9.4 - Blog: Case Analysis Effectiveness

The issue I wanted to understand was the reason behind the rising number of manned aircraft encounters with unmanned aircraft systems (UAS) as reported by the Federal Aviation Administration (FAA) (FAA, 2015a; “Mather,” 2015). Because it was an issue in the media, it seemed like a good topic for the Case Analysis. A review of current regulations and guidelines for UAS was an important first step to understand the rules governing operations and much information was available on the FAA’s website (FAA, 2015b). After that, I reviewed media reports of UAS encounters with manned aircraft to learn the scope of the issue. The next step, peer review, provided valuable input and helped me clarify my writing. The feedback from the professor was clear and kept me on track with the analysis and any defense if necessary. The results from my Case Analysis led me to two recommendations; first, more local law enforcement involvement and awareness of UAS flying in their patrol area, and secondly, additional marking requirements for all UAS. More law enforcement involvement should increase UAS familiarity and awareness among police, which should help them identify suspicious or unauthorized flying. The requirement to further mark the UAS would help forensic investigators identify a UAS in the event of a collision with a manned aircraft.

I’m glad I understand the Case Analysis tool a little better after this class, but I don’t think I’ll use it specifically in my work. The challenges in my current position as an instructor pilot do not translate well to in-depth studies or analysis. In the past, I could have used this process during safety school in the Air Force. We would study prior accidents and their causes, but a longer look at underlying issues could have benefited from this approach. We were in close groups during the school, so collaboration would have been easy in that environment. The tool will be useful in the future with additional classes at ERAU Worldwide!

Federal Aviation Administration. (2015a). FAA news. Retrieved from www.faa.gov/news/updates/?newsId=83445

Federal Aviation Administration. (2015b). Small UAS Notice of Proposed Rulemaking (NPRM). Retrieved http://www.faa.gov/uas/nprm/

 

People Finder UAS

Greg Laxton

ASCI 530 – Unmanned Aerospace Systems

7.4 - Research: Request for Proposal - RFP

Embry-Riddle Aeronautical University-Worldwide

24 September 2015

 

People Finder UAS

The mission I’ve selected for this assignment is an unmanned aerospace system (UAS) capable of search and rescue after a large area, natural disaster. The UAS is named the “People Finder” and will accompany rescue agencies when they need to locate individuals or groups, and mark the location. The UAS will be launched from a small case carried by search and rescue personnel. It will have the capability to survey in a grid pattern, detect human life, and operate under austere conditions and in inclement weather.

 

Derived requirements

1.      Air vehicle element

1.1.   Shall be capable of hover flight

1.2.   Shall be capable of sustained flight time in excess of 30 minutes

1.3.   Shall be capable of attaining a minimum of 1,500 feet above ground level (AGL)

1.4.   Shall be capable of operating in steady winds up to 25 nautical miles per hour (MPH)

1.5.   Shall be capable of sustained flight in excess of 30 nautical MPH

1.6.   Shall be capable of visual line of sight (VLOS) flight to distance of 3 kilometers

1.7.   Shall provide capacity to fly preprogrammed search patterns

1.7.1.1.            Shall be capable of storing 12 search patterns in onboard memory

1.7.1.2.            Shall be capable of flying to GPS waypoints

1.7.1.2.1.                  Shall be capable of storing 24 GPS waypoints in onboard memory

1.8.   Shall provide minimum of 5000 milliampere an hour (mAh) to sensor payload

1.9.   Shall be capable of sustained exposure to moderate rainfall for minimum of 30 minutes

1.10.                    Shall have exterior strobe light visible from 4 kilometers at night

 

2.      Payload

2.1.   Shall be capable of infrared (IR) video capture

2.2.   Shall be capable of video capture

2.3.   Shall provide ability to transmit streaming video to a (LOS) range of 5 kilometers

2.4.   Entire payload shall not consume more than 2000 mAh

 

3.      Cost

3.1.   Shall be less than $25,000 (equipment cost only)

3.2.   Shall require less than 8 hours of quarterly training per operator (classroom and hands-on training combined)

 

Test Requirements

 

