41 min read<\/p>\n
Preparations for Next Moonwalk Simulations Underway (and Underwater)<\/h1>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n![\"Artist](\"https:\/\/www.nasa.gov\/wp-content\/uploads\/2025\/09\/dwu-high-school-agriculture2.png?w=2048\")
<\/a><\/figure>\n<\/div>\n<\/div>\n<\/div>\n2025-2026 DWU: High School Engineering Challenge<\/h3>\nChallenge Materials<\/h2>\n
Challenge Materials<\/strong><\/p>\nThe 2025 Challenge Materials are coming soon. Register now to get copies as soon as they are released.<\/p>\n
\n- Detailed Background Document<\/a><\/li>\n<\/ol>\n<\/div>\n
Overview: What is an Uncrewed Aircraft System?\u00a0<\/strong><\/h3>\nAn uncrewed aircraft system (UAS) can be defined as an aircraft without an operator or flight crew onboard the aircraft itself. UAS are remotely controlled using manual flight controls (i.e., teleoperation) or autonomously operated using uploaded control parameters (e.g., waypoints, altitude hold, or minimum\/maximum airspeed for example).\u00a0<\/p>\n
UAS are typically used to perform a variety of tasks or applications that are considered too dull, dangerous, dirty, or deep for humans or crewed platforms (also known as the \u201c4Ds\u201d). Their civilian\/commercial uses include aerial photography\/filming, agriculture, communications, conservation\/wildlife monitoring, damage assessment\/infrastructure inspection, fire services and forestry support, law enforcement\/security, search and rescue, weather monitoring and research. They provide an option that is economical and expedient, without putting a human operator (i.e., pilot) at risk.\u00a0<\/p>\n
UAS are commonly referred to as uncrewed aerial vehicles (UAV)s, uncrewed aerospace, aircraft or aerial systems, remotely pilot aircraft (RPA), remotely piloted research vehicles (RPRV), and aerial target drones. However, the term UAS itself is reflective of a system as a whole, which has constituent components or elements that work together to achieve an objective or set of objectives. These major elements, depicted in Figure 1, include the air vehicle element, payload, data-link (communications), command and control (C2), support equipment, and the operator (human element).\u00a0<\/p>\n
\n\n\n![\"Basic](\"https:\/\/www.nasa.gov\/wp-content\/uploads\/2025\/09\/dwu-25-26-basic-uas-config.png?w=2048\")
<\/a><\/figure>\nFigure 1. Basic UAS configuration with major elements identified.<\/div>\n<\/figcaption><\/div>\n<\/div>\n<\/div>\nThe UAS you will develop in this challenge is comprised of similar elements, or parts of the system.\u00a0<\/p>\n
NOTE: <\/strong>For purposes of component categorization and functionality simplification, the datalink\/communications and command and control (C2) have been combined into a single element (i.e., command, control, and communications [C3]). Each team will choose different quantities, sizes, types, and configurations of the various components to create a unique UAS design using the approach depicted in Figure 2.\u00a0<\/p>\nAlso of note is pointing out that your team will develop the entire system <\/em>and not just the uncrewed vehicle.\u00a0<\/p>\n\n\n\n![\"\"](\"https:\/\/www.nasa.gov\/wp-content\/uploads\/2025\/09\/dwu-25-26-uas-design-approach.png?w=2048\")
<\/a><\/figure>\nFigure 2. UAS design approach with major element options identified.<\/div>\n<\/figcaption><\/div>\n<\/div>\n<\/div>\nPayload Element(s)\u00a0<\/strong><\/h4>\nThe payload represents the first element to be examined in the design of a UAS. This traditionally represents the primary purpose of the platform. One example of a payload is the visual\/exteroceptive sensor(s), explained in further detail below. These sensors capture information about the operating environment. This information can be used to provide situational awareness relative to the orientation and location of the aerial vehicle.\u00a0<\/p>\n
Visual\/exteroceptive sensors <\/strong>\u2013 used to capture information (e.g., visual data) about the operating environment. Provides the operator with situational awareness, such as the orientation and location of the aerial vehicle element of a UAS. Common sensors include:\u00a0<\/p>\n\n- CCD\/CMOS camera (e.g., Daytime TV, color video) <\/em><\/strong>\u2013 digital imaging sensor, typically returns color video for live display on the ground control station (GCS) terminal.\u00a0<\/li>\n
- Thermal (e.g., infrared [IR]) <\/em><\/strong>\u2013 sensor used to measure and image heat (i.e., thermal radiation).\u00a0<\/li>\n
- LiDAR <\/em><\/strong>\u2013 measures distance and contours of remote bodies (e.g., terrain) through use of reflected laser light. Typically requires significant amount of pre- or post-processing to render and display the data.\u00a0<\/li>\n
- Synthetic Aperture Radar (SAR) <\/em><\/strong>\u2013 measures distance and contours of remote bodies (e.g., terrain) through use of reflected radio waves. Typically requires significant amount of pre- or post-processing to render and display the data.\u00a0<\/li>\n
- Multispectral camera <\/em><\/strong>\u2013 an all-encompassing visual sensor for capturing image data across the electromagnetic spectrum (e.g., thermal, radar, etc.).\u00a0<\/li>\n<\/ul>\n
Air Vehicle Element\u00a0<\/strong><\/h4>\nThe air vehicle element (i.e., UAV) represents the remotely operated (uncrewed) aerial component of the UAS. There can be more than one UAV in a UAS, and each is made up of of several subsystem components, including the following:\u00a0<\/p>\n
\n- Airframe <\/em><\/strong>\u2013the structural aspect of the vehicle. The placement\/location of major components on the airframe, including payload, powerplant, fuel source, and command, control, and communications (C3) equipment, will be determined by your team. This element can be purchased as a commercially-off-the-shelf (COTS) option or custom designed.\u00a0<\/li>\n
- Flight Controls <\/em><\/strong>\u2013 the flight computer (e.g., servo controller), actuators, and control surfaces of the air vehicle.\u00a0<\/li>\n
- Powerplant (propulsion) <\/em><\/strong>\u2013 the thrust generating mechanism, including the engine\/motor, propeller\/rotor\/impeller, and fuel source (e.g., battery or internal combustion fuel)\u00a0<\/li>\n
- Sensors (onboard) <\/em><\/strong>\u2013 the data measurement and capture devices\u00a0<\/li>\n<\/ul>\n
NOTE: <\/strong>These subsystem components could be purchased as a single commercial off-the-shelf (COTS) option, could be modified\/supplemented using other options, or entirely custom designed.\u00a0<\/em><\/p>\nCommand, Control, and Communications (C3) Element\u00a0<\/strong><\/h4>\nThe level of autonomy of an aircraft is determined by the capabilities of the Command Control and Communications (C3) system.\u00a0<\/p>\n
C3 represents how your team will get data to (e.g., control commands) and from (e.g., telemetry and onboard sensor video) the vehicle (or any additional uncrewed\/robotic systems) while in operation. Your configuration will depend on the design choices made by your team. Some of these items will be included in the weight and balance calculations for the Air Vehicle Element (i.e., airborne elements), while the remaining will be included in the ground control station (GCS). The following image (Figure 3), depicts an example C3 interface overview of a medium complexity UAS.\u00a0<\/p>\n
\n\n\n![\"C3](\"https:\/\/www.nasa.gov\/wp-content\/uploads\/2025\/09\/dwu-25-26-c3-configuration.png?w=2048\")
<\/a><\/figure>\nFigure 3. Example C3 configuration and associated interfaces.<\/div>\n<\/figcaption><\/div>\n<\/div>\n<\/div>\nPrimary C3 element subsystem components include:\u00a0<\/p>\n
\n- Control commands and telemetry equipment <\/em><\/strong>\u2013 the capture, processing, transmission, receipt, execution, and display of all data associated with control and feedback of the air vehicle element. The following represent the types of controls. Manual <\/strong>\u2013 operator performs remote control of the UAV.\u00a0<\/li>\n
- Semi-autonomous <\/strong>\u2013 operator performs some of the remote control of the UAV, system performs the rest (pre-determined prior to flight).\u00a0<\/li>\n
