Commercial Off the Shelf Unmanned Systems and Sensor Placement Considerations

The current availability of Commercial Off the Shelf (COTS) vehicles that provide an advanced capability for both Full Motion Video (FMV) and still camera exteroceptive sensory is somewhat stagnant as this emerging market has yet to find it’s full market share.  The ability of these COTS vehicles to deliver amazing photography capability is without a doubt a tremendous advantage over traditional photography.  However, this emerging market continues to struggle with legal implications of operating Unmanned Autonomous Systems (UAS), which divides the vehicles into a toy based and semi-professional divide.  One of the best designed vehicles on the market that incorporates a well-designed sensor suite is the DJI Inspire 1.

Sensor placement in a UAS is a vital consideration of the design.  When incorporating exterior cameras the engineering team must consider the implications that external surfaces play as part of the design criteria.  Items like propellers, landing gear, antennas, and other exterior surfaces can suddenly obstruct the view of the camera.  The Inspire 1 is an out-of-the-box COTS solution for someone interested in performing still photography or FMV below 400 feet.  For approximately, $3,000 the user can immediately begin flying and filming at 4K quality.  The DJI also has an option to add a second controller which allows a sensor operator to focus entirely on the task of performing video or photography.  Meanwhile, the pilot or operator, can focus on safely and responsibly maneuvering the vehicle as necessary for high quality shots.  There are a host of more costly and capable vehicles that eclipse the Inspire 1 as there are many more that are less costly/capable.  The Inspire 1 fits nice between the phantom 2 and the s-900 as a middle ground for those doing work for clients (Oneal, 2014).  The DJI Inspire 1 fills the niche of a semi-professional vehicle quite nicely and does so with little to no competition in that particular price range.  With the phantom 1 and 2 all over the news, many people (the public) might think it’s a toy (Oneal, 2014).

The overall design of the DJI Inspire 1 is, well, “inspiring”.  The company has done a fine job of designing a platform of exteroceptive and proprioceptive sensors that function well without interference or interruption.  Most other vehicles, for instance, have issues when performing FMV or photography of only having a certain section of available clear view.  Due to the design placement of the exteroceptive camera coupled with retractable landing gear, the Inspire 1 has unobstructed viewing area from the Unmanned Aerial Vehicle (UAV).  It produces high-definition, 4k, 360-degree aerial video that streams back to the device in real time (French, 2014). 

It seems almost cliché to continue reviewing the DJI Inspire 1 as the most well designed vehicle on the COTS market but with little to no competition in its market share one doesn’t have other options.  The overall design of the vehicle coupled with great thought placed into its structure and proprioceptive sensors it is difficult to argue any other vehicle as a reasonable replacement.   

A First Person View (FPV) racer utilizes a forward camera on board the UAV that transmits live images back to the pilot on the ground that is controlling the vehicle.  This gives the ground based pilot the sensation of actually flying on the aircraft.  Overlays are available depending on the proprioceptive sensors on board the vehicle that can relay critical performance feedback to the pilot in a Heads Up Display (HUD) orientation; much like a real aircraft.  As someone who has flown actual aircraft and FPV racers, I can tell you that one of the most critical proprioceptive sensors to have integrated into the design is an Internal Navigation System (INS)/Global Positioning System (GPS) coupled with a smart flight controller that provides stabilized flight parameters when the pilot loses situational awareness; a phenomenon fairly common when operating FPV. 

One currently available FPV is the ARRIS X-Speed 250 Pure Carbon Fiber FPV Racing Quadcopter.  This well designed COTS is a suitable option when considering a FPV racer.  One of the considerations of the FPV is the vibration seen through the camera as this exteroceptive sensor is mounted inside the frame of the vehicle to protect it during takeoff, landing, or crashing.  The X-Speed has a vibration damper plate on the upper and lower frame that filters the vibration effectively.  Other FPV manufacturers mount the camera in only one position.  A feature of the ARRIS X-SPEED is the angle of the FPV camera is adjustable. The angle adjustable range is 0 to 20 degree. (pitch up) (Hobby Wing, n.d.).  This feature allows the pilot to adjust the forward looking view based on their preference. 

Antenna on this vehicle are mounted above the frame as there are no landing gear to provide clearance for the vehicle.  It lands on its frame as a normal part of operation.  The upper omni antenna allows the vehicle to transmit reliable signal strength to the pilot without interruption.  The antenna is meant to separate from the vehicle in the event of a hard landing or crash in order to minimize the chance that it can be critically damaged. 

Overall, the X-Speed 250 is similar to other FPV racer UAS that are on the market but it has had a few minor improvements in order to make it a more capable vehicle.  Arris has done a fine job of designing a FPV racer that meets the needs of the pilot and provides a satisfying flying experience for the novice operator. 

French, S. (2014, November 13).  DJI’s Newest Drone, Inspire 1 with 3-Axis Gimbal and Retractable Landing Gear; The Drone Girl.  Retrieved from http://thedronegirl.com/2014/11/13/djis-newest-drone-inspire-1-with-3-axis-gimbal-and-retractable-landing-gear/.

