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Universiti Teknologi Malaysia FKM COLLOQIUM
Advancement in
Local Unmanned Technology
By:
THOLUDIN MAT LAZIM, PhD
Department of Aeronautics & Automotive,
Faculty of Mechanical Engineering,
Universiti Teknologi Malaysia,
81310 Skudai, Johor,
MALAYSIA.
Universiti Teknologi Malaysia FKM COLLOQIUM
Presentation Outline
• Introduction
• Local & Global Scenario
• UAV/UAS R&D
• Conclusion
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Introduction
Unmanned Systems
UAV,
UGV,
USV,
UUV,
Robotics
Where are we?
UAV Advancement – How far have we go!
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Local & Global Scenario
Eagle 150B ARV
• Length: 6.45 m (21 ft 2 in)
• Wingspan: 7.16 m (23 ft 6 in)
• Max takeoff weight: 650 kg (1433 lb)
• Cruise speed: 213 km/h (115 knots)
• Stall speed: 83 km/h (45 knots) at MTOW, full flaps
• Range: 1000 km (540 nm) (75% power)
• Service ceiling 14800 ft (4500 m)
• Endurance = 5 hours at 60% power
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Local & Global Scenario
CTRM, SCS, IKRAMATICS – Prototypes
SAPURA – Announces
Others?
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Local & Global Scenario
Other Asean Countries
Singaporean UAVs Indonesian UAV
ST Aero FanTail PUNA (Pesawat
ST Aero Skyblade Udara Nir-Awak,
ST Aero MAV-1 Made by BPP
ST Aero Skyblade IV- It is designed Teknologi)
to operate autonomously and enhance
battlefield situational awareness,
carrying a 12kg (26lb), gyro- Thai UAV
stabilised surveillance payload. The
3.5m (11.5ft)-span UAV can fly at up IAI Seacher (with
to 15,000ft and has a maximum
endurance of 12h.
Israel)
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Local & Global Scenario
Universiti Teknologi Malaysia FKM COLLOQIUM
Local & Global Scenario
$10 Billion by 2010 ~ 400 UASs + support &
operation
0.1% of US Investment = RM 30M for R&D
We will get about 3 Prototypes Indeginious
UAVs [ A-Z ] by 2013 with knowledge and
expertise (human capital).
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Introduction
Local & Global Scenario
R&D Fund
8th MP 2001 -2005 < RM 1M (IRPA)
9th MP 2006 – 2010 = ? (E-Science) etc.
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UTM CASE STUDY
Our Capability
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Current R & D Capability
Unmanned Systems in UTM
UAV, main activity in Aeronautics
Dept.
UGV, not in UTM
USV, Hoovercraft
UUV, Joint research UMT
Robotics - active
Universiti Teknologi Malaysia FKM COLLOQIUM
Current R & D Capability
Aircraft Designs
Computational Fluid Dynamics
Wind Tunnel Testings
Finite Elements
Flight Dynamics & Control
Avionics – Some success in simpls systems
Robotics – can be tuned to Autonomous applications
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Current R & D Capability
Aircraft Designs
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Aircraft Design
• GENERAL
• STRUCTURE : COMPOSITE
• AIRFRAME : SHOULDER WING, POD & TWIN TAIL BOOM MONOPLAINE WITH
PUSHER
• ENGINE, FIXED TRICYCLE LANDING GEAR
• AIRFOIL
• SECTION : NACA 4415 FOR WING WITH CLmax. OF 1.2 & NACA 0009 FOR TAIL
• DIMENSION
• LENGTH : 4.11 m WING AREA : 3.32 m2 WING ASPECT RATIO : 7.87
• HEIGHT : 1.79 m WING CHORD : 0.64 m2 TAIL ASPECT RATIO : 4.29
• WIDTH : 5.03 m TAIL AREA : 0.45 m2 PROPELLER DIAMETER : 0.72 m
• WING SPAN : 5.03 m RUDDER AREA : 0.064 m2
• TAIL SPAN : 1.39 m AILERON AREA : 0.1039m2
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Current R & D Capability
• WEIGHT
• EMPTY WEIGHT : 125 kg
• FUEL WEIGHT : 30 kg
• PAYLOAD : 34 kg
• TAKE-OFF WEIGHT : 210 kg
• PROPULSION
• ENGINE : ONE 19.4 kW (26 hp)
• FUEL : AVGAS (100 octane)
• CAPACITY : 47 litres
• FUEL CONSUMPTION : 7.45 litres/hours
• PERFORMANCE
• MAX.. SPEED : 316.8 km/h SERVICE CEILING : 11,180 m GLIDE ANGLE :
2.82
• CRUISE SPEED : 120 km/h ABSOLUTE CEILING : 12,000 m SINK RATE
: 7.8 m/s
• STALL SPEED : 96.5 km/h MAX. RANGE : 205.12 km TAKE-OFF
