BAE Systems Brownout landing aid system technology (BLAST) system overview and flight test results

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1 BAE Systems Brownout landing aid system technology (BLAST) system overview and flight test results Brian Sykora BAE Systems, Los Angeles, CA, USA ABSTRACT Rotary wing aircraft continue to experience mishaps caused by the loss of visual situational awareness and spatial disorientation due to brownout or whiteout in dusty, sandy or snowy conditions as the downwash of the rotor blades creates obscurant clouds that completely engulf the helicopter during approaches to land. BAE Systems has developed a see-through brownout landing aid system technology (BLAST) based on a small and light weight 94GHz radar with proven ability to penetrate dust, coupled with proprietary antenna tracking, signal processing and digital terrain morphing algorithms to produce a cognitive real-time 3D synthetic image of the ground and proximate surface hazards in and around the landing zone. A series of ground and flight tests have been conducted at the United States Army s Yuma Proving Ground in Arizona that reflect operational scenarios in relevant environments to progressively mature the technology. A description of the BLAST solution developed by BAE Systems and results from recent flight tests is provided. KEYWORDS Visual Situational Awareness (VSA), Day/Night All Weather (D/NAW), Degraded Visual Environment (DVE), Enhanced Vision System (EVS), Imaging Radar, 3D Radar Image, 94 GHz Millimeter Wave Radar (MMWR), W- band Radar, Monopulse Radar, Brownout, Rotorcraft, Helicopter, Landing Aid, BLAST 1. INTRODUCTION Rotary wing aircraft have long experienced mishaps caused by the loss of visual situational awareness and spatial disorientation due to brownout or whiteout in dusty, sandy or snowy areas as the downwash of the rotor blades creates obscurant clouds that completely engulf the helicopter during approaches to land. In addition, rotary wing aircraft continue to be susceptible to controlled flight into terrain and collision with objects such as cables and towers. Recent studies by the Joint Aircraft Survivability (JAS) Program Office and the Naval Aviation Center for Rotorcraft Advancement (NACRA) have reported that over 80% of rotorcraft losses are due to non-hostile actions with a majority of those related to degraded visual environments (DVE), resulting in loss of life and equipment costs of approximately $100 million per year. As part of an overall degraded visual environment (DVE) solution for rotorcraft, BAE Systems has developed a see-through brownout landing aid system technology (BLAST) based on a small and light weight 94GHz radar with proven ability to penetrate dust, coupled with proprietary antenna tracking, signal processing and digital terrain morphing algorithms to produce a cognitive 3D synthetic image of the ground and proximate surface hazards in and around the landing zone (LZ). The 94-GHz monopulse radar pencil beam adaptively scans the designated landing area to provide continuous updates of the terrain and objects within the LZ. Monopulse signal processing improves the angular accuracy of the received signals within the beam. The processed returns drive a synthetic 3D terrain-morphing display algorithm that continuously augments a digital terrain model to generate a real-time image of the LZ on a cockpit display. A previous paper describing BLAST along with initial ground test results entitled Rotorcraft Visual Situational Awareness Solving the Pilotage Problem for Landing in Degraded Visual Environments was originally presented at the AHS 65th annual forum in Subsequently a series of ground and flight tests with BLAST conducted at the Yuma Proving Ground in Arizona with operational scenarios defined by government stakeholders in relevant environments have progressively matured the BLAST technology and its utility as a brownout solution. Flight test 1

