VTOL UAS in the 21st Century - USI Inc...VTOL UAS Symposium and Workshop Unmanned Rotorcraft Systems...

VTOL UAS in the

21st Century

Welcome

Darryll J. Pines

Professor and Dean

A. James Clark School of Engineering

University of Maryland

October 21, 2014

Outline • Motivation

• Potential Economic Impact, Applications

• UAS in Maryland

• Interest in Autonomy and Airspace Integration

• 21st Century potential for VTOL UAS Ops

2

Motivation-AUVSI Report-Economic Impact

Maryland

Economic Impact: $2B

Jobs Created: 2,500 jobs

3

Agriculture/Aquaculture

Aerial Photography/Real Estate/Motion Pictures

Law Enforcement/First Responders

Infrastructure monitoring

Disaster Relief/Response

Emergency/Humanitarian Aid

Same Day Delivery

Motivation: Non-military Applications

Major Maryland UAS Firms

• Neany, Inc.

• UAV Solutions

• AAI-Textron

• Lockheed Martin

• Northrop Grumman

• General Dynamics

• Aurora Flight Sciences

FAA UAS Test Site Competition Winners

6

7

MAAP Ranges

7

Airspace development ongoing: • Maximize safety/Manage risk • Support

• Agricultural applications • Utility applications • Emergency Response applications • Proximity to R and D centers • Leverage commercial use opportunity

• Virginia Tech, Rutgers and Maryland via research partnership agreement.

• Early flight testing to occur in areas and with flight plans designed to manage risk.

• With demonstrated performance, testing will gradually increase in complexity.

• Long-term airspace analysis is in progress

R4002/5/6/7 /6609

UMD UAS Test Site Ribbon Cutting-8/5/14

University of Maryland Robotics Center

Launched in 2010

www.robotics.umd.edu

• Cooperative, Collaborative,

Networked Robotics

• Unmanned Vehicles

• Miniature Robots

• Medical Robotics

• Robotics in Extreme

Environments

Emerging Autonomous Mobile Device

Engineering Achievements of the 21st

Century

Mobile Smart

Devices

Social Media

What is Next?

Tesla Electric Cars

Autonomous Cars

Page 11

APPROVED FOR PUBLIC RELEASE

NAV Motivation

Theater

Battlefield

Urban Outdoor

NANO SCALE VEHICLES CAN PROVIDE ACCESS TO A NEW BATTLESPACE

Indoor

Currents UAVs successfully

execute missions from theater

level surveillance and attack to

scouting in urban canyons

?

• Reconnaissance inside buildings

• Ability to penetrate narrow entries

• Emplace important sensors

• Transmit data without being detected

Notional Nano Air Vehicle Designs

Increasing Complexity Conventional

Un-conventional

Bio-inspired

Incre

asin

g R

isk

Improved Performance Maneuverability/Agility

FULL SPECTRUM OF NOTIONAL DESIGNS SELECTED FOR NAV PHASE I EFFORT

https://www.youtube.com/watch?v=WRwPCzUpGLU

https://www.youtube.com/watch?v=srBNGkTDamY

http://ideas.ted.com/2013/11/20/15-years-of-drones-at-ted-in-five-gifs/

Video of UAS VTOL Flyers






























Welcome to the University of Maryland

National Workshops/Studies on Autonomy

An Overview of AHS International

October 21, 2014 AHS International

The Vertical Flight Technical Society

17

www.vtol.org

World’s premier professional vertical flight technical society

Expands knowledge about vertical flight technology and promotes its application around the world

Advances rotorcraft safety

Advocates for vertical flight R&D funding

Helps train the next generation of vertical flight leaders

Benefits all helicopter operators – commercial, private and military; manned and unmanned

18

www.vtol.org

About AHS

19

www.vtol.org

Leadership – AHS leads technology, safety, advocacy and other initiatives. We bring together industry, academia and government to tackle the toughest challenges.

Advocacy – AHS works to affect change to benefit the industry and create recognition of the benefits of vertical flight.

Vertiflite – get in-depth insight into the latest developments with the world’s leading magazine on vertical flight technology.

The Journal – the world’s only vertical flight technical journal, The Journal of the AHS has the latest scientific findings and engineering breakthroughs.

Networking – interact with some of the 1200 attendees at the Annual Forum or with small gatherings at your local Chapter meeting or Specialists’ Meetings.

Participation – get involved with your local chapter, join one of our 21 different technical committees or help in many other ways!

Recognition – be eligible to be recognized by your peers for outstanding contributions or nominate others through our awards program.

Education – student chapters, VFF Scholarships, Human Powered Helicopter Competition, and Student Design Competition.

Members Only – exclusive online content and deep discounts for AHS products, including free “Paper of the Month” and Vertiflite, Career Center, and much more!

20

www.vtol.org

Annual Forum attracts 1200 engineers, scientists and leaders from industry, academia and governments

– Helicopter manufacturer CEOs/VPs/engineers, military leaders, researchers, etc

– ~250 technical papers

– ~35 panelists

– ~65 exhibitors

Grand Awards Banquet

Short courses & industry tours

www.vtol.org/forum

71st Annual Forum is May 5-7, 2015 in Virginia Beach

21

www.vtol.org

Publication PDFs Pages Initial Online Completed

Journal of the AHS 1,600 25,000 2009 2009

Vertiflite magazine (800 issues) 800 25,000 Jan 2012 2012

AHS Forum Proceedings 6,000 75,000 March 2012 2012

Specialists Meeting proceedings 6,000 75,000 May 2012 2015

Total: 200,000

22

www.vtol.org

Acoustics

Advanced Vertical Flight

Aerodynamics

Aircraft Design

Avionics & Systems

Crash Safety

Crew Stations & Human Factors

Dynamics

Handling Qualities

Health & Usage Monitoring Systems (HUMS)

History

Manufacturing Technology

Modeling & Simulation

Operations

Product Systems Technology

Propulsion

Safety

Structures & Materials

System Engineering Tools & Processes

Test & Evaluation

Unmanned VTOL Aircraft

23

www.vtol.org

Jan 22-24, 2014 Aeromechanics San Francisco, CA

Feb 17-19, 2014 Handling Qualities Huntsville, AL

May 20-22, 2014 Forum 70 Montreal, Canada

June 25-26, 2014 China Civil Helicopter Summit * Beijing

Aug 26-27, 2014 Transformative VL Workshop Arlington, VA

Aug 27-28, 2014 RDT&E Patuxent River, MD

Sep 2-5, 2014 European Rotorcraft Forum * Southampton, UK

Oct 21, 2014 Civil VTOL UAS Workshop College Park, MD

Oct 28, 2014 HELMOT (Military Ops Tech) Ft Eustis, VA

Dec 18-19, 2014 Australian Pacific Melbourne

Jan 20-22, 2015 Unmanned Rotorcraft Chandler, AZ

Feb 9-11, 2015 Airworthiness, CBM, HUMS Huntsville, AL

May 4-7, 2015 Forum 71 Virginia Beach, VA

* co-sponsors

Workshop

Technical Specialist Meeting

Transformative Vertical Flight Concepts Joint Workshop

VTOL UAS Symposium and

Workshop

Unmanned Rotorcraft Systems

Phoenix, AZ

Washington, DC

January 2015

August 2014 21 October 2014

VTOL

Information Sharing across operational field of use UAS control/interoperability (ground & aerial systems)

