FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
2004
2004-09 - 2140.PDF
DEFENCE UNMANNED AIR VEHICLES PETER LA FRANCHI / MEDICINE HAT Altair altitude deviations call halt to ALIX flight test Pilor error blamed for Canadian Forces ending UAV's operations after three missions The General Atomics Aeronautical Systems Altair unmanned air vehi cle leased by the Canadian military experienced in-flight altitude devi ations of up to 1,200ft (365m) while it was being operated in major North Atlantic air traffic cor ridors as part of its Atlantic Littoral Intelligence and Surveillance Experiment (ALIX) in August. NavCanada says the deviations directly contributed to a decision by the Canadian Forces to end flight operations after three mis sions, but air traffic co-ordination arrangements ensured two devia tions did not result in a hazardous situation developing. In future, the agency may reserve a block of air space for UAV flights, rather than a specific altitude. The Altair first experienced alti tude deviations of 300ft while fly ing in non-segregated airspace on 22 August above Labrador on its first ALIX mission to Baffin Island. Jeff Cochrane, manager air navi gation systems planning at NavCanada, told the Aviation Alberta unmanned vehicle systems conference in October: "There were some overshoots and undershoots of altitude capture on the flight. Deviations of roughly 300ft are still being looked at. If you are looking at comparing the operations to that of a Class 1-rated instru mented pilot, that is going to be outside their requirement for plus or minus 100ft." A 1,200ft deviation, recorded on the second ALIX mission, was caused by "finger trouble...with flight management systems and crew co-ordination", says Cochrane. The Altair was operated by General Atomics personnel during all three ALIX missions. The com pany says the deviations were the result of pilot error, and the system performed flawlessly during all three flights. These included a new endurance record for the platform and the first medium-altitude long- endurance UAV flight under beyond-line-of-sight control above 66° latitude north. Cochrane says the problems highlight the requirement for a total system approach to UAV certi fication for operations in non-seg regated airspace: "If we are going to treat UAVs in our airspace like any other aircraft, then it has to be counted on to respond that way," he adds. DEVELOPMENTS JUSTIN WASTNAGE / MILAN M346 fuel system to be modified Aermacchi is to modify the fuel system on the third prototype of its new M346 advanced/ lead-in fighter trainer after reporting slosh ing problems. Supplier Secondo Mona, based in Somma Lombardo near Milan, is developing the entire fuel system for the aircraft as a risk-sharing partner and concluded an inten sive testing programme before the aircraft's first flight earlier this year (Flight International, 20-26 July). These tests revealed slight slosh ing concerns and fuel not reaching all 37 cells during fast refuelling, says Ermanno Fossa, senior design engineer at Secondo Mona. .The company will redesign the system for the third prototype. Fuel-sloshing concerns were revealed during tests of the M346 prototype The modifications will include a different interior shape to the wing, which will be incorporated simultaneously with efforts to reduce the mass of the fuel system by simplifying pipe routings, says Fossa. "We are examining the opening and closing of valves and the switching on and off of pumps to overcome the issues," he adds. The new fuel tank, with some partitions removed and a new position within the wing, will add 40 litres (lCSUSgal) to the aircraft's 2,500 litre capacity, but will have extra probes to improve fuel gauging. Secondo Mona conducted tests on a specially constructed full-scale iron bird at its facilities, and has been able to simulate ±180° move ment on each axis. Aermacchi is promoting the M346 as the backbone of the planned 12-nation Advanced European Jet Pilot Training, or Eurotraining system. ENGINES Kawasaki offers UAV powerplant Kawasaki Heavy Industries (KHI) has developed a small turbojet engine for potential application on unmanned air vehicles. The KJ14 is being marketed to the Japan Defence Agency (JDA) in conjunction with KHI proposals to develop new small UAVs, but no sales have yet materialised, writes Brendan Sobie. KHI will perform high-altitude tests of the KJ14 using a test facility in the UK later this month and next month, says KHI aero engine business development manager Rio Fukui. Testing at sea level has been completed. KHI aims to offer the engine with 1501b thrust (0.67kN) and a 200mm (7.7in) diameter. It has developed the engine using its own funds, but hopes to secure JDA backing for a production programme that could start as early as 2006. Fukui says the KJ14 could power small-size, low-cost target drones that may later be acquired by the JDA for the army, navy or air force. KHI is one of several Japanese manu facturers offering new potential UAVs and the JDA is expected to decide on an acquisition plan by the end of this year under its new five-year spending plan, which takes effect next April. If funding is approved, the KJ14 would be KHI's first indigenously developed engine to be manufactured. The company now produces components for several com mercial and military powerplants, but has never man ufactured entire engines. Previous attempts to enter this business have failed, with the JDA rejecting proposals for the KJ12 for large target drones and the KSX turboshaft for the Kawasaki OH-1 helicopter. Ishikawajima-Harima Heavy Industries and Mitsubishi Heavy Industries are now Japan's only manufacturers that produce complete military engines. www.fliqhtinternational.com FLIGHT INTERNATIONAL 26 OCTOBER - 1 NOVEMBER 2004 23
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
