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Awareness:the most critical step to facilitate the convergenceof manned and unmanned aviation

Copyright 2010, Rockwell Collins, Inc. All rights reserved. All logos, trademarks or service marks used herein are the property of their respective owners.

In this Rockwell Collins second eBook, you will:

Learn about new programs and technologytests underway

Drill down into the developing technologies

Review our debut Five steps... eBook Read opinions from industry experts

Awareness is half the challenge

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In Rockwell Collins second eBook, Awareness: the most critical step to facilitate theconvergence of manned and unmanned aviation, you will:

Feel free to pass this eBook along to your colleagues in the industry.

What to expect

Learn about the many new programs and technology tests underway that demonstratethe solutions available today to enhanced Unmanned Aircraft Systems (UAS) reliability

- Police use of UAS

- Next Gen ADS-B rolling out at key airports

- Increasing number of U.S. DoD tests of sense and avoid

- Panic-button autoland being used on civil manned aircraft

- Optionally Piloted Vehicles becoming commonplace during

the transition to manned-unmanned integrated airspace

- Europe ramping technology studies and tests with MIDCAS,

satellite command and control of UAS and more

Drill down into the technologies that are being developed to improve the safety

and reliability of UAS

Review the five steps that are required to facilitate the convergence of manned

and unmanned aviation

Read opinions from experts in the industry, including:

Marion Blakey, President and CEO , Aeorospace Industries Association

COL Gregory Gonzalez, U.S. Army Project Manager - UAS

Dr. John Langford, Chairman and CEO, Aurora Flight Sciences

Steven Reid, VP of UAS, AAI/Textron

Bobby Sturgell, Sr. VP Washington Operations, Rockwell Collins

Michael Toscano, Executive Director, Association for Unmanned Vehicle Systems International


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In June 2009, Rockwell Collins released our first eBook: Five steps to facilitating the convergence of manned and

unmanned aviation. Since then, the industry has experienced a tremendous increase in new studies, tests and

operations to facilitate airspace integration. As industry and government increase participation in this dynamic UASsector, it is our responsibility to track progress in manned-unmanned convergence and to analyze and learn

from the results in order to continue to progress technology to achieve total airspace integration.

As an industry leader, we recognize the need to do our homework to ensure that the reliability and safety level

of UAS operations in shared airspace is comparable to, or bet ter than, manned aircraft. It is also our

responsibility to make the world aware that UAS are in fact going to change aviation.

Five steps to facilitating the convergence of manned and unmanned aviation.

In our first eBook, found at, http://learnmore.rockwellcollins.com,

and outlined in the following five steps, we describe the key safety

and reliability technologies and solutions needed for manned and

unmanned aircraft to coexist in commercial airspace.

In addition, we outline the roles of Next Gen Air Traffic Management (NextGen)

and Single European Sky Air Traffic Management Research Program (SESAR)

in integrating UAS into commercial airspace. We also look at some of the policies

and procedures in place today for the military, industry, homeland security

and disaster relief organizations to gain UAS access to commercial airspace.

The eBook discusses what is required from a cultural standpoint to take this movement forward,

such as collaboration with regulatory agencies and learning from the younger generations and their general

acceptance and willingness to adopt greater levels of automation and autonomy.

Finally, in the eBooks third step, Awareness - stay apprised of technology tests, evaluations and operations

underway by industry and government, we outline what is happening today, such as day-to-day integrated

manned-unmanned operations in Iraq and Afghanistan, as well as what technology and procedural tests

are being conducted by industry and government around the world.

Awareness is half the challenge


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http://learnmore.rockwellcollins.com/

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Awareness: the most critical step to facilitate the convergenceof manned and unmanned aviation

Based on feedback from readers of our first eBook: Five steps to facilitating the convergence of manned and

unmanned aviation, we have focused this new eBook on Step 3 awareness and staying apprised of operations,tests and pilot programs that are happening today. The greater awareness we have of the demonstrations,operations and tests underway, the more information we can gather, applyand process to expedite manned and unmanned convergence.

For some time, Rockwell Collins has been advocating the need for technology demonstrations to showthat the capabilities exist today to enhance reliability and safety in UAS operations. This second eBook willprovide you with the latest information about the evaluations underway since June 2009.

What is clear is that the volume of activity since June 2009 has increased significantly, which is an

indicator that industry is focused on achieving the convergence of manned and unmanned aviation.

A growing number of programs testing emerging technologies and manned-unmanned operational scenariosis being funded and driven by organizations such as the U.S. Army, U.S. Air Force, U.S. Navy,European Defence Agency, and the FAA.

While the United States has been leading this initiative in terms of activity, Europe is progressing quicklywith new pilot programs, studies and demonstrations. There is a global need to be able to conductunconstrained training operations with UAS in controlled airspace. In addition, there are strong business casesand safety reasons to use UAS for a multitude of civil applications such as police surveillance, disaster recovery,

weather monitoring and cargo delivery.

In addition, in this eBook, we have highlighted some of the opinions of leaders in the industry, veteransthat have been working with UAS and manned aviation for years, to provide you with insight not onlyfrom Rockwell Collins, but from other industry leaders. Changing culture and inspiring an environment ofcollaboration will accelerate airspace integration and the convergence of manned and unmanned aviation.

David Vos, Ph.D.Senior Director UAS and Control Technologies

Rockwell Collins


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Review of the five steps to airspace convergence

Step 1 Discover what is needed technically to facilitate the convergenceof manned and unmanned aviation

Step 2 Develop and engage automated air traffic management solutions:controls, navigation, communications, sensors, networking and more

Step 3 Awareness the most important step stay apprised of technology,tests, evaluations and operations underway by industryand government

Step 4 Understand the rules as determined by agencies such as the FAA andEUROCONTROL and collaborate to drive global air traffic management

Step 5 Change embedded culture and imagine the possibilities.Include industry leader views about the convergence of mannedand unmanned aviation

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Step 1 Discover what is needed technically to facilitate the convergence of mannedand unmanned aviation

Every day, new technologies are being developed, tested and proven to improve the safety and reliability of UAS.With major milestones being reached by the U.S. Army 1 million UAS operational flight hours, the U.S. ArmysShadow reaching 500,000 flight hours and the Predator family of UAS reaching 1 million flight hours(http://www.ga-asi.com/news_events/index.php?read=1&id=284) there is a great deal of real-life experienceto learn from.

Manned-unmanned teaming is increasing, including indications that future funding for long-range strike aircraftwill include dollars for both manned and unmanned strike aircraft.http://www.defensesystems.com/Articles/2009/12/14/Long-range-strike-capabilities.aspx

Newer capabilities and technologies used on manned aircraft are being tested and deployed on UAS, such as collisionavoidance, sense and avoid, trajectory-based navigation, auto takeoff and landing, failure tolerance and redundantavionics systems. As members of industry and government, we have a responsibility to determine the best solutions formaking UAS as reliable as manned aviation and even more so.

Sense-and-Avoid CapabilitiesOne of the biggest challenges in integrating UAS into commercial airspace is the ability to sense and avoid. Industryand government are on the leading edge of developing solutions. One scenario is the development of onboard trafficsensor systems that automatically locate, track and plan pathways to avoid cooperative and noncooperative aircraft. Thesuccessful demonstration and implementation of this technology would enable a UAS to sense and avoid other aircraft inits region of interest (ROI).

By empowering a UAS to actively sense the location of traffic, this modeling will become a foundation capability thatis critical to the safe and effective integration of piloted, optionally piloted and unmanned vehicles into commercialairspace. The following video shows a simulation of a multi-UAS sense-and-avoid scenario.Click on image or follow link: http://learnmore.rockwellcollins.com/UAS-sense-and-avoid


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Step 2 Develop and engage automated air trafc management solutions:controls, navigation, communications, sensors, networking and more

Integrating and flying UAS in commercial airspace requires more than point systems. UAS mustbe developed and deployed with reliable systems, from nose to tail, in clouds or networks of interest.