RANGE : 293.17 m
• CLIMB RATE : 292.8 m/min MAX. ENDURANCE : 5.1 hour LANDING
RANGE: 316.3 m
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Current R & D Capability
• STABILITY
• TURN RATE : 0.51 rad/s (at cruise speed)
• n positive : 5.28 g
• n negative : 2.64 g
• EQUIPMENTS
• GUIDANCE & CONTROL : REMOTE CONTROL / PREPROGRAMMED
• SENSOR : ELECTRO-OPTICAL OR INFRARED ( WESCAM DAY / NIGHT
SENSOR 12 DS,
• IAI-TAMAM MOKED 200A DAYLIGHT TV CAMERA OR 400C FLIR.
• SYSTEMS
• GROUND CONTROL STATION (GCS), PORTABLE CONTROL STATION (PCS),
PNEUMATIC LAUNCHER (USMC), RECOVERY NET (USN) & STABILIZED ANTENNA (USN)
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Current R & D Capability - UAV
Aircraft sizes vs.
Reynolds Number
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CFD Works
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CFD Works
CL (CFD) VS Angle of Attack
1.4
1.2
1.0
0.8
0.6
Cd (CFD) VS Angle of Attack
CL
0.4
0.4
0.2 0.3
0.0 0.3
-5 0 5 10 15 20
-0.2
0.2
Simulation 2
CD
Angle of Attack (deg) Simulation 1
-0.4
0.2
0.1
Simulation 2
Simulation 1
0.1
0.0
-5 0 5 10 15 20
Angle of Attack (deg)
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Wind Tunnel Test
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Future Advancements
For the technology to grow for all types of Unmanned System,
nations have to support their research and development leading
to further advances.
Compared to the manufacturing of UAV flight hardware, the
market for autonomy technology is fairly immature and
undeveloped. Because of this, autonomy has been and may
continue to be the bottleneck for future UAV developments
The overall value and rate of expansion of the future UAV
market could be largely driven by advances to be made in the
field of autonomy.
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Future Advancements
Autonomy technology that is important to UAV development falls under the
following categories:
Sensor fusion: Combining information from different sensors for use on board the
vehicle
Communications: Handling communication and coordination between multiple
agents in the presence of incomplete and imperfect information
Path planning: Determining an optimal path for vehicle to go while meeting certain
objectives and mission constraints, such as obstacles or fuel requirements
Trajectory Generation (sometimes called Motion planning): Determining an optimal
control maneuver to take to follow a given path or to go from one location to another
Trajectory Regulation: The specific control strategies required to constrain a vehicle
within some tolerance to a trajectory
Task Allocation and Scheduling: Determining the optimal distribution of tasks
amongst a group of agents, with time and equipment constraints
Cooperative Tactics: Formulating an optimal sequence and spatial distribution of
activities between agents in order to maximize chance of success in any given
mission scenario
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Future Advancements
Apart fron Autonomy, another issues is
Endurance
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Notable high endurance flights
Boeing Condor 58 hours, 11 minutes
QinetiQ Zephyr Solar Electric 54 hours 2007
IAI Heron 52 hours
AC Propulsion Solar Electric 48 hours, 11 minutes 2005
MQ-1 Predator 40 hours, 5 minutes
GNAT-750 40 hours 1992
TAM-5 38 hours, 52 minutes, 2003 Smallest UAV to
cross the Atlantic
Aerosonde 38 hours, 48 minutes, 2006
I-GNAT 38 hours, landed with 10 hour reserve
RQ-4 Global Hawk 30 hours, 24 minutes
Aerosonde "Laima“ 26 hrs, 45 mins, 1998 First UAV to cross
the Atlantic
TIHA (Turkish UAV) 24 hours Prototypes 2004
Vulture - 5 years ? A DARPA project – The Unmanned
Aircraft Able to Stay in the Air for 5 Years
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CONCLUSIONS
Camparatively, advancement in local
indegineous UAV (Unmanned?)
technology is minimal.
