UAS Organization Sensing by yourDragonXi Δ 16th of May 2018 Ω 6:40 AM

ΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞΞ
~ Federal Aviation Administration (FAA) ~ National Defense Magazine ~ Committee F38 on Unmanned Aircraft Systems	~ Aerospace Industries Association ~ DARPA ~ Small UAV Coalition	~ ESA ~ Navy ~ International Civil Aviation Organization
~ International Maritime Organization ~ Dronecode ~ IEE	~ UAS Integration Pilot Program (UASIPP) ~ Baja California ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ
~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ
~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	ξ ξ ξ
«UAS Sensing	Θ	Θ
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~ FAA (Federal Aviation Administration)

»Federal Aviation Adminstration (FAA)

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LAANC (FAA UAS LOW ALTITUDE NOTIFICATION AND AUTHORITY CAPABILITY) to USS
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»LAANC

1 Background

FAA is in the process of determining its approach and business plan to integrate
Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS)
ensuring critical air traffic control (ATC) technical and safety requirements are met
February 2018, over 1,000,000 sUAS have been registered with the FAA
With the fast pace of sUAS operators entering the market,
automation is critical to support the growing demands for safe and efficient NAS operations

LAANC was developed to provide Part 107 and Section 336/Part 101 sUAS operators an
automated, streamlined, and efficient solution to either receive airspace authorization
or provide notification to Air Traffic Control (ATC)

LAANC provides near-real-time FAA UAS LAANC Onboarding Process v 1.03
processing of airspace authorizations including automatic approval of requests
that are below approved altitudes in controlled airspace.

This new capability uses a data exchange framework with UAS Service Suppliers (USS)
to provide quick access to UAS operators.
This ease of access is expected to increase and encourage rule compliance.
From an ATC perspective, the development of sUAS LAANC enables safe and efficient
flight services of sUAS in the NAS.

This new capability uses a data exchange framework with UAS Service Suppliers (USS)
to provide quick access to UAS operators.
This ease of access is expected to increase and encourage rule compliance.
From an ATC perspective, the development of sUAS LAANC enables safe and efficient
flight services of sUAS in the NAS.
2. Objectives of the onboarding application process
1. Provide required onboarding information and documentation to potential USSs
2. Outline the LAANC USS onboarding process and requirements
3. Provide a mechanism for potential USSs to communicate their approach to
meeting the USS onboarding rules

3. Strategy Overview
The application process is intended to initiate onboarding activities between FAA and potential USSs.
This section provides an overview of the activities required to complete the USS LAANC onboarding process.
The FAA plans to host two USS application periods a year,
each consisting of four (4) steps and ranging approximately five (5) months to
completion (See Figure 1 below).
If at any decision point a potential USS is deemed immature,
they will be encouraged to continue developing their solution and reapply during the next application period

3.1. Application Period
Respondents must read the following documents prior to application:
o LAANC Concept of Operations
o USS Operating Rules
o Memorandum of Agreement (MOA)
o USS Onboarding Demonstration and Test Plan
A complete USS onboarding application submission must include:
o Completed USS Onboarding
o Signed MOA
o Any additional information about their product or service (constraints
provided in the specific instructions section outlined below)

3.2. FAA Submission Review
After reviewing the submitted documentation, the FAA may ask for additional
information based upon the written material submitted, or may choose not to seek
further clarification.

3.3. Technical Interview
If the FAA decides to proceed with the application,
the respondent will perform a Technical Interview.
The FAA will provide the respondent with a set of test windows to
demonstrate that its product meets the USS Operating Rules.

3.4. Formal Onboarding
Applicants who successfully complete the Application process and the Technical Interview
may then proceed to system integration with the LAANC Automation Platform (LAANC AP) in a staging environment.
In order to gain access, the applicant must provide the FAA
with the IP address or CIDR block of the system(s) that will originate connections to the FAA.
(Acceptable blocks are /8, /16, /24, and /32 IPv4 address ranges and
/16, /24, /32, /56, /64, and /128 IPv6 address ranges.)
The FAA will provide the applicant with a unique three-letter identifier, API documentation, and authentication details.
The applicant must be prepared to implement security measures for all connections to LAANC-AP
by employing Secure Sockets Layer (SSL) and OAuth 2.0.

