Background
After theDevelopment
In 2004, the X-Hawk LE concept was published by Urban Aeronautics. In June 2008, a scaled-down technology demonstrator Panda flew for the first time. It was built to demonstrate its new flight control system and to attract partners. Elbit Systems, Israel Aerospace Industries and Urban Aeronautics joined in the Urban Aeronautics X-Hawk, X-Hawk project headed by the non-profit Aerospace Medicine Research Center (Fisher institute for air and space strategic studies). The initial idea for the UAV were civilian in nature, but after the publication of plans to equip the US marines with UAVs able to transport humans, it was decided to concentrate on military uses. In 2008, Urban Aeronautics released its initial concept art. On January 7, 2009, a cargo variant that can fly at speeds of began wind tunnel testing. In 2009, the Mule model was shown at the Israeli pavilion at the 48th Paris Air Show. Its maiden flight was scheduled for April 2009, but was postponed. In June 2009, the UAV was shipped to a flight-testing facility located in central Israel where its Turbomeca Arriel 1D1 engine performed a series of ground tests for hover testing.Phase 1: hover control system
Around January 12, 2010, the renamed AirMule had its (tethered) maiden flight, reaching an altitude of only 2 feet. In 30 tethered tests of 1 min duration, it completed the first phase of testing and it demonstrated the fly-by-wire control system’s ability to stabilize the vehicle in all three axes using inertial measurements augmented byPhase 2: free hover and low-speed flight manoeuvres
Flight testing resumed until January 2011, when the AirMule underwent system and structural upgrades which were completed by May 9, 2011. It was fitted with an expanded suite of sensors, and a new energy-absorbing wheeled landing gear. The aerodynamics of the lower fuselage was improved for better control responses in gusty wind conditions. On June 30, 2011, it was revealed that a variant the AirMule will be equipped with a remotely operated robotic arm to undertake tasks that pose a danger to humans. This was in response to requests by operators of power line maintenance, and by agencies responsible for the safety of nuclear reactors. By August 2011, the AirMule had accumulated about 40 flying hours. The Defense Ministry is financing half the operational technologies. In September 2011, the IDF had identified an operational requirement for an unmanned VTOL platform to be used to perform resupply and medical evacuation tasks from the front line. The IDF began to allocate a budget for the requirement in the long term acquisition plan. The defence ministry will participate in the funding. Around October 31, 2011, building of a second AirMule prototype began. It will receive a double redundant hydraulic system andPhase 3: full flight envelope testing
On April 23, 2012, it was revealed that a Controp D-Stamp stabilized electro-optical airborne sensor was installed on the first prototype. On January 21, 2013, it was revealed that the first prototype will receive new propeller blades for the new six-bladed rotors. These will replace the four-bladed rotors that have been used since the start of 2010. The change will increase payload capacity by about . The blades comply with the loads specified for the US Federal Aviation Administration's FAR 35 standard for propellers. The first test flight was scheduled for mid-February. On February 26, 2013, plans for a high-speed AirMule version was revealed to be the formerly tested cargo variant. It will be used for tactical resupply missions. On February 25, 2014, it was announced thatDesign
The design, Fancraft, was inspired by the Piasecki VZ-8 Airgeep's revolutionary design with two tandem ducted fans. However, the similarities end there. Forward thrust is provided mainly by two ducted fan thrusters located at the sides of the aft section. The lift fan and thrusters are powered by a single turboshaft turbine through three proprietary gearboxes and shafts. The early prototype was powered by a Turbomeca Arriel 1D1 which was later replaced a Turbomeca Arriel 2. Originally the prototype lift fans had four-blade rotors, but the final fans have six-blade rotors which are staggered for a speed variant. The fuselage is constructed from carbon (fiber)- composite. Two 770 liters air-conditioned cells on its sides are designed to receive stretchers and casualties. The cells will also have devices for transfusions during flight. Initial interior cabin noise was measured in hover at 95 decibels without any incorporated acoustic treatment or liners. An additional 1,100 liters are available in an optional belly mounted compartment. The fuselage forms an airfoil and generates over 50% of lift at high speed (US Patent # 7,806,362B2). An aerodynamic bulge between the ducted fans keeps the airflow attached to it viaFlight stability, forward speed, and safety
