presentation (pdf 1mb)

A Requirements & Capability Discussion: UAS for SAR & Law

Enforcement Reece Clothier

Senior Research Fellow Australian Research Centre for Aerospace Automation

Queensland University of Technology [email protected]

Overview of Presentation

�  An appreciation of the mission requirements

�  Assessment of the “State of Play” �  UAS for SAR in the short term �  UAS for Surveillance in the short term

�  Dipping your toe in the water

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Copyright © 2012 R. Clothier. All rights reserved.

UAS For SAR and Law Enforcement

U.S. Customs and Border Protection

Mercury Press Agency Ltd

Ripley Valley Rural Fire Brigade

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ShadowHawk Photograph: Vangurard

Photo: Sacremento Police

Ripley Valley Rural Fire Brigade


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The Solution Space

UAS data supplied from a database compiled and maintained by the Defence Science and Technology Organisation (DSTO), Australia. CPA data obtained from Aviation Week and Space Report and Jane’s All the World’s Aircraft. REF: Clothier et al. (2011) “Definition of an airworthiness certification framework for civil unmanned aircraft systems“, Safety Science. 2011


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1E-‐2 1E-‐1 1E+0 1E+1 1E+2 1E+3

endurance (hr)

number o

f aircraft ty

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UASmanned aircraftUAS, 714 total

CPA, 497 total

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The Solution Space


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The Solution Space



UAS, 633 total

CPA, 645 total

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The Solution Space


CONSIDER THE SYSTEM AND NOT JUST THE AIRCRAFT!

logistics

regulatory requirements

crew training & currency

Maintenance and sustainment

legal considerations

mission requirements

interoperability with existing systems

deployment and recovery

security

sensors

risks

WH&S 8

cost

service outcomes


Why Bother to Explore UAS?

�  Comes down to potential improvements that can be achieved in the level of SAR and LE service (for the same budget) �  Improvements in the coverage, availability, efficiency or

outcomes from existing SAR and LE services �  Potential to offer new SAR and LE services �  Reduction in the risks to SAR and LE personnel

�  Service improvements potentially gained through the unique performance capabilities of the Unmanned Aircraft SYSTEM �  They are SYSTEM properties not just aircraft properties �  We are trying to determine the requirements on the system that

will deliver the intended service improvements

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A Requirements Shopping List… �  Mission Performance

�  Role �  Response time �  Time on station �  Data �  Environmental conditions �  Interoperability with existing

systems

�  Capability Establishment �  System cost �  Personnel, training & licensing �  Operational approvals

(UOC, AA, LoA) �  Procedures & practices

(OM, FM, MM, SMS, WH&S)

�  Legal, liability & insurance

�  Capability Sustainment �  Maintenance �  Replenishment of stores �  Crewing, currency & retention

�  Capability Improvement �  Expanding scope of operations �  Improving sensors & systems �  Revising policies & practices

�  Capability Retirement �  Migration to new systems

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Requirements on Range �  Range is particularly critical to broad area SAR

�  For UAS, it is important to consider the system range NOT just the aircraft range

�  Maximum operating range can be limited by the �  Types of communications links that are used �  Level of autonomy of the system �  The nature of the terrain in the operating area

�  The location of the remote pilot station and “spoke” stations

�  Number and location of repeater stations �  Which can be both ground and in the air

�  Operational restrictions (e.g., conditions in your UOC or the extent of your area approval)

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Requirements on Endurance �  Endurance is also key to to broad area SAR and persistent LE

�  Maximum operating endurance is a factor of �  The platform performance

�  Multi-rotors – typically < 60 minutes �  Small helicopters (e.g., < 20 kg) around 1-2hrs �  Medium/large helicopters UAS (6-12 hours) �  Small fixed wing (12-24+ hours) �  Large fixed wing (upto 18-36+ hours)

�  Crew hours �  Function of autonomy of the system �  Number of crews available

�  Available operating hours under conditions of UOC or AA (e.g., day VMC only)

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Camcopter S-100 - Schiebel


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Requirements on Operating Conditions �  SAR missions are often associated with weather events. Typical

requirement is to be able to deploy in inclement weather

�  Ability to deploy in poor weather is not just whether it is IFR or VFR rated aircraft �  Many “low end” UAS are not waterproof �  Like manned aircraft, to operate a UAS in IMC, requires IFR

equipment and training

�  Weather will also impact: �  Sensor performance (from clouds, moisture on lens and vibration) �  The stability of the platform – small UAS �  Ability to reach operating sites and deploy (example of Insitu and QLD

Police operations up in North Queensland) �  Safety cases and suitability of standard operating procedures

�  E.g., due to changes in aircraft traffic patterns �  Existing mitigations reliant on “vision”

�  Takeoff performance


Requirements on Response Time

�  Response time is a critical performance requirement for both SAR and LE missions

�  UAS response time is a factor of the �  Type of aircraft and its performance �  Location of launch and recovery sites relative to mission areas �  Portability and setup of equipment including launch/recovery

elements �  Regulatory and operational approvals that need to be in place (or

activated) �  Service model (contract service or own operator)

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Requirements on Logistics �  Don’t just look at the size of the aircraft

�  Consider the launch and recover elements

�  Any forward equipment stations

�  Size/weight of equipment �  backpack, patrol car, truck, custom vehicle? �  personnel manual handling and WH&S

�  Potential for damage during transport

�  Access to sites – 4WD? Truck licence?

