In April 2018, Airbus Helicopters and the Austrian UAV manufacturer Schiebel successfully tested Manned – Unmanned Teaming technology on board an H145. The S-100 UAV was controlled by an operator in the helicopter. To simulate the helicopter's return for refueling, control was temporarily transferred to a ground station. ES&T spoke to Mark R. Henning, Senior Program Manager H145 Governmental Business at Airbus Helicopters, about the status of Manned – Unmanned Teaming in the area of helicopter aviation.
ES & T:What exactly do you mean by Manned – Unmanned Teaming (MUM-T)?
Henning:The term describes the use of unmanned systems – typically flying unmanned systems/vehicles (UAVs) – to support the operation of a manned flying system. The term “robot wingman” is also often used.
ES & T:What is the distribution of tasks between unmanned and manned aircraft?
Henning: The division of tasks varies from mission to mission. The level of technology available – in this particular case the UAV’s ability to operate autonomously – is also very important. The introduction of the technology should take place gradually. The support of the crew through assistance systems (keyword: AI) on the manned helicopter as well as on the UAV influences which tasks are carried out where and to what quality. Basically, in the first step of the gradual implementation, the UAV should be used for reconnaissance and data transmission.
ES & T:Is MUM-T the same as MUM-T, or are there gradations?
Henning: The international standard (e.g. STANAG 4586) defines five levels and thus the so-called “Level of Interoperability” (LoI): Levels 1 to 5 are described as follows:
- Level 1: Indirect reception/transmission of UAV-related data and metadata.
- Level 2: Direct reception/transmission of UAV-related data and metadata.
- Level 3: Control and monitor the UAV payload, not the UAV.
- Level 4: Control and monitoring of the UAV without takeoff and landing.
- Level 5: Control and monitoring of the UAV including take-off and landing processes.
ES & T:What advantages can armed forces hope to gain from MUM-T in the field of aviation?
Henning: Unmanned systems should be used primarily for the so-called D³ tasks: everything that is “dull, dirty and dangerous”. Combining a manned helicopter with one or more unmanned vehicles must be seen as a mission effectiveness multiplier.
ES & T:: Since when has Airbus Helicopters been dealing with this topic?
Henning: For more than ten years – in various projects that build on one another.
ES & T:What results has the company achieved since then?
Henning: Airbus Helicopters was the first company here in Europe to successfully implement a LoI 5 demonstration, which happened back in April 2018. Less demanding applications are already available up to LoI 2 in the standard police configuration on H145 and are in use without much fanfare.
In April 2018, an H145 from Airbus Helicopters and an S-100 Camcopter from Schiebel demonstrated a successful MUM-T LoI 5 flight. (Video: Schiebel)
ES & T:What are the technological, technical and regulatory challenges?
Henning: As already described, the quality of assistance systems (AI) is the current technological challenge for demanding applications up to LoI 5. Further challenges exist in the area of data links and the size and weight of computers (e.g. mission computers). This applies to both the manned and the unmanned system.
A lot still needs to happen in terms of regulation for the use of UAS/UAVs in the civil airspace organization. The conditions are sufficiently created for purely military operations. The aim, however, is to also use MUM-T in the civilian sector, for example in mountain rescue, search and rescue operations, disaster control, energy supply and traffic network monitoring.
ES & T:Is it advisable to make structural changes to the helicopter if the MUM-T operation is to be carried out from the helicopter?
Henning: The necessary structural changes for MUM-T depend on the selected LoI. However, at least data links and dedicated computers must always be provided. LoI 2 can already be met on the H145 with the standard police configuration.
ES & T:Who then appropriately takes on the task of controlling the UAV, the co-pilot or a third person?
Henning: Innerhalb dieses weitgefächerten Aufgabenspektrums ist dies abhängig von Mission und gewählten LoI. Im Rahmen von Polizeimissionen kann der Missionssystemoperator, der bereits heute immer im Hubschrauber mitfliegt, diese Aufgabe gut übernehmen. Bei militärischen Missionen muss das oberste Ziel sein, die Nutzlast des Hubschraubers nicht mit einer dritten Person zu reduzieren und MUM-T z.B. auch in einem Tandemcockpit zu ermöglichen. Deshalb soll der Copilot zukünftig diese Aufgaben übernehmen können. Dies bedingt wiederum eine intelligente Integration mit gut balancierten Assistenzsystemen.
ES & T:According to our understanding, the MUM-T requires a constant data exchange between the helicopter and the UAV that is hardened against interference. Does this also increase the electromagnetic emission profile and thus the reconnaissance of the helicopter?
Henning: In principle, this is a fact that must be taken into account. Here a good design is the solution (see point: technical challenge above)
ES & T:Is MUM-T then even suitable for use in an LV/BV scenario?
Henning: Absolutely! No one can disrupt the entire electromagnetic spectrum at any time and in any place. “Spoofing” can also only be used to a limited extent. This requires both transmission power and a short distance to the MUM-T formation or the UAV. In this context, it must also be mentioned that disruptors are considered primary targets on the battlefield, so they run a high risk. In addition, the obvious countermeasure is an increase in the autonomy of the unmanned systems and an increasingly passive role for the manned helicopter in the reconnaissance spectrum.
ES & T:Is MUM-T only feasible with future helicopters, or is it also possible to retrofit the capability for existing systems such as NH 90 and Tiger?
Henning: This ability can also be retrofitted into patterns that have already been introduced.
ES & T:What challenges are there related to the individual patterns?
Henning: The challenge for the customer lies in a common understanding between the various stakeholders, the user, the procurer and the authorizing body. The completely new area is the merger of the previously parallel worlds of manned helicopters and UAS into a common MUM-T capability.
ES & T:From the industry's perspective, what do you need to advance the topic of MUM-T and make it operational?
Henning: In terms of development (I'm talking about the H145) the industrial teams are set up. Iteratively, as with all planned introductions of fundamentally new functions, we need to involve the various authorities more closely in the process in close collaboration with the users. Current work is aimed at developing new capabilities and implementing them in daily operations. We have left the area of basic research.
ES & T:What perspectives does MUM-T offer you and your team?
Henning: MUM-T and the field of “unmanned operations” in general are currently one of the most fascinating areas in aircraft construction. A lot of brand new topics come together here in a real application in order to break completely new ground. That's something fundamentally motivating for engineers. The team behind the H145 feels very privileged to be able to work on this.
Waldemar Geiger asked the questions
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