LOCKHEED MARTIN CHALLENGE DESIGN DOCUMENT

Transcription

1 LOCKHEED MARTIN CHALLENGE DESIGN DOCUMENT EE/CPRE 491 CLIENT Lockheed Martin Corporation FACULTY ADVISORS Dr. Greg Smith Dr. Steve Holland TEAM MEMBERS Robert Gaul Adam Jacobs Daniel Stone Ronald Teo Mike Plummer DATE SUBMITTED December 6, 2008

2 REPORT DISCLAIMER NOTICE DISCLAIMER: This document was developed as a part of the requirements of a multidisciplinary engineering course at Iowa State University, Ames, Iowa. This document does not constitute a professional engineering design or a professional land surveying document. Although the information is intended to be accurate, the associated students, faculty, and Iowa State University make no claims, promises, or guarantees about the accuracy, completeness, quality, or adequacy of the information. The user of this document shall ensure that any such use does not violate any laws with regard to professional licensing and certification requirements. This use includes any work resulting from this student prepared document that is required to be under the responsible charge of a licensed engineer or surveyor. This document is copyrighted by the students who produced this document and the associated faculty advisors. No part may be reproduced without the written permission of the course coordinator.

3 TABLE OF CONTENTS Executive Summary...4 Acknowledgments...4 Problem / Need Statement...4 Concept Sketches...4 System Block Diagram...5 System Description...5 Operating Environment...7 User Interface Description...7 Functional Requirements...7 Non Functional Requirements...7 Deliverables...8 Project Schedule...8 Estimated Time and Manpower...9 Resource Requirements...9 Risks System Requirements Functional Decomposition and Analysis Input/Output Specification Parts/Vendor List Hardware Specification Software Specification and Design Test Specification Test Plan Appendix A Layout Renderings Appendix B Physical Properties of Components Appendix C Power Requirements Appendix D Mechanical CAD Appendix E Electronic CAD Appendix F Parts/Vendors List Appendix G Autopilot Market Survey Appendix H Camera Resolution Appendix I Transmitter bandwidth Appendix J Launch Phase Projections Lockheed Martin Challenge Project Plan Page 2

4 Contacts LIST OF FIGURES FIGURE 1 GYSTEM BLOCK DIAGRAM... 5 FIGURE 2 GROJECT SCHEDULE GANTT CHART... 8 FIGURE 3 MICROPILOT 2128G AUTOPILOT FIGURE 4 DIGI 9XTEND SI RADIO MODEM FIGURE 5 GUR E MODEMDULEAMERA FIGURE 6 GAWMATE TM TRANSMITTER FIGURE 7 GAWMATE RC 2480B RECEIVER FIGURE 8 AXION AXN 8701 PORTABLE MONITOR FIGURE 9 G URATA DC DC CONVERTER FIGURE 10 GCREENSHOT OF HORIZON GCS INTERFACE FIGURE 11 GRONT QUARTER VIEW OF FUSELAGE LAYOUT FIGURE 12 GIGHT SIDE VIEW OF FUSELAGE LAYOUT FIGURE 13 GIGHT SIDE CAD DRAWING OF FUSELAGE LAYOUT FIGURE 14 GRONT VIEW CAD DRAWING OF FUSELAGE LAYOUT FIGURE 15 GOP VIEW CAD DRAWING OF FUSELAGE LAYOUT FIGURE 16 GUTOPILOT ELECTRONIC CAD FIGURE 17 GUTPILOT ELECTRONIC CAD FIGURE 18 GADIO MODEM ELECTRONIC CAD FIGURE 19 DC/DC CONVERTER ELECTRONIC CAD FIGURE 20 GIDEO TRANSMITTER ELECTRONIC CAD FIGURE 21 GIDEO CAMERA ELECTRONIC CAD FIGURE 22 GERVO BOARD ELECTRONIC CAD FIGURE 23 GNBOARD VIDEO SYSTEM ELECTRONIC CAD FIGURE 24 GNBOARD AUTOPILOT COMMUNICATION ELECTRONIC CAD FIGURE 25 SAMPLE IMAGE OF EXPECTED RESOLUTION AND FIELD OF VIEW OF CHOSEN CAMERA FIGURE 26 GAUNCH PHASE ACCELERATION, DISPLACEMENT, AND VELOCITY PROJECTIONS LIST OF TABLES TABLE 1 ESTIMATED MAN HOURS FOR PROJECT COMPLETION... 9 TABLE 2 ESTIMATED LABOR COSTS... 9 TABLE 3 ESTIMATED COMPONENT COSTS TABLE 4 BSTIMATED TOTAL COSTS TABLE 5 B NBOARD COMPONENT PROPERTIES TABLE 6 BROUND STATION COMPONENT PROPERTIES TABLE 7 B NBOARD COMPONENT CURRENT AND VOLTAGE REQUIREMENTS TABLE 8 B NBOARD COMPONENTS POWER REQUIREMENTS TABLE 9 BARTS AND VENDORS LIST TABLE 10 BUTOPILOT MARKET SURVEY Lockheed Martin Challenge Project Plan Page 3

5 EXECUTIVE SUMMARY A major trend of modern warfare is the increasing likelihood of combat in urban environments and other developed areas, presenting unique challenges to today s soldier. An urban setting makes it difficult for soldiers to observe potential dangers that are blocked from their vision by structures. A system needs to be designed so that soldiers can see these dangers before they may encounter them then use that data to more effectively encounter the upcoming challenges. Our team has been given the task to design and build the navigation, control, communications, and visual subsystems of an aircraft designed to operate in a urban environment to meet the aforementioned needs. Our systems are responsible for autonomous navigation, control during launch and flight, collecting and returning live video of a resolution that enables crewmembers to identify potential targets, and enabling crewmembers to assume control to avoid danger, customize a mission, or safely land the system. Our systems will be incorporated into the aircraft being built by our aeronautics team that will then utilize a pneumatic launch system being developed by our launch team. Based on these requirements, we have chosen a commercial autopilot system, video camera, and communication systems for each to fulfill the autonomous navigation and reconnaissance aspects of the designated mission. Over the next semester, we intend to acquire these components, configure the autopilot to the airplane provided by the 466 team, and test and integrate the autopilot and visual subsystem into the aircraft to create a full featured aircraft. ACKNOWLEDGMENTS The LM Challenge Team would like to thank Dr. Smith, Professor Holland, and Cory Tallman from Lockheed Martin for all of their guidance and support on this project. PLANNING PROBLEM / NEED STATEMENT Modern warfare is constantly increasing its use of electronic devices such as UAV s to improve battlefield safety and effectiveness. Increasingly, conflicts occur in or near urban and congested areas. Current UAV products are not designed for use in a urban environment, limiting the capabilities of soldiers and exposing them to unnecessary danger. The Iowa State LM Challenge Team has been asked to design an unmanned autonomous vehicle to take off from a vertical or near vertical pneumatic launch system within the confines of an urban environment. This vehicle will be used to fly low altitude reconnaissance missions in an urban environment. CONCEPT SKETCHES Please see Appendix A Layout Renderings to view conceptual images of our proposed arrangement of components within the aircraft fuselage. Lockheed Martin Challenge Project Plan Page 4

