Beyond Line of Sight (BLOS) operations are a key aspect in UAS operations. The BLOS operating capability is a fundamental requirement to achieve the 4-D’s advantage of UAS operations (dirty, dangerous, dull, and deep). The acquisition of the Predator system came to fulfill the requirement of the Department of Defense to acquire intelligence, surveillance, and reconnaissance, and strike (ISRS) capabilities. It now represents a flagship of the US army's aerial capabilities. The Predator’s ISRS capabilities rely on its satellite-based command, control, and communication (C3). A Ku-band allows the ground crew who are based on U.S. territory to carry out continuous ISRS operations at hot zones half-way across the globe (U.S. Air Force, 2015). The predator crew relies on displays in their ground control stations (GCS) to fly and navigate the air vehicle, and also operate the sensory or weapon payloads.
On the other hand, the launch and recovery operations of the Predator is carried out by an entirely different crew and datalink channel. An onsite crew, handles the takeoff and landing of the air vehicle from a close proximity using a within line of sight (LOS) UHF communication channel. These phases of flight are critical and cannot afford the communication latency inherent in satellite links.
Although the entire operational philosophy of the Predator system relies on BLOS C3 links, this communication mode has significant disadvantages. Loss of Communication is a very serious issue that affects the safety of the system, as well as the execution of the mission. Alternatively, the air vehicle will detect a loss of communication state and will execute a loiter pattern and may also execute a return to base (RTB).
Piloting a Predator air-vehicle using GCS controls involves a myriad of Human Factor (HF) issue. The pilot inputs and consequent feedback are subject to considerable datalink delays. The GCS provides the pilot with visual primary flight displays only. Issues like situational awareness and fatigue are amongst the primary causes for Predator mishaps that are related to HF issues (Cuadra, 2014).
On the civilian platform the Federal Aviation Agency (FAA) has held an adamant position about the requirement for a ground pilot to “see and avoid” throughout all the time that an UAS is being flown. This implied that LOS are the only means to fly an UAS. However, in December 2016, the FAA has granted a temporary approval for the Precision Hawk to test flight its detect and avoid system. The small UAS is equipped with revolutionary sensory camera that enables the aircraft to avoid collision with other airspace users. The FAA realizes the commercial demands to allow BLOS operations of UAS. However, it is proceeding with careful steps until a comprehensive realization of associated risks is achieved and adequate measures are put in place to control those risks (PrecisionHawk, 2016).
Cuadra, A. W. (2014, June 14). How Drones are Controlled. Retrieved from The Washington Post: http://www.washingtonpost.com/wp-srv/special/national/drone-crashes/how-drones-work/
PrecisionHawk,. (2016). PrecisionHawk Research Outlines Operations Risk for Drones Flying Beyond Line of Sight. Retrieved from www.precisionhawk.com/media/topic/precisionhawk-releases-faa-pathfinder-phase-2-data-at-uas-taac/
U.S. Air Force. (2015, September 23). Fact Sheets; MQ-1B Predator. Retrieved from Air Force.mil: http://www.af.mil/AboutUs/FactSheets/Display/tabid/224/Article/104469/mq-1b-predator.aspx
On the other hand, the launch and recovery operations of the Predator is carried out by an entirely different crew and datalink channel. An onsite crew, handles the takeoff and landing of the air vehicle from a close proximity using a within line of sight (LOS) UHF communication channel. These phases of flight are critical and cannot afford the communication latency inherent in satellite links.
Although the entire operational philosophy of the Predator system relies on BLOS C3 links, this communication mode has significant disadvantages. Loss of Communication is a very serious issue that affects the safety of the system, as well as the execution of the mission. Alternatively, the air vehicle will detect a loss of communication state and will execute a loiter pattern and may also execute a return to base (RTB).
Piloting a Predator air-vehicle using GCS controls involves a myriad of Human Factor (HF) issue. The pilot inputs and consequent feedback are subject to considerable datalink delays. The GCS provides the pilot with visual primary flight displays only. Issues like situational awareness and fatigue are amongst the primary causes for Predator mishaps that are related to HF issues (Cuadra, 2014).
On the civilian platform the Federal Aviation Agency (FAA) has held an adamant position about the requirement for a ground pilot to “see and avoid” throughout all the time that an UAS is being flown. This implied that LOS are the only means to fly an UAS. However, in December 2016, the FAA has granted a temporary approval for the Precision Hawk to test flight its detect and avoid system. The small UAS is equipped with revolutionary sensory camera that enables the aircraft to avoid collision with other airspace users. The FAA realizes the commercial demands to allow BLOS operations of UAS. However, it is proceeding with careful steps until a comprehensive realization of associated risks is achieved and adequate measures are put in place to control those risks (PrecisionHawk, 2016).
References
PrecisionHawk,. (2016). PrecisionHawk Research Outlines Operations Risk for Drones Flying Beyond Line of Sight. Retrieved from www.precisionhawk.com/media/topic/precisionhawk-releases-faa-pathfinder-phase-2-data-at-uas-taac/
U.S. Air Force. (2015, September 23). Fact Sheets; MQ-1B Predator. Retrieved from Air Force.mil: http://www.af.mil/AboutUs/FactSheets/Display/tabid/224/Article/104469/mq-1b-predator.aspx
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