Drones in Extension Programming: Implementation of Adult and Youth Activities

ERIC Educational Resources Information Center

de Koff, Jason P.

2017-01-01

The use of unmanned aircraft systems (UASs), or consumer drones, in agriculture has the potential to revolutionize the way certain farm practices are conducted and the way science, technology, engineering, and math principles can be taught. Currently, there is need for UAS training for both adults and youths, and that need will increase with the…

DAST in Flight

NASA Technical Reports Server (NTRS)

1980-01-01

The modified BQM-34 Firebee II drone with Aeroelastic Research Wing (ARW-1), a supercritical airfoil, during a 1980 research flight. The remotely-piloted vehicle, which was air launched from NASA's NB-52B mothership, participated in the Drones for Aerodynamic and Structural Testing (DAST) program which ran from 1977 to 1983. The DAST 1 aircraft (Serial #72-1557), pictured, crashed on 12 June 1980 after its right wing ripped off during a test flight near Cuddeback Dry Lake, California. The crash occurred on the modified drone's third free flight. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

UTM Technical Capabilities Level 2 (TLC2) Test at Reno-Stead Airport.

NASA Image and Video Library

2016-10-06

Test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. During the test, five drones simultaneously crossed paths, separated by altitude. Two drones flew beyond visual line-of-sight and three flew within line-of-sight of their operators. Precision Hawk pilot readies Lancaster Mark 3 UAS for test flight.

An analysis of post-traumatic stress symptoms in United States Air Force drone operators.

PubMed

Chappelle, Wayne; Goodman, Tanya; Reardon, Laura; Thompson, William

2014-06-01

Remotely piloted aircraft (RPA), commonly referred to as "drones," have emerged over the past decade as an innovative warfighting tool. Given there is a paucity of empirical research assessing drone operators, the purpose of this study was to assess for the prevalence of PTSD symptoms among this cohort. Of the 1084 United States Air Force (USAF) drone operators that participated, a total of 4.3% endorsed a pattern of symptoms of moderate to extreme level of severity meeting criteria outlined in the Diagnostic and Statistical Manual of Mental Disorders-4th edition. The incidence of PTSD among USAF drone operators in this study was lower than rates of PTSD (10-18%) among military personnel returning from deployment but higher than incidence rates (less than 1%) of USAF drone operators reported in electronic medical records. Although low PTSD rates may be promising, limitations to this study are discussed. Copyright © 2014 Elsevier Ltd. All rights reserved.

Intensive probing of a clear air convective field by radar and instrumental drone aircraft.

NASA Technical Reports Server (NTRS)

Rowland, J. R.

1973-01-01

An instrumented drone aircraft was used in conjunction with ultrasensitive radar to study the development of a convective field in the clear air. Radar data are presented which show an initial constant growth rate in the height of the convective field of 3.8 m/min, followed by a short period marked by condensation and rapid growth at a rate in excess of 6.1 m/min. Drone aircraft soundings show general features of a convective field including progressive lifting of the inversion at the top of the convection and a cooling of the air at the top of the field. Calculations of vertical heat flux as a function of time and altitude during the early stages of convection show a linear decrease in heat flux with altitude to near the top of the convective field and a negative heat flux at the top. Evidence is presented which supports previous observations that convective cells overshoot their neutral buoyancy level into a region where they are cool and moist compared to their surroundings. Furthermore, only that portion of the convective cell that has overshot its neutral buoyancy level is generally visible to the radar.

God's eye news: The use of drones in journalism, a documentary film

NASA Astrophysics Data System (ADS)

Carroll, Robert L., Jr.

This thesis uses the format of documentary film to investigate the aesthetic, legal, and ethical issues surrounding the use of Unmanned Aircraft Systems, commonly known as drones, in journalism. Particularly important are the topics of public perception, safety, freedom of speech, and privacy. Do journalists' First Amendment protections extend to the right to gather images using drones? How will the privacy of citizens be protected against aerial cameras that can go virtually unnoticed? Can drones be safely integrated into the National Airspace System? The goal of the documentary is not necessarily to answer these questions, but to gather opinions from journalists, video professionals, legal experts, flight instructors and historians, to provide the facts so that viewers can reach their own informed conclusions.

Drones in medicine-The rise of the machines.

PubMed

Balasingam, Manohari

2017-09-01

This is a medical kitty hawk moment. Drones are pilotless aircrafts that were initially used exclusively by the military but are now also used for various scientific purposes, public safety, and in commercial industries. The healthcare industry in particular can benefit from their technical capabilities and ease of use. Common drone applications in medicine include the provision disaster assessments when other means of access are severely restricted; delivering aid packages, medicines, vaccines, blood and other medical supplies to remote areas; providing safe transport of disease test samples and test kits in areas with high contagion; and potential for providing rapid access to automated external defibrillators for patients in cardiac arrest. Drones are also showing early potential to benefit geriatric medicine by providing mobility assistance to elderly populations using robot-like technology. Looking further to the future, drones with diagnostic imaging capabilities may have a role in assessing health in remote communities using telemedicine technology. The Federal Aviation Administration (FAA) in the United States and the European Aviation Safety Agency (EASA) in the European Union are some examples of legislative bodies with regulatory authority over drone usage. These agencies oversee all technical, safety, security and administrative issues related to drones. It is important that drones continue to meet or exceed the requirements specified in each of these regulatory areas. The FAA is challenged with keeping pace legislatively with the rapid advances in drone technology. This relative lag has been perceived as slowing the proliferation of drone use. Despite these regulatory limitations, drones are showing significant potential for transforming healthcare and medicine in the 21st century. © 2017 John Wiley & Sons Ltd.

DAST Mated to B-52 in Flight - Close-up from Below

NASA Technical Reports Server (NTRS)

1977-01-01

This photo shows a BQM-34 Firebee II drone being carried aloft under the wing of NASA's B-52 mothership during a 1977 research flight. The Firebee/DAST research program ran from 1977 to 1983 at the NASA Dryden Flight Research Center, Edwards, California. This is the original Firebee II wing. Firebee 72-1564 made three captive flights--on November 25, 1975; May 17, 1976; and June 22, 1977--in preparation for the DAST project with modified wings. These were for checkout of the Firebee's systems and the prelaunch procedures. The first two used a DC-130A aircraft as the launch vehicle, while the third used the B-52. A single free flight using this drone occurred on July 28, 1977. The remote (ground) pilot was NASA research pilot Bill Dana. The launch and flight were successful, and the drone was caught in midair by an HH-53 helicopter. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

What good are unmanned aircraft systems for agricultural remote sensing and precision agriculture?

USDA-ARS?s Scientific Manuscript database

Civilian applications of unmanned aircraft systems (UAS, also called drones) are rapidly expanding into crop production. UAS acquire high spatial resolution remote sensing imagery that can be used three different ways in agriculture. One is to assist crop scouts looking for problems in crop fields....

UTM Technical Capabilities Level 2 (TLC2) Test at Reno-Stead Airport.

NASA Image and Video Library

2016-10-06

Test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. During the test, five drones simultaneously crossed paths, separated by altitude. Two drones flew beyond visual line-of-sight and three flew within line-of-sight of their operators. Engineer Joey Mercer reviews flight paths using the UAS traffic management research platform UTM coordinator app to verify and validate flight paths.

KDB-1 LOW-LEVEL AIRCRAFT SAMPLING SYSTEM

DOE Office of Scientific and Technical Information (OSTI.GOV)

Plagge, H.J.

1961-03-01

Use of KDB-1 drone aircraft appears feasible for the sampling of atomic debris at altitudes from 1000 to 40,000 feet. Further development would be necessary for precision control below 1000 feet. Further development and testing remains to be done on the sampling devices before the system can become operational. This system would be approximately one-seventh as expensive as present systems using manned aircraft. (auth)

First Report of Using Portable Unmanned Aircraft Systems (Drones) for Search and Rescue.

PubMed

Van Tilburg, Christopher

2017-06-01

Unmanned aircraft systems (UAS), colloquially called drones, are used commonly for military, government, and civilian purposes, including both commercial and consumer applications. During a search and rescue mission in Oregon, a UAS was used to confirm a fatality in a slot canyon; this eliminated the need for a dangerous rappel at night by rescue personnel. A second search mission in Oregon used several UAS to clear terrain. This allowed search of areas that were not accessible or were difficult to clear by ground personnel. UAS with cameras may be useful for searching, observing, and documenting missions. It is possible that UAS might be useful for delivering equipment in difficult areas and in communication. Copyright © 2017. Published by Elsevier Inc.

Comparison of analysis and flight test data for a drone aircraft with active flutter suppression

NASA Technical Reports Server (NTRS)

Newsom, J. R.; Pototzky, A. S.

1981-01-01

A drone aircraft equipped with an active flutter suppression system is considered with emphasis on the comparison of modal dampings and frequencies as a function of Mach number. Results are presented for both symmetric and antisymmetric motion with flutter suppression off. Only symmetric results are given for flutter suppression on. Frequency response functions of the vehicle are presented from both flight test data and analysis. The analysis correlation is improved by using an empirical aerodynamic correction factor which is proportional to the ratio of experimental to analytical steady-state lift curve slope. The mathematical models are included and existing analytical techniques are described as well as an alternative analytical technique for obtaining closed-loop results.

Application of a flight test and data analysis technique to flutter of a drone aircraft

NASA Technical Reports Server (NTRS)

Bennett, R. M.

1981-01-01

Modal identification results presented were obtained from recent flight flutter tests of a drone vehicle with a research wing (DAST ARW-1 for Drones for Aerodynamic and Structural Testing, Aeroelastic Research Wing-1). This vehicle is equipped with an active flutter suppression system (FSS). Frequency and damping of several modes are determined by a time domain modal analysis of the impulse response function obtained by Fourier transformations of data from fast swept sine wave excitation by the FSS control surface on the wing. Flutter points are determined for two different altitudes with the FSS off. Data are given for near the flutter boundary with the FSS on.

Future Jet Technologies, Part C

NASA Astrophysics Data System (ADS)

Gal-Or, Benjamin

2013-06-01

This updated, PART C REVIEW, covers the dangerous global spread of JS-stealth, drone technology [1-91], canard-free, stealth, new agile drones and the highly debated, 480 billion F-35 International Program as reported on March 13, 2013 to the U.S. Congress [92]. Due to serious design issues, spiraling high costs and years in delays, alternatives are analyzed here, depicted and proposed, mainly from the propulsion-design point of view. These include fleets of low-cost, stealth, jet-steered-drones mixed with non-stealthy, low-cost, ready-to-be-delivered, U.S. or European or Russian fighter aircraft. Can a few F-35s win against large fleets of stealth agile drones? To understand the dangers and critical issues involved, the author's own, past classified information is partly disclosed, while resorting to images in Figs. 2(a) and 2(b) taken from his book [2] and from Wikipedia, the "Free Encyclopedia", in all other images.

ED16-0042-06

NASA Image and Video Library

2016-02-08

Vigilant Aerospace Systems CEO Kraettli Epperson, left, and NASA Armstrong Flight Research Center Director David McBride, sign the agreement for the company to commercialize a large drone communication system for the Federal Aviation Administration's aircraft tracking system called the Automatic Dependent Surveillance Broadcast. This communication system, which is to be mandated by the FAA for most aircraft in 2020, brings large, unmanned aircraft a step closer to flying in the National Airspace System.

U.S. Unmanned Aerial Systems

DTIC Science & Technology

2012-01-03

that time, they have been called drones, robot planes, pilotless aircraft, RPVs (remotely piloted vehicles), RPAs (remotely piloted aircraft) and...Paul Jackson, p. 728. OSD. UAS Roadmap 2005-2030. August, 2005, Section 2, p.10. 82 National Journal’s Congress Daily. “ Pilotless Aircraft Makers Seek...Eye Proposed by the Boeing Phantom Works, Phantom Eye would use hydrogen-fueled automobile engines to carry a 3,000-pound payload for ten days.195 A

DAST in Flight Showing Diverging Wingtip Oscillations

NASA Technical Reports Server (NTRS)

1980-01-01

Two BQM-34 Firebee II drones were modified with supercritical airfoils, called the Aeroelastic Research Wing (ARW), for the Drones for Aerodynamic and Structural Testing (DAST) program, which ran from 1977 to 1983. In this view of DAST-1 (Serial # 72-1557), taken on June 12, 1980, severe wingtip flutter is visible. Moments later, the right wing failed catastrophically and the vehicle crashed near Cuddeback Dry Lake. Before the drone was lost, it had made two captive and two free flights. Its first free flight, on October 2, 1979, was cut short by an uplink receiver failure. The drone was caught in midair by an HH-3 helicopter. The second free flight, on March 12, 1980, was successful, ending in a midair recovery. The third free flight, made on June 12, was to expand the flutter envelope. All of these missions launched from the NASA B-52. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

UTM Technical Capabilities Level 2 (TLC2) Test at Reno-Stead Airport.

NASA Image and Video Library

2016-10-06

Test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. During the test, five drones simultaneously crossed paths, separated by altitude. Two drones flew beyond visual line-of-sight and three flew within line-of-sight of their operators. Precision Hawk pilot launches UAS Lancaster Mark 3, one of 11 vehicles in the UTM TCL2 demonstration that will fly beyond line of sight of the pilot in command in Nevada test.

UTM Technical Capabilities Level 2 (TLC2) Test at Reno-Stead Airport.

NASA Image and Video Library

2016-10-06

Test of Unmanned Aircraft Systems Traffic Management (UTM) technical capability Level 2 (TCL2) at Reno-Stead Airport, Nevada. During the test, five drones simultaneously crossed paths, separated by altitude. Two drones flew beyond visual line-of-sight and three flew within line-of-sight of their operators. Engineers Priya Venkatesan and Joey Mercer review flight paths using the UAS traffic management research platform at flight operations mission control at NASA’s UTM TCL2 test.

Project CHECO Southeast Asia Report. USAF Tactics Against Air & Ground Defenses in SEA, November 1968 - May 1970

DTIC Science & Technology

1970-09-25

EB-66 Orbits for Drone Flight .......................... 50 16. ( EB-66 Orbits in Support of B-52 Mission ................ 50I 3 ix I~WI ’CNON.11...outmaneuver it. During the period of this report, while SAMs were fired at several USAF aircraft and shot down several drones , the USAF lost no manned...Oblique camaras had beendesigned to allow photography from a safe distance, but the heavy tree cover in Laos usually required vertical photography for

Department of Transportation

MedlinePlus

... The Briefing Room Connect With Us FEATURED RESOURCES Aviation Consumer Protection Motor Carriers - Get a DOT Number ... of Drug & Alcohol Policy & Compliance Register your Unmanned Aircraft or Drone DOT Careers Disadvantaged Business Enterprise (DBE) ...

Experiment Configurations for the DAST

NASA Technical Reports Server (NTRS)

1978-01-01

This image shows three vehicle configurations considered for the Drones for Aerodynamic and Structural Testing (DAST) program, conducted at NASA's Dryden Flight Research Center between 1977 and 1983. The DAST project planned for three wing configurations. These were the Instrumented Standard Wing (ISW), the Aeroelastic Research Wing-1 (ARW-1), and the ARW-2. After the DAST-1 crash, project personnel fitted a second Firebee II with a rebuilt ARW-1 wing. Due to the project's ending, it never flew the ARW-2 wing. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

DAST Being Calibrated for Flight in Hangar

NASA Technical Reports Server (NTRS)

1982-01-01

DAST-2, a modified BQM-34 Firebee II drone, undergoes calibration in a hangar at the NASA Dryden Flight Research Center. After the crash of the first DAST vehicle, project personnel fitted a second Firebee II (serial # 72-1558) with the rebuilt ARW-1 (ARW-1R) wing. The DAST-2 made a captive flight aboard the B-52 on October 29, 1982, followed by a free flight on November 3, 1982. During January and February of 1983, three launch attempts from the B-52 had to be aborted due to various problems. Following this, the project changed the launch aircraft to a DC-130A. Two captive flights occurred in May 1983. The first launch attempt from the DC-130 took place on June 1, 1983. The mothership released the DAST-2, but the recovery system immediately fired without being commanded. The parachute then disconnected from the vehicle, and the DAST-2 crashed into a farm field near Harper Dry Lake. Wags called this the 'Alfalfa Field Impact Test.' These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

How Should the Joint Force Handle the Command and Control of Unmanned Aircraft Systems?

DTIC Science & Technology

2008-11-18

personnel, and control apparatus. Collectively these are the unmanned aircraft system (UAS). The outputs of a UAS can range from full motion video ...reconnaissance aircraft, like the pilotless Predator drone that provides real-time surveillance video to the battlefield.”55 He continued, “While...www.foxnews.com/story/0,2933,351964,00.html [accessed July 7, 2008]. Baldor, Lolita C. Associated Press. “Increased UAV Reliance Evident in 2009 Budget

DAST in Flight just after Structural Failure of Right Wing

NASA Technical Reports Server (NTRS)

1980-01-01

Two BQM-34 Firebee II drones were modified with supercritical airfoils, called the Aeroelastic Research Wing (ARW), for the Drones for Aerodynamic and Structural Testing (DAST) program, which ran from 1977 to 1983. This photo, taken 12 June 1980, shows the DAST-1 (Serial #72-1557) immediately after it lost its right wing after suffering severe wing flutter. The vehicle crashed near Cuddeback Dry Lake. The Firebee II was selected for the DAST program because its standard wing could be removed and replaced by a supercritical wing. The project's digital flutter suppression system was intended to allow lighter wing structures, which would translate into better fuel economy for airliners. Because the DAST vehicles were flown intentionally at speeds and altitudes that would cause flutter, the program anticipated that crashes might occur. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

Drone Aircraft Privacy and Transparency Act of 2013

THOMAS, 113th Congress

Sen. Markey, Edward J. [D-MA

2013-11-04

Senate - 11/04/2013 Read twice and referred to the Committee on Commerce, Science, and Transportation. (All Actions) Tracker: This bill has the status IntroducedHere are the steps for Status of Legislation:

Comparison of analysis and flight test data for a drone aircraft with active flutter suppression

NASA Technical Reports Server (NTRS)

Newsom, J. R.; Pototzky, A. S.

1981-01-01

This paper presents a comparison of analysis and flight test data for a drone aircraft equipped with an active flutter suppression system. Emphasis is placed on the comparison of modal dampings and frequencies as a function of Mach number. Results are presented for both symmetric and antisymmetric motion with flutter suppression off. Only symmetric results are presented for flutter suppression on. Frequency response functions of the vehicle are presented from both flight test data and analysis. The analysis correlation is improved by using an empirical aerodynamic correction factor which is proportional to the ratio of experimental to analytical steady-state lift curve slope. In addition to presenting the mathematical models and a brief description of existing analytical techniques, an alternative analytical technique for obtaining closed-loop results is presented.

Automatic Quadcopter Control Avoiding Obstacle Using Camera with Integrated Ultrasonic Sensor

NASA Astrophysics Data System (ADS)

Anis, Hanafi; Haris Indra Fadhillah, Ahmad; Darma, Surya; Soekirno, Santoso

2018-04-01

Automatic navigation on the drone is being developed these days, a wide variety of types of drones and its automatic functions. Drones used in this study was an aircraft with four propellers or quadcopter. In this experiment, image processing used to recognize the position of an object and ultrasonic sensor used to detect obstacle distance. The method used to trace an obsctacle in image processing was the Lucas-Kanade-Tomasi Tracker, which had been widely used due to its high accuracy. Ultrasonic sensor used to complement the image processing success rate to be fully detected object. The obstacle avoidance system was to observe at the program decisions from some obstacle conditions read by the camera and ultrasonic sensors. Visual feedback control based PID controllers are used as a control of drones movement. The conclusion of the obstacle avoidance system was to observe at the program decisions from some obstacle conditions read by the camera and ultrasonic sensors.

Risk Perception and the Public Acceptance of Drones.

PubMed

Clothier, Reece A; Greer, Dominique A; Greer, Duncan G; Mehta, Amisha M

2015-06-01

Unmanned aircraft, or drones, are a rapidly emerging sector of the aviation industry. There has been limited substantive research, however, into the public perception and acceptance of drones. This article presents the results from two surveys of the Australian public designed to investigate (1) whether the public perceive drones to be riskier than existing manned aviation, (2) whether the terminology used to describe the technology influences public perception, and (3) what the broader concerns are that may influence public acceptance of the technology. We find that the Australian public currently hold a relatively neutral attitude toward drones. Respondents did not consider the technology to be overly unsafe, risky, beneficial, or threatening. Drones are largely viewed as being of comparable risk to that of existing manned aviation. Furthermore, terminology had a minimal effect on the perception of the risks or acceptability of the technology. The neutral response is likely due to a lack of knowledge about the technology, which was also identified as the most prevalent public concern as opposed to the risks associated with its use. Privacy, military use, and misuse (e.g., terrorism) were also significant public concerns. The results suggest that society is yet to form an opinion of drones. As public knowledge increases, the current position is likely to change. Industry communication and media coverage will likely influence the ultimate position adopted by the public, which can be difficult to change once established. © 2014 Society for Risk Analysis.

Antenna Pattern Measurements for Oceanographic Radars Using Small Aerial Drones

NASA Astrophysics Data System (ADS)

Washburn, L.; Romero, E.; Johnson, C.; Emery, B.; Gotschalk, C.

2016-12-01

We describe a method employing small, quadrotor drone aircraft for antenna pattern measurements (APMs) of high-frequency (HF) oceanographic radars used for observing ocean surface currents. During APMs, the drones carry small radio signal sources in circular arcs centered on receive antenna arrays at HF radar sites, similarly to conventional boat-based APMs. Previous studies have shown that accurate surface current measurements using HF radar require APMs. In the absence of APMs so-called "ideal" antenna patterns are assumed and these can differ substantially from measured patterns. Typically APMs are obtained using small research vessels, an expensive procedure requiring sea-going technicians, a vessel, and other equipment necessary to support small boat operations. Adverse sea conditions and obstacles in the water can limit the ability of small vessels to conduct APMs. In contrast, drones can successfully conduct APMs at much lower cost and in a broader range of sea states with comparable accuracy. Drone-based patterns can extend farther shoreward since they are not affected by the surf zone and thereby expand the range of bearings over which APMs are conducted. We describe recent progress in the use of drones for APMs including: (1) evaluation of the accuracy APM flight trajectories; (2) estimates of radial velocity components due to deviation of flight paths from circular arcs; and (3) the effects of altitude with respect to ground wave versus direct signal propagation. Use of drones simplifies APMs and it is hoped that this will lead to more frequent APMs and improved surface current measurements from HF radar networks.

Roadrunner: a novel radar guidance concept

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kelsey, J.R.

1979-01-01

Soviet breakthrough tactics require the movement of a large number of vehicles from assembly areas to the forward edge of the battle area. The time requirements of this tactic indicate that the road network must be used extensively, if not exclusively. This paper describes an exploratory development (technology demonstration) program aimed at demonstrating a novel radar navigation/guidance scheme which enables a small unmanned aircraft (drone) to follow roads. Since vehicles on the road can be easily detected, this aircraft could be used as either a strike vehicle itself or as a reconnaissance adjunct to another strike system. The guidance schememore » involves on-board radar measurements of the backscatter response of the terrain beneath the aircraft. The differences in reflectivity between road and roadside surfaces are processed by a small on-board computer to generate guidance commands to keep the vehicle over the road. Preliminary system definition includes a 17-GHz radar aboard a subsonic, propeller-driven unmanned aircraft. Estimated operational altitude and speed are 30 m and 100 km/h, respectively. The drone could be either ground or air launched, and would be expendable. Payload capabilities of 50 to 100 kg are envisioned, with an operational range of 50 to 100 km. 5 figures, 1 table.« less

Application of a flight test and data analysis technique to flutter of a drone aircraft

NASA Technical Reports Server (NTRS)

Bennett, R. M.; Abel, I.

1981-01-01

Modal identification results are presented that were obtained from recent flight flutter tests of a drone vehicle with a research wing equipped with an active flutter suppression system (FSS). Frequency and damping of several modes are determined by a time domain modal analysis of the impulse response function obtained by Fourier transformations of data from fast swept sine wave excitation by the FSS control surfaces on the wing. Flutter points are determined for two different altitudes with the FSS off. Data are given for near the flutter boundary with the FSS on.

Ground vibration test results for Drones for Aerodynamic and Structural Testing (DAST)/Aeroelastic Research Wing (ARW-1R) aircraft

NASA Technical Reports Server (NTRS)

Cox, T. H.; Gilyard, G. B.

1986-01-01

The drones for aerodynamic and structural testing (DAST) project was designed to control flutter actively at high subsonic speeds. Accurate knowledge of the structural model was critical for the successful design of the control system. A ground vibration test was conducted on the DAST vehicle to determine the structural model characteristics. This report presents and discusses the vibration and test equipment, the test setup and procedures, and the antisymmetric and symmetric mode shape results. The modal characteristics were subsequently used to update the structural model employed in the control law design process.

Demystifying RPA Operations Post OEF: Now is the Time for the USAF ISR Team to Enhance Multilateral Partnership Across COCOMs and Reverse the Tide of Public Opinion Toward Intelligence Gathering and Kinetic RPA Strikes

DTIC Science & Technology

2013-04-03

Drone Practices in Pakistan (September, 2012), http://livingunderdrones.org. V. 10 Ibid., 136 -137. 11 Ibid. 12 Baldor, Lolita C., “Military...http://cnn.com. 3. 31 Baldor, Lolita C., “Military Weighs Cutbacks, Shifts in Drone Programs,” adn.com, 02 Feb 2013, www.adn.com...Piloted ISR Aircraft.” Air and Space Power Journal, (Spring 2011): 45. 35 Ibid., 46. 36 Baldor, Lolita C., “Military Weighs Cutbacks, Shifts in

Multivariable control of a rolling spider drone

NASA Astrophysics Data System (ADS)

Lyu, Haifeng

The research and application of Unmanned Aerial Vehicles (UAVs) has been a hot topic recently. A UAV is dened as an aircraft which is designed not to carry a human pilot or operated with remote electronic input by the flight controller. In this thesis, the design of a control system for a quadcopter named Rolling Spider Drone is conducted. The thesis work presents the design of two kinds of controllers that can control the Drone to keep it balanced and track different kinds of input trajectories. The nonlinear mathematical model for the Drone is derived by the Newton-Euler method. The rotational subsystem and translational system are derived to describe the attitude and position motion of Drone. Techniques from linear control theory are employed to linearize the highly coupled and nonlinear quadcopter plant around equilibrium points and apply the linear feedback controller to stabilize the system. The controller is a digital tracking system that deploys LQR for system stability design. Fixed gain and adaptive gain scheduled controllers are developed and compared with different LQR weights. Step references and reference trajectories involving signicant variation for the yaw angle in the xy-plane and three-dimensional spaces are tracked in the simulation. The physical implementation and an output feedback controller are considered for future work.

J85 Rejuvenation Through Technology Insertion

DTIC Science & Technology

2000-10-01

and Sabre 75 business addition to military production, the J85 was jets . Number Model Produced Aircraft Type(s) Engine Type Thrust (lbs) J85-GE-4 740...REJUVENATION THROUGH TECHNOLOGY INSERTION T.A. Brisken, P.N. Howell, A.C. Ewing Military Engines Operation GE Aircraft Engines 1 Neumann Way Cincinnati...OH 45215, USA Summary thrust to weight ratio turbojet engines with potential application to early cruise missiles and drones. The history of the

Seeing Eye Drones: How The DOD Can Transform CBM And Disaster Response In The Homeland

DTIC Science & Technology

2016-12-01

thesis explores the possibility of integrating small unmanned aircraft systems (sUAS) with video capability and CBRN detection and identification sensors...small, unmanned aircraft systems (sUAS) with video capability and CBRN detection and identification sensors for use by National Guard civil support...CBRN) and hazardous material (HAZMAT) materials, as well as providing video to the incident commander. One of the primary benefits of providing

The design of the multipurpose Lusi drone. When technology can access harsh environments.

NASA Astrophysics Data System (ADS)

Romeo, Giovanni; Di Stefano, Giuseppe; Mazzini, Adriano; Iarocci, Alessandro

2016-04-01

Extreme and inaccessible environments are a new frontier that unmanned and remotely operated vehicles can today safely access and monitor. The Lusi mud eruption (NE Java Island, Indonesia) represents one of these harsh environments that are totally unreachable with traditional techniques. Here boiling mud is constantly spewed tens of meters in height and tall gas clouds surround the 100 meters wide active crater. The crater is surrounded by a 600 meters circular zone of hot mud that prevents any approach to investigate and sample the eruption site. In the framework of the Lusi Lab project (ERC grant n° 308126) we assembled and designed a multipurpose drone to survey the eruption site. The Lusi drone is equipped with numerous airborne devices suitable for use on board of other multicopters. During the missions three cameras can complete 1) video survey, 2) high resolution photogrammetry of desired and preselected polygons, and 3) thermal photogrammetry surveys with infra-red camera to locate hot fluids seepage areas or faulted zones. Crater sampling and monitoring operations can be pre-planned with a flight software, and the pilot is required only for take-off and landing. An automatic winch allows the deployment of gas, mud and water samplers and contact thermometers to be operated with no risk for the aircraft. During the winch operations (that can be performed automatically) the aircraft hovers at a safety height until the tasks are completed while being controlled by the winch embedded processor. The drone is also equipped with a GPS connected CO2 and CH4 sensors. Gridded surveys using these devices allowed obtaining 2D maps of the concentration and distribution of various gasses over the area covered by the flight path.

Advanced aerodynamics and active controls. Selected NASA research

NASA Technical Reports Server (NTRS)

1981-01-01

Aerodynamic and active control concepts for application to commercial transport aircraft are discussed. Selected topics include in flight direct strike lightning research, triply redundant digital fly by wire control systems, tail configurations, winglets, and the drones for aerodynamic and structural testing (DAST) program.

Operation Greenhouse. Scientific Director's report of atomic weapon tests at Eniwetok, 1951. Annex 1. 6, blast measurements. Part 3. Pressure near ground level. Section 4. Blast asymmetry from aerial photographs. Section 5. Ball-crusher-gauge measurements of peak pressure

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1985-04-01

Aerial motion pictures from manned aircraft were taken of the Dog, Easy, and George Shots and from a drone aircraft on Dog Shot to determine whether asymmetries in the blast waves could be detected and measured. Only one film, that taken of Dog Shot from a drone, was considered good enough to warrant detailed analysis, but this failed to yield any positive information on asymmetries. The analysis showed that failure to obtain good arrival-time data arose from a number of cases, but primarily from uncertainities in magnification and timing. Results could only be matched with reliable data from blast-velocity switchesmore » by use of large corrections. Asymnetries, if present, were judged to have been too small or to have occurred too early to be detected with the slow-frame speed used. Recommendations for better results include locating the aircraft directly overhead at the time of burst and using a camera having greater frame speed and provided with timing marks.« less

The Megabyte Will Always Get Through

DTIC Science & Technology

2012-05-17

Curry , the commander of the Army Air Forces Tactical School, wanted the school at Maxwell Field to be a “clearing house where tactical ideas can flow...intelligence, spy satellites, drone aircraft, and manned bombers, could identify the target. This cyber attack once more demonstrated “the

Send In The Drones! Are Remotely Piloted Aircraft Changing America’s Threshold For Turning To Violence

DTIC Science & Technology

2011-12-01

sides attempted to deliver explosive-laden unmanned balloons to the enemy. The Japanese revived this technique during World War II, when Japanese forces...attempted to send similar balloons across the Atlantic to cause destruction in the United States. 3 As aircraft technology developed, so did the...taken hostage following a failed hijacking attempt. The objective was to free the American captive and it was a success. 55 2005-2011, Pakistan

Israel: Background and U.S. Relations in Brief

DTIC Science & Technology

2015-12-30

Hezbollah drones, anti-aircraft missiles destroyed in alleged IAF attack, says Syrian opposition,” jpost.com, December 8, 2014. 16 Barbara Opall ...border,” Times of Israel, December 30, 2015. 23 Barbara Opall -Rome, “Israel Invests Billions in Border Barricades,” Defense News, September 7, 2015. 24

DECEIVING THE ENEMY: THESE ARE THE DRONES YOU ARE LOOKING FOR

DTIC Science & Technology

2016-06-01

17 UAV Development and Capabilities UAVs have existed since the beginning of the American Civil War when an unmanned balloon carrying explosives...their survival. Control of these MW UAVs can be tethered to the manned aircraft, allowing control by an operator in the formation. Alternatively

The Impact of Unmanned Aerial Systems on Joint Operational Art

DTIC Science & Technology

2012-05-17

Reconnaissance Drones (Fallbrook, CA: Aero Publishers, 1982), 53, 56-57. 13 Jack Raymond, "Pilotless Planers -Are They Effective Spies?" New York Times, 22...Press, 2001. Peebles, Curtis. Dark Eagles: A History ofTop Secret US Aircraft Programs. Novato, CA: Presidio, 1995. Raymond, Jack. "Pilotless Planers

Exploiting Discrete Structure for Learning On-Line in Distributed Robot Systems

DTIC Science & Technology

2009-10-21

accelerating rate over the next 20 years. Service robotics currently shares some important characteristics with the automobile industry in the early...Authorization Act for Fiscal Year 2001, S. 2549, Sec. 217). The same impact is expected for pilotless air and water vehicles, where drone aircraft for

Drone Technology and Future Aviation on This Week @NASA – August 5, 2016

NASA Image and Video Library

2016-08-05

On Aug. 2, NASA’s Associate Administrator for Aeronautics Jaiwon Shin, representatives from the Federal Aviation Administration (FAA), aviation industry leaders and the academic research community participated in a workshop hosted by the White House Office of Science and Technology Policy (OSTP) to discuss Drones and the Future of Aviation. The event was designed to explore airspace integration issues; public and commercial uses; and safety, security, and privacy concerns related to this emerging technology. NASA is working with the FAA on a traffic management system that will enable pilots of these aircraft to fly safely in the national airspace. Also, Maryland Storms Imaged from Space, Io’s Collapsing Atmosphere, Orion Crew Module Moved, AstrOlympics, and more!

Performance and control study of a low-pressure-ratio turbojet engine for a drone aircraft

NASA Technical Reports Server (NTRS)

Seldner, K.; Geyser, L. C.; Gold, H.; Walker, D.; Burgner, G.

1972-01-01

The results of analog and digital computer studies of a low-pressure-ratio turbojet engine system for use in a drone vehicle are presented. The turbojet engine consists of a four-stage axial compressor, single-stage turbine, and a fixed area exhaust nozzle. Three simplified fuel schedules and a generalized parameter fuel control for the engine system are presented and evaluated. The evaluation is based on the performance of each schedule or control during engine acceleration from a windmill start at Mach 0.8 and 6100 meters to 100 percent corrected speed. It was found that, because of the higher acceleration margin permitted by the control, the generalized parameter control exhibited the best dynamic performance.

The potential use of unmanned aircraft systems (drones) in mountain search and rescue operations.

PubMed

Karaca, Yunus; Cicek, Mustafa; Tatli, Ozgur; Sahin, Aynur; Pasli, Sinan; Beser, Muhammed Fatih; Turedi, Suleyman

2018-04-01

This study explores the potential use of drones in searching for and locating victims and of motorized transportation of search and rescue providers in a mountain environment using a simulation model. This prospective randomized simulation study was performed in order to compare two different search and rescue techniques in searching for an unconscious victim on snow-covered ground. In the control arm, the Classical Line Search Technique (CLT) was used, in which the search is performed on foot and the victim is reached on foot. In the intervention arm, the Drone-snowmobile Technique (DST) was used, the search being performed by drone and the victim reached by snowmobile. The primary outcome of the study was the comparison of the two search and rescue techniques in terms of first human contact time. Twenty search and rescue operations were conducted in this study. Median time to arrival at the mannequin was 57.3min for CLT, compared to 8.9min for DST. The median value of the total searched area was 88,322.0m 2 for CLT and 228,613.0m 2 for DST. The median area searched per minute was 1489.6m 2 for CLT and 32,979.9m 2 for DST (p<0.01 for all comparisons). In conclusion, a wider area can be searched faster by drone using DST compared to the classical technique, and the victim can be located faster and reached earlier with rescuers transported by snowmobile. Copyright © 2017 Elsevier Inc. All rights reserved.

Using an Instrumented Drone to Sample Dust Devils

NASA Astrophysics Data System (ADS)

Jackson, Brian; Lorenz, Ralph; Davis, Karan; Lipple, Brock

2017-10-01

Dust devils are low-pressure, small (many to tens of meters) convective vortices powered by surface heating and rendered visible by lofted dust. Dust devils occur in arid climates on Earth, where they degrade air quality and pose a hazard to small aircraft. They also occur ubiquitously on Mars, where they may dominate the supply of atmospheric dust. Since dust contributes significantly to Mars’ atmospheric heat budget, dust devils probably play an important role in its climate. The dust-lifting capacity of a devil likely depends sensitively on its structure, particularly the wind and pressure profiles, but the exact dependencies are poorly constrained. Thus, the exact contribution to Mars’ atmosphere remains unresolved. Moreover, most previous studies of martian dust devils have relied on passive sampling of the profiles via meteorology packages on landed spacecraft, resulting in random encounter geometries which non-trivially skew the retrieved profiles. Analog studies of terrestrial devils have employed more active sampling (instrumented vehicles or manned aircraft) but have been limited to near-surface (few meters) or relatively high altitude (hundreds of meters) sampling. Unmanned aerial vehicles (UAVs) or drones, combined with miniature, digital instrumentation, promise a novel and uniquely powerful platform from which to sample dust devils via (relatively) controlled geometries at a wide variety of altitudes. In this presentation, we will describe a pilot study using an instrumented quadcopter on an active field site in southeastern Oregon, which (to our knowledge) has not previously been surveyed for dust devils. We will present preliminary results from the resulting encounters, including stereo image analysis and encounter footage collected onboard the drone.

Dark Clouds and Deadly Skies: Assessing the Strategic Effectiveness of Using Remotely Piloted Aircraft Outside of Designated Combat Zones

DTIC Science & Technology

2015-06-01

embassy bombings in Kenya and Tanzania that killed 225 people. An Islamist spokesman claimed that many nomadic tribesmen, including children, were...remained in the single digits . In September of 2011, Press TV, which is an Iranian news organization, claimed that there had been over 80 drone strikes

NASA and Industry Partners Co-sponsor 2015 Unmanned Aircraft Systems Traffic Management (UTM) Convention

NASA Image and Video Library

2015-08-07

With issues about drones becoming front page news, NASA recently co-sponsored the 2015 Unmanned Aerial Systems Traffic Management Convention. Held at NASA’s Ames Research Center, the event brought together representatives from the public, from industry, academia, government and the international community to shape the future of low-altitude air traffic management.

Incorporating Unmanned Aircraft Systems (UAS) into High School Curricula in Hawaii

NASA Astrophysics Data System (ADS)

McGillivary, P. A.; Lukaczyk, T.; Brendan, B.; Tomita, M.; Ralston, T.; Purdy, G.

2016-12-01

The availability of low-cost unmanned aircraft systems (UAS) permits their integration in educational programs. We report on experiences and future opportunities for incorporating UAS into High School curricula in Hawaii. We first review existing high school UAS programs and teaching material to highlight curricula options and needs. By working on the privately owned Island of Lana'i, we had permission for extensive UAS operation. Our initial focus of UAS educational outreach was on coastal ecosystems where erosion of overgrazed lands affects coral reefs and traditional coastal Hawaiian fishpond restoration projects which include high school students. We provide results of our classroom approach allowing students to learn to fly small, inexpensive UAS and discuss the different results at different grade levels. In addition to providing basic concepts of flight aeronautics, we reviewed information on safe and legal operation of UAS, as well as data management issues including geo-registration and imaging mosaics. We recommend science projects where UAS can study short-term events (e.g. storm runoff) or can be used for routine environmental monitoring over longer periods. Additionally, by linking students with local drone and drone racing clubs student participation and interest in UAS was extended beyond the classroom in a complementary manner. We propose inclusion of UAS into a future high school curriculum via a program called the Moonshot Laboratory which strives to repurpose traditional education structures toward design thinking, making use of individual and group collaborations to address self-selected projects relevant to local community interests. A Moonshot facility allows students to spend a portion of their week in a technology equipped makerspace, with access to university, business and community mentors, both local and remote. UAS projects are expected to address basic student questions, such as: how can I build a drone to take water samples?; how can I build a drone that works in high winds?; how can I improve 3D mapping programs? In summary, we discuss what we have found to work in terms of UAS inclusion into high school curricula, what remains for UAS curriculum development needs, and we propose a mechanism to develop educational capacity that will shape the future UAS educational outreach.

A Drone Remote Sensing for Virtual Reality Simulation System for Forest Fires: Semantic Neural Network Approach

NASA Astrophysics Data System (ADS)

Narasimha Rao, Gudikandhula; Jagadeeswara Rao, Peddada; Duvvuru, Rajesh

2016-09-01

Wild fires have significant impact on atmosphere and lives. The demand of predicting exact fire area in forest may help fire management team by using drone as a robot. These are flexible, inexpensive and elevated-motion remote sensing systems that use drones as platforms are important for substantial data gaps and supplementing the capabilities of manned aircraft and satellite remote sensing systems. In addition, powerful computational tools are essential for predicting certain burned area in the duration of a forest fire. The reason of this study is to built up a smart system based on semantic neural networking for the forecast of burned areas. The usage of virtual reality simulator is used to support the instruction process of fire fighters and all users for saving of surrounded wild lives by using a naive method Semantic Neural Network System (SNNS). Semantics are valuable initially to have a enhanced representation of the burned area prediction and better alteration of simulation situation to the users. In meticulous, consequences obtained with geometric semantic neural networking is extensively superior to other methods. This learning suggests that deeper investigation of neural networking in the field of forest fires prediction could be productive.

Comparative study between two different active flutter suppression systems

NASA Technical Reports Server (NTRS)

Nissim, E.

1978-01-01

An activated leading-edge (LE)-tailing-edge (TE) control system is applied to a drone aircraft with the objective of enabling the drone to fly subsonically at dynamic pressures which are 44% above the open-loop flutter dynamic pressure. The control synthesis approach is based on the aerodynamic energy concept and it incorporates recent developments in this area. A comparison is made between the performance of the activated LE-TE control system and the performance of a TE control system, analyzed in a previous work. The results obtained indicate that although all the control systems achieve the flutter suppression objectives, the TE control system appears to be somewhat superior to the LE-TE control system, in this specific application. This superiority is manifested through reduced values of control surface activity over a wide range of flight conditions.

Implementation of the DAST ARW II control laws using an 8086 microprocessor and an 8087 floating-point coprocessor. [drones for aeroelasticity research

NASA Technical Reports Server (NTRS)

Kelly, G. L.; Berthold, G.; Abbott, L.

1982-01-01

A 5 MHZ single-board microprocessor system which incorporates an 8086 CPU and an 8087 Numeric Data Processor is used to implement the control laws for the NASA Drones for Aerodynamic and Structural Testing, Aeroelastic Research Wing II. The control laws program was executed in 7.02 msec, with initialization consuming 2.65 msec and the control law loop 4.38 msec. The software emulator execution times for these two tasks were 36.67 and 61.18, respectively, for a total of 97.68 msec. The space, weight and cost reductions achieved in the present, aircraft control application of this combination of a 16-bit microprocessor with an 80-bit floating point coprocessor may be obtainable in other real time control applications.

The design and fabrication of microstrip omnidirectional array antennas for aerospace applications

NASA Technical Reports Server (NTRS)

Campbell, T. G.; Appleton, M. W.; Lusby, T. K.

1976-01-01

A microstrip antenna design concept was developed that will provide quasi-omnidirectional radiation pattern characteristics about cylindrical and conical aerospace structures. L-band and S-band antenna arrays were designed, fabricated, and, in some cases, flight tested for rocket, satellite, and aircraft drone applications. Each type of array design is discussed along with a thermal cover design that was required for the sounding rocket applications.

In flight image processing on multi-rotor aircraft for autonomous landing

NASA Astrophysics Data System (ADS)

Henry, Richard, Jr.

An estimated $6.4 billion was spent during the year 2013 on developing drone technology around the world and is expected to double in the next decade. However, drone applications typically require strong pilot skills, safety, responsibilities and adherence to regulations during flight. If the flight control process could be safer and more reliable in terms of landing, it would be possible to further develop a wider range of applications. The objective of this research effort is to describe the design and evaluation of a fully autonomous Unmanned Aerial system (UAS), specifically a four rotor aircraft, commonly known as quad copter for precise landing applications. The full landing autonomy is achieved by image processing capabilities during flight for target recognition by employing the open source library OpenCV. In addition, all imaging data is processed by a single embedded computer that estimates a relative position with respect to the target landing pad. Results shows a reduction on the average offset error by 67.88% in comparison to the current return to lunch (RTL) method which only relies on GPS positioning. The present work validates the need for relying on image processing for precise landing applications instead of the inexact method of a commercial low cost GPS dependency.

Unmanned Aerial Vehicles unique cost estimating requirements

NASA Astrophysics Data System (ADS)

Malone, P.; Apgar, H.; Stukes, S.; Sterk, S.

Unmanned Aerial Vehicles (UAVs), also referred to as drones, are aerial platforms that fly without a human pilot onboard. UAVs are controlled autonomously by a computer in the vehicle or under the remote control of a pilot stationed at a fixed ground location. There are a wide variety of drone shapes, sizes, configurations, complexities, and characteristics. Use of these devices by the Department of Defense (DoD), NASA, civil and commercial organizations continues to grow. UAVs are commonly used for intelligence, surveillance, reconnaissance (ISR). They are also use for combat operations, and civil applications, such as firefighting, non-military security work, surveillance of infrastructure (e.g. pipelines, power lines and country borders). UAVs are often preferred for missions that require sustained persistence (over 4 hours in duration), or are “ too dangerous, dull or dirty” for manned aircraft. Moreover, they can offer significant acquisition and operations cost savings over traditional manned aircraft. Because of these unique characteristics and missions, UAV estimates require some unique estimating methods. This paper describes a framework for estimating UAV systems total ownership cost including hardware components, software design, and operations. The challenge of collecting data, testing the sensitivities of cost drivers, and creating cost estimating relationships (CERs) for each key work breakdown structure (WBS) element is discussed. The autonomous operation of UAVs is especially challenging from a software perspective.

Leading the Development of Concepts of Operations for Next-Generation Remotely Piloted Aircraft

DTIC Science & Technology

2016-01-01

overarching CONOPS. RPAs must provide full motion video and signals intelli- gence (SIGINT) capabilities to fulfill their intelligence, surveillance, and...reached full capacity, combatant commanders had an insatiable demand for this new breed of capability, and phrases like Pred porn and drone strike...dimensional steering line on the video feed of the pilot’s head-up display (HUD) that would indicate turning cues and finite steering paths for optimal

Editorial on Future Jet Technologies

NASA Astrophysics Data System (ADS)

Gal-Or, Benjamin

2014-12-01

The jet engine is the prime flight controller in post-stall flight domains where conventional flight control fails, or when the engine prevents catastrophes in training, combat, loss of all airframe hydraulics (the engine retains its own hydraulics), loss of one engine, pilot errors, icing on the wings, landing gear and runway issues in takeoff and landing and in bad-whether recoveries. The scientific term for this revolutionary technology is "jet-steering", and in engineering practice - "thrust vectoring", or "TV". Jet-Steering in advanced fighter aircraft designs is integrated with stealth technology. The resulting classified Thrust-Vectoring-Stealth ("TVS") technology has generated a second jet-revolution by which all Air-&-Sea-Propulsion Science and R&D are now being reassessed. Classified F-22, X-47B/C and RQ-180 TVS-vehicles stand at the front of this revolution. But recent transfers of such sensitive technologies to South Korea and Japan [1-5], have raised various fundamental issues that are evaluated by this editorial-review. One, and perhaps a key conclusion presented here, means that both South Korea and Japan may have missed one of their air-&-sea defenses: To develop and field low-cost unmanned fleets of jet-drones, some for use with expensive, TVS-fighter aircraft in highly congested areas. In turn, the U.S., EU, Russia and China, are currently developing such fleets at various TVS levels and sizes. China, for instance, operates at least 15,000 drones ("UAVs") by 2014 in the civilian sector alone. All Chinese drones have been developed by at least 230 developers/manufacturers [1-16]. Mobile telecommunication of safe links between flyers and combat drones ("UCAVs") at increasingly deep penetrations into remote, congested areas, can gradually be purchased-developed-deployed and then operated by extant cader of tens of thousands "National Champion Flyers" who have already mastered the operation of mini-drones in free-to-all sport clubs under national competions and Awards. [Rule-13]. We also provide 26 references [17-43] to a different, unclassified technology that enhances TV-induced flight safety for passenger jets, turboprops and helicopters. It is based on patented stowed-away/emergency-deployed TV-kits added to fixed-configuration, subsonic exhaust nozzles of low thrust-to-weight ratio vehicles. Expected benefits include anti-terror recoveries from emergencies, like forced landing on unprepared runways or highways, or recoveries from all airframe-hydraulics-outs, asymmetric ice on wings, landing gear catastrophes, and recoveries from pilot errors and bad-whether incidents [Rule 9(7)]. Other TV technologies involve preventing catastrophes in speed and patrol boats, racing and regular cars/SUVs, buses and trucks. [Rule 9(8)] and faster helicopters [Rule 9(10)].

MEASUREMENT OF FREE AIR ATOMIC BLAST PRESSURES

DOE Office of Scientific and Technical Information (OSTI.GOV)

Haskell, N.A.; Fava, J.A.; Brubaker, R.M.

1958-02-14

BS>Peak free-air overpressure versus time measurements in the 10-to-2 psi range were obtained as a function of distance directly over a nuclear burst at a low scaled height. This information was to be used to establish the points in space at which the reflected and direct shock waves merge into a single shock wave and to determine the overpressure as a function of distance for the merged wave, in support of drone-aircraft lethal-volume studies. It was also desired to obtain free air peak overpressure versus distance measurements for an atomic burst at a high altitude. Data are tabulated that weremore » obtained by deploying, from a B-29 aircraft, 10 parachute-borne instrumented canisters on each shot. The second objective was achieved by deploying 15 parachute-borne canisters from the strike aircraft on one shot. (C.H.)« less

Airborne Optical and Thermal Remote Sensing for Wildfire Detection and Monitoring.

PubMed

Allison, Robert S; Johnston, Joshua M; Craig, Gregory; Jennings, Sion

2016-08-18

For decades detection and monitoring of forest and other wildland fires has relied heavily on aircraft (and satellites). Technical advances and improved affordability of both sensors and sensor platforms promise to revolutionize the way aircraft detect, monitor and help suppress wildfires. Sensor systems like hyperspectral cameras, image intensifiers and thermal cameras that have previously been limited in use due to cost or technology considerations are now becoming widely available and affordable. Similarly, new airborne sensor platforms, particularly small, unmanned aircraft or drones, are enabling new applications for airborne fire sensing. In this review we outline the state of the art in direct, semi-automated and automated fire detection from both manned and unmanned aerial platforms. We discuss the operational constraints and opportunities provided by these sensor systems including a discussion of the objective evaluation of these systems in a realistic context.

Altus I aircraft taking off from lakebed runway

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft takes off from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet.

Altus I aircraft in flight, retracting landing gear after takeoff

NASA Technical Reports Server (NTRS)

1997-01-01

The landing gear of the remotely piloted Altus I aircraft retracts into the fuselage after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, was designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology project, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet.

Airborne Optical and Thermal Remote Sensing for Wildfire Detection and Monitoring

PubMed Central

Allison, Robert S.; Johnston, Joshua M.; Craig, Gregory; Jennings, Sion

2016-01-01

For decades detection and monitoring of forest and other wildland fires has relied heavily on aircraft (and satellites). Technical advances and improved affordability of both sensors and sensor platforms promise to revolutionize the way aircraft detect, monitor and help suppress wildfires. Sensor systems like hyperspectral cameras, image intensifiers and thermal cameras that have previously been limited in use due to cost or technology considerations are now becoming widely available and affordable. Similarly, new airborne sensor platforms, particularly small, unmanned aircraft or drones, are enabling new applications for airborne fire sensing. In this review we outline the state of the art in direct, semi-automated and automated fire detection from both manned and unmanned aerial platforms. We discuss the operational constraints and opportunities provided by these sensor systems including a discussion of the objective evaluation of these systems in a realistic context. PMID:27548174

Directory of Aircraft Survivability Specialists and Their Affiliations

DTIC Science & Technology

1980-12-01

AnalysisOps Research WILLIAMS RESEARCH CORP 2280 West Maple Rd Walled Lake, MT 48088 SCHNYDER, Sidney A. (313) 624-5200 Gas turbine droneSupervisor of...AAWP-3 (513) 255-5076 reduction PELTON , Dr. Edward AV 785-5076 Radar cross section AFWAL/AAWP-3 (513) 255-5076 Reduction technology SANDERSON, Dr...Aberdeen Proving Gd, MD 21005 AV 927-3902 AV 283-4643 (804) 878-3902 (301) 278-4643 PELTON , Dr. Edward PARKER, Preston L. AFWAL/AAWP-3 AD/SESS Air

Proceedings of the USAF Logistics Capability Assessment Symposium LOGCAS 82 Held at USAF Academy, Colorado on 15-19 March 1982

DTIC Science & Technology

1982-05-01

Ohio. General Merkling , fZ" and graduated from Hamilton High School, Los Angeles. He has a bachelor of science degree in mechanical engineering...navigation, navigation radar and doppler radar systems on bomber, cargo , fighter, and drone aircraft. He also performed duties as maintenance debriefer...measure supply support for those items. ihe model will also project future performance and provide a cost/support relationship. 11-13

Reassessment of Occupational Health Among U.S. Air Force Remotely Piloted Aircraft (Drone) Operators

DTIC Science & Technology

2017-04-05

As a result, the U.S. Air Force (USAF) School of Aerospace Medicine was requested to conduct a field survey to assess for general areas of health...services; and reasons for increased prescription and over-the-counter medication usage ). The purpose of this study was to reevaluate for changes in...major commands within the continental United States completed the web-based survey , resulting in an estimated 40% response rate. Statistical analyses

Smart Power: The United States, Iran, and a Nuclear Deal

DTIC Science & Technology

2014-05-22

fighter aircraft to the Arabian Peninsula.2 1Aljazeera, “Iranian fighters ’fired on US drone in Gulf’,” http://www.aljazeera.com /news/middleeast...declared the Anglo-Iranian Oil Company (AIOC) nationalized on May 1, and in return promised compensation . He set up the National Iranian Oil...Italy, Japan, and the United States. 23Bill, 16. 24William O. Beeman, The “Great Satan” vs. the “ Mad Mullahs (Westport, CT: Greenwood Publishing

A Grassroots Remote Sensing Toolkit Using Live Coding, Smartphones, Kites and Lightweight Drones

PubMed Central

Anderson, K.; Griffiths, D.; DeBell, L.; Hancock, S.; Duffy, J. P.; Shutler, J. D.; Reinhardt, W. J.; Griffiths, A.

2016-01-01

This manuscript describes the development of an android-based smartphone application for capturing aerial photographs and spatial metadata automatically, for use in grassroots mapping applications. The aim of the project was to exploit the plethora of on-board sensors within modern smartphones (accelerometer, GPS, compass, camera) to generate ready-to-use spatial data from lightweight aerial platforms such as drones or kites. A visual coding ‘scheme blocks’ framework was used to build the application (‘app’), so that users could customise their own data capture tools in the field. The paper reports on the coding framework, then shows the results of test flights from kites and lightweight drones and finally shows how open-source geospatial toolkits were used to generate geographical information system (GIS)-ready GeoTIFF images from the metadata stored by the app. Two Android smartphones were used in testing–a high specification OnePlus One handset and a lower cost Acer Liquid Z3 handset, to test the operational limits of the app on phones with different sensor sets. We demonstrate that best results were obtained when the phone was attached to a stable single line kite or to a gliding drone. Results show that engine or motor vibrations from powered aircraft required dampening to ensure capture of high quality images. We demonstrate how the products generated from the open-source processing workflow are easily used in GIS. The app can be downloaded freely from the Google store by searching for ‘UAV toolkit’ (UAV toolkit 2016), and used wherever an Android smartphone and aerial platform are available to deliver rapid spatial data (e.g. in supporting decision-making in humanitarian disaster-relief zones, in teaching or for grassroots remote sensing and democratic mapping). PMID:27144310

A Grassroots Remote Sensing Toolkit Using Live Coding, Smartphones, Kites and Lightweight Drones.

PubMed

Anderson, K; Griffiths, D; DeBell, L; Hancock, S; Duffy, J P; Shutler, J D; Reinhardt, W J; Griffiths, A

2016-01-01

This manuscript describes the development of an android-based smartphone application for capturing aerial photographs and spatial metadata automatically, for use in grassroots mapping applications. The aim of the project was to exploit the plethora of on-board sensors within modern smartphones (accelerometer, GPS, compass, camera) to generate ready-to-use spatial data from lightweight aerial platforms such as drones or kites. A visual coding 'scheme blocks' framework was used to build the application ('app'), so that users could customise their own data capture tools in the field. The paper reports on the coding framework, then shows the results of test flights from kites and lightweight drones and finally shows how open-source geospatial toolkits were used to generate geographical information system (GIS)-ready GeoTIFF images from the metadata stored by the app. Two Android smartphones were used in testing-a high specification OnePlus One handset and a lower cost Acer Liquid Z3 handset, to test the operational limits of the app on phones with different sensor sets. We demonstrate that best results were obtained when the phone was attached to a stable single line kite or to a gliding drone. Results show that engine or motor vibrations from powered aircraft required dampening to ensure capture of high quality images. We demonstrate how the products generated from the open-source processing workflow are easily used in GIS. The app can be downloaded freely from the Google store by searching for 'UAV toolkit' (UAV toolkit 2016), and used wherever an Android smartphone and aerial platform are available to deliver rapid spatial data (e.g. in supporting decision-making in humanitarian disaster-relief zones, in teaching or for grassroots remote sensing and democratic mapping).

An approach to the drone fleet survivability assessment based on a stochastic continues-time model

NASA Astrophysics Data System (ADS)

Kharchenko, Vyacheslav; Fesenko, Herman; Doukas, Nikos

2017-09-01

An approach and the algorithm to the drone fleet survivability assessment based on a stochastic continues-time model are proposed. The input data are the number of the drones, the drone fleet redundancy coefficient, the drone stability and restoration rate, the limit deviation from the norms of the drone fleet recovery, the drone fleet operational availability coefficient, the probability of the drone failure-free operation, time needed for performing the required tasks by the drone fleet. The ways for improving the recoverable drone fleet survivability taking into account amazing factors of system accident are suggested. Dependencies of the drone fleet survivability rate both on the drone stability and the number of the drones are analysed.

From the Road Sign to the Map: 3d Modeling in Support of the Urban and Rural Road Conditions

NASA Astrophysics Data System (ADS)

Palummo, A.

2017-05-01

Unmanned Aerial Vehicles (UAV), commonly known as a drone, and an Unmanned Aircraft Systems (UAS) have been spreading on a massive scale during the last few years, especially for civilian use. And this situation can have significant repercussions on the ways and purposes with which we make photogrammetry nowadays. In this brief article we take into account the italian road signs as a case study on which to apply the new potential of photogrammetry realized with the aid of drones. Our main purpose is to achieve a specific method which allows the calculation of centimeter precision measurements of solids reconstructed for a mapping of (public and private) road signs which require verification or replacement in urban, peri-urban and rural areas. Our hope is that this new approach to photogrammetry may arise opportunities for dialogue with policy makers especially where the usefulness of mapping could also appear predictive with respect to recurrent issues before they become consolidated.

Domesticating the Drone: The Demilitarisation of Unmanned Aircraft for Civil Markets.

PubMed

Boucher, Philip

2015-12-01

Remotely piloted aviation systems (RPAS) or 'drones' are well known for their military applications, but could also be used for a range of non-military applications for state, industrial, commercial and recreational purposes. The technology is advanced and regulatory changes are underway which will allow their use in domestic airspace. As well as the functional and economic benefits of a strong civil RPAS sector, the potential benefits for the military RPAS sector are also widely recognised. Several actors have nurtured this dual-use aspect of civil RPAS development. However, concerns have been raised about the public rejecting the technology because of their association with military applications and potentially controversial applications, for example in policing and border control. In contrast with the enthusiasm for dual-use exhibited throughout the EC consultation process, the strategy for avoiding public rejection devised in its roadmap would downplay the connection between military and non-military RPAS and focus upon less controversial applications such as search and rescue. We reflect upon this contrast in the context of the European agenda of responsible research and innovation. In doing so, we do not rely upon critique of drones per se, in their neither their civil nor military guise, but explore the extent to which current strategies for managing their public acceptability are compatible with a responsible and socially beneficial development of RPAS for civil purposes.

