

由Random House Websters College Dictionary, Random House, 1999, P781
loiter 的解釋如下

1.To linger aimlessly or as if aimless in or about a place
2.to move in a slow, idle manner,
3.to waste time or dawdle over work
4.to pass(time) in an idle or aimless manner

>巡弋(loiter ) ﹕0 kt
把巡弋改成 迂迴好了 您的迂迴是靜止不動的嗎?

在開頭，作者的提綱適切地說出了UCAV計畫戲劇性的發展：「原本作為有人戰機廉價取代品的東西，已經變成一個可能威脅有人戰機的長程無人轟炸機」

UCAV的計畫從美國空軍開始，原本是瞄準野鼬機的市場，進行危險的防空壓制動作。但在2002年時，空軍決定將Block10設定成為電子干擾機，一方面是因為美國空軍正缺適當的電子干擾機平台，而美國國會喜歡無人飛機，所以用無人飛機去搶預算，回來幹掉海軍的EA-6B，兼閹掉EA-18G，正是一桃殺二士，。但另一方面也是空軍懶得發展全新雷達標定系統。而第二個任務則是固定目標的轟炸。

從現有科技來看，固定目標轟炸顯然是UCAV最適合的任務。因為對抗機動SAM所需的快速反應，在ECM設備運作下的通信問題，都是相當困難的天險。而美國的導航能力，早已超越了遙控飛機的水準，連自由落體炸彈與SLAM都可以用分散資料鍵遙控攻擊機動目標，控制一架UCAV去固定目標頭上投射炸彈不會比更新巡航飛彈的目標點去投擲次彈械來得困難。而在X-45計畫中，波音不但已經讓UCAV可以自動起飛與降落，甚至可以設定四度空間的的控制律，讓戰機在指定時間準確地到達攻擊點。

因此，當B-1、B-2、F-117一樣是接受資料鍵命令後，前往指定的GPS座標投擲GPS武器去炸一個飛行員根本看不到的目標時，為什麼不乾脆把飛行員拿出來？所以，原本相當於西斯納小飛機的X-45A（最大起飛重量7噸）已經增肥成為F-16大小的X-45C（最大起飛重量16噸），使得作戰半徑從接近JSF的600浬左右成長到1000浬。美國並希望X-45C可以在2010年成立一支36架稱為A-45X的部隊，正好取代F-117成為美國一支精銳的先鋒打擊部隊。

UCAV的概念在美國海軍就沒有那麼順利，因為美國海軍對於飛機長什麼樣子有自己的看法，許多在陸上可以接受的設計都會被美國海軍嗤之以鼻。例如，美國海軍就非常排斥匿蹤設計，管他「噩運鑽石」還是「以太流線」，從來不能成功在美國航艦上降落。美國海軍就是有那個本事叫F-22改成可變翼，叫A-12的機腹艙門弄得比犀牛皮還厚，還得保證關起來的時候可以匿蹤。

對美國海軍而言，飛機就是要十八般武藝俱全，戰鬥兼攻擊不稀奇，攔截兼轟炸與加油及偵察和指揮再順便當總統座機都搞得出來，對UCAV這種預設目標轟炸的功能，實在想不出什麼理由比不佔航艦空間的巡航飛彈更好。

所以UCAV-N必須挑戰一個美國海軍艦載機絕對沒有的功能，答案就是機動目標的監控。美國海軍有1500浬以上的巡航飛彈，但就是沒有一架類似E-8或RQ-4（全球之鷹）的對地預警機可以標定移動目標。眼看著空軍B-2可以跨洲一次轟炸16個目標，再讓一堆戰術戰機跟著E-8衝進去趕盡殺絕，美國海軍決定賭上：UCAV-N必須擁有12小時的滯空時間，以標定固定與機動目標。

但航艦的操作環境並不那麼簡單，美國海軍已經發展一種GPS降落系統可以遙控戰機在20公分立方的誤差間降落航艦，但UCAV-N降落後該如何跟著地勤人員亂七八糟的手勢用自己的動力倒車入庫呢？

用語音遙控或是在起落架加裝一個地勤人員的控制設備或許可以解決，但更大的問題是美國海軍到底打算買幾架？由於主要的炸彈仍是由有人戰機攜帶，則每艘航艦配備的UCAV-N只剩下關鍵的2-6架，全海軍的採購量將不超過100架，美國海軍打不打算為這100架大幅修改航艦人員的操作程序？

美國空軍的UCAV也有自己的問題。在X-45A時代，UCAV是一種盒裝戰機的概念，可以裝到貨櫃中，由運輸機空運到前線。但當X-45C長肥成為F-16大小時，就必須靠自己飛到戰區。麻煩來了，UCAV的自動起降技術是科技的一大突破，但在空中要自動對準加油管還是不夠。可能得向01帝國購買機器烏賊的可撓控制手臂才可以。

沒有適當的引擎是另一個問題。波音的X-45採用F-124或F-404的無AB軍用引擎，對UCAV平淡的航程而言，引擎的耗油太兇，溫度太高。NG的X-47改用旁通比達2：1的JT15D-5商用引擎，卻發現商用引擎不夠耐操，一方面匿蹤進氣孔設計嚴重扭曲氣流，使得NG必須使用F-14的風扇來整流才能餵給不耐操的商用引擎，另一方面彎曲進氣道的設計有一定最大扭曲度限制，則引擎的直徑越大，進氣道就必須更長以免過度彎曲，則飛機的最大進氣道長度決定了引擎的風扇直徑（而現有的UCAV都把進氣道延伸到雞頭附近，利用了機身的幾乎每一吋長度）。

那其實也不是我”發明”的，是真的有人這麼翻譯，我以為那是什麼新的軍語…
http://www.ccit.edu.tw/~mtrd/mtnews/059/059-01.htm

基本上空對地武器不太需要迂迴，需要的是徘徊。迂迴是在目標區外，把滯空時間浪費在繞路上
，徘徊則是在目標區內，長時間烏雲罩頂，這其中有巨大差異存在。

不過以自動對接的觀點來看，飛衍的不確定性應該比拖錨低，飛衍的機上呆重也比較輕
而且整個UCAV與AAR又是USAF主導...
所以.... 我猜還是會用飛衍...

