Idag blir användningen av drönare allt mer vanlig för dokumentation av markytor. Det är ett billigare alternativ för att dokumentera små och otillgängliga områden. Genom tekniken går det bland annat att framställa olika digitala modeller som representerar jordens yta. En sådan modell kan vara en terrängmodell (DTM) som är en modell av markytan exklusive vegetation, hus eller annat som befinner sig på marken. Modeller kan framställas genom flygdata såsom laserskannad (LiDAR-data) eller flygfotograferade data (flygbilder). För att framställa en digital modell från rådata används olika programvaror. Den här studien utvärderar två olika programvarors förmåga att framställa digitala terrängmodeller från flygbilder. Främst undersöks levererade osäkerheter och användarvänligheten i programmen. Referensdata som användes i denna studie tillhandahölls av Norconsult och samlades in vid ett projekt över Hammarbyhöjdsskogen i Stockholm, hösten 2018. Den data som erhölls från projektet till denna studie var flygbilder samt terrestra detaljmätningar. Programmen som studien utvärderar är UAS Master som både använder datorseende och fotogrammetriska metoder och SURE Aerial som använder datorseende. Genom studien visade det sig att fler än de ursprungliga programvarorna behövdes för att framställa de digitala terrängmodellerna och vidare jämföra dessa. En orsak var att UAS Master saknade förmågor att redigera och visa punktmoln i 3D-vy och vidare skapa en DTM. Detta resulterade i att använda Trimble Business Center för slutarbetet. En annan orsak var att SURE Aerial visade sig vara avsett för framställning av digitala ytmodeller (representation av den faktiska, synliga ytan). För att framställa en DTM av punktmolnet användes både Cloud Compare och Agisoft Photoscan (numera Metashape). Geo användes sedan för att ta ut höjdavvikelserna från modellen. Två slutsatser som kunde dras utifrån denna studie var: 1) trots de olika tillvägagångssätten erhölls snarlika resultat för marktypernas lägesosäkerheter för respektive programvara (asfalt: 0,039 m; grus: ca 0,040 m; gräs: ca 0,048 m), varpå alla blev godkända enligt HMK – Flygfotografering 2017; 2) SURE Aerial är ett enklare och snabbbare program men med UAS Master har man som användare bättre förståelse över processerna och erhåller bättre dokumentation. / Drones have become a more and more frequent tool to document the surface of the ground, especially in smaller areas that otherwise are too expensive to observe by other means. This technology makes it possible to create digital terrain models (DTM) that represents the surface of the ground excluding vegetation, houses or other objects on the ground. These models can be created by laser scanned data (LiDAR-data) or aerial photogrammetry (aerial photos).  In order to create a digital model from raw data are various software needed. This study aims to test two software’s ability to create digital terrain models from UAS photos. The software were evaluated by the uncertainties of the models, as well as the user-friendliness of each software. All data used in this study was collected by Norconsult for another project in 2018 and consist of UAS photos and data from terrestrial measurements.  The softwares used in this study for comparison are UAS Master (using both computer vision and photogrammetric methods) and SURE Aerial (using computer vision). It turned out that additional use of software were needed to create DTMs that were comparable. UAS Master could not show or edit point clouds in 3D, because of this the software Trimble Business Centre had to be used. This program was also used to obtain height deviations. SURE Aerial on the other hand turned out to only be able to create digital surface models (models of the visible ground). The software Cloud Compare and Agisoft Photoscan (nowadays Metashape) were therefore used to create the DTM from the point cloud. The height deviations from the ladder DTM were obtained from the software Geo. Two conclusions could be drawn from this study: 1) the uncertainties of the different surface types were similar in the software despite the different ways to create the DTMs (asphalt: 0.039 m; gravel: 0.040 m; grass: 0.048 m). All of which meet the requirements according to HMK – Flygfotografering 2017; 2) SURE Aerial is a lot easier and quicker to work with but UAS Master give the user a lot more feedback in the way of documentation throughout the different processes.