- Autonomous <\/strong>\u2013 operator supervises system control of the UAV (pre-determined prior to flight and uploaded during flight).\u00a0<\/li>\n
- Control switching <\/strong>\u2013 use of a multiplexer device provides a method to switch between different control methods (e.g., switch between manual and autonomous control).\u00a0<\/li>\n
- \n
- Primary video data equipment (non-payload) <\/em><\/strong>\u2013 the capture, transmission, receipt, and display of visual data from the primary video sensor (non-payload), if applicable.\u00a0<\/li>\n<\/ul>\n
NOTE<\/strong>: Primary video is typically used to operate the aircraft from an egocentric (i.e., first person view [FPV]) perspective\u00a0<\/em><\/p>\n\n- Remote sensing (primary payload sensor) equipment <\/em><\/strong>\u2013 the capture, storage or transmission and display of data from the primary payload sensor.\u00a0<\/li>\n<\/ul>\n
Additional details concerning this element can be found in the UAS Command, Control, and Communications (C3) section.\u00a0<\/p>\n
Support Equipment Element\u00a0<\/strong><\/h4>\nSupport equipment represents those additional items required to assist in UAS operation and maintenance in the field. These can include but are not limited to the following:\u00a0<\/p>\n
\n- Launch and recovery systems <\/strong>\u2013 components used to support the UAV to transition into flight or return the aircraft safely.\u00a0<\/li>\n
- Flight line equipment <\/strong>\u2013 components used to start, align, calibrate, or maintain the UAS. Refueling\/recharging system\u00a0<\/li>\n
- Internal combustion engine starter\u00a0<\/li>\n
- Transportation <\/strong>\u2013 used to deliver equipment to the operating environment.\u00a0<\/li>\n
- Power generation <\/strong>\u2013 portable system capable of producing sufficient power to run the GCS and any additional support equipment; typically internal combustion using gasoline.\u00a0<\/li>\n
- Operational enclosure <\/strong>\u2013 portable work area for the crew, computers, and other support gear.\u00a0<\/li>\n<\/ul>\n
Operator Element\u00a0<\/strong><\/h4>\nThe operator element represents the people required to operate and maintain the system. These roles will be dependent on the design of the system. These can include but are not limited to the following:\u00a0<\/p>\n
\n- Pilot in command (PIC)\u00a0<\/li>\n
- Secondary operator (co-pilot or spotter)\u00a0<\/li>\n
- Payload\/sensor operator\u00a0<\/li>\n
- Sensor data post-processer specialist\u00a0<\/li>\n
- Support\/maintenance personnel\u00a0<\/li>\n<\/ul>\n
NOTE: <\/strong>You will identify your crew based on your UAS design according to the provided mission requirements. For example, if the payload is configured to automatically detect over specific areas identified using GPS, a specific operator may not be necessary. However, the appropriate system design would need to be established to support such operations.\u00a0<\/em><\/p>\nThe details concerning this element can be found in the UAS Personnel\/Labor Guidelines section of this document.\u00a0<\/p>\n
Challenge Details\u00a0<\/h2>\n
Uncrewed Aircraft Systems (UAS) have near-term potential for many civil and commercial uses. The 2025-2026 Dream with Us Design Challenge will focus on Uncrewed Aircraft Systems (UAS) and implementing UAS into the agriculture industry. This year\u2019s mission is to develop an uncrewed aircraft system that will detect agricultural pests that affect your team\u2019s geographical area and make a detrimental economic impact, and identify suspected affected areas and take plant samples in order to more effectively optimize crop production. The teams will identify, compare, analyze, demonstrate, and defend the most appropriate component combinations, system\/subsystem design, operational methods. Engineering Technology concepts will apply to this challenge, including the application of science and engineering to support product improvement, industrial processes, and operational functions. In addition, a business case and a communications plan will be included to better support the challenge scenario. Through use of an inquiry-based learning approach with mentoring and coaching, student teams will have an opportunity to learn and apply the skills and general principles associated with the challenge in a highly interactive and experiential setting. Students will need to consider and demonstrate an understanding of the various Uncrewed Aircraft System elemental (subsystem) interactions, dependencies, and limitations (e.g., power available, duration, range of communications, functional achievement) as they relate to the operation, maintenance, and development to justify their proposed business case.\u00a0<\/p>\n
To support the inquiry-based learning approach, each team will perform and document the following in an engineering design notebook:\u00a0<\/p>\n
1) Task Analysis <\/em><\/strong>\u2013 analyze the mission\/task to be performed\u00a0<\/p>\n2) Strategy and Design <\/em><\/strong>\u2013 determine the engineering design process, roles, theory of operation, design requirements, system design, integration testing, and design updates\u00a0<\/p>\n3) Costs <\/em><\/strong>\u2013 calculate costs and the anticipated capabilities associated with both design and operation\u00a0<\/p>\nTeams will work together with coaches and mentors to identify what is needed while pursuing the completion of this challenge. By connecting your own experience and interest, participants will have an opportunity to gain further insight into the application of design concepts, better understand the application of Uncrewed Aircraft System technology, and work collaboratively towards the completion of a common goal.\u00a0<\/p>\n
Challenge\u00a0<\/strong><\/h4>\nThis year\u2019s challenge is to design Uncrewed Aircraft Systems (UAS), create a theory of operation, and develop a business and communication plan for the system based on the following scenario:\u00a0<\/p>\n
Scenario:<\/strong><\/h4>\nAgricultural pests cost billions of dollars in losses across the globe every year. Besides losses through yield reductions and reduced quality, there are also the costs of using pesticides or other methods to mitigate the pests, particularly if pesticides are being used indiscriminately rather than\u00a0strategically. The strategic use of uncrewed aircraft is making significant impacts in reducing the impact of agricultural pests. Properly implemented, agricultural output can be increased while also reducing resource use. In addition to food crops, pests can also have a large impact on other agricultural products such as trees.\u00a0 <\/p>\n
Your state government is interested in developing an uncrewed aircraft system (UAS) that can help in the fight against an agricultural pest that has an economic impact in your state. The state government wants a UAS that can be used to detect signs of the pest(s), identify plants that have been potentially impacted by these pests, and also take samples from the infected plant(s). Your company has been asked to design a UAS that will be tested locally within the state to determine its feasibility and potential economic impact.\u00a0<\/p>\n
Your company will select the specific pest(s) based on your local region. This pest selection and corresponding impacted plant(s) will determine many of the UAS design choices. The state government agency in charge of the program has created a set of design criteria outlined below.\u00a0<\/p>\n
Overall Design:\u00a0<\/strong><\/h4>\nA single uncrewed aircraft that can detect signs of the pest infestation, plants potentially impacted, then take a sample of the impacted plant(s) for further analysis. The aircraft must have a communication range of at least 5 mi. The aircraft should maximize the amount of area it can cover in the least amount of time.\u00a0<\/p>\n
Detection:\u00a0<\/strong><\/h4>\nBased on the selection of the local agricultural pest, the uncrewed aircraft must:\u00a0<\/p>\n
\n- Detect signs of the pest(s). What sensors are required to do this from an uncrewed aircraft?\u00a0<\/li>\n
- Transmit sensor data for further analysis at the ground station.\u00a0<\/li>\n<\/ul>\n
Sampling<\/strong>:<\/h4>\nBased on the selection of the local agricultural pest(s), the uncrewed aircraft must:\u00a0<\/p>\n