A conference of companies interested in the project is to be held soon.

The idea is that the HCV would take off from a conventional airfield in the continental United States carrying a 12,000-pound (5,500-kilogram) payload.

This payload would be made up from a variety of munitions, including cruise missiles and a new glide bomb dropped from space, called a Common Aero Vehicle (Cav).

Click here to see how the HCV would operate
The HCV air/spacecraft could be operational by 2025.

Advanced capability

Darpa says: This capability would free the US military from reliance on forward basing to enable it to react promptly and decisively to destabilising or threatening actions by hostile countries and terrorist organisations.

The US will be able, using aircraft based on its own territory, to strike at individual targets without warning and without the need for foreign bases

It appears that the philosophy is a development of the shock and awe tactics developed for the Iraq war.

According to Darpa: The intent is to hold adversary vital interests at risk at all times, counter anti-access threats, serve as a halt-phase shock force and conduct suppression of enemy air-defence and lethal strike missions as part of integrated strategic campaigns in the 21st Century.

In other words the United States will be able, using aircraft based on its own territory, to strike at individual targets without warning and without the need for foreign bases.

The whole project goes under the acronym Falcon - Force Application and Launch from the Continental United States.

The military journal Janes Defence Weekly, which broke the story in its latest edition, says that as well as this futuristic plan, the research agency also proposes a shorter term (by 2010) weapons system.

It would be based on what is known as a Small Launch Vehicle (SLV) which would blast into space carrying the Common Aero Vehicle.

This is essentially a bomb dropped from space which then freefalls or glides on to its target.

The current and future international political environment severely constrains this countrys ability to conduct long-range strike missions

Darpa
It is officially described as an unpowered, manoeuvrable, hypersonic glide vehicle capable of carrying approximately 1,000 pounds (453 kg) of munitions. Its range would be about 3,000 miles (4,800 kilometres) and it would be accurate to within 3 metres.

It would be going so fast that its small warhead would not matter much since it would hit the target with such force.

There are plans also to make the SLV capable of launching small satellites into orbit at very short notice in order to respond to a specific crisis.

New technology sought

The new systems are being developed in response to what are seen as the inadequacies of current technology, which, though smart, are not smart enough.

Darpa says: Recent military engagements in Bosnia, Afghanistan and Iraq have underscored both the capabilities and limitations of US air forces in terms of placing ordnance on military targets.

Moreover, the current and future international political environment severely constrains this countrys ability to conduct long-range strike missions on high-value time-critical targets from outside CONUS [the continental United States].

By Nick Cook, JDW Aerospace Consultant,
London

Buoyed by successes in Iraq and Afghanistan, the General Atomics Aeronautical Systems Predator unmanned air vehicle (UAV) goes from strength to strength in the US, where the company has quietly begun construction of a classified addition to the Predator family that is aimed at deep-penetration missions in high-threat environments.

Senior company officials have expressed frustration, however, at the UKs decision to press ahead with its £800 million ($1.3 billion) Watchkeeper UAV development and production programme, when the capability, they say, already exists and could be bought largely off-the-shelf.

Tom Cassidy, president and chief executive officer of General Atomics, visited the UK on 22 June in a bid to persuade the UK Ministry of Defence (MoD) to test and later procure the Predator B drone for a range of applications, including coastal surveillance. He told Janes Defence Weekly the MoD ought to buy a system and use it, given that the aircraft are available right now.

Cassidys remarks came as Lord Bach, the UK minister for defence procurement, told the House of Commons Defence Select Committee that the air vehicles the UK is set to procure under its Watchkeeper UAV programme, which is currently in competitive evaluation, were a generation ahead of Predator, an assertion that General Atomics officials vehemently refute. By any measure, one said, that is untrue.

The Predator A was deployed operationally by the Central Intelligence Agency and the US Air Force (USAF) in the mid-1990s and the UK MoD was briefed on the system at the same time.

Predators have amassed 65,000 flight hours, half of them under combat conditions. The USAF has taken delivery of more than 80 RQ-1A Predator As and is acquiring the MQ-9A Predator B hunter-killer, a turboprop-powered variant with a 32-hour flight endurance and a 10,000 lb gross take-off weight.

Boeing, Insitu Move Toward ScanEagle UAV Production

(Source: Boeing Co.; issued July 7, 2003)


ST. LOUIS --- Boeing and The Insitu Group last week signed a long-term contract allowing the companies to continue collaborative efforts and begin production on the low-cost, long- endurance ScanEagle autonomous unmanned aerial vehicle (UAV).

The contract, which has the potential to run for up to 10 years, follows a 15-month agreement signed in February 2002 to develop a prototype UAV based on Insitus Seascan miniature robotic aircraft. As part of the initial agreement Insitu will deliver three prototype vehicles to Boeing in the coming weeks.

This new agreement enables the Boeing/Insitu team to focus on ScanEagle production, as well as further our research and development efforts, said Al Awani, ScanEagle program manager for Boeing. Weve put a solid framework in place to grow the ScanEagle family and expect to begin building production vehicles in the near future.

Boeing and Insitu foresee a variety of surveillance and communication roles for ScanEagle in the military, homeland security and commercial arenas.

Insitus focus is rapid prototyping of innovative and economical robotic vehicles, said Steve Sliwa, Insitu president and chief executive officer, while Boeing provides large-scale systems expertise, scalability, program management and reliable servicing options for customers. This makes Insitu an excellent complement to the Boeing Unmanned Systems organization.

Since the initial contract signing last year, three ScanEagle prototypes have completed more than 50 test flights with its first autonomous flight June 19, 2002.

Highlights in 2003 include participation in the U.S. Navys Giant Shadow exercise. During five flights at a test range in the Bahamas, ScanEagle demonstrated the ability to serve as a data link and provide real-time reconnaissance video to the exercise participants. Boeing and Insitu received positive feedback from the U.S. Navy for ScanEagles performance in an operational environment. In July, as part of the yearly Association for Unmanned Vehicle Systems International symposium, ScanEagle will make a demonstration flight at Webster Field, Md.