NCO-related analysis, modeling, and simulation Ad hoc network enabled systems

Networked sensor integration Command-and-control

UAS / UAV

UAS Airspace Integration

Civil Certification

Markets

Electric Distributed Propulsion

Platform Technology

Manned aircraft

An exploration of the technical and regulatory challenges of

integrating VTOL UAS in national

airspace for precision delivery and survey tasks

http://news.dice.com/2013/10/24/amazon-posts-100-tech-jobs-for-growing-vancouver-dev-hub-173/amazon-thumbnail/

http://www.unmannedsystemstechnology.com/wp-content/uploads/2012/09/AUVSI-Logo.gif

25

www.vtol.org

Politecnico di Milano (2nd Grad) Georgia Tech (1st Grad)

Rensselaer Polytechnic Institute (3rd Grad) Georgia Tech (2nd Undergrad)

St. Louis Univ. (1st Undergrad)

26

www.vtol.org

“Distributed Logistics in an Urban Setting Using Small Unmanned Aerial Vehicles”

32nd Annual Competition

$12,000 in prizes

RFP and details at www.vtol.org/sdc

27

www.vtol.org

3rd Annual Micro Air Vehicle (MAV) Student Challenge – Forum 71, May 4 @ Virginia Beach

– Open to universities and high schools

– $10,000 in prizes

Autonomous prize is still unwon!

– Autonomous target acquisition, landing and return

RFP and details at www.vtol.org/mav

28

www.vtol.org

Sixth Biennial Specialists' Meeting On Unmanned Rotorcraft Systems: Platform Design, Autonomy, Operator Workload Reduction and Network Centric Operations

January 20-22, 2015 in Chandler, Arizona – Sponsored by the AHS Arizona Chapter and

Unmanned VTOL Technical Committee

Details at www.vtol.org/unmanned

29

www.vtol.org

The world's only international technical society for those working on vertical flight technology

– Since 1943, we’ve led technology, safety, advocacy and other initiatives and been the primary forum for interchange of information on vertical flight technology

We bring together industry, academia & governments to tackle the toughest challenges in vertical flight – UAS Workshop, Unmanned Technical Committee, Unmanned

Conference, VTOL UAS Delivery Design Competition, MAV Student Challenge, etc.

– We advocate for “Strict, enforceable rules that allow the sensible operations of drones” (www.vtol.org/advocacy)

We are the global resource for information on vertical flight technology

Go to www.vtol.org to find out more or to join today!

October 2014 Federal Aviation Administration January 2012

Concepts

for Certification

of UAS

By: Earl Lawrence

Date: October 2014

October 2014 Federal Aviation Administration

Certification • We are “Open for Business”

• 333 Exemption Process

• Certificate of Authorization or Waiver (COA)

• Experimental Airworthiness

• Type Certification, 21.17(b)

• Already Working TC Approvals

• Learning on Both Sides


Typical 333 Exemption CONOPS

FILMING | POWER LINE INSPECTION | PRECISION AGRICULTURE | FLARE STACK INSPECTION


Section 333 Exemptions • Six Exemptions granted Sept. 25, 2014

• 78 Petitions As Of October 16

• Precision Agriculture

• Geospatial Mapping

• Flare Stack Monitoring

• Shipping/Delivery

• Aerial Film and Photography


COA

• Certificate of Authorization or Waiver

(COA) are issued for public operation

• Allows a particular UA to operate for a

specified purpose, in a specified area

• Public agencies can apply online

• See www.faa.gov/uas/public_operations/

for more info

http://www.faa.gov/uas/public_operations/


Experimental Certificates

• Process defined in FAA Order 8130.34C

• Certificates Issued - UAS

• 29 models, 72 aircraft

• Certificates Issued – OPA

• 9 models, 10 aircraft

Optionally Piloted Aircraft – a manned aircraft

that can be flown by a remote pilot from a

location not onboard aircraft


Experimental Certificates 196 Total: 82 original & 114 re-issue

21

24

11

32

13

36

1 1

3 2

17

14

21

9

24

8

19

5 4

15

*Data as of 15 Sep 2014


UAS Test Sites • University of Alaska • Includes test ranges in

Hawaii and Oregon

• Operational May 5, 2014

• State of Nevada • Operational June 9, 2014

• New York Griffiss

International Airport • Includes test ranges in

Massachusetts

• Operational August 7, 2014

• North Dakota Department

of Commerce • Operational April 21, 2014

• Texas A&M University –

Corpus Christi • Operational June 20, 2014

• Virginia Polytechnic

Institute and State

University (Virginia Tech) • Includes test ranges in New

Jersey (partnered with

Rutgers University) and

Maryland

• Operational August 13,

2014

Expanding Design & Ops Experience

Issuing Experimental Airworthiness Certificates

for R & D


Designated Airworthiness

Representative

• DAR’s will be authorized to issue special

airworthiness certificates in the

experimental category at UAS test sites

• For research and development

• And crew training

• Process defined in FAA Order 8000.372

• First Training for DAR’s Scheduled for

October 28


What is Type Certification? • FAA Certification of Design,

Production, and Airworthiness

• UAS Design certification basis negotiated, agreed upon, documented, and published for public review in Fed Register

• Requires documentation of design, production, and limitations/conditions for airworthiness


FAA Design Certification

• TC In Restricted Category Issued to Scan Eagle and Puma

• Special Class TC Approvals Using 21.17(b)

• Draft Fixed Wing AC Uses Existing Certification Concepts, Based on Risk

• Requirements for Design, Airworthiness, and Operation

• Will Need a Civil COA to Operate in the NAS


Civil COA

• Civil COA’s are Issued by ATO in AFS-85

• Only Civil COA’s Issued at This Time are for

the Restricted Category TC’d UAS

• The FAA Plans to Start Issuing COA’s to the

Test Sites Soon

• Will also be Issuing Civil COA’s to Current

Experimental UAS at Time of Renewal

• No Extra Steps Will be Required by the

Applicant to Gain a Civil COA


Following Our Safety Continuum


Advisory Circular Concepts • Detailed Steps for 21.17(b)

Certification – Special Class

• Risk-Based Level of Involvement

• Certification Basis Depends on Vehicle, Intended Use, and Area of Operation = Risk Classes

• Uses Existing Standards, Where Applicable – ASTM, FAA, Etc.

• Compliance and Data Expectations Vary for Each Risk Class

• Fixed Wing, but Expanding to Rotor


Advisory Circular Status • Internal Release Soon

• Not for Recreational Models Addressed by AC 91-57

• For Applicants Seeking UAS Type Certification

• Won’t Change Existing Paths Available for Airworthiness without TC

• COA, Experimental, 333 Exemptions

44


Proposed FAA Involvement


Small UAS Rule

• Required - Section 332

• Plan to release Notice of

Proposed Rulemaking

(NPRM) in late 2014


Summary

• UAS are currently flying in the NAS under

very controlled conditions

• The FAA is working with civilian operators

to collect technical and operational data

to refine the UAS certification process

• The FAA is accepting and working on TC

projects, 333 exemptions, COA’s, and

experimental certificates

• We are “Open for Business!”


