Unmanned aerial vehicle

Hover bike lets you drive like a Jedi.

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A resurrected hover vehicle won’t fly through dense forests as effortlessly as the “Star Wars” speeder bikes from “Return of the Jedi,” but its intuitive controls could someday allow anyone to fly it without pilot training.

Aerofex hover vehicle

The aerial vehicle resembles a science fiction flying bike with two ducted rotors instead of wheels, but originates from a design abandoned in the 1960s because of stability and rollover problems. Aerofex, a California-based firm, fixed the stability issue by creating a mechanical system — controlled by two control bars at knee-level — that allows the vehicle to respond to a human pilot’s leaning movements and natural sense of balance.

“Think of it as lowering the threshold of flight, down to the domain of ATV‘s (all-terrain vehicles),” said Mark De Roche, an aerospace engineer and founder of Aerofex.

Aerofex test drive

Such intuitive controls could allow physicians to fly future versions of the vehicle to visit rural patients in places without roads, or enable border patrol officers to go about their duties without pilot training. All of it happens mechanically without the need for electronics, let alone complicated artificial intelligence or flight software. [Video: Hover ‘Bike’ Flies on Pilot’s Intuition]

“It essentially captures the translations between the two in three axis (pitch, roll and yaw), and activates the aerodynamic controls required to counter the movement — which lines the vehicle back up with the pilot,” De Roche told InnovationNewsDaily. “Since [the pilot’s] balancing movements are instinctive and constant, it plays out quite effortlessly to him.”

But Aerofex does not plan to immediately develop and sell a manned version. Instead, the aerospace firm sees the aerial vehicle as a test platform for new unmanned drones — heavy-lift robotic workhorses that could use the same hover technology to work in agricultural fields, or swiftly deliver supplies to search-and-rescue teams in rough terrain.

Even the soldiers or Special Forces might use such hover drones to carry or deliver heavy supplies in the tight spaces between buildings in cities. U.S. Marines have already begun testing robotic helicopters to deliver supplies in Afghanistan.

Aerofex hover vehicle

Aerofex
The Aerofex hover vehicle undergoes flight tests in California’s Mojave Desert.

The hovering drones would not fly as efficiently as helicopters because of their shorter rotor blades, but their enclosed rotors have the advantage of a much smaller size and safety near humans.

“They are less efficient than a helicopter, which has the benefit of larger diameter rotors,” De Roche explained. “They do have unique performance advantages, though, as they have demonstrated flight within trees, close to walls and under bridges.”

Aerofex has currently limited human flight testing to a height of 15 feet and speeds of about 30 mph, but more out of caution rather than because of any technological limits. Older versions of the hover vehicles could fly about as fast as helicopters, De Roche said.

Flight testing in California’s Mojave Desert led to the presentation of a technical paper regarding Aerofex’s achievements at the Future Vertical Lift Conference in January 2012. The company plans to fly a second version of its vehicle in October, and also prepare an unmanned drone version for flight testing by the end of 2013.

Amazon.com CEO Jeffrey P. Bezos says testing drones for delivery.

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Amazon.com Inc is testing delivery packages using drones, CEO Jeffrey P. Bezos said Sunday on the CBS television program “60 Minutes.”

Jeffrey Bezos said the drones, unmanned vehicles that fly through the air, could deliver packages that weigh up to 2.3 kg. That represents roughly 86 per cent of packages that Amazon delivers, he said.

Drone delivery

The drones, which would pick up items from Amazon’s distribution centers and fly them to customer’s homes, probably won’t be put into use for four or five years, Jeffrey Bezos added.

A blog on Washington Post, which is owned by Bezos, said he showed CBS’s Charlie Rose a working prototype of an eight-rotor helicopter drone called an “octocopter.” Emblazoned with “Amazon Prime Air,” the flying robot has a claw at the bottom that allows it to scoop up packages at Amazon fulfillment centers and carry them to customers’ front lawns, the blog said.

The biggest hurdle is the fact that the US, or any other country for that matter, does not have regulations for so much crone occupying the air space. The company will also have to make drones that can carry the said load and stay in the air long enough to deliver the package and come back to base.

“By 2015, the FAA has to come up with a set of rules that integrates just the kind of thing that Amazon is talking about” into the national airspace, Calo said.

