Kocaeli University Unmanned System Technology

Kocael� Un�vers�ty
Unmanned System Technology
AUVSI SUAS Compet�t�on 2018

Technical Design Paper

ABSTRACT

Part�c�pat�ng for the f�rst t�me �n AUVSI SUAS compet�t�on 2018 as Kocael� Un�vers�ty Autonomous Systems
Technolog�es Team our pr�mary goals are to understand and fulf�l all the requ�rements by des�gn�ng, manu-
factur�ng and test�ng a product w�th max�mum spec�f�c�ty. Our team cons�st of 19 members currently stud-
y�ng at Kocael� Un�vers�ty �n Mechan�cal Eng�neer�ng, Electron�cs and Telecommun�cat�on Eng�neer�ng, and
Computer Eng�neer�ng departments. As a team effort and hard work the team has now developed a system
w�th geometry of autonomous system, d�str�buted �mage process�ng system, obstacle avo�dance algor�thms
that can work �n a un�que and �ntegrated way w�th the ground stat�on.

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Table of Content
1. Systems Eng�neer�ng Approach 3
1.1. M�ss�on Requ�rement Analys�s 3
1.2. Des�gn Rat�onale 3
2. System Des�gn 4
2.1. A�rcraft 4
2.2. Autop�lot 9
2.3. Obstacle Avo�dance 10
2.4. Imag�ng System 10
2.5. Object Detect�on, Class�f�cat�on, Local�zat�on. 12
2.6. Commun�cat�ons 12
2.7. A�r Del�very 13
2.8. Cyber Secur�ty 14
3. Safety, R�sks, & M�t�gat�ons 14
3.1. Developmental R�sks & M�t�gat�ons 14
3.2. M�ss�on R�sks & M�t�gat�ons 14
4. Conclus�on 15
5. References 15

248
195
1841.9

1124.3

246

378 246
3058.5

854
30

600

1005.4
177.1
877

492.4

F�gure 1: The 2D techn�cal draw�ngs w�th d�mens�ons of Huma.

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1. Systems Eng�neer�ng Approach

The Huma system was des�gned, manufactured, and tested to perform an autonomous search and
rescue m�ss�on at the AUVSI Student Unmanned A�r Systems Compet�t�on as rel�ably, safely, and accura-
tely as poss�ble. The system �s capable of autonomous fl�ght, obstacle avo�dance, �mage surve�llance, auto-
nomous and manual target detect�on. A�r del�very task �s not �ncluded for the f�rst exper�ences due to �ts
compl�cated calculat�ons and spec�f�c requ�rements.
1.1. M�ss�on Requ�rement Analys�s.
Compet�t�on �s a man- Table 1: M�ss�on Requ�rement Analys�s.
date for the Unmanned Aer�al
Veh�cle struggl�ng w�th th�s Task Deta�l
year's theme of forest f�re 80 M�ss�on T�me
emergency local�zat�on of 10 T�mel�ne
people who need to be rescu- 20 T�meout
ed and to put out f�re by drop- 40 Autonomous Fl�ght
p�ng water.
Autonomous Fl�ght
Table 1 shows the 30 10 Waypo�nt Capture
compet�tor's system of 50 Waypo�nt Accuracy
scor�ng.
50 Stat�onary Obstacle Avo�dance
1.2. Des�gn Rat�onale 20 Obstacle Avo�dance
The team of 19 50 Mov�ng Obstacle Avo�dance
students mostly from the eng�- 20 Character�st�cs
neer�ng faculty, d�v�ded �nto
groups �.e. mechan�cal, manu- Object Detect�on, 30 Geolocat�on
factur�ng, v�s�on, d�str�buted 20
Class�f�cat�on, Local�zat�on 30 Act�onable
systems, bus�ness and safety
p�lot. By do�ng so the team 20 Autonomy
d�str�buted the workload �n a 10 A�r Del�very
more an effect�ve and eff�c�ent
way. 10 Operat�onal Excellence
Our autonomous
system’s w�ngs, a�rframe, and ta�l are des�gned and developed based on the �nstruct�ons def�ned to part�c�-
pate �n the compet�t�on and the aerodynam�c and structural requ�rements extracted from the �nstruct�ons.
We started our a�rcraft des�gn w�th we�ght est�mat�on. Then by us�ng 3D CAD programs we des�g-
ned the a�rcraft model. To obta�n a h�gh-strength and l�ghtwe�ght veh�cle, we dec�ded to use compos�te
mater�als.
We needed h�gh maneuverab�l�ty for obstacle avo�dance, so we des�gned a h�gh-stab�l�ty f�xed-w�ng
structure. MH114 a�rfo�l was chosen, due to �ts h�gh performance and easy manufactur�ng.
Accord�ng to our des�gn we f�gured that a convent�onal ta�l was su�table. It conta�ns a vert�cal stab�l�-
zer w�th rudder and a hor�zontal stab�l�zer w�th elevator. The ta�l �s connected to the a�rframe w�th the help
of a carbon f�ber p�pe.
A strong motor that could prov�de these mechan�cal requ�rements and propuls�on was selected
cons�der�ng all these requ�rements we dec�ded to use a brushless electr�c motor for h�gh eff�c�ency and
safety. Motor locat�on and motor-propellers were also determ�ned �n accordance w�th h�gh thrust values.
The �mag�ng system works w�th a h�gh resolut�on and fast shutter speed camera synchron�zed w�th
on board controller that man�pulates the �mages autonomously and uses for object �dent�f�cat�on and local�-
zat�on, the whole system at the same t�me works w�th the ground system and sends all the des�red data to
the ground stat�on.
The a�rframe has been des�gned as a sem�-l�ft�ng body due to h�gh l�ft�ng force requ�rement ar�s�ng
from the compet�t�on spec�f�cat�ons l�ke speed, alt�tude or fl�ght mechan�cs. By do�ng so the a�rframe also
contr�butes �n l�ft�ng the a�rcraft. Then by plac�ng all the electron�c dev�ces �nclud�ng battery, camera, On
board controller and W�-F� module we completed the des�gn.