Nos últimos anos, os países desenvolvidos vêm dedicando crescentes esforços para integrar o Veículo Aéreo Não Tripulado (VANT) no espaço aéreo controlado, visando sua utilização para fins civis. Embora este tema ainda não tenha consenso quanto aos critérios a serem adotados, é de comum acordo na comunidade que, no mínimo, devam ser mantidos os atuais níveis de segurança (\"Safety\") praticados pela aviação civil mundial. Neste cenário, a convivência entre aeronaves comerciais, com cada vez mais passageiros e aeronaves não tripuladas, traz sérias preocupações com relação à capacidade que o sistema atual de navegação, controle, vigilância e de Gerenciamento de Tráfego Aéreo tem para lidar com situações de perigo decorrentes da aproximação entre estas duas categorias de aeronaves. Neste contexto, esta tese propõe uma modelagem de um VANT, tendo-se como ponto de partida os conceitos de robô móvel, cujo modelo de inteligência é fundamentado em Inteligência Artificial Distribuída (IAD), implementável segundo o paradigma de Sistemas Multi-Agentes (SMA) e que leve em consideração os principais requisitos de \"Safety\" exigidos pelo \"Communication Navigation System/Air Traffic Management\" (CNS/ATM), de modo a permitir a futura inserção destas aeronaves no espaço aéreo controlado. / During the last years, developed countries are conducting efforts to integrate Unmanned Aircraft Vehicles (UAVs) to the controlled airspace, aiming at their civilian use. So far, there has been no common consensus on the criteria to be adopted by the community that should, at least, keep the minimum safety levels international aviation has already attained. In this scenario, commercial aircrafts - with more and more passengers - and UAVs will share the same space. There will be a lot of concern related to the actual navigation, control and surveillance system capacity as well as to the air traffic control management ability to handle potentially dangerous situations due to the approximation between aircrafts of these two categories. Based on this scenario, this thesis proposes an UAV modeling having as starting point the mobile robot concept, of which the intelligence model based on Distributed Artificial Intelligence, can be implemented by using the Multi Agent Systems paradigm. This paradigm should take the main safety requirements as an obligation, as defined by the Communication Navigation System/Air Traffic Management (CNS/ATM), as a way of handling the future insertion of UAVs into the controlled airspace.

In the past few years, there has been a growth in Unmanned Aircraft Systems (UAS) numbers in segregated airspace. However, although there is an interest in integrating large UAS into non-segregated airspace, the safety challenges on its integration arise from the inclusion of new ways of reaching unsafe states into the airspace. Furthermore, Air Traffic Controllers (ATCo) aim to o?er appropriate levels of safety and efficiency and to solve issues present in complex situations. Although the UAS technology may be used in di?erent situations and brings several advantages to the airspace (e.g. efficiency), it may bring uncertainties due to the fact that ATCos may not be familiar with them. Throughout the years, this impact may be lower then it is nowadays due to the fact that the present lack of familiarity in the relationship between UAS and ATCo contributes to higher workload levels. Furthermore, Terminal Maneuvering Area (TMA), which composes the controlled airspace and in which the final sector in contained, is a critical control area normally established at the confluence of Air Traffic Service (ATS) routes in which the aircraft tend to be closer to each other. Thus, operations in this particular area are conducted carefully and, in order to achieve desirable levels of safety and efficiency, standard procedures are established. In some cases, however, standard procedures cannot be followed and the sequencing of the aircraft during the approach, which is a highly challenging task due to complex maneuvers constraints, must be performed by the ATCo in a manner to respect the minimum separation of aircraft and to avoid flights through cumulonimbus (CB). Finally, the main goal of defining a final arrival segment is to deliver the set of aircraft from the final sector of the TMA to the final phase of its landing procedure, i.e., the final approach, considering the operation efficiency and safety. The main objective of this research is to propose a parallel swarm-based method for optimizing final aircraft arrival segments design, i.e., routes that connects the final sector to the Initial Approach Fix (IAF), considering the UAS presence. This is conducted from two perspectives: ATCo workload, which is related to safety, and sequencing duration, which is related to efficiency. Furthermore, di?erent phases of UAS integration are considered, i.e., from early stages of its integration to a mature stage of its operation