UAS should be fully integrated into air traffic management systems as these systems undergo major overhauland redevelopment in the United States with NextGen and in Europe with SESAR.

Rockwell Collins advocates the use of multiple technologies and systems to seamlessly connect and communicateand to detect and avoid collision by plugging into national and international air traffic management systems,whether an aircraft is a manned platform, an optionally piloted aircraft, a UAS or even a parachutist.

The following outlines the key technologies and solutions, including critical elements needed for UAS to be integratedinto NextGen air traffic management systems in order to facilitate airspace integration. These technologies exist today.


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Step 2 Develop and engage automated air trafc management solutions:controls, navigation, communications, sensors, networking and more continued....

Reliability

High reliability and redundant avionics

Key to minimizing the general publics resistance to unmanned UAS in the NextGen air traffic system is the assurancethat these air systems will be as mechanically and operationally reliable as their manned counterparts. Primary to thatis the availability of low cost/high capability, redundant automatic flight control systems (AFCS) for all sizes of UAS.Many current UAS use single-string AFCS, which offer no backup capabilities.

The built-in integrated functionality of multiplex AFCS means that should the primary system malfunction,the aircraft would automatically poll the remaining components to determine which system will take the leadto safely continue the flight. A variety of integrated, miniaturized and affordable AFCS packages exist today in dualtriplex and quad-redundant systems for both UAS and manned aircraft.

Auto Takeoff and LandingUAS perform auto takeoff and landings every day in Iraq and Afghanistan. Increasing levels of automation andautonomy in UAS will improve safety and reliability. For manned aircraft as well, technologies such as panic-buttonauto landing improve safety significantly. http://www.rockwellcollins.com/athena/demos/alenia/


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Step 2 Develop and engage automated air trafc management solutions:controls, navigation, communications, sensors, networking and more continued....

Damage Tolerance/Adaptive Flight ControlsThe catastrophic effect of a bird strike was dramatically illustrated by the US Airways Flight 1549 miracle landing inthe Hudson River. Manned, unmanned and pilot-optional aircraft in NextGen airspace will need to demonstrate theability to survive significant structural damage that can be caused by bird strikes. Rockwell Collins advanced adaptiveflight controls have demonstrated the ability to enable an aircraft to continue to fly even after sustaining significantstructural damage. By reconfiguring the aircrafts flight controls to provide baseline performance, the system enablesan aircraft to recover and land safely at a nearby airport. Read the press release on Rockwell Collins efforts and viewa demonstration video at: http://www.rockwellcollins.com/news/page11697.html


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Propulsion Systems

High Reliability Propulsion Systems

In its 2005 study titled U.S. Military Unmanned Aerial Vehicle Mishaps, the U.S. Air Force found that 37 percentof mishaps in its RQ1-Predator, the Navy/Marines RQ-2 Pioneer and Armys RQ-5 Hunter were power/propulsionrelated.To gain free access to the NextGen airspace system, UAS must have propulsion reliability and efficiency equalto or better than manned aircraft. Critical to their success is the need for optimum engine control and efficiency.Rockwell Collins Full Authority Digital Engine Control (FADEC) systems have proven to improve both the overallperformance and reliability of UAS while increasing fuel efficiency by as much as 20 percent.

Health, Usage and Monitoring Systems

By giving operators real-time information on the health of critical powerplant and airframe components, digitalHealth, Usage and Monitoring Systems (HUMS) have already proven their value in a variety of fixed-wing aircraftand helicopters. UAS can benefit from the same information by enabling operators to foresee mechanicalor structural issues and perform condition-based maintenance. This ability can save operators a lot of moneyby eliminating unnecessary inspections and maintenance. Rotor & Wing magazine article:http://www.aviationtoday.com/rw/issue/features/65929.html

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Step 2 Develop and engage automated air traffic management solutions:controls, navigation, communications, sensors, networking and more continued....

NAS Operations/Certification

Design Assurance InitiallyCurrently the operation of a UAS in U.S. airspace requires the FAA to issue a special one time certificate ofauthorization. These requirements not only place added administrative burdens on the UAS operators and the FAAoffices, they also add significant costs and delays to each UAS flight.

To take full advantage of all the benefits that UAS bring to local, state and national agencies, the next generationof these vehicles will need to be certified to the same standards as manned aircraft. The FAA, EASA and U.S.and European military leaders are already working on developing these new UAS certification standards. While weawait these new requirements, it is important that the industry design all UAS systems and components to DO-178Bsoftware standards the highest certification guidelines currently in use for civiland military aircraft programs.

Also, to help lower development costs and shorten introduction times, it is also critical to useas many commercial, off-the-shelf components and systems as possible in the new generation of UAS.

Air Traffic Management

Integrated Air Traffic ManagementCivil, government and military agencies, along with industry leaders that include Rockwell Collins, have recognizedthe need to better manage our increasingly crowded airspace. At the center of this is the need to implement and rely

on advanced automation for air traffic management.

This is not a problem with a single solution: effective and predictable ATM requires a number of parts, includingADS-B, multilateration, 4D-Nav/RNP, collision avoidance, radar sense and avoid, integrated communications,ground control stations and others. Not until all the pieces are in place will our goal to seemlessly integrateUAS with manned aircraft be realized.


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Automatic Dependent Surveillance - BroadcastAutomatic Dependent Surveillance-Broadcast (ADS-B) is the fist step in making the independent operation of UASin the NAS a reality. In a typical application, the ADS-B capable aircraft uses an ordinary Global Navigation SatelliteSystem (GNSS) receiver to derive its precise position from the GNSS constellation. It then combines that positionwith the aircrafts speed, heading, altitude and flight number. This information is simultaneously broadcastto other ADS-B capable aircraft and to ADS-B ground or satellite communications transceivers. ADS-B can be usedin combination with other technologies including Identification Friend or Foe (IFF), multilateration solutions,distributed computing, automatic communications and collision-avoidance systems to give UAS the ability to monitor,track and proactively plan maneuvers to avoid conflicts within their ROI.

4D-Navigational Capabilities and Required Navigational PerformanceIn order to meet the goals of seamless UAS integration in the National Airspace System (NAS), these airvehicles must have reliable and accurate navigation capabilities. Next-generation capabilities like RequiredNavigation Performance (RNP) and 4D-Nav ensure the high degree of predictability and accuracyof information required for maintaining safe aircraft separation through all phases of flight.

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Radar Sense and AvoidOther aircraft are not the only hazards facing a UAS. They must be able to actively monitor and avoid both conflictingaircraft and severe weather along their routes and in the terminal areas. New-generation airborne Due regard and weatherradar systems provide increased avoidance capabilities in all operational conditions.

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Independent Communications and Advanced NetworkingUAS will need to communicate their position and intention with the same regularity and clarity as manned aircraft.A variety of communications solutions exist today, from digital radios and common data links to high-bandwidthnetworking solutions to provide accurate, real-time links between UAS, manned aircraft and ATC. Whether used inaircraft or for mobile or fixed-ground communications stations, an array of proven solutions offers the smallest formfactors, high reliability and highest transmission speeds for both voice and data.

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Step 3 Awareness the most important step stay apprised of technology tests, evaluationsand operations underway by industry and government

Since publishing Five steps to facilitating the convergence of manned and unmanned aviation in June 2009, there hasbeen a significant increase in new studies, demonstrations and day-to-day operations of UAS in integrated airspace.

Staying aware of these operations and tests is critical for industry and government to gather the information neededto develop key technologies, certifications and processes required to increase safety, reliability and situationalawareness of UAS. Companies and governemnts around the world are driving airspace integration. It is ourresponsibility to understand what works and what research and development still needs to occur.