6 SYSTEM BLOCK DIAGRAM FIGURE 1 SYSTEM BLOCK DIAGRAM SYSTEM DESCRIPTION Control and Communications AUTOPILOT BOARD AND SENSORS The processing board is for automated flight control. It receives input from the sensors, calculates necessary adjustments, and sends signals to the servos to make adjustments in flight. Our autopilot system will be configured with GPS, ultrasonic altimeter, pitot tube, barometric altimeter, IMU, and magnetic compass. ONBOARD RADIO MODEM Lockheed Martin Challenge Project Plan Page 5

7 The on board radio modem provides communication with the ground station flight control software (via the RF Receiver). It is connected to the autopilot board. It is directly interfaced with the autopilot using an RS 232 connection. GROUND STATION RADIO MODEM The ground station radio modem communicates with the on board radio modem to send and receive data between the ground station and the autopilot. LAPTOP (AT GROUND STATION) The laptop will process the flight data received from the aircraft. It will display the flight data using the HORIZON software provided with the autopilot hardware (MicroPilot 2128). Camera Subsystem CAMERA The on board camera will be used primarily for surveillance purposes. It will stream live video back to the ground station to be displayed on a monitor. VIDEO TRANSMITTER The purpose of the on board video transmitter is to transmit the captured video back to the ground station video receiver. VIDEO RECEIVER (AT GROUND STATION) The video receiver will capture the incoming video signal from the onboard video transmitter and pass it along to the display for viewing. PORTABLE DISPLAY (AT GROUND STATION) The portable monitor will display the video feed from the aircraft; allowing the user to ascertain what lies in the area of interest. On board Power Subsystem AVIONICS BATTERY The avionics battery will power the on board avionics equipment via the DC DC Converter. This battery will not power the aircraft motor or servos in order to isolate our systems from the voltage spikes induced by those highdraw devices. DC DC CONVERTER The DC DC converter is fed by the avionics battery and will supply appropriate voltages to on board avionics equipment. Lockheed Martin Challenge Project Plan Page 6

8 OPERATING ENVIRONMENT The UAV is expected to perform in an urban setting, likely in a region of heavy military involvement such as the Middle East. As such, our design caters to meet the unique obstacles presented by these settings. Our aircraft will be fitted with the highest power transmitters permitted by the FCC for civilian use to ensure that loss of Line Of Sight will not preempt use of the craft, a necessity in an urban setting. Our entire aircraft is designed to use a vertical pneumatic launch system to avoid obstacles presented by urban areas. Our choice of optics was driven by a need to protect the sensitive electronics from damage upon launch, during flight, and upon landing. Heat and sand are pervasive in the target environment, so we chose a sealed, rugged camera to ensure survivability during and upon repeated use. USER INTERFACE DESCRIPTION The primary user interface for the UAV system will be through a software package loaded on the Ground Station Laptop, which will provide data concerning current flight operations and allow for easy configuration of the system before and during flight. The user shall be able to adjust PID parameters to customize control laws The user shall be able to control flight modes of the autopilot before and during flight The user shall be able to view current position and telemetry data during flight The user shall be able to program, load, and configure a flight plan prior to flight The intended user of this system is a trained ground crewmember User interaction shall occur via a laptop computer running ground station software FUNCTIONAL REQUIREMENTS FR01 Be capable of autonomously navigating an aircraft using pre programmed waypoint navigation FR02 Support communication with a ground station to display telemetry and position data FR03 Shall provide real time video to ground station FR04 Shall operate in an urban environment FR05 Shall be capable of resolving a 6 inch target from an altitude of 100 feet FR06 Shall be a fixed position camera FR07 Shall be designed to enable a modular payload system FR08 Shall be designed to utilize a pneumatically powered vertical launch method FR09 Shall be capable of operating between 1 and 3 miles from the ground station NON FUNCTIONAL REQUIREMENTS NFR01 Operate off of 5 or 12V to simplify power system NFR02 User programmable to aid in support of vertical pneumatic launch NFR03 Small size, weight, power requirements NFR04 Low power consumption components NFR05 Lightweight components NFR06 Small physical size components NFR07 Video transmission shall not occur in the 900 MHz band to prevent interference with autopilot communication Lockheed Martin Challenge Project Plan Page 7

9 NFR08 Components should utilize 5V or 12V when possible to simplify power requirements and increase modularity of design DELIVERABLES Avionics control system capable of accepting RC Override for manual control, autonomously navigating a preplanned course, controlling an aircraft during vertical catapult launch, and returning telemetry to a ground station Video system capable of resolving the presence of a 6 inch target at a 100 foot distance, returning video to the ground station A ground station capable of displaying current aircraft status, accepting input to control aircraft, displaying video data from aircraft, and controlling and coordinating all communication with the aircraft PROJECT PLAN PROJECT SCHEDULE Project Schedule Camera System Order Autopilot Order Power Supply Order Radio Modem Order Camera Transmi_er TesPng Camera TesPng Autopilot ConfiguraPon Camera System IntegraPon Ground StaPon Research Autopilot IntegraPon Autopilot TesPng Ground StaPon Order AircraW TesPng System TesPng 11/8/ /8/2008 1/7/2009 2/6/2009 3/8/2009 4/7/2009 5/7/2009 FIGURE 2 PROJECT SCHEDULE GANTT CHART Lockheed Martin Challenge Project Plan Page 8

10 ESTIMATED TIME AND MANPOWER TABLE 1 ESTIMATED MAN HOURS FOR PROJECT COMPLETION Adam Jacobs Robert Gaul Mike Plummer Daniel Stone Ronald Teo Camera/Video System Choose Camera System Choose Xmitter/Receiver System Test Camer/Xmitter/Receiver Systems Mount Camera/Xmitter Systems Retest in flight Onboard Power System Establish Requirements Choose Power Supply Choose Battery System Finalize interface with flight systems test onboard power system Mount on aircraft Test in flight arrangement Ground Station Determine components required from video and autopilot systems Determine manual flight override in conjunction with ap development Determine power source required Compile components and test Refine Layout AutoPilot Choose Autopilot system Choose transceiver system Independent testing/calibration Integrate with aircraft systems Re test/re calibrate for in flight Total Time RESOURCE REQUIREMENTS TABLE 2 ESTIMATED LABOR COSTS Hours Hourly Rate Total Robert Gaul 350 $20 $7,000 Adam Jacobs 350 $20 $7,000 Mike Plummer 350 $20 $7,000 Daniel Stone 350 $20 $7,000 Ronald Teo 350 $20 $7,000 Cory Tallman 20 $100 $2,000 Steve Holland 50 $50 $2,500 Total $39,500 Lockheed Martin Challenge Project Plan Page 9