2 results of BLAST have demonstrated the ability of the system to see through dust and other battlefield obscurants and accurately detect the location and height of objects and surface hazards in the landing zone at useful ranges and generate real time 3D synthetic images of the landing area. This paper describes the BLAST approach to provide the pilot with intuitive actionable information to maintain situational awareness for safe landings in a degraded visual environment along with results from the most recent flight tests. 2. OPERATIONAL CONCEPT Brownouts are a phenomenon caused by the downwash of the rotors in areas of excessive dust and dirt during taking off or landing. Brownout conditions, as shown in Figure 1, cause pilots to lose situational awareness or encounter spatial disorientation, resulting in flight into terrain during landing, hard landings, landing on or running into undetected obstacles, wire or cable strikes, obstacle strikes during ground roll, or dynamic rollover during touchdown from lateral drift, uneven or sloping terrain. Figure 1: Flying into brownout condition Consequently, there is a need for pilots to be able to land safely in these conditions. The solution should be intuitive and easy to use, preferably without changing current flying rules and operational procedures. Pilot workload must be kept to a minimum. This implies that minimal training in how to use the solution is needed. To keep costs low, integration of any solution should be simple and suitable for retrofit to existing platforms as well as for any newbuild platforms. The operational concept of an approach to landing as depicted in Figure 2 begins with the initial pilot assessment of the landing area. This typically begins at a range of 2000 to 3000 feet from the landing point at an altitude of 150 feet above ground and a ground speed of 60 knots. During this initial assessment phase the sensor is continuously scanning the landing area. The radar returns include data from the terrain and any larger objects in the area. This 2

3 information is depicted on a synthetically generated 3D display of the landing zone. The pilot uses this display along with his outside view (if not obscured) to evaluate the landing area for any large surface hazards or uneven, sloping terrain. At about 1000 feet from the landing point the pilot decides whether to proceed with the landing, making minor adjustments to the landing location as needed. Figure 2: Brownout landing concept of operation Once the pilot has decided to proceed with the approach he maintains awareness of proximate obstructions in the landing area and begins looking for smaller surface hazards that could cause problems, such as posts, wires, rocks, or ditches. By this time he may be experiencing brownout conditions and must rely solely on the sensor driven terrain display to provide the necessary situational awareness along with landing guidance symbology overlaid on the display. During this final approach the sensor continues to collect data on the landing area providing higher angular resolutions proportional to the shorter ranges which in turn produces higher fidelity imagery of the terrain and any surface hazards on the cockpit display. At about 100 feet from final touchdown the pilot makes a final assessment of the landing area using a combination of the sensor driven synthetic terrain display and any external cues he is able to obtain by him or his crew members to make a final decision to land at the designated location. During the final approach to touchdown the pilot uses the terrain image and landing guidance symbology to monitor his location, speed, drift and any new hazards. The sensor continues to scan forward to detect any potential obstructions or hazards in the event of a roll out or last second takeoff. It is presumed that the landing point has been designated at or prior to the start of the approach such that the coordinates have been entered into the system. This is accomplished in any of a number of ways, including premission planning, input from a moving map display, using a flight path marker or cursor on a primary pilot display to line up and designate the desired landing point, or by manual entry based on intelligence received in transit. Once the landing point coordinates are entered and selected, the BLAST system can start tracking the landing area and begin to generate an image of the landing zone. 3

4 3. BLAST OVERVIEW The Brownout Landing Aid System Technology, or BLAST, is based on the concept of operation for landing a rotorcraft in brownout conditions. The solution provides pilots with enhanced situational awareness from the point where the descent to the LZ has already been initiated. The BLAST solution provides the pilot with a dynamic cognitive view of the ground in and around the LZ in conjunction with landing guidance symbology. The BLAST system, as depicted in Figure 3, consists of a forward-looking 94GHz Frequency Modulated Continuous Wave (FMCW) monopulse radar integrated with an embedded processor for radar control, signal processing, and a synthetic digital terrain morphing engine to produce a real time 3D synthetic image of the LZ. The BLAST system interfaces with an onboard GPS aided inertial navigation system to geo-locate radar returns relative to a stored digital terrain database. The resultant 3D synthetic image is output to either multi-function or helmetmounted displays for each pilot. Pilot input for selecting modes and landing points can come from panel or controller switches. Figure 3: BLAST system diagram A small, light weight, low-power, high-resolution, 94-GHz FMCW monopulse radar was adapted from a production seeker manufactured by MBDA. The internally gimbaled space stabilized antenna is steered to scan the designated landing area during approach. An adaptive scanning algorithm limits the scan extents to the designated landing area to optimize update rates of radar data within the LZ. The detected radar returns are digitized and processed using innovative monopulse processing techniques for improved azimuth and elevation angular measurements to provide higher fidelity terrain details, including terrain features and the height of objects. This three dimensional sensor data is used to augment a detailed digital terrain model of the LZ. A terrain-morphing algorithm uses vehicle state data and navigation position to correlate sensor data with a stored digital terrain database to continuously update and synthetically render a real-time image on a cockpit display. A sample terrain image is depicted in Figure 4. 4