Discussion!

48


Models vs. Civil UAS • Ops Incidents Nearly Daily

• Press Release - Guidance to Model Aircraft Operators

http://www.faa.gov/uas/publications/model_aircraft_operators/assets/media/model-aircraft-infographic.pdf

• Actions to halt reckless use of model aircraft near airports and involving large crowds

• Flying models in controlled airspace, yet unaware of risks










Commercial VTOL Precision Delivery

UAS Symposium and Technical Workshop

John S. Langford

Chairman & CEO

Aurora Flight Sciences Corporation

October 21, 2014

51 10/22/2014 10/22/2014

Summary

• Unmanned aircraft have transformed military operations

• They are about to do the same in civil aviation

• The transition path has been traveled before

• Making the vehicles work is only part of the problem

• Collision avoidance is key to successful integration in the

NAS

• This presentation will introduce:

A global vision of UAS-augmented package delivery

Aurora Flight Sciences – its products, technology, & operations

Aurora’s Commercial VTOL Precision Delivery Vehicle

The PANOPTES line of collision-avoidance products

52 10/22/2014 10/22/2014

Global vision - cargo

53 10/22/2014 10/22/2014

Introduction to Aurora

Aurora today is the second-largest privately held UAS

company

54 10/22/2014 10/22/2014

Aurora UAS Products

• Orion (11,000 lb GTOW)

120-hour endurance MALE; affordable persistent ISR

Launch customer: USAF

• Centaur (4,000 lb GTOW)

Optionally piloted aircraft

Manned, unmanned, hybrid

Launch customer: Swiss Air Force

• SideArm (1,000 lb GTOW)

Runway independent MALE

Launch customer: DARPA

• GoldenEye (100 lb GTOW)

Quiet VTOL Ducted Fan

Launch customer: DARPA

• Skate (2 lb GTOW)

Briefcase UAS for education,

civil, and military

Launch customer: USAF

55 10/22/2014 10/22/2014

Key Aurora Production Programs

• USAF/Northrop Grumman RQ-

4B Global Hawk & USN RQ-4C

Triton

Five major composites structural

packages

• USMC/Sikorsky CH-53K King

Stallion

Main rotor pylons & nacelles;

5 delivered, 228 on order

• Gulfstream G-500 & Bell 525

Helicopter

Multiple major composite assemblies

on multiple new products

• Sikorsky S-97 Raider

Entire composite airframe for

Armed Aerial Scout prototype

56 10/22/2014 10/22/2014

Key Aurora R&D Programs

• SPHERES Autonomous satellite laboratory

Sponsor: NASA & DARPA

• AACUS Autonomous helicopter landing system

Customer: ONR

• VTOL X-Plane VTOL strike platform

Customer: DARPA

• N+3 Efficient environmentally responsible flight

Customer: NASA

• ALIAS Robotic copilot portable to any aircraft

Customer: DARPA

57 10/22/2014 10/22/2014

Aurora Main Facilities

VIRGINIA

Est. 1991

WEST VIRGINIA

Est. 1994

MISSISSIPPI

Est. 2005

MASSACHUSETTS

Est. 2006

Location Manassas Regional Airport Manassas, VA

Harrison-Marion Regional Airport Bridgeport, WV

Golden Triangle Regional Airport Columbus, MS

4 Cambridge Center Cambridge, MA

Key Functions • Corporate HQ Design • Engineering Rapid • Prototyping

• Composites Manufacturing • Metals Manufacturing

• Composite Manufacturing • Vehicle Assembly

• Research & Development

Capabilities • Design • Prototyping • HILSIM • Flight Ops • High altitude engine

test cells

• 8’x20’ Autoclave • Clean rooms • NDI • NC Machine Shop w/3 & 5 axis

machinery

• Automated Fiber Placement (AFP)

• 16’x40’ Autoclave • 16’x22’ Router • 18’x22’ Automated C-scan • Wiring and harness shop

• Flight simulation • Small prototype shop • Electronics lab • Clean room • Access to machine

shop, combustion test lab, and motion-capture lab

Area 124,000ft2 office/hangar 125,000ft2 office/hangar 114,400ft2 office/hangar 18,000ft2 office

58 10/22/2014 10/22/2014

Aurora Satellite Offices

Office location Customer Focus Expertise

Luzern, Switzerland Armasuisse

Europe

Middle East

MRO

Product Development

Marketing & Sales

Pax River, MD U.S. Navy

University of Maryland

Flight test

Payload integration

Autonomy

Dayton, OH U.S. Air Force Classified programs

Mountain View, CA Google, Facebook, etc

NASA-Ames

Innovative vehicle design

59 10/22/2014 10/22/2014

TALOS CONOPs and Architecture for AACUS Autonomous Aerial Cargo/Utility System

Program Overview – 18 months to flight demo

• Intelligent autonomous capabilities for a future aerial cargo / utility system

• Develop/demo open architecture, adaptable to multiple platforms (Boeing OH-6 Unmanned Little

Bird and JUH-60)

• Focus on sensing and perception, mission and path planning, and human-machine interfaces

Customers: Office of Naval Research, Naval Air Systems Command, USMC

Future: Army JUH-60

Planning & Autonomy

CONOPS

Combat Outpost

AACUS-Enabled

System

Landing Zone

LZ Evaluation

Flight computer in ULB

Route Planning

0 500 1000 15000

200

400

600

800

1000

1200

1400

1600

Easting (m)

Northing (m)

Path

Filtered

Trajectory Planning

Perception Human-System

Interface

Phase 1-2 Boeing ULB

Touchdown Negotiation

60 10/22/2014 10/22/2014

Precision Delivery in a Civil Environment

Characteristics Performance Payload Mass & Round Trip Emplacement Range

GTOW 180 lb Cruise Speed: 50 knots ground speed 10 lb Payload: 24 nm

VTOL Maximum Endurance: 1 hr 20 lb Payload: 16 nm

STANAG 4586 Useful Load (fuel + payload): 40 lb 30 lb Payload: 8 nm

Rover Interoperable Maximum Fuel Load: 36 lb

Avgas or Heavy Fuel

Block I GTOW 230 lb Cruise Speed: 80 knots ground speed 20 lb Payload: 106 nm

VTOL Maximum Endurance: 3 hr 40 lb Payload: 80 nm

Land, Shutdown, Relaunch Useful Load (fuel + payload): 100 lb 60 lb Payload: 53 nm

STANAG 4586 Maximum Fuel Load: 85 lb

Rover Interoperable

Heavy Fuel Only (JP8)

Baseline

1. User places order for urgent package

delivery via internet; downloads app to

mobile device

2. Central dispatch facility loads,

launches GoldenEye

3. AACUS-enabled GoldenEye IDs

suitable delivery site closest to

recipient

4. Recipient Oks through app

5. GoldenEye lands to dropoff or pick up

package – engine stop not necessary.