Strategic Dissonance RPA Tactics To Defeat Al Qaeda

DTIC Science & Technology

2015-11-24

Pakistan NDU Journal XXVIII (2014): 77- 86. http://www.ndu.edu.pk/issra/issra_pub/2014/NDU-Journal-2014.pdf. Maass, Matthias. “From U - 2s to Drones: U.S...accordance with Air Force Instruction 51-303, it is not copyrighted, but is the property of the United States government. iii Biography Mr... aircraft (RPA) as the primary means to defeat al-Qaeda is failing. The tactic is a convenient weapon of choice because it is accurate, low risk, and

Occupational Health Screenings of U.S. Air Force Remotely Piloted Aircraft (Drone) Operators

DTIC Science & Technology

2014-04-01

cirrhosis; diseases of the pancreas, heart, and nervous system ; cancers of the upper respiratory and digestive tracts; injuries from motor vehicle...According to the latest report by the CDC, 19.3% of American adults smoke cigarettes [30], while 18.77% of respondents to this survey reported using tobacco...current cigarette smoking among adults aged ≥ 18 years—United States, 2005-2010. MMWR Morb Mortal Wkly Rep 2011; 60(35):1207-12. 31. Liu S, Wang M, Zhan

Advanced Techniques of Artificial Networks Design for Radio Signal Detection

NASA Astrophysics Data System (ADS)

Danilin, S. N.; Shchanikov, S. A.; Iventev, A. A.; Zuev, A. D.

2018-05-01

This paper is concerned with the issue of secure radio communication of data between manned aircrafts, unmanned drones and control services. It is indicated that the use of artificial neural networks (ANN) enables correct identification of messages transmitted through radio channels and enhances identification quality by every measure. The authors designed and implemented a simulation modeling technology for ANN development, which enables signal detection with required accuracy in the context of noise jamming, natural and other types of noise.

A new android smartphone app for geospatial mapping from drones and kites

NASA Astrophysics Data System (ADS)

Anderson, Karen; Griffiths, Dave; Debell, Leon; Steve, Hancock; James, Duffy; Jamie, Shutler; Liam, Reinhardt; Griffiths, Amber; Threadgill, Katie

2016-04-01

This paper will describe the development, testing and deployment of a free-to-use, open-source, android-based smartphone application for capturing geo-tagged aerial photographs for grass-roots remote sensing (RS) and mapping applications. Historically, RS data have been acquired from sensors on platforms such as piloted aircraft or satellites but a new self-service, and to some extent, 'grassroots' (participatory and distributed) RS revolution is underway making use of drones and kites as platforms for proximal observations of environmental phenomena. There are a growing number of papers in the geosciences and in landscape ecology utilising such platforms for cost-effective, self-service acquisition of RS data. These platforms cannot carry the heavy payloads used on satellites or aircraft, but they offer a more flexible way of gathering responsive survey data, and their low flying capability means that very fine-grained data can be captured easily. The current scientific focus for drone- and kite-based aerial mapping relies on automatically-triggered camera systems, followed by complex post-processing algorithms (e.g. computer vision-based 'structure-from-motion' software) to convert the resulting aerial photography data into orthorectified maps and point clouds. Whilst these approaches generate high quality products, for many applications the complexity is a barrier to uptake. Wiring the camera to an autopilot trigger is non-trivial, and the post-processing stage demands expensive and complex software and high performance computing. For many basic mapping applications, the workflow is too complex and the detail in the products exceed what is really needed. We asked: what if a basic smartphone, with its plethora of on-board sensors (accelerometer, GPS, compass, camera) could be used to generate ready-to-use spatial data from lightweight aerial platforms such as drones or kites? We built an android application to test the capability of standard smartphones as remote sensing devices. The application uses a visual coding 'scheme blocks' framework, so that users can customise their own data capture tools in the field. In our presentation we will demonstrate the coding framework, and then we will show the results that were gathered when we used the app to collect data during test flights - utilising various kite and lightweight drone platforms. We have also developed a simple to use open-source geospatial toolkit to allow geographical information system (GIS)-ready GeoTIFF images to be processed from the metadata stored by the app. We will demonstrate how this works in our presentation. Two Android smartphones were used in testing - a high specification OnePlus One handset and a lower cost Acer Liquid Z3 handset. We will show that the best results were obtained with the higher specification phone when it was attached to a single line kite or to a gliding drone. Finally, we will use data collected using the app, over a farmyard to demonstrate the power of the resultant fine-grained products for a simple application - advising farmers about small-scale interventions they can make to improve the quality of water run-off from their farms. The app can be downloaded freely, and used wherever an Android smartphone and aerial platform are available to deliver rapid spatial data (e.g. disaster zones, in teaching or for grassroots democratic mapping). [https://play.google.com/store/apps/details?id=foam.uavtoolkit&hl=en

Acoustic Characterization of a Multi-Rotor Unmanned Aircraft

NASA Astrophysics Data System (ADS)

Feight, Jordan; Gaeta, Richard; Jacob, Jamey

2017-11-01

In this study, the noise produced by a small multi-rotor rotary wing aircraft, or drone, is measured and characterized. The aircraft is tested in different configurations and environments to investigate specific parameters and how they affect the acoustic signature of the system. The parameters include rotor RPM, the number of rotors, distance and angle of microphone array from the noise source, and the ambient environment. The testing environments include an anechoic chamber for an idealized setting and both indoor and outdoor settings to represent real world conditions. PIV measurements are conducted to link the downwash and vortical flow structures from the rotors with the noise generation. The significant factors that arise from this study are the operational state of the aircraft and the microphone location (or the directivity of the noise source). The directivity in the rotor plane was shown to be omni-directional, regardless of the varying parameters. The tonal noise dominates the low to mid frequencies while the broadband noise dominates the higher frequencies. The fundamental characteristics of the acoustic signature appear to be invariant to the number of rotors. Flight maneuvers of the aircraft also significantly impact the tonal content in the acoustic signature.

Unmanned aircraft systems in wildlife research: Current and future applications of a transformative technology

USGS Publications Warehouse

Christie, Katherine S.; Gilbert, Sophie L.; Brown, Casey L.; Hatfield, Michael; Hanson, Leanne

2016-01-01

Unmanned aircraft systems (UAS) – also called unmanned aerial vehicles (UAVs) or drones – are an emerging tool that may provide a safer, more cost-effective, and quieter alternative to traditional research methods. We review examples where UAS have been used to document wildlife abundance, behavior, and habitat, and illustrate the strengths and weaknesses of this technology with two case studies. We summarize research on behavioral responses of wildlife to UAS, and discuss the need to understand how recreational and commercial applications of this technology could disturb certain species. Currently, the widespread implementation of UAS by scientists is limited by flight range, regulatory frameworks, and a lack of validation. UAS are most effective when used to examine smaller areas close to their launch sites, whereas manned aircraft are recommended for surveying greater distances. The growing demand for UAS in research and industry is driving rapid regulatory and technological progress, which in turn will make them more accessible and effective as analytical tools.

Managed European-Derived Honey Bee, Apis mellifera sspp, Colonies Reduce African-Matriline Honey Bee, A. m. scutellata, Drones at Regional Mating Congregations

PubMed Central

Mortensen, Ashley N.; Ellis, James D.

2016-01-01

African honey bees (Apis mellifera scutellata) dramatically changed the South American beekeeping industry as they rapidly spread through the Americas following their introduction into Brazil. In the present study, we aimed to determine if the management of European-derived honey bees (A. mellifera sspp.) could reduce the relative abundance of African-matriline drones at regional mating sites known as drone congregation areas (DCAs). We collected 2,400 drones at six DCAs either 0.25 km or >2.8 km from managed European-derived honey bee apiaries. The maternal ancestry of each drone was determined by Bgl II enzyme digestion of an amplified portion of the mitochondrial Cytochrome b gene. Furthermore, sibship reconstruction via nuclear microsatellites was conducted for a subset of 1,200 drones to estimate the number of colonies contributing drones to each DCA. Results indicate that DCAs distant to managed European apiaries (>2.8 km) had significantly more African−matriline drones (34.33% of the collected drones had African mitochondrial DNA) than did DCAs close (0.25 km) to managed European apiaries (1.83% of the collected drones had African mitochondrial DNA). Furthermore, nuclear sibship reconstruction demonstrated that the reduction in the proportion of African matriline drones at DCAs near apiaries was not simply an increase in the number of European matriline drones at the DCAs but also the result of fewer African matriline colonies contributing drones to the DCAs. Our data demonstrate that the management of European honey bee colonies can dramatically influence the proportion of drones with African matrilines at nearby drone congregation areas, and would likely decreasing the probability that virgin European queens will mate with African drones at those drone congregation areas. PMID:27518068

Managed European-Derived Honey Bee, Apis mellifera sspp, Colonies Reduce African-Matriline Honey Bee, A. m. scutellata, Drones at Regional Mating Congregations.

PubMed

Mortensen, Ashley N; Ellis, James D

2016-01-01

African honey bees (Apis mellifera scutellata) dramatically changed the South American beekeeping industry as they rapidly spread through the Americas following their introduction into Brazil. In the present study, we aimed to determine if the management of European-derived honey bees (A. mellifera sspp.) could reduce the relative abundance of African-matriline drones at regional mating sites known as drone congregation areas (DCAs). We collected 2,400 drones at six DCAs either 0.25 km or >2.8 km from managed European-derived honey bee apiaries. The maternal ancestry of each drone was determined by Bgl II enzyme digestion of an amplified portion of the mitochondrial Cytochrome b gene. Furthermore, sibship reconstruction via nuclear microsatellites was conducted for a subset of 1,200 drones to estimate the number of colonies contributing drones to each DCA. Results indicate that DCAs distant to managed European apiaries (>2.8 km) had significantly more African-matriline drones (34.33% of the collected drones had African mitochondrial DNA) than did DCAs close (0.25 km) to managed European apiaries (1.83% of the collected drones had African mitochondrial DNA). Furthermore, nuclear sibship reconstruction demonstrated that the reduction in the proportion of African matriline drones at DCAs near apiaries was not simply an increase in the number of European matriline drones at the DCAs but also the result of fewer African matriline colonies contributing drones to the DCAs. Our data demonstrate that the management of European honey bee colonies can dramatically influence the proportion of drones with African matrilines at nearby drone congregation areas, and would likely decreasing the probability that virgin European queens will mate with African drones at those drone congregation areas.

Eclipse program F-106 aircraft in flight, front view

NASA Technical Reports Server (NTRS)

1997-01-01

Shot of the QF-106 aircraft in flight with the landing gear deployed. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Honey bee drones maintain humoral immune competence throughout all life stages in the absence of vitellogenin production.

PubMed

Gätschenberger, Heike; Gimple, Olaf; Tautz, Jürgen; Beier, Hildburg

2012-04-15

Drones are haploid male individuals whose major social function in honey bee colonies is to produce sperm and mate with a queen. In spite of their limited tasks, the vitality of drones is of utmost importance for the next generation. The immune competence of drones - as compared to worker bees - is largely unexplored. Hence, we studied humoral and cellular immune reactions of in vitro reared drone larvae and adult drones of different age upon artificial bacterial infection. Haemolymph samples were collected after aseptic and septic injury and subsequently employed for (1) the identification of immune-responsive peptides and/or proteins by qualitative proteomic analyses in combination with mass spectrometry and (2) the detection of antimicrobial activity by inhibition-zone assays. Drone larvae and adult drones responded with a strong humoral immune reaction upon bacterial challenge, as validated by the expression of small antimicrobial peptides. Young adult drones exhibited a broader spectrum of defence reactions than drone larvae. Distinct polypeptides including peptidoglycan recognition protein-S2 and lysozyme 2 were upregulated in immunized adult drones. Moreover, a pronounced nodulation reaction was observed in young drones upon bacterial challenge. Prophenoloxidase zymogen is present at an almost constant level in non-infected adult drones throughout the entire lifespan. All observed immune reactions in drones were expressed in the absence of significant amounts of vitellogenin. We conclude that drones - like worker bees - have the potential to activate multiple elements of the innate immune response.

Outdoor flocking of quadcopter drones with decentralized model predictive control.

PubMed

Yuan, Quan; Zhan, Jingyuan; Li, Xiang

2017-11-01

In this paper, we present a multi-drone system featured with a decentralized model predictive control (DMPC) flocking algorithm. The drones gather localized information from neighbors and update their velocities using the DMPC flocking algorithm. In the multi-drone system, data packages are transmitted through XBee ® wireless modules in broadcast mode, yielding such an anonymous and decentralized system where all the calculations and controls are completed on an onboard minicomputer of each drone. Each drone is a double-layered agent system with the coordination layer running multi-drone flocking algorithms and the flight control layer navigating the drone, and the final formation of the flock relies on both the communication range and the desired inter-drone distance. We give both numerical simulations and field tests with a flock of five drones, showing that the DMPC flocking algorithm performs well on the presented multi-drone system in both the convergence rate and the ability of tracking a desired path. Copyright © 2017 ISA. Published by Elsevier Ltd. All rights reserved.

Designing Zoning of Remote Sensing Drones for Urban Applications: a Review

NASA Astrophysics Data System (ADS)

Norzailawati, M. N.; Alias, A.; Akma, R. S.

2016-06-01

This paper discusses on-going research related to zoning regulation for the remote sensing drone in the urban applications. Timestamped maps are presented here follow a citation-based approach, where significant information is retrieved from the scientific literature. The emergence of drones in domestic air raises lots understandable issues on privacy, security and uncontrolled pervasive surveillance that require a careful and alternative solution. The effective solution is to adopt a privacy and property rights approach that create a drone zoning and clear drone legislatures. In providing a differential trend to other reviews, this paper is not limited to drones zoning and regulations, but also, discuss on trend remote sensing drones specification in designing a drone zones. Remote sensing drone will specific according to their features and performances; size and endurance, maximum airspeed and altitude level and particular references are made to the drones range. The implementation of laws zoning could lie with the urban planners whereby, a zoning for drone could become a new tactic used to specify areas, where drones could be used, will provide remedies for the harm that arise from drones, and act as a different against irresponsible behaviour. Finally, underlines the need for next regulations on guidelines and standards which can be used as a guidance for urban decision makers to control the drones' operating, thus ensuring a quality and sustainability of resilience cities simultaneously encouraging the revolution of technology.

NASA UAS Traffic Management National Campaign Operations across Six UAS Test Sites

NASA Technical Reports Server (NTRS)

Rios, Joseph; Mulfinger, Daniel; Homola, Jeff; Venkatesan, Priya

2016-01-01

NASA's Unmanned Aircraft Systems Traffic Management research aims to develop policies, procedures, requirements, and other artifacts to inform the implementation of a future system that enables small drones to access the low altitude airspace. In this endeavor, NASA conducted a geographically diverse flight test in conjunction with the FAA's six unmanned aircraft systems Test Sites. A control center at NASA Ames Research Center autonomously managed the airspace for all participants in eight states as they flew operations (both real and simulated). The system allowed for common situational awareness across all stakeholders, kept traffic procedurally separated, offered messages to inform the participants of activity relevant to their operations. Over the 3- hour test, 102 flight operations connected to the central research platform with 17 different vehicle types and 8 distinct software client implementations while seamlessly interacting with simulated traffic.

Comprehensive Analysis Modeling of Small-Scale UAS Rotors

NASA Technical Reports Server (NTRS)

Russell, Carl R.; Sekula, Martin K.

2017-01-01

Multicopter unmanned aircraft systems (UAS), or drones, have continued their explosive growth in recent years. With this growth comes demand for increased performance as the limits of existing technologies are reached. In order to better design multicopter UAS aircraft, better performance prediction tools are needed. This paper presents the results of a study aimed at using the rotorcraft comprehensive analysis code CAMRAD II to model a multicopter UAS rotor in hover. Parametric studies were performed to determine the level of fidelity needed in the analysis code inputs to achieve results that match test data. Overall, the results show that CAMRAD II is well suited to model small-scale UAS rotors in hover. This paper presents the results of the parametric studies as well as recommendations for the application of comprehensive analysis codes to multicopter UAS rotors.

Contribution of honeybee drones of different age to colonial thermoregulation.

PubMed

Kovac, Helmut; Stabentheiner, Anton; Brodschneider, Robert

2009-01-01

In addition to honeybee workers, drones also contribute to colonial thermoregulation. We show the drones' contribution to thermoregulation at 5 different experimental temperatures ranging from 15-34 °C. The frequency and the degree of endothermy depended on the drones' local ambient temperature and age. Location on brood or non-brood areas had no influence. The frequency of endothermic drones and the intensity of endothermy increased with decreasing temperature. 30% of drones of 8 days and older heated their thorax by more than 1 °C above the abdomen. The youngest drones (0-2 days) did not exceed this level of endothermy. Though young drones were less often engaged in active heat production, their contribution to brood warming was not insignificant because their abundance on the brood nest was 3.5 times higher than that of the oldest drones (≥13 days). Results suggest that the stimulus for the drones' increased frequency of heating at low experimental temperatures was their low local ambient air and/or comb temperature.

Age-specific olfactory attraction between Western honey bee drones (Apis mellifera) and its chemical basis.

PubMed

Bastin, Florian; Savarit, Fabrice; Lafon, Grégory; Sandoz, Jean-Christophe

2017-01-01

During the mating season, drones (males) of the Western honey bee (Apis mellifera) form congregations numbering thousands high in the air. Virgin queens arrive at these congregations after they have formed and mate on the fly with 15-20 drones. To explain the formation of drone congregations, a drone-produced aggregation pheromone has been proposed many years ago but due to the low accessibility of natural mating sites in bees, its study has progressed slowly. Recently, we used a walking simulator in controlled laboratory conditions to show that drones are indeed attracted by groups of other drones. Since these previous experiments were carried out with drones captured when flying out of the hive, it is currently unclear if this olfactory attraction behaviour is related to the drones' sexual maturity (usually reached between 9 and 12 days) and may thus be indicative of a possible role in congregation formation, or if it is observed at any age and may represent in-hive aggregation. We thus assessed here the dependency of drone olfactory attraction on their age. First, we performed behavioural experiments in the walking simulator to measure olfactory preferences of drones in three age groups from 2-3 to 12-15 days. Then, we performed chemical analyses in the same age groups to evaluate whether chemical substances produced by the drones may explain age differences in olfactory attraction. We show that honey bee drones are attracted by conspecifics of the same age when they are sexually mature (12-15 days old) but not when they are younger (2-3 and 7-8 days old). In parallel, our data show that drones' chemical profile changes with age, including its most volatile fraction. These results are discussed in the context of drone mutual attraction both within the hive and at drone congregations.

Classifications, applications, and design challenges of drones: A review

NASA Astrophysics Data System (ADS)

Hassanalian, M.; Abdelkefi, A.

2017-05-01

Nowadays, there is a growing need for flying drones with diverse capabilities for both civilian and military applications. There is also a significant interest in the development of novel drones which can autonomously fly in different environments and locations and can perform various missions. In the past decade, the broad spectrum of applications of these drones has received most attention which led to the invention of various types of drones with different sizes and weights. In this review paper, we identify a novel classification of flying drones that ranges from unmanned air vehicles to smart dusts at both ends of this spectrum, with their new defined applications. Design and fabrication challenges of micro drones, existing methods for increasing their endurance, and various navigation and control approaches are discussed in details. Limitations of the existing drones, proposed solutions for the next generation of drones, and recommendations are also presented and discussed.

'You Wouldn't have Your Granny Using Them': Drawing Boundaries Between Acceptable and Unacceptable Applications of Civil Drones.

PubMed

Boucher, Philip

2016-10-01

Some industry and policy actors are concerned about public opposition to civil drones, in particular because of their association with military drones. However, very little is understood about public reactions to the technology. Strategies to 'manage public acceptance' have so far relied upon several untested assumptions. We conducted public engagement activities to explore citizens' visions of civil drones. Several insights counteracted the prevailing assumptions. Rejecting the notion of blanket support for or opposition to civil drones, we found that citizens make nuanced decisions about the acceptability of civil drones depending upon the purpose of the flight and the actors involved. The results are positioned in support for calls to strengthen the role of citizens in civil drone development and, in particular, to shift away from the current focus on citizens' acceptance of civil drone development towards the development of civil drones that are acceptable to citizens.

Using crowd sourcing to combat potentially illegal or dangerous UAV operations

NASA Astrophysics Data System (ADS)

Tapsall, Brooke T.

2016-10-01

The UAV (Unmanned Aerial Vehicles) industry is growing exponentially at a pace that policy makers, individual countries and law enforcement agencies are finding difficult to keep up. The UAV market is large, as such the amount of UAVs being operated in potentially dangerous situations is prevalent and rapidly increasing. Media is continually reporting `near-miss' incidents between UAVs and commercial aircraft, UAV breaching security in sensitive areas or invading public privacy. One major challenge for law enforcement agencies is gaining tangible evidence against potentially dangerous or illegal UAV operators due to the rapidity with which UAV operators are able to enter, fly and exit a scene before authorities can arrive or before they can be located. DroneALERT, an application available via the Airport-UAV.com website, allows users to capture potentially dangerous or illegal UAV activity using their mobile device as it the incident is occurring. A short online DroneALERT Incident Report (DIR) is produced, emailed to the user and the Airport-UAV.com custodians. The DIR can be used to aid authorities in their investigations. The DIR contains details such as images and videos, location, time, date of the incident, drone model, its distance and height. By analysing information from the DIR, photos or video, there is a high potential for law enforcement authorities to use this evidence to identify the type of UAV used, triangulate the location of the potential dangerous UAV and operator, create a timeline of events, potential areas of operator exit and to determine the legalities breached. All provides crucial evidence for identifying and prosecuting a UAV operator.

Approaching birds with drones: first experiments and ethical guidelines

PubMed Central

Vas, Elisabeth; Lescroël, Amélie; Duriez, Olivier; Boguszewski, Guillaume; Grémillet, David

2015-01-01

Unmanned aerial vehicles, commonly called drones, are being increasingly used in ecological research, in particular to approach sensitive wildlife in inaccessible areas. Impact studies leading to recommendations for best practices are urgently needed. We tested the impact of drone colour, speed and flight angle on the behavioural responses of mallards Anas platyrhynchos in a semi-captive situation, and of wild flamingos (Phoenicopterus roseus) and common greenshanks (Tringa nebularia) in a wetland area. We performed 204 approach flights with a quadricopter drone, and during 80% of those we could approach unaffected birds to within 4 m. Approach speed, drone colour and repeated flights had no measurable impact on bird behaviour, yet they reacted more to drones approaching vertically. We recommend launching drones farther than 100 m from the birds and adjusting approach distance according to species. Our study is a first step towards a sound use of drones for wildlife research. Further studies should assess the impacts of different drones on other taxa, and monitor physiological indicators of stress in animals exposed to drones according to group sizes and reproductive status. PMID:25652220

Drone-Augmented Human Vision: Exocentric Control for Drones Exploring Hidden Areas.

PubMed

Erat, Okan; Isop, Werner Alexander; Kalkofen, Denis; Schmalstieg, Dieter

2018-04-01

Drones allow exploring dangerous or impassable areas safely from a distant point of view. However, flight control from an egocentric view in narrow or constrained environments can be challenging. Arguably, an exocentric view would afford a better overview and, thus, more intuitive flight control of the drone. Unfortunately, such an exocentric view is unavailable when exploring indoor environments. This paper investigates the potential of drone-augmented human vision, i.e., of exploring the environment and controlling the drone indirectly from an exocentric viewpoint. If used with a see-through display, this approach can simulate X-ray vision to provide a natural view into an otherwise occluded environment. The user's view is synthesized from a three-dimensional reconstruction of the indoor environment using image-based rendering. This user interface is designed to reduce the cognitive load of the drone's flight control. The user can concentrate on the exploration of the inaccessible space, while flight control is largely delegated to the drone's autopilot system. We assess our system with a first experiment showing how drone-augmented human vision supports spatial understanding and improves natural interaction with the drone.

Wind Tunnel and Hover Performance Test Results for Multicopter UAS Vehicles

NASA Technical Reports Server (NTRS)

Russell, Carl R.; Jung, Jaewoo; Willink, Gina; Glasner, Brett

2016-01-01

There is currently a lack of published data for the performance of multicopter unmanned aircraft system (UAS) vehicles, such as quadcopters and octocopters, often referred to collectively as drones. With the rapidly increasing popularity of multicopter UAS, there is interest in better characterizing the performance of this type of aircraft. By studying the performance of currently available vehicles, it will be possible to develop models for vehicles at this scale that can accurately predict performance and model trajectories. This paper describes a wind tunnel test that was recently performed in the U.S. Army's 7- by 10-ft Wind Tunnel at NASA Ames Research Center. During this wind tunnel entry, five multicopter UAS vehicles were tested to determine forces and moments as well as electrical power as a function of wind speed, rotor speed, and vehicle attitude. The test is described here in detail, and a selection of the key results from the test is presented.

A Lengthy Career's Lessons on Risk

NASA Technical Reports Server (NTRS)

Guastaferro, Angelo

2005-01-01

I BECAME A PROJECT MANAGER AT AGE TWENTY-TWO AT Eglin Air Force Base. I managed the droning of the B47 to fly unmanned, and 1 had zero experience to take on that task. What 1 learned is the real way you acquire risk aversion: 1 was scared to death that I d fail. This developed a characteristic that 1 carried with me throughout my career. The strongest thing a project leader can feel, in terms of risk, is the risk of failing. So I took it upon myself to learn everything about the airplane and the guidance control system by searching out the best in the aerospace community. At that time, Lockheed was doing a modification of the aircraft. Boeing designed and built the aircraft, and Sperry was doing the guidance control system. I made sure that I spent hours and hours with each of them to understand exactly what 1 was responsible for.

Development of Smart Precision Forest in Conifer Plantation in Japan Using Laser Scanning Data

NASA Astrophysics Data System (ADS)

Katoh, M.; Deng, S.; Takenaka, Y.; Cheung, K.; Oono, K.; Horisawa, M.; Hyyppä, J.; Yu, X.; Liang, X.; Wang, Y.

2017-10-01

Currently, the authors are planning to launch a consortium effort toward Japan's first smart precision forestry project using laser data and to develop this technology throughout the country. Smart precision forestry information gathered using the Nagano model (laser scanning from aircraft, drone, and backpack) is being developed to improve the sophistication of forest information, reduce labor-intensive work, maintain sustainable timber productivity, and facilitate supply chain management by laser sensing information in collaboration with industry, academia, and government. In this paper, we outline the research project and the technical development situation of unmanned aerial vehicle laser scanning.

Drone swarm with free-space optical communication to detect and make deep decisions about physical problems for area surveillance

NASA Astrophysics Data System (ADS)

Mazher, Wamidh Jalil; Ibrahim, Hadeel T.; Ucan, Osman N.; Bayat, Oguz

2018-03-01

This paper aims to design a drone swarm network by employing free-space optical (FSO) communication for detecting and deep decision making of topological problems (e.g., oil pipeline leak), where deep decision making requires the highest image resolution. Drones have been widely used for monitoring and detecting problems in industrial applications during which the drone sends images from the on-air camera video stream using radio frequency (RF) signals. To obtain higher-resolution images, higher bandwidth (BW) is required. The current study proposed the use of the FSO communication system to facilitate higher BW for higher image resolution. Moreover, the number of drones required to survey a large physical area exceeded the capabilities of RF technologies. Our configuration of the drones is V-shaped swarm with one leading drone called mother drone (DM). The optical decode-and-forward (DF) technique is used to send the optical payloads of all drones in V-shaped swarm to the single ground station through DM. Furthermore, it is found that the transmitted optical power (Pt) is required for each drone based on the threshold outage probability of FSO link failure among the onboard optical-DF drones. The bit error rate of optical payload is calculated based on optical-DF onboard processing. Finally, the number of drones required for different image resolutions based on the size of the considered topological area is optimized.

Hazard Analysis and Safety Requirements for Small Drone Operations: To What Extent Do Popular Drones Embed Safety?

PubMed

Plioutsias, Anastasios; Karanikas, Nektarios; Chatzimihailidou, Maria Mikela

2018-03-01

Currently, published risk analyses for drones refer mainly to commercial systems, use data from civil aviation, and are based on probabilistic approaches without suggesting an inclusive list of hazards and respective requirements. Within this context, this article presents: (1) a set of safety requirements generated from the application of the systems theoretic process analysis (STPA) technique on a generic small drone system; (2) a gap analysis between the set of safety requirements and the ones met by 19 popular drone models; (3) the extent of the differences between those models, their manufacturers, and the countries of origin; and (4) the association of drone prices with the extent they meet the requirements derived by STPA. The application of STPA resulted in 70 safety requirements distributed across the authority, manufacturer, end user, or drone automation levels. A gap analysis showed high dissimilarities regarding the extent to which the 19 drones meet the same safety requirements. Statistical results suggested a positive correlation between drone prices and the extent that the 19 drones studied herein met the safety requirements generated by STPA, and significant differences were identified among the manufacturers. This work complements the existing risk assessment frameworks for small drones, and contributes to the establishment of a commonly endorsed international risk analysis framework. Such a framework will support the development of a holistic and methodologically justified standardization scheme for small drone flights. © 2017 Society for Risk Analysis.

Evaluating the Role of Drone-Produced Chemical Signals in Mediating Social Interactions in Honey Bees (Apis mellifera).

PubMed

Villar, Gabriel; Wolfson, Megan D; Hefetz, Abraham; Grozinger, Christina M

2018-01-01

Pheromones play a critical role in shaping societies of social insects, including honey bees, Apis mellifera. While diverse functions have been ascribed to queen- and worker-produced compounds, few studies have explored the identity and function of male-produced (drone) compounds. However, several lines of evidence suggest that drones engage in a variety of social interactions inside and outside of the colony. Here we elucidate the chemical composition of extracts of the drone mandibular gland, and test the hypothesis that compounds produced in these glands, or a synthetic blend consisting of the six main compounds, mediate drone social interactions in and out of the colony. Drone mandibular glands primarily produce a blend of saturated, unsaturated and methyl branched fatty acids ranging in chain length from nonanoic to docosanoic acids, and both gland extracts and synthetic blends of these chemicals serve to attract drones outside of the hive, but do not attract workers inside the hive. These studies shed light on the role drones and drone-produced chemicals have on mediating social interactions with other drones and highlight their potential importance in communicating with other castes.

Approaching birds with drones: first experiments and ethical guidelines.

PubMed

Vas, Elisabeth; Lescroël, Amélie; Duriez, Olivier; Boguszewski, Guillaume; Grémillet, David

2015-02-01

Unmanned aerial vehicles, commonly called drones, are being increasingly used in ecological research, in particular to approach sensitive wildlife in inaccessible areas. Impact studies leading to recommendations for best practices are urgently needed. We tested the impact of drone colour, speed and flight angle on the behavioural responses of mallards Anas platyrhynchos in a semi-captive situation, and of wild flamingos (Phoenicopterus roseus) and common greenshanks (Tringa nebularia) in a wetland area. We performed 204 approach flights with a quadricopter drone, and during 80% of those we could approach unaffected birds to within 4 m. Approach speed, drone colour and repeated flights had no measurable impact on bird behaviour, yet they reacted more to drones approaching vertically. We recommend launching drones farther than 100 m from the birds and adjusting approach distance according to species. Our study is a first step towards a sound use of drones for wildlife research. Further studies should assess the impacts of different drones on other taxa, and monitor physiological indicators of stress in animals exposed to drones according to group sizes and reproductive status. © 2015 The Author(s) Published by the Royal Society. All rights reserved.

Hacking and securing the AR.Drone 2.0 quadcopter: investigations for improving the security of a toy

NASA Astrophysics Data System (ADS)

Pleban, Johann-Sebastian; Band, Ricardo; Creutzburg, Reiner

2014-02-01

In this article we describe the security problems of the Parrot AR.Drone 2.0 quadcopter. Due to the fact that it is promoted as a toy with low acquisition costs, it may end up being used by many individuals which makes it a target for harmful attacks. In addition, the videostream of the drone could be of interest for a potential attacker due to its ability of revealing confidential information. Therefore, we will perform a security threat analysis on this particular drone. We will set the focus mainly on obvious security vulnerabilities like the unencrypted Wi-Fi connection or the user management of the GNU/Linux operating system which runs on the drone. We will show how the drone can be hacked in order to hijack the AR.Drone 2.0. Our aim is to sensitize the end-user of AR.Drones by describing the security vulnerabilities and to show how the AR.Drone 2.0 could be secured from unauthorized access. We will provide instructions to secure the drones Wi-Fi connection and its operation with the official Smartphone App and third party PC software.

Honeybee drones are attracted by groups of consexuals in a walking simulator.

PubMed

Brandstaetter, Andreas Simon; Bastin, Florian; Sandoz, Jean-Christophe

2014-04-15

During the mating season, honeybee males, the drones, gather in congregation areas 10-40 m above ground. When a receptive female, a queen, enters the congregation, drones are attracted to her by queen-produced pheromones and visual cues and attempt to mate with the queen in mid-air. It is still unclear how drones and queens find the congregations. Visual cues on the horizon are most probably used for long-range orientation. For shorter-range orientation, however, attraction by a drone-produced aggregation pheromone has been proposed, yet so far its existence has not been confirmed conclusively. The low accessibility of congregation areas high up in the air is a major hurdle and precise control of experimental conditions often remains unsatisfactory in field studies. Here, we used a locomotion compensator-based walking simulator to investigate drones' innate odor preferences under controlled laboratory conditions. We tested behavioral responses of drones to 9-oxo-2-decenoic acid (9-ODA), the major queen-produced sexual attractant, and to queen mandibular pheromone (QMP), an artificial blend of 9-ODA and several other queen-derived components. While 9-ODA strongly dominates the odor bouquet of virgin queens, QMP rather resembles the bouquet of mated queens. In our assay, drones were attracted by 9-ODA, but not by QMP. We also investigated the potential attractiveness of male-derived odors by testing drones' orientation responses to the odor bouquet of groups of 10 living drones or workers. Our results demonstrate that honeybee drones are attracted by groups of other drones (but not by workers), which may indicate a role of drone-emitted cues for the formation of congregations.

Removal of drone brood from Apis mellifera (Hymenoptera: Apidae) colonies to control Varroa destructor (Acari: Varroidae) and retain adult drones.

PubMed

Wantuch, Holly A; Tarpy, David R

2009-12-01

The parasitic mite Varroa destructor Anderson & Trueman (Acari: Varroidae) has plagued European honey bees, Apis mellifera L. (Hymenoptera: Apidae), in the Americas since its introduction in the 1980s. For many years, these mites were sufficiently controlled using synthetic acaricides. Recently, however, beekeepers have experienced increased resistance by mites to chemical pesticides, which are also known to leave residues in hive products such as wax and honey. Thus there has been increased emphasis on nonchemical integrated pest management control tactics for Varroa. Because mites preferentially reproduce in drone brood (pupal males), we developed a treatment strategy focusing on salvaging parasitized drones while removing mites from them. We removed drone brood from colonies in which there was no acaricidal application and banked them in separate "drone-brood receiving" colonies treated with pesticides to kill mites emerging with drones. We tested 20 colonies divided into three groups: 1) negative control (no mite treatment), 2) positive control (treatment with acaricides), and 3) drone-brood removal and placement into drone-brood receiving colonies. We found that drone-brood trapping significantly lowered mite numbers during the early months of the season, eliminating the need for additional control measures in the spring. However, mite levels in the drone-brood removal group increased later in the summer, suggesting that this benefit does not persist throughout the entire season. Our results suggest that this method of drone-brood trapping can be used as an element of an integrated control strategy to control varroa mites, eliminating a large portion of the Varroa population with limited chemical treatments while retaining the benefits of maintaining adult drones in the population.

Age-specific olfactory attraction between Western honey bee drones (Apis mellifera) and its chemical basis

PubMed Central

Bastin, Florian; Savarit, Fabrice; Lafon, Grégory

2017-01-01

During the mating season, drones (males) of the Western honey bee (Apis mellifera) form congregations numbering thousands high in the air. Virgin queens arrive at these congregations after they have formed and mate on the fly with 15-20 drones. To explain the formation of drone congregations, a drone-produced aggregation pheromone has been proposed many years ago but due to the low accessibility of natural mating sites in bees, its study has progressed slowly. Recently, we used a walking simulator in controlled laboratory conditions to show that drones are indeed attracted by groups of other drones. Since these previous experiments were carried out with drones captured when flying out of the hive, it is currently unclear if this olfactory attraction behaviour is related to the drones’ sexual maturity (usually reached between 9 and 12 days) and may thus be indicative of a possible role in congregation formation, or if it is observed at any age and may represent in-hive aggregation. We thus assessed here the dependency of drone olfactory attraction on their age. First, we performed behavioural experiments in the walking simulator to measure olfactory preferences of drones in three age groups from 2-3 to 12-15 days. Then, we performed chemical analyses in the same age groups to evaluate whether chemical substances produced by the drones may explain age differences in olfactory attraction. We show that honey bee drones are attracted by conspecifics of the same age when they are sexually mature (12-15 days old) but not when they are younger (2-3 and 7-8 days old). In parallel, our data show that drones’ chemical profile changes with age, including its most volatile fraction. These results are discussed in the context of drone mutual attraction both within the hive and at drone congregations. PMID:28977020

Mating flights select for symmetry in honeybee drones ( Apis mellifera)

NASA Astrophysics Data System (ADS)

Jaffé, Rodolfo; Moritz, Robin F. A.

2010-03-01

Males of the honeybee ( Apis mellifera) fly to specific drone congregation areas (DCAs), which virgin queens visit in order to mate. From the thousands of drones that are reared in a single colony, only very few succeed in copulating with a queen, and therefore, a strong selection is expected to act on adult drones during their mating flights. In consequence, the gathering of drones at DCAs may serve as an indirect mate selection mechanism, assuring that queens only mate with those individuals having a better flight ability and a higher responsiveness to the queen’s visual and chemical cues. Here, we tested this idea relying on wing fluctuating asymmetry (FA) as a measure of phenotypic quality. By recapturing marked drones at a natural DCA and comparing their size and FA with a control sample of drones collected at their maternal hives, we were able to detect any selection on wing size and wing FA occurring during the mating flights. Although we found no solid evidence for selection on wing size, wing FA was found to be significantly lower in the drones collected at the DCA than in those collected at the hives. Our results demonstrate the action of selection during drone mating flights for the first time, showing that developmental stability can influence the mating ability of honeybee drones. We therefore conclude that selection during honeybee drone mating flights may confer some fitness advantages to the queens.

Mating flights select for symmetry in honeybee drones (Apis mellifera).

PubMed

Jaffé, Rodolfo; Moritz, Robin F A

2010-03-01

Males of the honeybee (Apis mellifera) fly to specific drone congregation areas (DCAs), which virgin queens visit in order to mate. From the thousands of drones that are reared in a single colony, only very few succeed in copulating with a queen, and therefore, a strong selection is expected to act on adult drones during their mating flights. In consequence, the gathering of drones at DCAs may serve as an indirect mate selection mechanism, assuring that queens only mate with those individuals having a better flight ability and a higher responsiveness to the queen's visual and chemical cues. Here, we tested this idea relying on wing fluctuating asymmetry (FA) as a measure of phenotypic quality. By recapturing marked drones at a natural DCA and comparing their size and FA with a control sample of drones collected at their maternal hives, we were able to detect any selection on wing size and wing FA occurring during the mating flights. Although we found no solid evidence for selection on wing size, wing FA was found to be significantly lower in the drones collected at the DCA than in those collected at the hives. Our results demonstrate the action of selection during drone mating flights for the first time, showing that developmental stability can influence the mating ability of honeybee drones. We therefore conclude that selection during honeybee drone mating flights may confer some fitness advantages to the queens.

[Investigation of gestagenic effect of raw drone milk in rats].

PubMed

Seres, Adrienn; Ducza, Eszter; Gáspár, Róbert

2014-01-01

Numerous honeybee products are used in traditional medicine. The best-known honeybee products are the honey, the propolis and the royal jelly. Drone milk is a relatively little-known honeybee product. Although, drone milk is traditionally used to treat infertility and to promote vitality in both men and women in certain countries, the literature furnishes no information concerning effects of the drone milk. The oestrogenic and androgenic effects of drone milk have recently been reported in rats and the effective compounds have also been identified. The aim of this study was to determine the putative gestagenic effect of raw drone milk in rats. Maintenance of pregnancy assays revealed that drone milk was able to increase the number of surviving fetuses. This results suggested some gestagenic effects. This effect was confirmed by RT-PCR and Western blot methods in which the mRNA and protein expressions of gestagen-dependent CRLR (Calcitonin Receptor-Like Receptor) peptide were determined. To determine the efficacy of gestagenic effect of drone milk, spironolactone (weak gestagen compound) was used. The combination of drone milk and spironolactone showed more potent gestagenic effect. These results lead us to suppose that raw drone milk shows weak gestagenic effect and this effect can be increased by another weak gestagen. Further studies are required to clarify the gestagenic mechanisms of action of drone milk.

Evolution of space drones for planetary exploration: A review

NASA Astrophysics Data System (ADS)

Hassanalian, M.; Rice, D.; Abdelkefi, A.

2018-02-01

In the past decade, there has been a tendency to design and fabricate drones which can perform planetary exploration. Generally, there are various ways to study space objects, such as the application of telescopes and satellites, launching robots and rovers, and sending astronauts to the targeted solar bodies. However, due to the advantages of drones compared to other approaches in planetary exploration, ample research has been carried out by different space agencies in the world, including NASA to apply drones in other solar bodies. In this review paper, several studies which have been performed on space drones for planetary exploration are consolidated and discussed. Design and fabrication challenges of space drones, existing methods for their flight tests, different methods for deployment and planet entry, and various navigation and control approaches are reviewed and discussed elaborately. Limitations of applying space drones, proposed solutions for future space drones, and recommendations are also presented and discussed.

Surface flow measurements from drones

NASA Astrophysics Data System (ADS)

Tauro, Flavia; Porfiri, Maurizio; Grimaldi, Salvatore

2016-09-01

Drones are transforming the way we sense and interact with the environment. However, despite their increased capabilities, the use of drones in geophysical sciences usually focuses on image acquisition for generating high-resolution maps. Motivated by the increasing demand for innovative and high performance geophysical observational methodologies, we posit the integration of drone technology and optical sensing toward a quantitative characterization of surface flow phenomena. We demonstrate that a recreational drone can be used to yield accurate surface flow maps of sub-meter water bodies. Specifically, drone's vibrations do not hinder surface flow observations, and velocity measurements are in agreement with traditional techniques. This first instance of quantitative water flow sensing from a flying drone paves the way to novel observations of the environment.

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This photograph shows the Air Force C-141A that was used in the Eclipse project as a tow vehicle. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wind loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Eclipse program QF-106 aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

This photo shows one of the QF-106s used in the Eclipse project in flight. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Cooperative Spatial Retreat for Resilient Drone Networks.

PubMed

Kang, Jin-Hyeok; Kwon, Young-Min; Park, Kyung-Joon

2017-05-03

Drones are broadening their scope to various applications such as networking, package delivery, agriculture, rescue, and many more. For proper operation of drones, reliable communication should be guaranteed because drones are remotely controlled. When drones experience communication failure due to bad channel condition, interference, or jamming in a certain area, one existing solution is to exploit mobility or so-called spatial retreat to evacuate them from the communication failure area. However, the conventional spatial retreat scheme moves drones in random directions, which results in inefficient movement with significant evacuation time and waste of battery lifetime. In this paper, we propose a novel spatial retreat technique that takes advantage of cooperation between drones for resilient networking, which is called cooperative spatial retreat (CSR). Our performance evaluation shows that the proposed CSR significantly outperforms existing schemes.

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This photograph shows the Air Force C-141A that was used in the Eclipse project as a tow vehicle. The project used a QF-106 interceptor aircraft to simulate a future orbiter, which would be towed to a high altitude and released to fire its own engines and carry a payload into space. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Energy use and life cycle greenhouse gas emissions of drones for commercial package delivery

DOE PAGES

Stolaroff, Joshuah K.; Samaras, Constantine; O'Neill, Emma R.; ...

2018-02-13

Here, the use of automated, unmanned aerial vehicles (drones) to deliver commercial packages is poised to become a new industry, significantly shifting energy use in the freight sector. Here we find the current practical range of multi-copters to be about 4 km with current battery technology, requiring a new network of urban warehouses or waystations as support. We show that, although drones consume less energy per package-km than delivery trucks, the additional warehouse energy required and the longer distances traveled by drones per package greatly increase the life-cycle impacts. Still, in most cases examined, the impacts of package delivery bymore » small drone are lower than ground-based delivery. Results suggest that, if carefully deployed, drone-based delivery could reduce greenhouse gas emissions and energy use in the freight sector. To realize the environmental benefits of drone delivery, regulators and firms should focus on minimizing extra warehousing and limiting the size of drones.« less

Energy use and life cycle greenhouse gas emissions of drones for commercial package delivery

DOE Office of Scientific and Technical Information (OSTI.GOV)

Stolaroff, Joshuah K.; Samaras, Constantine; O'Neill, Emma R.

Here, the use of automated, unmanned aerial vehicles (drones) to deliver commercial packages is poised to become a new industry, significantly shifting energy use in the freight sector. Here we find the current practical range of multi-copters to be about 4 km with current battery technology, requiring a new network of urban warehouses or waystations as support. We show that, although drones consume less energy per package-km than delivery trucks, the additional warehouse energy required and the longer distances traveled by drones per package greatly increase the life-cycle impacts. Still, in most cases examined, the impacts of package delivery bymore » small drone are lower than ground-based delivery. Results suggest that, if carefully deployed, drone-based delivery could reduce greenhouse gas emissions and energy use in the freight sector. To realize the environmental benefits of drone delivery, regulators and firms should focus on minimizing extra warehousing and limiting the size of drones.« less

Energy use and life cycle greenhouse gas emissions of drones for commercial package delivery.

PubMed

Stolaroff, Joshuah K; Samaras, Constantine; O'Neill, Emma R; Lubers, Alia; Mitchell, Alexandra S; Ceperley, Daniel

2018-02-13

The use of automated, unmanned aerial vehicles (drones) to deliver commercial packages is poised to become a new industry, significantly shifting energy use in the freight sector. Here we find the current practical range of multi-copters to be about 4 km with current battery technology, requiring a new network of urban warehouses or waystations as support. We show that, although drones consume less energy per package-km than delivery trucks, the additional warehouse energy required and the longer distances traveled by drones per package greatly increase the life-cycle impacts. Still, in most cases examined, the impacts of package delivery by small drone are lower than ground-based delivery. Results suggest that, if carefully deployed, drone-based delivery could reduce greenhouse gas emissions and energy use in the freight sector. To realize the environmental benefits of drone delivery, regulators and firms should focus on minimizing extra warehousing and limiting the size of drones.

Cooperative Spatial Retreat for Resilient Drone Networks †

PubMed Central

Kang, Jin-Hyeok; Kwon, Young-Min; Park, Kyung-Joon

2017-01-01

Drones are broadening their scope to various applications such as networking, package delivery, agriculture, rescue, and many more. For proper operation of drones, reliable communication should be guaranteed because drones are remotely controlled. When drones experience communication failure due to bad channel condition, interference, or jamming in a certain area, one existing solution is to exploit mobility or so-called spatial retreat to evacuate them from the communication failure area. However, the conventional spatial retreat scheme moves drones in random directions, which results in inefficient movement with significant evacuation time and waste of battery lifetime. In this paper, we propose a novel spatial retreat technique that takes advantage of cooperation between drones for resilient networking, which is called cooperative spatial retreat (CSR). Our performance evaluation shows that the proposed CSR significantly outperforms existing schemes. PMID:28467390

UAV remote sensing capability for precision agriculture, forestry and small natural reservation monitoring

NASA Astrophysics Data System (ADS)

Šedina, Jaroslav; Pavelka, Karel; Raeva, Paulina

2017-04-01

For ecologically valuable areas monitoring, precise agriculture and forestry, thematic maps or small GIS are needed. Remotely Piloted Aircraft Systems (RPAS) data can be obtained on demand in a short time with cm resolution. Data collection is environmentally friendly and low-cost from an economical point of view. This contribution is focused on using eBee drone for mapping or monitoring national natural reserve which is not opened to public and partly pure inaccessible because its moorland nature. Based on a new equipment (thermal imager, multispectral imager, NIR, NIR red-edge and VIS camera) we started new projects in precise agriculture and forestry.

Fifty Feet Above The Wall: Cartel Drones in the U.S.-Mexico Border Zone Airspace, and What to do About Them

DTIC Science & Technology

2018-03-01

bombs in flight over targets. ISIS has demonstrated their drones can deliver what are essentially airborne improvised explosive devices (IEDs) with...Waters, “Types of Islamic State Drone Bombs and Where to Find Them,” Bellingcat, May 24, 2017, https://www.bellingcat.com/news/mena/2017/05/24/types...islamic-state-drone- bombs -find/. 116 Rowan Scarborough, “ISIS Drone Dropping Precision Bombs Alarms U.S. Military,” Washington Times, January 24, 2017

Skull fracture with effacement of the superior sagittal sinus following drone impact: a case report.

PubMed

Chung, Lawrance K; Cheung, Yuri; Lagman, Carlito; Au Yong, Nicholas; McBride, Duncan Q; Yang, Isaac

2017-09-01

The popularity of unmanned aerial vehicles, or drones, raises safety concerns as they become increasingly common for commercial, personal, and recreational use. Collisions between drones and people may result in serious injuries. A 13-year-old male presented with a comminuted depressed skull fracture causing effacement of the superior sagittal sinus secondary to a racing drone impact. The patient experienced a brief loss of consciousness and reported lower extremity numbness and weakness after the accident. Imaging studies revealed bone fragments crossing the superior sagittal sinus with a short, focal segment of blood flow interruption. Neurosurgical intervention was deferred given the patient's improving neurological deficits, and the patient was treated conservatively. He was discharged home in stable condition. Drones may represent a hazard when operated inappropriately due to their capacity to fly at high speeds and altitudes. Impacts from drones can carry enough force to cause skull fractures and significant head injuries. The rising popularity of drones likely translates to an increased incidence of drone-related injuries. Thus, clinicians should be aware of this growing trend.

Drone warfare

NASA Astrophysics Data System (ADS)

Gusterson, Hugh

2017-11-01

Crude drones existed as early as World War I, but the technology matured in the Yugoslav Wars of the 1990s and the current wars around the Middle East. The U.S. first used a weaponized drone in late 2001, in Afghanistan. Drones may cause more or less civilian casualties depending on the targeting protocols employed by their operators. There is an inherent ambiguity in determining who is an insurgent from several thousand feet, but civilian casualties are likely to be higher if targeters emphasize "signature strikes" over "personality strikes," if they engage in "double-tap strikes," if they rely too much on local informants, and if they rely too heavily on cellphone identification in the absence of corroboration from other intelligence sources. The legality of drone warfare is fairly clear in established battle zones such as Afghanistan, but is more problematic in terms of both international and domestic law when it comes to drone strikes in countries such as Yemen, Pakistan and Somalia with which the U.S. is not at war. Looking to the future, the U.S. would be well advised to sponsor negotiations for an international drone convention that might establish clear international rules for the use of drones, ban autonomous smart drones, and establish adjudicatory procedures to handle allegations of war crimes.

Drone and Worker Brood Microclimates Are Regulated Differentially in Honey Bees, Apis mellifera.

PubMed

Li, Zhiyong; Huang, Zachary Y; Sharma, Dhruv B; Xue, Yunbo; Wang, Zhi; Ren, Bingzhong

2016-01-01

Honey bee (Apis mellifera) drones and workers show differences in morphology, physiology, and behavior. Because the functions of drones are more related to colony reproduction, and those of workers relate to both survival and reproduction, we hypothesize that the microclimate for worker brood is more precisely regulated than that of drone brood. We assessed temperature and relative humidity (RH) inside honey bee colonies for both drone and worker brood throughout the three-stage development period, using digital HOBO® Data Loggers. The major findings of this study are that 1) both drone and worker castes show the highest temperature for eggs, followed by larvae and then pupae; 2) temperature in drones are maintained at higher precision (smaller variance) in drone eggs and larvae, but at a lower precision in pupae than the corresponding stages of workers; 3) RH regulation showed higher variance in drone than workers across all brood stages; and 4) RH regulation seems largely due to regulation by workers, as the contribution from empty honey combs are much smaller compared to that from adult workers. We conclude that honey bee colonies maintain both temperature and humidity actively; that the microclimate for sealed drone brood is less precisely regulated than worker brood; and that combs with honey contribute very little to the increase of RH in honey bee colonies. These findings increase our understanding of microclimate regulation in honey bees and may have implications for beekeeping practices.

Drone and Worker Brood Microclimates Are Regulated Differentially in Honey Bees, Apis mellifera

PubMed Central

Li, Zhiyong; Huang, Zachary Y.; Sharma, Dhruv B.; Xue, Yunbo; Wang, Zhi; Ren, Bingzhong

2016-01-01

Background Honey bee (Apis mellifera) drones and workers show differences in morphology, physiology, and behavior. Because the functions of drones are more related to colony reproduction, and those of workers relate to both survival and reproduction, we hypothesize that the microclimate for worker brood is more precisely regulated than that of drone brood. Methodology/Principal Findings We assessed temperature and relative humidity (RH) inside honey bee colonies for both drone and worker brood throughout the three-stage development period, using digital HOBO® Data Loggers. The major findings of this study are that 1) both drone and worker castes show the highest temperature for eggs, followed by larvae and then pupae; 2) temperature in drones are maintained at higher precision (smaller variance) in drone eggs and larvae, but at a lower precision in pupae than the corresponding stages of workers; 3) RH regulation showed higher variance in drone than workers across all brood stages; and 4) RH regulation seems largely due to regulation by workers, as the contribution from empty honey combs are much smaller compared to that from adult workers. Conclusions/Significance We conclude that honey bee colonies maintain both temperature and humidity actively; that the microclimate for sealed drone brood is less precisely regulated than worker brood; and that combs with honey contribute very little to the increase of RH in honey bee colonies. These findings increase our understanding of microclimate regulation in honey bees and may have implications for beekeeping practices. PMID:26882104

Molecular, physiological and behavioral responses of honey bee (Apis mellifera) drones to infection with microsporidian parasites.

PubMed

Holt, Holly L; Villar, Gabriel; Cheng, Weiyi; Song, Jun; Grozinger, Christina M

2018-06-01

Susceptibility to pathogens and parasites often varies between sexes due to differences in life history traits and selective pressures. Nosema apis and Nosema ceranae are damaging intestinal pathogens of European honey bees (Apis mellifera). Nosema pathology has primarily been characterized in female workers where infection is energetically costly and accelerates worker behavioral maturation. Few studies, however, have examined infection costs in male honey bees (drones) to determine if Nosema similarly affects male energetic status and sexual maturation. We infected newly emerged adult drones with Nosema spores and conducted a series of molecular, physiological, and behavioral assays to characterize Nosema etiology in drones. We found that infected drones starved faster than controls and exhibited altered patterns of flight activity in the field, consistent with energetic distress or altered rates of sexual maturation. Moreover, expression of candidate genes with metabolic and/or hormonal functions, including members of the insulin signaling pathway, differed by infection status. Of note, while drone molecular responses generally tracked predictions based on worker studies, several aspects of infected drone flight behavior contrasted with previous observations of infected workers. While Nosema infection clearly imposed energetic costs in males, infection had no impact on drone sperm numbers and had only limited effects on antennal responsiveness to a major queen sex pheromone component (9-ODA). We compare Nosema pathology in drones with previous studies describing symptoms in workers and discuss ramifications for drone and colony fitness. Copyright © 2018. Published by Elsevier Inc.

A Landscape Analysis to Understand Orientation of Honey Bee (Hymenoptera: Apidae) Drones in Puerto Rico.

PubMed

Galindo-Cardona, A; Monmany, A C; Diaz, G; Giray, T

2015-08-01

Honey bees [Apis mellifera L. (Apidae, Hymenoptera)] show spatial learning behavior or orientation, in which animals make use of structured home ranges for their daily activities. Worker (female) orientation has been studied more extensively than drone (male) orientation. Given the extensive and large flight range of drones as part of their reproductive biology, the study of drone orientation may provide new insight on landscape features important for orientation. We report the return rate and orientation of drones released at three distances (1, 2, and 4 km) and at the four cardinal points from an apiary located in Gurabo, Puerto Rico. We used high-resolution aerial photographs to describe landscape characteristics at the releasing sites and at the apiary. Analyses of variance were used to test significance among returning times from different distances and directions. A principal components analysis was used to describe the landscape at the releasing sites and generalized linear models were used to identify landscape characteristics that influenced the returning times of drones. Our results showed for the first time that drones are able to return from as far as 4 km from the colony. Distance to drone congregation area, orientation, and tree lines were the most important landscape characteristics influencing drone return rate. We discuss the role of landscape in drone orientation. © The Authors 2015. Published by Oxford University Press on behalf of Entomological Society of America. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

Magnetic Launch Assist System-Artist's Concept

NASA Technical Reports Server (NTRS)

1999-01-01

This illustration is an artist's concept of a Magnetic Launch Assist System, formerly referred as the Magnetic Levitation (Maglev) system, for space launch. Overcoming the grip of Earth's gravity is a supreme challenge for engineers who design rockets that leave the planet. Engineers at the Marshall Space Flight Center have developed and tested Magnetic Launch Assist System technologies that could levitate and accelerate a launch vehicle along a track at high speeds before it leaves the ground. Using electricity and magnetic fields, a Magnetic Launch Assist system would drive a spacecraft along a horizontal track until it reaches desired speeds. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, landing gear and the wing size, as well as the elimination of propellant weight resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Advanced Concept

NASA Image and Video Library

1999-01-01

This illustration is an artist’s concept of a Magnetic Launch Assist System, formerly referred as the Magnetic Levitation (Maglev) system, for space launch. Overcoming the grip of Earth’s gravity is a supreme challenge for engineers who design rockets that leave the planet. Engineers at the Marshall Space Flight Center have developed and tested Magnetic Launch Assist System technologies that could levitate and accelerate a launch vehicle along a track at high speeds before it leaves the ground. Using electricity and magnetic fields, a Magnetic Launch Assist system would drive a spacecraft along a horizontal track until it reaches desired speeds. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, landing gear and the wing size, as well as the elimination of propellant weight resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Less Talk More Drone: Social Research with UAVs

ERIC Educational Resources Information Center

Birtchnell, Thomas; Gibson, Chris

2015-01-01

There is a growing body of work in geography and sociology on the impact of drones on warfare, surveillance and civil protest. This paper assesses the challenges of using drones for teaching human geography and spatial social sciences. Affordable and expensive drones are now available in the market place; however, there has been next to no…

F-106 tow cable attachment and release mechanism for Eclipse program

NASA Technical Reports Server (NTRS)

1997-01-01

View of the tow cable attachment and release mechanism forward of the cockpit on the QF-106 Eclipse aircraft. This mechanism held and then released the Vectran rope used to tow the QF-106 behind an Air Force C-141A. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Real-time flutter analysis of an active flutter-suppression system on a remotely piloted research aircraft

NASA Technical Reports Server (NTRS)

Gilyard, G. B.; Edwards, J. W.

1983-01-01

Flight flutter-test results of the first aeroelastic research wing (ARW-1) of NASA's drones for aerodynamic and structural testing program are presented. The flight-test operation and the implementation of the active flutter-suppression system are described as well as the software techniques used to obtain real-time damping estimates and the actual flutter testing procedure. Real-time analysis of fast-frequency aileron excitation sweeps provided reliable damping estimates. The open-loop flutter boundary was well defined at two altitudes; a maximum Mach number of 0.91 was obtained. Both open-loop and closed-loop data were of exceptionally high quality. Although the flutter-suppression system provided augmented damping at speeds below the flutter boundary, an error in the implementation of the system resulted in the system being less stable than predicted. The vehicle encountered system-on flutter shortly after crossing the open-loop flutter boundary on the third flight and was lost. The aircraft was rebuilt. Changes made in real-time test techniques are included.

A comparison of the reproductive ability of Varroa destructor (Mesostigmata:Varroidae) in worker and drone brood of Africanized honey bees (Apis mellifera).

