UAS Organization Sensing by yourDragonXi Δ 11th of February 2015 Ω 10:16 PM

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~ Federal Aviation Administration (FAA) ~ National Defense Magazine ~ Committee F38 on Unmanned Aircraft Systems	~ Aerospace Industries Association ~ DARPA ~ sense for Ξ	~ ~ Navy ~ International Civil Aviation Organization
~ International Maritime Organization ~ Dronecode ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ
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«UAS Sensing	Θ	Θ
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~ FAA (Federal Aviation Administration)

»UAS at FAA
ξ »UAS Test Sites
ξ »Center of Excellence for Unmanned Aircraft Systems
ξ questions to Patricia Watts, Ph.D. - email Patricia.Watts@faa.gov

Review by S&S
NAS <=> airport as well as airport control centre are essential for tests
RD <=> university with UAS skills
CHALLENGE <=> high demanding systems requiring multi-science skills!
HUGE RISKS <=> can any organization take the risks for example in California !?
UAS & BASE & SENSOR & NET <=> not just UAV - how about UGV!
LONG TERM <=> long term never ending developement and research is required!
TESTING WITH CIVIL AIRCRAFT <=> how about the airfields in California with abondede jets !?
NETWORK-CENTRIC <=> S&S approach is upto date!
SEVERAL AIRPORTS MUST <=> LA, NY, LasVegas, Texas ...
SIX UAS TEST SITES <=> Alaska, Nevada ...
FUNDING <=> VENTURE CAPITAL FROM SOUTH-KOREA (SAMSUNG ...), JAPAN (SONY...), UAE (DUBAI) ... ENERGY SECTOR ...
DEMANDING THEATERS <=> ARCTIC, ALASKA ...

Questions to Patricia Watts, Ph.D. - email Patricia.Watts@faa.gov
»Integration of UAS in the NAS Roadmap

Ph.D. Patricia Watts

Small & Smart (S&S) is a private California company developing rapidly deployable unmanned and autonomous systems for network-centric operation
at remote and demanding theaters >> www.dragonxi.com

Referring to FAA's document Center of Excellence (COE) For Unmanned Aircraft Systems (UAS) Final Solicitation
»COE UAS Final Solicitation

I'd be more than pleased to get Your answers to the following questions:

1. Network
a. business - are civil UAS networks the only research focus for this COE ?
b. patrol - are patrol UAS networks be included - at least the ones to patrol energy resources such as oil fields and oil rigs ?
c. military - are military UAS networks included - at least the ones protecting critical energy resources such as nuclear power stations ?
d. others - does FAA or other parties require communication with other networks and which ones ?

2. Unmanned Aircraft Vehicle (UAV)
a. unmanned - is an UAV packed inside a pod classified as UAV or pod by FAA before it is deployed above mission theater ?
b. autonomous - is an UAV specified by FAA being autonomous before or after it has been dropped above mission theater by a manned aircraft ?
c. rapid deployment inside pod with a manned air aircraft - are piloted air vehicles treated as normal manned aircrafts by FAA?
d. other requirements by FAA - for example the highest and lowest altitude to drop UAV inside pods above a mission theater ?

3. Base Station
a. deployment with manned air aircraft - does FAA classify these as normal cargo before they are dropped above mission theaters ?
b. supports several UAVS at theaters - does FAA require these base stations to communicate with networks and which ones?
c. powers UAVs - does FAA have special requirements for fuels such as hydrogen and power supplies such as fuel cells ?
d. others requirements by FAA - for example can base stations be located at civil airports and if not how far away ?

4. Theaters
a. business - are energy theaters - such as oil and gas fields - ok for FAA or will civil air traffic be the only focus ?
b. patrol - are nationally critical energy theaters - such as nuclear power stations - ok to FAA or will border patrolling be the only one ?
c. military - are domestic network-centric UAS operations against terrorism ok for FAA (deployment by piloted aircraft inside pod from a civil airport) ?
d. others - can the COE build an UAS test site, for example in California ?

