Teledyne Ryan BQM-145 Peregrine
BQM-145 Medium Range Unmanned Aerial Vehicle (MR UAV) was a program conducted by the Navy and flown at the AFFTC to demonstrate the capabilities of the BQM-145A Medium Range UAV. This vehicle, built by Teledyne Ryan Aeronautical, was intended as a reconnaissance platform for operation in high threat environments.
On 31 March 1994 the popular name Peregrine was assigned to the BQM-145A medium-range unmanned aerial vehicle. By the early 1990s, UAVs had shown their worth and began earning a tactical role in military plans of operation. However, past UAV programs were historically plagued by cost growth, schedule slips, and technical shortfalls. Examples included the Army’s Lockheed Aquila that was canceled in the late 1980s and the Teledyne Ryan BQM-145A that was canceled in 1993. The cause of the poor track record in the United States is unclear. One theory is that the UAVs never had the universal support of the operational user (“silk scarf syndrome”). If you couple this with the cost overruns and lack of an integrated DoD vision, UAVs had a difficult path forward.
The Teledyne Ryan BQM-145 Peregrine was a US military reconnaissance unmanned aerial vehicle designed in 1992. The design of the unmanned aircraft was launched by US experts in the field of aerospace systems and technologies at the end of 1980. The new system was developed specifically for the Air Force and the Navy. Despite the relatively narrow specificity of its application, the Teledyne Ryan BQM-145 Peregrine was quite popular, moreover, subsequently, on the basis of this device several other UAVs were designed.
The UAV Teledyne Ryan BQM-145 Peregrine had a small size - the fuselage of the device was 5 meters 60 centimeters, the drone has a wingspan in 3 meters 20 centimeters, and thanks to the aerodynamic shape, the UAV can not only develop a sufficiently high speed of its movement but remain quite maneuverable. The BQM-145 Model 350 had some broad similarities to the Model 324 Scarab, with a similar configuration except that it had twin air intakes on either side of the fuselage, forward of the wing roots. Like the Scarab, it had no landing gear.
The powerplant of the Teledyne Ryan BQM-145 Peregrine was a Teledyne CAE F408-CA-400 turbojet with a thrust of 4,4 kN, which in turn allowed the drone to reach a maximum speed of movement in 1115 km\h., While the maximum UAV flight distance is limited to a distance in kilometers 1300.
The first flight tests of an unmanned air tool Teledyne Ryan BQM-145 Peregrine were carried out in May 1992, but despite the fact that the device had successfully coped with all the tasks, the project never went into production.
Vehicle navigation is provided by a GPS-aided Inertial Navigation System (INS) whose data is telemetered to the ground in real-time. Range Safety systems consists of a 319-92 compliant FTS with position data provided by G-Band radar (beacon) track, FAA altitude encoding transponder and GPS position display. Per Range Safety requirements, a minimum of two tracking sources are required for launch of the UAV with a minimum of one source required for continuation of the mission. GPS as considered a suitable single tracking source as long as the data was validated by comparison with radar or IFF prior to loss of those assets./p>
The ground track was determined prior to flight and the route was flown on another aircraft using the GPS coordinates. This flight verified that the route was clear of population areas. The project also flew the route in simulation at their facilities. All parties agreed to the route and the profile was placed on the displays using the Flight Map program from the National Marine Electronics Association. The test program was a success with the vehicle never straying off course and recovery occurring as planned.
The Navy and Air Force initially established acquisition requirements for a total of 525 Medium Range UAVs (Navy - 265 UAVs and Air Force — 260 UAVs). In 1992 the Air Force revalidated its requirements for Medium Range UAV air vehicles and surface launchers and intended to reduce air vehicle requirements from 260 to 145 and to defer surface launcher requirements based on force structure limitations.
The Office of the Chief of Naval Operations approved the Operational Requirement (OR) for a Baseline Medium Range Remotely Piloted Vehicle" in March 1987. In the OR, the Navy established the methodology for the acquisition requirement of 265 Medium Range UAVs based on a requirement to deploy UAVs to 14 carrier air wings and to 6 Marine Corps F/A18D squadrons. The Navy planned to assign 10 UAVs to each deployed carrier air wing (a total of 140 UAVs), and the Marine Corps planned to assign 12 UAVs to each F/A-18D squadron (a total of 72 systems). The remaining53 UAVs (20 percent of the total UAV procurement) were to be held as attrition spares at Navy inventory control points.
Although the JPO Medium Range UAV Program Office coordinating its acquisition with related program offices, systems integration remained a risk. The Medium Range UAV Program Office identified numerous issues that may affect systems integration testsamong the Medium Range UAV, the Common High Bandwidth Data Link- Shipboard Terminal, the Joint Service Imagery Processing System - Navy, the Tactical Aircraft Mission Planning System, the Advanced Tactical AirReconnaissance System, the Common Data Link, the Modular Interoperable Surface Terminal, the Mission Support System, the F/A-18 aircraft, and the RF-l6 aircraft. To coordinate its efforts with other test participants, the JPO Medium Range UAV Program Office established Memorandums of Agreement with related program offices.
While the production BQM-145As were to be of metal construction, the first two of 25 contracted YBQM-145A FSD vehicles were built of composites. In September 1991, the first vehicle was rolled out, with first captive flight on 12 April 1992 and first free flight on 05 May 1992.
The Advanced Tactical Air Reconnaissance System (ATARS) suite is capable of recording imagery from the Electro-Optical (EO) and Infrared (IR) spectrums as well as Synthetic Aperture Radar (SAR) giving it a true all-weather capability. Originally, the United States Air Force (USAF) was the lead service responsible for the procurement of ATARS. In 1993, the ATARS payload was cancelled, and the Navy and Marines withdrew from the program. The USAF would not afford to fund the BQM-145A on its own, so the whole UAV-MR program was finally cancelled in October 1993.
After the USAF abandoned the ATARS program in 1993, the Department of the Navy received congressional direction to proceed with the program, designating the Marine Corps as the lead service. In 1999, with the delivery of the ATARS, the F/A-18D filled a ten-year void for manned tactical imaging reconnaissance by assuming the tactical reconnaissance (TACRECCE) mission previously conducted by the reconnaissance version of the Phantom, the RF-4B.
Some sources claim the BQM-145A was evaluated for unmanned strike missions, fitted with a high-power microwave (HPM) generator in the nose to sttack adversary electronic equipment. The BQM-145As were flown in the US on test flights carrying HPM payloads.
|Maximum takeoff weight||900 kg|
|Cruising flight speed||920 km \ h|
|Maximum flight speed||1115 km \ h|
|Maximum flight distance||1300 km|
|Maximum flight height||12200 m|
|aircraft engine type||turbojet|
|Powerplant||Teledyne CAE F408-CA-400|
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