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Concept of operations

About: Concept of operations is a research topic. Over the lifetime, 964 publications have been published within this topic receiving 6845 citations. The topic is also known as: CONOPS.


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01 Mar 2004
TL;DR: A thorough selection process of available implementations, a subset of those models are integrated and built upon resulting in a simulation that explores the innovations of swarming UAVs.
Abstract: : Current military affairs indicate that future military warfare requires safer, more accurate, and more fault-tolerant weapons systems. Unmanned Aerial Vehicles (UAV) are one answer to this military requirement. Technology in the UAV arena is moving toward smaller and more capable systems and is becoming available at a fraction of the cost. Exploiting the advances in these miniaturized flying vehicles is the aim of this research. How are the UAVs employed for the future military? The concept of operations for a micro-UAV system is adopted from nature from the appearance of flocking birds, movement of a school of fish, and swarming bees among others. All of these natural phenomena have a common thread: a global action resulting from many small individual actions. This "emergent behavior" is the aggregate result of many simple interactions occurring within the flock, school, or swarm. In a similar manner, a more robust weapon system uses emergent behavior resulting in no "weakest link" because the system itself is made up of simple interactions by hundreds or thousands of homogeneous UAVs. The global system in this research is referred to as a swarm. Losing one or a few individual unmanned vehicles would not dramatically impact the "swarms" ability to complete the mission or cause harm to any human operator. Swarming reconnaissance is the emergent behavior of swarms to perform a reconnaissance operation. An in-depth look at the design of a reconnaissance swarming mission is studied. A taxonomy of passive reconnaissance applications is developed to address feasibility. Evaluation of algorithms for swarm movement, communication, sensor input/analysis, targeting, and network topology result in priorities of each model's desired features. After a thorough selection process of available implementations, a subset of those models are integrated and built upon resulting in a simulation that explores the innovations of swarming UAVs.

16 citations

Journal ArticleDOI
TL;DR: In this article, the authors proposed a methodology to derive architectures and operational concepts for future earth-to-orbit and sub-orbital transportation systems, which allows selecting a small number of feasible options among which the optimal solution can be found, and then, following a system engineering approach, functional analysis tools as well as concept of operations techniques allowed generating a very high number of possible ways to accomplish the envisaged goals.
Abstract: This paper proposes a methodology to derive architectures and operational concepts for future earth-to-orbit and sub-orbital transportation systems. In particular, at first, it describes the activity flow, methods, and tools leading to the generation of a wide range of alternative solutions to meet the established goal. Subsequently, the methodology allows selecting a small number of feasible options among which the optimal solution can be found. For the sake of clarity, the first part of the paper describes the methodology from a theoretical point of view, while the second part proposes the selection of mission concepts and of a proper transportation system aimed at sub-orbital parabolic flights. Starting from a detailed analysis of the stakeholders and their needs, the major objectives of the mission have been derived. Then, following a system engineering approach, functional analysis tools as well as concept of operations techniques allowed generating a very high number of possible ways to accomplish the envisaged goals. After a preliminary pruning activity, aimed at defining the feasibility of these concepts, more detailed analyses have been carried out. Going on through the procedure, the designer should move from qualitative to quantitative evaluations, and for this reason, to support the trade-off analysis, an ad-hoc built-in mission simulation software has been exploited. This support tool aims at estimating major mission drivers (mass, heat loads, manoeuverability, earth visibility, and volumetric efficiency) as well as proving the feasibility of the concepts. Other crucial and multi-domain mission drivers, such as complexity, innovation level, and safety have been evaluated through the other appropriate analyses. Eventually, one single mission concept has been selected and detailed in terms of layout, systems, and sub-systems, highlighting also logistic, safety, and maintainability aspects.

16 citations

Proceedings ArticleDOI
08 Dec 2011
TL;DR: Comparing the activities of WG-73 and SC-203 is compared and the focus will be on Sense-And-Avoid (SAA) activities for Beyond Visual Line-Of-Sight (BVLOS) operations and will expand on the ATM environment, markets/CONOPS, and UAS safety objectives.
Abstract: The use of Unmanned Aircraft Systems (UAS) by the military has greatly increased over the last decade. This experience has led to the development of Concept of Operations (CONOPS) and technology in line with defense and security missions. It is evident that UASs are becoming the military's choice for dull, dirty and dangerous missions. Prompted by the military's experience, civil agencies have identified a large variety of missions that potentially could be performed by UASs with clear benefits. UAS are already in production and use today. However, they are limited in their use within civil airspace due to the lack of mature sense-and-avoid technology and undefined methods for proving safety. These key requirements will not only enable military, civil, and eventually commercial objectives, they will have a direct impact in initial and operating costs. Therefore, to unlock the potential of UASs, it is required to develop affordable UAS solutions that can be safely and transparently integrated into non-segregated airspace. It is important to realize that unmanned civil aviation is a revolution, not an evolution, as CONOPS and the necessary technology for flight in non-segregated airspace are not mature, and standards (MASPS or MOPS) do not exist. Therefore, UAS integration into non-segregated airspace will require the simultaneous development of CONOPS, technology and standards, and the involvement of all UAS stakeholders, that is, end users, industry, regulators, Air Navigation Service Providers (ANSPs), etc. from all over the world. Two groups are leading the development of standards for safe and transparent UAS integration into non-segregated airspace: EUROCAE WG-73 in Europe; and RTCA SC-203 in the US. WG-73 will propose its developed standards to EASA and the European National Aviation Authorities (NAAs), whereas SC-203 will propose its developed standards to the FAA. Therefore, if WG-73 and SC-203 are not aligned, there is a risk that different standards are developed on either side of the Atlantic. Consequently, UAS solutions will not be interoperable, and standards will be costlier and take longer to develop. This is not in the interest of any of the UAS stakeholders and especially the end users. This paper will compare the activities of WG-73 and SC-203. The focus will be on Sense-And-Avoid (SAA) activities for Beyond Visual Line-Of-Sight (BVLOS) operations and will expand on the ATM environment, markets/CONOPS, and UAS safety objectives.

