Unmanned Systems Technology 001 | UAV Factory Penguin C | Real-time operating systems | Hirth S1218 two-stroke twin | Base stations | ASV C-Enduro | Composites | Datacomms

14 In conversation | Dr Donough Wilson and sensors in a range of formats are mounted on each wingtip, and stream data back to ground-based control suites. Having pairs of stereo cameras mounted 33 m apart – one on each wingtip – provides ultra-wide angle high-resolution 3D imagery as opposed to having the two cameras close together at the front of the aircraft where the cockpit would be. “So we are enabling a platform where the entire vehicle is designed specifically for the role it is undertaking, and the mission technologies are integrated throughout the vehicle. For both search and rescue and humanitarian aid, the vehicles are designed to operate semi-autonomously, with onboard artificial intelligence, and are refuelled autonomously, in flight, for extended operational periods of weeks or months. “The technologies to enable fully autonomous air-to-air refuelling already exist – they are in air-to-air combat missiles. Using existing air-to-air missile electronics enables us to locate and formate the vehicles. Then, using technology developed for platforms such as the International Space Station allows for automatic transfer of packages. It doesn’t have to be joining pipes; it can be complete systems that are replaced. “Again, it opens up completely new areas of thinking, which can also be applied to unmanned cargo planes. Currently, all air cargo flights are scheduled relative to crew requirements; there are maximum altitudes to which humans can safely fly, and maximum flight-time crew duty periods. Remove the crew, and you remove these restrictions. “Then the way is open for radical new thinking: super-massive unmanned cargo carriers – and aerial trains of unmanned cargo carriers – flying high above the passenger air routes at 50,000 or 60,000 ft using the upper airstreams and currents, enabling them to fly across the globe with the absolute maximum of efficiency and minimum of cost. “Although these vehicles could take three or four days to get to their destination they would do so with drastically less fuel, and bring massive reductions in carbon footprint and noise pollution as well. In the future of global air cargo, one ground-based flight team, working with onboard augmented intelligence in the vehicles, will be able to control complete fleets of vehicle trains and handle all emerging issues.” Another radical unmanned air application being designed by VIVID/ futureVision is ‘edge-of-space’ ultra-high altitude comms relay systems, which do not look anything like any current air vehicles. Dr Wilson believes these systems not only offer a much lower entry price than satellite-based systems, and as such open the way for new applications, but vitally they also allow the expensive comms technology to be recovered for maintenance, repair and systems upgrades – something which, since the retirement of the Space Shuttle, satellite systems do not. “While the concepts of these super- massive UAVs are radical and they look different, they could be built now,” he says. “And while the size was dictated by the application requirements for global, all-weather operations, the same design principles could be scaled down for smaller vehicles. “Of course, we do have to consider the laws of physics and gravity – but you know, I don’t think it will be long before unmanned systems innovators will be challenging those a little as well.” November 2014 | Unmanned Systems Technology Dr Donough Wilson specialises in defence, aviation, and homeland security innovation. He was the first to propose the automatically triggered satellite download of airliner black box data to eliminate the need to secure the physical item – technology that is now being adopted. He also designed the autonomous defence system to protect aircrew from high-energy laser attack, and the process for covert non-cooperative detection, analysis and tracking of explosives, suicide weapons, firearms and knives being carried on mass-transit underground and overground train systems. Dr Donough Wilson VIVID/futureVision’s new wing design. The innovations include blade-edged leading edges for low drag; ultra-lightweight, stiff, hollow construction; helium filled to contribute lift; variable upper surface camber/profile for adjusting to airspeed/lift requirements; rotating angle of attack (on hollow carbon-fibre tube spars) to alter the angle of lift, and relative airflow to eliminate the need for ailerons; and rotating on additive manufactured (3D printed) lightweight bearings