1.      Air vehicle element

1.1.   Test air vehicle for hover capability

1.2.   Test air vehicle for sustained speed

1.3.   Test vehicle for maximum height

1.4.   Test vehicle for flight endurance

1.5.   Test vehicle for manual control maximum range

1.6.   Test vehicle acceptance of 12 programmed routes

1.6.1.      Test vehicle ability to fly programmed routes

1.7.   Test vehicle acceptance of 24 GPS waypoints

1.7.1.      Test vehicle ability to fly sequential GPS waypoint routes

1.8.   Test vehicle ability to sustain flight in moderate rain

1.9.   Test ability to see (unaided) vehicle strobe light at distance of 4 kilometers

2.      Payload

2.1.   Test IR senor ability to capture video

2.2.   Test payload ability to capture video

2.3.   Test payload ability to transmit video to control module

2.4.   Test payload ability to transmit IR video to control module

3.      Cost

3.1.   Test ability to train operator within 8 hours (hands-on and classroom instruction)

 

The development approach used for the People Finder is the waterfall method (Department of Health and Human Services, 2008). The waterfall method is preferred for this project because the short, 12 month timeline, from concept design to development and certification (Terwilliger, Burgess, & Hernandez, 2013). The waterfall method is also preferred because of the focus on budget concerns (Terwilliger, Burgess, & Hernandez, 2013). The Nevada UAS test site is the selected location for all flight test and certification activity (Federal Aviation Administration, 2015). Slots are tentatively scheduled for September-November 2016.

The derived requirements for the People Finder flow from the mission parameters. A large area natural disaster will have minimal services and may lack reliable electricity. The UAS must be able to operate in this environment to support search and rescue. It must be portable, robust and actually be able to find people.

 

Although I didn’t include “transportability” as one of the three major base categories for this assignment, the air vehicle must be portable and weigh less than 25 kilos in its carrying case. The ability to operate in windy or rainy conditions is a must. A natural disaster from a typhoon or tornado may have high winds and rain in the search area. The 30 MPH sustained design criteria speed should allow the UAS to maintain at least 5 MPH against a 25 MPH maximum operating limit wind. Finally, the ability to locate people in need of assistance in the disaster area is paramount. To accomplish this, the design criteria reflects a need to capture IR and daylight video; transmitting it back to the operator.

References

Department of health and Human Services. (2008, March). Selecting a development approach. Retrieved from https://www.cms.gov/Research-Statistics-Data-and-Systems/CMS-Information-Technology/XLC/Downloads/SelectingDevelopmentApproach.pdf

Federal Aviation Administration. (2015, August). Unmanned aircraft systems test sites. Retrieved from http://www.faa.gov/uas/legislative_programs/test_sites/

Terwilliger, B., Burgess, S., & Hernandez, D. (2013, September 25). System development and test & evaluation (T&E) [PowerPoint].
Document posted in Embry-riddle Aeronautical University ASCI 530 online classroom, archived at: https://erau.instructure.com/courses/18917/pages/7-dot-1-module-topic-reading?module_item_id=560777

Whitford, D. (2006). Cross-curricular initiatives in NSCI170. Document posted in University of Maryland University College NSCI 170 6981 online classroom, archived at: http://campus.umuc.edu

Perimeter Security

Greg Laxton

ASCI 530 – Unmanned Aerospace Systems

Research: UAS Mission

Embry-Riddle Aeronautical University-Worldwide

19 September 2015

      A specific mission suited to UAS the perimeter security around very high value installations, such as nuclear facilities. The mission would involve visual and infrared (IR) surveillance beyond line of sight (LOS). This would augment stationary cameras and give security an overhead view of possible threats. A UAS could fly at sufficient altitude to give facility security personnel a clear day and night view of activity within a specified radius of the high value installation.

 

     Mission requirements would influence the design and include IR and visual video feed, all weather capability and sufficient endurance. Several existing UAS would meet the design requirements for this role. Three examples of platforms capable of this mission are the Insitu ScanEagle ("Commercial unmanned solutions," n.d.), the AeroVironment Puma ("Puma," n.d.) and the Aeryon SkyRanger ("Aeryon SkyRanger," n.d.). These three examples have a range of capabilities and each could complete the hypothetical missions, but there are numerous other options on the market for aerial surveillance platforms.

 

     The ScanEagle is a proven, long endurance, persistent observation platform. It could offer the perimeter security more than 24 hours of continuous IR and video surveillance to a ground control station (GCS) ("Commercial unmanned solutions," n.d.). Its launch and recovery system requires a dedicated support vehicle, but the UAS does not need a runway for operations. It is the highest cost of the three options at several million dollars for the system ("USAF Factsheet," 2007). The second option is the AeroVironment Puma. It is a much smaller, hand launched, electric powered UAS with a conventional airplane configuration. It has a maximum endurance of 3.5 hours ("Puma," n.d.), according to company specifications. For this application, it would require several platforms to provide the continuous observation of the larger ScanEagle. The third proposed UAS is the Aeryon SkyRanger. This is a self-launched, electric powered quad-copter capable of approximately 50 minutes of endurance ("Aeryon SkyRanger," n.d.). All three vehicles have video and IR capability and can observe potential threats outside of the high value facility.

