CANADA AVIATION AND SPACE MUSEUM AIRCRAFT

BOEING / INSITU CU-165 SCANEAGLECANADIAN FORCES SERIAL NUMBER 165909

INTRODUCTION

The Boeing Insitu ScanEagle is a small, low-cost, long-endurance Unmanned Aerial Vehicle (UAV) originally built by Insitu Inc., which is now a subsidiary of Boeing. The ScanEagle is an updated version by Insitu based upon its original SeaScan design, a commercial UAV that was primarily intended to assist commercial fishing boats in spotting schools of fish.

Starting in 2008, the ScanEagle was selected by the Canadian Forces (CF) for a series of operational deployments first necessitated by combat operations in Afghanistan but also then for a series of further follow-on deployments designed to evaluate the integration of UAV operations onboard ships of the Royal Canadian Navy (RCN) as well as in Arctic operations.

The ScanEagle design had its origins in the fishing industry and this UAV therefore lends itself to small shipboard deployments as seen above - (Insitu Inc Photo)

The ScanEagle has also been extensively deployed in combat operations by the United States (US) military and other foreign services in Iraq and Afghanistan and in the Persian Gulf.

Cover Photo Caption - The ScanEagle is launched from a purpose-designed catapult launcher. - (CF Photo)

1 / 21

SCANEAGLE DESIGN HISTORY 1

Insitu Inc. was originally founded in the early 1990s to further develop the “aerosonde concept” 2 for long-range weather reconnaissance. The company name was derived from the objective of measuring the atmosphere in situ, as opposed to remotely by satellite. At the end of the 1990s, the company first moved on to the SeaScan concept for imaging reconnaissance, primarily from tuna seiners. Then with the onset of the Iraq war in 2003, SeaScan turned into ScanEagle concept, and Insitu became much more focused on military applications.

SeaScan Predecessor

The SeaScan design was conceived as a small and relatively simple autonomous UAV with long endurance for a variety of applications including search and rescue, fisheries reconnaissance, coastal patrol and other applications. The swept wing design featured winglets at the tips and a pusher-propeller engine arrangement. But unlike many small UAV’s which relied solely upon batteries, the SeaScan

system included an electrical generator powered by an small gasoline engine which was capable of generating up to 140 watts of power. The SeaScan design allowed for launches at about 93 km/h (50 knots). On land this could be accomplished using a car-top cradle or a low-pressure pneumatic catapult. At sea, only the latter was used. Uniquely, however the SeaScan capture / retrieval (landing) system was accomplished using the “Skyhook”, an Insitu-patented technique, in which the UAV flies into a single suspended line at approximately 111 km/h (60 knots). A hook on the wingtip snags the line and quickly stops the vehicle.

A transparent view of the internal arrangement of the SeaScan UAV illustrating the relative simplicity and modular construction of the design - (Image courtesy of Insitu Inc)

2 / 21

The primary functions of the onboard avionics included:

Flight Control: A “SE555” flight control system provided inner loop control and data management. The SE555 receivesd data from aircraft sensors and sent commands to control surfaces. Flight path characteristics could then be determined from pre-programmed or in-flight commands;

Air-to-Ground Communication: This data link was used to communicate air vehicle status, control, and mission data, as well as to relay messages from payload modules;

Avionics-to-Payload Communication: This data-link was used to send sensor reports to the payload, and receive commands from the payload;

Video Data: The SE555 communicated serially with an on-board video turret, issuing camera positioning commands as well as aircraft attitude and stabilization data. The video signal bypassed the SE555 and was sent directly to a ground receiver via an onboard Radio Frequency (RF) link;

GPS Receiver: The SE555 communicated serially with an onboard Global Positioning System (GPS) receiver, receiving differential GPS data from the ground to improve / set both position and velocity; and

Sensor Management: The onboard sensors included roll, pitch and yaw rate gyro, vertical, lateral and longitudinal accelerometer and temperature, external temperature, relative pressures, along with absolute barometric and manifold pressures.

The UAV could be configured to operate autonomously, or operated remotely from a ground control station. However, “landings” were always performed autonomously, as the SeaScan required specific angles and speeds to make a successful “Skyhook” engagement.

