Home' Asia Pacific Defence Reporter : APDR May 2017 Contents 30 Asia Pacific Defence Reporter MAY 2017
interfaces as a torpedo, and so there is no need
for modification or integration if it is used on a
submarine, and enables fast, effective deployment
of the vehicle.
The AUV62-MR version features a dual flank-array
synthetic aperture sonar and high-resolution gap-filler
sonar for long endurance mine hunting missions, and
is equipped with cutting-edge information gathering
capabilities, such as highly accurate positioning.
Saab says the AUV62-MR has a 2.5 km2/h area
coverage rate and 200m (655 ft) swath width on
each flank with synthetic aperture processing.
The AUV62-AT ASW trainer is flexible, adaptable
and can operate in several different modes, enabling
it to comply with various sets of training regulations.
It has an omnidirectional hydrophone in the base
module, and can generate and transmit realistic
submarine noises and echoes at required strength
and over clearly defined distances for added realism.
The payload module of the AUV62-AT includes a
transducer tail, which mirrors the physical properties
of a submarine so as to provide realistic training. The
tail is also capable of deceiving any torpedo homing
system and incorporates transmitting and receiving
transducers, so that training personnel can perform
onboard analysis of the location of active sonars or
The package includes the vehicle, and systems
for signal generation and analysis, mission planning,
mission evaluation, launch and recovery and an
integrated logistic support package.
The system can either be integrated or alone,
and can be launched and recovered from a wide
variety of platforms, allowing forces to train in any
field, dramatically reducing ramp-up and turnaround
times. It also negates the need for mission planning
during an operation at sea, as training scenarios
can be created and downloaded straight to the
AUV, which can store them for future use should the
The AUV62-AT is in ser vice with two countries in
the Asia-Pacific region, and it was reported during
the recent Avalon Airshow that the company came
close to getting the system into Navy ser vice under
a minor procurement project. It eventually did not
pan out, although there is still a requirement for
such a system.
Remote Environmental Measuring Units (REMUS)-
100 are light and compact AUVs designed by the
Woods Hole Oceanographic Institution in the late
1990s and manufactured by Hydroid, a wholly-owned
subsidiary of Kongsberg Maritime. Three different
models are available, and Kongsberg says that the
REMUS family has been a tremendous success with
more than 250 vehicles delivered globally.
The REMUS-100 is the most common model,
and is primarily used in marine research, defence,
hydrographic and offshore energy applications. It
can be used in a range of missions, including MCM,
harbour security, debris field mapping, search
and salvage, hydrographic surveys, environmental
monitoring, fishery operations and scientific
sampling and mapping.
Specifications of the REMUS-100 are a hull
diameter of 190mm (7.5 in), length from 170 cm (67
in) and weight in air from 36 kg (<80 lbs) depending
on sensor configuration. Kongsberg says the AUV
can operate at a ma ximum depth of 100 m (328
ft) for up to 12 hours at 1.5 m/s (3 knots) , again
dependent on sensor configuration.
Propulsion is via a direct drive DC brushless
motor that drives the REMUS to a top speed of
5 knots. In February 2012 Hydroid launched the
REMUS 100-S, an improved version of REMUS
100, featuring improved sensors and navigation
systems. In March 2016 Hydroid announced the
New Generation REMUS-100 combining the
reliability of the original AUV with new features and
capabilities such as advanced core electronics, a
flexible navigation suite with an exclusive conformal
Doppler Velocity Log (DVL) and an open architecture
platform for advanced autonomy.
The REMUS-100 AUV was first deployed by US
Navy mine warfare elements in March 2003 in the
Northern Arabian Gulf, and since then it known to
be in service with the navies of Belgium, Germany,
Japan, Norway, Poland and Singapore. The latter
deployed the REMUS-100 alongside the K-STER
I in the search for AirAsia flight QZ8501, where it
was airlifted by a C-130 to Indonesia and transferred
by helicopter onto a Singaporean Endurance-class
landing ship for the search.
The REMUS family also has larger models,
these being the REMUS-600 and 6000, with the
numbers indicated ma ximum dive depths. The
REMUS-600 was designed through funding from
the US Office of Naval Research to support the
US Navy's growing need for operations requiring
extended endurance, increased payload capacity,
and greater operating depth.
The REMUS-600 has a basic diameter of 324mm
(12.75 in), measures between 2.7 to 5.5m (9-18 ft)
and weighs between 220 and 385 kg (500-850
lbs), again depending on payload. Both the REMUS-
600 and 6000 boast the same proven software and
electronic subsystems found in the REMUS-100,
with a depth rating and increased capabilities that
take autonomous operations to the next level.
There are still a number of challenges facing UUV
development and operations that need to be overcome
before we will see more widespread deployment of
UUVs in the naval domain. The ability to communicate
in real time with human operators located on the
surface or at stand-off ranges is one, due to a large
extent to water distorting transmissions.
Another is to develop power sources that
enable UUVs to operate for much longer durations
underwater, without needing to increase the size of
the UUV to the extent that the ability to quickly and
easily deploy them will be affected.
Given that the challenge to take UUV technology
from ROVs to truly autonomous AUVs has been
overcome, there is no doubt that these aforementioned
challenges will also be overcome. It’s only a matter
of time, and given the rate at which technology is
advancing in this day and age, smart money will be
on it happening sooner rather than later.
The Singaporeans estimate that the K-STER reduces the detection-
to-destruction cycle for an undersea mine by up to 70%, and notes
that its sonar and video camera works well even in extremely
The OPVs will need to “be able to embark unmanned aerial,
underwater and surface vehicles” according to the Defence
Integrated Investment Plan released together with the White Paper.
4/05/2017 3:18 PM
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