Can release without landing if needed.

6. Launches to next destination.

61 10/22/2014 10/22/2014

GoldenEye Video

62 10/22/2014 10/22/2014

Increased Autonomy Enables Civil Operations

UAS Airspace

Integration at Aurora

Compliance with

Aviation Regulations

Commercial

Opportunities

Data Analytics of

Aircraft Operations

Autonomy Assisted

Flight Operations

Airworthiness

Regulations

Operational

Regulations

- Mainly FAR Part

91

- Sense and Avoid

- Aircraft

Surveillance

Technology

- Right-of-Way

Rules

- etc.

- Airframe

Certification

- Avionics

Certification

- Manned operations

augmented by

technology

developed for UAS

- Markets and

capabilities opened

up by UAS

integration

- E.g. reduced crew

operations, bridge

inspections, store

inventory gathering,

etc.

- Takes advantage of

increasing

availability of data

in aerospace

- Aircraft surveillance

data (ADS-B),

cloud-connected

aircraft (SWIM),

downlinks on all

UAS, etc.

- Do what Google did

for the internet, but

in aerospace

Air Traffic

Management

- Inter-operability

with Air Traffic

Control

- Flight Planning,

Traffic

Management,

etc.

63

Defining Collision Avoidance for UAS

vs.

The lack of comprehensive collision avoidance is the most significant technological barrier to routine UAS operations - Panoptes exists to solve this challenge

Collision Avoidance in manned aviation: - Preventing the mid-air collision of two aircraft in mostly empty

space

Definition too narrow for UAS operations - Operational environment and SWAP constraints are significantly

different

64

Defining Collision Avoidance for UAS

Yellow: strategic,

high-level

mission goal

direction

Red: tactical

maneuvering

through wide-

field clutter to

target

Blue: reactive

small obstacle

avoidance

maneuver that preempts urban

or cluttered

maneuvering

65

Panoptes Vision

Vision – “Enabling Commercial UAS Applications

Through Comprehensive Environment Perception”

3 layers of increasingly complex interaction with environment

Responding

Perceiving

Collaborating

- Perceiving environment (location

and intent of objects)

- Responding to environment (taking

action based on perception)

- Collaborating with environment (communicating/planning with other

objects in the environment based on

perception)

Perception is the foundation which enables more complex

interaction with the environment

66 10/22/2014 10/22/2014

Panoptes System Architecture

• System architecture of Panoptes (from “Function to Form”):

• Technology Roadmap is designed to incrementally develop the individual components of the architecture Key requirements: Vehicle -, Sensor- and Algorithm-agnostic to allow for addition of sensors

and operational functionalities

Surveillance of Non-

Cooperative Targets

(e.g. Echo-Location,

Optical Flow, Radar)

Surveillance of

Cooperative Targets

(e.g. ADS-B)

Own-ship

Information Sources

(e.g. GPS)

Surveillance

Processing and

Sensor Fusion Collision Avoidance

Algorithms

(Moving Targets)

Vehicle Control

Obstacle Detection

and Navigation

Algorithms

(Stationary Targets)

Environment Perception Operational Functionalities Vehicle Interface

67 10/22/2014 10/22/2014

Panoptes Roadmap

• Aurora is developing a line of collision avoidance

products under the brand name “PANOPTES”

68

Technology Development:

Borrowing From Nature

Using today’s methods to perform

environment perception would result in a heavy, power-hungry system

- Not well suited for most UAS

Insects and birds solve same problem with very little computational power (i.e. low

SWAP) - Sparse sensing - Comparatively few neurons

- Apply same methods to UAS environment perception

Prof. Sean Humbert at UMD’s Autonomous Vehicle Laboratory (AVL) is an expert in this field

- AVL is developing sensing methods, algorithms and demonstrators

- Combination of sensors generates synergetic benefits

- Over past 10 years, Aurora has

collaborated with AVL on SBIRs

Proof-Of-Concept has been established

Aurora’s PanOptiS Sensor Head

Echolocation Optic Flow

69

Insect Visuomotor Feedback

Flight

Motor

Commands

Luminance

Patterns Optic Flow

Estimation Wide-Field

Integration Optic

Flow

70

The Panoptes eBumper

(Shown for DJI Phantom 2 – other system coming soon)

Echolocation

Sensors in

Forward, Up,

Left and Right

Retrofit –

Replaces top Shell

Aircraft Agnostic

Electronics Inside

71

How It Works – Fly

Flight in open areas is unchanged. The pilot can switch to a precision

mode which scales back control inputs, reducing flight velocities.

72

How It Works – Detect

If a threat is detected, eBumper responds to reduce the likelihood of a

collision.

73

How It Works – Correct

As the aircraft moves away from the threat, normal control is returned to

the user, and operations can continue as before.

74

75

What’s in the Box?

eBumper consists of two assemblies:

- Shell assembly, with 4 integrated echolocation pingers

- PCA assembly, consisting of PCB and connectors

Consumer installs eBumper v1.0 onto DJI Phantom sUAS

- Future versions may be created for other popular sUAS

Echolocation Sensors Printed Circuit Assembly Shell Assembly

76

Want one?

User Benefits - Helps pilots fly more precisely in close proximity to objects - Increases pilot confidence in flying closer to objects - Increases likelihood of successful close proximity flight - Significant user benefits in both LoS and autonomous operations

eBumper DOES NOT: - Prevent crashes – you can still crash the sUAS - Avoid collisions – the sUAS can still collide with something (due to

wind gusts, etc.)

Initial sales focus on honoring pre-orders and beta testing requests - First units will ship early November - Due to large demand there is currently a waitlist

To be notified when more units become available, sign up at:

www.panoptesuav.com

Want to see if fly?

6-7PM: Demonstration at Indoor Arena

UAS COMMERCIAL MARKET HISTORY, PRESENT AND FUTURE TON Y (TOA N ) N G O, P HD, CEO & F OU N DER AT I N T ELLI G EN T U A S

UAS? UAV? DRONE?

SCENTIST or ENTREPRENEUR There had never been roads on earth.

People kept walking and made their ways.

(Lu Xun)

2009

INTELLIGENTUAS

- Collaboration opportunity

- Sponsorship opportunity

- Apply for jobs and Internships

IntelligentUAS team and Martha Stewart:

www.1uas.com

Leading the Unmanned Aerial consumer market

Visit our social media

Commercial UAS Market

History, Present and Future Tony Ngo, PhD

CEO & Founder

IntelligentUAS

1.Introduction 2.UAS concept 3.History: Model Aviation 4.Present: current products

and market players 5.Future: Product and

market trends

UNMANNED AERIAL COMMERCIAL MARKET www.1uas.com

Leading the Unmanned Aerial consumer market

UAS = Unmanned Aerial Systems Unmanned Aerial Vehicle, Drone

Commercial UAS: - Not toys but tools - Consumer friendly, practical

applications - Carry from 5 – 30 pounds

Commercial UAS

Commercial predecessors

- Model Aviation: fix wings and 3D pilots

- Customers: hobbyist, enthusiast

- Main players: AMA, Align, Gaui

-

“MODEL AIRPLANE”, “RADIO CONTROL AIRPLANE AND HELICOPTERS”

Commercial UAS predecessors




- Remarkable pilots

MAIN SUPPLIERS AND PLAYERS

Commercial UAS predecessors




- Remarkable pilots

REMARKABLE PILOTS and ENTHUSIASTS

How Model RC Airplanes/Helcopters lead to UAS?

