Author: Tony Murfin

  • Why drones can’t help prevent school shootings — yet

    Why drones can’t help prevent school shootings — yet

    Plus: UAVs in Ukraine, vineyard protection and a royally awesome light show

    Taser-equipped drones

    We hear of mass shootings in schools, and this week on a crowded street in Philadelphia a school adviser was among those killed. Everyone continues to be outraged, but as we wait for any sort of positive, preventive action by our leaders, an idea from a drone developer was shut down before it even got out of the company.

    Photo:
    Axon taser drone concept. (Photo: Axon)

    Axon Air supplies Tasers and body cameras to police forces, and last year someone came up with the idea of loading a drone with a Taser so that it could find and suppress a gunman in a school. There are a lot of problems with the idea, and Axon’s own internal artificial-intelligence board nixed the idea.

    Doors were the board’s primary concern. What happens if something triggers a drone to Taser kids in the classroom or hallway? Could autonomous drones or even multiple intelligent cameras detect an actual weapon of any description, and set off an automated response?

    We use metal detectors on entry to some schools to deter carrying weapons to class, but how about recognizing carried weapons in the school? To even attempt an automated drone response, you would need multiple Taser-equipped drones in all areas of a school, as well as time to test and verify that any autonomous response would work correctly.

    Could anything along these lines be something we might consider in any way?


    Keeping watch at vineyards

    A team at Washington State University (WSU) has come up with a new twist on an old idea. Hawks have been trained effectively in the past to chase off flocks of birds on or around runways at airports or to protect crops. Now WSU has developed a system that uses intelligent cameras to detect birds, and which is then able to dispatch drones to the invaded area to chase off the birds.

    The system has been tested to protect local grapevines. Bird fruit losses were actually reduced by ~50% following manual drone flights, which also reduced the number of bird invaders four-fold.

    Manually flown drone flies over vineyard (Photo: WSU Agricultural Automation and Robotics Lab)
    Manually flown drone patrols over vineyard. (Photo: WSU Agricultural Automation and Robotics Lab)

    Nevertheless, birds can learn over time how to get round such deterrence, so WSU proposes disguising drones as predator birds and arming them with distress calls or raptor-attack behavior. WSU is looking for wine-industry support to develop this approach into a feasible, deployable solution.


    Grey Eagles might fly in Ukraine

    The United States is considering providing Grey Eagle UAVs (the Army version of the Predator) to Ukraine — the first time a relatively high-tech drone with weapon-carrying capability would be supplied for the Ukrainian conflict.

    The Grey Eagle can carry up to eight hellfire missiles, fly for 30 hours at relatively high altitude, and gather masses of surveillance information — a formidable, front-line weapon/reconnaissance system. Four UAVs are envisaged; missiles would not be included in the first round, but would likely come soon after.

    Grey Eagle drone (Photo: General Atomics)
    Grey Eagle drone (Photo: General Atomics)

    Th Grey Eagle UAV system usually requires months of advanced training, but the Ukrainian forces have already been operating the smaller missile-carrying Turkish Bayraktar-TB2, so training may be reduced to a few weeks for operational necessity. Meanwhile, the sale must first be approved by Congress, so nothing is yet certain.

    Officials with donated TB2 drone (Photo: Baykar)
    Officials with a donated TB2 drone. (Photo: Baykar)

    Before the war with Russia, Ukraine purchased up to 30 TB2 drone systems, and many have seen action in the current conflict. A crowdfunding effort by a TV station in Lithuania gathered enough cash to buy yet another TB2 to help Ukrainian forces stay in the fight.

    However, Baykar, the Turkish manufacturer, declined the sale, instead offering to donate a TB-2 so that the Lithuanian funding could go toward humanitarian aid for the Ukrainian people.

    Meanwhile, in Estonia the Internal Security Service (KAPO) arrested a man leaving the country who is suspected of supplying commercial drones to the Russian forces.


    Photo: Platinum Jubilee Committee
    Photo: Platinum Jubilee Committee

    Honoring the Queen

    Finally — on a much lighter, respectful note — a drone light show was a big hit over Buckingham Palace in London on the occasion of the Platinum Jubilee concert for Queen Elizabeth II.

    The queen has been on the United Kingdom’s throne for 70 years. To celebrate, the Brits hosted a major shindig. As part of a concert held outside Buckingham Palace, 400 lightshow drones from SkyMagic flew above the palace. The drones created various designs, showing the message “Thank you, ma’am”, a Corgi, a handbag, a teapot pouring into a teacup, guards in busbies, and a figurehead postage stamp — all good fun received in good spirit by a huge milling crowd.

    Food for thought

    To sum up, maybe it’s not such a good idea to have drones equipped with Tasers in schools, but perhaps it’s an idea we could build on to better protect our kids.

    Trained, autonomous drones that take off and chase birds when they descend on vineyards — could this be a better solution than low-slung netting?

    The war in Ukraine rages on. Not only the West, but also some Eastern countries pitch in with support.

    Finally we saw a drone light show for the queen during the Jubilee celebration of her 70 years reign. We’re seeing a lot of smart drone potential out there.

  • A mess in Boston? Moon navigation? GNSS to the rescue

    A mess in Boston? Moon navigation? GNSS to the rescue

    This month our UAV and GNSS news ranges from a drone diving into the Boston subway to a GNSS receiver designed for Moon orbit. We also look at the types of drones heading to Ukraine to help fight the Russian invasion and rescue citizens from demolished buildings.

    Boston cleanup

    Bostonians’ morning commutes were disrupted at the end of March after 100 tons of demolition debris fell nine stories onto ground directly above subway tunnels, and the Massachusetts Bay Transport Authority (MBTA) closed the Orange and Green lines as a precaution.

    The bad news got worse. A construction worker was killed when part of a parking garage under demolition collapsed. Apparently his jackhammer-construction vehicle — in the midst of demolition work — fell nine stories when the floor near the edge of the building buckled and crumbled away.

    MBTA was concerned that damage could have occurred to the subway under the building from the huge amount of debris that fell on the ground above a tunnel. The agency closed the line passing through that section of the system. Hundreds of morning commuters were turned away from the subway at nearby station entrances and were directed to buses hastily brought on as temporary shuttles around the closed subway sections.

    MBTA wanted to immediately, but carefully, inspect the tunnel for damage, but was concerned for the safety of its inspection personnel. As news of the disaster circulated, the Massachusetts Department of Transportation (MassDOT) Aeronautics Division became aware of the subway issue, and proposed a rapid solution to the dilemma — to fly a drone through the tunnel. The drone would transmit high-resolution video and gather data on the status of both tracks and tunnel structure.

    Soon after, Bostonians were able to watch a 29-second video collected by the drone that was sent into the subway tunnel.

    MBTA was then able to gauge that live inspections would be safe. The tunnel was ultimately assessed as being sound and, following test trains being run, service was restored.

    It has been difficult to establish which drone was used for these initial visual tunnel inspections, but in 2021 the Aeronautics Division was operating multiple drones, including the DJI Matrice, Inspire, Phantom and Mavic, as well as a few fixed-wing and multi-rotor models manufactured by Yuneec, SenseFly and Delair.

    Flyability provides the Elios 2 drone, specifically built for indoor inspection, for such places as inside underground tunnels. Similar “caged” inspection drones include Droneball 360 by Imaze, the Skycopter Cobra drone, the Asio Caged Inspection Drone and several others.

    The Elios 2 indoor inspection UAV is encased in a collision-tolerant frame to protect both the drone and the environment it’s inspecting. (Photo: © Flyability)
    The Elios 2 indoor inspection UAV is encased in a collision-tolerant frame to protect both the drone and the environment it’s inspecting. (Photo: © Flyability)

    Lunar Pathfinder

    Turning our attention to space, the European Space Agency (ESA) will conduct a mission to place a refrigerator-sized satellite in orbit around the Moon. Of course, there have been many successful efforts to put things in lunar orbit since Russia first achieved the feat with Lunar 10 in 1966. NASA’s Lunar Reconnaissance Orbiter followed in 2009, along with India’s Chandrayaan-2 orbiter and its failed lander.

