UNMANNED ENTERPRISE

Stavatti Unmanned Aerospace is a design, development, implementation and production group organized to produce fully integrated Unmanned Aerial Vehicles (UAVs) as well as autonomous flight control laws, integrated systems and the associated hardware necessary to permit the autonomous function of Stavatti manned and unmanned aircraft.

Stavatti Unmanned Aerospace was established in 2000 for the purpose of introducing Unmanned Combat Air Vehicles (UCAVs) as well as Unmanned Cargo Aircraft (UCAs). Between 2000 and 2005, Unmanned Aerospace concentrated primarily upon the design of the SM-54A UCAV and SM-54C UCA. The SM-54A was an Unmanned Combat Air Vehicle (UCAV) designed to serve as a first-day-of-war, Close Air Support (CAS), Suppression of Enemy Air Defenses (SEAD) and low observable precision strike fighter. The SM-54 would penetrate high-threat airspace to deliver precision and unguided conventional and nuclear ordinance. The SM-54 was to be made available in autonomous or remotely piloted configurations.

A compact, subsonic weapon system of tail-less, tandem wing configuration, the SM-54 was to be powered by a single P&W Canada PW308A turbofan delivering 6,575 lbs st. The SM-54 powerplant is located in the aircraft fuselage and is fed by a ventral pitot air inlet. The SM-54 was designed deliver up to 8,000 lbs of ordinance, including up to four GBU-31 2,000 lb JDAMs. Ordinance is carried internally within two outboard pods. Each pod can handle up to 4,000 lbs/284 cu ft of ordinance which is released via ejector racks.

The SM-54 would be constructed of IM-9/RP-46 graphite composite materials as well as advanced aluminum and titanium alloys. Designed for all-aspect low-observability, the SM-54 would exhibit signatures on the order of the F-22. The SM-54 employs a fully integrated avionics system including, an embedded GPS/INS, air data and air vehicle management system, Synthetic Aperture Terrain Following Radar (TFR), encrypted common satellite data link and four channel PBW controls.

Configured for either remotely piloted or autonomous air vehicle operations, the SM-54 was designed with an open avionics architecture. In the remotely piloted configuration, the SM-54 would be controlled via a common service ground station. In the autonomous configuration, an integrated, quasi-artificially intelligent computational device developed by Stavatti would fly the SM-54, ensuring the satisfaction of all mission profile requirements.

The CTOL SM-54 was designed for both Navy Carrier and Air Force Land based operations, offering a 700 nm tactical radius with maximum ordinance at an airspeed in excess of 500 kts.

SM-54C was to be an Autonomous or remote ground station piloted, Unmanned Cargo Aircraft (UCA) derived from the SM-54A for Rapid, All-Weather, Global Cargo/Package Delivery. Designed for rapid, unmanned delivery of packages, the SM-54C features easy access, cargo pods designed to receive palletized payload containers of 4.5‘ x 2.5’ cross-section up to 12‘ in length for a total volumetric capacity of 135 cu ft per pod/270 per aircraft. Total SM-54C payload capacity was to remain in excess of 550 cu ft in non-palletized configurations. As the SM-54C is designed primarily for level, cross-country, IFR flight (instead of the combat
maneuvering of the SM-54A), total aircraft payload capacity is increased to 16,000 lbs, resulting in a 28,168 lb MTOW and a 23,020 lb useful load.

With the formation of Stavatti Heavy Industries, Ltd. in 2005, Stavatti Unmanned Aerospace was reorganized to embrace a variety of business initiatives to address unmanned and autonomous aerospace vehicle needs.

BROAD SPECTRUM

Stavatti Unmanned Aerospace has evolved to address a broad spectrum of unmanned aerospace vehicle needs. Beginning with a restructuring of the SM-54 program, all original work performed on the SM-54 series has been applied to the development of a new generation of tandem wing unmanned aircraft, ranging from unmanned attack and unmanned cargo to unmanned fire suppression, designated the SM-55. Considered a “Second Generation Program” the SM-55 is being developed for production in the 2015-2020 timeframe, offering greater payload, range and endurance than same-class UCAVs.

Going beyond the SM-55, Unmanned Aerospace is focusing upon clear initiatives to introduce a variety of commercial and military UAVs of various shapes and sizes for a wide variety of mission profiles. Ranging from micro-UAVs to mammoth high-altitude platforms of significant wingspan, over the next 25 years Stavatti Unmanned Aerospace will introduce:

Although an airframe producer, Stavatti Unmanned Aerospace will be largely responsible for the development of unmanned and autonomous vehicle flight control systems, guidance and navigation, artificial intelligence and related computational hardware for direct integration into Stavatti products. This horizontal integration of core competencies enables Stavatti not only to produce dedicated unmanned aircraft, but significantly improve the performance, capabilities and safety of manned aircraft through the creation of hybrid manned/unmanned aerospace vehicles.