- Model airplane is an expensive and high maintenance hobby

- 3D radio control helicopters are very hard to control and balance

When the Radio control helicopter population expanded, they were looking for more achievable solutions:

- Multirotor copters (easy to balance, lower maintenance)

- Flight control systems

DJI came into picture

- More people want to play and use RC helicopters, but do not want to spend too much money or don’t have the skills and the time

- Note: the UAS market did not replace the Model Aviation market, it’s just an expansion of it

-

PRESENT - Current products

and Technology

- Current buyers and consumers

- Current Suppliers

- Current main players

DJI Phantom the game changer:

- It the first small size ready to fly products

- It helps people change the concept about “drones”

- It has an interesting “evolution” story

Other larger systems: S900, Skyjib…


and Technology


- Current Suppliers

- Current main players

Technologies: HD signals, Gimbal, Flight control systems will return home feature, way points…

Major manufacturers: DJI, Parrot, Microdrones, 3DRobotics, AEE, Micropilot…


and Technology


-

Who are interested in using a UAS?

- Photographers and Movie makers

- Realtors

- Law enforcement

- Fire Fighters

- Farmers

- Researchers

- Environmentalists

- Hobbyists

- Property owners and managers

- Search and rescue crews

How many more you can tell?

PRESENT

- How many other applications can we have with drones?

- Thermal Camera House Inspection

- Lidar sensor on drone:

+ Short range, 270° scanning LASER rangefinder + Useful in 3D digital surface modeling, stockpile calculation, surface variation detection and flood mapping + Penetrates through vegetation: It can perform plant height measurements by collecting range information from the plant canopy and the ground below (as opposed to the passive optical imagers that provide height data from the canopy)

- Hyperspectral sensor on drone:

+ Plant health measurement + Water quality assessment + Vegetation index calculation + Full spectral sensing + Spectral research and development + Mineral and surface composition surveys

- 3D mapping

PRESENT

- How many other applications can we have with drones?

DRONES WILL BE MUCH MORE INTELLIGENT AND CAPABLE! - Technology

will get more advanced

- More competition

- Market expansion

- More UAS Technologies in near future:

+ Aerodynamic improvement: more flight time and less vibration

+ Object avoidance

+ Indoor position hold

+ Longer flight time with new battery technologies

+ Hybrid models: VTOL+Plane, VTOL+ground (spherical design)

+ Air-traffic control (No-flight zones near airports currently)

- More SUPPLIERS create more competitive market

- More people want to use drones

FUTURE: DRONE WILL BE A USEFUL PART OF OUR WORKS and OUR LIVES - The participation

of big corporations

- The completions of regulations

- The change in people perception

- GOOGLE, AMAZON, UPS, DHL... join the market with their own advanced technologies

- FAA will have clearer regulations

- People will change their perceptions about drones: it’s a useful piece of equipment, and have many practical applications

- Many negative concerns will be cleared up such as: privacy concerns, safety issue…

Thank you!

We are standing right at the door of the future

THANK YOU AND KEEP FLYING

VISIT OUR WEBSITE: www.1uas.com

FOLLOW US ON FACEBOOK/TWITTER…

http://www.1uas.com/



Robert Ernst,

PMA 266 Chief Engineer

Dr. Bernard Ferrier Ajay Sehgal

SETA PMA 266 (HEC) Chief Engineer (Wyle Aero Group)

Fire Scout UAV Launch and Recovery

System Performance Improvement

UNCLASSIFIED

NAVAIR Public Release SPR-2014-0238;Distribution Statement A- “Approved for public release; distribution is unlimited”

96

Presentation Outline

o VTUAV Current System

o Deck Interface Analysis

o Endurance Upgrade Project

o Launch and Recovery Growth

o Conclusions

UNCLASSIFIED


MQ-8B System Overview

97

Data

Comms

FORCEnet

VTUAV Ground Control Station

VTUAV TCDL

FLIR & Radar

Comm Relay

CSG/ESG

Distribution Statement A – Approved for public release; distribution is unlimited, as submitted under NAVAIR Public Release Authorization 11-551.

UNCLASSIFIED


98

To Program Operators the System equates:

L & R System

UNCLASSIFIED


MQ-8 UAV Component Descriptions

Fully Encrypted, Digital Data Links; Land & Sea Ops

Interoperable Control Station with Tactical Control

System (TCS) software integrated

Fully Autonomous Aircraft

• Open Architecture

• GCCS-M, JDISS, AFATDS, CCTV & JSIPS-N

• NATO STANAG 4586 Compliant

• Multi-Vehicle control

UCARS-V2 for Ship

Launch/Recovery

Harpoon and Grid

Ship Deck Restraint Tactical Control

Data Link (TCDL)

Ship

Gro

und C

ontro

l Segm

ent (S

GCS)

Airframe

• Fully Digital, Dual Redundant Control System and C2 links

• Open System Architecture facilities integration and testing

• Radar

• Weapons

• Data Mission Payload

COBRA

AIS

Twister Vortex

BriteStar II EO/IR/LR/LD

Future Payload

Payload

99

UNCLASSIFIED


MQ-8 System Description

MQ-8C

Bell 407

Key

Existing

Modification

New

MQ-8B

Schweizer 333

90% common

software, 10%

Vehicle Specif ic

Module

Software

½ Orbits

Full Orbits

Updated Equipment GPS/INS

Ice Detector

Vibration Monitoring System

IFF (APX-123)

TCDL RADALT

100

MQ-8C provides approximately twice the performance of MQ-8B

Common Equipment ARC-210 Radios

Flight Pow er Conditioning Unit

Aux Pow er Conditioning Unit

Ethernet Sw itch & Router

Payload Interface Unit Vehicle Management Computers (2)

Flight Control / Engine Actuators (6)

Voice Digitizing Module

Engine Interface Unit

EO/IR Payload

Ground control Panel

I/O Data Panel

3 UHF/VHF Antennas

1 UCARS Antenna 2 GPS/INS Antennas

2 RADALT Antennas

2 IFF Antennas

TCDL • Wide band data link

• Component of LCS

• Added for other ship classes

100% UCARS

• Guidance, Nav, &

Control

• Precision Nav

100%

Ship Control Station TCS

95%

Support Segment • Deck Handling

• Refuel/Defuel

• Non-powered A/C movement

• Landing Grid

75%

LSO • Method to monitor

and communicate

w/aircraft • Safety of Flight OPS

100%

What makes the System:

• Standards

• Open Architecture

• Communication Links

• Redundant Architecture

• Software

UNCLASSIFIED


MQ-8 System Current Activities

101

• LCS-1 Dynamic Interface (DI) testing (Nov 2010); LCS-3 DI expansion (Nov 2013)

