• Construction Engineering and Management
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• v.21 no.1
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• pp.45-49
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• 2020

• Journal of Korean Society of Industrial and Systems Engineering
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• v.42 no.4
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• pp.69-75
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• 2019

Remotely Piloted Aircraft (RPA) controls as a type of unmanned aerial vehicle (drone) is growing rapidly and its flight controller stick disposition is required standardization. We should standardize RPA drone flight control disposition because the flight pilot of RPA is hard to be trained so the flight controller stick differences impairs safety and wastes time and effort of flight controller industry. So this study researches the on-going standardization of RPA drone flight control disposition in Korea and foreign countries. Also this paper analyzes and researches of expert about RPA drone flight controller function and application of flight control mode. I accomplished expert research about standardization plan of unmanned flight control mode and confirm the necessity. Nowadays mode1 and 2 are mostly used in Korea so I carried out preference investigation for two modes. There were 4 preferences choices of RPA drone control mode necessity (importance) and recommendation of standardization modes. They answered that necessity of standardization is important considering pilot training, flight safety and positive development of drone industry. The result of standardization mode preference is that they prefer mode 2 (drone maker 86%, training facilities and research facilities 58%, government bureau 60%). Overall preference result shows that mode 1 24%, mode 1&2 16%, mode 2 60%. So they preferred mode 2 by 60%. The differences between two modes are the direction of throttle and pitch. Direction of throttle and pitch operate opposite way. They prefer mode 2 because mode 2 has similarities of manned flight control mode. Significance of this study is that it showed the necessity of standardization and flight control preference in a quantitative way. It will help drone standardization in related industries and development direction near future.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.39 no.3
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• pp.242-253
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• 2011

The typical missions for the current stand-off UAVs are surveillance and reconnaissance. On the other hand, the primary mission for the future UCAS will be combat mission such as SEAD under the man-made ultimately hostile environment including SAM, antiaircraft artillery, threat radar, etc. Therefore, one of the most important challenges in UCAS design is improvement of survivability. The current studies for aircraft combat survivability are focused on the improvement of susceptibility and vulnerability of manned aircraft system. Although the survivability design methodology for UCAS might be very similar to the manned combat system but there are some differences in mission environment, system configuration, performance between manned and unmanned systems. So the parameters and their sensitivities which affect aircraft combat survivability are different in qualitatively and quantitatively. The susceptibility related parameters for F-16 C/D and X-45A as an example of manned and unmanned system are identified and the susceptibility parameter sensitivities are analyzed by using Monte-Carlo Simulation in this study.

• International Journal of Aeronautical and Space Sciences
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• v.18 no.2
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• pp.344-351
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• 2017

This paper presents a method to estimate steady wind and airspeed bias error using an aircraft with GPS and airspeed sensor. The estimation uses the vector relation between the inertial, air, and wind velocities through a novel design of an extended Kalman filter. The observability analysis is also presented to show that the aircraft is required to keep changing its flight direction for the desired observability. The feasibility and performance of the proposed algorithm is demonstrated through simulations and flight experiments.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.225-285
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• 2017

In regard to the regulations related to the RPA(Remotely Piloted Aircraft), which is sometimes called in other countries as UA(Unmanned Aircraft), ICAO stipulates the regulations in the 'RPAS manual (2015)' in detail based on the 'Chicago Convention' in 1944, and enacts provisions for the Rules of UAS or RPAS. Other contries stipulates them such as the Federal Airline Rules (14 CFR), Public Law (112-95) in the United States, the Air Transport Act, Air Transport Order, Air Transport Authorization Order (through revision in "Regulations to operating Rules on unmanned aerial System") based on EASA Regulation (EC) No.216/2008 in the case of unmanned aircaft under 150kg in Germany, and Civil Aviation Act (CAA 1998), Civil Aviation Act 101 (CASR Part 101) in Australia. Commonly, these laws exclude the model aircraft for leisure purpose and require pilots on the ground, not onboard aricraft, capable of controlling RPA. The laws also require that all managements necessary to operate RPA and pilots safely and efficiently under the structure of the unmanned aircraft system within the scope of the regulations. Each country classifies the RPA as an aircraft less than 25kg. Australia and Germany further break down the RPA at a lower weight. ICAO stipulates all general aviation operations, including commercial operation, in accordance with Annex 6 of the Chicago Convention, and it also applies to RPAs operations. However, passenger transportation using RPAs is excluded. If the operational scope of the RPAs includes the airspace of another country, the special permission of the relevant country shall be required 7 days before the flight date with detail flight plan submitted. In accordance with Federal Aviation Regulation 107 in the United States, a small non-leisure RPA may be operated within line-of-sight of a responsible navigator or observer during the day in the speed range up to 161 km/hr (87 knots) and to the height up to 122 m (400 ft) from surface or water. RPA must yield flight path to other aircraft, and is prohibited to load dangerous materials or to operate more than two RPAs at the same time. In Germany, the regulations on UAS except for leisure and sports provide duty to avoidance of airborne collisions and other provisions related to ground safety and individual privacy. Although commercial UAS of 5 kg or less can be freely operated without approval by relaxing the existing regulatory requirements, all the UAS regardless of the weight must be operated below an altitude of 100 meters with continuous monitoring and pilot control. Australia was the first country to regulate unmanned aircraft in 2001, and its regulations have impacts on the unmanned aircraft laws of ICAO, FAA, and EASA. In order to improve the utiliity of unmanned aircraft which is considered to be low risk, the regulation conditions were relaxed through the revision in 2016 by adding the concept "Excluded RPA". In the case of excluded RPA, it can be operated without special permission even for commercial purpose. Furthermore, disscussions on a new standard manual is being conducted for further flexibility of the current regulations.