 

     The benefits of using a UAS for a perimeter protection role, is the observation point provided by an airborne platform. The view from above and the capability to focus the UAS on suspect areas, increases security offered from fixed observation posts. Adding a real time video and IR function, should allow security personnel to see thermal objects in very low light and transmit the images to an observer. The ease of launch and recovery, and the endurance of each proposed UAS would be determined by the end user and the budget available.

 

     The challenges of this design are the system costs and operator training. Set up costs could be significant for the organization, especially with the sophisticated ScanEagle, and all the platforms require some level of operator training.

 

     Ethical and legal challenges could be problematic; especially if the high value installation uses the UA to observe activity far from the facility. The neighboring homeowners, if in the United States (US), have a fourth amendment right to privacy (“Find”, 2012). Simply observing adjacent private property with conventional camera technology will probably not be illegal, but higher technology not available to the general public, like thermal imaging, will probably run afoul of the fourth amendment. In California vs. Ciraolo, the court held that “The Fourth Amendment was not violated by the naked-eye aerial observation of respondent's backyard” ("California v. Ciraolo," 1986). This ruling concerned law enforcements’ observation of backyard marijuana growing from an airplane. It may not exactly apply to security observation from an unmanned aircraft because the operator is not law enforcement, but the homeowner’s privacy concerns are still valid.

 

     Another legal challenge to this idea may be the loss of airspace above the installation. If the more sophisticated platforms, like the ScanEagle, are used in this role, the airspace would have to be closed to other users. This could easily generate complaints to the FAA if UAS are increasingly used in this role, especially if larger and larger areas of local airspace are cordoned off for “security” concerns.

 

 

 

References

Aeryon SkyRanger. (n.d.). Retrieved from http://aeryon.com/wpp/wp-content/files/brochures/Aeryon-SkyRanger-Brochure.pdf

California v. Ciraolo. (1986, May 19). Retrieved from https://supreme.justia.com/cases/federal/us/476/207/case.html

Commercial unmanned solutions. (n.d.). Retrieved from http://www.insitu.com/missions/commercial

FAA. (n.d.). Retrieved from http://www.faa.gov/uas/public_operations/

Finn, R. L., & Wright, D. (2012). Unmanned aircraft systems: Surveillance, ethics and privacy in civil applications. Computer Law & Security Review, 28(2), 184-194.

Puma. (n.d.). Retrieved from http://www.avinc.com/downloads/DS_Puma_Online_10112013.pdf

Raven. (n.d.). Retrieved from http://www.avinc.com/downloads/Raven_Gimbal.pdf

USAF Factsheet. (2007, November 1). Retrieved from http://www.af.mil/AboutUs/FactSheets/Display/tabid/224/Article/104532/scan-eagle.aspx

Gregory D Laxton

Embry-Riddle Aeronautical University, Worldwide Campus

ASCI 530

Assignment4.3

UAS Operations in the NAS

Equipping UAS with transponders and partitioning airspace would help separate manned and unmanned vehicles operating in the National Airspace System (NAS). Air traffic control (ATC) uses a secondary surveillance system to interrogate transponder equipped aircraft, which then replies with an automatic response. This response is a discreet code, and altitude or position information if so equipped (Rodgers, 1998). Transponders allow ATC to monitor aircraft and help maintain separation among users. Transponders are small enough to be used on unmanned platforms. For example, Sagetech manufactures a Mode S, ADS-B out, GPS equipped transponder for UAS that is 4”x1.8”x1” and weighs just over 5 oz. ("Sagetech Unmanned Transponder," n.d.). Mandating transponder equipped UAS who wish to operate in the NAS is a logical step to de-conflict the participants.

             Airspace separation would provide a safety barrier between manned and unmanned air vehicles. UAS package delivery business models could utilize low level corridors, much like a low level military instrument route (IR) depicted on aviation charts.  Pilots understand there may be heavy traffic along that route. A similar UAS corridor would help separate manned and unmanned craft. Additional airspace partition might include restricting UAS operations to below 500’ above ground level (AGL), and prohibit flying within 5 nautical miles of a towered airport. This is included in current UAS regulations ("Small UAS Notice of Proposed Rulemaking (NPRM)," n.d.).