• LCS-2 /4 DI testing (2014) • COBRA MCM Capability land testing completed April 2013

• LCS Assessment and Deployment opportunity 4QFY14

• Continued growth in Flight Hours, Reliability and Operational Availability

Support LCS Mission Packages in conjunction with the MH-60

MQ-8 Program of Record ISR Task Force Support

Afghanistan

• 2 A/C, 2 GCS, 300 hrs/mo FMV using GOCO contract

• First flight 2 May 2011, Last flight 1 August 2013

• 1,438 flights for 5,084.3 flight hours completed • Mission completed August 2013

• Navy LSI • Flying qualities testing

completed • Safe Separation shots

completed May 2013 • 12 APKWS shots completed

Weapons RDC

• Emergent Requirement approved in January 2012

• Phased approach using MQ-8B and transitioning to MQ-8C aircraft (2014)

• Deployments continue aboard USS ROBERTS and USS SIMPSON 2013/14

• DDG TEMPALT installation supports 2014 deployment

• MQ-8 on 6th FFG Deployment; flew over 350 hrs/month in August

• System IOC 1QFY14

Maritime ISR Support to SOF RDC (MQ-8B/C)

• Provides wide-area maritime search capability

in support of UONS

• Fwd looking capability (+/- 180 degrees)

• 2014 deployment

RADAR RDC

MQ-8B has flown over 12,000 flight hours since 2006; currently supporting 18 hour fly days

UNCLASSIFIED


MQ-8 UAV MQ-8B/MQ-8C Comparison

102

5.75 ft

9.42 ft

7.58 ft

27.5 ft

14.5 deg

15.5 ft

22.87 ft

MQ-8C: 3 ft Longer (folded), 1 ft Taller, 2.5 ft Wider & 1200# Heavier than MQ-8B

14.5 deg

15.5 ft

22.87 ft31.5

MQ-8B Parameter MQ-8C

85 kts Maximum Speed 135 kts

80kts Cruise Speed 115kts

12,500 ft Service Ceiling 16,000ft

5.5 hrs

Std Day Maximum

Endurance (with

300lb payload)

12 hrs

4.5 hrs

Hot Day Maximum

Endurance (with

300lb payload)

10 hrs

2,000 lbs Empty Weight 3,200 lbs

3,150 lbs Std Day Fuel &

Payload 6,000 lbs

31.5 ft Length (folded) 34.7 ft

(folded)

(folded)

UNCLASSIFIED


10/22/2014 103

Operational Environment

Reduce the need of conducting at-sea experimentation; redauce risk to man

and machine; define capability characterisations of weapon systems quicker

for the warfighter.

Want to address design and systems

interoperability issues before buying

& building hardware

Once hardware exists, want to

optimise operational performance of

the ensemble

downwash

ship motion

ship air wake

coupled air wake

tracking sensors & landing controller

airframe

dynamics

prediction of ship behaviour

(auto)pilot control

Challenging physics and engineering problems

UNCLASSIFIED


Landing Requirements/

Current CONOPS

close approach

Approach

Perch

High Hover

Low Hover

(DMC)

DMC: Deck motion Compensation

IAF: Initial Approach Fix

RP: Recovery Perch

TDP: Touch Down Point

(IAF)

(RP)

TDP

UNCLASSIFIED


UCARS Functional Diagram

105

UNCLASSIFIED


Back-up Landing Systems

Key Attributes • Landing Accuracy / Impact

(Target Acquisition range, Perch, High & Low Hover, Landing impact &

dispersion)

• Technology Readiness Level

• Ease of Integration (Cost / Schedule)

• Shipboard Components & Mods Required

• AV Mods Required / Impacts (SWAP)

• Operational Availability / Reliability / Maintainability

• Spoofing / Jamming Susceptibility

• Denied GPS Functionality

• Emission Control

• Deck Motion Requirement (separate input)

• Adverse Weather Performance

(Low visibility, day/night, near all-weather)

UNCLASSIFIED


Cause and Effect Matrix

107

UNCLASSIFIED


Back-up Landing System Roadmap

108

UNCLASSIFIED


109

UAS Component Deck Interface and Ship Suitability Analysis

UNCLASSIFIED


110

Risk reduction Encountered Motions/forces on the Deck

16 December 2013

Glide

slope

Aim

point

+

x

UNCLASSIFIED


15 November 2012 111

UNCLASSIFIED



UNCLASSIFIED


113

Sample rec. MQ-8b x LCS2 -110419

RISETIME EVENT BEGINNING @ TIME '2238.43' EIA '1.17' ENDING TIME '2246.92' EIA '15.08'

Risetime event = '8.49' seconds

ROLL= '-1.11' PITCH= '1.50' ROLLVEL= '1.86' PITCHVEL= '-0.83' ZVEL= '-0.57' m/s YVEL= '0.69 m/s'

There are '4505.00' points in run Green Deck in run= '178.50' seconds which is= '7.92' percent of run

Green-Amber Deck in run= '398.50' seconds which is= '17.69' percent of run

Amber Deck in run= '1117.00' seconds which is= '49.59' percent of run

Red Deck in run= '558.50' seconds which is= '24.79' percent of run

Total deck availability in run = '1694.00' seconds which is = '75.21' percent of run

Good risetimes in run + 5.0 seconds = '18.00'

OK risetimes in run + 4.0 - 4.9 seconds= '3.00'

Error risetimes in run < 4.0 seconds= '5.00' Total number of risetimes in run= '26.00'

Ship= 'LCS2' Aircraft= 'MQ8b' ROLLMAX= '5.00'

PITCHMAX= '3.00' ZVEL= '7.20' ft/s LATVEL= '2.20 ft/s

UNCLASSIFIED


114

Rise time Platform Stability

UNCLASSIFIED


115

Sample Recording MQ-8b x LCS1

UNCLASSIFIED


MQ-8 Systems

o System concept used to meet warfighter needs

o PB14 includes 56 systems for LCS and supports SOF

o Current documentation governance (Dashboard, DAMIR, APB) is by aircraft and needs to be re-characterized to systems

– The DAMIR reporting system automatically compares the Proposed Estimates to the historical APB thresholds and objectives and will report artificial breaches for APUC and PAUC unless the Original APB Unit Definitions are also re-characterized to

systems

Aircraft

Control System UCARS

Payloads Aircraft

Control System UCARS

Payloads

Existing MQ-8B Based System Planned MQ-8C Based System

8 of 56 Systems

24 Aircraft

48 of 56 Systems

96 Aircraft

116

UNCLASSIFIED



118

Enabling Civilian Low-Altitude Airspace and

Unmanned Aerial System (UAS) Operations

By

Unmanned Aerial System Traffic Management (UTM)

Parimal Kopardekar, Ph.D.