    ESA has contracted Surrey Satellite Technology Ltd. (SSTL) in Guildford, UK, to develop the Lunar Pathfinder communications relay satellite — the first part of a project to provide communications and navigation for the Moon. This capability will enable assets on the lunar surface to communicate directly with the Pathfinder via S-band and UHF, which will then relay their signals onwards to Earth using X-band.

    The satellite will also carry a laser retro-reflector and a space-weather payload designed to assess the radiation environment in orbit. This should help support landers carrying astronauts, such as the NASA Artemis, by broadcasting radiation intensity to the surface.

    Artist illustration of the Pathfinder mission. (Image: SSTL)
    Artist illustration of the Pathfinder mission. (Image: SSTL)

    The Lunar Pathfinder satellite. (Image: SSTL)

    The Lunar Pathfinder satellite. (Image: SSTL)The Pathfinder satellite will carry a few passenger payloads, but the most interesting to us might be the highly sensitive GNSS receiver, which will attempt to make position fixes from lunar orbit using GPS and Galileo satellites in Earth orbit.

    The NaviMoon receiver designed by SpacePNT in Switzerland was implemented and tested by European Engineering & Consultancy, which added a special low-noise amplifier of its own design — essential for detecting minute satnav signals at 20 times the distance they usually travel to Earth’s surface from Earth orbit. In addition, antennas on GNSS satellites are designed for transmissions towards the Earth’s surface, not out toward space, further decreasing the signal strength in the vicinity of the Moon.

    As you might expect, the view of the various constellations of GNSS satellites from orbit around the Moon is extremely limited. To give the NaviMoon receiver any sort of chance of picking up signals when they are in view, an onboard dynamic force model provides the receiver with its anticipated location along its orbit, and also derives the apparent direction from which signals should be observed. Even detecting a single satnav signal could assist the receiver in creating a position fix. SSTL will also reorient the Lunar Pathfinder satellite from time to time to enable the receiver to gain access to GNSS signals from Earth.

    Measurements from Earth using laser ranging, aimed at the laser retro-reflector on the satellite, will be used as “truth” against which the position fixes by the NaviMoon receiver will be verified.

    UAVs for Ukraine

    Meanwhile, as the war in Ukraine continues to rage on, AeroVironment has been contracted by the U.S. Army to supply its RQ-20 Puma AE for use in Ukraine for almost $20 million. The package includes reconnaissance/surveillance and target acquisition kits, spares, logistics support and training for operators in Ukraine.

    The Puma has an endurance of about three hours, carries a gimbaled visual/IR camera and is equipped with dual GPS receivers.

    AeroVironment's Puma is hand-launched. (Photo: Lance Cpl. Frank Cordoba/U.S. Marine Corps)
    AeroVironment’s Puma is hand-launched. (Photo: Lance Cpl. Frank Cordoba/U.S. Marine Corps)

    U.S. drone manufacturers have donated hundreds of other recon drones to Ukraine. The AeroVironment Quantix Recon drone takes off and lands vertically, but flies rapidly as a fixed-wing observation platform. While its endurance is not as long as the Puma’s, it flies faster so it can return with information more quickly.

    Quantix lands vertically, but flies fixed wing. (Photo: AeroVironment)
    Quantix lands vertically, but flies fixed wing. (Photo: AeroVironment)

    Brinc has also donated and sold its Lemur tactical drones to Ukraine for use in disaster recovery work in devastated buildings throughout the country. The rugged quadrotor drone has two-way voice communications, video and lidar, and has proven itself in difficult building-collapse search and recovery operations in confined spaces. Skydio has apparently donated and sold quadrotor drones to Ukraine with multi-view video from six 200-degree color cameras, also for use in collapsed building search and recovery.

    The Skydio 2+ quadcopter drone. (Image: Skydio)
    The Skydio 2+ quadcopter drone. (Image: Skydio) 

    Tony Murfin
    GNSS Aerospace

  • Reapers used to fight California wildfires

    Reapers used to fight California wildfires

    This month, we look at new applications that might interest even the most tech-savvy. From military Reaper unmanned vehicles being turned into civilian fire-fighters, through continuing drone flights on Mars, to e-scooters monitored by AI-system, the autonomous arena continues to grow. 


    Reaping Disaster-Response Benefits

    The General Atomics Reaper unmanned aerial vehicle (UAV) is usually a weapon of war. Most of us picture them loaded with missiles to be fired on terrorist hideouts, with video of the impact appearing on the six-o’clock news. Soldiers in small control shacks guide these worldwide attacks, while politicians watch the outcomes remotely with their own direct TV coverage. This is how we tend to think of these destructive systems.

    However, Reapers recently have been helping fight the huge fires devastating the California landscape — a more humanitarian, supportive role for a military asset.

    General Atomics Reaper UAV on patrol and remote pilots (Photo: California Air National Guard)
    General Atomics Reaper UAV on patrol and remote pilots (Photos: California Air National Guard)

    The California Air National Guard (ANG) has been assisting firefighters for many years by using helicopters and fixed-wing aircraft to determine the intensity of large California fires and to plot their boundaries.

    In the past 10 years, with the availability of large reconnaissance UAVs and assistance from the Federal Aviation Administration to develop and approve operational procedures, an approach has been formulated to employ Reapers, with the potential to reduce costs and greatly improve response times.

    Having large UAVs at altitude in civilian airspace requires an accompanying chase plane to ensure safe operation. With proven onboard detect-and-avoid capability and visibility through crew monitoring, the chase aircraft only monitors the Reaper’s climb to operational altitude. Using infrared and video from onboard cameras, data is downlinked and post-processed to create fire maps. Artificial intelligence (AI) automates this procedure to provide incident commanders with a near-real-time situational overview.

    Besides mapping the fire, the incident commander can keep track of firefighters on the ground and gain a clearer picture of the fire’s intensity, rate of growth and direction. With a high altitude view of the landscape, Reaper pilots also help determine the best evacuation routes. Video downlinks provide real-time fire dynamics to commanders and even to firefighters on the ground who carry handheld devices.

    When equipped with long-range fuel tanks, Reapers can remain on task for up to 18 hours. The pilot and systems operator in their remote mission-control shack can hand over control to a new crew for such a long mission. The new crew can even be in a different location when it assumes control.

    The experience gained in California regarding flight approvals, operations and use of data is being shared with remote UAV crews and emergency-response controllers in other U.S. jurisdictions as well as other countries. The procedures can be used not only for firefighting, but also for earthquake, flooding and hurricane response.

    Our Martian Adventure

    NASA has extended the mission on Mars of its Ingenuity UAV, which arrived on the planet attached to the belly of the Perseverance rover. The original mission was to establish that controlled flight on the planet’s surface was possible.

    Ingenuity has now spent more than one year on the surface of Mars and has 21 flights under its belt. The diminutive copter has taken on an extended role of scouting out potential routes for its SUV-sized mother ship.

    Integrity runs ‘wiggle test’ of its rotor-blades prior to flight. (Photo: NASA/JPL-Caltech/ASU)
    Integrity runs a “wiggle test” of its rotor blades prior to flight. (Photo: NASA/JPL-Caltech/ASU)

    Ingenuity’s 21st flight is the first of at least three needed to transverse the Séítah region to reach its next base. From there, it will make flights to examine an old river delta. The whole relocation trip will cover about 1,150 feet as Integrity navigates around a large hill. While flying these investigative routes, the NASA team continues to gently push the drone’s capabilities to better understand improvements that can be applied to future Mars UAV designs.

    Proposed route to reach river delta. (Photo: NASA/JPL-Caltech/University of Arizona/USGS)
    Proposed route to reach river delta. (Image: NASA/JPL-Caltech/University of Arizona/USGS)

    Once at the river delta, Ingenuity will encounter higher ground — up to 130 feet above the floor of the Jezero Crater, where it previously flew. The new area is expected to present significant obstacles: jagged cliffs, angled surfaces, rocky outcroppings and sand-filled traps. These obstacles could hamper the Perseverance rover or tip over the small drone on landing. But it’s also a place NASA thinks could harbor evidence of past life.

