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KJA RECOMMENDATION

UNMANNED AERIAL SYSTEMS (UAS) –

TECHNOLOGIES, APPLICATIONS AND POLICIES: STRATEGY FOR KARNATAKA

(INCLUDING A PROPOSAL FOR UAS PILOT-PROJECTS)

Karnataka Jnana Aayoga

(Karnataka Knowledge Commission)

Government of Karnataka

September 2017

PREPARED BY KJA STUDY GROUP

(PREPARED BY KJA STUDY GROUP)

(RECOMMENDATION SUBMITTED BY KJA)

UNMANNED AERIAL SYSTEMS (UAS) – TECHNOLOGIES, APPLICATIONS AND POLICIES: STRATEGY FOR KARNATAKA (INCLUDING A PROPOSAL FOR UAS PILOT-PROJECTS)

September

2017




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Room No. 432, 433, 438 and 439

4th Floor, Vikasa Soudha

Dr. B. R. Ambedkar Veedhi

Bengaluru – 560 001

e-mail: [email protected]

www.karnataka.gov.in/jnanaayoga

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mailto:[email protected]

http://www.karnataka.gov.in/jnanaayoga

Dr. K. Kasturirangan

Chairman - KJA

MESSAGE

Unmanned Aerial Systems (UAS) are an emerging area of automation and has

significant potential – not just as a social tool that can change local governance BUT

also as a commercial activity for a large estimated market demand. Policies for UAS

are still in definition stage as they have to co-exist with aircrafts in our airspace AND

also have to build considerable safety and security features that exist in other

technology – aircraft, automobiles etc. There is very limited end-to-end experience of

UAS applications and thus undertaking pilot-studies and developing robust

procedures is important.

Karnataka Jnana Aayoga (KJA) recognized the potential of UAS and decided to

undertake a study on the technology, applications and policies of UAS – with a view

that Karnataka can initiate a strategic plan for being the leader in this area. KJA

debated that UAS can not only serve governance and become a commercial

success BUT it is also the perfect “system study tool” for our younger generation – thus

it must also be embedded in education systems. Karnataka has potential to emerge

as a Manufacturing hub for UAS – along with, a boost to various sensor and payload

technology.

I am very happy that KJA has brought out an excellent report on UAS Technology,

Applications and Policies and has outlined a very well-define UAS Pilot Project. The

report has been the outcome of a very knowledgeable Study Group that KJA

constituted under the excellent leadership of Dr. Baldev Raj and Dr. B.V. Naidu, apart

from many expert Members. I am happy that the Group has had intense consultations

and workshops to obtain a wide range of views for finalizing the report. The UAS Report

has also been discussed with the S&T Department – especially with the Hon’ble

Minister for S&T. Finally, KJA discussed the UAS report in its 7th Meeting and

endorsed/approved the report as a formal KJA Recommendation.

I take this opportunity to thank the KJA Study Group – especially, Dr. Baldev Raj and

Dr. B.V. Naidu and also all the KJA Members for this efforts and guidance – collectively,

KJA has reached an important milestone of submitting yet another innovative KJA

recommendation to the state of Karnataka.

It gives me great pleasure that this KJA Recommendation on UAS is now submitted to

Government of Karnataka – the Government now has a road map for developing the

UAS segment and implementing the recommendations in Mission mode, as

recommended by KJA.

KJA Recommendation

UNMANNED AERIAL SYSTEMS (UAS) – TECHNOLOGIES, APPLICATIONS AND POLICIES: STRATEGY FOR KARNATAKA (INCLUDING A PROPOSAL FOR UAS

PILOT-PROJECTS)

KJA Recommendation


PILOT-PROJECTS)

FOREWORD

Karnataka Jnana Aayoga (KJA) has been established by Government of Karnataka

(GOK) as an expert recommendatory body on innovation and knowledge activities

in governance systems and for benefit to the state. With 30 experts from various walks

of life, KJA is a unique “pool of knowledge and expertise” that works with the GOK

Departments and many institutions to consider and recommend unique ideations –

that are not only relevant but have a far-reaching impact for future state

development.

Over the past 3 years, KJA has already submitted 8 unique recommendations for

various sectors to the Karnataka Government. The progressive state government of

Karnataka has already taken up implementation of 6 of these KJA recommendations

through its various Departments.

KJA identified the technology and applications of Unmanned Aerial Systems (UAS) as

having potential for Karnataka to take leadership. The main reason is that remote-

flying technology and miniaturization, with lowering of costs, have created “flying

systems” which every citizen can experience in local area. Fitted with unique

cameras, sensors and payloads, the UAS becomes a high-potential tool for remote

survey and data collection; delivery of small “consignments” and even bring

exhilarating experience to the young of “building and piloting flying objects”.

Worldover, UAS are drawing great attention from governments – because they can

use it for good-governance; from companies – because they can make a business of

it; by academia – because there are tremendous research opportunities for

advancement. The technology is mature and there are umpteen examples of UAS

applications – though in pockets and demonstrative and very few are holistically

operational. Policies for UAS are still under grappling in various nations – the UAS

systems have to be “fit into” the already well-established aviation sector and the

stringent aviation safety/security procedures are seen as a benchmark for UAS

systems. Thus, challenges do exist for UAS Policies.

UAS can be used at local levels, and for smaller areas, for precision applications for

Agriculture monitoring and operations, Urban and City Management, Property Tax

assessment, Forest mensuration (Karnataka Forest Department has tried out examples

for this), Mine monitoring and management, traffic monitoring and civic operations,

Disaster management, Archaeological site mapping, infrastructure planning and

assessment and many others. Different types of UAS with a variety of imaging,

biological, delivery, gas-sniffer payloads can play an important role in governance.

UAS also have tremendous utilization in military applications – in fact, large military

market is spurring UAS technology and its development globally. However, KJA

decided to mainly address civilian applications of UAS – which itself is of considerable

size and importance.

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KJA looks at UAS from 2 perspectives – one, as a manufacturing capability that needs

to be developed to address the domestic and global market. Such a capability is very

much essential – this will not only develop technological capability in the country but

will also be the source of employment and business to many Indian entities. Further, if

manufacturing capability is not developed, most UAS and drones would be imported

(which is happening now) – mainly from China, which has a large manufacturing

system. India must develop the manufacturing capability and utilize its large

technological skill and business talent and make a mark in the industry sector. Second,

KJA is convinced that applications of UAS for governance have high potential –

especially at local grass-root level of panchayats, villages, cities, industrial areas,

traffic corridors, mines and sites etc. It is important to have an end-to-end standard

operating procedure worked out because one has to address permission/clearances,

flying and data collection, data analysis and information extraction, decision support

information etc. Another aspect is to build manufacturing capability for UAS – it has

to start from a supported approach involving academia and universities – they must

take up join manufacturing thrust and yield a capability building in the state as this will

help the industrial production of UAS.

Bengaluru has the best of aviation and aircraft expert knowledge in its multitude of

agencies – thus, KJA is of the view that Karnataka could take the lead in this area.

After careful consideration in KJA, over few meetings, it was agreed that an expert

group must be constituted to consider the wide ranging technology, applications and

policy aspect of UAS and craft a strategic plan for future development of UAS. KJA

established an expert group of 18 Members from different agencies and expertise –

Co-Chaired by 2 eminent experts, one Dr. Baldev Raj, Director of NIAS and second, Dr

BV Naidu, an acclaimed IT Professional. The Group had members from various

national laboratories, academia of Karnataka, experts from industries and other

experts, apart from GOK officials. The Study Group had innumerable consultations,

both within the Group and in 3 workshops outside the Group. Within a period of an

year, the Group had a draft report ready – this draft report was subjected to a series

of intense discussion with GOK Departments at various levels – at the department

officials level, with Ministerial level and also with the Chief Secretary of Karnataka.

Finally, on September 7, 2017, KJA formally considered the draft UAS Report of the

Study Group and approved/endorsed the KJA Recommendation on UAS Technology,

Applications and Policies.

KJA, as part of its recommendation, has honed down on 5 major recommendations:

• Inclusion of UAS as part of Karnataka Aviation Policy and thrust to

manufacturing capability to make Karnataka a global hub for UAS

• Bringing UAS study as part of Higher Education and research so that younger

generation are exposed to the “systems experience of UAS”

• Specific support for indigenous design and manufacturing of UAS by a

challenge fund through academia+industry

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• Developing Standard Operating Procedure (SOP) for various Application areas

in Governance.

• Establish a Mission mode programme and 3-tiered management structure in

state for implementing the UAS strategy

I would like to express my gratitude and thanks to the Study Group-UAS Members and

to the 2 Co-Chairs - Dr. Baldev Raj and Dr. B.V. Naidu for their excellent contributions

and leadership in preparing this report. I take this opportunity to thank all KJA Members

– who guided this activity through various deliberations. I also thank Mr. Vijaykrishna,

Member Secretary of the Study Group, Ms. Nandhini and Ms. Jayashri of KJA

Secretariat who have been helping out at “ground level” and doing all the nitty-gritty

coordination, research and drafting – their contributions are noteworthy of mention.

Dr. Kasturirangan, Chairman, KJA provided the key leadership to KJA and also

involved himself in many of the UAS technical discussions and workshop deliberations

– his vast knowledge and wide systems experience, from managing space missions

and other major programmes, has helped in crafting a ‘holistic action plan” for UAS

in Karnataka. I take this opportunity to thank Dr. Kasturirangan for his guidance,

mentoring and overall steering of KJA activities and for the UAS report.

On behalf of KJA, I acknowledge, with gratitude and thanks, for the excellent support

of Hon’ble Minister of S&T, GOK; Chief Secretary, GOK; Additional Chief Secretary,

Finance Dept. of GOK; Principal Secretary, S&T; Additional Chief Secretary, UDD of

GOK; Principal Secretary, Agri. Department of GOK and ADG of Police of GOK – all of

whom were convinced of the potential of UAS and shared the KJA vision for the need

for Karnataka to take leadership. They readily supported the KJA and also guided in

specific on considering implementation aspects for UAS and the Pilot Projects. In fact,

because of the support of the Hon’ble Minister and these key officials, Hon’ble CM of

Karnataka accepted Dr. Kasturirangan’s suggestion on UAS Plot Project and has

earmarked budget for same in FY 2017-18 budget – this shows the immense conviction

and support for the UAS applications.

On behalf of the KJA, it is a matter of great pleasure for me that KJA Recommendation

on UAS Technologies, Applications and Policies – Strategy for Karnataka is now

submitted to GOK and wish that it will be implemented soon.

Mukund Kadursrinivas Rao,

Member Secretary – KJA

[email protected]

September 18, 2017


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KJA Recommendation


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PREFACE

We are witnessing a new ‘avtar’ of robots in Unmanned Aerial Systems (UAS). UAS can

function in natural and created spaces of interest - be it water, air or ground. This

report dwells on UAS which are driving paradigm changes in civilian sector, security

sector and enabling evolution of new models of governance and business. The UAS

have already emerged as crucial enabler of sustainable agriculture, healthcare in

city and remote areas, effective disaster management, condition monitoring of

assets, tax collection, archeological sites management and conservation, ensuring,

cleanliness, disease control, management of traffic, smart city planning and

management, control of law and order in chaotic situations effectively with evidence

based data, etc. and responsible decisions in governance.

Most of the applications of UAS are in civilian domain – though applications in security

and defence domains are also increasing. The applications are ever growing for

meeting essential and aspirational demands of citizens and the government.

Karnataka Jnana Aayoga (KJA) took an imaginative step to constitute an experts

group - “KJA Study Group on UAS Technology, Applications and Policy”. The study

group through consultations, meetings, well designed workshops and engagements

with priority stockholders in Government of Karnataka, Government of India, private

sector and academia has outlined many potential applications of high value and

significance to the Government of Karnataka, in addition to making overarching

recommendations to achieve mandate of the study group.

The report describes UAS applications and defines 2 systematic pilot-projects – with

detailed specifications, envisaged outcomes and effective implementation

mechanisms for pilot projects. Implementation framework is carefully discussed and

suggestions have been made. It is important that in interdisciplinary domain of UAS,

Government of Karnataka strengthens distributed expertise available (in enough

measure and quality) to design, and manufacture and ensure robust performance of

indigenous UAS. The second pilot-project proposal describes imaginative kick starting

a variety of UAS applications of relevance to Governance.

Karnataka is a lead state with clearly established expertise in aerospace design,

materials manufacturing, power supplies, payloads, data analytics, unique capability

in sensors, information and communication technology and regulatory aspects of

airworthy vehicles. UAS, full of promise and applications, is also an interdisciplinary

domain with exciting challenges relating to staying in space for extended periods in

a wide spectrum of environments power supplies, intelligence for navigation,

specificity of payloads, regulations, cost effectiveness, etc.

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The study group is of the firm conviction that Karnataka can aspire to be the lead

state in UAS and can provide impetus and growth of this high opportunity technology

domain which worldwide is estimated to grow to $100 billion from 2016-2020; mostly

civilian applications. Even by conservative estimates - if we consider 10 percent

potential for India to access, the size leads to $10 billion opportunity. Moreover

worldwide challenges and applications have made manufacturing and operation of

UAS a fertile research area attracting eminent academicians, researchers, industry,

entrepreneurs and policy specialists as evidenced by patents, research publications

and products. A wide spectrum of UAS (size, design, applications) requires different

levels of challenges to be addressed and also to achieve cost and regulatory

adequacy aspects.

The study group has made a comprehensive study to cover all aspects in a wide

spectrum of human resources (education), technologies, applications, regulatory

aspects, and robust implementation strategy to make meaningful recommendations

which includes the two pilot projects. We sincerely expect that these

recommendations shall be discussed expeditiously and implemented by Karnataka

to charter growth of UAS programme in Karnataka which can be in the foundation of

mastering the technology and meeting current and future applications needs

indigenously and in time to cater to increase in the demands and aspirations of UAS

usage. It needs to be stated that UAS technology can be translated to such

unmanned systems under water and even on-ground, etc. through innovations and

translations, thus opening even larger opportunities.

Realizing the importance of the technology for Governance and taking into

consideration in progress work of the Study Group, Government of Karnataka has

made a provision of specific budget, at the behest of Karnataka Knowledge

Commission, for implementing the UAS pilot projects which will aid early validation of

UAS technology through specific applications and nurturing and growth of indigenous

technology for UAS manufacturing.

We hope this report will be useful to Karnataka in charting its roadmap for the growth

of UAS sector and hope that our recommendations will find favorable consideration

by KJA and GOK for further action. The Study Group takes the opportunity to thank

KJA – especially its Chairman, Dr. K. Kasturiranagn, for giving us this opportunity to

engage in this upcoming and innovation area and also for the excellent support and

motivation from the Government of Karnataka.

Dr. B. V. Naidu

Co-Chair, SG-UAS

Dr. Baldev Raj

Co-Chair, SG-UAS

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KJA STUDY GROUP –UNMANNED AERIAL SYSTEMS (SG-UAS) (http://www.karnataka.gov.in/jnanaayoga/Govt%20Order%20%20Circulars/KJA%20

UASOfficeOrder-10.pdf)

Co-Chairs of SG-UAS

• Dr. B.V. Naidu, Member-KJA

• Dr. Baldev Raj, Director, NIAS/Ex-President, INAE

Member Secretary of SG-UAS

• Mr. R. Vijay Krishna, Project Manager, NDRF

Members of SG-UAS

• Dr. K. Ramachandra, Director, NDRF

• Dr. A. K. Ghosh, Professor, Aerospace Dept, IIT Kanpur

• Representative of DG, DGCA

• Dr. Mukund K. Rao, Member-Secretary, KJA & Chairman, KGIS Technical

Committee

• Dr. M.Y.S. Prasad, Former Director, SDCC/ISRO

• Mr. Rahul Narayanan, CEO, INDUS

• Representative of VC, VTU

• Mr. K. R. Sridhara Murthi, Director, IIAEMS, Jain University

• Dr. P.V. Stayanarayana Murthy, Head MAV Unit, NASL

• Dr. G. Ramesh, Visiting Professor, Jain University

• Dr. Krishan Venkatesh, Director, CIIRC, Jyothi Institute of Technology

• Addl. Chief Secretary, Home Department, GOK (or Rep)

• Addl. Chief Secretary, Higher Education, GOK (or Rep)

• Principal Secretary, Agriculture, GOK (or Representative)

• Principal Secretary, Planning, GOK (or Representative)

• Principal Secretary, S&T and IT/BT, GOK (or Representative)

• PCCF, GOK

• Secretary, Urban Development, GOK (or Representative)

• Mr. Bhaskar Rao, ADGP (Representative of IGP, Karnataka)

• Dr. Honne Gowda, Director, S&T, GOK (Special Permanent Invitee)

Convenors of SG-UAS

• Ms. Nandhini R, Research Associate, KJA Secretariat (Present)

• Dr. Ms. M. Jayashri, Research Associate, KJA Secretariat (Formerly)

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Co-Convenor of SG-UAS

• Ms. Rachana, RA, KJA Secretariat (Present)

• Mr. Deepak K, Sr. Research Associate, KJA Secretariat (Formerly)

KJA Secretariat Support

• Mr. Ashok Kumar, Admn/Finance Executive, KJA Secretariat

• Mr. Ravi, DEO, KJA Secretariat

• Ms. Vinutha, KJA Secretariat

• Mr. Roshan, Fin Asst, KJA Secretariat

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ACKNOWLEDGEMENTS

KJA has had numerous consultations and discussions with a wide range of experts and

officials of GOK. Grateful thanks to the following senior officers of GOK:

• Shri. Subhash Chandra Khuntia, IAS, Chief Secretary, Government of Karnataka –

who has provided the leadership of the bureaucracy to KJA and, specifically,

valuable guidance and direction to the UAS Study Group.

• Mr. ISN Prasad, IAS, Additional Chief Secretary, Finance Department of GOK

provided all encouragement and support for steering the UAS Pilot Project

Recommendations into the state budget and supporting this innovative activity.

• Shri. Gaurav Gupta, IAS, Principal Secretary, Department of IT-BT and S&T,

Government of Karnataka has actively contributed with important ideations and

guidance to the UAS Study Group and has helped define the UAS Pilot Projects.

• Shri. Jawaid Akhtar, IAS, Additional Chief Secretary, Higher Education has been

extremely supportive in a pragmatic manner and has helped in the development

of ideations and the strategies for UAS.

• Shri. Maheswara Rao, IAS, Secretary, Agriculture; Mr. Mahendra Jain, IAS,

Additional Chief Secretary, Urban Development Department; Shri. Ponnuraj, IAS,

(Former) Secretary, Shri. Anjum Parwez IAS, (Present), Secretary, Urban

Development Department and Mr. Bhaskar Rao, ADGP – all of them provided very

valuable inputs for scoping the UAS Pilot Project definition and also provided deep

insights into how UAS applications must embed into governance systems.

KJA gratefully acknowledges the support of the officials of the Department of IT, BT

and S&T; Urban Development Department; Agriculture Department; Police

Department; Higher Education and others under Government of Karnataka for

helping and participating in the numerous discussions and contributing to finalization

of this report.

KJA extends its gratitude to Director General of Civil Aviation (DGCA) – who readily

nominated a representative to the Study group and participated in a fulsome manner

in all discussions which was very useful in scoping the policy aspects of UAS.

KJA expresses its gratitude to the large number of expert delegates who participated

in the 2 important UAS Workshops that were conducted by the Study group and

thanks the various government agencies, industries and academia who participated.

KJA acknowledges the excellent role played by the UAS Study Group Members –

especially its 2 Co-Chairs – Dr. Baldev Raj and Dr. B.V. Naidu who along with all the

Members have put in their best efforts and brought innovative thinking towards

finalizing this Report.

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KJA Members have been the “fulcrum” that has defined and shaped the various

activities of KJA – in this case the UAS Strategy Report. The KJA Members have had

numerous meetings/discussions on the technology of UAS and have brought attention

and serious consideration for outlining a roadmap for Karnataka to emerge as the

“UAS Destination” and for UAS applications in Governance. Grateful thanks to all the

KJA Members.

In the preparation of the final UAS Recommendations, the KJA Study Group consulted,

discussed, obtained suggestions, inputs and support from large number of experts –

UAS Study Group extends special thanks to this “collective body of experts” for their

valuable inputs and contributions to the Report.

KJA Secretariat provided the back-end research support and coordination support –

a team of youngsters that brought in vital energy in “sewing up” multiple elements

and helping the UAS SG in its numerous meetings, record-keeping and in finalising the

report.

