Difference between revisions of "UAS in EM Standard Operating Guide"

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	===UAS Mission Profiles===		===UAS Mission Profiles===

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Revision as of 19:01, 4 August 2016

Introductory text, etc.

Introduction

Overview

The Center for Disaster Risk Policy (CDRP) at Florida State University established the Unmanned Aircraft System research project to assess and improve the usability of small unmanned aircraft systems in the context of state, local, and federal disaster management. This project examines UAS hardware, software, policies and procedures, data collection methodologies, and crew training and education to develop best practices for UAS applications in emergency management.

CDRP is the applied and field research arm of the Emergency Management and Homeland Security Program at FSU, and CDRP faculty and staff have decades of operational emergency management, communications, and information technology experience.

UAS are gaining national attention as a new and exciting technology. Hobbyists and private citizens are acquiring UAS and using them to capture imagery and other data from a vantage point that was previously reserved for those with access to manned aircraft. Governments at all levels are expressing interest in how UAS can be applied to emergency management processes, including mitigation, preparedness, response and recovery.

Purpose of this Document

This Standard Operating Guide includes all non-aircraft specific information and operational guidelines for CDRP personnel operating a UAS.

Further, this document may be used as a template for any entity conducting UAS operations in support of emergency or disaster response agencies.

Published Location

This guide and all supporting documents is published at http://uas.cdrp.net

Administration

Administrative Control

This unmanned aircraft system research project is under the administrative control of the Center for Disaster Risk Policy at Florida State University. All research and operations must comply with CDRP polices and procedures, University policies and procedures, as well as state, local and federal laws and regulations.

The UAS research project director is the Director of the Center for Disaster Risk Policy at Florida State University.

Authority to Task

Only the Directors of the Center for Disaster Risk Policy and the Emergency Management and Homeland Security Program at Florida State University or their delegates have the authority to task or assign any UAS resources (including but not limited to aircraft, personnel, or equipment) to any project, mission, or other assignment.

Maintenance of this Document

This Standard Operating Guide is maintained and updated by the Center for Disaster Risk Policy and approved by the Director of CDRP.

Coordination with the Federal Aviation Administration

For purposes of correspondence with the FAA, to include (but not limited to) aircraft registration, Certificate of Authorization (COA) applications, incident reporting, operational reporting, etc., this research program should be identified as:

Center for Disaster Risk Policy
Florida State University
113 Collegiate Loop
Bellamy 638
Tallahassee, FL 32306-2250
850.644.9961
uas@cdrp.net

Unmanned Aircraft Systems Limitations and Requirements

Limitations and Requirements Overview

All UAS operated by the Center for Disaster Risk Policy will meet the following requirements and limitations, without exceptions. These limitations and requirements are in effect to ensure safe operation of the UAS and ensure the safety of the crew, onlookers and other personnel not directly involved in the operation.

Weight

The UAS will weigh less than 55lbs. at takeoff. This is gross weight including fuel sources (battery) and mission payload.

Performance and Altitude

The UAS will not exceed 50 knots of airspeed.

The UAS will not exceed 400' AGL unless specifically authorized by the FAA.

Preflight Inspection

Prior to any UAS flight, the Pilot in Command will conduct a thorough inspection of all components of the UAS, including the air vehicle, ground control station, and communication devices. Systems not found to be in condition for safe flight or operation will not be utilized.

Any discrepancies found during pre-flight inspections should be logged in the aircraft logbook.

Minimum Crew

All UAS operations will be conducted by a Pilot in Command (PIC) and Visual Observer (VO). The PIC has the final authority and responsibility for the safe operation of the UAS and the safety and well-being of UAS crewmembers. While not required, an Aircraft Operator (AO) is recommended for safe operation.

Failsafe Mode

All UAS operated by CDRP must be equipped with a failsafe mode in case of primary control link failure. This mode must return the aircraft to the launch area. 3.7 - Emergency Procedures Defined

All UAS must have documented emergency procedures covering (at a minimum): engine or power failure; fire; loss of control link; loss of GPS; loss of telemetry data link; loss of video downlink.