UTM Principal Investigator and

Manager, NextGen Concepts and Technology Development Project

NASA

[email protected]

mailto:[email protected]

119

Outline

• Airspace Classification

• Low Altitude Airspace Operations Applications

• UAS Operator Perspective and Needs

• UTM Design Functionality and Option

• UAS User Access to UTM

• UTM Manager Functions

• UTM System Requirements

• UTM Builds

• Example Interface

• UTM Types

• Example Research and Development Needs

• Student Projects

• Summary

120

Airspace Classification

Source: Pilot’s Handbook of Aeronautical Knowledge, FAA

121

UTM Applications

• Near-term Goal – Enable initial low-altitude airspace and UAS operations with

demonstrated safety as early as possible, within 5 years

• Long-term Goal – Accommodate increased UAS operations with highest safety,

efficiency, and capacity as much autonomously as possible (10-15 years)

122

Operator Perspective:

Low-altitude Airspace Operations

• Is airspace open or closed now and in the near-future?

• Which airspace they can operate, which airspace they should

avoid?

• Will there be anyone else in the vicinity?

– UAS, gliders, helicopters, and general aviation

• What should I do if I need to change my trajectory?

• How to manage a contingency?

• Who should operate the airspace and how?

123

UTM Design Functionality

• UAS operations will be safer if a UTM system is available to support

the functions associated with

– Airspace management and geo-fencing (reduce risk of

accidents, impact to other operations, and community concerns)

– Weather and severe wind integration (avoid severe weather

areas based on prediction)

– Predict and manage congestion (mission safety)

– Terrain and man-made objects database and avoidance

– Maintain safe separation (mission safety and assurance of other

assets)

– Allow only authenticated operations (avoid unauthorized

airspace use)

• Analogy: Self driving or person driving a car does not eliminate

roads, traffic lights, and rules

• Missing: Infrastructure to support operations at lower altitudes

124

UTM – One Design Option

UAS 2 UAS 3 UAS n UAS 1

Real-time

Wx and

wind Autonomicity:

• Self Configuration

• Self Optimization

• Self Protection

• Self Healing • Operational data

recording

• Authentication

• Airspace design and geo fence definition

• Weather integration • Constraint management • Sequencing and spacing

• Trajectory changes • Separation management

• Transit points/coordination with NAS

• Geofencing design and

adjustments • Contingency management

Wx and

wind

Prediction

Airspace

Constraints

Constraints based on

community needs about

noise, sensitive areas,

privacy issues, etc.

3-D Maps:

Terrain, human-

made structures

Multiple customers

With diverse mission

needs/profiles Range of UAVs from disposable to autonomous

Low altitude CNS

options such as:

• Low altitude

radar

• Surveillance

coverage

(satellite/ADS-B,

cell)

• Navigation

• Communication

Transition

between UTM

and ATM

airspace

Other low-

altitude

operations

125

UAS User Access to UTM

• Cloud-based: user accesses through internet

• Generates and files a nominal trajectory

• Adjusts trajectory in case of other congestion or pre-occupied

airspace

• Verifies for fixed, human-made, or terrain avoidance

• Verifies for usable airspace and any airspace restrictions

• Verifies for wind/weather forecast and associated airspace

constraints

• Monitors trajectory progress and adjust trajectory, if needed

(contingency could be someone else’s)

• Supports contingency – rescue

• Allocated airspace changes dynamically as needs change

126

UTM Manager

• Airspace Design and Dynamic Adjustments

– Right altitude for direction, geo-fencing definition, community concerns,

airspace blockage due to severe weather/wind prediction or

contingencies

– Delegated airspace as the first possibility

• Support fleet operations as well as singular operators (analogy -

airline operations center and flight service stations)

• Overall schedule driven system to ensure strategic de-conflictions

(initially, overtime much more dynamic and agile)

• Management by exception

– Operations stay within geo-fenced areas and do not interrupt other classes of airspace operations in the beginning stages

– Supports contingency management

127

UTM System Requirements

• Authentication

– Similar to vehicle identification number, approved applications only

• Airspace design, adjustments, and geo-fencing

– Corridors, rules of the road, altitude for direction, areas to avoid

• Communication, Navigation, and Surveillance

– Needed to manage congestion, separation, performance characteristics,

and monitoring conformance inside geo-fenced areas

• Separation management and sense and avoid

– Many efforts underway – ground-based and UAS based – need to

leverage

• Weather integration

– Wind and weather detection and prediction for safe operations

128

UTM System Requirements

• Contingency Management

– Lost link scenario, rogue operations, crossing over geo-fenced areas

– Potential “9-11” all-land-immediately scenario

• UTM Overall Design

– Enable safe operations initially and subsequently scalability and

expected massive growth in demand and applications

– As minimalistic as possible and maintain affordability

• Congestion Prediction

– Anticipated events – by scheduling, reservations, etc.

• Data Collection

– Performance monitoring, airspace monitoring, etc.

• Safety of Last 50 feet descent operation

– In presence of moving or fixed objects, people, etc.

129

Near-term UTM Builds Evolution

UTM Build Capability Goal

UTM1 Mostly show information that will affect the UAS trajectories

• Geo-fencing and airspace design

• Open and close airspace decision based on the weather/wind

forecast

• Altitude Rules of the road for procedural separation • Basic scheduling of vehicle trajectories

• Terrain/man-made objects database to verify obstruction-free

initial trajectory

UTM2 Make dynamic adjustments and contingency management

• All functionality from build 1

• Dynamically adjust availability of airspace

• Demand/capacity imbalance prediction and adjustments to

scheduling of UAS where the expected demand very high • Management of contingencies – lost link, inconsistent link,

vehicle failure

130

Near-term UTM Builds Evolution

UTM Build Capability Goal

UTM3 Manage separation/collision by vehicle and/or ground-based

capabilities

• All functionality from build 2

• Active monitoring of the trajectory conformance inside geo-

fenced area and any dynamic adjustments • UTM web interface, which could be accessible by all other

operators (e.g., helicopter, general aviation, etc.)

• Management of separation of heterogeneous mix (e.g.,

prediction and management of conflicts based on

predetermined separation standard)

UTM4 Manage large-scale contingencies

• All functionality of build 3

• Management of large-scale contingencies such as “all-land”

scenario

131

Example Interface

132

Alaska’s UTM

https://tmiserver.arc.nasa.gov/UTMWebApp/

133

Geo-fenced Areas

UAS area of operations geo-fence

UAS trajectory geo-fence

Airspace constraint geo-fence

Operators may request an area of

operation. If granted, a geo-fence

is implemented wherein other

requests that intersect spatially

and temporally with the operation

could be denied.

Operators may request specific

trajectory for an operation. If

granted, a geo-fence based on the

vehicles operating parameters will

be created to keep other vehicles

within the UTM system from

intersecting.

Airspace that is off limits to UAS

operations (airports, TFRs, etc.)

will have a geo-fence prohibiting

acceptance of plans that intersect.