PubMed

Calderón, Rafael A; Zamora, Luis G; Van Veen, Johan W; Quesada, Mariela V

2007-01-01

Colony infestation by the parasitic mite, Varroa destructor is one of the most serious problems for beekeeping worldwide. In order to reproduce varroa females, enter worker or drone brood shortly before the cell is sealed. To test the hypothesis that, due to the preference of mites to invade drone brood to reproduce, a high proportion of the mite reproduction should occur in drone cells, a comparative study of mite reproductive rate in worker and drone brood of Africanized honey bees (AHB) was done for 370 mites. After determining the number, developmental stage and sex of the offspring in worker cells, the foundress female mite was immediately transferred into an uninfested drone cell. Mite fertility in single infested worker and drone brood cells was 76.5 and 79.3%, respectively. There was no difference between the groups (X(2)= 0.78, P = 0.37). However, one of the most significant differences in mite reproduction was the higher percentage of mites producing viable offspring (cells that contain one live adult male and at least one adult female mite) in drone cells (38.1%) compared to worker cells (13.8%) (X(2)= 55.4, P < 0.01). Furthermore, a high level of immature offspring occurred in worker cells and not in drone cells (X(2)= 69, P < 0.01). Although no differences were found in the percentage of non-reproducing mites, more than 74% (n = 85) of the mites that did not reproduce in worker brood, produced offspring when they were transferred to drone brood.

Evaluation of drone brood removal for management of Varroa destructor (Acari: Varroidae) in colonies of Apis mellifera (Hymenoptera: Apidae) in the northeastern United States.

PubMed

Calderone, N W

2005-06-01

The efficacy of drone brood removal for the management of Varroa destructor Anderson & Trueman in colonies of the honey bee, A. mellifera L., was evaluated. Colonies were treated with CheckMite+ in the fall of 2002. The following spring, quantities of bees and brood were equalized, but colonies were not retreated. The brood nest of each colony consisted of 18 full-depth worker combs and two full-depth drone combs. Each worker comb had <12.9 cm2 of drone cells. Standard management practices were used throughout the season. Colonies were randomly assigned to one of two groups. In the control group, drone combs remained in place throughout the season. In the treatment group, drone combs were removed on 16 June, 16 July, 16 August, and 16 September and replaced with empty drone combs (16 June) or with drone combs removed on the previous replacement date. In the early fall, the average mite-to-bee ratio in the control group was significantly greater than the corresponding ratio in the treatment group. Drone brood removal did not adversely affect colony health as measured by the size of the worker population or by honey production. Fall worker populations were similar in the two groups. Honey production in treatment colonies was greater than or similar to production in control colonies. These data demonstrate that drone brood removal can serve as a valuable component in an integrated pest management program for V. destructor and may reduce the need for other treatments on a colony-by-colony basis.

Extensive population admixture on drone congregation areas of the giant honeybee, Apis dorsata (Fabricius, 1793).

PubMed

Beaurepaire, Alexis L; Kraus, Bernard F; Koeniger, Gudrun; Koeniger, Nikolaus; Lim, Herbert; Moritz, Robin F A

2014-12-01

The giant honeybee Apis dorsata often forms dense colony aggregations which can include up to 200 often closely related nests in the same location, setting the stage for inbred matings. Yet, like in all other Apis species, A. dorsata queens mate in mid-air on lek like drone congregation areas (DCAs) where large numbers of males gather in flight. We here report how the drone composition of A. dorsata DCAs facilitates outbreeding, taking into the account both spatial (three DCAs) and temporal (subsequent sampling days) dynamics. We compared the drones' genotypes at ten microsatellite DNA markers with those of the queen genotypes of six drone-producing colonies located close to the DCAs (Tenom, Sabah, Malaysia). None of 430 sampled drones originated from any of these nearby colonies. Moreover, we estimated that 141 unidentified colonies were contributing to the three DCAs. Most of these colonies were participating multiple times in the different locations and/or during the consecutive days of sampling. The drones sampled in the DCAs could be attributed to six subpopulations. These were all admixed in all DCA samples, increasing the effective population size an order of magnitude and preventing matings between potentially related queens and drones.

Contribution of honeybee drones of different age to colonial thermoregulation*

PubMed Central

Kovac, Helmut; Stabentheiner, Anton; Brodschneider, Robert

2011-01-01

In addition to honeybee workers, drones also contribute to colonial thermoregulation. We show the drones’ contribution to thermoregulation at 5 different experimental temperatures ranging from 15–34 °C. The frequency and the degree of endothermy depended on the drones’ local ambient temperature and age. Location on brood or non-brood areas had no influence. The frequency of endothermic drones and the intensity of endothermy increased with decreasing temperature. 30% of drones of 8 days and older heated their thorax by more than 1 °C above the abdomen. The youngest drones (0–2 days) did not exceed this level of endothermy. Though young drones were less often engaged in active heat production, their contribution to brood warming was not insignificant because their abundance on the brood nest was 3.5 times higher than that of the oldest drones (≥13 days). Results suggest that the stimulus for the drones’ increased frequency of heating at low experimental temperatures was their low local ambient air and/or comb temperature. PMID:22140282

Coordination Between the Sexes Constrains the Optimization of Reproductive Timing in Honey Bee Colonies.

PubMed

Lemanski, Natalie J; Fefferman, Nina H

2017-06-01

Honeybees are an excellent model system for examining how trade-offs shape reproductive timing in organisms with seasonal environments. Honeybee colonies reproduce two ways: producing swarms comprising a queen and thousands of workers or producing males (drones). There is an energetic trade-off between producing workers, which contribute to colony growth, and drones, which contribute only to reproduction. The timing of drone production therefore determines both the drones' likelihood of mating and when colonies reach sufficient size to swarm. Using a linear programming model, we ask when a colony should produce drones and swarms to maximize reproductive success. We find the optimal behavior for each colony is to produce all drones prior to swarming, an impossible solution on a population scale because queens and drones would never co-occur. Reproductive timing is therefore not solely determined by energetic trade-offs but by the game theoretic problem of coordinating the production of reproductives among colonies.

Mortality data in the age of drones ‡.

PubMed

Carruthers, Elspeth

2018-03-01

Mortality data plays an essential role in shaping humanitarian, legal and ethical responses to conflict situations. The rise of drone warfare poses new questions regarding the accuracy and reliability of mortality data in conflict. This article examines some of the methodological and political challenges to collecting mortality data in drone warfare, and how the way in which drones are framed in public discourse contributes to these challenges.

About infrared scanning of photovoltaic solar plant

NASA Astrophysics Data System (ADS)

Kauppinen, T.; Panouillot, P.-E.; Siikanen, S.; Athanasakou, E.; Baltas, P.; Nikopoulous, B.

2015-05-01

The paper is discussing about infrared scanning of PV solar plants. It is important that the performance of each solar panel and cell is verified. One new possibility compared to traditional ground-based scanning (handheld camera) is the utilization of UAV (Unmanned Aerial Vehicle). In this paper results from a PV solar Plant in Western Greece are introduced. The nominal power of the solar plants were 0, 9 MW and 2 MW and they were scanned both by a ground-controlled drone and by handheld equipment. It is essential to know all the factors effecting to results and also the time of scanning is important. The results done from the drone and from ground-based scanning are compared; also results from various altitudes and time of day are discussed. The UAV (Unmanned Aerial Vehicle/RPAS (Remote Piloted Aircraft Systems) will give an excellent opportunity to monitor various targets which are impossible or difficult to access from the ground. Compared to fixed-wing and helicopter-based platforms it will give advantages but also this technology has limitations. One limitation is the weight of the equipment and the short operational range and short flight time. Also valid procedures must be created for different solutions in the future. The most important thing, as in all infrared thermography applications, is the proper interpretation of results.

Drone Use in Monioring Open Ocean Surface Debris, Including Paired Manta and Tucker Trawls for Relateing Sea State to Vertical Debris Distribution

NASA Astrophysics Data System (ADS)

Lattin, G.

2016-02-01

Monitoring debris at sea presents challenges not found in beach or riverine habitats, and is typically done with trawl nets of various apertures and mesh sizes, which limits the size of debris captured and the area surveyed. To partially overcome these limitations in monitoring floating debris, a Quadcopter drone with video transmitting and recording capabilities was deployed at the beginning and the end of manta trawl transects within the North Pacific Subtropical Gyre's eastern convergence zone. Subsurface tucker trawls at 10 meters were conducted at the same time as the manta trawls, in order to assess the effect of sea state on debris dispersal. Trawls were conducted on an 11 station grid used repeatedly since 1999. For drone observations, the operator and observer were stationed on the mother ship while two researchers collected observed debris using a rigid inflatable boat (RIB). The drone was flown to a distance of approximately 100 meters from the vessel in a zigzag or circular search pattern. Here we examine issues arising from drone deployment during the survey: 1) relation of area surveyed by drone to volume of water passing through trawl; 2) retrieval of drone-spotted and associated RIB spotted debris. 3) integrating post- flight image analysis into retrieved debris quantification; and 4) factors limiting drone effectiveness at sea. During the survey, debris too large for the manta trawl was spotted by the drone, and significant debris not observed using the drone was recovered by the RIB. The combination of drone sightings, RIB retrieval, and post flight image analysis leads to improved monitoring of debris at sea. We also examine the issue of the distribution of floating debris during sea states varying from 0-5 by comparing quantities from surface manta trawls to the tucker trawls at a nominal depth of 10 meters.

Using Recreational Drones to Promote STEM Learning

NASA Astrophysics Data System (ADS)

Olds, S. E.; Dahlman, L. E.; Mooney, M. E.; Russell, R. M.

2017-12-01

The popularity of unmanned aerial vehicles (UAVs or drones) as a fun, inexpensive (<$100), and easy to fly "toy" continues to grow yearly. Flying drones can also serve as a great entry point to stimulate curiosity and encourage students to engage in science, technology, engineering, and math (STEM) investigations. Leveraging the popularity of recreational drones, the Education Committee at the Earth System Information Partners (ESIP) has worked with educators, researchers, and data scientists to develop a Drones for STEM initiative to inspire learners to use drones as a platform to collect and analyze local-scale data using lightweight cameras and/or sensors. In 2016, the initiative developed learning activity outlines and piloted the materials at an ESIP-sponsored teacher workshop and National Science Teacher Association sessions. After incorporating feedback from those sessions, ESIP collaborated with the UCAR Center for Science Education to publish finalized activities. Available on the UCAR SciEd website (SciEd.ucar.edu/engineering-activities), the activities encompass skills to measure drone payload, flight height, and velocity. Investigations also encourage the use of repeat photography, comparing images from drones and satellites, and creating 3D structure from motion (SfM) models from overlapping photographs. The site also offers general guidance to develop science projects or science fair investigations using Next Generation Science Standards science and engineering practices. To encourage the use of drones in STEM, UNAVCO and NOAA staff, sponsored by ESIP, led two hands-on workshops this summer; a three half-day workshop at the Earth Educator Rendezvous (EER) and a half-day session during the ESIP Educator Workshop. Participants practiced UAV flying skills, experimented with lightweight sensors, and learned about current drone-enhanced research projects. In small groups, they tested existing activities and designed student-focused investigations. Examples of projects include measuring aeromagnetics, developing 3D topographic models, creating vertical profiles over various land-surfaces at different temporal intervals, and developing a multi-semester drone-focused curriculum. This presentation will elaborate upon the workshops, learning materials, and insights.

Person identification from aerial footage by a remote-controlled drone.

PubMed

Bindemann, Markus; Fysh, Matthew C; Sage, Sophie S K; Douglas, Kristina; Tummon, Hannah M

2017-10-19

Remote-controlled aerial drones (or unmanned aerial vehicles; UAVs) are employed for surveillance by the military and police, which suggests that drone-captured footage might provide sufficient information for person identification. This study demonstrates that person identification from drone-captured images is poor when targets are unfamiliar (Experiment 1), when targets are familiar and the number of possible identities is restricted by context (Experiment 2), and when moving footage is employed (Experiment 3). Person information such as sex, race and age is also difficult to access from drone-captured footage (Experiment 4). These findings suggest that such footage provides a particularly poor medium for person identification. This is likely to reflect the sub-optimal quality of such footage, which is subject to factors such as the height and velocity at which drones fly, viewing distance, unfavourable vantage points, and ambient conditions.

Queen volatiles as a modulator of Tetragonisca angustula drone behavior.

PubMed

Fierro, Macario M; Cruz-López, Leopoldo; Sánchez, Daniel; Villanueva-Gutiérrez, Rogel; Vandame, Remy

2011-11-01

Tetragonisca angustula mating occurs during the virgin queen nuptial flight, usually in the presence of a drone congregation area (DCA). The presence of virgin queen pheromone is considered the trigger for DCA establishment, although this has not been demonstrated experimentally. We established meliponaries, in different habitats, with T. angustula virgin queens during the main drone reproduction period. Eight DCAs were observed in urban areas, and all established outside or near colonies containing at least one virgin queen. The accumulation of drones in the DCAs occurred from 08:00 to 18:00 h and over 3-35 days. The number of drones in DCAs ranged from 60 to 2,000. In field trials, drones were attracted to virgin queens and also, unexpectedly, to physogastric queens. Volatiles collected from both virgin and physogastric queens elicited strong electoantennogram (EAG) responses from drones. Virgin and physogastric queen volatiles were qualitatively similar, but quantitatively different, in chemical composition. The queen's abdomen was the principal source of these compounds. Isopropyl hexanoate (IPH), the most abundant compound in virgin queen volatiles and one of the most abundant in physogastric queen volatiles, was identified as one of the compounds that elicited EAG responses and was demonstrated to attract drones in a field test.

Proteome Analysis Unravels Mechanism Underling the Embryogenesis of the Honeybee Drone and Its Divergence with the Worker (Apis mellifera lingustica).

PubMed

Fang, Yu; Feng, Mao; Han, Bin; Qi, Yuping; Hu, Han; Fan, Pei; Huo, Xinmei; Meng, Lifeng; Li, Jianke

2015-09-04

The worker and drone bees each contain a separate diploid and haploid genetic makeup, respectively. Mechanisms regulating the embryogenesis of the drone and its mechanistic difference with the worker are still poorly understood. The proteomes of the two embryos at three time-points throughout development were analyzed by applying mass spectrometry-based proteomics. We identified 2788 and 2840 proteins in the worker and drone embryos, respectively. The age-dependent proteome driving the drone embryogenesis generally follows the worker's. The two embryos however evolve a distinct proteome setting to prime their respective embryogenesis. The strongly expressed proteins and pathways related to transcriptional-translational machinery and morphogenesis at 24 h drone embryo relative to the worker, illustrating the earlier occurrence of morphogenesis in the drone than worker. These morphogenesis differences remain through to the middle-late stage in the two embryos. The two embryos employ distinct antioxidant mechanisms coinciding with the temporal-difference organogenesis. The drone embryo's strongly expressed cytoskeletal proteins signify key roles to match its large body size. The RNAi induced knockdown of the ribosomal protein offers evidence for the functional investigation of gene regulating of honeybee embryogenesis. The data significantly expand novel regulatory mechanisms governing the embryogenesis, which is potentially important for honeybee and other insects.

Development and application of an optimization procedure for flutter suppression using the aerodynamic energy concept

NASA Technical Reports Server (NTRS)

Nissim, E.; Abel, I.

1978-01-01

An optimization procedure is developed based on the responses of a system to continuous gust inputs. The procedure uses control law transfer functions which have been partially determined by using the relaxed aerodynamic energy approach. The optimization procedure yields a flutter suppression system which minimizes control surface activity in a gust environment. The procedure is applied to wing flutter of a drone aircraft to demonstrate a 44 percent increase in the basic wing flutter dynamic pressure. It is shown that a trailing edge control system suppresses the flutter instability over a wide range of subsonic mach numbers and flight altitudes. Results of this study confirm the effectiveness of the relaxed energy approach.

Distribution of dilemma zone after intelligent transportation system established

NASA Astrophysics Data System (ADS)

Deng, Yuanchang; Yang, Huiqin; Wu, Linying

2017-03-01

Dilemma zone refers to an area where vehicles can neither clear the intersection during the yellow interval nor stop safely before the stop line. The purpose of this paper is to analyzing the distribution of two types of dilemma zone after intelligent transportation system (ITS) established at Outer Ring Roads signalized intersections in Guangzhou Higher Education Mega Center. To collect field data a drone aircraft was used. When calculating the type II dilemma zone's distribution, we considered the information of drivers' aggressiveness, which was classified by driving speed and type I dilemma zone as well. We also compared the two types dilemma zone's distribution before and after ITS established and analyzed the changes, which was brought by ITS.

Hierarchy in air travel: Few large and many small

NASA Astrophysics Data System (ADS)

Bejan, A.; Chen, R.; Lorente, S.; Wen, C. Y.

2017-07-01

Here, we document the diversity of commercial aircraft models and bodies in use during the past five decades. Special emphasis is on the models that have moved humanity across the globe during the past three decades. The first objective is to show that the apparent diversity is in fact underpinned (sustained) by organization, which is a distinct hierarchy of "few large and many small" coexisting and moving people harmoniously everywhere. The second objective is to rely on the emerging hierarchy in order to predict for the future how few the even bigger models will be and how more numerous the even smaller models (e.g., drones for package delivery) will be, naturally.

Computational Analysis of Multi-Rotor Flows

NASA Technical Reports Server (NTRS)

Yoon, Seokkwan; Lee, Henry C.; Pulliam, Thomas H.

2016-01-01

Interactional aerodynamics of multi-rotor flows has been studied for a quadcopter representing a generic quad tilt-rotor aircraft in hover. The objective of the present study is to investigate the effects of the separation distances between rotors, and also fuselage and wings on the performance and efficiency of multirotor systems. Three-dimensional unsteady Navier-Stokes equations are solved using a spatially 5th order accurate scheme, dual-time stepping, and the Detached Eddy Simulation turbulence model. The results show that the separation distances as well as the wings have significant effects on the vertical forces of quadroror systems in hover. Understanding interactions in multi-rotor flows would help improve the design of next generation multi-rotor drones.

Closeup of QF-106 release hook for Eclipse program

NASA Technical Reports Server (NTRS)

1997-01-01

View of the release hook on the QF-106 that allowed the pilot to release the tow rope extending from the C-141A tow plane in the Eclipse project. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Drones for Provision of Flotation Support in Simulated Drowning.

PubMed

Bäckman, Anders; Hollenberg, Jacob; Svensson, Leif; Ringh, Mattias; Nordberg, Per; Djärv, Therese; Forsberg, Sune; Hernborg, Olof; Claesson, Andreas

The feasibility and potential of using drones for providing flotation devices in cases of drowning have not yet been assessed. We hypothesize that a drone carrying an inflatable life buoy is a faster way to provide flotation compared with traditional methods. The purpose of this study is to explore the feasibility and efficiency of using a drone for delivering and providing flotation support to conscious simulated drowning victims. A simulation study was performed with a simulated drowning victim 100 m from the shore. A drone (DJI Phantom 4; dji, Shenzhen, China) equipped with an inflatable life buoy of 60 N was compared with traditional surf rescue swimming for providing flotation. The primary outcome was delay (minutes:seconds). A total number of 30 rescues were performed with a median time to delivery of the floating device of 30 seconds (interquartile range [IQR] = 24-32 seconds) for the drone compared with 65 seconds (IQR = 60-77 seconds) with traditional rescue swimming (P < .001). The drone had an accuracy of 100% in dropping the inflatable life buoy < 5 m from the victim, with a median of 1 m (IQR = 1-2 m). Using drones to deliver inflatable life buoys is safe and may be a faster method to provide early flotation devices to conscious drowning victims compared with rescue swimming. Copyright © 2018 Air Medical Journal Associates. Published by Elsevier Inc. All rights reserved.

Western honeybee drones and workers (Apis mellifera ligustica) have different olfactory mechanisms than eastern honeybees (Apis cerana cerana).

PubMed

Woltedji, Dereje; Song, Feifei; Zhang, Lan; Gala, Alemayehu; Han, Bin; Feng, Mao; Fang, Yu; Li, Jianke

2012-09-07

The honeybees Apis mellifera ligustica (Aml) and Apis cerana cerana (Acc) are two different western and eastern bee species that evolved in distinct ecologies and developed specific antennal olfactory systems for their survival. Knowledge of how their antennal olfactory systems function in regards to the success of each respective bee species is scarce. We compared the antennal morphology and proteome between respective sexually mature drones and foraging workers of both species using a scanning electron microscope, two-dimensional electrophoresis, mass spectrometry, bioinformatics, and quantitative real-time polymerase chain reaction. Despite the general similarities in antennal morphology of the drone and worker bees between the two species, a total of 106 and 100 proteins altered their expression in the drones' and the workers' antennae, respectively. This suggests that the differences in the olfactory function of each respective bee are supported by the change of their proteome. Of the 106 proteins that altered their expression in the drones, 72 (68%) and 34 (32%) were overexpressed in the drones of Aml and Acc, respectively. The antennae of the Aml drones were built up by the highly expressed proteins that were involved in carbohydrate metabolism and energy production, molecular transporters, antioxidation, and fatty acid metabolism in contrast to the Acc drones. This is believed to enhance the antennal olfactory functions of the Aml drones as compared to the Acc drones during their mating flight. Likewise, of the 100 proteins with expression changes between the worker bees of the two species, 67% were expressed in higher levels in the antennae of Aml worker contrasting to 33% in the Acc worker. The overall higher expressions of proteins related to carbohydrate metabolism and energy production, molecular transporters, and antioxidation in the Aml workers compared with the Acc workers indicate the Aml workers require more antennal proteins for their olfactory mechanisms to perform efficient foraging activities than do the Acc worker bees. These data decipher the mechanisms of the western and eastern drone and worker bees acting in response to their different olfactory system in their distinct ecosystem.

Emailing Drones: From Design to Test Range to ARS Offices and into the Field

NASA Astrophysics Data System (ADS)

Fuka, D. R.; Singer, S.; Rodriguez, R., III; Collick, A.; Cunningham, A.; Kleinman, P. J. A.; Manoukis, N. C.; Matthews, B.; Ralston, T.; Easton, Z. M.

2017-12-01

Unmanned aerial vehicles (UAVs or `drones') are one of the newest tools available for collecting geo- and biological-science data in the field, though today's commercial drones only come in a small range of options. While scientific research has benefitted from the enhanced topographic and surface characterization data that UAVs can provide through traditional image based remote sensing techniques, drones have significantly greater mission-specific potential than are currently utilized. The reasons for this under-utilization are twofold, 1) because with their broad capabilities comes the need to be careful in implementation, and as such, FAA and other regulatory agencies around the world have blanket regulations that can inhibit new designs from being implemented, and 2) current multi-mission-multi-payload commercial drones have to be over-designed to compensate for the fact that they are very difficult to stabilize for multiple payloads, leading to a much higher cost than necessary. For this project, we explore and demonstrate a workflow to optimize the design, testing, approval, and implementation of embarrassingly inexpensive mission specific drones, with two use cases. The first will follow the process from design (at VTech and UH Hilo) to field implementation (by USDA-ARS in PA and Extension in VA) of several custom water quality monitoring drones, printed on demand at ARS and Extension offices after testing at the Pan-Pacific UAS Test Range Complex (PPUTRC). This type of customized drone can allow for an increased understanding in the transition from non-point source to point source agri-chemical and pollutant transport in watershed systems. The second use case will follow the same process, resulting in customized drones with pest specific traps built into the design. This class of customized drone can facilitate IPM pest monitoring programs nationwide, decreasing the intensive and costly quarantine and population elimination measures that currently exist. This multi-institutional project works toward an optimized workflow where scientists can quickly 1) customize drones to meet specific purposes, 2) have them tested in FAA Test Ranges, and 3) get them certified and working in the field, while 4) cutting their cost to significantly less than what is currently available.

Strategic Design for Delivery with Linked Transportation Assets : Trucks and Drones

DOT National Transportation Integrated Search

2018-01-01

Home delivery by drones as an alternative or complement to traditional delivery by trucks is attracting considerable attention from major retailers and services, as well as startups. While drone delivery may offer considerable economic savings, the f...

Lethal Surveillance: Drones and the Geo-History of Modern War

NASA Astrophysics Data System (ADS)

Kindervater, Katharine Hall

Interdisciplinary both in scope and method, my dissertation, Lethal Surveillance: Drones and the Geo-History of Modern War, examines the history of drone technology from the start of the 20th century to the present in order to understand the significance of the increasing centrality of drones to current American military engagements and security practices more generally. Much of the scholarship on drones and many other contemporary military technologies tends to view the technology as radically new, missing both the historical development of these objects as well as the perspectives and rationalities that are embedded in their use. For this research, I focused on three main periods of drone research and development: the early years of World War I and II in the UK, the Cold War, and the 1990s. In studying this history of the drone, I found that two key trends emerge as significant: the increasing importance of information to warfare under the rubric of intelligence, reconnaissance and surveillance; and a shift toward more dynamic, speedier, and individualized targeting practices. I argue that the widespread use of drones today thus represents the culmination of attempts in war to effectively link these two trends, creating a practice I call lethal surveillance -- with the armed Predator effectively closing the loop between identifying and killing targets. The concept of lethal surveillance, which in my dissertation I place squarely within the histories of modern scientific thinking and Western liberal governance, allows us to see how techniques of Western state power and knowledge production are merging with practices of killing and control in new ways, causing significant changes to both the operations of the state and to practices of war. Framing the drone through the lens of lethal surveillance, therefore, allows us to see the longer histories the drone is embedded in as well as other security practices it is connected to.

Virgin queen attraction toward males in honey bees.

PubMed

Bastin, Florian; Cholé, Hanna; Lafon, Grégory; Sandoz, Jean-Christophe

2017-07-24

Although the honeybee is a crucial agricultural agent and a prominent scientific model organism, crucial aspects of its reproductive behaviour are still unknown. During the mating season, honeybee males, the drones, gather in congregations 10-40 m above ground. Converging evidence suggests that drones emit a pheromone that can attract other drones, thereby increasing the size of the congregation. Virgin queens join the vicinity of the congregation after it has formed, and mate with as many as 20 males in mid-air. It is still unclear which sensory cues help virgin queens find drone congregations in the first place. Beside visual cues for long-range orientation, queens may use olfactory cues. We thus tested virgin queens' olfactory orientation on a walking simulator in which they have full control over odour stimulation. We show that sexually-mature virgin queens are attracted to the odour bouquet from a group of living drones. They are not attracted to the bouquet from a group of workers. In addition, non-sexually receptive females (workers) of the same age are not attracted to the drone odour bouquet. Interpreted in the context of mating, these results may suggest that virgin queens use volatile olfactory cues from the drones to find the congregations.

AR.Drone: security threat analysis and exemplary attack to track persons

NASA Astrophysics Data System (ADS)

Samland, Fred; Fruth, Jana; Hildebrandt, Mario; Hoppe, Tobias; Dittmann, Jana

2012-01-01

In this article we illustrate an approach of a security threat analysis of the quadrocopter AR.Drone, a toy for augmented reality (AR) games. The technical properties of the drone can be misused for attacks, which may relate security and/or privacy aspects. Our aim is to sensitize for the possibility of misuses and the motivation for an implementation of improved security mechanisms of the quadrocopter. We focus primarily on obvious security vulnerabilities (e.g. communication over unencrypted WLAN, usage of UDP, live video streaming via unencrypted WLAN to the control device) of this quadrocopter. We could practically verify in three exemplary scenarios that this can be misused by unauthorized persons for several attacks: high-jacking of the drone, eavesdropping of the AR.Drones unprotected video streams, and the tracking of persons. Amongst other aspects, our current research focuses on the realization of the attack of tracking persons and objects with the drone. Besides the realization of attacks, we want to evaluate the potential of this particular drone for a "safe-landing" function, as well as potential security enhancements. Additionally, in future we plan to investigate an automatic tracking of persons or objects without the need of human interactions.

Outbreeding and lack of temporal genetic structure in a drone congregation of the neotropical stingless bee Scaptotrigona mexicana

PubMed Central

Mueller, Matthias Y; Moritz, Robin FA; Kraus, F Bernhard

2012-01-01

Drone aggregations are a widespread phenomenon in many stingless bee species (Meliponini), but the ultimate and proximate causes for their formation are still not well understood. One adaptive explanation for this phenomenon is the avoidance of inbreeding, which is especially detrimental for stingless bees due to the combined effects of the complementary sex-determining system and the small effective population size caused by eusociality and monandry. We analyzed the temporal genetic dynamics of a drone aggregation of the stingless bee Scaptotrigona mexicana with microsatellite markers over a time window of four weeks. We estimated the drones of the aggregation to originate from a total of 55 colonies using sibship re-construction. There was no detectable temporal genetic differentiation or sub-structuring in the aggregation. Most important, we could exclude all colonies in close proximity of the aggregation as origin of the drones in the aggregation, implicating that they originate from more distant colonies. We conclude that the diverse genetic composition and the distant origin of the drones of the S. mexicana drone congregation provides an effective mechanism to avoid mating among close relatives. PMID:22833802

Extensive population admixture on drone congregation areas of the giant honeybee, Apis dorsata (Fabricius, 1793)

PubMed Central

Beaurepaire, Alexis L; Kraus, Bernard F; Koeniger, Gudrun; Koeniger, Nikolaus; Lim, Herbert; Moritz, Robin F A

2014-01-01

The giant honeybee Apis dorsata often forms dense colony aggregations which can include up to 200 often closely related nests in the same location, setting the stage for inbred matings. Yet, like in all other Apis species, A. dorsata queens mate in mid-air on lek like drone congregation areas (DCAs) where large numbers of males gather in flight. We here report how the drone composition of A. dorsata DCAs facilitates outbreeding, taking into the account both spatial (three DCAs) and temporal (subsequent sampling days) dynamics. We compared the drones’ genotypes at ten microsatellite DNA markers with those of the queen genotypes of six drone-producing colonies located close to the DCAs (Tenom, Sabah, Malaysia). None of 430 sampled drones originated from any of these nearby colonies. Moreover, we estimated that 141 unidentified colonies were contributing to the three DCAs. Most of these colonies were participating multiple times in the different locations and/or during the consecutive days of sampling. The drones sampled in the DCAs could be attributed to six subpopulations. These were all admixed in all DCA samples, increasing the effective population size an order of magnitude and preventing matings between potentially related queens and drones. PMID:25558361

Outbreeding and lack of temporal genetic structure in a drone congregation of the neotropical stingless bee Scaptotrigona mexicana.

PubMed

Mueller, Matthias Y; Moritz, Robin Fa; Kraus, F Bernhard

2012-06-01

Drone aggregations are a widespread phenomenon in many stingless bee species (Meliponini), but the ultimate and proximate causes for their formation are still not well understood. One adaptive explanation for this phenomenon is the avoidance of inbreeding, which is especially detrimental for stingless bees due to the combined effects of the complementary sex-determining system and the small effective population size caused by eusociality and monandry. We analyzed the temporal genetic dynamics of a drone aggregation of the stingless bee Scaptotrigona mexicana with microsatellite markers over a time window of four weeks. We estimated the drones of the aggregation to originate from a total of 55 colonies using sibship re-construction. There was no detectable temporal genetic differentiation or sub-structuring in the aggregation. Most important, we could exclude all colonies in close proximity of the aggregation as origin of the drones in the aggregation, implicating that they originate from more distant colonies. We conclude that the diverse genetic composition and the distant origin of the drones of the S. mexicana drone congregation provides an effective mechanism to avoid mating among close relatives.

Combining Remote Temperature Sensing with in-Situ Sensing to Track Marine/Freshwater Mixing Dynamics

PubMed Central

McCaul, Margaret; Barland, Jack; Cleary, John; Cahalane, Conor; McCarthy, Tim; Diamond, Dermot

2016-01-01

The ability to track the dynamics of processes in natural water bodies on a global scale, and at a resolution that enables highly localised behaviour to be visualized, is an ideal scenario for understanding how local events can influence the global environment. While advances in in-situ chem/bio-sensing continue to be reported, costs and reliability issues still inhibit the implementation of large-scale deployments. In contrast, physical parameters like surface temperature can be tracked on a global scale using satellite remote sensing, and locally at high resolution via flyovers and drones using multi-spectral imaging. In this study, we show how a much more complete picture of submarine and intertidal groundwater discharge patterns in Kinvara Bay, Galway can be achieved using a fusion of data collected from the Earth Observation satellite (Landsat 8), small aircraft and in-situ sensors. Over the course of the four-day field campaign, over 65,000 in-situ temperatures, salinity and nutrient measurements were collected in parallel with high-resolution thermal imaging from aircraft flyovers. The processed in-situ data show highly correlated patterns between temperature and salinity at the southern end of the bay where freshwater springs can be identified at low tide. Salinity values range from 1 to 2 ppt at the southern end of the bay to 30 ppt at the mouth of the bay, indicating the presence of a freshwater wedge. The data clearly show that temperature differences can be used to track the dynamics of freshwater and seawater mixing in the inner bay region. This outcome suggests that combining the tremendous spatial density and wide geographical reach of remote temperature sensing (using drones, flyovers and satellites) with ground-truthing via appropriately located in-situ sensors (temperature, salinity, chemical, and biological) can produce a much more complete and accurate picture of the water dynamics than each modality used in isolation. PMID:27589770

Combining Remote Temperature Sensing with in-Situ Sensing to Track Marine/Freshwater Mixing Dynamics.

PubMed

McCaul, Margaret; Barland, Jack; Cleary, John; Cahalane, Conor; McCarthy, Tim; Diamond, Dermot

2016-08-31

The ability to track the dynamics of processes in natural water bodies on a global scale, and at a resolution that enables highly localised behaviour to be visualized, is an ideal scenario for understanding how local events can influence the global environment. While advances in in-situ chem/bio-sensing continue to be reported, costs and reliability issues still inhibit the implementation of large-scale deployments. In contrast, physical parameters like surface temperature can be tracked on a global scale using satellite remote sensing, and locally at high resolution via flyovers and drones using multi-spectral imaging. In this study, we show how a much more complete picture of submarine and intertidal groundwater discharge patterns in Kinvara Bay, Galway can be achieved using a fusion of data collected from the Earth Observation satellite (Landsat 8), small aircraft and in-situ sensors. Over the course of the four-day field campaign, over 65,000 in-situ temperatures, salinity and nutrient measurements were collected in parallel with high-resolution thermal imaging from aircraft flyovers. The processed in-situ data show highly correlated patterns between temperature and salinity at the southern end of the bay where freshwater springs can be identified at low tide. Salinity values range from 1 to 2 ppt at the southern end of the bay to 30 ppt at the mouth of the bay, indicating the presence of a freshwater wedge. The data clearly show that temperature differences can be used to track the dynamics of freshwater and seawater mixing in the inner bay region. This outcome suggests that combining the tremendous spatial density and wide geographical reach of remote temperature sensing (using drones, flyovers and satellites) with ground-truthing via appropriately located in-situ sensors (temperature, salinity, chemical, and biological) can produce a much more complete and accurate picture of the water dynamics than each modality used in isolation.

Advanced Concept

NASA Image and Video Library

1999-10-21

This artist’s concept depicts a Magnetic Launch Assist vehicle in orbit. Formerly referred to as the Magnetic Levitation (Maglev) system, the Magnetic Launch Assist system is a launch system developed and tested by engineers at the Marshall Space Flight Center (MSFC) that could levitate and accelerate a launch vehicle along a track at high speeds before it leaves the ground. Using electricity and magnetic fields, a Magnetic Launch Assist system would drive a spacecraft along a horizontal track until it reaches desired speeds. The system is similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway. A full-scale, operational track would be about 1.5-miles long, capable of accelerating a vehicle to 600 mph in 9.5 seconds, and the vehicle would then shift to rocket engines for launch into orbit. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Design for Survivability: An Approach to Assured Autonomy

NASA Technical Reports Server (NTRS)

Alexandrov, Natalia M.; Ozoroski, Thomas A.

2016-01-01

Rapidly expanding unmanned air traffic includes and will continue to include non-cooperative participants. Non-cooperative behavior may be due to technical failure, a lack of appropriate equipment, a careless or malicious operator. Regardless of the cause, the outcome remains: growing density of non-cooperative traffic will increase the risk of collision between unmanned vehicles and aircraft carrying humans. As a result, the degraded safety of airspace may limit access to airspace, with adverse consequences for the traveling public and the economy. Because encounters with small non-cooperative objects, such as birds or wayward drones, can happen too rapidly for an external control system to mitigate them, it is imperative that the aircraft that carry humans survive encounters with non-cooperative vehicles. To-date, design for survivability has been practiced explicitly in the military domain. Survivability against collisions in civil aviation has been limited to tolerances against bird strikes; and these tolerances have proved inadequate on occasion. The growing risk of collision with unmanned vehicles now requires the development of survivability discipline for civilian transport aircraft. The new discipline must be infused into multidisciplinary design methods, on par with traditional disciplines. In this paper, we report on a preliminary study of survivability considerations for the civil aviation domain.

Dragon Drone UAV System

DTIC Science & Technology

2003-09-02

TYPE N/A 3. DATES COVERED - 4. TITLE AND SUBTITLE Dragon Drone UAV System 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER...ABSTRACT unclassified c. THIS PAGE unclassified Standard Form 298 (Rev. 8-98) Prescribed by ANSI Std Z39-18 A E R O S Y S T E M S BAI’s Dragon Drone ...the hundreds. BAI’s Dragon Drone system is the result of combining new ideas and emerging technologies with the in-depth knowl- edge gained from real

Optimizing a Drone Network to Deliver Automated External Defibrillators.

PubMed

Boutilier, Justin J; Brooks, Steven C; Janmohamed, Alyf; Byers, Adam; Buick, Jason E; Zhan, Cathy; Schoellig, Angela P; Cheskes, Sheldon; Morrison, Laurie J; Chan, Timothy C Y

2017-06-20

Public access defibrillation programs can improve survival after out-of-hospital cardiac arrest, but automated external defibrillators (AEDs) are rarely available for bystander use at the scene. Drones are an emerging technology that can deliver an AED to the scene of an out-of-hospital cardiac arrest for bystander use. We hypothesize that a drone network designed with the aid of a mathematical model combining both optimization and queuing can reduce the time to AED arrival. We applied our model to 53 702 out-of-hospital cardiac arrests that occurred in the 8 regions of the Toronto Regional RescuNET between January 1, 2006, and December 31, 2014. Our primary analysis quantified the drone network size required to deliver an AED 1, 2, or 3 minutes faster than historical median 911 response times for each region independently. A secondary analysis quantified the reduction in drone resources required if RescuNET was treated as a large coordinated region. The region-specific analysis determined that 81 bases and 100 drones would be required to deliver an AED ahead of median 911 response times by 3 minutes. In the most urban region, the 90th percentile of the AED arrival time was reduced by 6 minutes and 43 seconds relative to historical 911 response times in the region. In the most rural region, the 90th percentile was reduced by 10 minutes and 34 seconds. A single coordinated drone network across all regions required 39.5% fewer bases and 30.0% fewer drones to achieve similar AED delivery times. An optimized drone network designed with the aid of a novel mathematical model can substantially reduce the AED delivery time to an out-of-hospital cardiac arrest event. © 2017 American Heart Association, Inc.

Current Counter-Drone Technology Solutions to Shield Airports and Approach and Departure Corridors

DOT National Transportation Integrated Search

2016-12-15

The proliferation of drones has the potential to harm people and property. In particular, drones flying near airports and airport approaches can cause flight disruptions, as well as other serious challenges and incidents. There is a need to understan...

Landscape Analysis of Drone Congregation Areas of the Honey Bee, Apis mellifera

PubMed Central

Galindo-Cardona, Alberto; Monmany, A. Carolina; Moreno-Jackson, Rafiné; Rivera-Rivera, Carlos; Huertas-Dones, Carlos; Caicedo-Quiroga, Laura; Giray, Tugrul

2012-01-01

Male honey bees fly and gather at Drone Congregation Areas (DCAs), where drones and queens mate in flight. DCAs occur in places with presumably characteristic features. Using previously described landscape characteristics and observations on flight direction of drones in nearby apiaries, 36 candidate locations were chosen across the main island of Puerto Rico. At these locations, the presence or absence of DCAs was tested by lifting a helium balloon equipped with queen-sex-pheromone-impregnated bait, and visually determining the presence of high numbers of drones. Because of the wide distribution of honey bees in Puerto Rico, it was expected that most of the potential DCAs would be used as such by drones and queens from nearby colonies. Eight DCAs were found in the 36 candidate locations. Locations with and without DCAs were compared in a landscape analysis including characteristics that were described to be associated with DCAs and others. Aspect (direction of slope) and density of trails were found to be significantly associated with the presence of DCAs. PMID:23451901

Characters that differ between diploid and haploid honey bee (Apis mellifera) drones.

PubMed

Herrmann, Matthias; Trenzcek, Tina; Fahrenhorst, Hartmut; Engels, Wolf

2005-12-30

Diploid males have long been considered a curiosity contradictory to the haplo-diploid mode of sex determination in the Hymenoptera. In Apis mellifera, 'false' diploid male larvae are eliminated by worker cannibalism immediately after hatching. A 'cannibalism substance' produced by diploid drone larvae to induce worker-assisted suicide has been hypothesized, but it has never been detected. Diploid drones are only removed some hours after hatching. Older larvae are evidently not regarded as 'false males' and instead are regularly nursed by the brood-attending worker bees. As the pheromonal cues presumably are located on the surface of newly hatched bee larvae, we extracted the cuticular secretions and analyzed their chemical composition by gas chromatograph-mass spectrometry (GC-MS) analyses. Larvae were sexed and then reared in vitro for up to three days. The GC-MS pattern that was obtained, with alkanes as the major compounds, was compared between diploid and haploid drone larvae. We also examined some physical parameters of adult drones. There was no difference between diploid and haploid males in their weight at the day of emergence. The diploid adult drones had fewer wing hooks and smaller testes. The sperm DNA content was 0.30 and 0.15 pg per nucleus, giving an exact 2:1 ratio for the gametocytes of diploid and haploid drones, respectively. Vitellogenin was found in the hemolymph of both types of imaginal drones at 5 to 6 days, with a significantly lower titer in the diploids.

Unmanned aircraft systems as a new source of disturbance for wildlife: A systematic review.

PubMed

Mulero-Pázmány, Margarita; Jenni-Eiermann, Susanne; Strebel, Nicolas; Sattler, Thomas; Negro, Juan José; Tablado, Zulima

2017-01-01

The use of small Unmanned Aircraft Systems (UAS; also known as "drones") for professional and personal-leisure use is increasing enormously. UAS operate at low altitudes (<500 m) and in any terrain, thus they are susceptible to interact with local fauna, generating a new type of anthropogenic disturbance that has not been systematically evaluated. To address this gap, we performed a review of the existent literature about animals' responses to UAS flights and conducted a pooled analysis of the data to determine the probability and intensity of the disturbance, and to identify the factors influencing animals' reactions towards the small aircraft. We found that wildlife reactions depended on both the UAS attributes (flight pattern, engine type and size of aircraft) and the characteristics of animals themselves (type of animal, life-history stage and level of aggregation). Target-oriented flight patterns, larger UAS sizes, and fuel-powered (noisier) engines evoked the strongest reactions in wildlife. Animals during the non-breeding period and in large groups were more likely to show behavioral reactions to UAS, and birds are more prone to react than other taxa. We discuss the implications of these results in the context of wildlife disturbance and suggest guidelines for conservationists, users and manufacturers to minimize the impact of UAS. In addition, we propose that the legal framework needs to be adapted so that appropriate actions can be undertaken when wildlife is negatively affected by these emergent practices.

Feasibility study of modifications to BQM-34E drone for NASA research applications

NASA Technical Reports Server (NTRS)

James, H. A.

1972-01-01

The feasibility of modifying an existing supersonic drone into a free-flight research vehicle is examined. Appropriate structural and control system modifications, reliability and operational considerations, and ROM costs indicate that the BQM-34E drone is indeed suitable as a NASA research vehicle.

A Case for Drones

ERIC Educational Resources Information Center

Preble, Brian C.

2015-01-01

The time has come for drones. The use of unmanned aerial vehicles played an integral and indispensable part in the United States' military operations during the wars in both Afghanistan and Iraq. Since then, drones have taken new forms, found their way into hobbyists' hands, and recently have played a role in postmodern transportation. Current…

Drones--ethical considerations and medical implications.

PubMed

Pepper, Tom

2012-01-01

Drones enhance military capability and form a potent element of force protection, allowing humans to be removed from hazardous environments and tedious jobs. However, there are moral, legal, and political dangers associated with their use. Although a time may come when it is possible to develop a drone that is able to autonomously and ethically engage a legitimate target with greater reliability than a human, until then military drones demand a crawl-walk-run development methodology, consent by military personnel for weapon use, and continued debate about the complex issues surrounding their deployment.

Captive chimpanzee takes down a drone: tool use toward a flying object.

PubMed

van Hooff, Jan A R A M; Lukkenaar, Bas

2015-10-01

On 10 April 2015, a Dutch TV crew was filming at the Royal Burgers Zoo in Arnhem, The Netherlands. It was the intention to film the chimpanzees in the enclosure from close-by and from above with the means of a drone. When the drone came a bit closer to the chimpanzees, a female individual made two sweeps with a branch that she held in one hand. The second one was successful and downed the drone. The use of the stick in this context was a unique action. It seemed deliberate given the decision to collect it and carry it to a place where the drone might be attacked. This episode adds to the indications that chimpanzees engage in forward planning of tool-use acts.

Differential antennal proteome comparison of adult honeybee drone, worker and queen (Apis mellifera L.).

PubMed

Fang, Yu; Song, Feifei; Zhang, Lan; Aleku, Dereje Woltedji; Han, Bin; Feng, Mao; Li, Jianke

2012-01-04

To understand the olfactory mechanism of honeybee antennae in detecting specific volatile compounds in the atmosphere, antennal proteome differences of drone, worker and queen were compared using 2-DE, mass spectrometry and bioinformatics. Therefore, 107 proteins were altered their expressions in the antennae of drone, worker and queen bees. There were 54, 21 and 32 up-regulated proteins in the antennae of drone, worker and queen, respectively. Proteins upregulated in the drone antennae were involved in fatty acid metabolism, antioxidation, carbohydrate metabolism and energy production, protein folding and cytoskeleton. Proteins upregulated in the antennae of worker and queen bees were related to carbohydrate metabolism and energy production while molecular transporters were upregulated in the queen antennae. Our results explain the role played by the antennae of drone is to aid in perceiving the queen sexual pheromones, in the worker antennae to assist for food search and social communication and in the queen antennae to help pheromone communication with the worker and the drone during the mating flight. This first proteomic study significantly extends our understanding of honeybee olfactory activities and the possible mechanisms played by the antennae in response to various environmental, social, biological and biochemical signals. Crown Copyright © 2011. Published by Elsevier B.V. All rights reserved.

Unmanned aerial vehicles (drones) in out-of-hospital-cardiac-arrest.

PubMed

Claesson, A; Fredman, D; Svensson, L; Ringh, M; Hollenberg, J; Nordberg, P; Rosenqvist, M; Djarv, T; Österberg, S; Lennartsson, J; Ban, Y

2016-10-12

The use of an automated external defibrillator (AED) prior to EMS arrival can increase 30-day survival in out-of-hospital cardiac arrest (OHCA) significantly. Drones or unmanned aerial vehicles (UAV) can fly with high velocity and potentially transport devices such as AEDs to the site of OHCAs. The aim of this explorative study was to investigate the feasibility of a drone system in decreasing response time and delivering an AED. Data of Global Positioning System (GPS) coordinates from historical OHCA in Stockholm County was used in a model using a Geographic Information System (GIS) to find suitable placements and visualize response times for the use of an AED equipped drone. Two different geographical models, urban and rural, were calculated using a multi-criteria evaluation (MCE) model. Test-flights with an AED were performed on these locations in rural areas. In total, based on 3,165 retrospective OHCAs in Stockholm County between 2006-2013, twenty locations were identified for the potential placement of a drone. In a GIS-simulated model of urban OHCA, the drone arrived before EMS in 32 % of cases, and the mean amount of time saved was 1.5 min. In rural OHCA the drone arrived before EMS in 93 % of cases with a mean amount of time saved of 19 min. In these rural locations during (n = 13) test flights, latch-release of the AED from low altitude (3-4 m) or landing the drone on flat ground were the safest ways to deliver an AED to the bystander and were superior to parachute release. The difference in response time for EMS between urban and rural areas is substantial, as is the possible amount of time saved using this UAV-system. However, yet another technical device needs to fit into the chain of survival. We know nothing of how productive or even counterproductive this system might be in clinical reality. To use drones in rural areas to deliver an AED in OHCA may be safe and feasible. Suitable placement of drone systems can be designed by using GIS models. The use of an AED equipped drone may have the potential to reduce time to defibrillation in OHCA.

Symptoms of psychological distress and post-traumatic stress disorder in United States Air Force "drone" operators.

PubMed

Chappelle, Wayne L; McDonald, Kent D; Prince, Lillian; Goodman, Tanya; Ray-Sannerud, Bobbie N; Thompson, William

2014-08-01

The goal of this study is to repeat a survey administered in 2010 to assess for changes in mental health among United States Air Force aircrew operating Predator/Reaper remotely piloted aircraft, also commonly referred to as "drones." Participants were assessed for self-reported sources of occupational stress, levels of clinical distress using the Outcome Questionnaire-45.2, and symptoms of post-traumatic stress disorder (PTSD) using the PTSD Checklist-Military Version. A total of 1,094 aircrew responded to the web-based survey composed of the commercially available standardized instruments mentioned above. The survey also contained nonstandardized items asking participants to report the main sources of their occupational stress, as well as questions addressing demographics and work-related characteristics. The estimated response rate to the survey was 49%. Study results reveal the most problematic self-reported stressors are operational: low manning, extra duties/administrative tasks, rotating shift work, and long hours. The results also reveal 10.72% of operators self-reported experiencing high levels of distress and 1.57% reported high levels of PTSD symptomology. The results are lower than findings from the 2010 survey and from soldiers returning from Iraq and Afghanistan. Implications of the study and recommendations for United States Air Force line leadership and mental health providers are discussed. Reprint & Copyright © 2014 Association of Military Surgeons of the U.S.

A collaborative smartphone sensing platform for detecting and tracking hostile drones

NASA Astrophysics Data System (ADS)

Boddhu, Sanjay K.; McCartney, Matt; Ceccopieri, Oliver; Williams, Robert L.

2013-05-01

In recent years, not only United States Armed Services but other Law-enforcement agencies have shown increasing interest in employing drones for various surveillance and reconnaissance purposes. Further, recent advancements in autonomous drone control and navigation technology have tremendously increased the geographic extent of dronebased missions beyond the conventional line-of-sight coverage. Without any sophisticated requirement on data links to control them remotely (human-in-loop), drones are proving to be a reliable and effective means of securing personnel and soldiers operating in hostile environments. However, this autonomous breed of drones can potentially prove to be a significant threat when acquired by antisocial groups who wish to target property and life in urban settlements. To further escalate the issue, the standard detection techniques like RADARs, RF data link signature scanners, etc..., prove futile as the drones are smaller in size to evade successful detection by a RADAR based system in urban environment and being autonomous, have the capability of operating without a traceable active data link (RF). Hence, towards investigating possible practical solutions for the issue, the research team at AFRL's Tec^Edge Labs under SATE and YATE programs has developed a highly scalable, geographically distributable and easily deployable smartphone-based collaborative platform that can aid in detecting and tracking unidentified hostile drones. In its current state, this collaborative platform built on the paradigm of "Human-as-Sensors", consists primarily of an intelligent Smartphone application that leverages appropriate sensors on the device to capture a drone's attributes (flight direction, orientation, shape, color, etc..,) with real-time collaboration capabilities through a highly composable sensor cloud and an intelligent processing module (based on a Probabilistic model) that can estimate and predict the possible flight path of a hostile drone based on multiple (geographically distributed) observation data points. This developed collaborative sensing platform has been field tested and proven to be effective in providing real-time alerting mechanism for the personnel in the field to avert or subdue the potential damages caused by the detected hostile drones.

Noise and LPI radar as part of counter-drone mitigation system measures

NASA Astrophysics Data System (ADS)

Zhang, Yan (Rockee); Huang, Yih-Ru; Thumann, Charles

2017-05-01

With the rapid proliferation of small unmanned aerial systems (UAS) in the national airspace, small operational drones are being sometimes considered as a security threat for critical infrastructures, such as sports stadiums, military facilities, and airports. There have been many civilian counter-drone solutions and products reported, including radar and electromagnetic counter measures. For the current electromagnetic solutions, they are usually limited to particular type of detection and counter-measure scheme, which is usually effective for the specific type of drones. Also, control and communication link technologies used in even RC drones nowadays are more sophisticated, making them more difficult to detect, decode and counter. Facing these challenges, our team proposes a "software-defined" solution based on noise and LPI radar. For the detection, wideband-noise radar has the resolution performance to discriminate possible micro-Doppler features of the drone versus biological scatterers. It also has the benefit of more adaptive to different types of drones, and covertly detecting for security application. For counter-measures, random noise can be combined with "random sweeping" jamming scheme, to achieve the optimal balance between peak power allowed and the effective jamming probabilities. Some theoretical analysis of the proposed solution is provided in this study, a design case study is developed, and initial laboratory experiments, as well as outdoor tests are conducted to validate the basic concepts and theories. The study demonstrates the basic feasibilities of the Drone Detection and Mitigation Radar (DDMR) concept, while there are still much work needs to be done for a complete and field-worthy technology development.

Pediatric ocular trauma caused by recreational drones: two case reports.

PubMed

Spitzer, Nicole; Singh, Jasleen K

2018-03-14

Drones are increasingly being used by children and adults recreationally and commercially. The propeller blades when spinning at high speeds may cause serious harm to the eye and orbital structures. We report 2 cases of injuries to the eye and orbital structures caused by drones. Copyright © 2018. Published by Elsevier Inc.

Taking the High Road: Privacy in the Age of Drones

ERIC Educational Resources Information Center

Hamilton, Lucas; Harrington, Michael; Lawrence, Cameron; Perrot, Remy; Studer, Severin

2017-01-01

This case examines the technological, ethical and legal issues surrounding the use of drones in business. Mary McKay, a recent Management Information Systems (MIS) graduate sets up a professional photography and videography business. She gains a leg up on the competition with drone-mounted cameras and live video streaming through the free…

"They're Always over Us"--Teaching about Drones

ERIC Educational Resources Information Center

Pearcy, Mark

2015-01-01

Social studies teachers have an obligation to help students grapple with and thoughtfully examine controversial issues, often in a contemporary context. One such issue is the U.S. use of unmanned aerial vehicles, generally known as drones. Whether for surveillance purposes or military missions, the use of drones by the U.S. government has preceded…

National Policies for Military Unmanned Systems That Implement Joint Fires Missions

DTIC Science & Technology

2015-06-12

98 U.S. President, “Remarks by the President at the National Defense University.” 99 Tabassum Zakaria, “U.S. Drone Policy: Obama Seeking To Influence...have-armed-drones-within-ten- years/83878/. Zakaria, Tabassum . “U.S. Drone Policy: Obama Seeking To Influence Global Guidelines.” Huffington Post

[Unmanned aerial vehicles: usefulness for victim searches and triage in disasters].

PubMed

Pardo Ríos, Manuel; Pérez Alonso, Nuria; Lasheras Velasco, Joaquín; Juguera Rodríguez, Laura; López Ayuso, Belén; Muñoz Solera, Rubén; Martínez Riquelme, Carolina; Nieto Fernández-Pacheco, Antonio

2016-01-01

To analyze the influence of drones equipped with thermal cameras for finding victims and aiding triage during disasters. We carried out a prospective, cross-sectional analysis and 6 experimental simulations, each with 25 victims to locate and triage. Nurses were randomized to a control group or a drone group. Drone-group nurses were given access to images from the thermal cameras 10 minutes before the exercise started. The mean (SD) distance the nurses searched in the control group (1091.11 [146.41] m) was significantly greater than the distance searched by nurses in the drone group (920 [ 71.93] m (P = .0031). The control group found a mean of 66.7% of the victims, a significantly smaller percentage than the drone group's mean of 92% (P = .0001). Triage quality (undertriage and overtriage) was similar in the 2 groups as shown by maneuvers undertaken to open airways and control bleeding. Drones with thermal cameras were useful in searching for victims of simulated disasters in this study, although they had no impact on the quality of the nurses' triage.

Honeybee (Apis mellifera ligustica) drone embryo proteomes.

PubMed

Li, Jianke; Fang, Yu; Zhang, Lan; Begna, Desalegn

2011-03-01

Little attention has been paid to the drone honeybee (Apis mellifera ligustica) which is a haploid individual carrying only the set of alleles that it inherits from its mother. Molecular mechanisms underlying drone embryogenesis are poorly understood. This study evaluated protein expression profiles of drone embryogenesis at embryonic ages of 24, 48 and 72h. More than 100 reproducible proteins were analyzed by mass spectrometry on 2D electrophoresis gels. Sixty-two proteins were significantly changed at the selected three experimental age points. Expression of the metabolic energy requirement-related protein peaked at the embryonic age of 48h, whereas development and metabolizing amino acid-related proteins expressed optimally at 72h. Cytoskeleton, protein folding and antioxidant-related proteins were highly expressed at 48 and 72h. Protein networks of the identified proteins were constructed and protein expressions were validated at the transcription level. This first proteomic study of drone embryogenesis in the honeybee may provide geneticists an exact timetable and candidate protein outline for further manipulations of drone stem cells. Crown Copyright © 2010. Published by Elsevier Ltd. All rights reserved.

Using Drones to Study Human Beings: Ethical and Regulatory Issues.

PubMed

Resnik, David B; Elliott, Kevin C

2018-02-27

Researchers have used drones to track wildlife populations, monitor forest fires, map glaciers, and measure air pollution but have only begun to consider how to use these unmanned aerial vehicles to study human beings. The potential use of drones to study public gatherings or other human activities raises novel issues of privacy, confidentiality, and consent, which this article explores in depth. It argues that drone research could fall into several different categories: non-human subjects research (HSR), exempt HSR, or non-exempt HSR. In the case of non-exempt HSR, it will be difficult for institutional review boards to approve studies unless they are designed so that informed consent can be waived. Whether drone research is non-HSR, exempt HSR, or non-exempt HSR, it is important for investigators to consult communities which could be affected by the research.

Reproduction of Varroa destructor and offspring mortality in worker and drone brood cells of Africanized honey bees.

PubMed

Calderón, R A; Ureña, S; van Veen, J W

2012-04-01

Varroa destructor is known to be the most serious parasite of Apis mellifera worldwide. In order to reproduce varroa females enter worker or drone brood shortly before the cell is sealed. From March to December 2008, the reproductive rate and offspring mortality (mature and immature stages), focusing on male absence and male mortality of V. destructor, was investigated in naturally infested worker and drone brood of Africanized honey bees (AHB) in Costa Rica. Data were obtained from 388 to 403 single infested worker and drone brood cells, respectively. Mite fertility in worker and drone brood cells was 88.9 and 93.1%, respectively. There was no difference between the groups (X(2) = 3.6, P = 0.06). However, one of the most significant differences in mite reproduction was the higher percentage of mites producing viable offspring in drone cells (64.8%) compared to worker cells (37.6%) (X(2) = 57.2, P < 0.05). A greater proportion of mites in worker brood cells produced non-viable female offspring. Mite offspring mortality in both worker and drone cells was high in the protonymph stage (mobile and immobile). A significant finding was the high rate of male mortality. The worker and drone brood revealed that 23.9 and 6.9%, respectively, of the adult male offspring was found dead. If the absence (missing) of the male and adult male mortality are taken together the percentage of cells increased to 40.0 and 21.3% in worker and drone cells, respectively (X(2) = 28.8, P < 0.05). The absence of the male or male mortality in a considerable number of worker cells naturally infested with varroa is the major factor in our study which reduces the production of viable daughters in AHB colonies in Costa Rica.

Drone Detects Hotspots of Radiation and CO2 Outgassing

NASA Astrophysics Data System (ADS)

Takac, M.; Kletetschka, G.