Some manned aircraft operate below 500’ AGL under FAA visual flight rules (VFR). For these planes, there must be help for the pilot to identify the unmanned aircraft, either electronically and/or visually. Electronically could be via a panel mounted or handheld device that alerts pilots to UAS presence in their flight path. Visually acquiring the unmanned vehicles is just as critical to safe operations. UAS should be equipped with visibility requirements, such as strobes and high reflectivity surfaces, to aid low altitude aircraft see and avoid the unmanned vehicles.

 The FAA defines “small” UAS as under 55 pounds ("Small UAS Notice of Proposed Rulemaking (NPRM)," n.d.). Small UAS operators would likely encompass the majority of hobbyist and commercial delivery or video services. Much like manned aircraft, larger UAS would require fully equipped transponders, lighting, and continuous operational control. Commercial aircraft are equipped with a traffic alerting and collision avoidance systems (TCAS) that can help the pilot respond to impending midair collisions  ("Introduction to TCAS," 2011). The plot follows TCAS guidance and maneuvers the aircraft to avoid conflict with other TCAS equipped aircraft. This Real time operational control would be necessary for UAS to respond to collision alerts in the same manner and prevent mishaps.

References

Introduction to TCAS. (2011, February 28). Retrieved from

           http://www.bing.com/search?q=TCAS&qs=n&form=QBLH&pq=tcas&sc=0-

           0&sp=-1&sk=&cvid=b61431c755b247648616402363c39f87

Rodgers, T. (1998, September 6). Transponder Basics - AVweb Features Article.

          Retrieved from http://www.avweb.com/news/avionics/183231-

          1.html?redirected=1

Sagetech Unmanned Transponder. (n.d.). Retrieved from

            http://www.sagetechcorp.com/unmanned-solutions/#.VeZHVbfbKP

Small UAS Notice of Proposed Rulemaking (NPRM). (n.d.). Retrieved from

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

MEMORANDUM

TO:                  Guidance and Payload teams

FROM:            Greg Laxton

  Chief Systems Engineer

DATE:              August 20^th, 2015

SUBJECT:       EXCESS WEIGHT ON THE “WEED WETTER”

 

Our team appears to be at an impasse regarding excess weight of the “Weed Wetter”. To be successful, we must meet three objectives; be on time, be on budget and meet customer expectations. Its success is tied to our success. Currently we are 10% over weight. This takes us away from the derived requirement (Terwilliger, Burgess, & Hernandez, 2013) of two acres per hour from each Wetter. It is imperative we have a 5% improvement from both teams

To the payload team; please include the safety engineer in your discussions. There must be an area of compromise where you can find a solution with less fuel and less fertilizer. The current refuel and reload time is expected to be four minutes; if you can find efficiency in the turnaround process, perhaps you can treat the promised acreage. More flights of shorter duration may meet the target spray with the current vehicle design. Could we find room for improvement by relocating the supply vehicle closer or changing the spray pattern?

To the guidance, navigation and control team; please bring propulsion in to your discussions. Are there improved power plants that would provide more lift with the same weight? It has been a year since you finalized the engine choice, please check with NWUAV ("NWUAV EFI Multi-Fuel Engine," n.d.) again and inquire how soon the NW-45 will be available. All team members should investigate similar commercial off the shelf improvements that would help meet your target.

Traceability (Lowen, 2013) for all teams is critical. Please track any changes using the existing metric and plan to submit your improvements during the formal program review (Terwilliger, Burgess, & Hernandez, 2013) meeting next week.

We’re at a critical phase in development team, and I’ve authorized 10% overtime until Friday, the 28^th of August.

 Lowen, H. (2013). Requirement-based UAV design. Retrieved from http://www.micropilot.com/pdf/requirements-based-uav.pdf

NWUAV EFI Multi-Fuel (Heavy-Fuel/Gas) Engine. (n.d.). Retrieved from    
           http://www.nwuav.com/uav-products/heavy-fuel-engines.html

Terwilliger, B., Burgess, S., & Hernandez. (2013, September 25). MODULE #2 GLOBAL
           SYSTEM DESIGN CONCEPTS, REQUIREMENTS, AND SPECIFICATIONS
           OVERVIEW [PowerPoint].