5 Figure 4: Sample LZ terrain image The resultant terrain model is of high-enough resolution that objects of interest such as boulders, fences, poles, vehicles, and personnel, will be distinguishable from terrain features. The co-pilot can also select an exo-centric view for improved awareness of proximate hazards in and around the landing area such as that depicted in Figure 5. Figure 5: Exo-centric view of the LZ 5

6 Brownout landing guidance symbology developed by the Army Aeroflightdynamics Directorate (AFDD) overlaid on the terrain image provides cueing to guide the pilot to a designated landing point. Details of this guidance symbology can be found in a paper presented at American Helicopter Society 64 th Annual Forum, Note that a newer BOSS2 symbol set is now available, but not shown. Key discriminators of the BLAST landing solution: Total system solution from sensor to display Intuitive and simple to use, minimal training costs Small, light weight 94-GHz FMCW monopulse radar with see-through capability based on mature production seeker design Low radar power output provides useful range performance with excellent range resolution and no minimum range requirement Adaptive antenna scanning technique minimizes latency by focusing on the landing area Narrow pencil beam with patented monopulse processing achieves high angular accuracy Patented terrain-morphing algorithm produces real-time 3D image of the landing zone Flexible cockpit display options from head down displays to low-cost helmet mounted displays, or heads up displays for eyes out operation. Brown-Out Symbology Set (BOSS) developed by the Army Aeroflightdynamics Directorate (AFDD) provides proven landing guidance Production systems can easily be fitted to new aircraft or retrofitted to existing platforms The BLAST approach is based on the premise that a 94-GHz millimeter-wave sensor s ability to see through the type of brownout phenomenon encountered in the Middle East is already field-proven and accepted. Industry participants, government agencies, federal funded R&D centres and universities have performed extensive sensor phenomenology studies on dust particles encountered in the geographic regions in and around Afghanistan and Iraq. The scientific community has concluded that 94-GHz radar will penetrate dust clouds encountered in this global region. It is not the intent of this paper to provide supporting evidence of this capability, but test results using the BLAST radar in a variety of dust conditions, including dust generated by a CH-53, support these conclusions. The MBDA 94-GHz millimeter-wave radar, depicted in Figure 6, has the following features: Adapted from existing and proven millimeter wave technology Qualified for airborne environment Small and lightweight Excellent all-weather performance Dual-circular polarization Low transmitter output power (mwatts) Frequency-modulated continuous waveform Narrow pencil beam in azimuth and elevation Low side lobes Inherent low probability of intercept High range resolution with no minimum range Dual-axis monopulse (elevation and azimuth) Highly accurate angular measurements Large effective field of view Space-stabilized antenna Adaptive scan pattern control 6

7 Figure 6: MBDA 94-GHz millimeter-wave radar A patented monopulse radar signal processing algorithm 3 processes the raw digitized radar data to generate an output data vector consisting of corrected azimuth and elevation angles, range, and intensity for each range bin as illustrated in Figure 7. Figure 7: Monopulse Radar Signal Processing This technique provides the angular errors of target returns relative to the beam center at each range bin for both azimuth and elevation axes. This improves the angular measurement accuracy for resolved targets resulting in better image fidelity. The processed radar data is used to determine the object or terrain height relative to a terrain database by making use of the object elevation angle and range from the radar relative to the instantaneous location and attitude of the aircraft. Any detected object above or below the normal terrain (based on DTED and the navigation solution) with sufficient height (or depth) will cause the terrain database to be modified to that new height (or depth) at that location. The updated terrain/object database is then used to render a synthetic 3D view of the illuminated terrain. The radar antenna is internally gimbaled in azimuth and elevation with a real time programmable field of view. The pointing angle of the antenna is controlled by a proprietary adaptive scan control algorithm that tracks the designated landing point during the approach. When the coordinates of the LZ are entered into the system, the tracking algorithm will dynamically adjust the azimuth and elevation scan angles such that the scan is always centered on the designated LZ. Figure 8 illustrates the elevation coverage of the scanning, which detects the height of objects and terrain over the length of the LZ, while Figure 9 illustrates the azimuth scanning, which detects the breadth of objects and terrain 7

