THE USE OF COMPLEX PILOTLESS SYSTEMS IN POLICE PRACTICE

Transcription

1 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2011 THE USE OF COMPLEX PILOTLESS SYSTEMS IN POLICE PRACTICE 147 Martin HRINKO 1 Abstract: The author deals with a proposal of using a complex pilotless monitoring system model in the police practice. He describes the features of the pilotless system suitable for th performance within security measures. He presents and outlines benefits of the system including unprecedented speed of its bringing into practice and its availability. Then he faces them with existing police practice of currently used helicopters of the CR Police Air Service. In the content of this article, the author offers an insight into essential selected outputs from the extensive analysis of risks associated with the pilotless monitoring system use. Keywords: CR Police, Police activities, Pilotless monitoring systems, Security 1. INTRODUCTION The report systematically analyses closely defined topic of monitoring in the police practice. In this connection, the report brings innovative solution of using the pilotless monitoring system (further as pilotless system) model of helicopter, for the CR Police tasks performance. As presented in this work, it is a quite unique project in the CR Police practice as well as in that of other rescue bodies in the Czech Republic. The work describes the existing practice of police activities connected with using the aviation technology and related pros-and-cons of that practice. Then the author compares in details s functions pros and cons with, inter alia, a possibility of replacing the standardly used helicopter with pilotless system for selected CR Police activities. For this purpose, the author determines the type activities for deploying the pilotless system equipped with technical accessories and elaborates a risk analysis in connection with operation of the mentioned pilotless system etc. 2. CURRENT SITUATION The Air Base of the AS CR Police in Brno provides for the helicopters operation for needs of the CR Police departments as well as for Fire Rescue Service of the Czech Republic and departments of the Integrated Rescue System of the CR (further as IRS) above all in Moravia and Silesia during 07:00. - Emergency operation during 07:00 lock or as per requirements policy version EC 135 T2 rescue, fire rescue version Bell 412 EP - Other operation scheduled tasks, universal version EC 135 T2 If no major changes in configuration of the emergency helicopter equipment are required the take-off is usually made within 10 minutes after receiving the appeal. The time to reach the operation site is given by the average flight time from the Main Air Base Prague or from the Brno air base. The flight time is also influenced by weather conditions. 3. ASSESMENT AND ANALYSIS OF OWN RANKS, PROPOSALS AND RECOMMENDATIONS The aim of this report part is study, evaluation and analysis of our own ranks. In the below mentioned analysed areas, the author is critically hinting about the existing processes (practice) weak points in these issues and presents optimizing proposals for their improvement. The evaluation of the existing status has shown the necessity to analyse, solve and make optimizing recommendations and proposals for existing practice improvement. The detailed study is given in the below mentioned points. 1 - Colonel, Ing., Ph.D., MBA; martin.hrinko@seznam.cz, Police of the Czech Republic, 30.dubna 24, Ostrava, Czech Republic, phone:

