SATELLITE-UAV COOPERATIVE MISSIONS: STATUS AND OUTLOOK 05 27 Indra ESA... · satellite-uav...

SATELLITE-UAV COOPERATIVE MISSIONS: STATUS AND OUTLOOK

ESTEC (Noordwijk)27th-28th May 2009

Workshop on Unmanned Aerial Systems and Satellite Services

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INDEX

01 Index02 Project scope03 Objectives04 Satellite benefits to UAS missions05 Survey of European and Canadian UAS market06 Survey of current and planned UAS programmes07 UAS and airspace integration (EDA Air4All initiative)08 Questionnaire results09 Driven requirements for integration of satellite and UAS10 Driven system architectures11 Trade-off criteria12 Conclusions


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PROJECT SCOPE


Satellite-UAS collaborative mission can be defined as any mission where the satellite and the UAS extend the capabilities of each other:

Missions where the space segment provides assistance for the UAS navigation and surveillance

Missions where the space segment acts as a relay for routine operation communications (BLOS), e.g. relay command and control, ATC, …

Missions where the space segment serves as a relay for data collected by UAV payload (BLOS).

Missions where the UAV serves as a communication relay for the satellite data in areas with difficult access such as urban areas.

Missions where the satellite-UAV collaboration is implemented on the ground by the fusion of the information produced separately by the satellite and the UAV, e.g. the exploitation of images with different resolution from space and air

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OBJECTIVES

To provide a survey of ongoing and planned civil and security European and Canadian UAS programmes requiring cooperative missions between satellites and UAS

To investigate the feasibility and benefit of a dedicated European satellite capability to support UAS missions while meeting their requirements

To provide feasible system architectures supporting the synergy of UAS and satellites technologies in the domains of:

BLOS communications Precision satellite-based global positioning Integration of UAS in ATM airspace Service specific missions requiring concurrent use of satellites and UAS


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SATELLITE BENEFITS TO UAS MISSIONS (I) Satellites benefit UAS in two ways:

Providing CNS (Communications, Navigation, Surveillance) services Complementing/enhancing UAS capabilities by performing joint

missions.


HighHighHighHighHALE / HAP

HighHighHighHighMALE

MediumMediumMediumHighTactical

MediumLowMediumHighMini

LowLowLowHighMicro

Cooperative Surveillance

Payload Comms.

Safety Comms.Navigation/

Positioning

Satellite Services for UASUAS Category

CNS services to UAS: In general, services are mature for all UAS Navigation/Positioning, as well as for Communications and Cooperative Surveillance for MALE/HALE/HAP UAS.

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SATELLITE BENEFITS TO UAS MISSIONS (II) Joint Satellite-UAS missions:

The integration of satellites and UAS has the potential of unique civil and security global missions, including time-critical and life-critical operations

The synergy UAS-Satellite stem from their complementary characteristics with regards to the capability to provide data to the operators or users

Strengths of one system can balance weaknesses of the other system


WorseBetterHeterogeneity of quality for the same service

WorseBetterData/Service Cost to Users

BetterWorseMaintainability and upgrade of the system and payload

WorseBetter“Pre-conflict” data availability

BetterWorseReal Time (direct use of data and response time of the system)

BetterWorseFlexibility (to change mission parameters, type of payload, …)

BetterWorseAvailability (when and where required)

BetterWorseResolution (e.g. atmospheric effects on resolution)

WorseBetterArea Coverage

UASSatelliteCharacteristic

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SURVEY OF EUROPEAN AND CANADIAN UAS MARKET (I)


In 2008 1100+ Unmanned Aircrafts were produced worldwide by main UAS manufacturers Europe: 6% Canada: 0.3 %

Nearly 1000 referenced models of all UAS classes worldwide: Europe: 27.3% Canada: 0.5%

NOTE: Most referenced UAS are Defence oriented but dual use is possible in most cases

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Medium/High Altitude Long Endurance Platforms Most suitable for Satellite-UAS Cooperative Missions


MALE+HALE UAS9.0% 0.0%

56.4%0.0%

15.4%

9.0%

3.8%5.1%1.3%

EuropeCanadaUSALatin AmericaMiddle EastAsiaOceaniaAfricaInternational

Nearly 80 Models of Long Endurance Platforms (MALE+HALE) referenced worldwide

Europe: 9 % Canada: 0 %

Long Endurance UAS - EUROPE

0

5

10

15

20

25

30

35

40

45

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Uni

ts (A

Cs)

Min.