This side view of the SeaScan design illustrates the compact design, nose-mounted camera installation and the small hooks at the wing tips used for the “Skyhook” arrestor system - (Image courtesy of Insitu Inc)

3 / 21

ScanEagle Evolution 3

The ScanEagle was a direct evolution of the SeaScan, and it emerged as the primary result of a new strategic alliance between Boeing and Insitu Inc. starting in 2002. Boeing was interested in the design as a complete portable Unmanned Aerial System (UAS) for autonomous surveillance on the battlefield. The prototype ScanEagle was initially developed under a 15-month agreement with Boeing and this culminated in a longer-term contract between Insitu and Boeing in July of 2003.

Boeing demonstrated the new system to the US Navy (USN) starting in 2003 and, by 2004, it was being deployed to Iraq with the US Marine Corps (USMC) First Expeditionary Force. Follow-on contracts with both the USN and USMC were then completed. The Australian Army also began using the system in Afghanistan in 2007 and the CF followed suit in 2008.

The ScanEagle looks remarkably similar to its predecessor, possessing the same basic configuration and approach to operations. ScanEagle has a 3.1 m (10.2 ft) wingspan with an overall length of just 1.4 m (4.5 ft) and a mass of 20 kg (44 lbs). It can operate up to 150 km/h (92 mph; 80 kts) but more typically operates with an average cruising speed of 89 km/h (55 mph; 48 kts).

ScanEagle carries a stabilized electro-optical and/or infrared camera on a lightweight inertial stabilized turret system, and an integrated communications system having a range of over 100 km (62 miles). It has a flight endurance of over 20 hours.

Newer Block “D” aircraft featured a higher-resolution camera, a custom-designed Mode “C” transponder and a new video system. A Block “D” UAV, flying at Boeing's test range in Oregon also set a type endurance record of 22 hours, 8 minutes.

As with the SeaScan design, ScanEagle is launched using a pneumatic launcher, patented by Insitu, known as the "SuperWedge" launcher. It is recovered using the "Skyhook" retrieval system, which uses a hook on the end of the wingtip to catch a wire hanging from a 9.1 to 15.2 m (30 to 50 ft) pole. This is

Compare this view of the ScanEagle design with that of the previous image of the SeaScan Air Vehicle. The ScanEagle UAV is a outwardly a relatively simple refinement of previous versions - (Image courtesy of Boeing Insitu)

4 / 21

made possible by high-quality differential GPS units mounted on the top of the pole and UAV. The catch rope is attached to a shock cord to reduce stress on the airframe imposed by the abrupt stop.

A complete ScanEagle UAS system comprised four air vehicles or AVs, a ground control station, a remote video terminal, the SuperWedge launch system and the Skyhook recovery system. In 2006, each ScanEagle UAS cost US$3.2 million. In 2008, the company produced a total of 277 ScanEagle AVs.

This cutaway view above and below of the ScanEagle UAV provides a glimpse of the modular construction details - (Images courtesy of Boeing Insitu)

5 / 21

A close-up of the gimbal-mounted camera installation in the nose of the ScanEagle UAV - (image courtesy of Boeing Insitu)

This image illustrates the compact “SuperWedge” pneumatic launcher used to catapult the ScanEagle into operation - (CF Image)

6 / 21

This sequence of images illustrate the capture of a ScanEagle by the portable “Skyhook” arrestor unit. In the first image the ScanEagle has flown into into one of the wires and has hooked onto it with its wingtip. In the second image the shock cord has begun to arrest the UAV backwards and the third image depicts the UAV awaiting capture release - (Images courtesy of Boeing Insitu)

A close-up of the clean-looking, single-cylinder propulsion unit on the ScanEagle - (Image courtesy of Boeing Insitu)

7 / 21

The original ScanEagle design used a German-made single cylinder 1.5 kW (1.9 hp) two-stroke Orbital model aircraft engine running on gasoline. This has since been upgraded to include 2.0 kW engines running heavy fuels like JP-5.

