lecture 9 on worldwide development of unmanned aviation...
TRANSCRIPT
Lecture 9 on
Worldwide Development of
Unmanned Aviation – Research
Programmes and Critical
Technologies – part 2
Zdobyslaw Goraj
Warsaw, 7 May, 2020
2/50
Automation versus Autonomy
Automated System
A system that in response to inputs from its
sensors, logically follows a predetermined set
of rules to provide a predictable outcome, with
little or no human control.
Autonomous System
A system capable of sensing its environment,
making decision, and taking actions to bring
about an optimal state, without human control. NATO terminology, AUVSI, TelAviv, March 2012
3/50
Automation, autonomy,
advanced technologies
Remotely controlled
by operator
Autonomously controlled
Independently on operator
Remotely supervised
by operator
4/50
Drivers for autonomy in systems after Colonel Dubi Lavi, AUVSI, TelAviv, March 2012
5/50
Are we ready for autonomy?
• Current systems include advanced level of
automation;
• Technology and ethics are significant
drivers to achieve autonomy. They act
in opposite directions;
• We are not ready for autonomy yet!
6/50
NESHER Diesel benchmarking
0
200
400
600
800
1 2 3 4 5 6 7 8 9 10 11 12 13 14
Type of engine
SF
C@
full t
hro
ttle
(g
r/H
P*h
) &
Po
wer/
weig
ht
(HP
/kg
*100)
Comparison between the NESHER VD0007 engines
and other commercial engines available on the market
1 4NA spark ignition
2 4 turbo spark ignition
3 16 V60 turbo spark ignition
4 Lycoming 320
5 Rotax 914
6 Mazda 16B Wankel
7 1400 jtd
8 VD007 hybrid (take off)
9 VD007 hybrid (cruise)
10 VD007 turbo
11 Thielert 2.0
12 Diesel jet 1900
13 RR AE210003 turboshaft
14 RR AE210003 Limits
NESHER
Rotax 914
SFC
Power/weight
7/50
Progress in batteries technologies
0
50
100
150
200
1940 1955 1985 1990 2010 2012
LA Ni-Cd
Ni-MH
Li-ion
8/50
Volume and weight for several type of
energy storage systems
9/50
Lithium-ion technology is now the limiting factor
• A kilogram of petrol contains about
13,000 Watt-hours of chemical energy –
of which about 4,500 Watt-hours might be
captured by an internal combustion engine.
• But a kilogram of today’s lithium-ion battery
stores only 100 Watt-hours of electricity.
• Cost a part, for the same amount energy,
today’s lithium-ion batteries are 45 times
heavier (and 16 times bigger) than petrol.
10/50
Safety aspects of Li-ion batteries • Li-ion cell has a very high energy content –
12,6 Wh (3Ah 4,2V), can bring to heat
development of >600oC, in less than 1 sec.
The phenomenon is called „Thermal runaway”).
• Failures happened during normal operation
with cells that have been passed UL testing.
Inner short in the cell can’t be predicted or
prevented’.
• Protection against overcharging is critical
for safety reasons.
• Safety incidents may never be completely
eliminated (today 1 from 5 millions cells).
• Severity of damage is dependent on cell size.
11/50
Electro Optical Payloads (1/2)
12/50
Głowice dzienne i termowizyjne (2/2)
13/50
Pico & Mini SAR - Progress
Weight 21 lbs
40 inch resolution
Modes:
Strip SAR
Spotlight SAR
GMTI
14/50
Safety factors
UAV system must be viewed in its entirety – Air vehicle,
ground control station / MMI and communications data link.
The safety approach should be based on existing
airworthiness and safety design criteria for manned aircraft,
modified and tailored to UAV specific features and types of
operation.
1.0
10.
100.
1000
100 1,000 10,000
Accid
en
t R
ate
(p
er
100,0
00 h
ou
rs)
Maximum Take-Off Weight [kg]
Legend
Design
Today status
Searcher
Hunter
Heron
Heron TP
Pioneer
F-16 approx.
15/50
Flight Safety Evolution
Ac
cid
en
t ra
te
General Aviation safety level
1988
Pioneer
Single channel analog FCS
Single customized engine
1992
Searcher
Dual channel digital FCS
Single customized engine
Redundant Comms
1996
Hunter
Dual channel digital FCS
Dual automotive engine
Redundant power systems
Redundant Comms
2000 2004
Dual/Triple channel digital FCS
FAR33 certified engine
Redundant power systems
Redundant comm. channels
Automatic emergency landing
Automatic takeoff & landing Heron
Heron TP
16/50
Human Error
0
2
4
6
8
10
Taxi TO Enroute Landing
Num
ber
of M
ishapes
Predator class A mishapes
LOGISTICS
MAINTENANCE
OPERATION
17/50
Safety Features
Safety equipments for airspace
integration:
Strobe light
Forward looking camera,
IFF mode (IDENTIFICATION FRIEND-FOE)
ATC radio relay (option)
TCAS (future growth)
See Around Capability
IDENTIFICATION
FRIEND-FOE
18/50
What about the future?
