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	Director, Operational Test & Evaluation
	FY98 Annual Report

SYSTEM DESCRIPTION & CONTRIBUTION TO JOINT VISION 2010

The High Altitude Endurance (HAE) Unmanned Aerial Vehicle (UAV) program will provide complementary air vehicles and a common ground station. The Global Hawk air vehicle is designed to provide high resolution Synthetic Aperture Radar (SAR) and Electro-Optical/Infrared (EO/IR) imagery at long range with long loiter times over target areas. The Dark Star will provide SAR or EO imagery at shorter ranges with less loiter time, but with the capability to collect imagery within highly defended areas. The HAE UAV program is a long-term demonstration to satisfy broad area coverage and deep target surveillance and reconnaissance shortfalls. Used in conjunction with other manned and unmanned collection platforms, the HAE will act as a force multiplier. Potential missions for the HAE cover the spectrum of intelligence collection capability to support joint combatant forces in worldwide peace, crisis, and wartime operations; these systems will help the in-theater CINC to achieve dominant maneuver by providing information superiority.

Each HAE UAV system is composed of an air vehicle segment (consisting of air vehicles with sensor payloads, avionics, and data links); a ground segment (consisting of a launch and recovery element (LRE) and a mission control element (MCE) with embedded ground communications equipment) and a support element/trained personnel.

The Global Hawk air vehicle is optimized for long range and endurance; it should be capable of providing 24 hours on station at a 3,000 nautical mile range from the launch site or at an unrefueled ferry range in excess of 14,000 nautical miles. It has a wingspan of 116 feet and length of 44 feet, and is powered by an Allison AE3007H turbojet engine providing speeds of 0.6M and altitudes of 65,000 feet MSL. This air vehicle will carry either an EO/IR or a SAR payload.

The Dark Star is made of graphite composite for low weight and has a 69-foot span and 15-foot length. The air vehicle is powered by a Williams FJ44 turbojet engine providing speeds greater than 250 knots and altitudes up to 45,000 feet MSL. This air vehicle will carry either an EO or a SAR payload. (IR capability is not planned).

Navigation of both air vehicles is via inertial navigation with integrated Global Positioning System updates. They are intended to operate autonomously and "untethered" using a satellite data link for sending sensor data from the aircraft to the MCE. Data rates up to 100 Mbps are expected via commercial satellites. The common data link may also be used when the UAV is operating within line-of-sight.

The ground segment consists of: (1) an MCE for mission planning, command and control, and image processing and dissemination; (2) an LRE for controlling launch and recovery; and (3) associated ground support equipment. By having separable elements in the ground segment, the MCE and LRE can be operated in geographically separated locations, and the MCE can be deployed with the supported command's primary exploitation site. The MCE is contained in a military shelter powered by two 90kw generators with two external Ku-band antennas for communication with the air vehicles.

The HAE UAV program is an Advanced Concept Technology Demonstration (ACTD) program aimed at developing and demonstrating long dwell, high altitude tactical reconnaissance. In October 1998, the Air Force Aeronautical Systems Center Reconnaissance System Program Office took over management of the HAE programs. The Army, Navy, and Air Force are participating in the program, and the Air Force is the executive agent for the final ACTD demonstration.

In 1996, the USD (A&T) designated the HAE program as a pre-Major Defense Acquisition Program (pre-MDAP). (The program is also under OT&E and DT&E oversight). Following the end of the ACTD period, which is currently scheduled for the end of 1QFY00, the HAE program will begin a period of transition to an MDAP program. A primary objective of the HAE UAV program is to obtain the best possible capability for a set, unit flyaway price.

Global Hawk airworthiness flight-testing began on February 28, 1998. Five tests out of seven planned tests have been completed. Following the third airworthiness flight test, the Global Hawk underwent modifications to the engine, system software, and the braking portion of the hydraulics system. Airworthiness Flight #7 is scheduled for the first flight of Global Hawk Air Vehicle #2, and will include testing of the wide-band communications package. Following the airworthiness flight-testing, the payload demonstration flights will begin in 3QFY99.

Dark Star airworthiness flight-testing restarted on June 29, 1998. This was the first flight since the Dark Star crash in April 1996. Dark Star completed three out of seven planned tests this year that evaluated basic system performance, including the high-resolution synthetic aperture radar and electro-optical payloads. Dark Star is currently scheduled to participate in the U.S. Atlantic Command (USACOM) sponsored military utility assessment in 1999.

Although flight-testing has begun for both the Global Hawk and the Dark Star, neither has participated in any operational test event or an exercise. As of October 1, 1998, Dark Star has flown three of seven airworthiness flights and Global Hawk has flown five of seven airworthiness flights. After completion of airworthiness flight-testing, each HAE will conduct five payload integration flights prior to entering the demonstration phase (scheduled to begin in April 1999). The Deployment and Exercise Working Group continues to focus its efforts on linking with training exercises. The concept of operations for both Dark Star and Global Hawk has not yet been finalized. A USACOM integrated assessment plan is in draft and will include the reliability, endurance, and demonstration schedule. AFOTEC will use this document as a basis for their military utility assessment throughout the demonstration phase. Although the HAE UAV is still in ACTD status, this office is maintaining a policy of early involvement in the IPT process of demonstration and test development.