134

Types of UTM

• Portable UTM System: Set up, operate, and move

– Support humanitarian, agricultural and other applications and be able to

move from one location to another

• Persistent UTM System: Sustained, real-time, and continuous

operations

– Denali National Park

– Between mega-cities

– Urban areas

• Number of alternative options to design, architect, and operate UTM

– All ideas are welcome

135

Consideration of Business Models

• Single service provider for the entire nation such as a government

entity

• Single service provider for the entire nation provided by a non-

government entity (for-profit, or not-for-profit entity)

• Multiple service providers by regional areas where UTM service

could be provided by state/local government entities

– Need to be connected and compatible

• Multiple service providers by regional areas where UTM service

could be provided by non-government entities

– Need to be connected and compatible

• Regulator has a key role in certifying UTM system and operations

136

Example Research and Development Needs

• Minimum UTM system design and requirements

• Minimum vertical and horizontal separation minima among UAS and other

operations (gliders, general aviation, helicopters)

– Static or dynamic

– Analytical, Monte Carlo or other types of modeling

• Tracking accuracy and separation minima trade-off

– Oceanic separation vs en route aircraft separation

• Trajectory models for better prediction of different UAS

• Vehicles and wind/weather related considerations – modeling and prediction

of winds, eddies, and weather at low altitudes

– May need to enhance weather prediction capabilities

• Classification of UAS – bird strike example

137

Example Research and Development Needs

• Contingency procedures: large-scale and individual vehicle

• Sense and avoid – many products, research activities, and NASA

UAS challenge

• Human computer interface design options for UTM manager

• Human computer interaction options for UAS ground control station

– How many UAS can a ground control station operator manage

• Type of UAS and minimum autonomy capabilities

– Humans can’t operate two rotor failure mode for a multi-rotor vehicle

• Last/first 50 feet operations landing and safety

– Various sensor pack and networked options for all weight classes

• Vehicle risk category

• Minimum equipage requirements

138

Example Student Projects

• Overall UTM design

• UTM interface

• Ground control station interface for multiple vehicle control

• Separation minima analysis (beyond well clear)

• Trajectory definition of UAS

• Wind/weather as related to geo-fencing

• Noise impact modeling

• Highways in the sky design (rules of the road)

• UAS trainer – who is qualified to operate? How quickly you can train?

• Wireless infrastructure (e.g., CDMA, LTE, etc.)

• Affordable and light weight sensors for sense and avoid

• Requirements on UAS – communication, latency, lost communication,

energy depletion, etc. - Minimum

• Last/first 50 feet technology options (sensors, architecture, human-

autonomy role, manual input, auto abort, etc.)

• Business case for private industry

139

Summary

• Near-term goal is to safely enable initial low-altitude operations within 1-5

years

• Longer-term goal is to accommodate increased demand in a cost

efficient, sustainable manner

• Strong support for UTM system research and development

• Collaboration and partnerships for development, testing, and transfer of

UTM to enable low altitude operations

• Step towards higher levels of autonomy

[email protected]



140

Flight Situation Awareness

UAS

Operator

UTM

Manager

Surveillance

Build 0 & 1: Flight state self-reported by operators directly

to UTM system

Build 0 to 4: Information regarding flights available

through standards-compliant requests to

UTM system

Build 1 to 4: Flight state reported through surveillance in

automated fashion

Build 0 to 4: Operators provide their own

surveillance of their operations

Build 1 to 4: Time-sensitive, security/weather/operational

data pushed to operators as it is available.

Could include commands to ground, etc.

Build 0 to 4: Depending on conditions, technology, and other

factors, surveillance options may vary

UAS Test Sites a Gateway to Commercialization

VTOL Precision Delivery AHS International

Rose Mooney October 21, 2014

6 May 2013 141

The Mid-Atlantic Aviation Partnership (MAAP)

142

• FAA designated six Test Ranges to support the safe and efficient integration of Unmanned Aircraft Systems (UAS) into the NAS

on Dec 30, 2013 • Two on each coast and two in the Central US • NMSU First under FAA CRDA

142

UAS Test Sites

143

2012 FAA Reauthorization Bill

• Designated the establishment of the six UAS Test Sites

• Program Requirements – the Administrator shall

– Safely designate airspace for integrated manned and unmanned flights operations at test ranges

– Develop certification standards and air traffic requirements for unmanned flight operations at test ranges

143

144

2012 FAA Reauthorization Bill

• Program Requirements – continued

– Coordinate with and leverage the resources of NASA and DoD

– Address both civil and public UAS

– Ensure the program is coordinated with NextGen

– Provide for verification of the safety of UAS and related navigation procedures.

144

145

• Safety First !!!

• Best Value

• Collaboration

• Responsiveness

Our Mission

The safe and efficient integration of Unmanned Aircraft Systems (UAS) into our National Airspace System

145

• Bring • Customers • Companies • Jobs Routine UAS Access in the NAS

146

UAS TS Research Objective

146

147

Airplanes in the NAS

147 Note: Captured at 8:45 pm EDT October 19, 2014 from www.natca.org

148

Washington DC Traffic

148 Note: Captured at 8:48 pm EDT October 19, 2014 from www.natca.org

149

A Day in the NAS

149 This is what makes UAS integration challenging

150

• Operators • Precision Delivery • Media operations • Precision agriculture • Infrastructure Inspection • Training and currency

• Manufacturers • Test and evaluation • Training and currency

• Payload and Sensor Providers • Test and evaluation

• Federal Government • Test and evaluation Data Collection • Standards support Data Analysis

150

Customers

151

MAAP Approach

151

Proposed ranges will provide safety, flexibility and capacity.

• High Risk early flight testing to occur in existing Restricted Areas.

• With demonstrated performance of systems under test, will move NAS

• Maximum safety to persons and property

• Full Aviation Infrastructure

• Adjacent airports/airfields

• Surveillance Coverage

• Airspace Analysis Plan will evolve our test sites and ranges with the needs of the FAA and UAS industry

• Develop customer focused launch and

recovery sites.

152

MAAP Flight Locations

152

• Total In Process Anticipated 25 • Locations being worked:

• VA • Wakefield Dahlgren • Suffolk Northern Virginia • Chester Wise • Wallops Columbia • Blackstone Blacksburg

• MD • Pax River • St. Mary’s County

• NJ • Cape May Pinelands

153

Path to Commercialization

153

Public Aircraft

Aeronautical R&D for Standards

COA

Civil COA

154 154

UAS Test Site Services

Research and Development

Certification

Testing

Training

Way to Commercial Access

Procedures

V & V

Waivered 333 Access

155

sUAS Rule History

155

Order 1110.150

sUAS ARC Charter

April 10 , 2008

Spun off of SC203

Dec 2014 ?

Updated Timeline

Comment Review and Disposition

2017- 2018 ?

156

Path to Commercial

• Public Aircraft • Civil

– Experimental Certification – Restricted Type Certification – Section 333 – Waiver granted:

• 1. If an unmanned aircraft system, as a result of its size, weight, speed, operational capability, proximity to airports and populated areas, and operation within visual line of sight does not create a hazard to users of the national airspace system or the public or pose a threat to national security; and

• 2. Whether a certificate of waiver, certificate of authorization, or airworthiness certification under 49 USC § 44704, is required for the operation of unmanned aircraft systems identified under paragraph (1).

156

157

Questions?

Rose Mooney [email protected]

410-526-0844

157

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