Flight Controls

All UAS must have a Primary Flight Controller (PFC) allowing the pilot manual (or a close approximation of manual) control over the aircraft. All UAS must have an autopilot capable of autonomous and user-directed flight.

The PFC must be in the direct possession of the pilot or pilot-in-command at all times. 3.8.1 Required Flight Modes/Autopilot Modes

Each aircraft and autopilot combination provides different flight control modes. While the aircraft or autopilot may provide additional modes, the following are required:

• Manual/Stabilized Mode - Allows the pilot or pilot-in-command to manually control the aircraft. This mode may provide stabilization if required (as on a multi-rotor).
• Loiter Mode - Allows the aircraft to hold lateral position and altitude with minimal pilot input. Fixed-wing aircraft may circle a specific point.
• Return to Launch - Directs the aircraft to begin an automated least-time/least-distance return to the launch point. Useful as a failsafe mode.

Battery Reserve

Battery voltage is the 'fuel' for electric UAS. With this in mind, all UAS flights will end while the aircraft maintains a 25% battery reserve. Battery voltage and capacity should be measured using voltage of the battery per the aircraft POH.

Aircraft Markings

CDRP will register all UAS with the FAA and mark each UAS with the corresponding registration number (N-number).

If required by the FAA, all UAS will be marked as 'Experimental'. This marking will be visible and permanent.

Aircraft Documentation

Each UAS operated by CDRP for research or operational purposes will have a Pilot's Operating Handbook (POH) specific for the model. The POH will be located with the Ground Control Station and will be familiar to each crewmember.

The POH will include all documentation required by this section and this SOG and will be available for inspection during all UAS operations.

Crewmembers

Crewmembers Defined

CDRP UAS crewmembers constitute any personnel responsible for the safe operation of the unmanned aircraft, support systems, payload, or coordination systems. Crewmembers are classified into one of the following positions: Pilot-in-Command, Aircraft Operator, Sensor Operator, Visual Observer.

The required positions for all UAS flights are Pilot-in-Command and Visual Observer. Other positions may be added to a flight if mission requirements and workload dictate.

Pilot-in-Command

The Pilot-in-Command (PIC) flies the aircraft and is the final authority on all aspects of the UAS operation. The PIC is responsible for all aspects of the UAS operation and supervises the Visual Observer, Aircraft Operator, and/or Sensor Operator.

The Pilot-in-Command must possess a current FAA Private Pilot Certificate or better.

Pilot-in-Command Knowledge Standards

• Pass FAA Private Pilot Written Exam
• Possess Class 2 FAA Medical Certificate
• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Mission planning
  • Autopilot and GCS use
  • Launch and recovery field assessment
  • UAS power management

Pilot-in-Command Practical Standards

• If required, possess a FAA Private Pilot Certificate (or better).
• Pass manufacturer specified training program for the UAS
• Demonstrate the following:
  • Preflight inspection of the UAS and systems
  • Assess launch and recovery areas and methods
  • Takeoff (manual control)
  • Manual and stabilized level flight, maintaining altitude.
  • Left and right coordinated turns
  • Landing approach and go around
  • Hover (if equipped)
  • Land (manual control)
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Create automated mapping mission
  • Operate the GCS and autopilot to include:
    • Execute pre-planned autonomous mission
    • Direct the aircraft to a specific location in flight
    • Redirect the aircraft to a second location in flight
    • Change flight modes
    • Restart automated mission
    • Describe aircraft telemetry including GPS status, battery and power status, altitude, heading, airspeed, ground speed, and vertical velocity.
  • Assemble and disassemble the aircraft

Pilot-in-Command Currency Requirements

Prior to UAS operations for research or applied applications, the PIC will have logged a minimum of 5 hours as a UAS pilot and 3 take offs and 3 landings in the preceding 90 days. This is total time, not in a specific aircraft.

Aircraft Operator

The Aircraft Operator (AO) operates the UAS autopilot and autonomous systems. Using these systems, the AO may control the aircraft using waypoint navigation or guided mode. The AO assists with the launch and recovery of the aircraft and coordinates with the Sensor Operator if assigned.

