Browse Topic: Military aircraft
This paper presents the contributions of the Royal Netherlands Aerospace Centre (NLR) to a Leonardo-led consortium participating in NATO Next-Generation Rotorcraft Capability (NGRC) Study #5, which is aimed at the development of Integrated Platform Concepts (IPC) to fulfill the NATO NGRC 2035+ Capability Development needs. NLR contributed to this industry effort by providing an independent evaluation of the high-speed tiltrotor concept proposed by the consortium led by Leonardo, considering aspects such as handling qualities, rotorcraft-ship compatibility, as well as a broader operational Battle Lab assessment. The handling qualities assessment and related control law development considered predictive metrics from ADS-33E and MIL-1797A, and yielded Level 1 handling for the baseline tiltrotor concept along with an evaluation of design sensitivities. The ship compatibility assessment, based on in-airwake trim and simulated lateral approach procedures, offered early insight into tentative limits for tiltrotor shipboard operations on Frigate-class navy vessels. The Battle Lab simulations provided an early holistic evaluation of operational effectiveness of the proposed IPC in the Air Assault mission scenario that is part of the NGRC Concept of Operations (CONOPS).
This presentation outlines the U.S. Army’s H-60M Black Hawk modernization approach to address evolving operational needs and the demand for agile acquisition. To accelerate capability delivery, the Utility Helicopters Project Office leveraged a Modular Open Systems Approach and Model-Based Systems Engineering to establish a Modernized H-60M System Model aligned with Capability Program Executive Aviation’s Enterprise Architecture Framework. This authoritative model captures comprehensive mission-driven requirements to enable phased, incremental technology insertions instead of a monolithic, multi-year development cycle. A Capability Assessment Model (CAM) Framework will extract key capabilities and architecture drivers from the model, translating rigorous digital engineering into agile industry solicitations. Using Model-Based Requests for Information, the CAM Framework will allow the Army to systematically evaluate solutions, execute data-driven trade-offs, and rapidly field “minimum viable capabilities.” Ultimately, this strategy ensures the Black Hawk remains an adaptable, mission-critical asset, delivering continuous capability improvements to the warfighter at the speed of relevance.
This paper explores the potential of three different hybridization solutions for a medium-sized rotorcraft: an electric tail rotor, an "eco-mode", and a "boost-mode". The solutions were evaluated as a retrofit to a generalized medium lift rotorcraft and the impact on performance across five mission types, representative of the typical use cases for a military rotorcraft, was assessed. Two separate rotorcraft performance modelling tools were used to carry out the assessment, allowing for the results to be cross-examined. The models predicted performance gains for the eco-mode configuration when utilizing the single engine cruise capability for low-speed applications. Likewise, the models predicted improved performance for the boost-mode configuration when operating at hot and high (6,000 ft, 95°F) conditions due to the increased power provided by the battery system. However, all three solutions suffered from increased platform empty weight which negatively impacted performance at certain flight states.
A key tenet of the Modular Open Systems Approach (MOSA) is to modularize systems onboard the aircraft by standardizing interfaces and interoperability between various aircraft systems and subsystems. This is intended to decrease the time and cost required to install upgrades or replacements while minimizing the amount of regression testing required. This approach enables the evolution of capabilities over a system's lifecycle, allowing program teams to build, upgrade, extend and support systems at a lower cost and effort, ideally without extensive systems testing. This flexibility and optionality can be boiled down to the principle of "Freedom of Action", defined as “The ability to accommodate the desire of a system user to update and change the system to adapt to changing conditions, independently from a single vendor to encourage competition and lower price." Given that requirement, Open Systems Verification Demonstration (OSVD) is a methodology designed to provide evidence of a program’s MOSA conformance. It is intended to prove the degree of "Freedom of Action" that a particular system provides to its users. An OSVD event is intended to demonstrate alignment to these goals by showing the solution components meet required key interfaces and open standards, that the technical data documenting these interfaces is sufficient, and that the vendors provide the appropriate data rights. Prior to the U.S. Army's decision to cancel the Future Attack Reconnaissance Aircraft (FARA) program, it provided funding to Lockheed Martin for a total of 4 OSVD events specifically for the FARA aircraft. The purpose of these events was to evaluate FARA's planned Digital Backbone solution for modularity and openness. Following the cancellation of FARA, the 2 remaining OSVD events were redirected to focus on the UH-60 Black Hawk. This paper will summarize the recently concluded OSVD events for FARA / UH-60 as well as discuss the results and lessons learned. While OSVD's objectives cover a wide range of interoperability and integration goals, this paper will specifically focus on the network integration of the Digital Backbone.
