SOLICITATION NOTICE
A -- Autonomous Control of UAS Ground Operations in the Terminal Area - Broad Agency Announcement (BAA) - Solicitation
- Notice Date
- 6/21/2010
- Notice Type
- Presolicitation
- NAICS
- 541712
— Research and Development in the Physical, Engineering, and Life Sciences (except Biotechnology)
- Contracting Office
- Department of the Air Force, Air Force Materiel Command, AFRL - Wright Research Site, Det 1 AFRL/PK, Bldg 167, Area B, 2310 8th Street, Wright-Patterson AFB, Ohio, 45433-7801, United States
- ZIP Code
- 45433-7801
- Solicitation Number
- BAA-10-05-PKV
- Archive Date
- 7/24/2010
- Point of Contact
- Edward Davidson, Phone: 937-255-5370, Genet R Stewart, Phone: (937) 656-9041
- E-Mail Address
-
edward.davidson@wpafb.af.mil, genet.stewart@wpafb.af.mil
(edward.davidson@wpafb.af.mil, genet.stewart@wpafb.af.mil)
- Small Business Set-Aside
- N/A
- Description
- CDRLs 2 step BAA - See package for details The objective of this effort is to develop a control architecture that enables UAS to operate in the terminal area with specific emphasis on ground operations. The UAS operator should be assumed on-the-loop, where his input is not required, but he can intervene at any time. Five challenge areas (all or some) should be taken into consideration during the development. Communication-based response. In the terminal area, the communication-response-action timeline is time- and latency-critical. UAS should be able to receive, acknowledge and perform all commands from ATC in a timely manner. In case of unclear instructions or if the UAS believes ATC has given an incorrect command, the UAS should be able to obtain clarification. Autonomous response to ATC is a potential solution. Navigation and collision avoidance. After receiving commands from ATC, UAS should be able to complete the assigned task autonomously and in a human-like fashion. This requires safe and accurate navigation of the air field but should not require extensive airfield surveys or changes to the airfield infrastructure. Intent of other aircraft. UAS should be able to use data from onboard sensors combined with a greater understanding of typical airfield operations to determine the intent of other aircraft. For example, by logging ATC communications, the UAS can gain a better understanidng of the state of other aircraft on the airfield. This intent understanding allows the UAS to be more proactive than reactive in its behavior. Integrity management. Due to the complexity and criticality of the terminal area environment, the integrity of systems and data should be evalutated throughout UAS operational periods. Sensors. While no sensors should be developed for this effort, appropriate sensor suites should be investigated. Additionally, sensors already in existence on typical UAS as well as those being considered for other functions such as Sense and Avoid should be taken into consideration as part of a potential TAO sensor suite. Technical Point of Contact: Bonnie Schwartz, AFRL/RBCC, (937) 255-3546, bonnie.schwartz@wpafb.af.mil
- Web Link
-
FBO.gov Permalink
(https://www.fbo.gov/spg/USAF/AFMC/AFRLWRS/BAA-10-05-PKV/listing.html)
- Record
- SN02183211-W 20100623/100621234800-b1e773db4b060a3ab6c299153ac7fb63 (fbodaily.com)
- Source
-
FedBizOpps Link to This Notice
(may not be valid after Archive Date)
| FSG Index | This Issue's Index | Today's FBO Daily Index Page |