Aircraft Operator Knowledge Standards

• Pass FAA Private Pilot Written Exam
• Possess Class 2 FAA Medical Certificate
• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Mission planning
  • Autopilot and GCS use
  • Launch and recovery field assessment
  • UAS power management

Aircraft Operator Practical Standards

• If required, possess a FAA Private Pilot Certificate (or better).
• Demonstrate the following:
  • Preflight inspection of the UAS and systems
  • Assess launch and recovery areas and methods
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Create automated mapping mission
  • Operate the GCS and autopilot to include:
    • Execute pre-planned autonomous mission
    • Direct the aircraft to a specific location in flight
    • Redirect the aircraft to a second location in flight
    • Change flight modes
    • Restart automated mission
    • Describe aircraft telemetry including GPS status, battery and power status, altitude, heading, airspeed, ground speed, and vertical velocity.
  • Assemble and disassemble the aircraft

Visual Observer

The Visual Observer (VO) acts as a second set of eyes for the Pilot-in-Command and ensures safe operation of the UAS. This includes ensuring separation of UAS operations from manned aviation activity, enforcing minimum safe distances of bystanders and observers, and safe interaction of the crew. The VO assists with launch and recovery of the aircraft.

Visual Observer Knowledge Standards

• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Launch and recovery field assessment
  • UAS power management

Visual Observer Practical Standards

• Demonstrate the following:
  • Preflight inspection of the UAS and systems
  • Assess launch and recovery areas and methods
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Assemble and disassemble the aircraft

Sensor Operator

The Sensor Operator (SO) operates the UAS payload and/or sensors, including EO/IR cameras, digital still cameras, atmospheric sensors, or any other payload. The SO assists with the launch and recovery of the aircraft and coordinates with the Aircraft Operator if assigned.

Sensor Operator Knowledge Standards

• Pass CDRP UAS Operator Knowledge Exam. This exam verifies knowledge of:
  • FAA regulations and guidance on UAS operations in the National Airspace System
  • Weather as it applies to UAS operations, including operational minimums
  • Parts and function of UAS airframe and systems
  • UAS terminology
  • UAS crew resource management
  • CDRP UAS mission management workflow
  • Payload capabilities
  • Launch and recovery field assessment
  • UAS power management

Sensor Operator Practical Standards

• Demonstrate the following:
  • Preflight inspection of the UAS and systems, with emphasis on payloads
  • Program and control payload systems, including cameras and other sensors
  • Assess launch and recovery areas and methods
  • Procedures for loss of control link, power failure, loss of telemetry, and fire
  • Assemble and disassemble the aircraft

Training and Proficiency

CDRP UAS crew will maintain proficiency through periodic training and proficiency flights.

Pilot-in-Command, Aircraft Operator, and Visual Observer must demonstrate proficiency in knowledge and practical standards every 90 days.

Crew Flight Logs

All crew are required to maintain accurate logs of all time associated with UAS flights. This includes, but is not limited to; time as Pilot-in-Command, time as Aircraft Operator, time as Visual Observer, time as Sensor Operator, and time as an instructor.

Flight logs should be consolidated once per calendar month, stored electronically in a centralized location, and reviewed periodically for accuracy and completeness.

 

Flight Environment

Airspace

UAS Flights will primarily occur in Class G airspace. No operations will be conducted in Class A or Class B airspace. Operations in Class C and Class D airspace will only occur with prior approval of the FAA.

Operations within five (5) nautical miles of a non-towered airport will require approval from the airport authority prior to operations commencing.

See Appendix A - Post Disaster Airspace Management and Coordination for more information regarding UAS operations during or after an emergency or disaster.

Line of Sight

All UAS will be flown within the visual line of sight of the Pilot in Command and Visual Observer. Visual line of sight must be unaided through optical or electronic means (outside of standard prescription contact lenses or glasses).

Altitude

All UAS flights will be conducted at or below 400' AGL.

Weather and Time of Day

All UAS flights will operate at least 500 feet below or 2,000 feet horizontally from clouds. All UAS flights will be conducted when visibility is at least 3 statute miles from the Pilot in Command and Visual Observer.

All UAS flights will occur during daylight hours.