Hobby Wing (n.d.).  ARRIS X-Speed 250 Pure Carbon Fiber FPV Racing Quadcopter.  Retrieved from http://hobby-wing.com/arris-xsp250-racing-quadcopter.html.

Oneal, D. (2014, November 13).  Thoughts on the DJI Inspire; That Drone Show.  Retrieved from http://www.thatdroneshow.com/thoughts-dji-inspire/.

Emergency Integrated Lifesaving Lanyard (EMILY)- Unmanned Maritime System

EMILY is an Unmanned Maritime System (UMS) that has been under development for quite some time and is used for conducting rescue missions at sea.  This UMS is deployed most typically from a ship or rescue helicopter and acts as a type of buoy that can be guided near individuals requiring assistance in the water.  This pseudo-lifeguard is known as EMILY, for the Emergency Integrated Lifesaving Lanyard.  EMILY was designed by the Office of Naval Research in collaboration with inventor Tony Mulligan, and the Navy’s Small Business Technology Transfer (STTR) program.  

EMILY is a remotely controlled four foot long vehicle that weighs approximately 25 pounds.

The devices are made of Kevlar and aircraft-grade composites, are powered by a jet ski-like engine that allows them to travel up to 22 miles per hour, and come equipped with two-way radios, a video camera (exteroceptive sensor) with a live feed to smart phones and lights for night rescues (McCaney, 2016).  EMILY is tethered to a rope up to 2,000 feet long.  Designed to race through heavy surf, EMILY has proper balance for quick self-righting performance. The deep, 22 degree hull is designed to track straight during wave breaching. Highly durable, EMILY will survive impact at full speed or in surf with rocks, reef, or pilings. Use EMILY to provide flotation until a rescuer arrives, deliver life jackets, or pull a recovery rescue line up to 800 yards through strong currents and large surf (EMILY, 2015). 

There are few details regarding the proprioceptive sensors of EMILY but the plans to add additional exteroceptive sensors enhance the overall capability and functional ability of EMILY.  Next year’s model will have a doppler sonar to help it avoid high-speed collisions with unsuspecting swimmers (The Economist, 2010).  The company also plans to add acoustic exteroceptive sensors the listen for underwater movement along with a microphone and loudspeaker.  The doppler and acoustic sensors are most specific to a maritime environment. 

One disadvantage of EMILY is the inability for a incapacited swimmer to grasp on to the vehicle.  By utilizing range finding sensors and trajectory planning it might be possible to implement a retrieval system that captures a person and subsequently secures them to the remote controlled buoy.  This simple improvement, especially if able to perform robotic maneuvers sub-surface, might make a difference in saving lives.  Additional improvements can be made by utilizing an overhead Unmanned Aerial Vehicle (UAV) that can use either visual, infared, or LIDAR technology to locate struggling swimmers and map a recovery mission profile that can then be sent directly to EMILY in order to help it find and rescue more efficiently.  By utilizing a UAV the on-scene commander can maintain an “eye in the sky” that can best direct the recovery actions of one or numerous EMILYs. 

It is not always feasible to launch a manned platform into extremely dangerous seas.  By utilizing a vehicle such as EMILY the mission does not needlessly endanger additional lives when attempting to bring others to safety.  Additionally, in diverse cultures, a rescue swimmer can sometimes be attacked by a group or single individuals as they panic in fear of drowning.  An unmanned buoy allows a safe way of recovering individuals quickly and efficiently while minimizing undo risk to operators. 

Unmanned sensors rely on distance and range finding to best maneuver.  The software and processes involved make a multitude of minor changes and updates during the operation.  A manned platform relies on experience and visual cues with some exterior sensor interaction.  The difference is a manned platform operator must understand and process the information from the sensors, and then decide to react or ignore the inputs.  An unmanned platform has the process built into its programming to automatically perform based on the information being received from those sensors. 

EMILY is a simple UMS that can be used to rescue people that are having difficulty in water.  Its high speed and sensor suite make it an excellent tool to be used on most maritime ships.  Additionally, it is feasible to imagine a time when EMILY will be a regular resource at a beach.  With additional sensor improvements it is possible that EMILY can perform surveillance for deadly predators lurking in the waters near beaches.  

Gorgon Stare

One of the key components of an unmanned aerial system (UAS) is the ability to collect either still pictures or full motion video.  Utilizing exteroceptive sensors, the UAS is capable of performing persistent reconnaissance missions as part of its tactical presence.  Numerous vehicles have been designed with this purpose but most early designs were inherently flawed in that their cameras had a “soda straw” type of view.  This limitation prevented the operators from being able to focus on more than one target a time and it was situationally draining while surveying the battlefield prior to weapons engagement.  The MQ-9 Reaper was the first vehicle to implement a new technology known as Gorgon Stare that was initially able to scan a total area of 4 kilometers (Increment 1).  This wide angle view enabled live viewing in a few various tiers in order to have a wide scope view and a narrowed high detailed view.  Additionally, videos and images can be stored for up 30 days so a detailed study of patterns of life or after-action analysis can be performed.

