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Some of the fundamental problems associated with the aerodynamic configuration of a single‐rotor remotely piloted helicopter are discussed in this paper. A method for selecting the aerodynamic shape of a fuselage and determining the locations and parameters of a horizontal stabilizer and a tail rotor in the preliminary design analysis is given. The application of this method to a remotely piloted single main rotor and tail rotor helicopter developed at the Nanjing University of Aeronautics and Astronautics is described. A raindrop shaped fuselage is chosen for the remotely piloted helicopter and the low drag characteristics of the fuselage are demonstrated from the wind‐tunnel experimental data. The experimental results on the pitching moment characteristics of the horizontal stabilizer are also presented and analyzed. The design considerations of the horizontal stabilizer and tail rotor of the helicopter are discussed in detail.

While the use of long-endurance remotely piloted aircraft systems (LE-RPAS) is frequently associated with military operations, their core capabilities of long-range, low-cost and high-quality optics and communications systems have considerable potential benefit in supporting the work of humanitarian logisticians. The purpose of this paper is, therefore, to demonstrate how LE-RPAS could be used to improve the logistic response to a rapid onset disaster.

Using the response to the Cyclone Pam that struck Vanuatu in March 2015 as an example, this paper provides an overview of how LE-RPAS could be used to support the post-disaster needs assessment and subsequent response processes. In addition, it provides a high-level route map to develop the people, process and technology requirements that would support the operational deployment of the LE-RPAS capabilities.

On the basis of the analysis of the published literature and the resultant assessment of the benefits of LE-RPAS to support humanitarian logistic (HL) operations, it is concluded that a formal “proof of concept” trial should be undertaken, and the results be made available to the humanitarian community.

This paper is conceptual in nature, but has been developed through an analysis of the literature relating to remotely piloted aircraft systems (RPAS) and HLs. A route map through which the paper’s conclusions can be validated is also offered.

LE-RPAS have great potential to provide a swifter understanding of the impact of a disaster, particularly those where the location is remote from the main centres of population. This would allow the affected country’s National Disaster Management Organisation, together with those of supporting countries, to react more efficiently and effectively. In particular, it would allow a swifter transition from a “guess-based” push approach to one that more accurately reflects the disaster’s impact – i.e. a pull-based logistic response.

Given the military genesis of RPAS, it will be important to ensure that those engaged in their operation are sensitive to the implications of this. In particular, it will be essential to ensure that any humanitarian operations involving RPAS are undertaken in an ethical way that respects, for example, the privacy and safety of the affected population.

While there is some emerging discussion on the humanitarian-related use of RPAS in the literature, this generally reflects the operation of small aircraft with limited range and payload capabilities. Useful though such RPAS unquestionably are, this paper expands the discussion of how such systems can support the humanitarian logistician by considering the benefits and challenges of operating long-endurance aircraft.

The use of remotely piloted aerial vehicles (RPVs) as a counterterrorism strategy is intensely debated on grounds of legitimacy, political feasibility and human rights. This study aims to contribute to the understanding of the link between RPVs’ strikes and terrorism through evidence-based analysis.

Using insights from economic analysis of counterterrorism, the study hypothesized possible channels through which RPVs may increase costs for terrorism. A novel data set is gathered to empirically test the theory-consistent prediction of a negative link between RPVs’ strikes and terrorism in a multivariate econometric framework.

Focusing on RPVs’ strikes in Pakistan over 2008 to 2013, the analysis yields important new insights. The principal finding suggests that RPVs reduce overall terrorism, while, without negating the negative spillover effects of RPVs use, there is no evidence of a positive feedback from civilian casualties to terrorism. These findings are not driven by extreme observations and satisfy a number of conventional diagnostic checks.

A well-constructed comparison and empirical evidence in this study implies that RPVs may yield net benefits in terms of greater security at regional and national levels.

Moreover, as a proactive counterterrorism measure, RPVs can be an effective policing tool in crowded urban areas facing the greater threat of terrorism.

The study is the first to systematically analyze the link between RPV strikes and the magnitude of terrorism. The groundbreaking analysis thus extends the scope of economic inquiry to the role of RPVs as a counterterrorism strategy at national, regional and global levels. The findings of the study cast doubt on the validity of many popular notions about RPVs strikes, as they find little support in the empirical analysis.

The purpose of this paper is to present an original design procedure for a flight control system.