The four-foot long aircraft is the smallest UAV to carry an inertially stabilized gimbaled video camera -- standard equipment on all ScanEagles. The system allows the UAV to easily track both stationary and moving targets. Depending on customer requirements, ScanEagle is capable of carrying a number of other sensor payloads as well.

ScanEagle takes off from a catapult launcher and flies pre-programmed missions using the Global Positioning System. The UAV is then retrieved using a Skyhook system in which ScanEagle catches a rope hanging from a 50-foot high pole. The patented system will allow it to operate from forward fields, mobile vehicles or sea vessels. The ScanEagle family of vehicles will have endurance ranges from 15 to more than 40 hours.

The Boeing Company is the worlds leading aerospace company, with its heritage mirroring the history of flight. It is the largest manufacturer of satellites, commercial jetliners, and military aircraft. The company is also a global market leader in missile defense, human space flight, and launch services. Chicago-based Boeing has an extensive global reach with customers in 145 countries.

The Insitu Group, located in Bingen, Wash., develops miniature robotic aircraft for commercial and military applications. Insitu, which demonstrated the first UAV to cross the Atlantic Ocean, developed its Seascan UAV to serve the commercial fishing industry for fish spotting.

--------------------------------------------------------------------------------

http://www.boeing.com/defense-space/military/unmanned/scaneagle.html

http://www.boeing.com/news/releases/2003/photorelease/q1/pr_030205m.htm

http://www.boeing.com/companyoffices/gallery/images/military/unmanned/dvd-171-1.html

http://www.boeing.com/news/frontiers/archive/2003/march/i_ids3.html

據美國《防衛新聞》7月3日報導，美國國防部負責採購的主管邁克爾·韋尼於6月23日簽署備忘錄，成立新的聯合系統管理辦公室來負責聯合無人作戰飛機（J-UCAV）計劃。該計劃將研製用於美國海軍和美國空軍未來無人作戰飛機的技術，總投資約數十億美元，時間為7年，同時該辦公室還將負責無人作戰飛機後續建造的競標工作。目前波音公司和諾斯羅普·格魯曼公司的無人作戰飛機計劃將融入新計劃中。

　　1．新成立的辦公室

　　目前關於這個新成立的辦公室的細節很少，只知道它將於今年10月1日正式開始運作，將由美國國防高級研究計劃局（DARPA）內的一名文職或軍職官員領導。透過對DARPA賦予UCAV職責，美國國防部希望彌補由於經費削減帶來的不利影響。目前《六年國防計劃》打算為聯合無人作戰飛機計劃投資40億美元。

　　美國國防部希望透過DARPA的管理，使J-UCAV計劃的組織方式與聯合打擊戰鬥機（JSF）計劃的類似。這就意味著最重要的問題是在各軍種間協調，並與其他辦公室充分合作。美國國防部長辦公室負責無人戰機特遣部隊的代克·韋斯廷頓表示，J-UCAV關注的是系統的整合而不僅僅是無人戰機。

　　新成立的聯合系統管理辦公室將滿足新的聯合軍種需求委員會提出的作戰需求，具體管理工作包括：感測器、武器以及載荷；建模與倣真；通用體系結構；採購計劃；管理展示計劃的經理人員，他們將負責無人戰機、任務控制系統、測試與載荷整合等方面的工作。

　　韋斯廷頓認為，目前談是否邀請其他國家參與該計劃還為時尚早，但是美國國防部非常希望除海空軍外，美國陸軍也能參與該計劃。他說，儘管機身不同，但是J-UCAV的體系結構將與美國陸軍的無人作戰武裝旋翼機以及未來作戰系統中無人戰機系統的體系結構相同，許多感測器和子系統將是通用的。

　　2．計劃安排

　　儘管美國國防部最早在1月就正式提出聯合開發無人作戰飛機，但是美國海軍和美國空軍一直在討論將各自需求進行合併的最好方法。由於DARPA一直關注技術的發展，因此各軍種擔心由DARPA負責該計劃最終將不會考慮無人作戰飛機的壽命和成本問題。因此，由韋尼簽署的備忘錄規定了7年的工作計劃，以幫助美國國防部確定是否值得將美國海軍和美國空軍的無人作戰飛機聯合發展。

　　到年底之前，美國海軍和美國空軍將向DARPA提交各自的UCAV的能力需求清單。2007年將開始為期兩年的作戰評估，屆時將製造14架無人作戰飛機用於評估。目前美國海軍和美國空軍正在研究各自對無人作戰飛機的能力需求。美國海軍對無人作戰飛機的要求是具有在航空母艦上可靠地自主起飛和降落的能力，而其他方面例如長續航時間、低反射訊號特徵等，美國海軍和美國空軍的需求類似。

　　在作戰評估中，DARPA將對滿足美國海軍和美國空軍需求的各種技術進行評估，2008年年底之前，將至少有1架可以從航母上起飛的無人作戰飛機。韋尼希望美國國防部官員可以在2010年之前獲得足夠的資訊以進行決策。如果美國海軍和美國空軍的無人作戰飛機確實沒有很多的共同需求性，那麼美國國防部將允許它們各自發展自己的無人作戰飛機。

　　韋斯廷頓表示將吸取上世紀90年代末先驅者無人飛行載具計劃失敗的教訓，當時美國國防部希望透過該計劃為美國陸軍和美國海軍研製聯合戰術無人飛行載具。

　　3．現有的計劃

　　聯合無人作戰飛機計劃將以美國海軍和美國空軍目前的技術展示計劃為基礎。1999年以來，波音公司一直在DARPA的管理下設計美國空軍X-45無人戰機的新型號。在去年，X-45A試飛了16次，波音公司還計劃在2006年之前完成X-45C交機，航程達到2100公里。今年夏天，波音公司將進行一套地面控制站控制兩架X-45的飛行測試。

　　根據DARPA 2000年開始的一個獨立技術展示計劃，諾斯羅普·格魯曼公司風箏型、用於美國海軍的X-47飛馬座無人戰機雛型於今年試飛。在2006年，還將交與2架X-47B型無人戰機。

我之所以說X-45的贏面比較大是因為X-45系列的進程比較快，也比較注重在USAF的需求上
(UCAV的採購上一定還是以USAF的需求優先，USN等著妥協吧)

有點覺得X-45B改成X-45C是為了J-UCAV下的共通需求而生
不然單單X-45B的3600lb, 1200nm作戰能力對USAF而言應該是足夠的.