    On arriving at the delta, Ingenuity’s first task will be to help decide which of two river channels Perseverance should take to climb to the delta. Data from the drone will also pick out science targets that Perseverance could investigate on the way. Once established in the delta region, NASA also hopes to fly Ingenuity to scout other features the rover might not be able to reach, but which might be accessible on future missions.

    NASA has uploaded several upgrades to Ingenuity. They enabled higher, faster and longer flights and speed changes. The upgrades also have improved the drone’s perception of landing areas. Potential upgrades include adding terrain elevation maps and a hazard-avoidance capability for safer landing.

    E-Scooters Adopt Pedestrian Defense

    An outfit that rents e-scooters in more than 60 cities worldwide is adopting a “pedestrian defense” AI upgrade to prevent renters from abusing others around them and keep them riding within acceptable rules of operation.

    LINK e-scooter (Photo: Superpedestrian)
    LINK e-scooter. (Photo: Superpedestrian)

    Previous efforts have only give riders visual and audio warnings that they should not enter a sidewalk. This new e-scooter active defense system slows the scooter to a stop and will not allow it to resume operation until it is moved outside the prohibited area.

    Other unsafe behaviors — riding the wrong way up one-way streets, parking in the wrong place or aggressively swerving — also can be detected and actively deterred.

    Sensors on the scooter provide data that relates location and activity to onboard stored city maps and geofenced areas. This enables application of enforcement commands within a second of them being detected.

    The system provides cities and operators with visibility for the whole fleet of scooters. It shows what renters are doing within existing street safety restrictions, allowing both city and rental company officers to address perceived operational issues.

  • FCC, FAA and 5G

    FCC, FAA and 5G

    Last month we attempted to provide an overview of the issue concerning Federal Communication Commission’s (FCC) licensing of C-Band radio spectrum, the subsequent fielding of wireless service for 5G phones and the Federal Aviation Administration’s (FAA) announcements that potential interference could be possible between 5G signals and C-Band radio altimeters on commercial aircraft.

    Not a big deal most people might say, as faster and improved phone and data messaging on their smartphones begins to kick in, while wireless companies continue roll-out of the new 5G service. But wait – don’t some of these people fly out on vacation and then back and land at local airports, and many of us fly around the US to visit friends and family, or each week shuttle around the country doing fly-in/fly-out business?

    Well FAA and the wireless companies have largely collaborated during 5G service roll-out, and the FAA has been rapidly clearing a good number of rad-alt (radio altimeter) equipped aircraft to continue regular operations into most airports. And it seems that wireless companies have limited 5G fielding around some US airports by reducing transmitted power and/or limiting the density of 5G towers.

    But where are we now? Seems some aircraft equipped with some types of rad-alt can fly into some airports – the FAA published a list for aircraft operators and pilots identifying who can do what and where. They also published several ADs (Airworthiness Directives) which limit several aircraft types from flying into certain airports, ‘prohibiting certain operations, which require radioaltimeter data to land in low visibility conditions, when in the presence of 5G C-Band interference’. For any aircraft passengers flying into LaGuardia on a foggy day or Boston when ice-fog hangs in the air – low visibility landing capability on modern aircraft is a blessing and a wonder which allows us to travel, even in bad conditions.

    Seems that, typically – ‘many systems on (XY Type) aircraft rely on the radio altimeter, including autothrottle, ground proximity warning, thrust reversers and Traffic Collision Avoidance System,’ says one recent FAA AD.

    That’s a whole bunch of critical systems which help an aircraft land. Many experts over many years have spent whole careers supporting the process of developing safety systems for auto-land and those which assist in the manual landing of aircraft. And the FAA and other agencies around the world have made every manufacturer prove and prove again that these systems work and work extremely, reliably, well.

    Not that I’m against 5G – I have a 5G phone and I’m eagerly waiting for 5G applications to use on my phone. – the service seems to be very fast when in an area where 5G has been fielded. There are some wireless companies who have decided that 5G can by-pass cable in the distribution of TV channels – this is good stuff! Let’s have more of it!

    But why on earth do we need to even partially compromise any aircraft systems which safely land aircraft?

    Japan and France have been cited as counties in which 5G has not had any impact on the very same aircraft and their operations with which the FAA has found problems. Well, except those countries seem to have taken steps in the fielding of 5G which have protected their aircraft operations. The FAA quotes several mitigations used in those countries:

    • Lower power levels

    • Antennas adjusted to reduce potential interference to flights

    • Different placement of antennas relative to airfields

    • Frequencies with a different proximity to frequencies used by aviation equipment

    Let’s hope that FAA’s intense efforts to test and clear rad-alts under the simulated intensity of C-Band interference around airports will continue unabated and that soon we aviation nuts will begin to breath more easily.

    And let’s hope that the wireless companies cooperation, acceptance and mitigation steps – for which the whole aviation community is extremely grateful – that these very positive steps will directly lead to the whole issue fading away over time as old news.

    And then a few words about ‘the war‘ which Russia just began against its neighbor and previous member of the USSR – Ukraine has been independent from Russia since the USSR ‘dissolved’ (Wikipedia) in 1991.

    Ukrainians are pretty resilient and the news today is that a woman in Kyiv brought down a Russian drone by throwing a jar of pickles at it from her (high-rise?) balcony. This story of course isn’t verified, but it’s a small lightness in a very grim situation.

    General Atomics armed MQ-9 Reaper (Militaryanalizer.com)
    General Atomics armed MQ-9 Reaper (Militaryanalizer.com)

    And its reported that Poland just placed an urgent operational requirement for armed MQ-9 Reapers in order to better protect its Eastern border with Ukraine. The border is around 530 miles long and is the main crossing point for the thousands of refugees fleeing the Russian onslaught. Poland has apparently already taken in almost a million people seeking safety.

    Drones are now part of modern warfare and both East and West have pretty sophisticated, capable, weapon-carrying unmanned aircraft. But they also usually carry highly accurate satellite navigation and laser-guided weapons which may minimize unintended casualties – unless casualties are exactly what the Russians are after.

    Really sad state of affairs which we all may still follow in detail through news reports, even though Russia has completely shut down social media and virtually outlawed on-the-ground news reporting.

  • Delivery robots begin to look real

    Delivery robots begin to look real

    Photo: Cindy Shebley/iStock Editorial/Getty Images Plus/Getty Images
    Photo: Cindy Shebley/iStock Editorial/Getty Images Plus/Getty Images

    On university and business campuses, getting lunch and dinner is becoming a lot easier as robot delivery units hit the pathways.

    If you were a student or faculty member at the University of Wisconsin – Madison campus (UW) during the 2020 COVID lockdown, you might have experienced a novel way to reduce contact with others when ordering a meal. People on campus could avoid a trip to the store and interaction with a delivery person. They could place an order on a special app, and a Starship Technologies robot would pick up and deliver their food.

    Of course, for a student, technology that saves a trip to the store, especially anytime of the day or night, would be popular.

    From demo to full production

    At first, the meal-delivery robots at UW and other campuses were a demonstration to showcase how useful the small bots could be.

    But after I soaked up robot-tech news from all over, I learned these little guys have found their way into towns, cities and campuses around the world: specifically, the United States, United Kingdom,  Estonia, Germany and Denmark.

    With 1,500 bots working every day, the demonstration phase is long over, and Starship robots are full production. Starship, based in San Francisco, has been in operation since 2014. Its robots now make more than 1,000 deliveries each day. They have made more than 2.5 million deliveries to date, and make 100,000 road-crossings each day.

    In the United States alone, 16 states have approved delivery robots, including Virginia, Idaho, Wisconsin, Florida, Ohio, Utah, Arizona, Washington and Texas. At UW, three Starship employees manage maintenance and recover units if they get stuck (while autonomous, the bots need help every now and then).

    To have a robot come to visit, UW users download the Starship Food Delivery app, select from a local store menu, pay and then indicate on a map exactly where the bot should deliver the order. The robot collects a minimal $2 delivery charge, which goes toward the $2,000 to $3,000 cost of the vehicle and its operation. (According to Starship, each unit costs the equivalent of a high-end laptop.)

    The unit uses GNSS and computer vision to navigate detailed, stored maps. The on-site employees take the robots out on particular routes for their first test runs, and the bot learns each route. The on-board system also uses 12 cameras, ultrasonic sensors, radars and neural networks to form a collision-avoidance net around the vehicle. In this way, pedestrians, dogs and road vehicles (when the robots cross a road) can all be avoided.