An optimization process, based on a genetic algorithm (GA), is used to meet the frequency domain handling qualities requirements in the longitudinal plane for an unconventional platform characterized by nonlinear aerodynamics. The parameters are implemented in the search process as fitness functions related to the expected magnitude of bandwidth and delay for an existing micro aerial vehicle. The bandwidth and the delay of the longitudinal short‐term attitude response are estimated before and after the inclusion of the flight control system in the simulation model, and the parameters are compared with the expected handling qualities levels. A qualitative analysis of handling qualities levels is also performed by implementing the augmented aircraft in a simulator with a realistic visual environment.

The results show that an optimal search process based on a GA can implement the handling qualities requirements with a computational procedure that is straightforward.

Even if the requisites for bandwidth and delay implemented in the search process are general in use as no specific aircraft response type is taken as a reference for the estimation of handling qualities requirements, only future experimental work will provide insight for the definition of specific Level 1 boundaries for micro aerial vehicles in remotely piloted flight.

The virtual environment is useful to test remote piloting with unconventional onboard visual cues. This is important in applications in which technical limitations may preclude complete real time data link during flight tests in the first development phase of the vehicle.

Remotely piloted aircraft (RPA) systems have emerged as an established tool within the construction industry. Concurrent with this trend has been the rise in research on RPA, establishing this as a new field of study within the construction management domain. What is needed now is an assessment of the current state of research in this emerging discipline – its strengths and weaknesses – by which future research on RPA in construction may be guided. The purpose of this paper is to address this need.

A total of 59 peer-reviewed journal articles covering RPAs within the construction domain were systematically reviewed using a mixed-methods approach, utilizing qualitative-scientometric analyses techniques.

The results reveal a field of study in its fledgling stage, with a limited number of experts operating somewhat in isolation, from a limited number of institutions. Key publication outlets are identified, with the main focus of research being in the technical areas of remote sensing, photogrammetry and image processing.

The study benefits researchers and industry practitioners alike. For researchers, the identified gaps reveal areas of high priority in future research. For construction companies, particularly small to medium-sized businesses, the study raises awareness of the latest developments and potential applicability of RPAs in the industry.

The study exposes what is missing from current research: a broader consideration of organizational adjustments needed to accommodate RPA usage, economic analyses and impediments to wider acceptance.

Whilst there is a growing body of research which discusses the use of remotely piloted aircraft systems (RPAS) (otherwise known as “drones”) to transport medical supplies, almost all reported cases employ short range aircraft. The purpose of this paper is to consider the advantages and challenges inherent in the use of long endurance remotely piloted aircraft systems (LE-RPAS) aircraft to support the provision of medical supplies to remote locations – specifically “medical maggots” used in maggot debridement therapy (MDT) wound care.

After introducing both MDT and the LE-RPAS technology, the paper first reports on the outcomes of a case study involving 11 semi-structured interviews with individuals who either have experience and expertise in the use of LE-RPAS or in the provision of healthcare to remote communities in Western Australia. The insights gained from this case study are then synthesised to assess the feasibility of LE-RPAS assisted delivery of medical maggots to those living in such geographically challenging locations.

No insuperable challenges to the concept of using LE-RPAS to transport medical maggots were uncovered during this research – rather, those who contributed to the investigations from across the spectrum from operators to users, were highly supportive of the overall concept.

The paper offers an assessment of the feasibility of the use of LE-RPAS to transport medical maggots. In doing so, it highlights a number of infrastructure and organisational challenges that would need to be overcome to operationalise this concept. Whilst the particular context of the paper relates to the provision of medical support to a remote location of a developed country, the core benefits and challenges that are exposed relate equally to the use of LE-RPAS in a post-disaster response. To this end, the paper offers a high-level route map to support the implementation of the concept.

The paper proposes a novel approach to the efficient and effective provision of medical care to remote Australian communities which, in particular, reduces the need to travel significant distances to obtain treatment. In doing so, it emphasises the importance in gaining acceptance of both the use of MDT and also the operation of RPAS noting that these have previously been employed in a military, as distinct from humanitarian, context.

The paper demonstrates how the use of LE-RPAS to support remote communities offers the potential to deliver healthcare at reduced cost compared to conventional approaches. The paper also underlines the potential benefits of the use of MDT to address the growing wound burdens in remote communities. Finally, the paper expands on the existing discussion of the use of RPAS to include its capability to act as the delivery mechanism for medical maggots.