Max.

Average

On average, a forecast of about 100 Long Endurance Platforms (MALE+HALE) for Europe in the period 2008-2017.

Recent studies predict an optimistic number of 210 MALE+HALE by 2020

SURVEY OF EUROPEAN AND CANADIAN UAS MARKET (II)

NOTE: Most referenced UAS are Defence oriented but dual use is possible in most cases

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MALE/HALEMALE/HALE/HAPMALE/HALE/HAPHALE/HAPHALE/HAP

Border Surveillance / CoastguardEmergency / Disaster MonitoringForestry Monitoring / Fire SpottingEarth Observation / Scientific missionsCommunications & Broadcasting

Most suitable UAS for Coop. MissionMission

SURVEY OF CURRENT AND PLANNED UAS PROGRAMMES

Typical missions for Satellite-UAS cooperation:

More than 20 types of planned/envisioned UAS-satellite cooperative missions, and at least 10 types already conducted or being conducted as “pilot” experiences.

Due to the challenges of UAS integration into non-segregated airspace, first established missions will be (and already are) governmental (e.g. security/surveillance, emergencies, fire-fighting …) and scientific/EO as they can be conducted in segregated/restricted airspace, above mean traffic or remote/sparsely populated areas.

Most UAS (MALE/HALE) from the Defence world but they can be dual purpose (Military/Civil)

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UAS AND AIRSPACE INTEGRATION (EDA AIR4ALL INITIATIVE) (I) Hurdles to UAS airspace integration:

Internationally harmonised regulatory and standardisation framework for UAS

Airspace and ATM system evolution to cope with the increasing demand of airspace users, among them the Unmanned Aviation community

Reliability of UAS and the safety of their operations Effective and affordable collision avoidance system capable of

detecting both cooperative (transponder equipped) and non-cooperative (non-transponder equipped) traffics

Frequency spectrum allocation and sufficient bandwidth availability for UAS operations

Security in UAS operations Insurance liability costs Adequate business cases for UAS operations Social barriers: public apprehension or rejection of UAS and resistance

from existing airspace users


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UAS AND AIRSPACE INTEGRATION (EDA AIR4ALL INITIATIVE) (II)


Accuracy, Reliability4.1 Public acceptance4. Transversal issues

3.2. Security of ground station

Remote training via Sat.3.1. UAS pilot / Commander training3. Procedures and training

2.2 Agreed rules and regulations with authorities

2.1 Harmonized military process2. Rules and regulations

Others (not UAS specific / addressed in the study): 1.11. Interoperability; 1.13. Operator interface; 1.14. Visual landmark and obstacle avoidance

Meteo Satellites1.10. Weather detection and protectionEnvironmental

1.12. Autonomous behaviour / decision making

1.9. Automatic taxiing GNSS1.8. Automatic take off /landing systemsAutonomous /

Automatic operations

BLOS Comms.1.7. Health monitoring/Fault Detection

GNSS1.6. Dependable emergency recovery (including forced landings)

Platform management

Voice Relay1.5. ATC interface

1.4. Radio bandwidth allocation

BLOS Comms.1.3. Secure and sustainable communications for Command and Control (C2)

Communications

1.2. Collision avoidanceGNSS, BLOS Comms.

1.1.SeparationTraffic separation and collision avoidance

1. Technical

Satellites contribution to overcome challengesChallenges identified by

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QUESTIONNAIRE – RESULTS OVERVIEW Survey conducted among Stakeholders:

UAS and payload manufacturers Satellite services providers Regulatory and Standardisation bodies UAS-related working groups and associations

Provisional results confirm: UAS missions requiring Satellite services for BLOS operations are of high interest


Satellite services required for Navigation and Communications (safety, payload)

