A Requirements & Capability Discussion: UAS for SAR & Law Enforcement

Transcription

1 A Requirements & Capability Discussion: UAS for SAR & Law Enforcement Reece Clothier Senior Research Fellow Australian Research Centre for Aerospace Automation Queensland University of Technology

2 2 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

3 UAS For SAR and Law Enforcement 3 U.S. Customs and Border Protection Mercury Press Agency Ltd Ripley Valley Rural Fire Brigade ShadowHawk Photograph: Vangurard Ripley Valley Rural Fire Brigade Photo: Sacremento Police

4 The Solution Space 4 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

5 The Solution Space 5 number of aircraft types UAS UAS, 714 total CPA, manned 497 total aircraft 0 1E- 2 1E- 1 1E+0 1E+1 1E+2 1E+3 endurance (hr) 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

6 The Solution Space 6 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

7 The Solution Space 7 UAS, 633 total CPA, 645 total 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

8 sensors WH&S 8 interoperability with existing systems logistics Maintenance and sustainment security CONSIDER THE SYSTEM AND NOT JUST THE AIRCRAFT! legal considerations regulatory requirements service outcomes risks mission requirements cost deployment and recovery crew training & currency

9 Why Bother to Explore UAS? 9 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

10 A Requirements Shopping List 10 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

11 Requirements on Range 11 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)

12 Requirements on Endurance 12 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 ( hours) Large fixed wing (upto hours) Crew hours Function of autonomy of the system Number of crews available Camcopter S Schiebel Available operating hours under conditions of UOC or AA (e.g., day VMC only)

13 Requirements on Operating Conditions 13 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

14 Requirements on Response Time 14 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)

15 15 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?

16 16 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 anticollision 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

17 CONSIDERATION - Launch 17 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

18 CONSIDERATION - Recovery 18 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

19 Requirement - Payload 19 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??

20 CONSIDERATION Data 20 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

21 21 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)

22 Requirement - Autonomy 22 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

23 Consideration Autonomy and UAS Teaming 23 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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25 CONSIDERATION Military vs Civil 25 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

26 CONSIDERATION Military vs Civil 26 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 Qube public safety UAS Photograph by: Gary Winterboer

27 Requirements on Communications 27 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?

28 CONSIDERATION Getting Approval to Operate 28 Photograph: Merseyside Police/PA

29 CONSIDERATION Containment 29 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

30 30 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

31 Requirements on Cost 31 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

32 Recommendations on How to Get into the UAS Game 32 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

33 Recommendations on How to Get into the UAS Game 33 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

34 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 34

35 35 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

36 36 QUESTIONS Reece Clothier Australian Research Centre for Aerospace Automation