11 TABLE 3 ESTIMATED COMPONENT COSTS Part Cost Autopilot $3900 Magnetic Compass $500 Ultrasonic Altimeter $500 Onboard Radio Modem $179 Radio Modem Antenna $16 Video Camera $220 Camera Lens $84 Video Transmitter $85 Power Supply $115 Battery $80 Portable TV $ Ground Station Radio Modem $299 Ground Station Power Source $300 Video Receiver $100 Miscellaneous (Cables and assorted hardware) $300 Video Receiver Antenna $38 Total $ TABLE 4 ESTIMATED TOTAL COSTS Labor Costs $ 39,500 Component Costs $ Overall Total $ COST RISKS: RISKS Our client has given us a set budget and as a team it is up to us to make sure that we complete the project under that specified budget. At this time, we have estimated a hardware cost of $ , and it is important moving forward to observe expenditures to remain close to that number in order to preserve the financial integrity of the project. TECHNICAL RISKS: The major technical risk that our team faces is how we will handle the unique launch method that the customer is asking for (FR08). Because of the short time frame for this project our team has decided to purchase an autopilot system. With this decision we need to make sure that the autopilot system we decide to purchase will be able to handle the conditions of the launch. Another risk in this area is the amount of previous knowledge on our team or available to our team. Our team has not had much previous experience in the areas that our team will be working and so it will be very beneficial for our team to be able to find and use people with previous knowledge and experience in these areas to assist us in achieving our goals. QUALITY RISKS: Due to the rigors imposed upon the aircraft during the launch phase, it is necessary to design the system and protect internal components to prevent damage due to extreme G forces. Lockheed Martin Challenge Project Plan Page 10

12 USER ACCEPTANCE: SAFETY RISKS: One of the risks in this section is being able to make our product very user friendly. Our product will be used by troops in urban environments so we will want our product to be very simple to set up and use. Also we will want to make sure our team provides, at the end of the project, very complete and thorough documentation on the system so that the client can see what we did and how to make changes if something goes wrong. Also this documentation will allow for future teams to continue the work that we started. Due to the potentially dangerous nature of the aircraft we are designing as well as governmental regulations, we are unable to test our plane in the target environment (i.e., a city). During the integration and testing phases, we must always be conscious of the potential hazards to ourselves and others as well as the potential for damage to our expensive and sensitive components. SYSTEM DESIGN SYSTEM REQUIREMENTS For detailed system requirements, please reference the above sections entitled Functional Requirements and Non Functional Requirements. FUNCTIONAL DECOMPOSITION AND ANALYSIS CAMERA Normally in RC planes, the camera is utilized as a FPV (First Person View) tool to facilitate takeoff and landing operations. The pilot views the video stream to provide a useful perspective during these delicate operations to facilitate safe completion and to prevent damage to expensive and sensitive components. Our project utilizes the video system for surveillance (FR03), which requires a higher quality camera and attention to transmission and display quality (FR05). Since most users are interested only in low quality video for FPV operations, the majority of commercially available cameras are low quality, extremely small size systems that do not meet our needs. While designing our camera system, we decided to tailor the system to be as modular as possible, satisfying a requirement Lockheed set forth (FR07). To achieve this, we chose to design our system to accept a varifocal lens, which allows the user to alter the FOV (Field of View) of the camera. The resolution of a digital video camera is typically measured in effective pixels, which represents how many points of data are collected for each frame of video. Naturally, higher numbers of effective pixels reflect higher quality images in most situations. Due to the size and weight limitations, as well as the relatively small number of high quality cameras designed for UAV operations, few cameras are available that provide effective pixel abilities that would meet our requirements. Using a varifocal lens with one of these higher quality cameras allow for the same number of effective pixels to be concentrated on a smaller area of space, effectively increasing the quality of the captured image while decreasing the actual geographic area that it represents. These lenses can be easily adjusted prior to takeoff. In this way, the plane can be customized for a number of different mission scenarios. When the plane needs to take detailed surveillance to identify targets, the lens can be adjusted to capture high quality small area pictures, while during a mission to find the location of a geographic feature such as river or bridge a low quality image that surveys a wide area would be Lockheed Martin Challenge Project Plan Page 11

13 preferable. Thanks to the flexibility of varifocal lenses, the limitations of available cameras can be overcome to be useful and flexible mission tools. Necessary Pixel Resolution It is necessary to determine the necessary pixel resolution necessary to identify a target of 6 inches in size at 100 feet. The mockups below demonstrate the same image viewed from 100 feet with varying pixel resolutions. During camera research, we took many sample images to determine necessary resolution. This particular image is a 6 inch water bottle atop a stool from a distance of 100 feet. Image Three 4.5 pixels per inch 6 in * 4.5 px/in = 27 pixels tall Note that these measurements are calculated according to pixels per inch of the target object, not pixels per inch in the display medium, as PPI measurements are typically listed. This was done in order to give the reader a better idea of the actual abilities of the camera and the amount of data in the image that represents the target object. In this sample image, the target object is clearly distinguishable, showing that a 4.5 ppi image is sufficient to meet the image resolving requirement of our project (FR05). Thus, any imaging system capable of higher resolution levels would exceed the requirements for the mission. TRANSMITTER RECEIVER The video transmission aspect of this project is especially daunting as we not only are forced to cope with potential interference by several other systems in the plane but also with ambient RF interference that is often present in our target urban environment. These will directly impact range and transmission quality. In addition, operating this plane in an urban environment leads to our plane often not maintaining a direct LOS (Line of Sight) with the ground station. Obstructions such as buildings or geographic features drastically decrease the range of RF communications. These limitations necessitate an exceptionally powerful transmitter to ensure that the aircraft is capable of operating a fair distance from the ground station. However, as we are a civilian organization we are bound by FCC regulations limiting our activities in the field of RF communications. We are limited to a series of very crowded RF bands and are not allowed to purchase high power transmitters. As is, to operate the highestpower transmitter we can purchase as civilians we must have an operator with a Technician Class license. These requirements and limitations make it exceptionally difficult to provide a system that is useful yet also can be legally constructed by us. During our design process, it was decided that it was of the utmost importance to include the highest power transmitter possible to ensure that the aircraft was capable of its intended operational radius (FR09), with power consumption and size as secondary concerns (NFR04 06). Lockheed Martin Challenge Project Plan Page 12