    When waiting to cross a road, the robot’s safety systems might prevent it from moving. In this case, the device will “phone home” for a support person come out and fix the issue.

    What could go wrong?

    So far, the robots have been welcomed on the university and industry campuses where they operate. People walk round them as they go about their business. Even better, students and other users have pulled the units out of snow mounds and other hang-ups, returning them to the sidewalk or making other small adjustments to send the bots on their way.

    And no one has stolen a unit. That could be because a loud siren erupts if they are picked up.  Presumably the units are programmed to remain within the bounds of their rigorously mapped environments. In any event, the food compartment remains locked until the order is removed by the customer.

    Disrupting Doordash

    Will robots disrupt today’s car-based delivery services, such as UberEats, Grubhub or DoorDash? Only for the last-mile section of a delivery. In a pinch, Starship robots can travel as far as three miles from their base. As the bots take on more territory, the auto-based delivery companies may be pushed toward the longer routes.

    Deliveries such as time-sensitive medical materials could benefit from robotic short-distance, small-package carriers. Other robot delivery services, including Amazon Scout and Roxo, the FedEX SameDay Bot, are also making waves as testing progresses toward last-mile delivery automation from warehouse hubs to customer homes.

    Federal, state and local laws may need to be enhanced to allow these autonomous delivery robots to progress toward widespread deployment.

    One selling point: Fast robot deliveries lead to fewer delivery trucks, reducing traffic congestion and lowering exhaust pollution. We might have to wait awhile to realize these benefits.

    Tony Murfin
    GNSS Aerospace


    Feature photo: Cindy Shebley/iStock Editorial/Getty Images Plus/Getty Images

  • US agencies tangle on possible C-band interference

    US agencies tangle on possible C-band interference

    Photo: guvendemir/E+/Getty Images
    Radio altimeters are critical in aircraft landing systems. (Getty image). (Photo: guvendemir/E+/Getty Images)

    As most GNSS industry insiders already know, the Federal Communications Commission (FCC) has licensed adjacent GNSS L1 protection frequencies to Ligado Networks (formerly Lightsquared) for its nationwide 4G-LTE network.

    Many objections emerged as expected this second time around from government agencies, industries and U.S. forces — yet the roll-out is still underway, pending actual interference occurring. This all in an attempt to find communications bandwidth for many emerging commercial radio applications.

    Now, as 5G C-Band 3.7–3.98 GHz wireless phone networks begin their FCC approved roll-out, the Federal Aviation Administration (FAA) has apparently lodged an unanticipated objection on the grounds that cross-interference could compromise aircraft radar altimeter and wireless communications that operate at 4.2 to 4.4 GHz in the C-band.

    While 5G wireless has already been operating in many parts of the world without reports of interference with aircraft systems, the FAA appears to be taking a more conservative approach to how aviation in the United States should co-exist with the new 5G phone wireless system. The FAA has proposed imposing an exclusion zone around airports for 5G wireless networks — which apparently have already been operating with reduced power in these areas — until cooperative operation has been proven.

    Now along comes a new C-band wireless network (SkyLink) aimed at providing high-integrity unmanned aircraft systems (UAS) command and control (C2). The SkyLink company uAvionix has also developed a C-band Control & Non-Payload Communications (CNPC) radio for UAS applications.

    Together with Thales, uAvionics recently tested its radio with its SkyLink radio network. The network has been qualified in accordance with the RTCA DO-377 standard for a network management system that monitors network and radio link health, and the radio has been developed to the draft FAA Technical Standard Order (TSO) C-213A to support critical UAS operations.

    The network uses new DO-362A-compliant SkyLink C-band radios, integrates certifiable aviation-grade hardware and software, uses frequency agility, and provides critical fault monitoring and control capability. The objective is to obviate the loss of the C2 link with the vehicle, and thereby enable beyond-visual-line-of-sight (BVLOS) operations without an FAA waiver.

     

    It’s unclear whether the emergence of the C-band network — approved by both the FAA and FCC — will play a role in the current phone network interoperability issue. However, uAvionix reports that several sites in the United States and offshore are either rolling out C-band SkyLink networks or evaluating doing so.

    • North Dakota already has an ISM-band SkyLink network at its UAS test site that will shortly transition to C-band.
    • The Choctaw Nation in Oklahoma under an FAA program seeks to enable BVLOS operations through a C-band C2 network.
    • New Mexico State University will use a Skylink C2 network around Las Cruces airport for small UAS (sUAS) operations and testing to overcome anticipated interference from nearby Air Force and Space Force operations.
    • The Tillamook UAS test range in Oregon has already installed the first ground site of a SkyLink network.
    • The University of Alaska at the Fairbanks UAS test site will use uAvionics radios for testing large, heavy UAS operations.
    • In Canada near the Jonesburg airport, a Skylink C2 network will support the safety case for BVLOS pipeline inspection operations for the oil industry.

    While many of these new networks are not yet fully online, the use of frequency hopping, safety-monitored C-band, and certifiable transmissions for UAS command and control appears to be moving forward rapidly. Because the FAA is supporting this testing phase, it seems inevitable that large-scale C-band network rollout for UAS C2 will happen eventually.

    5G phone networks, wireless UAS command and control, and aircraft safety systems essential for landing will need to find a way to co-exist and provide reliable, sustained service to their respective customer bases. Look for much more to develop in this ongoing tussle between industry groups and agencies who appear to have little in common, other than grudgingly sharing a crowded radio spectrum.

    Tony Murfin
    GNSS Aerospace

  • Catching DARPA’s gremlins and flying a Renault 4L

    Catching DARPA’s gremlins and flying a Renault 4L

    Developments in the autonomous space this month include an cargo aircraft with unmanned passengers, another way drones can deliver really heavy cargo, and a fanciful recreation of a beloved vintage car.

    How do you catch a gremlin? Wait, what’s a gremlin?

    Gremlins are supposed to be unmanned aircraft which are launched and recovered in flight from a cargo or bomb-carrying aircraft. Flying in small collaborating swarms, gremlins are equipped with sensors for communications, jamming, reconnaissance or other needs.

    As envisioned by the U.S. Army’s Defense Advanced Research Projects Agency (DARPA), gremlins are reusable, may be autonomous, can operate in GNSS-denied environments, and can be flown on high-risk missions into high-risk areas — places that high-value manned aircraft would avoid.

    DARPA has contracted Dynetics to come up with a system that meets those criteria — a pretty demanding list of capabilities. So far, prototype X-61A UAVs have been built and flown through four flight test campaigns.

    Many military technologists have dreamed of unmanned flying aircraft carriers, which could be put to a variety of uses. If the gremlin system works, the commercial world might well find its own applications.

    Carried under the wings of a C-130A cargo transport, gremlins have been launched and flown through three flight tests. Capture and recovery has been attempted but was unsuccessful because of unanticipated turbulence. One  test vehicle was lost when its parachute recovery system failed — altogether, three vehicles have been lost.

    Finally, on Oct. 25 over the Dugway Proving Ground in Utah, one Gremlin X-61A was flown onto the C-130A capture system and successfully recovered.

    The gremlin X-61A test vehicle is recovered into C-130 transport on its fourth test flight. (Photo: DARPA)
    The gremlin X-61A test vehicle is recovered into C-130 transport on its fourth test flight. (Photo: DARPA)

    The DARPA program requires a number of Gremlin UAVs to be captured, recovered and stowed in the mother aircraft within 30 minutes. The current recovery system is somewhat complex, so it remains to be seen if subsequent tests can achieve this substantial goal. Recovery might become easier and more reliable with an increase in the degree of autonomous operation for both the UAV and the recovery system.

    A Guided Box for Disaster Relief

    We turn now from a complex system to a direct and simple one that fulfills a key logistical requirement for disaster relief. It’s a fully autonomous UAV that lacks any integrated power source. Essentially, it’s a guided box.