2 148 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation The following issues are particularly desirable to solve: - Speed of aerial device deployment to the police operation (agility) - Variability of the aerial device use in the police operation especially possibilities of its use and requirements for flight conditions, for landing site, refuelling and necessary service. - Consumption of fuel, operating fluids and other expenses related to the helicopter deployment in the police operation. Moreover, it is necessary to consider the purchase cost and durability of the standard AS CR Police helicopter including demands on pilots, aviation and logistics personnel in comparison with purchase cost, durability and demands on personnel of the pilotless system. 3.2 Analysis and partial conclusions: - operation is to be counted in hours in case of distant destinations. The deployment is to be extended adequately in case of unfavourable conditions during the flight. The timeout between the need of the helicopter deployment and its actual one to the police operation may not be, therefore, optimal. - Unfavourable changes of weather such as heavy rain, fog, snow, thunderstorm, windstorm etc. affect directly impossibility of using the existing aviation technology. The weather is often the reason for the helicopter no deployment although the police operation can be hardly done without it. In practice, there are often optimal flight conditions for the A deployment in the site of required police operation. However, unfavourable conditions are on the route and for this reason the helicopter cannot take off and reach the site of destination. The same problem relates to the helicopter landing site. The requirement for landing are often very complicated here especially if landing is to be done in urban area. For safety landing, the helicopter pilots require optimum areas such as playgrounds, stadiums, fields, etc. which is often difficult to arrange in practice. The problem is also noise during landing and take-off. Another issue is the system of refuelling. The existing situation does not appear to be optimal in view of the number of unfavourable conditions for helicopters deployments, choice of landing site, noise, the way of refuelling, current agility and demands on the personnel and pilots. - Both types of so far used helicopters of AS CR Police are demanding on the purchase cost, fuel consumption, operating fluids, servicemen, engineers, and necessary logistics, garaging and require minimum two-man crew during the flight. The crew pilots, both are policemen and must meet many requirements training, hours flown, practice, norm for safety brakes, etc. The team of the AS CR Police includes also logisticians, bookkeepers, maintenance staff, store men all they are policemen in service or persons employed with the CR Police - the number of them is now more than people. 3.3 Proposals, recommendations to the analysis and partial conclusions: - An optimizing proposal how to significantly reduce the time for deployment of the aviation technics is the pilotless system which is capable to be deployed to the police operation within 5 s decision to engage the pilotless system in the police operations by the pilotless system (which may be a part of equipment of each regional police directorate) may be considered as an optimizing recommendation for the practice. - The proposal is again to use the pilotless system, transport it from region area by a vehicle to the police operation location and to deploy it here to perform the required tasks. Moreover, another advantage of the pilotless system is that, despite the fog and poor visibility, the system software can be programmed by entering co-ordinates and then the drone helicopter, without any further assistance, follows the terrain by map during the flight. It is true that in case of thick fog the possibility of using a digital camera is excluded but still the infrared system can be used which is a helicopters, the pilotless system has no problem with a choice of landing site. It is able to land even on the vehicle roof (for example, command and staff vehicle, etc.). The same situation is in case of refuelling. - An average fuel consumption of currently used helicopter types is high. The consumption often increases during their deployment. During the police operation, it is higher than usual, for example when the helicopter so-called hangs in the air. The author recommends to use significantly cheaper

3 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2011 operation using the pilotless system for many equivalent types of police operations where the deployment of the mentioned aviation systems can be compared (of course, for objective reasons it cannot be compared, for example, with using a crane, persons escorts, transport of found missing persons to a hospital, etc.). It cannot be but recommended to use the pilotless system in the selected types of police operations in the police practice. It is an optimizing recommendation for practice. 4. CHOICE, PURCHASE, TECHNOLOGY AND USING THE PILOTLESS MONITORING SYSTEM Subsequently, the requirements are necessary to be specified for production or modification of the drone helicopter model from series production so that it can be used by the CR Police for its tasks performance, especially for: - monitoring flight with digital camera capable transmit the signal to the screen in the operation area; - infrared monitoring of the impenetrable space; - slow and speed flight - high and low - - easy operation both during the flight control and the preparation of the flight as well as its disassembly for the transport; finally, the system size would play also decisive role; - colour coding of the drone helicopter expressing its belong to the CR Police; - the system not to be ea - the software programmability for planning the flight as per co-ordinates and storing the records taken and - low fuel consumption connected with the optimum flight length requirement. On the basis of the market investigation, it can be stated that the above mentioned requirements can be met by, for example, modified product (see Fig. 1) with full autonomous system, autopilot and GPS navigation, which may further include: - complete pilotless carrier (drone helicopter); - advanced electronic flight stabilizing system; - camera in a mobile and stabilized suspension under the pilotless carrier with video recording; - 2 x panel to control the carrier and the camera movement; - system of transmitting the video to the ground; - infrared camera; - highly resistant notebook with GPS localization and bidirectional transmission of telemetry data from the flight; - software with maps; - transmission equipment in a form of a case with LCD display and video receiving device; - set of receiving and transmitting antennas; - virtual glasses for projecting a video on the ground and also accessories and electronics. Moreover, it is necessary to consider training of two-persons, free maps and on-board software updating. 149 Figure 1 Described monitoring system incl. accessories[4]. This modified model of helicopter is ready for the flight within a few minutes. It is operated by top control transmitter and electronic flight stabilizer. The mass-produced drone helicopter can operate within a radius of 1 kilometre and monitor the areas from a height of 1,000 metres. It may move without limitation in low altitudes in heavily built-up areas. It may be equipped with a digital cameras, infrared camera and also transmission device that transfers the image to the ground in real time. The weight of whole the equipment is maximum 13 kg.