14 ANTENNAS AUTOPILOT The receiver for the video signal was bound by far fewer requirements than the video transmitter due to the lack of stringent size and weight limitations for our equipment in the ground station. We had to choose a receiver that operated in the 2.4 GHz band so that it could receive the transmitted signals as well as one that output a signal in such a way that was easy to connect to our ground station video display (NFR07). Ground Station Interface Based on advice from our faculty advisor, we intend to utilize a portable LCD screen with an RCA composite input. Directly displaying the video on a dedicated device designed just for that negates any possible bandwidth or compatibility issues that could be introduced by the use of a laptop computer for the same task. While the use of a laptop computer would allow for easy storage and retrieval of the provided video signal, it is not a requirement of the system to have that capability (FR03). Choosing antennas for both the transmitter and receiver was dictated by weight, simplicity, and range issues. Optimally, we would choose to use directional antennas which channel all transmitted power along a very narrow corridor towards an intended receiver, rather than omni directional antennas which broadcast equally in all directions, dissipating the radiated power in unnecessary directions. It was decided that directional antennas were not feasible for use with onboard components due to their larger weight and size compared to omni directional alternatives as well as increased complexity as a system must be devised to alter the orientation of the antenna to maintain its direction towards the ground station. However, these concerns are mitigated on the ground station side as size and weight are not a concern, and a ground station crewmember can alter the antenna to maintain directionality towards the UAV or an automated system can be designed to perform the same action. Thus, we decided to utilize an omni directional antenna onboard and a directional antenna for the ground station. Utilization of a directional antenna at the ground station is a necessity to achieve the operational range specified by Lockheed. In order to be able to cover a sizeable urban area, it is necessary for the UAV to have an ideal transmission range of 1 3 miles (FR09). Using omni directional antennas on both ends yields approximately a ½ mile range under ideal conditions (Line of Sight is maintained, clear weather). Utilization of a directional antenna at the ground station increases transmission range to an outer radius of approximately 2 miles, providing the necessary range for our mission. As we are not able to use a higher power transmitter, the only feasible and legal way to achieve the necessary range is to use a directional antenna at the ground station. As the ground station antennas are directional, it is necessary for them to be pointed towards the transmission source (ie, the UAV) for optimal performance. During our testing phases and into our first iteration, the plan is to have a ground station crewmember manually adjust the antenna to maintain orientation as efficiently and simply as possible. However, it would be a relatively simple matter to improve this system to operate off of a servo controlled by the ground station computer. The computer could retrieve the current coordinates of the UAV, compare with the computer s location, determine the necessary orientation of the antenna, and generate the necessary signals to reposition the antenna. At this time there are no plans to implement this particular system this year, but it is a project that we would like to see done if extra time presents itself prior to the end of the year. Also, it was important at all times to ensure that we were choosing 2.4 GHz antennae to allow for the highest quality and most compatible transmission possible. Launch Phase Lockheed Martin Challenge Project Plan Page 13

15 Our project is unique in that few UAV products have been designed for launch in an urban environment. Buildings, antennae, and possible hostile enemy action necessitate a launch system that can quickly and reliably thrust the craft a good distance above the ground in a vertical or near vertical orientation (FR08). This vertical orientation is a large problem for our project as it is difficult to find autopilot systems that are capable of maintaining accurate data collection during the immense G loads imparted during launch in only the vertical direction. Also, the wings of an aircraft traveling at high velocity vertically will produce lift in a lateral direction, requiring unique operation of the autopilot to maintain a vertical orientation throughout the launch phase until a target cruise altitude is reached. Our team would also like to find an autopilot capable of being able to initiate all launch activity from a safe distance at the ground station. Thus, the autopilot would ideally be able to send signals to the launch system to release pneumatic pressure, use sensors to determine when the craft had cleared the launch system to start the motor, and to sense when a desired altitude had been reached to begin the transition into level flight. To these ends, the autopilot ideally would have I/O pins that are custom programmable so as to enable custom user actions with output operations that can be connected to the launch system and input capabilities from user defined sensors on the aircraft (NRF02). In addition, the autopilot needs a very accurate altimeter to measure when a desired height has been reached, or a timer and airspeed sensor so as to calculate distance along with a reliable method to ensure vertical flight is maintained so as to produce a fairly accurate altitude calculation. The autopilot must also have the ability to be customized so that a series of commands and control loops can be programmed to handle the unique conditions of vertical powered launch to maintain vertical orientation and to transition to level flight. Initially, our plan is to rely upon a human pilot to control the aircraft during launch, both to ensure the safety of the aircraft and onboard components, but also to enable the collection of data during launch including accelerations, control adjustments made by the pilot, airspeed, and altitude which will enable us to more easily adjust the autopilot for eventual autonomous takeoff. The problem of fully autonomous takeoff is a difficult one, made more difficult by the unique method and attitude of launch. The main goal during the launch phase is to control the attitude of the aircraft in order to keep it in a climb, and to measure the velocity of the aircraft to determine when it is necessary to transition into level flight. These goals can be accomplished using the Autopilot IMU accelerometers and pitot tube. The accelerometers can be relied upon to provide accurate data during the launch phase in the non vertical directions, which will indicate if the aircraft s pitch or yaw changes. These measurements will allow for minor elevator and aileron adjustments to be made to maintain a vertical attitude. The pitot tube can be measured to determine when the aircraft has reached a minimum speed which requires a transition into level flight. Combining these two measurement systems we can launch using our autopilot as a control system. Transition to Level Flight Once liftoff has been achieved, the plane must climb to a predetermined cruising altitude that is ideally above any ground obstacles. At this time, Lockheed has recommended a target altitude of 50 to 100 feet. The autopilot, as mentioned above, needs to be able to determine when it has reached this altitude. In most autopilots, position is measured by highly accurate low frequency GPS, an inaccurate medium frequency barometric altimeter, and by a relatively inaccurate high frequency IMU. These readings are combined using a Kalman filter to produce a fairly accurate and reliable measurement over time. In our implementation, this is not feasible as our launch phase occurs in a very short time and will cover a large vertical distance, inducing errors in the IMU leading to faulty data. This phase occurs so quickly that the low frequency GPS will not have time to balance out the inaccurate IMU data, and the barometric sensor is not accurate enough to be relied upon. The launch system is at this time predicted to induce up to 20+ G s of force on the plane in the vertical direction, which will saturate the IMU s accelerometer measuring this direction. This saturation will lead to an inaccurate acceleration being reported to the filter. This error may lead to any number of disastrous occurrences, including but not limited to premature leveling off leading Lockheed Martin Challenge Project Plan Page 14