There are ample venues for future
expansion
However, future advancement have to
be policy driven.
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•Terima Kasih
•Thank you
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Choices to be Made
[Fluent Training]
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.
Why?
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Predators have both a line of sight link and a satellite link. Pilots want to learn how to
transfer control from one link to the other, Goldfinger explains.
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UAV functions
UAVs perform a wide variety of functions.
Remote Sensing
UAV remote sensing functions include electromagnetic spectrum
sensors, biological sensors, and chemical sensors.
Transport
UAVs can transport goods using various means based on the
configuration of the UAV itself. Most payloads are stored in an
internal payload bay somewhere in the airframe.
Scientific Research
Unmanned aircraft are uniquely capable of penetrating areas
which may be too dangerous for piloted craft.
Aerosonde unmanned aircraft system in 2006 as a hurricane
hunter.
Precision Bombing
MQ-1 Predator UAVs armed with Hellfire missiles
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UAV classification
• UAVs typically fall into one of six functional categories (although multi-role airframe platforms are becoming
more prevalent):
• Target and decoy - providing ground and aerial gunnery a target that simulates an enemy aircraft or missile
• Reconnaissance - providing battlefield intelligence
• Combat - providing attack capability for high-risk missions (see Unmanned Combat Air Vehicle)
• Logistics - UAVs specifically designed for cargo and logistics operation
• Research and development - used to further develop UAV technologies to be integrated into field deployed
UAV aircraft
• Civil and Commercial UAVs - UAVs specifically designed for civil and commercial applications
• They can also be categorised in terms of range/altitude and the following has been advanced as relevant at
such industry events as ParcAberporth Unmanned Systems forum.
• Handheld 2,000 ft (600 m) altitude, about 2 km range
• Close 5,000 ft (1,500 m) altitude, up to 10 km range
• NATO type 10,000 ft (3,000 m) altitude, up to 50 km range
• Tactical 18,000 ft (5,500 m) altitude, about 160 km range
• MALE (medium altitude, long endurance) up to 30,000 ft (9,000 m) and range over 200 km
• HALE (high altitude, long endurance) over 30,000 ft and indefinite range
• HYPERSONIC high-speed, supersonic (Mach 1-5) or hypersonic (Mach 5+) 50,000 ft (15,200 m) or suborbital
altitude, range over 200km
• ORBITAL low earth orbit (Mach 25+)
• CIS Lunar Earth-Moon transfer
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Introduction
Unmanned Aircraft System
UAS, or Unmanned Aircraft System, is the official U.S.
Department of Defense term for an unmanned, aerial vehicle.
The term was first officially used in the DoD 2005 Unmanned
Aircraft System Roadmap 2005–2030.[9] Many people have
mistakenly used the term Unmanned 'Aerial' System, or
Unmanned 'Air Vehicle' System.
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Surveillance aircraft hough a major civilian aviation
activity is reconnaissance and ground surveillance for
mapping, traffic monitoring, science, and geological survey. In
addition, civilian aircraft are used in many countries for
border surveillance, fishery patrols or the prevention of
smuggling and illegal migration.
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From this perspective, most early UAVs are not autonomous at all. In fact, the field of air vehicle
autonomy is a recently emerging field, whose economics is largely driven by the military to develop battle
ready technology. Compared to the manufacturing of UAV flight hardware, the market for autonomy
technology is fairly immature and undeveloped. Because of this, autonomy has been and may continue to
be the bottleneck for future UAV developments, and the overall value and rate of expansion of the future
UAV market could be largely driven by advances to be made in the field of autonomy.