4 150 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2011 The drone helicopter has excellent manoeuvrability allowing immediate adaptation to terrain and photography on the locations where standard aerial photography is impossible or difficult. The pilotless systems are not limited by minimum flying levels such as standard aircrafts and helicopters in the Czech Republic (high image definition and punctuality). The system allows a precise control of the monitored place thanks to satellite tracking of the flying device position, a possibility of moving in low altitudes even in heavily built-up areas. The system is characterized by high mobility of the recording means, by ability of taking-off on minimum space and possibility of further digital images processing. 4.1 Technical parameters and specifications Number of rotors: 1 - a safety patron to ensure timely and safety ejection of the rotor propellers; - a system to ensure the parachute opening which serves for independent emergency landing; - a system for automatic flight termination in the event of control loss by the operator. Technical equipment of the pilotless system for the flight: - a module indicating the pilotless system position to the operator and its altitude during the flight; - an electronic and communication equipment for the flights in the controlled spaces; - navigation lights. Maximum vertical ceiling during the flight except the flight over the crowd: - within the flight except of controlled airspaces up to 300 m above ground; - within the flight in the controlled airspace over 5,5 km from an international airport up to m above the ground; - within the flight in the controlled airspace within 5.5 km from the international airport flight coordination and bidirectional radio communication with related Air Traffic Control. 4.2 Air operations and proposed way of type activity at deploying the pilotless system in particular emergency events or preventive measures The pilotless system may be operated with permission of CAA (Civil Aviation Authority). Subsequently, in the contents of this subchapter, the author presents specific possible ways of deploying the pilotless system in particular preventive measures or events of emergency, so called type activities Type of activities using the pilotless monitoring system Within this subchapter, the author lists the type events where the pilotless system will be able to be used. According to the author, the pilotless system will be capable to fully substitute for the existing standard helicopter of the AS CR Police deployment in the mentioned type activities. The pilotless system will be then possible to be individually used in the following cases: Police activities associated with prevention of: crime on the border regions, crime in hardly accessible terrain, public order, oversight and supervision of the traffic safety and smoothness, terrain reconnaissance. Police activities associated with saving the life, health and property in relation to IRS branches intervention or with the CR Police action especially in: events of emergency, rescue operations, search events, documentation activities. 5. ANALYSIS OF RISKS ASSOCIATED WITH THE PILOTLESS SYSTEM In the way of extract, the author presents a risk analysis associated with the pilotless system operation. In the list, the likeliest risks are included that may be really threatening in deploying the system in police practice. In his analysis, the author reflects both possible risks associated with the system technical faults and errors in operating and piloting the system including external influences. Among them, one can include an intention to impair the system operation, thus avoiding the purpose it has been purchased for. In choosing a suitable risk analysis, the author decided for one. 5.1 RISK ASSESSMENT USING THE FAILURE MODE AND EFFECT ANALYSIS The Failure Mode and Effect Analysis (FMEA) method has been used for the system failure determination. For setting a limit of unwanted risk in the FMEA method, the procedure of Vilfredo