16 to collision, a stall leading to a crash, or damage to the motor or control surfaces due to extreme commands from the confused autopilot. For these reasons, it is important for the autopilot to have an accurate altimeter that operates independently of the IMU, such as an ultrasonic or barometric altimeter. Unfortunately, ultrasonic altimeters, while highly accurate, only operate up to limited altitudes on the order of 15 to 20 feet. Barometric altimeters, while capable of operating at almost any practical altitude, are inaccurate, sometimes by dozens of feet, and provide Above Sea Level (ASL) measurements which are useless to determine how high the plane actually is unless one knows the exact height above sea level of the terrain they are operating on. Autonomous navigation A goal of the project is for the aircraft to be capable of having a flight plan loaded into it prior to launch and have the autopilot execute that flight plan automatically, utilizing onboard navigational instruments to complete the mission (FR01). Primary concerns during this phase are the capability of the autopilot to make accurate position measurements as well as the capability to store a reasonably complex flight plan, as our target endurance is approximately hours. A flight of this length may involve several dozen to several hundred waypoints. During this phase, the aircraft may fly beyond the range of the control radio, or contact may be lost due to interference or loss of LOS. To prevent any negative consequences of these occurrences, it is desirable that the autopilot be programmable to undertake a custom action in the event of low quality transmission or loss of contact to ensure the safety of the system. For loss of radio contact situations, the standard action is for the UAV to return to the last waypoint where radio contact existed and wait there for operator instructions that can be indicated from the ground station, such as Return to Base or Continue Mission as Planned. As we will be operating this aircraft in the United States as civilians, we are limited by FAA and FCC regulations designed to ensure the safety of other aircraft and bystanders. We must therefore have a pilot ready to take manual control of the UAV at all times in the event of a malfunction or a dangerous situation. We also are planning on initially using a pilot to perform a manual landing to prevent damage to the plane if at all possible. To meet this requirement, the autopilot ideally will accept an RC override signal that can connect to a standard RC receiver that communicates with a handheld RC controller. Landing As previously mentioned, our plan is to manually belly land the aircraft both to simplify the duties of the autopilot and to prevent damage to our many sensitive components. This necessitates an RC override for a pilot to be able to manually control the aircraft. Physical Issues As we are designing a UAV, the importance of weight and size are tantamount. We must choose an autopilot that not only weighs as little as possible itself, but also uses the least amount of power, thus decreasing the necessary size of our onboard batteries and increasing our flight endurance time. Also, space is extremely limited inside the fuselage, so a physically small autopilot is desirable. Based on figures given to us by the aero team and launch team, our launch procedure will subject the aircraft, and its interior components, to approximately a 20+ G acceleration. This acceleration is the root cause of the launch difficulties discussed in the Launch Phase above will induce extreme stresses upon the aircraft and all internal components, which will require a great deal of care in mounting and protecting our components from the rigors of the launch sequence. Lockheed Martin Challenge Project Plan Page 15

17 For detailed analysis of the expected velocity, displacement, and acceleration experienced by the aircraft during the launch phase, please see Appendix J Launch Phase Projections. RADIO MODEM A primary requirement of our system is the ability to operate 1 3 miles from the ground station (FR09). This range requirement includes both video transmission as well as autopilot communication provided by the radio modem. It is necessary to ensure that the radio modem not only can provide the necessary range required for our project, but also that it is capable of a sufficiently high data rate to transmit all necessary data and is compatible both in interface format as well as communication protocol with our chosen autopilot. DETAILED DESIGN AUTOPILOT SUBSYSTEM: AUTOPILOT INPUT/OUTPUT SPECIFICATION Input: Output: Sensor data The autopilot takes the data from various sensors and inputs them into the Kalman filter. The result from the Kalman filter is then used to control the plane via 12 feedback loops. IMU Input: The IMU shall detect UAV motion. The IMU shall detect UAV altitude. The IMU shall detect changes in pitch The IMU shall detect change in roll The IMU shall detect change in yaw Output: The IMU shall output UAV altitude The IMU shall output UAV position Interface: The IMU is integrated into the autopilot as a single unit. GPS MODULE Input: The GPS module shall receive GPS satellite signal Lockheed Martin Challenge Project Plan Page 16

18 Output spec: The GPS shall output UAV position The GPS shall output UAV altitude 4Hz Update rate Interface: The GPS module is integrated into the autopilot as a single unit. MAGNETIC COMPASS: Input: Output: Interface: The compass shall detect the UAV heading The compass shall output UAV heading to autopilot system using internal I/O system of autopilot P3 connector located on autopilot. ULTRASONIC ALTIMETER Input: ultrasonic wave Output: of ± 1 inch Interface The ultrasonic altimeter shall receive the elapsed time between transmission and reception of The ultrasonic altimeter should provide altitude data up to an altitude of 16ft with a degree of error J1 connector located on autopilot. Crimp Socket (Female) dual row pin 2 mm, DK# H2261 ND CAMERA SUBSYSTEM: CAMERA Input: Output: Interface: The camera shall capture video while UAV is in flight at 60 Hz for 30 fps interlaced video The camera shall output NTSC format video in a composite 1VPP signal Coaxial connector GROUND STATION SUBSYSTEM: RADIO MODEM aircraft. Input: Output: The radio modem shall receive telemetry data transmitted from the aircraft. The radio modem shall accept commands from the ground station laptop to be transmitted to the The radio modem shall output telemetry data to the ground station laptop. The radio modem shall transmit commands from the ground station laptop to the aircraft. Interface: 900 MHz RF signal at baud to aircraft GROUND STATION LAPTOP RS 232 to ground station laptop Lockheed Martin Challenge Project Plan Page 17

19 Input: interface Output: The ground station laptop shall receive telemetry data from the radio modem via an RS 232 The ground station shall display telemetry and position data The ground station shall output commands to the radio modem via an RS 232 connection VIDEO DISPLAY Input: Output: resolution Interface: The video display shall accept composite video using an RCA format connector The video display shall display the provided video signal on its included screen at standard NTSC RCA video connector VIDEO RECEIVER Input: Output: Interface: Wireless video signal at 2.4 GHz Composite 1VPP video signal RCA video connector PARTS/VENDOR LIST Please see Appendix F Parts / Vendors List for a detailed list of component vendors and model numbers. AUTOPILOT SYSTEM: MICROPILOT MODEL 2128 Physical Characteristics Weight: 28g Dimensions: 100mm (L) x 40mm (W) x 15mm (H) Power Requirements: 140mA at 6.5VDC HARDWARE SPECIFICATION Supply Voltage: VDC Capabilities FIGURE 3 MICROPILOT 2128G AUTOPILOT The Micropilot model includes Ground Station software (Horizon), can handle up to 1000 waypoints (with in flight waypoint modification possible)(fr01), and is capable of controlling up to 24 servos simultaneously. The update rate of the on board GPS is 1Hz. Sensors The 2128 has support for airspeed (up to 500kph), altimeter (up to 12,000 MSL), IMU (3 axis rate gyro/accelerometers), and GPS. The accelerometer saturation point is 2G. Lockheed Martin Challenge Project Plan Page 18