              

The service’s secretive Big Safari shop that specializes in development of urgently-needed warfighting tools gave a contract to closely-held Sierra Nevada Corporation (SNC) to integrate what came to be known as Gorgon Stare (Thompson, 2015).  This exteroceptive sensor transformed the way in which collections could be made in the battlefield.  The prototype emerging from this partnership consisted of two pods that could be mounted on the Reaper — one containing wide field-of-view cameras, the other digital processors and datalinks that enabled quick transmission of actionable intelligence to operations centers and troops in the field (Thompson, 2015).  The design evolved to a more capable sensor with Increment 2 which could now cover up to 64 square kilometers in addition to a much more effective resolution.  Warfighters still can extract the local details of greatest interest during an operation and backtrack later using high-res archives to analyze what happened, but now they can surveil much greater spaces with enhanced fidelity (Thompson, 2015).  The exteroceptive sensors on Gorgon Stare Increment 2 utilize electro-optical (daylight) and IR arrays to ascertain images during a 24 hour operating period. 

              

Gorgon Stare was designed with a modular open architecture so it can be easily incorporated into new technology.  This particular sensor is highly effective as a tool for the MQ-9 Reaper UAS as it performs its dedicated mission of hunter-killer reconnaissance.  

Thompson, L. (2015, April).  Air Force's Secret "Gorgon Stare" Program Leaves Terrorists Nowhere To Hide; Forbes.  Retrieved from http://www.forbes.com/sites/lorenthompson/2015/04/10/air-forces-secret-gorgon-stare-program-leaves-terrorists-nowhere-to-hide/#bb7727652716

Request For Proposal- Earthquake Emergency Response Utilizing UAS

REQUEST FOR PROPOSAL – RFP

The design requirement for this request for proposal (RFP) is to provide an Unmanned Aerial System (UAS) that can provide damage and rescue assessment of areas post-earthquake.  An earthquake creates a tremendous amount of damage which sometimes makes evacuation impossible for residents and also limits the accessibility of rescue personnel to provide medical care.  This UAS will be launched from a mobile command post and will provide a global overview of areas in which individuals may be trapped or requiring medical assistance. This vehicle will provide full motion video (FMV) along with persistent reconnaissance and surveillance for rescue teams to make the best decision as part of their safety mitigation rescue plan.  Additionally, this vehicle will be able to access buildings that are toppled over, crushed, or beyond easy access for a rescue team.  Each aspect of the RFP will be analyzed below to provide the most capable vehicle.  The proposed commercial off the shelf (COTS) unit to satisfy the requirements of this RFP is the DJI Inspire 1.

 

Requirements:

Transportability

1.       Entire system (all elements) shall be transportable (in a hardened case) and weight less than 50 lbs (one-person lift)

a.       GPC case will contain all of the components necessary to carry a DJI Inspire 1 (GPC:  Go Professional Cases, n.d.)

                                                   i.      Exterior Length        31.63 in

                                                 ii.      Exterior Width         20.5 in

                                               iii.      Exterior Depth         15.75 in

                                               iv.      Wight                         28 lbs

                                                 v.      Cost                            $ 469

Cost

1.       Shall be less than $100,000 (equipment cost only)

a.       DJI Inspire 1 cost                    $ 2,737                (DJI Store, n.d.)

                                                   i.      Inspire 1 ready-to-fly all-in-one flying platform

                                                 ii.      Second Inspire 1 remote controller for dual operators to easily control flight and camera functions.

                                               iii.      Spare Inspire 1 TB47 Intelligent Flight Battery

                                               iv.      Inspire 1 Battery Heater to ensure safe and reliable flights in low temperatures.

                                                 v.      Battery Charging Hub to safely and rapidly charge up to four batteries at once.

                                               vi.      Remote Controller Monitor Hood (for Tablets) to shield your tablets from direct sunlight for a perfect view of your display.

                                              vii.      Two pairs of 1345T Quick-Release Propellers, including one pair of clockwise replacement propellers and one pair of counter-clockwise replacement propellers.

b.      Recommend each mobile command vehicle be outfitted with 10 complete kits along with a small parts repair inventory.

Air vehicle element

1.       Shall be capable of flight up to 500 feet altitude above ground level (AGL)

a.       Max Service Ceiling Above Sea Level              4500 m (Default altitude limit: 120 m above takeoff point)​ – 14,000 ft (DJI, n.d.)

2.       Shall be capable of sustained flight (at loiter speed) in excess of one hour

a.       Max Flight Time       Approximately 18 minutes (DJI, n.d.)

                                                   i.      Multi-aircraft standard operating procedure will accomplish this requirement.  One vehicle loitering, One vehicle prep for launch/replacement, One vehicle returning to base.

