Aircraft Design for Crash Lab Mission in the Hub

            This week, the ERAU Virtual Hub was utilized to determine the best UAS design to fly and investigate a plane crash off of a runway.  To complete this mission, the UAS needed to be able to hover close enough to the crash that a detailed study could be done.  This UAS was then evaluated on its’ ability to perform the mission. 

The first step was to determine the UAS.  The UAS has four main components, including the Ground Control Station (GCS), airframe, power plant, power, and payload.   Both a fixed wing aircraft and Octorotor were evaluated.  While working from the virtual GCS, I was able to determine the following information.

Airframe	Power Plant	Power	Payload	GCS	Ranking:
Condor Octorotor	X8 Black Electric	ERA Powerhouse 10000	LIDAR, Synthetic Aperture RADAR, IMU GPS, Compass, Camera	Large Dipole, GCS Trailer	3
Feedback:  The Condor Octorotor Test 1 used autopilot file Flight Path 1 to allow the operator to focus on camera angles instead of flying.  The pattern was flown between 10 m/s and 5 m/s with altitude varying from 100 m to 10 m.  This allowed for a thorough investigation and filming of the sight.  The LIDAR was found to not be useful during this portion and only the camera and Synthetic Aperture RADAR could be used to investigate the crash.
Condor Octorotor	X8 Black Electric	ERA Powerhouse 10000	Infrared Sensor with Gimbal, Synthetic Aperture RADAR, IMU GPS, Compass, Camera	Large Dipole, GCS Trailer	2
Feedback: The Condor Octorotor Test 2 used autopilot file Flight Path 1 to allow the operator to focus on camera angles and FLIR footage.  The pattern was flown between 10 m/s and 5 m/s with the last 2 waypoints slowing to 1 m/s with altitude varying from 100 m to 10 m.  The FLIR and camera footage was superior to the imager received through LIDAR.  The ability to hover for a longer duration or return to a previous angle would increase the likelihood of mission success.
Condor Octorotor	X8 Black Electric	ERA Powerhouse 10000	Infrared Sensor with Gimbal, Synthetic Aperture RADAR, IMU GPS, Compass, Camera	Large Dipole, GCS Trailer	1
Feedback:  The Condor Octorotor Test 3 did not use autopilot.  The operator had to focus on both the camera and the FLIR footage at the same time.  The ERA Powerhouse 10000 provided a long duration of flight and the pilot was able to switch between FLIR, camera, and controlling the direction of the aircraft smoothly.  This was appropriate for this mission due to the small area that the UAS needed to cover.
Tern Fixed Wing	2 Stroke Gas Engine	ERA Powerhouse 10000	Auto control, EO with Gimbal, Synthetic Aperture, Camera	Large Dipole, GCS Trailer	4
Feedback: The Tern Fixed Wing Test 1 did use autopilot.  It was difficult to fly a tight enough pattern to see all aspects of the crash site.  The ERA Powerhouse 10000 provided enough battery life to keep the fixed wing aircraft in the air.  The Tern allowed for more sensors, but lacked the ability to slow down enough to really examine the site.

            From a human factor’s standpoint, the most difficult decision was whether or not the aircraft needed to be maneuvered manually or in autopilot.  With the Tern aircraft, autopilot was necessary.  It was too difficult to change the camera angle and fly a close enough pattern to the crash site.  For the Octorotor, I was able to maneuver the camera in both manual and autopilot modes.  Working through multiple simulations, I determined the best way to maneuver the aircraft was manually.  This allowed for the UAS to be hovered in different locations around the plane crash.  Without the proficiency of the control station, it worked better to adjust the camera angle for pictures during hover portions of flight. 

Figure 1: Condor Octorotor Test 3 Successful UAS

            Octorotor Test 3 was the most successful UAS.  It had a long battery life and appropriate sensors.  The IR sensor, Synthetic Aperture RADAR, and camera provided valuable feedback of the crash scene.    This lightweight UAS was able to stay in the air for enough time to successfully take photos from multiple angles of the scene.  This was a mission success. 

Figure 2: FLIR Imagery of Plane Crash Scene

Being able to test many different variations of UAS in a virtual lab provided valuable insight into the best way to handle a crash scene investigation.  Modeling in the virtual world provides valuable information at a low-cost point to the operators training to fly the missions.