Initial connectivity to the LAANC-AP staging environment may be verified using an API test client.
The use of an established tool will allow the applicant and FAA to validate
network connectivity and test that the authentication token is working correctly
independent of the applicant-developed software.

The FAA will provide sample scripts
that will assist in setting up the initial tests, and
demonstrate proper invocation of the LAANC-AP API.
In the process of reviewing the documentation and establishing connectivity,
the applicant will have two choices in the approach to receiving messages
initiated by the LAANC-AP � polling or webhook notification.
If the applicant chooses to implement webhooks, a callback URL must be provided to the FAA.
The requirements for the webhook receiver are contained in the API documentation.

Initial connectivity to the LAANC-AP staging environment may be verified using an API test client.
The use of an established tool will allow the applicant and FAA to validate
network connectivity and test that the authentication token is working correctly
independent of the applicant-developed software.

The FAA will provide sample scripts that will assist in setting up the initial tests, and
demonstrate proper invocation of the LAANC-AP API.
In the process of reviewing the documentation and establishing connectivity,
the applicant will have two choices in the approach to receiving messages initiated by the LAANC-AP
� polling or webhook notification.
If the applicant chooses to implement webhooks, a callback URL must be provided to the FAA.
The requirements for the webhook receiver are contained in the API documentation.

Initial connectivity to the LAANC-AP staging environment may be verified using an API test client.
The use of an established tool will allow the applicant and FAA to validate
network connectivity and test that the authentication token is working correctly
independent of the applicant-developed software.
The FAA will provide sample scripts that will assist in setting up the initial tests, and
demonstrate proper invocation of the LAANC-AP API.
In the process of reviewing the documentation and establishing connectivity,
the applicant will have two choices in the approach to receiving messages
initiated by the LAANC-AP � polling or webhook notification.
If the applicant chooses to implement webhooks, a callback URL must be provided to the FAA.
The requirements for the webhook receiver are contained in the API documentation.

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FAA UAS Data Exchange
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»FAA UAS Data Exchange
ξ LAANC provides access to controlled airspace near airports through near real-time processing of airspace authorizations
ξ automated applications developed by an FAA Approved UAS Service Suppliers (USS) pilots apply for an airspace authorization
ξ drone companies can apply to receive a near real-time authorization
ξ for operations under 400 feet in controlled airspace around airports
ξ by September 2018, LAANC will be available at nearly 300 air traffic facilities covering approximately 500 airports.

Approved LAANC UAS Service Suppliers
»www.airmap.com
»x.company
»rockwellcollins
»https://skyward.io/laanc/

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Quick Links
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»uas_facility_maps
»all facility_maps
»example facility_map
»airports_participating_in_laanc

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FAA Seeks Comments on Drone Airworthiness Criteria
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FlightScan Corp. wants to certificate the Camcopter S-100,
a helicopter-shaped unmanned aircraft system originally from Schiebel.
The agency is now looking for public comments on proposed airworthiness criteria for the drone.
This is a �first,� according to the agency.

FlightScan applied June 1, 2015, for a special class type certification.
The FAA is now asking for comments on proposed design standards for the drone to fly in controlled airspace.

�The ultimate goal of this and other projects is to grant FAA airworthiness certification
to fully functional, ready-to-operate unmanned aircraft,� the FAA said.
�The S-100 is the first unmanned aircraft to have its certification basis published.�

Camcopter S-100 is powered by a liquid-cooled rotary engine and
has a maxiumum takeoff weight of 440 pounds, according to the FAA.
It is used mostly to inspect power lines.

According to the FAA, the agency evaluated the following operational considerations when composing the notice:

The S-100 operates in a designated corridor and
area within the right-of-way of the power transmission lines and
is operationally limited to 100 feet above and
laterally within 100 feet of the power line it would be surveying.

There is minimal population exposure within the power transmission line right-of-way,
but the mission path would cross several public highways and
pass close to several neighborhoods with population densities of less than 950 people per square mile.