\n- Take a relevant sample. What type of sample is needed (e.g., leaf, stem, bark, soil)?\u00a0<\/li>\n
- Safely carry the sample to the ground station.\u00a0<\/li>\n
- If more than one sample is gathered during the same flight, storage must limit cross-contamination.\u00a0<\/li>\n<\/ul>\n
Ground Station<\/strong>:<\/h4>\n\n- Operated by two (2) people.\n
\n- One (1) to operate and monitor the aircraft.\u00a0<\/li>\n
- One (1) to monitor the sensor data, interpret the results, and determine if a sample is needed.\u00a0<\/li>\n<\/ul>\n<\/li>\n
- Include necessary equipment to operate and monitor the aircraft.\u00a0<\/li>\n
- Include necessary equipment to receive sensor data and analyze sensor data.\u00a0<\/li>\n
- Include equipment to collect and store samples for transportation.\u00a0<\/li>\n<\/ul>\n
Transportation and Storage:<\/strong><\/h4>\n\n- Maximum of two (2) containers: one (1) for ground station equipment and one (1) for aircraft.\u00a0<\/li>\n
- Each container can have maximum internal dimensions of 34\u00d724\u00d712.5 in.\u00a0<\/li>\n
- Each container can have up to an additional 3 in. in each direction for the external dimensions to account for the container material and any external latches, handles, and wheels.\u00a0<\/li>\n
- Each container can weigh up to 80 lb. including the weight of the container.\u00a0<\/li>\n
- Any batteries and fuel can be stored separately for safety and are not counted as part of the two main containers.\u00a0<\/li>\n<\/ul>\n
Safety:\u00a0<\/strong><\/h4>\n\n- Be able to fly safely among plants during detection and sampling.\u00a0<\/li>\n
- Include a detect and avoid system to avoid collisions with stationary and moving objects such as the plants, birds, other aircraft, people, and other objects.\u00a0<\/li>\n
- The level of autonomy is up to your company, but some level of semi-autonomous flight is expected to reduce pilot workload and help fly near the plants.\u00a0<\/li>\n<\/ul>\n
Benchmark mission<\/strong><\/h4>\nTo judge the effectiveness and efficiency of the design, the uncrewed aircraft must complete a specified benchmark detection and sampling mission. The time to complete the mission, the overall cost, and safety considerations will be factors in determining whether your company is awarded the contract.\u00a0<\/p>\n
\n- Use the provided diagram for the benchmark mission:\n
\n- The ground station is 3 mi from the test field. All samples must be returned to the ground station, and any required refueling or battery change\/recharge must be performed at the ground station.<\/li>\n
- The elevation of the ground station must be relevant to your region. You can assume that there is no elevation change from the ground station to the test field.<\/li>\n
- The test field is 0.5 mi by 0.5 mi and contains the plant(s) that you selected based on the local agricultural pest(s).\u00a0<\/li>\n
- A single uncrewed aircraft must survey the entire field and return ten samples. Each sample location is provided in the diagram as an \u201cX\u201d. You can assume that the sample location is at the center of their respective square.\u00a0<\/li>\n
- The aircraft is not required to perform the full detection survey and sampling in a single flight. Reference the criteria that samples must be kept separate.\u00a0<\/li>\n<\/ul>\n<\/li>\n<\/ul>\n\n\n\n
![\"Benchmark](\"https:\/\/www.nasa.gov\/wp-content\/uploads\/2025\/09\/dwu-25-26-benchmark-mission-diagram.png?w=2048\")
<\/a><\/figure>\nFigure: Benchmark mission diagram.<\/div>\n<\/figcaption><\/div>\n<\/div>\n<\/div>\nBusiness case:\u00a0<\/strong><\/h4>\nThe business case will be structured similarly to a group applying for a work contract. Teams will create an operating budget for the operation of their aircraft and the associated system that supports the aircraft. The aircraft must complete the benchmark detection and sampling mission. The business case must detail both the fixed and variable costs and provide some of the logistical details on the personnel needed to operate the system. Contracts are being evaluated based on how well the mission is performed and how much it will cost. Teams should include the following details in their business plan:\u00a0<\/p>\n
\n- Account for all costs<\/strong>: Teams will need to account for all the costs of operating the aircraft and system\u00a0\n
\n- Fixed costs<\/strong>: Calculate the fixed costs. These include the cost of all the equipment needed to fly such as the aircraft, Command Communication equipment (command center, communication arrays, etc.), support equipment (any other things you might need to operate), etc.\u00a0<\/li>\n
- Variable costs<\/strong>: Calculate the variable costs to fly. For this challenge, it will include the operating costs needed to complete the benchmark mission. This will include the amount spent on fuel, charging batteries, replacement parts, and personnel.\u00a0<\/li>\n<\/ul>\n<\/li>\n
- Basic logistical details<\/strong>: In addition to a budget, teams should explain the roles of all personnel and how they will be used to accomplish their mission. Teams need to determine the tasks that need to be performed and what positions are being used to accomplish those tasks.\u00a0<\/li>\n<\/ul>\n
Public Affairs\/Communications plan:\u00a0<\/strong><\/h4>\nHow are you able to make an argument to the agriculture industry that using UAS in their business is a good idea? Many within the agriculture industry have used specific technology for years and are unsure if there is a real need or benefit to adding UAS to their business. Your team will need to convince them that this is needed.\u00a0<\/p>\n
In the communications plan, teams will compile information from the technical parts of the project, along with the business plan to help explain why it is important and cost-effective to utilize UAS in agriculture. The teams\u2019 communication plans should have the following characteristics:\u00a0<\/p>\n
\n- Audience and purpose:\n
\n- Communications should be written for the appropriate audience, keeping in mind that some people in the agriculture industry may not have technical background in the areas needed to understand the project\u00a0<\/li>\n
- There should be a compelling reason(s) to use the proposed design.\u00a0<\/li>\n<\/ul>\n<\/li>\n
- Plan for communication:\n
\n- In this section teams should come up with a plan to promote the use of UAS within their agricultural business.\u00a0<\/li>\n
- Include the type of information being shared, along with how that information will be shared (for example, via social media platforms, brochures, videos, infographics, etc.\u00a0<\/li>\n
- Explain how materials will be distributed and the audience(s). Keep in mind that you may need to get broader support from the general population.\u00a0<\/li>\n<\/ul>\n<\/li>\n<\/ul>\n
Approach<\/strong><\/h2>\nEach team will operate from the perspective of a small company that is seeking funding for the demonstration of a prototype system. The following steps are recommended in pursuit of a response to the challenge scenario:\u00a0<\/p>\n
\n- Consider all aspects and requirements of the challenge.\u00a0<\/li>\n
- Research local agricultural pests that have an economic impact.\u00a0<\/li>\n
- Perform background research on the topic, available tools and techniques for handling these pest(s), including any existing strategies.\u00a0<\/li>\n
- Develop a theory of operation that can be adapted as you learn more about the challenge.\u00a0<\/li>\n
- Create an initial design (conceptual design).\u00a0<\/li>\n
- Analyze the design and determine potential effectiveness and possible shortcomings (i.e., identify process[es] to validate and verify preliminary design and operation; determine detection efficiency, sampling efficiency, airframe efficiency, airframe cost, and business costs; include redesigns and revisions).\u00a0<\/li>\n
- Continue research and design (document detailed design, design decisions, lessons learned, recalculated variables; redesigns and analysis of those redesigns, as necessary).\u00a0<\/li>\n<\/ol>\n
The successful proposal should include an estimate of the project\u2019s budget as well as the potential cost savings, while striving to demonstrate and illustrate how the solution efficiently helps with pest detection and mitigation.\u00a0<\/p>\n