Amazon will have to convince federal regulators that the technology is safe and that it wouldn’t lead to excessive congestion. “If what Amazon proposes doesn’t feel safe, the FAA could get worried about the prospect of these things falling out of the sky,” Calo said. In his “60 Minutes” interview, Bezos said that the prototype octocopter has redundant motors so it can stay in the air even if one fails.

Calo said the FAA may be skittish about allowing fully automated drones in the sky. At least initially, the agency might require that a human guide the drones remotely during deliveries. That might initially drive up the cost of the service, limiting its use to customers willing to pay a premium.

Technological issues also could limit the technology’s value in the next few years. According to Calo, the current generation of autonomous flying machines can carry only a few pounds and stay in the air for about 15 minutes. That means that it probably wouldn’t be possible to serve an entire metropolitan area from a single fulfillment center.

But Amazon may be able to overcome both obstacles in the long run. That means that someday, unmanned flights that could allow 30-minute deliveries to become as common and affordable as two-day delivery are today.

World’s Smallest Drone Autopilot System Goes Open Source.

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The Lisa/S chip is 4 square-centimeters — about the same size as a Euro coin. But this 1.9-gram sliver of silicon includes everything you need to autopilot an aerial drone.

It’s the world’s smallest drone autopilot system — over 30 grams lighter than its predecessor — according to the chip’s designers at the Delft University of Technology in the Netherlands. And best of all, both the hardware and the software is open source, meaning anyone can copy and use it — for free.

lisa_s_helicopter-660x436

“The main reason we chose open source is that we want to make it available for society,” says the project’s leader, Bart Remes. He envisions open source drone technology enabling a wider range of civilian drone applications, from agriculture to search and rescue.

“Before, only the military had access to this type of technology,” he says. “My vision is that within a few years, every fireman [will have] a drone in his pocket.”

Remes says he’s been flying remote-controlled aircraft since he was six years old. About 10 years ago, as a student at Delft, he started building his own drones, attracted to the challenges of programming and electronics. It turned out that very small drones — called micro air vehicles, or MAVs — are a great way to teach aerospace engineering because they’re relatively cheap, safe and easy to program.

“At university, a lot of students are working in a compute simulation and never see the real world,” Remes says. “With MAVs, they get to see the real world.” His student work turned into a full-time job as the head of the university’s MAV Laboratory, which is responsible for projects like DelFly, a small wing-flapping drone that resembles a dragonfly.

 

The Lisa/S is the MAV Laboratory’s latest project. The chip’s software is based on Paparazzi, an open source drone autopilot system that’s been around since 2003. The real innovation is the hardware. The tiny chip packs in everything you need for an autopilot system, including a gyroscope, accelerometer, altimeter, GPS, and an ARM processor — the same sort of CPU you might find in your smartphone. The Lisa/S can be used with any type of drone, from quadcopters to fixed-wing systems, Remes says.

The one limitation, he says, is that it can’t provide a continuous data link to its operators. “For us, it’s not a limitation, because it’s autonomous,” he says. “But I can understand that some people need constant data connection to the autopilot, so they’d need a slightly larger link.”

The chip was designed with the help of a U.S.-based electronics company called 1Bitsquared, which will sell Lisa/S chips starting in January 2014. But since both the hardware and software is open source, Remes says any company will be able to sell chips based on the technology.

Source: http://www.wired.com

Fashion Statement: Designer Creates Line of Drone-Proof Garments to Protect Privacy .

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As debate over the use of unmanned aerial vehicles in the U.S. rages on, a fashion designer introduces clothing that blocks drone-mounted infrared cameras

As the U.S. government draws up plans to use surveillance drones in domestic airspace, opposition to what many consider an unwarranted and significant invasion of privacy is mounting across the country, from rural Virginia to techopolis Seattle. Although officials debate anti-drone legislation at federal, state and local levels, one man is fighting back with high-tech apparel.

A New York City privacy advocate-turned-urban-guerilla fashion designer is selling garments designed to make their wearers invisible to infrared surveillance cameras, particularly those on drones. And although Adam Harvey admits that his three-item Stealth Wear line of scarves and capes is more of a political statement than a money-making venture, the science behind the fashion is quite sound.

“Fighting drones is not my full-time job, but it could be,” says Harvey, an instructor of physical computing at Manhattan’s School of Visual Arts and the creator of the CV Dazzle project, which seeks to develop makeup and hairstyles that camouflage people from face-recognition cameras and software.