The S-100 would operate beyond-line-of-sight for this UAS.

The radio control uplink and downlink would operate within frequencies approved by the Federal Communications Commission.

This S-100 is designed to operate both autonomously and manually by the pilot-in-command

Minimum crew includes one pilot-in-command,
one mission specialist and
one mission flight director.
The minimum crew would operate only one S-100 at any time.

The aircraft would remain within radio line-of-sight of the control station.
The control station would be ground based.

All crew would be FAA-certified airmen with current and applicable medical credentials.
All crew would successfully complete required crew training.

Maintenance personnel would hold appropriate FAA maintenance certificates.
Maintenance personnel would complete required maintenance training.

The period of comment ends Dec. 18, 2017.

�We consider these proposed criteria to be interim
because we anticipate the evolution of new operational criteria
will necessitate additional airworthiness criteria in order to allow
for the operation of the Camcopter S-100 in the National Airspace System,�
the FAA said in its notice.

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Small Drone Rule Review by S&S
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LA Times
ξ freed operators having to request special permissions and to wait months
ξ operators must keep their drones within visual line of sight
ξ wilight flying is permitted if the drone has anti-collision lights
ξ drones cannot fly over people who are not directly participating in the operation
ξ not higher than 400 feet above the ground
ξ maximum speed is 100 mph
ξ drones can carry packages as long as the combined weight of the drone and the load is less than 55 pounds
ξ people over age 16 can take an aeronautical knowledge test at an FAA-approved facility and
ξ pass a background check to qualify for a remote pilot certificate.

Aviation
ξ known as Part 107
ξ came into effect Aug. 29 2016
ξ opened the skies to commercial drones
ξ to UAS that weigh less than 55 pounds
ξ enables commercial operations within Visual Line of Sight (VLOS)
ξ for operators that have passed an FAA-administered test, awarding them with the new UAS Operator certification
ξ
ξ allows certified UAS operators to fly FAA-registered aircraft during daylight hours,
ξ or within the hours of civil twilight,
ξ near non-participating structures,
ξ
ξ An operator who wishes to fly UAS in controlled airspace
ξ does need approval form the relevant Air Traffic Controller (ATC) to do so
ξ
ξ If you wish to fly commercial operations outside of these specifications,
ξ the new small UAS rule allows for some expanded operations based on technology mitigations
ξ if an operator can make the safety case for a waiver of some provisions
ξ
ξ Operators can apply for waivers to operate
ξ at night,
ξ Beyond Line of Sight (BLOS),
ξ above 400 feet and
ξ other specific types of operation

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UAS Test Sites Review by S&S
»UAS at FAA
ξ »UAS Test Sites
ξ »Center of Excellence for Unmanned Aircraft Systems

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 ...

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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

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»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

»www.darpa.mil

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Gremlins
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ξ the costs for vehicle design, operation and replacement are up
ξ ability to send large numbers of small unmanned air systems (UASs)
ξ with coordinated, distributed capabilities
ξ expected to provide U.S. forces with improved operational flexibility
ξ at much lower cost than is possible with today�s expensive, all-in-one platforms
ξ especially if those unmanned systems could be retrieved for reuse while airborne

ξ Gremlins program is named for the imaginary, mischievous imps
ξ that became the good luck charms of many British pilots during World War II

ξ to launch groups of UASs from existing large aircraft
ξ such as bombers or transport aircraft
ξ as well as from fighters and other small, fixed-wing platforms
ξ �while those planes are out of range of adversary defenses
ξ after completing mission, a C-130 transport aircraft would retrieve them in the air and carry them home,
ξ where ground crews would prepare them for their next use within 24 hours

ξ expected lifetime of about 20 uses could provide significant cost advantages
ξ over expendable systems by reducing payload and airframe costs and
ξ by having lower mission and maintenance costs
ξ than conventional platforms, which are designed to operate for decades.

