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consider major aeronautical
revolutions a few may come to
mind

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for example the first
flight at Kitty Hawk

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or breaking the sound
barrier at Edwards

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or perhaps the massive build-up
that led to humans leaving

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Earth to explore other
planetary bodies

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while these achievements are
extraordinary one key
aeronautical revolution that is

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often overlooked is the
standardization of commercial
flights into the National

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Airspace or NAS

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it may seem simple enough and
often not widely understood

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by the flying public but our
national airspace infrastructure
is huge

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it comprises the navigation
facilities and airports of the
United States

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and all the services, rules,
regulations, policies,
procedures, personnel and
equipment

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everyday more than
44,000 flights

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safely takeoff and
land here in the US

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totaling more than 16
million flights per year

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this process is
seamless to most of us

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due to the dedication of
millions of professionals who
work to provide safe

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flights in and out of
the national airspace

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when a complex system this big

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works so seamlessly, great care
must be taken when new
advancements are added into it

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over the years there have been
incremental changes to the
system

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but one major advancement
that is happening now

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is the integration of
unmanned aircraft systems

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into the national airspace

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that may sound innocuous enough

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but updating our current
national airspace to include
millions of

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unmanned aircraft
is a Herculean task

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that has required years
of research, study

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and countless hours of design
and analysis to move this task
forward

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this integration
needs to be seamless

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keeping the flying public safe

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while also allowing new vehicles
to perform their assigned tasks

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on this episode of NASAX we'll
follow researchers from NASA and
Industry to

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better understand how unmanned
aircraft systems will be
integrated into the

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National Airspace System

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we will also shadow a
unique flight test

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that joins pilots, engineers and
researchers together to help
establish

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standards for piloted and
unmanned aircraft flying in the
NAS

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join us as we uncover this
complex endeavor andfind out
what the future of flight looks

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like for UAS consumers
in the flying public

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[ music ]

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on this cold morning in
California's high desert

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a group of researchers from
NASA and from industry

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are preparing for another
fact-finding flight using the

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NAVMAR Applied
Sciences TigerShark XP

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NASA Armstrong located at
Edwards Air Force Base

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has seen many important test
flights over the years

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but this flight and the others
performed by this group are
being used as building blocks

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for research that is enabling a
paradigm shift in flight as we
know it

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this round of testing known as
flight test series six or FT6

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is assisting the Federal
Aviation Administration as they
develop

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regulations to allow the
integration of unmanned aircraft
systems into the

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National Airspace System

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so the work that we're
doing will contribute

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for others to come after us and
know how to safely integrate
this type of airplane

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into the national airspace so a
lot has gone on to integrate
manned

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airplane into different parts of
the airspace so the same level
of effort or

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perhaps more needs to go into
integrated non unmanned
airplanes

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there's different options on how
you do that, there could be a
pilot on the ground just what
we're

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doing right now or the airplane
could be doing things on its own
before you let

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the airplane go do things on its
own we would need to be able to
anticipate all

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the sorts of things it can see
and you know how it would safely
respond to those things

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so the work that we're doing
will eventually help get us
there

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whether we have a pilot on the
ground either monitoring or
actively

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controlling the unmanned
airplane or if the unmanned
airplane can do something

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on its own that, whatever it
does, will be safe to the
traffic around it

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and to the people under it

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unmanned aircraft have come a
long way over the past several
decades

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once they were relegated to toy
status and for military use

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but now there are many different
applications for UAS use being
studied

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like package delivery

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helping with crop production

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disaster relief

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and even transporting people

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with this increase in UAS
numbers, the FAA realized that
integrating these

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remote controlled and autonomous
aircraft needs to be prioritized

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well NASA has a dual purpose in
this one is to do the basic
research that is

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required to understand what is
needed to integrate the UAS into
the NAS and to

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help us do the early research to
determine what are the
regulations that are needed

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the policies, the guidelines,
those types of things

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and what's the information we
need in order to issue waivers
and certifications and those
things

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at the same time they also have
a responsibility or a goal to
assist

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industry and letting them know
what's necessary for them to
produce and

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operate UAS's is in
the national airspace

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so with the help of NASA
and the aviation industry

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new small, lightweight
and low powered sensors to help

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conventional aircraft and UAVs
detect and avoid one another are
being evaluated

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the FAA it has a mandate
obviously to to make sure that
we have

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air space that's safe, but also
that they enable the utilization
of aircraft and

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technologies that really benefit
the American public and it's
clear there's

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a lot of industry pull for the
FAA to come up with rulemaking
and some

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standards that would enable some
of these newer platforms these
newer use cases

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and so if there...turns out
there's a use case for
delivering a pizza

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we want to make sure that the
FAA has come up with a way to do
that safely

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if there's a use case to get
your birthday present delivered
to your front door by

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an unmanned vehicle we want to
make sure that the FAA has
enough information to

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to really be able to allow a
company to do that safely and so
these

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demonstrations were really meant
to look at those enabling
technologies

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figure out maybe what the
pitfalls and what some of the
limitations are but