It is strongly recommended that teams conduct their own research on the topic to answer the following questions to develop a challenge solution:\u00a0<\/p>\n
\n- How can your design be a benefit to agriculture?\u00a0<\/li>\n
- How does your design compare to existing designs or strategies?\u00a0<\/li>\n
- What sensors are needed to gather the required environmental data?\u00a0<\/li>\n
- What is required for safe flight?\u00a0<\/li>\n
- What is required for the aircraft to detect and avoid obstacles?\u00a0<\/li>\n
- What are the benefits or capabilities of adding UAS to crop production?\u00a0<\/li>\n
- How are you addressing the mission requirements and how will the requirements affect your design?\u00a0<\/li>\n<\/ul>\n
From a business perspective, you may also want to consider the various operational factors and design capabilities that may affect the cost. From the communications perspective, consider some of the potential challenges of convincing your audience for the need to add UAS to agriculture.\u00a0<\/p>\n
Concept of Operations (CONOPS)\u00a0<\/strong><\/h2>\nA concept of operations (CONOPS) is used by many different organizations, and each has slightly different requirements. The basic purpose of a concept of operations is to describe the characteristics of a system from the viewpoint of a user of the system. It is used to communicate the characteristics to all stakeholders. Stakeholders include anyone who plays a part in its use. For this challenge, the CONOPS will be used to explain the operation of your system through the benchmark mission. A CONOPS should be clear, concise, and easy to understand. You can describe the operation through paragraphs, lists, and figures.\u00a0<\/p>\n
The CONOPS section has multiple parts to consider.\u00a0<\/p>\n
Preparation<\/strong><\/h4>\nDescribe the characteristics of the system during the initial preparation prior to a mission. Some considerations for this section:\u00a0<\/p>\n
\n- What steps are required to set up the ground control station and any other equipment?\u00a0<\/li>\n
- What steps are required to prepare for the mission?\u00a0<\/li>\n
- Who performs each step in the preparation?\u00a0<\/li>\n
- Where do the steps take place?\u00a0<\/li>\n
- What is required for a safety check of the aircraft and environment?\u00a0<\/li>\n<\/ul>\n
Pest Detection<\/strong><\/h4>\nDescribe the characteristics of the system during the initial preparation prior to a mission. Some considerations for this section:\u00a0<\/p>\n
\n- What steps are required to set up the ground control station and any other equipment?\u00a0<\/li>\n
- What steps are required to prepare for the mission?\u00a0<\/li>\n
- Who performs each step in the preparation?\u00a0<\/li>\n
- Where do the steps take place?\u00a0<\/li>\n
- What is required for a safety check of the aircraft and environment?\u00a0<\/li>\n<\/ul>\n
Sample Gathering<\/strong><\/strong><\/h4>\nDescribe the characteristics of the system during its flight to gather samples. Some considerations for this section:\u00a0<\/p>\n
\n- How does the system determine that a sample is needed?\u00a0<\/li>\n
- How does the aircraft gather a sample?\u00a0<\/li>\n
- How is the sample stored on the aircraft?<\/li>\n
- Can multiple samples be gathered in a single flight?\u00a0<\/li>\n
- What communications are required during the process of gathering a sample?\u00a0<\/li>\n
- What other communications are required during the flight? <\/li>\n
- Between aircraft and operator(s)? Between aircraft?\u00a0<\/li>\n<\/ul>\n
Post-Mission\u00a0<\/strong><\/h4>\nDescribe the characteristics of the system at the end of a mission. Some considerations for this section:\u00a0<\/p>\n
\n- What steps are required when the mission is complete?\u00a0<\/li>\n
- What steps are required to store the aircraft?\u00a0<\/li>\n
- What steps are required to store the ground control station and any other equipment?\u00a0<\/li>\n
- Who performs each step?\u00a0<\/li>\n
- Where do the steps take place?\u00a0<\/li>\n<\/ul>\n
Mission Requirements<\/h2>\n
Part of the requirements for the UAS are focused on the ability to fly safely in the national airspace and near plants and possibly people. During the mission, there is the possibility that the uncrewed aircraft may be flying near other uncrewed aircraft and manned aircraft. Keep in mind there are specific guidelines in place about the prioritization of crewed and uncrewed flight and safety. There are many areas that organizations are currently working on in order to achieve safe uncrewed flight. A few of these areas will be focused on for this design. The following sections provide some additional information to aid in the UAS design.\u00a0<\/p>\n
Since no pilot is onboard an uncrewed aircraft, tasks that are usually the responsibility of the pilot must be handled by some other means. Methods must be developed to pilot the aircraft, monitor the aircraft, communicate with air traffic control, and if necessary, watch for other aircraft, handle changes to the flight plan, and deal with emergencies. The following sections highlight some of these tasks.\u00a0<\/p>\n
UAS Command, Control, and Communications (C3)\u00a0<\/strong><\/h4>\nThere are many different levels of autonomy. A major decision for the team is determining the level of UAS autonomy since this decision will influence the needed avionics. The aircraft must be able to monitor itself and its environment. Some basic required measurements to do this include:\u00a0<\/p>\n
\n- Measuring its airspeed\u00a0<\/li>\n
- Measuring its orientation (roll, pitch, yaw)\u00a0<\/li>\n
- Awareness of its location and flight direction\u00a0<\/li>\n<\/ul>\n
Communications systems are very important with UAS. All communications systems come with some latency (a delay in communications) that can depend on the type of communication, power, and\u00a0distance. Deciding on different communications systems need to include these time delays. Since communications is such a key factor, redundancy must be designed into the system. Your team will need to determine what methods will be the primary form of communications, which systems will be used as backup, and how much redundancy should be included.\u00a0<\/p>\n
Part of the C3 system for a UAS is the ground control station. At the ground control station, the operator\/controller can monitor the aircraft and can make command decisions if\/when necessary. The ground control station may also be part of the detect-and-avoid system depending on where decisions are made. Having a communications system that can handle the necessary tasks is essential.\u00a0<\/p>\n
Detect and Avoid (DAA)\u00a0<\/strong><\/h4>\nThe purpose of a detect-and-avoid system (sometimes referred to as sense-and-avoid) on a UAS is to be able to sense objects that might pose a threat, detect if an object becomes a conflict (potential collision), and be able to avoid any obstacles.\u00a0<\/p>\n
During flight, the uncrewed aircraft may be operating near manned aircraft. Safety of people in other aircraft are a priority. While flying, your aircraft and larger aircraft will have some type of transponder that provides location and airspeed. Aircraft with a transponder are known as cooperative obstacles. Your aircraft must be able to detect these cooperative obstacles and non-cooperative obstacles. These non-cooperative obstacles may be stationary (such as a building) or moving (such as aircraft without a transponder). There are multiple ways UAS may sense obstacles through sensors such as visual, IR, acoustic, radar, etc. Selection of these sensors will depend on their weight, field of view, and how objects are detected, and sometimes, dependent on budget.\u00a0<\/p>\n
After an object is sensed, it must be determined if the object poses a threat to the aircraft and if there is the possibility of a collision. Aircraft typically have a defined boundary around the aircraft where its sensors can detect an obstacle and have time to make maneuvers to avoid a collision. Analyzing sensor information and determining if there is a threat can be done on the aircraft, off the aircraft at the ground control station, or a combination of both. The equipment selected for the C3 must be compatible with the method(s) selected for the DAA.\u00a0<\/p>\n