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2. System Des�gn
Th�s sect�on descr�bes the conceptual, �n�t�al and deta�led des�gn of our autonomous system and
expla�ns how the bas�c mater�als that make up the general structure of the autonomous system are �dent�-
f�ed, used and made funct�onal.
2.1. A�rcraft
Manufactur�ng
F�rst of all, we created the 3D draw�ng of our plane us�ng CAD programs. W�th the help of laser
cutt�ng, we manufactured the bulkheads by draw�ng out the 2D techn�cal draw�ngs, wh�ch are located �n the
�nter�or des�gn of the w�ng, longeron, spar, a�rfo�ls and the a�rframe. Some of the extracted �nternal structu-
res, such as the bulkhead and w�ng a�rframe connect�on, espec�ally those that would be exposed to h�gh
tens�on were manufactured from the b�rch wood. Also, due to the we�ght of our a�rcraft, some of the constru-
ct�onal parts were manufactured from balsa wood.
Table 2: Propert�es of HYSOL EA 9396 (AERO) epoxy res�ne.
Propert�es Part A Part B M�xed

Green to Dark
Color Blue Purple
Purple

V�scos�ty 70 Pa·S 0.09 Pa·S 3.5 Pa·S

Dens�ty (g/ml) 1.17 0.98 1.14

Tens�le strength 55.2 MPa *

Elongat�on at break 3.4 % *

Tens�le modulus 2.75 GPa *

Compres�ve strength 428.8 MPa *

Compres�ve modulus 55.15 GPa

* Shows the cured propertıes

As some structures were b�rch wood and some vertebrates were made w�th balsa wood �n w�ng
�nter�or, we strengthened the �nternal structure w�th carbon f�ber tubes to reduce �nternal stresses. After
form�ng the skeleton structure of the w�ng and ta�l, we coated �t w�th balsa sheets w�th a th�ckness of 3 mm.
We then used the b�rch wood sheet that �s effect�ve �n terms of strength and we�ghtlessness. Our body
coat�ng �s completely covered w�th 2 layers of Glass F�ber. The F�gure 2 descr�bes the compar�son of tens�le
stress and stra�n of S-glass mater�als w�th other mater�als.
Between the two bottom plates of the a�rframe, we prov�ded a h�gh strength structure aga�nst the
long�tud�nal load wh�ch w�ll act on the plane underneath us�ng Kevlar (Flexten) honeycomb as honeycomb
has ab�l�ty to absorb 40% of the land�ng k�net�c energy theoret�cally. We removed the roughness of the
surface of the a�rframe and w�ng w�th sandpaper so that we could get better adhes�on of f�berglass �n
manual t�lt�ng process. For F�berglass we used 40% th�nner AMS-C-9084 S-glass commonly used �n
Boe�ng a�rcraft. As epoxy-res�n we used HYSOL EA 9396 wh�ch �s used �n a�rcraft structure repa�rs. We
ant�c�pated the gaps that may ar�se from the epox�dat�on of the balsa wood and prepared the appropr�ate
amount of epoxy and completed the manual t�lt�ng process by cur�ng for 2 days. So we made a compos�te
structure of Balsa and F�ber Glass. Table 2 and Table 3 shows the mechan�cal propert�es of the HYSOL
EA 9396 (AERO) epoxy res�ne and f�ber S-glass respect�vely.

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Table 3: Mechan�cal propert�es of AMS-C-9084 S-glass.

Propert�es

Dens�ty 2.46-2.49 cm3

Break�ng stra�n 5.4-5.8 %

Ult�mate Tens�le Strength 4.5-4.8 GPa

Young’s modulus 85-90 GPa

Shear modulus 33-37 GPa

Po�sson’s rat�o
0.230

F�gure 2: Compar�son of tens�le stress and stra�n of S-glass mater�als w�th other mater�als.