16 citations

01 Jan 2002
TL;DR: In this article, an experiment was conducted in NASA Langley s Air Traffic Operations Lab to address issues associated with resolving near-term conflicts and the potential use of lower separation minimums, where 16 commercial airline pilots flew a total of 32 traffic scenarios that required them to use prototype ASAS tools to resolve close range pop-up conflicts.
Abstract: NASA is currently investigating a new concept of operations for the National Airspace System, designed to improve capacity while maintaining or improving current levels of safety. This concept, known as Distributed Air/Ground Traffic Management (DAG-TM), allows appropriately equipped autonomous aircraft to maneuver freely for flight optimization while resolving conflicts with other traffic and staying out of special use airspace and hazardous weather. While Airborne Separation Assurance System (ASAS) tools would normally allow pilots to resolve conflicts before they become hazardous, evaluation of system performance in sudden, near-term conflicts is needed in order to determine concept feasibility. If an acceptable safety level can be demonstrated in these situations, then operations may be conducted with lower separation minimums. An experiment was conducted in NASA Langley s Air Traffic Operations Lab to address issues associated with resolving near-term conflicts and the potential use of lower separation minimums. Sixteen commercial airline pilots flew a total of 32 traffic scenarios that required them to use prototype ASAS tools to resolve close range pop-up conflicts. Required separation standards were set at either 3 or 5 NM lateral spacing, with 1000 ft vertical separation being used for both cases. Reducing the lateral separation from 5 to 3 NM did not appear to increase operational risk, as indicated by the proximity to the intruder aircraft. Pilots performed better when they followed tactical guidance cues provided by ASAS than when they didn't follow the guidance. As air-air separation concepts are evolved, further studies will consider integration issues between ASAS and existing Airborne Collision Avoidance Systems (ACAS).These types of non-normal events will require the ASAS to provide effective alerts and resolutions prior to the time that an Airborne Collision Avoidance System (ACAS) would give a Resolution Advisory (RA). When an RA is issued, a pilot must take immediate action in order to avoid a potential near miss. The Traffic Alert and Collision Avoidance System (TCAS) II currently functions as an ACAS aboard commercial aircraft. Depending on the own aircraft s altitude, TCAS only issues RA s 15-35 seconds prior to the Closest Point of Approach (CPA). Prior to an RA, DAG-TM pilots operating autonomous aircraft must rely solely on ASAS for resolution guidance. An additional area of DAG-TM concept feasibility relates to a potential reduction in separation standards. Lower separation standards are likely needed in order to improve NAS efficiency and capacity. Current separation minimums are based in large part on the capabilities of older radar systems. Safety assessments are needed to determine the feasibility of reduced separation minimums. They will give strong consideration to surveillance system performance, including accuracy, integrity, and availability. Candidate surveillance systems include Automatic Dependent Surveillance-Broadcast (ADS-B) and multi-lateration systems. Considering studies done for Reduced Vertical Separation Minimums (RVSM) operations, it is likely that flight technical errors will also be considered. In addition to a thorough evaluation of surveillance system performance, a potential decision to lower the separation standards should also take operational considerations into account. An ASAS Safety Assessment study identified improper maneuvering in response to a conflict (due to ambiguous or improper resolution commands or a pilot s failure to comply with the resolution) as a potential safety risk. If near-term conflicts with lower separation minimums were determined to be more challenging for pilots, the severity of these risks could be even greater.

15 citations

Book
21 Nov 2012
TL;DR: In this paper, the authors examined the historical military need for moving target indicators (MTI) and traced the evolution from hot air balloons to our current AWACS and JSTARS aircraft.
Abstract: : During the past few years, United States Air Force (USAF) leaders have begun to emphasize space operations. Global Engagement: A Vision for the 21st Century Air Force states that we will eventually transition from an air and space force into a space and air force and various leaders have opined that air and space are seamless. Gen Ronald R. Fogleman, USAF chief of staff, introduced the concept that in the future, we will be able to find, fix, target, track, and engage (F2T2E)" any target, anywhere on the earth. In order to accomplish F2T2E, the functions performed by the E-3 airborne warning and control system (AWACS) and the E-8 joint surveillance, target attack radar system (JSTARS) will need to migrate to space-based platforms. This study explores how such a migration would occur. Before examining space operations, the historical military need for moving target indicators (MTI) is examined, tracing the evolution from hot air balloons to our current AWACS and JSTARS aircraft. Because space systems operate differently from airborne systems, those differences are explored. The organizations involved in space operations are also examined, along with their potential to effect the development of a space-based MTI system. The radar systems of both the AWACS and the JSTARS are described, as well as a few of the most prominent of the proposed space-based systems. The planning for space-based MTI is in its early phases. A "Concept of Operations for Space-Based MTI" has been written, as has a "Space-Based MTI Roadmap." U.S. Space Command has also written the Long Range Plan, which includes space-based MTI concepts in its plan for 2020. These plans are a good start but do not address several important issues, including satellite architecture, whether satellite MTI systems should completely replace airborne systems, who should be responsible for the system, and how battle managers will operate in the new system.

15 citations


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Performance
Metrics
No. of papers in the topic in previous years
YearPapers
202133
202025
201940
201830
201743
201647