    The AVIUS Air Delivery Mercy-2000 by Yates Electrospace Corp. is basically an air-dropped cargo container that can glide from an altitude of 25,000 feet to a fixed location. From up to 35 miles away, this precision-guided drone can land safely within 110 yards of the desired site and deliver more than 1,600 pounds of material for critical medical and humanitarian needs.

    Initially developed for military air-drop purposes (the U.S. Air Force just ordered 15), the cargo container is an 8-foot-long box with two sets of folded wings, fitted with a small nose-cone and a larger tail-cone before launch that help stabilize flight. The wings are carried inside the box and are installed by simply turning over the top cover.

    Photo: Yates Electrospace Corp
    Photo: Yates Electrospace Corp.

    The assembly includes the essential guidance system. A COTS (commercial-off-the shelf) GPS receiver, lidar, magnetic heading sensor, barometric altimeter, inertial measurement unit and pitot speed sensor are integrated into proprietary software running on a COTS computer.

    Anyone who has ever tried to land a glider from 25,000 feet knows that actually landing safely in the right place is tough to do. It’s quite an achievement to create a reliable, precision, autonomous solution that works when pushed out the back of an aircraft.

    New Model of Old Renault Takes Flight

    Now to a more fanciful story about an old friend – the Renault 4L.  Many of us remember driving or riding in one, with its gear-change on the dash, uncomfortable seats, suspension and “sewing machine” engine.

    The Renault 4L was manufactured from 1974 to 1978. (Photo: ribeiroantonio/iStock Editorial/Getty Images Plus/Getty Images)
    The Renault 4L was manufactured from 1974 to 1978. (Photo: ribeiroantonio/iStock Editorial/Getty Images Plus/Getty Images)

    In celebration of its 60th anniversary, Renault (now part of the Renault–Nissan–Mitsubishi Alliance) and TheArsenale have teamed up in France to make a flying 4L known as the AIR4.

    The body shell has been re-engineered in carbon fiber with the same shape of the original 4L. The frame has been built for vertical and horizontal flight, with propellers at each corner of the vehicle. The body shell lifts at the front for pilot access. The Air4 carries lithium polymer batteries, providing up to 90,000 mAh. It can achieve 58 mph when tilted forward at 45°.

    The Air4 will go on public display until the end of the year in the center of Paris at the Renault Center on the Champs Elysées, along with other antique models of the Renault 4. Miami will be the next stop for the AIR4, followed by New York and then Macau, China.

    To sum up, we have gremlins making progress and being recaptured, a 1-ton flying box  for important deliveries, and a celebration of 60 years of the Renault 4L — quite a wide range of ingenious unmanned vehicle applications.

    Tony Murfin
    GNSS Aerospace

  • Unmanned and AI: Indy Challenge takes autonomous to big track

    Unmanned and AI: Indy Challenge takes autonomous to big track

    When I saw that there was a plan for a whole bunch of unmanned, semi-autonomous racecars to compete at the Indianapolis Motor Speedway (Indy, or IMS) racetrack, I initially thought we might be headed to one significant mess of broken-up machines and potentially a lot of damage. I tracked the various announcements of the competition as things progressed, especially when a prize of $1 million dollars was put up by the Lilly Endowment in Indianapolis, and the majority of the field appeared to be potentially staffed by undergrad university teams.

    Photo: Indy Autonomous Challenge
    Photo: Indy Autonomous Challenge

    However, this isn’t the first time we’ve had unmanned, autonomous road vehicles in competition — we’ve seen highly instrumented SUVs in desert settings in Nevada and California, initially with pretty poor results, which began to improve significantly for the second time round, then vehicles in some simulated street settings with some mixed and also some pretty good results.

    So, as the competition date grew closer for the Indy Autonomous Challenge (IAC), the number of published progress reports began to increase, and we began to better understand how the initial 40 teams might take on this seemingly impossible task — how on Earth will they replicate a regular Indy (also a class of racecar) race? Surely many unmanned racecars on the same track at the same time doing more than 150 mph would be catastrophic!

    When you take a look, however, at the advances we’ve seen, which have enabled unmanned cars, trucks, taxis and such – surely this tech could stretch to meet these major objectives? But Dallara AV-21 Indy Light racecars avoiding hurtling walls passing by, cornering, getting in and out of the pits, coping with vehicles behind, ahead and overtaking — even a superior-equipped unmanned racecar at >150 mph — well that’s something we would really need to see.

    Then you have to take a look at the outfits involved, providing support to the IAC teams – companies including Cisco, and motor sport units such as ADLINK, Ansys, Aptiv, Bridgestone, Luminar, Microsoft and Valvoline and the non-profit Energy Systems Network. The University teams from around the world themselves appeared to also have significant heritage and skill-levels.

    As the 40 University teams started the long trek to get over the hurdles that this challenge presented, members from 21 of those institutions were actually able to make it to Indy, grouped into nine “national” teams. By October 23 the nine teams, with only one car each, were ready to test their autonomous vehicles on the actual track.

    Clemson University established the baseline Dallara AV-21 vehicle and technology to be used by each team for the race, with sensors monitoring chassis motion, suspension, tires and powertrain. Each team would install its own guidance and avoidance system, with each vehicle equipped with six cameras, four lidars, RTK GNSS, associated radios and bags of computing running each team’s customized control system software. The object being for cars to exit pit-lane, accelerate, brake, establish an optimum line for each corner and flat, avoid obstacles, evaluate the track conditions and establish tolerable limits.

    The teams were required to complete several stages of selection, from submission of initial proposals through demonstration of existing vehicle automation capability, simulated race performance, qualification testing at the Indy track — all leading to an anticipated head-to head race against the other qualifiers.

    Then 20 days of planned testing stretched to 50, and three months of preparation passed with students working intensely throughout, curing the glitches, experimenting with how to increase lap speed, and pushing the limits while still keeping the cars intact.

    Energy Systems Network managed the rules of the final competition in a way that reflected Indy qualification days prior the main race — they judged that the technology was not yet at a stage where multiple cars on the track at the same time would have been such a good idea. So, each car was to individually run a number of practice/qualification laps and the quickest car would be the winner.

    During the first stage of live competition, cars were required to exit the pits and run a warmup lap, followed by two laps that were timed and a slow-down lap that required navigating around inflatable barriers on the front-stretch, and then return successfully back around the track into their pit-stop locations. There were several spins in the corners and several crashes, but the four surviving cars/teams were able to optimistically post speeds of more than 130 mph.

    The winning Technical University of Munich team. (Photo: Indy Autonomous Challenge)
    Photo: Indy Autonomous Challenge

    The final phase involved the four teams taking their cars around a number of warm-up/practice laps, followed by four timed laps. Only the car from Germany’s Technical University of Munich was able to complete all laps with an average speed of ~136 mph, so that team ultimately won the $1 million prize. Even so, all teams were able to successfully mature their systems’ performance through the many months leading up to the IAC and their progress through the various qualification stages. Even the other three final qualifiers had much to celebrate as a result of the competition.

    The sponsors supporting the various teams as they progressed through the Challenge may have spent more than $120 million, so that high-pressure development work will be invested back into many vehicle automation opportunities. After all, that was the main objective for the whole undertaking. We should hopefully begin to see safer, more capable self-driving vehicles emerge in the months to come as the technology is applied to more production vehicle automation.

    Tony Murfin
    GNSS Aerospace

  • UAVs, walking robots and an autonomous tugboat

    UAVs, walking robots and an autonomous tugboat

    In a slight expansion from our previous monthly UAV newsletter columns, we’re now looking at autonomous systems with a wider outlook, capturing the automated world as it evolves.

    The Eve air taxi. (Image: EmbraerX)
    The Eve air taxi. (Image: EmbraerX)

    News this month covers steps toward air taxi qualification, highly challenging underground UAV and robotic capers, and long-distance watercraft autonomy in Denmark.

    EVE gets order boost by Bristow

    We’ll soon be seeing them — electric powered manned and unmanned flying taxis buzzing in the city skies above us. Embraer, the Brazilian commuter aircraft manufacturer (you might have taken their EMB-1xx series turboprop aircraft on short hauls between city centers) has apparently progressed its Eve manned/unmanned aircraft development to the stage of a program for qualification/certification being scoped by EmbraerX in Florida and the Bristow Group.