根據該文，X-45C只能塞8枚SDB，如果真的是這樣，(http://www.airforce-technology.com/projects/x-45-ucav/)這裡寫的X-45A塞12SDB/LOCAAS就不知道到底是什麼意思了
我是認為12LOCAAS是可能的，但是12SDB？SDB長度跟500lb JDAM差不多怎麼塞12顆呀...

另外一個出現的有趣數據..
X-45A internal fuel: 2690lb, range 650nm
X-45C internal fuel: 14000lb, range 1300nm
F404-102D跟F124-GA-100比起來真是霹靂耗油呀
(當然15000lb vs 36500lb的起飛重量，還有0.75mach vs 0.85mach的cruise speed也是差很多的)

also2,
DARPA的文件上X-45A的payload寫1500lb，Boeing跟其他source卻都寫3000lb.. 搞什麼呢.. 我不知道
(我是認為DARPA寫錯了，因為沒把把航電測試籌載排除，少掉一個bombbay，payload剛好少一半)

Weight; X-45A: 12,000 lb.; X-45B: 21,000 lb. (approx.); X-45C: 35,000 lb.

Length; X-45A: 26.3 ft.; X-45B: 32 ft.; X-45C: 36 ft.

Wingspan; X-45A: 33.8 ft.; X-45B: 47 ft.; X-45C: 48 ft.

Payload; X-45A: 1,500 lb.; X-45B: 2,000 lb.; X-45C: 4,500 lb.

Ceiling; X-45A: 35,000 ft.; X-45B: 40,000 ft.; X-45C: 40,000 ft.

Speed; X-45A: 0.75 Mach; X-45B: 0.85 Mach; X-45C: 0.85 Mach.

A Little UAV With a Big Cheap Brain

July 22, 2003: The Navy is testing a new UAV (Uninhabited Air Vehicle) that takes advantage of cheaper off-the-shelf software and sensors. The Dakota UAV is designed to operate more autonomously than earlier UAVs, to the point where one operator can control three Dakota type UAVs simultaneously. This is done by programming the UAVs to be able to take off and land by themselves, and use their sensors (cheap videocams and pattern recognition software) to be self aware of obstacles (a flocks of birds, high power lines and so on) and avoid them. The operator would give the UAV way points and a patrol area. The UAV would warn the operator if there was something happening that the software could not handle. The Dakota itself is a 200 pound aircraft with a 16 foot wingspan. The Dakota is controlled by software that can run on a laptop.

July 13, 2003: DarkStar, a secretive and stealthy UAV development project, was cancelled in 1999 when the prototype proved to be unreliable in flight. It turns out that the project was not scrapped completely. The U.S. Air Force admitted that an upgraded, and much more reliable (in flight) version of DarkStar was used successfully over Iraq. The DarkStar II (for want of a better name) is said to have the same odd (but stealthy) shape of the original DarkStar, but a bit larger. It carries a sensor load similar to the Global Hawk, but only can stay in the air for about eight hours. There are supposed to be two of these UAVs, and at least one flew from an air base in Qatar. The section of the base where the UAV was stored was off limits to journalists. Most other pilots did not know about DarkStar II flying in the area, and this caused some consternation when some U-2 pilots, who flew at the same high altitudes as the DarkStar II, saw the aircraft and could not identify it.

http://www.onr.navy.mil/media/tipoff_display.asp?ID=37#1

DarkStar

http://www.fas.org/irp/program/collect/darkstar.htm
http://www.af.mil/photos/art_uavs_darkstar_0001.html

Phoenix UAV

http://www.airforce-technology.com/projects/phoenix/
http://www.armedforces.co.uk/army/listings/l0101.html

英國《防衛新聞》2003年7月21日報導，某些美國工業觀察家吃驚地發現，那些被選擇作為無人飛行載具系統應用/任務開發的骨幹系統、作為分系統試驗和鑒定以及美國三軍原則實驗和訓練的無人飛行載具都是外國製造的系統，而沒有一種是美國本土國防廠商武器庫中現有的機體。

　　但是，美國各軍種採購很多以色列艾爾比特系統和銀箭公司生產的赫爾墨斯（Hermes）450無人飛行載具並不令人吃驚。這些身負重任的無人飛行載具目前也在以色列國防軍中服役，並且作為以色列國防軍的主力戰術無人飛行載具系統已經積累了大量經驗。

　　 赫爾墨斯450是高級別戰術無人飛行載具，採用先進的複合結構和優化空氣動力外型設計。先進的航空電子能夠實行自動飛行和精確GPS導航。全權飛控系統大大提高了可靠性。目標探測和識別由先進的平衡環支撐的光電有效載荷實現。無人飛行載具配備完善的通訊系統，能夠實時把圖像傳送到地面站。赫爾墨斯450的最大有效載荷150kg，它的作戰飛行高度為5500公尺（18000英尺），最大續航時間是20小時。

A-160就是美國海軍原本的VTUAV計畫，也是所謂的RQ-8 FireScout。他原本是一家名不見經傳的Frontier公司的創意，現在不但美國海軍、陸軍買單，也被NG併購過去。

它特別的地方是少見的直昇機構型UAV。直昇機構型有很多的優點，容易部署與起降，還可以滯空。但是UAV的最大利基是滯空時間長，而長滯空時間的最佳構型是滑翔機的長展弦翼構型，原因很簡單，因像滑翔機沒有油都可以飛很久，自然是滯空最佳構型。