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CONTENTS

MESSAGE

FOREWORD

PREFACE

KJA STUDY GROUP –UNMANNED AERIAL SYSTEMS (SG-UAS)

ACKNOWLEDGEMENTS

EXECUTIVE SUMMARY ......................................................................................................... 1

1. INTRODUCTION ............................................................................................................. 9

1.1 IMPORTANCE AND RELEVANCE OF UAS ...................................................... 11

1.2 IMPORTANCE OF UAS MANUFACTURING ..................................................... 15

2. TECHNOLOGY ELEMENTS OF UAS .............................................................................. 17

2.1 BROAD SUB-SYSTEMS OF UAS ......................................................................... 17

2.2 TYPES OF UAS ................................................................................................... 18

2.3 TECHNOLOGICAL COMPARISON OF UAS .................................................... 19

2.4 PAYLOADS FOR UAS ........................................................................................ 21

2.5 FUTURE TRENDS AND RESEARCH IN UAS........................................................ 22

2.6 LIMITATIONS OF UAS ........................................................................................ 22

2.7 UAS – CAPABILITY IN INDIA ............................................................................. 23

2.7.1 INDIGENOUS UAS, PAYLOAD AND ASSOCIATED TECHNOLOGIES ............. 24

2.7.2 STATUS OF UAS MANUFACTURING BASE IN THE COUNTRY .......................... 24

3. APPLICATIONS OF UAS– KARNATAKA FOCUS........................................................... 27

3.1 UAS APPLICATIONS - GOVERNANCE IN KARNATAKA ................................. 28

4. UAS MANUFACTURING – KARNATAKA STRATEGY..................................................... 33

4.1 SPECIFIC ACTIONS – MANUFACTURING HUB ............................................... 35

4.2 SPECIFIC ACTIONS – UAS TEST RANGE .......................................................... 35

5. POLICY AND REGULATIONS FOR UNMANNED AERIAL SYSTEMS .............................. 37

5.1 UAS POLICY – GLOBAL SCENARIO ................................................................ 37

5.2 ISSUES FOR UAS POLICY .................................................................................. 38

5.3 KARNATAKA UAS POLICY ............................................................................... 39

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5.3.1. UAS IN KARNATAKA AEROSPACE POLICY..................................................... 39

5.3.2. POLICY ACTIONS – UAS IN EDUCATION& RESEARCH .................................. 40

5.3.3. POLICY ACTIONS - MANUFACTURE OF UAS .................................................. 41

5.3.4. POLICY ACTIONS - UAS APPLICATIONS ......................................................... 42

5.3.5. UAS SALES, OPERATIONS AND SERVICES ....................................................... 42

5.3.6. UAS CONTROL AUTHORITY .............................................................................. 43

5.4 PROPOSED UAS RULES AND REGULATIONS .................................................. 43

6. UAS IN HIGHER EDUCATION IN KARNATAKA ............................................................ 51

6.1 UAS COURSES IN HIGHER EDUCATION .......................................................... 52

6.1.1. NUMERICAL ANALYSIS ..................................................................................... 52

6.1.2. LINEAR ALGEBRA .............................................................................................. 52

6.1.3. INTRODUCTION TO SYSTEM ENGINEERING .................................................... 53

6.1.4. UAS FUNDAMENTALS ....................................................................................... 53

6.1.5. UAV DESIGN & CONSTRUCTION ..................................................................... 53

6.1.6. UAS FLIGHT TEST & EVALUATION ..................................................................... 54

6.1.7. UAV LAWS & REGULATIONS ............................................................................ 54

6.1.8. UAV AERODYNAMICS & FLIGHT STABILITY ..................................................... 55

6.1.9. UAS REMOTE SENSING - I ................................................................................. 55

6.1.10. INTRODUCTION TO ROBOTICS ........................................................................ 56

6.1.11. UAS REMOTE SENSING - II ................................................................................ 56

6.1.12. AUTONOMOUS UNMANNED SYSTEMS ........................................................... 57

6.1.13. MAN MACHINE INTERFACE ............................................................................. 57

6.1.14. CONTROL SYSTEM DESIGN .............................................................................. 58

6.2 UAS TRAINING PROGRAMMES ....................................................................... 58

6.3 UAS RESEARCH IN UNIVERSITY ........................................................................ 58

6.4 ESTABLISH UAS LABS IN UNIVERSITIES.............................................................. 59

7. UAS PILOT PROJECTS– (1) UAS APPLICATIONS AND (2) INDIGENOUS UAS

MANUFACTURING ............................................................................................................. 61

7.1 PILOT-1: SYSTEMATIC DEMONSTRATION OF UAS APPLICATION IN

GOVERNANCE .................................................................................................................... 62

7.1.1. PILOT-1: OBJECTIVES ........................................................................................ 63

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7.1.2. PROPERTY-TAX MAPPING AND BASE MAPPING IN URBAN AREAS - URBAN

DEVELOPMENT DEPARTMENT ......................................................................... 64

7.1.3. AUTONOMOUS FIELD-BY-FIELD CROP AREA ESTIMATION IN A PANCHAYAT

AGRICULTURE DEPARTMENT ........................................................................... 68

7.1.4. CIVIC OPERATIONS SUPPORT FOR POLICE DEPARTMENT ........................... 71

7.1.5. SYSTEMS PARAMETRIC ANALYSIS OF UAS FOR SOP GUIDLINES .................. 73

7.1.6. PILOT-1 UAS APPLICATIONS - OVERALL IMPLEMENTATION PLAN ............... 74

7.2 PILOT-2: DESIGN AND MANUFACTURING OF UAS ....................................... 76

7.2.1. PILOT-2: OBJECTIVES ........................................................................................ 77

7.2.2. METHODOLOGY ............................................................................................... 78

7.2.3. CHALLENGE FUND AND OUTCOMES ............................................................. 80

7.2.4. DURATION ......................................................................................................... 80

8. OVERALL RECOMMENDATIONS ................................................................................. 81

8.1 RECOMMENDATIONS – UAS IN HIGHER EDUCATION AND RESEARCH ..... 81

8.2 RECOMMENDATIONS – UAS POLICY ............................................................. 82

8.3 RECOMMENDATIONS – UAS PILOT PROJECTS .............................................. 83

8.4 RECOMMENDATIONS – STATE LEVEL COORDINATION AND MONITORING .

........................................................................................................................... 84

Annexure- 1: GO on KARNATAKA JNANA AAYOGA (KJA) .......................................... 87

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EXECUTIVE SUMMARY

1. Karnataka is in fore-front of aerospace technology development and

utilization of integrated ICT solutions – within government, private /public

sector and academia. The technology of Unmanned Aerial Systems (UAS) is

rapidly emerging as an important element of the aerospace segment - while

world-over, the UAS technology and applications have been on a rise, it is still

at nascent level in India.

2. UAS is bringing a new paradigm to society - by bringing a simplistic “piloting

experience” to common people of society AND at the same time emerging

as a sophisticated, but easy to operate at local-levels, technology for

image/data collection that can help real-time monitoring of crops, forests,

water-bodies, urban growth etc, for civic monitoring, for disaster management

support and many other governance needs.

3. KJA, in its 4th meeting held on 4th July 2015, decided to constitute an expert

Study Group for Unmanned Aerial Systems (SG-UAS) aim of defining a

comprehensive report on UAS Technology, Applications and Policies as a

strategy plan where Karnataka can lead.

4. 3 major imperatives of UAS are important – how can Karnataka become a

manufacturing hub for large demand of UAS (global and domestic) in future;

what are the applications to which UAS can be used to – especially can some

level of standards definition happen; third, how UAS can be part of education

system – especially as it embodies multi-disciplinary character of technological

learning. If all these aspects of UAS are all well addressed and articulated in a

comprehensive study, then KJA feels that India would leap-frog and establish

an effective national eco-system for UAS.

IMPORTANCE AND RELEVANCE OF UAS

5. UAS have many civilian applications due to the ease of operation, relatively

easy data collection, local operations flexibility etc. The main advantage of

UAS is that they are ready-to-use, versatile and can be flown at short notice

with variety of sensors - cameras, night cameras, infrared cameras,

multispectral cameras, LiDAR sensors, pollution measuring instruments, geo

physical instrumentation, agricultural spraying payloads and a number of

other sensors/payloads.


KJA Recommendation


PILOT-PROJECTS)

IMPORTANCE OF UAS MANUFACTURING

6. Numerous forecasts project global UAS markets will experience strong growth

during the next 10-15 years and an amount of $89.1 billion is expected to be

spent on UAS. UAS technologies are a source of important spin-off to aero-

space sector and a key element of the future growth of aeronautics sector.

7. It is important that Karnataka takes lead in making rightful and progressive

policies and enabling rules and guidelines to address this just-entering and very

important technology into modern society.

TECHNOLOGY ELEMENTS OF UAS

8. The principal sub-systems which make UAS truly versatile are - Airframe, Control

Algorithms, On-board Electronics, Propulsion & Power Systems, Payloads AND

software systems for guidance and control, flight planning, object detection

etc. UAS are also characterized based on various configurations: Ornithopters,

Fixed Wing, Helicopter, Multi-rotor systems.

9. A variety of sensors and instrumentation are available that can go as payload

on a UAS system. These instruments detect light, sound, heat, chemical

components, magnetic variations and imaging for a variety of applications.

10. In India, a number of industries are currently entering this field considering the

potential growth of this technology for diverse applications in the civil and

commercial sectors. Presently, there is no 100 percent indigenous UAS

manufacturing – thus, designing, developing and manufacturing of the

payloads indigenously will revolutionize the civil UAS industry in India.

APPLICATIONS & MANUFACTURING OF UAS– KARNATAKA FOCUS

11. UAS has tremendous applications in Agriculture, Forest, Mining, Homeland

Security, Archaeology, Disaster Management, Urban Growth Monitoring,

Oil/Energy, Environmental, Geospatial Data Collection etc. and in many

areas, such as surveillance, mapping, survey, inspection, property tax

assessment etc. Private citizens and media organizations use UAS for

recreation, news-gathering, personal land assessment, event videography

etc. Karnataka state must make maximal use of UAS for Governance.

12. University research in UAV will increase and will be largely funded so that a

matured UAS product would evolve from the multiple departments of the

University. Industries should be made to closely work with Universities to evolve

https://en.wikipedia.org/wiki/Drone_journalism


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manufacturing and research intake models so that indigenous development

is encouraged.

POLICY AND REGULATIONS FOR UNMANNED AERIAL SYSTEMS

13. It is important that Karnataka lead in making rightful and progressive policies

and empowering rules and guidelines. Karnataka must take lead to

incorporate a special UAS section in Aerospace Policy to focus on:

• Design and manufacturing of UAS for national and global markets

• Testing and Certification of UAS for different uses

• Introduction of UAS in Higher Education

14. Karnataka has a state Aviation Policy – UAS Policy must get embedded into

Aviation Policy.

15. Karnataka must take lead to incorporate a special UAS section in Aerospace

Policy with the main aim of encouraging the indigenous development,

manufacturing and wide applications of UAS in an orderly and socially

responsible manner.

16. The focus needs to be:

• To make Karnataka a preferred global destination for manufacturing of

UAS systems & sub-systems, payloads, navigation instruments,

components and software and testing.

• To facilitate the wide use of UAS for various applications for Governance

in different departments and works of Government. This should enable to

bring in standardised UAS Applications into efficient and affordable

professional services for any governance activity and enable local-level

procurement of services.

• To create an eco-system comprising infrastructure, education and R&D to

make the State a conducive hot spot for UAS industry; make Karnataka

an attractive geography for global tier-1 suppliers.

• To encourage use of indigenously designed, developed and

manufactured Drones/ Flying model aircrafts/ and larger Unmanned

Aerial Systems. As an incentive and risk mitigation for the indigenous

manufacturing industry, it would be appropriate for GOK to adopt

preferential selection of indigenously manufactured UAS under the GOK

challenge fund for sourcing UAS services and procurements within GOK –

provided the technical merits are achieved.

• To introduce theoretical and practical aspects of UAS technology into

higher education.


KJA Recommendation


PILOT-PROJECTS)

• To encourage the Indian industry in the manufacture, marketing, and sale

of various models of UAS.

• To make Karnataka as one of the leading UAS Testing hubs in the world

and in this region. Government may setup and establish a National UAS

Test Range where UAS testing, calibration and verification/certification

could get conducted in a standardised manner.

• To make available ready-to-employ human resource pool for the industry.

• To strengthen R&D infrastructure for achieving innovative and cutting-

edge technologies.

• To create enhanced facilitation mechanism for ease of doing business

through industry friendly policy frame work.

• To put in place Rules and Regulations for safe and orderly use of various

UAS Vehicles in the state (Indian) air space.

• To implement the Rules and Regulations, including public liability

insurance, and achieve compliance through existing or new structure(s)

of Authority.

17. As UAS is a new area, systematic Pilot Projects must be taken up to establish

technical aspects, application procedures, industrial capability, research

thrust, education focus and a larger capability building in UAS area.

UAS IN HIGHER EDUCATION

18. Considering the present state of UAS technology development in foreseeable

future, it is recommended that all technical education and higher education

courses in Karnataka should offer courses related to UAS. Universities and

institutions must be supported to establish a basic UAS lab that allows design,

manufacturing and testing of UAS – at sub-system and total integrated system

level.

19. KJA has suggested curriculum for UAS education in university – the same can

be suitably adapted by the Universities.

20. Include UAS courses in higher education in Karnataka and encourage state

Universities to include UAS courses in higher education. A concerted effort to

design the curriculum details, examination etc can be taken up by Karnataka

State Higher Education Council (KSHEC).

21. Universities could design customized and specialized short-term training

programmes on UAS – which Government of Karnataka could avail for its

officers and experts. Such training programmes can also be made available

by Universities to industry and other state/central governments.


KJA Recommendation


PILOT-PROJECTS)

22. Provide a one-time financial grant in Universities/Institutions for establishing a

UAS Lab. Universities that offer UAS courses and those that have Faculty

oriented for UAS courses could be selected. The coordination for this funding

and establishment guidelines can be addressed by KSHEC.

23. Establish a UAS Research Fund that can provide annual research project

grants in UAS field to state Universities/institutions. The research areas, selection

of proposals, guidance and mentoring etc can be coordinated by specific

expert committee under KSHEC.

24. Support state Universities/Institutions to recruit internationally recognized

global experts as faculty (or by establishment of a chair position)

25. Create a GOK-NAL-Universities UAS Consortium for developing advanced

research and technology development in UAS. This Consortium could make

best use of institutions like NAL, ISRO, DRDO, HAL for defining programmes and

education courses.

26. Institute a UAS Design and Manufacturing Challenge Fund and invite

University-industry partnership to avail funds/grants for meritorious proposals for

designing and manufacturing UAS. The industry association with each

University will ensure industry interface and also enable industry to benefit from

University design efforts.

UAS PILOT PROJECTS

27. KJA proposes that a systematic and comprehensive UAS Pilot Project be taken

up in Karnataka with twin-objectives – one, to establish the design and

manufacturing capabilities in the Karnataka industry eco-system so that

Karnataka can emerge as a hub for UAS indigenous manufacturing AND,

second to demonstrate and establish Standard Operating Systems (SOP) for

UAS Applications in Governance in Karnataka.

PILOT-1: SYSTEMATIC DEMONSTRATION OF UAS APPLICATION IN

GOVERNANCE

28. The main objective of the Pilot-1 is to DEMONSTRATE AND ESTABLISH END-TO-

END PRACTICES AND STANDARD OPERATING PROCEDURES FOR USING UAS IN

GOVERNANCE. The Pilot-1 would bring out the use and application of UAS in a

systematic manner; show how UAS can produce autonomous, precise, cost-

effective, up-to-date information AND model the information from UAS in a

“specific processing” to generate the GOVERNANCE INFORMATION. Based on


KJA Recommendation


PILOT-PROJECTS)

the wide discussions within KJA and with the departments, 3 major application

areas have been identified:

• Autonomous Property Tax Estimation in Urban Areas AND Rapid preparation

of Base Maps for City Planning – defined by Urban Development

Department (UDD)

• Autonomous field-by-field Crop Area estimation in a panchayat – defined

by Agriculture Department

• Real-time Monitoring of Civic activities – traffic, events, markets etc from a

security monitoring perspective – defined by Police Department.

In addition, a 4th element of the Pilot-1 would be to undertake a systematic

System Definition Study for parametrizing the UAS – this is important for

preparing SOP guidelines for UAS Applications.

29. For implementing the UAS Pilot, Department of Science and Technology of

GOK could be identified as PMU for this UAS Pilot project; S&T Dept. could

establish an expert Committee, Chaired by an eminent expert in this field to

technically guide, steer and oversee the implementation and outcomes of the

project and work with identified GOK anchor agencies.

30. For actual implementation, one possible option could be that a suitable

academic/research institution – like IISc, NIAS, IIIT-B, VTU etc . could be selected

for the Pilot Project implementation. Discussion can be held with these

institutions and one of them can take the lead role to implement the pilot.

31. It is expected that a total of about INR 5-5.5 crores would be required for the 3

pilot demonstration exercises – including establishing common UAS Lab that

can serve all 3 demonstrations.

32. A schedule of about 12-18 months would be required for completing the pilot

in a systematic manner with all data collection and analysis, comparative

evaluation, documentation, SOP etc.

PILOT-2: DESIGN AND MANUFACTURING OF UAS

33. KJA is of the view that Karnataka has all the characters for UAS manufacturing

and for establishing an industrial base in UAS technology. With such a vibrant

eco-system that can establish a base for UAS design and manufacturing, there

needs to be a government thrust to create a manufacturing-trigger that can

bring about an impetus and drive for UAS design and manufacturing in

Karnataka.


KJA Recommendation


PILOT-PROJECTS)

34. KJA proposes a Challenge Pilot Project for the academic and industrial eco-

system to undertake indigenous design and development of UAS and,

thereby, create an eco-system for having a UAS manufacturing hub in

Karnataka. KJA PROPOSES A PILOT PROJECT FOR DESIGN AND

MANUFACTURING OF UAS – involving academic and industrial institutions in

partnerships.

35. GOK could establish a “UAS Design and Manufacturing Challenge Fund” that

can fund selected academia-industry collaborations for the pilot. The Pilot

should be driven by academic institutes BUT mandatorily having a

manufacturing industry partner involved.

36. Academia, in public and private sector, must drive this initiative as they can

bring in the research and student participation that will benefit in creating a

“cadre” of trained experts in this area. Academia must partner with industries

for undertaking Pilot – so that down-stream objective of addressing industrial

manufacturing is achieved. Thus, academia+industry combination will bring a

new way of thrust n the education, research and industry sector of UAS. Such

a model for technological capability building would be unique and innovative

– hitherto not attempted in a large manner in India – Karnataka can take a

lead.

37. The Challenge Fund for the pilot could be provided by GOK as a one-time

grant. An amount of INR 25 crores should be adequate for the Challenge Fund

– which can fund 3-4 proposals in parallel. Any academia+industries proposal

to be funded could be limited to INR 5 crores – basically to the academia

institutions.

38. Within GOK, the S&T Department, in collaboration with HED Department and

Industries Department, could “anchor” the Pilot Project. Administering the

Challenge Fund could be at recommendation/clearance of the Expert

Committee - involving NAL, HAL, ISRO, DRDO, DGCA etc.

39. The Pilot will deliver unique results:

• UAS manufacturing eco-system; thrust indigenous UAS usage in the

country

• As an incentive and risk mitigation for the indigenous manufacturing

industry, it would be appropriate for GOK to adopt preferential selection

of indigenously manufactured UAS under the GOK challenge fund for

sourcing UAS services and procurements within GOK – provided the

technical merits are achieved.


KJA Recommendation


PILOT-PROJECTS)

40. The Pilot Project must get completed in 18 - 24 months – thus, processes need

to be established to solicit, select and implement the proposal within this

period.

RECOMMENDATIONS – STATE LEVEL COORDINATION AND

MONITORING

41. The development of the UAS eco-system requires a foundation of a

governance structure which must be holistic – covering technology

application and policy and overall coordination and driven by the

Government under expert advice.

42. It is essential to have a high-level expert body to steer and guide the overall

development of UAS including its use in governance. GOK may establish such

a High Level Committee for UAS in Governance Chaired by Chief-Secretary

and involving all departments, industries, experts and academia.

43. The S&T department could establish a UAS Applications Pilot Project Expert

Committee, Chaired by an eminent expert in this field to technically guide,

steer and oversee the implementation and outcomes of the UAS Applications

Pilot project.

44. An UAS Manufacturing Apex Experts Committee could be established by GOK

to manage the UAS Design and Manufacturing Challenge Fund and drive the

Pilot Project – selecting, guiding/mentoring, monitoring, certifying etc at

various stages. Agencies like NAL, HAL, ISRO, DRDO, DGCA etc could be

involved in this experts Committee, apart from state representatives.

45. The Government could also consider promoting a not-for profit UAS

Association as a societal and community body that brings all stake holders and

users on one platform for undertaking public awareness programmes, student

integration program and citizen completion for spreading the knowledge and

information about UAS.

46. GOK may initiate an annual meet of UAS industry academia and Govt – just

as it has taken up for IT, BT, Nano etc. Bangalore could host an International

Summit on UAS on a regular basis, starting from 2018, A brand for

“Karnataka.UAS” (like Bangalore.biz, Bangalore.Bio etc) be developed.

--------------------------------------------X--------------------------------------------


KJA Recommendation


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1. INTRODUCTION

Karnataka is in fore-front of aerospace technology development and utilization of

integrated ICT solutions – within government, private /public sector and academia.

The technology of Unmanned Aerial Systems (UAS) is rapidly emerging as an important

element of the aerospace segment - while world-over, the UAS technology and

applications have been on a rise, it is still at nascent level in India.

UAS are small-self-propelling flight systems characterized by flight-range, flight altitude,

weight, payloads they carry and other performance capabilities. UAS are available in

various configurations such as copters, fixed wing, multi-rotor systems etc and range

from few kgs in weight with limited endurance to sophisticated systems at few

hundreds of kgs and wide endurance. Based on the application requirements suitable

payload – cameras, sensors, delivery packages etc are integrated with the UAS.

UAS is bringing a new paradigm to society - by bringing a simplistic “piloting

experience” to common people of society AND at the same time emerging as a

sophisticated, but easy to operate at local-levels, technology for image/data

collection that can help real-time monitoring of crops, forests, water-bodies, urban

growth etc, for civic monitoring, for disaster management support and many other

governance needs. UAS is also making “waves” in bringing innovative industrial and

consumer applications - logistics delivery, engineering construction, internet

connectivity and many others. UAS is also an excellent tool for higher education and

bring concepts of aerospace principles integrated with machining, manufacturing,

avionics, instrumentation, data software etc – thus, University education and research

can get a boost. UAS are used in the defense and security sector by many nations –

including India. But most of these are sophisticated drones which are sourced from

other nations. Many global market studies have predicted a significant commercial

growth for UAS – thus, commercial potential of UAS can be well developed in the state

for designing, production and offering services of UAS to society.

In the Indian context, there are yet challenges to bridge – on one side the potentials

are extremely large and it is essential to develop Indian capabilities in UAS AND on

other side policy/regulations need to be well-defined, technology standardisation is

yet to emerge. National Aeronautical Laboratories (NAL) has been having a National

Programme for Micro and Nano Remotely-operated Aerial systems and substantial

technologies have been developed by NAL. At the same time, UAS are proliferating

all across the market and are procured easily in e-marketplace and also from other

nations. Such commercial UAS commodities – either copters or fixed-wing systems are

small UAS that have imaging capabilities using different cameras. These systems are

being offered by many start-ups for services and are available in Indian market-place.

Thus, there is a huge interest, awareness and spurt of activities related to UAS among


KJA Recommendation


PILOT-PROJECTS)

R&D institutions, Govt agencies, academia, industries with growing demand for usage

in civilian and defense sectors.

KJA feels that UAS will be a major element of aero-space sector – though at lower-

levels of engineering and wide usage. There is a security concern that UAS can be

“misused” for anti-national activities by “delivery” of payloads that can be destructive

– at the same time there is a concern for need for flight regulations in airspace and

operations so that UAS can be tracked and monitored. In the absence of any

standards and reference of UAS systems applications – the market would get flooded

by systems that may not be suited for Indian operational conditions and may also be

serviced with deficiencies and un-met expectations of users. At the same time, the

security aspects of such proliferation also make UAS policies most essential –

necessitating the need for specifying standards for UAS, flight operation procedures

and regulating UAS traffic in some way – all of these are essential to define for

operational aspects of UAS.