20 Data Collection and Customization An additional feature of this model is the ability to utilize user defined telemetry. It supports up to 16 userdefinable PID control loops. User definable error handling includes loss of GPS signal, loss of RC signal, loss of Datalink, and low battery (NFR02) After a prolonged period of research as well as discussions with Dr. Holland, our faculty advisor, Dr. Soon Jo Chung, an expert in the use and configuration of Autopilot systems for UAV s, and our aeronautics team of Aerospace Engineering students, we have concluded that the MicroPilot 2128 autopilot system is best suited to meet the needs of our project. The 2128 features a full set of integrated sensors as well as a 4 Hz GPS, Compass, and Ultrasonic Altimeter that provide the data necessary to ensure safe and reliable launch and recovery of our aircraft (FR08). A major factor in our decision was the proven communication and customer service of MicroPilot, which will be invaluable as we move forward with this project. MicroPilot staff have quickly and knowledgably answered scores of our questions, which we feel predicts good technical support when we begin to configure the device. This support will be necessary during the remainder of our project as we have limited experience developing real time systems for aeronautic applications. The large number of I/O ports and user defined telemetry fields provide an unrivalled ability to create a custom platform capable of interfacing with the launch platform to initiate a launch sequence and allows us to collect a large amount of data to analyze and refine our system as well as monitor system performance and control power use and video system settings. In addition, this customization capacity allows any future iteration of this project great latitude in additions or redesigns of our systems, and caters to the modular design aim of the system by allowing a wide range of potential subsystems to be linked to and controlled by the autopilot (NFR02). The few limitations of the system, namely the low saturation point of the IMU accelerometers, we feel can be overcome through the utilization of other onboard sensors and customization of the autopilot to use a custom launch configuration programmed by us. If we are unable to achieve reliable launch results using the autopilot due to data corruption, the MicroPilot s superior RC override system will allow us to easily launch under manual RC control, and then signal the autopilot to engage via ground station commands. Autopilot Selection Process Please see Appendix G Autopilot Market Survey for a detailed comparison chart of the autopilot models we researched. ON BOARD RADIO MODEM: 9XTEND SI OEM Physical Characteristics Weight: 18g Dimensions: 3.66 x 6.05 x 0.05 cm Operating Frequency: 900MHz Power Supply: VDC FIGURE 4 DIGI 9XTEND SI RADIO MODEM Lockheed Martin Challenge Project Plan Page 19

21 Max Current: 730mA This radio modem has an outdoor line of sight (LOS) transmitting range of approximately 14 miles(fr09). Our decision to choose this model was driven by its ability to meet the range requirements of the project as well as a demonstrated compatibility with our chosen autopilot. CAMERA: KT&C MODEL KPC 650 Physical Characteristics Weight: 137g Dimensions: 55mm (L) x 31mm (W) x 31mm (H) Power: 180mA at 12VDC Effective pixels (NTSC): 768 (H) x 494 (V) This camera has a demonstrated ability to perform in unmanned aircraft, so when paired with the standard NTSC video output (coaxial connection), it was logical to consider this model. The camera is C and CS lens mount compatible, allowing for a large variety of interchangeable lenses to be used. This increases modularity of the design and allows for mission customization. Additionally, the camera supports auto iris lenses, which allow for adjustment to changing light conditions (as will be encountered during aerial missions). Pixel Resolution of Camera with Planned Lens FIGURE 5 KT&C KPC 650 CAMERA Please see Appendix H Camera Resolution for a discussion on expected resolution of the camera as compared to the necessary resolution to achieve the project requirements. VIDEO TRANSMITTER: LAWMATE TM Physical Characteristics Weight: 30g Dimensions: 26mm x 50mm x 13mm Power Requirements: 500mA at 12VDC Output: 1 Watt transmission signal FIGURE 6 LAWMATE TM TRANSMITTER Lockheed Martin Challenge Project Plan Page 20

22 Operating Frequency: 2.4GHz The LawMate TM transmitter features the highest power transmission signal allowed under civilian FCC regulations (requires a Technician Class amateur radio license). The standard SMA connector allows for a wide variety of antennas to be quickly and easily changed out. It is readily compatible with the selected camera, as it accepts video data in composite NTSC format. Expected Bandwidth and Range Please see Appendix I Transmitter Bandwidth for a detailed calculation of expected transmitter bandwidth. It may be noted that while we have stated above that we favor low power components we have chosen the highest power transmitter we could (NFR04). It is important to note that while we have chosen the highest power transmitter we are able to, it is a relatively low power transmitter in the world of UAV s. Military craft routinely utilize 2 to 5 watt transmitters or satellite communications links to obtain greater communications range, as they are not subject to the same regulations that we are. As previously discussed, it is also of the greatest importance to take into account the environment in which our aircraft is operating. Constant aspect changes as well as obstructions like buildings will drastically cut the range of our systems, necessitating an extremely high power transmitter to ensure communication within our operational radius. As mentioned above, range is a highly variable quantity, varying for many reasons, from EM interference levels to altitude to current weather conditions. Under ideal conditions, a transmitter of this power can be expected to provide up to a 2 mile range in open areas when utilizing directional antennas at the grounds station. Without directional antennas, this range is decreased to approximately ½ a mile. Operating inside an urban environment would decrease these ranges somewhat. Thus, it is absolutely necessary to carry a high power transmitter in order to complete the designated mission of the aircraft (FR09). VIDEO RECEIVER: LAWMATE RX 2480B Physical Characteristics Weight: 135g Dimensions: 110mm x 70mm x 20mm Power: 800mA at 5V Operating Frequency: 2.4GHz FIGURE 7 LAWMATE RC 2480B RECEIVER This receiver is highly portable and is compatible with our video transmitter. It includes a rechargeable battery, allowing for field testing without the need for a power supply. It supports reception on eight channels and includes a signal indicator to optimize reception. Additionally, the output is in standard RCA composite video. Lockheed Martin Challenge Project Plan Page 21

23 PORTABLE MONITOR: AXION AXN 8701 Physical Characteristics Dimensions: 7.2" x 1.2" x 5.7" Power: 9VDC Input: RCA Composite Video Signal FIGURE 8 AXION AXN 8701 PORTABLE MONITOR The monitor we have chosen was picked due to its ability to accept video in the format output by our receiver as well as its use of a DC voltage power source, which will simplify our ground station power system. We chose to utilize a TV instead of a laptop as we originally planned in order to simplify our ground station concept as well as to alleviate concerns about possible bandwidth and conversion rate issues that could arise when using a laptop and video converter combination. DC DC CONVERTER: MURATA TMP 5/5 12/1 Q12 C Physical Characteristics Weight: 170g Dimensions: 7.72 x 5.18 x 1.40 cm Output: +5VDC at 5A and +12VDC at 1A FIGURE 9 MURATA DC DC CONVERTER The selection of the converter was driven by the power requirements of the on board avionics systems. As a preference was shown for components with either 5VDC or 12VDC power requirements, this model will provide adequate power to all components at the appropriate voltage and current. For a listing of the power requirements of the onboard components of our system, please see Appendix C Power Requirements. SOFTWARE SPECIFICATION AND DESIGN The software shall be able to display telemetry data from the autopilot system. The software shall be able to communicate with the autopilot system and control the autopilot system. The software shall allow the user to simulate a programmed flight plan to evaluate aircraft performance Lockheed Martin Challenge Project Plan Page 22