Harvey’s newest medium, metalized fabric, has been around for more than 20 years. It holds in body heat that would burn bright for infrared cameras—a characteristic that could prove attractive to those who do not want unmanned aerial vehicles spying on them.

Metalized fabric
Metal is very good at absorbing and scattering infrared light, says Cheng Sun, a Northwestern University assistant professor of mechanical engineering. In that sense there is nothing exotic in how metalized fabric works—it “would strongly attenuate the [infrared] light,” he says. The metal would dissipate heat to surroundings as well, making the wearer harder to pinpoint.

To date, the fabric has primarily been used in tape and gaskets to protect electronics and communications equipment from static electricity and electromagnetic interference, according to Larry Creasy, director of technology for metalized fabric-maker Laird Technologies, based in Saint Louis.

Here’s how metalizing works, at least at Laird: Woven fabric, commonly nylon or polyester, is coated with a special catalyst—a precious metal Creasy declined to specify—that helps copper bind to the fiber. Once dry, the fabric is submerged in a copper sulfate–plating bath and dried. A nickel sulfamate bath follows to help the finished fabric withstand the elements and abrasions. The result is a flexible, breathable fabric that can be cut with ordinary tools but that protects against electromagnetic interference and masks infrared radiation, Creasy says. The process adds weight to the original fabric. An untreated square yard of nylon weighs about 42.5 grams. Treated, the same patch weighs more than 70 grams.

The fashion
Harvey’s fabric is coated with copper, nickel and silver, a combination that gives his scarves, head-and-shoulders cloak and thigh-length “burqa” a silvery and “luxurious” feel. The material blocks cell signals, as well, adding an element of risk to tweeting, texting and other mobile activities, as the wearer must break cover to communicate.

Stealth Wear is sold only via a U.K. Web site. The burqa goes for about $2,300, the “hoodie” is $481 and the scarf is $565—luxury items, but so, too, is privacy today, Harvey says.

The impetus
The high cost and limited availability are significant drawbacks—Harvey says he’s only sold one Stealth Wear item online, a scarf. But the Federal Aviation Administration (FAA) predicts 10,000 commercial drones will ply domestic airspace by 2017—almost twice the that of the U.S. Air Force’s current fleet of unmanned aircraft. The number of drones flying in the U.S. today is hard to pin down because not every company and agency that gets FAA approval to fly a drone actually puts one in the air. In fact, 1,428 private-sector and government requests have been approved since 2007, according to the FAA. A Los Angeles Times report states that 327 of those permits are still active. Meanwhile, President Obama signed a law in February 2012 that gives the FAA until September 2015 to draw up rules that dictate how law enforcement, the military and other entities may use drones in U.S. airspace.

As of October 2012, 81 law agencies, universities, an Indian tribal agency and other entities had applied to the FAA to fly drones, according to documents released by the FAA to the Electronic Freedom Frontier following a Freedom of Information Act lawsuit. Government entities as diverse as the U.S. Department of State and Otter Tail County, Minn., are among them.

Discomfort rising
Although Harvey’s anti-drone fashions are not currently flying off the shelves, he could soon find himself leading a seller’s market if recent events are any metric:

  • The Charlottesville, Va., city council has passed a watered-down ordinance that asks the federal and commonwealth governments not to use drone-derived information in court. Proponents had sought to make the city drone-free (pdf).

 

  • Virginia, Minnesota, Oregon, Montana, Arizona (pdf) and Idaho legislators are trying to at least regulate or even prohibit, drones in their skies.

 

 

  • A bipartisan pair of U.S. Representatives has introduced legislation to limit information-gathering by government-operated drones as well as prohibit weapons on law-enforcement and privately owned unmanned aerial vehicles.


Drone advocates defend the use of the technology as a surveillance tool. “We clearly need to do a better job of educating people about the domestic use of drones,” says Ben Gielow, government relations manager for the Association for Unmanned Vehicle Systems International. Gielow says U.S. voters must decide the acceptability of data collection from all sources, adding, “Ultimately, an unmanned aircraft is no different than gathering data from the GPS on your phone or from satellites.”

GPS does not use infrared cameras, however, and satellites are not at the center the current privacy debate brewing in Washington—factors that could make Harvey’s designs all the more fashionable.

Source: Scientific American.