Autonomy technology that is important to UAV development falls under the following categories:
Sensor fusion: Combining information from different sensors for use on board the vehicle
Communications: Handling communication and coordination between multiple agents in the presence of
incomplete and imperfect information
Path planning: Determining an optimal path for vehicle to go while meeting certain objectives and mission
constraints, such as obstacles or fuel requirements
Trajectory Generation (sometimes called Motion planning): Determining an optimal control maneuver to
take to follow a given path or to go from one location to another
Trajectory Regulation: The specific control strategies required to constrain a vehicle within some tolerance
to a trajectory
Task Allocation and Scheduling: Determining the optimal distribution of tasks amongst a group of agents,
with time and equipment constraints
Cooperative Tactics: Formulating an optimal sequence and spatial distribution of activities between agents
in order to maximize chance of success in any given mission scenario
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• The Predator recently got approval from the Federal Aviation
Administration to fly in domestic disaster relief and rescue
operations. This was viewed by industry insiders as a major victory
for UAVs, which so far have not been welcome to fly in the U.S.
national airspace because of safety concerns. “How do we make
sure the UAVs won’t crash into airliners?” Albert asks.
• The FAA hired Lockheed Martin Corp. to develop a “roadmap” for
introducing unmanned aircraft into the national airspace system.
Albert says that the FAA also intends to build a digital simulation of
the airspace to fly digital mockups of UAVs and test their safety.
• Both civilian and military use of UAVs will soar during the next 10
to 15 years, Albert says. The UAV business has escalated by 25
percent per year recently, he adds. “It’s one of the few growth
markets out there.”
• Civilian use probably will not take off in the near future. “There are
450 UAV types out there. How do you control all of them?” Albert
says.
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• Qinetiq, a British defense technology firm that develops
unmanned aircraft has built a new training facility in
ParcAberporth, Wales, in an effort to attract new
customers from the civilian sector, says Andrew
Chadwick, program manager at Qinetiq. UAVs will be
required to comply with the same safety standards as
passenger aircraft, which is not the case with military
UAVs, he says. So far, “regulators are not prepared to
define the requirements. They are looking to the industry
to define the requirements and test them at their own
expense.”
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• AERODYNAMIC TEST UAVS
• * One specialized application of UAVs is for aeronautic research. It is in principle much cheaper to
test unusual aircraft configurations by implementing them as small UAVs, instead of large piloted
aircraft. NASA has proven enthusiastic about the use of UAVs for such purposes, and has
conducted a number of aeronautic test programs using UAVs.
• NASA had long had a tradition of flying scale models of aircraft, sometimes with rocket boosters,
for aerodynamic tests, but in general these vehicles were basically instrumented flying wind-
tunnel test models and were not really UAVs. However, in the early 1970s, NASA built three
3/8ths-scale unpowered drone versions of the new McDonnell Douglas F-15 fighter to confirm
that it was as agile as the designers hoped it would be. These three machines were referred to as
"remotely piloted research vehicles (RPRVs)" and were taken aloft over Edwards Air Force Base
(AFB) in California by the NASA B-52 carrier aircraft, to be released at high altitude. They would
glide back to earth and land with retractable skids on the dry lakebed at Edwards. The RPRVs
could also be fitted with a parachute to be snagged by a helicopter in flight for recovery, just like
the old Lightning Bugs.
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• * The "Drones for Aerodynamic & Structural Testing (DAST)" program was
conducted from 1977 to 1983 at the NASA Langley and Dryden Flight Centers.
It involved flights of modified Ryan Firebee II supersonic target drones to test
new wing designs and wing control systems. The Firebee II was selected
because it had supersonic performance, its wings could be easily replaced, it
used only tail-mounted control surfaces, and because it was available at low
cost from the US Air Force.
• After initial test flights with a Firebee II in its normal configuration but with
added instrumentation, NASA fitted a Firebee II with an aeroelastic,
supercritical research wing suitable for a Mach 0.98 cruise airliner. A total of
ten flights were made, with initial launches from the NASA Boeing B-52 bomber
and later from a DC-130 Hercules drone controller aircraft, and a NASA
Lockheed F-104 Starfighter performing chase duties. The DAST drones were
radio-controlled and recovered by parachute with helicopter snatch. The
program encountered difficulties, with two crashes, one in 1980 and one in
1983, and was abandoned after the second crash.