In this section dedicated to awareness, we outline all of the new studies and tests since June 2009. The sheer volumeindicates the demand for airspace integration and the progress being made to move the initiative forward.

To review tests, evaluations and operations documented prior to June 2009, see our first eBook at:

http://learnmore.rockwellcollins.com

Recent Operations, Studies and Tests

DoD operating UAS in integrated airspace in Iraq and AfghanistanIn Balad, Iraq, and at Bagram Airfield in Afghanistan, seeing a UAS share airspace with both military and civilianrotary- and fixed-wing aircraft is a common occurrence. In fact, upwards of 30 UAS flights a day are seamlesslyco-existing with manned aircraft.

While manned-unmanned integrated operations are mainstream today in Iraq and Afghanistan, the DoD is currently

planning expanded uses for UAS beyond reconnaissance and surveillance. In an article published in National Defense,the U.S. Air Force predicts that within the next 10 to 15 years, every mission conducted by the servicewill include unmanned aircraft in some capacity. The DoD is also expanding the use of UAS, particularly whererotary-wing aircraft are needed and pilots are in short supply. Key areas for UAS application would be forresupply and logistics applications, communications relay and even psychological operations such asdropping leaflets. Huntsville Times article:http://www.al.com/business/huntsvilletimes/index.ssf?/base/business/1268903745283030.xml&coll=1


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U.S. DoD requests File and Fly status for UAS by 2012In the United States the DoD has indicated in its FY 2009-2034 Integrated UAS Roadmap a vision to have Fileand Fly status for UAS in the NAS. To achieve this, UAS must be equipped with the equivalent level

of safety as manned aircraft. http://www.acq.osd.mil/uas/docs/UMSIntegratedRoadmap2009.pdf

U.S. White House declares need for airspace integration within 10 yearsThe National Aeronautics Research and Development 10 Year Roadmap issued by the White House Office ofScience and Technology Policy (OSTP) identified an objective to have UAS integrated in commercial airspacein the next 10 years. http://www.whitehouse.gov/sites/default/files/microsites/ostp/aero-rdplan-2010.pdf

GAO study concludes U.S. DoD does not have adequate airspace for UAS trainingAccording to a recent General Accounting Office Study, the U.S. DoD does not have enough access to airspace toconduct the necessary training missions for the increasing number of UAS. Due to a lack of access to the NAS

and with limited military airspace to train in, the DoD is not able to maintain their objective training hours forUAS. GAO study: http://www.gao.gov/new.items/d08511.pdf

U.S. Army successfully test ground-based sense and avoidThe Army announced the successful flight test of ground-based sense and avoid in El Mirage, Calif. Using ground-based radar to detect intruder aircraft, the Army demonstrated the ability to land a Sky Warrior UAS quickly if anintruder aircraft entered the airspace. The implications of this test are that the Army can use the ground-basedsystem to avoid having to use chase aircraft when flying UAS in controlled airspace. Flight global article:http://www.flightglobal.com/articles/2010/02/04/338043/us-army-reports-successful-ground-based-collision-avoidance.html

Regional airspace requested for UAS research and developmentIn some locations in the U.S., industry, government and academia are collaborating to create UAS centers ofresearch, development and training and are working to obtain access to airspace in specific regions.

The Dayton Development Department is working with the U.S. Air Force Research Lab to utilize airspacearound Wright-Patterson Air Force Base to develop and test new technologies for UAS as well as to create jobsin the region. Dayton Daily News article at:http://www.daytondailynews.com/business/uav-advocates-want-test-flying-airspace-closer-497266.html

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Step 3 Awareness the most important step stay apprised of technology tests, evaluationsand operations underway by industry and governmentcontinued....


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Grand Forks, N.D., is another area where academia (University of North Dakota), industry and thegovernment (the U.S. Air Force) are attempting to create a region for technology development and training.For this initiative, the interested parties are trying to carve out airspace to use for UAS operations.https://sites.stockpoint.com/dain/newspaper.asp?site=D&Mode=Aviation&Story=20100213/044e5079.xml

Hawker Beechcraft demonstrates UAS autoland technology on BonanzaHawker Beechcraft, in collaboration with Rockwell Collins, demonstrated a new UAS auto-landing capability on aBonanza general aviation aircraft. This cutting-edge technology for civilian aviation, which is routine on UAVs,offers the promise that general aviation aircraft can land automatically should the pilot become incapacitated.Hawker Beechcraft press release: http://www.hawkerbeechcraft.com/include/content_view.aspx?id=11693

Next Gen Air Traffic Management System

Next Gen ADS-B making progress

After an early milestone was reached with the rollout of NextGens ADS-B system at Miami International Airportin April 2009, the next set of implementation tests are beginning under the FAAs NextGen contract. The FAAsNextGen contract with ITT involves the implementation of approximately 800 ADS-B ground stations throughoutthe United States. Any aircraft equipped with ADS-B will be able to receive location information about other aircraft.ADS-B is a key enabler for increased situational awareness for both manned and unmanned aircraft.Flightglobal article:http://www.flightglobal.com/articles/2009/07/07/329207/itts-nextgen-backbone-prepares-for-lifting.html

U.S. Senate passes bill to speed up NextGenIn March 2010, in a 93-0 vote, the U.S. Senate approved a $34.5 billion bill that will speed air traffic

modernization. In the bill, the Senate requires the FAA to develop Required Navigation Performance (RNP) and areanavigation (RNAV) procedures and technologies that are criticalto the implementation of NextGen at the 35 busiest U.S. airports by 2014. The bill also mandates that allU.S. aircraft be equipped with ADS-B (Out) technology by 2015 and ADS-B (In) technology by 2018.Associated Press article:http://abcnews.go.com/Business/wireStory?id=10172164

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Philadelphia Air Traffic Controllers using NextGen technologyAnnounced in April 2010, the air traffic controllers at Philadelphia Airport are now using ADS-B to trackaircraft in their area. The airport is one of the test sites where ADS-B is providing greater accuracy and more

timely (one second) updates on aircraft position in the air and on the ground. FAA press release:http://news.thomasnet.com/companystory/576619

Global Hawk program demonstrating sense and avoidIn collaboration with the Air Force Research Lab (AFRL), Northrop Grumman is demonstrating sense-and-avoidtechnology in the form of traffic collision avoidance system (TCAS), ADS-B and electro-optical (EO) sensor aspart of the Global Hawk UAS program. The goal is to ease UAS flight restrictions in commercial airspace andmove airspace integration forward. The program is called multiple intruder autonomous avoidance (MIAA).AFRL story: http://www.wpafb.af.mil/news/story.asp?storyID=123110706

U.S. Office of Naval Research to conduct sense-and-avoid testThe U.S. Navys Office of Naval Research (ONR) has issued a request for information from industry for whitepapers, followed by full proposals, for autonomous anti-collision solutions to the sense-and-avoid challengein UAS. As part of the solicitation, bidders are requested to outline proposed solutions to be implementedon a Shadow and FireScout UAS.http://www.ightglobal.com/articles/2009/11/24/335325/us-navy-starts-up-sense-and-avoid-project-for-uavs.html


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DARPA damage tolerance phase III

Enhancing UAV reliability through Damage Tolerant ControlRockwell Collins Damage Tolerant Control (DTC) technology is designed to mitigate common UAS failures such asprimary control surface damage, airframe damage and engine failure. Under a Defense Advanced Research ProjectsAgency (DARPA) sponsored program, a series of flight tests was performed from April 2007 through August 2009 on asubscale model F/A-18 to showcase key aspects of the DTC technology.