The a�rframe-w�ng and the ta�l are connected w�th the carbon f�ber tube, and for the h�gh stresses
that may occur at the connect�on po�nts, we made a channel for the carbon tube that enters the two w�ngs
and passes through the a�rframe. For the a�rframe-to-ta�l connect�on, we put 2000 ser�es alum�num beh�nd
the last bulkhead of the a�rframe �n order to reduce the stresses, also made a support for the tube to avo�d
bend�ng and tors�on. Then we made a smooth surface by sand�ng the surface roughness aga�n, after the
pa�nt we started fly�ng tests.
Aerodynam�cs
Start�ng from the we�ght est�mat�on and calculat�on of l�ft requ�red, we prepared 3D CAD program
model we wanted to coat our plane w�th glass f�ber because �t would be poss�ble to produce h�gh strength
and l�ghtwe�ght mater�als. We reduced we�ght by opt�m�z�ng the w�ng r�bs and support�ng elements �n the
a�rframe. The drawn model of HUMA �n the 3D CAD program �s shown �n F�gure 4.

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F�gure 3: The 3D CAD (Sol�dWorks) des�gn of Huma along w�th �nternal structure of w�ngs and ta�l.

We started the a�rfo�l research. Then we �dent�f�ed 2 of the a�rfo�ls �.e. FX-76 and MH-114, wh�ch
prov�de requ�red l�fts �n our m�nd and analyzed them separately �n the XFLR5 program. As a result of our
analyses, we chose the MH114 a�rfo�l, wh�ch was eas�er to produce s�nce the �deal performances of the
FX-76 and MH114 a�rfo�ls are s�m�lar.
Based on the est�mated we�ght of 9 kg and MH114 analys�s, we determ�ned the surface area of the w�ng
surface to be "S" accord�ng to the start�ng speed we cons�dered by evaluat�ng the d�fferent angle of attack
of the w�ng w�th the resultant Cl coeff�c�ent from the formula:

We cons�dered the stall speed to be about 16 m/s and found the requ�red S value to be 0.94 m2.
Accord�ng to th�s area we determ�ned the w�ng span as 3.058 m. We dec�ded to exam�ne the Root Chord
and T�p Chord rat�os by rev�ew�ng and cons�der�ng the changes �n W�ng Load�ng values. After the body
des�gn, we allotted the spaces and locat�ons of the electron�c dev�ces that would be put �nto the a�rcraft.
After the determ�nat�on of the center of grav�ty from the locat�ons and the pos�t�ons already g�ven, we moved
forward to the ta�l des�gn. We calculated the aerodynam�c center of the w�ng us�ng NASA’s data and the
formula:

Then performed stab�l�ty analyzes �n the XFLR5 program to determ�ne the appropr�ate ta�l areas
and the d�stance of the ta�l from the aerodynam�c center. We comb�ned the ta�l and body connect�on w�th a
carbon f�ber tube of 30 mm d�ameter, to the hor�zontal stab�l�zer connect�on.

Table 4: Huma’s techn�cal spec�f�cat�on.

Ma�n W�ng H. Stab�l�zer V. Stab�l�zer Performance

Scorp�on SII
A�rfo�l MH114 NACA 0012 NACA 0012 Propols�on Sys.
4020-420KV
18x8 �nch
Span 3.058 meter 0.854 meter 0.340 meter Propeller
APC

W�ng area 0.94 m2 0.09 m2 0.04 m2 Endurance 45 m�n

16000 mAh
Aspect rat�o 9.53 4.1 1.54 Battery
6S L�-Po

Root chord 378 246 246 Power Load 150.55 W/Kg

T�p Chord 248 171.1 195 Stall Speed 16 m/s

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F�gure 4: The analys�s of w�ngs and ta�l surfaces �n F�gure 5: The Analys�s of Spalart-Allmaras
XFLR5. turbulence model.

We d�d a survey of a�rframe prof�les and searched for the prof�les that could prov�de the requ�red
l�fts and created our own un�que a�rframe prof�le. When des�gn�ng the a�rframe, we determ�ned the locat�on
of the support elements by cons�der�ng the we�ght of the a�rcraft and the load d�str�but�on on the a�rframe.
Then opt�m�zed the support elements to make them su�table we�ght and strength. We cut the support
elements (bulkheads) w�th the help of laser cutt�ng techn�ques from b�rch wood.
In the des�gn of our autonomous system, espec�ally for the des�gn team, the aerodynam�c structure
of the a�rframe was taken as the pr�or�ty. Cons�der�ng the parameters such as l�ft, stab�l�ty and payload
capac�ty wh�ch we need to ach�eve, we f�rst planned that �t would be better to make our a�rframe as a
sem�-l�ft�ng body, but s�nce a completely sem�-l�ft�ng body was a very d�ff�cult for manufactur�ng, we planned
to replace �t w�th sem�-l�ft�ng body as �t fulf�lled our most of the requ�rements also helped us to manufacture
�t �n an eff�c�ent way. Somehow we were able to ach�eve the l�ft force �n the amount we a�med at w�th the
body of a nearly flat bottom a�rfo�l geometry. The contour graph of the analys�s of the body geometry of the
autonomous system w�th the Spalart-Allmaras Turbulence model �s shown �n F�gure 5.
CL

Angle of Attack (°)

F�gure 6: MH-114 and 2 other a�rfo�ls Cl vs angle of attack.