Requirements depend on mission. E.g. 2-5 Mbps downlink, 20-64 kbps C2, < 0.5s latency, …

Sense & Avoid is the most mentioned challenge for integration into non-segregated airspace. Other challenges: Regulations, Frequency spectrum, Reliability of subsystems, Comms latency , Adaptation to ATM , …

NOTE: Still receiving answers. So far 25% but most stakeholders represented

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DRIVEN REQUIREMENTS FOR INTEGRATION OF SATELLITE SERVICES AND UAS (I) Mission requirements for MALE/HALE UAV

Main civil and security missions supported by satellite technologies:

Earth observation and remote sensing Security, surveillance missions and monitoring: law enforcement,

Search and Rescue and Disaster Relieve, Border patrol and Monitoring missions

Telecommunications relay and Broadcasting

Payload types: Electro-optical / Infrared sensors: Real time video, Laser

Imaging Detection and Ranging (LIDAR), digital camera, multi-spectral camera

Radars: Synthetic Aperture Radar (SAR) SIGINT & Warfare systems Chemical, Biological, Radiological and Nuclear (CBRN) sensors Specific payload for telecommunications relay and broadcasting

Operable over Europe and surrounding regions, in all weather conditions, day and night


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DRIVEN REQUIREMENTS FOR INTEGRATION OF SATELLITE SERVICES AND UAS (II) UAS-Satellite communication data links required to ensure mission

and safety of flight:

Mission link C2 link Sense & Avoid link ATC relay link

Safety communication data link is a high reliability data link that requires relatively low data rate and can be accommodated by low frequency bands: L or S

Mission communication data link requires much bandwidth (high capacity) which is available only at higher frequency bands: Ku or Ka

WRC-11 Agenda Item 1.3 addresses spectrum requirements and possible regulatory actions, including allocations, in order to support safe operation of UAS.


Mission communication data link

Safety communication data link

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DRIVEN REQUIREMENTS FOR INTEGRATION OF SATELLITE SERVICES AND UAS (III) Satellite communication data links requirements


0.995 / 0.999Yes<10-6256 kbpsC2 (real time video)

0.998 / 0.9995Yes< 10-616 kbpsATC (voice)Forward

0.998 / 0.9995Yes<10-864 - 150 kbps C2 (data)

10-6 / 10-8

<10-8

<10-8

< 10-6 / 10-8

< 10-8

BER

0.998 / 0.9995Yes16 kbpsATC (voice)

Return

0.995 / 0.999No

< 30 Mbps for future applications

2 – 8 Mbps for current applications

DataReturn

0.998 / 0.9995Yes25.6 - 256 kbps (real

time video)S&A

0.998 / 0.9995Yes64 - 150 kbps C2

Safety data link

0.995 / 0.999No200 kbpsDataForward

Mission data link

Link Availability

Delay sensitiveThroughputTypeData link

Advanced-UAV with on-board processing capabilities and advanced compression algorithms could reduce the mission data link bit rate requirements

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DRIVEN REQUIREMENTS FOR INTEGRATION OF SATELLITE SERVICES AND UAS (IV)


Integration of UAS into the future European ATM system requirements:

Integration of UAS into non-segregated airspace is a key driver for future civil and security UAS development and growth.

Two key issues are required to achieve the required level operability in non-segregated airspace:

To achieve a seamless integration into current and future ATC procedures

To maintain equivalent levels of safety as in manned aviation (Collision avoidance systems – Sense and Avoid)

Satellite telecommunication services contribute to the UAV airspace integration assuring compliance with ATM stringent service requirements (Communications Operating Concept and Requirements for the Future Radio System ) by relying the ATC communications to the UAV remote pilot

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DRIVEN REQUIREMENTS FOR INTEGRATION OF SATELLITE SERVICES AND UAS (V)

As UAV should behave in the ATM system as a manned aircraft, the most feasible options are those labelled as (1) and (2): UAV relays ATC communications (data and voice) from ATC to RPC (and vice versa)

ATC data volume depends on the level of automation of the UAV

Compliance of service requirements should be assessed


Integration of UAS into the future European ATM system requirements – Feasible scenarios identification

