Unmanned Aerial Systems

Sunday, June 12, 2016

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)

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

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.

Thursday, June 2, 2016

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/

Friday, May 20, 2016

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

Friday, May 6, 2016

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

Thursday, April 28, 2016

History of UAS

Unmanned Aerial System (UAS) design has developed tremendously as the evolution of technology has allowed for more capability and reliability. However, while most early Department of Defense (DOD) publications will refer to the three “D”’s of UAS operations (Dull, Dangerous, Dirty), it is interesting to note that the fourth “D”, known as “deep” or “denied” has long since been part of the DOD operational considerations (OPCONS). The ability to fly above other countries and survey vital parts of their infrastructure is an important part of national defense. The AQM 91, designed in the 1960’s, and the current day RQ-4, share that mission of high altitude UAS surveillance.

The Teledyne Ryan AQM 91 Firefly or Compass Arrow was specifically built and designed for cross border operations into China in the early 1960’s. To fulfill the requirements, the Firefly was given an operational altitude of 78,000 feet with a mission endurance time of 4.5 hours and range out to 2,000 miles (Military Factory, 2014). Teledyne Ryan / Ryan Aeronautical produced the AQM91 "Firefly" as a stealth minded, high altitude, photo reconnaissance Unmanned Aerial System (UAS). Development began in the late 1960s with the design intended for use by the U.S. Central Intelligence Agency (CIA) as well as the United States Air Force (USAF) for secret overflights of Chinese airspace with particular interest given to its growing nuclear sites (Military Factory, 2014). This initial design used a precision navigation autopilot system that was cutting edge and sophisticated for the 1960’s. Engineers were able to reduce navigational error to less than 1 percent in operations, but the system proved to be inconsistent and prone to error over time. By design, the AQM91 was intended for air launching from a host mothership this being a Lockheed DC130E "Hercules" aircraft (a drone controlling variant of the famous transport aircraft) and thusly not fitted with its own launching facility (Military Factory, 2014). The craft would be recovered utilizing a helicopter and hook recovery system in flight. One can surmise that the majority of the mission was flown autonomously as satellite communications would have been in early developmental stages. A manual override function allowed for ground controllers to assume function as needed (Military Factory, 2014). Its onboard photographic equipment allowed for vast swathes of territory to be photographed from 15 miles up with detail providing clarity down to one foot (Military Factory, 2014). Real time Full Motion Video (FMV) would also not have been capable in high definition and it is likely that canisters of film were downloaded from the aircraft after recovery, much like the manned U-2 aircraft.

While there are numerous models of UAS that can be compared to the mission of the Firefly it is most easy to relate it to the RQ-4 Global Hawk. Coincidentally, The Global Hawk was originally designed by unmanned aircraft pioneer Teledyne Ryan Aeronautical, which was bought by Northrop Grumman in 1999 (Rogoway, 2014). The Global Hawk has seen numerous design revisions to improve upon its initial design. These are most often referred to as blocks. The most current design version is Block 40. The RQ-4A Global Hawk is a high-altitude, long-endurance unmanned aerial reconnaissance system which provides military field commanders with high resolution, near real-time imagery of large geographic areas (Air Force Technology, n.d.). High-resolution sensors, including visible and infrared electro-optical systems and synthetic aperture radar, will conduct surveillance over an area of 40,000nm² to an altitude of 65,000ft in 24 hours (Air Force Technology, n.d.). The Global Hawk is semi-autonomous, meaning that it still requires occasional commands and cross checking with a team on the ground via a desktop type, and “point to fly here" interface (Rogoway, 2014). The advent of Global Positioning System along with satellite communications allows for a much more capable and relevant vehicle for today’s operations. This systems relies on a Ku band satellite data link or a line of sight data link to operate (Rogoway, 2014). The prime navigation and control system consists of two KN-4072 INS/GPS (inertial navigation system / global positioning system) systems (Air Force Technology, n.d.). The Global Hawk has a suite of sensors that can be chosen based on mission and aircraft requirements. Much like the high altitude Firefly, The Global Hawk flies high at a loiter altitude 65,000ft which minimizes exposure to surface-to-air missiles. The RQ-4 has launch and land capability like normal aircraft and does not require a sophisticated launch and recovery procedure requiring other aircraft support.

While both the Firefly and the Global Hawk both served a vital service in the high altitude “Deep” mission, they are very different due to the advancement of technology. The initial design of the Firefly was well ahead of itself, but the inability to launch and recover easily made for a troublesome program. Lack of satellite communications and a GPS made the ability to receive real time FMV impossible, while also creating navigational/control issues.

REFERENCES

Air Force Technology (n.d.). RQ-4A/B Global Hawk HALE Reconnaissance UAV, United States of America. Retrieved from http://www.airforce-technology.com/projects/rq4-global-hawk-uav/

Military Factor (2014). Ryan AQM-91 Firefly / Compass Arrow Reconnaissance Drone (1968). Retrieved from http://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=1151

National Museum of the US Air Force (2015, May). Teledyne-Ryan AQM-91A Compass Arrow. Retrieved from http://www.nationalmuseum.af.mil/Visit/MuseumExhibits/FactSheets/Display/tabid/509/Article/198027/teledyne-ryan-aqm-91a-compass-arrow.aspx

Rogoway, T. (2014, September). Why The USAF's Massive $10 Billion Global Hawk UAV Is Worth The Money; Foxtrot Alpha. Retrieved from http://foxtrotalpha.jalopnik.com/why-the-usafs-massive-10-billion-global-hawk-uav-was-w-1629932000