HYBRID PILOT

By 2020, ALL Stavatti aircraft, manned or unmanned, will be capable of autonomous flight. Stavatti refers to this concept as Hybrid Pilot (HP). Unmanned aircraft, by definition, will operate without an on-board pilot, being either remotely piloted from a ground based station, or flown autonomously via an artificially intelligent flight control system. In this sense, unmanned aircraft are flown either autonomously or remotely, with a Pilot-In-The-Loop. With Hybrid Pilot, Stavatti manned aircraft will incorporate four control modes:

1) Manual
2) Manual with Active Autonomous Override/Auto Eject and Auto Recovery
3) Autonomous with Pilot-In-The-Loop
4) Autonomous Pilot-Out-Of-The Loop

These four modes are selectable by the aircraft flight crew to determine how the aircraft is flown: entirely by the flight crew, by the flight crew with autonomous over-ride, or autonomously by the aircraft's artificially intelligent flight control system.

Conceptually, Stavatti views unmanned capability as a significantly evolved autopilot which is coupled to an intelligent network that integrates navigation, flight management, weapons management as well as sensors and defensive systems. This integrated, self-contained network is capable of operating either fully autonomously, based upon pre-programmed mission requirements, or in a remotely operated configuration by a pilot on-the-ground. Known as Autonomous Flight Control (AFC), the autonomous/ unmanned element of Stavatti aircraft is contained within a limited number of discrete, compact Line Removable Units (LRUs) which interface directly with the aircraft flight control system as well as the aircraft electric and data buses, with hydraulic and pneumatic control systems being servo-actuated through electric interfaces linked to the LRUs. The AFC LRUs are of black-box type incorporating software driven logic as developed by Stavatti industry team members.

In the Manual mode (Mode 1), a Stavatti aircraft is controlled conventionally by the flight crew. Autonomous Flight Control does not assume control of the aircraft and the flight crew is responsible for the safety and operation of the vehicle. In Mode 1, AFC would effectively be “off” with firewalls established to prevent AFC participation in any flight operation. The aircraft operates as a traditional, man-piloted aircraft benefiting only from the stability augmentation associated with the flight control system.

In the Manual with Active Autonomous Override/Auto Eject and Auto Recovery mode (Mode 2), a Stavatti aircraft is controlled by the flight crew, however, the AFC continuously monitors the attitude, situation and condition of the aircraft as well as that of its human flight crew. In the event of aircraft system failure or human incapacitation, the AFC serves to augment or assume control and guidance of the vehicle. Addressing a host of scenarios, Mode 2 enables such features as auto-eject sequencing for human occupants (in ejection seat equipped aircraft) in the event of eminent destruction of the aircraft, completion of aircraft maneuvers and recovery of the aircraft in the event of pilot G-LOC, mission completion in the event that the flight crew is dead or significantly incapacitated yet the aircraft remains flyable/mission capable, auto-takeoff and auto-landing, auto navigation and enroute flight to destination, assistance in the release of ordinance and assurance that targets are appropriately cued and additional features.

To dramatically improve flight safety, Mode 2 will provide a PANIC BUTTON wherein flight-crews who find themselves in-over-their-heads have a mechanism whereby once actuated via the PANIC BUTTON, the aircraft AFC will take over and use its flight abilities as programmed to recover the aircraft from the flight attitude and condition it has been most recently monitoring via air data computers, GPS receivers and laser rate gyros incorporated into the AFC. This feature is particularly valuable in the event the aircraft enters into a departure mode, such as stall/spin at low altitude while on final approach (wherein AFC will attempt to recover or orient the aircraft in such a manner as to mitigate damage due to impact) or in flat-spin modes. Generally speaking, in Mode 2, flying Stavatti aircraft will be like having a highly qualified, highly experienced, full-time check-pilot within the aircraft ready to assume control in the event of calamity. In this mode, Pilot-in-Command ejection from the aircraft automatically results in a shift to Mode 4, Autonomous Pilot-Out-Of-The Loop.

In the Autonomous with Pilot-In-The-Loop mode (Mode 3) a Flight Crew occupies the aircraft flight deck, but the aircraft operates autonomously. The purpose of the Flight Crew in Mode 3 is to input navigational and mission/flight profile instructions to the aircraft Flight Control and Mission Computers, to turn the aircraft “Off” and “On” and to monitor aircraft mission performance. In Mode 3 the flight crew is responsible for engaging in radio communications with ground locations, air traffic control and other aircraft while ensuring appropriate transponder and IFF programming. For military aircraft, the purpose of the flight crew in Mode 3 will also be to arm/disarm weapon systems including the arming of nuclear consent switches. In Mode 3, the flight crew serves as a “watch-dog” capable of assuming control over the aircraft in the event of AFC failure while ensuring military missions are completed with a human-in-the-loop control element.