Mode of Operation

Once airborne, ScanEagle AVs fly autonomously following waypoints that are created by the Ground Control System (GCS) operator. Flight control and streaming video from payload sensors are transmitted between the aircraft and GCS via line-of-sight antennas integrated into the winglets. Using Canadian-made NovAtel GPS navigation for autonomous guidance, a ScanEagle will fly its course and / or loiter over a designated area of interest until re-tasked or until it's time to return to base. Re-tasking of the flight profile is simple and can be executed in real time by mouse commands into the GCS. The range of the ScanEagle can be extended by using a “hub and spoke” methodology where one GCS will hand-off to others, thereby increasing overall range. Another method of operating ScanEagle utilizes mobile GCS vehicles configured with transmitters that communicate with the aircraft. This method is very useful for convoy operations where the route ahead can be monitored for situational awareness and safety.

Improvements

Since its inception, the ScanEagle design has been continuously improved in a series of “block upgrades” and the concept(s) of operations have been further modified. For example, on 18 March 2008, Boeing, with ImSAR and Insitu successfully flight-tested a ScanEagle with ImSAR's NanoSAR-A radar mounted aboard. The ImSAR NanoSAR is the world's smallest Synthetic Aperture Radar, weighs 1.59 kg (3.5 lb) and is 1.6 litres (100 cu in) in volume. It is designed to provide high quality real-time ground imaging in adverse weather conditions or through other battlefield obscurants.

In 2009, Boeing and Insitu then announced the NightEagle, a modified ScanEagle Block “E” variant with a larger, high-resolution infrared camera designed for night operations.

In August 2010, Boeing announced plans to control ScanEagles from control stations on E-3A AWACS aircraft and on the V-22 Osprey and these activities were both later successfully demonstrated. In July 2011, a team of two ScanEagles plus another UAV cooperated to both navigate and search a mountain area autonomously.

Insitu then introduced an improved ScanEagle 2 variant in October 2014 that had a purpose-built heavy-fuel engine for increased reliability. This was the first reciprocating internal combustion engine designed and manufactured specifically for a UAV. The engine increased the electrical power output to up to 150 watts (depending on engine use). It also has a larger nose to carry day and night sensors at the same time, an increased payload of 3.5 kg (7.7 lb), heavier empty and max take-off weights of 19.0 kg (41.8 lbs) and 23.5 kg (51.8 lbs) respectively, and a slightly shorter fuselage; otherwise the wingspan, service ceiling, and cruise and top speed remain the same. Other upgrades include a fully digital video system, a better navigation system, Ethernet-based architecture and reduced Electronic Magnetic Interference (EMI) for the integration of sophisticated electronically sensitive payloads, and a new, more user-friendly ground control station, while using the same launcher and ‘Skyhook’ recovery system.

8 / 21

CANADIAN FORCES USE

The Boeing-Insitu ScanEagle was acquired for CF operations in Afghanistan in 2008 and later adopted by the RCN to introduce the capability on the Halifax-class frigates and since 2011, every frigate deployed on Operation ARTEMIS in the Arabian Sea or in operations in the Mediterranean, has included a leased fleet of three AVs to assist with Intelligence Surveillance and Reconnaissance (ISR) and interdiction missions. In addition, the ScanEagle has been used in a number of experimental trials and also in supporting a variety of training exercises. Throughout these army and naval operations, various experiments and training missions, a support team from ING Robotic Aviation in Ottawa has been ensuring the UAV’s availability. In CF use, the ScanEagle has been given the designation CU-165 for flight safety and technical airworthiness reviews / reporting.4

ScanEagle Operations in Afghanistan

Unfortunately, few operational details of the initial ScanEagle operations in Afghanistan with the CF are currently available. Starting in 2008, a number of leased ScanEagles were, however, used to supplement the CU-161 Sperwer UAV, which had previously entered service in Afghanistan in February 2006. Presumably, the ScanEagle performed many of the same missions as its earlier counterpart in the Kandahar region.