The UH-60 Black Hawk — manufactured by Sikorsky Aircraft Corporation — is a twin turbine engine, single rotor, semi-monocoque fuselage rotary wing helicopter used primarily for Utility (tactical transport of troops, supplies, and equipment) purposes. In August of 2024, an experimental effort known as Transformation in Contact was called for, where systems would be more simple, intuitive, low signature, and iterative. This effort, along with the implementation of MBSE, has become a critical component for evaluating and refining technologies that could be needed without delay. This paper will serve to provide the collective results of the digital thread being developed for the Black Hawk as well as explore the efforts and processes utilized for this design. In particular, how the application of a Modular Open Systems Approach (MOSA), integration of a digital backbone, and utilization of the Capability Program Executive (CPE) Aviation Enterprise Architecture Framework (EAF) has enabled a cohesive standard for the rapid technology insertions while reducing cost, increasing efficiency, and improving the overall maintenance and sustainment for the aircraft.
Army researchers recently developed a 3D-printable, easy-to-assemble drone designed to enhance intelligence, surveillance and reconnaissance capabilities. Army Research Laboratory, Adelphi, MD Researchers at the U.S. Army Combat Capabilities Development Command, or DEVCOM, Army Research Laboratory (ARL) harnessed bottom-up Soldier innovation to develop an experimental 3D-printed small unmanned aerial system, or drone, that was demonstrated at the inaugural U.S. Army Best Drone Warfighter Competition in Huntsville, Alabama. Known as the Soldier Portable Autonomous Reconnaissance Transitioning Aircraft, or SPARTA, the drone was developed at DEVCOM ARL in collaboration with Soldiers. By incorporating Soldier feedback early in the design process and leveraging ARL's world-class research facilities, researchers developed a 3D-printable, easy-to-assemble drone designed to enhance intelligence, surveillance and reconnaissance capabilities. ARL is actively working to partner the technology with industry to get into the hands of the warfighter.
Consider this: A new groundbreaking technology has just been developed that needs to be integrated into multiple types of aircraft as soon as possible. This could take years to accomplish, since each aircraft implements a different method of communicating with it, using different data transport protocols. Even worse, this new technology likely has proprietary information that needs to be transmitted to the aircraft in some format. All of these issues would require a different version of the technology for each aircraft.
Between the 1920s and 1930s, aluminum started replacing wood as the primary material in aircraft construction and soon became the backbone of modern aviation. Its popularity stemmed from a combination of properties, high strength-to-weight ratio, corrosion resistance, and ease of forming that made it ideal for demanding aerospace applications. Throughout much of the 20th century, high-strength aluminum alloys dominated aircraft design, accounting for 70-80 percent of commercial airframes and more than half of many military aircraft. Even after the introduction of fiber-polymer composites in the early 2000s, aluminum has remained a critical material because it continues to offer the strength, lightness, and versatility needed for modern aviation. Industry forecasts predict that commercial air travel will double in the next 25 years, which means more pollution will be released into the atmosphere. One way to help reduce these emissions is by building airplane fuselages and wings with lighter and stronger materials.
Without reliability and signal integrity, aerospace communications risk severe signal degradation and reduced security, posing risks to both personnel and mission-critical data. These challenges are particularly critical for applications that depend on military aircraft, satellite communications, and unmanned aerial vehicles (UAVs). As global demand for real-time data continues to surge, communication infrastructure requires regular maintenance and upgrades to maintain secure and reliable performance.
Raytheon East Hartford, CT corporatepr@rtx.com
Helsing Munich, Germany communications@helsing.ai
The wing-in-ground effect (WIG) vehicle represents a significant advancement in aerodynamics and vehicle design, leveraging the ground effect phenomenon to enhance lift and reduce drag when flying close to the surface. This unique capability allows WIG vehicles to achieve higher payloads, longer range, and greater fuel efficiency compared to traditional aircraft, making them an attractive option for modern military and global disaster response applications. Wing-in-Ground Effect Vehicles: From Modern Military and Commercial Development to Global Disaster Response discusses future disaster response, logistics, and military applications for WIG vehicles, including the ongoing development of aerospace and transportation technology. Relavant advancements in materials and propulsion systems holds promise for further enhancing WIG performance and operational range. Additionally, cost-effective and powerful flight computers with various types of mission-enabling sensor suites from the advanced air mobility and drone industry further enable the development of modern, safe, and practical WIG platforms. Click here to access the full SAE EDGETM Research Report portfolio.
