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UTM -LST Presentation

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UTM -LST Presentation

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    3. Presentation Outline Introduction Local & Global Scenario UAV/UAS R&D Conclusion

    4. Introduction

    5. 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 Local & Global Scenario

    6. CTRM, SCS, IKRAMATICS – Prototypes SAPURA – Announces Others?

    7. Other Asean Countries

    10. R&D Fund 8th MP 2001 -2005 < RM 1M (IRPA) 9th MP 2006 – 2010 = ? (E-Science) etc.

    11. UTM CASE STUDY Our Capability

    12. Unmanned Systems in UTM UAV, main activity in Aeronautics Dept. UGV, not in UTM USV, Hoovercraft UUV, Joint research UMT Robotics - active

    13. 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

    14. Aircraft Designs

    15. 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

    16. 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

    17. 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)

    18. Aircraft sizes vs. Reynolds Number

    19. CFD Works

    20. CFD Works

    21. Wind Tunnel Test

    22. Future Advancements

    23. Future Advancements

    24. Future Advancements

    25. 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 Notable high endurance flights

    26. 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.

    27.

    29. Choices to be Made [Fluent Training]

    30. . Why?

    34. 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

    35. 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

    36. Introduction

    39. 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.

    40. 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.”

    41. 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.

    42. * 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.

    43. 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

    44. 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. 

    45. 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

    46. CONCLUSION

    47.

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