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ultimately to inform the FAA so
that they can do the rulemaking
that's needed

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that will really open up
some of these markets

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so detect and avoid in
particular manned pilots have a
responsibility to see and avoid

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other aircraft when they're
flying in the airspace and when
you take the pilot and

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put them remotely in a ground
control station we still have
that

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responsibility and so pilots
need to, we need to use other
sensors to detect

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other aircraft and then develop
algorithms to help them
determine how to

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avoid those over aircraft

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as Jay mentioned, one
of the primary safety

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concerns with integrating these
new systems is the inability of
remote

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operators to see and avoid other
aircraft

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on all flights with
pilots on board

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the FAA requires the crew to be
aware of all other surrounding
aircraft

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either visually or using onboard
instrumentation

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in addition to instruments, the
pilot physically looks out the
window

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to help safely avoid
other aircraft

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because unmanned aircraft
literally don't have a pilot on
board

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NASA and its partners have been
working on concepts and designs
that will allow

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safe operation
within the national airspace

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that is where ft6 comes in

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since 2011, NASA has
incrementally been evaluating

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how to help remote pilots safely
detect and avoid other aircraft

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by systematically testing and
developing new concepts and
standards

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from the very beginning, of
course, the first thing was to
essentially integrate the
payload

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which is the detect and avoid
system into the aircraft

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once we did that, then we go
through a series of system
checkout flights

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just to make sure
everything is working

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whatever we learn from that
in terms of from a safety

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standpoint also from a
functionality standpoint that we
make corrections and

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basically improve on that

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once we verify that
the system is working

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then the next step is to
essentially introduce intruder
aircraft to verify

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that the displays and the
alerting guidance systems work
and get feedback from the pilots
as

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well and those rehearsals
basically are to set up for what
we call the full

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mission which is where we are
right now, in that phase

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in this final phase of FT6

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NASA and its partners will be
working to support development
of minimum

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operational performance
standards or MOPS for detect and
avoid for

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medium-sized UAS's is utilizing
small lightweight and low power
sensors

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from our side we're pushing the
boundaries for for these small
aircraft

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we're trying to fly a radar
that's small, tiny... and trying
to pick up aircraft and

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they're trying to define what
that is... again it's a brand
new radar

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state-of-the-art systems, they
don't really exist out there,
low soft systems

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don't really exist for
aircraft...when you're dealing
with smaller aircraft a lot

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of its hobby-grade type of
systems...avionics...a lot of it

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is not conducted to flying real
aircraft but now that we
actually trying to fly in

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the National Airspace we need to
put real avionics on there,
things that are

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tested to FAA certification and
that's pushing the boundary that
I think that's

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what we're doing here with this
low swap system

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so how is the NASA team
pushing the boundaries

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by using a number of unique
control centers, piloted
aircraft

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and a UAS with a large number of
flight hours to supply the
needed information

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for integration

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FT6 is a multi-dimensional test
with many different groups of
researchers and

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pilots working together to make
sure the test goes according to
plan

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during each flight there are
several different researchers in
different control rooms

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monitoring the flight and there
are also at least three layers
of pilots in the

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air and on the ground

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to better understand this
complex dance let's first look
at the UAS that is being used

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for this round of
testing, NASA decided

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to use the NAVMAR Applied
Sciences Tigershark XP UAS

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this is a medium-sized aircraft
with a wingspan of nearly 22
feet and can stay aloft for 12
hours

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it's controlled remotely using a
ground-based cockpit and has
been

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equipped with a smoke generating
system to assist the intruder
pilot with

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visibility and an early
developmental low swap nose
mounted radar

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built by Honeywell, that
will use a fixed phase array

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to steer the radar
beam electronically

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the tiger shark is a group
three, unmanned aerial vehicle
500 pound weight class

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and it has been used as
basically an R&D platform to
enable

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NASA and NASA's partners to test
various pieces of software and
hardware to help

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develop standard operating
procedures for integrating UAS
into the National Airspace

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relative to detect and avoid
technology component

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because this UAS platform

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has such a long and stable track
record the FT6 team felt that

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its reliability would allow them
to focus their expertise on
testing rather

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than worrying about building
their own UAS

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one of the most
intriguing aspects

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of this test is the different
roles and assignments performed
by the team flying the UAS

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the NAVMAR team pilots the
aircraft during the initial
takeoff and

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landing phase, but after the
craft is airborne control of the
UAS

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is handed off to NASA pilots

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the subject pilots that take
over the flight are not aware

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of when intrusions into the
airspace would occur making it
realistic to what

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pilots in the NAS
would experience

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[ traffic management radio ]

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Operator: Open center NASA01
clear conflict heading 030

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they must be able to react
quickly without anticipating a
solution to a scenario

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before the encounter
has even occurred

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this is a subject
pilot station so what

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they're observing is the the own
ship aircraft and they'll see

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intruder aircraft...the aircraft
are generated by either
virtually from Ames

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and that's just to add it
background traffic, but to kind
of create a real

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airspace system and then you
have a real traffic that's
picked up by the aircraft

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systems and that's injected
through the payload and it comes
into the system too