Flight Risk Assessment

Crew will conduct a thorough risk assessment prior to each UAS sortie. Factors considered will include weather, location, mission parameters, crew capacity and operational tempo.

The CDRP Risk Matrix tool is located in Appendix E - Risk Matrix.

Preflight Briefing

Prior to all UAS flights, sorties, or missions, a thorough preflight brief will be conducted for all crewmembers, observers and other participants. This briefing will include, at a minimum:

• Crewmember assignments
• Aircraft and payload summary
• Mission or purpose of flight
• Description of the mission or flight area
• Duration
• Weather
• Identification of coordinating/controlling agencies, entities, etc.
• Communications plan, including crew and outside communications
• Hazards to the aircraft and crew
• Description of primary launch and recovery area (LRA) and any alternate LRA's

Launch and Recovery Areas

Launch and Recovery Areas (LRAs) will be selected based on the requirements of the aircraft and the mission. LRAs must be located on property the UAS crew has a legal right/permission to access, and must provide a safe area to operate for the crew, observers, and aircraft.

LRA's must be clear of overhead power lines, telecommunication lines, and other obstacles.

Operations Over People and Property

The UAS will not be operated directly over any person at an altitude that is hazardous to the persons below in the event of a failure of the UAS or associated systems.

Yield to Manned Aviation

All UAS operations must remain clear of and immediately yield to manned aircraft operations. This includes ultra-light aircraft, parachutists, balloonists, parasailing activity, hang gliders, etc.

Battery/Fuel Reserve

All UAS will land with a 25% reserve battery power. This reserve may be used at the discretion of the pilot-in-command only to ensure safety of flight as well as people/material on the ground.

Privacy

UAS will not capture or retain imagery of private property or persons where doing so would violate a reasonable expectation of privacy.

For operations in the State of Florida, all flights will be conducted in compliance with State statute 934.50 "Searches and seizure using a drone."

Stationary Ground Control Station

UAS operations will only be conducted from stationary locations. The PIC or ground control station will not be located in a moving vehicle.

Sterile Cockpit

During critical flight operations, such as launch and recovery, the UAS crew will ensure that a 'sterile cockpit' is enforced around the ground control station. Sterile cockpit means that no extraneous conversation or non-essential activities will occur.

Maintenance

Airframe Log

All maintenance performed on UAS will be logged in the UAS airframe logbook. Each entry will include, at a minimum: the person performing the maintenance action, date, description of the maintenance action, and list of parts replaced.

Changes to the firmware, software, or operating system of the aircraft or autopilot must be logged.

Periodic Inspection

All UAS airframes will be inspected for damage every calendar quarter. These inspections will be logged in the UAS airframe logbook. This inspection must include: full power test, control surface check, transmitter/receiver range check, and autopilot functionality check.

Payload Changes

All payload changes will be logged in the UAS airframe logbook. This will included routine swaps of previously flown payloads.

Bench and Acceptance Testing

Any activity that changes the operational and/or flight characteristics will require that the UAS undergo bench and flight acceptance testing prior to further use.

Bench testing may be accomplished without propellers or rotors to ensure expected operation of autopilots, control surfaces, servos, etc. Bench testing should be performed before flight acceptance testing.

Flight acceptance testing must be performed prior to operational or research use. Flight testing should be conducted in a remote and secure location, with a limited crew exposure to the untested aircraft.

Changes to any of these systems requires bench and flight testing:

• Structural components of the airframe
• Motors
• Electronic speed controllers
• Power distribution systems
• Radio control transmitter or receiver
• Autopilot or flight controller
• Propellers (reconfigure only)

Permissions and Certifications to Fly

Certificate of Authorization

CDRP will obtain an Air Traffic Organization (ATO) issued Certificate of Authorization (COA) prior to conducting UAS operations for any purpose. This COA may be obtained for a Public Aircraft of flight operations that are a public good, or under a valid Section 333 exemption for commercial activities.

Emergency Certificate of Authorization

When operating in support of an emergency response or recovery effort, an Emergency Certificate of Authorization (E-COA) may be obtained from the FAA. The E-COA will authorize existing airframes and/or systems defined in an existing COA to operate in new airspace under specified guidelines.