Propuls�on
Wh�le select�ng the autonomous propuls�on system, by tak�ng many d�fferent parameters �nto
cons�derat�on, and by compar�ng the data we tr�ed to f�nd the most su�table solut�on to our autonomous
veh�cles. The thrust systems of the a�rcraft that affects the most spec�f�c and lock�ng systems �s the aerody-
nam�c structure of autonomous a�rcraft, from th�s aerodynam�c structure, we have tr�ed to cons�der some
very deta�led, spec�f�c but also parametr�c factors that are �mportant �n the select�on of the thrust system,
such as the format�on of tens�ons and tw�sts on and �n the sol�d surface.
Wh�le choos�ng the propuls�on system the f�rst th�ng we have to def�ne �s the amount of thrust we
need. Espec�ally for a�r veh�cles, for the two parameters that are cr�t�cal to th�s �ssue, ma�nly the Thrust to
We�ght Rat�o, and Power Load, were taken as reference parameters. Wh�le the thrust-to-We�ght rat�o g�ves
more cons�stent data for a�r-powered a�rcraft, the Power Load�ng �s more cons�stent for p�ston-electr�c
motors.
Tak�ng �nto cons�derat�on the we�ght values we have determ�ned as the f�rst stage of our conceptual

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des�gn, we have looked at the stat�c and dynam�c thrust values of planes prev�ously used act�vely at s�m�lar
we�ghts and made a comparat�ve l�st of these data. Theoret�cally, the Thrust to We�ght rat�o �s accepted
between 0.65 and 1.50, w�th vary�ng values for d�fferent requ�rements. The Power to We�ght Rat�o �s �deally
between 140-275 W/kg.

There are many d�fferent approaches for the calculat�on of dynam�c and stat�c thrust, and many
d�fferent parameters dur�ng the calculat�on of thrust values, espec�ally between the a�r breed�ng jet eng�ne
and the brushless DC motor. Although we do not take advantage of the above formulas when calculat�ng
the dynam�c and stat�c thrust values of our brushless DC motors, th�s formula �s an emp�r�cal formula and
does not g�ve a def�n�te value.
Dynam�c Thrust and Stat�c Thrust values are compared w�th the speed data, and the graph �n
F�gure 7 helps us understand some parameters such as the max�mum speed and rotat�on rates etc. of our
autonomous system.

F�gure 7: The thrust values of Scorp�on 4020-420KV motor, and the change w�th a�rcraft speed.

In the l�ght of th�s data, we dec�ded that motors that could meet the mechan�cal power and thrust
requ�red were brushless electr�c motors �n terms of both safety and eff�c�ency. Espec�ally, �t �s known that
the eff�c�ency reaches up to 95% �n electr�c motors �s more eff�c�ent than that of �nternal combust�on eng�-
nes.
We then l�sted var�ous brushless electr�c motor models that w�ll meet the amount of power needed,
then calculated numer�cally and compared the data for the emp�r�cally formulated parameters for each of
the 17 d�fferent motor types, such as Power Requ�red, Power Ava�lable, Stat�c Thrust, Dynam�c Thrust,
Thrust to We�ght Rat�o, and Power to We�ght Rat�o.
In the formulas we use �n our calculat�ons, the amount of power requ�red w�ll be equal to the thrust
requ�red and the drag force, g�ven that some assumpt�ons are made (these assumpt�ons can be �gnored for
the stresses caused by the shear forces occurred due to the v�scos�ty of the flu�d). S�nce the requ�red
amount of power �s equal to the requ�red amount of thrust mult�pl�ed by speed, the follow�ng formula can be
used to calculate the amount of Power requ�red:

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The amount of power ava�lable can also vary depend�ng on parameters such as propeller eff�c�ency
and eng�ne eff�c�ency. Power Ava�lable �s d�ff�cult due to the lack of net eff�c�ency calculat�on because of the
angularly unchanged propellers of the brushless electr�c motor used. It �s prec�sely for th�s reason we
dec�ded to use exper�mental data for propeller eff�c�ency.
As a result of th�s, when the peak and the p�t po�nts of two emerg�ng curves (Max�mum Power
Ava�lable and M�n�mum power requ�red values) are subtracted from each other, the result�ng parameter �s
called Excess power and d�rectly affects the fl�ght mechan�sm of the autonomous a�rcraft.
However, another factor that affects fl�ght mechan�cs �s thrust values and these values are calcula-
ted and compared for d�fferent speed values. The F�gure 7 �s also calculated for our Scorp�on SII4020- 420
Kv motor and �t �s dec�ded that Scorp�on SII 4020-420 Kv motor w�ll be selected as a result of all these
calculat�ons.
After choos�ng the motor we dec�ded to use 16000 mAh 6S L�-Po battery to ach�eve the fl�ght t�me
and thrust values we calculated. In order to control and l�m�t the speed of the motor, we dec�ded to use the
150A Electron�c Speed Controller (ESC) by look�ng at the max�mum motor current values.
2.2. Autop�lot
Cortex – M4 based Prof�CNC P�xhawk 2.1 Fl�ght Controller mounted on a�rcraft to be able to
perform stable, fl�ght character�st�cs, �ndependent of tough env�ronmental cond�t�ons such as tempests or
rap�d barometr�c pressure changes. P�xhawk �ncludes onboard 3 of each ‘Accelerometer’, ‘Gyroscopes’,
‘Magnetometers’ and 2 barometers meets bas�c requ�rements of a�rcraft. P�xhawk also �ncludes a backup
STMF107 ch�p steps �n �f ma�n controller fa�ls.
ArduP�lot-vers�on 3.8 �s the f�rmware br�ngs P�xhawk al�ve and meets requ�rements of tasks expec-
ted to be demonstrated dur�ng the event. It �ncludes numerous bu�lt-�n fl�ght-modes �nclud�ng Autonomous
Takeoff, Autonomous Land�ng and also Return to Land.
ArduP�lot �s also a suff�c�ently custom�zable structure offers r�ch set of funct�ons �n �ts own AP_HAL
(ArduP�lot Hardware Abstract�on Layer) w�th�n PX4 Toolcha�n.
RFD 900X