Thank You very much in advance for Your answers - even to some of the above ones!
Paivi MayHill

»Small UAS Arctic Plan
responds to the following section of the FAA Modernization and Reform Act of 2012 (the Act):
SEC. 332. INTEGRATION OF CIVIL UNMANNED AIRCRAFT SYSTEMS INTO NATIONAL
AIRSPACE SYSTEM.
(d) EXPANDING USE OF UNMANNED AIRCRAFT SYSTEMS IN ARCTIC.—

(1) IN GENERAL

Not later than 180 days after the date of enactment of this Act,
the Secretary shall develop a plan and initiate a process to work with
relevant Federal agencies and national and international communities
to designate permanent areas in the Arctic where
small unmanned aircraft may operate 24 hours per day for research and commercial purposes.

The plan for operations in these permanent areas shall include the development of processes to
facilitate the safe operation of unmanned aircraft beyond line of sight.

Such areas shall enable over-water flights from the surface to at least 2,000 feet in altitude,
with ingress and egress routes from selected coastal launch sites.

(2) AGREEMENTS

To implement the plan under paragraph (1), the Secretary may enter into an agreement with relevant national and
international communities. This Plan is intended to inform interested parties, operators, Federal agencies and international
communities of the Federal Aviation Administration’s (FAA) plan to establish permanent
operational areas and corridor routes (for access to coastal launch sites)in the Arctic for the
operation of small Unmanned Aircraft Systems (sUAS).

These permanent areas will permit sUAS operations from the surface to at least 2,000 feet Above Ground Level (AGL) for
research, commercial purposes and Search and Rescue (SAR).

One of the Plan’s objectives is to create a specific process to allow safe operation in the Arctic areas.

Areas of Opportunity
The requirements of the Arctic provisions of the Act present several challenges:
First, airspace areas as described in the legislation are over international waters
that the FAA controls on behalf of the International Civil Aviation Organization (ICAO).

Changes to the airspace will have to be approved by ICAO.

Additionally, there are other international stakeholder bodies that exist for international cooperation in the Arctic region
that must be consulted.

Second, the type of airspace described in the legislation does not fit any of the existing types of
airspace currently used by the FAA. This means that rules for operation of the airspace will
have to be created and agreed upon, driving the need for a new airspace rule.

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~ National Defense Magazine

»National Defense Magazine

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~ Committee F38 on Unmanned Aircraft Systems

»Committee F38 on Unmanned Aircraft Systems
ξ addresses issues related to design, performance, quality acceptance tests, and safety monitoring for unmanned air vehicle systems

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~ Aerospace Industries Association

»Aerospace Industries Association

The fuels subcommittee of ASTM International
ξ approved a new specification for alternative jet fuel from the Fischer-Tropsch process
ξ a significant step toward the broad production and use of cleaner aviation fuels
ξ that combat global warming and enable future aviation growth
ξ this fuel has cleared a significant milestone
ξ once approved by ASTM, and accepted by the Federal Aviation Administration,
ξ synthetic paraffinic kerosene from the Fischer-Tropsch process (FT-SPK)
ξ can be blended with conventional fuels and used as a substitute to crude oil-derived jet fuel by airlines, private aviation and the military
ξ approval of FT-SPK will pave the way for near-term approval of sustainable,
ξ plant-based biofuels that hold great promise for significantly lowering , aviation’s carbon footprint on a lifecycle basis
ξ adding to the options for increased fuel availability
ξ potentially resulting in a much lower CO2 lifecycle for aviation fuels
ξ sends a strong signal to those developing alternative jet fuel technologies and production facilities
ξ that there is a clear path to market for cleaner fuels that combat global warming and enable future aviation growth

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~ DARPA

DARPA

CODE program for UAVs to share information and work together
ξ to enable surveillance and attack UAVs to work together on missions
ξ involving electronic jamming, degraded communications, and other difficult operating conditions
ξ DARPA-BAA-14-33 for the Collaborative Operations in Denied Environment (CODE) program
ξ to enable UAVs to work together in teams and take advantage of the relative strengths of each participating unmanned aircraft
ξ CODE program is to expand the mission capabilities of existing UAVs
ξ through increased autonomy and inter-platform collaboration
ξ collaborative autonomy has the potential to increase capabilities
ξ and reduce costs of today's UAVs by composing heterogeneous teams of UAVs
ξ that can capitalize on the capabilities of each unmanned aircraft
ξ without the need to duplicate or integrate capabilities into one UAV
ξ most current UAVs are not well matched to the needs of future conflicts

S&S Notes:
ξ base station support missing
ξ wireless sensor network missing
ξ communication with piloted aircraft not taken into account!