                                                 ii.      When in flight, your remaining battery power is shown live, letting you know how long you can continue to fly. Advanced algorithms calculate the distance of your aircraft and estimated time to return home, letting you know when it’s time to fly back (DJI, n.d.)

3.       Shall be capable of covering an operational radius of one mile

a.       Maximum Transmitting Distance      Up to 5 km or 3.1 miles (unobstructed, free of interference) when FCC compliant (DJI, n.d.)

b.      Up to 3.5 km or 2.1 miles (unobstructed, free of interference) when CE compliant (DJI, n.d.)

4.       Shall be deployable and on station (i.e., in air over mission area) in less than 15 minutes

a.       Vehicle is neatly packaged in case and easily removed/assembled in less than 15 minutes

5.       Shall be capable of manual and autonomous operation

a.       IMU: Automatically keeping the Inspire 1 stable and steady during flight only looks easy, as DJI’s advanced Inertial Measurement Unit (IMU) handles everything. The IMU incorporates both a 6-axis gyroscope and an accelerometer to monitor miniscule changes in tilt and movement. This allows the aircraft to compensate and adjust immediately, holding its position at all times (DJI, n.d.)

b.      Positioning: As it flies, the position of your Inspire 1 is constantly updated and recorded using a high-strength, intelligent GLONASS + GPS system. This dual positioning system enables higher precision and quicker satellite acquisition, allowing you to see where the aircraft is on a live map and giving it a point to hover at when you release the controls (DJI, n.d)

c.       Main Controller:  This is the "brain" of the entire system, receiving thousands of bits of data every second and translating that data into action as you fly. The Main Controller tells every part of your Inspire 1 what to do, calculates environmental conditions in real-time, and ensures that the aircraft responds to your control commands instantly (DJI, n.d.)

d.      All of these features combine to put your Inspire 1 on autopilot when needed. If the battery runs low or connection with your remote controller is lost, the Inspire 1 uses its positioning system and smart flight technology to return back to you (DJI, n.d.)

6.       Shall provide capture of telemetry, including altitude, magnetic heading, latitude/longitude position, and orientation (i.e., pitch, roll, and yaw)

a.       

7.       Shall provide power to payload, telemetry sensors, and data-link

a.       Modular, upgradeable system: Upgradeable to Inspire X5 Series, and usable with the DJI OSMO.

b.      The DJI Inspire 1 does not have external payload capability beyond DJI products.  This RFP suggests working directly with DJI in order to research and develop (R&D) a solution.  External manufacturers can be consulted in order to deliver a suitable solution as well. 

c.       External downlink capability is also questionable but can be investigated in order to deliver multi-feed capability.

8.       Shall provide capability to orbit (i.e., fly in circular pattern around) or hover over an object of interest

a.       Hover in place without GPS:  You can take off and land at the press of a button and keep your Inspire 1 steady indoors or when GPS satellites can’t be acquired with the new DJI Vision Positioning System (DJI, n.d.)

Command & Control (C2)

1.       Shall be capable of manual and autonomous operation

a.       IMU: Automatically keeping the Inspire 1 stable and steady during flight only looks easy, as DJI’s advanced Inertial Measurement Unit (IMU) handles everything. The IMU incorporates both a 6-axis gyroscope and an accelerometer to monitor miniscule changes in tilt and movement. This allows the aircraft to compensate and adjust immediately, holding its position at all times (DJI, n.d.)

b.      Positioning: As it flies, the position of your Inspire 1 is constantly updated and recorded using a high-strength, intelligent GLONASS + GPS system. This dual positioning system enables higher precision and quicker satellite acquisition, allowing you to see where the aircraft is on a live map and giving it a point to hover at when you release the controls (DJI, n.d)

c.       Main Controller:  This is the "brain" of the entire system, receiving thousands of bits of data every second and translating that data into action as you fly. The Main Controller tells every part of your Inspire 1 what to do, calculates environmental conditions in real-time, and ensures that the aircraft responds to your control commands instantly (DJI, n.d.)

d.      All of these features combine to put your Inspire 1 on autopilot when needed. If the battery runs low or connection with your remote controller is lost, the Inspire 1 uses its positioning system and smart flight technology to return back to you (DJI, n.d.)

2.       Shall provide redundant flight control to prevent flyaway

a.       Failsafe: If the battery runs low or connection with your remote controller is lost, the Inspire 1 uses its positioning system and smart flight technology to return back to you.

3.       Shall visually depict telemetry of air vehicle element

a.       See section above with depiction of telemetry

4.       Shall visually depict payload sensor views

a.       See section above with depiction of telemetry

Payload

1.       Shall be capable of color daytime video operation up to 500 feet AGL

a.       4K video and more (DJI, n.d.)

                                                               i.      9-layer lens helps you capture the best aerial views possible.

                                                             ii.      Rectilinear, curved lens design eliminates distortion, and the 20mm focal length opens up your shots to a remarkably wide angle without that fish-eye look.

                                                           iii.      Compact camera shoots video at up to 4Kp30 or 1080p60 and takes crisp, clear 12 megapixel stills.

