See, that is where we differ. To me, the sound coming from a GE-90 is beautiful, all that kinetic energy barely in check behind the cover, the hum of the blades, I just love it.
All newer aircraft have their FMC variations, but essentially they can take you from N1 to touchdown with very help from me. Sometimes, all I got to do was rotate with the yoke, and then it was switches and dials the rest of the way.
I pinged Rokke because he is new to the modern FMC on his big MD-11, and he is in a better position to describe them.
With regard to UAV's...the technology and capability in this area is moving faster than most development programs. But UCAV's are already flying CAS missions and doing it very well. The only thing about CAS that hasn't changed dramatically in the last 10 years is why we do it. In a complete reversal from a few years ago, the most effective environment to execute a CAS mission is at night. The current state of our avionics and the equipment available in the air and on the ground makes CAS in the dark almost a no-brainer. In a brief summary...the forward air controller (on the ground or in the air) defines the coordinates of the target (using laser range finders and GPS these coordinates can be incredibly precise). He transmits those coordinates to the close air support platform (manned or unmanned). Whoever is flying the aircraft directs his infrared equipped targeting pod at those coordinates and verifies he sees what he is supposed to target. To confirm, he zaps it with an infrared laser beam and asks the controller if he is targeted correctly. Then, with approval to drop, he guides a laser guided bomb onto the target that almost guarantees a kill. We've come a long way...and in the process have greatly reduced the need for an actual person to be in the cockpit of the delivery aircraft. This isn't just theory. It is being performed in practice. And new technology is refining the practice on almost a daily basis. Already, we are able to beam imagery from the orbiting platform directly to the guys on the ground, giving them control of what is being looked at. Obviously, the next step is giving them control of dropping the ordnance.
Which takes us back to canceling this (X-45) program. The reason air to air refueling capability wasn't included in the initial specs was because it didn't seem realistic. But then, neither did a UCAV performing CAS. I suspect that much of the X-45 testing program has been overtaken by other programs. That has happened frequently throughout the history of various X-plane programs. You can be sure if we still had questions or strong interest in the capabilities being tested by the X-45's, the program would still be funded.