Raytheon and DARPA consider deploying unmanned air and marine vehicles from fighter aircraft
DARPA is asking engineers at the Raytheon Co. Missile Systems segment in Tucson, Ariz.
to come up with a preliminary design for launching unmanned aerial vehicles (UAVs)
and unmanned underwater vehicles (UUVs) from the Navy carrier-based F/A-18 Hornet fighter-bomber

the idea is to use attachments on the underside of the F/A-18, where auxiliary fuel tanks normally go
this approach, if successful, would give Navy commanders a fast and long-range capability
to deploy unmanned surveillance aircraft and submersibles when time is of the essence.

DARPA awarded a $284,640 study contract to Raytheon Missile Systems
to focus on a preliminary design for a base station for UAVs and UUVs on an F/A-18 fuel tank underwing hard point.

S&S Notes:
ξ above solution limits the fighter capabilities for longer missions

DARPA considers unmanned submersible mothership designed to deploy UAVs and UUVs
DARPA wants Raytheon to evaluate enabling technologies for deploying UAVs and UUVs from F/A-18 combat jets
in variable seas, define potential mission profile for UAV and UUV deployment from jet fighters,
and consider power, communications, and surveillance payloads for fighter-deployed drones

DARPA is trying to help Navy commanders find new ways to provide long-range persistent surveillance in forward deployed maritime areas.
This concept capitalizes on the speed and responsiveness of aircraft with the persistence of a maritime platform.

Air delivery will force the drone payloads to survive the force of entering the water
from a relatively high-speed aircraft like the F/A-18.

Raytheon has expertise in designing missiles and other munitions for delivery from high-performance military jets.
The company's Integrated Defense Systems segment in Keyport, Wash.,
produces the Navy's MK 54 MAKO Lightweight Torpedo, which can be launched from aircraft.

DARPA readies program to enable unmanned aircraft to share information and work together
The F/A-18F Super Hornet can fly at nearly twice the speed of sound
and has a combat radius of 630 miles

The jet can carry a variety of bombs and missiles,
including the Boeing Standoff Land Attack Missile Expanded Response (SLAM-ER).
The SLAM-ER missile is 14.3 feet long, 13.0 inches in diameter, and weighs 1,487 pounds
ξ ca. 2x longer (Xi= 7.6ft), diameter about the same (Xi= 1.1ft) »DragonXi
The MK 54 torpedo, by contrast, is nine feet long, 12.75 inches in diameter, and weighs 608 pounds.
ξ lightly longer, about the same diameter »DragonXi

For comparison, a Bluefin-21 UUV from Bluefin Robotics in Quincy, Mass.,
is 16.2 feet long, 21 inches in diameter, and weighs 1,650 pounds.
ξ over 2x longer, ca. 2x diameter »DragonXi

S&S note:
ξ neither meets the standard used by carrier automatic store as Xi does!

The Boeing F/A-18E/F Super Hornet is a twin-engine carrier-based multirole fighter aircraft
with an internal 20-millimeter M61 rotary cannon and the ability to carry air-to-air missiles and air-to-surface weapons.

Additional the F/A-18E/F can carry fuel in as many as five external fuel tanks and
the aircraft can be configured as an airborne tanker by adding an external air refueling system.

»raytheon.com
»darpa.mil
»Raytheon and DARPA consider deploying unmanned air and marine vehicles from fighter aircraft

Collaborative Operations in Denied Environment (CODE) program
ξ to enable surveillance and attack UAVs to work together on missions involving electronic jamming,
ξ degraded communications, and other difficult operating conditions
ξ to expand the mission capabilities of existing UAVs through increased autonomy and inter-platform collaboration
ξ collaborative autonomy has the potential to increase capabilities and
ξ reduce costs of today's UAVs by composing heterogeneous teams of UAVs
ξ that can capitalize on the capabilities of each unmanned aircraft
ξ without the need to duplicate or integrate capabilities into one UAV