P�xhawk Jetson Bullet M5

Fl�ght Controller
RFD 900X
Interoperab�l�ty
Server
Nano Stat�on

Surface Control Reconna�ssance Task Interoperb�l�ty

System L�nk Module L�nk Module RTTM Analys�s Module Server Commun�cat�on
M�sson Planner

The KOUSTECH Core

F�gure 8: Overv�ew of Autop�lot.

M�ss�on Planner Ground Controller �ncluded �n our M�ss�on Control System to ach�eve non-stop,
h�gh-qual�ty commun�cat�on between fl�ght controller and ground stat�on. M�ss�on Planner also offers nume-
rous useful bu�lt-�n features �nclud�ng �nd�v�dual component cal�brat�ng, telemetry logg�ng and rap�d Un�ver-
sal Ser�al Bus access.
Our M�ss�on Control System �s a software stack cons�sts of a The HUMA Core and several other
solut�ons gathered around �t, respons�ble for runn�ng �nd�v�dual threads mak�ng var�ous computat�ons and
ma�nta�n�ng safety of a�rcraft. These threads per�od�cally perform rout�ne checks on cond�t�onal parameters
belong�ng to a�rcraft �nclud�ng battery status, s�gnal strength, reconna�ssance and other parameters.
The HUMA Core’s pr�mary task �s handl�ng any data, command or data rece�ved from any �nternal
or external structure and organ�z�ng �nternal commutat�ons and requests of software �n the stack.
Task Analys�s Module’s goal �s order�ng tasks us�ng var�ous parameters l�ke operat�on courses
span, requ�red alt�tude and r�sk level of task. After order�ng stage, analyze module completes �ts work by
reorgan�z�ng bluepr�nts for each �nd�v�dual task by comput�ng, pos�t�on and alt�tude of each tasks departure
and arr�val po�nts. Accuracy of these v�rtually deployed po�nts �s essent�al �n order to prevent any out-of-fl�-
ght-zone or alt�tude-range-v�olat�on penalt�es.

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Real T�me Rout�ng Module also cooperates w�th Reconna�ssance L�nk Module dur�ng m�ss�on
Demonstrat�on/Operat�on and Reconna�ssance Task (ODCL) to update or rebu�ld predeterm�ned route
based on detected objects locat�on rece�ved from Reconna�ssance L�nk Module for h�gh-qual�ty and
successful �mage process�ng.
2.3. Obstacle Avo�dance
The team developed a Real T�me Rout�ng Module, embeds obstacle avo�dance algor�thms un�que
to f�xed-w�ng a�rcraft �nto h�gh-level macros. These macros �nsures the plane w�ll be follow�ng safe curs�ng
path, perform rel�able d�v�ng and cl�mb�ng maneuvers and use power sources w�sely and avo�d
penalt�es.
Real T�me Rout�ng Module bu�lds �n�t�al routes before ‘a�rcrafts tax��ng stage’ for each �nd�v�dual
task and �nterconnects them us�ng order or �nformat�on rece�ved from Task Analys�s Module. Real T�me
Rout�ng Module uses pos�t�on and alt�tude �nformat�on of Absolute waypo�nts and Stat�c obstacles rece�ved
from Interoperab�l�ty Server and comb�ne them w�th v�rtually generated and deployed waypo�nts for �n�t�al
rout�ng. Dur�ng M�ss�on Demonstrat�on/Operat�on, Real T�me Rout�ng Module cooperates w�th both Surface
Control System L�nk and Interoperab�l�ty Server Commun�cat�on Modules �n order to make changes on
�n�t�ally determ�ned route through chang�ng pos�t�on and numbers of v�rtual waypo�nts us�ng mov�ng obstac-
les pos�t�on and alt�tude to avo�d any poss�ble coll�s�on.
2.4. Imag�ng System
The Imag�ng System �n our Unmanned Aer�al Veh�cle can control a camera connected v�a USB and
can man�pulate the camera �mages autonomously �n the a�r for Object Detect�on, Class�f�cat�on and Local�-
zat�on (ODCL) tasks, transfer mean�ngful �nformat�on/data to the ground stat�on through Ethernet protocol
and use the commun�cat�on protocols to commun�cate between establ�shed hardware.
The system cons�sts of the ma�n components �n F�gure 9.
1. Camera
The follow�ng po�nts were taken �nto account when choos�ng a camera:
• H�gh resolut�on �mages can be obta�ned (to get h�gh resolut�on even at h�gh alt�tudes and to d�splay
small targets �n large areas).
• Fast shutter speed:

Bullet M5
Camera OBC (Jetson Tx2)

Ground Stat�on
(Nanostat�on M5)
P�xhawk
G�mbal
F�gure 9: Ma�n components of Imag�ng System.