One of the ScanEagles used with the CF in Afghanistan is seen here in Kandahar - (Image courtesy of Damian Brooks)

9 / 21

While no tactical details of the ScanEagles use in Afghanistan are available, some basic details have been published.5 In July 2008, the CF first introduced the ScanEagle into service in Afghanistan in a leased capacity. By March 2009, this deployment had marked the passing of 3,000 hours of ScanEagle operations in support of the CF. During this period, the system's availability and performance was described as nothing short of “exemplary”. Originally set to expire in January 2009, the interim lease contract for ScanEagle service was first extended to March and then again to the end of April 2009 while a longer-term contract was competed. So valuable was the performance and capabilities delivered by ScanEagle that CF sources at the time stated that no ground mission took place without some ScanEagle coverage.

The ScanEagle contracts with the CF included contractor personnel deploying with the equipment, which operated on a fee-per-hour service arrangement. Insitu worked with Ottawa-based ING Engineering to staff Field Service Representatives (FSR) to support and maintain Canadian ScanEagle operations. ING Engineering was selected since their employees were largely ex-CF personnel who were familiar withCanadian military doctrine. Sensitivities naturally existed in the nature of ScanEagle operations and the information that its sensors collected. Because of this, a seamless approach in operating the ScanEagle system was developed and instituted between FSRs and CF personnel. The FSRs maintained and prepared ScanEagle AVs for launch and then launched the AV for its initial climb out using their own GCS.FSRs then handed off the AV to CF operators who used their own independent, albeit identical, GCS. Once under CF control, the FSRs turned off their screens and continued on with their duties in maintaining other AVs, in addition to setting up for recovery of any of those that were already airborne. This method of operation proved to be effective in mitigating any concerns about sensor data and the FSRs were never far away when required for consultation or troubleshooting.

During its operations in theatre, the ScanEagle from the preceding image also acquired some “nose art”, or in this case “tail art”, as seen above - (Image courtesy of Damian Brooks)

10 / 21

Canadian Forces Maritime Warfare Centre Experiments

In 2009, Insitu completed a successful flight demonstration of its ScanEagle UAS aboard vessel HMCS Glace Bay (MM 701), which is a small Maritime Coastal Defence Vessel (MCDV). The experiment allowed military personnel from the Canadian Army, Navy and Coast Guard to assess the value that the UAV could provide.

The demonstration was conducted by the Canadian Forces Maritime Warfare Centre (CFMWC) and consisted of an in-flight handoff of the ScanEagle by Canadian Navy personnel aboard HMCS Glace Bay to a land-based GCS operated by Canadian Army personnel at the Halifax naval base. The demonstration mission included locating and tracking pre-positioned vessels or suspicious activity organized ashore, as well as locating objects and divers in the water. It was technically the first launch and recovery of a fixed wing aircraft from a Canadian naval vessel since December 1969.6

HMCS Charlottetown - First UAV Deployments

In 2012, her Majesty’s Canadian Ship (HMCS) Charlottetown, a “City Class” frigate with her 250-member crew, a Sikorsky Sea King helicopter detachment, and a ScanEagle UAV detachment spent 247 days at sea as a part of the CF’s international contribution to maritime security. In what was the longest naval deployment in recent history, HMCS Charlottetown participated in both Operation METRIC in the eastern Mediterranean, and Operation ARTEMIS, in the Arabian Sea.

A close-up of the ScanEagle on the helicopter deck of a RCN “City-Class” frigate - (Image courtesy of Canadian Forces)

11 / 21

The images above and following images illustrate the launch and recovery sequence of a ScanEagle from the deck of a RCN “City-Class” frigate. The light weight of the ScanEagle is apparent above. - (Images courtesy of Canadian Forces)

12 / 21

13 / 21

14 / 21

15 / 21

Operation METRIC

Initially, HMCS Charlottetown was deployed under Operation METRIC, Canada’s participation in international efforts to enhance security in the eastern Mediterranean Sea as part of the NATO-led Operation ACTIVE ENDEAVOUR (OAE). OAE aimed to prevent the movement of terrorists and weapons of mass destruction and enhance the security of shipping in general.

HMCS Charlottetown sailed with Her Netherlands Majesty's Ship De Ruyter from the Netherlands and Federal German Ship Rhoen from Germany to form the Standing NATO Maritime Group 1. Together, they contributed to enhanced security and stability in the Mediterranean region. During Operation METRIC, HMCS Charlottetown took part in one of the largest multi-asset exercises, Exercise PROUD MANTA. which incorporated surface ships, submarines, and air assets planning and practicing maritime operations in a very high level of operational readiness.