• Journal of Institute of Control, Robotics and Systems
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• v.11 no.3
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• pp.193-199
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• 2005

VTOL(Vertical Take-Off and Landing) aircraft is attractive due to the reason that it is not necessary to have long runway. However a rotorcraft has a definite limitation to fly at the high speed due to the stall at the tip of rotor. To solve this problem, tilt rotor, tilt wing and lift fan were researched and developed. It was verified that the tilt rotor aircraft among them was more effective in disk loading. On this basis, the tilt rotor aircraft has been made into XV-15, V-22, BA-609 and Eagle Eye. This paper shows a nonlinear simulation program for general tilt rotor aircraft that was developed in order to validate the flight characteristics of tilt rotor aircraft and verified through the simulation analysis.

• Journal of Cadastre & Land InformatiX
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• v.48 no.1
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• pp.111-121
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• 2018

RIn this research, digital elevation models, true-ortho image and 3-dimensional digital complied data was generated and evaluated using unmanned aircraft vehicle stereoscopic images by applying photogrammetric principles. In order to implement stereoscopic vision, digital Photogrammetric Workstation should be used necessarily. For conducting this, in this study GEOMAPPER 1.0 is used. That was developed by the Ministry of Trade, Industry and Energy. To realize stereoscopic vision using two overlapping images of the unmanned aerial vehicle, the interior and exterior orientation parameters should be calculated. Especially lens distortion of non-metric camera must be accurately compensated for stereoscope. In this work. photogrammetric orientation process was conducted using commercial Software, PhotoScan 1.4. Fixed wing KRobotics KD-2 was used for the acquisition of UAV images. True-ortho photo was generated and digital topographic map was partially produced. Finally, we presented error analysis on the generated digital complied map. As the results, it is confirmed that the production of digital terrain map with a scale 1:2,500~1:3,000 is available using stereoscope method.

• Journal of Institute of Control, Robotics and Systems
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• v.10 no.2
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• pp.139-144
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• 2004

The flight control system designed for an unmanned airship, which is under development by KARI, is in reduced. First, the dynamic characteristics of the airship are addressed, which are fairly different from those of the nominal aircraft. In order to implement autonomous flight for the unmanned airship, flight control logic is designed including autopilot and guidance law. The autopilot is designed under consideration of the velocity region of the unmanned airship. The guidance laws are implemented in main operational modes such as point navigation, station keeping and spiral up/down for emergency return. Their simulation results are also presented in order to validate performances of the flight control system.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.45 no.9
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• pp.724-733
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• 2017

Accidents caused by upset condition leads to fatal damage to both manned and unmanned aircraft. This paper deals with real-time detection of these aircraft upset situations to prevent further severe situations. Firstly, the difference between sensor measurement and predicted measurement from Extended Kalman filter is monitored to determine whether a target aircraft goes into an upset condition or not. In addition, repeating the time update stage of the Extended Kalman filter for a specific length of time can enable future upset situation prediction. The results of aforementioned both the approaches will build a bridge to upset prevention for future generation of manned/unmanned aircraft.

• Geophysics and Geophysical Exploration
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• v.21 no.3
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• pp.150-161
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• 2018

Recently, unmanned aircraft EM (electromagnetic) survey based on ICT (Information and Communication Technology) has been widely utilized because of the efficiency in regional survey. We performed the theoretical study on the unmanned airship EM system developed by KIGAM (Korea Institute of Geoscience and Mineral resources) as part of the practical application of unmanned aircraft EM survey. Since this system has different configurations of transmitting and receiving loops compared to the conventional aircraft EM systems, a new technique is required for the appropriate interpretation of measured responses. Therefore, we proposed a method to calculate the EM field for the arbitrary shaped transmitter and verified its validity through the comparison with analytic solution for circular loop. In addition, to simulate the magnetic responses by three-dimensionally (3D) distributed anomalies, we have adapted our algorithm to 3D frequency-domain EM modeling algorithm based on the edge-FEM (finite element method). Though the analysis on magnetic field responses from a subsurface anomaly, it was found that the response decreases as the depth of the anomaly increases or the flight altitude increases. Also, it was confirmed that the response became smaller as the resistivity of the anomaly increases. However, a nonlinear trend of the out-of-phase component is shown depending on the depth of the anomaly and the used frequency, that makes it difficult to apply simple analysis based on the mapping of the magnitude of the responses and can cause the non-uniqueness problem in calculating the apparent resistivity. Thus, it is a prerequisite to analyze the appropriate frequency band and flight altitude considering the purpose of the survey and the site conditions when conducting a survey using the unmanned aircraft EM system.