There is a significant shift toward the electrification of military systems as defense chiefs worldwide look to secure operational advantage across land, sea, and air. From ground vehicles to naval vessels, fighter jets to autonomous drones, senior officials, and planners are eager to accelerate the adoption of batteries, hybrid electric systems, and other sustainable technologies — thereby improving the performance of major platforms.
New research studying shape memory alloys with AI may allow fighter jets to transform into the future with the help of new materials. Texas A&M University, College Station, TX In aerospace applications, high-temperature shape memory alloys (HTSMAs) - materials capable of remembering and returning to their original shapes after heating - are often constrained by high costs since they rely on expensive elements to function at elevated temperatures. Fighter jets like the F/A-18 need to fold their wings to fit on crowded aircraft carriers. The system that folds the wings relies on heavy mechanical parts. But with new lighter, smarter alloys, those movements could be done with less weight and more efficiency. That means more jets can be ready to fly, faster and with less energy wasted.
In aerospace applications, high-temperature shape memory alloys (HTSMAs) — materials capable of remembering and returning to their original shapes after heating — are often constrained by high costs since they rely on expensive elements to function at elevated temperatures.
Manufacturers of fans/propellers using hydraulically-actuated pitch control claim energy efficiency gains up to 75% over fixed-pitch solutions. Unfortunately, the added cost, weight, reliability and maintenance considerations of hydraulic solutions has limited the introduction of pitch control for small-to-medium fans and propellers leaving a large market unserved by the efficiency gains associated with changing the pitch of a blade when the blade shaft’s speed changes. Pilot Systems International and Cool Mechatronics are developing an electromagnetically controlled pitch (EMCP) fan/propeller that will produce a new pareto optimal in size, weight, power, cost and cooling (SWaP-C2). The technology will substantially improve the efficiency of military ground vehicle cooling fans which is typically the third greatest power draw (~20kW)1 in the entire vehicle and provide critical performance improvements during silent watch. It will be a key enabler for the electrification of aircraft.
Modern military aircraft represent some of the most complex electronic environments ever engineered. These platforms integrate advanced avionics, radar systems, data links, and communication networks that must function seamlessly in hostile, high-frequency environments. In these mission-critical contexts, electromagnetic interference (EMI) poses a silent but serious threat that can degrade signal integrity, cause crosstalk between systems, or even lead to mission failure. The combination of increasing data rates, higher frequencies, and more complex electromagnetic environments demands shielding solutions that can deliver superior performance while contributing to overall system weight reduction. This challenge has driven innovation toward advanced materials that maintain electrical effectiveness while dramatically reducing mass.
The multinational EPIIC programme, involving Airbus Defence and Space, is exploring multiple exciting innovations to strengthen Europe's defense capabilities and technological sovereignty. Airbus, Toulouse, France Imagine Tony Stark soaring through the skies in his iconic Iron Man suit, each command answered with a seamless blend of futuristic technology. Now imagine the cockpit of tomorrow's fighter jet.
Imagine Tony Stark soaring through the skies in his iconic Iron Man suit, each command answered with a seamless blend of futuristic technology.
Advancements in embedded processing, software, new product introductions, partnerships and recent demonstration flights reflect the growth in development of artificial intelligence (AI) and machine learning (ML) for military aircraft avionics systems occurring in the aerospace industry. This article highlights trends across several industry partnerships, demonstration flights and the enabling elements that are providing opportunities to integrate AI and ML into military avionics systems. In a June press release, Helsing, the Munich, Germany-based native software company and Saab, the Swedish defense manufacturer, announced their completion of a series of test flights where Helsing's “Centaur” AI agent controlled the aerial movements of a Gripen E fighter jet. AI agents are growing in popularity across many different industries for a variety of use cases. In a November 2024 blog about the topic, Microsoft described them as taking “the power of generative AI a step further, because instead of just assisting you, agents can work alongside you or even on your behalf. Agents can do a range of things, from responding to questions to more complicated or multistep assignments. What sets them apart from a personal assistant is that they can be tailored to have a particular expertise.”