Flexible & integrated unmanned command & control
ξ the first phase focuses on system analysis, architecture, design, and critical technologies
ξ having two tracks, one for system integrators and the other for technology developers
ξ the second phase involves detailed design of their CODE system and in-flight demonstrations
ξ the third phase will develop and demonstrate full mission capability during three series of flight tests
ξ the first phase starts later 2014, extends through early 2016, and will share $14.3 million among participating contractors
ξ the second phase runs from early 2017 to mid-2017, and will share $15 million among contractors
ξ the third phase runs from mid-2017 through the end of 2018 and will share $25 million among participating contractors

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~ Navy

Navy

Carrier-based drone flies with manned aircraft
X-47B launched, flew and landed alongside a fighter jet during an exercise off the Virginia coast
test claimed to prove for the first time that manned and unmanned aircraft can operate together
the Norfolk-based USS Theodore Roosevelt
Navy launched an F/A-18 Hornet and the X-47B
after a 24-minute flight, the X-47B landed on the carrier’s flight deck,
folded its wings and taxied away from the landing area, allowing the Hornet to land
Adm. Mat Winter oversees the Program Executive Office for Unmanned Aviation and Strike Weapons
test was among the next steps in understanding of how technologies come together to the tactical — to provide a war-fighting capabilities
demonstration was the first of six test launches and landings the Navy planned for the drone and jet during a 10-day period aboard the Roosevelt
Navy also plans to test the X-47B’s movement on deck at night and in varying wind

Capt. Beau Duarte is the program manager for the Navy’s Unmanned Carrier Aviation office

The drone supposed to participate did NOT make it to the carrier, but instead returned to shore after a fuel pump problem!

Another X-47B took its place, but its catapult launch was delayed because the bow of the carrier was slightly lower than its rear
It took about 30 minutes to move equipment and transfer fuel to the rear of the ship.

Hornet took off first, followed by the drone.
Both banked around the ship at about 1,200 feet for an eight-minute flight pattern and passed overhead.
Another eight minutes passed when the drone approached the carrier,
touched down and then immediately took off again — this sequence was meant to verify that all of the X-47B’s systems were working correctly.

After another pass, the drone landed and caught a wire on the ship’s deck with an auto-retractable hook.
A deck operator wearing a newly designed control steered the X-47B out of the way for the jet to land. Then the sequence was repeated.

The trial marks the prototype X-47B’s fifth test period at sea
2013 it made history after successfully landing aboard an aircraft carrier for the first time

drone has completed eight catapult launches from a carrier, 30 touch-and-goes, and
seven arrested landings aboard USS George H.W. Bush and the Roosevelt.

It is expected to take years of additional work before unmanned aircraft become a regular part of the Navy’s air wings!

The prototype is being used to develop a new class of drone that will launch from carriers, alongside manned aircraft,
with surveillance and strike capabilities.

the program, called UCLASS, has been delayed for deployment until 2020!

Winter said the drones will not take the place of manned craft nor will computers take the place of pilots
“It’s a blending of unmanned and manned capabilities, and that will be the naval aviation strategy as we move into the future.”

Rear Adm. Mat Winter Talks About the Navy's Strike and UAS Capabilities

PEO (U&W) is responsible for the development, procurement and life cycle management of the Department of the Navy’s
Unmanned Aircraft Systems (UAS) capabilities.
Fielded systems range from small, hand-held UAVs operated by Marines on the frontlines,
to high-altitude maritime UAS, known as Broad Area Maritime Surveillance Demonstrator (BAMS-D),
which is providing maritime surveillance in Fifth Fleet.

RQ-11B Raven, RQ-12A Wasp and RQ-20A Puma, each weighing less than 20 pounds,
can be hand-launched and provide intelligence, surveillance, reconnaissance (ISR) and
target acquisition to the warfighter on the ground.

RQ-21A Blackjack will be operated from both ships and land sites,
is ideally suited for humanitarian or combat operations
where getting real-time intelligence to the on-scene commander is critical.

RQ-7B Shadow is currently the primary UAS flown by the four Marine Corps Unmanned Aerial Vehicle (VMU) squadrons and
continues to serve as the main unmanned tactical platform for Intelligence, Surveillance, Reconnaissance and Targeting (ISR &T)
support to Marine Expeditionary Brigade and force-sized operations for the foreseeable future.

