BAE Systems UAV Technology Demonstrators

Following an extensive period of computer modelling, simulation, operational analysis, wind tunnel testing and prototyping, BAE SYSTEMS began work using modified radio controlled models such as Soarer, a model glider used to test novel aircraft configurations in 2002, and a propeller-driven model called Cap 232, which made 30 flights at Samlesbury to test technologies. Following this, BAE SYSTEMS embarked on its own full scale development aircraft, beginning with the Kestrel..This work was conducted parallel with the FLAVIIR integrated programme for UAV technology research and development, begun June 2004 and sponsored by BAE SYSTEMS and led by Cranfield University. The Kestrel platform made one flight in March 2003 near Campbeltown in Scotland powered by two small jet engines. However, the 300 lb design, with an 18ft wing span, proved so difficult to control that its developers decided that full autonomy should be introduced, with follow-on air vehicles to remove the risk of accidents.

A nine-month design and build process led to the Raven unmanned combat air vehicle (UAV) sub-scale technology demonstrator, testing technologies related to the UK’s now-abandoned Future Offensive Air System project. The aircraft was a jet powered, tailless, highly-swept wing design with a clean blended wing and body and retractable undercarriage, It was aerodynamically unstable, agile, flights and was fully autonomous from take-off to landing. Aerodynamic control surfaces included upper and lower surface drag spoilers on the outer wing, which operate differentially port and starboard, to provide control yaw,while trailing edge elevons provided pitch and roll control.

Core technology from the Raven – including its flight control system, ground station and composite centre fuselage – was then fitted to a straight, longer and higher aspect-ratio wing than the Raven, evolved to demonstrate operations of an unmanned reconnaissance air vehicle.

Unmanned autonomous system (UAS) autogyro technology demonstrator, based on the RotorSport UK MT-03 autogyro, with a sensor suite derived from the BAE Herti UAV. It is capable of being flown manned, for flight test purposes. The aircraft is intended to demonstrate UAS use for maritime or naval applications, landing on and taking off from small ship platforms. Status is unknown.

Unmanned autonomous system advanced concept technology demonstrator for a medium-altitude long-endurance (MALE) unmanned air vehicle (UAV) system. Designed to operate autonomously, even under adverse weather conditions, Mantis was designed to be able to perform intelligence, surveillance, target acquisition and reconnaissance (ISTAR) operations, offer close-air support for ground missions and capture real-time intelligence data before transmitting it to the ground control station via satellite communication data link. It was able identify and destroy targets using its missiles or bombs. Development was to include three phases. The first phase development, jointly funded by BAE Systems and the UK Ministry of Defence (MoD), was carried out in Australia and involved the evaluation of autonomous control systems and ISTAR operations. Phase I testing was completed in November 2009. The second phase was to focus on the sensor package developments and armaments. This would have been carried out in Afghanistan and tested weapons release activities. The third phase would have been to assess the civilian applications and armed variants of the UAV. The Mantis remained a concept and demonstrator after its Phase I trials after funding was removed in the 2010 Strategic Defence Review.
Mantis has six hard points, three on each wing, which can be fitted with 12 MBDA Brimstone air-to-air missiles or six Raytheon pave-way precision guided bombs It can be controlled autonomously or manually from the ground control station. It is fully equipped with an automatic launch and recovery (ALR) system, which helps ensure automatic safe landing during communication failure with the GCS. The UAV is fitted with electro-optical (EO) and infrared (IR) sensors, and electronic intelligence sensors (ELINT, COMINT). The EO sensor converts light rays into electronic signals for capturing images, real-time data and videos. Mantis is fitted with SAR (synthetic aperture radar), SIGINT (signal intelligence) and COMINT (communication intelligence). Two Rolls-Royce 380 s.h.p. RB250B-17 turboshaft powerplants.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Endurance	Service Ceiling
	65 ft			2205 lb	19842 lb	230 mph/ 200 kn	350 mph/ 304 kn	30 hr	50000 ft
	19.81 m			1000 kg	9000 kg	370 kph	563 kph		15240 m

Tailless, flying wing demonstrator for unmanned combat aerial vehicle (UCAV) technology. Taranis emerged from the UK air research programme and uses underpinning technologies developed previously within MOD and industry funded studies, such as HALO, Replica and Nightjar. The Tproject is led by BAE Systems, but also involves Rolls-Royce, GE Aviation Systems, QinetiQ and the Ministry of Defence (MoD). As the prime contractor, BAE Systems is responsible for the overall programme, and also for many of the component technologies, including stealth technology, which gives it a low radar profile, systems integration and system control infrastructure. BAE Systems and QinetiQ collaborated on all aspects relating to the autonomy of the system. Its fundamental features are the clean blended wing and body, which exclude radar returns due to a lack of fins and a tail plane. Radar absorbent material (RAM) treatments and/or radar blocker devices may be incorporated. Taranis is controllable via satellite link from anywhere on Earth and the aircraft, though only a demonstrator, is designed to fly intercontinental missions, and is capable of carrying a variety of weapons, enabling it to attack both aerial and ground targets. It can be operated in either manual, automatic or autonomous modes; following manual engine start, Taranis is able to taxi to the runway automatically, before taking off and carrying out a number of functions without input from a pilot. During autonomous testing the vehicle begins to fly by itself within a set of boundaries, and will fly and search for targets autonomously in accordance with what it has been programmed to do.
The wing has a leading edge sweep of approximately 60°, along with a sharply contoured leading edge. Aerodynamic control surfaces include upper and lower surface drag spoilers on the outer wing, which operate differentially port and starboard, to provide control yaw. Large-span trailing edge elevons provide pitch and roll control. Edge alignment and edge and junction shaping minimise radar cross-section penalties. The highly raked, triangular, engine intake is positioned in a forward dorsal position, providing some shielding from radar and IR detection. The letterbox shape of the engine nozzle offers reduced rear-aspect radar crosssection that primarily minimises IR returns from hot engine parts and exhaust plume. The undercarriage is taken directly from the SAAB JAS 39 Gripen fighter. One Rolls-Royce Adour powerplant, most probably the Mk.951.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
32 ft 10 in	40 ft 9 in	13 ft 1 in
10.01 m	12.42 m	3.99 m

A sub-scale demonstrator, MAGMA was designed and developed by researchers at The University of Manchester in collaboration with engineers from BAE Systems to develop technologies designed to improve the control and performance of aircraft, by replacing moving surfaces with a simpler ‘blown air’ solutions:
Wing Circulation Control, which takes air from the aircraft engine and blows it supersonically through the trailing edge of the wing to provide control for the aircraft, and
Fluidic Thrust Vectoring, which uses blown air to deflect the exhaust, allowing for the direction of the aircraft to be changed.
The 12 ft. span, jet-propelled MAGMA is a sharply swept flying wing design, with the addition of twin vertical fins and fixed undercarriage for early testing.