2.       Shall be capable of infrared (IR) video operation up to 500 feet AGL

a.       The camera on the DJI Zenmuse XT is developed by FLIR. It provides high-sensitivity (50mK) infrared scanning at 640/30 fps or 336/30 fps depending on the camera model. This sensitivity provides accurate temperature measurements ideal for analytics and telemetry. Both cameras are available with four lens options to meet different business needs. Stabilized and controlled by a custom DJI gimbal, it provides smooth, clear imagery and 360 degrees of seamless rotational movement (DJI, n.d.)

b.      R&D required to determine capability and factors involved with flying this payload.

3.       Shall be interoperable with C2 and data-link

a.       Operating Frequency (DJI, n.d.)

                                                               i.      922.7~927.7 MHz (Japan Only)

                                                             ii.      5.725~5.825 GHz

                                                           iii.      2.400~2.483 GHz

4.       Shall use power provided by air vehicle element

a.       Power Spectral Density (DJI, n.d.)

                                                               i.      9.06mW/MHz

Data-link (communications)

1.       Shall be capable of communication range exceeding two miles visual line of sight (VLOS)

a.       Maximum Transmitting Distance (DJI, n.d.)

                                                               i.      Up to 5 km or 3.1 miles (unobstructed, free of interference) when FCC compliant (DJI, n.d.)

                                                             ii.      Up to 3.5 km or 2.1 miles (unobstructed, free of interference) when CE compliant (DJI, n.d.)

2.       Shall provide redundant communication capability (backup) for C2

a.       A backup parts supply as part of a mobile disaster response vehicle will provide repair capability

b.      Air Vehicle has automatic return to base capability (RTB) when link is lost or severed.

3.       Shall use power provided by air vehicle element

a.       Power Spectral Density (DJI, n.d.)

b.      9.06mW/MHz

Support equipment

1.       Design shall identify any support equipment required to support operation

a.       Mobile command and control vehicle

                                                               i.      Requires space to hold 10 DJI Inspire kits

                                                             ii.      Requires space to hold spare parts kit

                                                           iii.      Requires area to seat 3 to 4 in-vehicle analysts to assist in video feed monitoring

1.       This team will be part of the disaster response plan team

2.       Will monitor via frequency sharing

                                                           iv.      Requires intercom panel and ground based communications between monitoring team and DJI pilots

IMPLEMENTATION & TESTING PHASE

1.       Demonstration Phase (Developmental Test)

                                                               i.      Mobile Vehicle Procurement (2 months)

b.      Initial purchase of 3 DJI Inspire 1 systems (2 months)

                                                               i.      Demonstrates 1 – vehicle prep, 1- vehicle pre-launch, and 1 – vehicle RTB.

c.       Organize mock disaster response exercise (small scale)

                                                               i.      Develop scaled down area that represents a cross section of requirements

1.       Unable to access a 1 square mile of residents and mixed commercial

2.       Questionable safety of large commercial building with unknown amount of individuals trapped inside

3.       Vehicle will need to meet the following requirements

a.       Overview of area that is inaccessible

b.      Determine safest means of access by rescue team

c.       Determine downed power lines, ruptured gas lines, or other environmental issues that are hazards to rescue team

d.      Determine buildings that are a hazard for access

e.       Determine individuals that require immediate medical assistance

4.       Persistent ISR for 1 hour

5.       Safety response team must complete the following tasks as part of exercise

a.       Communicate effectively between pilots and mobile command unit

b.      Operate persistent ISR for 1 hour

c.       Determine best means of access for rescue team to trapped area

d.      Locate individual injured in open requiring immediate medical attention

e.       Located toppled large commercial building and locate individual trapped inside

f.        Locate ruptured water line creating a flooding event in residential neighborhood

g.       Utilize IR to locate a trapped individual under a floral canopy

2.       Refine Requirements (2 months)

a.       Determine any adjustments to products necessary

b.      Final design criteria for mobile vehicle design requirements

3.       Procurement Phase (6 months – 1 year)

a.       Construction of fixed base control center

b.      Mobile vehicle command post procurement

c.       DJI Inspire 1 purchase

d.      Support equipment and spares procurement

4.       Large Scale Exercise (Operational Test)

a.       Organize an exercise that will require the coordination of multiple teams across a large scale area.

5.       Implementation (Project Completion)

a.       Deliver fully integrated solution to earthquake response team

b.      Organize a periodic exercise schedule that is both planned and unplanned in order to refine requirements

CONCLUSION

              The DJI Inspire 1 vehicle is a COTS that is readily available to perform the requirements of this RFP.  The construction of a capable support vehicle will require careful planning in order to deliver a command unit that is ready to respond to an earthquake event with a disaster response team.  This vehicle will be able to provide full motion video in both daytime and IR that can determine best routes of access while also determining areas in which medical care is required.  R&D along with operational testing can be closely coordinated with disaster response teams in planned exercises.  Additional requirements will need to be negotiated with DJI in order to deliver capability or an external design team that can engineer simple solutions based on existing architecture. 