而直昇機是最爛的滯空構型之一。因為它必須不斷旋轉螺旋槳才能維持升力，比起掛著都可以飄的自然差很多。而A160便是要同時挑戰垂直起降與滯空的要求。

A160的方法是高剛性的旋翼，並且不利用鉸鏈就與翼轂連接。所以當旋翼以很低速度旋轉的時候，不像一般的旋翼會翻轉，而是會將受力經過翼轂傳遞到整個機身，這使得在低速旋轉的時候，旋翼仍然能夠維持平面與產生升力。結果是其旋翼在最大轉速的40％時仍可運作，將阻力與油耗降低一半。再加上大量利用複合材料，燃油重量達到全機的一半，這使得它雖然不能與滑翔機派（隨便都24小時以上）媲美，但已經可以一般直昇機難以達到的六小時滯空時間。

因此，陸軍有意利用改良引擎再提高它的滯空時間。目前的計畫包括使用JP-8的活塞引擎、陶瓷渦扇引擎、柴油引擎。另外，由於剛性旋翼的另一個特性就是對重心變化的忍受度強，所以大家自然也會想塞一些飛彈上去。

核熱電池耶... 以後要打UAV還得小心上面載的會不會是核熱電池，不然UAV幹下來了，一堆同位素也下來了...:>>

剛剛找到的(Google大神真好用)
https://research.maxwell.af.mil/papers/ay2002/afit/afit-gae-eny-02-6.pdf

看來老美已經想玩這個玩很久了..

此一設計最早曾經見於LHX計畫（最後由RAH-66卡曼奇勝出.....）的早期競標構想上, 沒想到最近又再度死灰復燃了............

同時使用旋翼＋機翼＋前翼的玩意兒居然還能談匿蹤？？？？時代真是變了...........

据美國《航太日報》2003年8月21日報導，由於各種技術問題將繼續使X-50A蜻蜓無人飛行載具延遲首飛，該機仍然在亞利桑那州yuma測試場進行地面測試。
　　
在美國國防預先研究計畫局（DARPA）和波音公司的共同努力下，蜻蜓無人飛行載具是一種具有特殊寬旋翼的混合直升機設計。這種特殊寬旋翼在飛行中可以從緩慢到停止轉動，從而使該無人飛行載具以固定翼噴射飛機模式飛行。

DARPA計畫經理Van Olinger說，我們正在積極準備它的首次飛行。無疑，該機的首飛要比我們預計的時間要延後更久一些，而目前還說不清每個原由。已經完成了許多地面測試，每進行一次測試，我們都學到了我們以前不知的東西。因為蜻蜓不是我們以前所做過的任何型號飛行器的改良型，而是一種全新飛機。

Olinger說，蜻蜓的旋翼由一股熱燃氣流驅動，當它以固定翼模式飛行時，這股熱氣流要改變方向，向飛機後面流出。業已証明，在其他問題中，使燃氣向上流過旋翼組件也是一項挑戰。另外，此機的旋翼組件也是一個排氣管，由於熱燃氣還存在著一個離心問題。

如果沒有另外一些問題突現出來，首飛可能在大約幾個星期後進行。在首飛期間，該無人飛行載具計畫垂直升空，在10英尺高度上懸停幾分鐘。隨後，計畫進行一次12分鐘的飛行測試，最後是蜻蜓垂直起飛，在空中完全停止旋翼轉動，然後變換成直升機模式並著陸。

UAVs Want To Be Free

蛟龍夫人的後繼者, 環球小姐無人偵察電戰機, 參上∼∼∼！！！！

　　根據美國《每日航太》2003年9月16日報導，諾斯洛普·格魯曼公司在9月15日宣布，該公司將開始研製下一代“環球之鷹”無人飛行載具。這種新型無人飛行載具的機翼將變得更長，能比現有“環球之鷹”多攜帶50%以上的載荷。

　　諾·格公司計劃在2004∼2005年首批3架新型“環球之鷹”能交機，並命名為RQ-4B，美國空軍已經付給該公司3010萬美元作為先期採購經費。這種無人飛行載具可以攜帶1350公斤（3000磅）的載荷，攜帶的電量是現有“環球之鷹”的1.5倍。新型“環球之鷹”無人飛行載具的翼展達39M（130.9英尺），機身長14M（47.6英尺），而現有“環球之鷹”的翼展僅為34.8M（116英尺），機身長13.2M（44英尺）。

俺不是在研發萬惡軍國主義侵略性的空射型巡航飛彈, 俺是在研發愛與和平, 宛若伽利略太空船般純潔無邪的空射型無人駕駛偵察機!!!!!

只是未來在執行偵查任務時, 俺的空射型無人駕駛偵察機說不定會一不小心, 如伽利略撞木星般的撞向原先預定偵查的目標..............p

一擊必殺AEON環宇軍武網.......................

日本明年起將開發研製由F-15J戰機攜載的無人駕駛偵察機
2003-9-21

　　東京9月20日消息: 日本防衛廳將從明年起正式開發研製用於軍事偵察的小型無人駕駛噴射式飛機。

　　據《朝日新聞》9月20日報導，無人偵察機的開發將從2004年開始進行，預計投資約九十億日元，如果一切順利，在5年之後就可裝備自衛隊。在開發機體的同時，還有相關的機載設備。日本防衛廳方面的計劃是將其搭載高精確度的圖像傳輸設施，可用於對日本周邊“可疑船隻”等情況的偵查，此外，還可能賦予其對敵方艦船實施電子干擾或甚至攻擊的能力。

　　即將付諸開發的這型無人偵察機長約五米，將搭載於日本航空自衛隊的F-15J戰機上，由F-15J戰機從空中發射起航，最高飛行高度一萬米左右，續航距離可達數百公里。

硬殺反制S-400等級防空體系之道, LM臭鼬小組的回答

美國《航空週刊》2003年9月22日期刊報導，洛克希德·馬丁公司臭鼬小組成員揭開了巡航飛彈式新匿蹤無人飛行載具的面紗。這種新匿蹤無人飛行載具將能夠飛往那些甚至F/A-22也不能冒險去的地方，因而能夠攫取情報並用小型炸彈或破壞性微波能量流打擊敏感的電子設備。