�  Lead time on parts will impact turn around and its impact on availability �  Can you go to the local Dick Smiths? �  Should you go to the local Dick Smiths?

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Requirements on Observability

�  LE operations often require low observable systems �  Consider both the visual and noise profile �  Low–noise platforms also have the benefit of low public nuisance

�  Will influence the choice of: �  operating altitude �  propulsion system (electric, ICE, jet)

�  On the other hand, it is not good to have a low visibility system because: �  For purposes of “see and avoid” – you want to be as visible to other

pilots as possible. CASA may require the fitment of navigation, and anti-collision strobes

�  High visibility is required in order for ground-based pilots to be able to locate and orientate themselves with respect to the UAS and to ensure visual separation from another aircraft or structures

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CONSIDERATION - Launch �  Benefit of VTOLS!

�  Hand launch (MTOW < ~5kg)*

�  Assisted Launch Systems �  Bungee (MTOW < ~15kg)* �  Catapult (MTOW < ~90kg)* �  Pneumatic rail (MTOW < ~400kg)* �  Additional logistics / equipment �  Potential wear/damage to aircraft �  Don’t need a prepared launch area �  Additional time required to launch aircraft

�  Conventional Runway �  Limited to prepared area or existing sealed runway �  Challenges with integrating alongside other airfield users �  Exit/transit lanes to operational areas

* typical values

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CONSIDERATION - Recovery �  Again – another advantage of VTOLs

�  Conventional takeoff and landing �  Simple but limited to prepared landing areas

�  Belly skid �  Prone to damage (propeller, leading edges, antennas and payload)

�  Net and hook retrieval systems �  Advantages – independence of prepared strips (e.g., can recover to

vessels) �  Disadvantages – again additional logistics (integrated launcher/

recovery) �  Potential damage to UAS

�  Parachute �  Added aircraft weight �  Useful in emergency situations �  Reduce kinetic energy profile - operations over inhabited areas

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�  The information needs of the decision maker should drive requirements on the payload and not the other way round (otherwise, why fly?)

�  Types of sensors flown (e.g., thermal IR for MFB)

�  Payload support �  Power, volume, weight, drag…

�  Trade-offs �  Resolution, range, field of regard, field of view (the soda straw) �  Onboard processing, storage and bandwidth requirements �  Data provided �  Environment

�  In many cases the payload can far exceed the cost of the UAS �  UAS Crashworthiness??

Requirement - Payload 19


CONSIDERATION – Data

�  Once you have collected the data – what do you do want to do with it?

�  For LE missions, can it be used as evidence in a court of law?

�  Need to know the accuracy and precision of the data

�  This is a function of: �  Aircraft navigation performance (position, speed of aircraft) �  Sensor resolution, field of view and accuracy in pointing �  Measurement of the aircraft and sensor attitude and the range

and speed of the target �  Time synchronisation and logging of ALL of the above data

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Requirement - Security �  Particularly for small UAS performing LE missions, security

of the system is an important consideration during the operation, storage or transportation �  controlled item (like firearms or tasers)

�  Security of the remote pilot station during operations

�  Security of the communications links used �  Encryption and frequency hopping DSS systems �  Resilience to jamming and interference

�  Security/privacy of the information �  Onboard storage (loss of UAS and recovery of storage devices)

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Requirement - Autonomy �  Stability augmentation through to automated path planning and following

�  Why seek a higher level of autonomy for LE and SAR? �  Autonomy will be required to fly beyond VLOS of the remote pilot �  Autonomy can be a safety feature

�  E.g., for communications loss or containment

�  Reducing the demand on communications bandwidth �  Onboard intelligent sensor processing �  Also extend your “comms” range

�  Autonomy ensures consistency in service performance �  Machines don’t fatigue

�  Reducing payload and remote pilot task load �  From stability augmentation through to full guidance, navigation and control for all

phases of flight

�  Lower training requirements

�  Facilitates multi-tasking �  A single crew can potentially support multiple UAS

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Consideration – Autonomy and UAS Teaming

�  Excluding ground crew, typically a two to three man crew is required to support a single UAS large operation �  Remote pilot, sensor operator and supervising controller �  Current concept is many people to one UAS �  Drive towards one person to many UAS