REFERENCES

DJI (n.d.)  Inspire 1 Specs.  Retrieved from http://www.dji.com/product/inspire-1/info#specs.

DJI Store (n.d.) Inspire 1 V. 2.0.  Retrieved from http://store.dji.com/product/inspire-1-v2.

GPC:  Go Professional Cases (n.d.) DJI Inspire 1 X5 Landing Mode Case.  Retrieved from http://goprofessionalcases.com/dji-inspire-1-landing-mode-x5.html.

A Practical Use for sUAS in the Real Estate Sales Services

              Selling a home is no easy task and the real estate agents that find new and creative ways to market a home tend to be the most successful.  Those successful real estate agents will tell you that one of the most important aspects of selling a home is investing in the project through efficient marketing.  Small Unmanned Aerial Systems (sUAS) offer an opportunity for real estate agents to present unique photos and videos of the home they are representing to potential buyers.  Some agents claim that “drones” are the most important new technology to enter real estate marketing since the internet (Nixon, 2016).  The sUAS offers never before seen clarity in both pictures and video that give a potential buyer a better view of the home while searching over the internet.  The real estate agent who offers these live video and aerial photography options to a home seller will be sure to sell homes quicker and at a higher asking price than those who don’t. 

              There are currently three very capable platforms that can do a professional job of real estate aerial services.  The DJI Inspire, Phantom 4, and the 3DR Iris are all reasonably priced entry level commercial off the shelf (COTS) solutions to real estate photography. 

The DJI Inspire 1 V2.0 is a revolutionary HD camera drone that makes it easy for 1- or 2-person teams to produce extremely high quality 4K HD and Micro Four-Thirds video from up to 2 km away (Nixon, 2016).  DJI has packed a ton of new technology into the Inspire 1 to improve reliability, safety and video quality (Nixon, 2016).  With an entry level price below $3,000 and an intuitive Professional DJI Flight Control System, this is a smart choice for someone who wants to purchase a vehicle, remove it from the box, and begin working.  The DJI is capable of flying indoors without GPS which is a necessity while filming large scale luxury homes.  Most users will experience approximately 18-20 minutes of flight in stable low wind conditions.   If you’re looking for a ready-to-fly camera drone for professional-quality film making, surveillance, inspection, law enforcement or event coverage, the Inspire 1 is tough to beat at this price (Nixon, 2016). 

The DJI Phantom 4 is slightly cheaper and a highly suitable platform for UAS aerial photography.  Designed for high-quality aerial photography and cinematography, the DJI Phantom 4 is the most intelligent, easy-to-operate flying camera drone available for less than $2,000 (Nixon, 2016).  The Phantom 4 has demonstrated up to 24 minutes of flight and is capable of flight as far as 1.2 miles.  One might think it would be difficult to maintain FAA mandated line of sight as far as 1.2 miles, and they would be correct.  The biggest breakthrough for the Phantom 4 is its inclusion of a new Optical Sensor unit and real-time 3D vision system that makes it capable of automatically detecting and avoiding obstacles while in flight (Smith, 2016).  Sense and avoid is a tremendous selling point as part of the real estate aerial services safety mitigation plan. 

3DR has built a vehicle known as the IRIS that can be fitted with a moveable gimbal and GoPro camera making it a viable performer in this class of sUAS.  Max flight time is listed as 22 minutes.  The Iris uses a standard controller but has other options for control that are less than reliable.  Capability is not as advanced as the other options but for an entry price just under $1,000, the 3DR is a nice entry platform for the beginner UAS aerial photographer.  

              While using a sUAS might seem like an extremely lucrative business idea to some, there are numerous issues surrounding the business application of aerial vehicles.  First and foremost, operations aren’t currently legal without navigating the incredibly cumbersome FAA process of obtaining a Certificate of Authorization and Type 333 exemption.  While many are operating despite those qualifications, the FAA has been quick to fine many operators.  The list below also outlines some limitations in the capabilities of a sUAS. 

There are still certain kinds of photos and videos that a flying camera is not well suited for, including:

Carefully-focused, fixed position photography. For example, shots designed to avoid an unpleasant feature or to help a room or yard appear larger.

The interiors of smaller spaces, such as condos or apartments

Homes shrouded by trees or other buildings.

Standard street-level shots that all buyers have come to expect in a listing.              (Nixon, 2016)

Other users have found sUAS as a hype or fad that doesn’t really offer any unique capability.  This is a tool of macro proportions only (Smith, 2014). That means that it’s only really useful for wide shots, like aerial views from 100 to 200 feet (or higher) (Smith, 2014).  Every breeze from a passing car or the AC unit is going to push it away or pull it down (Smith, 2014).  This particular writer doesn’t share which vehicle they used in their assessment, but it’s easy to surmise that they either used one of lesser capability or did not know how to operate their vehicle to optimize its features. 