Will present solutions stand the upcoming requirements?
A-NPA – notices of Proposed Amendments; EDA – European Defence Agency
19/50
Status in Israel
• The oversight of the majority of the sky is done by Israeli
Air Force (IAR)
• Prior to 2006 all UAS flew under the jurisdiction of the IAF
• Since 2007 the UAS that are not direct IAF interest (mission
or development) have to fly under the jurisdiction of CAAI
(CAAI – Civil Aviation Authority – International)
Since 1/2/2007 any new development of UAS should be
developed under set of procedures that are issued by CAAI
20/50
An Example of Certification by ELBIT: WK450 Watchkeeper – a derivative of HERMES 450
• Fully Redundant Avionic suite & Flight Control System (redundancja)
• Flight & Mission separation (rozdział warunków lotu od realizacji misji)
• Software certified based on DO-178 (RTCA S.C.-167ASTM F38)
• Electronics certified based on DO-254 (RTCA S.C.-167ASTM F38)
• UAV flight procedures certified based on STANAG 4671-B
• Structure certified based on STANAG 4671-C
• Design certified based on STANAG 4671-D
• Equipment certified based on STANAG 4671-F
• ACAS (TCAS) certified based on AMC 1309
(Acceptable Means of Compliance)
• Certified capabilities of ATOLS, De-icing
RTCA – Radio Technical Commission for Aeronautics
ASTM – American Society for Testing and Materials
21/50
Airworthiness Requirements
• There will probably not be dedicated airworthiness
codes (like FAR, CS – 23, 25, ...) for UAS
EASA policy requires tailoring of manned standards
• NATO STANAG 4671 & 4703 are accepted as the most
comprehensive airworthiness codes for UAS
4671
Recognised by EASA as a legitimate tailoring of CS23
Required by CAAI for permanent permits
4703
Light UAS bellow 150 kg
Based on VLA and ASTM for Sport Aviation
In process of approval by NATO
• Restricted Type Certificate is appropriate and expected
to be the first step towards certification
22/50
Guidelines – 1
• Public & un-involved safety
• No disturbance to the air traffic
• Prioritise manned aircraft to avoid
antagonism toward UAS
• Legislation / regulation / Standardisation
in accordance with FAA / EASA / ICAO
• Encouraging and promoting UAS industry
innovation
• Support UAS industry R&D, marketing and
training needs
• bezpieczeństwo dla niezaangażowanych
• nie zakłócać „załogowym”
• pierwszeństwo dla załogowych
• zgodnie z FAA,EASA,ICAO
• zachęcać przemysł do innowacji
• wspierać R&D, szkolenie, wytwórstwo
23/50
Guidelines – 2
• Absolute traceability from early design stage:
Policy > Legislation > Regulation >
Standardisation > Requirement > Design >
Production > Trials > Maintenance
• Full and equal applicability to all UAS companies
• Regulation subject to pre-publicity to all
UAS community in order to get feedback
• transparętność
• równe zasady dla „małych” i „dużych”
• konsultacje ze środowiskiem UAV
24/50
Guidelines – 3
• UAS prime contractor is responsible for all
sub-contractors
• Operators must have internal safety board
• Permits / Licenses to:
• Design and Production
• Operation and maintenance
• Individual UAS operators
• Plan to certify UAS training schools
• producent odpowiada za podwykonawców
• operator musi mieć „radę bezpieczeństwa”
• licencjonowane: projektowanie, produkcja,
użytkowanie, obsługa, operatorzy, szkolenia
25/50
Guidelines – 4
• Air-fields / strips for UAV must get special
permit
• Lessons learnt from on-going experience
were adopted by methodological
formalising of Special Procedures
• Instrumented Flight Rules and Visual
Flight Rules (IFR/VFR) in all flight stages –
sense and avoid
• Bottom line: Individual responsibility and
liability in case of accident
• zezwolenia dla pasów startowych
• zebrane doświadczenia formalizacja procedur
• S&A stosowane dla lotów IFR i VFR
• indywidualna odpowiedzialność za wypadki