2016-12-01

Market availability of environmental sensors and drones allow drones to become part of the education activities promoting environmental science both in high schools and grade schools. Here we provide one mode of drone operation for potential use in educational framework.Drone can carry devices that are capable of measuring various parameters of the environment. Commercial radiation and gas (CO2) sensors can be attached to the commercial drone. Our specific drone acquired data set of CO2 measurements over the natural outgassing of CO2 and another set of measurements over old uranium mine. Measurements of CO2 gave a poor signal to noise ratio. Its sensitivity, however, was enough to detect an increase in CO2 in the closed room with humans present compared to the fresh air outside. We could measure an increase of CO2 when directly over the source of natural CO2 outburst. Our data showed that CO2 concentration quickly dilutes in air few meters from the source to concentrations that are within the noise limit. However, the radiation measurements provided a map that correlates well with radiation survey obtained by ground measurements with more sophisticated instrument. We used the most common conventional drone, which is on the market and highly effective personal dosimeter, which can also be used for fire and rescue for its durability. Experimental field measurements were done at Třebsko site, where a map of radioactivity using standard spot measurements was already done. A field experiment was done in winter months when demand for the drone was higher due to cold and wet weather. We tested profiles and height versus the intensity of the recorded signal measurements. We consulted our results and ability to measure radioactivity with the regional fire-fighting units headquarters and verify the applicability and use of this technology for their needs.

Diagnostic of Gravitropism-like Stabilizer of Inspection Drone Using Neural Networks

NASA Astrophysics Data System (ADS)

Kruglova, Tatyana; Sayfeddine, Daher; Bulgakov, Alexey

2018-03-01

This paper discusses the enhancement of flight stability of using an inspection drone to scan the condition of buildings on low and high altitude. Due to aerial perturbations and wakes, the drone starts to shake and may be damaged. One of the mechanical optimization methods it so add a built-in stabilizing mechanism. However, the performance of this supporting device becomes critical on certain flying heights, thus to avoid losing the drone. The paper is divided in two parts: the description of the gravitropism-like stabilizer and the diagnostic of its status using wavelet transformation and neural network classification.

Severe extremity amputations in surviving Palestinian civilians caused by explosives fired from drones during the Gaza War.

PubMed

Heszlein-Lossius, Hanne; Al-Borno, Yahya; Shaqoura, Samar; Skaik, Nashwa; Giil, Lasse Melvær; Gilbert, Mads

2018-02-21

During four separate Israeli military attacks on Gaza (2006, 2009, 2012, and 2014), about 4000 Palestinians were killed and more than 17 000 injured (412 killed and 1264 injured in 2006; 1383 killed and more than 5300 injured in 2009; 130 killed and 1399 injured in 2012; and 2251 killed and 11 231 injured in 2014). An unknown number of people had traumatic amputations of one or more extremities. Use of unmanned Israeli drones for surveillance and armed attacks on Gaza was evident, but exact figures on numbers of drone strikes on Gaza are not available. The aim of this study was to explore the medical consequences of strikes on Gaza with different weapons, including drones. We studied a cohort of civilians in the Gaza Strip who had one of more traumatic limb amputation during the Israeli military attacks between 2006 and 2016. The study was done at The Artificial Limb and Polio Center (ALPC) in the Gaza Strip where most patients are treated and trained after amputation. We used standardised forms and validated instruments to record date and mechanism of injury, self-assessed health, socioeconomic status, anatomical location and length of amputation, comorbidity, and the results of a detailed clinical examination. The studied cohort consisted of 254 Paletinian civilians (234 [92%] men, 20 [8%] women, and 43 [17%] children aged 18 years and younger) with traumatic amputations caused by different weapons. 216 (85%) people had amputations proximal to wrist or ankle, 131 (52%) patients had more than one major amputation or an amputation above the knee, or both, and 136 (54%) people were injured in attacks with Israeli drones, including eight (40%) of the women. The most severe amputations were caused by drone attacks (p=0·0001). Extremity injuries after drone attacks led to immediate amputation more often than with other weapons (p=0·014). Patients injured during cease-fire periods were younger than patients injured during periods of declared Israeli military operations (p=0·0001). Weapons fired on the Gaza Strip from Israeli drones caused severe injuries in surviving Palestinian civilians. Drone-fired missiles resulted in major amputations in almost all victims who had limb losses. Substantially more severe injuries were inflicted by the drone-launched explosives than by other weapons used during the Gaza War. Traumatic amputations caused by drones were often immediately complete. One limitation of our study is that it does not elucidate injury patterns in victims with fatal injuries. None. Copyright © 2018 Elsevier Ltd. All rights reserved.

Drones may be used to save lives in out of hospital cardiac arrest due to drowning.

PubMed

Claesson, A; Svensson, L; Nordberg, P; Ringh, M; Rosenqvist, M; Djarv, T; Samuelsson, J; Hernborg, O; Dahlbom, P; Jansson, A; Hollenberg, J

2017-05-01

Drowning leading to out-of-hospital cardiac arrest (OHCA) and death is a major public health concern. Submersion with duration of less than 10min is associated with favorable neurological outcome and nearby bystanders play a considerable role in rescue and resuscitation. Drones can provide a visual overview of an accident scene, their potential as lifesaving tools in drowning has not been evaluated. The aim of this simulation study was to evaluate the efficiency of a drone for providing earlier location of a submerged possible drowning victim in comparison with standard procedure. This randomized simulation study used a submerged manikin placed in a shallow (<2m) 100×100-m area at Tylösand beach, Sweden. A search party of 14 surf-lifeguards (control) was compared to a drone transmitting video to a tablet (intervention). Time from start to contact with the manikin was the primary endpoint. Twenty searches were performed in total, 10 for each group. The median time from start to contact with the manikin was 4:34min (IQR 2:56-7:48) for the search party (control) and 0:47min (IQR 0:38-0:58) for the drone-system (intervention) respectively (p<0.001). The median time saved by using the drone was 3:38min (IQR 2:02-6:38). A drone transmitting live video to a tablet is feasible, time saving in comparison to traditional search parties and may be used for providing earlier location of submerged victims at a beach. Drone search can possibly contribute to earlier onset of CPR in drowning victims. Copyright © 2017 Elsevier B.V. All rights reserved.

Measuring behavioral responses of sea turtles, saltwater crocodiles, and crested terns to drone disturbance to define ethical operating thresholds.

PubMed

Bevan, Elizabeth; Whiting, Scott; Tucker, Tony; Guinea, Michael; Raith, Andrew; Douglas, Ryan

2018-01-01

Drones are being increasingly used in innovative ways to enhance environmental research and conservation. Despite their widespread use for wildlife studies, there are few scientifically justified guidelines that provide minimum distances at which wildlife can be approached to minimize visual and auditory disturbance. These distances are essential to ensure that behavioral and survey data have no observer bias and form the basis of requirements for animal ethics and scientific permit approvals. In the present study, we documented the behaviors of three species of sea turtle (green turtles, Chelonia mydas, flatback turtles, Natator depressus, hawksbill turtles, Eretmochelys imbricata), saltwater crocodiles (Crocodylus porosus), and crested terns (Thalasseus bergii) in response to a small commercially available (1.4 kg) multirotor drone flown in Northern Territory and Western Australia. Sea turtles in nearshore waters off nesting beaches or in foraging habitats exhibited no evasive behaviors (e.g. rapid diving) in response to the drone at or above 20-30 m altitude, and at or above 10 m altitude for juvenile green and hawksbill turtles foraging on shallow, algae-covered reefs. Adult female flatback sea turtles were not deterred by drones flying forward or stationary at 10 m altitude when crawling up the beach to nest or digging a body pit or egg chamber. In contrast, flyovers elicited a range of behaviors from crocodiles, including minor, lateral head movements, fleeing, or complete submergence when a drone was present below 50 m altitude. Similarly, a colony of crested terns resting on a sand-bank displayed disturbance behaviors (e.g. flight response) when a drone was flown below 60 m altitude. The current study demonstrates a variety of behavioral disturbance thresholds for diverse species and should be considered when establishing operating conditions for drones in behavioral and conservation studies.

Water sampling using a drone at Yugama crater lake, Kusatsu-Shirane volcano, Japan

NASA Astrophysics Data System (ADS)

Terada, Akihiko; Morita, Yuichi; Hashimoto, Takeshi; Mori, Toshiya; Ohba, Takeshi; Yaguchi, Muga; Kanda, Wataru

2018-04-01

Remote sampling of water from Yugama crater lake at Kusatsu-Shirane volcano, Japan, was performed using a drone. Despite the high altitude of over 2000 m above sea level, our simple method was successful in retrieving a 250 mL sample of lake water. The procedure presented here is easy for any researcher to follow who operates a drone without additional special apparatus. We compare the lake water sampled by drone with that sampled by hand at a site where regular samplings have previously been carried out. Chemical concentrations and stable isotope ratios are largely consistent between the two techniques. As the drone can fly automatically with the aid of navigation by Global Navigation Satellite System (GNSS), it is possible to repeatedly sample lake water from the same location, even when entry to Yugama crater lake is restricted due to the risk of eruption.[Figure not available: see fulltext.

Nanoparticle Drones to Target Lung Cancer with Radiosensitizers and Cannabinoids.

PubMed

Ngwa, Wilfred; Kumar, Rajiv; Moreau, Michele; Dabney, Raymond; Herman, Allen

2017-01-01

Nanotechnology has opened up a new, previously unimaginable world in cancer diagnosis and therapy, leading to the emergence of cancer nanomedicine and nanoparticle-aided radiotherapy. Smart nanomaterials (nanoparticle drones) can now be constructed with capability to precisely target cancer cells and be remotely activated with radiation to emit micrometer-range missile-like electrons to destroy the tumor cells. These nanoparticle drones can also be programmed to deliver therapeutic payloads to tumor sites to achieve optimal therapeutic efficacy. In this article, we examine the state-of-the-art and potential of nanoparticle drones in targeting lung cancer. Inhalation (INH) (air) versus traditional intravenous ("sea") routes of navigating physiological barriers using such drones is assessed. Results and analysis suggest that INH route may offer more promise for targeting tumor cells with radiosensitizers and cannabinoids from the perspective of maximizing damage to lung tumors cells while minimizing any collateral damage or side effects.

Nanoparticle Drones to Target Lung Cancer with Radiosensitizers and Cannabinoids

PubMed Central

Ngwa, Wilfred; Kumar, Rajiv; Moreau, Michele; Dabney, Raymond; Herman, Allen

2017-01-01

Nanotechnology has opened up a new, previously unimaginable world in cancer diagnosis and therapy, leading to the emergence of cancer nanomedicine and nanoparticle-aided radiotherapy. Smart nanomaterials (nanoparticle drones) can now be constructed with capability to precisely target cancer cells and be remotely activated with radiation to emit micrometer-range missile-like electrons to destroy the tumor cells. These nanoparticle drones can also be programmed to deliver therapeutic payloads to tumor sites to achieve optimal therapeutic efficacy. In this article, we examine the state-of-the-art and potential of nanoparticle drones in targeting lung cancer. Inhalation (INH) (air) versus traditional intravenous (“sea”) routes of navigating physiological barriers using such drones is assessed. Results and analysis suggest that INH route may offer more promise for targeting tumor cells with radiosensitizers and cannabinoids from the perspective of maximizing damage to lung tumors cells while minimizing any collateral damage or side effects. PMID:28971063

Aerial drone misadventure: A novel case of trauma resulting in ocular globe rupture.

PubMed

Moskowitz, Eliza E; Siegel-Richman, Yonaton M; Hertner, George; Schroeppel, Thomas

2018-06-01

The purpose of this case report is to present the novel findings of a drone causing such a traumatic ocular injury and provide recommendations for how it might be prevented. We report on a recent case where a child presented to our Emergency Department after incurring a blow to the face by the propeller of a remote controlled drone. The patient suffered significant trauma including rupture of the right globe. As drone sales continue to rise, it is important that physicians be prepared to treat the potential injuries that may result from using these devices. Furthermore, in an attempt to reduce the number of visits associated with remote controlled drones, physicians should be prepared to provide advice as to how patients can reduce the risks of injury. We hope that the framework and recommendations below will help physicians decrease adverse outcomes related to this unusual injury pattern.

Bird's-Eye View of Sampling Sites: Using Unmanned Aerial Vehicles to Make Chemistry Fieldwork Videos

ERIC Educational Resources Information Center

Fung, Fun Man; Watts, Simon Francis

2017-01-01

Drones, unmanned aerial vehicles (UAVs), usually helicopters or airplanes, are commonly used for warfare, aerial surveillance, and recreation. In recent years, drones have become more accessible to the public as a platform for photography. In this report, we explore the use of drones as a new technological filming tool to enhance student learning…

A Holistic Strategy Examining How Armed Drone Strikes Interact with Other Elements of National Power

DTIC Science & Technology

2017-06-01

states in terms of diplomatic, information, military—other than drone strikes—and economic instruments of national power to achieve the objectives...United States conducted in fragile states in terms of diplomatic, information, military—other than drone strikes—and economic instruments of...29  3.  2015 National Military Strategy .................................................30  E.  ECONOMIC

Web-based interactive drone control using hand gesture

NASA Astrophysics Data System (ADS)

Zhao, Zhenfei; Luo, Hao; Song, Guang-Hua; Chen, Zhou; Lu, Zhe-Ming; Wu, Xiaofeng

2018-01-01

This paper develops a drone control prototype based on web technology with the aid of hand gesture. The uplink control command and downlink data (e.g., video) are transmitted by WiFi communication, and all the information exchange is realized on web. The control command is translated from various predetermined hand gestures. Specifically, the hardware of this friendly interactive control system is composed by a quadrotor drone, a computer vision-based hand gesture sensor, and a cost-effective computer. The software is simplified as a web-based user interface program. Aided by natural hand gestures, this system significantly reduces the complexity of traditional human-computer interaction, making remote drone operation more intuitive. Meanwhile, a web-based automatic control mode is provided in addition to the hand gesture control mode. For both operation modes, no extra application program is needed to be installed on the computer. Experimental results demonstrate the effectiveness and efficiency of the proposed system, including control accuracy, operation latency, etc. This system can be used in many applications such as controlling a drone in global positioning system denied environment or by handlers without professional drone control knowledge since it is easy to get started.

Inspiration from drones, Lidar measurements and 3D models in undergraduate teaching

NASA Astrophysics Data System (ADS)

Blenkinsop, Thomas; Ellis, Jennifer

2017-04-01

Three-dimensional models, photogrammetry and remote sensing are increasingly common techniques used in structural analysis. We have found that using drones and Lidar on undergraduate field trips has piqued interest in fieldwork, provided data for follow-up laboratory exercises, and inspired undergraduates to attempt 3D modelling in independent mapping projects. The scale of structures visible in cliff and sea shore exposures in South Wales is ideal for using drones to capture images for 3D models. Fault scarps in the South Wales coalfield were scanned by Lidar and drone. Our experience suggests that the drone data were much easier to acquire and process than the Lidar data, and adequate for most teaching purposes. In the lab, we used the models to show the structure in 3D, and as the basis for an introduction to geological modelling software. Now that tools for photogrammetry, drones, and processing software are widely available and affordable, they can be readily integrated into teaching. An additional benefit from the images and models is that they may be used for exercises that can be substituted for fieldwork to achieve some (but not all) of the learning outcomes in the case that field access is prevented.

Relatedness among honeybees (Apis mellifera) of a drone congregation

PubMed Central

Baudry, E.; Solignac, M.; Garnery, L.; Gries, M.; Cornuet, J.-M.; Koeniger, N.

1998-01-01

The honeybee (Apis mellifera) queen mates during nuptial flights, in the so-called drone congregation area where many males from surrounding colonies gather. Using 20 highly polymorphic microsatellite loci, we studied a sample of 142 drones captured in a congregation close to Oberursel (Germany). A parentage test based on lod score showed that this sample contained one group of four brothers, six groups of three brothers, 20 groups of two brothers and 80 singletons. These values are very close to a Poisson distribution. Therefore, colonies were apparently equally represented in the drone congregation, and calculations showed that the congregation comprised males that originated from about 240 different colonies. This figure is surprisingly high. Considering the density of colonies around the congregation area and the average flight range of males, it suggests that most colonies within the recruitment perimeter delegated drones to the congregation with an equal probability, resulting in an almost perfect panmixis. Consequently, the relatedness between a queen and her mates, and hence the inbreeding coefficient of the progeny, should be minimized. The relatedness among the drones mated to the same queen is also very low, maximizing the genetic diversity among the different patrilines of a colony.

Web-based interactive drone control using hand gesture.

PubMed

Zhao, Zhenfei; Luo, Hao; Song, Guang-Hua; Chen, Zhou; Lu, Zhe-Ming; Wu, Xiaofeng

2018-01-01

This paper develops a drone control prototype based on web technology with the aid of hand gesture. The uplink control command and downlink data (e.g., video) are transmitted by WiFi communication, and all the information exchange is realized on web. The control command is translated from various predetermined hand gestures. Specifically, the hardware of this friendly interactive control system is composed by a quadrotor drone, a computer vision-based hand gesture sensor, and a cost-effective computer. The software is simplified as a web-based user interface program. Aided by natural hand gestures, this system significantly reduces the complexity of traditional human-computer interaction, making remote drone operation more intuitive. Meanwhile, a web-based automatic control mode is provided in addition to the hand gesture control mode. For both operation modes, no extra application program is needed to be installed on the computer. Experimental results demonstrate the effectiveness and efficiency of the proposed system, including control accuracy, operation latency, etc. This system can be used in many applications such as controlling a drone in global positioning system denied environment or by handlers without professional drone control knowledge since it is easy to get started.

Advanced Concept

NASA Image and Video Library

1999-01-01

This artist’s concept depicts a Magnetic Launch Assist vehicle clearing the track and shifting to rocket engines for launch into orbit. The system, formerly referred as the Magnetic Levitation (MagLev) system, is a launch system developed and tested by Engineers at the Marshall Space Flight Center (MSFC) that could levitate and accelerate a launch vehicle along a track at high speeds before it leaves the ground. Using an off-board electric energy source and magnetic fields, a Magnetic Launch Assist system would drive a spacecraft along a horizontal track until it reaches desired speeds. The system is similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway. A full-scale, operational track would be about 1.5-miles long, capable of accelerating a vehicle to 600 mph in 9.5 seconds, and the vehicle would then shift to rocket engines for launch into orbit. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Remotely Piloted Aircraft Systems (RPAS) for high resolution topography and monitoring: civil protection purposes on hydrogeological contexts

NASA Astrophysics Data System (ADS)

Bertacchini, Eleonora; Castagnetti, Cristina; Corsini, Alessandro; De Cono, Stefano

2014-10-01

The proposed work concerns the analysis of Remotely Piloted Aircraft Systems (RPAS), also known as drones, UAV (Unmanned Aerial Vehicle) or UAS (Unmanned Aerial System), on hydrogeological contexts for civil protection purposes, underlying the advantages of using a flexible and relatively low cost system. The capabilities of photogrammetric RPAS multi-sensors platform were examined in term of mapping, creation of orthophotos, 3D models generation, data integration into a 3D GIS (Geographic Information System) and validation through independent techniques such as GNSS (Global Navigation Satellite System). The RPAS used (multirotor OktoXL, of the Mikrokopter) was equipped with a GPS (Global Positioning System) receiver, digital cameras for photos and videos, an inertial navigation system, a radio device for communication and telemetry, etc. This innovative way of viewing and understanding the environment showed huge potentialities for the study of the territory, and due to its characteristics could be well integrated with aircraft surveys. However, such characteristics seem to give priority to local applications for rigorous and accurate analysis, while it remains a means of expeditious investigation for more extended areas. According to civil protection purposes, the experimentation was carried out by simulating operational protocols, for example for inspection, surveillance, monitoring, land mapping, georeferencing methods (with or without Ground Control Points - GCP) based on high resolution topography (2D and 3D information).

Altus aircraft on runway

NASA Technical Reports Server (NTRS)

1996-01-01

The remotely piloted Altus aircraft flew several developmental test flights from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif., in 1996. The Altus--the word is Latin for 'high'--is a variant of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. It is designed for high-altitude, long-duration scientific sampling missions, and is powered by a turbocharged four-cylinder piston engine. The first Altus was developed under NASA's Environmental Research Aircraft and Sensor Technology program, while a second Altus was built for a Naval Postgraduate School/Department of Energy program. A pilot in a control station on the ground flew the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system. Equipped with a single-stage turbocharger during the 1996 test flights, the first Altus reached altitudes in the 37,000-foot range, while the similarly-equipped second Altus reached 43,500 feet during developmental flights at Dryden in the summer of 1997. The NASA Altus also set an endurance record of more than 26 hours while flying a science mission in late 1996 and still had an estimated 10 hours of fuel remaining when it landed. Now equipped with a two-stage turbocharger, the NASA Altus maintained an altitude of 55,000 feet for four hours during flight tests in 1999.

Artist's Concept of Magnetic Launch Assisted Air-Breathing Rocket

NASA Technical Reports Server (NTRS)

1999-01-01

This artist's concept depicts a Magnetic Launch Assist vehicle in orbit. Formerly referred to as the Magnetic Levitation (Maglev) system, the Magnetic Launch Assist system is a launch system developed and tested by engineers at the Marshall Space Flight Center (MSFC) that could levitate and accelerate a launch vehicle along a track at high speeds before it leaves the ground. Using electricity and magnetic fields, a Magnetic Launch Assist system would drive a spacecraft along a horizontal track until it reaches desired speeds. The system is similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway. A full-scale, operational track would be about 1.5-miles long, capable of accelerating a vehicle to 600 mph in 9.5 seconds, and the vehicle would then shift to rocket engines for launch into orbit. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Magnetic Launch Assist System Demonstration

NASA Technical Reports Server (NTRS)

1999-01-01

This Quick Time movie demonstrates the Magnetic Launch Assist system, previously referred to as the Magnetic Levitation (Maglev) system, for space launch using a 5 foot model of a reusable Bantam Class launch vehicle on a 50 foot track that provided 6-g acceleration and 6-g de-acceleration. Overcoming the grip of Earth's gravity is a supreme challenge for engineers who design rockets that leave the planet. Engineers at the Marshall Space Flight Center have developed and tested Magnetic Launch Assist technologies that could levitate and accelerate a launch vehicle along a track at high speeds before it leaves the ground. Using electricity and magnetic fields, a Magnetic Launch Assist system would drive a spacecraft along a horizontal track until it reaches desired speeds. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the takeoff, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Magnetic Launch Assist Vehicle-Artist's Concept

NASA Technical Reports Server (NTRS)

1999-01-01

This artist's concept depicts a Magnetic Launch Assist vehicle clearing the track and shifting to rocket engines for launch into orbit. The system, formerly referred as the Magnetic Levitation (MagLev) system, is a launch system developed and tested by Engineers at the Marshall Space Flight Center (MSFC) that could levitate and accelerate a launch vehicle along a track at high speeds before it leaves the ground. Using an off-board electric energy source and magnetic fields, a Magnetic Launch Assist system would drive a spacecraft along a horizontal track until it reaches desired speeds. The system is similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway. A full-scale, operational track would be about 1.5-miles long, capable of accelerating a vehicle to 600 mph in 9.5 seconds, and the vehicle would then shift to rocket engines for launch into orbit. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

mapKITE: a New Paradigm for Simultaneous Aerial and Terrestrial Geodata Acquisition and Mapping

NASA Astrophysics Data System (ADS)

Molina, P.; Blázquez, M.; Sastre, J.; Colomina, I.

2016-06-01

We introduce a new mobile, simultaneous terrestrial and aerial, geodata collection and post-processing method: mapKITE. By combining two mapping technologies such as terrestrial mobile mapping and unmanned aircraft aerial mapping, geodata are simultaneously acquired from air and ground. More in detail, a mapKITE geodata acquisition system consists on an unmanned aircraft and a terrestrial vehicle, which hosts the ground control station. By means of a real-time navigation system on the terrestrial vehicle, real-time waypoints are sent to the aircraft from the ground. By doing so, the aircraft is linked to the terrestrial vehicle through a "virtual tether," acting as a "mapping kite." In the article, we entail the concept of mapKITE as well as the various technologies and techniques involved, from aircraft guidance and navigation based on IMU and GNSS, optical cameras for mapping and tracking, sensor orientation and calibration, etc. Moreover, we report of a new measurement introduced in mapKITE, that is, point-and-scale photogrammetric measurements [of image coordinates and scale] for optical targets of known size installed on the ground vehicle roof. By means of accurate posteriori trajectory determination of the terrestrial vehicle, mapKITE benefits then from kinematic ground control points which are photogrametrically observed by point-and-scale measures. Initial results for simulated configurations show that these measurements added to the usual Integrated Sensor Orientation ones reduce or even eliminate the need of conventional ground control points -therefore, lowering mission costs- and enable selfcalibration of the unmanned aircraft interior orientation parameters in corridor configurations, in contrast to the situation of traditional corridor configurations. Finally, we report about current developments of the first mapKITE prototype, developed under the European Union Research and Innovation programme Horizon 2020. The first mapKITE mission will be held at the BCN Drone Center (Collsuspina, Moià, Spain) in mid 2016.

Eclipse project QF-106 and C-141A climbs out under tow on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

TOW LAUNCH DEMONSTRATION - The Kelly Space & Technology (KST)/USAF/NASA Eclipse project's modified QF-106 climbs out under tow by a USAF C-141A on the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Eclipse project QF-106 and C-141A takeoff on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

TOW ROPE TAKEOFF - The Kelly Space & Technology (KST)/USAF Eclipse project's modified QF-106 and a USAF C-141A takeoff for the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Eclipse project closeup of QF-106 under tow on takeoff on first flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

OFF THE GROUND - The Kelly Space & Technology (KST)/USAF/NASA Eclipse project's modified QF-106 lifts off under tow on the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Eclipse project closeup of QF-106 under tow on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

The Kelly Space and Technology (KST)/USAF/NASA Eclipse project's modified QF-106 is shown under tow on the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, is hosting the project, providing engineering and facility support as well as the project pilot, Mark Stucky. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Locating AED Enabled Medical Drones to Enhance Cardiac Arrest Response Times.

PubMed

Pulver, Aaron; Wei, Ran; Mann, Clay

2016-01-01

Out-of-hospital cardiac arrest (OOHCA) is prevalent in the United States. Each year between 180,000 and 400,000 people die due to cardiac arrest. The automated external defibrillator (AED) has greatly enhanced survival rates for OOHCA. However, one of the important components of successful cardiac arrest treatment is emergency medical services (EMS) response time (i.e., the time from EMS "wheels rolling" until arrival at the OOHCA scene). Unmanned Aerial Vehicles (UAV) have regularly been used for remote sensing and aerial imagery collection, but there are new opportunities to use drones for medical emergencies. The purpose of this study is to develop a geographic approach to the placement of a network of medical drones, equipped with an automated external defibrillator, designed to minimize travel time to victims of out-of-hospital cardiac arrest. Our goal was to have one drone on scene within one minute for at least 90% of demand for AED shock therapy, while minimizing implementation costs. In our study, the current estimated travel times were evaluated in Salt Lake County using geographical information systems (GIS) and compared to the estimated travel times of a network of AED enabled medical drones. We employed a location model, the Maximum Coverage Location Problem (MCLP), to determine the best configuration of drones to increase service coverage within one minute. We found that, using traditional vehicles, only 4.3% of the demand can be reached (travel time) within one minute utilizing current EMS agency locations, while 96.4% of demand can be reached within five minutes using current EMS vehicles and facility locations. Analyses show that using existing EMS stations to launch drones resulted in 80.1% of cardiac arrest demand being reached within one minute Allowing new sites to launch drones resulted in 90.3% of demand being reached within one minute. Finally, using existing EMS and new sites resulted in 90.3% of demand being reached while greatly reducing estimated overall costs. Although there are still many factors to consider, drone networks show potential to greatly reduce life-saving equipment travel times for victims of cardiac arrest.

Quantifying vegetation distribution and structure using high resolution drone-based structure-from-motion photogrammetry

NASA Astrophysics Data System (ADS)

Zhang, J.; Okin, G.

2017-12-01

Vegetation is one of the most important driving factors of different ecosystem processes in drylands. The structure of vegetation controls the spatial distribution of moisture and heat in the canopy and the surrounding area. Also, the structure of vegetation influences both airflow and boundary layer resistance above the land surface. Multispectral satellite remote sensing has been widely used to monitor vegetation coverage and its change; however, it can only capture 2D images, which do not contain the vertical information of vegetation. In situ observation uses different methods to measure the structure of vegetation, and their results are accurate; however, these methods are laborious and time-consuming, and susceptible to undersampling in spatial heterogeneity. Drylands are sparsely covered by short plants, which allows the drone fly at a relatively low height to obtain ultra-high resolution images. Structure-from-motion (SfM) is a photogrammetric method that was proved to produce 3D model based on 2D images. Drone-based remote sensing can obtain the multiangle images for one object, which can be used to constructed 3D models of vegetation in drylands. Using these images detected by the drone, the orthomosaics and digital surface model (DSM) can be built. In this study, the drone-based remote sensing was conducted in Jornada Basin, New Mexico, in the spring of 2016 and 2017, and three derived vegetation parameters (i.e., canopy size, bare soil gap size, and plant height) were compared with those obtained with field measurement. The correlation coefficient of canopy size, bare soil gap size, and plant height between drone images and field data are 0.91, 0.96, and 0.84, respectively. The two-year averaged root-mean-square error (RMSE) of canopy size, bare soil gap size, and plant height between drone images and field data are 0.61 m, 1.21 m, and 0.25 cm, respectively. The two-year averaged measure error (ME) of canopy size, bare soil gap size, and plant height between drone images and field data are 0.02 m, -0.03, and -0.1 m, respectively. These results indicate a good agreement between drone-based remote sensing and field measurement.

Evaluating the use of drone photogrammetry for measurement of stream channel morphology and response to high flow events

NASA Astrophysics Data System (ADS)

Price, Katie; Ballow, William

2015-04-01

Traditional high-precision survey methods for stream channel measurement are labor-intensive and require wadeability or boat access to streams. These conditions limit the number of sites researchers are able to study and generally prohibit the possibility of repeat channel surveys to evaluate short-term fluctuations in channel morphology. In recent years, unmanned aerial vehicles (drones) equipped with photo and video capabilities have become widely available and affordable. Concurrently, developments in photogrammetric software offer unprecedented mapping and 3D rendering capabilities of drone-captured photography. In this study, we evaluate the potential use of drone-mounted cameras for detailed stream channel morphometric analysis. We used a relatively low-cost drone (DJI Phantom 2+ Vision) and commercially available, user friendly software (Agisoft Photscan) for photogrammetric analysis of drone-captured stream channel photography. Our test study was conducted on Proctor Creek, a highly responsive urban stream in Atlanta, Georgia, within the crystalline Piedmont region of the southeastern United States. As a baseline, we performed traditional high-precision survey methods to collect morphological measurements (e.g., bankfull and wetted width, bankfull and wetted thalweg depth) at 11 evenly-spaced transects, following USGS protocols along reaches of 20 times average channel width. We additionally used the drone to capture 200+ photos along the same reaches, concurrent with the channel survey. Using the photogrammetry software, we generated georeferenced 3D models of the stream channel, from which morphological measurements were derived from the 11 transects and compared with measurements from the traditional survey method. We additionally explored possibilities for novel morphometric characterization available from the continuous 3D surface, as an improvement on the limited number of detailed cross-sections available from standard methods. These results showed great promise for the drone photogrammetry methods, which encouraged the exploration of the possibility of repeat aerial surveys to evaluate channel response to high flow events. Repeat drone surveys were performed following a sequence of high-flow events in Proctor Creek to evaluate the possibility of using these methods for assessment of stream channel response to flooding.

Advanced Doppler radar physiological sensing technique for drone detection

NASA Astrophysics Data System (ADS)

Yoon, Ji Hwan; Xu, Hao; Garcia Carrillo, Luis R.

2017-05-01

A 24 GHz medium-range human detecting sensor, using the Doppler Radar Physiological Sensing (DRPS) technique, which can also detect unmanned aerial vehicles (UAVs or drones), is currently under development for potential rescue and anti-drone applications. DRPS systems are specifically designed to remotely monitor small movements of non-metallic human tissues such as cardiopulmonary activity and respiration. Once optimized, the unique capabilities of DRPS could be used to detect UAVs. Initial measurements have shown that DRPS technology is able to detect moving and stationary humans, as well as largely non-metallic multi-rotor drone helicopters. Further data processing will incorporate pattern recognition to detect multiple signatures (motor vibration and hovering patterns) of UAVs.

Freshly squeezed: anaphylaxis caused by drone larvae juice.

PubMed

Stoevesandt, J; Trautmann, A

2017-11-30

Drone larvae are mostly considered a by-product of beekeeping, but have recently been advo-cated as a high-protein source of food. There are as yet no data concerning their allergenic po-tential. We report on a 29-year old bee keeper who experienced an anaphylactic reaction following the consumption of a freshly prepared beverage from raw drone larvae. Larvae-specific sensitization was confirmed by prick-to-prick and basophil activation testing. Bee stings and classical bee products including honey and royal jelly were tolerated. This is the hitherto first report on IgE-mediated allergy to drone larvae. We suggest that a certain awareness towards the allergenicity of bee larvae is required.

Survival of honey bee (Hymenoptera: Apidae) spermatozoa incubated at room temperature from drones exposed to miticides.

PubMed

Burley, Lisa M; Fell, Richard D; Saacke, Richard G

2008-08-01

We conducted research to examine the potential impacts ofcoumaphos, fluvalinate, and Apilife VAR (Thymol) on drone honey bee, Apis mellifera L. (Hymenoptera: Apidae), sperm viability over time. Drones were reared in colonies that had been treated with each miticide by using the dose recommended on the label. Drones from each miticide treatment were collected, and semen samples were pooled. The pooled samples from each treatment were subdivided and analyzed for periods of up to 6 wk. Random samples were taken from each treatment (n = 6 pools) over the 6-wk period. Sperm viability was measured using dual-fluorescent staining techniques. The exposure of drones to coumaphos during development and sexual maturation significantly reduced sperm viability for all 6 wk. Sperm viability significantly decreased from the initial sample to week 1 in control colonies, and a significant decrease in sperm viability was observed from week 5 to week 6 in all treatments and control. The potential impacts of these results on queen performance and failure are discussed.

The social implications of using drones for biodiversity conservation.

PubMed

Sandbrook, Chris

2015-11-01

Unmanned aerial vehicles, or 'drones', appear to offer a flexible, accurate and affordable solution to some of the technical challenges of nature conservation monitoring and law enforcement. However, little attention has been given to their possible social impacts. In this paper, I review the possible social impacts of using drones for conservation, including on safety, privacy, psychological wellbeing, data security and the wider understanding of conservation problems. I argue that negative social impacts are probable under some circumstances and should be of concern for conservation for two reasons: (1) because conservation should follow good ethical practice; and (2) because negative social impacts could undermine conservation effectiveness in the long term. The paper concludes with a call for empirical research to establish whether the identified social risks of drones occur in reality and how they could be mitigated, and for self-regulation of drone use by the conservation sector to ensure good ethical practice and minimise the risk of unintended consequences.

Drone noise

NASA Astrophysics Data System (ADS)

Tinney, Charles; Sirohi, Jayant; University of Texas at Austin Team

2017-11-01

A basic understanding of the noise produced by single and multirotor drones operating at static thrust conditions is presented. This work acts as an extension to previous efforts conducted at The University of Texas at Austin (Tinney et al. 2017, AHS Forum 73). Propeller diameters ranging from 8 inch to 12 inch are examined for configurations comprising an isolated rotor, a quadcopter configuration and a hexacopter configuration, and with a constant drone pitch of 2.25. An azimuthal array of half-inch microphones, placed between 2 and 3 hub-center diameters from the drone center, are used to assess the acoustic near-field. Thrust levels, acquired using a six degree-of-freedom load cell, are then used to correlate acoustic noise levels to aerodynamic performance for each drone configuration. The findings reveal a nearly logarithmic increase in noise with increasing thrust. However, for the same thrust condition, considerable noise reduction is achieved by increasing the number of propeller blades thereby reducing the blade passage frequency and both the thickness and loading noise sources that accompany it.

Lethal infection thresholds of Paenibacillus larvae for honeybee drone and worker larvae (Apis mellifera).

PubMed

Behrens, Dieter; Forsgren, Eva; Fries, Ingemar; Moritz, Robin F A

2010-10-01

We compared the mortality of honeybee (Apis mellifera) drone and worker larvae from a single queen under controlled in vitro conditions following infection with Paenibacillus larvae, a bacterium causing the brood disease American Foulbrood (AFB). We also determined absolute P. larvae cell numbers and lethal titres in deceased individuals of both sexes up to 8 days post infection using quantitative real-time PCR (qPCR). Our results show that in drones the onset of infection induced mortality is delayed by 1 day, the cumulative mortality is reduced by 10% and P. larvae cell numbers are higher than in worker larvae. Since differences in bacterial cell titres between sexes can be explained by differences in body size, larval size appears to be a key parameter for a lethal threshold in AFB tolerance. Both means and variances for lethal thresholds are similar for drone and worker larvae suggesting that drone resistance phenotypes resemble those of related workers. © 2010 Society for Applied Microbiology and Blackwell Publishing Ltd.

Genetic structure of drone congregation areas of Africanized honeybees in southern Brazil.

PubMed

Collet, Thais; Cristino, Alexandre Santos; Quiroga, Carlos Fernando Prada; Soares, Ademilson Espencer Egea; Del Lama, Marco Antônio

2009-10-01

As yet, certain aspects of the Africanization process are not well understood, for example, the reproductive behavior of African and European honeybees and how the first Africanized swarms were formed and spread. Drone congregation areas (DCAs) are the ideal place to study honeybee reproduction under natural conditions since hundreds of drones from various colonies gather together in the same geographical area for mating. In the present study, we assessed the genetic structure of seven drone congregations and four commercial European-derived and Africanized apiaries in southern Brazil, employing seven microsatellite loci for this purpose. We also estimated the number of mother-colonies that drones of a specific DCA originated from. Pairwise comparison failed to reveal any population sub-structuring among the DCAs, thus indicating low mutual genetic differentiation. We also observed high genetic similarity between colonies of commercial apiaries and DCAs, besides a slight contribution from a European-derived apiary to a DCA formed nearby. Africanized DCAs seem to have a somewhat different genetic structure when compared to the European.

Methane Leak Detection and Emissions Quantification with UAVs

NASA Astrophysics Data System (ADS)

Barchyn, T.; Fox, T. A.; Hugenholtz, C.

2016-12-01

Robust leak detection and emissions quantification algorithms are required to accurately monitor greenhouse gas emissions. Unmanned aerial vehicles (UAVs, `drones') could both reduce the cost and increase the accuracy of monitoring programs. However, aspects of the platform create unique challenges. UAVs typically collect large volumes of data that are close to source (due to limited range) and often lower quality (due to weight restrictions on sensors). Here we discuss algorithm development for (i) finding sources of unknown position (`leak detection') and (ii) quantifying emissions from a source of known position. We use data from a simulated leak and field study in Alberta, Canada. First, we detail a method for localizing a leak of unknown spatial location using iterative fits against a forward Gaussian plume model. We explore sources of uncertainty, both inherent to the method and operational. Results suggest this method is primarily constrained by accurate wind direction data, distance downwind from source, and the non-Gaussian shape of close range plumes. Second, we examine sources of uncertainty in quantifying emissions with the mass balance method. Results suggest precision is constrained by flux plane interpolation errors and time offsets between spatially adjacent measurements. Drones can provide data closer to the ground than piloted aircraft, but large portions of the plume are still unquantified. Together, we find that despite larger volumes of data, working with close range plumes as measured with UAVs is inherently difficult. We describe future efforts to mitigate these challenges and work towards more robust benchmarking for application in industrial and regulatory settings.

Droning On: American Strategic Myopia Toward Unmanned Aerial Systems

DTIC Science & Technology

2013-12-01

torpedo, nicknamed the “Bug.”3 This system consisted of pre-set pneumatic and electrical controls that stabilized and guided it toward...race their homemade drones around Mount Damavand.88 These competitions and DIY efforts provide short-term innovation of unmanned technologies. This...an even greater threat to the homeland comes from homegrown or lone wolf actor’s possession of unmanned technology. DIY kits aid in building drones

Vineyard management in virtual reality: autonomous control of a transformable drone

NASA Astrophysics Data System (ADS)

Griffiths, H.; Shen, H.; Li, N.; Rojas, S.; Perkins, N.; Liu, M.

2017-05-01

Grape vines are susceptible to many diseases. Routine scouting is critically important to keep vineyards in healthy condition. Currently, scouting relies on experienced farm workers to inspect acres of land while arduously filling out reports to document crop health conditions. This process is both labor and time consuming. Using drones to assist farm workers in scouting has great potential to improve the efficiency of vineyard management. Due to the complexity in grape farm disease detection, the drones are normally used to detect suspicious areas to help farm workers to prioritize scouting activities. Operations still rely heavily on humans for further inspection to be certain about the health conditions of the vines. This paper introduces an autonomous transition flight control method for a transformable drone, which is suitable for the future virtual presence of humans in further inspecting suspicious areas. The transformable drone adopts a tilt-rotor mechanism to automatically switch between hover and horizontal flight modes, following commands from virtual reality devices held in the ground control station. The conceptual design and transformation dynamics of the drone will be first discussed, followed by a model predictive control system developed to automatically control the transition flight. Simulation is also provided to show the effectiveness of the proposed control system.

How Drone Strikes and a Fake Vaccination Program Have Inhibited Polio Eradication in Pakistan: An Analysis of National Level Data.

PubMed

Kennedy, Jonathan

2017-10-01

This article investigates whether the United States' counterinsurgency operations have inhibited polio eradication efforts in northwestern Pakistan, the world's last major reservoir of polio. Anecdotal evidence suggests that militants disrupt polio vaccination programs because of suspicions that campaigns are a cover for gathering intelligence on Central Intelligence Agency (CIA) drone targets. This paper analyzes national-level quantitative data to test this argument. Between 2004 and 2012, the number of polio cases in Pakistan closely mirrored the number of drone strikes. But from 2013 onward, polio cases increased while drone strikes fell. This can be explained by the CIA's use of a fake immunization campaign in a failed attempt to obtain the DNA of Osama bin Laden's relatives prior to his assassination in 2011. This seemingly vindicated militants' suspicions that vaccination programs were a cover for espionage. Militants consequently intensified their disruption of immunization campaigns, resulting in an increase in polio cases in Pakistan, as well as in Afghanistan, Syria, and Iraq. For politicians and military planners, drones are attractive because they are said to harm fewer civilians than conventional methods of warfare. However, this paper demonstrates that drone strikes had negative effects on the well-being of civilians in Pakistan and further afield because they undermined global efforts to eradicate polio.

Real-Time and Post-Processed Georeferencing for Hyperpspectral Drone Remote Sensing

NASA Astrophysics Data System (ADS)

Oliveira, R. A.; Khoramshahi, E.; Suomalainen, J.; Hakala, T.; Viljanen, N.; Honkavaara, E.

2018-05-01

The use of drones and photogrammetric technologies are increasing rapidly in different applications. Currently, drone processing workflow is in most cases based on sequential image acquisition and post-processing, but there are great interests towards real-time solutions. Fast and reliable real-time drone data processing can benefit, for instance, environmental monitoring tasks in precision agriculture and in forest. Recent developments in miniaturized and low-cost inertial measurement systems and GNSS sensors, and Real-time kinematic (RTK) position data are offering new perspectives for the comprehensive remote sensing applications. The combination of these sensors and light-weight and low-cost multi- or hyperspectral frame sensors in drones provides the opportunity of creating near real-time or real-time remote sensing data of target object. We have developed a system with direct georeferencing onboard drone to be used combined with hyperspectral frame cameras in real-time remote sensing applications. The objective of this study is to evaluate the real-time georeferencing comparing with post-processing solutions. Experimental data sets were captured in agricultural and forested test sites using the system. The accuracy of onboard georeferencing data were better than 0.5 m. The results showed that the real-time remote sensing is promising and feasible in both test sites.

A comparison of honeybee (Apis mellifera) queen, worker and drone larvae by RNA-Seq.

PubMed

He, Xu-Jiang; Jiang, Wu-Jun; Zhou, Mi; Barron, Andrew B; Zeng, Zhi-Jiang

2017-11-06

Honeybees (Apis mellifera) have haplodiploid sex determination: males develop from unfertilized eggs and females develop from fertilized ones. The differences in larval food also determine the development of females. Here we compared the total somatic gene expression profiles of 2-day and 4-day-old drone, queen and worker larvae by RNA-Seq. The results from a co-expression network analysis on all expressed genes showed that 2-day-old drone and worker larvae were closer in gene expression profiles than 2-day-old queen larvae. This indicated that for young larvae (2-day-old) environmental factors such as larval diet have a greater effect on gene expression profiles than ploidy or sex determination. Drones had the most distinct gene expression profiles at the 4-day larval stage, suggesting that haploidy, or sex dramatically affects the gene expression of honeybee larvae. Drone larvae showed fewer differences in gene expression profiles at the 2-day and 4-day time points than the worker and queen larval comparisons (598 against 1190 and 1181), suggesting a different pattern of gene expression regulation during the larval development of haploid males compared to diploid females. This study indicates that early in development the queen caste has the most distinct gene expression profile, perhaps reflecting the very rapid growth and morphological specialization of this caste compared to workers and drones. Later in development the haploid male drones have the most distinct gene expression profile, perhaps reflecting the influence of ploidy or sex determination on gene expression. © 2017 Institute of Zoology, Chinese Academy of Sciences.

Drone transportation of blood products.

PubMed

Amukele, Timothy; Ness, Paul M; Tobian, Aaron A R; Boyd, Joan; Street, Jeff

2017-03-01

Small civilian unmanned aerial vehicles (drones) are a novel way to transport small goods. To the best of our knowledge there are no studies examining the impact of drone transport on blood products, describing approaches to maintaining temperature control, or component physical characteristics during drone transport. Six leukoreduced red blood cell (RBC) and six apheresis platelet (PLT) units were split using sterile techniques. The larger parent RBC and PLT units, as well as six unthawed plasma units frozen within 24 hours of collection (FP24), were placed in a cooler, attached to the drone, and flown for up to 26.5 minutes with temperature logging. Ambient temperatures during the experimental window ranged between -1 and 18°C across 2 days. The difference between the ambient and unit temperatures was approximately 20°C for PLT and FP24 units. After flight, the RBC parent units were centrifuged and visually checked for hemolysis; the PLTs were checked for changes in mean PLT volumes (MPVs), pH, and PLT count; and the frozen air bubbles on the back of the FP24 units were examined for any changes in size or shape, as evidence of thawing. There was no evidence of RBC hemolysis; no significant changes in PLT count, pH, or MPVs; and no changes in the FP24 bubbles. The temperature of all units was maintained during transport and flight. There was no adverse impact of drone transport on RBC, PLT, or FP24 units. These findings suggest that drone transportation systems are a viable option for the transportation of blood products. © 2016 AABB.

Drag reduction effects facilitated by microridges inside the mouthparts of honeybee workers and drones.

PubMed

Li, Chu-Chu; Wu, Jia-Ning; Yang, Yun-Qiang; Zhu, Ren-Gao; Yan, Shao-Ze

2016-01-21

The mouthpart of a honeybee is a natural well-designed micropump that uses a reciprocating glossa through a temporary tube comprising a pair of galeae and labial palpi for loading nectar. The shapes and sizes of mouthparts differ among castes of honeybees, but the diversities of the functional microstructures inside the mouthparts of honeybee workers and drones remain poorly understood. Through scanning electron microscopy, we found the dimensional difference of uniformly distributed microridges on the inner galeae walls of Apis mellifera ligustica workers and drones. Subsequently, we recorded the feeding process of live honeybees by using a specially designed high-speed camera system. Considering the microridges and kinematics of the glossa, we constructed a hydrodynamic model to calculate the friction coefficient of the mouthpart. In addition, we test the drag reduction through the dimensional variations of the microridges on the inner walls of mouthparts. Theoretical estimations of the friction coefficient with respect to dipping frequency show that inner microridges can reduce friction during the feeding process of honeybees. The effects of drag reduction regulated by specific microridges were then compared. The friction coefficients of the workers and drones were found to be 0.011±0.007 (mean±s.d.) and 0.045±0.010, respectively. These results indicate that the mouthparts of workers are more capable of drag reduction compared with those of drones. The difference was analyzed by comparing the foraging behavior of the workers and drones. Workers are equipped with well-developed hypopharyngeal, and their dipping frequency is higher than that of drones. Our research establishes a critical link between microridge dimensions and drag reduction capability during the nectar feeding of honeybees. Our results reveal that microridges inside the mouthparts of honeybee workers and drones reflect the caste-related life cycles of honeybees. Copyright © 2015 Elsevier Ltd. All rights reserved.

Measuring behavioral responses of sea turtles, saltwater crocodiles, and crested terns to drone disturbance to define ethical operating thresholds

PubMed Central

Whiting, Scott; Tucker, Tony; Guinea, Michael; Raith, Andrew; Douglas, Ryan

2018-01-01

Drones are being increasingly used in innovative ways to enhance environmental research and conservation. Despite their widespread use for wildlife studies, there are few scientifically justified guidelines that provide minimum distances at which wildlife can be approached to minimize visual and auditory disturbance. These distances are essential to ensure that behavioral and survey data have no observer bias and form the basis of requirements for animal ethics and scientific permit approvals. In the present study, we documented the behaviors of three species of sea turtle (green turtles, Chelonia mydas, flatback turtles, Natator depressus, hawksbill turtles, Eretmochelys imbricata), saltwater crocodiles (Crocodylus porosus), and crested terns (Thalasseus bergii) in response to a small commercially available (1.4 kg) multirotor drone flown in Northern Territory and Western Australia. Sea turtles in nearshore waters off nesting beaches or in foraging habitats exhibited no evasive behaviors (e.g. rapid diving) in response to the drone at or above 20–30 m altitude, and at or above 10 m altitude for juvenile green and hawksbill turtles foraging on shallow, algae-covered reefs. Adult female flatback sea turtles were not deterred by drones flying forward or stationary at 10 m altitude when crawling up the beach to nest or digging a body pit or egg chamber. In contrast, flyovers elicited a range of behaviors from crocodiles, including minor, lateral head movements, fleeing, or complete submergence when a drone was present below 50 m altitude. Similarly, a colony of crested terns resting on a sand-bank displayed disturbance behaviors (e.g. flight response) when a drone was flown below 60 m altitude. The current study demonstrates a variety of behavioral disturbance thresholds for diverse species and should be considered when establishing operating conditions for drones in behavioral and conservation studies. PMID:29561901

Bridging the Scales from Field to Region with Practical Tools to Couple Time- and Space-Synchronized Data from Flux Towers and Networks with Proximal and Remote Sensing Data

NASA Astrophysics Data System (ADS)

Burba, G. G.; Avenson, T.; Burkart, A.; Gamon, J. A.; Guan, K.; Julitta, T.; Pastorello, G.; Sakowska, K.

2017-12-01

Many hundreds of flux towers are presently operational as standalone projects and as parts of regional networks. However, the vast majority of these towers do not allow straightforward coupling with remote sensing (drone, aircraft, satellite, etc.) data, and even fewer have optical sensors for validation of remote sensing products, and upscaling from field to regional levels. In 2016-2017, new tools to collect, process, and share time-synchronized flux data from multiple towers were developed and deployed globally. Originally designed to automate site and data management, and to streamline flux data analysis, these tools allow relatively easy matching of tower data with remote sensing data: GPS-driven PTP time protocol synchronizes instrumentation within the station, different stations with each other, and all of these to remote sensing data to precisely align remote sensing and flux data in time Footprint size and coordinates computed and stored with flux data help correctly align tower flux footprints and drone, aircraft or satellite motion to precisely align optical and flux data in space Full snapshot of the remote sensing pixel can then be constructed, including leaf-level, ground optical sensor, and flux tower measurements from the same footprint area, closely coupled with the remote sensing measurements to help interpret remote sensing data, validate models, and improve upscaling Additionally, current flux towers can be augmented with advanced ground optical sensors and can use standard routines to deliver continuous products (e.g. SIF, PRI, NDVI, etc.) based on automated field spectrometers (e.g., FloX and RoX, etc.) and other optical systems. Several dozens of new towers already operational globally can be readily used for the proposed workflow. Over 500 active traditional flux towers can be updated to synchronize their data with remote sensing measurements. This presentation will show how the new tools are used by major networks, and describe how this approach can be utilized for matching remote sensing and tower data to aid in ground truthing, improve scientific interactions, and promote joint grant writing and other forms of collaboration between the flux and remote sensing communities.

Thinking about Air and Space Power in 2025: Five Guiding Principles

DTIC Science & Technology

2012-06-01

conflicts show the need for thinking about this principle in the design as well as the use of platforms. Any such analysis neces- sitates drawing on all...space and the commonplace employment of medium- and high - altitude drones. The self-deployment of drones and their integra- tion into air traffic will...technical advances will lead to the de- velopment of stratospheric drones ( high - altitude platforms), adding the benefits of increased persistence

Sex-specific differences in pathogen susceptibility in honey bees (Apis mellifera).

PubMed

Retschnig, Gina; Williams, Geoffrey R; Mehmann, Marion M; Yañez, Orlando; de Miranda, Joachim R; Neumann, Peter

2014-01-01

Sex-related differences in susceptibility to pathogens are a common phenomenon in animals. In the eusocial Hymenoptera the two female castes, workers and queens, are diploid and males are haploid. The haploid susceptibility hypothesis predicts that haploid males are more susceptible to pathogen infections compared to females. Here we test this hypothesis using adult male (drone) and female (worker) honey bees (Apis mellifera), inoculated with the gut endoparasite Nosema ceranae and/or black queen cell virus (BQCV). These pathogens were chosen due to previously reported synergistic interactions between Nosema apis and BQCV. Our data do not support synergistic interactions between N. ceranae and BQCV and also suggest that BQCV has limited effect on both drone and worker health, regardless of the infection level. However, the data clearly show that, despite lower levels of N. ceranae spores in drones than in workers, Nosema-infected drones had both a higher mortality and a lower body mass than non-infected drones, across all treatment groups, while the mortality and body mass of worker bees were largely unaffected by N. ceranae infection, suggesting that drones are more susceptible to this pathogen than workers. In conclusion, the data reveal considerable sex-specific differences in pathogen susceptibility in honey bees and highlight the importance of ultimate measures for determining susceptibility, such as mortality and body quality, rather than mere infection levels.

Natural Larval Diet Differently Influences the Pattern of Developmental Changes in DNA 5-Methylcytosine Levels in Apis mellifera Queens as Compared with Workers and Drones.

PubMed

Strachecka, A; Olszewski, K; Bajda, M; Demetraki-Paleolog, J

2015-08-01

The principal mechanism of gene activation/silencing is DNA 5-methylcytosine methylation. This study was aimed at determining global DNA methylation levels in larvae, prepupae, pupae, and 1-day-old adults of Apis mellifera queens, workers and drones. The Imprint Methylated DNA Quantification Kit MDQ1 was used. Percentages of DNA 5-methylcytosine were low and relatively similar in the larvae of all the castes until 4th day of larval development (3-5%). However, they were higher in the drone and worker larvae than in the queen larvae. Generally, the developmental patterns of changes in the DNA methylation levels were different in the queens in comparison with the drones and workers. While methylation increased in the queens, it decreased in the drones and workers. Methylated DNA methylcytosine percentages and weights in the queen prepupae (15%, 9.18 ng) and pupae (21%, 10.74 ng) were, respectively, three and four times higher than in the worker/drone brood of the same age (2.5-4%, 0.03-0.07 ng). Only in the queens, after a substantial increase, did DNA methylation decrease almost twice between the pupal stage and queen emergence (from 21% and 10.74 ng to 12% and 6.78 ng). This finding seems very interesting, particularly for experimental gerontology.

Sex-Specific Differences in Pathogen Susceptibility in Honey Bees (Apis mellifera)

PubMed Central

Retschnig, Gina; Williams, Geoffrey R.; Mehmann, Marion M.; Yañez, Orlando; de Miranda, Joachim R.; Neumann, Peter

2014-01-01

Sex-related differences in susceptibility to pathogens are a common phenomenon in animals. In the eusocial Hymenoptera the two female castes, workers and queens, are diploid and males are haploid. The haploid susceptibility hypothesis predicts that haploid males are more susceptible to pathogen infections compared to females. Here we test this hypothesis using adult male (drone) and female (worker) honey bees (Apis mellifera), inoculated with the gut endoparasite Nosema ceranae and/or black queen cell virus (BQCV). These pathogens were chosen due to previously reported synergistic interactions between Nosema apis and BQCV. Our data do not support synergistic interactions between N. ceranae and BQCV and also suggest that BQCV has limited effect on both drone and worker health, regardless of the infection level. However, the data clearly show that, despite lower levels of N. ceranae spores in drones than in workers, Nosema-infected drones had both a higher mortality and a lower body mass than non-infected drones, across all treatment groups, while the mortality and body mass of worker bees were largely unaffected by N. ceranae infection, suggesting that drones are more susceptible to this pathogen than workers. In conclusion, the data reveal considerable sex-specific differences in pathogen susceptibility in honey bees and highlight the importance of ultimate measures for determining susceptibility, such as mortality and body quality, rather than mere infection levels. PMID:24465518

Viral prevalence increases with regional colony abundance in honey bee drones (Apis mellifera L).

PubMed

Forfert, Nadège; Natsopoulou, Myrsini E; Paxton, Robert J; Moritz, Robin F A

2016-10-01

Transmission among colonies is a central feature for the epidemiology of honey bee pathogens. High colony abundance may promote transmission among colonies independently of apiary layout, making colony abundance a potentially important parameter determining pathogen prevalence in populations of honey bees. To test this idea, we sampled male honey bees (drones) from seven distinct drone congregation areas (DCA), and used their genotypes to estimate colony abundance at each site. A multiplex ligation dependent probe amplification assay (MLPA) was used to assess the prevalence of ten viruses, using five common viral targets, in individual drones. There was a significant positive association between colony abundance and number of viral infections. This result highlights the potential importance of high colony abundance for pathogen prevalence, possibly because high population density facilitates pathogen transmission. Pathogen prevalence in drones collected from DCAs may be a useful means of estimating the disease status of a population of honey bees during the mating season, especially for localities with a large number of wild or feral colonies. Copyright © 2016 Elsevier B.V. All rights reserved.

Remote Marker-Based Tracking for UAV Landing Using Visible-Light Camera Sensor.

PubMed

Nguyen, Phong Ha; Kim, Ki Wan; Lee, Young Won; Park, Kang Ryoung

2017-08-30

Unmanned aerial vehicles (UAVs), which are commonly known as drones, have proved to be useful not only on the battlefields where manned flight is considered too risky or difficult, but also in everyday life purposes such as surveillance, monitoring, rescue, unmanned cargo, aerial video, and photography. More advanced drones make use of global positioning system (GPS) receivers during the navigation and control loop which allows for smart GPS features of drone navigation. However, there are problems if the drones operate in heterogeneous areas with no GPS signal, so it is important to perform research into the development of UAVs with autonomous navigation and landing guidance using computer vision. In this research, we determined how to safely land a drone in the absence of GPS signals using our remote maker-based tracking algorithm based on the visible light camera sensor. The proposed method uses a unique marker designed as a tracking target during landing procedures. Experimental results show that our method significantly outperforms state-of-the-art object trackers in terms of both accuracy and processing time, and we perform test on an embedded system in various environments.

The Activity of Carbohydrate-Degrading Enzymes in the Development of Brood and Newly Emerged workers and Drones of the Carniolan Honeybee, Apis mellifera carnica

PubMed Central

Żółtowska, Krystyna; Lipiński, Zbigniew; Łopieńska-Biernat, Elżbieta; Farjan, Marek; Dmitryjuk, Małgorzata

2012-01-01

The activity of glycogen Phosphorylase and carbohydrate hydrolyzing enzymes α-amylase, glucoamylase, trehalase, and sucrase was studied in the development of the Carniolan honey bee, Apis mellifera carnica Pollman (Hymenoptera: Apidae), from newly hatched larva to freshly emerged imago of worker and drone. Phosphorolytic degradation of glycogen was significantly stronger than hydrolytic degradation in all developmental stages. Developmental profiles of hydrolase activity were similar in both sexes of brood; high activity was found in unsealed larvae, the lowest in prepupae followed by an increase in enzymatic activity. Especially intensive increases in activity occurred in the last stage of pupae and newly emerged imago. Besides α-amylase, the activities of other enzymes were higher in drone than in worker broods. Among drones, activity of glucoamylase was particularly high, ranging from around three times higher in the youngest larvae to 13 times higher in the oldest pupae. This confirms earlier suggestions about higher rates of metabolism in drone broods than in worker broods. PMID:22943407

The activity of carbohydrate-degrading enzymes in the development of brood and newly emerged workers and drones of the Carniolan honeybee, Apis mellifera carnica.