The E-COA process requires the authorization of a response or recovery agency.

Notice to Airmen

If required by the COA, CDRP will request a Notice to Airmen (NOTAM) 48 to 72 hours in advance of UAS operations.

Plan of Activities

CDRP will provide a written Plan of Activities to the local ATO office with jurisdiction over the area encompassing the UAS operations. This written plan will be submitted as early as feasible prior to the commencement of UAS operations. CDRP will also make public the Plan of Activities on the website http://cdrp.net.

The Plan of Activities will include (at a minimum):

• Dates and times of UAS operations
• Contact name and phone number for the UAS pilot-in-command
• Make, model and N-number of the UAS to be flown
• Name and FAA certificate number of the UAS PIC
• Statement that the CDRP has obtained permission from the property owners and/or local officials to conduct the flight.
• Signature of exemption holder or representative
• A description of the flight activity, including maps and diagrams of the activity.

Appendices

Post-Disaster Airspace

Flight operations, manned and unmanned, in post-disaster airspace are complicated and potentially dangerous. As such, close coordination between FAA ATO, the SERT Air Operations Branch and the UAS operator are critical. When operating in these environments, UAS crews should maintain a sterile cockpit at all times.

UAS Coordination

UAS flights supporting disaster response and/or recovery will occur only after coordination with and approval by the responsible Air Operations Branch at the city, county or state level. During all post-disaster UAS operations, CDRP will designate a UAS Coordinator as the direct contact to the Air Operations Branch. The UAS Coordinator will be co-located with the Air Operations Branch whenever practical.

Airspace Deconfliction

UAS operations need to be in compliance with the FAA Airspace Management Plan for Disasters (AMP). This is accomplished within the Air Operations Branch.

The standard FAA AMP calls for rotary wing search and rescue (SAR) and rotary wing sling load operations to occur between the surface and 500' AGL. This is in direct conflict with the typical airspace for small UAS operations. Therefore, it is recommended that UAS operations be segregated from active rotary wing SAR and sling load operations.

Pilots of manned aircraft are not likely to see a UAS at low altitude. Therefore it is the responsibility of the UAS crew to see and avoid manned aircraft at all times. UAS are required to always yield to manned aircraft.

UAS segregation should occur using three factors: geographic, altitude, and date/time. UAS flights should be authorized only in specific airspace, from the surface to a specific altitude (typically 400' AGL or less) and in specific date and time blocks. All altitude coordination with the AOB or ATC must be done in feet (English).

Air Operations Branch Communication

UAS crew must notify the AOB via telephone prior to launch of a UAS and again upon recovery. If the duration of the UAS sortie is to exceed 20 minutes, the UAS crew must notify the AOB every 20 minutes of the aircraft status, location, airspeed and altitude.

Local Traffic Radio Communication

The UAS crew must advise local air traffic via the established CTAF (Common Traffic Advisory Frequency) every 20 minutes of UAS position, airspeed and altitude. In case of operations near towered airports, these CTAF reports will be made to the local ATC controlling the airspace. In operations away from towered airports, CTAF calls will be made "in the blind" in the same manner as manned aircraft notify local traffic of activities in and around the traffic pattern of uncontrolled airports. A.5 - Airspace Exceptions

In a post-disaster environment, particularly when a Temporary Flight Restriction (TFR) has been issued by the FAA, UAS Flights may occur in any type of airspace authorized by the FAA and the Air Operations Branch.  

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UAS Mission Profiles

UAS operations can support several missions typically managed by the Florida SERT Air Operations Branch (AOB), including Incident Awareness and Assessment (IAA), Aerial imagery and Airborne search and rescue. These activities support the AOB defined mission priorities of reconnaissance, property protection, environmental protection, and lifesaving.

To accomplish these activities, UAS operations can be broken down into several UAS mission types applicable to emergency management. Each of these UAS mission types has payload requirements as well as specific products - the output of the mission. By understanding the products of each of these mission type, managers can apply an appropriate mission to an activity and/or priority.

Some aircraft and payload combinations allow for the payload to be configured in flight to accomplish different mission types. Others require the payload to be configured on the ground, prior to launch, and is not changeable in flight.