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GE, the FAA and AAI Corporation testing 4D trajectory-based Flight Management System on UASGeneral Electric, the FAA and AAI Corporation formed a cooperative research-and-development agreement andbegan flight tests to demonstrate a position and time, or 4D trajectory-based Flight Management System (FMS) on a

Shadow UAS. The intent of the flight test is to ultimately equip 4D trajectory FMS systems on UAS to fly in integratedairspace. Flightglobal article:http://www.flightglobal.com/articles/2009/12/28/336641/unmanned-flight-tests-to-advance-airline-reduced-crew.html

European Tests

European Defense Agencys Mid-Air Collision Avoidance System MIDCAS program to studysense-and -avoid technologyAnnounced at the Paris Airshow in June 2009, the European Defense Agency signed an agreement with multiple

European countries and companies to study sense-and-avoid technologies for UAS for insertion of UAS intononsegregated airspace. The contract value is 50 million Euros for this 48-month study.See press release and video of press conference from Paris Airshow.http://www.eda.europa.eu/newsitem.aspx?id=497

European Agencies to test satellite control of UAS in nonsegregated airspaceThe European Defense Agency and the European Space Agency signed agreements with EADS and INDRA Espacioof Spain to conduct studies about using satellite communications for facilitating the integration of UASin nonsegregated airspace. Totaling 800,000 Euros, the studies will determine the feasibility of operating UASusing satellites, and specifically for using satellite communications and navigation for sense and avoid, commandand control, air traffic control and payload linking. A demonstration is being planned for 2011.http://eda.europa.eu/newsitem.aspx?id=614

ATLANTIDA consortium research and developmentThe ATLANTIDA consortium consists of 17 companies, led by Boeing, with the objective of conducting researchfor development of technologies to be used in Air Traffic Management systems, including SESAR and NextGen.Identifying technologies to enable UAS to fly in commercial airspace will be key areas of focus for theconsortium. The budget for this group is 28.9 million Euros, with 44 percent funded by the Spanish Centerfor Technological and Industrial Development (CDTI). Press release at:http://www.rti.com/company/news/air-traffic-management.html

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UAS

UAS police surveillance on the rise globallyPolice departments around the globe are experimenting with using UAS to conduct surveillance as a lower-cost,more comprehensive, tireless alternative to manned flight reconnaissance operations.

After a recent UAS flight test conducted by the Houston, Texas, police department was publicized, the FederalAviation Administration is being inundated with inquiries and requests for demonstrations by many other policedepartments. In response, the FAA will be publishing a ruling on the process and procedures to use UAS in commercialairspace.

The FAA is responding to the multiple inquiries and requests by publishing official rules about the process and

procedures for testing or operating UAS in the NAS.http://www.examiner.com/x-6928-Houston-Page-One-Examiner~y2010m1d11-Police-line-up-to-use-drones-on-patrol-af ter-Houston-secret-test

Tulsa, Okla., police to use UAS to cut costsDue to the high costs of operating police helicopters, the financially strapped Tulsa, Okla., police department isconsidering the use of lower-cost UAS to conduct police surveillance and reconnaissance.Tulsa Business Journal article: http://www.tulsabusiness.com/article.asp?aID=50441

Kent, United Kingdom, police to use UAS to monitor crowdsThe police department in Kent, United Kingdom, is exploring the use of UAS to conduct police surveillance and

reconnaissance at large events such as protests and the Olympics. It is the police departments intent to havethe UAS in commercial airspace by 2012, though no approvals have been granted by the Civil Aviation Authority.The Registerarticle:http://www.popsci.com/technology/article/2010-01/british-police-monitor-civilians-uavs-2012

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Disaster and Weather Monitoring

Industry, government and academia team to conduct UAS surveillance of Red River flood plain

The University of North Dakotas UAS Center of Excellence teamed with the National Oceanic and AtmosphericAdministration (NOAA) and Insitu, Inc., to fly a ScanEagle UAS to monitor the rising water levels of the Red River.This is an example of a civil use for UAS to perform missions at a lower cost than manned aircraft. The ScanEaglereceived a Certificate of Authorization from the FAA to fly the mission. Insitu, Inc., press release:http://www.insitu.com/index.cfm?navid=298&cid=4783

Global Hawk used for disaster surveillance in HaitiA military Global Hawk UAS was diverted from operations in Afghanistan to support disaster surveillance in Haiti.Due to its extended range, the Global Hawk was selected for the disaster work and captured thousands of imagesof the disaster to enable the government to better target relief efforts.

http://www.aolnews.com/world/article/usaf-global-hawk-drone-deployed-over-haiti/19318294

India to use UAS to monitor cyclonesDue to the devastation caused by cyclones in India, the Indian Meteorological Department is planning to purchaseUAS that will be flown into cyclones to gather data to enable the government to take action and save lives.The UAS are expected to be deployed in one year.http://www.deccanherald.com/content/24510/india-use-unmanned-aerial-vehicles.html

Optionally Piloted Vehicles

Optionally Piloted Vehicles assist manned-unmanned teaming in integrated airspaceOptionally Piloted Vehicles (OPVs) are being considered as part of the U.S. Armys UAS roadmap to assist in gainingefficiency and cooperation in manned-unmanned operations. The Army and Marine Corps are planning flighttests of an optionally manned Blackhawk with unmanned rotary-wing aircraft to be conducted in Ft. Eustis, Va.The Armys roadmap will include manned, optionally manned and unmanned aircraft for cargo applicationsincluding medical resupply. National Defense article:http://www.nationaldefensemagazine.org/archive/2010/March/Pages/FutureUnmannedHelicopters.aspx

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Sikorsky developing optionally piloted BlackhawkIn April 2010, Sikorsky Innovations announced its plans to work with the U.S. Army to develop an optionally pilotedBlackhawk helicopter. The purpose is to allow the Army greater flexibility in matching aircraft to missions, particularly

when there are crew limitations. Sikorsky plans to introduce this Optionally Piloted Vehicle (OPV) in 2015.http://www.defense-aerospace.com/article-view/release/114046/sikorsky-developing-unmanned-black-hawk.html

Aurora Flight Sciences Optionally Piloted Diamond DA-42M helping to facilitatemanned-unmanned convergenceAuroras DA-42M OPV, called Centaur, will operate in both manned and unmanned mode to fulfill a varietyof applications including reconnaissance and surveillance similar to the Predator UAS.

In addition, a pilot on board the aircraft will have an easier time flying in integrated airspace. While flying in mannedmode, the aircraft will retain its FAA certification. When flying unmanned, it will operate with an experimental FAA

certification. Aurora Flight Sciences press release:http://www.aurora.aero/Communications/Item.aspx?id=apr-247

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Step 4 Understand the rules as determined by agencies such as the FAA and EUROCONTROLand collaborate to drive global air traffic management

In our 2009 eBook, we highlighted activities, working groups and Web sites for readers to find the latest policies andprocedures for flying UAS in commercial airspace in the United States and Europe. This information can be found onpage 20 of our previous eBook: http://learnmore.rockwellcollins.com

United StatesIn the past year there have been a number of advancements in the United States, including:

The Certificate of Authorization (COA) process still exists, and is somewhat streamlined in that a COA can nowcover more than one flight of a UAS in the NAS. Experimental classification is still another alternative for a UASmanufacturer to gain access to the NAS. Information about the COA process can be found on the Federal AviationAdministrations Web site: www.faa.gov.

Relative to small UAS rulemaking, the rule has been named SFAR 107. The Aviation Rulemaking Committee has

completed recommendations and the FAA is now conducting safety evaluations. There are still several steps in theapproval process, including a public comment phase when the final language for the proposed rule is released. Thecompleted rule is anticipated to be released in December 2012.

Also since last year, there has been an increasing number of law enforcement organizations requesting permission toconduct tests of UAS for surveillance purposes. As a result, the FAA is in the process of publishing rules. Today, it has afact sheet and guidelines that have been published following the recent police department tests in Houston.http://www.faa.gov/news/fact_sheets/news_story.cfm?newsId=6287

EuropeEUROCONTROLs SESAR is a technology program to modernizethe European air traffic control infrastructure, similar to the United States NextGen. SESAR is being driven bythe Single European Sky legislation, which covers the 27 member states of the European Union as well as adjoiningstates beyond the EU.