In this paper, we develop a new feature-based algorithm using stereo cameras to estimate stochastic ship-deck motion at high sea states. Unlike our previous algorithms, this algorithm is able to estimate the motion of arbitrary ship structures without prior information on the ship's visual appearance or geometry. The algorithm requires an initial pose and suffers from drift over time, which was resolved by fusing it with our previous 2D feature-based vision algorithm. The combined vision algorithm is validated using a simulated ship featuring 3D ship structures and 2D flight deck markings representative of a DDG-51 ship. The results indicate that the algorithm can accurately estimate the pose of a simulated ship undergoing Sea-State 6 motion. The vision algorithm was further validated in a simple free-flight test.
This paper describes the development process of a comprehensive pilot-in-the-loop simulation framework suitable for preliminary feasibility, and on-deck handling qualities assessment of the Leonardo AW609 civil tiltrotor, when operating with the Italian Navy aircraft carrier Cavour. A pilot-in-the-loop engineering simulator was used for simulations in which steady, quasi-unsteady, and fully unsteady ship airwakes were created using Computational Fluid Dynamics (CFD) and experimental data. A dedicated analysis of the simulation environment provided a strong agreement with various pilot inputs and aircraft response parameters when compared with flight data. Snapshot CFD simulations taken from a simulated lateral entry on ship deck allowed a comparison of airframe loads predicted by the aeromechanical model. While there are some good agreements and matched trends, development is ongoing to improve these aspects. Back-to-back piloted simulator approaches found a relatively good representativeness in terms of pilot feel and workload of both the quasi-unsteady and unsteady airwakes compared to flight.
Piloted evaluations form a critical part of Handling Qualities (HQ) testing. Military rotorcraft standard ADS-33 outlines the widely accepted approach to perform HQ testing, including both methods to determine predicted and assigned HQs (Ref. 1). Recently, ADS-33 has been replaced with MIL-DTL-32742, which includes updates to previously defined criteria and tasks (Ref. 2). Assigned HQs are awarded using short-look tasks, so-called Mission Task Elements (MTEs), stylized to represent mission requirements. Test courses focus on external visual cues, used by the pilot to judge position. Setting up external courses is usually expensive and may not be feasibly possible. The MCRUER (Means of Compliance Requirements for UAM Evaluations and Ratings) system intends to support HQ evaluations, replacing physical test courses using virtual displays. Four MTEs were successfully demonstrated in flight by three pilots using a variable stability rotorcraft. HQ evaluations were performed both using physical courses (live) and the MCRUER virtual courses. Handling Qualities Ratings (HQRs) were found to be consistent across both live and virtual courses with identifiable trends. Differences observed between the two cueing environments are described. Overall, virtual displays were found to improve pilot adherence to task specifications, even exceeding live-courses for a specific tasks.
New forms of highly automated Advanced Air Mobility (AAM) aircraft, such as electric vertical take-off and landing (eVTOL) vehicles, could transform transportation, cargo delivery, and a variety of public services. The National Aeronautics and Space Administration (NASA) conducted a series of flight demonstrations in collaboration with the Defense Advanced Research Projects Agency (DARPA) and Sikorsky Aircraft (a Lockheed Martin company) to progressively evaluate autonomous technologies. The autoland flight test research is a first in series for investigating the world’s first procedural descending-decelerating automated landing with vertical guidance Instrument Flight Procedures (IFP). The Sikorsky Optionally Piloted Vehicle (OPV) experimental UH-60 Black Hawk was used to evaluate a flight path’s four-dimensional trajectory (4DT) management into primitive commands and then follow those commands to a Point-in-Space (PinS) landing to the ground. All flight procedures were manually flown to the ground at 12 degrees with a 20-knot tail wind to ensure flight safety before automation was engaged. New and novel high precision approach procedures could pave the way for all future VTOL operations.