Operation ARTEMIS

Operation ARTEMIS was the CF’s participation in maritime security and counter-terrorism operations in the Arabian Sea region with the multinational Coalition Task Force 150 (CTF-150). Following Op METRIC HMCS Charlottetown was further deployed to the Arabian Sea region following Government of Canada direction as part of a continuing mission in support of maritime security and counter-terrorism operations.

UAV Detachment - During these operations, the ScanEagle UAS underwent a series of trials on board HMCS Charlottetown in order to assess its ISR support capabilities, exploring the viability of a UAV capability aboard HMC Ships, and augmenting the RCN’s knowledge and expertise in operating UAVs. In total the ScanEagle AVs conducted more than 50 sorties and flew for a total of approximately 400 hours in support of these deployments. However during this deployment, one of the ScanEagle AVs was lost due to engine failure during a night mission.

HMCS Toronto - 2nd UAV Deployment

Then in 2013, the RCN frigate, HMCS Toronto, was once again deployed on Operation ARTEMIS, to serve with CTF-150, the continuing multinational maritime security and counter-terrorism force operating in the Arabian Sea. The ship arrived back in its home port of Halifax, N.S, on February 27, 2014. During this deployment, the ScanEagle UAV detachment completed a total of 1,268 hours in support of the mission. By comparison, the ship’s Sea King detachment flew 910 hours in support.

HMCS Regina - 3rd UAV Deployment

Once again in 2014, the RCN frigate, HMCS Regina, was deployed on Operation ARTEMIS, to serve with CTF-150 with a complement of ScanEagles on board. No details of this deployment are as yet available

Exercise NANOOK Use

In 2011, a leased ScanEagle was deployed in support of Operation NANOOK 11. This was a two-part operation. The first part was a sovereignty and presence patrolling operation employing the CF in the air, on land and at the sea as well as international partners from the United States and Denmark. The second part of Operation NANOOK 11 was a Canadian “whole-of-government” exercise that included a simulated major air disaster along with a maritime emergency exercise. Operation NANOOK 11 was the centerpiece of three major sovereignty operations conducted annually by the CF in Canada’s North.

16 / 21

Exercise MAPLE RESOLVE Use

In 2014, an ING Robotic Aviation team supported ScanEagle combat training operations for Exercise MAPLE RESOLVE at the Canadian Manoeuvre Training Centre in Wainwright, Alberta under the direction of 4 Air Defence Regiment.

During Op NANOOK 11, Gregory Benoit with ING Engineering in Whitehorse, Yukon and David MacDonald with ING Engineering in Toronto are seen prepping and installing a Scan Eagle AV onto the launch catapult in preparation for function tests prior to launch. - (Images courtesy of Canadian Forces)

17 / 21

ING’s operators and systems maintainers ensured 24/7 “eyes in the sky” for those units deployed for the combat training exercise. This work was essentially the same as ING staff have been conducting continuously since 2008 with the CF in Afghanistan and with operationally-deployed naval units.

Exercise MAPLE RESOLVE 2014 was a large exercise for Canada’s high readiness units. 4,500 Canadian troops were involved, along with American and British forces. They were sharpening their skills in a realistic and difficult environment at the Canadian Manoeuvre Training Centre. The ultimate goal of this exercise was to ensure a high level of preparedness for those Canadian units designated as a high readiness Task Force on deck for short notice deployments.

CANADA AVIATION AND SPACE MUSEUM SCANEAGLE - PRODUCTION NUMBER 687

In 2011, Insitu Inc., in collaboration with Boeing, ING Engineering and the Canadian Forces donated a ScanEagle unmanned air vehicle, CF serial number 165909, to the Canada Aviation and Space Museum.

Marking the significance of Canada’s participation in the International Security Assistance Force (ISAF) in Afghanistan, this donation also coincided with the commemoration of the 25,000 combat flight hours that Insitu systems had been flown in support of the CF up until this time.