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• Software Simulation
• Models in MATLAB Simulink - Aerosim
Visualization in Microsoft Flight
Simulator Simulation of multiple vehicle
dynamics UAV's Civilian or Military
Airplanes , Helicopters Human Computer
interaction
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• Global Hawk Unmanned Sets Flight Endurance
RecordBy Northrop Grumman Northrop
Grumman Corporation's RQ-4 Global Hawk set
an endurance record for a full-scale,
operational unmanned aircraft on Saturday,
March 22, 2008, when it completed a flight of
33.1 hours at altitudes up to 60,000 feet over
Edwards Air Force Base, Calif.
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• Goals
• Outer Loop
• Mission Level
•
• Cooperative Distributed Aerial Sensor Network
• Air Ground Integration UAV – UGV Coordination
• Track
• 3D Topographic Map Building
• Reconnaissance
• High Level Control
•
• Conflict Resolution
• Collision & Crash Avoidance
• Surveillance
• Air Traffic Management
• Inner Loop
•
• Formation Control (e.g Aerial Refueling in UAVs)
• Optimal Trajectory Generation & Planning
• Aggressive Maneuvering Schemes (e.g Dog fighting)
• Embedded code Generation
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CONCLUSION
UAV REGULATORY ISSUES
* One of the less obvious issues concerning UAVs is integration of their operations into open "national airspace", where they may fly
alongside private and commercial aircraft, in contrast to "special use" airspace, which includes "Restricted", "Warning", and
"Military Operations" areas where airliners and private pilots are not allowed to fly. Currently, UAV operations in national airspace
are considered on a case-by-case basis by the US Federal Aviation Administration (FAA), and lead times run to months.
There are projections that the US military could be operating thousands of UAVs in a decade, with some of these aircraft carrying
munitions, and the number of US commercial UAVs could be even larger. Figuring out how these UAVs can operate safely alongside
commercial traffic is a nasty bureaucratic issue. The US Department of Defense, the FAA, and NASA have been considering how UAV
traffic over the US should be regulated, and what implications UAVs have for international air traffic agreements. International
regulations for commercial UAVs are regarded as particularly important, to allow American businesses to operate and sell UAV
technology in other countries. Initial work suggested that UAVs should be divided into three regulatory classes:
High-altitude UAVs such as the Global Hawk that fly at altitudes of 15 kilometers (50,000 feet) or higher, well above commercial traffic.
These UAVs will probably not fly in national airspace on a routine basis, and the FAA will be able to grant specific authorization for
each flight.
Short-range battlefield UAVs such as the Shadow 200 that cannot really be equipped to operate in national airspace, and so likely will
never be authorized to do so. They would be flown in military exercises over government military reservations, and airlifted to
operational theaters.
Medium-altitude, long endurance UAVs such as the Predator, which operate over long ranges at altitudes similar to those of commercial
aircraft, and whose sensor suites can be used to help them identify and avoid commercial traffic. This category of UAV is likely to be the
primary focus of FAA regulations, all the more so because it is easier for such an aircraft to fly to a training or operational area than it
is to break it down and ship it there by airlift transport.
Measures under consideration are to allow a medium-altitude, long-range UAV into the US national airspace if it were escorted by a
piloted chase plane, or if it has adequate sensors to "see and avoid" commercial traffic and is monitored at all times by a ground
operator. The ground operator will likely have to be a qualified pilot who knows the rules of the airways, and would be in two-way
communications with the air-traffic control network.
UAVs would likely not be allowed to operate on a normal basis in high-volume "Class B" airspace around major airline hubs such as
Chicago, New York, and Los Angeles. The FAA would also require certification that the communications link to a UAV be reliable and
resistant to interference.
There are a large number of confusing issues to consider, since the possibilities for UAVs are open-ended. Small, long-range UAVs like the Aerosonde that could be used
for weather or traffic observation are one complication, as well as UAVs like the Scaled Composites Proteus used as relays for high-bandwidth communications. NASA
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has worked with industry on a program to sort out the issues and hand the results over to the FAA, while European UAV vendors have formed their own consoritium to
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provide data to the European aviation regulatory body, the European Aviation Safety Agency (EASA). At last notice, progress was slow and frustrating. .
•Terima Kasih
•Thank you
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