PubMed

Żółtowska, Krystyna; Lipiński, Zbigniew; Łopieńska-Biernat, Elżbieta; Farjan, Marek; Dmitryjuk, Małgorzata

2012-01-01

The activity of glycogen Phosphorylase and carbohydrate hydrolyzing enzymes α-amylase, glucoamylase, trehalase, and sucrase was studied in the development of the Carniolan honey bee, Apis mellifera carnica Pollman (Hymenoptera: Apidae), from newly hatched larva to freshly emerged imago of worker and drone. Phosphorolytic degradation of glycogen was significantly stronger than hydrolytic degradation in all developmental stages. Developmental profiles of hydrolase activity were similar in both sexes of brood; high activity was found in unsealed larvae, the lowest in prepupae followed by an increase in enzymatic activity. Especially intensive increases in activity occurred in the last stage of pupae and newly emerged imago. Besides α-amylase, the activities of other enzymes were higher in drone than in worker broods. Among drones, activity of glucoamylase was particularly high, ranging from around three times higher in the youngest larvae to 13 times higher in the oldest pupae. This confirms earlier suggestions about higher rates of metabolism in drone broods than in worker broods.

Genetic structure of drone congregation areas of Africanized honeybees in southern Brazil

PubMed Central

2009-01-01

As yet, certain aspects of the Africanization process are not well understood, for example, the reproductive behavior of African and European honeybees and how the first Africanized swarms were formed and spread. Drone congregation areas (DCAs) are the ideal place to study honeybee reproduction under natural conditions since hundreds of drones from various colonies gather together in the same geographical area for mating. In the present study, we assessed the genetic structure of seven drone congregations and four commercial European-derived and Africanized apiaries in southern Brazil, employing seven microsatellite loci for this purpose. We also estimated the number of mother-colonies that drones of a specific DCA originated from. Pairwise comparison failed to reveal any population sub-structuring among the DCAs, thus indicating low mutual genetic differentiation. We also observed high genetic similarity between colonies of commercial apiaries and DCAs, besides a slight contribution from a European-derived apiary to a DCA formed nearby. Africanized DCAs seem to have a somewhat different genetic structure when compared to the European. PMID:21637465

Quantitative patterns in drone wars

NASA Astrophysics Data System (ADS)

Garcia-Bernardo, Javier; Dodds, Peter Sheridan; Johnson, Neil F.

2016-02-01

Attacks by drones (i.e., unmanned combat air vehicles) continue to generate heated political and ethical debates. Here we examine the quantitative nature of drone attacks, focusing on how their intensity and frequency compare with that of other forms of human conflict. Instead of the power-law distribution found recently for insurgent and terrorist attacks, the severity of attacks is more akin to lognormal and exponential distributions, suggesting that the dynamics underlying drone attacks lie beyond these other forms of human conflict. We find that the pattern in the timing of attacks is consistent with one side having almost complete control, an important if expected result. We show that these novel features can be reproduced and understood using a generative mathematical model in which resource allocation to the dominant side is regulated through a feedback loop.

Saildrone fleet could help replace aging buoys

NASA Astrophysics Data System (ADS)

Voosen, Paul

2018-03-01

In April, two semiautonomous drones, developed by Saildrone, a marine tech startup based in Alameda, California, in close collaboration with the National Oceanic and Atmospheric Administration in Washington, D.C., are set to return from an 8-month tour of the Pacific Ocean. This the first scientific test for the drones, which are powered only by the wind and sun, in the Pacific Ocean. The voyage is an important step in showing that such drones, carrying 15 different sensors, could help replace an aging and expensive array of buoys that are the main way scientists sniff out signs of climate-disrupting El Niño events. If successful, scientists envision fleets of similar drones spreading across the ocean, inviting thoughts of what it could be like to do oceanography without a ship.

Using Ready-To Drone Images in Forestry Activities: Case Study of ÇINARPINAR in Kahramanmaras, Turkey

NASA Astrophysics Data System (ADS)

Gülci, S.; Akgül, M.; Akay, A. E.; Taş, İ.

2017-11-01

This short paper aims to present pros and cons of current usage of ready-to-use drone images in the field of forestry also considering flight planning and photogrammetric processes. The capabilities of DJI Phantom 4, which is the low cost drone producing by Dji company, was evaluated through sample flights in Cinarpinar Forest Enterprise Chief in Kahramanmaras in Turkey. In addition, the photogrammetric workflow of obtained images and automated flight were presented with respect to capabilities of available software. The flight plans were created by using Pix4DCapture software with android based cell phone. The results indicated that high-resolution imagery obtained by drone can provide significant data for assessment of forest resources, forest roads, and stream channels.

sUAS and their application in observing geomorphological processes

NASA Astrophysics Data System (ADS)

Gallik, Jozef; Bolešová, Lenka

2016-07-01

Methodologies and procedures in processing gained data vary based on possibilities and needs of scientific projects. This paper should help to get a general overview in the choice of small unmanned aircraft systems (sUAS - commonly known as drones) for scientific purposes, namely remote sensing of geomorphologic processes such as soil degradation in high mountainous areas that are hard to access and have unfavourable weather conditions. All high mountain areas in European countries are legislatively protected, and so various permissions and observation of strict procedures are needed in order to not have a negative influence on the environment. Nowadays, several types of UAS exist that could effectively help us in such protection, as well as in full-fledged utilization when answering scientific questions about the alpine lake genesis. We demonstrate it here with selected examples of our photo documentation.

A Web of Drones: A 2040 Strategy to Reduce the United States Dependance on Space Based Capabilities

DTIC Science & Technology

2015-02-17

AIR WAR COLLEGE AIR UNIVERSITY A WEB OF DRONES : A 2040 STRATEGY TO REDUCE THE UNITED STATES DEPENDANCE ON SPACE BASED CAPABILITIES by...James Morgan “Kawg” Curry , Colonel, USAF A Research Report Submitted to the Faculty In Partial Fulfillment of the Graduation Requirements...COVERED 00-00-2015 to 00-00-2015 4. TITLE AND SUBTITLE A Web Of Drones : A 2040 Strategy To Reduce The United States Dependance On Space Based

On the Statistical Analysis of the Radar Signature of the MQM-34D

DTIC Science & Technology

1975-01-31

target drone for aspect angles near normal to the roll axis for a vertically polarized measurements system. The radar cross section and glint are... drone . The raw data from RATSCAT are reported in graphical form in an AFSWC three-volume report.. The results reported here are a statistical analysis of...Ta1get Drones , AFSWC-rR.74-0l, January 1974. 2James W. Wright, On the Statistical Analysis of the Radar Signature of the MQM-34D, Interim Report

Nickelzinc Batteries for RPV Applications.

DTIC Science & Technology

1981-06-01

batteries used in the BQM-34A target drones are: 1) The secondary nickel-zinc system is able to provide superior Amp-Hr capacity with respect to volume as...7) MAR-5013 Flight Test batteries, have been constructed and shipped to Tyndall AFB for testing in the BQM- 34A remotely piloted target drone . The...ditioning.The seventh battery was lost on a flight mission when the target drone was shot down. Refer to Table 16 for a summary of battery history prior

Environmental Assessment: Construction and Operation of an Alternate Drone Launch System at Tyndall Air Force Base

DTIC Science & Technology

2008-05-01

matter less than or equal to 2.5 microns in aerodynamic diameter POL petroleum, oil , and lubricant RATO Rocket Assisted Take Off RCRA Resource... southeast of the Base airfield. The 325th Fighter Wing, Tyndall AFB, with the support of the Air Education and Training Command (AETC), has prepared this...segments. The drone launch facility is located just off U.S. Highway 98 southeast of the Base airfield (Figure 1-2). The proposed alternate drone

Application of a Leap Motion Sensor for Improved Drone Control

DTIC Science & Technology

2017-12-01

command ( )u t needed to control the distance error ( )e t was obtained using         0 1 t p d i de t u t K e t e d T T dt...SENSOR FOR IMPROVED DRONE CONTROL by Alfredo Belaunde Sara-Lafosse December 2017 Thesis Advisor: Xiaoping Yun Second Reader: James Calusdian THIS...thesis 4. TITLE AND SUBTITLE APPLICATION OF A LEAP MOTION SENSOR FOR IMPROVED DRONE CONTROL 5. FUNDING NUMBERS 6. AUTHOR(S) Alfredo Belaunde Sara

Project CHECO Southeast Asia Report. BUFFALO HUNTER 1970 - 1972

DTIC Science & Technology

1973-07-24

era, however, the drone’s use was no longer a secret. This report examines the entire BUFFALO HUNTER operation -- management , targeting, drone capabilities, mission planning and execution, and operational results.

Aversive conditioning in honey bees (Apis mellifera anatolica): a comparison of drones and workers.

PubMed

Dinges, Christopher W; Avalos, Arian; Abramson, Charles I; Craig, David Philip Arthur; Austin, Zoe M; Varnon, Christopher A; Dal, Fatima Nur; Giray, Tugrul; Wells, Harrington

2013-11-01

Honey bees provide a model system to elucidate the relationship between sociality and complex behaviors within the same species, as females (workers) are highly social and males (drones) are more solitary. We report on aversive learning studies in drone and worker honey bees (Apis mellifera anatolica) in escape, punishment and discriminative punishment situations. In all three experiments, a newly developed electric shock avoidance assay was used. The comparisons of expected and observed responses were performed with conventional statistical methods and a systematic randomization modeling approach called object oriented modeling. The escape experiment consisted of two measurements recorded in a master-yoked paradigm: frequency of response and latency to respond following administration of shock. Master individuals could terminate an unavoidable shock triggered by a decrementing 30 s timer by crossing the shuttlebox centerline following shock activation. Across all groups, there was large individual response variation. When assessing group response frequency and latency, master subjects performed better than yoked subjects for both workers and drones. In the punishment experiment, individuals were shocked upon entering the shock portion of a bilaterally wired shuttlebox. The shock portion was spatially static and unsignalled. Only workers effectively avoided the shock. The discriminative punishment experiment repeated the punishment experiment but included a counterbalanced blue and yellow background signal and the side of shock was manipulated. Drones correctly responded less than workers when shock was paired with blue. However, when shock was paired with yellow there was no observable difference between drones and workers.

Genetic structure of nest aggregations and drone congregations of the southeast Asian stingless bee Trigona collina.

PubMed

Cameron, E C; Franck, P; Oldroyd, B P

2004-08-01

In stingless bees, sex is determined by a single complementary sex-determining locus. This method of sex determination imposes a severe cost of inbreeding because an egg fertilized by sperm carrying the same sex allele as the egg results in a sterile diploid male. To explore how reproductive strategies may be used to avoid inbreeding in stingless bees, we studied the genetic structure of a population of 27 colonies and three drone congregations of Trigona collina in Chanthaburi, Thailand. The colonies were distributed across six nest aggregations, each aggregation located in the base of a different fig tree. Genetic analysis at eight microsatellite loci showed that colonies within aggregations were not related. Samples taken from three drone congregations showed that the males were drawn from a large number of colonies (estimated to be 132 different colonies in our largest swarm). No drone had a genotype indicating that it could have originated from the colony that it was directly outside. Combined, these results suggest that movements of drones and possibly movements of reproductive swarms among colony aggregations provide two mechanisms of inbreeding avoidance. Copyright 2004 Blackwell Publishing Ltd

LightDenseYOLO: A Fast and Accurate Marker Tracker for Autonomous UAV Landing by Visible Light Camera Sensor on Drone.

PubMed

Nguyen, Phong Ha; Arsalan, Muhammad; Koo, Ja Hyung; Naqvi, Rizwan Ali; Truong, Noi Quang; Park, Kang Ryoung

2018-05-24

Autonomous landing of an unmanned aerial vehicle or a drone is a challenging problem for the robotics research community. Previous researchers have attempted to solve this problem by combining multiple sensors such as global positioning system (GPS) receivers, inertial measurement unit, and multiple camera systems. Although these approaches successfully estimate an unmanned aerial vehicle location during landing, many calibration processes are required to achieve good detection accuracy. In addition, cases where drones operate in heterogeneous areas with no GPS signal should be considered. To overcome these problems, we determined how to safely land a drone in a GPS-denied environment using our remote-marker-based tracking algorithm based on a single visible-light-camera sensor. Instead of using hand-crafted features, our algorithm includes a convolutional neural network named lightDenseYOLO to extract trained features from an input image to predict a marker's location by visible light camera sensor on drone. Experimental results show that our method significantly outperforms state-of-the-art object trackers both using and not using convolutional neural network in terms of both accuracy and processing time.

Beyond 9-ODA: sex pheromone communication in the European honey bee Apis mellifera L.

PubMed

Brockmann, Axel; Dietz, Daniel; Spaethe, Johannes; Tautz, Jürgen

2006-03-01

The major component of the mandibular gland secretion of queen honeybees (Apis mellifera L.), 9-ODA ((2E)-9-oxodecenoic acid), has been known for more than 40 yr to function as a long-range sex pheromone, attracting drones at congregation areas and drone flyways. Tests of other mandibular gland components failed to demonstrate attraction. It remained unclear whether these components served any function in mating behavior. We performed dual-choice experiments, using a rotating drone carousel, to test the attractiveness of 9-ODA compared to mixtures of 9-ODA with three other most abundant components in virgin queen mandibular gland secretions: (2E)-9-hydroxydecenoic acid (9-HDA), (2E)-10-hydroxydecenoic acid (10-HDA), and p-hydroxybenzoate (HOB). We found no differences in the number of drones attracted to 9-ODA or the respective mixtures over a distance. However, adding 9-HDA and 10-HDA, or 9-HDA, 10-HDA, and HOB to 9-ODA increased the number of drones making contact with the baited dummy. On the basis of these results, we suggest that at least 9-HDA and 10-HDA are additional components of the sex pheromone blend of A. mellifera.

Remote Marker-Based Tracking for UAV Landing Using Visible-Light Camera Sensor

PubMed Central

Nguyen, Phong Ha; Kim, Ki Wan; Lee, Young Won; Park, Kang Ryoung

2017-01-01

Unmanned aerial vehicles (UAVs), which are commonly known as drones, have proved to be useful not only on the battlefields where manned flight is considered too risky or difficult, but also in everyday life purposes such as surveillance, monitoring, rescue, unmanned cargo, aerial video, and photography. More advanced drones make use of global positioning system (GPS) receivers during the navigation and control loop which allows for smart GPS features of drone navigation. However, there are problems if the drones operate in heterogeneous areas with no GPS signal, so it is important to perform research into the development of UAVs with autonomous navigation and landing guidance using computer vision. In this research, we determined how to safely land a drone in the absence of GPS signals using our remote maker-based tracking algorithm based on the visible light camera sensor. The proposed method uses a unique marker designed as a tracking target during landing procedures. Experimental results show that our method significantly outperforms state-of-the-art object trackers in terms of both accuracy and processing time, and we perform test on an embedded system in various environments. PMID:28867775

Using High-Altitude Pseudo Satellites as an innovative technology platform for climate measurements

NASA Astrophysics Data System (ADS)

Coulon, A.; Johnson, S.

2017-12-01

Climate scientists have been using for decades either remotely observed data, mainly from (un)manned aircraft and satellites, or ground-based measurements. High-Altitude Pseudo Satellites (HAPS) are emerging as a disruptive technology that will be used for various "Near Space" applications at altitudes between 15 and 23 km (i.e. above commercial airlines). This new generation of electric solar-powered unmanned aerial vehicles flying in the stratosphere aim to persistently monitor regional areas (with high temporal, spatial and spectral resolution) as well as perform in-situ Near Space observations. The two case studies presented will highlight the advantages of using such an innovative platform. First, calculations were performed to compare the use of a constellation of Low Earth Orbit satellites and a fleet of HAPS for surface monitoring. Using stratospheric drones has a clear advantage for revisiting a large zone (10'000km2 per day) with higher predictability and accuracy. User is free to set time over a location, avoid cloud coverage and obtain Ground Sampling Distance of 30cm using commercially of the shelf sensors. The other impact study focuses on in-situ measurements. Using HAPS will indeed help to closely observe stratospheric compounds, such as aerosols or volcano plumes. Simulations were performed to show how such a drone could collect samples and provide high-accuracy evaluations of compounds that, so far, are only remotely observed. The performed impact studies emphasize the substantial advantages of using HAPS for future stratospheric campaigns. Deploying month-long unmanned missions for monitoring stratospheric aerosols will be beneficial for future research projects such as climate engineering.

A new improved multicopter chassis structure tested on slope stability monitoring

NASA Astrophysics Data System (ADS)

Rossi, Guglielmo; Tanteri, Luca; Salvatici, Teresa; Scaduto, Gabriele; Tacconi Stefanelli, Carlo; Casagli, Nicola; Moretti, Sandro

2017-04-01

The multicopter has an increasing role in remote sensing and aerial photography. The piloting ease and the mechanical simplicity are the main reasons for drone diffusion as a hobby and for professional use. Usually multicopters have a "spider" structure with a central body and many radial arms that support the propulsion device. To improve the structure of the existing multicopter, the Department of Earth Sciences of Florence (DST) has developed and patented a new type of chassis structure that allows us to overcome some critical issues for scientific and heavy payload or long flight applications. The drone has an innovative perimetric chassis that fully supports flight dynamics. The new structure allows us to obtain high flight performance combined with low vibration transmission to the carried instruments. The new patented structure is implemented in two new prototypes of high performance drones completely developed by the Department of Earth Sciences of Florence: Saturn 2 and Saturn mini X-21. Saturn 2 is a high performance multi-role drone capable of carrying up to 14 kg of scientific instruments. Saturn Mini X-21 is a high performance drone, entirely 3D printed and specialized for digital and 3D rapid mapping. The Saturn mini X-21 was especially developed to obtain for the first time, by a drone, a 3D high resolution digital model for slope monitoring purposes of the Stromboli Sciara del Fuoco, a large inaccessible area that presents harsh flight conditions such as high persistent wind, rotors, volcanic ash and saltiness. The Saturn drones are mainly developed and tested, all around software and hardware, on slope stability monitoring. Four test cases are proposed, which were performed during the development and testing phase: a large area 3D survey (Scillato - Sicily), a harsh condition 3D survey (Stromboli -Sicily), a multitemporal 3D survey (Ricasoli - Tuscany) and the testing phase of measurement performed by onboard radar equipment.

Bioinspired morphing wings for extended flight envelope and roll control of small drones.

PubMed

Di Luca, M; Mintchev, S; Heitz, G; Noca, F; Floreano, D

2017-02-06

Small-winged drones can face highly varied aerodynamic requirements, such as high manoeuvrability for flight among obstacles and high wind resistance for constant ground speed against strong headwinds that cannot all be optimally addressed by a single aerodynamic profile. Several bird species solve this problem by changing the shape of their wings to adapt to the different aerodynamic requirements. Here, we describe a novel morphing wing design composed of artificial feathers that can rapidly modify its geometry to fulfil different aerodynamic requirements. We show that a fully deployed configuration enhances manoeuvrability while a folded configuration offers low drag at high speeds and is beneficial in strong headwinds. We also show that asymmetric folding of the wings can be used for roll control of the drone. The aerodynamic performance of the morphing wing is characterized in simulations, in wind tunnel measurements and validated in outdoor flights with a small drone.

Mapping Gnss Restricted Environments with a Drone Tandem and Indirect Position Control

NASA Astrophysics Data System (ADS)

Cledat, E.; Cucci, D. A.

2017-08-01

The problem of autonomously mapping highly cluttered environments, such as urban and natural canyons, is intractable with the current UAV technology. The reason lies in the absence or unreliability of GNSS signals due to partial sky occlusion or multi-path effects. High quality carrier-phase observations are also required in efficient mapping paradigms, such as Assisted Aerial Triangulation, to achieve high ground accuracy without the need of dense networks of ground control points. In this work we consider a drone tandem in which the first drone flies outside the canyon, where GNSS constellation is ideal, visually tracks the second drone and provides an indirect position control for it. This enables both autonomous guidance and accurate mapping of GNSS restricted environments without the need of ground control points. We address the technical feasibility of this concept considering preliminary real-world experiments in comparable conditions and we perform a mapping accuracy prediction based on a simulation scenario.

Bioinspired morphing wings for extended flight envelope and roll control of small drones

PubMed Central

Heitz, G.; Noca, F.; Floreano, D.

2017-01-01

Small-winged drones can face highly varied aerodynamic requirements, such as high manoeuvrability for flight among obstacles and high wind resistance for constant ground speed against strong headwinds that cannot all be optimally addressed by a single aerodynamic profile. Several bird species solve this problem by changing the shape of their wings to adapt to the different aerodynamic requirements. Here, we describe a novel morphing wing design composed of artificial feathers that can rapidly modify its geometry to fulfil different aerodynamic requirements. We show that a fully deployed configuration enhances manoeuvrability while a folded configuration offers low drag at high speeds and is beneficial in strong headwinds. We also show that asymmetric folding of the wings can be used for roll control of the drone. The aerodynamic performance of the morphing wing is characterized in simulations, in wind tunnel measurements and validated in outdoor flights with a small drone. PMID:28163882

Intraspecific variation in flight metabolic rate in the bumblebee Bombus impatiens: repeatability and functional determinants in workers and drones.

PubMed

Darveau, Charles-A; Billardon, Fannie; Bélanger, Kasandra

2014-02-15

The evolution of flight energetics requires that phenotypes be variable, repeatable and heritable. We studied intraspecific variation in flight energetics in order to assess the repeatability of flight metabolic rate and wingbeat frequency, as well as the functional basis of phenotypic variation in workers and drones of the bumblebee species Bombus impatiens. We showed that flight metabolic rate and wingbeat frequency were highly repeatable in workers, even when controlling for body mass variation using residual analysis. We did not detect significant repeatability in drones, but a smaller range of variation might have prevented us from finding significant values in our sample. Based on our results and previous findings, we associated the high repeatability of flight phenotypes in workers to the functional links between body mass, thorax mass, wing size, wingbeat frequency and metabolic rate. Moreover, differences between workers and drones were as predicted from these functional associations, where drones had larger wings for their size, lower wingbeat frequency and lower flight metabolic rate. We also investigated thoracic muscle metabolic phenotypes by measuring the activity of carbohydrate metabolism enzymes, and we found positive correlations between mass-independent metabolic rate and the activity of all enzymes measured, but in workers only. When comparing workers and drones that differ in flight metabolic rate, only the activity of the enzymes hexokinase and trehalase showed the predicted differences. Overall, our study indicates that there should be correlated evolution among physiological phenotypes at multiple levels of organization and morphological traits associated with flight.

The DAST-1 remotely piloted research vehicle development and initial flight testing

NASA Technical Reports Server (NTRS)

Kotsabasis, A.

1981-01-01

The development and initial flight testing of the DAST (drones for aerodynamic and structural testing) remotely piloted research vehicle, fitted with the first aeroelastic research wing ARW-I are presented. The ARW-I is a swept supercritical wing, designed to exhibit flutter within the vehicle's flight envelope. An active flutter suppression system (FSS) designed to increase the ARW-I flutter boundary speed by 20 percent is described. The development of the FSS was based on prediction techniques of structural and unsteady aerodynamic characteristics. A description of the supporting ground facilities and aircraft systems involved in the remotely piloted research vehicle (RPRV) flight test technique is given. The design, specification, and testing of the remotely augmented vehicle system are presented. A summary of the preflight and flight test procedures associated with the RPRV operation is given. An evaluation of the blue streak test flight and the first and second ARW-I test flights is presented.

Characterization of a Quadrotor Unmanned Aircraft System for Aerosol-Particle-Concentration Measurements.

PubMed

Brady, James M; Stokes, M Dale; Bonnardel, Jim; Bertram, Timothy H

2016-02-02

High-spatial-resolution, near-surface vertical profiling of atmospheric chemical composition is currently limited by the availability of experimental platforms that can sample in constrained environments. As a result, measurements of near-surface gradients in trace gas and aerosol particle concentrations have been limited to studies conducted from fixed location towers or tethered balloons. Here, we explore the utility of a quadrotor unmanned aircraft system (UAS) as a sampling platform to measure vertical and horizontal concentration gradients of trace gases and aerosol particles at high spatial resolution (1 m) within the mixed layer (0-100 m). A 3D Robotics Iris+ autonomous quadrotor UAS was outfitted with a sensor package consisting of a two-channel aerosol optical particle counter and a CO2 sensor. The UAS demonstrated high precision in both vertical (±0.5 m) and horizontal positions (±1 m), highlighting the potential utility of quadrotor UAS drones for aerosol- and trace-gas measurements within complex terrain, such as the urban environment, forest canopies, and above difficult-to-access areas such as breaking surf. Vertical profiles of aerosol particle number concentrations, acquired from flights conducted along the California coastline, were used to constrain sea-spray aerosol-emission rates from coastal wave breaking.

Towards establishing compact imaging spectrometer standards

USGS Publications Warehouse

Slonecker, E. Terrence; Allen, David W.; Resmini, Ronald G.

2016-01-01

Remote sensing science is currently undergoing a tremendous expansion in the area of hyperspectral imaging (HSI) technology. Spurred largely by the explosive growth of Unmanned Aerial Vehicles (UAV), sometimes called Unmanned Aircraft Systems (UAS), or drones, HSI capabilities that once required access to one of only a handful of very specialized and expensive sensor systems are now miniaturized and widely available commercially. Small compact imaging spectrometers (CIS) now on the market offer a number of hyperspectral imaging capabilities in terms of spectral range and sampling. The potential uses of HSI/CIS on UAVs/UASs seem limitless. However, the rapid expansion of unmanned aircraft and small hyperspectral sensor capabilities has created a number of questions related to technological, legal, and operational capabilities. Lightweight sensor systems suitable for UAV platforms are being advertised in the trade literature at an ever-expanding rate with no standardization of system performance specifications or terms of reference. To address this issue, both the U.S. Geological Survey and the National Institute of Standards and Technology are eveloping draft standards to meet these issues. This paper presents the outline of a combined USGS/NIST cooperative strategy to develop and test a characterization methodology to meet the needs of a new and expanding UAV/CIS/HSI user community.

NASA Leads Demo for Drone Traffic Management Tech

NASA Image and Video Library

2017-06-30

During the latest NASA-led demonstrations of technologies that could be part of an automated traffic management system for drones, pilots sent their vehicles beyond visual line-of-sight in simulated infrastructure inspections, search and rescue support, and package delivery.

Science, technology and the future of small autonomous drones.

PubMed

Floreano, Dario; Wood, Robert J

2015-05-28

We are witnessing the advent of a new era of robots - drones - that can autonomously fly in natural and man-made environments. These robots, often associated with defence applications, could have a major impact on civilian tasks, including transportation, communication, agriculture, disaster mitigation and environment preservation. Autonomous flight in confined spaces presents great scientific and technical challenges owing to the energetic cost of staying airborne and to the perceptual intelligence required to negotiate complex environments. We identify scientific and technological advances that are expected to translate, within appropriate regulatory frameworks, into pervasive use of autonomous drones for civilian applications.

Integrated approach to monitor water dynamics with drones

NASA Astrophysics Data System (ADS)

Raymaekers, Dries; De Keukelaere, Liesbeth; Knaeps, Els; Strackx, Gert; Decrop, Boudewijn; Bollen, Mark

2017-04-01

Remote sensing has been used for more than 20 years to estimate water quality in the open ocean and study the evolution of vegetation on land. More recently big improvements have been made to extend these practices to coastal and inland waters, opening new monitoring opportunities, eg. monitoring the impact of dredging activities on the aquatic environment. While satellite sensors can provide complete coverage and historical information of the study area, they are limited in their temporal revisit time and spatial resolution. Therefore, deployment of drones can create an added value and in combination with satellite information increase insights in the dynamics and actors of coastal and aquatic systems. Drones have the advantages of monitoring at high spatial detail (cm scale), with high frequency and are flexible. One of the important water quality parameters is the suspended sediment concentration. However, retrieving sediment concentrations from unmanned systems is a challenging task. The sediment dynamics in the port of Breskens, the Netherlands, were investigated by combining information retrieved from different data sources: satellite, drone and in-situ data were collected, analysed and inserted in sediment models. As such, historical (satellite), near-real time (drone) and predictive (sediment models) information, integrated in a spatial data infrastructure, allow to perform data analysis and can support decision makers.

Hypersonic drone design: A multidisciplinary experience

NASA Technical Reports Server (NTRS)

1988-01-01

Efforts were focused on design problems of an unmanned hypersonic vehicle. It is felt that a scaled hypersonic drone is necessary to bridge the gap between present theory on hypersonics and the future reality of the National Aerospace Plane (NASP) for two reasons: to fulfill a need for experimental data in the hypersonic regime, and to provide a testbed for the scramjet engine which is to be the primary mode of propulsion for the NASP. Three areas of great concern to NASP design were examined: propulsion, thermal management, and flight systems. Problem solving in these areas was directed towards design of the drone with the idea that the same design techniques could be applied to the NASP. A seventy degree swept double delta wing configuration, developed in the 70's at NASA Langley, was chosen as the aerodynamic and geometric model for the drone. This vehicle would be air-launched from a B-1 at Mach 0.8 and 48,000 feet, rocket boosted by two internal engines to Mach 10 and 100,000 feet, and allowed to cruise under power of the scramjet engine until burnout. It would then return to base for an unpowered landing. Preliminary energy calculations based upon the flight requirements give the drone a gross launch weight of 134,000 lb. and an overall length of 85 feet.

Using Unmanned Aerial Vehicles in Postfire Vegetation Survey Campaigns through Large and Heterogeneous Areas: Opportunities and Challenges.

PubMed

Fernández-Guisuraga, José Manuel; Sanz-Ablanedo, Enoc; Suárez-Seoane, Susana; Calvo, Leonor

2018-02-14

This study evaluated the opportunities and challenges of using drones to obtain multispectral orthomosaics at ultra-high resolution that could be useful for monitoring large and heterogeneous burned areas. We conducted a survey using an octocopter equipped with a Parrot SEQUOIA multispectral camera in a 3000 ha framework located within the perimeter of a megafire in Spain. We assessed the quality of both the camera raw imagery and the multispectral orthomosaic obtained, as well as the required processing capability. Additionally, we compared the spatial information provided by the drone orthomosaic at ultra-high spatial resolution with another image provided by the WorldView-2 satellite at high spatial resolution. The drone raw imagery presented some anomalies, such as horizontal banding noise and non-homogeneous radiometry. Camera locations showed a lack of synchrony of the single frequency GPS receiver. The georeferencing process based on ground control points achieved an error lower than 30 cm in X-Y and lower than 55 cm in Z. The drone orthomosaic provided more information in terms of spatial variability in heterogeneous burned areas in comparison with the WorldView-2 satellite imagery. The drone orthomosaic could constitute a viable alternative for the evaluation of post-fire vegetation regeneration in large and heterogeneous burned areas.

Using Unmanned Aerial Vehicles in Postfire Vegetation Survey Campaigns through Large and Heterogeneous Areas: Opportunities and Challenges

PubMed Central

2018-01-01

This study evaluated the opportunities and challenges of using drones to obtain multispectral orthomosaics at ultra-high resolution that could be useful for monitoring large and heterogeneous burned areas. We conducted a survey using an octocopter equipped with a Parrot SEQUOIA multispectral camera in a 3000 ha framework located within the perimeter of a megafire in Spain. We assessed the quality of both the camera raw imagery and the multispectral orthomosaic obtained, as well as the required processing capability. Additionally, we compared the spatial information provided by the drone orthomosaic at ultra-high spatial resolution with another image provided by the WorldView-2 satellite at high spatial resolution. The drone raw imagery presented some anomalies, such as horizontal banding noise and non-homogeneous radiometry. Camera locations showed a lack of synchrony of the single frequency GPS receiver. The georeferencing process based on ground control points achieved an error lower than 30 cm in X-Y and lower than 55 cm in Z. The drone orthomosaic provided more information in terms of spatial variability in heterogeneous burned areas in comparison with the WorldView-2 satellite imagery. The drone orthomosaic could constitute a viable alternative for the evaluation of post-fire vegetation regeneration in large and heterogeneous burned areas. PMID:29443914

Distributed micro-radar system for detection and tracking of low-profile, low-altitude targets

NASA Astrophysics Data System (ADS)

Gorwara, Ashok; Molchanov, Pavlo

2016-05-01

Proposed airborne surveillance radar system can detect, locate, track, and classify low-profile, low-altitude targets: from traditional fixed and rotary wing aircraft to non-traditional targets like unmanned aircraft systems (drones) and even small projectiles. Distributed micro-radar system is the next step in the development of passive monopulse direction finder proposed by Stephen E. Lipsky in the 80s. To extend high frequency limit and provide high sensitivity over the broadband of frequencies, multiple angularly spaced directional antennas are coupled with front end circuits and separately connected to a direction finder processor by a digital interface. Integration of antennas with front end circuits allows to exclude waveguide lines which limits system bandwidth and creates frequency dependent phase errors. Digitizing of received signals proximate to antennas allows loose distribution of antennas and dramatically decrease phase errors connected with waveguides. Accuracy of direction finding in proposed micro-radar in this case will be determined by time accuracy of digital processor and sampling frequency. Multi-band, multi-functional antennas can be distributed around the perimeter of a Unmanned Aircraft System (UAS) and connected to the processor by digital interface or can be distributed between swarm/formation of mini/micro UAS and connected wirelessly. Expendable micro-radars can be distributed by perimeter of defense object and create multi-static radar network. Low-profile, lowaltitude, high speed targets, like small projectiles, create a Doppler shift in a narrow frequency band. This signal can be effectively filtrated and detected with high probability. Proposed micro-radar can work in passive, monostatic or bistatic regime.

Magnetic Launch Assist Experimental Track

NASA Technical Reports Server (NTRS)

1999-01-01

In this photograph, a futuristic spacecraft model sits atop a carrier on the Magnetic Launch Assist System, formerly known as the Magnetic Levitation (MagLev) System, experimental track at the Marshall Space Flight Center (MSFC). Engineers at MSFC have developed and tested Magnetic Launch Assist technologies that would use magnetic fields to levitate and accelerate a vehicle along a track at very high speeds. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a Magnetic Launch Assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide, and about 1.5-feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Research Technology

NASA Image and Video Library

2001-03-01

Engineers at the Marshall Space Flight Center (MSFC) have been testing Magnetic Launch Assist Systems, formerly known as Magnetic Levitation (MagLev) technologies. To launch spacecraft into orbit, a Magnetic Launch Assist system would use magnetic fields to levitate and accelerate a vehicle along a track at a very high speed. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, the launch-assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This photograph shows a subscale model of an airplane running on the experimental track at MSFC during the demonstration test. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide, and about 1.5- feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Research Technology

NASA Image and Video Library

1999-10-01

In this photograph, a futuristic spacecraft model sits atop a carrier on the Magnetic Launch Assist System, formerly known as the Magnetic Levitation (MagLev) System, experimental track at the Marshall Space Flight Center (MSFC). Engineers at MSFC have developed and tested Magnetic Launch Assist technologies that would use magnetic fields to levitate and accelerate a vehicle along a track at very high speeds. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a Magnetic Launch Assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide, and about 1.5-feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Drone photogrammetry for geological research: field digital stratigraphic logs for turbiditic reservoir analog studies in Calabria, Southern Italy.

NASA Astrophysics Data System (ADS)

Guillois, Maxime; Brocheray, Sandra; Paron, Paolo

2017-04-01

Drone technology combined with new algorithms like Structure from Motion (SfM) has revived and expanded the uses of photogrammetry bringing new flexibility and the capacity to carry on close range photogrammetry to inaccessible areas. This characteristics are particularly appealing in field geology offering the option to reconstruct continuous digital outcrop models of vertical or difficult to reach outcrops. In this light we present the results of a digital outcrop modelling of a Miocene turbiditic system (mainly sandstone) in Calabria (Southern Italy) generated through field data collected by means of a light-weight commercial drone, a detailed geological field survey and cloud point photogrammetric analyses comparing different software for this purpose (Agisoft Photoscan, Drone deploy, Arc3D). The geological model has been used as an input for preliminary reservoir modelling. We generated digital geological sections (stratigraphic logs) of 1,200 m of sections using expert digital image and terrain model interprepation from the DTM generated with drone data, with the goal to reconstruct the real thickness of each layer. We then compared the results with previously created detailed field geological cross sections. The comparison between drone-derived sections and field-survey sections shows a global accuracy of the thickness ranging between 1% to 10%. Although this new methodology still has to be validated in other morpho-lithological context it already demonstrating its usefulness for preliminary geological outcrop investigation and modelling in remote areas. We also compared the different softwares used and we made recommendations for future deployment. This research has been made possible thanks to a collaboration between UNESCO-IHE, The Netherlands, and UniLaSalle Beauvais, France.

Measuring Gases Using Drones at Turrialba Volcano, Costa Rica

NASA Astrophysics Data System (ADS)

Stix, J.; Alan, A., Jr.; Corrales, E.; D'Arcy, F.; de Moor, M. J.; Diaz, J. A.

2016-12-01

We are currently developing a series of drones and associated instrumentation to study Turrialba volcano in Costa Rica. This volcano has shown increasing activity during the last 20 years, and the volcano is currently in a state of heightened unrest as exemplified by recent explosive activity in May-August 2016. The eruptive activity has made the summit area inaccessible to normal gas monitoring activities, prompting development of new techniques to measure gas compositions. We have been using two drones, a DJI Spreading Wings S1000 octocopter and a Turbo Ace Matrix-i quadcopter, to airlift a series of instruments to measure volcanic gases in the plume of the volcano. These instruments comprise optical and electrochemical sensors to measure CO2, SO2, and H2S concentrations which are considered the most significant species to help forecast explosive eruptions and determine the relative proportions of magmatic and hydrothermal components in the volcanic gas. Additionally, cameras and sensors to measure air temperature, relative humidity, atmospheric pressure, and GPS location are included in the package to provide meteorological and geo-referenced information to complement the concentration data and provide a better picture of the volcano from a remote location. The integrated payloads weigh 1-2 kg, which can typically be flown by the drones in 10-20 minutes at altitudes of 2000-4000 meters. Preliminary tests at Turrialba in May 2016 have been very encouraging, and we are in the process of refining both the drones and the instrumentation packages for future flights. Our broader goals are to map gases in detail with the drones in order to make flux measurements of each species, and to apply this approach at other volcanoes.

Assessment of the toxic effect of pesticides on honey bee drone fertility using laboratory and semifield approaches: A case study of fipronil.

PubMed

Kairo, Guillaume; Poquet, Yannick; Haji, Haïthem; Tchamitchian, Sylvie; Cousin, Marianne; Bonnet, Marc; Pelissier, Michel; Kretzschmar, André; Belzunces, Luc P; Brunet, Jean-Luc

2017-09-01

Concern about the reproductive toxicity of plant protection products in honey bee reproducers is increasing. Because the reproductive capacity of honey bees is not currently considered during the risk assessment procedure performed during plant protection product registration, it is important to provide methods to assess such potential impairments. To achieve this aim, we used 2 different approaches that involved semifield and laboratory conditions to study the impact of fipronil on drone fertility. For each approach, the drones were reared for 20 d, from emergence to sexual maturity, and exposed to fipronil via a contaminated sugar solution. In both groups, the effects of fipronil were determined by studying life traits and fertility indicators. The results showed that the survival and maturity rates of the drones were better under laboratory conditions than under semifield conditions. Moreover, the drones reared under laboratory conditions produced more seminal fluid. Although these differences could be explained by environmental factors that may vary under semifield conditions, it was found that regardless of the approach used, fipronil did not affect survival rates, maturity rates, or semen volumes, whereas it did affect fertility by inducing a decrease in spermatozoa quantity that was associated with an increase in spermatozoa mortality. These results confirm that fipronil affects drone fertility and support the relevance of each approach for assessing the potential reproductive toxicity of plant protection products in honey bees. Environ Toxicol Chem 2017;36:2345-2351. © 2017 The Authors. Environmental Toxicology and Chemistry published by Wiley Periodicals, Inc. on behalf of SETAC. © 2017 The Authors. Environmental Toxicology and Chemistry published by Wiley Periodicals, Inc. on behalf of SETAC.

Drones of the dwarf honey bee Apis florea are attracted to (2E)-9-oxodecenoic acid and (2E)-10-hydroxydecenoic acid.

PubMed

Nagaraja, Narayanappa; Brockmann, Axel

2009-06-01

The queen mandibular gland component (2E)-9-oxodecenoic acid (9-ODA) has been suggested to function as the major sex pheromone component in all honey bee species. In contrast to this hypothesis, chemical analyses showed that in the Asian dwarf honey bee species, Apis florea, a different decenoic acid, (2E)-10-hydroxydecenoic acid (10-HDA), is the major component in the mandibular gland secretion. We show here that A. florea drones are attracted to 9-ODA as well as to 10-HDA. However, 10-HDA attracted higher numbers of drones at lower dosages than 9-ODA, and also was more attractive when directly compared to 9-ODA in a dual attraction experiment. We conclude that 10-HDA has to be viewed as the major sex pheromone in A. florea. The result that both pheromone components are capable of attracting drones when presented alone was unexpected with regard to existing sex pheromone attraction experiments in honey bees.

Detection and location of fouling on photovoltaic panels using a drone-mounted infrared thermography system

NASA Astrophysics Data System (ADS)

Zhang, Peng; Zhang, Lifu; Wu, Taixia; Zhang, Hongming; Sun, Xuejian

2017-01-01

Due to weathering and external forces, solar panels are subject to fouling and defects after a certain amount of time in service. These fouling and defects have direct adverse consequences such as low-power efficiency. Because solar power plants usually have large-scale photovoltaic (PV) panels, fast detection and location of fouling and defects across large PV areas are imperative. A drone-mounted infrared thermography system was designed and developed, and its ability to detect rapid fouling on large-scale PV panel systems was investigated. The infrared images were preprocessed using the K neighbor mean filter, and the single PV module on each image was recognized and extracted. Combining the local and global detection method, suspicious sites were located precisely. The results showed the flexible drone-mounted infrared thermography system to have a strong ability to detect the presence and determine the position of PV fouling. Drone-mounted infrared thermography also has good technical feasibility and practical value in the detection of PV fouling detection.

Temporal genetic structure of a drone congregation area of the giant Asian honeybee ( Apis dorsata)

NASA Astrophysics Data System (ADS)

Kraus, F. B.; Koeniger, N.; Tingek, S.; Moritz, R. F. A.

2005-12-01

The giant Asian honeybee ( Apis dorsata), like all other members of the genus Apis, has a complex mating system in which the queens and males (drones) mate at spatially defined drone congregation areas (DCAs). Here, we studied the temporal genetic structure of a DCA of A. dorsata over an 8-day time window by the genotyping of sampled drones with microsatellite markers. Analysis of the genotypic data revealed a significant genetic differentiation between 3 sampling days and indicated that the DCA was used by at least two subpopulations at all days in varying proportions. The estimation of the number of colonies which used the DCA ranged between 20 and 40 colonies per subpopulation, depending on the estimation procedure and population. The overall effective population size was estimated as high as N e=140. The DCA seems to counteract known tendencies of A. dorsata for inbreeding within colony aggregations by facilitating gene flow among subpopulations and increasing the effective population size.

Multirotor micro air vehicle autonomous landing system based on image markers recognition

NASA Astrophysics Data System (ADS)

Skoczylas, Marcin; Gadomer, Lukasz; Walendziuk, Wojciech

2017-08-01

In this paper the idea of an autonomic drone landing system which bases on different markers detection, is presented. The issue of safe autonomic drone landing is one of the major aspects connected with drone missions. The idea of the proposed system is to detect the landing place, marked with an image called marker, using one of the image recognition algorithms, and heading during the landing procedure to this place. Choosing the proper marker, which allows the greatest quality of the recognition system, is the main problem faced in this paper. Seven markers are tested and compared. The achieved results are described and discussed.

Quadcopter control using a BCI

NASA Astrophysics Data System (ADS)

Rosca, S.; Leba, M.; Ionica, A.; Gamulescu, O.

2018-01-01

The paper presents how there can be interconnected two ubiquitous elements nowadays. On one hand, the drones, which are increasingly present and integrated into more and more fields of activity, beyond the military applications they come from, moving towards entertainment, real-estate, delivery and so on. On the other hand, unconventional man-machine interfaces, which are generous topics to explore now and in the future. Of these, we chose brain computer interface (BCI), which allows human-machine interaction without requiring any moving elements. The research consists of mathematical modeling and numerical simulation of a drone and a BCI. Then there is presented an application using a Parrot mini-drone and an Emotiv Insight BCI.

Drone Swarms

DTIC Science & Technology

2017-05-25

Adjustment in Aggressive and Nonaggressive Children,” Journal of Abnormal Child Psychology 32, no. 3 (June 2004): 305-20. 128 Naveh, In Pursuit of... Abnormal Child Psychology 32, no. 3 (June 2004): 305-20. Bousquet, Antoine. The Scientific Way of Warfare: Order and Chaos of the Battlefields of...38 Drone Swarm Integration

Hypersonic drone vehicle design: A multidisciplinary experience

NASA Technical Reports Server (NTRS)

1988-01-01

UCLA's Advanced Aeronautic Design group focussed their efforts on design problems of an unmanned hypersonic vehicle. It is felt that a scaled hypersonic drone is necesary to bridge the gap between present theory on hypersonics and the future reality of the National Aerospace Plane (NASP) for two reasons: (1) to fulfill a need for experimental data in the hypersonic regime, and (2) to provide a testbed for the scramjet engine which is to be the primary mode of propulsion for the NASP. The group concentrated on three areas of great concern to NASP design: propulsion, thermal management, and flight systems. Problem solving in these areas was directed toward design of the drone with the idea that the same design techniques could be applied to the NASP. A 70 deg swept double-delta wing configuration, developed in the 70's at the NASA Langley, was chosen as the aerodynamic and geometric model for the drone. This vehicle would be air launched from a B-1 at Mach 0.8 and 48,000 feet, rocket boosted by two internal engines to Mach 10 and 100,000 feet, and allowed to cruise under power of the scramjet engine until burnout. It would then return to base for an unpowered landing. Preliminary energy calculations based on flight requirements give the drone a gross launch weight of 134,000 pounds and an overall length of 85 feet.

Positional and Dimensional Accuracy Assessment of Drone Images Geo-referenced with Three Different GPSs

NASA Astrophysics Data System (ADS)

Cao, C.; Lee, X.; Xu, J.

2017-12-01

Unmanned Aerial Vehicles (UAVs) or drones have been widely used in environmental, ecological and engineering applications in recent years. These applications require assessment of positional and dimensional accuracy. In this study, positional accuracy refers to the accuracy of the latitudinal and longitudinal coordinates of locations on the mosaicked image in reference to the coordinates of the same locations measured by a Global Positioning System (GPS) in a ground survey, and dimensional accuracy refers to length and height of a ground target. Here, we investigate the effects of the number of Ground Control Points (GCPs) and the accuracy of the GPS used to measure the GCPs on positional and dimensional accuracy of a drone 3D model. Results show that using on-board GPS and a hand-held GPS produce a positional accuracy on the order of 2-9 meters. In comparison, using a differential GPS with high accuracy (30 cm) improves the positional accuracy of the drone model by about 40 %. Increasing the number of GCPs can compensate for the uncertainty brought by the GPS equipment with low accuracy. In terms of the dimensional accuracy of the drone model, even with the use of a low resolution GPS onboard the vehicle, the mean absolute errors are only 0.04 m for height and 0.10 m for length, which are well suited for some applications in precision agriculture and in land survey studies.

Social signals and aversive learning in honey bee drones and workers

PubMed Central

Pérez, Eddie; Vallejo, Lianna; Pérez, María E.; Abramson, Charles I.; Giray, Tugrul

2017-01-01

ABSTRACT The dissemination of information is a basic element of group cohesion. In honey bees (Apis mellifera Linnaeus 1758), like in other social insects, the principal method for colony-wide information exchange is communication via pheromones. This medium of communication allows multiple individuals to conduct tasks critical to colony survival. Social signaling also establishes conflict at the level of the individual who must trade-off between attending to the immediate environment or the social demand. In this study we examined this conflict by challenging highly social worker honey bees, and less social male drone honey bees undergoing aversive training by presenting them with a social stress signal (isopentyl acetate, IPA). We utilized IPA exposure methods that caused lower learning performance in appetitive learning in workers. Exposure to isopentyl acetate (IPA) did not affect performance of drones and had a dose-specific effect on worker response, with positive effects diminishing at higher IPA doses. The IPA effects are specific because non-social cues, such as the odor cineole, improve learning performance in drones, and social homing signals (geraniol) did not have a discernible effect on drone or worker performance. We conclude that social signals do generate conflict and that response to them is dependent on signal relevance to the individual as well as the context. We discuss the effect of social signal on learning both related to its social role and potential evolutionary history. PMID:27895050

Implementation Of Simulink Controller Design On IRIS+ Quadrotor

DTIC Science & Technology

2015-09-01

product: 3DR radio. (n.d.). 3D Robotics. [Online]. Available: https://store.3drobotics.com/products/3dr-radio-set. Accessed July. 19, 2015. [33] DIY ...drones forum. (n.d.). DIY drones. [Online]. Available: http://diydrones.com/forum/topics/3dr-radios-will-not-connect-for-initial- setup. Accessed Aug

Altus I aircraft on lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft climbs away after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet. The Altus II, the first of the two craft to be completed, made its first flight on May 1, 1996. With its engine augmented by a single-stage turbocharger, the Altus II reached an altitude of 37,000 ft during its first series of development flights at Dryden in Aug., 1996. In Oct. of that year, the Altus II was flown in an Atmospheric Radiation Measurement study for the Department of Energy's Sandia National Laboratory in Oklahoma. During the course of those flights, the Altus II set a single-flight endurance record for remotely-operated aircraft of more than 26 hours. The Altus I, completed in 1997, flew a series of development flights at Dryden that summer. Those test flights culminated with the craft reaching an altitude of 43,500 ft while carrying a simulated 300-lb payload, a record for an unmanned aircraft powered by a piston engine augmented with a single-stage turbocharger. The Altus II sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Altus I aircraft landing on Edwards lakebed runway 23

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft lands on Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet. The Altus II, the first of the two craft to be completed, made its first flight on May 1, 1996. With its engine augmented by a single-stage turbocharger, the Altus II reached an altitude of 37,000 ft during its first series of development flights at Dryden in Aug., 1996. In Oct. of that year, the Altus II was flown in an Atmospheric Radiation Measurement study for the Department of Energy's Sandia National Laboratory in Oklahoma. During the course of those flights, the Altus II set a single-flight endurance record for remotely-operated aircraft of more than 26 hours. The Altus I, completed in 1997, flew a series of development flights at Dryden that summer. Those test flights culminated with the craft reaching an altitude of 43,500 ft while carrying a simulated 300-lb payload, a record for an unmanned aircraft powered by a piston engine augmented with a single-stage turbocharger. The Altus II sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Using Smartphone Pressure Sensors to Measure Vertical Velocities of Elevators, Stairways, and Drones

ERIC Educational Resources Information Center

Monteiro, Martín; Martí, Arturo C.

2017-01-01

We measure the vertical velocities of elevators, pedestrians climbing stairs, and drones (flying unmanned aerial vehicles), by means of smartphone pressure sensors. The barometric pressure obtained with the smartphone is related to the altitude of the device via the hydrostatic approximation. From the altitude values, vertical velocities are…

Clones, Drones and Dragons: Ongoing Uncertainties around School Leader Development

ERIC Educational Resources Information Center

Walker, Allan

2015-01-01

This article examines a number of key issues around successful school leadership and leader development. Three metaphors are used to frame, track and analyse recent research and commentary in the area--these are clones, drones and dragons. Although development mechanisms rarely fall neatly within one category, the metaphors provide a useful way to…

The Future of Drone Strikes: A Framework for Analyzing Policy Options

DTIC Science & Technology

2014-09-01

Christmas Day” bomber, Umar Farouk Abdulmutallab, attempted to detonate a bomb hidden in his underwear during a flight to the U.S. in 2009. The...2013/08/the-case-against-drone-strikes-on-people- who-only-act-like-terrorists/278744/. 87 [30] Jack Goldsmith, “ Fire When Ready,” Foreign Policy

An investigation into the effect of surveillance drones on textile evidence at crime scenes.

PubMed

Bucknell, Alistair; Bassindale, Tom

2017-09-01

With increasing numbers of Police forces using drones for crime scene surveillance, the effect of the drones on trace evidence present needs evaluation. In this investigation the effect of flying a quadcopter drone at different heights over a controlled scene and taking off at different distances from the scene were measured. Yarn was placed on a range of floor surfaces and the number lost or moved from their original position was recorded. It was possible to estimate "safe" distances above and take off distance from the bath mat (2m and 1m respectively), and carpet tile (3m and 1m) which were the roughest surfaces. The maximum distances tested of 5m above and 2m from was not far enough to prevent significant disturbance with the other floor surfaces. This report illustrates the importance of considering the impact of new technologies into a forensic workflow on established forensic evidence prior to implementation. Copyright © 2017 The Chartered Society of Forensic Sciences. Published by Elsevier B.V. All rights reserved.

Identification and Reconfigurable Control of Impaired Multi-Rotor Drones

NASA Technical Reports Server (NTRS)

Stepanyan, Vahram; Krishnakumar, Kalmanje; Bencomo, Alfredo

2016-01-01

The paper presents an algorithm for control and safe landing of impaired multi-rotor drones when one or more motors fail simultaneously or in any sequence. It includes three main components: an identification block, a reconfigurable control block, and a decisions making block. The identification block monitors each motor load characteristics and the current drawn, based on which the failures are detected. The control block generates the required total thrust and three axis torques for the altitude, horizontal position and/or orientation control of the drone based on the time scale separation and nonlinear dynamic inversion. The horizontal displacement is controlled by modulating the roll and pitch angles. The decision making algorithm maps the total thrust and three torques into the individual motor thrusts based on the information provided by the identification block. The drone continues the mission execution as long as the number of functioning motors provide controllability of it. Otherwise, the controller is switched to the safe mode, which gives up the yaw control, commands a safe landing spot and descent rate while maintaining the horizontal attitude.

Drone Transport of Chemistry and Hematology Samples Over Long Distances.

PubMed

Amukele, Timothy K; Hernandez, James; Snozek, Christine L H; Wyatt, Ryan G; Douglas, Matthew; Amini, Richard; Street, Jeff

2017-11-02

We addressed the stability of biological samples in prolonged drone flights by obtaining paired chemistry and hematology samples from 21 adult volunteers in a single phlebotomy event-84 samples total. Half of the samples were held stationary, while the other samples were flown for 3 hours (258 km) in a custom active cooling box mounted on the drone. After the flight, 19 chemistry and hematology tests were performed. Seventeen analytes had small or no bias, but glucose and potassium in flown samples showed an 8% and 6.2% bias, respectively. The flown samples (mean, 24.8°C) were a mean of 2.5°C cooler than the stationary samples (mean, 27.3°C) during transportation to the flight field as well as during the flight. The changes in glucose and potassium are consistent with the magnitude and duration of the temperature difference between the flown and stationary samples. Long drone flights of biological samples are feasible but require stringent environmental controls to ensure consistent results. © American Society for Clinical Pathology, 2017. All rights reserved. For permissions, please e-mail: journals.permissions@oup.com

A critical number of workers in a honeybee colony triggers investment in reproduction

NASA Astrophysics Data System (ADS)

Smith, Michael L.; Ostwald, Madeleine M.; Loftus, J. Carter; Seeley, Thomas D.

2014-10-01

Social insect colonies, like individual organisms, must decide as they develop how to allocate optimally their resources among survival, growth, and reproduction. Only when colonies reach a certain state do they switch from investing purely in survival and growth to investing also in reproduction. But how do worker bees within a colony detect that their colony has reached the state where it is adaptive to begin investing in reproduction? Previous work has shown that larger honeybee colonies invest more in reproduction (i.e., the production of drones and queens), however, the term `larger' encompasses multiple colony parameters including number of adult workers, size of the nest, amount of brood, and size of the honey stores. These colony parameters were independently increased in this study to test which one(s) would increase a colony's investment in reproduction via males. This was assayed by measuring the construction of drone comb, the special type of comb in which drones are reared. Only an increase in the number of workers stimulated construction of drone comb. Colonies with over 4,000 workers began building drone comb, independent of the other colony parameters. These results show that attaining a critical number of workers is the key parameter for honeybee colonies to start to shift resources towards reproduction. These findings are relevant to other social systems in which a group's members must adjust their behavior as a function of the group's size.

Social signals and aversive learning in honey bee drones and workers.

PubMed

Avalos, Arian; Pérez, Eddie; Vallejo, Lianna; Pérez, María E; Abramson, Charles I; Giray, Tugrul

2017-01-15

The dissemination of information is a basic element of group cohesion. In honey bees (Apis mellifera Linnaeus 1758), like in other social insects, the principal method for colony-wide information exchange is communication via pheromones. This medium of communication allows multiple individuals to conduct tasks critical to colony survival. Social signaling also establishes conflict at the level of the individual who must trade-off between attending to the immediate environment or the social demand. In this study we examined this conflict by challenging highly social worker honey bees, and less social male drone honey bees undergoing aversive training by presenting them with a social stress signal (isopentyl acetate, IPA). We utilized IPA exposure methods that caused lower learning performance in appetitive learning in workers. Exposure to isopentyl acetate (IPA) did not affect performance of drones and had a dose-specific effect on worker response, with positive effects diminishing at higher IPA doses. The IPA effects are specific because non-social cues, such as the odor cineole, improve learning performance in drones, and social homing signals (geraniol) did not have a discernible effect on drone or worker performance. We conclude that social signals do generate conflict and that response to them is dependent on signal relevance to the individual as well as the context. We discuss the effect of social signal on learning both related to its social role and potential evolutionary history. © 2017. Published by The Company of Biologists Ltd.

Sex and Caste-Specific Variation in Compound Eye Morphology of Five Honeybee Species

PubMed Central

Streinzer, Martin; Brockmann, Axel; Nagaraja, Narayanappa; Spaethe, Johannes

2013-01-01

Ranging from dwarfs to giants, the species of honeybees show remarkable differences in body size that have placed evolutionary constrains on the size of sensory organs and the brain. Colonies comprise three adult phenotypes, drones and two female castes, the reproductive queen and sterile workers. The phenotypes differ with respect to tasks and thus selection pressures which additionally constrain the shape of sensory systems. In a first step to explore the variability and interaction between species size-limitations and sex and caste-specific selection pressures in sensory and neural structures in honeybees, we compared eye size, ommatidia number and distribution of facet lens diameters in drones, queens and workers of five species (Apis andreniformis, A. florea, A. dorsata, A. mellifera, A. cerana). In these species, male and female eyes show a consistent sex-specific organization with respect to eye size and regional specialization of facet diameters. Drones possess distinctly enlarged eyes with large dorsal facets. Aside from these general patterns, we found signs of unique adaptations in eyes of A. florea and A. dorsata drones. In both species, drone eyes are disproportionately enlarged. In A. dorsata the increased eye size results from enlarged facets, a likely adaptation to crepuscular mating flights. In contrast, the relative enlargement of A. florea drone eyes results from an increase in ommatidia number, suggesting strong selection for high spatial resolution. Comparison of eye morphology and published mating flight times indicates a correlation between overall light sensitivity and species-specific mating flight times. The correlation suggests an important role of ambient light intensities in the regulation of species-specific mating flight times and the evolution of the visual system. Our study further deepens insights into visual adaptations within the genus Apis and opens up future perspectives for research to better understand the timing mechanisms and sensory physiology of mating related signals. PMID:23460896

Antennal proteome comparison of sexually mature drone and forager honeybees.