    Parent company Embraer established EmbraerX in Melbourne, Florida, as a new-concept UAV developer and manufacturer, launching the Eve urban mobility vehicle as its first product.

    Eve subscale demonstrator. (Photo: EmbraerX)
    Eve subscale demonstrator. (Photo: EmbraerX)

    Although we are still only seeing concept-artist renderings of the Eve eVTOL (electric vertical take-off and landing) aircraft, and photographs of a small-scale flying prototype, Embraer has already built an impressive order book. There are reports of more than 500 orders on hand, originally led by Uber and recently joined by the Bristow Group with an order for 100. All orders are likely contingent on aviation agency approval of the aircraft for public transportation.

    Based worldwide, Bristow has been around in one form or another since 1955, and currently operates more than 250 helicopters in support of the oil and gas industry, search and rescue (SAR), and various military-related applications, including unmanned aircraft operations with the U.S. Coast Guard. This experience is expected to aid EmbraerX through a joint program to eventually gain an operating certificate for the Eve air taxi.

    An Elios drone from team CERBERUS roams a moulin in an earlier challenge. (Photo: DARPA)
    An Elios drone from team CERBERUS roams a moulin in an earlier challenge. (Photo: DARPA)

    DARPA’s Subterranean Challenge

    The U.S. Army’s Defense Advanced Research Projects Agency (DARPA) has been running a competition since 2018 to find unmanned products and technologies that can find their way around underground environments such as subway systems, sewers, mines and naturally occurring caves and tunnels. The object is to rapidly and remotely map, navigate and search these complex underground locations.

    Known as DARPA’s Subterranean Challenge, several groups of competitors were slimmed down to three very capable teams over several months through some initial selection evaluations. Then, on final competition day, teams CSIRO Data61, CERBERUS and MARBLE went at it in an array of challenging environments at the Louisville Mega Cavern — a massive retired limestone mine so large it not only hosts a ropes course and a mountain bike park, but also has tram-guided tours for visitors.

    Finalists in the competition had to navigate through elements from previous events, including simulated underground mines, a metropolitan infrastructure, and cave systems. Smoke was even used in places to increase the confusion.

    Team CERBERUS — an international consortium that included the University of Nevada Reno (UNR), ETH Zurich, the Norwegian University of Science and Technology (NTNU), the University of California Berkeley, the University of Oxford, Flyability, and the Sierra Nevada Corporation — was ultimately successful.

    The ANYmal climbs stairs. (photo: ANYbotics)
    The ANYmal climbs stairs. (Photo: ANYbotics)

    In previous phases of the competition, Flyability used its caged Elios 2 UAV with video and thermal cameras and a high-intensity LED lighting system to create accurate internal maps of underground spaces. However, in the final competition, ANYbotics four-legged ANYmal C autonomous robots were primarily employed — carrying visual and thermal cameras, lidar and a spotlight.

    In the final competition, Team CERBERUS managed to locate and identify 23 of 40 hidden “artifacts” in the allocated time and earned the $2 million DARPA first-place prize.

    Autonomous Tugboat round Denmark

    Sea Machines in Boston has been around since 2015, focusing on automating shipping control and monitoring. It hopes to bring a system to market that will enable an autonomous voyage all the way around Denmark.

    With investors who include Toyota Ventures, Huntington Ingalls, Brunswick Corporation, Accomplice and Dolby Fund, the company is not a mega-million venture, but has still successfully engaged the likes of A.P. Moller-Maersk, the U.S. Department of Transportation and the U.S. Navy in autonomous waterborne projects.

    The tugboat Nellie Bly on its 1,000 nm circumnavigation of Denmark will use an SM300 autonomous system that uses radar, inertial navigation, a depth transducer, the automatic identification system (AIS) and video cameras for obstacle avoidance. It will provide high-definition remote situation awareness to monitoring controllers in Boston, 3,600 miles away.

    Autonomous tugboat Nellie Bly. (Photo: Arie Boer)
    Autonomous tugboat Nellie Bly. (Photo: Arie Boer)

    Throughout the voyage, the Nellie Bly will have two professional pilots onboard, and will stop at ports along the way to demonstrate the technology. Sea Machines will stream the journey live on a website with updates from the ship, the crew and the command center, enabling real-time and recorded access to “The Machine Odyssey” as the project is now known.

    To sum up, lots of autonomous projects are proceeding, with progress toward getting air taxis up and running for business, DARPA sponsoring technology for underground navigating, and mapping and long-distance autonomous navigation around Denmark — lots of diversity and opportunity.

    Tony Murfin
    GNSS Aerospace

  • US Air Force invests in flying cars

    US Air Force invests in flying cars

    Are ‘”flying cars” unmanned aerial vehicles, manned aircraft, electric aircraft or just regular aircraft? Or perhaps a mix of all of these? Flying cars raise so much interest because of their potential to fulfill the space-age Jetsons promise, with the regular family parking one at their house, then using it to go to work, go grocery shopping and take the kids to school — all the things we do today in cars on roads.

    The U.S. Air Force recognized that flying cars could also revolutionize how it operates, and in 2020 started putting effort and cash into promising commercial flying-car ventures. Since then, the Air Force has begun to make progress. Its AFWERX Agility Prime program has helped four companies — Kitty Hawk Aero, Beta Technologies, Joby Aviation and Lift Aircraft — develop prototype commercial flying-cars and expand their capabilities.

    The Kitty Hawk Aero Heaviside

    Kitty Hawk Aero in Palo Alto, California, has been working on its electric vertical take-off and landing (eVtol) aircraft for several years and claims to have proven its tilting propeller concept through several hundred vertical take-off/landing to horizontal flight transitions.

    The aircraft — known as Heaviside — has just been granted airworthiness approval by the Agility Prime program, enabling Kitty Hawk to further participate in specialized trials funded by the Air Force.

    Heaviside takes off vertically. (Photo: Kitty Hawk)
    Heaviside takes off vertically. (Photo: Kitty Hawk)
    Heaviside comes in for a landing. (Photo: Kitty Hawk)
    Heaviside comes in for a landing. (Photo: Kitty Hawk)

    The majority of flight testing flown by Heaviside has been remote without on-board crew (one or two pilots). This has enabled Kitty Hawk to expand the flight envelope without risking lives. For instance, you might assume those initial vertical to horizontal transitions could have carried a degree of risk, even though those switches in flight mode are now considered virtually risk free.

    Nevertheless, the aircraft is also equipped with an on-board parachute recovery system that has been demonstrated to gently lower the aircraft to the ground in the event of a complete electrical failure. The design has minimized weight, even though the aircraft carries sufficient battery power to provide a range of more than 100 miles. A speed of up to 180 mph has been achieved.

    The Beta Technologies Alia

    Another AFWERX participant in the Agility Prime project is also well along in its flight test program. Beta Technologies has been flying its Alia prototypes on routes of more than 100 miles and pushing velocities of 150 mph.

    Alia eVtol aircraft. (Photo: Brian Jenkins/Beta Technologies)
    Alia eVtol aircraft. (Photo: Brian Jenkins/Beta Technologies)

    Alia is large — it’s in the 7,000-pound aircraft category with a 50-foot wingspan. Alia is designed to carry six people over 250-mile routes, with a cargo capacity of 1,500 pounds. It is powered by on-board lithium-ion batteries. The Air Force expressed serious interest in the design and flight-test planning phase before Alia became airborne. The craft has since proven it is capable of safe, reliable flight over routes such as Plattsburg to New York. The Federal Aviation Administration has authorized such flights ahead of time, but Beta also just received additional airworthiness authorization from the Agility Prime office to enable further trials.

    The Air Force clearly has great faith in Beta Technologies. The company received an even greater boost to its Beta eVtol program from the commercial sector. BLADE Urban Air Mobility has already ordered 20 of these electric aircraft, and UPS has also ordered 10, with the expectation that their order could grow to up to 150. UPS can clearly see the time and cost advantage of landing aircraft directly at its package-sorting facilities, then loading and vertically launching Alai onto delivery routes, either manned or autonomously as a cargo UAV. United Therapeutics, which is developing artificial organs for human implantation, is another key sponsor, presumably to find the shortest transit time to client hospitals.