               Privacy is a tremendous concern when operating a sUAS in an area where other homes or individuals may be filmed or photographed.  Special care must be taken by the operator to canvas the neighborhood and inform others about the nature of the operations prior to initiating flight.  Privacy rights regarding public photography and video is a grey area, especially in the technologically advanced world of cell phone cameras and videos that currently proliferate the public. 

              Risk Mitigation needs to be a consideration when operating sUAS in real estate photography.  A wise operator will have dedicated areas for launch and recovery that are sectioned off from the general public.  Clear signage and explanations of the operations will also alleviate public concerns regarding safety and privacy.  Insurance and liability should be a prime concern for the operator as well.  There are plenty of forces beyond your control that can bring your drone down and put your business on hold – or worse, damage a person or property (Amato, 2015). Getting hull and liability insurance for your drone often costs about as much as a second drone so it may be worth getting some coverage if you are going to aggressively pursue new opportunities (Amato, 2015). 

              Once the FAA approves a clear set of rules, regulations, and policies the real estate photography business will be a lucrative venture for UAS operators.  The three drones listed are initial COTS vehicles that have proven their capability.  These initial pioneers pave the way for future designs that will be sure to add additional capability while adding safety measures to protect the public from harm. 

REFERENCES

Amato, A. (2015, May).  7 Pieces of Advice to Consider When Starting an Aerial Photography Company; Dronelife.com.  Retrieved from http://dronelife.com/2015/05/12/7-advice-aerial-photography-company/

Smith, C. (2014, August).  8 Reasons Why Not to Buy a Drone for Real Estate Videos; Tampa Bay Area Wholesale Real Estate & Investment Properties.  Retrieved from http://btgh.com/why-not-to-buy-a-drone-for-real-estate-videos/

Nixon, A. (2016, April).  Fly It, or Buy It? The Complete Guide To Using Camera Drones for Real Estate Marketing; Best Drone for the Job.  Retrieved from http://bestdroneforthejob.com/drone-buying-guides/fly-it-or-buy-it-the-complete-guide-to-using-camera-drones-for-real-estate-marketing/

UAS in the National Airspace System

As aviation has grown throughout history the issue of separating aircraft from each other has been a long standing mission of the Federal Aviation Administration (FAA).  The National Airspace System (NAS) has seen tremendous growth as the evolution of aircraft and passenger demand has driven the amount of aircraft co-existing in the skies.  Most model aircraft and hobbyist have remained in specially designated areas as part of the regulations set forth by the FAA.  However, the rapid development of various types of Unmanned Aerial Systems (UAS) has seen in unprecedented amount of incursions into the airspace specifically reserved and managed by the FAA.  These incursions represent a severe hazard to air traffic currently operating within the rules and regulations specified by the FAA.  The FAA is now attempting to regulate and integrate these new types of aircraft into the NAS.  Expanding UAS research and training objectives and the resulting increase in demand for NAS access is driving the need for additional FAA policies and procedures to authorize and manage UAS operations in a safe and effective manner (Federal Aviation Administration, 2012).  The FAA has currently developed a Certificate of Waiver or Authorization (COA) for UAS use within the NAS as an interim solution.  UAS that are granted NAS access today are limited by the restrictions of each COA or special airworthiness certificate, which often impose constraints on timeframe (daylight only), weather (visual meteorological conditions only), flying over populated areas, and other operational factors (Federal Aviation Association, 2012).  While imposing this COA allows flights of UAS within the NAS it does not allow for aircraft, manned and unmanned, to co-exist and operate in the same environment.  The FAA must block off and prevent other aircraft from flying into areas where UAS are operating in order to manage them effectively.  This creates a tremendous amount of workload and inconvenience for the FAA.

Numerous manufacturers are developing and experimenting various ways for aircraft to communicate to each other for the purposes of deconfliction, both manually (pilot initiated) or automated.  Most aircraft today use Identification Friend or Foe (IFF) combined with a Traffic Collision Avoidance System (TCAS) as a means of both communicating to ground control and providing location awareness to other aircraft.  However, not all aircraft are equipped with this equipment.  That being said, there is strict guidance and enforcement on the areas in which these aircraft can operate.  Because each pilot carries a certificate that is subject to revocation many pilots operate in a professional manner that respects the rules and regulations set forth by the FAA.  In relation to UAS, specifically Groups 1 -3, the IFF required equipment is too large, cumbersome, and requires a power source that is beyond their ability to operate.  Most Group 4 – 5, and some Group 3 UAS are equipped with IFF but it is not required in most cases due to the lack of current guidance and regulation.  With the advent of Automated Dependent Surveillance-Broadcast (ADS-B) and its adoption by the FAA and other civil aviation authorities around the world, aircraft will begin broadcasting their state vector to Air Traffic Control (ATC) and other ADS-B equipped aircraft independent of transponder interrogators (Strain, R., DeGarmo, M., and Moody, C., 2007).  However, the limited payload and power generation capabilities of small UAS make it impractical for them to equip with existing ADS-B units, not to mention the transponder-based system available today (Strain, R., DeGarmo, M., and Moody, C., 2007).  However, most manufacturers have realized that ADS-B doesn’t necessarily need to be installed directly on the aircraft and can instead be placed mostly inside the Ground Control Station (GCS).  This allows the aircraft to only transmit position and status to the GCS which will in turn communicate via ADS-B to the other players.  While this is one of many potential solutions it negates the operations of aircraft that have no means of communication (i.e. dirigibles, crop dusters, experimental, and some simple VFR aircraft).  Additionally, the various types, capabilities, sizes, and flight profiles of different types or groups of UAS make it incredibly difficult to define a standard profile requirement for their operations.   