PubMed

Feng, Mao; Song, Feifei; Aleku, Dereje Woltedji; Han, Bin; Fang, Yu; Li, Jianke

2011-07-01

Honeybees have evolved an intricate system of chemical communication to regulate their complex social interactions. Specific proteins involved in odorant detection most likely supported this chemical communication. Odorant reception takes place mainly in the antennae within hairlike structures called olfactory sensilla. Antennal proteomes of sexually mature drone and forager worker bees (an age group of bees assigned to perform field tasks) were compared using two-dimensional electrophoresis, mass spectrometry, quantitative real-time polymerase chain reaction, and bioinformatics. Sixty-one differentially expressed proteins were identified in which 67% were highly upregulated in the drones' antennae whereas only 33% upregulated in the worker bees' antennae. The antennae of the worker bees strongly expressed carbohydrate and energy metabolism and molecular transporters signifying a strong demand for metabolic energy and odorant binding proteins for their foraging activities and other olfactory responses, while proteins related to fatty acid metabolism, antioxidation, and protein folding were strongly upregulated in the drones' antennae as an indication of the importance for the detection and degradation of sex pheromones during queen identification for mating. On the basis of both groups of altered antenna proteins, carbohydrate metabolism and energy production and molecular transporters comprised more than 80% of the functional enrichment analysis and 45% of the constructed biological interaction networks (BIN), respectively. This suggests these two protein families play crucial roles in the antennal olfactory function of sexually mature drone and forager worker bees. Several key node proteins in the BIN were validated at the transcript level. This first global proteomic comparative analysis of antennae reveals sex-biased protein expression in both bees, indicating that odorant response mechanisms are sex-specific because of natural selection for different olfactory functions. To the best of our knowledge, this result further provides extensive insight into the expression of the proteins in the antennae of drone and worker honeybees and adds vital information to the previous findings. It also provides a new angle for future detailed functional analysis of the antennae of the honeybee castes.

Magnetic Launch Assist System Demonstration Test

NASA Technical Reports Server (NTRS)

2001-01-01

Engineers at the Marshall Space Flight Center (MSFC) have been testing Magnetic Launch Assist Systems, formerly known as Magnetic Levitation (MagLev) technologies. To launch spacecraft into orbit, a Magnetic Launch Assist system would use magnetic fields to levitate and accelerate a vehicle along a track at a very high speed. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, the launch-assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This photograph shows a subscale model of an airplane running on the experimental track at MSFC during the demonstration test. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide, and about 1.5- feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Magnetic Launch Assist Demonstration Test

NASA Technical Reports Server (NTRS)

2001-01-01

This image shows a 1/9 subscale model vehicle clearing the Magnetic Launch Assist System, formerly referred to as the Magnetic Levitation (MagLev), test track during a demonstration test conducted at the Marshall Space Flight Center (MSFC). Engineers at MSFC have developed and tested Magnetic Launch Assist technologies. To launch spacecraft into orbit, a Magnetic Launch Assist System would use magnetic fields to levitate and accelerate a vehicle along a track at very high speeds. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a launch-assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide and about 1.5-feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Research Technology

NASA Image and Video Library

2001-03-01

This image shows a 1/9 subscale model vehicle clearing the Magnetic Launch Assist System, formerly referred to as the Magnetic Levitation (MagLev), test track during a demonstration test conducted at the Marshall Space Flight Center (MSFC). Engineers at MSFC have developed and tested Magnetic Launch Assist technologies. To launch spacecraft into orbit, a Magnetic Launch Assist System would use magnetic fields to levitate and accelerate a vehicle along a track at very high speeds. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a launch-assist system would electromagnetically drive a space vehicle along the track. A full-scale, operational track would be about 1.5-miles long and capable of accelerating a vehicle to 600 mph in 9.5 seconds. This track is an advanced linear induction motor. Induction motors are common in fans, power drills, and sewing machines. Instead of spinning in a circular motion to turn a shaft or gears, a linear induction motor produces thrust in a straight line. Mounted on concrete pedestals, the track is 100-feet long, about 2-feet wide and about 1.5-feet high. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Small Unmanned Aerial Systems: Implications of the Evolving Legal Context for Use in Natural Resources Science and Management

NASA Astrophysics Data System (ADS)

Walker, M. J.

2016-12-01

Small unmanned aerial systems (sUAS, also known as drones) potentially provide researchers and managers with the capacity to enhance temporal and spatial resolution of data sets for natural resources science and management. sUAS have been used for many types of data collection and have a partial definition in mass of the aircraft, ranging from 0.5 to <55 lbs (0.2 to <24.9 kg). Aircraft within this range of mass can present a collision hazard to other aircraft. The Federal Aviation Administration (FAA) recently faced the challenge of removing regulatory barriers to sUAS application while minimizing risk in the national airspace. The regulatory and legal framework developed for using sUAS in natural resources science and management has evolved from a very conservative approach prior in the first decade of the 21st century. FAA's recently revised operating rules for sUAS, significantly changing pilot certification requirements and operating rules in the national airspace. The next 2-5 years will bring advances in sUAS applications for science and management, building upon the accomplishments of users who complied with the former regulatory environment. We review the current operating rules (49 CFR, part 107) that apply specifically to sUAS and discuss the implications for researchers and managers. While part 107 relaxed many restrictions, it is important to understand the regulatory framework currently in place that encourages development of applications for sUAS while adhering to the mandate that the national airspace be safe and secure. We consider potential applications for natural resources science and management in the context of the recently released operating rules, especially with respect to training requirements and protocols for use.

Tropical cyclones-Pacific Asian Research Campaign for Improvement of Intensity estimations/forecasts (T-PARCII): A research plan of typhoon aircraft observations in Japan

NASA Astrophysics Data System (ADS)

Tsuboki, Kazuhisa

2017-04-01

Typhoons are the most devastating weather system occurring in the western North Pacific and the South China Sea. Violent wind and heavy rainfall associated with a typhoon cause huge disaster in East Asia including Japan. In 2013, Supertyphoon Haiyan struck the Philippines caused a very high storm surge and more than 7000 people were killed. In 2015, two typhoons approached the main islands of Japan and severe flood occurred in the northern Kanto region. Typhoons are still the largest cause of natural disaster in East Asia. Moreover, many researches have projected increase of typhoon intensity with the climate change. This suggests that a typhoon risk is increasing in East Asia. However, the historical data of typhoon include large uncertainty. In particular, intensity data of the most intense typhoon category have larger error after the US aircraft reconnaissance of typhoon was terminated in 1987.The main objective of the present study is improvements of typhoon intensity estimations and of forecasts of intensity and track. We will perform aircraft observation of typhoon and the observed data are assimilated to numerical models to improve intensity estimation. Using radars and balloons, observations of thermodynamical and cloud-microphysical processes of typhoons will be also performed to improve physical processes of numerical model. In typhoon seasons (mostly in August and September), we will perform aircraft observations of typhoons. Using dropsondes from the aircraft, temperature, humidity, pressure, and wind are measured in surroundings of the typhoon inner core region. The dropsonde data are assimilated to a cloud-resolving model which has been developed in Nagoya University and named the Cloud Resolving Storm Simulator (CReSS). Then, more accurate estimations and forecasts of the typhoon intensity will be made as well as typhoon tracks. Furthermore, we will utilize a ground-based balloon with microscope camera, X-band precipitation radar, Ka-band cloud radar, aerosol sonde, and a drone to observe typhoon-associated clouds and precipitation. After a test flight in March 2017, typhoon observations will be made for next 4 years; 2017-2020. The main target area of observation is the south of Okinawa where a typhoon reaches the maximum intensity and often changes its moving direction. This research will advance aircraft observation technique of typhoon in Japan. The aircraft observation will be a breakthrough to improve typhoon intensity estimations. Assimilation of the aircraft observation data to the cloud-resolving model will improve intensity estimations and forecasts of typhoons. This is the first step for the future advanced aircraft observation and will contribute to prevention or reduction of typhoon disasters.

Numerical RCS and micro-Doppler investigations of a consumer UAV

NASA Astrophysics Data System (ADS)

Schröder, Arne; Aulenbacher, Uwe; Renker, Matthias; Böniger, Urs; Oechslin, Roland; Murk, Axel; Wellig, Peter

2016-10-01

This contribution gives an overview of recent investigations regarding the detection of a consumer market unmanned aerial vehicles (UAV). The steadily increasing number of such drones gives rise to the threat of UAVs interfering civil air traffic. Technologies for monitoring UAVs which are flying in restricted air space, i. e. close to airports or even over airports, are desperately needed. One promising way for tracking drones is to employ radar systems. For the detection and classification of UAVs, the knowledge about their radar cross section (RCS) and micro-Doppler signature is of particular importance. We have carried out numerical and experimental studies of the RCS and the micro-Doppler of an example commercial drone in order to study its detectability with radar systems.

Localization of deformed wing virus infection in queen and drone Apis mellifera L

PubMed Central

Fievet, Julie; Tentcheva, Diana; Gauthier, Laurent; de Miranda, Joachim; Cousserans, François; Colin, Marc Edouard; Bergoin, Max

2006-01-01

The distribution of deformed wing virus infection within the honey bee reproductive castes (queens, drones) was investigated by in situ hybridization and immunohistology from paraffin embedded sections. Digoxygenin or CY5.5 fluorochrome end-labelled nucleotide probes hybridizing to the 3' portion of the DWV genome were used to identify DWV RNA, while a monospecific antibody to the DWV-VP1 structural protein was used to identify viral proteins and particles. The histological data were confirmed by quantitative RT-PCR of dissected organs. Results showed that DWV infection is not restricted to the digestive tract of the bee but spread in the whole body, including queen ovaries, queen fat body and drone seminal vesicles. PMID:16569216

The relationship between asymmetry, size and unusual venation in honey bees (Apis mellifera).

PubMed

Łopuch, S; Tofilski, A

2016-06-01

Despite the fact that symmetry is common in nature, it is rarely perfect. Because there is a wide range of phenotypes which differs from the average one, the asymmetry should increase along with deviation. Therefore, the aim of this study was to assess the level of asymmetry in normal individuals as well as in phenodeviants categorized as minor or major based on abnormalities in forewing venation in honey bees. Shape fluctuating asymmetry (FA) was lower in normal individuals and minor phenodeviants compared with major phenodeviants, whereas the former two categories were comparable in drones. In workers and queens, there were not significant differences in FA shape between categories. FA size was significantly lower in normal individuals compared with major phenodeviant drones and higher compared with minor phenodeviant workers. In queens, there were no significant differences between categories. The correlation between FA shape and FA size was significantly positive in drones, and insignificant in workers and queens. Moreover, a considerable level of directional asymmetry was found as the right wing was constantly bigger than the left one. Surprisingly, normal individuals were significantly smaller than minor phenodeviants in queens and drones, and they were comparable with major phenodeviants in all castes. The correlation between wing size and wing asymmetry was negative, indicating that smaller individuals were more asymmetrical. The high proportion of phenodeviants in drones compared with workers and queens confirmed their large variability. Thus, the results of the present study showed that minor phenodeviants were not always intermediate as might have been expected.

Visible, Very Near IR and Short Wave IR Hyperspectral Drone Imaging System for Agriculture and Natural Water Applications

NASA Astrophysics Data System (ADS)

Saari, H.; Akujärvi, A.; Holmlund, C.; Ojanen, H.; Kaivosoja, J.; Nissinen, A.; Niemeläinen, O.

2017-10-01

The accurate determination of the quality parameters of crops requires a spectral range from 400 nm to 2500 nm (Kawamura et al., 2010, Thenkabail et al., 2002). Presently the hyperspectral imaging systems that cover this wavelength range consist of several separate hyperspectral imagers and the system weight is from 5 to 15 kg. In addition the cost of the Short Wave Infrared (SWIR) cameras is high (  50 k€). VTT has previously developed compact hyperspectral imagers for drones and Cubesats for Visible and Very near Infrared (VNIR) spectral ranges (Saari et al., 2013, Mannila et al., 2013, Näsilä et al., 2016). Recently VTT has started to develop a hyperspectral imaging system that will enable imaging simultaneously in the Visible, VNIR, and SWIR spectral bands. The system can be operated from a drone, on a camera stand, or attached to a tractor. The targeted main applications of the DroneKnowledge hyperspectral system are grass, peas, and cereals. In this paper the characteristics of the built system are shortly described. The system was used for spectral measurements of wheat, several grass species and pea plants fixed to the camera mount in the test fields in Southern Finland and in the green house. The wheat, grass and pea field measurements were also carried out using the system mounted on the tractor. The work is part of the Finnish nationally funded DroneKnowledge - Towards knowledge based export of small UAS remote sensing technology project.

Quantitative proteomics reveals divergent responses in Apis mellifera worker and drone pupae to parasitization by Varroa destructor.

PubMed

Surlis, Carla; Carolan, James C; Coffey, Mary; Kavanagh, Kevin

Varroa destructor is a haemophagous ectoparasite of honeybees and is considered a major causal agent of colony losses in Europe and North America. Although originating in Eastern Asia where it parasitizes Apis cerana, it has shifted hosts to the western honeybee Apis mellifera on which it has a greater deleterious effect on the individual and colony level. To investigate this important host-parasite interaction and to determine whether Varroa causes different effects on different castes we conducted a label free quantitative proteomic analysis of Varroa-parasitized and non-parasitized drone and worker Apis mellifera pupae. 1195 proteins were identified in total, of which 202 and 250 were differentially abundant in parasitized drone and worker pupae, respectively. Both parasitized drone and worker pupae displayed reduced abundance in proteins associated with the cuticle, lipid transport and innate immunity. Proteins involved in metabolic processes were more abundant in both parasitized castes although the response in workers was more pronounced. A number of caste specific responses were observed including differential abundance of numerous cytoskeletal and muscle proteins, which were of higher abundance in parasitized drones in comparison to parasitized workers. Proteins involved in fatty acid and carbohydrate metabolism were more abundant in parasitized workers as were a large number of ribosomal proteins highlighting either potentially divergent responses to Varroa or a different strategy by the mite when parasitizing the different castes. This data improves our understanding of this interaction and may provide a basis for future studies into improvements to therapy and control of Varroasis. Copyright © 2017 Elsevier Ltd. All rights reserved.

33 CFR 334.660 - Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air...

Code of Federal Regulations, 2010 CFR

2010-07-01

... 33 Navigation and Navigable Waters 3 2010-07-01 2010-07-01 false Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air Force Base, Fla. 334.660 Section 334... DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.660 Gulf of Mexico and Apalachicola Bay south of...

From Droughts to Drones: An After-School Club Uses Drones to Learn about Environmental Science

ERIC Educational Resources Information Center

Gillani, Bijan; Gillani, Roya

2015-01-01

An after-school enrichment activity offered to sixth-grade students gave a group of 10 students an opportunity to explore the effects of the California drought in their community using an engaging scientific device: the UAV (unmanned aerial vehicle). Although this activity was specifically designed for a small after-school enrichment group, it…

33 CFR 334.660 - Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air...

Code of Federal Regulations, 2013 CFR

2013-07-01

... 33 Navigation and Navigable Waters 3 2013-07-01 2013-07-01 false Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air Force Base, Fla. 334.660 Section 334... DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.660 Gulf of Mexico and Apalachicola Bay south of...

33 CFR 334.660 - Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air...

Code of Federal Regulations, 2011 CFR

2011-07-01

... 33 Navigation and Navigable Waters 3 2011-07-01 2011-07-01 false Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air Force Base, Fla. 334.660 Section 334... DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.660 Gulf of Mexico and Apalachicola Bay south of...

33 CFR 334.660 - Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air...

Code of Federal Regulations, 2012 CFR

2012-07-01

... 33 Navigation and Navigable Waters 3 2012-07-01 2012-07-01 false Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air Force Base, Fla. 334.660 Section 334... DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.660 Gulf of Mexico and Apalachicola Bay south of...

33 CFR 334.660 - Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air...

Code of Federal Regulations, 2014 CFR

2014-07-01

... 33 Navigation and Navigable Waters 3 2014-07-01 2014-07-01 false Gulf of Mexico and Apalachicola Bay south of Apalachicola, Fla., Drone Recovery Area, Tyndall Air Force Base, Fla. 334.660 Section 334... DANGER ZONE AND RESTRICTED AREA REGULATIONS § 334.660 Gulf of Mexico and Apalachicola Bay south of...

Aerodynamic Characteristics of a Revised Target Drone Vehicle at Mach Numbers from 1.60 to 2.86

NASA Technical Reports Server (NTRS)

Blair, A. B., Jr.; Babb, C. Donald

1968-01-01

An investigation has been conducted in the Langley Unitary Plan wind tunnel to determine the aerodynamic characteristics of a revised target drone vehicle through a Mach number range from 1.60 to 2.86. The vehicle had canard surfaces and a swept clipped-delta wing with twin tip-mounted vertical tails.

Small unmanned aerial vehicles (micro-UAVs, drones) in plant ecology.

PubMed

Cruzan, Mitchell B; Weinstein, Ben G; Grasty, Monica R; Kohrn, Brendan F; Hendrickson, Elizabeth C; Arredondo, Tina M; Thompson, Pamela G

2016-09-01

Low-elevation surveys with small aerial drones (micro-unmanned aerial vehicles [UAVs]) may be used for a wide variety of applications in plant ecology, including mapping vegetation over small- to medium-sized regions. We provide an overview of methods and procedures for conducting surveys and illustrate some of these applications. Aerial images were obtained by flying a small drone along transects over the area of interest. Images were used to create a composite image (orthomosaic) and a digital surface model (DSM). Vegetation classification was conducted manually and using an automated routine. Coverage of an individual species was estimated from aerial images. We created a vegetation map for the entire region from the orthomosaic and DSM, and mapped the density of one species. Comparison of our manual and automated habitat classification confirmed that our mapping methods were accurate. A species with high contrast to the background matrix allowed adequate estimate of its coverage. The example surveys demonstrate that small aerial drones are capable of gathering large amounts of information on the distribution of vegetation and individual species with minimal impact to sensitive habitats. Low-elevation aerial surveys have potential for a wide range of applications in plant ecology.

Drone Mission Definition and Implementation for Automated Infrastructure Inspection Using Airborne Sensors

PubMed Central

Besada, Juan A.; Bergesio, Luca; Campaña, Iván; Vaquero-Melchor, Diego; Bernardos, Ana M.; Casar, José R.

2018-01-01

This paper describes a Mission Definition System and the automated flight process it enables to implement measurement plans for discrete infrastructure inspections using aerial platforms, and specifically multi-rotor drones. The mission definition aims at improving planning efficiency with respect to state-of-the-art waypoint-based techniques, using high-level mission definition primitives and linking them with realistic flight models to simulate the inspection in advance. It also provides flight scripts and measurement plans which can be executed by commercial drones. Its user interfaces facilitate mission definition, pre-flight 3D synthetic mission visualisation and flight evaluation. Results are delivered for a set of representative infrastructure inspection flights, showing the accuracy of the flight prediction tools in actual operations using automated flight control. PMID:29641506

Drone Mission Definition and Implementation for Automated Infrastructure Inspection Using Airborne Sensors.

PubMed

Besada, Juan A; Bergesio, Luca; Campaña, Iván; Vaquero-Melchor, Diego; López-Araquistain, Jaime; Bernardos, Ana M; Casar, José R

2018-04-11

This paper describes a Mission Definition System and the automated flight process it enables to implement measurement plans for discrete infrastructure inspections using aerial platforms, and specifically multi-rotor drones. The mission definition aims at improving planning efficiency with respect to state-of-the-art waypoint-based techniques, using high-level mission definition primitives and linking them with realistic flight models to simulate the inspection in advance. It also provides flight scripts and measurement plans which can be executed by commercial drones. Its user interfaces facilitate mission definition, pre-flight 3D synthetic mission visualisation and flight evaluation. Results are delivered for a set of representative infrastructure inspection flights, showing the accuracy of the flight prediction tools in actual operations using automated flight control.

Pegasus Mated to B-52 Mothership - Front View

NASA Technical Reports Server (NTRS)

1991-01-01

NASA's B-52 launch aircraft takes off with the second Pegasus vehicle under its wing from the Dryden Flight Research Facility (now the Dryden Flight Research Center), Edwards, California. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Performing Frame Transformations to Correctly Stream Position Data

NASA Astrophysics Data System (ADS)

Franco, Tom

Unmanned Aerial Vehicles (UAV) are starting to become a more common occurrence today. What started off as highly classified military weapons with little known information, have become part of everyday life for the common individual. UAV's still carry a great deal of importance in paving the way for unmanned flight. UAV's hold major potential for many amazing technological advances within the near future. Drones have become such a common backyard toy for individuals all over the world as well as the way of the future. Major corporations, such as Amazon, are starting to test drones for delivering small packages. Uber has stated that they want to get to the point where cars will be self-driving, already implementing their testing facility for self-driving cars. It is crazy to think that if an order from amazon is processed, it could arrive at the desired destination the same day within minutes of being processed. To get to that point, there is a lot to consider. First, and most importantly, the drone must be largely autonomous with no minimal human control. The drone also must be able to communicate effectively and relay its position to some sort of tracking device, whether it be a GPS signal or software. How would it go about this? What sort of factors make this possible fantasy of the future a tangible reality? The drone must communicate with numerous devices, be in the proper orientation and have the data being streamed be associated with the proper direction. Since there are a variety of potential directions for the drone to move, odds are there will be some sort of data conversion involved. When testing turbomachinery, sensors used to be placed on the rotating piece of machinery and frame transformations were done to relay the data from the rotating frame to that of the inertial frame. Using this concept, exploring the use of frame transformations to relay position data is conducted. Once explore, testing can be conducted to collect data and once the data is analyzed, it should be clear to determine if the data conversion has been properly integrated.

Detection and tracking of drones using advanced acoustic cameras

NASA Astrophysics Data System (ADS)

Busset, Joël.; Perrodin, Florian; Wellig, Peter; Ott, Beat; Heutschi, Kurt; Rühl, Torben; Nussbaumer, Thomas

2015-10-01

Recent events of drones flying over city centers, official buildings and nuclear installations stressed the growing threat of uncontrolled drone proliferation and the lack of real countermeasure. Indeed, detecting and tracking them can be difficult with traditional techniques. A system to acoustically detect and track small moving objects, such as drones or ground robots, using acoustic cameras is presented. The described sensor, is completely passive, and composed of a 120-element microphone array and a video camera. The acoustic imaging algorithm determines in real-time the sound power level coming from all directions, using the phase of the sound signals. A tracking algorithm is then able to follow the sound sources. Additionally, a beamforming algorithm selectively extracts the sound coming from each tracked sound source. This extracted sound signal can be used to identify sound signatures and determine the type of object. The described techniques can detect and track any object that produces noise (engines, propellers, tires, etc). It is a good complementary approach to more traditional techniques such as (i) optical and infrared cameras, for which the object may only represent few pixels and may be hidden by the blooming of a bright background, and (ii) radar or other echo-localization techniques, suffering from the weakness of the echo signal coming back to the sensor. The distance of detection depends on the type (frequency range) and volume of the noise emitted by the object, and on the background noise of the environment. Detection range and resilience to background noise were tested in both, laboratory environments and outdoor conditions. It was determined that drones can be tracked up to 160 to 250 meters, depending on their type. Speech extraction was also experimentally investigated: the speech signal of a person being 80 to 100 meters away can be captured with acceptable speech intelligibility.

UAS as a Support for Atmospheric Aerosols Research: Case Study

NASA Astrophysics Data System (ADS)

Chiliński, Michał T.; Markowicz, Krzysztof M.; Kubicki, Marek

2018-01-01

Small drones (multi-copters) have the potential to deliver valuable data for atmospheric research. They are especially useful for collecting vertical profiles of optical and microphysical properties of atmospheric aerosols. Miniaturization of sensors, such as aethalometers and particle counters, allows for collecting profiles of black carbon concentration, absorption coefficient, and particle size distribution. Vertical variability of single-scattering properties has a significant impact on radiative transfer and Earth's climate, but the base of global measurements is very limited. This results in high uncertainties of climate/radiation models. Vertical range of modern multi-copters is up to 2000 m, which is usually enough to study aerosols up to the top of planetary boundary layer on middle latitudes. In this study, we present the benefits coming from usage of small drones in atmospheric research. The experiment, described as a case study, was conducted at two stations (Swider and Warsaw) in Poland, from October 2014 to March 2015. For over 6 months, photoacoustic extinctiometers collected data at both stations. This enabled us to compare the stations and to establish ground reference of black carbon concentrations for vertical profiles collected by ceilometer and drone. At Swider station, we used Vaisala CL-31 ceilometer. It delivered vertical profiles of range corrected signal, which were analysed together with profiles acquired by micro-aethalometer AE-51 and Vaisala RS92-SGP radiosonde carried by a hexacopter drone. Near to the surface, black carbon gradient of ≈ 400 (\\upmu g/m^3 )/100 m was detected, which was below the ceilometer minimal altitude of detection. This confirmed the usefulness of drones and potential of their support for remote sensing techniques.

Using drone-mounted cameras for on-site body documentation: 3D mapping and active survey.

PubMed

Urbanová, Petra; Jurda, Mikoláš; Vojtíšek, Tomáš; Krajsa, Jan

2017-12-01

Recent advances in unmanned aerial technology have substantially lowered the cost associated with aerial imagery. As a result, forensic practitioners are today presented with easy low-cost access to aerial photographs at remote locations. The present paper aims to explore boundaries in which the low-end drone technology can operate as professional crime scene equipment, and to test the prospects of aerial 3D modeling in the forensic context. The study was based on recent forensic cases of falls from height admitted for postmortem examinations. Three mock outdoor forensic scenes featuring a dummy, skeletal remains and artificial blood were constructed at an abandoned quarry and subsequently documented using a commercial DJI Phantom 2 drone equipped with a GoPro HERO 4 digital camera. In two of the experiments, the purpose was to conduct aerial and ground-view photography and to process the acquired images with a photogrammetry protocol (using Agisoft PhotoScan ® 1.2.6) in order to generate 3D textured models. The third experiment tested the employment of drone-based video recordings in mapping scattered body parts. The results show that drone-based aerial photography is capable of producing high-quality images, which are appropriate for building accurate large-scale 3D models of a forensic scene. If, however, high-resolution top-down three-dimensional scene documentation featuring details on a corpse or other physical evidence is required, we recommend building a multi-resolution model by processing aerial and ground-view imagery separately. The video survey showed that using an overview recording for seeking out scattered body parts was efficient. In contrast, the less easy-to-spot evidence, such as bloodstains, was detected only after having been marked properly with crime scene equipment. Copyright © 2017 Elsevier B.V. All rights reserved.

Forest Resource Measurements by Combination of Terrestrial Laser Scanning and Drone Use

NASA Astrophysics Data System (ADS)

Cheung, K.; Katoh, M.; Horisawa, M.

2017-10-01

Using terrestrial laser scanning (TLS), forest attributes such as diameter at breast height (DBH) and tree location can be measured accurately. However, due to low penetration of laser pulses to tree tops, tree height measurements are typically underestimated. In this study, data acquired by TLS and drones were combined; DBH and tree locations were determined by TLS, and tree heights were measured by drone use. The average tree height error and root mean square error (RMSE) of tree height were 0.8 and 1.2 m, respectively, for the combined method, and -0.4 and 1.7 m using TLS alone. The tree height difference was compared using airborne laser scanning (ALS). Furthermore, a method to acquire 100 % tree detection rate based on TLS data is suggested in this study.

Propulsion options for the HI SPOT long endurance drone airship. Final report, November 1978-August 1979

DOE Office of Scientific and Technical Information (OSTI.GOV)

Marcy, W.L.; Hookway, R.O.

1979-09-15

Airbreathing, monofueled, stored-energy, and solar-rechargeable propulsion systems have been studied for the HI SPOT Long Endurance Drone Airship, providing constant-level electrical power as well as variable aerodynamic thrust to maintain position in winds varying from 15 to 100 knots at high altitude. A hydrogen fueled airbreathing engine is optimum for mission lengths up to 30 days or more.

Registration of Large Motion Blurred Images

DTIC Science & Technology

2016-05-09

in handling the dynamics of the capturing system, for example, a drone. CMOS sensors , used in recent times, when employed in these cameras produce...handling the dynamics of the capturing system, for example, a drone. CMOS sensors , used in recent times, when employed in these cameras produce two types...blur in the captured image when there is camera motion during exposure. However, contemporary CMOS sensors employ an electronic rolling shutter (RS

The Drone Court And Due Process

DTIC Science & Technology

2016-12-01

killings. However, specific people were targeted through the use of drones; it could be argued that this does, in fact, fit the definition of...Court (FISC) and Foreign Intelligence Surveillance Act (FISA) are the same and used interchangeably. 9 Amos N. Guiora and Jeffrey S. Brand ...receives, and that judges use when deciding if the same executive branch can pursue surveillance in a given case. Guiora and Brand point out that

Not the Drones You’re Looking for: Civil Drones Invading Stability Operations

DTIC Science & Technology

2016-06-01

APPROVAL The undersigned certify that this thesis meets master’s-level standards of research , argumentation, and expression...Naval War College in 2015. His career as a developmental engineer and acquisition officer has included assignments at the Air Force Research ...culmination of not only an extensive research effort, but of an academic and intellectual journey two years in the making and I would be remiss to end

Small unmanned aerial vehicles (micro-UAVs, drones) in plant ecology1

PubMed Central

Cruzan, Mitchell B.; Weinstein, Ben G.; Grasty, Monica R.; Kohrn, Brendan F.; Hendrickson, Elizabeth C.; Arredondo, Tina M.; Thompson, Pamela G.

2016-01-01

Premise of the study: Low-elevation surveys with small aerial drones (micro–unmanned aerial vehicles [UAVs]) may be used for a wide variety of applications in plant ecology, including mapping vegetation over small- to medium-sized regions. We provide an overview of methods and procedures for conducting surveys and illustrate some of these applications. Methods: Aerial images were obtained by flying a small drone along transects over the area of interest. Images were used to create a composite image (orthomosaic) and a digital surface model (DSM). Vegetation classification was conducted manually and using an automated routine. Coverage of an individual species was estimated from aerial images. Results: We created a vegetation map for the entire region from the orthomosaic and DSM, and mapped the density of one species. Comparison of our manual and automated habitat classification confirmed that our mapping methods were accurate. A species with high contrast to the background matrix allowed adequate estimate of its coverage. Discussion: The example surveys demonstrate that small aerial drones are capable of gathering large amounts of information on the distribution of vegetation and individual species with minimal impact to sensitive habitats. Low-elevation aerial surveys have potential for a wide range of applications in plant ecology. PMID:27672518

Effective direction of arrival estimation of gunshot signals from an in-flight unmanned aerial vehicle

NASA Astrophysics Data System (ADS)

Ribeiro, Juliano G. C.; Serrenho, Felipe G.; Apolinário, José A.; Ramos, António L. L.

2018-04-01

Spotting a shooter from a drone has been the subject of great interest lately due to its many applications in the fields of defense and security and law enforcement. Using a drone can be an effective way to detect potential threats in many real-life scenarios. Nevertheless, acoustic signals recorded from a drone usually exhibit a very low SNR, mainly due to the distance to the source and the proximity of the sensors to the propellers. This is a serious limiting factor and, therefore, the use of signal enhancement techniques is required. This work addresses the problem of determining the Direction-of-Arrival (DoA) of the muzzle blast, captured using a planar microphone array mounted on a commercial DJI PHANTOM 4 drone in flight. This new shooter localization method that relies solely on detecting and estimating the DoA of the muzzle blast. However, the typical low SNR in this scenario requires the use of preprocessing techniques, such as signal clipping and median filtering, to enhance the signal of interest (muzzle blast). In addition, we employ a recently introduced improved data selection DoA estimation method suitable for gunshot signals recorded from a low to medium altitude mobile aerial platform. Positive results achieved indicate that this approach is effective and of practical interest.

Small Sized Drone Fall Recover Mechanism Design

NASA Astrophysics Data System (ADS)

LIU, Tzu-Heng; CHAO, Fang-Lin; LIOU, Jhen-Yuan

2017-12-01

Drones uses four motors to rotate clockwise, counter-clockwise, or change in rotational speed to change its status of motion. The problem of Unmanned Aerial Vehicle turnover causes personal loses and harm local environment. Designs of devices that can let falling drones recover are discussed. The models attempt to change the orientation, so that the drone may be able to improve to the point where it can take off again. The design flow included looking for functional elements, using simplify model to estimate primary functional characteristics, and find the appropriate design parameters. For reducing the complexity, we adopted the simple rotate mechanism with rotating arms to change the fuselage angle and reduce the dependence on the extra-components. A rough model was built to verify structure, and then the concept drawing and prototype were constructed. We made the prototype through the integration of mechanical part and the electronic control circuit. The electronic control module that selected is Arduino-mini pro. Through the Bluetooth modules, user can start the rebound mechanism by the motor control signal. Protections frames are added around each propeller to improve the body rotate problem. Limited by current size of Arduino module, motor and rebound mechanism make the main chassis more massive than the commercial product. However, built-in sensor and circuit miniaturization will improve it in future.

Lab-on-a-Drone: Toward Pinpoint Deployment of Smartphone-Enabled Nucleic Acid-Based Diagnostics for Mobile Health Care.

PubMed

Priye, Aashish; Wong, Season; Bi, Yuanpeng; Carpio, Miguel; Chang, Jamison; Coen, Mauricio; Cope, Danielle; Harris, Jacob; Johnson, James; Keller, Alexandra; Lim, Richard; Lu, Stanley; Millard, Alex; Pangelinan, Adriano; Patel, Neal; Smith, Luke; Chan, Kamfai; Ugaz, Victor M

2016-05-03

We introduce a portable biochemical analysis platform for rapid field deployment of nucleic acid-based diagnostics using consumer-class quadcopter drones. This approach exploits the ability to isothermally perform the polymerase chain reaction (PCR) with a single heater, enabling the system to be operated using standard 5 V USB sources that power mobile devices (via battery, solar, or hand crank action). Time-resolved fluorescence detection and quantification is achieved using a smartphone camera and integrated image analysis app. Standard sample preparation is enabled by leveraging the drone's motors as centrifuges via 3D printed snap-on attachments. These advancements make it possible to build a complete DNA/RNA analysis system at a cost of ∼$50 ($US). Our instrument is rugged and versatile, enabling pinpoint deployment of sophisticated diagnostics to distributed field sites. This capability is demonstrated by successful in-flight replication of Staphylococcus aureus and λ-phage DNA targets in under 20 min. The ability to perform rapid in-flight assays with smartphone connectivity eliminates delays between sample collection and analysis so that test results can be delivered in minutes, suggesting new possibilities for drone-based systems to function in broader and more sophisticated roles beyond cargo transport and imaging.

The dynamic DNA methylation cycle from egg to sperm in the honey bee Apis mellifera

PubMed Central

Drewell, Robert A.; Bush, Eliot C.; Remnant, Emily J.; Wong, Garrett T.; Beeler, Suzannah M.; Stringham, Jessica L.; Lim, Julianne; Oldroyd, Benjamin P.

2014-01-01

In honey bees (Apis mellifera), the epigenetic mark of DNA methylation is central to the developmental regulation of caste differentiation, but may also be involved in additional biological functions. In this study, we examine the whole genome methylation profiles of three stages of the haploid honey bee genome: unfertilised eggs, the adult drones that develop from these eggs and the sperm produced by these drones. These methylomes reveal distinct patterns of methylation. Eggs and sperm show 381 genes with significantly different CpG methylation patterns, with the vast majority being more methylated in eggs. Adult drones show greatly reduced levels of methylation across the genome when compared with both gamete samples. This suggests a dynamic cycle of methylation loss and gain through the development of the drone and during spermatogenesis. Although fluxes in methylation during embryogenesis may account for some of the differentially methylated sites, the distinct methylation patterns at some genes suggest parent-specific epigenetic marking in the gametes. Extensive germ line methylation of some genes possibly explains the lower-than-expected frequency of CpG sites in these genes. We discuss the potential developmental and evolutionary implications of methylation in eggs and sperm in this eusocial insect species. PMID:24924193

Small-scale fixed wing airplane software verification flight test

NASA Astrophysics Data System (ADS)

Miller, Natasha R.

The increased demand for micro Unmanned Air Vehicles (UAV) driven by military requirements, commercial use, and academia is creating a need for the ability to quickly and accurately conduct low Reynolds Number aircraft design. There exist several open source software programs that are free or inexpensive that can be used for large scale aircraft design, but few software programs target the realm of low Reynolds Number flight. XFLR5 is an open source, free to download, software program that attempts to take into consideration viscous effects that occur at low Reynolds Number in airfoil design, 3D wing design, and 3D airplane design. An off the shelf, remote control airplane was used as a test bed to model in XFLR5 and then compared to flight test collected data. Flight test focused on the stability modes of the 3D plane, specifically the phugoid mode. Design and execution of the flight tests were accomplished for the RC airplane using methodology from full scale military airplane test procedures. Results from flight test were not conclusive in determining the accuracy of the XFLR5 software program. There were several sources of uncertainty that did not allow for a full analysis of the flight test results. An off the shelf drone autopilot was used as a data collection device for flight testing. The precision and accuracy of the autopilot is unknown. Potential future work should investigate flight test methods for small scale UAV flight.

Estimating distribution of hidden objects with drones: from tennis balls to manatees.

PubMed

Martin, Julien; Edwards, Holly H; Burgess, Matthew A; Percival, H Franklin; Fagan, Daniel E; Gardner, Beth E; Ortega-Ortiz, Joel G; Ifju, Peter G; Evers, Brandon S; Rambo, Thomas J

2012-01-01

Unmanned aerial vehicles (UAV), or drones, have been used widely in military applications, but more recently civilian applications have emerged (e.g., wildlife population monitoring, traffic monitoring, law enforcement, oil and gas pipeline threat detection). UAV can have several advantages over manned aircraft for wildlife surveys, including reduced ecological footprint, increased safety, and the ability to collect high-resolution geo-referenced imagery that can document the presence of species without the use of a human observer. We illustrate how geo-referenced data collected with UAV technology in combination with recently developed statistical models can improve our ability to estimate the distribution of organisms. To demonstrate the efficacy of this methodology, we conducted an experiment in which tennis balls were used as surrogates of organisms to be surveyed. We used a UAV to collect images of an experimental field with a known number of tennis balls, each of which had a certain probability of being hidden. We then applied spatially explicit occupancy models to estimate the number of balls and created precise distribution maps. We conducted three consecutive surveys over the experimental field and estimated the total number of balls to be 328 (95%CI: 312, 348). The true number was 329 balls, but simple counts based on the UAV pictures would have led to a total maximum count of 284. The distribution of the balls in the field followed a simulated environmental gradient. We also were able to accurately estimate the relationship between the gradient and the distribution of balls. Our experiment demonstrates how this technology can be used to create precise distribution maps in which discrete regions of the study area are assigned a probability of presence of an object. Finally, we discuss the applicability and relevance of this experimental study to the case study of Florida manatee distribution at power plants.

Photogrammetry surveys and mosaic: a useful tool to monitor active zones. Applications to the Indonesian Lusi eruption site.

NASA Astrophysics Data System (ADS)

Romeo, Giovanni; Di Stefano, Giuseppe; Mazzini, Adriano; Iarocci, Alessandro; Caramelli, Antonio

2016-04-01

Unmanned and remotely operated aircraft showed to be an efficient and cost effective way to explore remote or extreme environments. Comparative photogrammetry studies are an efficient way to study and monitor he evolution of geologically active areas and ongoing events and are able to highlight details that are typically lost during traditional field campaigns. The Lusi mud eruption in eastern Java (Indonesia) represents one of the most spectacular geological phenomena that is ongoing since May 2006. In the framework of the Lusi Lab project (ERC grant n° 308126) we designed and constructed a multipurpose drone to survey the eruption site. Among the numerous other payloads, the Lusi drone is equipped with Olympus EPM-2 and Go-Pro Hero3 cameras that allow the operator to collect video stills, high quality pictures and to complete photogrammetry surveys. Targeted areas have been selected for detailed studies in the 7 km2 region inside the embankment that was prevent the mud burial of the settlements in the Sidoarjo Regency. The region is characterized by the presence of the Watukosek fault zone. This strike slip system originates from the Arjuno-Welirang volcanic complex and extends to the north east of the Java Island intersecting the Lusi crater. Therefore of particular interest are the faulted surveyed areas present around the Lusi crater inside the embankment. Results reveal a surprising accuracy for the collected mosaic. Multiple surveys are able to reveal the changes and the evolution of the fault through time and to indicate more active zones. In particular this type of survey can highlight the weakness zones and is thus useful to prevent potential geohazards in the area. The poster shows the aerial survey results, including a 3d-printed slice of LuSi, obtained combining 2500 16 Mp photographs. A 3d zoomed detail is also shown, evidencing the resolution that this technique can offer.

Estimating Distribution of Hidden Objects with Drones: From Tennis Balls to Manatees

PubMed Central

Martin, Julien; Edwards, Holly H.; Burgess, Matthew A.; Percival, H. Franklin; Fagan, Daniel E.; Gardner, Beth E.; Ortega-Ortiz, Joel G.; Ifju, Peter G.; Evers, Brandon S.; Rambo, Thomas J.

2012-01-01

Unmanned aerial vehicles (UAV), or drones, have been used widely in military applications, but more recently civilian applications have emerged (e.g., wildlife population monitoring, traffic monitoring, law enforcement, oil and gas pipeline threat detection). UAV can have several advantages over manned aircraft for wildlife surveys, including reduced ecological footprint, increased safety, and the ability to collect high-resolution geo-referenced imagery that can document the presence of species without the use of a human observer. We illustrate how geo-referenced data collected with UAV technology in combination with recently developed statistical models can improve our ability to estimate the distribution of organisms. To demonstrate the efficacy of this methodology, we conducted an experiment in which tennis balls were used as surrogates of organisms to be surveyed. We used a UAV to collect images of an experimental field with a known number of tennis balls, each of which had a certain probability of being hidden. We then applied spatially explicit occupancy models to estimate the number of balls and created precise distribution maps. We conducted three consecutive surveys over the experimental field and estimated the total number of balls to be 328 (95%CI: 312, 348). The true number was 329 balls, but simple counts based on the UAV pictures would have led to a total maximum count of 284. The distribution of the balls in the field followed a simulated environmental gradient. We also were able to accurately estimate the relationship between the gradient and the distribution of balls. Our experiment demonstrates how this technology can be used to create precise distribution maps in which discrete regions of the study area are assigned a probability of presence of an object. Finally, we discuss the applicability and relevance of this experimental study to the case study of Florida manatee distribution at power plants. PMID:22761712

Study of the feasibility aspects of flight testing an aeroelastically tailored forward swept research wing on a BQM-34F drone vehicle

NASA Technical Reports Server (NTRS)

Mourey, D. J.

1979-01-01

The aspects of flight testing an aeroelastically tailored forward swept research wing on a BQM-34F drone vehicle are examined. The geometry of a forward swept wing, which is incorporated into the BQM-34F to maintain satisfactory flight performance, stability, and control is defined. A preliminary design of the aeroelastically tailored forward swept wing is presented.

ITC/USA/'90; Proceedings of the International Telemetering Conference, Las Vegas, NV, Oct. 29-Nov. 2, 1990

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1990-01-01

This conference presents papers in the fields of airborne telemetry, measurement technology, video instrumentation and monitoring, tracking and receiving systems, and real-time processing in telemetry. Topics presented include packet telemetry ground station simulation, a predictable performance wideband noise generator, an improved drone tracking control system transponder, the application of neural networks to drone control, and an integrated real-time turbine engine flight test system.

GSM Network Employment on a Man-Portable UAS

DTIC Science & Technology

2012-09-01

23  Figure 12.  3D Robotics’ ArduCopter kit (From DIY Drones, 2012) ................................24  Figure 13...San Diego, CA (Figure 12) and a base kit retails for under $600.00. 24 Figure 12. 3D Robotics’ ArduCopter kit (From DIY Drones, 2012) Due to...generic until it is associated with a subscriber identity module (SIM), commonly referred to as a SIM card (Figure 17). The SIM contains the identifiers

Emerging Trends in China’s Development of Unmanned Systems

DTIC Science & Technology

2015-01-01

missions is another area of emphasis, as highlighted by reports about such systems’ use during the 2008 Sichuan earth - quake , and unmanned systems could...China Strategic Perspectives No. 5, National Defense University, September 2012. 27 “Drones Dispatched to Capture Images of Quake -Hit Regions,” Xinhua...china-deliver-packages-even-a- birthday-cake/ “Drones Dispatched to Capture Images of Quake -Hit Regions,” Xinhua, April 20, 2013. Easton, Ian M

Queen promiscuity lowers disease within honeybee colonies

PubMed Central

Seeley, Thomas D; Tarpy, David R

2006-01-01

Most species of social insects have singly mated queens, but in some species each queen mates with numerous males to create a colony with a genetically diverse worker force. The adaptive significance of polyandry by social insect queens remains an evolutionary puzzle. Using the honeybee (Apis mellifera), we tested the hypothesis that polyandry improves a colony's resistance to disease. We established colonies headed by queens that had been artificially inseminated by either one or 10 drones. Later, we inoculated these colonies with spores of Paenibacillus larvae, the bacterium that causes a highly virulent disease of honeybee larvae (American foulbrood). We found that, on average, colonies headed by multiple-drone inseminated queens had markedly lower disease intensity and higher colony strength at the end of the summer relative to colonies headed by single-drone inseminated queens. These findings support the hypothesis that polyandry by social insect queens is an adaptation to counter disease within their colonies. PMID:17015336

A Multi-Modality Mobility Concept for a Small Package Delivery UAV

NASA Technical Reports Server (NTRS)

Young, L. A.

2017-01-01

This paper will discuss a different approach to the typical notional small package delivery drone concept. Most delivery drone concepts employ a point-to-point aerial delivery CONOPS (Concept of Operations) from a warehouse directly to the front or back yards of a customers residence or a commercial office space. Instead, the proposed approach is somewhat analogous to current postal deliveries: a small aerial vehicle flies from a warehouse to designated neighborhood VTOL (Vertical Take-Off and Landing) landing spots where the aerial vehicle then converts to a "roadable" (ground-mobility) vehicle that then transits on sidewalks and/or bicycle paths till it arrives to the residence/office drop-off points. This concept and associated platform or vehicle will be referred in this paper as MICHAEL (Multimodal Intra-City Hauling and Aerial-Effected Logistics) concept. It is suggested that the MICHAEL concept potentially results in a more community friendly "delivery drone" approach.

Composition of fatty acids in the Varroa destructor mites and their hosts, Apis mellifera drone-prepupae.

PubMed

Dmitryjuk, Małgorzata; Zalewski, Kazimierz; Raczkowski, Marek; Żółtowska, Krystyna

2015-01-01

The fatty acid (FA) profile of lipids extracted from the Varroa destructor parasitic mite and its host, drone-prepupae of Apis mellifera, was determined by gas chromatography (GC). The percentages of saturated fatty acids (SFAs), monounsaturated fatty acids (MUFAs) and polyunsaturated fatty acids (PUFAs) were generally similar in parasites and their hosts. Fatty acids were arranged in the following descending order based on their content: MUFAs (ca. 52-55%), SFAs (ca. 41%) and PUFAs (ca. 3%). The predominant fatty acids were oleic acid (46% in mites, 44% in prepupae) and palmitic acid (23% and 30%, respectively). Varroa parasites differed from their hosts in the quantity of individual FAs and in their FA profiles. Three PUFAs noted in the host were not observed in parasitic mites, whereas the presence of C21:0, C24:0 and C22:1 FAs was reported in mites, but not in drones.

Parallel optimization algorithm for drone inspection in the building industry

NASA Astrophysics Data System (ADS)

Walczyński, Maciej; BoŻejko, Wojciech; Skorupka, Dariusz

2017-07-01

In this paper we present an approach for Vehicle Routing Problem with Drones (VRPD) in case of building inspection from the air. In autonomic inspection process there is a need to determine of the optimal route for inspection drone. This is especially important issue because of the very limited flight time of modern multicopters. The method of determining solutions for Traveling Salesman Problem(TSP), described in this paper bases on Parallel Evolutionary Algorithm (ParEA)with cooperative and independent approach for communication between threads. This method described first by Bożejko and Wodecki [1] bases on the observation that if exists some number of elements on certain positions in a number of permutations which are local minima, then those elements will be in the same position in the optimal solution for TSP problem. Numerical experiments were made on BEM computational cluster with using MPI library.

[Symptomatic Black Queen Cell Virus infection of drone brood in Hessian apiaries].

PubMed

Siede, Reinhold; Büchler, Ralph

2003-01-01

The Black Queen Cell Virus (BQCV) can affect brood of the honey bee (Apis mellifera). In general queen cells are endangered showing dark coloured cell walls as typical symptoms. Worker- and dronebrood can be infected by BQCV but normally without clinical symptoms. This paper describes for the first time a symptomatic BQCV-infection of diseased drone brood found on two bee yards in Hessen/Germany in 2001. The drone larvae were seriously damaged and some of them were dead. Samples of the affected brood were tested for BQCV by the PCR detection method. A BQCV specific nucleic acid fragment was found. The PCR product were sequenced and aligned with the relevant GenBank entry. At the nucleic acid level as well as at the deduced protein level the isolate showed a high similarity with the south african isolate noted in GenBank.

Dryden B-52 Launch Aircraft in Flight over Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA's venerable B-52 mothership flies over the main building at the Dryden Flight Research Center, Edwards, California. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and has also been both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Topography changes monitoring of small islands using camera drone

NASA Astrophysics Data System (ADS)

Bang, E.

2017-12-01

Drone aerial photogrammetry was conducted for monitoring topography changes of small islands in the east sea of Korea. Severe weather and sea wave is eroding the islands and sometimes cause landslide and falling rock. Due to rugged cliffs in all direction and bad accessibility, ground based survey methods are less efficient in monitoring topography changes of the whole area. Camera drones can provide digital images and movie in every corner of the islands, and drone aerial photogrammetry is powerful to get precise digital surface model (DSM) for a limited area. We have got a set of digital images to construct a textured 3D model of the project area every year since 2014. Flight height is in less than 100m from the top of those islands to get enough ground sampling distance (GSD). Most images were vertically captured with automatic flights, but we also flied drones around the islands with about 30°-45° camera angle for constructing 3D model better. Every digital image has geo-reference, but we set several ground control points (GCPs) on the islands and their coordinates were measured with RTK surveying methods to increase the absolute accuracy of the project. We constructed 3D textured model using photogrammetry tool, which generates 3D spatial information from digital images. From the polygonal model, we could get DSM with contour lines. Thematic maps such as hill shade relief map, aspect map and slope map were also processed. Those maps make us understand topography condition of the project area better. The purpose of this project is monitoring topography change of these small islands. Elevation difference map between DSMs of each year is constructed. There are two regions showing big negative difference value. By comparing constructed textured models and captured digital images around these regions, it is checked that a region have experienced real topography change. It is due to huge rock fall near the center of the east island. The size of fallen rock can be measured on the digital model exactly, which is about 13m*6m*2m (height*width*thickness). We believe that drone aerial photogrammetry can be an efficient topography changes detection method for a complicated terrain area.

Environmental Assessment: Replacement of Subscale Drone Recovery Boat Dock at Tyndall Air Force Base, Florida

DTIC Science & Technology

2009-12-01

Jefferson Davis Highway, Suite 1204, Arlington VA 22202-4302. Respondents should be aware that notwithstanding any other provision of law, no person ...90 19a. NAME OF RESPONSIBLE PERSON a. REPORT unclassified b. ABSTRACT unclassified c. THIS PAGE unclassified Standard Form 298 (Rev. 8-98...Prescribed by ANSI Std Z39-18 Final Finding of No Significant Impact for Construction and Operation of an Alternate Drone Launch System at Tyndall

Mapping coral reefs using consumer-grade drones and structure from motion photogrammetry techniques

NASA Astrophysics Data System (ADS)

Casella, Elisa; Collin, Antoine; Harris, Daniel; Ferse, Sebastian; Bejarano, Sonia; Parravicini, Valeriano; Hench, James L.; Rovere, Alessio

2017-03-01

We propose a novel technique to measure the small-scale three-dimensional features of a shallow-water coral reef using a small drone equipped with a consumer-grade camera, a handheld GPS and structure from motion (SfM) algorithms. We used a GoPro HERO4 with a modified lens mounted on a DJI Phantom 2 drone (maximum total take-off weight <2 kg) to perform a 10 min flight and collect 306 aerial images with an overlap equal or greater than 90%. We mapped an area of 8380 m2, obtaining as output an ortho-rectified aerial photomosaic and a bathymetric digital elevation model (DEM) with a resolution of 0.78 and 1.56 cm pixel-1, respectively. Through comparison with airborne LiDAR data for the same area, we verified that the location of the ortho-rectified aerial photomosaic is accurate within 1.4 m. The bathymetric difference between our DEM and the LiDAR dataset is -0.016 ± 0.45 m (1σ). Our results show that it is possible, in conditions of calm waters, low winds and minimal sun glint, to deploy consumer-grade drones as a relatively low-cost and rapid survey technique to produce multispectral and bathymetric data on shallow-water coral reefs. We discuss the utility of such data to monitor temporal changes in topographic complexity of reefs and associated biological processes.

Preservation of Domesticated Honey Bee (Hymenoptera: Apidae) Drone Semen.

PubMed

Paillard, M; Rousseau, A; Giovenazzo, P; Bailey, J L

2017-08-01

Preservation of honey bee (Apis mellifera L., Hymenoptera: Apidae) sperm, coupled with instrumental insemination, is an effective strategy to protect the species and their genetic diversity. Our overall objective is to develop a method of drone semen preservation; therefore, two experiments were conducted. Hypothesis 1 was that cryopreservation (-196 °C) of drone semen is more effective for long-term storage than at 16 °C. Our results show that after 1 yr of storage, frozen sperm viability was higher than at 16 °C, showing that cryopreservation is necessary to conserve semen. However, the cryoprotectant used for drone sperm freezing, dimethyl sulfoxide (DMSO), can harm the queen and reduce fertility after instrumental insemination. Hypothesis 2 was that centrifugation of cryopreserved semen to reduce DMSO prior to insemination optimize sperm quality. Our results indicate that centrifuging cryopreserved sperm to remove cryoprotectant does not affect queen survival, spermathecal sperm count, or sperm viability. Although these data do not indicate that centrifugation of frozen-thawed sperm improves queen health and fertility after instrumental insemination, we demonstrate that cryopreservation is achievable, and it is better for long-term sperm storage than above-freezing temperatures for duration of close to a year. © The Authors 2017. Published by Oxford University Press on behalf of Entomological Society of America. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

Dryden B-52 Launch Aircraft on Dryden Ramp

NASA Technical Reports Server (NTRS)

1996-01-01

NASA's venerable B-52 mothership sits on the ramp in front of the Dryden Flight Research Center, Edwards, California. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Flight Mission Symbology on Side of Craft

NASA Technical Reports Server (NTRS)

1993-01-01

A view of some of the mission markings, painted on the side of NASA's B-52 mothership, that tell the story of its colorful history. Just as combat aircraft would paint a bomb on the side of an aircraft for each bombing mission completed, NASA crew members painted a silhouette on the side of the B-52's fuselage to commemorate each drop of an X-15, lifting body, remotely piloted research vehicle, X-38 crew return vehicle, or other experimental vehicle or parachute system. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Dryden B-52 Launch Aircraft on Edwards AFB Runway

NASA Technical Reports Server (NTRS)

1996-01-01

NASA's venerable workhorse, the B-52 mothership, rolls out on the Edwards AFB runway after a test flight in 1996. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight

NASA Technical Reports Server (NTRS)

1980-01-01

The Highly Maneuverable Aircraft Technology (HiMAT) research vehicle is shown here mated to a wing pylon on NASA's B-52 mothership aircraft. The HiMAT was a technology demonstrator to test structures and configurations for advanced fighter concepts. Over the course of more than 40 years, the B-52 proved a valuable workhorse for NASA's Dryden Flight Research Center (under various names), launching a wide variety of vehicles and conducting numerous other research flights. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-15 on Lakebed after Landing with B-52 Mothership Flyover

NASA Technical Reports Server (NTRS)

1961-01-01

As crew members secure the X-15 rocket-powered aircraft after a research flight, the B-52 mothership used for launching this unique aircraft does a low fly-by overhead. The X-15s made a total of 199 flights over a period of nearly 10 years -- 1959 to 1968 -- and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Launch Aircraft in Flight

NASA Technical Reports Server (NTRS)

2001-01-01

NASA's venerable B-52 mothership is seen here photographed from a KC-135 Tanker aircraft. The X-43 adapter is visible attached to the right wing. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and is also both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet.

B-52B Cockpit Instrument Panel

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows a close-up view of the instrument panel in the cockpit of NASA's B-52 research aircraft. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the HiMAT, and was also used as a flying testbed for a variety of other research projects. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Dumb and Lazy? A Comparison of Color Learning and Memory Retrieval in Drones and Workers of the Buff-Tailed Bumblebee, Bombus terrestris, by Means of PER Conditioning

PubMed Central

Lichtenstein, Leonie; Sommerlandt, Frank M. J.; Spaethe, Johannes

2015-01-01

More than 100 years ago, Karl von Frisch showed that honeybee workers learn and discriminate colors. Since then, many studies confirmed the color learning capabilities of females from various hymenopteran species. Yet, little is known about visual learning and memory in males despite the fact that in most bee species males must take care of their own needs and must find rewarding flowers to obtain food. Here we used the proboscis extension response (PER) paradigm to study the color learning capacities of workers and drones of the bumblebee, Bombus terrestris. Light stimuli were paired with sucrose reward delivered to the insects’ antennae and inducing a reflexive extension of the proboscis. We evaluated color learning (i.e. conditioned PER to color stimuli) in absolute and differential conditioning protocols and mid-term memory retention was measured two hours after conditioning. Different monochromatic light stimuli in combination with neutral density filters were used to ensure that the bumblebees could only use chromatic and not achromatic (e.g. brightness) information. Furthermore, we tested if bees were able to transfer the learned information from the PER conditioning to a novel discrimination task in a Y-maze. Both workers and drones were capable of learning and discriminating between monochromatic light stimuli and retrieved the learned stimulus after two hours. Drones performed as well as workers during conditioning and in the memory test, but failed in the transfer test in contrast to workers. Our data clearly show that bumblebees can learn to associate a color stimulus with a sugar reward in PER conditioning and that both workers and drones reach similar acquisition and mid-term retention performances. Additionally, we provide evidence that only workers transfer the learned information from a Pavlovian to an operant situation. PMID:26230643

Dumb and Lazy? A Comparison of Color Learning and Memory Retrieval in Drones and Workers of the Buff-Tailed Bumblebee, Bombus terrestris, by Means of PER Conditioning.

PubMed

Lichtenstein, Leonie; Sommerlandt, Frank M J; Spaethe, Johannes

2015-01-01

More than 100 years ago, Karl von Frisch showed that honeybee workers learn and discriminate colors. Since then, many studies confirmed the color learning capabilities of females from various hymenopteran species. Yet, little is known about visual learning and memory in males despite the fact that in most bee species males must take care of their own needs and must find rewarding flowers to obtain food. Here we used the proboscis extension response (PER) paradigm to study the color learning capacities of workers and drones of the bumblebee, Bombus terrestris. Light stimuli were paired with sucrose reward delivered to the insects' antennae and inducing a reflexive extension of the proboscis. We evaluated color learning (i.e. conditioned PER to color stimuli) in absolute and differential conditioning protocols and mid-term memory retention was measured two hours after conditioning. Different monochromatic light stimuli in combination with neutral density filters were used to ensure that the bumblebees could only use chromatic and not achromatic (e.g. brightness) information. Furthermore, we tested if bees were able to transfer the learned information from the PER conditioning to a novel discrimination task in a Y-maze. Both workers and drones were capable of learning and discriminating between monochromatic light stimuli and retrieved the learned stimulus after two hours. Drones performed as well as workers during conditioning and in the memory test, but failed in the transfer test in contrast to workers. Our data clearly show that bumblebees can learn to associate a color stimulus with a sugar reward in PER conditioning and that both workers and drones reach similar acquisition and mid-term retention performances. Additionally, we provide evidence that only workers transfer the learned information from a Pavlovian to an operant situation.

Middle infrared (wavelength range: 8 μm-14 μm) 2-dimensional spectroscopy (total weight with electrical controller: 1.7 kg, total cost: less than 10,000 USD) so-called hyperspectral camera for unmanned air vehicles like drones

NASA Astrophysics Data System (ADS)

Yamamoto, Naoyuki; Saito, Tsubasa; Ogawa, Satoru; Ishimaru, Ichiro

2016-05-01

We developed the palm size (optical unit: 73[mm]×102[mm]×66[mm]) and light weight (total weight with electrical controller: 1.7[kg]) middle infrared (wavelength range: 8[μm]-14[μm]) 2-dimensional spectroscopy for UAV (Unmanned Air Vehicle) like drone. And we successfully demonstrated the flights with the developed hyperspectral camera mounted on the multi-copter so-called drone in 15/Sep./2015 at Kagawa prefecture in Japan. We had proposed 2 dimensional imaging type Fourier spectroscopy that was the near-common path temporal phase-shift interferometer. We install the variable phase shifter onto optical Fourier transform plane of infinity corrected imaging optical systems. The variable phase shifter was configured with a movable mirror and a fixed mirror. The movable mirror was actuated by the impact drive piezo-electric device (stroke: 4.5[mm], resolution: 0.01[μm], maker: Technohands Co.,Ltd., type:XDT50-45, price: around 1,000USD). We realized the wavefront division type and near common path interferometry that has strong robustness against mechanical vibrations. Without anti-mechanical vibration systems, the palm-size Fourier spectroscopy was realized. And we were able to utilize the small and low-cost middle infrared camera that was the micro borometer array (un-cooled VOxMicroborometer, pixel array: 336×256, pixel pitch: 17[μm], frame rate 60[Hz], maker: FLIR, type: Quark 336, price: around 5,000USD). And this apparatus was able to be operated by single board computer (Raspberry Pi.). Thus, total cost was less than 10,000 USD. We joined with KAMOME-PJ (Kanagawa Advanced MOdule for Material Evaluation Project) with DRONE FACTORY Corp., KUUSATSU Corp., Fuji Imvac Inc. And we successfully obtained the middle infrared spectroscopic imaging with multi-copter drone.