Aviation detachments on Navy combatant ships are operating the unmanned helicopter,
the MQ-8 Fire Scout, which complements the manned MH-60 by extending the range and endurance of ship-based intelligence gathering operations.

Cargo-carrying unmanned helicopter, K-MAX, is wrapping up a three-year deployment in Afghanistan,
which was originally intended as a six-month demonstration.
This system carried over 4 million pounds of cargo,
keeping trucks off the ground and our troops out of harm’s way.

X-47B demonstration program’s objective is to demonstrate the feasibility of operating an unmanned carrier-sized aircraft
in the harsh, dynamic and complex environment of the aircraft carrier.
The U.S. Navy/industry team successfully demonstrated all objectives and
continues to operate the X-47B at the Naval Air Station Patuxent River, Maryland.
Leveraging the X-47B lessons learned, Navy will introduce the first carrier-based unmanned system
ithin the next decade, known as the Unmanned Carrier Launch Surveillance and Strike or UCLASS.
This system will provide a 24/7 ISR and targeting capability,
which will shape a more efficient carrier air wing.

The Navy’s largest investment in unmanned aircraft to date, the MQ-4C Triton,
will bring unparalleled awareness of the maritime environment
with the capability to maintain five continuous orbits around the globe.
Teamed with its manned-capability counterpart, the P-8A,
Triton will be a key component of the Navy’s family of systems to achieve maritime domain awareness.

Envisions NAVY's PEO’s role in the development of UAS to continue and
to play a critical role for the future warfighter as the Navy’s use of unmanned systems increases, particularly in the maritime domain.

2013 was a historic year for naval aviation.
Navy had a number of “firsts” for unmanned platforms beginning with the first catapult launch of the X-47B
from the USS George H.W. Bush last May.
Just a few months later, landed on that same ship for the first time.

In May completed the first flight of the MQ-4C Triton.
This event was followed by one of the most successful envelope expansion testing.
The RQ-21A Blackjack, successfully completed its first ever ship-based flight.
Added another first when the new, larger “C” variant of the MQ-8 Fire Scout system
completed its initial flight on the West Coast.

When UAS programs were originally procured,
the requirements were based on interactions with existing platforms within predetermined mission sets and
with predetermined users — and their control systems controlled one vehicle type.

Today, Navy is developing a common control system
that in the very near future will have the capability to control multiple platforms!

Challenged to meet dynamic Information Dominance needs of the Navy,
so PEO(U&W) is transitioning our acquisition strategies and management perspective
for the Naval UAS Portfolio to a Family of Systems (FoS) viewpoint,
allowing commanders flexibility to employ UAS, regardless of the mission type, operational environment or user.
This requires systems with open and standardized architectures;
standardized interfaces and data models; common components, and
defined, tested and certified interoperable capabilities.

Navy is continually collaborating with the Army, Air Force and coalition/NATO partners on these efforts.

Advanced autonomy and integrated warfare capabilities also present opportunities for the future of UAS.
These opportunities will only be achieved if Navy begins now to develop the relationships,
behaviors, and technical foundation required for the next generation of unmanned systems.

Navy's goal is to increase the range of autonomous operations,
from takeoff and landing capabilities to fully completing a mission without human intervention,
which will ultimately help the Navy achieve its affordability requirements and increase operational capacity.

Navy's team within the PEO, and across Naval Air Systems Command (NAVAIR),
continues to stay at the forefront of that technology so we stay competitive on a global scale.

Integration of unmanned systems into other intelligence, surveillance and reconnaissance platforms,
like the P-8A Poseidon, is essential to future operations and part of the Navy’s vision for Information Dominance.
As well as the development, is your office responsible for the integration piece?

With an increased number of unmanned aircraft in the Department of the Navy’s inventory,
interoperability among systems is increasingly important.
The Navy is focused on commonality and integration with fleet and joint assets.

To truly capitalize on the capabilities of unmanned systems,
these assets must operate seamlessly across the air, ground and maritime domains and also complement with manned aircraft.

The goal is to build a collaborative operational environment to increase situational awareness on land and at sea.
Navy's common standards and interoperability (CSI) team is working to establish standards
that will ensure Navy provide the warfighter with the interoperability needed to best execute the assigned mission.