by means of the Technology Maturity Level (TML) usage, which is a scale that measure the familiarity between the ATCo with the aircraft. Finally, the solutions consider airspace restrictions such as minimum separation between aircraft and bad weather conditions, i.e., the presence of cumulonimbus (CB). The experiments conducted show that this approach is able to build safe and efficient solution even in situations with a high number of aircraft. / Nos últimos anos, houve um crescimento, no espaço aéreo segregado, nos números do Veículos Aéreos Não-Tripulados (VANT). No entanto, embora exista interesse em integrar grandes VANT em espaço aéreo não-segregado, os desafios de segurança decorrem da inclusão de novas formas de alcançar estados inseguros no espaço aéreo (ATCo) tem como objetivo oferecer níveis adequados de segurança e eficiência e resolver problemas presentes em situações complexas. Embora VANTs possam ser usados em diferentes situações e trazem várias vantagens para o espaço aéreo (por exemplo, eficiência), podem trazer incertezas devido ao fato de que os ATCos não estão familiarizados com essa tecnologia. Ao longo dos anos, esse impacto pode ser menor, e atualmente a falta de familiaridade na relação entre VANT e ATCo contribui para níveis mais altos de carga de trabalho. Além disso, a Área Terminal (TMA), que compõe o espaço aéreo controlado, é uma área de controle crítico normalmente estabelecida na confluência de rotas do Servi¸co de Tráfego Aéreo (ATS), nas quais as aeronaves tendem a estar mais próximas umas das outras. Assim, as operações nesta área particular são realizadas com cuidado e, para alcançar níveis desejáveis de segurança e eficiência, os procedimentos padrão são estabelecidos. Em alguns casos, no entanto, procedimentos padrão não podem ser seguidos e o sequenciamento da aeronave durante a aproximação, que é uma tarefa desafiadora por conta das restrições de manobras complexas, deve ser realizada pelo ATCo de forma a garantir separação mínima entre aeronaves e evitar voos através de cumulonimbus (CB). Finalmente, o principal objetivo de definir um segmento de chegada final ´e entregar o conjunto de aeronaves do setor final, da TMA, para a fase final do seu procedimento de pouso, ou seja, a aproximação final, considerando a eficiência e a segurança da operação. O objetivo desta pesquisa é propor um método paralelo baseado em enxame para otimizar o projeto final de segmentos de chegada de aeronaves, ou seja, rotas que conectem o setor final com o Fixo de Aproximação Inicial (IAF), considerando a presença de VANTs. Esse processo ´e conduzido a partir de duas perspectivas: a carga de trabalho do ATCo, que est´a relacionada à segurança, e a duração da sequenciamento, que está relacionado à eficiência. Além disso, são consideradas diferentes fases da integração de VANTs, ou seja, desde os primeiros estágios de sua integra¸c~ao at´e um estágio maduro de sua operação por meio do uso do Nível de Maturidade Tecnológica (TML), que é uma escala que mede a familiaridade entre o ATCo e a aeronave. Finalmente, as soluções consideram as restrições do espaço aéreo, como a separação mínima entre aeronaves e condições climáticas adversas, isto é, a presença de cumulonimbus (CB). Os experimentos realizados mostram que essa abordagem é capaz de criar soluções seguras e eficientes mesmo em situações com um grande número de aeronaves.

<p></p><p>Visual inspection is the primary means of ensuring the safety and functionality of in-service bridges in the United States and owners spend considerable resources on such inspections. While the Federal Highway Administration (FHWA) and many state departments of transportation have guidelines related to inspector qualification, training, and certification, an inspector’s actual capability to identify defects in the field under these guidelines is unknown. This research aimed to address the knowledge gap surrounding visual inspection performance for steel bridges in order to support future advances in inspection and design procedures. Focusing primarily on fatigue crack detection, this research also considered the ability of inspectors to accurately and consistently estimate section loss in steel bridge members. </p> <p> </p> <p>Inspection performance was evaluated through a series of simulated bridge inspections performed in representative in-situ conditions. First, this research describes the results from 30 hands-on, visual inspections performed on full size bridge specimens with known fatigue cracks. Probability of Detection (POD) curves were fit to the inspection results and the 50% and 90% detection rate crack lengths were determined. The variability in performance was large, and only a small amount of the variance could be explained by individual characteristics or environmental conditions. Based on the results, recommendations for improved training methods, inspection procedures, and equipment were developed. Above all, establishment