The final step in the DAA is for the aircraft to make maneuvers to avoid a conflict when necessary. Similar to the analysis of sensor information, the commands to make these maneuvers may be completed on the aircraft, at the control station, or a combination of both. Note that some level of decision must be done on the aircraft in case there is not enough time to alert the aircraft operator.\u00a0<\/p>\n
Lost Link Protocols\u00a0<\/strong><\/h4>\nTo ensure public safety, protocols must be developed and used when there is a loss of communication with the UAS. Loss of communication may be partial or total, and loss of communication can occur with the UAS or with the ground control station. Whenever there is a loss of communication, any other aircraft in the area must be notified so that they may take any necessary actions (e.g., move away from the vicinity of the loss-of-communication aircraft).\u00a0<\/p>\n
Page 15\u00a0<\/p>\n
Multiple situations can result in a partial loss of communications. Some situations include the loss of the transponder signal from the aircraft (broadcasting), the loss of receiving transponder signals from other aircraft, or the aircraft switching to secondary communications (e.g., using satellite communication if radio frequency (RF) communication is loss).\u00a0<\/p>\n
\n- When there is a partial loss of communications, define the actions that the aircraft and the operator\/controller will do. Will there be attempts to regain missing communications? When will there be a decision for the aircraft to return to the originating airport or divert to another location, or land?\u00a0<\/li>\n<\/ul>\n
A total loss of communication occurs when the ground control station cannot send information to or receive information from the UAS. Consider two situations with total loss of communication: transponder still working and transponder not working.\u00a0<\/p>\n
\n- With total loss of communications, what will the aircraft do? Stay on current path or move to designated altitude\/location? How long will the aircraft attempt to regain communication before it returns to the originating location or divert to another location?\u00a0<\/li>\n<\/ul>\n
Background Information and References\u00a0<\/strong><\/h4>\nSafely flying UAS near other aircraft is an ongoing challenge. Below are a few sources of additional material on the subject.\u00a0<\/p>\n
Background information from manned aviation that may be relevant to understanding UAS development:\u00a0<\/p>\n
\n- https:\/\/www.faa.gov\/regulations_policies\/handbooks_manuals\/aviation\/airplane_handbook<\/li>\n
- https:\/\/www.faa.gov\/sites\/faa.gov\/files\/2022-06\/risk_management_handbook_2A.pdf\u00a0<\/li>\n<\/ul>\n
Background papers on UAS and Autonomous Operations:\u00a0<\/p>\n
\n- NASA Regional Air Mobility report: 2021-04-20-RAM.pdf (nasa.gov)\u00a0<\/li>\n
- A Systematic Approach to Developing Paths Towards Airborne Vehicle Autonomy: https:\/\/ntrs.nasa.gov\/api\/citations\/20210019878\/downloads\/NASA-CR-20210019878final.pdf\u00a0<\/a><\/li>\n
- Digital Flight operations https:\/\/ntrs.nasa.gov\/citations\/20210025961\u00a0<\/li>\n<\/ul>\n
Background on information related to plant pests:\u00a0<\/p>\n
\n- Your state\u2019s department of agriculture will have information about agricultural pests that have an economic impact in your state.\u00a0<\/li>\n
- The agricultural departments\/colleges at universities and colleges in your state will have information about local agricultural pests.\u00a0<\/li>\n
- The U.S. Department of Agricultural tracks agricultural pests that have had large scale impacts in the USA. Some pests can be found on their Plant Pests and Diseases page: https:\/\/www.aphis.usda.gov\/plant-pests-diseases\u00a0<\/a><\/li>\n<\/ul>\n
UAS Personnel\/Labor Guidelines\u00a0<\/strong><\/h2>\nThe costs of the system are not solely measured in terms of the cost to purchase individual components but are also reflective of the cost to operate and maintain the system. The following subsection provides some details for both personnel and labor areas. These areas will be based on your design and logistical plan, coupled with research regarding typical time needed to perform such activities and guidance from your industry mentors to estimate time required to perform necessary actions to complete the mission. Use this experience to better understand what roles would be required, at a minimum, to create your design from conception to final delivery.\u00a0<\/p>\n
NOTE: <\/strong>Not all personnel and labor areas may be necessary. Some personnel may take on more than one role. If a person performs more than one job, that person must be paid the higher amount (if applicable) for all of their time. Also keep in mind that oftentimes operations and missions may take longer than anticipated so estimating personnel costs can be more than anticipated, rarely less.\u00a0<\/p>\nOperational and Support Personnel\u00a0<\/strong><\/h4>\nAny UAS performing remote sensing require a variety of roles to be fulfilled by personnel on the ground to ensure safe and successful completion of the mission. Different aircraft and application types will require different roles and different numbers of ground support personnel. For the purposes of this competition, a basic minimum ground support personnel configuration can be assumed. Make sure to account for an extra hour to address time that personnel work prior to preparation and post-mission. The typical roles are outlined as follows:\u00a0<\/p>\n
NOTE<\/strong>: Full\u2010time Equivalent (FTE) is used to indicate one person assigned full\u2010time to the designated role. For this competition, fractional FTEs will not be allowed. For operational cost calculation purposes, fractions of an hour should be rounded up to the next highest hour. Costs are not dependent on individual salaries but are instead tied to the value a company assigns to the role when their services are quantified and passed on to an external customer.\u00a0<\/p>\nThe term \u201cfully loaded\u201d refers to any and all costs for this person\u2019s time.\u00a0<\/p>\n
\n- Payload Operator [$35\/hr. fully loaded cost per 1.0 FTE]: <\/strong>This person is required when payload data is telemetered from the aircraft or requires manual operation during task execution. This person will typically sit at a ground station, interacting with a graphical user interface (GUI) for the purpose of controlling the payload operations in real\u2010time. If the payload is cargo, this position may involve overseeing the loading of the cargo containers, making sure they are safely secured, and overseeing the unloading of the containers.\u00a0<\/li>\n
- Range Safety\/Aircraft Launch & Recovery\/Maintenance [$35\/hr. fully loaded cost per 1.0 FTE]: <\/strong>This individual can be assigned multiple non\u2010concurrent roles and is typically a highly qualified technician. Range safety includes ensuring frequency de\u2010confliction prior to and during the mission as well as airspace de\u2010confliction. This individual will be trained in the use and operation of a spectrum analyzer to ensure that the communications and aircraft operations frequencies are not conflicting with other potential operations in the area. This individual will also monitor\u00a0air traffic channels to ensure that the airspace remains free during the task. This individual will be responsible for coordinating with the air traffic management personnel in advance of the operation to ensure that the appropriate airspace restrictions are communicated to piloted aircraft operating in the area. This individual may also be responsible for aircraft launch and recovery operations as well as any required maintenance (e.g., refueling or repairs) in between flights.\u00a0<\/li>\n
![\"Artist](\"https:\/\/www.nasa.gov\/wp-content\/uploads\/2025\/09\/dwu-high-school-agriculture2.png\")
<\/a><\/figure>\n<\/div>\n<\/div>\n<\/div>\n2025-2026 DWU: High School Engineering Challenge<\/h3>\nChallenge Materials<\/h2>\n