Unmanned aerial systems for photogrammetry and remote sensing: A review

NASA Astrophysics Data System (ADS)

Colomina, I.; Molina, P.

2014-06-01

We discuss the evolution and state-of-the-art of the use of Unmanned Aerial Systems (UAS) in the field of Photogrammetry and Remote Sensing (PaRS). UAS, Remotely-Piloted Aerial Systems, Unmanned Aerial Vehicles or simply, drones are a hot topic comprising a diverse array of aspects including technology, privacy rights, safety and regulations, and even war and peace. Modern photogrammetry and remote sensing identified the potential of UAS-sourced imagery more than thirty years ago. In the last five years, these two sister disciplines have developed technology and methods that challenge the current aeronautical regulatory framework and their own traditional acquisition and processing methods. Navety and ingenuity have combined off-the-shelf, low-cost equipment with sophisticated computer vision, robotics and geomatic engineering. The results are cm-level resolution and accuracy products that can be generated even with cameras costing a few-hundred euros. In this review article, following a brief historic background and regulatory status analysis, we review the recent unmanned aircraft, sensing, navigation, orientation and general data processing developments for UAS photogrammetry and remote sensing with emphasis on the nano-micro-mini UAS segment.

Digital robust active control law synthesis for large order systems using constrained optimization

NASA Technical Reports Server (NTRS)

Mukhopadhyay, Vivek

1987-01-01

This paper presents a direct digital control law synthesis procedure for a large order, sampled data, linear feedback system using constrained optimization techniques to meet multiple design requirements. A linear quadratic Gaussian type cost function is minimized while satisfying a set of constraints on the design loads and responses. General expressions for gradients of the cost function and constraints, with respect to the digital control law design variables are derived analytically and computed by solving a set of discrete Liapunov equations. The designer can choose the structure of the control law and the design variables, hence a stable classical control law as well as an estimator-based full or reduced order control law can be used as an initial starting point. Selected design responses can be treated as constraints instead of lumping them into the cost function. This feature can be used to modify a control law, to meet individual root mean square response limitations as well as minimum single value restrictions. Low order, robust digital control laws were synthesized for gust load alleviation of a flexible remotely piloted drone aircraft.

Detection, Localization, and Tracking of Unauthorized UAS and Jammers

NASA Technical Reports Server (NTRS)

Guvenc, Ismail; Ozdemir, Ozgur; Yapici, Yavuz; Mehrpouyan, Hani; Matolak, David

2017-01-01

Small unmanned aircraft systems (UASs) are expected to take major roles in future smart cities, for example, by delivering goods and merchandise, potentially serving as mobile hot spots for broadband wireless access, and maintaining surveillance and security. Although they can be used for the betterment of the society, they can also be used by malicious entities to conduct physical and cyber attacks to infrastructure, private/public property, and people. Even for legitimate use-cases of small UASs, air traffic management (ATM) for UASs becomes of critical importance for maintaining safe and collusion-free operation. Therefore, various ways to detect, track, and interdict potentially unauthorized drones carries critical importance for surveillance and ATM applications. In this paper, we will review techniques that rely on ambient radio frequency signals (emitted from UASs), radars, acoustic sensors, and computer vision techniques for detection of malicious UASs. We will present some early experimental and simulation results on radar-based range estimation of UASs, and receding horizon tracking of UASs. Subsequently, we will overview common techniques that are considered for interdiction of UASs.

Initial Investigation into the Psychoacoustic Properties of Small Unmanned Aerial System Noise

NASA Technical Reports Server (NTRS)

Christian, Andrew; Cabell, Randolph

2017-01-01

For the past several years, researchers at NASA Langley have been engaged in a series of projects to study the degree to which existing facilities and capabilities, originally created for work on full-scale aircraft, are extensible to smaller scales --those of the small unmanned aerial systems (sUAS, also UAVs and, colloquially, `drones') that have been showing up in the nation's airspace of late. This paper follows an e ort that has led to an initial human{subject psychoacoustic test regarding the annoyance generated by sUAS noise. This e ort spans three phases: 1. The collection of the sounds through field recordings. 2. The formulation and execution of a psychoacoustic test using those recordings. 3. The initial analysis of the data from that test. The data suggests a lack of parity between the noise of the recorded sUAS and that of a set of road vehicles that were also recorded and included in the test, as measured by a set of contemporary noise metrics. Future work, including the possibility of further human subject testing, is discussed in light of this suggestion.

Tabletop Experimental Track for Magnetic Launch Assist

NASA Technical Reports Server (NTRS)

2000-01-01

Marshall Space Flight Center's (MSFC's) Advanced Space Transportation Program has developed the Magnetic Launch Assist System, formerly known as the Magnetic Levitation (MagLev) technology that could give a space vehicle a running start to break free from Earth's gravity. A Magnetic Launch Assist system would use magnetic fields to levitate and accelerate a vehicle along a track at speeds up to 600 mph. The vehicle would shift to rocket engines for launch into orbit. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a Magnetic Launch Assist system would electromagnetically propel a space vehicle along the track. The tabletop experimental track for the system shown in this photograph is 44-feet long, with 22-feet of powered acceleration and 22-feet of passive braking. A 10-pound carrier with permanent magnets on its sides swiftly glides by copper coils, producing a levitation force. The track uses a linear synchronous motor, which means the track is synchronized to turn the coils on just before the carrier comes in contact with them, and off once the carrier passes. Sensors are positioned on the side of the track to determine the carrier's position so the appropriate drive coils can be energized. MSFC engineers have conducted tests on the indoor track and a 50-foot outdoor track. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Research Technology

NASA Image and Video Library

2000-01-01

Marshall Space Flight Center’s (MSFC’s) Advanced Space Transportation Program has developed the Magnetic Launch Assist System, formerly known as the Magnetic Levitation (MagLev) technology that could give a space vehicle a running start to break free from Earth’s gravity. A Magnetic Launch Assist system would use magnetic fields to levitate and accelerate a vehicle along a track at speeds up to 600 mph. The vehicle would shift to rocket engines for launch into orbit. Similar to high-speed trains and roller coasters that use high-strength magnets to lift and propel a vehicle a couple of inches above a guideway, a Magnetic Launch Assist system would electromagnetically propel a space vehicle along the track. The tabletop experimental track for the system shown in this photograph is 44-feet long, with 22-feet of powered acceleration and 22-feet of passive braking. A 10-pound carrier with permanent magnets on its sides swiftly glides by copper coils, producing a levitation force. The track uses a linear synchronous motor, which means the track is synchronized to turn the coils on just before the carrier comes in contact with them, and off once the carrier passes. Sensors are positioned on the side of the track to determine the carrier’s position so the appropriate drive coils can be energized. MSFC engineers have conducted tests on the indoor track and a 50-foot outdoor track. The major advantages of launch assist for NASA launch vehicles is that it reduces the weight of the take-off, the landing gear, the wing size, and less propellant resulting in significant cost savings. The US Navy and the British MOD (Ministry of Defense) are planning to use magnetic launch assist for their next generation aircraft carriers as the aircraft launch system. The US Army is considering using this technology for launching target drones for anti-aircraft training.

Armed Drones and Targeted Killing: Policy Implications for Their Use in Deterring Violent Extremism

DTIC Science & Technology

2017-04-17

launched some 200 pilotless balloons mounted with bombs against the city of Venice.”6 It was not until World War I, with the advent of radio...into World War II, weapons manufacturers began fitting them with bombs and explosives to give them a strike capability. Bombers, like the B-17...would release these “flying bombs ”, which were more akin to guided missiles, near a target area, and then a pilot would remotely guide the drone to its

Gastrointestinal symptoms resembling ulcerative proctitis caused by larvae of the drone fly Eristalis tenax.

PubMed

Desoubeaux, Guillaume; Gaillard, Julien; Borée-Moreau, Diane; Bailly, Éric; Andres, Christian R; Chandenier, Jacques

2014-04-01

We report a case of facultative intestinal myiasis due to larvae of the drone fly Eristalis tenax, also named the rat-tailed maggots. The development of larvae in the lower bowel was responsible for non-specific gastrointestinal symptoms that resembled ulcerative proctitis. The diagnosis was established upon the observation of four spontaneously excreted mobile larvae. The definite identification of the E. tenax species was made possible by scanning electron microscopy. The clinical outcome was satisfactory.

Gastrointestinal symptoms resembling ulcerative proctitis caused by larvae of the drone fly Eristalis tenax

PubMed Central

Desoubeaux, Guillaume; Gaillard, Julien; Borée-Moreau, Diane; Bailly, Éric; Andres, Christian R; Chandenier, Jacques

2014-01-01

We report a case of facultative intestinal myiasis due to larvae of the drone fly Eristalis tenax, also named the rat-tailed maggots. The development of larvae in the lower bowel was responsible for non-specific gastrointestinal symptoms that resembled ulcerative proctitis. The diagnosis was established upon the observation of four spontaneously excreted mobile larvae. The definite identification of the E. tenax species was made possible by scanning electron microscopy. The clinical outcome was satisfactory. PMID:24766340

Thermal impact of migrating birds' wing color on their flight performance: Possibility of new generation of biologically inspired drones.

PubMed

Hassanalian, M; Abdelmoula, H; Ben Ayed, S; Abdelkefi, A

2017-05-01

The thermal impact of the birds' color on their flight performance are investigated. In most of the large migrating birds, the top of their wings is black. Considering this natural phenomenon in the migrating birds, such as albatross, a thermal analysis of the boundary layer of their wings is performed during the year depending on the solar insulation. It is shown that the temperature difference between the bright and dark colored top wing surface is around 10°C. The dark color on the top of the wing increases the temperature of the boundary layer over the wing which consequently reduces the skin drag force over the wing. This reduction in the drag force can be considered as one of the effective factors for long endurance of these migrating birds. This research should lead to improved designs of the drones by applying the inspired colors which can help drones increase their endurance. Copyright © 2017 Elsevier Ltd. All rights reserved.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

A close-up of an experimental drag chute deploying in a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing F-111 Parachute

NASA Technical Reports Server (NTRS)

1988-01-01

A mock-up of an F-111 cockpit section drops out of the bomb bay of NASA's B-52 mothership on a test flight of a new parachute system for the F-111 'Aardvark' bomber. The F-111's ejection system separated the entire cockpit from the rest of the aircraft, and a large parachute was then deployed to lower the cockpit section to the ground. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Pegasus Mated to B-52 Mothership - First Flight

NASA Technical Reports Server (NTRS)

1989-01-01

The Pegasus air-launched space booster is carried aloft under the right wing of NASA's B-52 carrier aircraft on its first captive flight from the Dryden Flight Research Center, Edwards, California. The first of two scheduled captive flights was completed on November 9, 1989. Pegasus is used to launch satellites into low-earth orbits cheaply. In 1997, a Pegasus rocket booster was also modified to test a hypersonic experiment (PHYSX). An experimental 'glove,' installed on a section of its wing, housed hundreds of temperature and pressure sensors that sent hypersonic flight data to ground tracking facilities during the experiment's flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

An aerial view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight, Close-up View

NASA Technical Reports Server (NTRS)

1980-01-01

A close-up view of the Highly Maneuverable Aircraft Technology (HiMAT) research vehicle attached to a wing pylon on NASA's B-52 mothership during a 1980 test flight. The HiMAT used sharply swept-back wings and a canard configuration to test possible technology for advanced fighters. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

NASA's B-52 research aircraft deploys an experimental drag chute just after landing the runway at the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

An experimental drag chute deploys amidst a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

A rear view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing F-111 Parachute

NASA Technical Reports Server (NTRS)

1988-01-01

The main parachute begins to deploy on the mock-up of an F-111 'Aardvark' bomber cockpit section after being dropped from NASA's B-52 mothership during 1988 flight tests on improved parachute systems for the Air Force bomber. The F-111's ejection system separated the entire cockpit from the rest of the aircraft, and a large parachute was then deployed to lower the cockpit section to the ground. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Dryden Experimental Fabrication Shop's Andy Blua and Jeff Doughty make sure the new pylon for the X-38 fits precisely during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California in 1997. The 1,200-pound steel pylon, fabricated at Dryden, was an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the bomber. The X-38 was a designed as a technology demonstrator to help develop an emergency Crew Return Vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Tom McMullen, Chief of Dryden's Experimental Fabrication Shop, makes adjustments to the new pylon for NASA's X-38 during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 to be attached to and launched from the B-52's wing. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Jay L. King, Joseph D. Huxman, and Orion D. Billeter Assist Pilot Milt Thompson into the M2-F2 Attac

NASA Technical Reports Server (NTRS)

1966-01-01

NASA research pilot Milt Thompson is helped into the cockpit of the M2-F2 lifting body research aircraft at NASA's Flight Research Center (now the Dryden Flight Research Center). The M2-F2 is attached to a wing pylon under the wing of NASA's B-52 mothership. The flight was a captive flight with the pilot on-board. Milt Thompson flew in the lifting body throughout the flight, but it was never dropped from the mothership. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Measurement and Modelling of Multicopter UAS Rotor Blades in Hover

NASA Technical Reports Server (NTRS)

Nowicki, Nathalie

2016-01-01

Multicopters are becoming one of the more common and popular type of unmanned aircraft systems (UAS) which have both civilian and military applications. One example being the concept of drone deliveries proposed by the distribution company Amazon [1]. The electrical propulsion is considered to have both faster and easier deliveries and also environmental benefits compared to other vehicles that still use fossil fuel. Other examples include surveillance and just simple entertainment. The reason behind their success is often said to be due to their small size, relatively low cost, simple structure and finally simple usage. With an increase in the UAS market comes challenges in terms of security, as both people and other aircrafts could be harmed if not used correctly. Therefore further studies and regulations are needed to ensure that future use of drones, especially in the civilian and public sectors, are safe and efficient. Thorough research has been done on full scale, man or cargo transporting, helicopters so that most parts of flight and performance are fairly well understood. Yet not much of it have been verified for small multicopters. Until today many studies and research projects have been done on the control systems, navigation and aerodynamics of multicopters. Many of the methods used today for building multicopters involve a process of trial an error of what will work well together, and once that is accomplished some structural analysis of the multicopter bodies might be done to verify that the product will be strong enough and have a decent aerodynamic performance. However, not much has been done on the research of the rotor blades, especially in terms of structural stress analyses and ways to ensure that the commonly used parts are indeed safe and follow safety measures. Some producers claim that their propellers indeed have been tested, but again that usually tends towards simple fluid dynamic analyses and even simpler stress analyses. There is no real deflection measurement of said blades and all theory is today based on the theory developed for full scale helicopters. This report thus intends to highlight the problems that come with blade deflection theory and measurements for multicopters. This thesis starts with the introduction and problem formulation where the grounds for what the report contains are laid out. Then a literature review of the research within the area follows where previous and current research and methods are presented. In the background information and theory relevant to the area are presented. After that the methods and set up of the different experimental and computer simulation approaches are depicted. In the results section the obtained results are presented and compared. Lastly there is a discussion where the results and methods are evaluated and analyzed, followed by the most important conclusions.

The use of Remotely Piloted Aircraft Systems for the Innovative Methodologies in thermal Energy Release monitoring

NASA Astrophysics Data System (ADS)

Marotta, Enrica; Avino, Rosario; Avvisati, Gala; Belviso, Pasquale; Caliro, Stefano; Caputo, Teresa; Carandente, Antonio; Peluso, Rosario; Sangianantoni, Agata; Sansivero, Fabio; Vilardo, Giuseppe

2017-04-01

Last years have been characterized by a fast development of Remotely Piloted Aircraft Systems which are becoming cheaper, lighter and more powerful. The concurrent development of high resolution, lightweight and energy saving sensors sometimes specifically designed for air-borne applications are together rapidly changing the way in which it is possible to perform monitoring and surveys in hazardous environments such as volcanoes. An example of this convergence is the new methodology we are currently developing at the INGV-Osservatorio Vesuviano for the estimation of the thermal energy release of volcanic diffuse degassing areas using the ground temperatures from thermal infrared images. Preliminary experiments, carried out during many-years campaigns performed inside at La Solfatara crater by using thermal infrared images and K type thermocouples inserted into the ground at various depths, found a correlation between surface temperature and shallow gradient. Due to the large extent of areas affected by thermal anomalies, an effective and expedite tool to acquire the IR images is a RPAS equipped with high-resolution thermal and visible cameras. These acquisitions allow to quickly acquire the data to produce a heat release map. This map is then orthorectified and geocoded in order to be superimposed on digital terrain models or on the orthophotogrammetric mosaic obtained after processing photos acquired by RPAS. Such expedite maps of heat flux, taking in account accurate filtering of atmospheric influence, represents a useful tool for volcanic surveillance monitoring purposes. In order to start all the activities of these drones we had to acquire all necessary permissions required by the complex Italian normative.

Direct Reflectance Measurements from Drones: Sensor Absolute Radiometric Calibration and System Tests for Forest Reflectance Characterization.

PubMed

Hakala, Teemu; Markelin, Lauri; Honkavaara, Eija; Scott, Barry; Theocharous, Theo; Nevalainen, Olli; Näsi, Roope; Suomalainen, Juha; Viljanen, Niko; Greenwell, Claire; Fox, Nigel

2018-05-03

Drone-based remote sensing has evolved rapidly in recent years. Miniaturized hyperspectral imaging sensors are becoming more common as they provide more abundant information of the object compared to traditional cameras. Reflectance is a physically defined object property and therefore often preferred output of the remote sensing data capture to be used in the further processes. Absolute calibration of the sensor provides a possibility for physical modelling of the imaging process and enables efficient procedures for reflectance correction. Our objective is to develop a method for direct reflectance measurements for drone-based remote sensing. It is based on an imaging spectrometer and irradiance spectrometer. This approach is highly attractive for many practical applications as it does not require in situ reflectance panels for converting the sensor radiance to ground reflectance factors. We performed SI-traceable spectral and radiance calibration of a tuneable Fabry-Pérot Interferometer -based (FPI) hyperspectral camera at the National Physical Laboratory NPL (Teddington, UK). The camera represents novel technology by collecting 2D format hyperspectral image cubes using time sequential spectral scanning principle. The radiance accuracy of different channels varied between ±4% when evaluated using independent test data, and linearity of the camera response was on average 0.9994. The spectral response calibration showed side peaks on several channels that were due to the multiple orders of interference of the FPI. The drone-based direct reflectance measurement system showed promising results with imagery collected over Wytham Forest (Oxford, UK).

Parametric analysis of a down-scaled turbo jet engine suitable for drone and UAV propulsion

NASA Astrophysics Data System (ADS)

Wessley, G. Jims John; Chauhan, Swati

2018-04-01

This paper presents a detailed study on the need for downscaling gas turbine engines for UAV and drone propulsion. Also, the procedure for downscaling and the parametric analysis of a downscaled engine using Gas Turbine Simulation Program software GSP 11 is presented. The need for identifying a micro gas turbine engine in the thrust range of 0.13 to 4.45 kN to power UAVs and drones weighing in the range of 4.5 to 25 kg is considered and in order to meet the requirement a parametric analysis on the scaled down Allison J33-A-35 Turbojet engine is performed. It is evident from the analysis that the thrust developed by the scaled engine and the Thrust Specific Fuel Consumption TSFC depends on pressure ratio, mass flow rate of air and Mach number. A scaling factor of 0.195 corresponding to air mass flow rate of 7.69 kg/s produces a thrust in the range of 4.57 to 5.6 kN while operating at a Mach number of 0.3 within the altitude of 5000 to 9000 m. The thermal and overall efficiency of the scaled engine is found to be 67% and 75% respectively for a pressure ratio of 2. The outcomes of this analysis form a strong base for further analysis, design and fabrication of micro gas turbine engines to propel future UAVs and drones.

Direct Reflectance Measurements from Drones: Sensor Absolute Radiometric Calibration and System Tests for Forest Reflectance Characterization

PubMed Central

Hakala, Teemu; Scott, Barry; Theocharous, Theo; Näsi, Roope; Suomalainen, Juha; Greenwell, Claire; Fox, Nigel

2018-01-01

Drone-based remote sensing has evolved rapidly in recent years. Miniaturized hyperspectral imaging sensors are becoming more common as they provide more abundant information of the object compared to traditional cameras. Reflectance is a physically defined object property and therefore often preferred output of the remote sensing data capture to be used in the further processes. Absolute calibration of the sensor provides a possibility for physical modelling of the imaging process and enables efficient procedures for reflectance correction. Our objective is to develop a method for direct reflectance measurements for drone-based remote sensing. It is based on an imaging spectrometer and irradiance spectrometer. This approach is highly attractive for many practical applications as it does not require in situ reflectance panels for converting the sensor radiance to ground reflectance factors. We performed SI-traceable spectral and radiance calibration of a tuneable Fabry-Pérot Interferometer -based (FPI) hyperspectral camera at the National Physical Laboratory NPL (Teddington, UK). The camera represents novel technology by collecting 2D format hyperspectral image cubes using time sequential spectral scanning principle. The radiance accuracy of different channels varied between ±4% when evaluated using independent test data, and linearity of the camera response was on average 0.9994. The spectral response calibration showed side peaks on several channels that were due to the multiple orders of interference of the FPI. The drone-based direct reflectance measurement system showed promising results with imagery collected over Wytham Forest (Oxford, UK). PMID:29751560

MtDNA COI-COII marker and drone congregation area: an efficient method to establish and monitor honeybee (Apis mellifera L.) conservation centres.

PubMed

Bertrand, Bénédicte; Alburaki, Mohamed; Legout, Hélène; Moulin, Sibyle; Mougel, Florence; Garnery, Lionel

2015-05-01

Honeybee subspecies have been affected by human activities in Europe over the past few decades. One such example is the importation of nonlocal subspecies of bees which has had an adverse impact on the geographical repartition and subsequently on the genetic diversity of the black honeybee Apis mellifera mellifera. To restore the original diversity of this local honeybee subspecies, different conservation centres were set up in Europe. In this study, we established a black honeybee conservation centre Conservatoire de l'Abeille Noire d'Ile de France (CANIF) in the region of Ile-de-France, France. CANIF's honeybee colonies were intensively studied over a 3-year period. This study included a drone congregation area (DCA) located in the conservation centre. MtDNA COI-COII marker was used to evaluate the genetic diversity of CANIF's honeybee populations and the drones found and collected from the DCA. The same marker (mtDNA) was used to estimate the interactions and the haplotype frequency between CANIF's honeybee populations and 10 surrounding honeybee apiaries located outside of the CANIF. Our results indicate that the colonies of the conservation centre and the drones of the DCA show similar stable profiles compared to the surrounding populations with lower level of introgression. The mtDNA marker used on both DCA and colonies of the conservation centre seems to be an efficient approach to monitor and maintain the genetic diversity of the protected honeybee populations. © 2014 John Wiley & Sons Ltd.

UAV Applications in Hydrology: A Case Study in Gökova Basin, Muğla, Turkey

NASA Astrophysics Data System (ADS)

Kurtulus, B.; Sağır, Ç.; Erdem, G.; Avşar; Kurtuluş, D. F.; Tunca, E.; Le Coz, M.; Razack, M.

2016-12-01

Adopting new technologies to hydrogeological studies is quite seldom at the present time. In the near future, successfully applications of Unmanned Air Vehicle (UAV) and small data logging system will be expected to show positive impact by encouraging the innovative designs and uses of these systems to monitor hydrosystem changes in local-to-regional ecosystems. Understanding of hydrosystem using these devices and the prediction of global/local change impacts on it has one of the highest scientific and socio-economic importance in Mediterranean zone. This study is a part of an ERANETMED project title as "Groundwater Resilience to Climate Change and High Pressure within an IWRM Approach". The main aim is to use of different types of drone and loggers equipped with visible/multispectral/thermal cameras for monitoring karstic springs, lakes, rivers etc... The advantages of this study are the ease of field data acquiring, fast and safe measurement process without making any harm to karstic springs by using hazardous materials and implement hi-tech instruments in hydrogeology studies. Therefore, in this study producing high resolution spatial and temporal hydrodynamic and physicochemical data of karst springs are collected by using drone and loggers. The preliminary results of drone images, logger data analysis and the possible application use of drones in hydrogeology domain will be presented in this study. In this regard, we would like to thank TUBITAK & ERANETMED (Project No: 115Y843) and the project members.

A Mathematical Model for the Bee Hive of Apis Mellifera

NASA Astrophysics Data System (ADS)

Antonioni, Alberto; Bellom, Fabio Enrici; Montabone, Andrea; Venturino, Ezio

2010-09-01

In this work we introduce and discuss a model for the bee hive, in which only adult bees and drones are modeled. The role that the latter have in the system is interesting, their population can retrieve even if they are totally absent from the bee hive. The feasibility and stability of the equilibria is studied numerically. A simplified version of the model shows the importance of the drones' role, in spite of the fact that it allows only a trivial equilibrium. For this simplified system, no Hopf bifurcations are shown to arise.

Bin Ladin’s Killing and its Effect on Al-Qaida: What Comes Next? CTC Sentinel, Special Issue, May 2011.

DTIC Science & Technology

2011-05-01

painstakingly pieced back together an organization that had been all but destroyed by a critical drone strike and years of arrests, ultimately...Yemen after 9/11. In November 2002, a U.S. drone strike killed Abu Ali al-Harithi, the top al-Qa`ida commander in the country. Al-Harithi’s death...desire by the kidnappers, led by Abu Zeid, to curry favor with Bin Ladin himself instead of al-Zawahiri, who has been Droukdel’s 4 While it is

M2-F2 Mated to B-52 Mothership on Ramp

NASA Technical Reports Server (NTRS)

1965-01-01

A head-on view of the M2-F2 lifting body mounted on the wing pylon of its B-52 mothership in 1965. This was for a captive flight made the following month. The M2-F2 remained attached to the B-52 throughout the flight to test its on-board systems. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Flight Mission Symbology - Close up

NASA Technical Reports Server (NTRS)

1993-01-01

A close-up view of some of the mission markings that tell the story of the NASA B-52 mothership's colorful history. These particular markings denote some of the experiments the bomber conducted to develop parachute recovery systems for the solid rocket boosters used by the Space Shuttle. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-38 Mounted on Pylon of B-52 Mothership

NASA Technical Reports Server (NTRS)

1997-01-01

A close-up view of the X-38 research vehicle mounted under the wing of the B-52 mothership prior to a 1997 test flight. The X-38, which was designed to help develop technology for an emergency crew return vehicle (CRV) for the International Space Station, is one of many research vehicles the B-52 has carried aloft over the past 40 years. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Reminiscent of the lifting body research flights conducted more than 30 years earlier, NASA's B-52 mothership lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-38 Ship #2 in Free Flight after Release from B-52 Mothership

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38 research vehicle drops away from NASA's B-52 mothership immediately after being released from the B-52's wing pylon. More than 30 years earlier, this same B-52 launched the original lifting-body vehicles flight tested by NASA and the Air Force at what is now called the Dryden Flight Research Center and the Air Force Flight Test Center. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-38 Ship #2 Mated to B-52 Mothership in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-38 on B-52 Wing Pylon - View from Observation Window

NASA Technical Reports Server (NTRS)

1997-01-01

A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

In a scene reminiscent of the lifting body research flights conducted more than 30 years earlier, this photo shows a close-up view of NASA's B-52 mothership as it lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Spin Research Vehicle (SRV) in B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1981-01-01

This in-flight photo of NASA's B-52 mothership shows the bomber carrying a subscale model of an Air Force F-15, a remotely piloted vehicle that was used to conduct spin research. The F-15 Remotely Piloted Research Vehicles (RPRV) was air launched from the B-52 at approximately 45,000 feet and was controlled by a pilot in a ground cockpit complete with flight controls and a television screen. The F-15 model in this particular configuration was known as the Spin Research Vehicle (SRV). NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

CID Aircraft pre-impact lakebed skid

NASA Technical Reports Server (NTRS)

1984-01-01

The B-720 is seen viewed moments after impact and just before hitting the wing openers. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Computational Study of Flow Interactions in Coaxial Rotors

NASA Technical Reports Server (NTRS)

Yoon, Seokkwan; Lee, Henry C.; Pulliam, Thomas H.

2016-01-01

Although the first idea of coaxial rotors appeared more than 150 years ago, most helicopters have used single main-rotor/tail-rotor combination. Since reactive moments of coaxial rotors are canceled by contra-rotation, no tail rotor is required to counter the torque generated by the main rotor. Unlike the single main rotor design that distributes power to both main and tail rotors, all of the power for coaxial rotors is used for vertical thrust. Thus, no power is wasted for anti-torque or directional control. The saved power helps coaxial rotors reach a higher hover ceiling than single rotor helicopters. Another advantage of coaxial rotors is that the overall rotor diameter can be reduced for a given vehicle gross weight because each rotor provides a maximum contribution to vertical thrust to overcome vehicle weight. However, increased mechanical complexity of the hub has been one of the challenges for manufacturing coaxial rotorcraft. Only the Kamov Design Bureau of Russia had been notably successful in production of coaxial helicopters until Sikorsky built X2, an experimental compound helicopter. Recent developments in unmanned aircraft systems and high-speed rotorcraft have renewed interest in the coaxial configuration. Multi-rotors are frequently used for small electric unmanned rotorcraft partly due to mechanical simplicity. The use of multiple motors provides redundancy as well as cost-efficiency. The multi-rotor concept has rarely been used until recently because of its inherent stability and control problems. However, advances in inexpensive electronic flight control systems have opened the floodgates for small drones using multirotors. Coaxial rotors have started to appear in some multi-rotor configurations. Small coaxial rotors have often been designed using a hundred year old approach that is "sketch, build, fly, and iterate." In that approach, there is no systematic way to explore trade-offs or determine logical next steps. It is neither possible to account for multiple real-world constraints up front in design nor possible to know what performance is possible with a given design. Since unmanned vehicles are sized and optimized for the particular mission, a modern low-fidelity conceptual design and sizing tool that has been used for the design of large helicopters can be used for design of small coaxial rotorcraft. However, unlike most helicopters with single main rotor, the interactions between the upper and lower rotors emerge as an important factor to consider in design because an increase in performance of a multi-rotor system is not proportional to the number of rotors. Interference losses and differences in thrusts between the upper and lower rotors were investigated by theoretical methods as well as a computational fluid dynamics (CFD) method using the Reynolds-Averaged Navier-Stokes (RANS) equations. In this work, hybrid turbulence models are used to investigate the physics of interactions between coaxial rotors and a fuselage that are not well understood. Present study covers not only small-scale drones but also large-scale coaxial rotors for heavy-lifting missions. Considering the recently proposed FAA drone rules that require the flight only in visual line-of-sight, a large multirotor might be used as an airborne carrier for launch and recovery of unmanned aircraft systems with a human operator onboard. For applications to civil operations, their aerodynamic performance and noise levels need to be assessed. Noise is one of the largest limiting factors to rotorcraft operations in urban area. Since the high-frequency noise of multi-rotors may increase the annoyance, noise may turn out to be a key issue that must be addressed for market acceptability. One of the objectives of the present work is to study the effects of inter-rotor spacing and collectives on the performance, efficiency, and acoustics of coaxial rotor systems.

Vertical profiles of lung deposited surface area concentration of particulate matter measured with a drone in a street canyon.

PubMed

Kuuluvainen, Heino; Poikkimäki, Mikko; Järvinen, Anssi; Kuula, Joel; Irjala, Matti; Dal Maso, Miikka; Keskinen, Jorma; Timonen, Hilkka; Niemi, Jarkko V; Rönkkö, Topi

2018-05-23

The vertical profiles of lung deposited surface area (LDSA) concentration were measured in an urban street canyon in Helsinki, Finland, by using an unmanned aerial system (UAS) as a moving measurement platform. The street canyon can be classified as an avenue canyon with an aspect ratio of 0.45 and the UAS was a multirotor drone especially modified for emission measurements. In the experiments of this study, the drone was equipped with a small diffusion charge sensor capable of measuring the alveolar LDSA concentration of particles. The drone measurements were conducted during two days on the same spatial location at the kerbside of the street canyon by flying vertically from the ground level up to an altitude of 50 m clearly above the rooftop level (19 m) of the nearest buildings. The drone data were supported by simultaneous measurements and by a two-week period of measurements at nearby locations with various instruments. The results showed that the averaged LDSA concentrations decreased approximately from 60 μm 2 /cm 3 measured close to the ground level to 36-40 μm 2 /cm 3 measured close to the rooftop level of the street canyon, and further to 16-26 μm 2 /cm 3 measured at 50 m. The high-resolution measurement data enabled an accurate analysis of the functional form of vertical profiles both in the street canyon and above the rooftop level. In both of these regions, exponential fits were used and the parameters obtained from the fits were thoroughly compared to the values found in literature. The results of this study indicated that the role of turbulent mixing caused by traffic was emphasized compared to the street canyon vortex as a driving force of the dispersion. In addition, the vertical profiles above the rooftop level showed a similar exponential decay compared to the profiles measured inside the street canyon. Copyright © 2018 Elsevier Ltd. All rights reserved.

CID Aircraft post-impact lakebed skid

NASA Technical Reports Server (NTRS)

1984-01-01

Moments after hitting and sliding through the wing openers the aircraft burst into flame, with a spectacular fireball seen emanating from the right inboard engine area. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Varroa destructor induces changes in the expression of immunity-related genes during the development of Apis mellifera worker and drone broods.

PubMed

Zaobidna, Ewa A; Żółtowska, Krystyna; Łopieńska-Biernat, Elżbieta

2017-12-20

The ectoparasitic mite Varroa destructor has emerged as the major pest of honeybees. Despite extensive research efforts, the pathogenesis of varroosis has not been fully explained. Earlier studies suggested that V. destructor infestation leads to the suppression of the host's immune system. The aim of this study was to analyze the immune responses of 14 genes in the Toll signal transduction pathways, including effector genes of antimicrobial peptides (AMPs), in developing Apis mellifera workers and drones infested with V. destructor. Four developmental stages (L5 larvae, prepupae, and 2 pupal stages) and newly emerged imagines were analyzed. In workers, the most significant changes were observed in L5 larvae in the initial stages of infestation. A significant increase in the relative expression of 10 of the 14 analyzed genes, including defensin-1 and defensin-2, was observed in infested bees relative to non-infested individuals. The immune response in drones developed at a slower rate. The expression of genes regulating cytoplasmic signal transduction increased in prepupae, whereas the expression of defensin-1 and defensin-2 effector genes increased in P3 pupae with red eyes. The expression of many immunity-related genes was silenced in successive life stages and in imagines, and it was more profound in workers than in drones. The results indicate that V. destructor significantly influences immune responses regulated by the Toll signal transduction pathway in bees. In infested bees, the observed changes in Toll pathway genes varied between life stages and the sexes.

Quantitative determination of juvenile hormone III and 20-hydroxyecdysone in queen larvae and drone pupae of Apis mellifera by ultrasonic-assisted extraction and liquid chromatography with electrospray ionization tandem mass spectrometry.

PubMed

Zhou, Jinhui; Qi, Yitao; Hou, Yali; Zhao, Jing; Li, Yi; Xue, Xiaofeng; Wu, Liming; Zhang, Jinzhen; Chen, Fang

2011-09-01

In this paper, a method for the rapid and sensitive analysis of juvenile hormone III (JH III) and 20-hydroxyecdysone (20E) in queen larvae and drone pupae samples was presented. Ultrasound-assisted extraction provided a significant shortening of the leaching time for the extraction of JH III and 20E and satisfactory sensitivity as compared to the conventional shake extraction procedure. After extraction, determination was carried out by liquid chromatography-tandem mass spectrometry (LC-MS/MS) operating in electrospray ionization positive ion mode via multiple reaction monitoring (MRM) without any clean-up step prior to analysis. A linear gradient consisting of (A) water containing 0.1% formic acid and (B) acetonitrile containing 0.1% formic acid, and a ZORBAX SB-Aq column (100 mm × 2.1 mm, 3.5 μm) were employed to obtain the best resolution of the target analytes. The method was validated for linearity, limit of quantification, recovery, matrix effects, precision and stability. Drone pupae samples were found to contain 20E at concentrations of 18.0 ± 0.1 ng/g (mean ± SD) and JH III was detected at concentrations of 0.20 ± 0.06 ng/g (mean ± SD) in queen larvae samples. This validated method provided some practical information for the actual content of JH III and 20E in queen larvae and drone pupae samples. Copyright © 2011 Elsevier B.V. All rights reserved.

Neonicotinoid insecticides can serve as inadvertent insect contraceptives

PubMed Central

Villamar-Bouza, Laura; Bruckner, Selina; Chantawannakul, Panuwan; Gauthier, Laurent; Khongphinitbunjong, Kitiphong; Retschnig, Gina; Troxler, Aline; Vidondo, Beatriz; Neumann, Peter; Williams, Geoffrey R.

2016-01-01

There is clear evidence for sublethal effects of neonicotinoid insecticides on non-target ecosystem service-providing insects. However, their possible impact on male insect reproduction is currently unknown, despite the key role of sex. Here, we show that two neonicotinoids (4.5 ppb thiamethoxam and 1.5 ppb clothianidin) significantly reduce the reproductive capacity of male honeybees (drones), Apis mellifera. Drones were obtained from colonies exposed to the neonicotinoid insecticides or controls, and subsequently maintained in laboratory cages until they reached sexual maturity. While no significant effects were observed for male teneral (newly emerged adult) body mass and sperm quantity, the data clearly showed reduced drone lifespan, as well as reduced sperm viability (percentage living versus dead) and living sperm quantity by 39%. Our results demonstrate for the first time that neonicotinoid insecticides can negatively affect male insect reproductive capacity, and provide a possible mechanistic explanation for managed honeybee queen failure and wild insect pollinator decline. The widespread prophylactic use of neonicotinoids may have previously overlooked inadvertent contraceptive effects on non-target insects, thereby limiting conservation efforts. PMID:27466446

Neonicotinoid insecticides can serve as inadvertent insect contraceptives.

PubMed

Straub, Lars; Villamar-Bouza, Laura; Bruckner, Selina; Chantawannakul, Panuwan; Gauthier, Laurent; Khongphinitbunjong, Kitiphong; Retschnig, Gina; Troxler, Aline; Vidondo, Beatriz; Neumann, Peter; Williams, Geoffrey R

2016-07-27

There is clear evidence for sublethal effects of neonicotinoid insecticides on non-target ecosystem service-providing insects. However, their possible impact on male insect reproduction is currently unknown, despite the key role of sex. Here, we show that two neonicotinoids (4.5 ppb thiamethoxam and 1.5 ppb clothianidin) significantly reduce the reproductive capacity of male honeybees (drones), Apis mellifera Drones were obtained from colonies exposed to the neonicotinoid insecticides or controls, and subsequently maintained in laboratory cages until they reached sexual maturity. While no significant effects were observed for male teneral (newly emerged adult) body mass and sperm quantity, the data clearly showed reduced drone lifespan, as well as reduced sperm viability (percentage living versus dead) and living sperm quantity by 39%. Our results demonstrate for the first time that neonicotinoid insecticides can negatively affect male insect reproductive capacity, and provide a possible mechanistic explanation for managed honeybee queen failure and wild insect pollinator decline. The widespread prophylactic use of neonicotinoids may have previously overlooked inadvertent contraceptive effects on non-target insects, thereby limiting conservation efforts. © 2016 The Authors.

RADIATION INDUCED VIABILITY MUTATIONS IN THE HONEY BEE

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lee, W.R.

The frequency of recessive detrimental mutations expressed in the haploid drone honey bee was investigated and compared with recessive and dominant lethal mutations detected in the haploid drone and diploid worker. A single queen was inseminated by a drone homozygous for three genetic markers. Viability of progeny was determined, and hybrid daughters bearing the genetic markers were stored in colonies. The spermatheca of the queen was then irradiated with 2600 r kvp x rays. Morphological defects and viability were studied in progeny and grand-progeny. A total of 92 pairs was tested during one season. Results showed that 60.8% of themore » sperm cells receiving radiation contained at least one or more dominant lethals. Correcting for the saturation effect on the assumption of independence of each dominant lethal, an average proportion of 0.94 dominant lethals were found per cell. The average reduction in embryonic viability was 28%. Forty per cent of the queens tested contained one or more recessive lethals. Corrections in procedure and plans for future work, as well as work in progress, are described. (H.M.G.)« less

Demonstration of an RF front-end based on GaN HEMT technology

NASA Astrophysics Data System (ADS)

Ture, Erdin; Musser, Markus; Hülsmann, Axel; Quay, Rüdiger; Ambacher, Oliver

2017-05-01

The effectiveness of the developed front-end on blocking the communication link of a commercial drone vehicle has been demonstrated in this work. A jamming approach has been taken in a broadband fashion by using GaN HEMT technology. Equipped with a modulated-signal generator, a broadband power amplifier, and an omni-directional antenna, the proposed system is capable of producing jamming signals in a very wide frequency range between 0.1 - 3 GHz. The maximum RF output power of the amplifier module has been software-limited to 27 dBm (500 mW), complying to the legal spectral regulations of the 2.4 GHz ISM band. In order to test the proof of concept, a real-world scenario has been prepared in which a commercially-available quadcopter UAV is flown in a controlled environment while the jammer system has been placed in a distance of about 10 m from the drone. It has been proven that the drone of interest can be neutralized as soon as it falls within the range of coverage (˜3 m) which endorses the promising potential of the broadband jamming approach.

LC/MS/MS analysis of α-tocopherol and coenzyme Q10 content in lyophilized royal jelly, beebread and drone homogenate.

PubMed

Hryniewicka, Marta; Karpinska, Agnieszka; Kijewska, Marta; Turkowicz, Monika Joanna; Karpinska, Joanna

2016-11-01

This study shows the results of application liquid chromatography-tandem mass spectrometry (LC/MS/MS) for assay of the content of α-tocopherol and coenzyme Q 10 in bee products of animal origin, i.e. royal jelly, beebread and drone homogenate. The biological matrix was removed using extraction with n-hexane. It was found that drone homogenate is a rich source of coenzyme Q 10 . It contains only 8 ± 1 µg/g of α-tocopherol and 20 ± 2 µg/g of coenzyme Q 10 . The contents of assayed compounds in royal jelly were 16 ± 3 and 8 ± 0.2 µg/g of α-tocopherol and coenzyme Q 10 , respectively. Beebread appeared to be the richest of α-tocopherol. Its level was 80 ± 30 µg/g, while the level of coenzyme Q 10 was only 11.5 ± 0.3 µg/g. Copyright © 2016 John Wiley & Sons, Ltd. Copyright © 2016 John Wiley & Sons, Ltd.

Development of Open source-based automatic shooting and processing UAV imagery for Orthoimage Using Smart Camera UAV

NASA Astrophysics Data System (ADS)

Park, J. W.; Jeong, H. H.; Kim, J. S.; Choi, C. U.

2016-06-01

Recently, aerial photography with unmanned aerial vehicle (UAV) system uses UAV and remote controls through connections of ground control system using bandwidth of about 430 MHz radio Frequency (RF) modem. However, as mentioned earlier, existing method of using RF modem has limitations in long distance communication. The Smart Camera equipments's LTE (long-term evolution), Bluetooth, and Wi-Fi to implement UAV that uses developed UAV communication module system carried out the close aerial photogrammetry with the automatic shooting. Automatic shooting system is an image capturing device for the drones in the area's that needs image capturing and software for loading a smart camera and managing it. This system is composed of automatic shooting using the sensor of smart camera and shooting catalog management which manages filmed images and information. Processing UAV imagery module used Open Drone Map. This study examined the feasibility of using the Smart Camera as the payload for a photogrammetric UAV system. The open soure tools used for generating Android, OpenCV (Open Computer Vision), RTKLIB, Open Drone Map.

A prototype of radar-drone system for measuring the surface flow velocity at river sites and discharge estimation

NASA Astrophysics Data System (ADS)

Moramarco, Tommaso; Alimenti, Federico; Zucco, Graziano; Barbetta, Silvia; Tarpanelli, Angelica; Brocca, Luca; Mezzanotte, Paolo; Rosselli, Luca; Orecchini, Giulia; Virili, Marco; Valigi, Paolo; Ciarfuglia, Thomas; Pagnottelli, Stefano

2015-04-01

Discharge estimation at a river site depends on local hydraulic conditions identified by recording water levels. In fact, stage monitoring is straightforward and relatively inexpensive compared with the cost necessary to carry out flow velocity measurements which are, however, limited to low flows and constrained by the accessibility of the site. In this context the mean flow velocity is hard to estimate for high flow, affecting de-facto the reliability of discharge assessment for extreme events. On the other hand, the surface flow velocity can be easily monitored by using radar sensors allowing to achieve a good estimate of discharge by exploiting the entropy theory applied to rivers hydraulic (Chiu,1987). Recently, a growing interest towards the use of Unmanned Aerial Vehicle (UVA), henceforth drone, for topographic applications is observed and considering their capability drones may be of a considerable interest for the hydrological monitoring and in particular for streamflow measurements. With this aim, for the first time, a miniaturized Doppler radar sensor, operating at 24 GHz, will be mounted on a drone to measure the surface flow velocity in rivers. The sensor is constituted by a single-board circuit (i.e. is a fully planar circuits - no waveguides) with the antenna on one side and the front-end electronic on the other side (Alimenti et al., 2007). The antenna has a half-power beam width of less than 10 degrees in the elevation plane and a gain of 13 dBi. The radar is equipped with a monolithic oscillator and transmits a power of about 4 mW at 24 GHz. The sensor is mounted with an inclination of 45 degrees with respect to the drone flying plane and such an angle is considered in recovering the surface speed of the water. The drone is a quadricopter that has more than 30 min, flying time before recharging the battery. Furthermore its flying plan can be scheduled with a suitable software and is executed thanks to the on-board sensors (GPS, accelerometers, altimeter, camera) and artificial intelligence. Finally it has more than 0.3 kg payload that can be used for further instruments. With respect to the conventional approach, that uses radar sensors on fixed locations, the system prototype composed of drone and Doppler radar is more flexible and would allow carrying out velocity measurements obtaining the whole transverse surface velocity profile during high flow and for inaccessible river sites as well. This information represents the boundary condition of the entropy model (Moramarco et al. 2004) able to turn the surface velocity in discharge, known the geometry of the river site. Nowadays the prototype is being implemented and the Doppler radar sensor is tested in a static way, i.e. the flow velocity accuracy is determined in real-case situations by comparing the sensor output with that of conventional instruments. The first flying test is planned shortly in some river sites of Tiber River in central Italy and based on the surface velocity survey the capability of the radar-drone prototype will be tested and the benefit in discharge assessment by using the entropy model will be verified. Alimenti, F., Placentino, F., Battistini, A., Tasselli, G., Bernardini, W., Mezzanotte, P., Rascio, D., Palazzari, V., Leone, S., Scarponi, A., Porzi, N., Comez, M. and Roselli, L. (2007). "A Low-Cost 24GHz Doppler Radar Sensor for Traffic Monitoring Implemented in Standard Discrete-Component Technology". Proceedings of the 2007 European Radar Conference (EuRAD 2007), pp. 162-165, Munich, Germany, 10-12 October 2007 Chiu, C. L. (1987). "Entropy and probability concepts in hydraulics". J. Hydr. Engrg., ASCE, 113(5), 583-600. Moramarco, T., Saltalippi, C., Singh, V.P.(2004). "Estimation of mean velocity in natural channels based on Chiu's velocity distribution equation", Journal of Hydrologic Engineering, 9 (1), pp. 42-50

CID Aircraft slap-down

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph the B-720 is seen during the moments of initial impact. The left wing is digging into the lakebed while the aircraft continues sliding towards wing openers. In 1984 NASA Dryden Flight Research Facility and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID). The test involved crashing a Boeing 720 aircraft with four JT3C-7 engines burning a mixture of standard fuel with an additive, Anti-misting Kerosene (AMK), designed to supress fire. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Controlled Impact Demonstration instrumented test dummies installed in plane

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph are seen some of dummies in the passenger cabin of the B-720 aircraft. NASA Langley Research Center instrumented a large portion of the aircraft and the dummies for loads in a crashworthiness research program. In 1984 NASA Dryden Flight Research Facility and the Federal Aviation Adimistration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID). The test involved crashing a Boeing 720 aircraft with four JT3C-7 engines burning a mixture of standard fuel with an additive called Anti-misting Kerosene (AMK) designed to supress fire. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Micro turbine engines for drones propulsion

NASA Astrophysics Data System (ADS)

Dutczak, J.

2016-09-01

Development of micro turbine engines began from attempts of application of that propulsion source by group of enthusiasts of aviation model making. Nowadays, the domain of micro turbojet engines is treated on a par with “full size” aviation constructions. The dynamic development of these engines is caused not only by aviation modellers, but also by use of micro turbojet engines by army to propulsion of contemporary drones, i.e. Unmanned Aerial Vehicles (UAV) or Unmanned Aerial Systems (UAS). On the base of selected examples the state of art in the mentioned group of engines has been presented in the article.

Fluorescence Across Space and Time (2017 FAST Campaign): Investigating the multiscale links between fluorescence and photosynthesis

NASA Astrophysics Data System (ADS)

Porcar-Castell, A.; Atherton, J.; Rajewicz, P. A.; Riikonen, A.; Gebre, S.; Liu, W.; Aalto, J.; Bendoula, R.; Burkart, A.; Chen, H.; Erkkilä, K. M.; Feret, J. B.; Fernández-Marín, B.; García-Plazaola, J. I.; Hakala, T.; Hartikainen, S.; Honkavaara, E.; Ihalainen, J.; Julitta, T.; Kolari, P.; Kooijmans, L.; Levula, J.; Loponen, M.; Mac Arthur, A.; Magney, T.; Maseyk, K. S.; Mottus, M.; Neimane, S.; Oksa, E.; Osterman, G. B.; Robinson, I.; Robson, M. T.; Sabater, N.; Solanki, T.; Tikkanen, M.; Mäkipää, R.; Aro, E. M.; Rascher, U.; Frankenberg, C.; Kulmala, M. T.; Vesala, T.; Back, J. K.

2017-12-01

The use of solar-induced chlorophyll fluorescence (ChlF) as a tracer of photosynthesis is rapidly expanding with increasing numbers of measurements from towers, drones, aircrafts, or satellites. But how to integrate all the informative potential of these multiscale datasets? The connection between ChlF and photosynthesis takes place via multiple mechansisms that depend on the scale. At the leaf level, diurnal variations in ChlF may indicate changes in photochemical or non-photochemical quenching processes, whereas seasonal variations may indicate changes in the protein structure or pigment composition of the photosynthetic apparatus. At the canopy level, variations in ChlF may also reflect changes in total leaf area, canopy structure, species composition, changes in illumination or sun-target-sensor geometry, background properties, etc. At the pixel level, the dynamics of the atmosphere are also important. It is therefore essential to characterize the impact of factors that control ChlF and photosynthesis at each scale. A combination of multiscale and continuous experimentation and modelling is probably the best option to close the remaining knowledge gaps. The goal of the FAST campaign was to characterize the processes that control the ChlF signal dynamics at each scale, establishing a comprehensive dataset for multiscale hypothesis and model validation. The campaign took place in Hyytiälä (Southern Finland) and lasted for 6 months. Measurements expanded from the molecular to the satellite pixel level and from the picosecond to the seasonal scale, including multiple species, and providing a unique optical and phenomenological record of the multiscale spring recovery of photosynthesis in a boreal forest. Amongst others we measured and registered: leaf ChlF spectra, OJIP kinetics, PSI and PSII activity, photosynthetic gas exchange, carbonyl sulphide (COS), volatile organic compounds (VOCs), total leaf absorption, pigment concentrations, photosynthetic proteins, fluorescence lifetime, canopy SIF, CO2, water, COS, and VOC fluxes, as well as vertical profiles of forest SIF using a drone and target OCO-2 observations at 1x2km pixel resolution. We here present preliminary results from the FAST campaign which emphasize the variability and role of different controls across scales.

Re-Educating Jet-Engine-Researchers to Stay Relevant

NASA Astrophysics Data System (ADS)

Gal-Or, Benjamin

2016-06-01

To stay relevantly supported, jet-engine researchers, designers and operators should follow changing uses of small and large jet engines, especially those anticipated to be used by/in the next generation, JET-ENGINE-STEERED ("JES") fleets of jet drones but fewer, JES-Stealth-Fighter/Strike Aircraft. In addition, some diminishing returns from isolated, non-integrating, jet-engine component studies, vs. relevant, supersonic, shock waves control in fluidic-JES-side-effects on compressor stall dynamics within Integrated Propulsion Flight Control ("IPFC"), and/or mechanical JES, constitute key relevant methods that currently move to China, India, South Korea and Japan. The central roles of the jet engine as primary or backup flight controller also constitute key relevant issues, especially under post stall conditions involving induced engine-stress while participating in crash prevention or minimal path-time maneuvers to target. And when proper instructors are absent, self-study of the JES-STVS REVOLUTION is an updating must, where STVS stands for wing-engine-airframe-integrated, embedded stealthy-jet-engine-inlets, restructured engines inside Stealth, Tailless, canard-less, Thrust Vectoring IFPC Systems. Anti-terror and Airliners Super-Flight-Safety are anticipated to overcome US legislation red-tape that obstructs JES-add-on-emergency-kits-use.

Operation greenhouse. Scientific director`s report of atomic weapon tests at Eniwetok, 1951. Annex 8.1. Blast effects on aircraft in flight. Nuclear explosion

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wayne, J.C.; Lehmkuhl, J.C.

1951-10-01

The primary objective of this report is to present data concerning the structural and aerodynamic loads as measured on various types of aircraft, in flight, in the vicinity of an atomic explosion. A secondary objective is to describe the instrumentation (installation, calibration, and operation) in order to provide for the future planning and conduct of similar tests. The data presented herein were obtained on Dog, Easy, and George shots of Operation Greenhouse. The airplanes used to collect these data were B-17`s, T-33`s, B-50D`s and one XB-47. These instrumented airplanes were arrayed at preassigned locations in the air space above themore » explosions. A total of approximately 250 channels of information were obtained which essentially consisted in wing bending, torsion, and shear at the root, mid-span, and outer panel; horizontal stabilizer bending at the root; normal accelerations at the nose, c.g., and tail; aerodynamic pressures at various locations on the airplanes; and temperatures experienced by various critical components of the airplane. The positions of the airplanes at the time of shock arrival were accurately determined by means of radar tracking. The measured data were correlated by means of time signals, every second, from a land based radio transmitter station, and with reference to time zero, by means of a photoelectric cell. The recorded data show that the loads produced by the shock wave were in general accord with theory. The loading experienced by an airplane while passing through the `puff` of the atomic cloud is shown to be considerably higher than that caused by the shock wave. For this reason the penetration of the puff should be avoided even by `sampling` drones.« less

The role of epistatic interactions underpinning resistance to parasitic Varroa mites in haploid honey bee (Apis mellifera) drones.

PubMed

Conlon, Benjamin H; Frey, Eva; Rosenkranz, Peter; Locke, Barbara; Moritz, Robin F A; Routtu, Jarkko

2018-06-01

The Red Queen hypothesis predicts that host-parasite coevolutionary dynamics can select for host resistance through increased genetic diversity, recombination and evolutionary rates. However, in haplodiploid organisms such as the honeybee (Apis mellifera), models suggest the selective pressure is weaker than in diploids. Haplodiploid sex determination, found in A. mellifera, can allow deleterious recessive alleles to persist in the population through the diploid sex with negative effects predominantly expressed in the haploid sex. To overcome these negative effects in haploid genomes, epistatic interactions have been hypothesized to play an important role. Here, we use the interaction between A. mellifera and the parasitic mite Varroa destructor to test epistasis in the expression of resistance, through the inhibition of parasite reproduction, in haploid drones. We find novel loci on three chromosomes which explain over 45% of the resistance phenotype. Two of these loci interact only additively, suggesting their expression is independent of each other, but both loci interact epistatically with the third locus. With drone offspring inheriting only one copy of the queen's chromosomes, the drones will only possess one of two queen alleles throughout the years-long lifetime of the honeybee colony. Varroa, in comparison, completes its highly inbred reproductive cycle in a matter of weeks, allowing it to rapidly evolve resistance. Faced with the rapidly evolving Varroa, a diversity of pathways and epistatic interactions for the inhibition of Varroa reproduction could therefore provide a selective advantage to the high levels of recombination seen in A. mellifera. This allows for the remixing of phenotypes despite a fixed queen genotype. © 2018 European Society For Evolutionary Biology. Journal of Evolutionary Biology © 2018 European Society For Evolutionary Biology.

3D model generation using an airborne swarm

DOE Office of Scientific and Technical Information (OSTI.GOV)

Clark, R. A.; Punzo, G.; Macdonald, M.

2015-03-31

Using an artificial kinematic field to provide co-ordination between multiple inspection UAVs, the authors herein demonstrate full 3D modelling capability based on a photogrammetric system. The operation of the system is demonstrated by generating a full 3D surface model of an intermediate level nuclear waste storage drum. Such drums require periodic inspection to ensure that drum distortion or corrosion is carefully monitored. Performing this inspection with multiple airborne platforms enables rapid inspection of structures that are inaccessible to on-surface remote vehicles and are in human-hazardous environments. A three-dimensional surface-meshed model of the target can then be constructed in post-processing throughmore » photogrammetry analysis of the visual inspection data. The inspection environment uses a tracking system to precisely monitor the position of each aerial vehicle within the enclosure. The vehicles used are commercially available Parrot AR. Drone quadcopters, controlled through a computer interface connected over an IEEE 802.11n (WiFi) network, implementing a distributed controller for each vehicle. This enables the autonomous and distributed elements of the control scheme to be retained, while alleviating the vehicles of the control algorithm’s computational load. The control scheme relies on a kinematic field defined with the target at its centre. This field defines the trajectory for all the drones in the volume relative to the central target, enabling the drones to circle the target at a set radius while avoiding drone collisions. This function enables complete coverage along the height of the object, which is assured by transitioning to another inspection band only after completing circumferential coverage. Using a swarm of vehicles, the time until complete coverage can be significantly reduced.« less

3D model generation using an airborne swarm

NASA Astrophysics Data System (ADS)

Clark, R. A.; Punzo, G.; Dobie, G.; MacLeod, C. N.; Summan, R.; Pierce, G.; Macdonald, M.; Bolton, G.

2015-03-01

Using an artificial kinematic field to provide co-ordination between multiple inspection UAVs, the authors herein demonstrate full 3D modelling capability based on a photogrammetric system. The operation of the system is demonstrated by generating a full 3D surface model of an intermediate level nuclear waste storage drum. Such drums require periodic inspection to ensure that drum distortion or corrosion is carefully monitored. Performing this inspection with multiple airborne platforms enables rapid inspection of structures that are inaccessible to on-surface remote vehicles and are in human-hazardous environments. A three-dimensional surface-meshed model of the target can then be constructed in post-processing through photogrammetry analysis of the visual inspection data. The inspection environment uses a tracking system to precisely monitor the position of each aerial vehicle within the enclosure. The vehicles used are commercially available Parrot AR. Drone quadcopters, controlled through a computer interface connected over an IEEE 802.11n (WiFi) network, implementing a distributed controller for each vehicle. This enables the autonomous and distributed elements of the control scheme to be retained, while alleviating the vehicles of the control algorithm's computational load. The control scheme relies on a kinematic field defined with the target at its centre. This field defines the trajectory for all the drones in the volume relative to the central target, enabling the drones to circle the target at a set radius while avoiding drone collisions. This function enables complete coverage along the height of the object, which is assured by transitioning to another inspection band only after completing circumferential coverage. Using a swarm of vehicles, the time until complete coverage can be significantly reduced.