of a performance based qualification system for bridge inspectors is recommended to confirm that a satisfactory level of performance is consistently achieved in the field. </p> <p> </p> <p>Long term, managing agencies may eschew traditional hands-on bridge inspection methods in favor of emerging technologies imagined to provide improved results and fewer logistical challenges. This research investigated the potential for unmanned aircraft system (UAS) assistance during visual inspection of steel bridges. Using the same specimens as in the hands-on inspections, four UAS-assisted field inspections and 19 UAS-assisted desk inspections were performed. A direct comparison was made between performance in the hands-on and UAS-assisted inspections, as well as between performance in the two types of UAS-assisted inspections. Again, significant variability was present in the results suggesting that human factors continue to have a substantial influence on inspection performance, regardless of inspection method. </p> <p> </p> <p>Finally, to expand the findings from the crack detection inspections, the lower chord from a deck truss was used to investigate variability in the inspection of severely corroded steel tension members. Five inspectors performed a hands-on inspection of the specimen and four engineers calculated the load rating for the same specimen. Significant variability was observed in how inspectors recorded thickness measurements during the inspections and engineers interpreted the inspection reports and applied the code requirements. </p><br><p></p>

In the past few years, there has been a growth in Unmanned Aircraft Systems (UAS) numbers in segregated airspace. However, although there is an interest in integrating large UAS into non-segregated airspace, the safety challenges on its integration arise from the inclusion of new ways of reaching unsafe states into the airspace. Furthermore, Air Traffic Controllers (ATCo) aim to o?er appropriate levels of safety and efficiency and to solve issues present in complex situations. Although the UAS technology may be used in di?erent situations and brings several advantages to the airspace (e.g. efficiency), it may bring uncertainties due to the fact that ATCos may not be familiar with them. Throughout the years, this impact may be lower then it is nowadays due to the fact that the present lack of familiarity in the relationship between UAS and ATCo contributes to higher workload levels. Furthermore, Terminal Maneuvering Area (TMA), which composes the controlled airspace and in which the final sector in contained, is a critical control area normally established at the confluence of Air Traffic Service (ATS) routes in which the aircraft tend to be closer to each other. Thus, operations in this particular area are conducted carefully and, in order to achieve desirable levels of safety and efficiency, standard procedures are established. In some cases, however, standard procedures cannot be followed and the sequencing of the aircraft during the approach, which is a highly challenging task due to complex maneuvers constraints, must be performed by the ATCo in a manner to respect the minimum separation of aircraft and to avoid flights through cumulonimbus (CB). Finally, the main goal of defining a final arrival segment is to deliver the set of aircraft from the final sector of the TMA to the final phase of its landing procedure, i.e., the final approach, considering the operation efficiency and safety. The main objective of this research is to propose a parallel swarm-based method for optimizing final aircraft arrival segments design, i.e., routes that connects the final sector to the Initial Approach Fix (IAF), considering the UAS presence. This is conducted from two perspectives: ATCo workload, which is related to safety, and sequencing duration, which is related to efficiency. Furthermore, di?erent phases of UAS integration are considered, i.e., from early stages of its integration to a mature stage of its operation by means of the Technology Maturity Level (TML) usage, which is a scale that measure the familiarity between the ATCo with the aircraft. Finally, the solutions consider airspace restrictions such as minimum separation between aircraft and bad weather conditions, i.e., the presence of cumulonimbus (CB). The experiments conducted show that this approach is able to build safe and efficient solution even in situations with a high number of aircraft. / Nos últimos anos, houve um crescimento, no espaço aéreo segregado, nos números do Veículos Aéreos Não-Tripulados (VANT). No entanto, embora exista interesse em integrar grandes VANT em espaço aéreo não-segregado, os desafios de segurança decorrem da inclusão de novas formas de alcançar estados inseguros no espaço aéreo (ATCo) tem como objetivo oferecer níveis adequados de segurança e eficiência e resolver problemas presentes em situações complexas. Embora VANTs possam ser usados em diferentes