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NASA: ADS-B Could Allow Drones In NAS
http://www.avweb.com/avwebflash/news/NASA-ADS-B-Could-Allow-Drones-In-NAS-225878-1.html NASA: ADS-B Could Allow Drones In NAS By Mary Grady Large-scale drones could safely fly in the National Airspace System by using ADS-B technology, according to NASA researchers. The agency said recently it has developed a patent-pending integrated communications and control system that's capable of collision warnings as well as real-time traffic and weather updates. Vigilant Aerospace Systems has recently signed a licensing agreement with NASA to develop the system. "One of the major advantages of this system is that it uses existing FAA infrastructure to help keep drones away from other aircraft," said Kraettli Epperson, CEO of Vigilant. "It also gives nearby aircraft the ability to be aware of the drone and improves situational awareness for the drone operator." Vigilant intends to commercialize the technology as part of its new FlightHorizon product suite, NASA said, and will equip both manned and unmanned aircraft with the hardware and software. The system provides synthetic cockpit views and detect-and-avoid commands to improve flight safety for all kinds of aircraft. The technology has been tested extensively on Armstrong's remotely piloted aircraft Ikhana Predator B. "We were excited about licensing this technology because we see the potential for these particular inventions to not only make significant contributions to flight safety for both unmanned and manned aircraft but also to be a platform technology for the future of flight automation," said Epperson. ------------------------------------------------- https://vigilantaerospace.com/ http://www.myidst.com/home5/international-defence-security-and-technology/military/air-231/reliable-sense-and-avoid-saa-systems-are-last-stumbling-block-for-large-scale-civil-consumer-and-security-drones/ |
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NASA: ADS-B Could Allow Drones In NAS
On 3/24/2016 8:07 AM, Larry Dighera wrote:
http://www.avweb.com/avwebflash/news/NASA-ADS-B-Could-Allow-Drones-In-NAS-225878-1.html NASA: ADS-B Could Allow Drones In NAS By Mary Grady Large-scale drones could safely fly in the National Airspace System by using ADS-B technology, The article is so vague that one can't really tell what they are doing. But for drones in the national airspace system, ADS-B can never be more that part of the answer for detecting and avoiding other aircraft. Similarly, "Synthetic Vision" can only tell you what should be there, not what really is, because it normally depends on a database of obstructions. Further, "Sense and Avoid" is not necessarily the same as "See and Avoid". Current regulations do not require all general aviation aircraft to equip with ADS-B (or any beacon/transponder technology). Plus there is always the possibility of equipment malfunction or pilot error, which could mean that any given airplane could go undetected by ADS-B. Any drone technology that falls short of true video and radar "See and Avoid" should be considered a non-starter. Don't buy the ADS-B Cool-aid! |
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NASA: ADS-B Could Allow Drones In NAS
On Thu, 24 Mar 2016 09:11:31 -0400, Vaughn Simon wrote:
On 3/24/2016 8:07 AM, Larry Dighera wrote: http://www.avweb.com/avwebflash/news/NASA-ADS-B-Could-Allow-Drones-In-NAS-225878-1.html NASA: ADS-B Could Allow Drones In NAS By Mary Grady Large-scale drones could safely fly in the National Airspace System by using ADS-B technology, The article is so vague that one can't really tell what they are doing. But for drones in the national airspace system, ADS-B can never be more that part of the answer for detecting and avoiding other aircraft. Similarly, "Synthetic Vision" can only tell you what should be there, not what really is, because it normally depends on a database of obstructions. Further, "Sense and Avoid" is not necessarily the same as "See and Avoid". Current regulations do not require all general aviation aircraft to equip with ADS-B (or any beacon/transponder technology). Plus there is always the possibility of equipment malfunction or pilot error, which could mean that any given airplane could go undetected by ADS-B. Any drone technology that falls short of true video and radar "See and Avoid" should be considered a non-starter. Don't buy the ADS-B Cool-aid! Watching the Bloomberg news ticker on TV a bit ago, I saw that two million drones were sold in the US this year, and the total is expected to be twenty million by 2020. If this avalanche of UAS doesn't overwhelm the ATC system, I will be surprised. But to your points. First, ADS-B is dependent on weak satellite radio signals for positional data of the aircraft in which it is installed. As you mentioned, such a system is vulnerable to the vagaries of electromagnetic propagation, including solar coronal mass ejections, as well as spoofing by the ADS-B cockpit equipment and higher powered radio transmitters potentially overwhelming the satellite signal and taking control ... https://homeland.house.gov/files/Testimony-Humphreys.pdf STATEMENT ON THE VULNERABILITY OF CIVIL UNMANNED AERIAL VEHICLES AND OTHER SYSTEMS TO CIVIL GPS SPOOFING TODD HUMPHREYS THE UNIVERSITY OF TEXAS AT AUSTIN 1. Summary Military Global Positioning System (GPS) signals have long been encrypted to prevent counterfeiting and unauthorized use. Civil GPS signals, on the other hand, were designed as an open standard, freely-accessible to all. These virtues have made civil GPS enormously popular, but the transparency and predictability of its signals give rise to a dangerous weakness: they can be easily counterfeited, or spoofed. Like Monopoly money, civil GPS signals have a detailed structure but no built-in protection against counterfeiting. Civil GPS is the most popular unauthenticated protocol in the world. The vulnerability of civil GPS to spoofing has serious implications for civil unmanned aerial vehicles (UAVs), as was recently illustrated by a dramatic remote hijacking of a UAV at White Sands Missile Range. The demonstration was conducted by the University of Texas Radionavigation Laboratory at the behest of the Department of Homeland Security (DHS). From a standoff range of a half mile, the University spoofer commandeered the UAV and induced it to plummet toward the desert floor. The results of this demonstration will no doubt factor into the Federal Aviation Administration’s (FAA’s) plans for integrating UAVs into the national airspace. Hacking a UAV by GPS spoofing is but one expression of a larger problem: insecure civil GPS technology has over the last two decades been absorbed deeply into critical systems within our national infrastructure. Besides UAVs, civil GPS spoofing also presents a danger to manned aircraft, maritime craft, communications systems, banking and finance institutions, and the national power grid. ... The GAO http://www.gao.gov/assets/280/275335.html had this to say: Routine UAS access to the national airspace system poses technological, regulatory, workload, and coordination challenges. A key technological challenge is providing the capability for UASs to meet the safety requirements of the national airspace system. For example, a person operating an aircraft must maintain vigilance so as to see and avoid other aircraft. However, because UASs have no person on board the aircraft, on-board equipment, radar, or direct human observation must substitute for this capability. No technology has been identified as a suitable substitute for a person on board the aircraft in seeing and avoiding other aircraft. Additionally, UASs' communications and control links are vulnerable to unintentional or intentional radio interference that can lead to loss of control of an aircraft and an accident, [Footnote 2] and in the future, ground control stations--the UAS equivalent to a manned aircraft cockpit--may need physical security protection to guard against hostile takeover. Although DOD has achieved operational successes with its use of UASs in Iraq and Afghanistan, accidents of varying degrees of severity have resulted from UAS reliability problems and human factors issues, i.e., equipment designs that did not fully account for human abilities, characteristics, and limitations. Our analysis of 4½ years of DOD's data indicates that UAS component failures caused about 65 percent of the accidents and human factors issues--a common challenge in new technology--caused about 17 percent of the accidents. Because a regulatory framework to ensure UAS safety does not exist, ... Predictions of the impact of UASs on the national airspace system are speculative because there are few data upon which to base predictions. Predictions become even more speculative in view of RTCA's recent estimate that minimum standards for UASs--a prerequisite for routine UAS access to the national airspace system--will require about another 10 years to complete. One study notes that more needs to be known about the needs and capabilities of future UASs as well as the potential market, but concluded that their operations could have a significant and potentially disruptive impact on aviation by affecting capacity and introducing more complexity. In 2007, RTCA's Special Committee 203 reported similar concerns, indicating that UASs will create some unique challenges because they operate differently from typical manned aircraft. While manned aircraft generally go from one location to another, UASs may hover or circle in one location for a significant time. Additionally, UAS speed, maneuverability, climb rate and other performance characteristics may differ substantially from those of conventional aircraft. The committee believes that these characteristics could affect air traffic flow, air traffic controller workload, and departure and arrival procedures, among other things. Similarly, FAA officials noted that UASs pose airport safety and capacity questions that require further analysis. Most of the experts stated that the impact of UAS's would be at least as significant as that of additional manned aircraft on airspace, airports, and air traffic control. |
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