The accuracy and precision of iMET-XQ (InterMET Inc., Grand Rapids, MI, USA) temperature measurements in ten different locations on an off-the shelf rotary-wing unmanned aerial vehicle (rw-UAV) were assessed, as a function of atmospheric conditions. The rw-UAV hovered near an instrumented South Alabama Mesonet tower. The mean ± standard deviation of all the temperature differences between the tower and the ten iMET-XQ sensors for all experiments are −0.23 °C ±0.24 °C. Both the UAV and the environment influence the accuracy and precision of the iMET-XQ temperature measurements. Heat generated by the electronic components within the UAV body has a significant influence on the iMET-XQ temperature measurements, regardless of solar radiation conditions, and is highly dependent on wind direction. Electronic components within the UAV body heat up and can cause sensors downwind from the UAV body to record temperatures that are too warm, even if the sensors are aspirated by propeller wash. iMET-XQ sensors placed on rotor arms not near UAV body heat sources, and properly aspirated by propeller wash, perform well. Measurements from iMET-XQ sensors suspended below the UAV are also accurate. When using an off-the-shelf UAV for atmospheric temperature sensing, the electronic components inside the body of the UAV must be properly located. It is recommended that multiple sensors are placed on the UAV. Sensor redundancy will mitigate data loss in case of malfunction during flight and the identification of poorly performing sensors.

This paper investigates the design and flight test of two fixed wing aircraft connected at the wing tips. Connecting multiple aircraft introduces flexible modes into a typically rigid body system. These flexible modes make manual control of the entire system extremely difficult if not impossible. An autopilot system that seeks to keep this aircraft system wings level and a constant pitch angle is investigated here. The autopilot system is shown to work in an example simulation for a two body aircraft connected at the wing tips. An experimental aircraft system is also designed, built and flown with reasonable success proving the implementation of said controller on a real system.

Temperature measurements of InterMET Inc. aluminum-coated iMET-XQ sensors were tested in an outdoor setting under a variety of solar radiation and wind speed conditions. Twelve unshielded sensors were mounted side-by-side on the tower of a South Alabama Mesonet weather station next to a reference sensor on the tower. The iMET-XQ temperatures were most precise and accurate in solar radiation values that were close to zero, regardless of wind speed. Under overcast conditions, wind speeds of 2 m s⁻¹ were sufficient to obtain precise and accurate temperature measurements. During the day-time, aspiration of wind speeds higher than or equal to 3 m s⁻¹ is sufficient. An iMET-XQ was placed in a radiation shield next to the tower reference sensor to test the need for a radiation shield. A second iMET-XQ was placed unshielded on the tower. The iMET-XQ sensors with aluminum coating do not need to be shielded, but they do need to be aspirated. It is recommended that, when taking temperature measurements using unmanned aerial vehicles (UAV) with iMET-XQ sensors, the UAV either fly at 3 m s⁻¹, be embedded in winds of those speeds, or to use the propeller wash of the UAV to aspirate the sensors.

This paper analyzes the performance of a micro-airship fleet (0.5 m diameter) to navigate indoors with waypoint control while tolerating collision between airships and the environment. Very little focus has been placed on studying airships in groups or how well they can rebound back into formation after a collision. With a micro-airship fleet, it is possible to remove the major problem of collision avoidance in multi-unmanned aerial vehicle missions, which can result in damage or even mission failure when other types of aircraft are used. These vehicles could be a viable option for missions where speed and precise control are not an important design constraint, such as indoor reconnaissance or long-term surveillance. A three degree of freedom simulation is created in which five airships are commanded to waypoints throughout a hall way. The control logic used involves independent proportional–derivative control without any communication between airships. Collisions occur during missions; thus, a contact model is included in the simulation to model these effects. Airship parameters were estimated using an actual airship to assure the simulation is accurate. The results show that the airships are able to navigate to their destinations even after several collisions.

A comparison between two types of sensors and two types of simulation software are investigated here for a student built rocket. Many students use an open source software package called OpenRocket which uses empirical aerodynamics based on the shape of the rocket. This software is compared to the standard set of rigid body dynamic equations using coefficients for the aerodynamics based on windtunnel and computational fluid dynamics tests. During experimentation two sensors are used and price and resolution is compared. The first sensor is a turn-key sensor called the TeleMega which has many features such as telemetry and on board data logging. In an effort to reduce costs, the Arduino Mega platform has been augmented with a custom made shield capable of measuring Global Positioning System (GPS), angular velocity, and attitude information with on board data logging as well. Although this sensor has limited functionality, the cost is substantially reduced. It is shown that all sensors and simulation software have their strengths and weaknesses with appropriate usage for each.

In this article, an Advanced Air Mobility (AAM) platform focused on search and rescue applications is discussed and analyzed from a systems thinking perspective. By applying two systems thinking tools, namely Mind Map and TRIZ, the strong interactions within the constituent parts that make up the system’s whole are examined with the aim of providing a comprehensive roadmap for a proposed Advanced Air Mobility Post-Disaster Response (AAMPDR) system. Furthermore, two problems are discussed to demonstrate the application of the TRIZ technique. The first is in regards to a clause in the AGL rule that could present operational risks to the AAM’s airframe, while the second relates to a potential conflict ensuing from the advent of the 5G C-band and its effect on the AAM altimetry. The resulting solutions to resolve these conflicts using this same technique are also discussed, firstly by taking into account the mean sea/water level as a reference for vertical height within the provisions of the Federal Aviation Regulation requirements, and secondly by applying segmentation of the mission profile as well as a multi-stage frequency designation for each segment depending on a threshold vertical distance. Finally, this study demonstrated that Mind Map and TRIZ can be effective techniques in the early stages of conceptual model development for an AAM system applied to post–disaster response. Furthermore, that the contradictions tool of TRIZ can also be utilized in resolving those potential conflicts identified in relation to the system of interest. To this end, this paper proposes the amendment of the current Part 107 rule to include the term Above Mean Sea (or Water) Level (AMS/WL), a critical yet missing piece of the system requirements that engineers should take into account in future AAM system designs.