In a nut-shell, there are 3 major imperatives of UAS – how can Karnataka become a

manufacturing hub for large demand of UAS (global and domestic) in future; what

are the applications to which UAS can be used to – especially can some level of

standards definition happen; third, how UAS can be part of education system –

especially as it embodies multi-disciplinary character of technological learning. If all

these aspects of UAS are all well addressed and articulated in a comprehensive study,

then KJA feels that India would leap-frog and establish an effective national eco-

system for UAS.

KJA, in its 4th meeting held on 4th July 2015, decided to constitute an expert Study

Group for Unmanned Aerial Systems (SG-UAS) with three-fold aim - one, bring out a

comprehensive report on UAS Technology, Applications and Policies as a strategy

plan where Karnataka can lead; two, undertake specific demonstrative application

projects in the state, involving departments of Karnataka Government, where

examples of UAS value gets demonstrated for manufacturing and for end-to-end

governance and for Karnataka-GIS AND three, UAS research and technology can get

embedded into the higher education system of the state. The KJA Office Order

constituting the KJA SG-UAS – with its terms and other details is given in ANNEXURE – I.

The KJA SG-UAS has met 7 times and has detailed discussions on various aspects of

UAS; the SG has also conducted a consultation Workshop in October, 2016 at National

Institute of Advanced Studies (NIAS) – where experts from Government, industries and

academia debated and discussed on the technology scenario of UAS, the

application potentials of UAS and also the policy requirements (UAS Workshop Report

accessible at

http://www.karnataka.gov.in/jnanaayoga/Other%20Reports/Final%20UAS%20

Workshop%20Report.pdf).

http://www.karnataka.gov.in/jnanaayoga/Other%20Reports/Final%20UAS%20Workshop%20Report.pdf

http://www.karnataka.gov.in/jnanaayoga/Other%20Reports/Final%20UAS%20Workshop%20Report.pdf


KJA Recommendation


PILOT-PROJECTS)

A second consultation workshop was conducted by KJA in Jain University during

March 22-23, 2017 to address Emerging Technologies and Applications of UAS (UAS

Workshop Report accessible at

http://www.karnataka.gov.in/jnanaayoga/Other%20Reports/UAV%20Conference%2

0March%202017%20report.pdf.

The workshop was attended by experts from Government, Industries and Academia

who debated the various technologies associated with UAS and also the broad design

of undertaking a systematic pilot project in Karnataka.

This is the report of the SG-UAS – which has been considered by the KJA in its 7th

meeting on September 7th 2017 and has been endorsed and approved. This

recommendation is submitted to Government of Karnataka (GOK) for further

implementation actions.

1.1 IMPORTANCE AND RELEVANCE OF UAS

UAS have many civilian applications due to the ease of operation, relatively easy data

collection, local operations flexibility etc. Presently, in India UAS imaging is supposedly

undertaken for military purposes and there are very limited operational civilian

applications or use of UAS based data collection.

As per KJA, UAS will bring a paradigm shift in society because UAS will provide a

simplistic/low-cost “piloting experience” to young people and at the same time

emerging as a sophisticated technology for data/monitoring/conveyance

applications.

KJA visualizes that flying enthusiasts and hobbyists will be the major growth for UAS as

with low-cost UAS every youngster will want to avail a piloting experience. The curiosity

and “thrill value” of UAS will be a tremendous factor and society will easily afford the

low-costs – thereby a huge demand will be from UAS hobby-flying and enthusiasts. This

sector must not be ignored as willy-nilly growth and proliferation in this sector will be a

major aspect to bring relevance of UAS in society.

Of very recent, there have been one-off experiments by aviation-enthusiasts to use

UAS for “pizza-delivery” in Mumbai and also for “crowd management” applications in

some domestic policing experiments – though these are all in very, very early stages.

Similarly, UAS has also been tested and used for delivery of medical-payloads from

one part of city to another – beating traffic and other impediments. Low-flying drones

are also used for filming, news gathering and so on, but the cases are very limited.

Thus, another important area of UAS relevance will be the logistics sector, medical

sector, news gathering systems and also commercial event-imaging (of weddings,

gatherings, sports events etc). This will be another growth area for UAS.

http://www.karnataka.gov.in/jnanaayoga/Other%20Reports/UAV%20Conference%20March%202017%20report.pdf

http://www.karnataka.gov.in/jnanaayoga/Other%20Reports/UAV%20Conference%20March%202017%20report.pdf


KJA Recommendation


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The realistic importance and relevance of UAS will be the impact on governance – by

truly “democratizing” very efficient methods of local-area data collection – be they

images, land data, air data or from any advanced payloads. The sheer possibility of

being able to collect data of local areas (say, a panchayat or a city or a forest range

or a water-body) “at will” – meaning whenever the data is required (any day or any

time of day) makes UAS a very important forthcoming tool that can aid and better

GOVERNANCE. As UAS data collection systems can be autonomous and are “at will”

they can easily serve as systems of independent verification, monitoring of the

prevailing systems of governance – in an autonomous manner. For example:

• In present system crop data collection happens at each village by a Village

Worker who collects crop data for each field and is then tabulated and

transmitted/aggregated “upwards” to determine crop data in a state. Against

this, UAS can be used at pre-defined times to collect crop data in panchayats

and crop data estimated as an independent autonomous system – thereby

removing human errors and possibility of manual manipulation. Thus, UAS can be

a very formidable tool with each panchayat for crop/water/soil mapping and

monitoring and producing scientific evidential data of each panchayat. For

crop insurance, crop subsidy applications and also for irrigation management,

UAS can be an important method to collect data and also to create a time-

bound record.

• In a city, property tax is collected by self-assessment – the only way to verify the

“self-assessment” and detect under-taxation is by physically visiting each

property – again involving manual interventions and errors/manipulations. As

against this, UAS imaging can provide automated predicted property tax maps

– based on area/height determination – these can be used for verifying with

“self-assessment”. UAS has tremendous relevance for each city local-body to

operate “at will” property tax mapping and also for city-base mapping. With a

major boost for SMART-CITY development, UAS can be an important tool to help

the cities.

• Forests can be easily mapped by UAS (at any time) to see changes in tree-cover,

movement of animals and also for any human activity. UAS could be easily a

part of a Forest Officer’s “kitty” so that forests can be scientifically and logically

monitored.

• Civic operations – crowd management, traffic management etc can easily

benefit from UAS – with live-streaming UAS operations providing far-away

information on large crowds and traffic jams – thus, UAS must be part of police

department usage.

• Large-scale GIS will be a major beneficiary from using UAS based imaging – as it

can provide direct-to-ingest GIS images and data of local areas with high

granularity. Karnataka is implementing state-wide Karnataka-GIS (KGIS) - use of


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UAS will tremendously complement Karnataka-GIS by being able to generate

local-area high granular GIS for decision-making

• There are many other areas where UAS will have tremendous relevance.

The UAS have sheer unique capability for real-time “at will” monitoring and providing

data from different payloads. Till now, satellite images were recognised as key in this

GIS infrastructure – but are limited by resolution/details and timely un-availability.

Similarly, aerial technology provides the required resolution/detail BUT have serious

logistical and operational limitations for “at will use”. Thus, these technology – though

extremely critical, do have limitations to meet the criterion of images at “user-will” –

which is an important element of GOVERNANCE – any local-manager or governance

officer needs data “at his will” for decision-making and if this cannot be met by existing

satellite/aerial systems, then this need is un-met and governance does not avail the

opportunity of using scientific and evidential data/images.

It is in this scenario that the newer technology of Unmanned Aerial Systems (UAS)

becomes important and promising – the key advantage being that they can be easily

operated and image/data can be collected “at user will” or “when they are most

essential” – thus, filling the most prevailing gap that exists today. With their very low-

flying heights of <100-500m, utmost control of coverage, any-time data collection and

instant image analytics capability, UAS can play a very important role in the Indian

market-place with offerings of local-area, real-time, quick images and data collection

“at user-will” – the concept of “user-will” becomes important as users do have very

demanding specifications of what images they want and when.

The main advantage of UAS is that they are ready-to-use, versatile and can be flown

at short notice with variety of sensors - cameras, night cameras, infrared cameras,

multispectral cameras, LiDAR sensors, pollution measuring instruments, geo physical

instrumentation, agricultural spraying payloads and a number of other

sensors/payloads. In past few years, key improvements in UAS technology – in terms of

miniaturization, automation and integration with precision GPS and image analytics

have triggered a large number of civilian usage of UAS become real. Yet another

advantage that UAS have is the ease and real-time nature - today’s UAS imaging of

a 1sq km area imaging at ~100-150m height with a 60% overlap can result in ~400-500

images in just about half an hour – this can be a great advantage too. The cost of UAS

is supposedly to be low. All these aspects can make UAS a potent civilian tool and

provide capability of imaging “at will”.


KJA Recommendation


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The Table 1.1 given below illustrates the advantages of UAS against other mode of

data collection and imaging.

Table 1.1- Advantages of UAS against other modes of Data Collection

NO PARAMETER GROUND

SURVEYS AERIAL SURVEYS SATELLITE IMAGES UAS APPLICATIONS

1 TECHNOLOGY MATURE –

OPERATIONAL

MATURE – LESS

IN INDIA

MATURE –

OPERATIONAL

TO BE TESTED AND

PROVEN

2 SENSORS TS; GPS – CM

LEVEL

PAN AND XS

CAMERAS;

LIDAR

PAN AND XS

CAMERAS

PAN AND XS

CAMERAS; LIDAR;

VIDEO; NV

CAMERAS; AGRI

3 GRANULARITY

(RESOLUTION) FEW CMS 10-20 CMS

~1M (INDIAN)

~0.5M (US) ~10 CM

4 GRANULARITY

(ELEVATION) FEW CMS 10-20 CMS

4-5 M (INDIAN)

2-3M (US) ~FEW TO 10 CMS

5 COVERAGE AT

A TIME ~50-60 SQ KMS

~200-300 SQ

KMS ~50+ SQ KMS

AT-WILL; FEW-25 SQ

KMS

6 TIMELINESS AT-WILL 2-3 MONTHS TA 1-2 MONTHS TA AT-WILL

7 MOBILISE

EFFORT MODERATE HIGH LOW AT-WILL LEAST

8 SURVEY

EFFORT VERY-HIGH HIGH MODERATE LESS

9 REPEATBILITY DIFFICULT (5

YRS)

DIFFICULT (1-2

YRS) EASY (6 MTHS) WHEN REQUIRED

10 WEATHER

IMPEDE SOME EXTENT HIGH HIGH AT-WILL LESS

11 POLICY FOR

GOVT. AT STATE LEVEL

DGCA/DEFENCE

(2-3 MTHS

EASILY)

NRSC – DIRECT DGCA/DEFENCE (1-2

MTHS)

12 BASE

MAPPING

YES (1:500

SCALE) YES (1:2KSCALE)

YES (1:8-10000

SCALE)

YES (1:500-2000

SCALE)

13 MONITORING NO MAYBE (YEARLY) YES (6 MTHS) WHEN REQUIRED

14 FEATURES

POSSIBLE

FIELD-LEVEL

AND FARMER-

LEVEL CROP

STATISTICS

BUILDINGS,

ROADS,

TOPOGRAPHY,

ELEVATION

CROP TYPES,

FIELDS/

CADASTRES, +

LANDUSE

BUILDINGS,

ROADS,

TOPOGRAPHY,

ELEVATION

+ LANDUSE

CROPPED AREA,

CROP

STRESS/DROUGHT

ONSET

BUILDINGS,

ROADS,

TOPOGRAPHY,

ELEVATION +

LANDUSE

CROP TYPES,

INDIVIDUAL FIELDS/

CADASTRES, CROP

CONDITION, +

BUILDINGS, ROADS,

TOPOGRAPHY,

ELEVATION

+ LANDUSE +

POLLUTION

15 COST HIGH HIGH MODERATE MODERATE-LOW

Thus, it is important to empower GOVERNANCE with usage of UAS and enabling a

system for UAS data collection at local-level in different sectors. This will be a major


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boost to governance in way of providing scientific, rational and un-disputed evidential

data/image of crops, water, city properties, forests, traffic, crowds etc.

1.2 IMPORTANCE OF UAS MANUFACTURING

Numerous forecasts project global UAS markets will experience strong growth during

the next 10-15 years. The Teal Group’s forecast (World Unmanned Aerial Vehicle

Systems: Market Profile and Forecast, 2012 Edition; Aviation Week and Space

Technology, Dec 2012 edition) of UAS demand shows worldwide annual spending on

research, development, testing, and evaluation (RDT&E) and procurement rising from

$6.6 billion in 2013 to $11.4 billion in 2022. Total worldwide spending for the period is

forecast to amount to $89.1 billion. Various market-analysts point out that China,

Japan and Europe will have significant UAS development programs. A good scenario

of UAS manufacturing trends can be found in a CRS report - Unmanned Aircraft

Systems (UAS): Manufacturing Trends of January 30, 2013

https://fas.org/sgp/crs/natsec/R42938.pdf.

UAS technologies are a source of important spin-off to aero-space sector and a key

element of the future growth of aeronautics sector. Indian aero-space and

aeronautics industry is still lagging behind and must quickly catch up to be able to

compete on this global emerging market.

India needs to grow its capability to design and manufacture UAS – especially to meet

its domestics demand and also to play a major role in global markets. With the

technological advancement that is happening in a seamless and inter-connected

world, it is only imperative that India take advanced and pragmatic steps to “on

match” with UAS technology and be “no less than anybody else” in this important

field. It is right time for India to enter into this emerging technology arena and build its

capabilities technologically for becoming a manufacturing hub.

It is important that Karnataka takes lead in making rightful and progressive policies

and enabling rules and guidelines to address this just-entering and very important

technology into modern society. The broad contours of the policy need to be for

boosting and encouraging the UAS manufacturing in India; policy for bringing

regulated but rapid growth of UAS technology and Applications for benefit of society

AND, more importantly, developing advanced technology for security “need to

know” of UAS operations that would be able to track and monitor UAS. Karnataka

must take lead to incorporate a special UAS manufacturing capability to focus on

design and manufacturing of UAS for national and global markets and testing and

Certification of UAS for different uses.

--------------------------------------------X--------------------------------------------

https://fas.org/sgp/crs/natsec/R42938.pdf


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2. TECHNOLOGY ELEMENTS OF UAS

UAS are controlled-flight systems without a human crew on board and can be

remotely controlled or can fly autonomously. The advantages of UAS are as follows:

• Does not contain, or need, a qualified pilot on board

• Can enter environments that are dangerous to human life

• Reduces the exposure risk of the aircraft operator

• Can stay in the air for up to 30 hours or more depending on the configuration of

the craft, performing a precise, repetitive raster scan of a region, day-after-day,

night-after-night in complete darkness, or, in fog, under computer control:

• Performing a geological survey

• Performing visual or thermal imaging of a region

• cell phone, radio, or, TV coverage over any terrain

• Can be programmed to complete the mission autonomously even when

contact with its GCS is lost.

• Can provide fully automated operations for repetitive, iterative operations.

• Is technically “dispensable” therefore can be used for operations that may not

allow recovery or are not feasible for recovery.

• Saves lives during disaster mitigation and security threat.

• Depending on the configuration and category the cost of the vehicle is low.

• Low risk involved for operation and maintenance.

• Flexible operational hours.

• Capable of carrying multiple types of payloads, multi-profile, multi-modal.

• Spying possible due to miniaturization.

• Easy for deployment.

2.1 BROAD SUB-SYSTEMS OF UAS

The principal sub-systems which make UAS truly versatile are - Airframe, Control

Algorithms, On-board Electronics, Propulsion & Power Systems, Payloads AND software

systems for guidance and control, flight planning, object detection etc. Few of the

key subsystems and associated technologies are listed below:

• AERODYNAMICS: Low Reynolds Number, Gust alleviation designs, Active Flow

Control, High fidelity computation

• STRUCTURES & MATERIALS: Airframe, Aero-Elasticity, Composite Materials,

Foldable Wing, Morphing Wing, Fail-Safe design, Water Resistant Materials

• FLIGHT MECHANICS & CONTROL HARDWARE: Transitioning and Tilt Wing, Autopilot,

Mathematical Models for Simulation

• NAVIGATION, GUIDANCE & CONTROL: Autopilot, Global Positioning System (GPS),

Global Navigation Satellite System (GNSS), Waypoint Navigation, Tracking

System, Obstacle Avoidance, Laser Based Collision Avoidance, Swarm Control,


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Multi-Target Tracking, Voice Based Control, Cellular Based Communication,

Electroencephalogram (EEG), Electrooculography (EOG) Control

• COMMUNICATION: Vision Based Guidance, Telemetry, RF Communication,

Network with Other Systems / Tethering

• ANTENNA TECHNOLOGY: Multiband antenna (L, S and C bands) for mini UAS are

available commercially though not from indigenous sources. The commercial

ones weighing less than 100 gms in the range of from 1 to 6 GHz provide a gain

of 3 to 5 dBi and a max power of 10 watt.

• PROPULSION & POWER: Electric battery, IC engine, Mini Gas Turbine, Pulse jet,

Solar, Micro thrusters, Energy harvest, Fuel cell, Noise free engine system

• FLIGHT VEHICLES & SYSTEM: Transitioning System, Tilt Rotor, Ground Control

System, Gimbal System, Avionics, Cyborgs, Bio-Inspired Mechanisms

• DEVICES &PAYLOADS: Camera (Thermal, Hyperspectral, SAR, IR), Electronics,

Chemical and Bio Sensors, Mechanical Systems, Lasers, Acoustics, Day / Night

Vision, Electronic Eve Dropping

• GIMBAL CONTROL: Gimbal mechanism and controls are being developed in the

country for the small UAS of more than 2 kg all up weight

• SOFTWARE & SIMULATION: Image Processing, Mapping, CFD, GIS, Finite Element

Analysis, Photogrammetry, Bio-simulation

• SUPPORT FACILITIES: Special Purpose wind tunnel, Dynamic Thrust measurement

system, Antenna testing and simulation, Mobile Flight Test Center, Centre For

Unmanned Aerial Systems, Simulators, Training Centres, HILS, MRO.

2.2 TYPES OF UAS

UAS come in a variety of sizes ranging from insect sized vehicles right upto Medium

Altitude Long Endurance (MALE) and High Altitude Long Endurance (HALE) used in the

military which are as big as passenger aircraft. UAS can be broadly classified as Very

Small (Micro or Nano, Mini), Small, Medium and Large based on the Range, Altitude,

Weight, Payloads and other Performance Capabilities. The categorization based on

size is given in Table 2.1.

Table 2.1 – UAS Categories based on Size

Category Size

Very Small UAS < 50 cm

Small UAS 50 cm to 2 m

Medium UAS 2m to 10 m

Large UAS > 10 m

UAS are also characterized based on various configurations:

• Ornithopters

• Fixed Wing

• Helicopter


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• Multi-rotor systems

These systems have endurance ranging from a few minutes to few hours depending

on the size of the vehicle, payload carrying capability and power source.

Among different types of UAS, small UAS (tactical, miniature, and micro UAS) are

gaining top interest and popularity due to their increased mission capabilities in

diverse areas in civilian applications. This is largely possible because of the rapid pace

of developments in embedded technology, MEMS sensors and communication

technologies. Small UAS are a powerful tool for scientific research due to attractive

features such as low cost, high maneuverability and easy maintenance. Significant

progresses in various research areas (e.g., dynamics modeling, flight control,

guidance, and navigation) have been made and could bring further autonomous

operations of UAS. Small UAS can be implemented in a myriad of civil applications.

Typical cases include emergency monitoring, victim search and rescue, aerial filming,

geological survey, weather forecast, pollution assessment, fire detection, radiation

monitoring, perimeter survey and agricultural crop health monitoring.

2.3 TECHNOLOGICAL COMPARISON OF UAS

A comparison between an average fixed wing, top end fixed wing and rotary wing

vehicle for typical hardware, software, operation and performance requirements are

given in Table 2.2.

Table 2.2 - Technological Comparison of UAS

Category Item AVG TOP-END ROTOR

HARDWARE

Type fixed wing fixed wing Rotary Wing

Weight <2.5 kg 10-20 kg -

Wingspan 100 cm (39.4 in) 100 cm (39.4

in) -

Wing area 34 dm2 34 dm2 -

Maximum takeoff

mass <5 kg 20-50 kg 5 kg (11lb)

Payload capability 2-5 kg 2.5-10 kg 2.3 kg (5.1lb)

Dimensions

100 x 65 x 10.5

cm

(39.4 x 26 x 4.1

in)

100 x 65 x 10.5

cm

(39.4 x 26 x 4.1

in)

85 x 49 cm

(33.5 x 19.3)

Material

EPP foam;

carbon

structure;

EPP foam;

carbon

structure;

carbon

frame

structure


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composite

elements

composite

elements

Propulsion

electric pusher

propeller;

brushless 700 W

motor

electric

pusher

propeller,

brushless 1400

W motor

electric

pusher

propeller; 6

brushless

motor

Battery 14.8 V, 6000

mAh

14.8 V, 6600

mAh

2 x 6600

mAh 14.8 V

Payload

Video Camera

Colour/XS

Camera with

custom f

Lidar

Colour/XS

Camera with

custom f

Lidar

Night Imager

Poll Sensors

Video

Camera

Colour/XS

with

interchange

able lens

IN-BUILT

SOFTWARE

Mission planning multiple flights multiple flights multiple

flights

Automated pre-

flight checks √ √ √

Auto take

off/flight/landing √ √ √

Auto P/L OPs √ √ √

Automated fail-safe

routines √ √ √

User controlled fail-

safe Ops √ √ √

Automated post-

flight checks √ √

Image Processing

Integration √ √

OPERATION

Endurance1 30-45 min 60 min 20 min

Range1 60 km (37 mi) 60 km (32 mi) -

Cruise speed 80 km/h (50

mph)

85 km/h (53

mph) -

Maximum ceiling2 5000 m (16,404

ft)

5000 m

(16,404 ft)

3000 m

(9,843

ft) AMSL

Pre-flight setup time 5 min 5 min 5 min


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Take off type Vertical/Catapul

t Catapult Vertical

Take off angle Vertical/30 deg 30 deg -

Landing type Vertical/Belly

landing Belly landing Vertical

Landing angle Nadir/14 deg 14 deg -

Landing space (L x

W)

50 x 30 m (164 x

98 ft)

50 x 30 m (164

x 98 ft) -

Weather limit <60 km/h wind &

light rain

<60 km/h

wind & light

rain

Stable in

winds up to

36 km/h

Communication &

control frequency 2.4 GHz 2.4 GHz 2.4 GHz

Communication &

control range

up to 3 km (3.1

mi)

up to 10 km (6

mi)

up to 2 km

(1.2 mi)

ACQUISITION

PERFORMAN

CE

Camera/XS

Resolution (GSD) 2.0mm - 19.5 cm

1.0mm - 25

cm

1.0 mm to

19.5 cm

Height above take

off location (AGL) 75 - 750 m 75 - 750 m 5 - 750 m

Hovering - - Yes

2.4 PAYLOADS FOR UAS

A variety of sensors and instrumentation are available that can go as payload on a

UAS system. These instruments detect light, sound, heat, chemical components,

magnetic variations and imaging for a variety of applications. Some of the important

UAS payloads are,

• Digital optical cameras of High Imaging Capability in mono or stereo mode

• Multi Spectral Sensors taking images in visible NIR regions

• Forward looking Infra-Red and Thermal Cameras

• Intelligent NDVI camera for precision Agriculture

• Hype Spectral Sensors

• Lidar for Elevation Data

• Gas Sniffers

• Bio-Detectors Sensors

• Radiation Sensors

• Air-Quality Sensors for Co, Co2, Methane Etc.