EATMN Wired or Wirless network

Safety communications satellite system relay

UAV

ATC comms relay:

- Voice

- Data

ATC com

ms relay

-Vo ice-D

ata

Satellite system supporting ATM services

ATC

dat

a lin

kSa

tell it

e C

ompo

nent

:- V

o ice

-Dat

a

ATC data link

Satel lite Component

UAV GES

RPC (GCS)OPAC

(Mission Center)ATC

ATCATC

ATC comms:- Voice- Data

ATC

data

link

Terre

st rial

Com

pone

nt:

- Voi

ce

- Dat

a

12

3

4

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DRIVEN REQUIREMENTS FOR INTEGRATION OF SATELLITE SERVICES AND UAS (VI)


√√Denial of Service (flood and inject)

COUNTERMEASURES

THREATS

√√Deliberate RF interference

√√Impersonate

√√√Information alteration

√Information corruption

√√Eavesdropping

Forward Error Correction

Robust networkprotocols

EPM (TRANSEC)

Cryptographic (COMSEC)

Authentication

Data link security requirementsMain threats

Eavesdropping Information corruption Information alteration

Impersonate Denial of service (flood and inject) Deliberate RF interference (jamming)

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DRIVEN REQUIREMENTS FOR INTEGRATION OF SATELLITE SERVICES AND UAS (VII)


Space segment capacity requirements Space segment shall provide Safety and Mission BLOS

communications: Satellite communication can be used as a primary (BLOS) or

secondary (redundant) communication means for safety related data links

Primary communication means for mission data link in BLOS conditions

Prediction of MALE/HALE UAV operating in Europe by 2020 is around 200,

Satellite capacity for safety data links: 200 MALE/HALE UAV. Other UAV types could also be equipped with satellite communications for safety purposes

Satellite capacity for mission data link: 20 MALE/HALE UAV simultaneous (coarse estimation: 10% of MALE/HALE UAV)

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DRIVEN SYSTEM ARCHITECTURES (I)

Overall scenario and system breakdown


EATMN Wired or Wirless network

Mission communications satellite system relay

UAVs

Mission

Data lin

k

Mission

Data link

ATC

dat a

link

Satellite system supporting ATM services

ATC

dat

a lin

k

ATC data link

Satellite Positioning System (GNSS)

Precise SatNav

service

UAV GES

RPC 1 (GCS)OPAC 1

(Mission Center)ATCATC

ATC

ATC data link

UAV GES

Space Segment

User Segment

Ground Segment

Safety communications satellite system relay

C2, S&A and

ATC relay

data link

C2, S

&A an

d

ATC re

lay

data

link

RPC n (GCS)

OPAC n (Mission Center)

Mission

Data link C2

, S&A

and

AT

C re

lay

data

link

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DRIVEN SYSTEM ARCHITECTURES (II)

Architecture options Short-term architecture, based on current space segment assets Long term architecture, based on future space segment assets


Short-term architecture: Safety communications data link(C2, S&A and ATC): Inmarsat / Iridium Mission data link (payload data): Artemis, Intelsat

Short-term architecture gaps: Lack of low latency / high

reliability satellite links for safety UAV communications

Lack of coverage over low population density areas (polar and desert areas). Satellite communications will be mostly needed for UAVs operating in oceanic or other remote airspaces

Lack of large satellite bandwidth for mission data

Current FSS Ku band satellite tele-density capable of supporting UAV application. (Ground station in Europe, UAV around the world. Red 30 Satellites, Blue 1 satellite). In some region chances to find an available transponder are 1 in 10.