For increasing or decreasing overall lift, the angle of attack for all blades is collectively altered by equal amounts at the same time resulting in ascents, or descents. The Fancraft technology on the Cormorant employs a Vane Control System (VCS), US Patents #6,464,166 and 6,817,570, consisting of 200 vanes at the inlet and outlet ducts that can be deflected simultaneously (top and bottom) or differentially to generate side force or a rolling movement. Front and rear ducts are deflected differentially for yaw. The VCS generates six degrees of freedom independent of one another. The VCS is powered by a dual redundant hydraulic system which will allow for uninterrupted rotor pitch control in the event of a failure to one of the pressure supply lines. The VCS is engaged in excess of 100 per second. The early VCS was generating more than 2.0 radians/sec² of roll acceleration for roll and yaw control. It was planned to double roll acceleration with planned improvements, enabling precise hovering in gusty wind conditions with wind speeds of up to 50 kn (92.5 km/h). A set of louvers at the front of the forward duct and rear of the aft duct that open during forward flight to allow the incoming flow to move through the duct and thereby greatly reduce drag to enable forward speeds of 100–120 knots in contrast to a top speed of typically 40 knots in a conventional ducted-fan design (US Patent # 7,806,362B2). Due to the absence of a rotor, hence autorotation, Fancraft will be equipped with a ballistically deployed parachute to be used in cases of catastrophic engine failure.Sensors and radars
The AirMule is equipped with GPS for translational position and velocity readings, two laser altimeters to indicate the vehicle’s height above ground which will be augmented by a doppler radar altimeter for dusty conditions. A Controp D-Stamp stabilized electro-optical sensor, provided as part of the auto-land system, will enable the aircraft to guide itself to land over any high contrast marker (flare, flag, a red cloth) in a combat zone. If a landing site cannot be highlighted by placing a physical marker, a laser spot from an airborne designator can be used.Avionics
The flight-control system is a four-channel redundant fly-by-wire system that relies almost entirely on inertial navigation system measurements augmented by GPS signals. The Cormorant uses the Integrity real-time operating system (RTOS) and Multi integrated development environment (IDE) for custom programming.Ground control, telemetry and navigation
Sensors and other subsystems use three datalinks providing 460 channels of real-time telemetry. The retrieved and transferred data will be stored at a ground control unit (GCU), which will be equipped with an air data computer for displaying its position. The GCU will monitor telemetry data supplied by the UAV using uplink and downlink communication devices. Pilots will use a fly-by-wire flight control system, and anCertification
Certification by the United States Federal Aviation Administration (FAA) has been a prime consideration in every aspect of Fancraft. They are being designed to comply with the FAA's FAR Part 27 and Part 29 (depending on weight) certification standards, and with the special ''Powered Lift'' certification standard that applies to tiltrotor aircraft.Scenario
One Cormorant can ferry of useful cargo per each radius sortie, thereby delivering about over 24 hours. A 10–12 Cormorant ''Mobile Supply Unit'' can deliver supplies, day after day, to sustain 3,000 combatants, while at the same time ferrying back their wounded and casualties. Equipped with remotely controlled manipulator arms it can be used for inspections, maintenance operations or repairs, flying above dangerous zones such as nuclear reactors and areas contaminated by chemical plant leaks. Examples could include replacing damaged insulators on power lines, pumping heavy water into pools covering uranium rods inside damaged nuclear reactors, fixing leaking pipes or repairing areas under bridges or marine structures that have suffered corrosion damage, and agricultural spraying.Variants
* High-speed Cormorant for tactical supply mission, staggered-rotors, 250 kn, fuselage design with spoiler to increase use of airflow for more thrust. The variant will be powered by a class turbine engine, and is 20% larger and 50% heavier than a standard Cormorant.Partners
Urban Aeronautics is in contact with the United States Army and the militaries of other nations, including India and Italy, for possible sale of the Cormorant. *Specifications
* Payload: in a typical 1 h mission for a range of (20 minutes reserve)See also
*Similar cargo role
* Northrop Grumman MQ-8 Fire Scout *References
External links
* , Tactical Robotics Ltd. * , Urban Aeronautics Ltd. {{Flying cars Rescue Unmanned aerial vehicles of Israel Lift fan