The museum’s ScanEagle AV, production # 687, flew 2,000 flight hours supporting the missions of Canadian and allied forces before it was retired in April, 2010.

The ScanEagle AV - (Image courtesy of Insitu inc)

18 / 21

TECHNICAL SPECIFICATIONS 7

Performance• Endurance: 24+ hours• Ceiling: 5,950 m (19,500 ft)• Maximum horizontal speed: 41 m/s (80 knots)• Cruise speed: 25.7-30.9 m/s (50-60 knots)

System features• Engine: gasoline or heavy fuel (JP-5 or JP-8) • Power: 60 W available for payloads• Navigation: autonomous GPS• Launch: Superwedge® pneumatic catapult• Recovery: SkyHook® wing-tip capture

Dimensions• Wingspan: 3.11 m (10.2 ft)• Length: 1.55-1.71 m (5.1 - 5.6 ft)

Weights• Empty structure weight: 14-18 kg (30.9 - 39.7 lb)• Maximum take-off weight: 22 kg (48.5 lb)

19 / 21

(Images courtesy of the Canadian Forces)

LIST OF COMMON ABBREVIATIONS

AV Aerial Vehicle CF Canadian ForcesGCS Ground Control SystemGPS Global Positioning SystemHMCS Her Majesty’s Canadian Ship RCAF Royal Canadian Air Force RCN Royal Canadian Navy UAS Unmanned Aerial SystemUAV Unmanned Aerial Vehicle

REFERENCES

Books:! ! Leversedge, T.F.J., Canadian Combat and Support Aircraft, St. Catherines, ! ! Ontario, Vanwell Publications, 2007.!Articles:!! !! ! “ScanEagle from Insitu - SUAV System to put CF as forefront of aerial surveillance”, ! ! Canadian Defence Review Magazine, Mar / Apr 2009, p.p. 54-57.

! ! “Insitu’s Scan Eagle completes Navy Test”, Canadian Defence Review Magazine, ! ! Nov / Dec 2009, p.60.

! ! “Eagle Eyed” Flight International Magazine, 9-15 Jun 2009

! ! Campell, Mark, D’Andrea, Raffaello, Lee, Jin-woo and Scholte, Elco, Experimental Demonstrations of Semi-Autonomous Control. Paper in the Proceedings of the 2004 American Control Conference, Boston, Massachusetts, USA, June 2004.! ! !Websites:

http://www.insitu.com

http://www.navy-marine.forces.gc.ca/en/news-operations/news-media-toronto-artemis.page

http://www.forces.gc.ca/en/news/article.page?doc=hmcs-charlottetown-s-missions-overview/hgq87xk8

Acknowledgements:

Special thanks to Bill Upton both for his overall support and encouragement as well as supplying the title page in this history. Our thanks as well to Insitu Inc and the Canadian Forces for supplying the bulk of the images used in this history without any copyright restrictions. (2015)

20 / 21

END NOTES

21 / 21

1 This section is based primarily on an article in the Proceedings of the 2004 American Control Conference entitled Experimental Demonstrations of Semi-Autonomous Control.

2 The “aerosonde concept” was for a small UAV aircraft (weighing less than 20 kg) with on-board meteorological sensors to provide radiosonde-quality observations at any location on the globe. Individual missions could span several thousand kilometers and several days’ duration, using the Global Positioning System for autonomous navigation, and satellite relay for data return and flight-plan updates. Aerosonde UAS flying such profiles in routine wide-scale use were expected to achieve a per-sounding cost competitive with that of balloon-borne radiosondes, but with much greater flexibility of operation.3 This section is based primarily on http://en.wikipedia.org/wiki/Boeing_Insitu_ScanEagle

4 The total number of ScanEagles used by the CF is as yet unclear and is not publicly available.5 Drawn from: Canadian Defence Review Magazine, Mar / Apr 2009, p.p. 56-576 CP-121 Trackers completed the last carrier qualification “carqual” landings on board HMCS Bonaventure in December 1969.7 Drawn from: Insitu Inc “Backgrounder” on ScanEagle Unmanned Aircraft Systems. See http://www.insitu.com/systems/scaneagle/capabilities