SESAR is being developed to provide an infrastructure that can improve air traffic management as well ashandle increasing volumes of civilian and military air traffic. At the same time, the objective is to maintainefficiency, safety and cost effectiveness for the future. The implementation of the SESAR infrastructure willbe significantly enabling for UAS integration into nonsegregated airspace. Information about SESAR,including the European ATM Master Plan, can be found at:http://www.eurocontrol.int/sesar/public/standard_page/masterplan.html


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Step 5 Change embedded culture and imagine the possibilities

As the valuable public safety benets of Unmanned Aircraft Systems civil and commercial applications become apparent,there is mounting pressure for the FAA to integrate such operations as soon as possible. This presents FAA with a host ofbox-stretching issues in meshing the needs of military and commercial UAS operations in the civil airspace. The challengesare signicant.UAS demand is not going to slow down, however, and integration is not discretionary: we must meet those challenges.All facets of UAS development, manufacture and operations are represented in AIAs membership of almost 300manufacturing companies with more than 635,000 high-wage, highly skilled production employees. To better servemembers interest in the tremendous UAS potential, AIA formed a UAS Subcommittee of its members in 2005 to promotea vibrant, competitive, global market for U.S. unmanned aircraft systems, products and services. And we start withthe premise that all stakeholders agree to -- that UAS should perform under, and adhere to, the same safety standardsas other aircraft.

AIA is therefore intent on facilitating FAAs progress as it addresses the safety challenges as well as the challenges ofaccessing and leveraging data, making more test ranges available and developing a data-driven standards certicationprocess. Industry is making the case to policy makers and legislators that more resources are needed to accomplishthis goal in a timely manner.

UAS also illustrate the need for the Next Generation Air Transportation System (NextGen). In the decades ahead, diversenew vehicles will be seeking operational access into civilian airspace. An effective process for certifying UAS operationswill serve as a precedent for certication of other new vehicles, along with continual safety enhancements.

The critical technology to improve the reliability of UAS to enable convergence is the rapid implementation of NextGen and especially of AutomaticDependent Surveillance Broadcast. I agree with Aurora Flight Sciences CEO John Langford that a crucial piece will be a light, inexpensive ADS-B devicethat can be put on everything that ies and thus will identify itself to the rest of the aviation world. Additionally, as Langford points out, we will needa hierarchical collision avoidance scheme based on ADS-B data.

Universal and mandatory adoption of ADS-B is the key technology to successful integration. As a rapidly evolving technology, UAS clearly havesignicant R&D needs, particularly as to National Airspace System integration modeling, sense and avoidance capabilities and secure

communications links. AIAs coordination with NASA to further that agencys UAS work and resource acquisition is a major activity thathas met with notable success.

To similar effect, the subcommittee interacts closely with DOD, especially the U.S. Air Force, as well as with AIAs National Security Division.Resolving the issues relating to both defense and civil access to airspace is critical for UAS integration. AIAs engagement withthe Air Force intensied with a discussion between Secretary of the Air Force Michael Donley and FAA Administrator Randy Babbittat the AIA Board of Governors Meeting in November 2009. Moderated by John Langford, the discussion revealed areas forfurther collaboration between the two agencies, as well as highlighted FAAs current concerns about safeguarding airspacesafety while integrating UAS.

Marion C. BlakeyPresident & CEO

Aerospace Industries Association


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Step 5 Change embedded culture and imagine the possibilitiescontinued....

Continued from page 23

AIA industry experts coordinate effectively with international organizations and other deliberative bodies that affect the global UAS marketand operations as well. Globally, through our International Coordinating Council, AIA is supporting the ICAO UAS Study Group effor ts to amendmost of the ICAO Annexes through AIAs International Coordinating Council. Additionally, the subcommittee meets periodically with EuroControland SESAR concerning action on UAS.

Working with FAA leadership of safety, certication and operations, our subcommittee has identied critical key areas for government-industrycoordination, and for productive interagency leveraging of work and resources. Specically, AIA members are currently advocating for certainadvances that are important for progress.

These include FAAs issuance of a UAS Integration Roadmap to identify issues and resources (including nancial) necessary to approve UAS standardsand procedures; formal inclusion of UAS safety data collection within existing collection, reporting and analyses programs; integration of UAS in allgovernment NextGen efforts to dene demonstration objectives and research beyond detect, sense and avoid capabilities; assurance of dependable,dedicated and sufcient FAA budgetary resources to meet the current and projected UAS demand, and FAA utilization of all resources to facilitatethe integration process.

AIA has always supported a dened roadmap for addressing standards and certication, technology maturity, and other factors affecting the paceof UAS integration. While complicated by the diversity in size and complexity in UAS platforms, AIA advocates an introduction of UASs into civilairspace while ongoing development of standards, regulations and certication continues. The lessons learned during this phased approach canprovide invaluable information and be applied during ongoing programs.

UAS is an exciting and growing sector of the aerospace industry. There are many challenges ahead to mesh the needs of military and commercialUAS with the requirements of operating in the civil airspace and AIA is committed to developing solutions for all UAS users. Its important to step upsmartly to these issues because the evolution of UASs is not going to slow down and their game-changing benets are clear.


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Step 5 Change embedded culture and imagine the possibilities continued....

What is your organization doing today to facilitate the convergence of manned and unmanned aviation?

Several years ago it became obvious to the Department of Defense (DoD) that a path forward was needed to integrate UASinto the National Airspace System (NAS). The demand for UAS operations in theater continues to proliferate due to theeffectiveness of these systems in supporting our missions. While there is no dened requirement today for operations

of UAS in the NAS, and therefore no associated funding, the concern is that when the many UAS return to the United Statesfrom theater, there will be inadequate airspace allocated to train for the future.

Over the years, there have been many discussions and ad hoc initiatives related to airspace integration. In June 2009,Congress directed researching and developing solutions to improve UAS reliability for airspace integration. A numberof DoD organizations have been assigned leadership roles in the planning, evaluating, developing, testing and deployingof processes, procedures and technologies to enable UAS access to the NAS, including the Ofce of the Secretary of Defense(OSD) UAS Task Force; the Joint Chiefs of Staff and the Joint Forces Command UAS Center of Excellence. The U.S. Air Forceand the U.S. Navy are leading an initiative to develop and test solutions for Air Based Sense and Avoid (ABSAA) technologiesand procedures.

In June 2008, I assumed the position of Project Manager, Unmanned Aircraft Systems Project Ofce for the U.S. ArmyIn October 2009, we established an Unmanned Systems Airspace Integration Concepts Product Directorate (USAICPD).

Through this organization, the Army is leading an initiative to develop, test and deploy solutions for Ground Based Senseand Avoid (GBSAA). The goal of all of these initiatives is to consolidate results, combine solutions and ultimately obtainFAA approval to have unrestricted access to the NAS.

What are the critical technologies needed to improve the reliability of UAS to enable convergence?

Today the FAA mandates the use of the Certicate of Authorization (COA) process to y a UAS in the NAS. In addition, the operation must includea chase plan, a ground observer and daylight-only ights.

Knowing that we will not be granted immediate unrestricted access to the NAS, our strategy for implementing GBSAA is to start small, and toobtain FAA approval after demonstrating in stages the safety and competence of the proposed technologies and procedures.

Stage 1, Zero Conict Airspace: For demonstrations of GBSAA, we are using three existing ground radar systems in strategic locations

in El Mirage, Calif., and an Extended Range Multi-Purpose (ERMP) UAS. We are demonstrating the capability and procedures for sensingobjects and properly characterizing the objects as approaching aircraft. During this stage, the radar detects that an aircraft has enteredinto the UAS airspace and relays the information to the UAS operators. The operators then take action to get the UAS to a safe stateby landing the aircraft.