The H-60 Black Hawk remains a cornerstone of U.S. Army Aviation, but its legacy avionics architecture presents modernization challenges. To ensure long-term operational relevance and interoperability with future platforms like the Future Long Range Assault Aircraft (FLRAA), the Army is implementing a Modular Open Systems Approach (MOSA). This strategy facilitates rapid technology integration, enhances sustainment efficiency, and mitigates obsolescence. The Army's MOSA adoption aligns with regulatory mandates such as the National Defense Authorization Act and Department of Defense (DoD) acquisition policies, ensuring modularity, scalability, and interoperability across aviation systems. The application of modern open standards, such as the Future Airborne Capability Environment (FACE®), within the Black Hawk supports software reuse and hardware commonality, reducing lifecycle costs and vendor lock. A phased modernization approach, including a Digital Backbone architecture supported by Model-Based Systems Engineering (MBSE), will streamline future avionics upgrades while maintaining compatibility with existing and future fleet assets. This transformation positions the Black Hawk for sustained operational effectiveness in multi-domain operations, reinforcing the Army's aviation modernization objectives.
The Sikorsky BLACK HAWK® is the primary medium lift helicopter for the U.S. Army performing a wide range of missions that encompass Air Assault, MEDEVAC, CSAR, Command and Control, and VIP transport. The Multimission UH-60M is one of the latest in the BLACK HAWK helicopter product family, more capable, more survivable, more maintainable, more powerful, and more effective than its predecessors. In previous efforts, a high-fidelity CFDCSD based full-aircraft trim and maneuvering simulation methodology was developed and applied to model both coaxial aircraft and single main/tail rotor configurations (Refs. 1-4). The CFD solver is based on the CREATE™-AV HELIOS toolset (Ref. 5) and the CSD solver is based on Rotorcraft Comprehensive Analysis System (RCAS) (Ref. 6). The current paper further enhances the previously developed 6-DOF CFD-CSD full-aircraft trim methodology to robustly handle the trim solution for the single main/tail rotor configurations. The enhanced methodology was applied to rotor control loads and aircraft performance calculations at both steady level flight and aggressive Angle-of-Bank (AOB) turn maneuver conditions, including comparisons with available flight test data. The simulation results demonstrate a consistent correlation with flight test, including at stall conditions. The high-fidelity full-aircraft CFDCSD simulation approach provides an efficient, accurate and robust methodology for aircraft performance, control loads and stall boundary predictions to support advanced design at early stage.
This study presents the design, modeling, and simulation of an Adaptive Speed Gearbox (ASG) with integrated electric variator for the UH-60A Black Hawk helicopter. The proposed drivetrain architecture enables main rotor speed variation independently of turbine speed, addressing operational demands for enhanced efficiency, noise reduction, and performance flexibility. A comprehensive aero-thermal model of the turboshaft engine, a dynamic drivetrain model, and a variable-speed control strategy were developed and validated. The control approach employs a two-degree-of-freedom structure combining nullspace-based feedforward torque allocation and modal-weighted LQR feedback for vibration suppression. A similarity theory-based scaling method was employed to design a demonstrator gearbox, facilitating experimental validation under representative conditions. The results demonstrate the feasibility of the ASG concept and establish a foundation for future experimental investigations and subsequent technology maturation towards higher TRLs.
This paper demonstrates the training, optimisation, and predictive capabilities of Machine Learning (ML) for helicopter-ship certification. The work focuses on the development of a Linear Discriminant Analysis (LDA) model, trained specifically on pilot control activity data recorded during the hover phase of a recovery to a ship, to determine an operational boundary driven by pilot workload. The certification process currently relies heavily on embarked trials and the subjective workload assessment of test pilots. Modelling and Simulation (M&S), however, offers a potentially more efficient approach to addressing the high costs, resource-intensive nature, and inherent dangers associated with traditional clearance methods. By providing a relatively large amount of data for analysis, this approach creates an opportunity to bridge the gap between subjective and objective measures, enabling the prediction of workload limitations. An LDA model was trained using cross-validation on pilot control activity data and optimised through the inclusion of a penalty factor to reduce overfitting. Throughout the training process, the model demonstrated good performance, effectively distinguishing between high and low workload conditions based on pilot control activity data. When tested on unseen data, the model accurately predicted the Ship-Helicopter Operating Limit (SHOL) boundary for most cases. These results support the application of ML in the helicopter-ship certification process and demonstrate the model's ability to identify correlations within high-dimensional datasets, offering a more data-driven and objective approach to determining workload and clearance boundaries.
Maintaining the operational readiness of military helicopters demands repair solutions that are fast, reliable, and adaptable. This paper presents the integration of Gamma Alloys' advanced metal matrix composites (MMCs) into additive manufacturing (AM) techniques - specifically Cold Spray and Friction Stir Additive Manufacturing (FSAM) - as a transformative approach to helicopter repair and replace for the US Army.