A specific mission profile is capable of generating specific products and outputs. Further, each mission profile has set requirements in the context of airframe, payload, supplemental equipment, and crew.

Still Imaging

Still image collection can capture either vertical or oblique imagery.

Vertical still images (also called nadir images) are taken with the camera oriented so that it is pointed straight down (vertically) at the ground. Each image captured is what appears directly below the aircraft. No horizon is visible. Vertical still images look like small parts of a map, and provide roughly consistent scale across the entire image. The vertical perspective also makes the measurement of direction and distance possible on the raw photo.

Oblique still images are taken with the camera oriented horizontally or at an angle other than vertical. High angle oblique images have the apparent horizon visible in the image, while low angle oblique images do not. Oblique images have some significant advantages over vertical images. At similar altitudes, oblique images show more area than a vertical image, though perspective creates significant distortions in scale and distance. Oblique images also can show features that are not visible in vertical images, such as walls of buildings.

The camera may be configured to capture images on a timed cycle using an intervalometer or it may be connected to the aircraft autopilot to capture images spaced by a set distance, such as every 50 meters. Further, some payloads and/or cameras may allow the operator to trigger the camera manually.

To be effective in this mission, all images must be tagged with the geographic coordinates of the camera when the image was taken. To accomplish this, the camera should either have an integrated global positioning system (GPS) or the images may be geocoded using autopilot logs during post-flight processing.

Note that oblique still images cannot be used to create ortho-rectified mosaics or maps.

Requirements

• Still imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
• Transmitter for imaging feed to ground control station
• Receiver and monitor for imaging feed
• GPS logging of aircraft position during flight

Products or Outputs

• Still images
• Still images with geographic representation
• Ortho-rectified mosaic
• Digital maps
• Printed maps
• Digital elevation models

Video Imaging

Video image collection can capture either vertical or oblique imagery. Classification of video as vertical or oblique follows the same guidelines as described in Still Imaging.

For the highest quality video imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the video file in post-processing to illustrate the location of the video.

Video imaging may include live video transmitted to the ground in addition to video recorded and stored on the aircraft.

Requirements

• Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
• Transmitter for imaging feed to ground control station
• Receiver and monitor for imaging feed in ground control station
• GPS logging of aircraft position during flight

Products or Outputs

• Live video
• Post-mission video
• Still images from video
• Pushbroom images from video

Infrared Imaging

Infrared image collection can capture either vertical or oblique video imagery in the near infrared spectrum. Classification of infrared imagery as vertical or oblique follows the same guidelines as described in Still Imaging.

For the highest quality infrared imagery the camera should be stabilized using a brushless gimbal that negates or reduces the apparent movement of the aircraft.

Embedding location coordinates in infrared video imagery is not possible in the same way it is accomplished in still imagery. Geographic information (location information) from the aircraft's autopilot flight logs may be synced to the infrared video file in post-processing to illustrate the location of the infrared video.

Infrared video imaging may include live video transmitted to the ground in addition to high-definition video recorded and stored on the aircraft.

Requirements

• IR imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
• Transmitter for imaging feed to ground control station
• Receiver and monitor for imaging feed
• GPS logging of aircraft position during flight

Products or Outputs

• Live infrared video
• Post-mission infrared video
• Still images from infrared video
• Pushbroom images from infrared video

Low Level Corridor Imaging

Low level corridor imaging is a specialized video imaging mission profile intended for flood assessment in streets with limited overhead clearance due to trees and power lines.

Requirements

• Video imaging payload or camera, including any required stabilization mounts (anti-vibration, gimbal, etc.) and recording media (SD Card, etc.)
• Video camera suitable for navigation and obstacle clearance (First Person View camera)
• Transmitter for imaging feed to ground control station
• Receiver and monitor for imaging feed in ground control station
• GPS logging of aircraft position during flight

Products of Video Imaging Mission Profile

• Live video
• Post-mission video
• Still images from video

Life Safety Equipment Deployment

[ in development ]

UAS Data Processing

UAS Capabilities Outline

Risk Matrix

Glossary and Acronyms