�  Why move to teams? �  Search efficiency and effectiveness

�  Divide and conquer �  Use multiple UAS in overlapping paths (ocean currents)

�  Utilise UAS with different sensors �  Communications relay

�  Extend the reach of systems

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CONSIDERATION – Military vs Civil

�  Military Systems �  Typically attract a higher price tag (procurement and through life

support costs) �  “Proven” - Many have significant operational heritage �  Generally not developed with your specific requirements in mind �  May never know “what’s in the box” �  May only be able to engage under a service arrangement �  Often have limited opportunity for modification �  Greater interoperability of systems (e.g., STANAGs, MILSTDS) �  Operations in civil airspace an “after thought” �  Competition for parts/support with military customers

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CONSIDERATION – Military vs Civil

�  Civil / Commercial Systems �  Many being designed from the outset with a particular

application in mind �  Flexible and more open to tailoring to application needs �  Not designed to any particular standard �  Quality of engineering / components / aircraft �  Largely “unproven” systems

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Qube public safety UAS Photograph by: Gary Winterboer


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Requirements on Communications �  Range is particularly critical to broad area SAR

�  For UAS, it is important to consider the system range

�  NOT just the aircraft range

�  Communications performance is not constant �  What you see out in the bush �  For SAR in built up areas must �  Types of communications links used �  Level of autonomy of system

�  BVLOS operations

�  Terrain and operating area �  Number of ground control elements �  Operational restrictions (e.g., extent of your area approval)

�  Does it need to be inter-operable with existing systems?


CONSIDERATION – Getting Approval to Operate

Photograph: Merseyside Police/PA

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�  Operational restrictions are unavoidable in the short to medium term

�  Key to approvals is being able to ensure containment to a designated area of operations �  Containment to airspace �  Containment to the designated unpopulated area

�  Methods �  The big “red” button – not useful when over populated

areas �  Geo-fencing �  Automated Recovery Systems �  Controlled ditching �  Margins

CONSIDERATION – Containment 29


CONSIDERATION – Social Issues �  Social attitude towards the risks

�  Search and rescue, bushfire fighting vs law enforcement and surveillance

�  Noise �  Operations over regions previously free of aviation activity

�  Social issues within your personnel

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Requirements on Cost

�  Why it’s difficult to talk about costs �  Can’t make comparisons – aircraft and performance to do

the same role �  Comparing established systems/operations with figures for

“low number” or one-off missions which have a NRE component on setup

�  Availability of figures

�  Factors to consider �  Buying a system – not an aircraft �  Number of people required �  Deployment to the field �  Cost comaprisons best made in terms of outcomes

�  E.g., $$ area searched per hour

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Recommendations on How to Get into the UAS Game… �  You know your application space better than anyone else

�  So, you think you know what you need!

�  “We” know the technology and what it can do �  So, we think we know what capabilities you want!

�  In reality, neither of us truly know what it is we want or need until we go out and field the technology

�  Consider initial foray into UAS as a learning exercise for both the end user of the technology and the technology provider

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�  Think big but start small and build up �  Gain experience with a small, low risk and well-scoped operation �  Attracts lower initial overhead (approvals etc.)

�  Reduces corporate risk and liability risk

�  Know what SERVICE outcomes you want to measure and make sure you can measure them!

�  Get trained on the UAS, even if you don’t own it �  No better way to get a full appreciation of a system than to

become a trained operator for it

�  Iteratively expand the scope of operations/complexity as you and the UAS operator/supplier gain experience

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Recommendations on How to Get into the UAS Game…


When does it Make Sense to Use UAS? �  Do not view UAS as replacements for current civil

conventionally piloted aviation services �  E.g., only the “Search” in SAR

�  Instead it is better to consider how UAS can compliment conventional assets �  Consider the integrated “capability” which may be achieved

�  Free up conventional aircraft for what they are good at: �  Delivery of aid or personnel, winching, medevac…

�  Ability to provide enhanced service �  New services (e.g., when conditions are too dangerous) �  Greater availability, coverage, efficiency and more successful

outcomes �  More for the same $$ �  Reduce the risk to service personnel

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Summary

�  Huge range of potential systems that could provide a capability SAR and LE

�  Truly understanding the requirements for a particular application is difficult – consider it a learning exercise for both

�  Must consider system performance and not aircraft performance

�  Likely starting points for UAS in SAR and LE: �  First response – small multi-rotor UAS, within VLOS and in a

contained environment �  For SAR, small fixed wing UAS

�  Think big but start small and build up �  Aligns with CASA risk management approach �  Manages the financial and operational risks

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QUESTIONS

Reece Clothier

Australian Research Centre for Aerospace Automation

[email protected]

www.arcaa.aero

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