    Amazon also may become involved following Beta’s recent successful $368 million funding round led by Fidelity and Amazon’s Climate Fund, giving the company stratospheric “unicorn” valuation of more than $1 billion. Maybe there could be Amazon package delivery service in Beta’s future.

    The Joby Aviation Craft

    Joby Aviation is another earlier participant in the U.S. Air Force’s Agility Prime program and was granted airworthiness authorization in 2020. Joby first flew a subscale prototype in 2015 and a full-size aircraft in 2017, with the objective of proving the viability of a tilt-rotor, four-passenger flying taxi/eVTOL aircraft.

    Joby eVtol in flight in Northern California. (Photo: Joby Aviation)
    Joby eVTOL in flight in Northern California. (Photo: Joby Aviation)

    Joby’s story may be similar to the other companies developing electric flying cars, save that it has been doing this since 2009. Over time, Joby has won significant funding and support from key industry sponsors including Toyota, Uber, Elevate and Agility Prime. A study by Lufthansa in 2021 touted Joby as the leader in the eVtol competition.

    The FAA has agreed that Joby can proceed down a certification path applying regular general aviation part 23-64 rules, plus special conditions that include special attention for batteries and fly-by-wire controls. Joby is making good progress toward certification objectives, having already flown more than 1,000 times with different prototypes.

    With six tilt-rotors driven by electric motors, Joby’s yet-to-be-named four-passenger aircraft is capable of 200 mph with a +150-mile range, weighs 4,000 pounds and is apparently one of the quietest, measuring only 65 dBA at ~110 yards while hovering. A low noise profile is key to acceptance of these relatively low-altitude flying-cars as they buzz across densely populated areas — and all manufacturers have come up with low-noise-profile designs.

    The Lift Aircraft Hexa

    Lift Aircraft has taken a different path toward introducing flying-car technology into everyday use by borrowing more closely from existing drone capabilities. The company hopes acceptance will be quicker under its adopted FAA’s Powered Ultralight classification (FAR Part 103), which does not require a pilot’s license to fly.

    The Lift approach also intends to take so many precautions and use so much automation that anyone can fly its Hexa. Floats prevent sinking for forced landings on water; triplex flight-computers, GPS and IMUs add to the fail-safe design; and an automatic parachute release in the event of an in-flight incident deploys a “whole-aircraft air bag.” Along with 18 redundant electric-motor-driven propellers (only 12 are needed for a safe landing), these features add up to safety for the uninitiated.

    Hexa single-pilot drone-car. (Photo: Lift)
    Hexa single-pilot drone-car. (Photo: Lift)

    The single joystick control is simple to use and allows the unskilled to fly the drone-car safely. The system comes with extensive monitoring built in, so remote safety operators can intervene in extreme situations. Flight is currently only allowed in geo-referenced airspace defined by Lift. The vehicle has the capability to fly itself out of potentially dangerous situations and avoid mapped obstacle locations. Flight is semi-autonomous and take-off and landings are automated.

    Agility Prime joined with Lift in April 2020 to support the company’s safety testing, and in August 2020, funded expansion of the Hexa flight envelope. The Air Force has loaded a Hexa drone-car into a C-130 transport aircraft and flown it to another location to verify transportability for remote deployments. Lift has also won another contract from the Air Force for autonomous cargo retrieval based on a subset of the Hexa design elements.

    It is possible that many people will see Hexa in operation during a coming demonstration tour planned for major population centers across America – 15,000 people have apparently already signed up to fly Hexa when the tour gets underway, possibly later this year.

    Wrapping It Up

    So are these craft flying cars, or drones carrying people? It’s still hard to say definitively, but for sure many experts believe in the forecast of 160,000 flying taxi-cars by 2050, with airport shuttle and air-taxi markets reaching a market value of $500 billion. Certainly the Agility Prime program seems to have got it right and taken the necessary steps to ensure this technology gets out of its emerging, curio stage and out into a world eager to adopt it. If only we could accelerate the extremely lengthy civilian certification phase while still embedding increasing levels of safety. Perhaps the Air Force program can get us there quicker.

    Tony Murfin
    GNSS Aerospace

  • Drones team with fighter aircraft and help inspect airports

    Drones team with fighter aircraft and help inspect airports

    Additional Loyal Wingman jet-powered drones are being developed. Plus, quadcopters are helping calibrate and maintain aviation ground navigation systems.

    I’ve previously discussed the Loyal Wingman project. Companies in the United States and Australia are developing unmanned full-scale jet-powered drones t0 fly alongside frontline fighters, and perhaps take on riskier missions.

    The Loyal Wingman drones are powered with artificial intelligence developed for the U.S. Air Force Skyborg program.

    Programs in other parts of the world are also developing technology for the same fly-along objectives. The United Kingdom has launched the Lightweight Affordable Novel Combat Aircraft (LANCA) program, and India is working on the Combat Air Teaming System (CATS) Warrior project.

    UK LANCA project

    The UK usually takes its time progressing with new aviation concepts, but has now awarded a £30 million concept contract to Spirit Aerosystems in Belfast to develop and fly a demonstrator drone by the end of 2023.

    Meanwhile, Kratos in the United States and Boeing Australia both have Loyal Wingman UAVs well into flight test programs as part of the Skyborg program. (The first test flight of the Loyal Wingman was successfully completed in February.) Nevertheless, the LANCA schedule should mesh with that of the UK’s next-generation fighter program, known as Tempest, which is just getting started.

    Computer rendering of the United Kingdom’s Mosquito drone concept. (Credit: UK Defense Department)
    Computer rendering of the United Kingdom’s Mosquito drone concept. (Credit: UK Defense Department)

    Spirit Belfast is the Irish subsidiary of Spirit AeroSystems (Wichita, Kansas), previously owned by Bombardier (Montreal, Canada) and, before that, Shorts Brothers, Belfast. Spirit was previously involved in manufacturing aerostructures and will apply its unique composite resin transfer-infusion technology to build a high-speed capable, lightweight fuselage for the aircraft.

    Spirit has formed Team Mosquito, joining Northrop Grumman UK and Intrepid Minds for flight controls and avionics. An engine supplier and developer has yet to be announced.

    CATS Warrior project

    On the other side of the world, Indian state-owned Hindustan Aeronautics Limited (HAL) has apparently invested significantly since at least 2019 in a program to develop another Loyal Wingman concept, known as the HAL Combat Teaming System Warrior (HAL CATS Warrior). A mockup of the CATS Warrior was on display at Aero India 2021.

    While still in the early phase of development, the program appears to be well into the major undertaking by HAL and its partner Newspace R&D. HAL has been the indigenous aircraft manufacturer for the Indian Air Force since the late 1940s, with facilities in Bangalore and with more than 25,000 employees.

    The design goals for the Warrior drone appear to mirror those of the programs in the United States and the United Kingdom — to create an independent, autonomous, unmanned vehicle that can be teamed alongside frontline fighter aircraft as an expendable force multiplier.

    Flight inspection drones

    While we’re on the topic of aviation, let’s pull back to more current unmanned applications. News has emerged of a drone being used to inspect a landing-aid system in Russia. Aviation authorities in many countries spend lots of time and money on verifying and calibrating new and existing ground-based landing and navigation aids, to the point of equipping general aviation aircraft with extensive instrumentation and dedicating them to regularly checking key airport and en-route systems.

    This is an expensive and lengthy task — all the way from buying, maintaining and operating aircraft to equipping each flying laboratory and maintaining complex onboard equipment, as well as training and employing skilled pilots and equipment operators.

    The Cursir nav-aid inspection drone. (Photo: Cursir)
    The Cursir nav-aid inspection drone. (Photo: Cursir)

    Cursir in Russia has installed a specialized radio receiver on a commercial drone and used it to pre-configure a newly installed instrument landing system (ILS) at the Ulyanovsk-Vostochny airport, where difficult terrain makes the initial set-up of the ILS quite complex.

    However, by using this calibration drone, set-up time was significantly reduced and adequate preparations were made for subsequent control flights by a fully equipped flight inspection aircraft. Even though these formal flights were still required, calibration of the ILS was less involved and fewer flights were necessary.

