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CUVX Design – VT Team 2 Page 22the UCAV-N requires a payload capacity of 4,300 lbs. The strike range required to effectively perform a SEADmission is 500 nautical miles. Since the UCAV-N has no air-to-air combat capabilities and is a subsonic aircraft, itwill rely on stealth as its main defense. UCAV-N must remain aloft for long periods of time without refueling tosupport time-sensitive strike and reconnaissance. The endurance requirement for the UCAV-N is 10 hours. Thesensor suite to be used in the UCAV-N is the Global Hawk Integrated Sensor Suite manufactured by Raytheon, thesame as on the UAV Global Hawk. Design requirements for the UCAV-N are listed in Table 16. UCAV-Ncharacteristics most important to ship operations are listed in Table 17. Figure 8 is a three dimensional graphic ofthe Virginia Tech UCAV-N.Figure 8. Three Dimensional Graphic of Virginia Tech UCAV-N3.2.5.2 Concept of CUVX Aviation OperationsAviation operations on CUVX will be similar to aviation operations on CVN in some respects, but changes arerequired due to size constraints and increased automation on CUVX. CUVX aviation operations include:• Aircraft launch• Aircraft recovery• Aircraft spotting and turnaround• Aircraft crash, fire and rescue• Aircraft weapons loading and fueling• Aircraft maintenanceCVN aircraft launch is accomplished using steam catapults. The CUVX ADM directs that steam propulsionnot be considered for CUVX, and therefore steam catapults would require an auxiliary steam system. A preferredoption is to use EMALS. Since CUVX is small and simultaneous launch and recovery of aircraft is important, aseparate (lower) deck is considered for aircraft launch in addition to the recovery (upper) deck. Otherwisesimultaneous launch and recovery may not be possible. Launching from a partially covered deck drasticallychanges the way jet blast deflectors must be used. Since the flow of hot gas from the aircraft engines can not bedirected up and away from personnel and equipment as on CVNs they must be exhausted out the side of the ship.Recovery procedures must also vary from CVNs due to the limited size of CUVX. A typical CVN angledrecovery deck is shown in Figure 9. The minimum required width for a clear strip on CVN is 100 feet, which isnearly the entire beam of the recovery deck on CUVX. UCAVs are smaller than most CVN tactical aircraft andtighter recovery clearances are required and possible for the autonomous aircraft. Since UCAV-N will landautonomously there is no need for a Landing Signal Officer (LSO) or a Fresnel Lens Optical Landing System(FLOLS). In place of the LSO and the FLOLS, an array of sensors on the aircraft and on CUVX will be used toguide the aircraft to a safe landing. When landing, the aircraft will catch one of two or three arresting cables tostop.Spotting and turnaround includes movement of aircraft in and on the ship with the exceptions of landing andlaunching. Spotting refers to the arrangement of aircraft in a way to provide for the most efficient launch andservicing of aircraft. Turnaround refers to movement of the aircraft for fueling, weapons loading and unloading,and maintenance. On CVNs aircraft are moved using a tow tractor called a spotting dolly. The tow tractor isdriven by a person riding on the tractor. After aircraft are recovered on CUVX they are towed to a spot near anaircraft elevator and eventually onto an elevator. An automated (unmanned) aircraft-spotting dolly could be usedfor this purpose enabling an entirely unmanned recovery deck. Technologies capable of accomplishing this areused in commercial warehouses. This technology has not been used in naval aviation operations so it is considered
CUVX Design – VT Team 2 Page 23a high-risk alternative. The level of automation when using an automated aircraft spotting dolly could range fromone person commanding the tasks of each dolly to dollies using an automated procedure to decide what dolly takeswhat task and how each task is accomplished.Figure 9 - CVN Flight Deck [2]Aircraft crash, fire, and rescue (CFR) procedures must be flexible since each crash presents its own specialproblems. On CVNs the Crash, Salvage and Rescue Team handles aircraft crash, fire, and rescue situations usingthe following equipment:• Aircraft Crash Crane/Crash Forklift• Aircraft Specific Hoisting Slings• Universal Aircraft Fabric Hoisting Slings (Bellybands)• Aircraft Crash Dolly/Tailhook DollySince there are no pilots to rescue from crashed aircraft on CUVX, the procedures for dealing with these situationscan be different from procedures on CVNs. If an aircraft has significant damage, it may not be salvaged. Severelydamaged aircraft can be removed from the flight deck by pushing them over the side using automated tractors.Aircraft fires on the recovery deck can be handled using automated Mobile Firefighting Vehicles (MFFVs), andinstalled water/foam systems. Aircraft fires in the hangar decks can be fought using MFFVs and installedwater/foam misting and deluge systems.3.2.5.3 CUVX Aviation System CharacteristicsThe Navy is developing an electromagnetic aircraft launching system (EMALS) to replace steam catapults,Figure 10. Recent advances in pulse-power, energy storage, power conditioning, and controls have made EMALSpossible. Current EMALS technology is based on roller coaster and magnetic levitation train technologies.EMALS uses an electromagnetic pulse that propels a shuttle, typically a plate comprised of magnetic materials,over the distance of the track. Figure 11 shows two concepts for a shuttle: inverted U shuttle and blade shuttle.EMALS is expected to reduce weight, maintenance, and transient loads to the aircraft frames. Current CVNEMALS is required to provide 122 MJ of launch energy with a total cycle time between launches of 45 seconds torestore power. CUVX requirements are well within these limits. The CUVX launching system is required to havean end speed of 150 knots and launch energy of 40 MJ in order to launch a UCAV-N. Energy storage methods arecurrently being developed to provide the three-second high-power pulse necessary for launch. Large capacitorsand rotational energy storage devices are being considered, but on CUVX a pulse-power system taking powerdirectly from the IPS propulsion bus is proposed.
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