Challenge Materials<\/strong><\/p>\n The 2025 Challenge Materials are coming soon. Register now to get copies as soon as they are released.<\/p>\n An uncrewed aircraft system (UAS) can be defined as an aircraft without an operator or flight crew onboard the aircraft itself. UAS are remotely controlled using manual flight controls (i.e., teleoperation) or autonomously operated using uploaded control parameters (e.g., waypoints, altitude hold, or minimum\/maximum airspeed for example).\u00a0<\/p>\n UAS are typically used to perform a variety of tasks or applications that are considered too dull, dangerous, dirty, or deep for humans or crewed platforms (also known as the \u201c4Ds\u201d). Their civilian\/commercial uses include aerial photography\/filming, agriculture, communications, conservation\/wildlife monitoring, damage assessment\/infrastructure inspection, fire services and forestry support, law enforcement\/security, search and rescue, weather monitoring and research. They provide an option that is economical and expedient, without putting a human operator (i.e., pilot) at risk.\u00a0<\/p>\n UAS are commonly referred to as uncrewed aerial vehicles (UAV)s, uncrewed aerospace, aircraft or aerial systems, remotely pilot aircraft (RPA), remotely piloted research vehicles (RPRV), and aerial target drones. However, the term UAS itself is reflective of a system as a whole, which has constituent components or elements that work together to achieve an objective or set of objectives. These major elements, depicted in Figure 1, include the air vehicle element, payload, data-link (communications), command and control (C2), support equipment, and the operator (human element).\u00a0<\/p>\n The UAS you will develop in this challenge is comprised of similar elements, or parts of the system.\u00a0<\/p>\n NOTE: <\/strong>For purposes of component categorization and functionality simplification, the datalink\/communications and command and control (C2) have been combined into a single element (i.e., command, control, and communications [C3]). Each team will choose different quantities, sizes, types, and configurations of the various components to create a unique UAS design using the approach depicted in Figure 2.\u00a0<\/p>\n Also of note is pointing out that your team will develop the entire system <\/em>and not just the uncrewed vehicle.\u00a0<\/p>\n The payload represents the first element to be examined in the design of a UAS. This traditionally represents the primary purpose of the platform. One example of a payload is the visual\/exteroceptive sensor(s), explained in further detail below. These sensors capture information about the operating environment. This information can be used to provide situational awareness relative to the orientation and location of the aerial vehicle.\u00a0<\/p>\n Visual\/exteroceptive sensors <\/strong>\u2013 used to capture information (e.g., visual data) about the operating environment. Provides the operator with situational awareness, such as the orientation and location of the aerial vehicle element of a UAS. Common sensors include:\u00a0<\/p>\n The air vehicle element (i.e., UAV) represents the remotely operated (uncrewed) aerial component of the UAS. There can be more than one UAV in a UAS, and each is made up of of several subsystem components, including the following:\u00a0<\/p>\n NOTE: <\/strong>These subsystem components could be purchased as a single commercial off-the-shelf (COTS) option, could be modified\/supplemented using other options, or entirely custom designed.\u00a0<\/em><\/p>\n The level of autonomy of an aircraft is determined by the capabilities of the Command Control and Communications (C3) system.\u00a0<\/p>\n C3 represents how your team will get data to (e.g., control commands) and from (e.g., telemetry and onboard sensor video) the vehicle (or any additional uncrewed\/robotic systems) while in operation. Your configuration will depend on the design choices made by your team. Some of these items will be included in the weight and balance calculations for the Air Vehicle Element (i.e., airborne elements), while the remaining will be included in the ground control station (GCS). The following image (Figure 3), depicts an example C3 interface overview of a medium complexity UAS.\u00a0<\/p>\n Primary C3 element subsystem components include:\u00a0<\/p>\n NOTE<\/strong>: Primary video is typically used to operate the aircraft from an egocentric (i.e., first person view [FPV]) perspective\u00a0<\/em><\/p>\n Additional details concerning this element can be found in the UAS Command, Control, and Communications (C3) section.\u00a0<\/p>\n Support equipment represents those additional items required to assist in UAS operation and maintenance in the field. These can include but are not limited to the following:\u00a0<\/p>\n The operator element represents the people required to operate and maintain the system. These roles will be dependent on the design of the system. These can include but are not limited to the following:\u00a0<\/p>\n NOTE: <\/strong>You will identify your crew based on your UAS design according to the provided mission requirements. For example, if the payload is configured to automatically detect over specific areas identified using GPS, a specific operator may not be necessary. However, the appropriate system design would need to be established to support such operations.\u00a0<\/em><\/p>\n The details concerning this element can be found in the UAS Personnel\/Labor Guidelines section of this document.\u00a0<\/p>\n Uncrewed Aircraft Systems (UAS) have near-term potential for many civil and commercial uses. The 2025-2026 Dream with Us Design Challenge will focus on Uncrewed Aircraft Systems (UAS) and implementing UAS into the agriculture industry. This year\u2019s mission is to develop an uncrewed aircraft system that will detect agricultural pests that affect your team\u2019s geographical area and make a detrimental economic impact, and identify suspected affected areas and take plant samples in order to more effectively optimize crop production. The teams will identify, compare, analyze, demonstrate, and defend the most appropriate component combinations, system\/subsystem design, operational methods. Engineering Technology concepts will apply to this challenge, including the application of science and engineering to support product improvement, industrial processes, and operational functions. In addition, a business case and a communications plan will be included to better support the challenge scenario. Through use of an inquiry-based learning approach with mentoring and coaching, student teams will have an opportunity to learn and apply the skills and general principles associated with the challenge in a highly interactive and experiential setting. Students will need to consider and demonstrate an understanding of the various Uncrewed Aircraft System elemental (subsystem) interactions, dependencies, and limitations (e.g., power available, duration, range of communications, functional achievement) as they relate to the operation, maintenance, and development to justify their proposed business case.\u00a0<\/p>\n To support the inquiry-based learning approach, each team will perform and document the following in an engineering design notebook:\u00a0<\/p>\n 1) Task Analysis <\/em><\/strong>\u2013 analyze the mission\/task to be performed\u00a0<\/p>\n 2) Strategy and Design <\/em><\/strong>\u2013 determine the engineering design process, roles, theory of operation, design requirements, system design, integration testing, and design updates\u00a0<\/p>\n 3) Costs <\/em><\/strong>\u2013 calculate costs and the anticipated capabilities associated with both design and operation\u00a0<\/p>\n Teams will work together with coaches and mentors to identify what is needed while pursuing the completion of this challenge. By connecting your own experience and interest, participants will have an opportunity to gain further insight into the application of design concepts, better understand the application of Uncrewed Aircraft System technology, and work collaboratively towards the completion of a common goal.