30 Dossier | Tekever AR3 The aircraft was also designed from the start with VTOL in mind, and the new configuration allows for much more automation compared with the previous version. This is the result of two key decisions. First, they inverted the tail so that it now forms part of the undercarriage during take-off and landing in VTOL mode. The second was a sharp focus on weight reduction. “The aircraft architecture – electronics and hardware – is now very tightly integrated, allowing us to save weight and use that margin for more fuel, which boosts endurance,” he says. Another important weight-saving measure involved eliminating the need for a gimbal retracting mechanism while still providing protection for payloads during both parachute recovery and VTOL landing. In the first case, the parachute gently sets the aircraft down belly up, while in the second it comes down on the specially reinforced tips of the V-tail and on a pair of detachable legs that act as the forward landing gear, leaving the gimbal clear of the ground. The combination of a more efficient main powerplant, aerodynamic refinements and the weight-saving measures have resulted in endurance increases of 70% in VTOL mode and 40% in fixed-wing-only mode, and 50% more payload capacity. Stealth enhancement To reduce the AR3’s radar cross-section (RCS), Tekever undertook a multichannel analysis of non-linear interactions (MCANI) programme. The MCANI technique is used to analyse and predict how radar signals interact with a stealth aircraft’s surface, especially when multiple, complex reflections and scattering events happen concurrently. These include non-linear and multipath effects, such as multiple bounces between surfaces. Multichannel analysis refers to measuring or simulating multiple interaction pathways simultaneously to better predict and minimise the aircraft’s detectability. Tekever’s RCS-reduction effort began with extensive simulation work focused on the aircraft’s design, particularly its silhouette, airframe and wing geometry, according to Nunes. “There are a lot of design techniques you can apply to minimise radar reflections, and we’ve leveraged those heavily. We also prioritised material selection. Certain coatings and structural covers can significantly reduce the RCS, so we experimented with different options to find the most effective combinations. Between simulation-based design refinement, anechoic chamber testing and advanced materials, we’ve managed to drastically cut the radar signature,” he says. One of the most important insights they gained from this process, according to Nunes, is that payload changes have huge impact on the RCS. “Early on, we didn’t know exactly which payloads would be used, so the airframe wasn’t fully optimised for them. Now, based on operational data, we’ve refined the entire system – both design and materials – to account for these factors.” That led to significant improvements, he adds, from structural tweaks to new radar-absorbent materials. Over the past few years, the company has launched studies into RCS-reducing materials. “With the Mk9, we’ve invested heavily in design-for-survivability, with RCS reduction as a core pillar. Beyond lab simulations and testing, we’ve had the unique advantage of validating performance in the most demanding real-world environment possible – Ukraine. What started as an airframefocused effort has now evolved into a holistic system optimisation, and we’re very happy with the result.” One notable compromise involves the V-tail design, which presented a stealth optimisation challenge. Ideal lowobservable configurations require strict edge alignment to minimise the radar profile, but the V-tail inherently prevents perfect edge alignment with the wings. The V-tail configuration was selected primarily for weight savings in relation to the landing gear system – a deliberate prioritisation of structural efficiency over signature reduction. However, careful selection and use of materials helps here. “Basically, if you’re more exposed in a certain area, you need to use materials that protect August/September 2025 | Uncrewed Systems Technology Synthetic aperture radar (SAR) systems are key elements of the AR3’s payload packages. Here, the aircraft is fitted with the IMSAR NSP-3, but it can also carry Tekever’s own GAMASAR ESROE’s Micro-ESM sensor can be used as a stand-alone device, or as part of a networked ‘fractionated’ payload system with identical or different sensors working together to contribute to a fused picture
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