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Allied Aerospace 29-inch iSTAR VTOL ducted-fan development vehicle. This is the 2nd prototype of this particular model. Allied Aerospace Allied Aerospace 29-inch iSTAR VTOL ducted-fan development vehicle. This is the 2nd prototype of this particular model. Allied Aerospace exceeding 6in (15.2cm). This tiny machine would have an endurance of about two hours, operate with considerable autonomy and carry a video camera with a low-light capability. Aside from use during squad-level combat operations, a small craft with this capability might be carried in a pilot’s survival kit to observe hostile ground forces or to act as an emergency communications relay. The project produced many interesting concepts, although the practical limits of miniaturisa- tion with prevailing technology also became clear. By 2001 DARPA was focusing on compact VTOL ducted fan platforms that would pro- vide ground forces with a high-quality intelli- gence-gathering capability beyond visual range. In 2002 this became the Organic Air Vehicle (OAV) programme with DARPA establishing requirements for three new classes of compact VTOL platforms. They ranged from a small man-portable unit (Class 1), often described as an MAV, to larger and higher-specification versions (Class II and III) transported to the operational location by a Humvee or similar-sized ground vehicle. (The term organic refers to use by the smallest combat force.) All classes of OAV take the form of a ducted fan tail-sitter, which is capable of full VTOL, hover and normal flight. Each platform car- ries sensors and a control system that can link to orbital satellites, with the larger craft being better specified in terms of performance and payload capability. DARPA anticipates a high degree of automation with these vehicles, including take-off, landing and_ refuelling from robot ground vehicles, plus the ability (of the larger craft) to park in various loca- tions for up to a week; in the latter situation _ sen, with tail-mounted vanes being used for equipment includes forward- and down- they would operate as sentries and remote- _ flight control (as opposed to cyclic pitch). _ward-looking visible-light and infra-red video controlled observation posts. Work on these — This system provides counter-torque for the | cameras. The platform uses a sophisticated capabilities has been part of a programme _ single rotor and regulates yaw, pitch and roll, | autonomous flight control system employing known as the Autonomous UAV Mission Sys- with rotor rpm controlling lift. A Class | vehi- | GPS navigation, and at rest it is supported by tem (AUMS) Project, which is an officially cle would be used for short-range forward _ three very basic metal legs. The Honeywell sponsored undertaking within the Joint scouting missions lasting on average fifteen craft has a maximum airspeed of 57mph Robotics Program (JRP). minutes. Specifications include a maximum (92km/h), endurance of forty minutes During the initial phase of OAV develop- _ range of 3,280ft (1,000m), a maximum weight (depending on usage) and a range of about 1 ment important generic ducted-fan technolo- _ of 22 Ib (9.98kg) including a 1 Ib (500gm) pay- mile (1.6km). All quoted performance figures gies were provided by Honeywell, which led _ load, a ceiling of 7,900ft (2,408m) and anoise _ for this design exceed the original OAV spec- to demonstrations being staged with a 29in _ level limit of 75db at 23ft (7.0m). ification. (73.7cm)-diameter vehicle built by Allied Honeywell Aerospace of Phoenix is cur- Aurora Flight Sciences have developed the Aerospace called iSTAR (Intelligence, Sur- _ rently responsible for the leading micro VTOL __ relatively compact GoldenEye-50 OAV, which veillance, Target Acquisition and Reconnais- ducted fan design in these ongoing DARPA tri- _ is a scaled-down 20 Ib (9.1kg) version of their sance Equipment). To simplify the design a __ als. This has a diameter of 13in (33.0cm) and __ larger Class II vehicle. GoldenEye-50 flew in single fixed-pitch four-bladed rotor was cho- a weight of about 12.5lb (5.67kg). Standard July 2004 and made the first transition from sen, with tail-mounted vanes being used for flight control (as opposed to cyclic pitch). This system provides counter-torque for the single rotor and regulates yaw, pitch and roll, with rotor rpm controlling lift. A Class I vehi- cle would be used for short-range forward scouting missions lasting on average fifteen minutes. Specifications include a maximum range of 3,280ft (1,000m), a maximum weight of 22 Ib (9.98kg) including a 1 Ib (500gm) pay- load, a ceiling of 7,900ft (2,408m) and a noise level limit of 75db at 23ft (7.0m). Honeywell Aerospace of Phoenix is cur- rently responsible for the leading micro VTOL ducted fan design in these ongoing DARPA tri- als. This has a diameter of 13in (33.0cm) and a weight of about 12.5lb (5.67kg). Standard equipment includes forward- and down- ward-looking visible-light and infra-red video cameras. The platform uses a sophisticated autonomous flight control system employing GPS navigation, and at rest it is supported by three very basic metal legs. The Honeywell craft has a maximum airspeed of 57mph (92km/h), endurance of forty minutes (depending on usage) and a range of about 1 mile (1.6km). All quoted performance figures for this design exceed the original OAV spec- ification. Aurora Flight Sciences have developed the relatively compact GoldenEye-50 OAV, which is a scaled-down 20 lb (9.1kg) version of their larger Class II vehicle. GoldenEye-50 flew in July 2004 and made the first transition from Fans and Ducts 159