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so they're getting a mix of both
real traffic and virtual traffic
and all

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they're doing is essentially
flying this mission, they'll get
intruders coming in

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and causing traffic alerts,
that's a yellow alert...they'll
either talk to ATC

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and move, but if it's a red
alert they'll move immediately
then talk to ATC and

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coordinate on the way
back...this is all done in
Oakland airspace in a virtual

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environment...from their side
even though they're flying the
real aircraft with real
intruders

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we were actually able to gather
a lot of the metrics that you

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would normally gather in a lab
but in this case a real
atmospheric flight and

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that's what we call live,
virtual and constructive, we had
the live component

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which is the live UAS and the
live intruder; the constructive,
which were

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traffic simulated aircraft that
we're moving in the airspace and
in virtual

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which were actually people who
were flying a simulated aircraft
and talking

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00:16:20,545 --> 00:16:23,782
over the radio and all
those things combined

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00:16:23,782 --> 00:16:26,452
to create a really
immersive test environment

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so this is the mobile
operations facility, MOF 5

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00:16:32,290 --> 00:16:35,327
so this is the NASA ground
control station... this is where
we execute all the flight
testing

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all the missions conducted from
this, so the systems interface
to the NAVMAR ground station

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it's interfaced to the LBC
environment and its interfaced
to the

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00:16:47,005 --> 00:16:52,077
comm system here at
Armstrong...uh, so interfaces to
all the systems and

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00:16:52,077 --> 00:16:56,148
it allows us to communicate
with everything so from here

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once the aircraft's airborne our
pilots take control of the
aircraft

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move it into the airspace and
then after that control is
transferred to the

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00:17:06,291 --> 00:17:09,594
subject pilot that's on this
side of the station and that's
where we conduct the

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mission, the full mission
for the flight test

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so the subject pilot is not
familiar with the system

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to try...and that's done on
purpose as a human factors
research

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we need trained pilots to
actually monitor the airspace
and in an

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and make sure that there's some
room... we're still flying in
real airspace

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and actual Edwards Air Force
Base there's actually other
missions going on in the

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background so we need our pilots
has to manage that part of the
test

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and call it off if they need to
or or take control of the
aircraft

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if there's an actual emergency
up in the air

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or there's another
mission that's intruding

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these piloted aircraft are not
only employed as chase planes

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but are used to intrude in
the airspace around the UAS

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to test the detect
and avoid system

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during these flights
intruder aircraft

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intentionally fly very close
passing encounters to the UAS
which trigger the

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DAA, a landing and guidance

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these encounters test the
detect and avoid procedures

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helping researchers develop
performance standards to address
such scenarios

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a typical test day
starts off in the

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early morning hours, the team
starts with a T0 briefing during
this time all team

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members go over all the test
parameters for the day once that
briefing is

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complete everyone goes to their
respective locations such as
control

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rooms or to the aircraft when
everyone is ready there is a
comm check over a

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specific frequency

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meanwhile the TigerShark is
towed out to the lake bed for
launch

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while the intruder aircraft are
preparing for takeoff

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once on the lakebed, a series of
tests are performed on the
aircraft to ensure

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it is safe and ready to fly

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when all these tests are
complete the ready call

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is given and the aircraft
is set for takeoff

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Radio call: ...and, we've got
good RPM's, good systems, fresh
off

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on this cold clear
morning the aircraft

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takes flight without a problem,
to begin the day's test

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once airborne the NAVMAR team

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hands over control to the test
pilots to fly the mission for
the day

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Radio call: Pilot, this is AVP
on mission ready for handover

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Pilot: pilot ready for handover

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Pilot: pilot has the aircraft

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In the various control
rooms, teams of researchers

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are monitoring the system while
intruder aircrafts begin the

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incursions into the UAS airspace

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[ radio communication ]

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on this day each pilot sees the
incursions and properly guides
the

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aircraft away from the intruders

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this test continued for
several hours with

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numerous intrusions occurring,
as the test winds down flight
control is given

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back to the NAVMAR team who then
brings the TigerShark back for a
perfect landing

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when I first started,
quadcopters or large UAS weren't
really

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a thing and now we've flown a
large UAS in the national
airspace for the

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first time and now we're working
towards integrating smaller
class UAS into the

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national airspace as well

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eventually everybody
wants to jump in a

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taxi and have it airlift you
from building to building

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this technology, this
detect avoid technology

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will really help...help
that and conduct it safely

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over the course of this
comprehensive testing, NASA and
the FAA have amassed an

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enormous amount of data allowing
safe efficient integration of
these systems

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into the National Airspace

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this type of result is not
unusual for NASA and its
partners

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over the past 60 years this
organization has continued to
push the

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boundaries in science,
engineering and technology

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while the presence of drones
and unmanned aircraft

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begins to populate the skies,
NASA will continue to test,

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evaluate and pursue a safe and
efficient air space that will
coexist with

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commercial and private aircraft

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00:22:38,456 --> 00:22:41,560
what many thought
was science fiction

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will soon become science fact
as these aircraft