Drone based estimation of actual evapotranspiration over different forest types

NASA Astrophysics Data System (ADS)

Marzahn, Philip; Gampe, David; Castro, Saulo; Vega-Araya, Mauricio; Sanchez-Azofeifa, Arturo; Ludwig, Ralf

2017-04-01

Actual evapotranspiration (Eta) plays an important role in surface-atmosphere interactions. Traditionally, Eta is measured by means of lysimeters, eddy-covariance systems or fiber optics, providing estimates which are spatially restricted to a footprint from a few square meters up to several hectares . In the past, several methods have been developed to derive Eta by means of multi-spectral remote sensing data using thermal and VIS/NIR satellite imagery of the land surface. As such approaches do have their justification on coarser scales, they do not provide Eta information on the fine resolution plant level over large areas which is mandatory for the detection of water stress or tree mortality. In this study, we present a comparison of a drone based assessment of Eta with eddy-covariance measurements over two different forest types - a deciduous forest in Alberta, Canada and a tropical dry forest in Costa Rica. Drone based estimates of Eta were calculated applying the Triangle-Method proposed by Jiang and Islam (1999). The Triangle-Method estimates actual evapotranspiration (Eta) by means of the Normalized Difference Vegetation Index (NDVI) and land surface temperature (LST) provided by two camera systems (MicaSense RedEdge, FLIR TAU2 640) flown simultaneously on an octocopter. . Results indicate a high transferability of the original approach from Jiang and Islam (1999) developed for coarse to medium resolution satellite imagery tothe high resolution drone data, leading to a deviation in Eta estimates of 10% compared to the eddy-covariance measurements. In addition, the spatial footprint of the eddy-covariance measurement can be detected with this approach, by showing the spatial heterogeneities of Eta due to the spatial distribution of different trees and understory vegetation.

Observing Spring and Fall Phenology in a Deciduous Forest with Aerial Drone Imagery.

PubMed

Klosterman, Stephen; Richardson, Andrew D

2017-12-08

Plant phenology is a sensitive indicator of the effects of global change on terrestrial ecosystems and controls the timing of key ecosystem functions including photosynthesis and transpiration. Aerial drone imagery and photogrammetric techniques promise to advance the study of phenology by enabling the creation of distortion-free orthomosaics of plant canopies at the landscape scale, but with branch-level image resolution. The main goal of this study is to determine the leaf life cycle events corresponding to phenological metrics derived from automated analyses based on color indices calculated from drone imagery. For an oak-dominated, temperate deciduous forest in the northeastern USA, we find that plant area index (PAI) correlates with a canopy greenness index during spring green-up, and a canopy redness index during autumn senescence. Additionally, greenness and redness metrics are significantly correlated with the timing of budburst and leaf expansion on individual trees in spring. However, we note that the specific color index for individual trees must be carefully chosen if new foliage in spring appears red, rather than green-which we observed for some oak trees. In autumn, both decreasing greenness and increasing redness correlate with leaf senescence. Maximum redness indicates the beginning of leaf fall, and the progression of leaf fall correlates with decreasing redness. We also find that cooler air temperature microclimates near a forest edge bordering a wetland advance the onset of senescence. These results demonstrate the use of drones for characterizing the organismic-level variability of phenology in a forested landscape and advance our understanding of which phenophase transitions correspond to color-based metrics derived from digital image analysis.

Observing Spring and Fall Phenology in a Deciduous Forest with Aerial Drone Imagery

PubMed Central

Richardson, Andrew D.

2017-01-01

Plant phenology is a sensitive indicator of the effects of global change on terrestrial ecosystems and controls the timing of key ecosystem functions including photosynthesis and transpiration. Aerial drone imagery and photogrammetric techniques promise to advance the study of phenology by enabling the creation of distortion-free orthomosaics of plant canopies at the landscape scale, but with branch-level image resolution. The main goal of this study is to determine the leaf life cycle events corresponding to phenological metrics derived from automated analyses based on color indices calculated from drone imagery. For an oak-dominated, temperate deciduous forest in the northeastern USA, we find that plant area index (PAI) correlates with a canopy greenness index during spring green-up, and a canopy redness index during autumn senescence. Additionally, greenness and redness metrics are significantly correlated with the timing of budburst and leaf expansion on individual trees in spring. However, we note that the specific color index for individual trees must be carefully chosen if new foliage in spring appears red, rather than green—which we observed for some oak trees. In autumn, both decreasing greenness and increasing redness correlate with leaf senescence. Maximum redness indicates the beginning of leaf fall, and the progression of leaf fall correlates with decreasing redness. We also find that cooler air temperature microclimates near a forest edge bordering a wetland advance the onset of senescence. These results demonstrate the use of drones for characterizing the organismic-level variability of phenology in a forested landscape and advance our understanding of which phenophase transitions correspond to color-based metrics derived from digital image analysis. PMID:29292742

Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

Andy Blua and Jeff Doughty of Dryden's Experimental Fabrication Shop, along with B-52 Crew Chief Dan Bains and assistant Mark Thompson, all eye the new X-38 pylon during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California. The fit-check was the first time the 1,200-pound steel pylon, which was fabricated at Dryden, was mated to the B-52. The pylon served as an 'adapter' that allowed the X-38 to be attached to the B-52's wing. Earlier flight research vehicles had used the X-15 pylon for attachment to and launch from the B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

M2-F2 Lifting Body being Carried Aloft by B-52 Mothership

NASA Technical Reports Server (NTRS)

1966-01-01

The M2-F2 Lifting Body is shown here being carried aloft by the Air Force's B-52 (tail number 003) prior to a research launch. The success of Dryden's 'homebuilt' M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies--the M2-F2 and the HL-10, both built by the Northrop Corporation. The 'M' refers to 'manned' and 'F' refers to 'flight' version. 'HL' comes from 'horizontal landing.' The first flight of the M2-F2--which looked much like the 'F1'--was on July 12, 1966. Milt Thompson was the pilot. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During the X-15 and Lifting-Body programs, another B-52, tail number 003, also served as a launch aircraft. During those programs, both B-52s were operated by the Air Force, NASA's partner in both programs. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Research Pilot Milt Thompson in M2-F2 Aircraft Attached to B-52 Mothership

NASA Technical Reports Server (NTRS)

1966-01-01

NASA research pilot Milt Thompson sits in the M2-F2 'heavyweight' lifting body research vehicle before a 1966 test flight. The M2-F2 and the other lifting-body designs were all attached to a wing pylon on NASA's B-52 mothership and carried aloft. The vehicles were then drop-launched and, at the end of their flights, glided back to wheeled landings on the dry lake or runway at Edwards AFB. The lifting body designs influenced the design of the Space Shuttle and were also reincarnated in the design of the X-38 in the 1990s. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Photogrammetric Archaeological Survey with UAV

NASA Astrophysics Data System (ADS)

Mouget, A.; Lucet, G.

2014-05-01

This document describes a way to obtain various photogrammetric products from aerial photograph using a drone. The aim of the project was to develop a methodology to obtain information for the study of the architecture of pre-Columbian archaeological sites in Mexico combining the manoeuvrability and low cost of a drone with the accuracy of the results of the open source photogrammetric MicMac software. It presents the UAV and the camera used, explains how to manipulate it to carry out stereoscopic photographs, the flight and camera parameters chosen, the treatments performed to obtain orthophotos and 3D models with a centimetric resolution, and finally outlines the quality of the results.

Reuse fo a Cold War Surveillance Drone to Flight Test a NASA Rocket Based Combined Cycle Engine

NASA Technical Reports Server (NTRS)

Brown, T. M.; Smith, Norm

1999-01-01

Plans for and early feasibility investigations into the modification of a Lockheed D21B drone to flight test the DRACO Rocket Based Combined Cycle (RBCC) engine are discussed. Modifications include the addition of oxidizer tanks, modern avionics systems, actuators, and a vehicle recovery system. Current study results indicate that the D21B is a suitable candidate for this application and will allow demonstrations of all DRACO engine operating modes at Mach numbers between 0.8 and 4.0. Higher Mach numbers may be achieved with more extensive modification. Possible project risks include low speed stability and control, and recovery techniques.

Drone inflight mixing of biochemical samples.

PubMed

Katariya, Mayur; Chung, Dwayne Chung Kim; Minife, Tristan; Gupta, Harshit; Zahidi, Alifa Afiah Ahmad; Liew, Oi Wah; Ng, Tuck Wah

2018-03-15

Autonomous systems for sample transport to the laboratory for analysis can be improved in terms of timeliness, cost and error mitigation in the pre-analytical testing phase. Drones have been reported for outdoor sample transport but incorporating devices on them to attain homogenous mixing of reagents during flight to enhance sample processing timeliness is limited by payload issues. It is shown here that flipping maneuvers conducted with quadcopters are able to facilitate complete and gentle mixing. This capability incorporated during automated sample transport serves to address an important factor contributing to pre-analytical variability which ultimately impacts on test result reliability. Copyright © 2018 Elsevier Inc. All rights reserved.

Proprotein convertase 1/3 inhibited macrophages: A novel therapeutic based on drone macrophages.

PubMed

Duhamel, Marie; Rodet, Franck; Murgoci, Adriana; Wisztorski, Maxence; Day, Robert; Fournier, Isabelle; Salzet, Michel

2016-06-01

We demonstrated here thanks to proteomic, that proprotein convertase 1/3 knockdown macrophages present all the characteristic of activated pro-inflammatory macrophages. TLR4 and TLR9 signaling pathways can be enhanced leading to the secretion of pro-inflammatory factors and antitumor factors. We can control their activation by controlling one enzyme, PC1/3. In a tumor context, PC1/3 inhibition in macrophages may reactivate them and lead to a cytokine storm after stimulation "at distance" with a TLR ligand. Therefore, we name these proprotein convertase inhibited macrophages the "drone macrophages". They constitute an innovative cell therapy to treat efficiently tumors.

Whole-genome resequencing of honeybee drones to detect genomic selection in a population managed for royal jelly.

PubMed

Wragg, David; Marti-Marimon, Maria; Basso, Benjamin; Bidanel, Jean-Pierre; Labarthe, Emmanuelle; Bouchez, Olivier; Le Conte, Yves; Vignal, Alain

2016-06-03

Four main evolutionary lineages of A. mellifera have been described including eastern Europe (C) and western and northern Europe (M). Many apiculturists prefer bees from the C lineage due to their docility and high productivity. In France, the routine importation of bees from the C lineage has resulted in the widespread admixture of bees from the M lineage. The haplodiploid nature of the honeybee Apis mellifera, and its small genome size, permits affordable and extensive genomics studies. As a pilot study of a larger project to characterise French honeybee populations, we sequenced 60 drones sampled from two commercial populations managed for the production of honey and royal jelly. Results indicate a C lineage origin, whilst mitochondrial analysis suggests two drones originated from the O lineage. Analysis of heterozygous SNPs identified potential copy number variants near to genes encoding odorant binding proteins and several cytochrome P450 genes. Signatures of selection were detected using the hapFLK haplotype-based method, revealing several regions under putative selection for royal jelly production. The framework developed during this study will be applied to a broader sampling regime, allowing the genetic diversity of French honeybees to be characterised in detail.

Whole-genome resequencing of honeybee drones to detect genomic selection in a population managed for royal jelly

PubMed Central

Wragg, David; Marti-Marimon, Maria; Basso, Benjamin; Bidanel, Jean-Pierre; Labarthe, Emmanuelle; Bouchez, Olivier; Le Conte, Yves; Vignal, Alain

2016-01-01

Four main evolutionary lineages of A. mellifera have been described including eastern Europe (C) and western and northern Europe (M). Many apiculturists prefer bees from the C lineage due to their docility and high productivity. In France, the routine importation of bees from the C lineage has resulted in the widespread admixture of bees from the M lineage. The haplodiploid nature of the honeybee Apis mellifera, and its small genome size, permits affordable and extensive genomics studies. As a pilot study of a larger project to characterise French honeybee populations, we sequenced 60 drones sampled from two commercial populations managed for the production of honey and royal jelly. Results indicate a C lineage origin, whilst mitochondrial analysis suggests two drones originated from the O lineage. Analysis of heterozygous SNPs identified potential copy number variants near to genes encoding odorant binding proteins and several cytochrome P450 genes. Signatures of selection were detected using the hapFLK haplotype-based method, revealing several regions under putative selection for royal jelly production. The framework developed during this study will be applied to a broader sampling regime, allowing the genetic diversity of French honeybees to be characterised in detail. PMID:27255426

Drone exposure to the systemic insecticide Fipronil indirectly impairs queen reproductive potential

NASA Astrophysics Data System (ADS)

Kairo, Guillaume; Provost, Bertille; Tchamitchian, Sylvie; Ben Abdelkader, Faten; Bonnet, Marc; Cousin, Marianne; Sénéchal, Jacques; Benet, Pauline; Kretzschmar, André; Belzunces, Luc P.; Brunet, Jean-Luc

2016-08-01

A species that requires sexual reproduction but cannot reproduce is doomed to extinction. The important increasing loss of species emphasizes the ecological significance of elucidating the effects of environmental stressors, such as pesticides, on reproduction. Despite its special reproductive behavior, the honey bee was selected as a relevant and integrative environmental model because of its constant and diverse exposure to many stressors due to foraging activity. The widely used insecticide Fipronil, the use of which is controversial because of its adverse effects on honey bees, was chosen to expose captive drones in hives via syrup contaminated at 0.1 μg/L and gathered by foragers. Such environmental exposure led to decreased spermatozoa concentration and sperm viability coupled with an increased sperm metabolic rate, resulting in drone fertility impairment. Subsequently, unexposed queens inseminated with such sperm exhibited fewer spermatozoa with lower viability in their spermatheca, leaving no doubt about the detrimental consequences for the reproductive potential of queens, which are key for colony sustainability. These findings suggest that pesticides could contribute to declining honey bee populations through fertility impairment, as exemplified by Fipronil. More broadly, reproductive disorders should be taken into consideration when investigating the decline of other species.

Drone exposure to the systemic insecticide Fipronil indirectly impairs queen reproductive potential.

PubMed

Kairo, Guillaume; Provost, Bertille; Tchamitchian, Sylvie; Ben Abdelkader, Faten; Bonnet, Marc; Cousin, Marianne; Sénéchal, Jacques; Benet, Pauline; Kretzschmar, André; Belzunces, Luc P; Brunet, Jean-Luc

2016-08-23

A species that requires sexual reproduction but cannot reproduce is doomed to extinction. The important increasing loss of species emphasizes the ecological significance of elucidating the effects of environmental stressors, such as pesticides, on reproduction. Despite its special reproductive behavior, the honey bee was selected as a relevant and integrative environmental model because of its constant and diverse exposure to many stressors due to foraging activity. The widely used insecticide Fipronil, the use of which is controversial because of its adverse effects on honey bees, was chosen to expose captive drones in hives via syrup contaminated at 0.1 μg/L and gathered by foragers. Such environmental exposure led to decreased spermatozoa concentration and sperm viability coupled with an increased sperm metabolic rate, resulting in drone fertility impairment. Subsequently, unexposed queens inseminated with such sperm exhibited fewer spermatozoa with lower viability in their spermatheca, leaving no doubt about the detrimental consequences for the reproductive potential of queens, which are key for colony sustainability. These findings suggest that pesticides could contribute to declining honey bee populations through fertility impairment, as exemplified by Fipronil. More broadly, reproductive disorders should be taken into consideration when investigating the decline of other species.

Accuracy Analysis of a Dam Model from Drone Surveys

PubMed Central

Buffi, Giulia; Venturi, Sara

2017-01-01

This paper investigates the accuracy of models obtained by drone surveys. To this end, this work analyzes how the placement of ground control points (GCPs) used to georeference the dense point cloud of a dam affects the resulting three-dimensional (3D) model. Images of a double arch masonry dam upstream face are acquired from drone survey and used to build the 3D model of the dam for vulnerability analysis purposes. However, there still remained the issue of understanding the real impact of a correct GCPs location choice to properly georeference the images and thus, the model. To this end, a high number of GCPs configurations were investigated, building a series of dense point clouds. The accuracy of these resulting dense clouds was estimated comparing the coordinates of check points extracted from the model and their true coordinates measured via traditional topography. The paper aims at providing information about the optimal choice of GCPs placement not only for dams but also for all surveys of high-rise structures. The knowledge a priori of the effect of the GCPs number and location on the model accuracy can increase survey reliability and accuracy and speed up the survey set-up operations. PMID:28771185

Accuracy Analysis of a Dam Model from Drone Surveys.

PubMed

Ridolfi, Elena; Buffi, Giulia; Venturi, Sara; Manciola, Piergiorgio

2017-08-03

This paper investigates the accuracy of models obtained by drone surveys. To this end, this work analyzes how the placement of ground control points (GCPs) used to georeference the dense point cloud of a dam affects the resulting three-dimensional (3D) model. Images of a double arch masonry dam upstream face are acquired from drone survey and used to build the 3D model of the dam for vulnerability analysis purposes. However, there still remained the issue of understanding the real impact of a correct GCPs location choice to properly georeference the images and thus, the model. To this end, a high number of GCPs configurations were investigated, building a series of dense point clouds. The accuracy of these resulting dense clouds was estimated comparing the coordinates of check points extracted from the model and their true coordinates measured via traditional topography. The paper aims at providing information about the optimal choice of GCPs placement not only for dams but also for all surveys of high-rise structures. The knowledge a priori of the effect of the GCPs number and location on the model accuracy can increase survey reliability and accuracy and speed up the survey set-up operations.

Drone exposure to the systemic insecticide Fipronil indirectly impairs queen reproductive potential

PubMed Central

Kairo, Guillaume; Provost, Bertille; Tchamitchian, Sylvie; Ben Abdelkader, Faten; Bonnet, Marc; Cousin, Marianne; Sénéchal, Jacques; Benet, Pauline; Kretzschmar, André; Belzunces, Luc P.; Brunet, Jean-Luc

2016-01-01

A species that requires sexual reproduction but cannot reproduce is doomed to extinction. The important increasing loss of species emphasizes the ecological significance of elucidating the effects of environmental stressors, such as pesticides, on reproduction. Despite its special reproductive behavior, the honey bee was selected as a relevant and integrative environmental model because of its constant and diverse exposure to many stressors due to foraging activity. The widely used insecticide Fipronil, the use of which is controversial because of its adverse effects on honey bees, was chosen to expose captive drones in hives via syrup contaminated at 0.1 μg/L and gathered by foragers. Such environmental exposure led to decreased spermatozoa concentration and sperm viability coupled with an increased sperm metabolic rate, resulting in drone fertility impairment. Subsequently, unexposed queens inseminated with such sperm exhibited fewer spermatozoa with lower viability in their spermatheca, leaving no doubt about the detrimental consequences for the reproductive potential of queens, which are key for colony sustainability. These findings suggest that pesticides could contribute to declining honey bee populations through fertility impairment, as exemplified by Fipronil. More broadly, reproductive disorders should be taken into consideration when investigating the decline of other species. PMID:27549030

A low-cost drone based application for identifying and mapping of coastal fish nursery grounds

NASA Astrophysics Data System (ADS)

Ventura, Daniele; Bruno, Michele; Jona Lasinio, Giovanna; Belluscio, Andrea; Ardizzone, Giandomenico

2016-03-01

Acquiring seabed, landform or other topographic data in the field of marine ecology has a pivotal role in defining and mapping key marine habitats. However, accessibility for this kind of data with a high level of detail for very shallow and inaccessible marine habitats has been often challenging, time consuming. Spatial and temporal coverage often has to be compromised to make more cost effective the monitoring routine. Nowadays, emerging technologies, can overcome many of these constraints. Here we describe a recent development in remote sensing based on a small unmanned drone (UAVs) that produce very fine scale maps of fish nursery areas. This technology is simple to use, inexpensive, and timely in producing aerial photographs of marine areas. Both technical details regarding aerial photos acquisition (drone and camera settings) and post processing workflow (3D model generation with Structure From Motion algorithm and photo-stitching) are given. Finally by applying modern algorithm of semi-automatic image analysis and classification (Maximum Likelihood, ECHO and Object-based Image Analysis) we compared the results of three thematic maps of nursery area for juvenile sparid fishes, highlighting the potential of this method in mapping and monitoring coastal marine habitats.

Drone-borne GPR design: Propagation issues

NASA Astrophysics Data System (ADS)

Chandra, Madhu; Tanzi, Tullio Joseph

2018-01-01

In this paper, we shall address the electromagnetic wave propagation issues that are critical to determining the feasibility of a drone-borne ground-penetrating radar sensor for humanitarian applications, particularly in the context of disaster management. Frequency- and polarization-dependent scattering, attenuation and dispersion of radar signals penetrating into the sub-surface region will determine the applicability of a drone-mounted radar sensor capable of registering radar echoes for observing and monitoring sub-surface features. The functionality of the radar will thus be assessed depending on key radar parameters that include the central radar frequency, the modulation depth, and the mode of radar operation (pulsed FM, FM-CW), the antenna type, the available power-budget. In the analysis to be presented, the radar equation, together with the aforementioned propagation effects, will be used to simulate the signal strength of radar echoes under different conditions arising from the chosen key-radar parameters and the assumed physical properties of the sub-surface earth medium. The analysis to be presented will indicate whether or not the drone-borne ground-penetrating radar is a feasible system and if it could be constructed with the technologies available today. Taking into account the strict constraints involved to design drone applications for Public Protection and Disaster Relief (PPDR), the ideas developed hereafter are both prospective and exploratory. The objective is to see if a solution can be found in the near future. xml:lang="fr" Dans l'analyse présentée, l'équation radar, ainsi que les effets de propagation susmentionnés, serviront à simuler la puissance du signal des échos radar sous différentes conditions découlant des paramètres clés choisis et les propriétés physiques du milieu sous la surface. L'étude a pour objectif de démontrer si le système est réalisable et s'il peut être construit avec les technologies disponibles aujourd'hui. En raison du contexte très contraignant des applications pour la protection du public et secours en cas de catastrophe, les idées ici développées ont un caractère tout à la fois prospectif et exploratoire, l'objectif étant d'examiner si, dans un avenir proche, une solution se dessinerait.

A Drone-based Tropical Forest Experiment to Estimate Vegetation Properties

NASA Astrophysics Data System (ADS)

Henke, D.

2017-12-01

In mid-latitudes, remote sensing technology is intensively used to monitor vegetation properties. However, in the tropics, high cloud-cover and saturation effects of vegetation indices (VI) hamper the reliability of vegetation parameters derived from satellite data. A drone experiment over the Barro Colorado Island (BCI), Panama, with high temporal repetition rates was conducted in spring 2017 to investigate the robustness and stability of remotely sensed vegetation parameters in tropical environments. For this purpose, three 10-day flight windows in February, March and April were selected and drone flights were repeated on daily intervals when weather conditions and equipment allowed it. In total, 18 days were recorded with two different optical cameras on sensefly's eBee drone: one red, green, blue (RGB) camera and one camera with near infra-red (NIR), green and blue channels. When possible, the data were acquired at the same time of day. Pix4D and Agisoft software were used to calculate the Normalized Difference VI (NDVI) and forest structure. In addition, leave samples were collected ones per month from 16 different plant species and the relative water content was measured as ground reference. Further data sources for the analysis are phenocam images (RGB & NIR) on BCI and satellite images of MODIS (NDVI; Enhanced VI EVI) and Sentinel-1 (radar backscatter). The attached figure illustrates the main data collected on BCI. Initial results suggest that the coefficient of determination (R2) is relatively high between ground samples and drone data, Sentinel-1 backscatter and MODIS EVI with R2 values ranging from 0.4 to 0.6; on the contrary, R2 values between ground measurements and MODIS NDVI or phenocam images are below 0.2. As the experiment took place mainly during dry season on BCI, cloud-cover rates are less dominate than during wet season. Under these conditions, MODIS EVI, which is less vulnerable to saturation effects, seems to be more reliable than MODIS NDVI. During wet season, Sentinel-1 backscatter might be the most reliable satellite option to derive vegetation parameters in the tropics. For a more robust conclusion, additional data takes over several years and during dry as well as wet season are needed to confirm initial findings presented here.

Detect groundwater flowing from riverbed using a drone

NASA Astrophysics Data System (ADS)

Kato, Kenji; Takemon, Yasuhiro

2017-04-01

Estimate the direct flow of groundwater to river is an important step in understanding of hydrodynamics in river system. Function of groundwater in river system does not limit to the mass of water. Continuous supply with thermally stable water from riverbed produces a space with unique condition, which provides various functions for organisms inhabiting in river as a shelter avoiding large shift of temperature, or to maintain productivity for small scale ecosystem by supplying nutrient rich groundwater if it gushes out from the riverbed in a deep pool of river. This may contribute to biodiversity of river system. Such function of groundwater is more significant for rivers run in island and in mountain zone. To evaluate the function of groundwater flowing from riverbed we first try to find such site by using a drone equipped with a sensitive thermo-camera to detect water surface temperature. In the examined area temperature of the groundwater doesn't change much throughout a year at around 15 to 16 °C, while surface temperature of the examined river fluctuates from below 10 °C to over 25 °C throughout seasons. By using this difference in temperature between groundwater and river water we tried to find site where groundwater comes out from the riverbed. Obviously winter when surface temperature becomes below 10 °C is an appropriate season to find groundwater as it comes up to the surface of river with depth ranging from 1 to 3 m. Trial flight surveys of drone were conducted in Kano-river in Izu Peninsula located at southern foot of Mt. Fuji in central Japan. Employed drone was Inspire1 (DJI, China) equipped with a Thermal camera (Zenmuse XT ZXTA 19 FP, FLIR, USA) and operated by Kazuhide Juta (KELEK Co. Ltd., Japan) and Mitsuhiro Komiya (TAM.Co.,LTD). In contrast to the former cases with employing airplane for taking aerial photograph, drone takes photo while flying at a low-altitude. When it flies at 40m above the water surface of river, resolution is at an order of "cm". We show how we found the possible sites where groundwater flowing from the riverbed by the photo and video. Surveys were conducted through the assistance with Numazu Office of River and National Highway Chubu Regional Development Bureau, Ministry of Land, Infrastructure, Transport and Tourism Japan, Japan Riverfront Research Center and Shizuoka University.

CID Post-impact fireball

NASA Technical Reports Server (NTRS)

1984-01-01

Following its controlled impact on posts imbedded in the lakebed, the B-720 is sliding sideways and almost enveloped in the large fireball with only the aircraft's nose and right wing-tip exposed. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

CID Post-impact fireball

NASA Technical Reports Server (NTRS)

1984-01-01

The B-720 after impact and sliding through the wing openers is becoming enveloped in a fireball. The right wing appears to be folding over as the aircraft continues to slide. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

CID Aircraft in practice flight above target impact site with wing cutters

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph the B-720 is seen making a practice close approach over the prepared impact site. The wing openers, designed to tear open the wings and spill the fuel, are clearly seen on the ground just at the start of the bed of rocks. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and fueling a full-size aircraft). The 15 flights had 15 takeoffs, 14 landings and a larger number of approaches to about 150 feet above the prepared crash site under remote control. These flight were used to introduce AMK one step at a time into some of the fuel tanks and engines while monitoring the performance of the engines. On the final flight (No. 15) with no crew, all fuel tanks were filled with a total of 76,000 pounds of AMK and the remotely-piloted aircraft landed on Rogers Dry Lakebed in an area prepared with posts to test the effectiveness of the AMK in a controlled impact. The CID, which some wags called the Crash in the Desert, was spectacular with a large fireball enveloping and burning the B-720 aircraft. From the standpoint of AMK the test was a major set-back, but for NASA Langley, the data collected on crashworthiness was deemed successful and just as important.

Optimizing Drone Fertility With Spring Nutritional Supplements to Honey Bee (Hymenoptera: Apidae) Colonies.

PubMed

Rousseau, Andrée; Giovenazzo, Pierre

2016-03-27

Supplemental feeding of honey bee (Apis melliferaL., Hymenoptera: Apidae) colonies in spring is essential for colony buildup in northern apicultural regions. The impact of pollen and syrup feeding on drone production and sperm quality is not well-documented, but may improve fecundation of early-bred queens. We measured the impact of feeding sucrose syrup, and protein supplements to colonies in early spring in eastern Canada. Drones were reared under different nutritional regimes, and mature individuals were then assessed in regard to size, weight, and semen quality (semen volume, sperm count, and viability). Results showed significant increases in drone weight and abdomen size when colonies were fed sucrose and a protein supplement. Colonies receiving no additional nourishment had significantly less semen volume per drone and lower sperm viability. Our study demonstrates that feeding honey bee colonies in spring with sucrose syrup and a protein supplement is important to enhance drone reproductive quality. RÉSUMÉ: L'administration de suppléments alimentaires aux colonies de l'abeille domestique (Apis melliferaL., Hymenoptera: Apidae) au printemps est essentielle pour le bon développement des colonies dans les régions apicoles nordiques. L'impact de la supplémentation des colonies en pollen et en sirop sur la production des faux-bourdons et la qualité du sperme demeure peu documenté mais pourrait résulter en une meilleure fécondation des reines produites tôt en saison. Nous avons mesuré l'impact de la supplémentation en sirop et/ou en supplément de pollen sur les colonies d'abeilles tôt au printemps dans l'est du Canada. Les faux-bourdons ont été élevé sous différents régimes alimentaires et les individus matures ont ensuite été évalués pour leur taille, leur poids ainsi que la qualité de leur sperme (volume de sperme, nombre et viabilité des spermatozoïdes. Les résultats montrent une augmentation significative du poids et de la taille de l'abdomen des faux-bourdons élevés dans les colonies recevant des suppléments de sirop et de protéine. Les faux-bourdons élevés dans les colonies ne recevant aucun supplément alimentaire possédaient les plus petits volumes de sperme ainsi que la plus faible viabilité des spermatozoïdes. Notre étude démontre que la supplémentation alimentaire des colonies en sirop et en protéines au printemps est importante pour favoriser la qualité reproductive des faux-bourdons. © The Authors 2016. Published by Oxford University Press on behalf of Entomological Society of America. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

X-15 Mated to B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1960-01-01

High-altitude contrails frame the B-52 mothership as it carries the X-15 aloft for a research flight on 13 April 1960 on Air Force Maj. Robert M. White's first X-15 flight. The X-15s were air-launched so that they would have enough rocket fuel to reach their high speed and altitude test points. For this early research flight, the X-15 was equipped with a pair of XLR-11 rocket engines until the XLR-99 was available. The X-15s made a total of 199 flights over a period of nearly 10 years--1959 to 1968--and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

A robust two-way switching control system for remote piloting and stabilization of low-cost quadrotor UAVs

NASA Astrophysics Data System (ADS)

Ripamonti, Francesco; Resta, Ferruccio; Vivani, Andrea

2015-04-01

The aim of this paper is to present two control logics and an attitude estimator for UAV stabilization and remote piloting, that are as robust as possible to physical parameters variation and to other external disturbances. Moreover, they need to be implemented on low-cost micro-controllers, in order to be attractive for commercial drones. As an example, possible applications of the two switching control logics could be area surveillance and facial recognition by means of a camera mounted on the drone: the high computational speed logic is used to reach the target, when the high-stability one is activated, in order to complete the recognition tasks.

High dynamic GPS receiver validation demonstration

NASA Technical Reports Server (NTRS)

Hurd, W. J.; Statman, J. I.; Vilnrotter, V. A.

1985-01-01

The Validation Demonstration establishes that the high dynamic Global Positioning System (GPS) receiver concept developed at JPL meets the dynamic tracking requirements for range instrumentation of missiles and drones. It was demonstrated that the receiver can track the pseudorange and pseudorange rate of vehicles with acceleration in excess of 100 g and jerk in excess of 100 g/s, dynamics ten times more severe than specified for conventional High Dynamic GPS receivers. These results and analytic extensions to a complete system configuration establish that all range instrumentation requirements can be met. The receiver can be implemented in the 100 cu in volume required by all missiles and drones, and is ideally suited for transdigitizer or translator applications.

Synthesis of active controls for flutter suppression on a flight research wing

NASA Technical Reports Server (NTRS)

Abel, I.; Perry, B., III; Murrow, H. N.

1977-01-01

This paper describes some activities associated with the preliminary design of an active control system for flutter suppression capable of demonstrating a 20% increase in flutter velocity. Results from two control system synthesis techniques are given. One technique uses classical control theory, and the other uses an 'aerodynamic energy method' where control surface rates or displacements are minimized. Analytical methods used to synthesize the control systems and evaluate their performance are described. Some aspects of a program for flight testing the active control system are also given. This program, called DAST (Drones for Aerodynamics and Structural Testing), employs modified drone-type vehicles for flight assessments and validation testing.

Moments of Inertia - Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID)

NASA Technical Reports Server (NTRS)

Haro, Helida C.

2010-01-01

The objective of this research effort is to determine the most appropriate, cost efficient, and effective method to utilize for finding moments of inertia for the Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID). A moment is a measure of the body's tendency to turn about its center of gravity (CG) and inertia is the resistance of a body to changes in its momentum. Therefore, the moment of inertia (MOI) is a body's resistance to change in rotation about its CG. The inertial characteristics of an UAV have direct consequences on aerodynamics, propulsion, structures, and control. Therefore, it is imperative to determine the precise inertial characteristics of the DROID.

Moments of Inertia: Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID)

NASA Technical Reports Server (NTRS)

Haro, Helida C.

2010-01-01

The objective of this research effort is to determine the most appropriate, cost efficient, and effective method to utilize for finding moments of inertia for the Uninhabited Aerial Vehicle (UAV) Dryden Remotely Operated Integrated Drone (DROID). A moment is a measure of the body's tendency to turn about its center of gravity (CG) and inertia is the resistance of a body to changes in its momentum. Therefore, the moment of inertia (MOI) is a body's resistance to change in rotation about its CG. The inertial characteristics of an UAV have direct consequences on aerodynamics, propulsion, structures, and control. Therefore, it is imperative to determine the precise inertial characteristics of the DROID.

A proposed UAV for indoor patient care.

PubMed

Todd, Catherine; Watfa, Mohamed; El Mouden, Yassine; Sahir, Sana; Ali, Afrah; Niavarani, Ali; Lutfi, Aoun; Copiaco, Abigail; Agarwal, Vaibhavi; Afsari, Kiyan; Johnathon, Chris; Okafor, Onyeka; Ayad, Marina

2015-09-10

Indoor flight, obstacle avoidance and client-server communication of an Unmanned Aerial Vehicle (UAV) raises several unique research challenges. This paper examines current methods and associated technologies adapted within the literature toward autonomous UAV flight, for consideration in a proposed system for indoor healthcare administration with a quadcopter. We introduce Healthbuddy, a unique research initiative towards overcoming challenges associated with indoor navigation, collision detection and avoidance, stability, wireless drone-server communications and automated decision support for patient care in a GPS-denied environment. To address the identified research deficits, a drone-based solution is presented. The solution is preliminary as we develop and refine the suggested algorithms and hardware system to achieve the research objectives.

First demonstration of aerial gamma-ray imaging using drone for prompt radiation survey in Fukushima

NASA Astrophysics Data System (ADS)

Mochizuki, S.; Kataoka, J.; Tagawa, L.; Iwamoto, Y.; Okochi, H.; Katsumi, N.; Kinno, S.; Arimoto, M.; Maruhashi, T.; Fujieda, K.; Kurihara, T.; Ohsuka, S.

2017-11-01

Considerable amounts of radioactive substances (mainly 137Cs and 134Cs) were released into the environment after the Japanese nuclear disaster in 2011. Some restrictions on residence areas were lifted in April 2017, owing to the successive and effective decontamination operations. However, the distribution of radioactive substances in vast areas of mountain, forest and satoyama close to the city is still unknown; thus, decontamination operations in such areas are being hampered. In this paper, we report on the first aerial gamma-ray imaging of a schoolyard in Fukushima using a drone that carries a high sensitivity Compton camera. We show that the distribution of 137Cs in regions with a diameter of several tens to a hundred meters can be imaged with a typical resolution of 2-5 m within a 10-20 min flights duration. The aerial gamma-ray images taken 10 m and 20 m above the ground are qualitatively consistent with a dose map reconstructed from the ground-based measurements using a survey meter. Although further quantification is needed for the distance and air-absorption corrections to derive in situ dose map, such an aerial drone system can reduce measurement time by a factor of ten and is suitable for place where ground-based measurement are difficult.

Ultrafine Particle Distribution and Chemical Composition Assessment during Military Operative Trainings

PubMed Central

Campagna, Marcello; Pilia, Ilaria; Marcias, Gabriele; Frattolillo, Andrea; Pili, Sergio; Bernabei, Manuele; d’Aloja, Ernesto; Cocco, Pierluigi; Buonanno, Giorgio

2017-01-01

(1) Background: The assessment of airborne particulate matter (PM) and ultrafine particles (UFPs) in battlefield scenarios is a topic of particular concern; (2) Methods: Size distribution, concentration, and chemical composition of UFPs during operative military training activities (target drone launches, ammunition blasting, and inert bomb impact) were investigated using an electric low-pressure impactor (ELPI+) and a scanning electron microscope (SEM), equipped with energy-dispersive spectroscopy (EDS); (3) Results: The median of UFPs, measured for all sampling periods and at variable distance from sources, was between 1.02 × 103 and 3.75 × 103 particles/cm3 for drone launches, between 3.32 × 103 and 15.4 × 103 particles/cm3 for the ammunition blasting and from 7.9 × 103 to 1.3 × 104 particles/cm3 for inert launches. Maximum peak concentrations, during emitting sources starting, were 75.5 × 106 and 17.9 × 106 particles/cm3, respectively. Particles from the drone launches were predominantly composed of silicon (Si), iron (Fe) and calcium (Ca), and those from the blasting campaigns by magnesium (Mg), sulphur (S), aluminum (Al), iron (Fe), barium (Ba) and silicon (Si); (4) Conclusions: The investigated sources produced UFPs with median values lower than other anthropogenic sources, and with a similar chemical composition. PMID:28556812

Provisional-Ideal-Point-Based Multi-objective Optimization Method for Drone Delivery Problem

NASA Astrophysics Data System (ADS)

Omagari, Hiroki; Higashino, Shin-Ichiro

2018-04-01

In this paper, we proposed a new evolutionary multi-objective optimization method for solving drone delivery problems (DDP). It can be formulated as a constrained multi-objective optimization problem. In our previous research, we proposed the "aspiration-point-based method" to solve multi-objective optimization problems. However, this method needs to calculate the optimal values of each objective function value in advance. Moreover, it does not consider the constraint conditions except for the objective functions. Therefore, it cannot apply to DDP which has many constraint conditions. To solve these issues, we proposed "provisional-ideal-point-based method." The proposed method defines a "penalty value" to search for feasible solutions. It also defines a new reference solution named "provisional-ideal point" to search for the preferred solution for a decision maker. In this way, we can eliminate the preliminary calculations and its limited application scope. The results of the benchmark test problems show that the proposed method can generate the preferred solution efficiently. The usefulness of the proposed method is also demonstrated by applying it to DDP. As a result, the delivery path when combining one drone and one truck drastically reduces the traveling distance and the delivery time compared with the case of using only one truck.

Structural differences in the drone olfactory system of two phylogenetically distant Apis species, A. florea and A. mellifera

NASA Astrophysics Data System (ADS)

Brockmann, Axel; Brückner, Dorothea

2001-01-01

Male insects that are attracted by sex pheromones to find their female mates over long distances have specialized olfactory subsystems. Morphologically, these subsystems are characterized by a large number of receptor neurons sensitive to components of the female's pheromones and hypertrophied glomerular subunits ('macroglomeruli' or 'macroglomerular complexes') in the antennal lobes, in which the axons of the receptor neurons converge. The olfactory subsystems are adapted for an increased sensitivity to perceive minute amounts of pheromones. In Apis mellifera, drones have 18,600 olfactory poreplate sensilla per antenna, each equipped with receptor neurons sensitive to the queen's sex pheromone, and four voluminous macroglomeruli (MG1-MG4) in the antennal lobes. In contrast, we show that drones of the phylogenetically distant species, Apis florea, have only 1,200 poreplate sensilla per antenna and only two macroglomeruli in their antennal lobes. These macroglomeruli are homologous in anatomical position to the two most prominent macroglomeruli in A. mellifera, the MG1 and MG2, but they are much smaller in size. The morphological and anatomical differences described here suggest major modifications in the sex-pheromone processing subsystem of both species: (1) less pheromone sensitivity in A. florea and (2) a more complex sex-pheromone processing and thus a more complex sex-pheromone communication in A. mellifera.

Lab-on-a-Drone: Toward Pinpoint Deployment of Smartphone-Enabled Nucleic Acid-Based Diagnostics for Mobile Health Care

PubMed Central

2016-01-01

We introduce a portable biochemical analysis platform for rapid field deployment of nucleic acid-based diagnostics using consumer-class quadcopter drones. This approach exploits the ability to isothermally perform the polymerase chain reaction (PCR) with a single heater, enabling the system to be operated using standard 5 V USB sources that power mobile devices (via battery, solar, or hand crank action). Time-resolved fluorescence detection and quantification is achieved using a smartphone camera and integrated image analysis app. Standard sample preparation is enabled by leveraging the drone’s motors as centrifuges via 3D printed snap-on attachments. These advancements make it possible to build a complete DNA/RNA analysis system at a cost of ∼$50 ($US). Our instrument is rugged and versatile, enabling pinpoint deployment of sophisticated diagnostics to distributed field sites. This capability is demonstrated by successful in-flight replication of Staphylococcus aureus and λ-phage DNA targets in under 20 min. The ability to perform rapid in-flight assays with smartphone connectivity eliminates delays between sample collection and analysis so that test results can be delivered in minutes, suggesting new possibilities for drone-based systems to function in broader and more sophisticated roles beyond cargo transport and imaging. PMID:26898247

Development and deployment of a low-cost, mobile-ready, air quality sensor system: progress toward distributed networks and autonomous aerial sampling

NASA Astrophysics Data System (ADS)

Hersey, S. P.; DiVerdi, R.; Gadtaula, P.; Sheneman, T.; Flores, K.; Chen, Y. H.; Jayne, J. T.; Cross, E. S.

2017-12-01

Throughout the 2016-2017 academic year, a new partnership between Olin College of Engineering and Aerodyne Research, Inc. developed an affordable, self-contained air quality monitoring instrument called Modulair. The Modulair instrument is based on the same operating principles as Aerodyne's newly-developed ARISense integrated sensor system, employing electrochemical sensors for gas-phase measurements of CO, NO, NO2, and O3 and an off-the-shelf optical particle counter for particle concentration, number, and size distribution information (0.4 < dp < 17 microns). High Dimensional Model Representation (HDMR) has been used to model the interference derived from relative humidity and temperature as well as the cross-sensitivity of the electrochemical sensors to non-target gas-phase species. The aim of the modeling effort is to provide transparent and robust calibration of electrical signals to pollutant concentrations from a set of electrochemical sensors. Modulair was designed from the ground-up, with custom electronics - including a more powerful microcontroller, a fully re-designed housing and a device-specific backend with a mobile, cloud-based data management system for real-time data posting and analysis. Open source tools and software were utilized in the development of the instrument. All initial work was completed by a team of undergraduate students as part of the Senior Capstone Program in Engineering (SCOPE) at Olin College. Deployment strategies for Modulair include distributed, mobile measurements and drone-based aerial sampling. Design goals for the drone integration include maximizing airborne sampling time and laying the foundation for software integration with the drone's autopilot system to allow for autonomous plume sampling across concentration gradients. Modulair and its flexible deployments enable real-time mapping of air quality data at exposure-relevant spatial scales, as well as regular, autonomous characterization of sources and dispersion of atmospheric pollutants. We will present an overview of the Modulair instrument and results from benchtop and field validation, including mobile and drone-based plume sampling in the Boston area.

Aerial surveys of landslide bodies through light UAVs: peculiarities and advantages

NASA Astrophysics Data System (ADS)

Spilotro, Giuseppe; Pellicani, Roberta; Leandro, Gianfranco; Marzo, Cosimo; Manzari, Paola; Belmonte, Antonella

2015-04-01

The use of UAV in civil applications and particularly for aerial surveillance or surveying is rapidly expanding for several reasons. The first reason is undoubtedly the lowering of the costs of the machines, accompanied by high technology for their positioning and control. The results are high performances and ease of driving. Authors have surveyed some big landslides by drones, with excellent results, which can retail for this technique a specific role, not in conflict with classical airborne aerial surveys, such as LIDAR and others. Obviously the first difference is in the amount of payload, over 100 Kg for classical airborne apparatus, but 1000 times lower in the case of the drones. Nevertheless the advantages of the use of drones and of their products can be synthesized as follows: -Start from the site, without the need of transfers, flight plans and long time weather forecasts; -Imagery product georeferenced and immediately exportable to GIS -Inspection of areas not easily accessible (impervious areas, high layers of mud, crossing of rivers, etc) or unreachable in safety conditions; -Inspection of specific points, relevant for the interpretation of the type and intensity of movement. -The pilot and the landslide specialist define route and compare images in real time -Possibility of flying at very low altitude and hovering. For the geomorphological interpretation of the big landslide of Montescaglioso (Mt, Italy) has been used a 1.5 m EPP (Expanded polipropilene) fixed wing, driven by 3DR Open Source Autopilot, equipped with a 16 Mp compact camera CANON A2300. Very useful revealed the image of the toe of the landslide, critical point for the interpretation of the mechanics of the whole landslide. Results have been of excellent quality and allowed authors to an early correct analysis Other landslides have been explored with a commercial drone (Phantom Vision 2 Dji), the use of which has proved likewise invaluable for returning images of areas not otherwise explorable, allowing real time risk management

Merging science, engineering, and data with FUN: Recreational Drones in STEaM Education Activities and Science Fair Projects

NASA Astrophysics Data System (ADS)

Olds, S. E.; Mooney, M. E.; Dahlman, L. E.

2016-12-01

Recreational drones, also known as unmanned aerial vehicles (UAVs), provide an ideal platform for engaging students in science, technology, engineering, and math (STEM) investigations for science fair projects, after-school clubs, and in-class activities. UAVs are very popular (estimate of >1 million received as gifts this past year), relatively inexpensive (<$100), weigh less than 250g (don't require FAA registration), are modifiable, and can carry small instrument packages. Seeing the world from above can stimulate curiosity and give students a reason to engage in the Next Generation Science Standards (NGSS) process of science and engineering practices by designing and carrying out their own investigations. Using drones to facilitate experiments, students also participate in engineering design: they may choose off-the-shelf sensors or build DIY sensors to carry on their UAVs. Leveraging the learning potential of UAVs, the Federation of Earth Science Information Partners (ESIP) Education Committee has been developing an e-book of learning activities and investigation suggestions for secondary education students. The freely available download incorporates UAV civility and safety through a pre-flight checklist and flying guidelines, suggests science and flight team roles, and advocates robust data and metadata-collection practices. The ESIP team also worked with an engineer to build a 33-gram prototype environmental logger called SABEL (Shelley (Olds) and Bob's Environmental Logger). SABEL collects temperature, humidity, and GPS position assembled on an Arduino board. This presentation will elaborate upon the year-long process of working with educators via webinars and a 1-day workshop at the 2016 ESIP summer meeting and beyond. It will also provide examples of student-led investigations, instructions for building the SABEL sensor package, insights gleaned from workshop feedback - and - the status of the new e-book compilation of student-focused activities using recreational drones to pursue STEM investigations!

X-15 Mated to B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1959-01-01

One of three X-15 rocket-powered research aircraft being carried aloft under the wing of its B-52 mothership. The X-15 was air launched from the B-52 so the rocket plane would have enough fuel to reach its high speed and altitude test points. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. The X-15s made a total of 199 flights over a period of nearly 10 years and set world's unofficial speed and altitude records of 4,520 miles per hour (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs and also the Space Shuttle program. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Development of a drone equipped with optimized sensors for nuclear and radiological risk characterization

DOE Office of Scientific and Technical Information (OSTI.GOV)

Boudergui, K.; Carrel, F.; Domenech, T.

2011-07-01

The MOBISIC project, funded by the Systematic Paris-Region cluster, is being developed in the context of local crisis (attack bombing in urban environment, in confined space such as an underground train tunnel etc.) or specific event securing (soccer world cup, political meeting etc.). It consists in conceiving, developing and experimenting a mobile, modular ('plug and play') and multi-sensors securing system. In this project, CEA LIST has suggested different solutions for nuclear risks detection and identification. It results in embedding a CZT sensor and a gamma camera in an indoor drone. This article first presents the different modifications carried out onmore » the UAV and different sensors, and focuses then on the experimental performances. (authors)« less

Drone based measurement system for radiofrequency exposure assessment.

PubMed

Joseph, Wout; Aerts, Sam; Vandenbossche, Matthias; Thielens, Arno; Martens, Luc

2016-03-10

For the first time, a method to assess radiofrequency (RF) electromagnetic field (EMF) exposure of the general public in real environments with a true free-space antenna system is presented. Using lightweight electronics and multiple antennas placed on a drone, it is possible to perform exposure measurements. This technique will enable researchers to measure three-dimensional RF-EMF exposure patterns accurately in the future and at locations currently difficult to access. A measurement procedure and appropriate measurement settings have been developed. As an application, outdoor measurements are performed as a function of height up to 60 m for Global System for Mobile Communications (GSM) 900 MHz base station exposure. Bioelectromagnetics. © 2016 Wiley Periodicals, Inc. © 2016 Wiley Periodicals, Inc.

DRONES Act

THOMAS, 113th Congress

Rep. Issa, Darrell E. [R-CA-49

2013-06-19

House - 07/15/2013 Referred to the Subcommittee on Crime, Terrorism, Homeland Security, and Investigations. (All Actions) Tracker: This bill has the status IntroducedHere are the steps for Status of Legislation:

Fast and safe gas detection from underground coal fire by drone fly over.

PubMed

Dunnington, Lucila; Nakagawa, Masami

2017-10-01

Underground coal fires start naturally or as a result of human activities. Besides burning away the important non-renewable energy resource and causing financial losses, burning coal seams emit carbon dioxide, carbon monoxide, sulfur oxide and methane, and is a leading cause of smog, acid rain, global warming, and air toxins. In the U.S. alone, the combined cost of coal-fire remediation projects that have been completed, budgeted, or projected by the U.S. Department of the Interior's Office of Surface Mining Remediation and Enforcement (OSM), exceeds $1 billion. It is estimated that these fires generate as much as 3% of the world's annual carbon dioxide emissions and consume as much as 5% of its minable coal. Considering the magnitude of environmental impact and economic loss caused by burning underground coal seams, we have developed a new, safe, reliable surface measurement of coal fire gases to assess the nature of underground coal fires. We use a drone mounted with gas sensors. Drone collected gas concentration data provides a safe alternative for evaluating the rank of a burning coal seam. In this study, a new method of determining coal rank by gas ratios is developed. Coal rank is valuable for defining parameters of a coal seam such as burn temperature, burn rate, and volume of burning seam. Copyright © 2017 Elsevier Ltd. All rights reserved.

Calibration and Validation of Tundra Plant Functional Type Fractional Cover Mapping

NASA Astrophysics Data System (ADS)

Macander, M. J.; Nelson, P.; Frost, G. V., Jr.

2017-12-01

Fractional cover maps are being developed for selected tundra plant functional types (PFTs) across >500,000 sq. km of arctic Alaska and adjacent Canada at 30 m resolution. Training and validation data include a field-based training dataset based on point-intercept sampling method at hundreds of plots spanning bioclimatic and geomorphic gradients. We also compiled 50 blocks of 1-5 cm resolution RGB image mosaics in Alaska (White Mountains, North Slope, and Yukon-Kuskokwim Delta) and the Yukon Territory. The mosaics and associated surface and canopy height models were developed using a consumer drone and structure from motion processing. We summarized both the in situ measurements and drone imagery to determine cover of two PFTs: Low and Tall Deciduous Shrub, and Light Fruticose/Foliose Lichen. We applied these data to train 2 m (limited extent) and 30 m (wall to wall) maps of PFT fractional cover for shrubs and lichen. Predictors for 2 m models were commercial satellite imagery such as WorldView-2 and Worldview-3, analyzed on the ABoVE Science Cloud. Predictors for 30 m models were primarily reflectance composites and spectral metrics developed from Landsat imagery, using Google Earth Engine. We compared the performance of models developed from the in situ and drone-derived training data and identify best practices to improve the performance and efficiency of arctic PFT fractional cover mapping.

Devising Mobile Sensing and Actuation Infrastructure with Drones.

PubMed

Bae, Mungyu; Yoo, Seungho; Jung, Jongtack; Park, Seongjoon; Kim, Kangho; Kim, Joon Yeop Lee; Kim, Hwangnam

2018-02-19

Vast applications and services have been enabled as the number of mobile or sensing devices with communication capabilities has grown. However, managing the devices, integrating networks or combining services across different networks has become a new problem since each network is not directly connected via back-end core networks or servers. The issue is and has been discussed especially in wireless sensor and actuator networks (WSAN). In such systems, sensors and actuators are tightly coupled, so when an independent WSAN needs to collaborate with other networks, it is difficult to adequately combine them into an integrated infrastructure. In this paper, we propose drone-as-a-gateway (DaaG), which uses drones as mobile gateways to interconnect isolated networks or combine independent services. Our system contains features that focus on the service being provided in the order of importance, different from an adaptive simple mobile sink system or delay-tolerant system. Our simulation results have shown that the proposed system is able to activate actuators in the order of importance of the service, which uses separate sensors' data, and it consumes almost the same time in comparison with other path-planning algorithms. Moreover, we have implemented DaaG and presented results in a field test to show that it can enable large-scale on-demand deployment of sensing and actuation infrastructure or the Internet of Things (IoT).

Sexual response of male Drosophila to honey bee queen mandibular pheromone: implications for genetic studies of social insects.

PubMed

Croft, Justin R; Liu, Tom; Camiletti, Alison L; Simon, Anne F; Thompson, Graham J

2017-02-01

Honey bees secrete a queen mandibular pheromone that renders workers reproductively altruistic and drones sexually attentive. This sex-specific function of QMP may have evolved from a sexually dimorphic signaling mechanism derived from pre-social ancestors. If so, there is potential for pre-social insects to respond to QMP, and in a manner that is comparable to its normal effect on workers and drones. Remarkably, QMP applied to female Drosophila does induce worker-like qualities [Camiletti et al. (Entomol Exp Appl 147:262, 2013)], and we here extend this comparison to examine the effects of bee pheromone on male fruit flies. We find that male Drosophila melanogaster consistently orient towards a source of queen pheromone in a T-maze, suggesting a recruitment response comparable to the pheromone's normal effect on drones. Moreover, exposure to QMP renders male flies more sexually attentive; they display intensified pre-copulatory behavior towards conspecific females. We can inhibit this sexual effect through a loss-of-olfactory-function mutation, which suggests that the pheromone-responsive behavioral mechanism is olfactory-driven. These pheromone-induced changes to male Drosophila behavior suggest that aspects of sexual signaling are conserved between these two distantly related taxa. Our results highlight a role for Drosophila as a genetically tractable pre-social model for studies of social insect biology.

Ultrafine Particle Distribution and Chemical Composition Assessment during Military Operative Trainings.

PubMed

Campagna, Marcello; Pilia, Ilaria; Marcias, Gabriele; Frattolillo, Andrea; Pili, Sergio; Bernabei, Manuele; d'Aloja, Ernesto; Cocco, Pierluigi; Buonanno, Giorgio

2017-05-30

(1) Background: The assessment of airborne particulate matter (PM) and ultrafine particles (UFPs) in battlefield scenarios is a topic of particular concern; (2) Methods: Size distribution, concentration, and chemical composition of UFPs during operative military training activities (target drone launches, ammunition blasting, and inert bomb impact) were investigated using an electric low-pressure impactor (ELPI+) and a scanning electron microscope (SEM), equipped with energy-dispersive spectroscopy (EDS); (3) Results: The median of UFPs, measured for all sampling periods and at variable distance from sources, was between 1.02 × 10³ and 3.75 × 10³ particles/cm³ for drone launches, between 3.32 × 10³ and 15.4 × 10³ particles/cm³ for the ammunition blasting and from 7.9 × 10³ to 1.3 × 10⁴ particles/cm³ for inert launches. Maximum peak concentrations, during emitting sources starting, were 75.5 × 10⁶ and 17.9 × 10⁶ particles/cm³, respectively. Particles from the drone launches were predominantly composed of silicon (Si), iron (Fe) and calcium (Ca), and those from the blasting campaigns by magnesium (Mg), sulphur (S), aluminum (Al), iron (Fe), barium (Ba) and silicon (Si); (4) Conclusions: The investigated sources produced UFPs with median values lower than other anthropogenic sources, and with a similar chemical composition.

Using low-cost drones to map malaria vector habitats.

PubMed

Hardy, Andy; Makame, Makame; Cross, Dónall; Majambere, Silas; Msellem, Mwinyi

2017-01-14

There is a growing awareness that if we are to achieve the ambitious goal of malaria elimination, we must compliment indoor-based vector control interventions (such as bednets and indoor spraying) with outdoor-based interventions such as larval source management (LSM). The effectiveness of LSM is limited by our capacity to identify and map mosquito aquatic habitats. This study provides a proof of concept for the use of a low-cost (< $1000) drone (DJI Phantom) for mapping water bodies in seven sites across Zanzibar including natural water bodies, irrigated and non-irrigated rice paddies, peri-urban and urban locations. With flying times of less than 30 min for each site, high-resolution (7 cm) georeferenced images were successfully generated for each of the seven sites, covering areas up to 30 ha. Water bodies were readily identifiable in the imagery, as well as ancillary information for planning LSM activities (access routes to water bodies by road and foot) and public health management (e.g. identification of drinking water sources, mapping individual households and the nature of their construction). The drone-based surveys carried out in this study provide a low-cost and flexible solution to mapping water bodies for operational dissemination of LSM initiatives in mosquito vector-borne disease elimination campaigns. Generated orthomosaics can also be used to provide vital information for other public health planning activities.

Individual responsiveness to shock and colony-level aggression in honey bees: evidence for a genetic component

PubMed Central

Avalos, Arian; Rodríguez-Cruz, Yoselyn; Giray, Tugrul

2015-01-01

The phenotype of the social group is related to phenotypes of individuals that form that society. We examined how honey bee colony aggressiveness relates to individual response of male drones and foraging workers. Although the natural focus in colony aggression has been on the worker caste, the sterile females engaged in colony maintenance and defense, males carry the same genes. We measured aggressiveness scores of colonies and examined components of individual aggressive behavior in workers and haploid sons of workers from the same colony. We describe for the first time, that males, although they have no stinger, do bend their abdomen (abdominal flexion) in a posture similar to stinging behavior of workers in response to electric shock. Individual worker sting response and movement rates in response to shock were significantly correlated with colony scores. In the case of drones, sons of workers from the same colonies, abdominal flexion significantly correlated but their movement rates did not correlate with colony aggressiveness. Furthermore, the number of workers responding at increasing levels of voltage exhibits a threshold-like response, whereas the drones respond in increasing proportion to shock. We conclude that there are common and caste-specific components to aggressive behavior in honey bees. We discuss implications of these results on social and behavioral regulation and genetics of aggressive response. PMID:25729126

Raw drone milk of honeybees elicits uterotrophic effect in rats: evidence for estrogenic activity.

PubMed

Seres, Adrienn B; Ducza, Eszter; Báthori, Mária; Hunyadi, Attila; Béni, Zoltán; Dékány, Miklós; Gáspár, Róbert

2013-05-01

Numerous honeybee products are used in medicine, but the literature furnishes no information concerning the effects of the drone milk (DM), although drone brood, which is similar to DM, was reported to elicit a hormone-like strengthening effect. In certain countries, DM is traditionally used to treat infertility and to promote vitality in both men and women. The aim of this study was to determine the putative estrogen hormone-like effect of raw DM in rats and to identify the effective compounds. Uterotrophic assays revealed that DM increased the relative weight of the immature rat uterus. This effect was confirmed by reverse transcription polymerase chain-reaction and Western blot methods, in which the mRNA and protein expression of the estrogen-dependent peptide complement component C3 was determined. Column chromatography and uterotrophic assays were used to fractionate and check bioactivity, respectively. The active compound after the last fractionation was identified by the nuclear magnetic resonance and mass spectrometry techniques as E-dec-2-enedioic acid, which is very similar to the fatty acids with estrogenic activity that were previously isolated from royal jelly. These results lead us to suppose that E-dec-2-enedioic acid is responsible for the estrogen-like effect of DM. This appears to be the first report on the pharmacological effects of DM and E-dec-2-enedioic acid in mammals.