Civil UAVs Still A Distant Prospect 109
holy_calamity writes "The aerospace industry has failed to obtain the radio frequencies that would allow the use of Unmanned Aerial Vehicles (UAVs) in civil airspace, New Scientist reports. It will be 2011 before it can even begin to lobby for space on the radio spectrum. What's more, no national aviation authority in the world will allow civil UAVs without a system for avoiding other aircraft. And no firm has even started development of one. Has the industry cheated us of the benefits of civil UAVs by focussing on the demands of the military?" From the article: "On the brighter side, last week the UN's International Civil Aviation Organization, based in Montreal, Canada, said its navigation experts would meet in early 2007 to consider regulations for UAVs in civil airspace. That could be a step towards internationally agreed rules for how UAVs should operate. Even if the UN body makes rapid progress, however, it will be meaningless unless the industry can obtain the necessary frequencies to control the planes and feed images and other sensor data back to base."
Unmanned Aerial Vehicle (UAV) (Score:5, Informative)
Note to article submitters and editors: In the first use of an initialism or acronym it is good practice to write out in long form the title or phrase preceding the initialism or acronym, so the reader will know what you are talking about throughout an article without having to stop reading and go look it up.
Otherwise you're mimmicking the drone who hides their lack of a real job or knowledge behind obfuscation.
It's Not Time Yet (Score:5, Informative)
The technology is advancing and prices are dropping, but it's not time yet. Watch companies like Aerovironment [aerovironment.com] and the normal defense contractors (Northrop Grumman, Lockheed, General Atomics, etc.) for future developments.
(Full disclosure: I don't work for any of these companies, and I don't plan on investing in them.)
Model planes are illegal? (Score:4, Informative)
-b.
Not a chance they could be FAA approved anyway (Score:4, Informative)
Re:It's Not Time Yet (Score:2, Informative)
Re:Bad idea, No Biscuit for you! (Score:2, Informative)
A matter of scale (Score:3, Informative)
"For RC aircraft flight, the A/C must stay lower than 400 feet AGL (FAA Advisory circular 91-57), and according to the Associationof Model Aricraft's safety code, must stay in the control of, and stay within the sight of,an operator at all times. Autonomous flight is forbidden."
It wouldn't surprise me if there wasn't a size limitation as well.
Re:Waitaminute... (Score:3, Informative)
You would need a relatively high resolution camera to be able to make out aircraft at any reasonable distance. The UAV would also require (assuming it is autonomous) software processing to identify objects as aircraft, and assertain information such as type and velocity. Also remember that aircraft often have a large number of sources of vibration, so backups of most systems would be wise. You would also have to devise a seperate system for interaction with air traffic control, who have a stressful enough job as it is.
What concerns me most, however, is the possibility of an engine failure. Civil aviation practically assumes that your engine will fail (you have to be able to glide clear of a built up area with an engine failure, and my instructor would always ask me during circuits "ok, where would you go if the engine failed right now?"). With a UAV, an engine failure will probably require it to act autonomously (straight line radio transmissions would be unreliable at low altittude, satellite relay would have some lag). This requires software that can identify the wind direction near the ground (not too hard), identify a suitable field for landing (would possibly need a colour camera), evaluate the risk to others (identity humans, livestock, buildings in the vicinity) and actually perform a landing in a field of unknown altittude and pitch. Whilst I'm prepared to believe software can be written to perform such a task, I would have concerns regarding its reliability. Actually, I would suggest that a better idea would be to bring the aircraft down into a low velocity 'crash' into a safe area, rather than trying to land it intact.
Civil UAVs (Score:4, Informative)
The Yamaha RMAX (mentioned in the article) is a nifty helicopter. It uses a water cooled engine, has composite body shell, airframe, and rotor blades, and a nice onboard computer called YACS. Recently, a nearby company in collaboration with the local university installed a third party autopilot system that interface with the YACS and a ground station controller. The RMAX had first autonomous flight at a remote Air National Guard range and was successful. The 150 meter range restriction placed on the helicopter has very little to do with its performance; the RMAX can easily fly much farther and higher. Some useful applications for an RMAX in the US would be for highway traffic monitoring in busy cities ($150,000 UAV vs. several million dollar Bell 206), search and rescue, surveillance, and low cost aerial photography.
Aircraft can avoid each other, contrary to what the article states. Other users have mentioned TCAS, which warns a pilot when he is too close to another aircraft. The system interfaces with the aircraft's transponder and flight control system to decide what course correction should be made. For two aircraft approaching each other, opposite instructions will be given to the pilots so they fly away from each other. In a UAV, a system like this can be easily modified to simply command the flight control system to change course. In coordination with sense-and-avoid systems (RADAR), terrain avoidance, and other aircraft transponders, a safe automatic flight control system can be made for UAVs.
The technology for UAVs is young, and the equipment being used in many UAVs is not up to par because the only regulation is "you can't fly UAVs." Commercial airliners have triple redundancy for flight critical systems. If you think you have a rat's nest of cabling in your server rooms, you've never seen the wiring in a jet. Even a business jet has a enormous quantity of wires running through it. The reason for so much redundancy is very simple: if aircraft systems fail, people die. Death is generally bad. Since there is nobody onboard UAVs, the same redundancy is rarely installed. I have not worked with a single UAV that has any sort of redundancy for flight critical systems. Now, I'm not saying all UAVs are this way; the GlobalHawk is most certainly well equipped with redundant systems. Because the manufacturing cost of UAVs is so much lower than manned aircraft, many are considered expendable. The maintenance costs of manned aircraft are very large, and for some aircraft, those costs can eclipse the acquisition price very quickly.
There are many people involved in working with industry and the government to get UAVs flying in the US. Standard and regulations need to be formed, and I know several folks involved with that. Take a look at RTCA Special Committe 203 (SC203 Unmanned Aircraft Systems [rtca.org]). Also look at groups like the Kansas UAV Consortium [kansasuav.org]. They are comprised of industry, academia, government, and military partners dedicated to promoting UAV operations in Kansas and the US.
The UAVs flying today are rather impressive. In October I was an exhibitor at the Unmanned Aerial Systems/Future Systems Symposium [salair.org]. There were demonstrations of the Aerovironment Raven and AAI Shadow 200 UAVs. Both the Raven and Shadow demonstrated very good flying qualities. The Shadow even performed a flawless landing on a dirt runway.
Safety issues will be solved. If you're worried about the safety about civil UAVs when they get here, you aren't
They are already flying over the USA (Score:2, Informative)