Lightning Bug to Global Hawk

Gregory D Laxton

Embry-Riddle Aeronautical University, Worldwide Campus

ASCI 530

Assignment 1.4

 

 Lightning Bug to Global Hawk

The Ryan Aeronautical Company of San Diego, California, provides an excellent series of examples for comparison and evolution of early unmanned reconnaissance aircraft. The Global Hawk high altitude long endurance (HALE) unmanned aerospace system (UAS) can trace its heritage to early Ryan Aeronautical model 147 drones (Katz, n.d.). In the early 1960s, manned intelligence gathering flights over China and Russia became more perilous for US crews, most notably after the 1962 shoot down of the American U-2 spy plane over the Soviet Union and capture of pilot Gary Powers (History.com-Staff, 2009). Unmanned platforms for intelligence, surveillance and reconnaissance (ISR) missions provided a logical solution. Ryan Aeronautical was contracted and produced the model 147 and later variants, which were used by the military for decades in a variety of roles (Blom, 2010).

            Ryan was acquired by Teledyne in 1968 and Northrop Grumman in 1998 ("Our Heritage," n.d.). There have been significant technological improvements to UAS since the Ryan Model 147B Lightning Bug was delivered to the Air Force in 1964 (Blom, 2010, p.57), but the heritage from the manufacturer is evident. For example, both systems are HALE platforms with high aspect ratio wings, used for intelligence gathering without risk to aircrew. The Teledyne Ryan YQM- 98A Compass Cope, depicted in figure 1, first flew in 1974 (Blom, 2010, p.66) and like the Global Hawk, features a top mounted single jet engine, high aspect ratio long mid body wing, and twin vertical stabilizers (Katz, n.d.).

 

Figure 1 Teledyne Ryan YQM-98A. From Katz, Before Predator: The Early History of Remotely Piloted Aircraft. Retrieved from http://www.sfte2013.com/files/75234565.pdf

In 1974 the YQM-98A Compass Cope flew for over 28 hours (Blom, 2010, p.56). An endurance record that lasted 26 years until the Global Hawk flew a 31.5 hour mission from Edwards Air Force Base, California ("Global Hawk breaks record," 2000).

            Size and capability separate the modern RQ-4 Global Hawk, depicted in figure 2, from its predecessors.

Figure 2. Northrop Grumman RQ-4 Global Hawk. From Katz, Before Predator: The Early History of Remotely Piloted Aircraft. Retrieved from http://www.sfte2013.com/files/75234565.pdf

The RQ-4 has a 139 foot wingspan and maximum takeoff weight over 32,000 pounds ("Global Hawk," n.d.). Alternatively, the Ryan model 147B featured a smaller wingspan of only 27 feet (Blom, 2010, p.56). Capabilities have dramatically improved, as would be expected. The RQ-4 has long loiter times and large payloads of sensors. In this respect, the mission of the new platform aircraft is very similar to the original; remote observation in hostile airspace and convey information back to decision makers, without putting a pilot in harm’s way. An advantage of using unmanned systems during heightened political tensions is denying an adversary the propaganda tool of captured aircrew. Modern platforms like the RQ-4 bring networked real time sensor information with the added benefit of streaming video to the battlefield commanders.

            New technology will invariably change the capabilities of HALE platforms. A promising idea is solar powered aircraft that can loiter for days or months, rather than hours. Current examples of large solar powered UAS include the Facebook Aquila, Google’s Titan project and the cancelled Boeing Solar Eagle (Warwick, 2015).  A vehicle of this type paired with the sensor and communication packages of the RQ-4 would be a formidable asset.

 

References

Austin, R. (2010). Unmanned aircraft systems: UAVs design, development and deployment. Chichester, UK: Wiley

Blom, J. D. (2010). Unmanned aerial systems: A historical perspective. Fort Leavenworth, KS: Combat Studies Institute Press.

Global Hawk. (n.d.). Retrieved from http://www.northropgrumman.com/Capabilities/GlobalHawk/Pages/default.aspx

Global Hawk breaks record. (2000, May 2). Retrieved from http://www.flightglobal.com/news/articles/global-hawk-breaks-record-65081/

History.com-Staff. (2009). U-2 Spy Incident. Retrieved from http://www.history.com/topics/cold-war/u2-spy-incident

Katz, K. P. (n.d.). Before Predator. Retrieved from http://www.sfte2013.com/files/75234565.pdf

Our Heritage. (n.d.). Retrieved from http://www.northropgrumman.com/AboutUs/OurHeritage/Pages/default.aspx

Warwick, G. (2015, March 30). Facebook’s UAV. Retrieved from http://aviationweek.com/technology/facebook-s-uav-flies-builds-developments-solar-power