In the near future, robot warplanes could autonomously take off, navigate to their targets and identify them—all before contacting human operators for clearance to attack. This operational independence is the promise of a new program underway in the United Kingdom. Building on experience gained from several other recent technology demonstrations, the project emphasizes systems development and integration. The aircraft’s situational awareness will rely on its ability to process and translate flight and sensor data without human interaction.
Named after the Celtic god of thunder, Taranis is the largest unmanned aerial vehicle (UAV) developed by the United Kingdom. When complete, the aircraft will be roughly the size of a Hawk combat jet trainer, explains Christopher Allam, project director for BAE Systems’ Taranis Technology Development Program, Warton, England. Taranis is a technology demonstrator and prototype for a possible future class of British unmanned combat air vehicles (UCAVs).
The development of Taranis was driven by Ministry of Defence (MOD) requirements for “deep capability”—the ability to operate in hostile environments for long periods of time. It was the need for long-duration operation far behind enemy lines that prompted the government to consider UCAV platforms, Allam says.
Taranis has a high degree of autonomy. Allam notes that autonomy also was an important aspect of the Raven, Corax and High Endurance Rapid Technology Insertion (HERTI) programs, which laid much of the foundation for developing Taranis. “We are trying to test out some of the higher levels of autonomy and look to do things in a different way in terms of going about the systems design,” he says.
The autonomy goal for Taranis is to create a robot aircraft that can taxi, take off, plot a course to a target and locate a target without human interaction. Only when it has reached its target will the aircraft notify ground personnel to obtain target verification and approval before autonomously attacking the target and returning to base. It also will be able to react to sudden changes in its flight environment, such as avoiding unexpected aircraft that cross its path. “What we’re doing is designing a system that’s got variable autonomy to change the way that we interact with the system,” Allam shares. “There are certain times in its mission where you can have closer control, but at other times you may not want to. You’re merely supervising the system.”
Taranis’ autonomous software allows the human operator’s role to vary in terms of direct control to suit the mission. Allam maintains that testing and proving variable autonomy are key parts of the program. “Taranis is all about experimenting and proving new technologies, seeing which ones are useful and which ones aren’t and finding how to move forward,” he says.
Because it is envisioned as a deep-penetration, high-endurance aircraft, Taranis has several unique capabilities built into its communications and datalink systems. Allam could not comment about the specifics of the UCAV’s communications capabilities, but he shares that bandwidth control is an important feature of the system design.
The MOD requires a platform with low observability in terms of radar signature and heat emissions. Taranis’ stealthy design is a necessity for deep-penetration missions. Another capability that may be included in future versions of Taranis or a new UCAV design is aerial refueling. Allam says that a mid-air refueling capability would provide the platform with additional operational flexibility, but he is unsure if such a feature will be included in the current systems’ design.
A key challenge for the program is integrating sensors and autonomy systems to create a situational awareness picture for the aircraft that is flexible, safe and qualified for military missions. “The technology looks doable. Integrating it properly and being able to clear it are the things that we’re focused on,” he says.
The program’s engineers also are designing autonomous navigation systems that meet the United Kingdom’s UAV requirements for operating in controlled airspace and with other aircraft when necessary. Allam explains that from a systems design perspective, integrating this capability into a platform that operates autonomously and with other manned systems is a challenge.
Allam notes that the first drop of Taranis’ fundamental system design already has occurred, and coding and testing are underway and are scheduled for completion by the end of the year. Metal cutting for the UCAV will begin in late fall with assembly taking place in 2008. The second phase of the autonomous architecture, with bench testing and refining, also will take place in 2008. Flight tests are scheduled for 2009. The flight and assessment phase of the Taranis program is scheduled for 2010. Based on the aircraft’s performance, the MOD will decide in 2011 whether to continue the program.
The full version of this article is published in the September 2007 issue of SIGNAL Magazine, in the mail to AFCEA members and subscribers September 1, 2007. For information about purchasing this issue, joining AFCEA or subscribing to SIGNAL, contact AFCEA Member Services.