In the Autonomous Pilot-Out-Of-The Loop mode (Mode 4) the Stavatti aircraft is unmanned, operating without the occupancy of a flight crew. In this mode the AFC serves as the automated, artificially intelligent Pilot-In-Command. In Mode 4 the aircraft is typically remotely started at a ground based control station with mission profile data being uplinked to the aircraft via a secure data link or manually installed via a computer interface flash drive or firewire connection. The AFC is responsible for takeoff, flight enroute, return flight, loiter, landing and shut-down. In a combat aircraft, the AFC is responsible for target identification, acquisition, engagement and mission completion and engagement/mission completion, return flight, loiter, landing and shut-down. For highly maneuverable combat aircraft, Mode 4 allows full realization of high-g maneuverability in excess of 13 g positive load limits otherwise impossible with a manned aircraft. Generally speaking, a standard Stavatti aircraft will be able to execute maneuvers which realize 150% greater load factors in the unmanned autonomous configuration than in the manned configuration.

Development and implementation of Hybrid Pilot is a significant undertaking which will be performed in stages. Initial elements of the Stavatti HP will focus upon Pilot-In-Command augmentation, particularly in response to G-LOC conditions. Ultimately the HP vision is to introduce a system which incorporates neural networks with a degree of self-awareness commensurate to the factors necessary to complete missions, however, Stavatti projects the HP system will not be fully evolved for another ten to fifteen years

VISUALIZING AUTONOMY

To assist in the visualization of the unmanned component of Stavatti aircraft one may note that the majority of renderings of Stavatti aircraft as presented on this website are of unmanned aircraft, thereby illustrating that military aerospace, commercial aerospace and general aviation aircraft alike will be produced to the Hybrid Pilot standard.

UNMANNED AEROSPACE SYSTEMS (UAS)

SM-282 VTOL ISR UAV

The SM-282 is a new, next generation Vertical Takeoff and Landing (VTOL) Intelligence, Surveillance and Reconnaissance (ISR) Unmanned Aerial Vehicle (UAV). Designed to serve as a portable, VTOL, unmanned aerial system for use in the detection of IEDs in urban and non-urban settings, insurgent identification, the monitoring of troop and insurgent movements, tactical/field reconnaissance and a variety of additional ISR tasks, SM-282 development began in April 2009.

The SM-282 is of unique two-surface configuration consisting of an aft mounted high aspect ratio wing, a forward mounted high aspect ratio canard and a streamlined, lifting-body fuselage of an elliptical toroidal planform. Powered by a single, dorsally mounted 107 lb thrust SWB-100 turbojet, the SM-282 features two 60-in diameter, 36 blade, contra-rotating tip-driven fans mounted perpendicular to the line of flight within the toroidal fuselage. These tip driven fans provide sufficient vertical thrust to enable VTOL operations at typical SM-282 gross weight. Driven by high-pressure air diverted from the SWB-100 turbojet, the SM-282 applies technologies pioneered by the Ryan XV-5 to achieve a reduced-risk VTOL solution while providing efficient, high-speed cruise. Featuring an electrically driven diverter system, the SWB-100 powerplant will drive the tip-driven fans during vertical takeoff, landing and in hovering flight and provide forward thrust during cruise and conventional takeoffs and landings.The SM-282 wings and canards are removable for expanded transportability.

Featuring a graphite composite fuselage, wings, canard and empennage, the SM-282 has a ventrally mounted centerline vertical stabilizer and two wing mounted out-rigger stabilizers which serve as fairings for the main landing gear. With fixed landing gear, the SM-282 will be capable from operating from unprepared, forward locations and will takeoff and land vertically or use a runway to takeoff and land conventionally in less than 325 ft. The SM-282 will have a maximum takeoff weight of approximately 261 lbs including a 111 empty weight and 50 lb payload. The SM-282 will have a 35 KTAS stall speed, a 50 to 75 KTAS cruise speed and a maximum level speed of 125 KTAS. Maximum range of the SM-282 is 265 nm while maximum endurance exceeds 4 hours.

Designed to carry a ventrally mounted L-3 Sonoma Model 12 DS/TS 200 Long Range Imaging System below the forward fuselage, the SM-282 may be equipped with a wide-variety of mission specific sensor packages including SAR and “Sniffer” CBN sampling & detection packages. Equipped with batteries for system operation and self-start, the SM-282 powerplant uses heavy fuel (JP-8). Employing a GPS guided, autonomous, Fly-By-Wire flight control system, the SM-282 will be controlled and monitored through a Mobile Command/Control Station. Control and operation of the SM-282 platform will require no specialized military operational skills. The platform will provide real-time video feed to the operator with data-link capability to provide real-time information to the Tactical Operation Center. Capable of being remotely controlled by radio frequency, the SM-282 will be fully operable with current fielded systems including passive early detection systems, Vehicle Optic Sensor Systems, Counter Radio Electronic Warfare Systems, etc.

The SM-282 is under development as an anticipated product of the Unmanned Aerospace Enterprise of Stavatti Aerospace