臭鼬小組最近從事的新匿蹤無人飛行載具工作是設計空中發射的奴才（Minion）偵察和攻擊型無人飛行載具。

洛·馬公司在設計上把奴才（Minion）偵察和攻擊型匿蹤無人飛行載具的雷達截面積減小到甚至比F/A-22猛禽（回波小於大理石彈珠）和F-35聯合打擊戰機（小於高爾夫球）還小。這種3400公斤（7500磅）重的無人飛行載具體積小到足以在F/A-22這種大型戰機的每一個機翼下各掛一具。

作戰飛行的初始方案是F/A-22雙機編隊可發射和控制4架無人飛行載具。由於F/A-22只有一名飛行員，很可能一架戰機上的飛行員監視無人飛行載具，而另一架的飛行員在戰場上空了解敵情威脅情況。預期飛行員的工作負荷會低於發射AIM-120空對空飛彈的要求。

因為攜帶2架匿蹤無人飛行載具的匿蹤戰機的雷達截面積會大於3架單獨的飛機雷達截面積，所以美軍目前構思的理想操作方式是在SA-20或S-400之類下一代防空飛彈的作用距離以外就發射匿蹤無人飛行載具，預計操縱距離長達400公里（250英里）。奴才（Minion）匿蹤無人飛行載具的航程有1850公里（1000海浬），因此能夠返回前線作戰基地，放下它的可收放起落架著陸。

每架匿蹤無人飛行載具都有武器艙，足以容納4枚100公斤（220磅）精確導引小直徑炸彈、偵察感測器、電子干擾機或者大功率微波武器。這種匿蹤無人飛行載具也能夠作為假目標--誘餌。武器投射或情報蒐集能夠由發射飛機控制。但是，發射飛機需要保持在視線以內，以便直接控制。

奴才（Minion）匿蹤無人飛行載具將像聯合空對地防區外發射飛彈（JASSM）並使用很多同樣生產技術，但是洛·馬公司的官員說，其成本目標大大低於JASSM的每一枚40萬美元標價。預計大多數可重復使用的靶機平均每架出航7次。該公司的計劃官員說，他們正在估算奴才（Minion）匿蹤無人飛行載具可能達到的壽命。

By Michael Sirak, JDW Staff Reporter,
Washington DC

The US Air Force is examining the merits of a semi-autonomous, lighter-than-air unmanned aircraft that would operate in the uppermost reaches of the atmosphere for extended periods. There it would serve as a communications-relay and surveillance platform for tactical applications, said service officials.

The air forces Space Battlelab, along with the Space Warfare Center, both located at Schriever Air Force Base, Colorado, are pursuing the concept called the Near-Space Maneuvering Vehicle (NSMV).

Unlike other airships and semi-rigid inflatable designs being developed for the US military, the idea is for the NSMV to loiter at significantly higher altitudes - between 100,000ft and 120,000ft - in the region known as near space. Here, in a seldom-exploited niche above the operating ceilings of fixed-wing aircraft and below low-earth-orbit satellites, the air vehicle would be protected from surface-to-air missile attack, hostile aircraft and inclement weather, said the officials.

That spectrum of not-used space is what we want to see if we can take advantage of, Col Pat Rhodes, commander of the Space Battlelab, told Janes Defence Weekly.

It is envisaged that the NSMV would support theatre commanders, he said. It will bring a much more responsive and dedicated communications and [intelligence, surveillance and reconnaissance] suite to the warfighter, said Col Rhodes. It would be an affordable complement - not a replacement - to existing unmanned surveillance aircraft.

The laboratory intends to validate the concept starting in October during a two-part flight demonstration of a V-shaped prototype air vehicle called Ascender, manufactured by JP Aerospace of Sacramento, California.

JP Aerospace and the Battlelab then expect to begin activities with a 175ft- (53m)-long Ascender model, having already performed successful flight exercises inside a hangar with a 93ft-long variant. The lab wants to send the vehicle to 100,000ft, have it navigate between two points, loiter over the second point for a short period of time and return safely to base, said Col Rhodes.

Vol. 3, No. 39

EuroHawk Makes German Landing, Prepares for ELINT Tests

By B.C. Kessner

Northrop Grumman [NOC] recently said a Global Hawk unmanned aerial vehicle (UAV) configured for its EuroHawk initiative landed in Germany after flying about 21 hours from Edwards AFB, Calif., in preparation for flight demonstrations and tests of an electronic intelligence (ELINT) payload provided by European Aeronautic Defence and Space Co. (EADS).

Up to five test flights will be conducted from Nordholz Air Base in northern Germany during the four-week deployment, a Northrop Grumman spokeswoman told sister publication Defense Daily during a telephone interview. Flights are scheduled for the Oct. 21, 23, 29 and 31, with a backup date planned for Nov. 4 dependent upon visits from German ministry of defense personnel. The Global Hawks flight back to the United States--without the EADS payload--will be on Nov. 6 or 7, she added.

The demonstration was originally scheduled for last October but was delayed because of Operation Enduring Freedom in Afghanistan. A rescheduled date for last March was similarly delayed due to Operation Iraqi Freedom. Northrop Grumman is looking to sell Germany a Global Hawk-based HALE system that could replace that countrys manned signals intelligence (SIGINT) Atlantic aircraft built by Frances Dassault Aviation, which are being phased out in the 2007 to 2008 time frame (Defense Daily, Aug. 14).

Another objective of the program is to introduce flight operations by a HALE UAV into European controlled airspace, Northrop Grumman said. The company hopes it will be an important event showcasing potential intelligence, surveillance, and reconnaissance (ISR) interoperability with NATO nations and their allies.

The demonstration stems from an October 2001 U.S.-German project agreement and consists of three main parts. First was the development of a concept of operations for employing a HALE UAV in Germany. The second phase included the recent installation of what the Germans refer to as HEP (HALE ELINT payload) aboard the Global Hawk and subsequent flight tests that were conducted in August from Edwards. The deployment and operation of the platform in German airspace is the final segment.