Explores:
ξ launch and recovery techniques, equipment and aircraft integration concepts
ξ low-cost, limited-life airframe designs
ξ high-fidelity analysis, precision digital flight control, relative navigation and station keeping

Conducts a compelling proof-of-concept flight demonstration that could employ
ξ intelligence
ξ surveillance
ξ reconnaissance (ISR) and
ξ other modular, non-kinetic payloads in a robust, responsive, and affordable manner

Participants:
ξ Air Force Research Laboratory
ξ Dynetics, Inc.
ξ General Atomics Aeronautical Systems, Inc. (GA-ASI)

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DARPA rounds out Gremlins program with four companies to create overwhelming drone swarms
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Dynetics Inc. in Huntsville, Ala.;
General Atomics Aeronautical Systems Inc. in San Diego; and
the Lockheed Martin Corp. Aeronautics segment in Fort Worth, Texas,
have joined the Composite Engineering Inc. Unmanned Systems Division in Sacramento Calif.,
in a U.S. military research program that seeks to build swarms of drone aircraft.

DARPA in Arlington, Va., have hired the four companies for the first phase of the Gremlins program,
which will rely on relatively inexpensive unmanned aerial vehicles (UAVs) in volley quantities to saturate enemy defenses.

DARPA Gremlins will use military C-130 aircraft to launch drone swarms of networked and cooperating unmanned aircraft
for electronic attack and reconnaissance missions from standoff ranges, and
then recover surviving drones when their missions are completed.

The DARPA Gremlins program seeks to launch swarms of small UAVs with C-130 utility aircraft, and
then use other C-130 utility aircraft to recover as many of these drones as possible.

The Gremlins approach would launch and recover swarms of UAVs equipped with surveillance and
electronic warfare (EW) payloads from beyond enemy air defenses.

The four companies will design UAVs that are inexpensive enough
so that occasional losses would not compromise the overall mission.
These drones should be able to communicate and cooperate with one another,
so surviving drones could assume the roles of those unmanned aircraft lost during the mission.

DARPA researchers want to develop affordable UAVs
that could be reused as many as 20 times for dangerous missions in contested air space
like pre-attack reconnaissance and surveillance,
as well as electronic attack to destroy or disable enemy communications, missile defenses, and battlefield networks.

These drones would be fitted with diverse payloads in volley quantities, and
would have the attributes of small vehicle size, reusability, and
limited vehicle design life.

Named for the imaginary, mischievous imps that became the good luck charms of many British pilots during World War II,
the program envisions launching groups of UAVs from existing large aircraft such as bombers or
transport aircraft�as well as from fighters and other small, fixed-wing aircraft.

When the gremlins complete their mission,
a C-130 transport aircraft would retrieve them in the air and carry them home,
where ground crews would prepare them for their next use within 24 hours.

Key enabling technologies for the Gremlins program include aerial launch and
aerial recovery techniques, equipment, and aircraft integration concepts; low-cost, attritable airframe designs;
design for limited life;
automated waveoff strategy;
precision digital flight control and navigation;
aerial refueling techniques;
efficient small turbine engines;
automated fuel tank inerting and engine shutoff;
small distributed payload integration; and
precision station keeping.

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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~ Small UAV Coalition

»Small UAV Coalition

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~ ESA

»ESA

Exploring underground with a colliding dronein Italy
ξ ESA astronaut Luca Parmitano helped to explore the caverns under Sicily
ξ using a drone that deliberately bumped into its surroundings in order to build a map.

ξ ESA has been testing equipment, techniques and working methods
ξ for missions with astronauts in inner space for many years.
ξ Delving inside Earth and exploring caves often parallels the exploration of outer space,
ξ from a lack of sunlight to working in cramped spaces and relying on equipment for safety.

ξ An extension of ESA's Cooperative Adventure for Valuing and Exercising human behaviour and performance Skills course,
ξ this CAVES-X1 expedition saw Luca join a scientific expedition
ξ organised by »La Venta Association and the »Commissione Grotte Eugenio Boegan
ξ in the La Cucchiara caves near Sciacca, Sicily.

ξ Whereas such activities are arranged specifically for training astronauts,
ξ course designer Loredana Bessone says they want astronauts to take part in existing scientific caving and geological expeditions

ξ The team arrived on 19 May and spent two days exploring the area, which includes a 100 m-deep abyss.
ξ As this cave reaches 37 C, the explorers also tried out cooling vests - another similarity to astronauts in spacesuits.

Tough drone
ξ Luca took geological samples and
ξ tried a new way of probing hard-to-reach spaces:
ξ a Flyability drone deliberately bumped into walls
ξ to learn how to navigate and to map tight areas that are too dangerous for humans.

ξ according to ESA's course coordinator, Francesco Sauro, an experienced caver and field geologist,
ξ drone used its thermal camera to map how the cave continued
ξ all the way to an unexplored area featuring water, impossible to reach for humans.

ξ tests will help to understand which technologies can be used in future exploration of lava tubes on Mars, for example

ξ ESA's strategy sees humans and robots working together
ξ to explore and build settlements on planetary bodies,
ξ as well as improving our understanding of our origins, and
ξ the origins of life in our Solar System.

ξ expedition ended with a conference on the use of novel technologies in underground exploration and
ξ scientific research of extreme environments at the »University of Palermo in Sicily

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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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~ IEEE

»Aerial Network Communications (COM/SDB/AerialNetworks)

Title:
Standard for Aerial Communications and Networking Standards

Scope:

This standard defines air-to-air communications for self-organized ad hoc aerial networks.
The communications and networking standards are independent of the type of network (Wireless or Cellular or other) and
are applicable to manned and unmanned, small and large,
and civil and commercial aircraft systems.

Purpose:
This standard enhances the situational awareness of aircraft to communicate in an ad hoc aerial network.

Need for the Project:
As unmanned aircraft systems (UAS) are being integrated into the National Airspace (NAS) around the world,
there is a need for enhanced situational awareness of manned and unmanned aircraft systems.
As of now, there are no standards available for air-to-air communications and aerial networking.

However, stakeholders agree on the need and benefits of aerial networks.
The need for self-rganized aerial networks in increasing the situational awareness of aircraft systems
is also discussed in a working paper titled "Use of Self-organizing Airborne Networks to Monitor Commercial Aircraft Globally"
presented in a recent meeting of the International Civil Aviation Organization

Expanding UAV market driving IEEE standardization efforts By Kamesh Namuduri
drones are going into business
have made the leap from military to consumer use
drones evolving into a $100 billion market by 2020
challenge how best to track and monitor manned and unmanned air vehicles
IEEE announced the formation of the IEEE Aerial Network Communications Working Group

»P1920.1 - Aerial Communications and Networking Standards
»Programs and Services to Fit Your Interests and Needs

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~ UAS Integration Pilot Program (UASIPP)

UAS Integration Pilot Program (UASIPP)
From: 9-AWA-UASIPP@faa.gov
Subject: UASIPP Interested Parties List
Date: 27 November 2017

Thank you for your interest in the UAS Integration Pilot Program (UASIPP).
Your request to be included on the Interested Parties List has been received.
Your name and point of contact information will be included on the UASIPP Interested Parties List and
included as an attachment in periodic postings to the FAA Contract Opportunities website
»faaco.faa.gov
in an UASIPP announcement for Screening Information Request (SIR) number DTFAWA-18-R-00001.

You are also invited to join the FAA UAS Integration Pilot Program Facebook Group.
This forum has been established as a venue for UASIPP Interested Parties to network with one another.
The Facebook Group is a digital gathering place designed as a resource for interested parties
such as private industry or Lead Applicants (state, local, tribal entities)
that are seeking a partner(s) to collaborate and exchange information directly with each other.
Participation on the FAA UAS Integration Pilot Program Facebook Group is strictly voluntary.

The instructions for access to FAA UAS Integration Pilot Program Facebook Group are as follows:
visit »www.facebook.com/groups/FAADronePilot
and request to join the private group.
Once the FAA UAS team has received your Facebook request,
we will provide you access within 24 hrs.

UAS Integration Pilot Program

9-AWA-UASIPP@faa.gov

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~ Baja California

»Baja California

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