\u00a0<\/p>\n This year\u2019s challenge is to design Uncrewed Aircraft Systems (UAS), create a theory of operation, and develop a business and communication plan for the system based on the following scenario:\u00a0<\/p>\n Agricultural pests cost billions of dollars in losses across the globe every year. Besides losses through yield reductions and reduced quality, there are also the costs of using pesticides or other methods to mitigate the pests, particularly if pesticides are being used indiscriminately rather than\u00a0strategically. The strategic use of uncrewed aircraft is making significant impacts in reducing the impact of agricultural pests. Properly implemented, agricultural output can be increased while also reducing resource use. In addition to food crops, pests can also have a large impact on other agricultural products such as trees.\u00a0 <\/p>\n Your state government is interested in developing an uncrewed aircraft system (UAS) that can help in the fight against an agricultural pest that has an economic impact in your state. The state government wants a UAS that can be used to detect signs of the pest(s), identify plants that have been potentially impacted by these pests, and also take samples from the infected plant(s). Your company has been asked to design a UAS that will be tested locally within the state to determine its feasibility and potential economic impact.\u00a0<\/p>\n Your company will select the specific pest(s) based on your local region. This pest selection and corresponding impacted plant(s) will determine many of the UAS design choices. The state government agency in charge of the program has created a set of design criteria outlined below.\u00a0<\/p>\n A single uncrewed aircraft that can detect signs of the pest infestation, plants potentially impacted, then take a sample of the impacted plant(s) for further analysis. The aircraft must have a communication range of at least 5 mi. The aircraft should maximize the amount of area it can cover in the least amount of time.\u00a0<\/p>\n Based on the selection of the local agricultural pest, the uncrewed aircraft must:\u00a0<\/p>\n Based on the selection of the local agricultural pest(s), the uncrewed aircraft must:\u00a0<\/p>\n To judge the effectiveness and efficiency of the design, the uncrewed aircraft must complete a specified benchmark detection and sampling mission. The time to complete the mission, the overall cost, and safety considerations will be factors in determining whether your company is awarded the contract.\u00a0<\/p>\n The business case will be structured similarly to a group applying for a work contract. Teams will create an operating budget for the operation of their aircraft and the associated system that supports the aircraft. The aircraft must complete the benchmark detection and sampling mission. The business case must detail both the fixed and variable costs and provide some of the logistical details on the personnel needed to operate the system. Contracts are being evaluated based on how well the mission is performed and how much it will cost. Teams should include the following details in their business plan:\u00a0<\/p>\n How are you able to make an argument to the agriculture industry that using UAS in their business is a good idea? Many within the agriculture industry have used specific technology for years and are unsure if there is a real need or benefit to adding UAS to their business. Your team will need to convince them that this is needed.\u00a0<\/p>\n In the communications plan, teams will compile information from the technical parts of the project, along with the business plan to help explain why it is important and cost-effective to utilize UAS in agriculture. The teams\u2019 communication plans should have the following characteristics:\u00a0<\/p>\n Each team will operate from the perspective of a small company that is seeking funding for the demonstration of a prototype system. The following steps are recommended in pursuit of a response to the challenge scenario:\u00a0<\/p>\n The successful proposal should include an estimate of the project\u2019s budget as well as the potential cost savings, while striving to demonstrate and illustrate how the solution efficiently helps with pest detection and mitigation.\u00a0<\/p>\n It is strongly recommended that teams conduct their own research on the topic to answer the following questions to develop a challenge solution:\u00a0<\/p>\n From a business perspective, you may also want to consider the various operational factors and design capabilities that may affect the cost. From the communications perspective, consider some of the potential challenges of convincing your audience for the need to add UAS to agriculture.\u00a0<\/p>\n A concept of operations (CONOPS) is used by many different organizations, and each has slightly different requirements. The basic purpose of a concept of operations is to describe the characteristics of a system from the viewpoint of a user of the system. It is used to communicate the characteristics to all stakeholders. Stakeholders include anyone who plays a part in its use. For this challenge, the CONOPS will be used to explain the operation of your system through the benchmark mission. A CONOPS should be clear, concise, and easy to understand. You can describe the operation through paragraphs, lists, and figures.\u00a0<\/p>\n The CONOPS section has multiple parts to consider.\u00a0<\/p>\n Describe the characteristics of the system during the initial preparation prior to a mission. Some considerations for this section:\u00a0<\/p>\n Describe the characteristics of the system during the initial preparation prior to a mission. Some considerations for this section:\u00a0<\/p>\n Describe the characteristics of the system during its flight to gather samples. Some considerations for this section:\u00a0<\/p>\n Describe the characteristics of the system at the end of a mission. Some considerations for this section:\u00a0<\/p>\n Part of the requirements for the UAS are focused on the ability to fly safely in the national airspace and near plants and possibly people. During the mission, there is the possibility that the uncrewed aircraft may be flying near other uncrewed aircraft and manned aircraft. Keep in mind there are specific guidelines in place about the prioritization of crewed and uncrewed flight and safety. There are many areas that organizations are currently working on in order to achieve safe uncrewed flight. A few of these areas will be focused on for this design. The following sections provide some additional information to aid in the UAS design.\u00a0<\/p>\n Since no pilot is onboard an uncrewed aircraft, tasks that are usually the responsibility of the pilot must be handled by some other means. Methods must be developed to pilot the aircraft, monitor the aircraft, communicate with air traffic control, and if necessary, watch for other aircraft, handle changes to the flight plan, and deal with emergencies. The following sections highlight some of these tasks.\u00a0<\/p>\n There are many different levels of autonomy. A major decision for the team is determining the level of UAS autonomy since this decision will influence the needed avionics. The aircraft must be able to monitor itself and its environment. Some basic required measurements to do this include:\u00a0<\/p>\n Communications systems are very important with UAS. All communications systems come with some latency (a delay in communications) that can depend on the type of communication, power, and\u00a0distance. Deciding on different communications systems need to include these time delays. Since communications is such a key factor, redundancy must be designed into the system. Your team will need to determine what methods will be the primary form of communications, which systems will be used as backup, and how much redundancy should be included.\u00a0<\/p>\n Part of the C3 system for a UAS is the ground control station. At the ground control station, the operator\/controller can monitor the aircraft and can make command decisions if\/when necessary. The ground control station may also be part of the detect-and-avoid system depending on where decisions are made. Having a communications system that can handle the necessary tasks is essential.