During the August flights, the HEP successfully detected every target emitter lit off at a China Lake test facility, while operators used a German ground exploitation system to process the reconnaissance data.

The majority of the people in Germany from the United States are contractors. This is to minimize impact on Air Force Global Hawk personnel, five of whom were expected to participate in the German demonstrations. AV-1 is an Air Force asset, but the service agreed to permit the company its use as well as some ground segment capabilities relating to the mission control and launch and recovery elements. The Air Force provided airlift support for the deployment to Nordholtz, the spokeswoman said. EADS personnel are also participating as they continue to develop the ground exploitation system.

Some typical Global Hawk systems are not on board but are being compensated by adding others. For instance, there will be no Ku-band SATCOM capability, but an INMARSAT has been installed to enable air traffic control voice capability, the spokeswoman said. Also, there will be no synthetic aperture radar or electro-optical/infrared (EO/IR) components because the German payload is passive.

The HEP payload is installed in the nose of the vehicle. It will downlink the information it receives to the mission control element (MCE), which will send to the German exploitation ground support station. According to the spokeswoman, both locations will be capable of sending video to a mission operations center that has been constructed at Nordholz and contains both classified and VIP viewing areas. The ops center will allow for system data transfer and real time updates.

Besides the ELINT demonstration, the company has additional focus on two other competitions for its EuroHawk initiatives. After this first demonstration with the HEP payload, the company is looking to generate a proposal for German HALE imagery intelligence (IMINT) that includes SAR and EO/IR.

The other effort is aimed at the NATO Alliance Ground Surveillance System (AGS), which will include air and ground capabilities to provide ground surveillance. It will be owned and operated by NATO (as an entity) for use in situations such as peacekeeping operations, crises or conflicts. With an initial operating capability of the 2010 time frame, it will be structured based on the results of two studies, one looking at manned systems, and the other looking at a mix of manned and unmanned systems.

Northrop Grumman is teamed with EADS, Italys Galileo, Frances Thales, General Dynamics [GD] Canada and Spains Indra to compete for the NATO AGS program. Another team includes Raytheon [RTN] and Britains BAE SYSTEMS (Defense Daily, June 19).

Another German EuroHawk variant could be equipped with a radar similar to that being developed for AGS.

Lockheed Martin wins airship competition

Michael Sirak, JDW Staff Reporter, Washington, DC

Lockheed Martin has won the US DoDs competition to build a sophisticated next-generation airship that will provide persistent high-altitude surveillance of ballistic missiles and air threats approaching the continental US.

It could also be used in other theatres to protect US troops and allies.

The Missile Defense Agency (MDA), which oversees the High Altitude Airship (HAA) programme, selected on 29 September Lockheed Martins Maritime Systems & Sensors sector based in Akron, Ohio, to build the unmanned lighter-than-air vehicle over competing bids by Aeros and Boeing.

Allen Barber, vice president and general manager of Akron operations, said the airship will usher in a new era in flight, with its ability to loiter with a 4,000lb (1,814kg) multimission payload in quasi geostationary orbit at altitudes around 65,000ft for periods much greater than contemporary unmanned air vehicles. This could be up to a month with a planned prototype unit and approaching a year for an operational variant. Yet, unlike a satellite, the airship could return to base for maintenance.

Lockheed Martins highly autonomous, helium-filled design is 152.4m long, 48.7m in diameter, with a volume of 1.5 million m3, said Ronald Browning, the companys director of surveillance systems business development.

It carries four electric motors with vectorable large twin-bladed propellers, two on each side of the vehicle. Barber characterised the airship as a great marriage of old lighter-than-air technologies and new innovations. The latter include high strength-to-weight ratio materials for the airships skin and thin-film photovoltaic cells to generate power from sunlight for the vehicles propulsion and the additional 10 kilowatts necessary to operate the airships payload.

Why Mini-UAVs Are the Next Big Thing

在開頭，作者的提綱適切地說出了UCAV計畫戲劇性的發展：「原本作為有人戰機廉價取代品的東西，已經變成一個可能威脅有人戰機的長程無人轟炸機」

Ａ：而歷史教訓告訴我們：”不安份於廉價可銷耗地位，想和人類飛行員搶飯碗的ＭＡＣＨＩＮＥ，最終都難逃被ＴＥＲＭＩＮＡＴＥＤ的命運”

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UCAV的計畫從美國空軍開始，原本是瞄準野鼬機的市場，進行危險的防空壓制動作。但在2002年時，空軍決定將Block10設定成為電子干擾機，一方面是因為美國空軍正缺適當的電子干擾機平台，而美國國會喜歡無人飛機，所以用無人飛機去搶預算，回來幹掉海軍的EA-6B，兼閹掉EA-18G，正是一桃殺二士，。但另一方面也是空軍懶得發展全新雷達標定系統。而第二個任務則是固定目標的轟炸。

Ａ：此外無人機的匿蹤性可以設計得比有人機更佳，因此戰時能靠敵方靠得更近去執行電子干擾任務，而能以較低的輸出功率達成同樣的壓制效果

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從現有科技來看，固定目標轟炸顯然是UCAV最適合的任務。因為對抗機動SAM所需的快速反應，在ECM設備運作下的通信問題，都是相當困難的天險。而美國的導航能力，早已超越了遙控飛機的水準，連自由落體炸彈與SLAM都可以用分散資料鍵遙控攻擊機動目標，控制一架UCAV去固定目標頭上投射炸彈不會比更新巡航飛彈的目標點去投擲次彈械來得困難。而在X-45計畫中，波音不但已經讓UCAV可以自動起飛與降落，甚至可以設定四度空間的的控制律，讓戰機在指定時間準確地到達攻擊點。