8 across the width of the LZ. Together they produce the overall 3-D scan coverage of the landing area and the space and objects above the ground. Figure 8: Elevation scan coverage Figure 9: Azimuth scan coverage Additionally the antenna is space stabilized using an internal inertial measurement unit so that the radar scan remains focused on the landing point despite changes in aircraft attitude during the approach. This allows the pilot to fly a normal approach profile without having to worry about pointing the nose of the aircraft directly at his intended landing point. To optimize the scan coverage over the desired area of the landing zone the antenna scan angles are adaptively managed to cover a specified volume of space over the LZ, typically 500 feet wide and covering a height of 50 feet above the ground. This volume is gradually reduced as the rotorcraft approaches the touchdown point. This produces faster updates of the scene as opposed to a fixed set of azimuth and elevation scan limits. The faster scene refresh aids in detecting moving objects and refines the scene details as the helicopter gets closer to landing point. 8

9 4. BLAST FLIGHT TESTING AT YUMA PROVING GROUND An internally funded flight test was conducted with BLAST installed on a UH-1 depicted in Figure 10 at the Yuma Proving Ground (YPG). A variety of approach and landing scenarios were performed at various test sites representing relative environments for current military operations in degraded visual environments (DVE) including brownout landings. Data collected was used to characterize the performance of the BLAST system in realistic conditions. Figure 10: UH-1 with BLAST installed Assessment of the real time display generated by BLAST and post-processing analysis of the recorded radar data have verified the system s capability to accurately depict objects and terrain features in the landing zone at useful ranges. Highlights include the successful demonstration of the following performance factors: Real-time radar data processing, terrain morphing, and synthetic 3D imaging of the LZ on an airborne platform performing typical approach profiles Range performance for detection and portrayal of terrain and larger objects supporting assessment of the LZ during the initial approach Resolution performance supporting the detection and portrayal of smaller objects and surface hazards during final approach Rapid scene updates using adaptive scanning methods to detect and portray both static and moving obstacles within the LZ Ability of the monopulse processing to provide improved obstacle and terrain image fidelity Performance is virtually unaffected by dusty conditions Typical approach profiles starting at 0.5 NM from the designated landing point (LP) at initial altitudes above ground ranging from 150 feet to 300 feet and initial ground speed of 60 knots were used to simulate real operational approaches during the flight testing. Descent angles of 3º to 6º were initiated at 3000 feet from the LP. Most approach headings were straight towards the LP, but some approaches were performed with off axis headings and turning approaches to demonstrate the ability to track the LP during the approach. Test sites at YPG included areas with small and large objects and terrain features; urban and suburban structures typical of Middle Eastern desert communities; high tension power lines; and moving vehicles. An area at YPG known as the Oasis LZ was extensively used for collecting data against large objects such as poles, and vehicles, small objects such as fence posts and cinder block piles, and terrain features such as dirt mounds and trenches. The objects are grouped in areas that represent taller objects in red zones, smaller objects and terrain features in yellow zones, and clear areas in green zones that are safe for landing. The layout of the Oasis LZ is depicted in Figure 11. 9

10 Figure 11: Oasis LZ test site The following sequence of BLAST images in Figure 12 and Figure 13 depicts the Oasis LZ during an approach to landing in lane 3 from a 30 degree offset heading. The cone shaped symbol represents the location of the designated landing point. Despite the off axis approach, the sensor is scanning the area around the landing point. Note the objects in the red zones are clearly portrayed. Figure 12: BLAST images from 1500 feet range and 1000 feet range during the approach 10

11 Figure 13: BLAST images from 500 feet range and at final approach Another example is from a flyover approach of the Oasis LZ southern red zone with a variety of large and small objects. Figure 14 illustrates good correlation of size and location of the objects depicted in the BLAST image as compared to a picture of the actual scene; most notably the poles indicated by letters A, B, and C, and the helicopter denoted by letter D. C B C B A A D D Figure 14: BLAST image depicting objects in LZ 11