Shutter speed can be def�ned �n a most common way as t�me spent by the camera to take a p�cture.
And respons�ble for two spec�al th�ngs: chang�ng the photograph�c resolut�on and prevent�ng mot�on blur.
Fast Shutter Speed requ�res a large lens aperture and h�gh �mage sensor sens�t�v�ty (h�gh ISO).
• Another �mportant cr�ter�on for us �s that the camera supports the Remote Control 'l�bghoto2' l�brary.
• Cost/Performance Rat�o
Cons�der�ng these cr�ter�a, the camera of cho�ce was the N�kon D3300.

2. G�mbal
A 3-ax�s g�mbal mechan�sm w�th 3-brushless DC motor controlled by a Storm32 card was des�gned
and manufactured �n a 3D pr�nter to detect the camera angle and reduce v�brat�on. ABS F�lament �s used �n
g�mbal product�on.

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Table 5: Ma�n features of the camera.

Propert�es

Resolut�on 24.2 MEGAPIXEL

Sensor D�mens�ons 23.5 x 15.6 mm CMOS

ISO range 100–12.800

Cont�nuous Shutter Speed (fps) 5.0 fps

We�ght 460 g (Includ�ng Battery and Storage card)

D�mens�ons 124 x 98 x 75.5 mm

3- OBC (On Board Controller)

A bu�lt-�n computer system (OBC) �s requ�red to control the camera, process captured �mages
(complete the ODCL task), generate mean�ngful data, and pos�t�on the �mage �n an Unmanned A�r Veh�cle
for �mage / data transfer. It has been dec�ded to use NV�d�a Jetson TX2 for the OBC system. Jetson TX2 �s
a mult�-core GPU-based computer, developed for �mage process�ng.
The key cr�ter�a for select�ng NV�d�a Jetson Tx2 are follow�ng:
• H�gh performance: Compute Un�f�ed Dev�ce Arch�tecture (CUDA) arch�tecture to �ncrease proces-
s�ng speed.
• CUDA �s a parallel comput�ng arch�tecture that allows for large �ncreases �n comput�ng performance
us�ng NVIDIA's GPU (graph�cs process�ng un�t) power.
• Mach�ne Learn�ng, Deep Learn�ng, Computer V�s�on, and Jetpack SDK that supports NVIDIA GPU
comput�ng, and conta�ns l�brar�es for more.
• By us�ng NV�d�a Jetpack SDK, we could embed the C ++ code we wrote �n the OpenCV l�brary �nto
the Jetson TX2 computer.
Table 6: Some �mportant features of Jetson TX2 Module.
Propert�es

GPU NVIDIA Pascal™, 256 CUDA cores

CPU HMP Dual Denver 2/2 MB L2 + Quad ARM® A57/2 MB L2

Memory 8 GB 128 b�t LPDDR4, 59.7 GB/s

Other CAN, UART, SPI, I2C, I2S, GPIOs

Connect�v�ty 1 G�gab�t Ethernet, 802.11ac, WLAN, Bluetooth

D�mens�ons 6.7" x 6.7" (17 cm x 17 cm)

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2.5. Object Detect�on, Class�f�cat�on, Local�zat�on

Image Process�ng Software was wr�tten �n C ++ for h�gh performance and developed �n the
OpenCV l�brary. The software starts as soon as the UAS enters the search area locat�ons, and �s fully auto-
nomous. The software �n general cons�sts of the steps �n F�gure 10.
ROI Extract�on
In the �mages we take w�th the
camera, our ROI Extract�on algor�thm beco-
mes act�vated f�rst and �t determ�nes the
Four�er Shape Descr�ptor
reg�ons that can be the target of the �mage.
Then, shape recogn�t�on, character recogn�t�on Reg�on of Intrest (ROI) Extract�on) SHAPE