    In the future, maintenance checks using only the calibration drone may be possible. Drones have also been in use for complete NAVAID inspection for some time, with companies including Canard in Spain and Colibrex in Germany.

    Canard’s drones undertake flight inspection of runway lighting, ILS and other airport NAVAIDS. It uses a database of airports, runways and systems for flight planning, autonomous drone operations and analysis/reporting of collected data. Canard was founded in 2015, and its first flight inspection contract was in 2017 for seven European airports.

    The Canard flight inspection drone. (Photo: Canard)
    The Canard flight inspection drone. (Photo: Canard)

    Colibrex built its own COL-X8 NavAidDrone in order to better integrate its in-house flight inspection receivers and antennas. The requirement for flight inspection is to accurately evaluate the signal-in-space being transmitted by the NAVAID, so Colibrex invested heavily in the development of its on-board RF reception and in-house results analysis systems. Early trials were first run in 2012, through many different measurement campaigns around the world; Colibrex has now established an extensive drone flight inspection capability.

    The Colibrex NAVAID drone. (Photo: Colibrex)
    The Colibrex NAVAID drone. (Photo: Colibrex)

    To sum up, more Loyal Wingman jet-powered drones are in development, and perhaps we now have a little insight into how quadcopters are being used to calibrate and maintain aviation ground navigation systems. These are just a couple more innovative applications for unmanned aircraft.

    Tony Murfin
    GNSS Aerospace

  • DJI drones cleared for government use, plus more UAV news

    DJI drones cleared for government use, plus more UAV news

    There is a lot of UAV action taking place this month. An anti-drone defensive system is being trialed by the U.S. Department of Homeland Security (DHS). DJI drones get the green light again for use by government agencies. The U.S. Navy/Boeing refuel an F/A-18 aircraft using a drone, and the Mars helicopter drone has a non-fatal in-flight problem.

    DJI drones cleared for government use

    There’s good news for operators who might have been scared away from using drones manufactured by Chinese company DJI. Two “government” models have now been cleared by the Pentagon for use by agencies who had previously been instructed to cease and desist operating them. The Matrice 600 Pro and the Mavic Pro government models were cleared, because “no malicious code or intent” was found. These types of drone are now “recommended for use by government entities and forces working with U.S. services.”

    DJI Matrice 600 Pro (Photo: DJI)
    DJI Matrice 600 Pro (Photo: DJI)

    The drones have been modified from standard models to provide a customized control application, prevent automatic software updates being applied without user approval, and implement an operational control-zone capability.

    The U.S. Interior Department was behind the modifications, with the objective of resuming use of its grounded fleet of more than 500 DJI drones. They may need them again soon for forest-fire monitoring — it’s the season again. Allegations of potential “sharing of data” with the Chinese government were previously investigated and apparently debunked by Booz Allen Hamilton, in a report released in June 2020. Now the Pentagon seems to affirm these earlier findings.

    Nevertheless, DJI remains on the Commerce Department’s don’t-buy list, and the Justice Department has banned agencies from buying foreign drones that could be vulnerable to tampering with data, or otherwise might be a threat to the U.S.

    DHS trials anti-drone system

    In recent “bad-drone” incidents, people have tried to smuggle contraband into prisons, flown into landing flight paths at airports, and even successfully inflicted significant damage on oil storage facilities in Saudi Arabia — never mind a failed assassination attempt in Venezuela. And with illegal immigration and drug smuggling becoming crisis issues, DHS has decided that its probably time to build a level of protection at U.S. borders. A trial is now scheduled at the quieter and more orderly Canadian border so that DHS can fully focus on evaluating the Fortem SkyDome system.

    TrueView Radar (Photo: Fortem Technologies)
    TrueView radar detects and calculates the location and trajectory of hundreds of airborne objects quickly and accurately. (Photo: Fortem Technologies)

    Bad actors attacking a facility using a drone, sometimes with explosives strapped to it, have set their target as a waypoint and switched off the radio control link. The drone then carries on to its target, without fear of radio “sniffer” detection systems picking it up and jamming the control link.

    Fortem built a drone defense system that uses radar for “RF silent drone” detection. Not only does the Fortem SkyDome system detect unwanted intruder drones, but it also can send out a DroneHunter UAV which hones in on and fires a net to capture, immobilize and bring back the offending drone so the defenders can investigate the attack.

    Boeing UAV refuels F-18 fighter aircraft

    Boeing is engaged in development of an unmanned tanker vehicle for the U.S. Navy. The company has built and flown the first test drone, known as Stingray MQ-25 T1. Boeing has another seven unmanned refueling tankers on order. T1 is the first test article for the program. Following a number of successful initial handling, control and envelope extension test flights — including several with the Navy refueling pod installed under the T1 left wing — fuel was loaded, and on June 4, a Navy F/A-18 Super Hornet fighter aircraft accompanied the T1 into the air on another test flight.

    T1 Stingray refuels a Navy F/A-18. (Photo: U.S. Navy/Boeing)
    T1 Stingray refuels a Navy F/A-18. (Photo:
    U.S. Navy/Boeing)

    The F/A-18 flew close to and maneuvered around the drone for some time, and when the pilot and test managers concluded that both were in joint, controlled, stable flight, the MQ-25 was commanded to extend the refueling pod hose and drogue. The F/A-18 normally refuels in the air from another F/A-18 configured with the same refueling pod and refueling boom, so the actual transfer of fuel which then took place was somewhat commonplace for the F-18 pilot, save that the slipstream buffet was probably less significant. Nevertheless, this was the very first time that a Navy aircraft has been refueled by an unmanned aircraft.

    After further MQ-25 T1 test flights, the tanker-drone will be transported to Norfolk, Virginia, for deck handling trials aboard a U.S. Navy carrier later in the year. The MQ-25 Stingray is planned to take over this airborne refueling work which is currently handled by other F/A-18s, freeing up the fighter aircraft for operational fighter missions.

    Mars drone flight experiences navigation anomaly

    On May 25, the Mars drone Integrity had been commanded to take its sixth longer, higher flight. Like a good little tech package on the end of a 220-million-mile distant signal, Integrity did as it was told. However, after around 490 feet in the Mars atmosphere, Integrity started to change speed and dramatically oscillate back and forth. Even so, the UAV managed to complete the transit to within about 16 feet of the new intended parking spot.

    NASA analyzed the data sent back from the drone through the Perseverance rover. NASA discovered that the flow of images from the navigation camera had been disrupted by a missing image, and the time-stamps for the images had become incorrect.

    Integrity sits safely on Mars following an in-flight anomaly. (Photo: NASA)
    Integrity sits safely on Mars following an in-flight anomaly. (Photo: NASA)

    Integrity’s navigation system is fed by an inertial measurement unit with images from the nav camera, so the time-stamp discrepancies between what the camera was saying and what the IMU was saying gave it an unforeseen issue to resolve. The resultant bucking in flight was an effort to resolve the data time differences. Images are not used in the landing phase, so the oscillations ceased as the rover descended, and the landing was as graceful as usual.

    Fortunately, it appears that Integrity has not been damaged, and NASA is working to send the little drone on further scouting missions for its companion rover. NASA’s website indicates that the drone should have flown again on June 6, but right now there doesn’t seem to be any further evidence that a flight did or did not take place.

    Summary

    The testing that the Pentagon has done on a couple of models of DJI drones appears to have cleared them of possible malfeasance, but otherwise the report is classified. I wonder what secret science DOD used to detect/eliminate possible illicit communications with China by the drones? And it’s high time everyone realized that these “drone -thingies” can also be used to hurt us — as new technology in the hands of people who do not wish us well almost always can.

    This month I discovered that Navy F/A-18s could fly further by hanging refueling pods on other F/A-18s, thereby taking the tanking aircraft out of the regular training and combat rotation. I’m glad we’ve got a drone alternative coming that must cost a lot less and also will free up fighting assets.

    Finally, it doesn’t seem that we have to worry the Mars helicopter is too broken to keep seeking the best route for the rover. There were enough margins in the navigation algorithms that the little guy didn’t wreck when the image processing hiccupped. Let’s get flying again, NASA!

    Tony Murfin
    GNSS Aerospace