12 An area built up with a complex collection of dwellings, roads, poles, and wires represents a Middle Eastern urban setting. Figure 15 shows a BLAST image from an approach to a brownout landing adjacent to the group of buildings. Note the correlation of objects depicted in the BLAST image and the picture of the scene; specifically the gate labeled A, the cactus labeled B, the road labeled C, and the tall brush labeled D. Again, this BLAST image was unaffected by the dust cloud generated during the final approach to the landing. Figure 15: BLAST image of urban location Another example at this urban location is shown in Figure 16 which depicts the detection of cables suspended from poles running between buildings. There is also clear distinction of the roads versus buildings in this complex urban scene. Figure 16: BLAST depiction of cables in urban area 12

13 Back at the Oasis LZ, data was collected against surface hazards such as trenches, dirt mounds and fence posts. Figure 17 provides a picture of the location used for collecting the data. Note the dirt mound between the trench and fence posts. Figure 17: Test site with surface hazards The following screen shots of BLAST images illustrate the ability of system to detect and portray these types of surface hazards from close range with the scan focused on different sections of the terrain to highlight individual features. Figure 18: BLAST images of surface hazards 13

14 Finally, tests were conducted against a moving vehicle in an area completely void of any other objects. The vehicle was a HMMVV driving in a 200 foot circle at about 20 miles per hour. During the approach the vehicle was detected as it progressed around the circle, eventually forming a ring of morphed terrain as depicted in Figure 19. Figure 19: BLAST image from a moving vehicle 14

15 5. SUMMARY REMARKS Developing a solution to help rotorcraft pilots land safely in brownout is addressing an urgent need. The BAE Systems Brownout Landing Aid System Technology (BLAST) is a unique approach to solve this problem. Using mature 94-GHz radar sensor technology and monopulse radar data processing algorithms specifically adapted for brownout landings driving real time updates to a high-resolution cockpit display of the terrain and objects in and around the landing zone overlaid with BOSS landing guidance symbology gives the pilot the means to maintain situational awareness and avoid impact with objects and terrain when the outside view is obscured. Flight tests of BLAST at the Yuma Proving Ground in Arizona have demonstrated the ability of the system to see through dust and other such battlefield obscurants that accurately detect the location and height of objects and surface hazards in the landing zone at useful ranges in relevant environments to generate real time 3D synthetic images of the landing area. Highlights of the system performance include: Real-time radar data processing, terrain morphing, and synthetic 3D imaging of the LZ Range performance consistent with helicopter approach and landing scenarios in relevant environments Ability of the monopulse signal processing to provide improved image fidelity including both height and width of resolved objects Rapid scene updates using adaptive scanning methods to detect and portray both static and moving obstacles within the LZ Insignificant difference in clear and dusty conditions BLAST capabilities to provide situational awareness in a brownout phenomenon or DVE conditions to rotorcraft pilots provides a significant step forward to supporting an urgent need for a brownout landing aid solution. ACKNOWLEDGEMENTS YPG personnel for supporting BAE Systems test and evaluation of BLAST. BAE Systems engineering team including Steve Luoma, Jacob Livni, and Erik Gudmundsen for their contributions to the design and testing of BLAST. REFERENCES [1] Sykora, B., Rotorcraft Visual Situational Awareness Solving the Pilotage Problem for Landing in Degraded Visual Environments, American Helicopter Society 65 th Annual Forum, [2] Szoboszlay, Z., Turpin, T., Dr. Albery, W., Neiswander, G., Brown-Out Symbology Simulation (BOSS) on the NASA Ames Vertical Motion Simulator, American Helicopter Society 64 th Annual Forum, [3] Liu, G., et. Al., Monopulse Radar Signal Processing for Rotorcraft Brownout Landing Aid Application U.S. Patent No. 7,633,429 B1, Dec. 15, 2009 [4] Alter, K. W. et. Al., Real time, Three-Dimensional Synthetic Vision Display of Sensor-Validated Terrain Data, U.S. Patent 7,352,292, April 1,

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