and color detect�on are performed �n the detec-

ted reg�ons.
Color Detect�on K-MEANS

The K-Means Color Cluster�ng algor�t- Character Recogn�t�on

hm works on the reg�ons determ�ned by our
ROI Extract�on algor�thm and the shape and Pre- Process�ng (Morp, F�lter etc.) Character
character �n the target reg�ons d�v�de �nto 2
separate clusters. Later, the color detect�on of F�gure 10: ODCL Task Flowchart.
these two separate clusters �s done us�ng the
HSV space.
Shape Class�f�cat�on
Four�er Analys�s �s used �n Shape Class�f�cat�on method. F�rst, shapes 'Shape S�gnatures' are obta-
�ned, and w�th these s�gnatures, Four�er Shape Descr�ptor �s used to obta�n each shape spec�f�c Four�er
ser�es coeff�c�ents. Each tested p�cture �s compared �n terms of s�m�lar�ty to the coeff�c�ents �n th�s tra�n�ng
set.
Character Recogn�t�on
K Nearest Ne�ghbors algor�thm �s used as Character Recogn�t�on method. To prepare the tra�n�ng
set of the character recogn�t�on algor�thm, alphanumer�c characters were created �n d�fferent s�zes, �n
d�fferent rotat�ons, and �n d�fferent font fam�l�es.
Geolocat�on
In order to determ�ne the pos�t�ons of the detected targets, the calculat�on �s made us�ng the target
pos�t�on of the target �n the �mage, the pos�t�on of the g�mbal, the pos�t�on and d�rect�on of the a�rcraft.
2.6. Commun�cat�ons
RFD 868 / 900 MHz long range telemetry modems used to ma�nta�n l�nk between fl�ght controller
and m�ss�on control system. Dev�ces extended UAVs operat�on range up to 40+ k�lometers
Reconna�ssance L�nk Module shares a set of �nformat�on w�th The HUMA Core and Real T�me
Rout�ng Module dur�ng m�ss�on demonstrat�on. Th�s set of �nformat�on �ncludes locat�ons of detected
�mages and other attr�butes of �mages class�f�ed by software tools as NVIDIA JETSON.
Interoperab�l�ty Server L�nk Module handles the commun�cat�on between the �nteroperab�l�ty server
and MCS. Module retr�eves the m�ss�on, obstacle and fly zone �nformat�on whenever needed. After rece�-
v�ng the current �nformat�on of the veh�cle, �t then uploads the requested data �n real t�me wh�ch happens at
a constant frequency of 2 Hz. Module �s bu�lt w�th�n the MCS to not to have a m�ddle source and to reduce
the latency.
Surface Control System L�nk Module handles commun�cat�on between M�ss�on Planner and The
HUMA Core by transm�tt�ng rout�ng �nformat�on to M�ss�on Planner and rece�v�ng a�rcrafts telemetry para-
meters dur�ng m�ss�on demonstrat�on.
W�-F� Module and Antenna Bullet M5
Image transfer system cons�st of Bullet M5 antenna, bu�lt-�n computer (Jetson TX2) and antenna
tracker (ground stat�on).
The captured �mages are �ntended to be transferred qu�ckly from the UAS to the GCS. To ach�eve th�s, the
l�nk must have w�de bandw�dth for data transm�ss�on and commun�cat�on at d�stances up to 5 km.
Bullet M5 Prov�des a d�rect connect�on from the ground stat�on to the on-board computer w�th an Ub�qu�t�
Nano stat�on M5 �n the same band (5.8 GHz).

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Table 7: Propert�es of the Bullet M5.

Propert�es

D�mens�on 152 x 31 x 37 mm

We�ght 180 g

Frequency 5 GHz

Range 50+ km (Depends on antenna)

Power Output/Consumpt�on 600 mW / 4 Watt

Ground Stat�on (Nano stat�on M5)

The antenna �n our earth stat�on �s connected to the W�-F� module (access po�nt) Bullet M5 on the
UAS.
The GCS antenna must always be pos�t�oned relat�ve to the a�rcraft pos�t�on. GCS antenna for
small s�ze, low we�ght (for ease of transport to the Un�ted States from Turkey) and Ub�qu�t�n �s Nano stat�on
M5 �s selected although these can g�ve good performance.

Table 8: Propert�es of the Nano Stat�on M5.

Propert�es

D�mens�on 264 x 80 x 30 mm

We�ght 400 g

Frequency 5 GHz

Range 15+ km

Antenna Ga�n 14- 16 dB�

2.7. A�r Del�very

Wh�le cons�der�ng the project�le mot�on of the bod�es when projected from f�xed-w�ng a�rcraft and
the FPV drones that does the same funct�on as free fall, and part�c�pat�ng for the f�rst t�me �n AUVSI-SUAS
compet�t�on we dec�ded not to �nclude the a�r del�very tasks to our autonomous a�r veh�cle. The ma�n reason
for th�s �s that there are many phys�cal d�fferences between project�le mot�on and the free fall. The fact that
the forces act�ng on the free fall mot�on are more pred�ctable and the error marg�n �s low prov�des a ser�ous
advantage to the drone users �n th�s respect. The fact that there are many parameters affect�ng the fl�ght
wh�le perform�ng project�le mot�on �n the f�xed-w�ng a�rcraft, has caused us to dec�de not to �nclude th�s task
�n our f�rst year. For the com�ng years we have already begun to work on the mathemat�cal model�ng that �s
requ�red to do th�s task.

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2.8. Cyber Secur�ty

Commun�cat�on w�th the payload �s over 5.8GHz W�-F� network and �t uses WPA2 (AES) encrypt�on
wh�ch �s the most secure encrypt�on standard ava�lable. Thus keep�ng the sens�t�ve �nformat�on such as
�mages h�dden from network sn�ffers. TODO encrypt the data too so that we won’t g�ve �nfo �f someone �ntru-
des �nto the network. Authent�cat�on w�th the �nteroperab�l�ty server �s done us�ng the cook�es however �s not
encrypted due to server �tself us�ng HTTP. Ground control system has a log�n password to protect from
phys�cal �ntrus�ons. In a case of access to ground control system, wh�ch can happen w�th Trojans etc., there
�sn’t much that can be done s�nce �ntruder has pretty much everyth�ng under control. GPS spoof�ng �s an
act�ve thread and encrypt�on �s not a val�d opt�on for c�v�l�ans however any �llog�cal change �n the GPS can
be known w�th the past data and p�tot tubes.
3. Safety, R�sks, & M�t�gat�ons
3.1. Developmental R�sks & M�t�gat�ons
The f�rst t�me we had the exper�ence of des�gn�ng an autonomous system and the lack of exper�en-
ce �n mak�ng such a system had many r�sks for our team. In part�cular you can see the health r�sks of some
of the mater�als used �n the product�on of the autonomous system and the precaut�ons we have taken
aga�nst them �n the follow�ng table:

Table 9: Developmental R�sks & M�t�gat�ons.