24 The autopilot system that we are looking to purchase comes with a software package, HORIZON, which is used to control the autopilot system and upload data to the autopilot system. The pros for this software package are that that the software is designed by the autopilot manufacture so the software is already compatible with the hardware. Another benefit is that the software satisfies all the required specifications. The software allows for in flight communication with the autopilot system which allows for transfer of in flight data which will be displayed for the user to observe. FIGURE 10 SCREENSHOT OF HORIZON GCS INTERFACE Test Specification: TEST SPECIFICATION In order to ensure basic system functionality the following testing must be performed. While additional testing will be necessary for the power subsystem and communication systems, namely antenna positioning, the following tests will be used to assure that the major functional requirements of the Lockheed Martin Challenge UAV will be met. Autopilot System: 1) The control loops and parameters in order for the autopilot to operate successfully during launch and normal flight must be determined. 2) Given the control loops and parameters in (1), the autonomous navigation must be simulated and tested. Lockheed Martin Challenge Project Plan Page 23

25 3) The range and signal quality of the 900MHz radio modem communication system must be verified for use with the autopilot and ground station systems. 4) The autopilot must be properly calibrated to control the servomotors used. 5) Failure conditions for the autopilot system must be considered and tested. 6) Manual override capability must be verified and tested. Video Camera System: 1) The resolution of the video camera and lens combination must be verified to meet the functional requirements outlined by Lockheed Martin. 2) The range and signal quality of the 2.4 GHz transmitter and receiver pair must be verified for use with the onboard camera system and ground station. Avionics System: 1) Power system endurance must be verified to meet the flight time requirements outlined by Lockheed Martin. Test Plan: TEST PLAN The test plans outlined below address the test specifications described in the section of this document entitled Test Specification. Again, these test plans outline the major steps necessary to verify the operation of the critical systems needed to meet the functional requirements provided by Lockheed Martin. It should be noted that the video camera system tests can be performed independently of the autopilot and other system tests. Autopilot System: 1) Control Loop and Parameter Determination a. During normal flight, the Aero Team will model the behavior of the control surfaces. b. During the launch phase of the flight, the Launch Team will model the behavior of the UAV. c. Using these models, the control loops and parameters necessary to control flight will be determined. 2) Autonomous Navigation Simulation and Test a. Given the data determined in test 1, the autopilot system will be programmed using the HORIZON software package. b. The autopilot system will then be simulated using the built-in simulator available in the HORIZON software package. c. The autopilot system will then be installed onto the first iteration of the UAV designed by the Aero Team. d. A bench test of the autopilot system will then be performed in order to assure that autopilot will operate as predicted by the simulation results. e. A functional flight test of the autopilot system during normal flight will be performed. Lockheed Martin Challenge Project Plan Page 24

26 f. A functional flight test of the launch and normal flight phases will be performed. 3) Range and Quality of Communication Signal Test a. The radio modem communication system will be installed on both the autopilot and ground station. b. The system will be tested in an open area to maintain line of sight at first, increasing distance between the transceivers to test signal degradation. c. Obstacles will then be placed between the transceivers to determine allowable line of sight interference to maintain operation. d. The systems will be functionally tested during the flight-testing of the autonomous navigation. e. The system will then be tested for inter-system interference during flight. 4) Autopilot and Servo Motor Calibration a. The autopilot system will be first installed onto the first iteration of the UAV provided by the Aero Team. b. The autopilot system will then be calibrated by sending a variety of signals to the servomotors. c. Calibration will be determined by the deflection of the flight control surfaces present as various signals are sent from the autopilot system to the servomotors. 5) Failure Condition Testing performed while autopilot system is installed on UAV first iteration. a. Loss of Ground Station Communication i. During flight simulation, remove radio modem communication. ii. Verify that the autopilot system attempts to return to ground station. b. Low Power i. During flight simulation, reduce battery voltage. ii. Verify that the autopilot system alerts the ground station. 6) Manual Override Testing a. The autopilot system will be first installed onto the first iteration of the UAV provided by the Aero Team. b. During flight simulation, initiate manual override signal. c. Verify manual override. Video Camera System: 1) Video Resolution Test a. The video camera and lens will be assembled in the configuration used during flight. b. A 6 inch target will be placed at 100 feet from the video camera and recorded using the camera system. c. The video will be displayed on the television that will be used in the ground station system configuration. d. It will then be determined if the lens and camera combination produces an acceptable resolution or if a different lens will be required to resolve the 6-inch target at 100 feet. Lockheed Martin Challenge Project Plan Page 25

27 2) Range and Quality of Video Transmission Signal Test a. The video transmitter will be installed onto the camera system and the video receiver will be installed onto the necessary components of the ground station. b. The systems will be tested in an open area to maintain line of sight at first, increasing distance between the transmitter and receiver to test signal degradation. c. Obstacles will then be placed between the transmitter and receiver to determine allowable line of sight interference to maintain operation. d. The system will then be tested for inter-system interference during flight. Avionics System: 1) Power System Endurance Testing a. Connect all major system components to as per final assembly configuration. b. Initiate flight plan of sufficient length to ensure power supply exhaustion. c. Verify that a low battery condition is triggered after the target flight endurance specification is met. Lockheed Martin Challenge Project Plan Page 26

28 DESIGN DOCUMENTS AND APPENDICES APPENDIX A LAYOUT RENDERINGS FIGURE 11 FRONT QUARTER VIEW OF FUSELAGE LAYOUT Lockheed Martin Challenge Project Plan Page 27

29 FIGURE 12 RIGHT SIDE VIEW OF FUSELAGE LAYOUT Lockheed Martin Challenge Project Plan Page 28

30 APPENDIX B PHYSICAL PROPERTIES OF COMPONENTS Component TABLE 5 ONBOARD COMPONENT PROPERTIES Vendor / Model Weight (g) Power (ma) Autopilot Core Micropilot $3, Autopilot Servo Control Board Micropilot MP SERVO $0 Autopilot Compass Micropilot $0 GPS Antenna MP ANT $0 Radio Modem Digi XT09 SI $ Radio Modem Antenna 900 MHz 3 dbi Rubber Duck Antenna $16.00 Video Camera RangeVideo KPC $ Camera Lens Tamron 5 50mm 13VG550ASII SQ $84.00 Video Transmitter RangeVideo 1000mW Video Transmitter $85.00 Video Transmitter Antenna Omni Directional (included w/ transmitter) $0 Power Supply TMP 5/5 12/1 Q12 C $ Battery (1 1.5 hrs approx) all battery.com 14.8volt 2200mAh 25C Li Poly $80.00 Total $4, Width (mm) Length (mm) Height (mm) Price TABLE 6 GROUND STATION COMPONENT PROPERTIES Component Vendor / Model Weight (g) Power (ma) Width (mm) Length (mm) Height (mm) Price Flight Control Laptop Power Source Video Display Device Axion AXN $ Video Receiver Video Receiver Antenna RangeVideo 2.4GHz Portable Receiver $ RangeVideo 2.4GHz 8dBi Patch receiver antenna $38.00 Radio Modem Digi XT09 PKI RA $ Radio Modem Antenna RangeVideo 0.9GHz 8dBi Patch receiver antenna $80.00 Total $ Lockheed Martin Challenge Project Plan Page 29