• Agricultural Sprayers and Bird Scarer Payload


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Based on the application requirements suitable payload combinations - such as

cameras and LiDAR, Air Quality sensors and Gas sniffers etc could be configured for

UAS applications. Each and every technology has its own significance when it comes

to application. Sensors and Payloads are most essential technologies for any type of

applications as it provides the necessary output.

2.5 FUTURE TRENDS AND RESEARCH IN UAS

Some of the current technological trends in UAS include:

• Flappers

• Cyborgs – Disaster Management

• 3D printing UAS

• 3D-AWS (3 Dimensional Advanced Warning System)

Some of the technology gaps that are subject of intense research are:

• Traffic Management concept and systems for UAS

• Security and Legal aspects of UAS

• UAS Detection technologies

• UAS Capturing technologies

• UAS Threat Mitigation systems

• Manufacturing of Miniaturized components for smaller and efficient UAS

• Mass Production and 3d Printing of UAS

2.6 LIMITATIONS OF UAS

While applications for UAS are evolving their limitations come primarily from lack of

development of the enabling technologies such as energy storage, advanced

materials, and miniaturization of sensors:

• UAS has limited abilities because of less endurance, a constraint on account of

limitation of energy storage. Typical endurance for different classes of UAS are

listed in Table 2.3.

Table 2.3 – Endurance Limit of UAS

Specs Small Miniature Micro

Size < 10 m < 5 m < 15 cm

GTOW 10-25 kg < 10 kg < 100 g

Speed < 130 m/s < 50 m/s <15 m/s

Altitude ft < 3500 AGL <1200 AGL < 100 AGL

Range < 50 km < 25 km < 10 km

Endurance Up to 48 h Up to 48 h Up to 20 min


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• UAS can cause Civilian losses and security issues, is attributed to energy storage,

on board computation / navigation capabilities.

• UAS could be counterproductive and destabilizing, lack of regulation and

inability to track the usage of UAS creates an unmanageable situation for

administrative regulatory authorities.

• There is a possibility of misuse and Security threat, in spite of being used for only

civilian applications.

Privacy, Ethical, Legal and Certification issues around application and operations of

UAS are yet to be resolved.

2.7 UAS – CAPABILITY IN INDIA

In India, a number of industries are currently entering this field considering the potential

growth of this technology for diverse applications in the civil and commercial sectors.

Designing, Developing and Manufacturing of these payloads in our Country will

revolutionize the civil UAS industry in India. The present UAS technology is limited

primarily by the Range, Endurance and Payload capacity and each of the potential

application drives additional technologies unique to itself. Indigenous Development

of these technologies in India will create opportunities and it will definitely support

“Make in India” scheme of the Government of India. An assessment of UAS

Technology Readiness Level within India is shown in Table 2.4.

Table 2.4 – Technology Readiness Level

S.NO UAS TECHNOLOGY TECHNOLOGY READYNESS

LEVELS (TRLs) (SCALE: 1-10)

1 AIRFRAME (STRUCTURES & MATERIALS) 8

2 CONTROLS / ALGORITHMS 6

3 ONBOARD ELECTRONICS 6

4 PROPULSION & POWER SYSTEMS 3

5 PAYLOADS 3

6 DATA PROCESSING 6

Current status of technology in India that can be readily deployed for manufacturing

UAS is given in Figure 2-1.


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Figure 2-1 UAS Technology Status in India

2.7.1 INDIGENOUS UAS, PAYLOAD AND ASSOCIATED TECHNOLOGIES

The present scenario, with reference to UAS, is that there is no 100 percent indigenous

UAS including the required Payloads, as mentioned earlier. The Power Systems, Drive

systems, Sensors and Camera systems are still imported. Out of the three categories of

systems operational in the Country, the first one (Totally Imported) constitutes about

20 percent, the second one (Assembled with imported Sub-Systems) 80 per cent and

none from the third one (Totally Indigenous)

• A completely imported UAS including payload and control systems

• Systems built with Imported Motors, Battery Power Systems, Critical Electronic

Hardware and Camera Systems

• Completely Indigenous Systems, including Control & Communication Systems

and Payloads

Notwithstanding this limitation in Indigenous technology, several groups in the Country,

both Academic and the small private Industries & Start-Ups, have demonstrated our

capabilities to use UAS for Urban Planning, Agriculture, Mining, Disaster Management

and other societal applications.

2.7.2 STATUS OF UAS MANUFACTURING BASE IN THE COUNTRY

Despite the fact that the UAS have relatively few sub-systems and components such

as Air-Frame, Drive-Motors, Propellers, Battery, Electronic Speed Controllers, Flight

Controller, Transmitter and Receiver, there are no complete systems developed and

manufactured in the Country. Almost 100 percent of the UAS that are deployed for

civilian applications are systems integrated with the imported sub-systems, especially

the propulsion and on-board payloads and sensors. Several Indigenous programs on

a parallel mode, launched and financially assisted by Government agencies, in large


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and medium scale industries having the right skill sets and experience, is the only route

to achieve self-sufficiency in this strategically important sector, without which the

dream of pressing into service of UAS for governance activities with assured reliability,

will remain a myth for a long time. While this is inescapable, it is also mandatory to

absorb few of the advanced technologies, if our indigenous UAS have to remain

competitive and withstand the pressures of Global market. A few of the technologies

relevant to the main sub-systems are briefly summarized below.

• FRAME: Advanced large sized Unmanned Aerial Systems are constructed of

various materials including aluminum and carbon composites, which make them

lightweight & durable, enable them to withstand outdoor environment and

withstand the impact of rough landings. Major parts of UAS have traditionally

been assembled from components made of molded plastic, but the

development of additive manufacturing or 3-D printing presents the option of

printing UAV parts instead, which will cut the manufacturing cost and time.

• ELECTRONIC DEVICES: A number of the key components in UAS such as Electronic

Sensors, Global Positioning System (GPS) devices, and WiFi receivers,

Smartphones and Tablet computers used to control them, are also being

designed for reliability with COTS components, preceded by extensive testing, to

reduce unit costs and enable manufacturers to enter the market without

worrying about the supply of imported components.

• PROPULSION: UAS can be propelled by various types of IC engines and Brushless

DC (BLDC) Motors, the latter being the most preferred ones, drawing energy from

batteries, solar cells, or fuel cells. Indigenization of BLDC motors and battery

power supplies of large energy density are priority areas and critical to successful

UAS application

• PROPELLERS: UAS use a series of horizontal propellers for lift, made of carbon fibre

composites in recent times, their number depending on the design, such as

Quadcopter, Hexacopter, Octocopter or Fixed Wing aircraft. They are frequently

damaged and need to be replaced and treated as critical consumable item for

long UAS application program. They need to be manufactured in several sizes

and shapes in large numbers and their availability often restricts continuous

usage of UAS in the field. The design know-how, which is so vastly available in the

Country, has still not lead to their indigenous manufacture and propellers are still

on the import list.

• ACQUISITION AND OPERATIONAL COST OF UAS: Entry-level hobbyists pay up to

$500 for an imported basic UAS kit that includes the airframe, four rotors,

batteries, chargers, GPS, and spare propellers without any useful payload. These

UAS controlled by a smart-phone or tablets, can fly for up to 10 minutes on a

battery charge at up to 35 kmph, with a range of about 50-65 m. UAS operators

with a higher professional interest pay $750-$2,000 for UAS that can remain

airborne for up to 25 minutes with a range of more than one km. Commercial


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users may pay $10,000 or more for a UAS that has six rotors, larger propeller

blades, or even a UAS with a fixed wing configuration. They have a battery

capacity that would let them fly for up to an hour. Their control software may

include a database of no-fly zones to ensure that the UAS does not get close to

airports or other prohibited areas.

• Basic UAS systems that are developed indigenously should aim at a

manufacturing cost less than these typical import costs to be competitive.

--------------------------------------------X--------------------------------------------


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3. APPLICATIONS OF UAS– KARNATAKA FOCUS

The potential applications of UAS are in a variety of fields with many ingenious uses

cropping up every day. UAS have moved beyond just being a “flight in the sky” with

applications limited by the type of payloads and sensors that can be carried for

example imaging sensors, gas sensors, bio sensors etc. UAS is a promising technology

to acquire and utilize real-time detailed image/data ‘at will’ which in turn could help

in converting into meaningful information for decisions for government, enterprises,

citizen and state/national needs.

UAS has applications in Agriculture, Forest, Mining, Homeland Security, Archaeology,

Disaster Management, Urban Growth Monitoring, Oil/Energy, Environmental,

Geospatial Data Collection etc. and in many area such as surveillance, mapping,

survey, inspection, property tax assessment. Worldwide, very specific uses of UAS have

been made for crop surveys, inspection of power lines and pipelines, counting

wildlife, delivering medical supplies to otherwise inaccessible regions, detection of

illegal hunting, reconnaissance project operations, environment monitoring, water

body monitoring, border patrol missions, convoy protection, forest fire detection and

monitoring, civic surveillance, coordinating humanitarian aid, plume tracking, land

surveying, fire and large-accident investigation, landslide measurement, illegal landfill

detection, the construction industry, crowd monitoring etc. Private citizens and media

organizations use UAS for recreation, news-gathering, personal land assessment,

event videography etc.

The present UAS Applications are limited only by the Range, Endurance and Payload.

Every potential application demands additional technologies which need to be

integrated with UAS. UAS applications have made great strides and continue to be

leveraged at an exponential rate and a brief categorized summary of these

applications is given below:

• CROP MANAGEMENT: Countryside and Agriculture, Agricultural activities, Crop

dusting, crop damage assessment

• URBAN: Base Mapping of cities, Autonomous tax estimation, city growth

monitoring

• MONITORING: Civil Engineering sites, Canals and Reservoirs, Waterways and

Shipping, Coastline, Windmill/solar power other similar renewable energy

installations, Traffic, Atmospheric and Weather Research, Critical Infrastructure,

Oil and Gas pipeline, Forestry, Fire Detection, Wildlife, Powerline Surveillance,

Fishery Protection, The Countryside, Pollution control and air sampling, Crop

Performance, Litter on beaches and in parks




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• DISASTER MANAGEMENT: Disaster effects Management, Rescue and clear up

effort supervision, Disaster damage assessment, Disaster Response and Relief,

Temporary telecommunications link, emergency response

• COMMUNICATIONS: Telecommunications, Telecom relay and signal coverage

survey

• SURVEY: Oil and gas exploration and production, Mineral exploration,

Geophysical surveys, Tunnel survey

• EMERGENCY TRANSPORTATION: Medical kit, Life Jackets, Food

• MAPPING: Flood, Agriculture, Real Estate, Mining

• SEARCH AND RESCUE: Maritime and Mountain Search and Rescue, Life Raft

Deployment, Rescue point marking

• SECURITY: Security and Control, Border Surveillance, Suspect Tracking, Aerial

Reconnaissance, Aerial Policeman and Crowd Monitoring, Aerial Traffic and

Security Watch

• MEDIA: Aerial Photography, Film casting, Sports Event Coverage, Exhibition Event

Coverage, Amplification, re-transmission of broadcast signals

3.1 UAS APPLICATIONS - GOVERNANCE IN KARNATAKA

Karnataka state must make tremendous use of UAS for Governance. UAS Applications

in the state can also cater to private citizen needs where hobbyists and flying

enthusiasts are encouraged. Younger generation and students would be major

groups that will enjoy UAS flying for education and hobby purposes. It is essential to

have dedicated UAS Hobby Flight Parks which are designated for public UAS flying

operations.


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Figure 3-1 UAS Applications

Some of the critical applications of a UAS envisaged in Indian eco-system would be

for:

• Agriculture, to rapidly map the fields and provide the farming community

informational photos to get a quick snap-shot of the field situation and integrate

into precision agriculture and large area farming. With almost 9 Mha under

agriculture in 5900+ gram panchaytas, there are large number of cooperative

farming areas – horticulture crops, food crops, cash-crops, floriculture etc where

the farming community need timely crop status and health information, along-

with potential production/acreage information, so that maximal returns and

estimates of crop production are precisely determined and utilised. Repeated

UAS imaging and monitoring in “large contiguous crop fields” is extremely useful

to provide image-based crop analytics information. Each panchayat can be

enabled with a UAS and imaging system with automated digital analytics

systems that generate crop information routinely. The crop information can be


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uploaded to a state server of crop analytics and temporal database generated.

Some specific applications could be:

• Crop Mapping and area estimation

• Crop health assessment

• Agricultural spraying of insecticides and fertilisers

• Assessment of stressed and affected crops

• Crop Mapping for crop insurance

• City mapping and taxation estimation – there are 300+ cities in Karnataka. Each

of this city needs constantly monitored data on urban growth, property taxation,

buildings, traffic, 3D visualisation etc and thus real-time image and lidar data

collection using UAS can provide instant and “at will” city maps and ingest-to GIS

applications for vital city management and monitoring. The potential for urban

areas is high and each city could have a UAS system for its local-monitoring and

data collection. Some specifics that can be applied are:

• Property survey, high rise structures mensuration and external inspection

• Determining area, height and FSI of properties for taxation

• Monitoring public assets & cleanliness of public places

• Volumetric assessment of solid waste heaps, road works, canal works

• Videography for city asset maintenance and cleanliness monitoring

• Large area urban landuse mapping

• Lake monitoring and encroachment analysis

• Survey and Mapping, where UAS images are used to prepare every-day detailed

maps of the land/water, for engineering design, for inventory/survey of key assets

of cities/rural areas, infrastructure etc and immediately geo-tag them. Today, as

part of Karnataka GIS the need to survey and map to create the Karnataka GIS

Asset is very high.

• Mine monitoring, where real-time on-demand status of open-mines with

elevation can be obtained to determine volume status and cut/fill estimates with

high precision/accuracy. Presently, Karnataka has around 600 mine leases.

These mines can be potentially monitored using UAS based imaging and data

collection – especially to determine the status of the mines, area and volume

estimation etc. Specific applications could be:

• Mine Area Mapping and monitoring with lease

• Virtual tours, area survey and area violation mapping in mining area

• Quantity estimation of mineral extraction

• Mine slope analysis, cut and fill volume analysis stock pile and inventory

quantification

• Search and rescue operations and for locating/scouting persons/objects using

thermal sensors or night vision cameras. Emergency operations in hilly areas,

riverine areas, forest areas and other emergency incidents would benefit from

UAS imaging technology.


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• Civic Operations - event-specific crowd management and policing operation –

especially in cities where special events of sports/political

gatherings/festivities/celebration etc are undertaken. In every of the 300+

cities/urban area, or atleast in every police district of Bangalore, the UAS video-

and imaging for domestic policing would be potential area of application. Some

specific applications could be:

• Crowd Monitoring at public events

• Security planning

• Sensitive area surveillance,

• Monitoring for suspicious and potentially unsafe activities / situations

• Traffic monitoring

• Forest mensuration and mapping in notified forest/reserved areas and forest fire

monitoring in real-time and assessing damages. Karnataka has almost 28% of its

area under forests and tree-cover. These forest areas are “patches” of

(small/large) geographical areas and are potential for UAS imaging for forest

management data collection, tree-count/mensuration, fire-assessment etc.

Specific Applications could be:

• Forest cover mapping, analysis and monitoring

• Forest fire location identification and monitoring

• Forest Management Plan

• Tree counting in Panchayats

• Disaster management support for real-time imaging and data collection for

rescue operations support and rapid damage assessment. Floods,

Cyclones/Storms, earthquakes, landslides and man-made disasters cause heavy

damage and many times administration struggle to get real-time/instantaneous

images/maps of disaster areas for relief/rescue operations and even for

systematic damage assessment. As a result, disaster recovery and rescue is

mostly hampered and can greatly be augmented using UAS imaging and data

collection. Some specific applications could be:

• Real time video feed from disaster affected area

• GIS Mapping of damaged/disaster affected area

• Identification of chemical leaks/spillage or other dangerous substances

through images

• State Planning Statistics - (Any) Change Analysis/Monitoring which determines

change in development scenario, impact of change of government

programmes, change in public fund usage, changes in urban areas, change in

progress of infrastructure projects, change in environment etc would be

potential areas for time-specific UAS data collection and applications.

• Asset Inventory in Urban Areas – where the need is to count and inventory with

location of various assets – transmission towers, mobile towers, trees, lakes and

water bodies, pools etc. UAS can be used to collect images and do a count of

assets that can be geo-tagged.


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• (Any) 3D visualisation application – cities, important projects, national memorials,

tourism, in-building imaging etc can be best served by UAS imaging and data

collection

• Entertainment and hobby applications for filming for business promotion,

advertising, hobby flying etc – especially in real-estate, tourism etc is also highly

possible. Emergency transportation of human organs between hospitals and

medical supplies in Bangalore using UAS can be successful.

Karnataka must utilize UAS for better governance – by way of localizing UAS data

collection and creating an autonomous and independent system for mapping,

inventory and monitoring various sectoral parameters of governance.

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4. UAS MANUFACTURING – KARNATAKA STRATEGY

With UAS technology rapidly evolving, big investment is bringing more advanced UAS

to the market. UAS has caught the attention of startups that are looking for new

business opportunity in taking it off commercially. Its gathered that industries like Tatas,

IdeaForge, Skylark, Edal Systems, Trimble, and many others have built up commercial

capability in the UAS market place. Thus, in coming years, private investment in UAS

would increase and would develop as an important adjunct to the aero-space sector.

University research in UAV will increase and will be largely funded so that a matured

UAS product would evolve from the multiple departments of the University. Industries

should be made to closely work with Universities to evolve manufacturing and

research intake models so that indigenous development is encouraged.

With a far-sight view of establishing a manufacturing hub for UAS – that can cater to

domestic needs and global market AND at the same time bring in tremendous boost

in aero-space sector, an assessment of the present State of the Art of technologies in

UAS has been made. In a 3-year timeframe, it is envisaged that Karnataka must be on

par with the international technology status of UAS manufacturing and reach TRLs of

6-8 in the following areas:

• High redundancy controls for autonomous operation

• Secured communication with safe operations under communication failure

• Fail safe hardware and software features

• Payload with online post processing software for user requirements.

• Secured data and tagging for data authentication and certification

• Tilt Rotor / Tilt Wing Aircraft / Entomopters

• Image Processing and Optic Flow

• Swarm and Cooperative Flying

• Obstacle Avoidance and Total Autonomy

• Hyper-Spectral / Infrared / Thermal Camera

• Aerodynamics of Low Reynolds Number Flexible Flapping Wings

• Mutual Interference of Multiple Propellers (Coaxial And Distributed)

• Reusable Vehicles, Range Extension and Low Cost Production

• Vehicles with 75 kg Payload Capacity

• Application based Special Sensors and electronically controlled insects (Cyborgs)

Many Indian organizations – NAL, Hal, DRDO, few industries have made great strides

in developing manual and autonomous fixed wing and multi-copter aerial systems

with a limitation of 15-20 minutes of actual operating flight duration. There have also

been few attempts to develop ornithopters for surveillance and transition aircraft for

limited space applications. The present application demand for UAS is, on one hand


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tiny beetles with electronic backpacks and 50 mm flapping vehicles for disaster

management applications and, on the other hand, fixed wing vehicles and

autonomous multi-copters which can carry payloads close to 50-75 kg with

endurance of more than one hour. These are both design and manufacturing

challenges, in addition to great piloting skills.

In addition to raising the TRLs to the international level, there is a need to indigenize all

the critical sub-systems as well as launch major futuristic technology initiatives in order

to keep abreast with the developments elsewhere. The following are the technologies

and products:

• FRAMES/PLATFORM: Multifunctional light weight structures, alternate energy,

efficient power and propulsion systems

• SENSORS: Payloads like Multispectral Imaging, LiDAR and SAR. Advanced

Sensors for collision avoidance and gust handling

• ON BOARD INTELLIGENCE: Sense and avoid, mass storage, high band width and

anti jamming and efficient communication to ground system, EMI and EMC

hardening and all-weather capability

• TECHNOLOGIES TO IDENTIFY, TRACK AND NEUTRALIZE UNIDENTIFIED UAS IN FLIGHT:

Technologies required for identification, tracking and neutralizing unauthorized

UAS could be identified and programs for these activities can be high priority

funding by the Government.

• UAS TEST RANGE: There is a need for having an exclusive National UAS Test-Range

to be set up in Karnataka, so that the developmental and certification tests,

based on the Applications requirements of end-users, can be undertaken

without the hassles of Safety and Administrative limitations influencing the

development and demonstration programs.

There are certain challenges involved during manufacturing stage which need to be

addressed:

• Indigenization of critical components

• Safety and Reliability

• Low Cost manufacturing

• Power Source (Endurance and Range)

• Miniaturization of Sensors

• Ruggedization

Major parts of UAS have traditionally been assembled from components made of

molded plastic, but the development of addictive manufacturing, sometimes called

3-D printing presents the option of printing UAS parts instead. For the past decade, the

manufacturing has been evolved around military vehicles including materials for


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construction, a high performance manufacturing results in good composite

construction, engineering plastics and high quality electronics.