              This is an ongoing issue among the integration of UAS in the NAS and the FAA has yet to fully grasp an effective means of managing this issue.  As technology continues to evolve at a rapid pace, solutions to these issues will become easier to navigate as bright young minds tackle these problems with fresh perspective and new technology. 

REFERENCES

Federal Aviation Administration (2012, September).  Integration of Unmanned Aircraft Systems into the National Airspace System; Concept of Operations v. 2.0.  Retrieved from http://www.suasnews.com/wp-content/uploads/2012/10/FAA-UAS-Conops-Version-2-0-1.pdf

Strain, R., DeGarmo, M., and Moody, C. (2007).  A Lightweight, Low-Cost ADS-B System for UAS

Applications.  Retrieved from https://www.mitre.org/sites/default/files/pdf/07_0634.pdf

Weeding Out a Solution

A UAS is to be designed for precision crop-dusting. In the middle of the design process, the system is found to be overweight.

Two subsystems – 1) Guidance, Navigation & Control [flying correctly] and 2) Payload delivery [spraying correctly] have attempted to save costs by purchasing off-the-shelf hardware, rather than a custom design, resulting in both going over their originally allotted weight budgets. Each team has suggested that the OTHER team reduce weight to compensate.

The UAS will not be able to carry sufficient weight to spread the specified (Marketing has already talked this up to customers) amount of fertilizer over the specified area without cutting into the fuel margin. The safety engineers are uncomfortable with the idea of changing the fuel margin at all.

Write a response describing how you, as the Systems Engineer, would go about resolving this issue. Use your imagination, and try to capture what you would really do. Take into account and express in your writing the things you’ve learned so far in this module: What are your considerations? What are your priorities? What do you think about the future prospects for the “next generation, enhanced” version of the system as a result of your approach?

While it is important that the vehicle both fly correctly and spray correctly there needs to be a solution to the overweight dilemma.  Reducing the weight of unmanned aerial vehicles (UAVs) pays large dividends in their ability to carry more fuel, support more advanced payloads (radar, imaging, sensors, navigation and guidance, uplinks and downlinks), achieve longer flight times, and operate from shorter runways (Oliver, 2012).  Both teams have decided on using off-the-shelf (OTS) hardware which has resulted in an overweight situation.  The fixed factors are the fuel and the amount of fertilizer.  Therefore, the only manageable means of navigating this situation is to design custom lighter options for guidance, navigation & control, payload control, increase propeller lift capability, increase motor size, or utilize a lighter design structure for the entire craft.

In most design projects it comes down to two very important factors; time and money.  Therefore, I will begin this project by mandating that each team compile a report that specifies the time and money required to design a custom solution instead of the OTS version.  By forcing the teams to figure out a solution within the design parameters, it will encourage creativity and possibly flush out new ideas or theories that can lead to breakthrough solutions.  The best case scenario is that one or both teams find an easy solution to the weight problem by either slightly modifying the OTS version or designing a new version that is within cost, time, and weight parameters.   Reducing the weight of the electronics, and especially the power-supply subsystem, is a major area for potential improvement (Oliver, 2012).     

Meanwhile, I will consult the propulsion department and have that department begin an evaluation to determine if a different type of propeller is capable of carrying the weight with no negative fallout in regards to the fuel or time aloft considerations.  If the propulsion department cannot produce a better lifting mechanism I will suggest investigating a larger power source.  However, I will stress that the power source must not use any more fuel than what is currently allotted per the original design specifications.  

Lastly, consulting with the structure design engineers may result in some ideas that will result in a lower overall weight to the vehicle.  I will encourage they investigate other materials that may be more durable and lower weight.  However, the cost consideration along with ability to procure material will need to be considered as part of the overall project goals and objectives. 

Ultimately, both teams have failed to fully analyze the problem and create a solution within their parameters which is unacceptable for the success of the project.  They need to go back to the drawing board and come up with custom intelligent designs that meet the demands of the project, thus keeping the project on track.  However, if neither team is able to accomplish a better solution than the OTS, I have consulted with other departments that might be able to offer a solution to the overweight problem. 

REFERENCES

Oliver, S. (2012, August). Take A Multifaceted Power Approach To Reduce Your UAV’s Weight:  Electronic Design.  Retrieved from http://electronicdesign.com/power/take-multifaceted-power-approach-reduce-your-uav-s-weight