31 APPENDIX C POWER REQUIREMENTS TABLE 7 ONBOARD COMPONENT CURRENT AND VOLTAGE REQUIREMENTS Component Current Rating Voltage Rating Video Camera 180 ma 12 Vdc Video Transmitter 500 ma 12 Vdc Autopilot Core Vdc Vdc Radio Modem 730 ma Vdc TABLE 8 ONBOARD COMPONENTS POWER REQUIREMENTS Voltage Level Total Estimated Current Total Estimated Power 12 Vdc 680 ma 8.16 W 5 Vdc 817 ma W APPENDIX D MECHANICAL CAD FIGURE 13 RIGHT SIDE CAD DRAWING OF FUSELAGE LAYOUT Lockheed Martin Challenge Project Plan Page 30

32 FIGURE 14 FRONT VIEW CAD DRAWING OF FUSELAGE LAYOUT FIGURE 15 TOP VIEW CAD DRAWING OF FUSELAGE LAYOUT Lockheed Martin Challenge Project Plan Page 31

33 APPENDIX E ELECTRONIC CAD FIGURE 16 AUTOPILOT ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 32

34 FIGURE 17 AUTPILOT ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 33

35 FIGURE 18 RADIO MODEM ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 34

36 FIGURE 19 DC/DC CONVERTER ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 35

37 FIGURE 20 VIDEO TRANSMITTER ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 36

38 FIGURE 21 VIDEO CAMERA ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 37

39 FIGURE 22 SERVO BOARD ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 38

40 FIGURE 23 ONBOARD VIDEO SYSTEM ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 39

41 FIGURE 24 ONBOARD AUTOPILOT COMMUNICATION ELECTRONIC CAD Lockheed Martin Challenge Project Plan Page 40

42 APPENDIX F PARTS/VENDORS LIST TABLE 9 PARTS AND VENDORS LIST Component Vendor Part Number Video Camera KT&C KPC 650 Video Transmitter LawMate TM Video Camera Lens Tamron 13VG550ASII SQ Video Receiver LawMate RX 2480B Radio Modem (Onboard) Digi 9Xtend SI OEM Radio Modem (Ground Station) Digi Xtend PKG Autopilot Core Micropilot 2128g Autopilot Servo Control Board Micropilot MP SERVO Autopilot Compass Micropilot MP COMP Autopilot AGL Micropilot MP AGL Battery TEnergy 14.8V 2200mAh DC DC Converter Murata Power Solutions TMP 5/5 12/1 Q12 C Lockheed Martin Challenge Project Plan Page 41

43 APPENDIX G AUTOPILOT MARKET SURVEY TABLE 10 AUTOPILOT MARKET SURVEY MicroPilot 2128 MicroPilot 2028 Procerus Kestral O Navi Phoenix CloudCap Piccolo Physical Characteristics Weight 28 g 28 g g 45 g 109 g Dimensions (L x W x H) (Calculated by volume) 100 mm x 40 mm x 15 mm 100 mm x 40 mm x 15 mm mm x mm x? mm mm x mm x 19 mm mm x 59.4 mm x 19.1 mm Power Requirements (Calcuated based on required Watts of Power) Supply Voltage (High scores for 5 or 12V, deductions for additional or different voltages) Separate supplies for main and servo power (High scores for presence of) Functional Capabilities Processor (Higher scores for faster processors) Includes Ground Station software (Higher scores for included software and the quality of that software) Volts Volts 500 ma 84 12V 5 Watts ( ~ V ) V V 3.3V and 5V Volts Volts Yes Yes Yes No No 150 mips RISC 30 mips RISC 29MHz 32MHz Motorola MMC 2114 Motorola MPC Mhz Yes Yes Yes No Yes, basic Max # of Waypoints Unspecified 100 In flight waypoint Yes Yes Yes No Yes modification possible GPS Update Rate 4 Hz 1 Hz 1 Hz 1 Hz 4 Hz Number of servos Sensors Airspeed Yes, up to 500 kph Yes, up to 500 kph Yes, up to 130 m/s No Yes Accelerometer Saturation Point 2 G 2 G 10 G 10 G 2 G, 10 G with extra sensor pkg Data Collection Allows user defined telemetry Yes Yes Unspecified Yes Unspecified Customization User definable error handlers Yes Autopilot can be custom programmed Our Ranking (1 Best to 5 Worst) Yes loss of GPS Signal, loss of RC Signal, loss of Datalink, low battery Yes with XTENDER SDK (separate) Yes loss of GPS Signal, loss of RC Signal, loss of Datalink, low battery Yes with XTENDER SDK (separate) Yes, Loss of Datalink, Loss of GPS, Low Battery, Imminent Collision, Loss of RC Signal Yes, Developer s Kit available for $5000 for one year license Yes, but must be custom defined and programmed Yes, REQUIRED Yes Lockheed Martin Challenge Project Plan Page 42

44 APPENDIX H CAMERA RESOLUTION To determine the necessary resolution to achieve identification of a 6 inch target at 100 feet, we can use trigonometry to find the expected pixel per inch resolution expected from the camera in various scenarios. At this point, we have chosen the varifocal lens we intend to use but have decided to wait to purchase it until after we complete basic testing of the system to ensure functionality of the camera and transmission system. Utilizing the specifications of this lens, we know that the camera can provide anywhere from a 53.6 degree Field of View to a 5.6 degree Field of View when equipped with this lens x SCENARIO ONE WIDE ANGLE x SCENARIO TWO TELEPHOTO Scenario One: To determine the linear distance included in the field of view of the camera when the lens is adjusted for wide angle viewing, we can utilize the TANGENT function. The camera has an effective resolution of 768 horizontal pixels. By dividing the available pixels by the linear distance covered by those pixels, we can determine that the lens we plan to utilize provides 7.6 pixels per foot, or 0.63 pixels per inch. Clearly, at this setting the lens will not be capable of identifying a six inch target with any degree of accuracy, but it will be very useful for wide area surveillance and for First Person View flight to aid in sensitive operations such as landing. Scenario Two: To determine the linear distance included in the field of view of the camera when the lens is adjusted for telephoto, or close up, viewing, we can utilize the TANGENT function. Lockheed Martin Challenge Project Plan Page 43

45 The camera has an effective resolution of 768 horizontal pixels. By dividing the available pixels by the linear distance covered by those pixels, we can determine that the lens we plan to utilize provides pixels per foot, or 6.54 pixels per inch. It has been demonstrated in an earlier section that a 4.5 pixel per inch video signal allows for a six inch target to be distinguished at 100 feet, so this lens would provide a better quality picture than required to achieve its intended mission. FIGURE 25 SAMPLE IMAGE OF EXPECTED RESOLUTION AND FIELD OF VIEW OF CHOSEN CAMERA APPENDIX I TRANSMITTER BANDWIDTH Using the Shannon Hartley Theorem, it is possible to calculate the expected bandwidth of the transmitter. where Lockheed Martin Challenge Project Plan Page 44