situações e trazem várias vantagens para o espaço aéreo (por exemplo, eficiência), podem trazer incertezas devido ao fato de que os ATCos não estão familiarizados com essa tecnologia. Ao longo dos anos, esse impacto pode ser menor, e atualmente a falta de familiaridade na relação entre VANT e ATCo contribui para níveis mais altos de carga de trabalho. Além disso, a Área Terminal (TMA), que compõe o espaço aéreo controlado, é uma área de controle crítico normalmente estabelecida na confluência de rotas do Servi¸co de Tráfego Aéreo (ATS), nas quais as aeronaves tendem a estar mais próximas umas das outras. Assim, as operações nesta área particular são realizadas com cuidado e, para alcançar níveis desejáveis de segurança e eficiência, os procedimentos padrão são estabelecidos. Em alguns casos, no entanto, procedimentos padrão não podem ser seguidos e o sequenciamento da aeronave durante a aproximação, que é uma tarefa desafiadora por conta das restrições de manobras complexas, deve ser realizada pelo ATCo de forma a garantir separação mínima entre aeronaves e evitar voos através de cumulonimbus (CB). Finalmente, o principal objetivo de definir um segmento de chegada final ´e entregar o conjunto de aeronaves do setor final, da TMA, para a fase final do seu procedimento de pouso, ou seja, a aproximação final, considerando a eficiência e a segurança da operação. O objetivo desta pesquisa é propor um método paralelo baseado em enxame para otimizar o projeto final de segmentos de chegada de aeronaves, ou seja, rotas que conectem o setor final com o Fixo de Aproximação Inicial (IAF), considerando a presença de VANTs. Esse processo ´e conduzido a partir de duas perspectivas: a carga de trabalho do ATCo, que est´a relacionada à segurança, e a duração da sequenciamento, que está relacionado à eficiência. Além disso, são consideradas diferentes fases da integração de VANTs, ou seja, desde os primeiros estágios de sua integra¸c~ao at´e um estágio maduro de sua operação por meio do uso do Nível de Maturidade Tecnológica (TML), que é uma escala que mede a familiaridade entre o ATCo e a aeronave. Finalmente, as soluções consideram as restrições do espaço aéreo, como a separação mínima entre aeronaves e condições climáticas adversas, isto é, a presença de cumulonimbus (CB). Os experimentos realizados mostram que essa abordagem é capaz de criar soluções seguras e eficientes mesmo em situações com um grande número de aeronaves.

Nos últimos anos, os países desenvolvidos vêm dedicando crescentes esforços para integrar o Veículo Aéreo Não Tripulado (VANT) no espaço aéreo controlado, visando sua utilização para fins civis. Embora este tema ainda não tenha consenso quanto aos critérios a serem adotados, é de comum acordo na comunidade que, no mínimo, devam ser mantidos os atuais níveis de segurança (\"Safety\") praticados pela aviação civil mundial. Neste cenário, a convivência entre aeronaves comerciais, com cada vez mais passageiros e aeronaves não tripuladas, traz sérias preocupações com relação à capacidade que o sistema atual de navegação, controle, vigilância e de Gerenciamento de Tráfego Aéreo tem para lidar com situações de perigo decorrentes da aproximação entre estas duas categorias de aeronaves. Neste contexto, esta tese propõe uma modelagem de um VANT, tendo-se como ponto de partida os conceitos de robô móvel, cujo modelo de inteligência é fundamentado em Inteligência Artificial Distribuída (IAD), implementável segundo o paradigma de Sistemas Multi-Agentes (SMA) e que leve em consideração os principais requisitos de \"Safety\" exigidos pelo \"Communication Navigation System/Air Traffic Management\" (CNS/ATM), de modo a permitir a futura inserção destas aeronaves no espaço aéreo controlado. / During the last years, developed countries are conducting efforts to integrate Unmanned Aircraft Vehicles (UAVs) to the controlled airspace, aiming at their civilian use. So far, there has been no common consensus on the criteria to be adopted by the community that should, at least, keep the minimum safety levels international aviation has already attained. In this scenario, commercial aircrafts - with more and more passengers - and UAVs will share the same space. There will be a lot of concern related to the actual navigation, control and surveillance system capacity as well as to the air traffic control management ability to handle potentially dangerous situations due to the approximation between aircrafts of these two categories. Based on this scenario, this thesis proposes an UAV modeling having as starting point the mobile robot concept, of which the intelligence model based on Distributed Artificial Intelligence, can be implemented by using the Multi Agent Systems paradigm. This paradigm should take the main safety requirements as an obligation, as defined by the Communication Navigation System/Air Traffic Management (CNS/ATM), as a way of handling the future insertion of UAVs into the controlled airspace.