In India UAS manufacturing needs active Government support, pragmatic regulations

(Operations and Testing), emphasis on indigenous design and development (IDDM in

DPP is a good example), integration of UAV training into state level Skill Development

programs.

4.1 SPECIFIC ACTIONS – MANUFACTURING HUB

The recommendations of the SG-UAS with reference to use of UAS for Governance by

the Government of Karnataka are the following:

• Present Technology Readiness Level of UAS in India is adequate to launch limited

UAS programs in the following sectors: Agriculture, Urban, Police, Archaeology,

and Forestry. The State should immediately launch Technology Demonstration

pilot programs involving all user departments of the State Government to assess

the actual End-Use Capability of this technology.

• Encouragement and Support for Indigenous development of payloads and

control system hardware through Research grant-in-aid to start-ups, industries,

R&D Organizations and academia or in consortia mode.

• Establish DGCA approved UAS TEST RANGES at suitable places in Karnataka for

developmental and certification tests in line with international standards.

• Establish maintenance hubs in the state and launch training programs to the

service empaneled service providers (including farmers, police personnel and

Universities).

• Identify all other possible applications in the aforesaid sectors as well as in

additional new areas relevant to governance and launch pilot demonstration

programs.

• Constitute an Empowered Committee to plan, monitor and execute the short

term pilot programs and indigenous development programs.

• Use Government Machinery to launch Skill Development Programs such as UAS

pilot training programs and set up a UAS Technology Centre at the State-run

Visvesvaraya Technological University, Muddenahalli, Bangalore, in association

with all the Stake-Holders to launch and monitor all UAS technology

development programs, which will be the premier and the first initiative in the

Country.

4.2 SPECIFIC ACTIONS – UAS TEST RANGE

A UAS Test Range, which could be a simple open field of a few acres in area, with

specific technical and support facilities to calibrate, test and certify UAS is also

needed to be developed in Karnataka. Such a test site can be a DGCA approved


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Test Range and can be time-leased for any UAS test operations. An Expert Group

could examine the Test Site requirements, location, cost and time and recommend a

plan of action for establishing the range.

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5. POLICY AND REGULATIONS FOR UNMANNED AERIAL SYSTEMS

UAS is a widely enabling technology – with the unique inherent capability of bringing

the “joy and business of flying” into individual and society’s hands AND of being an

important technological capability in aviation sector and its use in governance and

society. The use of UAS has increased in civilian domain in India in recent times. This is

because of its potential as an engineering education tool, in hobby cum toy

applications, and in professional services of immense important to society. The

engineering understanding and experience possible with UAS, at much lower costs,

can be the germinator for aviation sector and create a pool of talented professionals,

which can lead to faster development of civilian passenger aircraft systems.

With the technological advancement that is happening in a seamless and inter-

connected world, it is only imperative that India take advanced and pragmatic steps

to “on match” with technology and be “no less than anybody else” in this important

field. It is right time for India to enter into this emerging technology arena and build its

capabilities technologically, applications and commercially to “make and cater to

global UAS business”.

It is important that Karnataka takes lead in making rightful and progressive policies

and enabling rules and guidelines to address this just-entering and very important

technology into modern society – the policy for boosting and encouraging the UAS

manufacturing in India; policy for bringing regulated but rapid growth of UAS

technology and Applications for benefit of society AND, more importantly, strengthen

norms for security “need to know” of UAS operations that would be able to track and

monitor UAS.

5.1 UAS POLICY – GLOBAL SCENARIO

UAS Policies are an important subject matter all over the world. USA, Japan, Europe,

Russia and few other nations currently have a lead in design, manufacture, and sale

of these systems at a highly competitive price. This advantage is mainly due to their

work on defence unmanned aerial systems, and large scale manufacturing. India

faces a danger of its large market being flooded with foreign systems, which will further

entrench the use of sophisticated systems without any technical details and deeper

understanding.

KJA has made an assessment of the UAS policies in various countries - a brief overview

of Policy/ Regulations/ Rules in USA, China, Russia, Europe, Japan, Israel and

regulations adopted in ICAO are given in Table 5.1.


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From the study of the global UAS Policies, it is noted that:

• Many Countries have realised the potential of civilian UAS flights and

applications and are working on operational programmes definition.

• All Countries started rule making / developing Regulations in the last few years

only, and bringing into operation from late 2015 onwards.

• UAS / Drones are generally categorised into four classes based on weights – less

than 250gm, up to 25 kg, up to 150 kg, and above 150 kg.

• Generally, no rules for < 250 gm class, and less restriction for < 25 kg class.

• All Countries require Registration, Remote Pilot Certification, and Permissions in

certain class and certain operational zones.

• Safety of people on ground, and manned Aircraft safety are overriding

considerations.

5.2 ISSUES FOR UAS POLICY

The excessive use of UAS without understanding the technical details, risks, and

potential dangers in a Rule-and-Regulation-free environment is worrisome to many

nations. The main dangers are to the safety of people on ground, and to the aircraft

flying in the air space. The danger of intrusion into privacy of people,(from a different

perspective than in the developed Countries), is real and can cause more law and

order problems.

Karnataka is one of the leading states in aerospace technology and utilization of

integrated ICT solutions – within governments, private/public sector and academia.

Karnataka state is aiming to be a leading hub for aerospace technology

development – both in manufacturing systems and utilization systems.

The demand for UAS in the coming years is expected to be very high considering

present fast growing applications and large imports happening. Hence the design,

development, manufacture, and sale of UAS indigenously has a high potential for

growth of our economy and employment. The engineering and computer software

human resources available in the Country can be gainfully employed in the high-tech

area of UAS, thus leading to positioning ourselves for international competition in this

area.

Karnataka has the right capability to be the hub of such a national UAS eco-system

development and must take lead in this regard. This scenario compels India to put in

place a Policy and Regulation on Unmanned Aerial Systems (UAS) - including small

and tiny Drones


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5.3 KARNATAKA UAS POLICY

(For purposes of the policy, Unmanned Aircraft Systems (UAS) refers to all types of

unmanned and remotely piloted vehicles, and their subsystems based on the context.

The popular names like Drones, RPVs, are covered by the name UAS.)

Karnataka has recently announced an Aerospace Policy

(http://www.investkarnataka.co.in/assets/downloads/aerospace-policy.pdf) – UAS

must become a part and parcel of this broader Aviation policy. Karnataka must take

lead to incorporate a special UAS section in Aerospace Policy to focus on:

• Design and manufacturing of UAS for national and global markets

• Testing and Certification of UAS for different uses

• Introduction of UAS in Higher Education

5.3.1. UAS IN KARNATAKA AEROSPACE POLICY

The main aim should be to encourage the indigenous development, manufacturing

and wide applications of UAS in an orderly and socially responsible manner.

The UAS section in Karnataka Aerospace Policy should be:

• To make Karnataka a preferred global destination for manufacturing of UAS

systems & sub-systems, payloads, navigation instruments, components and

software and testing.

• To facilitate the wide use of UAS for various applications for Governance in

different departments and works of Government. This should enable to bring in

standardised UAS Applications into efficient and affordable professional services

for any governance activity and enable local-level procurement of services.

• To create an eco-system comprising infrastructure, education and R&D to make

the State a conducive hot spot for UAS industry; make Karnataka an attractive

geography for global tier-1 suppliers.

• To encourage use of indigenously designed, developed and manufactured

Drones/ Flying model aircrafts/ and larger Unmanned Aerial Systems.

• To introduce theoretical and practical aspects of UAS technology into higher

education.

• To encourage the Indian industry in the manufacture, marketing, and sale of

various models of UAS. Special challenge fund for design and manufacturing to

be earmarked for indigenous manufacturing. As an incentive and risk mitigation

for the indigenous manufacturing industry, it would be appropriate for GOK to

adopt preferential selection of indigenously manufactured UAS under the GOK

challenge fund for sourcing UAS services and procurements within GOK –

provided the technical merits are achieved.

http://www.investkarnataka.co.in/assets/downloads/aerospace-policy.pdf


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• To make Karnataka as one of the leading UAS Testing hubs in the world and in

this region. Government may setup and establish a National UAS Test Range

where UAS testing, calibration and verification/certification could get

conducted in a standardised manner.

• To make available ready to-employ human resource pool for the industry.

• To strengthen R&D infrastructure for achieving innovative and cuttingedge

technologies.

• To create enhanced facilitation mechanism for ease of doing business through

industry friendly policy frame work.

• To put in place Rules and Regulations for safe and orderly use of various UAS

Vehicles in the state (Indian) air space.

• To implement the Rules and Regulations, including public liability insurance, and

achieve compliance through existing or new structure(s) of Authority.

The UAS Policy can be taken up in 2 phases:

• Phase-I (2017-22) create a core capability for designing and manufacturing

different UAS and payloads; operationalise manufacturing and testing base for

UAS and payloads; attract foreign direct and domestic investments for these

activities with incentivisation; create a mid-level employment sector for UAS; sub-

element the UAS to contribute to Aerospace sector; Introduce Skill Development

Courses in UAS training

• Phase-II (2022-2025) - attract large scale global manufacturing of UAS and

related investments; create additional employment opportunities (direct and

indirect) by a process of inclusive development and increase the contribution of

UAS sub-sector in Aerospace business and growth

5.3.2. POLICY ACTIONS – UAS IN EDUCATION& RESEARCH

The UAS is an integrated system that allows learning in multi-disciplinary engineering

and technology – involving, aeronautics, mechanics, electrical, communications,

navigation etc disciplines. Thus, UAS can be the “best platform” for students to

practically skill hands-on principles. It is important that to promote and develop high-

quality technology edge in UAS, Government must provide sponsorship to all

Universities in state, both Government and Private, to:

• Introduce UAS Technologies as an optional subject in the under graduate and

post graduate engineering courses.

• Establish a modern UAS Laboratory that will allow design, development, testing

and evaluation of UAS by students and also for undertaking advanced UAS

research in key areas. This activity will require an open testing field for flying trials.

• Fund advanced research in UAS – especially related to manufacturing,

payloads, power systems, navigation and control, accident avoidance,

software for control/accident collision, autonomous tracking etc


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• Obtain a special Developmental Licence/Operation permits by such institutions

after duly complying with Licencing requirements specified for the purpose.

• Participate in and organise national level and international level competitions

and hackathons on UAS technologies and applications to encourage the

student community, and also to identify potential innovative ideas.

• Create “UAS R&D Fund” to provide appropriate funding/incentives to

Universities/R&D Organisations (even partnering with Indian Industry)for front-

ranking and globally competing research and technology development in UAS

design, power and endurance, manufacturing, promote innovation, R&D, IP,

and development of UAS products.

• Make Karnataka to best use national R&D organisations in the state (NAL, HAL,

DRDO etc) to partner in the R&D fund and be “collaborators” for making the

state as most preferred destination for UAS technology. This step will help leading

to practical systems which can be manufactured.

• Ensure the outputs of UAS R&D Fund be mandated to transfer the technologies

and designs to the Indian industry for manufacture. In fact, incubation to be part

and parcel for this activity and associating industry.

• Encourage the Private industry with incentives to design and develop UAS and

related technologies.

5.3.3. POLICY ACTIONS - MANUFACTURE OF UAS

The main use of UAS will grow in large volumes and thus developing an indigenous

industry is an important goal. India cannot afford to always depend upon imported

technology and not meet its own demand for UAS from domestic UAS manufacturing

and services industry.

It will be important to adopt a “preferential treatment” to Indian industry in the UAS

sector for next 10 years – so that the competitive and technological excellence is built

up in a big way. Thus, Indian industry should be given all support to manufacture and

market cost-competitive UAS and services to Indian user community – especially in

Government and public service. Government should provide:

• Attractive fiscal incentives for indigenous manufacturers of UAS to eliminate

disability costs in manufacturing. These incentives should be linked percentage

of indigenous content in the manufactured products, and also to the level of

value addition.

• Facilitation of cost effective loans for setting up (UAS) manufacturing Units.

• National Manufacturing Policy benefits and National Investment and

Manufacturing Zones (NIMZs)to be made available to Indian UAS manufacturers.

• Industry-friendly stable tax regime establishments for the UAS sector.

• Required supply chain to the industry to protect appropriate indigenous

production / import of certain raw materials which are essential for manufacture

of globally competitive systems.


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• Control on all imports of UAS, either in complete form or as knock down kits, , and

record for the sake of maintaining complete inventory of UAS in the country.

5.3.4. POLICY ACTIONS - UAS APPLICATIONS

Government must enable a system and process by which UAS can be widely used in

variety of applications and in different avenues of governance. The wide use of UAS

may range from entertainment/hobby; education and research; localised data

collection from UAS payloads; ingest to autonomous GIS data and monitoring; disaster

management; policing and civic operations etc. – either as commercial or public

services.

Governance must use UAS data collection methods to establish an autonomous and

independent line of monitoring crops, urban areas, forests, mines, archaeological

sites, water bodies, crowd-management, episodic events etc – there would be no

better method than UAS data collection for variety of governance needs:

• Government Departments should be mandated to use UAS Applications in their

work and appropriate fund allocations should be made, both to encourage

efficiency and also to popularise the applications of UAS.

• Encourage local governance bodies – panchayats, city corporations, district

authorities, police agencies etc to widely deploy and use UAS data collection in

their normal governance activities.

• Encourage new and potential applications of UAS encouraged by providing

SOP for UAS Projects – this can best be done by the involvement of Indian

industry.

Because UAS is a new technology Government must initiate Pilot Projects that

established standard Standard Operating Procedures for end-to-end activities in

different application area. The pilots must not only address the application needs but

also assess parametrization of UAS for efficient operations.

Thus, Government must effectively progress all the above uses of UAS with ease,

discipline, responsibility, and accountability. If required, different set of Rules and

Regulations should be formulated for each / group of applications.

5.3.5. UAS SALES, OPERATIONS AND SERVICES

Procuring a UAS should be easy proposition – just like procuring a mobile, an

automobile or a computer with all its procedural and regulatory requirements. Thus:

• Procurement of UAS by either individual (for hobby/entertainment) or

Companies (for commercial operations) or Academia (for education and

research) or state government (for governance) should be easily enabled with


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through Point-of-Sale registration and maintenance of complete on-line data

base of all sales. Aadhar must be made mandatory for sale-purchase

transactions of UAS – thus enabling identity-tracking and checks.

• Government should provide preference to the domestically developed and

manufactured UAS Systems for Government procurements and governance

services.

• All UAS operations and flights should be regulated and allowed on permission-

basis only and subject to appropriate Rules and Regulations

• An Operator Permission should be mandatory and compulsory for flying, and

remote controlling of UAS.

• Pilot Certification must be made compulsory for any individuals involved in such

UAS Operations.

• Government should identify, notify, and operate exclusive flying corridors and/or

Flight Test Ranges to allow test flights and calibration of proto types by

developers, and trial operations of UAS by the Operators, without causing any

problems to the civilian aircraft services, and to enable specific professional

services of UAS.

• Public liability insurance scheme for UAS flight operations has to be introduced

and to be made mandatory for all Operators.

• Setting up of professional training institutes, with appropriate facilities, should be

encouraged / enabled. On-line Pilot Courses and tests should be instituted by

DGCA to enable Pilot Certification.

5.3.6. UAS CONTROL AUTHORITY

The use and operations of UAS will be wide spread in the Country, unlike civilian

manned / passenger aircraft which can take off and land only using well controlled

airports. Hence a well thought out decentralised Control Structure should be defined

for effective and efficient operations – based on well-defined rules and regulations. It

may be appropriate to involve DGCA, police and local district administration in

working out the control structures.

5.4 PROPOSED UAS RULES AND REGULATIONS

After careful consideration, for implementation of the UAS Policy and with an aim to

promote, encourage and widen the use of UAS technology and its applications, KJA

proposes a set of Rules and Regulations that can be adopted for actual registration

and operational administration of UAS flights. These set of Rules and Regulations are

given in Table 5.2.

Government of Karnataka may take up these draft rules and regulations for UAS flights

and operations with DGCA and Ministry of Home in central government and enable

the policy outcome.


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TABLE 5.1

BRIEF OVERVIEW OF THE POLICIES AND REGULATIONS OF OTHER COUNTRIES

AND ORGANISATIONS

5.1.1 Initiatives of ICAO:

• Issued Circular 328 - “Unmanned Aircraft Systems (UAS)” in 2011.

• This Circular is first step to provide fundamental international Regulatory

Framework.

• Identified Sections of the present ICAO Regulations which need to be modified

to accommodate UAS traffic.

• Covered Certification of Airworthiness, and Pilot licensing requirements.

ICAO released Document 10019 AN/507 titled “Manual on Remotely Piloted Aircraft

Systems” in 2015 covering technical and regulatory aspects.

5.1.2 JARUS Activities:

• Joint Authority for Rulemaking of Unmanned Systems (JARUS) has 32 members

(30 Member States).

• Joint development of regulatory concepts is the primary objective.

• 7 Working Groups work on different areas.

• WGs provide recommendations for States to use in their own national legislations.

Recommendations on certain aspects already released, and some are in

consultation process among members.

5.1.3 Regulatory Activities in USA:

• US Law of 2012 authorized Secretary of Transportation to integrate UAS

Operations into National Air Space. As per this act, rules to be formulated by Sept

2015.

• Voluntary guidelines by operators are being observed so far – like 8km off from

airports, and staying below 150 m.

• A Task Force was formed in Oct 2015 to recommend on the rules. The Task Force

submitted its proposals.

• Final rules as FAA Part 107 Advisory Circular are issued in June 2016, and effective

from end August 2016.

5.1.4 Highlights of FAA Rule 197 of USA:

• The civilian UAS Operations allowed for non-hobby non-recreational purposes in

the NAS considering potential applications.

• UAV +Attachments +Payload should be less than 25 kg.

• Only Daylight operations, within Visual Line Of Sight, up to a maximum altitude of

400 ft AGL (120 m), and with a maximum ground speed of 160 kmph permitted.

• FAA Airworthiness Certification not required, Remote Pilot must conduct pre-

flight check for every operation.

• Operations in Class G Airspace allowed without ATC Permission.

• Remote Pilot Airman Certification -- after completion of on-line small UAS

course, a knowledge test, vetting by Transportation Security Administration.

Minimum age for RP Certification is 16 yrs.

• No Operations directly over personnel, and under a covered structure.

• Local authorities may enact privacy related laws specific to UAS Flights.


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• All UAS must be registered

• Night flights are prohibited. No carriage of hazardous materials.

5.1.5 Highlights of Policy / Rules of China:

• Civil Aviation Administration of China (caac) issued draft UAS Business Rules as

on 30thDec 2015.

• The UAS are classified into Types as below:

Type Empty Weight (Kg) Take-Off Weight (Kg)

1 0<W≤1.5

2 1.5<W≤4 1.5<W≤7

3 4<W≤15 7<W≤25

4 15<W≤116 25<W≤150

5 Plant protection (agriculture/crop-related) UAS

6 Unmanned airships

7 Type 1 and Type 2 UAS operated beyond visual line of sight outside 100

meters

• No rule for Type I flights.

• “UAS Cloud” a real time dynamic database management system for supervisory,

electronic fence, and alert functions will be implemented.

• Type III and Type IV UAS should transmit data to UAS Cloud regarding position,

altitude, and speed every 1 s/ 30 s.

• The Types which need not be connected to the U Cloud should carry detailed

identification details.

• Flights on restricted zones, prohibited areas, and danger zones are not allowed.

• In case of emergency, the Pilot in Command is granted authority to deviate from

Regulations / UAS Rules.

5.1.6 Highlights of Policy / Rules of Russia:

• Air code of Russian Federation is amended by end June 2016 concerning the

use of Unmanned Aircraft.

• The law came into force in July 2016.

• Flights of UAS of less than 30kg weight are allowed without preliminary

Certification and operational registration.

• All domestically produced or imported UAS between 250 gm and 30 kg

weight have to be registered with Transportation Department.

• UAS above 30 kg will be subjected to Certification under Federal Aviation Rules.

• All registered Drones should bear image of Russian State flag, and device’s

registration number.

• UAS Flight Rules:

- Flight plan is to be created and submitted before each

Drone flight.

- Flights only in day light and in good weather.

- No flights near Airports.

- Should not fly over people or large crowds.

- Flights over military installations, power plants etc. are prohibited.


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5.1.7 Highlights of Policy / Drone Law of Japan:

• Law came into effect in Dec2015, and applies to UAS of weight more than

200gms.

• Operational limitations:

- Daytime flights only.

- Flying during events, and in night time are prohibited.

- Flights within Visual LineOfSight.

- Should not drop any object from UAS.

- Should not carry any hazardous materials.

- Flights allowed up to 150 m altitude.

- Cannot fly within 9 km of any Airport.

• Waiver of “Operational Limitations” allowed for Search and Rescue flights, and

Operations by Public Organisations in case of accidents and Disasters.

• Heavy Penalty in case of violation of Rules.

5.1.8 Highlights of UAS Policy / Rules of ISRAEL:

• Israel’s Civil Aviation Authority Law passed in 2005.

• Civil Aviation Authority of Israel (CAAI) controls licensing and supervision of

civilian UAV Flights. Draft rules proposed as of end 2015.

• CAAI maintains a separate Unit for Unmanned Aircraft Systems.

• All restrictions apply to all devices weighing more than 300gms.

• All UAS should be registered, and every UAV should carry fire resistant license

plates. CAAI maintains a register of all UAS.

• A Communication signal and a code for identification of transponder must be

defined for every UA Flight.

• UA Flights over populated areas can be conducted only at 5000 ft or higher

altitudes.

• Geographical restrictions apply (permitted areas, prohibited / restricted areas,

and dangerous areas).

• Flying over Gaza at any altitude is fully prohibited.

• UAS Flights need licence with specific authorisation for the activity and

equipment involved.

• Maps for UA Flights are provided by CAAI in its web site.

• All “Pilots” need to have licence, issued considering age, subject knowledge,

training, medical certification, and criminal records.

5.1.9 European UAS Policy:

• Directors General of Civil Aviation of EU Member States met in Riga in March

2015 and issued Riga Declaration on integrating UAS Operations into European

airspace.

• Riga Declaration Principles:

1. Drones need to be treated as new type of aircraft with

proportionate rules based on the risk of each operation. Rules

should be simple, and performance based.