\u00a0<\/p>\n The purpose of a detect-and-avoid system (sometimes referred to as sense-and-avoid) on a UAS is to be able to sense objects that might pose a threat, detect if an object becomes a conflict (potential collision), and be able to avoid any obstacles.\u00a0<\/p>\n During flight, the uncrewed aircraft may be operating near manned aircraft. Safety of people in other aircraft are a priority. While flying, your aircraft and larger aircraft will have some type of transponder that provides location and airspeed. Aircraft with a transponder are known as cooperative obstacles. Your aircraft must be able to detect these cooperative obstacles and non-cooperative obstacles. These non-cooperative obstacles may be stationary (such as a building) or moving (such as aircraft without a transponder). There are multiple ways UAS may sense obstacles through sensors such as visual, IR, acoustic, radar, etc. Selection of these sensors will depend on their weight, field of view, and how objects are detected, and sometimes, dependent on budget.\u00a0<\/p>\n After an object is sensed, it must be determined if the object poses a threat to the aircraft and if there is the possibility of a collision. Aircraft typically have a defined boundary around the aircraft where its sensors can detect an obstacle and have time to make maneuvers to avoid a collision. Analyzing sensor information and determining if there is a threat can be done on the aircraft, off the aircraft at the ground control station, or a combination of both. The equipment selected for the C3 must be compatible with the method(s) selected for the DAA.\u00a0<\/p>\n The final step in the DAA is for the aircraft to make maneuvers to avoid a conflict when necessary. Similar to the analysis of sensor information, the commands to make these maneuvers may be completed on the aircraft, at the control station, or a combination of both. Note that some level of decision must be done on the aircraft in case there is not enough time to alert the aircraft operator.\u00a0<\/p>\n To ensure public safety, protocols must be developed and used when there is a loss of communication with the UAS. Loss of communication may be partial or total, and loss of communication can occur with the UAS or with the ground control station. Whenever there is a loss of communication, any other aircraft in the area must be notified so that they may take any necessary actions (e.g., move away from the vicinity of the loss-of-communication aircraft).\u00a0<\/p>\n Page 15\u00a0<\/p>\n Multiple situations can result in a partial loss of communications. Some situations include the loss of the transponder signal from the aircraft (broadcasting), the loss of receiving transponder signals from other aircraft, or the aircraft switching to secondary communications (e.g., using satellite communication if radio frequency (RF) communication is loss).\u00a0<\/p>\n A total loss of communication occurs when the ground control station cannot send information to or receive information from the UAS. Consider two situations with total loss of communication: transponder still working and transponder not working.\u00a0<\/p>\n Safely flying UAS near other aircraft is an ongoing challenge. Below are a few sources of additional material on the subject.\u00a0<\/p>\n Background information from manned aviation that may be relevant to understanding UAS development:\u00a0<\/p>\n Background papers on UAS and Autonomous Operations:\u00a0<\/p>\n Background on information related to plant pests:\u00a0<\/p>\n The costs of the system are not solely measured in terms of the cost to purchase individual components but are also reflective of the cost to operate and maintain the system. The following subsection provides some details for both personnel and labor areas. These areas will be based on your design and logistical plan, coupled with research regarding typical time needed to perform such activities and guidance from your industry mentors to estimate time required to perform necessary actions to complete the mission. Use this experience to better understand what roles would be required, at a minimum, to create your design from conception to final delivery.\u00a0<\/p>\n NOTE: <\/strong>Not all personnel and labor areas may be necessary. Some personnel may take on more than one role. If a person performs more than one job, that person must be paid the higher amount (if applicable) for all of their time. Also keep in mind that oftentimes operations and missions may take longer than anticipated so estimating personnel costs can be more than anticipated, rarely less.\u00a0<\/p>\n Any UAS performing remote sensing require a variety of roles to be fulfilled by personnel on the ground to ensure safe and successful completion of the mission. Different aircraft and application types will require different roles and different numbers of ground support personnel. For the purposes of this competition, a basic minimum ground support personnel configuration can be assumed. Make sure to account for an extra hour to address time that personnel work prior to preparation and post-mission. The typical roles are outlined as follows:\u00a0<\/p>\n NOTE<\/strong>: Full\u2010time Equivalent (FTE) is used to indicate one person assigned full\u2010time to the designated role. For this competition, fractional FTEs will not be allowed. For operational cost calculation purposes, fractions of an hour should be rounded up to the next highest hour. Costs are not dependent on individual salaries but are instead tied to the value a company assigns to the role when their services are quantified and passed on to an external customer.\u00a0<\/p>\n The term \u201cfully loaded\u201d refers to any and all costs for this person\u2019s time.\u00a0<\/p>\n\n
Overview: What is an Uncrewed Aircraft System?\u00a0<\/strong><\/h3>\n
<\/a><\/figure><\/a><\/figure>Payload Element(s)\u00a0<\/strong><\/h4>\n
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Air Vehicle Element\u00a0<\/strong><\/h4>\n
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Command, Control, and Communications (C3) Element\u00a0<\/strong><\/h4>\n
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Support Equipment Element\u00a0<\/strong><\/h4>\n
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Operator Element\u00a0<\/strong><\/h4>\n
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Challenge Details\u00a0<\/h2>\n
Challenge\u00a0<\/strong><\/h4>\n
Scenario:<\/strong><\/h4>\n
Overall Design:\u00a0<\/strong><\/h4>\n
Detection:\u00a0<\/strong><\/h4>\n
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Sampling<\/strong>:<\/h4>\n
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Ground Station<\/strong>:<\/h4>\n
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Transportation and Storage:<\/strong><\/h4>\n
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Safety:\u00a0<\/strong><\/h4>\n
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Benchmark mission<\/strong><\/h4>\n
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<\/a><\/figure>Business case:\u00a0<\/strong><\/h4>\n
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Public Affairs\/Communications plan:\u00a0<\/strong><\/h4>\n
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Approach<\/strong><\/h2>\n
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Concept of Operations (CONOPS)\u00a0<\/strong><\/h2>\n
Preparation<\/strong><\/h4>\n
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Pest Detection<\/strong><\/h4>\n
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Sample Gathering<\/strong><\/strong><\/h4>\n
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Post-Mission\u00a0<\/strong><\/h4>\n
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Mission Requirements<\/h2>\n
UAS Command, Control, and Communications (C3)\u00a0<\/strong><\/h4>\n
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Detect and Avoid (DAA)\u00a0<\/strong><\/h4>\n
Lost Link Protocols\u00a0<\/strong><\/h4>\n
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Background Information and References\u00a0<\/strong><\/h4>\n
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UAS Personnel\/Labor Guidelines\u00a0<\/strong><\/h2>\n
Operational and Support Personnel\u00a0<\/strong><\/h4>\n
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