R�sk Sever�ty M�t�gat�on

Some of the mater�als used are detr�mental We have reduced the r�sks most by us�ng
to health (such as CAB-O-SIL and tools such as masks, gloves and glasses
Med�um
Loct�te 401) etc.

Hazardous format�on of mater�als used �n W�th the help of exper�enced people and
the shap�ng of mater�als (such as a laser our research we reduced the r�sk.)
Rare
cutt�ng mach�ne and a model kn�fe)

The Damage due to the electron�c dev�ces
used (Electr�c shock, short c�rcu�t wh�le
Rare
us�ng dev�ces such as L�po Battery, Battery
Chargers etc.)
By pay�ng part�cular attent�on to the use of
�nsulat�ng mater�als, such as macaroons,
between the w�res connect�ons wh�le
us�ng the dev�ces.

3.2. M�ss�on R�sks & M�t�gat�ons

UAS D�str�buted Systems Group def�ned set of �ssues and �mproved �ts software and hardware
systems after developed solut�ons through the development phase �n order to prevent such c�rcumstances.
The follow�ng table states the poss�ble component fa�lures and software �nduced problems may occur
dur�ng m�ss�on demonstrat�on and act�ons to be followed �n such case.

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Table 10: M�ss�on R�sks & M�t�gat�ons.

R�sk Sever�ty M�t�gat�on

Connect�on Loss between ‘The Huma Core’ Rout�ne l�nkage checks

and submodules of �t. between core and �ts submodules
Med�um

Fa�lure of Real-T�me-Rout�ng Module dur�ng Manual Takeover of rout�ng by Operator

prefl�ght or m�ss�on or Follow less dangerous prev�ous fl�ght
Rare
route

Battery D�e-out Act�vate Fl�ght Controllers Return to

Land Mode
Rare

Fa�lure to act�vate any of component or Koustech bu�lt a checkl�st and pract�ced

execute any software assoc�ated to UAS through �t by assembl�ng and d�assmbl�ng
Med�um
of UAS components

4. Conclus�on
KOUSTECH a�med to create an autonomous system that would deserve the compet�t�on aga�nst
the top un�vers�t�es �n the world �n the AUVSI-SUAS compet�t�on, �n f�rst year of �ts establ�shment for autono-
mous systems technolog�es team. Gett�ng succeeded �n develop�ng such a compl�cated system �n a very
short t�me �n terms of �ts own poss�b�l�t�es, knowledge and capab�l�t�es, our team has completely adhered to
eng�neer�ng approaches and models �n the des�gn, product�on and test�ng phase of the autonomous
system. Our team, wh�ch started to work w�th the motto "Eng�neer�ng, start w�th assumpt�ons", adher�ng to
the motto "Facts must be sought �n the event" and eng�neer�ng pr�nc�ples, has successfully des�gned a
system that a�ms to fulf�l requ�rements and can compete �n the compet�t�on.

5. References
1. Anonymous, "General�zed Method of Propeller Performance Est�mat�on," Ham�lton Standard
Rept. PDB 6101A, Un�ted A�rcraft Corp., 1963.
2. Perk�ns, C. and Hage, R., "A�rplane Performance, Stab�l�ty, and Control," W�ley, New York, 1949.
3. John D. Anderson, Jr., Introduct�on to Fl�ght, 3rd ed., McGraw-H�ll, New York, 1989.
4. John D. Anderson, Jr., Fundamentals of Aerodynam�cs, 2nd ed., McGraw-H�ll, New York, 1991.
5. Dan�el P. Raymer, A�rcraft Des�gn: A Conceptual Approach, 2nd ed., AIAA Educat�on Ser�es,
Amer�can Inst�tute of Aeronaut�cs and Astronaut�cs, Wash�ngton, 1992.
6. P. G. H�ll and C. R. Peterson, Mechan�cs and Thermodynam�cs of Propuls�on, Add�s�on-Wesley,
Read�ng, MA, 1965.
7. Hosk�n, B. and Baker, A., (eds.), Compos�te Mater�als for A�rcraft Structures, AIAA Educat�on
Ser�es, New York, 1986.
8. Tsa�, S., Compos�tes Des�gn-1985, Th�nk Compos�tes, Dayton, OH, 1985.
9. Informat�cs Stat�st�cs & Qual�ty Laboratory (LISQ) , "Appl�cat�on Of Aff�ne Invar�ant Four�er Desc-
r�ptor to Shape Based Image Retr�eval" , Fez-MOROCCO , July 2009
10. Sarp Erturk , "Reg�on of Interest Extract�on �n Infrared Images Us�ng One-B�t Transform " ,
Kocael� , October 2013

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