From “UAV Satellite Data link Global Supply & Demand - A State of the Art”, Dylan Browne, CEO, London Satellite

Exchange, United Kingdom, UVS INFO. Yearbook 2007

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DRIVEN SYSTEM ARCHITECTURES (III)

Long-term simple architecture Space segment:

Future satellite equipped with dedicated mission communication payload (Ku or Ka frequency band) and dedicated safety communications payload (L or S frequency band)1 single beam over Europe

Ground segment (GS):Minimum GS architecture: centralised with site redundancy for availability requirements providing communications between ground entities (RPC and OPCA) and UAVsDistributed architecture is supported for political or administrative reasons


WAN

RF

BB

I/F

Satety co

mms Mission comms

Safety comms

Mission comms

RF

BB

I/F

Mission comms

Safety comms

GES GESBackup

UAV

Future satellite

RPC OPAC

Future Satellite

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DRIVEN SYSTEM ARCHITECTURES (IV)

Long-term flexible architecture Space segment:

2 future satellites in full redundancy with both mission and safety communications payload. Optionally, satellite number 2 could only carry safety communications payloadCorridor and steerable beams are used to accommodate UAV traffic density. Their orientation can be adjusted as needed.UAV traffic is shared between both satellites1 satellite can cope with all the traffic needs

Ground segment (GS):Minimum GS architecture: 2 active GES + 2 back-up GES (site redundancy)Support distributed architectureRobust to elements failure


WAN

RF

BB

I/F

Safety comms

Mission com

ms

RF

BB

I/F

GES 2active

GES 3Backup

UAV

Future satellite 1

Future satellite 2

RF

BB

I/F

RF

BB

I/F

GES 4Backup

GES 1active

UAVMission commsSatety comms

Mission co

mms

Satety comms

Mission co

mms

Satety co

mms

Mission comms

Satety comms

Safety comms

Mission comms

Future Satellite 1 Future

Satellite 2

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DRIVEN SYSTEM ARCHITECTURES (V)


Long-term full coverage architecture Space segment:

2 future satellites in full redundancy (flexible architecture) + HEO constellation to fill the coverage gap in the northern regions such as the planned Canadian PCW constellation in Molnyia orbit

Ground segment (GS):Minimum GS architecture: 4 GES for GEO satellites (flexible architecture configuration) + several GES for HEO satellitesCoordination for satellites handovers (GEO to HEO)Distributed architecture is supportedRobust to element failure

Future Satellite 1

HEO constellation

Future Satellite 2

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TRADE-OFF CRITERIA Space segment:

Coverage region System capacity and

throughput Power

User segment: Performance Power and weight

Link performance: Link quality Link availability

Security mechanisms Safety procedures


System: Scalability Modularity Flexibility Growth potential Complexity

Operational performance criteria:

Reliability Redundancy

Costs: Infrastructure (space, ground

and user segment) Operation

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CONCLUSIONS

The synergy between satellite technologies and UAV technologies can substantially improve the UAS performances

Reliable satellite data links can become a primary means of communications for UAS operations and cooperative missions, but also provide a back-up links for safety-of-flight communications

Current available European and Canadian space segment assets have certain gaps to meet the future Long Endurance UAV requirements

Development of future satellites with specific payloads devoted to support UAS communications are required to meet their requirements

To meet UAS-satellite cooperative mission requirements identified as output of this project, safety requirements must be early demonstrated and validated for standardization purposes.

UAS safe communication functions and operations based on satellite technologies, such as S&A, ATC communications, and UAS specific safe operations (take-off, landing, health monitoring,..) should be early simulated and demonstrated by developing emulators, first, and fly trial later.


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Jordi Batlle Masferrer

[email protected]: +34 93 463 05 69

Indra Espacio, S.A.Telecommunication and Navigation Solutions

Roc Boronat, 133 08018 Barcelona, SPAINwww.indra.es/espacio

Daniel Cobo Vuilleumier

[email protected]: +34 91 627 1662

Indra Sistemas, S.A.UAS/ISTAR Programmes

Ctra. de Loeches 928850 Torrejón de Ardoz, Madrid

SPAIN www.indracompany.com

Jaafar Cherkaoui

[email protected]: +1 514 457 2150 ext. 3552

MDASpace Missions

21025 Trans Canada HighwaySte-Anne-de-Bellevue, QuebecCanada H9X 3R2www.mdacorporation.com

SATELLITE-UAV COOPERATIVE MISSIONS: STATUS AND OUTLOOK 05 27 Indra ESA... · satellite-uav...

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