5 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2011 Pareto (who worked out a mathematical theory of equilibrium and determined the rule 80/20 using the compared with statistical data and on this basis the most serious ones have been determined in connection with using the pilotless system in police practice. Such risks are to be reduced by technical and organizational and operational procedures. The analysis of the risk identification is based on the analysis of the failure mode and its effects. The Failure Mode and Effect Analysis (FMEA) serves for the system elements control and identifies simple failures. It is based on the following formula: R=P.N.H (4), Where: R risk rate, P probability of the risk rise and existence, N gravity of effects, H risk detectability Designation and predicate of risks (structural aspect) Table 1 The table indicates the FMEA analysis from the structural aspect[4]. Event P N H R Pareto principle [%] 1 Fire ,4 2 Equipment failures ,43 3 Material hidden defects ,96 4 Fuel explosions ,96 5 Possibility of mechanical damage ,22 6 Limited life of material ,22 7 Interruption of radio communication ,85 8 Loss of accessories ,48 9 Virus in the control software ,48 A level of risk tolerance has been determined using the Pareto principle method. The risks the value have been designated as unacceptable and necessary measures are to be taken ,4 43,83 54,79 65,75 Figure 2 [4] Designation and predicate of risks (process aspect) Table 2 The table indicates the FMEA analysis from the process aspect [4]. Event P N H R Pareto principle [%] 1 The breaking parachute was not ejected (drone helicopter fall) ,99 2 Autopilot failure ,88 3 Intentional damage to the equipment (by extremist etc.) ,22 4 Human error (operator) ,26 5 Misappropriation of the device ,61 6 Accident during the flight (collision with birds, electrical lines, etc.) ,2 7 Rules infringement ,2 8 Transponder failure ,2 9 Attack on the operator ,96 10 Theft of the device ,48 Event 73,97 82,19 89,04 94,52 151

6 152 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2011 A level of risk tolerance has been determined using the Pareto een designated as unacceptable and necessary measures are to be taken ,09 67,35 73,96 80,16 86,36 92,56 97, , ,99 Figure 3 0 Event Assessment On the basis of the structural and process aspects by FMEA method assessing, one can state that the most considerable risks of using the pilotless system in the police practice are particularly: fire of the system during the flight, the case when the breaking parachute is not ejected within the fall after the system failure, the equipment and the autopilot failures. 6. CONCLUSION The theoretical contribution of the article lies in extending our knowledge on how to make more efficient the operational capacity as well as deployment of the police forces and technical means within the standardized activities in the police practice (for example, search for wanted, missing persons and property in an inaccessible terrain, the terrain reconnaissance, monitoring of extremism acts, urban and spectator violence etc.) by means of modern pilotless system. The contribution for the practice means particularly determination of selected type activities where using the pilotless system will be much more economical, more timely and efficient when compared with existing practice. Using the pilotless system will greatly facilitate the police security intervention commander to monitor the situation from the air, thus enabling him to clearly choose the right intervention tactics under the single command in case of police forces deployment and means, for example against offenders. The contribution for the science can be seen in a whole new perspective of using the described modern monitoring equipment, modern model of the aerial device and modern system of pilotless control especially for performance of police duties. The knowledge gained in the study of using a modern pilotless aerial monitoring technique in the police practice is an important contribution to preventing and combatting illegal activities and to saving lives, health and property. REFERENCES 1. HRINKO Martin: Monitoring drone helicopter in the CR Police service, Proceedings of the International Science Conference of Fire Protection, Ostrava, Czech Republic, 2009, pp HRINKO Martin: Using the monitoring device for the Czech police needs, Theoretical and practical professional journal Police Theory and Practice, Police Corps Academy, Bratislava Slovak Republic, 2009, pp HRINKO Martin: Using the aviation technology in the police practice, Proceedings of International Conference of Population Protection, Ostrava, Czech Republic, 2010, pp HRINKO Martin: Pilotless monitoring system in the police practice, Monographic publication, -TU, Ostrava, Czech Republic, 2010, pp. 5. Airvisiontechnology: Fully autonomous pilotless monitoring devices and a monitoring progress of p Aalborg University: Robust Control of an Autonomous Helicopter, Monographic publication, Aalborg University, Great Britain, 2005, pp. 88 Reviewer: Assoc. Prof. vladimir.kebo@vsb.cz, VSB-TU Ostrava, 17 listopadu 15, Czech Republic, phone: