Θ Virginia's UAS Sensing by yourDragonXi Δ 16th of March 2018 Ω 12:06 PM

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~ MITRE ~ Office of Naval Research (ONR) ~ Alion	~ NAVY ~ Johns Hopkins University ~ Aurora	~ Battlespace ~ UAS Test Site from FAA ~ Virginia Tech
~ NASA Langley ~ Simulyze ~ Advanced Aircraft Company	~ American Operations Corporation ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ
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«UAS Sensing in U.S.	Θ	Θ
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~ MITRE

»MITRE
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~ Office of Naval Research (ONR)

»Office of Naval Research (ONR)

Unmanned Air Systems Program

Research in Unmanned Air Systems (UAS) focuses on technologies that enable next-generation UAS development.
The program focuses on current research efforts including, but not limited to:
ξ airframe,
ξ propulsion and/or power,
ξ mission and operational concepts,
ξ testing,
ξ avionics
ξ payload services (nuclear, biological, chemical; reconnaissance, surveillance, target acquisition; targeting; electronic warfare;
ξ distributed systems and weapons).

UAS development consists of multiple basic and applied research efforts
that focus on a long-term vision to enable greater unmanned air systems persistence/endurance
with autolaunch/recovery and auto-refueling capabilities.

This technology will enable persistent, distributed surveillance, and increase warfighter operational effectiveness.
These capabilities help to reduce the complexity and time lag in the sensor-to-shooter chain
for acting on �actionable intelligence.�
UAS technology changes the conduct of military operations and enhances Maritime Domain Awareness through extended range and duration.

Program Contact Information
Name: John Kinzer
Title: Research Program Officer
Department: Code 35
Division: Aerospace Research
Phone:
Email: john.kinzer@navy.mil

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~ Alion

»Alion
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~ NAVY

NAVY

The Navy's 2017 research budget request asks for $89 million for CBARS research and development
CBARS takes the place of the UCLASS program, which is zeroed-out in the 2017 DOD budget.
UCLASS funding was $434.7 million this year, and was $382.5 million in 2015.
It's now up to Navy unmanned aviation experts to capitalize on the large UCLASS investment and
transform it into a carrier-based unmanned aerial tanker.

Likewise the Navy's Unmanned Combat Air Vehicle (UCAV) advanced component and prototype development program
has been zeroed since last year.
The UCAV program, which eventually morphed into the UCLASS program,
spent more than $1.5 billion over nine years of research and development.

For nearly two years Navy efforts to develop a combat unmanned aerial vehicle (UAV) was in trouble.
Budget pressures caused researchers to take shortcuts, and
Navy carrier air group commanders realized that efforts were leading to a combat UAV
that didn't have the weapons payload for useful air strikes.

After budget cuts forced designers to cut out a lot of air-to-ground capability,
the UCLASS program that emerged from the zeroed UCAV program
was offering essentially a carrier-based surveillance platform,
where Navy leaders originally wanted an unmanned stealthy deep-penetrating strike aircraft.

An expensive carrier-based unmanned surveillance aircraft was something
that Navy leaders just didn't need.

Now they're trying to retreat and regroup, and
recoup some of their research and development investments by developing the CBARS carrier-based unmanned aerial tanker.

Among the rationale for converting an unmanned combat aircraft program
into an unmanned aerial tanker is to free Navy F/A-18E/F Super Hornet fighter bombers
from their aerial refueling missions to concentrate on strike and air-to-air missions.
Producing an unmanned aerial tanker also could help extend the range of manned carrier-based combat aircraft, Navy officials say.
/John Keller/»militaryaerospace.com/

Congress wants Navy to beef-up offensive strike capabilities of UCLASS unmanned aircraft
The U.S. Navy's project to develop a carrier-based fighting drone is in trouble.
Navy leaders have criticized how the unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) program
has evolved for its lightweight strike capability.
Carrier air group commanders want an unmanned bomber on the flight deck,
not just a new reconnaissance drone, and
tight budgets have forced program managers to cut out a lot of air-to-ground capability,
rendering UCLASS essentially a carrier-based surveillance platform.
Now Congress is starting to get involved,
where lawmakers are voicing similar concerns.
Instead of a stealthy deep-penetrating strike aircraft as originally conceived,
Navy program managers reportedly have changed UCLASS requirements to
conduct intelligence, surveillance, and reconnaissance (ISR) missions
over uncontested airspace with only a light secondary strike capability.

Navy asks industry to develop unmanned amphibious vehicle for sea, surf, and land operations
to develop an amphibious unmanned vehicle able to swim through the ocean and
move over land to evaluate coastal areas as invasion beaches, special forces maneuvers, or other military operations

must be able to swim through the ocean from at least two miles offshore,
negotiate ocean swells and surf safely, and
overcome obstacles such as mud flats, rocks, urban development, and vegetation such as mangroves

to develop an unmanned vehicle able to conduct surveillance and reconnaissance, clear mines, and
secure terrain to enable follow-on forces such as Marines and Special Forces to move ashore safely

technologies include domain-agnostic machine autonomy, sensors, robotics, and kinematics

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~ Johns Hopkins University

»Johns Hopkins University
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~ Aurora

»Aurora
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~ Battlespace

»Battlespace
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~ UAS Test Site from FAA

»UAS Test Site from FAA

ξ the last one NOT operational 14th of August 2014

ξ Virginia Polytechnic Institute and State University (Virginia Tech).
ξ Virginia Tech plans to conduct UAS failure mode testing and
ξ identify and evaluate operational and technical risks areas.
ξ This proposal includes test site range locations in both Virginia and New Jersey.

»Mid-Atlantic Aviation Partnership
ξ Virginia, Maryland, New Jeresey's UAS Test Site

I do not work directly with the test site and cannot provide good answers to your questions.
I suggest that you contact the test site using the contact info at
http://www.maap.ictas.vt.edu/
Let me know if you cannot make a connection, and I will try to help you get connected.
Best,
Dan
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Daniel J. Stilwell
Bradley Department of Electrical and Computer Engineering
Virginia Tech
email: stilwell@vt.edu
»Stilwell Home Page

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~ Virginia Tech

»Virginia Tech
ξ »Virginia Center for Autonomous Systems
ξ research interest include autonomous underwater vehicles, robotics
ξ »Autonomous Systems and Control Laboratory

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~ NASA Langley

»NASA Langley

RFI Research and development technologies sought for small unmanned aircraft systems vehicle autonomy
NASA is interested in exploring the design space for operational integration of small Unmanned Systems (sUAS) into the National Airspace System (NAS).
A series of Requests for Information (RFI)s are planned to be released, each with a slightly different focus.
This is one of potentially multiple RFIs and is among the first to be released in this area.
This particular RFI is focused on assessing technology maturity in several areas of interest listed below,
with a particular focus in applications toward autonomy.

RFI only and does not constitute a commitment, implied or otherwise, that NASA will take procurement action in this matter.
Further, neither NASA nor the Government will be responsible for any cost incurred in furnishing this information.

The NASA UAS Integration in the NAS Project is focused on providing research findings
to reduce technical barriers associated with integrating Unmanned Aircraft Systems (UAS)
into the National Airspace System utilizing integrated system level tests in a relevant environment.

The Project focuses on four technical areas including;
1) Sense and Avoid (SAA) performance standards
2) Command and Control (C2) performance standards
3) Human Systems Integration (HSI)
4) Integrated Test and Evaluation (IT&E)

The Project also has strategic focus technical areas on certification and sUAS efforts.

The NASA UAS Integration in the NAS Project efforts involving sUAS are designed to evaluate and enable
key sUAS autonomy technologies that can be used to for future sUAS missions.

Special emphasis is being placed on how �intelligent� autonomy could potentially benefit both missions and operations and
what technological hurdles exist to realizing this potential.

In particular, NASA seeks information to help identify future mission applications,
future technologies, and potential operations of small UAS in the National Airspace System (NAS).

The information provided to NASA under this RFI will be used to assess the state-of-the-art in sUAS autonomy.
This assessment may be used to help guide NASA�s future research activities in sUAS autonomy.

Although this RFI is designating �small� UAS,
the interest is in the classification of vehicles that are smaller than the typical manned aircraft
(including light sport aircraft and/or ultralights), and
would generally operate at lower altitudes.

Other than this qualitative limitation on vehicle size and capability,
technologies associated with all types of UAS vehicles performing any operations in any airspace, are being considered.

Technologies can be applicable to both line-of-sight (LOS) and
beyond-line-of-sight (BLOS) operations.
This RFI is not limited to sUAS that are below 55 pounds.

2.0 Request for Information
The information being requested will help NASA determine
what the current State-of-the-Art provides in terms of capability and readiness.
Technologies that are applicable to this RFI include those technologies that provide
�intelligent� autonomy, including but not limited to
the use of heuristics,
neural networks,
artificial intelligence, or other similar means
to accomplish some level of autonomous control and/or decision-making.
For this RFI, NASA is seeking vehicle system-centric technologies,
including on-board and/or ground control station (GCS) located,
which enable future mission applications or profoundly benefit current mission applications and/or operations in the NAS.

Specifically, providers of information should address the following topics in their submission:

2.1 Technology Description

Specific Questions to be answered:
� What is the technology and generally how does it work?
� What problem or issue is being solved/addressed by this technology?
� What are the expected benefits over current state-of-the-art or other approaches to solving the same problem?
� How does this specific technology enable or benefit the mission applications listed above?
� Is the technology commercially available and what is the cost?

2.2 Applications and Operations

Specific Questions to be answered:
� What are the specific mission applications and/or NAS operations which would benefit from intelligent autonomy and
what technology shortfalls are preventing those applications from being performed today?

2.3 Required Supporting Technologies

Specific Questions to be answered:
� What is required to support the technology?
� What are the computational hardware/resource requirements for this technology?
(E.g. do they require a Supercomputer, FPGA, PC/workstation, smartphone, embedded or microcontroller, etc.?)
� What external information or sensors are required as input for this technology to work? (E.g. ADS-B, EO/IR, radar, etc.)
� Is this an on-board technology for a small UAS or does it reside in the GCS and how does a lost-link impact the technology?

2.4 What is the maturity level of the technology?

Specific Questions to be answered:
� What is the Technology Readiness Level of the technology?
� What testing or validation has been done in what type of environment? (Simulation only, flight tested, etc.)

NOTE: Please reference http://www.nasa.gov/content/technology-readiness-level and
http://esto.nasa.gov/files/trl_definitions.pdf for the NASA Technology Readiness Level description

2.5 What is the availability of the technology?
Specific Questions to be answered:
� If NASA wishes to bring or help bring this technology to the community,
what is the current availability of the technology?
(Open or Open Source, Fair Reasonable and Non-Discriminatory (FRND) licensing, proprietary)
� How would the developer work with NASA to bring the technology to the sUAS community?

2.6 NASA Collaboration and Technology Transfer

Specific Questions to be answered:
� Would the respondent be willing to work in a collaborative fashion with NASA?
� Does the respondent need NASA�s help in maturing the technology and/or bringing the technology to the community?
� Would the respondent be willing to provide intellectual property rights to NASA?
� How would the respondent work with NASA to bring the technology to the sUAS community?

3.0 Other Information to Respondents
This RFI is not a solicitation for the procurement of goods or services.
The Government is under no obligation to issue any such solicitation in the future as a result of this RFI.
NASA will not pay for any costs associated with responding to this RFI.

Responses to this RFI are open to all categories of U.S. and non-U.S. organizations,
including educational institutions, industry, not-for-profit institutions,
the Jet Propulsion Laboratory, as well as NASA Centers and other U.S. Government Agencies.
Historically Black Colleges and Universities (HBCUs), Other Minority Universities (OMUs),
small disadvantaged businesses (SDBs), veteran-owned small businesses,
service disabled veteran-owned small businesses, HUBzone small businesses, and
women-owned small businesses (WOSBs) are encouraged to apply.

Responses from non-U.S. organizations are welcome but subject to NASAs policy of no exchange of funds,
in which each government supports its own national participants and associated costs.

All submissions must be unclassified.
Non-proprietary information is preferred.
It is not NASA�s intent to publicly disclose vendor proprietary information obtained from this RFI.
To the full extent that it is protected pursuant to the Freedom of Information Act and other laws and regulations,
information identified by a respondent as �Proprietary or Confidential� will be kept confidential.

The information package response shall be limited to 15 pages maximum, and
shall contain the following information:
� Name of organization, including point of contact (POC) information (name, phone, e-mail)
� Answers to the specific research question(s) addressed, in a format as provided in the questionnaire attachment.
� Optional Presentation or document in Adobe PDF format, not to exceed 25 pages/slides per presentation/document, if desired.
This optional presentation/document shall not count against the 15 page maximum limit for the research question response.

Information shall be provided to:
Vince Schultz, Deputy UAS Project Manager for Langley Research Center NASA Email: vincent.p.schultz@nasa.gov

Roberta Keeter, NASA Langley Contracting Officer NASA Email: roberta.i.keeter@nasa.gov

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~ Simulyze

»Simulyze

»Operational intelligence platform
real-time intelligence
easy-to-attain, easy-to-deploy Operational Intelligence (OI) platform
packaged applications
integrating and correlating big data sources, both structured and unstructured, from any platform in any format
standardizing that information over a graphical interface provides a common operational view and total insight into real-time events

packaged, proven applications that support and manage the entire data workflow, from pre-operational planning to post-event analysis
single, complete operational view of workflow data provides deep analytics, real-time processing, insight and intelligence
that enable better-informed decisions

bridges the gap in data flow to enable commercial unmanned operations,
military/DoD, homeland security and law enforcement users
to more quickly and easily access data from anywhere, in any format
to provide a common operating picture (COP)

better perform predictive, preventative and reactive analysis
based on sophisticated algorithms for complete operational and situational awareness

The Operational Intelligence UAV surveillance display provided by Simulyze's Operational Intelligence platform

Independent UAS delivery service »Flirtey
and Dr. Timothy Amukele, a Johns Hopkins Hospital pathologist and leading research expert in unmanned air transport of human diagnostic samples,
conducted the first ship-to-shore drone flight in the U.S.
The purpose of the joint mission was to demonstrate how unmanned aircraft can provide life�saving aid to victims of a disaster,
such as a hurricane or system-wide failure of electrical or communications infrastructure.

During the event, the UAVs, hexacopters manufactured by Colorado-based UAV delivery company Flirtey,
delivered medical supplies from an onshore medical relief camp and
a test facility stationed on a ship in the Delaware Bay.

Disaster readiness organization Field Innovation Team coordinated the entire event,
bringing together logistical support from Ryan Media Lab,
New Jersey Innovation Institute (NJII),
the Delaware River and Bay Authority,
the County of Cape May,
Rutgers Center for Advanced Infrastructure and Transportation,
Atlantic Cape Community College, and five United Nations (UN) agencies.

Simulyze, a provider of Commercial off the Shelf (COTS) data analysis, correlation, integration and visualization solutions
provided transmission and visualization of situational awareness data from the UAVs used during the demonstration.

The operation also provided a unique assessment of how commercial and civil UAV applications and operations
can use surveillance information about the local airspace
to insure their operation does not impact those on the ground underneath the operation
or fixed or rotary wing aircraft operating in the same airspace.

Simulyze's role was to provide that operational intelligence platform to be able to put together
all the information and data about the airspace and environment around the flight.
We were able to provide the ground operator with surveillance
that showed where the aircraft in the area were, as well as the element of ship traffic in the area.

The FAA's New Jersey-based William J. Hughes Technical Center
also participated in the demonstration by providing an FAA aircraft feed of flights in the area.

Simulyze provided the type of aircraft performance data to the ground station operators
that many major airlines, business and general aviation operators
use to track the health and performance of aircraft systems,
engines and other components for predictive maintenance.

This to be an extension of the company's Operational Intelligence platform
that expected to grow in popularity as commercial and civil UAS operators
become increasingly complex and start to inevitably move into Beyond Line of Sight (BLOS) operations.

Did some enhanced processing of the vehicle telemetry data,
always process that telemetry data, put that into the context of the overall environment knowing where everything is,
also did some more enhanced processing and provided a dashboard display that augmented the ground station information.
There was interest among the operators in knowing the performance of the hexacopters' different rotors and monitoring the altitude over time.
Presented a display they were using as an augmentation to their ground station display,
that was a new use of OI.

Simulyze provided an artificial horizon for the ground operators
similar to what a pilot would view on a modern commercial aircraft cockpit display.
The operators were able to see a dashboard that showed the winds aloft,
battery power and heading of the vehicle.

The UAV being used for the ship to shore demonstration had an autopilot onboard
that talks to their ground station software.
OI software was also able to process all the telemetry data from the UAV, and
they were connected as though we were a second ground station
that can be accessed by support personnel that were not directly involved in the operation.

The ship-to-shore demonstration was coincidentally carried out the day
after the FAA released its new Part 107 regulations for commercial UAV operations.

Agnostic Data Intergration
sensory data
elint
wheather
GPS tracking
social media data
video metadata
radint
UAV data
databases
imagert
sigint

»How drones are changing the face of disaster relief

Going Down the Road Less Traveled
Step one following any disaster is to assess the current situation to best determine the next steps
determining who needs immediate assistance and where.
But in remote areas where roadways are questionable before disaster hits,
following a crisis, simply accessing these locations can be a monumental challenge.

Enter drones.
With unmanned flights that can soar above any wrecked infrastructure,
first responders and humanitarian missions can quickly and easily identify damage
such as toppled buildings, obstructed roadways and fallen infrastructure, as well as locate potential survivors.

Such was the case in Utah, where flash floods swept through the cities of Hilldale and Colorado City.
The Utah Division of Emergency Management deployed drones to survey
where the floods started, assess damage and even access restricted areas
where helicopters and other means of transportation weren�t usable in the past, such as tight river channels.

Save Time and Money
Dispatching fleets of emergency responders via helicopter or land vehicles costs precious resources,
particularly in times when lives might hang in the balance.
Sending out a UAS to survey an area requires minimal personnel, and
it can be done in a matter of minutes following a disaster.

With UASs in use, emergency employees can also realize incredible budget savings.
Per Utah Division of Emergency Management spokesperson Joe Dougherty,
the Division purchased a drone for $2,200, which requires little to no maintenance costs.

But helicopter missions � whether to survey damage, search for survivors or other emergency tasks �
can cost upwards of $4,000 an hour for each deployment.
In April�s flood, the ability to fly into previously inaccessible areas using a UAS
instead of a helicopter saved time and money and
afforded the Division critical information that they wouldn�t have otherwise had.

While drones can�t rescue people (yet), helping to pinpoint key areas of interest
more quickly with UAS technology can potentially help reduce costs for each mission and
reap dramatic savings for budget-conscious municipalities and emergency response teams.

Set Priorities for First Responders
Using a single operator, aid organizations, emergency management operations and
law enforcement departments can quickly observe damaged areas,
like those left unsteady following April 2015�s earthquake in Nepal, without endangering other lives.

Flying over ravaged landscapes, drones collect GPS coordinates,
real-time video and still images of the damage,
helping first responders set priorities back at mission control.

This data can be overlaid on area topography and maps
using operational intelligence (OI) technology to show specifically
where and how the landscape has shifted, as is often the case with powerful earthquakes,
floods and other natural and manmade disasters that can decimate identifying landmarks.

This insight is invaluable for crews tasked with determining
where to set up key access points to the area,
locating and rescuing survivors and identifying critical needs for those who are still in the vicinity.

Go Where No Man Has Gone Before
In addition to getting into tight spaces like the flood channels in Utah,
drones and other unmanned vehicles are ideal for deployment in areas
that might not be safe for humans following disasters.

Post 9/11, unmanned ground vehicles were sent into the rubble
to search for survivors in buildings that lacked structural integrity.
Similarly, cases of arson, earthquakes, tornadoes and other emergencies
can severely alter a building�s integrity and affect the ability of first responders to enter and assess damages.

Using unmanned vehicles, emergency crews can gain unprecedented access
to these areas without putting personnel at risk,
with the added benefit of recording the encounter and collecting additional data.

UASs are also being explored to measure radiation in nuclear power plant accidents
because they can fly lower than manned operations without risk of exposure.

UAS adoption is rising rapidly, particularly as the Federal Aviation Administration (FAA)
nears its decision on commercial drone flight regulations.
While we hear stories about drones and their potential to make our lives more convenient,
we shouldn�t forget that UASs also stand to have a dramatic impact on saving lives during times of disaster and
helping those affected return to life as normal as quickly as possible following a crisis.

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~ Advanced Aircraft Company

»Advanced Aircraft Company

Hercules UAV
ξ software based on »ardupilot.org
ξ manufactured in Thailand by companny founded by Jani Hirvinen »JDrones
ξ powered by a two stroke gasoline engine balanced by battery power providing fail safe power supply to ensure mission completion
ξ design patent pending
ξ sourcing office in Hong Kong

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~ American Operations Corporation

»American Operations Corporation

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