Stage 2, Self-separation: In this stage, upon detection of an incoming aircraft, our operators will move the UAS and its designatedsurrounding volume of airspace to a different location safe state instead of landing the aircraft.

We submitted our safety case for Zero Conict Airspace to the FAA in April 2010 for review of the plan. We view this rst stageas a foot in the door, during which our aim is to raise the condence of the FAA. We expect approval in the next few weeks,and after proving success with Zero Conict, we will pursue approval for Self-separation.

COL Gregory B. GonzalezU.S. Army Project ManagerUnmanned Aircraft Systems


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Continued from page 25.

What do you believe is needed to help inuence opinions positively toward ying UAS in commercial airspace?

For several years now the Army and other Services have worked together in Iraq and Afghanistan operating UAS and manned aircraftin integrated airspace safely and successfully. These are some of the busiest airports in the world in terms of number of aircraft and the associated

frenetic environment. This proven success may inuence the FAA positively toward airspace integration; however, the FAA has responsibilityin the United States, so what we are doing here with GBSAA and ABSAA will be just as important as the operations in theater to inuence andfacilitate airspace integration.

Airspace integration is a DoD issue and national issue all Services are vested in determining the right solutions. In general, anytime the Servicesneed to develop new technology we also need to show an ofcial requirement in order to get funding. Therefore, a lack of a specic requirementfor UAS access to the NAS is a challenge. Inherently, we know there is a need for NAS access for UAS such as the ERMP and Shadow. Eventually, allstates will have a need for training and operating UAS as part of the National Guard. Today, we are all working with limited funding to derive the rightsolutions for sense and avoid and therefore need to demonstrate progress and success through each of our respective programs,and collectively.

No one can predict the future, so my estimate is as good as others. If I had to estimate a timeframe for when we will have convergence of UASand manned aviation in the NAS, I would say that in FY 2010 or early FY 2011, we should have approval from the FAA to operate in a Zero Conict

Airspace mode. Assuming we demonstrate consistent success with this initial stage, I believe we could have approval of Self-separation GBSAAby 2013.

We plan to expand the use of GBSAA from El Mirage to rst Dugway Proving Ground, another technology test and integration location.In the next ve years, I expect we will expand GBSAA use in additional regional areas, enabling the expansion of UAS ight in more places.All of these sensing technologies, such as radar and ADS-B, will have a role in the future. The solutions may change for different sized UAS.For example, it would be unrealistic to add radar on a Shadow and still be able to carry the required payloads, so we need to nd an alternateair-based sense-and-avoid solution for that class of UAS. In the case of our smallest UAS, like the Raven, ADS-B may be a better solution.For the ERMP, radar may be possible, but further analysis is needed.

The eventual goal is to combine the Armys GBSAA success with the success of ABSAA as led by the Air Force and the Navy, enabling the Servicesto combine both capabilities. This is no small task and I wouldnt expect this to be a reality for at least 10 years, but I would love for someoneto prove that it can be done sooner.


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At Aurora Flight Sciences, we are avid supporters of the convergence of manned and unmanned aviation in the NationalAirspace System (NAS). We believe in what Dave Vos at Rockwell Collins has been advocating for this initiative.

Today, to facilitate airspace integration from an advocacy standpoint, we are involved with a number of industry groups,

such as the Aerospace Industries Association (AIA), the Association of Unmanned Vehicle Systems International (AUVSI)and others. From a solutions standpoint, we are developing and testing Optionally Piloted Vehicles (OPVs) to performthe functions of both manned and unmanned aircraft. In a manned ight, our aircraft have all of the appropriateFAA certications. In an unmanned mode, they are classied as experimental aircraft and y in restricted airspace.At an AIA meeting last fall, the Secretary of the Air Force, Michael Donley, and the FAA Administrator, Randy Babbitt,were both on the panel I moderated regarding this subject. Mr. Donley indicated that UAS should soon be able to yin the NAS due to the number of ight hours these systems have accumulated in theater. Mr. Babbitt indicated thatthis would not happen in the near future due to safety and reliability concerns. We believe they are both correct andthat the convergence of manned and unmanned aviation will happen; however, it will take a paradigm change and itwill take some time. Our strategy today is to develop, test and deploy OPVs, as OPVs will play a critical role during thistransition period.

Aurora started working with OPVs several years ago. We acquired a Cessna that had been in service in Vietnam. We cleanedit up, painted it and named it Chiron. This became our rst OPV. We began to test all of the appropriate fault tolerant ightcontrols on the aircraft in the late 1990s. When the demand for UAS began to proliferate, we put our OPV work on holdas we focused the company on developing purely unmanned systems.

Over the years, as we have watched the FAA and the regulatory process for ying UAS in the NAS, as well as the work by the various industrycommittees, we have concluded that integrating UAS in civil airspace will evolve over time. The ongoing concerns about safety will not be resolvedanytime soon.

We see this as an opportunity to use OPVs as a test bed for capabilities such as auto takeoff and landing, as well as to perform the functions of UASsuch as surveillance and reconnaissance. We recently acquired a Diamond DA-42M to be modied into an OPV and named the aircraft Centaur,for the hybrid that it is half manned and half unmanned. The Centaur has roughly the same payload and range performance as the MQ-1Predator UAS and has some important advantages, including two engines for improved reliability, the ability to y with or without a pilot,

and the ability to carry a variety of payloads.


In the long run, we have no doubt that UAS will be integrated into the NAS. We believe this will take an improvement in the NASmore than an improvement in UAS. Convergence of manned and unmanned aviation will come with the implementation of NextGen.The best and fastest way to allow UAS to have unrestricted access to the NAS is by accelerating NextGen. Todays airspace relies onan architecture built in the 1930s instead of what we need today a more modern infrastructure. Through greater automationand awareness, NextGen makes manned aircraft appear to operate more like UAS. The current air trafc management systemutilizes ground-based radar and voice datalinks from the ground to pilots. NextGen is based on GPS, and a system where everyonewill know everyone elses position, as well as small digital datalinks for transferring a great deal of data such as the weatherand operational instructions. With increased self-awareness and awareness of the location of other aircraft with ADS-B,

all aircraft in a region of airspace will be able to deconict. Today, since UAS already have self-Identication with datalinks,NextGen again will make manned aircraft look and operate more like UAS instead of the reverse.

John Langford, Ph.D.Chairman and CEO,Aurora Flight Sciences


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What are the obstacles and how do we overcome them?

The worst thing that could happen is a collision with a UAS and an airliner. If this were to happen, it would be a major failure on the part of industryand government. There is still the concern about a UASs inability to see and avoid. We believe the solution for see and avoid is low-cost, small form

factor ADS-B systems instead of a high end, economically impractical technology solutions that mimic human functions. Everything ying in the NASover 5 pounds and above 50 feet should be required to be equipped with ADS-B.

Todays transponders are expensive. The industry needs to develop very small, credit card size ADS-B devices to put on everything, including weatherballoons, parachutists and even xed site structures such as towers. Large UAS already operate similar to commercial aircraft. It is the small UAS, likeRaven size UAS that are the bigger problem, including model airplanes. A long-term solution for these smaller UAS is miniaturized ADS-B devices.While the power and range of these devices may be limited, they wouldnt need to cover the full sky, just an airspace region of interest.

Electromechanical analog technology solutions for see and avoid that mimic the eye-to-brain function are not the answer. While these solutionscould be technically feasible, they are not nancially practical. This type of solution to see and avoid is the Holy Grail a magic device that manyare waiting for and part of the explanation of why airspace integration is taking so long. Instead, if we build small ADS-B devices and mandatethat everyone who registers to y equips when they register, this would be a more practical solution than something that mimics the human eyeand brain. Furthermore, human see-and-avoid practices have not been proven to be highly reliable for collision avoidance.