2. EU Rules for the safe provision of Drone services need to be

developed now. The essential requirements for the safe drone


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services should be harmonised at global level through efforts of

JARUS and ICAO.

3. Technologies and Standards need to be developed for full

integration of Drones into European airspace.

4. Public acceptance is the key to the growth of Drone services.

(Privacy, data protection, noise, security risks, and safety risks etc.)

5. Operator of the Drone is responsible for its use. (electronic identity

chips on Drones, insurance and third party liability regimes etc.).

6. To allow businesses to provide Drone services everywhere in Europe

from 2016 onwards.

5.1.10 Regulatory Activities in Europe:

• European Aviation Safety Agency (EASA) will complete consultations by end

2015, and prepare uniform guidelines and present to European Commission.

• 16 Countries of Europe have Rules for UAS Operations, and 11 are developing.

• Proposing three categories of operations -- Open, Specific, and Certified.

• Open Operations - low-risk, low-altitude operations, and Aviation Authorities will

not be involved.

• Specific Category Operations -- National Aviation Authority reviews and

approves the safety case and authorises operations.

• Certified Category Operations -- Higher risk operations with RPAS coexisting with

manned aircraft operations follow the standard aviation process.


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TABLE 5.2

DRAFT (PROPOSED) RULES AND REGULATIONS FOR UAS REGISTRATION AND

OPERATIONS IN INDIA

5.2.1 General permissions and restrictions

• Low altitude air space up to 700ft/1000ft AGL, excluding around airports and

restricted regions, must be designated as Civilian UAS air-space to enable UAS

Operations.

• UAS and their Operations are to be categorised into 3 categories:

1. Low-weight and low-flying UAS – mainly for hobby/entertainment

purposes. This class will be of UAS of less than 2kgs and flying endurance

of ~50-75 feet AGL.

2. Medium weight and moderate flying UAS – mainly for

survey/imaging/data collection/surveillance activities of governance,

educational, and commercial operations. This class will have UAS upto

20 kg weight class and flying upto ~500/700 ft AGL

3. Large weight and high-flight UAS – mainly for advanced surveying and

governance operations and commercial operations. This will have UAS

weights of upto 100 kg and above and flight heights of >700/1000 ft

• Within the low-altitude UAS air-space, the following rules apply to the above

mentioned three categories:

o Up to 50-100ft AGL UAS space, operations of hobby/entertainment UAS

applications are permitted by registration and Universal Identification

Number (UIN).

o Between 150ft-700ft AGL air space, all UAS operations are permitted for

government and commercial and educational/academic purposes,

based on one-time, fixed period Operational Permissions and UIN.

o Operations above 700ft AGL require submission of detailed flight plans

and Operational Permission for each flight.

• The Pilots/Operators are allowed to fly UAS without violating ‘Restricted

Operations’ listed below.

o All UAS flights should be carried out with clear visibility of the Pilot and

within a range of 500 m from the Pilot/Operator.

o Any UAS Vehicle exceeding 20Kgweight will have to go through the

process followed by civilian aircraft for registration, certification, and

operational clearances.

o The person operating any UAS Vehicle remotely will be considered as

“Pilot” for operational clearances.

o UAS Vehicles should not be flown within 5km radius of any operational

airport, unless special Airport flight permissions are obtained.

o UAS Vehicles should not be flown above the people, in sports stadiums,

above large gathering of people, and in Public Government functions,

unless special permissions have been obtained.

o UAS flights would not be allowed in high wind, and severe weather

conditions.


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5.2.2 Registration

• All UAS should be registered at the Point of Sale with DGCA, and obtain Universal

Identification Number (UIN).

• The registration will be free of any charges and an easy on-line process of

registration maybe established by DGCA. Identity and address proofs linked to

Aadhar may be utilised for registration.

• The Operator-specific Unique Identification Number supplied by DGCA, along with

the name of the Operator should be electronically embedded into the broad cast

data of the UAS Vehicles.

• The registration shall be withdrawn and legal actions shall be initiated including

seizure of the violating Vehicles in case of any violation of general permissions and

restrictions on UAS Flights, and violation of bans on the UAS Operations.

• Registration for Built or constructed UAS to be included

5.2.3 Operator Permissions

Operational Permission (OP) for UAS flights will be mandatory and obtained from DGCA

and/or local designated authorities.

OP needs to be governed on following principles – this should be made known to all

UAS registrants:

• OP for hobby/entertainment UAS flights may be given to citizens of India based

on standard ID-checks and UIN registration – for specific periods and in specific

geographies (cities/regions etc). Such Hobby/Entertainment OPs must get

granted in time-bound manner by employing electronic verification and

electronic means.

• OP for government operations must be easily granted based on formal

applications from government agency/department – immediately on

application. In fact, for government a “carte-blanche” local-level (state-level)

decentralisation of OP can be enabled so that quick permissions are granted

based on local authorities needs.

• OP for commercial operations may be granted based on formal applications

from private entities with a responsible/accountable individual filing

applications – for which TOR (UAS UIN verification; pilot certificate check,

Aadhar etc) may be properly defined. Such OPs must get issued/rejected within

pre-defined time of applications – OPs provided for specific time-window and

geographical window.

• A special category permission for Universities/Education Institutions in form of

Educational OPs may be instituted that will allow such Universities/educational

institutions to fly UAS for educational and research purposes – this could be

mainly within-premises or in designated areas.

Specific requirements for OP could include:

• The Operator of UAS Vehicles for professional services shall obtain “Air Worthiness

Certificate” for each Vehicle in the fleet from DGCA. This Certificate will be issued

after considering design, manufacture, and robustness parameters of the Vehicles

specified by DGCA.

• The Operator planning to fly UAS above 700 / 1000 ft altitude shall obtain

“Operational Permission” from DGCA for each Operation by submitting the Vehicle


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details, Pilot details, and Trajectory details. The constraints imposed on flight path

and other control and communications operations are binding on the Operator.

• If any state or central government agency/department seeks operator permission,

it should be easily granted subject to basic provisions being met. This will enable

government agencies/department to easily use UAS for governance purposes.

• All the Educational and Research Organisations involved in the UAS Flights should

be provided with Developmental Licences with the Flights restricted to campus

ranges and/or specially created Flight Corridors / Test Ranges.

• Every Operator must take public liability insurance for the operations of each

Vehicle in the fleet.

5.2.4 Pilot Certifications

• Every Pilot who controls and operates the UAS Vehicle remotely should obtain a Pilot

Certificate from DGCA. For issue of such certificate the following must be fulfilled:

• The person must be above 18 years of age.

• He / She should have obtained training in an authorised Training Institute on

the theoretical and practical aspects of UAS.

• Must have a minimum number of hours of Trial Flights on a similar Vehicle.

• Pilot Certificates are valid for day-light Operations only. Night flights and Vehicle

autonomous flights are to be covered under “Operational Certification”

5.2.5 Public liability insurance requirements:

• All the Operators must take public liability insurance for each UAS Vehicle in their

fleet. The amount of insurance compensation for each type of risk should not be

lower than the amount specified during the issue of Licence.

• Operations shall not be allowed if the insurance is not in place.

• Developmental flight trials in open spaces and in the specially created flight

corridors are exempt from the public liability insurance.

5.2.6 Restricted Operations

The Operations of UAS may be restricted in the following specific cases – unless

specialised permissions can be obtained from DGCA:

• Above areas declared as no flying zones.

• Above Defence Installations / Organisations

• Above the nationally important and strategic facilities, declared as such by the

Government.

• Above major accident areas if not permitted by the authority concerned with

rescue operations.

• Operations carrying payloads which are in the banned category like drugs, toxic

materials, guns etc.

• Dropping of any object from a flying UAS is banned.


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6. UAS IN HIGHER EDUCATION IN KARNATAKA

UAS technology development and UAS applications in India will require a very large

number of engineers/operators in this specific field of UAS. Multidisciplinary

technologies such as aeronautics, mechanics, materials, control systems, electronic

devices, data processing, sensories etc. are involved and appropriate skills need to

be nurtured in sufficient numbers and there is a need to build teams on a pan India

basis.

Not many academic institutions have capability in this field. Very few education

institutions participated in the National Program on Micro Air Vehicles (an AR&DB

Programme funded by DRDO & DST) which is the only program in India focused on

UAS. Few technology developments in UAS are initiated and pursued by Universities

few open source software for design and simulation are used by students in India.

Universities need to be enabled at complete system level solutions in UAS with

innovation of students and faculty.

A pronged strategy is outlined for Karnataka to implement in UAS education:

• Include UAS courses in higher education at engineering and technical level in

Karnataka Universities.

• UAS Training Programmes

• Initiate a UAS University Research initiative that will promote and sponsor

advanced research in Karnataka universities

• Establish UAS Labs in key state/private Universities

Figure 6-1 UAS in Higher Education in Karnataka


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6.1 UAS COURSES IN HIGHER EDUCATION

Considering the present state of UAS technology development in foreseeable future,

it is recommended that specific UAS courses be offered as elective subjects to enable

students to specialize in fields relevant to UAS including choices for aeronautics,

electronics and communications, image processing, signal processing, embedded

systems etc. All technical education and higher education courses in Karnataka

should offer courses related to UAS – especially because UAS can provide over-

arching education in all disciplines of graduate level engineering and technical

courses. Supplementing Bachelor level engineering programmes with UAS course

offerings is the best strategy to create the knowledge and skill base in University

systems – thus, aero-space/aeronautics; electronics; communications engineering;

computer science etc could embed UAS specific courses offer to students. In this

manner, over next few years, UAS knowledge will be provided to students and they

can later apply or advance to higher levels.

Universities and institutions must be supported to establish a basic UAS lab that allows

design, manufacturing and testing of UAS – at sub-system and total integrated system

level.

Specific courses have been identified with details of their scope/contents.

6.1.1. NUMERICAL ANALYSIS

This course will emphasize the development of numerical algorithms to provide

solutions to common problems formulated in science and engineering. The primary

objective of the course is to develop the basic understanding of the construction of

numerical algorithms, and perhaps more importantly, the applicability and limits of

appropriate use. The emphasis of the course will be the thorough study of numerical

algorithms to understand (1) the guaranteed accuracy that various methods

provides, (2) the efficiency and scalability for large scale systems and (3) issues of

stability. Topics include the standard algorithms for numerical computation including

root finding for nonlinear equations, interpolation and approximation of functions by

simpler computational building blocks (i.e., polynomials and splines), numerical

differentiation and divided differences, numerical quadrature and integration.

Course Text(s): Chapra SC and Canale RP. “Numerical Methods for Engineers”, (6th

ed.), 2010, McGraw-Hill. London, ISBN-13: 978-0073401065

6.1.2. LINEAR ALGEBRA

This course shall be an introduction to the concepts and methods of linear algebra.

Among the most important topics are general vector spaces and their subspaces,

linear independence, spanning and basis sets, solution space for systems of linear


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equations, linear transformations, and their matrix representations, and their inner

products. The course is designed to develop an appreciation for the process of

mathematical abstraction and the creation of a mathematical theory. Practical

paper projects are also included.

Course Text(s): "Linear Algebra Done Right", 3rd edition, by Sheldon Axler

6.1.3. INTRODUCTION TO SYSTEM ENGINEERING

This course introduces fundamental principles of the systems engineering process and

techniques. It covers the role of system engineering in the system life cycle from pre-

concept exploration through concept development, design, production, utilization,

operations support, and retirement. It addresses technical and project processes with

which the system engineer is involved, enabling and support process activities, and

specialty engineering activities. Tailoring of the system engineering function to suit the

scope and needs of the project will be discussed. Finally, the course reviews

management processes and techniques with which system engineer will be involved

as part of the program management activity.

Course Text(s): Benjamin S. Blanchard, Systems Engineering Management (4th Edition),

Wiley, New Jersey 2008

6.1.4. UAS FUNDAMENTALS

This course shall provide a comprehensive technical overview of unmanned aircraft

systems. The following topics are covered in this course: UAV Components, UAV

Communications & Data Links, UAV Sensors & Characteristics, UAV Ground Control

Systems, Civil UAV Types, Roles and Operations, Civil Airspace Integration, Sense and

Avoid Systems, UAV Mishaps, Causes of Failure, Improving Reliability, Human Machine

Interface, UAV Alternative Propulsion (Fuel Cells and Solar), UAV Navigation, UAV

Autonomous Operations, UAV Swarming, Future UAV Roles & Technologies.

Course Text(s): Krishna Venkatesh, Krishna Kishore J, K Gopalakrishna, Vivek C S,

Monograph on Micro Air Vehicles, ISBN: 978-93-5104-188-7, NDRF, IEI, India

Paul Fahlstrom and Thomas Gleason: Introduction to UAV Systems, 4th Edition,

September 17, 2012, Wiley.

6.1.5. UAV DESIGN & CONSTRUCTION

This course is designed to give participants hands-on experience in small Unmanned

Aerial Vehicle (UAV) design and construction to include systems integration and

testing procedures. The balance of classroom instruction coupled with practical


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applications provides an understanding of the many interdependent subsystems in a

UAV.

Course Text(s)/Lab Equipment:

Two-part Lab (each part costing Rs One Lakh)

Lab - Part I equipment package includes build kit, battery, charger, controller

Lab - Part II equipment package includes gimbal, camera, FPV equipment

6.1.6. UAS FLIGHT TEST & EVALUATION

This course covers the spectrum of unmanned aircraft systems (UAS) test and

evaluation theory and techniques. Test and evaluation is just as much an essential part

of the UAS design and development process as it is for a manned aircraft. However,

the complexity and various levels of autonomy in the modern UAS pose unique

challenges to the system developer and tester that are seldom encountered in

manned aircraft development, test and evaluation programs. This course provides

students with a thorough understanding of the entire test and evaluation process as it

applies throughout the developmental life cycle of the UAS, culminating with the

capstone event—a comprehensive scenario-based flight test project. Course topics

cover the major elements of test and evaluation process, including the use of

modeling and simulation, system integration laboratories, hardware-in-the-loop (HITL)

testing and simulation, installed system test facilities, and open air test ranges. The

methods and challenges associated with flight testing remotely piloted and

autonomous UASs are examined. Testing in all flight regimes of the UAS mission are

covered to include launch and recovery, in-flight vehicle performance, stability, and

control, sensor payload performance, communication and data link performance,

ground station controls and displays, and human factors. Important test

considerations such as design for reliability, robustness, and redundancy are

examined. The critical importance of test safety is emphasized to include risk

management, identification of risks, and risk mitigation.

Course Text(s): OPEN SOURCE (will be provided with course)

6.1.7. UAV LAWS & REGULATIONS

This course will equip the student with a standardized and well-established collection

of aviation/UAS law/regulation concepts, background and applications. After

completing the course the student will be able to: understand the background and

history of aviation safety, law and regulations; understand Pilot-In-Command (PIC)

responsibility; review of the FAA (US) Federal Aviation Regulations / Aeronautical

Information Manual (FAR/AIM); understand the UAS legal requirements and concerns

for private operations; understand the UAS legal requirements and concerns for

commercial operations; understand the UAS legal requirements and concerns for


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government operations; review of the current FAA (US) Certificate of Authorization

(COA) process; review of the current FAA (US) 333 Exemption process and

examination of various international UAS law and regulation trends.

Course Text(s): Rupprecht, Jonathan B., “Drones: Their Many Civilian Uses & U.S. Laws

Surrounding Them”, Version 2.02, 2015

6.1.8. UAV AERODYNAMICS & FLIGHT STABILITY

This course addresses fundamental principles of aerodynamics and flight stability for

applications in unmanned aircraft vehicle (UAV) design. It requires a basic knowledge

of mathematics and numerical modeling and is intended as a first course that

provides a sound foundation for more advanced courses in aerodynamics modeling

and computational fluid dynamics (CFD). Topics include: Fundamental aerodynamics

theory, thin-airfoil theory, lifting-line theory, finite wing theory, vortex-panel method,

airfoils suitable for UAS, airfoil geometry, surface velocity, pressure distribution,

boundary layer thickness distribution, airfoil operation in off-design conditions,

Influence of Reynolds number, high-lift configurations in UAS, boundary layer stability,

flow control, rotor blade aerodynamics, methodology of CFD, and UAV flight stability.

Course Text(s): Anderson J. D. (2011). “Fundamentals of Aerodynamics”, (5th ed.),

McGraw-Hill, London. ISBN-13: 978-0073398105

6.1.9. UAS REMOTE SENSING - I

This course covers visible, infrared and radar sensors used for remote sensing by

unmanned aircraft systems. Lectures include the theoretical background necessary

to understand remote sensing applications in the optical and radio frequency portions

of the electromagnetic spectrum, to include the effects of dynamic atmospheric

conditions, target scene content and clutter. Sensor design and theory of operation is

presented in the context of accomplishing specific missions for representative civil and

commercial applications. Numerous example images and videos are used to illustrate

system operation and performance and to facilitate student learning. Additionally,

multi- and hyperspectral imaging and light detection and ranging (LiDAR) sensors

are illustrated and capabilities examined. Representative unmanned system sensor

applications covered include target detection/acquisition/tracking, ranging,

surveillance, reconnaissance, ground mapping, navigation, environmental

monitoring, wildfire suppression, disaster and emergency management, agricultural

monitoring, law enforcement, homeland security (airport, border, and port) and

communications.


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Course Text(s): Gundalach, J. “Designing Unmanned Aircraft Systems: A

Comprehensive Approach”, 2nd Edition, August 31, 2014, AIAA Press, ISBN-13: 978-

1624102615, ISBN-10: 1624102611

6.1.10. INTRODUCTION TO ROBOTICS

This course introduces the basics of robot design, planning and control. Topics include

linear control theory, coordinate transformations, kinematics, dynamics, nonlinear

control, trajectory planning, force control, sensors and actuators, filtering, optimal

control and adaptive control. During the course the students will: learn the math and

computational methods necessary to model and solve kinematic problems involving

robot manipulators and mobile robots, familiarize with the most common robot sensors

and understand fundamental sensor processing algorithms and their engineering

trade-offs, explore the computational challenges inherent in fundamental mobile

robotic tasks (e.g. localization, mapping, motion planning), explore simple robot

control systems integrating perception, planning, and action.

Programming skill in C/C++ highly desired but not required.

6.1.11. UAS REMOTE SENSING - II

This course covers visible, infrared and radar sensors used in remote sensing by

unmanned aircraft systems. Lectures include the theoretical background necessary

to understand remote sensing applications in the optical and radio frequency portions

of the electromagnetic spectrum, to include the effects of dynamic atmospheric

conditions, target scene content and clutter. Sensor design and theory of operation is

presented in the context of accomplishing specific missions for representative civil and

commercial applications. Numerous example images and videos are used to illustrate

system operation and performance and to facilitate student learning. Additionally,

multi- and hyperspectral imaging and light detection and ranging (LiDAR) sensors

are illustrated and capabilities examined. Representative unmanned system sensor

applications covered include target detection/acquisition/tracking, ranging,

surveillance, reconnaissance, ground mapping, navigation, environmental

monitoring, wildfire suppression, disaster and emergency management, agricultural

monitoring, law enforcement, homeland security (airport, border, and port) and

communications.

Course Text(s): Gundalach, J. “Designing Unmanned Aircraft Systems: A

Comprehensive Approach”, 2nd Edition, August 31, 2014, AIAA Press, ISBN-13: 978-

1624102615, ISBN-10: 1624102611


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6.1.12. AUTONOMOUS UNMANNED SYSTEMS

This course provides a comprehensive background in autonomous control of

unmanned systems. It describes the different levels of control in autonomous systems

and, drawing from multiple examples, defines generic control architecture. The basic

elements of control theory and feedback control are covered including PID, fuzzy

logic, and artificial neural networks and are applied to the design of simple robotic

controller. Each of the key elements in autonomous systems is reviewed. Starting with

sensing, we work through higher levels of information processing such as feature

extraction, detection, recognition, and identification. The special problem of geo-

location and mapping is discussed. We describe how this information can be

represented in a world model including uncertainty and probabilistic descriptions of

state. Mechanisms for reasoning, planning, and optimization in decision-making are

described. Basic coordination schemes are discussed such as group decision-making,

task allocation, scheduling, and formation control. Human interfaces and adjustable

levels of autonomy, and issues related to establishing trust in autonomous systems are

discussed. The course concludes with an overview of swarming systems and biological

mechanisms for collaborative control of multiple systems. Design patterns for swarm

control are discussed and a sample system developed. Case studies of swarm control

are studied and their effectiveness evaluated.

Course Text(s): Siegwart, R. “Intro to Autonomous Mobile Robots”, 2011, Intelligent

Robotics.

Mataric, M. “The Robotics Primer”, 2007, Intelligent Robotics.

6.1.13. MAN MACHINE INTERFACE

Numerous unmanned aircraft system accidents have been attributed to the design of

the ground control station interface between the human and the machine. This

course focuses on the emerging field of human-robot interaction (HRI), which is

comprised of a multitude of disciplines including: robotics, artificial intelligence,

human factors, human computer interaction and cognitive psychology. Topics

include: Good practices when designing HRI systems, interaction and architectures,

programming languages, metrics, social robotics, emotions, frameworks and relations

between perception, actuation and HRI. The main goal is to improve the interaction

between a human and machine.

Course Text(s): Boy GA. (2011). (Ed.). “The Handbook of Human-Machine Interaction:

A Human-Centered Design Approach”. Ashgate. Burlington, VT.

ISBN: 978-1-4094-1171-0 (ebook)


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6.1.14. CONTROL SYSTEM DESIGN

The course would address Classical control system analysis, Design of classical control

systems, Mathematical tools for modern control, State-space methods and modern

control, MATLAB and SIMULINK,

Course Text(s): Modern Control Systems: Richard C. Dorf Robert H. Bishop, Prentice Hall

Feedback Control of Dynamic Systems, G F Franklin, J D Powell and Emami-Eaemi

Addison- Wesley

The Art of Control Engineering K Dutton, S Thompson and B Barraclough Addison-

Wesley

Computer Controlled Systems K J Astrom and B Wittenmark Prentice- Hall

6.2 UAS TRAINING PROGRAMMES

Universities that offer UAS courses can also take advantage of demand for trained

personnel in UAS – thus, skill development and training in UAS would be an important

element of creating the knowledge base. For the benefit of working professionals,

certificate programme of short duration could be packaged and offered. Pilot

training including simulation and basic aeronautics and electronics as certificate or

diploma courses shall be included. Similarly, training programmes on UAS operations,

UAS testing, UAS data processing etc can be offered by the Universities.