因此，當B-1、B-2、F-117一樣是接受資料鍵命令後，前往指定的GPS座標投擲GPS武器去炸一個飛行員根本看不到的目標時，為什麼不乾脆把飛行員拿出來？所以，原本相當於西斯納小飛機的X-45A（最大起飛重量7噸）已經增肥成為F-16大小的X-45C（最大起飛重量16噸），使得作戰半徑從接近JSF的600浬左右成長到1000浬。美國並希望X-45C可以在2010年成立一支36架稱為A-45X的部隊，正好取代F-117成為美國一支精銳的先鋒打擊部隊。

Ａ：
老美國會要求：”到2010年左右，空軍1/3的獨立深入打擊戰力必須為無人兵力”，獨立深入打擊戰力也者，無需大規模輔助兵力護航便能逕行深入打擊作戰匿蹤機也．而唯一能符合老美國會如此迫切要求的貨色，唯有衍生自X-45C的A-45X爾

但是真正構成未來老美空軍海航的主力無人打擊機計畫，J-UCAV計劃，將由波音X-46與諾普X-47的衍生量產型一較高下，不過和JSF計劃不同的是，J-UCAV計劃將不會是”贏家全拿”，甚至到最後老美空軍與海航分道揚鑣，各自選擇心中理想的機種亦有可能

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UCAV的概念在美國海軍就沒有那麼順利，因為美國海軍對於飛機長什麼樣子有自己的看法，許多在陸上可以接受的設計都會被美國海軍嗤之以鼻。例如，美國海軍就非常排斥匿蹤設計，管他「噩運鑽石」還是「以太流線」，從來不能成功在美國航艦上降落。美國海軍就是有那個本事叫F-22改成可變翼，叫A-12的機腹艙門弄得比犀牛皮還厚，還得保證關起來的時候可以匿蹤。

ａ：
1. 當UCAV-N計畫被提出來時，美海航第一個反應是：”Are you crazy？？”
2. 諾普集團為美海航所提出的X-47無垂尾鑽石風箏設計，原始目的是造出一款低價位，高匿蹤的簡易UCAV，其靠著六個簡易機翼氣動控制面，無需複雜的TVC便能進行飛航，但是此一設計據說非常不利航艦低速降落的性能要求，洛馬的某工程師稱此設計曰：”Hopeless Diamond”

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對美國海軍而言，飛機就是要十八般武藝俱全，戰鬥兼攻擊不稀奇，攔截兼轟炸與加油及偵察和指揮再順便當總統座機都搞得出來，對UCAV這種預設目標轟炸的功能，實在想不出什麼理由比不佔航艦空間的巡航飛彈更好。所以UCAV-N必須挑戰一個美國海軍艦載機絕對沒有的功能，答案就是機動目標的監控。美國海軍有1500浬以上的巡航飛彈，但就是沒有一架類似E-8或RQ-4（全球之鷹）的對地預警機可以標定移動目標。眼看著空軍B-2可以跨洲一次轟炸16個目標，再讓一堆戰術戰機跟著E-8衝進去趕盡殺絕，美國海軍決定賭上：UCAV-N必須擁有12小時的滯空時間，以標定固定與機動目標。

但航艦的操作環境並不那麼簡單，美國海軍已經發展一種GPS降落系統可以遙控戰機在20公分立方的誤差間降落航艦，但UCAV-N降落後該如何跟著地勤人員亂七八糟的手勢用自己的動力倒車入庫呢？

用語音遙控或是在起落架加裝一個地勤人員的控制設備或許可以解決，但更大的問題是美國海軍到底打算買幾架？由於主要的炸彈仍是由有人戰機攜帶，則每艘航艦配備的UCAV-N只剩下關鍵的2-6架，全海軍的採購量將不超過100架，美國海軍打不打算為這100架大幅修改航艦人員的操作程序？

美國空軍的UCAV也有自己的問題。在X-45A時代，UCAV是一種盒裝戰機的概念，可以裝到貨櫃中，由運輸機空運到前線。但當X-45C長肥成為F-16大小時，就必須靠自己飛到戰區。麻煩來了，UCAV的自動起降技術是科技的一大突破，但在空中要自動對準加油管還是不夠。可能得向01帝國購買機器烏賊的可撓控制手臂才可以。

沒有適當的引擎是另一個問題。波音的X-45採用F-124或F-404的無AB軍用引擎，對UCAV平淡的航程而言，引擎的耗油太兇，溫度太高。NG的X-47改用旁通比達2：1的JT15D-5商用引擎，卻發現商用引擎不夠耐操，一方面匿蹤進氣孔設計嚴重扭曲氣流，使得NG必須使用F-14的風扇來整流才能餵給不耐操的商用引擎，另一方面彎曲進氣道的設計有一定最大扭曲度限制，則引擎的直徑越大，進氣道就必須更長以免過度彎曲，則飛機的最大進氣道長度決定了引擎的風扇直徑（而現有的UCAV都把進氣道延伸到雞頭附近，利用了機身的幾乎每一吋長度）。

Ａ：最大的問題還有兩個

1. 如何避免與有人軍機／民航機空中碰撞的意外發生？？？對於預防這種悲劇發生最有效的配備就是人類的雙眼與臨機應變的大腦，UAV/UCAV想要解決此一問題，目前近乎無解

2. 如何有效壓低UCAV的失事率？？？今日Predator UAV的失事率將近F-16的六倍，對於造價僅兩百萬美金的Predator UAV而言還馬馬虎虎，但對離陸成本高達2500萬美金級的UCAV而言，老美空軍海航可不能承受如此之高的非戰鬥損失．

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瑞典Saab和法國達梭合作開發歐洲無人戰鬥機驗證機
2003-12-24

《每日防衛》2003年12月23日報導，瑞典Saab航空系統（Saab Aerosystems）公司和法國達梭公司昨日宣布，他們簽署了一份諒解備忘錄，以確定研製無人戰鬥機計畫（UCAV）。

Saab航空系統公司高級副總裁兼總經理Lennart Sindahl說：這是發展瑞典無人戰機技術非常重要的一步。由於JAS-39鉤啄獸飛機，我們已展示出我們在整合整個飛機系統方面居於世界領先地位。這方面的優勢，與頂尖的航空技術訣竅結合起來，將使Saab公司成為未來無人戰機系統的供應商。