Civil and military rotorcraft operators desire enhanced capabilities from their vehicles in terms of mission efficiency, effectiveness, productivity, and availability. A critical element of this challenge is associated with providing cold weather availability. Currently, cold weather operations are enabled by regulatory actions leading to Limited Approvals, Qualifications, Clearances, and Restrictions. Cold weather certification (clearance of a new aircraft) and continuing airworthiness (maintaining effectiveness of fielded aircraft) are data driven processes. This work provides guidance on an Icing Encounters Survey (IES) based data gathering method supporting continuing airworthiness organizations in improving fleet safety and capabilities during cold weather operations.
Low-level flight, defined by high-speed operations near terrain, represents a significant challenge in military rotorcraft missions while providing strategic advantages, such as radar evasion and heightened surprise. Recent conflicts highlight the urgent need for advanced low-level flight capabilities in the design of new rotorcraft. The close proximity to ground obstacles, combined with the complexities of piloting, necessitates precise control and robust handling qualities to prevent accidents. However, existing handling quality standards, such as MIL-DTL-32742, reveal limitations in assessing low-level maneuvers. Given the diverse array of new rotorcraft designs, driven by initiatives like the U.S. Army's Future Vertical Lift and NATO's Next Generation Rotorcraft Capabilities, a customized handling qualities evaluation for each design is impractical. In response, a performance-driven strategy has been implemented, scaling Mission Task Elements to align with aircraft performance capabilities. This approach identifies handling quality gaps across the Operational Flight Envelope, concentrating on the aircraft’s effectiveness in achieving task success under varied conditions. Prior simulator studies validate the effectiveness of this method for assessing different configurations. This paper presents flight test results using DLR's ACT/FHS research helicopter, confirming a set of scalable Mission Task Elements developed at DLR's AVES and NASA's VMS simulators. Pilots utilized a Head-Mounted Display for task cueing, eliminating the need for physical infrastructure. The Mission Task Elements proved suitable for evaluating the low-level handling qualities of the ACT/FHS. Although the provided Head-Mounted Display facilitated Handling Qualities evaluations, it encountered some hardware limitations. The scaling for different airspeeds met pilot expectations, and wind compensation functioned as anticipated, enhancing the independence of flight tests from environmental conditions. These findings lead to recommended updates for task descriptions and course cueing requirements, confirming desired performance tolerances.
Harold (Hal) Andrews, a US Navy veteran and Naval Aviation technical leader, joined what is now known as the Naval Air Systems Command (NAVAIR) in 1955. There, Andrews held responsibilities for nearly 50 types of US Navy, Marine or joint aircraft prior to his retirement in 1986 as NAVAIR's Technical Director of Research and Technology. Andrews was an expert in Naval Aviation history, and a stickler for accuracy. By 1960, he was a contributing editor and technical advisor to the Navy's magazine, Naval Aviation News, in his spare time. He was also an advisor to several naval aviation associations' magazines, in addition to writing articles and technical papers for the Vertical Flight Society and other organizations. Although modest, former colleagues noted that vertical flight aircraft such as the AV-8B Harrier II, the V-22 Osprey and the F-35 Lightning II might never have come into being without his dedication. But he is most revered for inspiring engineers, both young and old.
Naval Air Systems Command Patuxent, MD navairpao@us.navy.mil
State-of-the-art fighter aircraft have a large number of support systems that operate in multiple areas. These systems are continuously optimized to achieve maximum efficiency and performance. Countless sensors monitor the environment and generate important data that helps to understand the areas overflown. But even in life-threatening combat situations, target acquisition systems support pilots and provide additional information that can be decisive with the help of augmented reality (AR) and artificial intelligence (AI). Military aviation is an arena with great potential for the use of technical aids that have transformed the original fighter aircraft into a technological masterpiece. In addition to the high level of complexity, the upcoming generation change from fifth- to sixth-generation fighter jets poses major challenges for component suppliers and accelerates the pace of technological competition. A military fighter jet is already an extremely demanding environment for technical equipment.
Deliberate RF jamming of drones has become one of the most common battlefield tactics in Ukraine. But what is jamming, how does it work and how can it be countered by unmanned aerial vehicles (UAVs) in the field? Radio frequency (RF) jamming of drones involves deliberate interference with the radio signals used for communication between drones and their operators.
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