Such training modules can be tailored to meet the needs – they could be 2-weeks to

3-months duration.

Possible training modules that can be offered are given below:

• UAS Systems and Instrumentation

• UAS Flight Test and Evaluation

• Intro to Guidance, Control and Navigation

• UAS Applications and Data Processing

• Pilot Training and Citification

• UAS Maintenance and support

It is suggested that the Universities can formulate training curriculum and calendar

and offer such courses.

6.3 UAS RESEARCH IN UNIVERSITY

The National Program on MAV (NPMICAV) launched in 2010 paved the way for

research in UAS at Universities. For instance, Jain University in Bangalore as a

participant in the NPMICAV program has initiated a number of activities in this area.

Considering the continuous developments across the globe for improving cost


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effectiveness, safety and operational performance, there is need to engage

institutions of higher learning, particularly in the fields of engineering and technology

and the Universities for undertaking advanced research related to the field of UAS.

Universities must be supported to undertake advanced research in UAS field and some

of the major areas of research at the University levels are:

• Increasing safety of autonomous flights. Robust algorithm development for

obstacle avoidance

• Aerodynamics of Low Reynolds Number Complex 3D Flows due to Low AR Wings

• Unsteady Aerodynamics, Gust effects

• Flow control, Morphing, Flexible and adaptive wings, Crash resistant structures

• Micro propulsion, solar and fuel cell power

• Smart materials

• Adaptive controls, vision assisted Navigation, cooperative flying, Collaborative

control

• Advanced communication – anti jamming, Encryption, and networking

• Advanced image processing; Photogrammetric Measurement Tagging and

tracking, Geo referencing

• How to track flying drone

• Different types of sensors and related developments

• Technologies for increasing endurance

Necessary funding support for research in the Universities and institutes of higher

learning in engineering should be provided by government.

6.4 ESTABLISH UAS LABS IN UNIVERSITIES

A UAS Lab must be established in each University/institution that offers UAS courses -

technical facilities are critical to achieve excellence in educational and practice

research programs. The UAS Lab must include:

• Special small-purpose wind tunnel for the Aerodynamics and Propulsion system

characterization. It must also include the controls and advanced data

acquisition and flow diagnostics tools.

• Development of mechanical and electronics subsystems, and integration

facilities.

• Computational mechanics to provide Special CFD tools for research on low

Reynolds number flows and aero structural analysis tools.

• Equipment and software for testing on crash dynamics and qualitative and

quantitative assessment of structural damages.

• Composite and smart material lab for advanced light weight and flexible and

adaptive structural production


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• Facility for software and hardware in loop simulation for real time simulations for

controls and navigation

• Indoor flight test simulated setup for the 3D position and attitude estimation

using visual imaging and analysis system.

• Advanced communication equipment for antenna characterization,

simulation of ground and transmission loses under various conditions etc.

• Open architecture lab.

• UAV pilot training facilities that include various UAV types, Ground support tools

and systems, simulation facilities and experimental fields

• Data Processing systems and software for undertaking data and signal

processing activities.

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7. UAS PILOT PROJECTS– (1) UAS APPLICATIONS AND (2) INDIGENOUS UAS MANUFACTURING

It is clear that UAS is bringing a new paradigm in society - emerging as a sophisticated,

but easy to operate, technology for image/data collection that can help society in a

variety of ways. Karnataka must take the lead in UAS – establishing the key use-case

for governance and use UAS technology in various governance activities.

In using UAS there are challenges to over-come – on one side the potentials are

extremely large and it is essential to develop Indian capabilities in Karnataka for UAS

AND on other side policy/regulations need to be well-defined and practiced. If these

are well addressed and articulated in a comprehensive study, KJA feels that an

effective eco-system for UAS can emerge. Karnataka has the right capability to be

the hub of such a national UAS eco-system development.

As a first step to evolve contours of UAS, KJA proposes that a systematic and

comprehensive UAS Pilot Project be taken up in Karnataka with twin-objectives – one,

to establish the design and manufacturing capabilities in the Karnataka industry eco-

system so that Karnataka can emerge as a hub for UAS indigenous manufacturing

AND, second to demonstrate and establish Standard Operating Systems (SOP) for UAS

Applications in Governance in Karnataka.

KJA notes that the startup environment is very active in Drones or UAS area – but all

the start-up efforts is to import UAS systems from abroad and just-fly and collect data

with less emphasis on establishing sound practices and application demonstrations.

On one hand, there is no indigenous UAS manufacturing thrust – thereby, all UAS are

imported and there is no standardisation in the UAS. Wide varieties of UAS are

imported even now and there is no certification, standardisation and checks-and-

balances in the UAS import systems. India must not become a “dumping area” for

imported UAS – on other hand, Karnataka has all the potentials to design and develop

and manufacture indigenous UAS systems and payloads – thus founding a new

industry can be realized. A Make in Karnataka thrust for UAS is required.

Because of tremendous flux, government and private agencies are “unclear” on how

to systematically proceed in USING UAS – though some efforts are being made to

demonstrate. From an utilization perspective, more than just flying the drone the issues

are of designing the application by addressing user need, UAS permissions/approvals,

UAS data collection strategy, UAS data analysis and finally deriving the decision-

information for a particular governance problem – this end-to-end definition and

understanding needs to be established SO THAT THE FULL POTENTIAL OF UAS CAN BE

EXPLOITED. We need to establish the best practices and SOP for the use of UAS – SOP


KJA Recommendation


PILOT-PROJECTS)

that agencies can refer and contract for implementation – so that governance needs

are met.

KJA RECOMMENDS THAT 2 PILOT-PROJECTS BE IMPLEMENTED BY GOVERNMENT OF

KARNATAKA WITH TWIN-GOALS – ONE, A PILOT TO PROMOTE/THRUST DESIGN AND

MANUFACTURING OF INDIGENOUS UAS IN KARNATAKA AND TWO, A PILOT TO

DEMONSTRATE AND ESTABLISH END-TO-END PRACTICES AND STANDARD OPERATING

PROCEDURES FOR USING UAS IN GOVERNANCE.

Figure 7.1

7.1 PILOT-1: SYSTEMATIC DEMONSTRATION OF UAS APPLICATION IN GOVERNANCE

The application potentials of UAS are vast and have been discussed in Chapter-3 –

where the specific potentials in Karnataka for using UAS has been outlined.

The purpose of the UAS Pilot-1 is to systematically demonstrate the applications of UAS

for Governance (Pilot-1UASApps). The key advantages of using UAS must get

demonstrated in totality, including:

• Variety of sectors/applications can be covered for UAS usage.

• It is important to start from USER-NEED and design a systematic application

project – thus, thrust should be to show how a governance need is met AND

NOT for showing what the technology is.

• Variety of payloads can be used on UAS for the Pilot-1UASApps so that

experience of using different types of cameras, Lidar, pollution sensor,

agriculture sprayers etc can be documented and understood.

• It is important to design the application – especially how UAS flight-line planning

for optimal coverage and for specific need; collection plan for UAS data; UAS

data processing and generating the GOVERNANCE INFORMATION for decision-

making (after all UAS will provide specific input to decision-making). Thus,

designing the application is important.


KJA Recommendation


PILOT-PROJECTS)

• Document the permission/clearances that are required for UAS utilization and

establish standard procedures for same at Government level for quick usage

within government agencies.

• Undertake systematic UAS data acquisition and information processing to

generate the final governance information – all in an end-to-end process.

• Assess and document how this UAS technology is significantly better and has

advantages – compared to existing ground based methods in governance.

• Establish the cost effective reusable capability of UAS at local level – especially

for cities, panchayats, mini-watersheds, forest ranges etc (and not for large

area or state-wide applications).

• Demonstrate the near realtime capability of UAS – in terms of quick turnaround

for data acquisition/processing and governance information generation.

• Demonstrate and document the “scientific and autonomous” nature of UAS

applications that can be a parallel audit or check-balance system for most

governance decisions (example, independently get crop area information in

parallel to the traditional Revenue systems; autonomously monitor city growth

and so on).

• Demonstrate repetitive coverage and monitoring capability of UAS – especially

the easy deploy ability of UAS in the field for local areas.

7.1.1. PILOT-1: OBJECTIVES

The main objective of the Pilot-1 is to DEMONSTRATE AND ESTABLISH END-TO-END

PRACTICES AND STANDARD OPERATING PROCEDURES FOR USING UAS IN

GOVERNANCE. The Pilot-1 would bring out the use and application of UAS in a

systematic manner; show how UAS can produce autonomous, precise, cost-effective,

up-to-date information AND model the information from UAS in a “specific processing”

to generate the GOVERNANCE INFORMATION.

Pilot-1 sub-objectives would be to:

• Systematically design and prepare a plan for using UAS – including, determining

the USER-NEED and demo areas, identifying various UAS and payloads to be

used, design of UAS flight paths and approvals/clearances, UAS data

collection, UAS data processing and finally generating the user-specified

Governance Information.

• Obtain necessary approvals and clearances for the UAS data collection from

central and state authorities

• Procure UAS flight services from different types of UAS with different payloads

and processing tools

• Fly UAS and collect data in demo areas.

• Process UAS Data to integrate and generate the user information

• Analyse and assess the governance information for its efficacy and relevance.


KJA Recommendation


PILOT-PROJECTS)

• Document the total experience of conducting the UAS pilot

• Prepare a SOP that GOK can utilize for UAS Applications in different areas of

the state in different governance areas.

KJA has had expert discussions with GOK Departments to determine the application

areas that can be taken up for Pilot-1. Based on the wide discussions within KJA and

with the departments, as of now, 3 major application areas have been identified (if

required some more application areas can be added):

• Autonomous Property Tax Estimation in Urban Areas AND Rapid preparation of

Base Maps for City Planning – defined by Urban Development Department

(UDD)

• Autonomous field-by-field Crop Area estimation in a panchayat – defined by

Agriculture Department

• Real-time Monitoring of Civic activities – traffic, events, markets etc from a


In addition, a 4th element of the Pilot-1 would be to undertake a systematic system

definition study for parametrizing the UAS – this is important for preparing SOP

guidelines for UAS Applications. UAS parameters like type of UAS, flight heights, flight

direction, endurance and communication limits etc can be compared for different

UAS evaluation tests and this can help define guidelines for UAS Standards. Each such

variability in systems parameter would result in generating different

images/data/control and a comparison would provide a good insight into

standardizing the parameters.

7.1.2. PROPERTY-TAX MAPPING AND BASE MAPPING IN URBAN AREAS - URBAN DEVELOPMENT DEPARTMENT

Every city has 2 IMPORTANT functions – one, property-tax collection and second,

planning ahead for the city development. Both these require timely, precise and

accurate, image and mapping information – presently, city authorities utilize

traditional methods for these areas.

Property-tax is a self-assessment process in cities of Karnataka where a citizen

“declares” his property and based on criterion the tax is determined and collected by

the city authorities. Verification and identification of violation in reporting – which is an

important governance area is lacking in efficiency because it is based on manual

survey methods by inspectors/surveyors – this is not only time-consuming, but also

voluminous work and also amenable to false reporting and collusion. UAS can

independently and autonomously be utilized to determine property-tax of each

building in a city – by imaging and mapping it, determining its height and then


KJA Recommendation


PILOT-PROJECTS)

estimating the floor areas of the building. This can be done without visiting each

building and surveying by humans – thus, it can be scientific and free from errors and

fudging of data. The estimated floor areas and type of building can then be used to

estimate Expected Property Tax – which will give a tremendous handle and efficiency

to city authorities for proper property-tax collection.

Every City needs to be able to prepare its City Development Master Plan and be able

to monitor the city development on a regular basis. Preparing the city plan requires

timely and detailed information and maps of the city and its regional resources –

which can then be used to prepare a City Plan. Further, once a plan is prepared, city

authorities need to monitor the status of development of a city and identify plan

violations on a constant basis – so that city growth is as per plan and also the city

become an efficient social object of good quality. Presently, cities have a great

difficulty in preparing plans as they lack accurate, most current and timely (timely is

very important) information and map data. Thus, plans are deprived of good quality

and most current data of the city – in fact, city plans require regular and frequent map

information for assessing the temporal profile. Present methods are based on usage of

satellite images – which lack the granularity and details that are required for city needs

for planning (at 1:1000 or 1:500 precision); and the other method is use of aerial surveys

which takes lot of time and coordination resulting in time-spills and old data – further,

they are also expensive; or ground surveys which take inordinate time and topple the

planning cycle requirements of schedule. Thus, most cities are unable to have a

systematic planning process in operation.

Presently, no city has recourse to a scientific method to be able to monitor and know

the status of city development – especially plan non-compliance. This is because of

the extremely tedious methods of ground surveys which is human-based and collusive

of character.

UAS with appropriate imaging and Lidar payloads can make the Planning needs and

Plan monitoring process easier – as UAS can be locally used to collect data at-will

(whenever required for the local area of a city), quickly processed (especially as data

is for small area), information generated and a City-GIS can be quickly organised.

Within months again the UAS can be used for another round of data collection – this

time the difference in the 2 rounds of UAS data can be processed to automatic

difference analysis and determine the changes in the city development. The City Plan

can be used as a reference base to determine any deviations, non-compliance etc,

this cycle can be repeated every 3 months, if required at local level for each city.

7.1.2.1 OBJECTIVES

The specific objectives of conducting the pilot for PROPERTY-TAX MAPPING AND BASE

MAPPING IN URBAN AREAS are as follows:


KJA Recommendation


PILOT-PROJECTS)

• To autonomously determine Estimated Property Tax in each building in a city

• To rapidly prepare a Base Map for a City which can help to prepare a City Plan

• To demonstrate city monitoring vis-à-vis available City Plan and identify deviations,

non-compliance etc.

7.1.2.2 STUDY AREA

The study area identified by UDD for Property-tax exercise is a corridor around Sarjapur

in Bangalore which covers an area of about 20 sq kms.

For City Plan exercise, UDD has identified Badami city for the demonstration – Its

estimated that about 100 SqKm have to be covered for the pilot project. Badami

Municipal Corporation would also be involved in the demonstration by UDD.

7.1.2.3 GOK USER-AGENCY “ANCHOR”

The key user agency for anchoring this demonstration is the UDD – KUIDFC, BBMP,

Badami Municipality etc and other associated agencies can be also involved. UDD

has identified KUIDFC as Nodal agency for the Urban Pilot and provide all information,

support for the demonstration exercise. The anchor agencies have to be responsible

for providing the available maps, data and GIS layers related to properties, urban

land-use and other features.

7.1.2.4 METHODOLOGY

The following steps of implementation is envisaged:

• User Discussions – comprehensive discussion with UDD. BBMP, Badami Municipality

is essential to develop the “joint ownership” of the demo and also for involving the

user agency right from beginning. The involvement of users is essential also for

obtaining available data for the pilot. It is proposed that a UDD UAS Pilot Project

Committee be established for the interface.

• Permissions and Clearances – coordination by GOK to seek the permission from

DGCA, state police authorities and local district administration will be called for. A

uniform and coordinated approach can be taken up for a “single clearance” for

all UAS demonstration as part of Pilot-1. Interface between Chief Secretary and

DG, DGCA will be called for.

• Available Data – Urban department would have to provide necessary available

data on Sarjapur and Badami on Urban Land Use, Urban Property data and Maps

and KGIS content for the purpose of the Pilot project and its evaluation.

• Type of UAS – it would be good to use both fixed-wing and hovering copters for

the pilot so that demonstration of systematic “paint-brush” mode and “hover-

circle” mode can be attempted. These 2 modes will be useful to go around

buildings and also hover over buildings to get more specific information. Further,


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PILOT-PROJECTS)

these 2 UAS types also require different deploy-mode and return-mode and this

can be tested for efficacy in urban areas.

o Autonomous UAS – which have auto-flight plan generation, inertial GPS

based navigation, long-term endurance (of atleast 60 minutes and more),

adequate range (of ~10-15 kms), adequate storage (of atleast sub-TB or TB

level), appropriate 2-way communication and adequate safety and

security in-built features.

• Payloads – both high-fidelity colour camera (obtaining 1-3 cm pixellation with high

radiometry) and LIDAR sensors (with height resolvability of few cms) to be used –

so that both map and height information is available. It should be ensured that

both payloads synchronized operation is achieved either in one sortie or

immediate 2 sorties with adequate endurance.

• Flying the UAS sorties – fixed-wing and hovering with different payloads over

Sarjapur, Bengaluru and Badami city for data collection.

• Software - Advanced and intelligent automated Image and UAS Data Processing

software that can ingest the UAS data to process and undertake automatically all

pre-processing of geometry, radiometry, registration, mosaicking, triangulation etc

– with minimal manual involvement. The Processing must include the extraction of

building objects – both plan and height as rapidly as possible and with minimal/less

manual interventions.

• Data Analysis and Reporting - Preparation of Property Tax-GIS with the relevant GIS

layers of study area consisting of already existing building plan maps, floor area

attributes, tax collection, roads, parks and other relevant landuse features etc;

Extraction of roads, building plan and heights, estimated floor area from the UAS

data and Estimate Property Tax for each building; Comparative analysis of both

the existing data and the UAS extracted data and reporting.

• City Base Map - Prepare a City-GIS of the relevant GIS layers of study area –

including, UAS data extracted roads, buildings and heights, landuse etc and

prepare a city Base Map for planning.

• Document the efficiency, performance, correctness and accuracy of the UAS

outputs and any comparative analysis.

• UAS SOP - Prepare a UAS SOP for Cities that can be easily implemented by city

authorities.

7.1.2.5 SCHEDULE

The Urban demonstration can be completed in 6-9 months’ time.

7.1.2.6 COST

Such a comprehensive demonstration of UAS for governance is being done for first

time and thus it is expected that the cost for the Urban Demonstration would be about

INR 1.5 to 2 crores. The UAS service can either be hired OR an alternate can be that


KJA Recommendation


PILOT-PROJECTS)

implementing agency procure and own UAS suite (2-3 equipment) that will be useful

for all pilot demonstration and also for further/expanding UAS studies.

7.1.3. AUTONOMOUS FIELD-BY-FIELD CROP AREA ESTIMATION IN A PANCHAYAT AGRICULTURE DEPARTMENT

One of the main requirements in agricultural governance is the real-time information

on crops and their area. Presently, the system of crop acreage estimation is by the

Revenue system where a village-worker visits each field and records the crop grown

in each field of the village – along with a host of attributes of the field of a farmer (like

irrigation done; pesticide and fertilizer used, seeds used and so on). The farm-by-farm

data is tabulated and aggregated at village level and then upwards to taluk level

and district level and state-level. The present system is robust and has been in

operation for many years. This manual system is time consuming and heavily

dependent on manual data collection and is amenable to errors, fudging and

impossible to verify/audit and validate directly. Over time, satellite images were used

to determine crop acreage and production at an aggregate level and for limited

crop-types – though this satellite-based method is not able to “mirror” the traditional

farm-village-taluk-district hierarchy of data collection. Satellite images provide certain

high-level inputs which can be used for planning. However, for establishing ‘ground

truth’ and on-the-spot information for decision making by the farmers, satellite imagery

is not of much help. UAS data with suitable sensors provide a very good viable

alternative for decision making based on crop stress, yield estimation, harvesting

requirements etc.

UAS based image and crop data collection can ameliorate the difficulty of existing

systems – in terms of being factual, timely and accurate and “mirroring” the traditional

farm-village-taluk-district hierarchy for state/national reporting. However, UAS can be

used in limited area – say, a group of villages or maybe a panchayat and thus a

network of such UAS based “de-centralised” crop data estimation would have to be

developed – which is appropriate for the UAS technology which can easily de-

centralised and at local level systems set up for operation and still be efficient, cost-

effective and tuned to agricultural governance system needs. Once the farm-wise

crop type mapping and acreage is estimated using UAS data, a validation and audit

of comparison with existing traditional data can be undertaken to establish the

performance of the UAS demonstration. It would be appropriate to establish a

Panchayat Agri-GIS – by incorporating the UAS farm-wise data along with other

farm/crop/cadastral related data and make it amenable to decision-support at

panchayat level.

At same time, UAS can also be used for agricultural spraying operations – spraying of

pesticides, fertilizers etc – this aspect could also be tested and evaluated. If this can


KJA Recommendation


PILOT-PROJECTS)

be operationalized, specific programmes for large area spraying operations can be

taken up by Agriculture Department, in coordination with farmers. Even specific

industries can provide such spraying services to farmers.

The season will be important for the study and it is expected that more than once the

UAS data collection would have to be done in a crop season to be able to validate

and assess the crop information.

UAS with appropriate technologies of imaging – especially, multispectral imaging,

thermal imaging, Agri-sprayer payloads could be tested and evaluated. Here too,

UAS of fixed-wing type and hovering type can be tested and evaluated – hovering

would be useful for spraying operations.

7.1.3.1 OBJECTIVES

The specific objectives of conducting the pilot for Agriculture Department would be

for AUTONOMOUS CROP-TYPE AND ACREAGE MAPPING AT FIELD-LEVEL:

• To autonomously map all fields and the crop type and status

• To rapidly estimate village-wise crop acreage and aggregate to panchayat level.

• To demonstrate spraying operations for agriculture areas using UAS.

7.1.3.2 STUDY AREA

For the crop mapping demonstration Agriculture Department has identified Tumkur

Rural district/Maddur – it is suggested that a panchayat be selected for the demo with

an area of about 25-50 sq kms.


The key user agency for anchoring this demonstration is the Agriculture Department –

UAS and local administration can be also involved. The agriculture department must

provide the cadastral data and other GIS layers and other revenue records for the

pilot demonstration.

7.1.3.4 METHODOLOGY


• User Discussions – comprehensive discussion with Agriculture Department is

essential to develop the “joint ownership” of the demo and also for involving the

user agency right from beginning. The involvement of users is essential also for

obtaining available data and for linking the traditional village records for validation

and check/audit. It is proposed that an Agriculture Department UAS Pilot Project

Committee be established for the interface.


KJA Recommendation


PILOT-PROJECTS)

• The Pilot will have to be done for different crop seasons and for different stages -

specifically crops in the monsoon seasons are important for study. Thus, the study

will have to be over different crops in the different seasons.






• Available Data – Agriculture department would have to provide necessary

available data on crops, Agriculture practices, Revenue maps from SSLR and KGIS

content for the purpose of the Pilot project and its evaluation.