CSI also collaborates with our sister services to ensure Navy achieve the desired interoperability in any future joint operations.

The Department of the Navy has a dedicated unmanned capability strategy.
Unmanned aviation sponsorship is organizationally aligned to Navy's counterparts
on the Chief of Naval Operations (CNO) staff, [Deputy Chief of Naval Operations] OPNAV N2/N6 [Information Dominance].
Navy is continuously working together to mature this strategy to better align to Navy's warfighter’s requirements,
resource more efficiently, and generate acquisition strategies that are effective and affordable.

Navy’s intent is to blend manned and unmanned systems at all levels of war fighting,
for example, Triton/P-8, Fire Scout/H-60 and unmanned carrier launch airborne surveillance and
strike (UCLASS) with manned carrier air wings.

The testing of Navy's manned/unmanned blend of systems that Navy have done in the past and will do in the future,
whether that includes Fire Scout/Littoral Combat Ship (LCS)/H-60, P-8/Triton, X-47B/carrier,
demonstrates effective unmanned aviation integration at sea
that is key to providing Navy's Navy the affordable warfighting capabilities they need to be where it matters, when it matters.

Integrating unmanned systems is the hallmark of a cultural shift in the Navy.
To give you context, the BAMS-Demonstrator, on its 63rd month of what was planned to be a six-month demonstration,
remains in theater because it’s operating and providing the warfighter incredible capability.
BAMS-D has proved to be a force multiplier in working with manned aircraft, P-3s and P-8s,
in the broad area of maritime surveillance domain.
When you come down to a tactical level for Navy's littoral combat ships,
Navy’re working to deploy LCS with a blend of MH-60 manned and MQ-8 Fire Scout unmanned assets
to best provide countermine, surface warfare and anti-submarine warfare capabilities.

Eventually Navy’ll integrate UCLASS into carrier air wings
where Navy’ll deploy both tactical manned and unmanned vehicles to conduct fully integrated operations.

What Navy’ve been working on, and will continue to work with the fleet and Navy's resource sponsors,
is to truly integrate UAS capabilities that augment and enhance current manned capabilities.

In addition to persistence, unmanned systems open up opportunities to increase capacity,
rapidly introduce new capabilities, reduce costs, and
to keep Navy's Sailors and Marines out of harm’s way.

With advances in autonomy, Navy can envision one day having a single operator control numerous vehicles.
Not only will this allow for increased capacity (number of airborne sensors and weapons),
it will also reduce personnel costs since Navy won’t have to dedicate a pilot or aircrew to each platform.

In addition to reduced personnel costs, the air vehicle itself costs less
since it does not have to integrate human support and safety systems.

Additionally, this frees up space and weight requirements normally required for those systems
allowing for greater design flexibility — for example,
the integration of more sensors or fuel load capacity
for increased endurance or greater design flexibility in air vehicle shape and size to name a few.

One of the key advantages of UAS is the ability to take Navy's Sailors and Marines out of harm’s way.
UAS can conduct missions that would normally expose Navy's warfighters to danger.

Today Navy's use of a cargo dedicated UAS demonstrator showed how Navy could keep manned convoys off dangerous roads.
Navy envisions that one day Navy’ll develop concept of operations (CONOPS) to initially engage and
neutralize an enemy’s air defense system primarily using UAS
thereby reducing the exposure of Navy's manned aircraft aircrews.

Navy’ll leverage these and other unique capabilities of UAS to augment Navy's manned capabilities
in such a way as to best achieve Navy's affordable warfighting objectives.

Note: The Secretary of the Navy Ray Mabus and Chief of Naval Operations Adm. Jonathan W. Greenert
announced June 9 that Rear Adm. Mat Winter has been selected for the rank of rear admiral and
will be assigned as chief of Naval Research; and
director, Innovation, Technology Requirements, and Test and Evaluation, Arlington, Virginia.

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~ International Civil Aviation Organization

»International Civil Aviation Organization
ξ search engine - use tags such as unmanned, UAV

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~ International Maritime Organization

»International Maritime Organization

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~ Dronecode

»dronecode.org
ξ embedded Linux

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Small & Smart Inc reserves rights to change this document without any notice
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