Any other comments/views?

Equipping all aircraft, including UAS with ADS-B, and ensuring everything that ies in the NAS is plugged into the NextGen infrastructure, is not onlysafe for collision avoidance and the convergence of manned and unmanned aviation, it can also improve traceability and accountability.As the technology to y these unmanned systems becomes more affordable, accurate and prolic, the danger of using UAS as terrorist weaponsincreases. Radio-controlled model airplanes and small UAS are becoming more alike in terms of functionality and performance.Therefore, increased awareness of a UASs location can improve both safety and security.


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AAI is very focused on the eventual convergence of manned and unmanned aviation. For several years now AAI has beenconcentrating on making substantial reliability improvements to our UAS platforms in order to position them for use in thenational airspace. We have made tremendous strides but recognize that there is still much work to do in this domain. We arealso developing and testing both new airframe and system architectures, which will support the level of reliability requiredto y in the NAS. We are also working hard on the people aspects of the system. By that I mean the development of robust

operator and maintenance personnel training and certication programs.


The key to advancing the reliability of tactical-sized UAS platforms lies with the propulsion system. UAS platforms in thissize domain cannot now choose from aviation quality propulsion systems, but rather, must adopt existing propulsiontechnology to meet this requirement. So far, this approach has proven to be challenging. As a result, AAI has partnered withour ister Textron organization, Lycoming, to develop aviation-qualit y propulsion systems for our class of tactical UAS. We areextremely fortunate to have Lycoming as a world-class partner is this quest for reliable propulsion systems. In addition, wehave developed and elded highly reliable fuel, fuel management and engine management support systems for our existingUAS propulsion systems.

What are the obstacles and how do we overcome them?The main obstacle to availability of aviation-quality propulsion systems in the lower horsepower ranges is the current size ofthe market. While the use of tactical-sized UAS has exploded within the last several years, the quantities of aircraft are stillvery modest in comparison to the current markets for larger general aviation propulsion systems. Currently, the investmentrequired to develop a completely new aviation propulsion system far exceeds the available market and it is nearly impossibleto develop a reasonable business case for such as investment. As a result, we are seeking development assistance from ourcustomer base, including the military.

Steven E. ReidVice-President,

Unmanned Aircraft SystemsAAI CorporationAn operating unit of Textron Systems


Once we solve the propulsion system reliability challenge then we need to demonstrate the positive control and situational awareness thatis maintained at all times while ying UAS. We recognize that pilots fully expect all other personnel who are entrusted with the conduct

of safe ight to maintain professional situational awareness and other airmanship skills while sharing the national airspace. We are alsoinvesting in detect, sense and avoid technology that will be demonstrated later this year on our Shadow TUAS to further the integrationof unmanned assets into the nations airspace. Finally, late last year we conducted an interesting demonstration of a cutting-edgeairspace control architecture currently under development by GE Aviation. This innovative architecture utilizes all three dimensionsplus time to accurately sequence aircraft, both manned and unmanned, within the NAS for maximum efciency and safety.This architecture, combined with the upcoming NextGen Air Trafc Management System, would provide for effectiveand efcient use of both manned and unmanned assets in the NAS.

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As an aerospace and defense industry leader, Rockwell Collins develops and implements technologies for UAS and mannedaircraft that increase automation, autonomy, reliability and safety, such as ight control and navigation systems withredundant congurations, Damage Tolerance, engine controls and datalinks.

In general, if you look at the evolution of aircraft, the systems have become more and more automated. Today, we haveautopilot, autoland and, in manned systems, everything has moved to a ight crew of two from three. In the future, aircraftsystems will be even more automated than they are today, paving the way for commercial airspace integration of UAS andcivilian uses of UAS.

From a broader perspective, our company is also playing a leadership role in facilitating NextGen, which will absolutelybe critical for universal integration of UAS into the NAS. We are teamed with industry and are pushing the countryto a more automated system with the technologies that we know exist and that we have helped to develop as a leaderin GPS and datalink technology.


The technologies needed to improve the reliability of UAS to enable convergence are similar to those needed

in manned aircraft. Redundant ight controls, electrical systems and other technologies increase the reliabilityneeded to achieve an equivalent level of safety to manned aircraft.Solving the sense and avoid question for UAS could be achieved with a combination of TCAS, ADS-B (out)and enhanced procedures or policies. Equally as important will be increasing the reliability of the communicationlinks to a UAS and handling emergency or nonstandard situations.


With the assumption that NextGen will be a critical component for universal UAS integration into the NAS, one of the biggest challenges I seeis with the long-term funding of NextGen. And on the equipage side, the airlines dont want to spend the money today for equipment such asADS-B and then not see the modernized infrastructure and ROI for ve or 10 years. So, the funding issue is really an integrated problem,where manufactures like us, the airlines, the operators and the government, need to determine a timeline and a funding scheme that

works for everyone.


We have to start programs or pilot projects which entail operating a UAS in the NAS without having to restrict or block of f a largeportion of the airspace. Doing so will help us gain condence in the technologies and procedures and will allow us to move forwardin a true building block approach. We can then incorporate additional UAS and/or manned aircraft on an increasingly complex timeline,using technologies like ADS-B and collision-avoidance or separation management capabilities. Greater levels of automation,autonomy and reliability will help facilitate this approach.

Bobby Sturgell

Sr. Vice President Washington Operations

Rockwell CollinsFormer Acting Administrator of the FAA


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Michael ToscanoExecutive Director

Association for UnmannedVehicle Systems International(AUVSI)


With more than 6,000 members from 2,100 organizations in 55 allied countries, the Association for Unmanned VehicleSystems International (AUVSI) is the leading global organization representing the unmanned systems and roboticscommunities. AUVSIs mission is to promote and support the unmanned systems community through communication,

education and leadership. To stay true to our mission, AUVSI is actively involved in facilitating the convergence ofmanned and unmanned aviation by advocating for industry, providing knowledge resources to the UAS communityand by conducting industry leading events.

AUVSI rmly believes that unmanned aircraft systems (UAS) will transform the aerospace industry. As a result,the organization is a strong advocate for efforts to integrate UAS into the National Airspace System (NAS). AUVSI activelyengages with Congress to educate members on the benets of UAS for public safety, research and commercial applications.Most recently, on March 23, 2010, AUVSI testied before the House Oversight and Government Reform Subcommitteeon National Security and Foreign Affairs emphasizing several key issues including the importance of UAS access to the NAS.AUVSI also maintains an open dialogue with the Federal Aviation Administration (FAA) on key issues such as UAS accessto airspace.

Knowledge is also a key aspect of AUVSIs efforts to facilitate the convergence of manned and unmanned aviation.

The AUVSI Knowledge Resources team is actively researching issues related to UAS integration. This research supportsthe organizations advocacy efforts and also serves to educate industry, government and academia about the benetsof unmanned aircraft, opportunities in the global marketplace and challenges that the UAS community will haveto overcome. In May 2010, AUVSI published its rst research study on the impact of UAS integration into the NAS on jobcreation in the aerospace sector. Additionally, AUVSI supports various UAS Table Top Exercises aimed at demonstrating

the benets of UAS for public safety applications such as law enforcement and wildland reghting.

Finally, AUVSI brings the unmanned systems community together via industry events such as the Unmanned Systems North America Symposiumand Exhibition and Unmanned Systems Program Review. AUVSI events provide an open forum for the UAS community to discuss ongoing issuessuch as access to airspace and many others. Unmanned Systems North America 2010 is expected to draw more than 5,000 delegates fromaround the world.