Excessive erosion and fine sediment delivery to river corridors and receiving waters degrade aquatic habitat, add to nutrient loading, and impact infrastructure. Understanding the sources and movement of sediment within watersheds is critical for assessing ecosystem health and developing management plans to protect natural and human systems. As our changing climate continues to cause shifts in hydrological regimes (e.g., increased precipitation and streamflow in the northeast U.S.), the development of tools to better understand sediment dynamics takes on even greater importance. In this research, advanced geomatics and machine learning are applied to improve the (1) monitoring of streambank erosion, (2) understanding of event sediment dynamics, and (3) prediction of sediment loading using meteorological data as inputs. Streambank movement is an integral part of geomorphic changes along river corridors and also a significant source of fine sediment to receiving waters. Advances in unmanned aircraft systems (UAS) and photogrammetry provide opportunities for rapid and economical quantification of streambank erosion and deposition at variable scales. We assess the performance of UAS-based photogrammetry to capture streambank topography and quantify bank movement. UAS data were compared to terrestrial laser scanner (TLS) and GPS surveying from Vermont streambank sites that featured a variety of bank conditions and vegetation. Cross-sectional analysis of UAS and TLS data revealed that the UAS reliably captured the bank surface and was able to quantify the net change in bank area where movement occurred. Although it was necessary to consider overhanging bank profiles and vegetation, UAS-based photogrammetry showed significant promise for capturing bank topography and movement at fine resolutions in a flexible and efficient manner. This study also used a new machine-learning tool to improve the analysis of sediment dynamics using three years of high-resolution suspended sediment data collected in the Mad River watershed. A restricted Boltzmann machine (RBM), a type of artificial neural network (ANN), was used to classify individual storm events based on the visual hysteresis patterns present in the suspended sediment-discharge data. The work expanded the classification scheme typically used for hysteresis analysis. The results provided insights into the connectivity and sources of sediment within the Mad River watershed and its tributaries. A recurrent counterpropagation network (rCPN) was also developed to predict suspended sediment discharge at ungauged locations using only local meteorological data as inputs. The rCPN captured the nonlinear relationships between meteorological data and suspended sediment discharge, and outperformed the traditional sediment rating curve approach. The combination of machine-learning tools for analyzing storm-event dynamics and estimating loading at ungauged locations in a river network provides a robust method for estimating sediment production from catchments that informs watershed management.

Intelligence, surveillance, and reconnaissance unmanned aircraft systems (UAS) are the most common variety of UAS in use today and provide invaluable capabilities to both the military and civil services. Keeping the sensors centered on a point of interest for an extended period of time is a demanding task requiring the full attention and cooperation of the UAS pilot and sensor operator. There is great interest in developing technologies which allow an operator to designate a target and allow the aircraft to automatically maneuver and track the designated target without operator intervention. Presently, the barriers to entry for developing these technologies are high: expertise in aircraft dynamics and control as well as in real- time motion video analysis is required and the cost of the systems required to flight test these technologies is prohibitive. However, if the research intent is purely to develop a vehicle maneuvering controller then it is possible to obviate the video analysis problem entirely. This research presents a solution to the target tracking problem which reliably provides automatic target detection and tracking with low expense and computational overhead by making use of the infrared sensor from a Nintendo Wii Remote Controller.