The goal of this research is to demonstrate micro‐electro‐mechanical systems (MEMS)‐based transducers for aircraft maneuvering. Research in wind tunnels have shown that micro‐actuators can be used to manipulate leading edge vortices found on aerodynamic surfaces with moderate to highly swept leading edges, such as a delta wing. This has been labeled as the MEMS vortex shift control (MEMS‐VSC). The work presented in this paper seeks to detail the evolution of real‐world flight tests of this research using remotely piloted vehicles (RPVs).

Four different RPVs were constructed and used for flight tests to demonstrate the ability of using MEMS devices to provide flight control, primarily in the rolling axis.

MEMS devices for high angle‐of‐attack (AOA) turning flights have been demonstrated and the paper finds that the success of a complex project like the MEMS‐VSC requires the marriage of basic science expertise found in academia and the technical expertise found in industry.

Owing to the need to test fly the RPVs at low altitudes for video documentation while performing high AOA maneuvers, the attrition of the RPVs becomes the dominant factor to the pace of research.

MEMS sensors and actuators can be used to augment flight control at high AOA, where conventional control surfaces typically experiences reduced effectiveness. Separately, the lessons learned from the integration efforts of this research provide a potentially near parallel case study to the development of ornithopter‐based micro aerial vehicles.

This is the only research‐to‐date involving the demonstration of the MEMS‐VSC on real‐world flight vehicles.

A new solid‐state, self‐compensating compass launched by Crouzet Ltd of Farnborough, Hants, provides an entirely new approach to the problem of determining magnetic heading to an accuracy meeting the requirements of tactical remotely piloted vehicles it is claimed. The compass, known as Cosac IB, continuously measures and automatically corrects for the components of the earth's magnetic field along the axes of the vehicle, allows for analogue roll and pitch data from the vertical gyro, and thereby computes the vehicle's magnetic heading. This ability to compensate continuously and automatically eliminates entirely the need for manual compensation which is crucial to the accuracy of conventional gyromagnetic compasses, and also makes automatic allowance for changes in the magnetic state of the vehicle during flight — as will occur, for example when a charge is released.

This paper aims to deal with the numerical investigation of laminar separation bubble (LSB) characteristics (length and height of the bubble) of SS007 airfoil at the chord Reynolds number of Re_c = 0.68 × 10⁵ to 10.28 × 10⁵.

The numerical simulations of the flow around SS007 airfoil were carried out by using the commercial fluid dynamics (CFD) software, ANalysis system (ANSYS) 15. To solve the governing equations of the flow, a cell-centred control volume space discretisation approach is used. Wind tunnel experiments were conducted at the chord-based Reynolds number of Re_c = 1.6 × 10⁵ to validate the aerodynamic characteristics over SS007 airfoil.

The numerical results revealed that the LSB characteristics of a SS007 airfoil, and the aerodynamic performances are validated with experimental results. The lift and drag coefficients for both numerical and experimental results show very good correlation at Reynolds number 1.6 × 10⁵. The lift coefficient linearly increases with the increasing angle of attack (AOA) is relatively small. The corresponding drag coefficient was found to be very small. After the formation of LSB which leads to burst to cause airfoil stall, the lift coefficient decreases and increases the drag coefficient.

Low Reynolds number and LSB characteristics concept in aerodynamics is predominant for both civilian and military applications. These include high altitude devices, wind turbines, human powered vehicles, remotely piloted vehicles, sailplanes, unmanned aerial vehicle and micro aerial vehicle. In this paper, the micro aerial vehicle flight conditions considered and investigated the LSB characteristics for different Reynolds number. To have better aerodynamic performances, it is strongly recommended to micro aerial vehicle (MAV) design engineers that the MAV is to fly at 12 m/s (cruise speed).

MAVs and unmanned aerial vehicles seem to give some of the technical challenges of nature conservation monitoring and law enforcement a versatile, reliable and inexpensive solution.

The SS007 airfoil delays the flow separation and improves the aerodynamic efficiency by increasing the lift and decreasing the drag. The maximum increase in aerodynamic efficiency is 12.5% at stall angle of attack compared to the reference airfoil at Re = 2 × 10⁵. The results are encouraging and this airfoil could have better aerodynamic performance for the development of MAV.