What are the critical technologies needed to improve the reliability of UAS to enable convergence?The FAA is focused on safe, unmanned aircraft operations in the NAS, but the UAS community has struggled to dene what safe UAS

operations entail. The general consensus is that UAS must be equipped with sense-and-avoid (SAA) technologies that allow the unmannedaircraft to detect, assess and react to steer clear of other airborne objects. To reach this point, standards and requirements for thesetechnologies must be put in place. To date, however, the FAA has not set the requirements, causing industry to hesitate on the anticipationof commercial opportunities and applications.

There are technologies available that could enable safe UAS operations in the near future. Technologies such as Automatic DependentSurveillance-Broadcast (ADS-B), advanced autopilot systems, digital ight controls and improved radar systems could all be benecialin progressing UAS operations in the NAS. Due to strong demand for smaller unmanned aircraft for many civilian and commercialapplications, technologies such as ADS-B will have to be affordable and practical for these aircraft. Public safety personnel,for instance, already struggle to nance their UAS operations on tight budgets. Customers are looking to UAS as affordable

solutions; therefore purchase prices for the technology will have to be reasonable.

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A combination of factors is currently impeding manned and unmanned convergence. The factors span across a number of issues including safety,affordability, technology and ethics, to name a few. Currently, the most daunting obstacles standing in the way of UAS integration include regulatoryhurdles and increasing the publics acceptance of UAS technology. Overcoming these obstacles will be challenging, but once the UAS community is

successful, UAS integration into the NAS will become a reality.UAS industry growth has been stied by regulatory hurdles for years, and unfortunately it could be several more before true progress is made.For instance, the inability to operate UAS in the NAS has been particularly troublesome for public safety personnel that could benet from thetechnology. Police ofcers, reghters and other emergency response personnel repeatedly request to operate unmanned aircraft because theysee the advantages of operating small unmanned platforms. High-resolution video, close observation capability, low observability and affordableoperating costs all make UAS attractive tools for public safety applications. Unfortunately, the Certicate of Authorization (COA) process has mademany police departments wary of purchasing and ying UAS, and only a handful of public safety departments in the U.S. are conducting operationstoday. Law enforcement agencies are not the only UAS end users vying to use the technology: universities, petroleum companies and farmers area few examples of the many other UAS end users eagerly waiting for the day when UAS have increased access to the NAS.

To overcome the regulatory hurdles impeding manned and unmanned convergence, the UAS community has to maintain an open dialogue withcongress and the FAA. The Department of Defense (DoD) has done an exceptional job showing the value of UAS in the battleeld. Now the UAS

community must prove the benets of UAS for public safety, research and commercial applications in the NAS. Noting that UAS can benet publicsafety is not enough. Positive factors such as the impact of UAS integration on economic development must also be conveyed, as well as theconsequences of the U.S. falling behind competitively in the global UAS marketplace.

Public acceptance of UAS operations in civilian airspace will also be important for manned and unmanned convergence. Despite UAS operationsbeing conducted 24 hours a day, seven days a week in Iraq and Afghanistan, in the U.S. the general public is skeptical of the technology. In citieswhere UAS have been operated for law enforcement purposes, the technology has not always been received in a positive light. Several factorsspurring the skepticism include: The media frequently portraying UAS as weaponized drones acting autonomously in Iraq and Afghanistan;fear that UAS could be used against the U.S. by our enemies; and concern that UAS could be operated in a way that would violate citizensrights to privacy.

Education will be important in UAS integration into the NAS progresses. Since the media tends to focus on large military UAS with precision strikecapabilities, many people fail to realize that there are two-pound unmanned aircraft that can protect police ofcers when they conduct a raid.

Inuencing public opinion and promoting UAS education will be a UAS community effort. Industry must do its part to educate the mediaand the broad UAS customer base on the benets of the technology. Additionally, federal, state and local agencies interested in operatingUAS technologies should be openly discussing why the technology is important to their organizations.

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The UAS community will have to work together to positively inuence public opinion about UAS. Education, communication and informationwill be crucial as we approach the day when UAS are routinely operated in the NAS. The public needs to be educated on all the different categoriesand capabilities of UAS, not just the ones that are covered frequently in the media. Communication will be critical as well. The social benetsand business values of UAS integration must be communicated to Congress, to the FAA and to the public. The UAS community knows that UASintegration can make our borders safer, provide research on tornadic storms and monitor wildland res. Spreading this knowledge will continueto be vitally important in the effort to integrate UAS into commercial airspace. Finally, information plays an important role in the integrationeffort. Claims that UAS are as safe as manned aircraft, that they are more cost effective than traditional manned platforms, and that manned andunmanned aircraft can efciently coexist in the NAS have to be supported. By communicating a clear message supported by factual information,the UAS industry, supporting government agencies and end users will have the opportunity to ensure manned and unmanned aircraft convergenceis viewed in a positive light by the aviation community and the general public.

Any other comments/views?

Education, communication and information initiatives will provide the general public with context for understanding what UAS means to them.Current perceptions are driven through mass media outlets Predator attacks in Afghanistan in the news weekly, the movie Stealth with the

rogue weaponized UAS, or drones ying over New York City on 24. Occasionally there is a reference to recreational model aircraft friendsor experiences as a child. The industry needs to rally together to launch a marketing campaign to share with the public the full range of benetsof UAS technologies/capabilities. Most high schools have a robotics club or competition team. Students associated with those groups are scoringhigher on standardized tests; they are offered valuable college scholarships; they are entering the working force in well-paying jobs.Continued development of UAS applications and opportunities in the NAS provide opportunities for these students to create new companiesoffering innovative technologies and services based on UAS capabilities. Technology demands facing the UAS industry range from increasedautonomy, propulsion systems that provide longer duration missions (e.g., very low altitude satellites to boost cell phone reception during a disasteror other high-congestion event) and sensors for mission applications and safer operations. Solving these challenges, allowing for NAS integration,and letting the public see the potential for UAS in daily lives will help everybody in the UAS industry. More promotion of local UAS activities(student competitions, business developments, operational evaluations) will allow people to see what the UAS buzz is all about.

Seeing that a UAS over an outdoor concert reduces crime incidents, or that a UAS package courier in a congested downtown area can be trackedcontinuously through delivery until return, or that an insurance assessor can safely inspect a home roof for hail damage with video and

high-resolution photography without ever leaving the ground this is the context that will provide the public with the knowledgethat these systems are good for the economy, provide a valuable service and are not replacing a friend with a job, but are creating jobsand allowing those friends to be more effective and safe.

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About the Author

Dr. Vos joined Rockwell Collins with the acquisition of Athena Technologies a leading ight controland navigation systems company in April 2008. Vos was Founder, CTO and CEO of Athena Technologies.Having worked in the unmanned systems industry since its inception, he is a pioneer and a thought leader

in the area of Unmanned Aerial Vehicles (UAVs).

While still studying for his Ph.D. at the Massechusettes Institute of Technology (MIT), Vos developed a new mathematicalapproach for treating nonlinear,highly timed-variant systems as if they were both linear and time invariant. He proved this approach and theresulting technology with the invention of the worlds rst autonomous unicycle. With this success, Vos openedthe door to an entirely new eld of dynamics and control.

Born in South Africa and now a U.S. citizen, Vos is the inventor and developer of Rockwell Collins Control Technologies

core technology. He holds patents in nonlinear control systems and other areas and has broad experience in guidanceand control systems.

In August 2007, Vos was appointed by Virginias Governor Kaine to Commissioner of the Vint Hill EconomicDevelopment Authoritys Board of Commissioners. In June 2007, Vos was named by Ernst & Young as anEntrepreneur of the Year in the greater Washington area.

Vos holds a B.S. in Engineering with Honors in Aeronautical Engineering from the University ofStellenbosch, South Africa, an M.S. in Dynamics and Control from MIT, and a Ph.D. in Estimationand Control from MIT, in the Department of Aeronautics and Astronautics.

David W. Vos, Ph.D.Senior Director

Rockwell Collins, Control Technologies


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