Thesis (MScEng (Electrical and Electronic Engineering))--University of Stellenbosch, 2011. / ENGLISH ABSTRACT: Search and Rescue is an essential service provided by States and Militaries to search for, locate and rescue survivors of accidents and incidents. Civil Search and Rescue utilizes a system of well-trained professionals or volunteers, an effective Search and Rescue organization, supported by industry and other providers of infrastructure and assets. The service is rendered to save the lives of civilian individuals in imminent danger of losing their lives. Military (Combat) Search and Rescue is provided by militaries to save the lives of military practitioners in a similar predicament. In addition, Search and Rescue is performed over land and over the sea. All forms of Search and Rescue rely on capable, specialized assets for efficiency en affectivity. Assets are specified and chosen on the grounds of various factors, amongst others operating environment, operational profile, performance and special abilities. This thesis has determined the need for a Search and Rescue asset, capable of performing effective and efficient Search and Rescue over the entire national maritime Search and Rescue Region, up to the Region extremities. An analysis was performed to prove this deficit, and quantify the key performance and special equipment requirements for such an asset. An analysis was also performed which proves that an Unmanned Aircraft System should be an ideal choice to meet this need. Finally, an Unmanned Aircraft System concept was specified that could potentially meet this need. / AFRIKAANSE OPSOMMING: Soek en Redding is ‘n essentiële diens wat deur State en militêre organisasies gebied word om oorlewendes van ongelukke en insidente te soek, op te spoor en na veiligheid te bring. Siviele Soek en Redding maak gebruik van ‘n stelsel van goedopgeleide professionele persone, sowel as vrywilligers, asook ‘n effektiewe Soek en Reddingsorganisasie, ondersteun deur die industrie en ander voorsieners van infrastruktuur en toerusting. Derglike dienste word daargestel om die lewens van siviele persone, wie se lewens in gevaar is, te red. Militêre Soek en Redding word deur militêre organisasies daargetel om die lewens van militêre persone, wie in gevaar is, te red. Soek en Redding word oor land sowel as oor die see uitgevoer. Alle vorms van Soek en Redding maak staat op die beskikbaarheid van gespesialiseerde toerusting met gespesialiseerde gebruiksaanwending, vir maksimale effektiwiteit en doeltreffendheid. Toerusting word gekies op grond van verskeie faktore, onder meer die gebruiksomgewing, operasionele profiele, verlangde prestasie en spesiale vermoëns. Hierdie tesis het die behoefte aan ‘n gespesialiseerde Soek en Redding platform, wat die vermoë het om effektiewe en doeltreffende Soek en Redding uit te voer oor die hele nationale Soek en Redding Gebied, tot en met die ekstreme daarvan, vasgestel. ‘n Analise is uitgevoer om hierdie tekortkoming uit te wys, asook om die sleutel prestasie- en gespesialiseerde toerustingbehoeftes vir so ‘n platform te kwantifiseer. ‘n Verdere analise is uitgevoer om te bewys dat ‘n Onbemande Vliegtuig die beste opsie sou wees vir ‘n platform om aan hierdie behoeftes te voldoen. Ten slotte is ‘n konsep vir ‘n Onbemande Vliegtuig Stelsel voorgetsel wat potensieël hierdie behoefte sou kon vervul.

Small unmanned aircraft systems (UAS) are rapidly gaining popularity. As the excitement surrounding small UAS has grown, the Federal Aviation Administration (FAA) has repeatedly stated that UAS must be capable of detecting and avoiding manned and unmanned aircraft. In developing detect-and-avoid (DAA) technology, one of the key challenges is identifying a suitable sensor. Automatic Dependent Surveillance-Broadcast (ADS-B) has gained much attention in both the research and consumer sectors as a promising solution. While ADS-B has many positive characteristics, further analysis is necessary to determine if it is suitable as a DAA sensor in environments with high-density small UAS operations. To further the understanding of ADS-B, we present a characterization of ADS-B measurement error that is derived from FAA regulations. Additionally, we analyze ADS-B by examining its strengths and weaknesses from the perspective of DAA on small UAS. To demonstrate the need and method for estimation of ADS-B measurements, we compare four dynamic filters for accuracy and computational speed. The result of the comparison is a recommendation for the best filter for ADS-B estimation. We then demonstrate this filter by estimating ADS-B measurements that have been recorded from the National Airspace System (NAS). We also present a novel long-range, convex optimization-based path planner for ADS-B-equipped small UAS in the presence of intruder aircraft. This optimizer is tested using a twelve-state simulation of the ownship and intruders.We also consider the effectiveness of ADS-B in high-density airspace. To do this we present a novel derivation of the probability of interference for ADS-B based on the number of transmitting aircraft. We then use this probability to document the need for limited transmit range for ADS-B on small UAS. We further leverage the probability of interference for ADS-B, by creating a tool that can be used to analyze self-separation threshold (SST) and well clear (WC) definitions based on ADS-B bandwidth limitations. This tool is then demonstrated by evaluating current SST and WC definitions and making regulations recommendations based on the analysis. Coupling this tool with minimum detection range equations, we make a recommendation for well clear for small UAS in ADS-B congested airspace. Overall these contributions expand the understanding of ADS-B as a DAA sensor, provide viable solutions for known and previously unknown ADS-B challenges, and advance the state of the art for small UAS.