• Type of UAS – it would be good to use both fixed-wing and hovering copters for

the pilot so that demonstration of systematic “paint-brush” mode and “hover-

circle” mode can be attempted. These 2 modes will be useful to map the field-

wise crop types and estimate acreage AND also for spraying application. Further,

these 2 UAS types also require different deploy-mode and return-mode and this

can be tested for efficacy in rural agricultural areas.

o Autonomous UAS systems – which have auto-flight plan generation, inertial

GPS based navigation, long-term endurance (of atleast 60 minutes and

more), adequate range (of ~10-15 kms), adequate storage (of atleast sub-

TB or TB level), appropriate 2-way communication and adequate safety

and security in-built features.

• Payloads –high-fidelity multi-spectral camera (obtaining 1-3 cm pixellation with

high radiometry), if possible hyper-spectral camera and Agri-sprayer payload – so

that both crop mapping and agricultural spraying application can be tested. It

should be ensured that both payloads synchronized operation is achieved either

in one sortie or immediate 2 sorties with adequate endurance.

• Flying the UAS sorties – fixed-wing and hovering with different payloads over an

identified panchayat in Tumkur/Maddur district for data collection.

o A separate UAS sortie for spraying operation can also be taken up.

• Repeat UAS sorties – it is essential to have atleast 2-3 sorties of the UAS with the

specific payload within a crop season so as to monitor the farm-wise crop status

and also for multiple forecasts of crop acreage information.

o One of the UAS sortie can be for spraying operation with sprayer payload.

• Software - Advanced and intelligent automated Image and UAS Data Processing

software that can ingest the UAS data to process and undertake automatically all

pre-processing of geometry, radiometry, registration, mosaicking etc – with

minimal manual involvement. The Processing must include the extraction of crop-

type over a cadastral geo-registered overlay with auto-mensuration of crop type

in field and its acreage at field-level and aggregated village-level (with minimal

manual intervention).


KJA Recommendation


PILOT-PROJECTS)

• Data Analysis and Reporting - Preparation of a Panchayat Agri-GIS of the relevant

GIS layers of study area – including, cadastral map, UAS extracted field-wise crop

type and acreage, traditional method collected crop acreage information at

field/village level and other crop attributes. This will be a multi-temporal GIS –

atleast 2-3 times over a crop season. Comparative analysis of UAS data and

traditional data and reporting.


outputs and any comparative analysis – both for crop mapping and agri-spraying

demonstration.

• UAS SOP - Prepare a UAS SOP for Panchayats for agricultural crops that can be

easily implement by panchayat authorities.

7.1.3.5 SCHEDULE

The Agri demonstration can be completed in 9-12 months’ time.

7.1.3.6 COST

It is expected that the cost for the Agriculture Demonstration would be about INR 2

crores. The UAS service can either be hired OR an alternate can be that GOK procure

and own UAS suite (2-3 equipment) that will be useful for all pilot demonstration and

also for further/expanding UAS studies.

7.1.4. CIVIC OPERATIONS SUPPORT FOR POLICE DEPARTMENT

Police Department undertake civic and security operations – especially crowd

management, monitoring large public events, monitoring traffic flow etc for which

real-time information of events – in terms of size of crowd in an event, overall

movements of people, detecting suspicious movements and objects, identifying

congestions in traffic or disturbances in crowd etc are important. Real-time and

instantaneous information on these events is extremely important for Police

Department.

One of the ways of achieving this need is to have a live video-feed from a roving UAS

that collects high-fidelity video-data over the event/traffic and transmits it live to a

central display system where it is recorded and displayed. In fact, such live video-feed

can be obtained in day- and night-time with specialized day-video imager and night-

video imager payloads. Such a live video-feed can be very useful for police

department to collect instant-intelligence and monitor on real-time basis.

Such UAS video-based surveillance exercise providing complete bird’s eye-view and

complete real-time view of the identified areas is extremely useful for monitoring,

identification of abnormal movements and anomalies and would be a good

demonstrator for civic and police operations.


KJA Recommendation


PILOT-PROJECTS)

7.1.4.1 OBJECTIVES

The specific objectives of conducting the pilot for Police Department would be for

REAL-TIME SURVEILLANCEAND MONITORING FOR CIVIC OPERATIONS:

• To obtain real-time and live video-feed over larger areas for monitoring and status

• To rapidly detect status of any abnormalities and disruptions in crowded events –

especially detect abnormalities in night-time operations also.

• To demonstrate monitoring operations for traffic management.

7.1.4.2 STUDY AREA

For the civic operations demonstration Police Department can identify a “soft” event

and a traffic congestion area for the demo - an area of about 25-50 sq kms for the

operations. It may be good to test out in a high-crowd city area and also in a less-

crowded rural area – just to evaluate the efficacy in different environments.


The key user agency for anchoring this demonstration is the Police Department –

Bangalore City Traffic Police Department and local administration can be also

involved.

7.1.4.4 METHODOLOGY


• User Discussions – comprehensive discussion with Police Department is essential to

develop the “joint ownership” of the demo and also for involving the user agency

right from beginning. The involvement of users is essential for regulating and

tracking. It is proposed that a Police Department UAS Pilot Project Committee be

established for the interface.






o There would be an issue of additional safety in this demo as the UAS is to be

operated over crowd areas – thus stringent care has to be taken. However,

as Police Department is user, necessary protocols for this can be worked

out.

• Type of UAS – it would be mainly useful to utilise hovering copters for the pilot so

that demonstration of circling, hovering and area coverage can be tested out.

o Autonomous UAS hover systems – which have auto-flight plan generation,

inertial GPS based navigation, long-term endurance (of atleast 60 minutes

and more), adequate range (of ~10-15 kms), adequate storage (of atleast


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PILOT-PROJECTS)

sub-TB or TB level), appropriate 2-way communication and adequate safety

and security in-built features with specific real-time transmission of payload

data plus storage is essential.

• Payloads – high-fidelity video-camera – day/night operation is essential.

• Flying the UAS sorties – fixed-wing and hovering with different payloads over an

identified area for data collection.

• Flexible Piloting UAS sorties – it is essential to have extreme flexibility of UAS

operations so that piloting and point-visiting can be undertaken by remote control

(like visiting a point again; circling around; hovering and watching etc)

• Software - Advanced and intelligent automated Video data transmission and

Processing software that can ingest the UAS video-data to a central control display

and undertake minimal video-analytics (like object detection; face match etc) -

with minimal manual involvement. The Control software must have extreme flexible

video display operations (re-wind, zoom, seek, enhancements etc) so that video-

display is more efficient and appropriate.


outputs and any comparative analysis.

• UAS SOP - Prepare a UAS SOP for Civic Operations for Police Department – which

Police authorities can easily implement.

7.1.4.5 SCHEDULE

The Civic operations demonstration can be completed in 3-6 months’ time.

7.1.4.6 COST

It is expected that the cost for the civic operations demonstration would be about INR

1 crore. The UAS service can either be hired OR an alternate can be that GOK procure

and own UAS suite (2-3 equipment) that will be useful for all pilot demonstration and

also for further/expanding UAS studies.

7.1.5. SYSTEMS PARAMETRIC ANALYSIS OF UAS FOR SOP GUIDLINES

As part of the Pilot-1, it would be important to undertake a special systems assessment

of UAS parametrization – in terms of impact on Applications when different UAS

parametrization is adopted – different and varying UAS systems; flying at different

heights; flight plan impacts (flying E-W or N-S or others); flying with different payloads;

assessing absolute image and data characters (like resolution/granularity; utilization

limits); communication limits testing; data storage limits testing and so on. It would also

be interesting to compare the UAS dataset with available satellite data sets with

different resolutions.

The UAS flights can be undertaken over a small 1-2 sq kms area (where different urban

and other features are available) – numerous combinations of UAS flights can be


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conducted with different heights, different directions, different payloads, different

UAS, different endurance etc and data obtained. These datasets can be

independently analysed for performance and also a comparative analysis

undertaken.

The outcome of this parametrization could be an important input to SOP.

7.1.6. PILOT-1 UAS APPLICATIONS - OVERALL IMPLEMENTATION PLAN

The implementation of the Pilot-1 on UAS Applications is best done in a “mission

mode”. It will require tremendous technical expertise and committed project

orientation for implementation of the Pilot. A summary perspective of the Pilot-1 is

given below:

Table 7.1 – Summary of Pilot 1

Demo Coverage Outcomes Duration Cost

Urban Demo for

UDD

• 20 sqkm corridor in

Sarjapur

• 100sqkm corridor

inBadami town

Estimated Property Tax;

Rapid Base City-GIS for

Badami

6-9

months

1.5 to 2

crores

Crop Demo for

Agri Dept

25 to 50sq kms in

Tumkur district

Fileld-wise crop type

and acreage –

aggregated to

village/taluk

9-12

months

2 crores

Civic Operations

for Police Dept

TBI – smaller areas

~10 sq kms

Surveillance information;

Traffic information

3-6

months

1 crore

TOTAL CUMMULATED BUDGET ~5 to 5.5

crores

One of the important outcomes of the Pilot -1 will be definition of SOP for UAS

Applications in Governance – which will enable local- and field-level organisations, in

government and outside government in NGOs/social organisations/industries etc, to

quickly and systematically source UAS services for various governance applications.

The various steps to be taken for implementation of the Pilot 1 is shown in Figure 7-1.


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Figure 7-2 Implementation Process of Pilot 1

The following suggestions are made for the implementation:

• Project Management Unit – Department of Science and Technology of GOK

could be identified as PMU for this UAS Pilot project. This PMU can be responsible

for the implementation of the project.

o An expert could be identified to serve as the Project Director for the UAS

Pilot Project and for the overall coordination of the UAS activity with

single minded focus.

o 2 or 3 Senior Research Associates could be attached to the Project

Director to assist the overall coordination.

• UAS Pilot Project Expert Committee – The S&T department could establish an

expert Committee, Chaired by an eminent expert in this field to technically

guide, steer and oversee the implementation and outcomes of the project.

• Pilot Project Implementation agency – Implementation would involve various

elements of user coordination, designing each application demo and planning

sorties, assessing specific payloads of UAS for various demos, UAS sourcing and

flights, UAS data processing and information generation. One possible option

could be that a suitable academic/research institution – like IISc, NIAS, IIIT-B,

VTU etc who could be selected for the Pilot Project implementation. Discussion


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can be held with these agencies so that one of them can take the lead role

and implement the pilot.

• UAS, payloads and Data Processing software – These can either be procured

for repeated usage OR services procured as per specifications. While service

procurement may appear better – it has difficult aspects of being able to

procure the range of UAS and payloads for operations spread over a year or

so of the schedule (and timing it as per needs of the urban/agri/police

department application). On other hand, if the implementation agency can

procure the UAS and payloads and establish a good UAS Lab – it will be a useful

asset for many more applications and demonstrations over a few years’ time.

This will also give an assessment of the capability of the systems and in an

academic environment of research help in further student projects, research

studies and specific customized technical assessments for GOK (removing

hassles of repeated service procurement). In long-term, the cost-effectiveness

would be established when number of such pilots/demos increase and

operational systems get established.

o In an operational scenario when large number of applications demand

arises, the best approach for GOK should be through develop industry

services that offer operational UAS services to government agencies.

• Budget for UAS Applications Pilot. It is expected that a total of about INR 5-6

crores would be required for the 3 pilot demonstration exercises – including

establishing common UAS Lab that can serve all 3 demonstrations. The budget

would also include a project team cost for about 2 years and also operational

costs and other documentation/services/studies.

• Schedule for the UAS Applications Pilot – A schedule of about 12-18 months

would be required for completing the pilot in a systematic manner with all data

collection and analysis, comparative evaluation, documentation, SOP etc

7.2 PILOT-2: DESIGN AND MANUFACTURING OF UAS

UAS will be major technology area – both in domestic and global scenario. UAS

represent a technological capability that cuts across various sectors – aeronautics,

electronics, control systems and guidance, sensories and software development. UAS

is also a subject of research and design/development where newer innovations and

ideations are triggering unique design and manufacturing process for UAS. An active

academic setting that provides a research thrust is critical in the design and

manufacturing of UAS. Thus, UAS represent a microcosm of a systems technological

capability that involves higher intellect and knowledge base and an industrial

capability of machining and manufacturing.

KJA is of the view that Karnataka has all the characters for UAS manufacturing and for

establishing an industrial base in UAS technology. Karnataka has an established


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aerospace eco-system with major aerospace organizations and companies located

in and around Bengaluru. Bengaluru is also the hub for IT and ITES enterprises that are

globally providing services and products – the start-up environment in Bengaluru is also

very aggressive for innovation in various fields. Karnataka also has a very vibrant

academic and research environment with large number of education institutions and

universities – both in public and private sector. Thus, Karnataka has all the characters

to become the manufacturing hub for UAS – in the larger perspective of domestic and

global markets for UAS.

With such a vibrant eco-system that can found a base for UAS design and

manufacturing, there needs to be a government thrust to create a manufacturing-

trigger that can bring about an impetus and drive for UAS design and manufacturing

in Karnataka.

KJA proposes a Challenge Pilot Project for the academic and industrial eco-system to

undertake indigenous design and development of UAS and, thereby, create an eco-

system for having a UAS manufacturing hub in Karnataka. KJA PROPOSES A PILOT

PROJECT FOR DESIGN AND MANUFACTURING OF UAS – involving academic and

industrial institutions in partnerships.

7.2.1. PILOT-2: OBJECTIVES

The main objective of the Pilot-2 is to undertake a limited challenge project for

INDIGENUOUS DESIGN AND MANUFACTURING OF UAS in Karnataka – involving

selected academic and industry collaborations.

GOK could establish a “UAS Design and Manufacturing Challenge Fund” that can

fund selected academia-industry collaborations for the pilot. The Pilot should be

driven by academic institutes BUT mandatorily having a manufacturing industry

partner involved. Thus, GOK would be providing the thrust for kick-off of the

manufacturing process and also bringing academia and industries together in this

endeavor.

The Pilot-2 would create a new eco-system that will bring academia and industries to

work together to bear about the best of knowledge for innovative designing and

efficient manufacturing of UAS in an indigenous environment. This would tremendously

enhance the research environment in UAS and the overall technological capability

related to various UAS technologies in Karnataka and in India.

Pilot-2 sub-objectives would be to:


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• Create an eco-system whereby academic institutions, bringing research and

ideation for UAS, work with industries in partnership, bringing the process and

manufacturing capability for UAS.

• Create a design, manufacturing and testing capability for advanced UAS and

create a technology capability platform in this new area.

• Bring payload development or integration on indigenous UAS and demonstrate

operational integration.

• Undertake flight tests and demonstrations of manufactured UAS and establish

a commercial manufacturing possibility, based on market demand.

• Undertake market demand assessments of UAS needs in India (and globally)

and specific UAS systems that meet Indian needs and can cater to global

markets.

• Document the total experience of design and manufacturing UAS

KJA has had discussions with various experts in academia, industries and GOK

Departments and recommends that 2-3 academia-industry partnerships be selected

for the Pilot – based on solicited proposals and selection. Academia, in public and

private sector, must drive this initiative as they can bring in the research and student

participation that will benefit in creating a “cadre” of trained experts in this area.

Academia must partner with industries for undertaking Pilot – so that down-stream

objective of addressing industrial manufacturing is addressed. Thus,

academia+industry combination will bring a new way of thrusting the education,

research and industry sector of UAS.

Such a model for technological capability building would be unique and innovative

– hitherto not attempted in a large manner in India – Karnataka can take a lead.

7.2.2. METHODOLOGY


• Challenge Fund – GOK could establish a Challenge Fund for UAS Design and

Manufacturing pilot project – S&T department has already implemented

challenge fund in other areas, and thus similar procedures could be adopted.

o UAS manufacturing Apex Experts Committee could be established by GOK

to manage the challenge process and fund allocation and drive the pilot –

selecting, guiding/mentoring, monitoring, certifying etc at various stages.

Agencies like NAL, HAL, ISRO, DRDO, DGCA etc could be involved in this

experts Committee, apart from state representatives.

• Academia-Industry Proposals - Solicit Proposals from Academia-Industry

partnerships. Proposals can be obtained from Academic institutions, public and

private, which have an engineering and multi-disciplinary capability – however,

the academic institution must tie up with an industry to form an Association for


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the proposal. Academia can bring in design and research innovation for the

project and industry should bring in manufacturing capability. The scope of

proposal should include design, components and sub-systems, payloads and

sensories, manufacturing process and testing plan. Proposals can be any type of

UAS – fixed-wing, rotaries etc and innovation to meet standards of high-

technology capability. The deliverables should be tangible in terms of units of

manufactured UAS; a report that documents the experience and process AND

a perspective of market demand assessment for the product from the

Association.

• UAS Application Demonstration– GOK must undertake to use the manufactured

UAS in extended application demonstrations (on cost-coverage basis) so that

the field utilization capability/potential of the manufactured UAS is established.

This will also convince the GOK that the UAS can meet the governance needs

and could be utilized in a larger manner.

• Risk and Guarantees -GOK is funding this challenge with a larger objective of

creating a national technological capability – in anticipation of being able to

create a manufacturing hub in Karnataka for UAS and create employment,

thrust industrial sector, boost economic growth and create sustained indigenous

availability of UAS in India and abroad. Academia invests the knowledge and

intellect resources into this challenge – thus thrusting the education and research

in UAS which will bring benefit to students in Karnataka and make them prepared

for national and global forays in professional career. Industries invest their time

and manpower to establish manufacturing process and ultimately plan for

commercial manufacturing and market forays. Thus, all 3 groups are “investing”

resources – financial, knowledge and manufacturing in this pilot. Ultimately, GOK

could give preference to indigenously manufactured UAS for use anywhere in

the state (or nation) by different government agencies – thus a head-start could

be assured for the participating industries to “guarantee” them of

domestic/state market access.

• Payloads – are the “heart” of UAS and thus it should be clear whether

manufacturing would include payloads (mainly different types of cameras,

Lidars, sprayers, environmental sensors, delivery payloads etc). If indigenous

payload manufacturing is also included in a Proposal that must be encouraged

– else sourcing and integration plan must be clearly defined and outlined.

• Testing the manufactured UAS– rigorous testing of the manufactured UAS must

be taken up to a standard level. Testing needs to be mainly on flight, ruggedness,

reliability etc and also of integrated payload operations.

• Document the experience, design, manufacturing process, overall performance,

test reports and operations report of the manufactured UAS outputs.


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7.2.3. CHALLENGE FUND AND OUTCOMES

The Challenge Fund for the pilot could be provided by GOK as a one-time grant. An

amount of INR 25 crores should be adequate for the Challenge Fund – which can fund

3-4 proposals in parallel. Any academia+industries proposal to be funded could be

limited to INR 5 crores – basically to the academia institutions.

Administering the Challenge Fund could be at recommendation/clearance of the

Expert Committee.

Within GOK, the S&T Department, in collaboration with HED Department and Industries

Department, could “anchor” the Pilot Project.

The Pilot will deliver unique results:

• UAS manufacturing eco-system that can create employment/jobs for the

youngsters in manufacturing and services of the UAS sector in

state/nation/worldwide.

• Thrust indigenous UAS usage in the country – this will be a matter of comfort and

control for security/clearance agencies (DGCA/Police etc) for UAS permissions

as using indigenous UAS would provide back-end control for security

audit/tracking etc.

• As an incentive and risk mitigation for the indigenous manufacturing industry, it

would be appropriate for GOK to adopt preferential selection of indigenously

manufactured UAS under the GOK challenge fund for sourcing UAS services and

procurements within GOK – provided the technical merits are achieved.

7.2.4. DURATION

The Pilot Project must get completed in 18 - 24 months – thus, processes need to be

established to solicit, select and implement the proposal within this period.

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8. OVERALL RECOMMENDATIONS

UAS is an important area for Karnataka to take leadership – details of which have

been discussed in the previous sections. KJA makes the following recommendations

for the Government to consider and implement.

UAS manufacturing and UAS Applications are key elements of future state

development and governance systems. Karnataka has the right capability to emerge

as a hub for UAS eco-system development and needs to take leadership action in this

regard. Emerging as a hub for national eco-system in UAS, Karnataka needs to put in

place a Policy and Regulation on Unmanned Aerial Systems (UAS).

8.1 RECOMMENDATIONS – UAS IN HIGHER EDUCATION AND RESEARCH

The following recommendations are made for thrusting UAS in Higher Education:

• Include UAS courses in higher education in Karnataka and encourage state

Universities to include UAS courses in higher education. A concerted effort to

design the curriculum details, examination etc can be taken up by Karnataka

State Higher Education Council (KSHEC).

• Universities could design customized and specialized short-term training

programmes on UAS – which Government of Karnataka could avail for its officers

and experts. Such training programmes can also be made available by

Universities to industry and other state/central governments.

• Provide a one-time financial grant in Universities/institutions for establishing a UAS

Lab. Universities that offer UAS courses and those that have Faculty oriented for

UAS courses could be selected. The coordination for this funding and

establishment guidelines can be addressed by KSHEC.

• Establish a UAS Research Fund that can provide annual research project grants

in UAS field to state Universities/institutions. The research areas, selection of

proposals, guidance and mentoring etc can be coordinated by specific expert

committee under KSHEC.

• Support state Universities/institutions to recruit internationally recognized global

experts as faculty (or by establishment of a chair position)

• Create a GOK-NAL-Universities UAS Consortium for developing advanced

research and technology development in UAS. This Consortium could make best

use of institutions like NAL, ISRO, DRDO, HAL for defining programmes and

education courses.

• Institute a UAS Design and Manufacturing Challenge Fund and invite University-

industry partnership to avail funds/grants for meritorious proposals for designing

and manufacturing UAS. The industry association with each University will ensure


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industry interface and also enable industry to benefit from University design

efforts.

8.2 RECOMMENDATIONS – UAS POLICY

Karnataka must take lead to incorporate a special UAS section in Aerospace Policy

(http://www.investkarnataka.co.in/assets/downloads/aerospace-policy.pdf) with the

main aim of encouraging the indigenous development, manufacturing and wide

applications of UAS in an orderly and socially responsible manner.

The focus needs to be:

• To make Karnataka a preferred global destination for manufacturing of UAS

systems & sub-systems, payloads, navigation instruments, components and

software and testing.

• To facilitate the wide use of UAS for various applications for Governance in

different departments and works of Government. This should enable to bring in

standardised UAS Applications into efficient and affordable professional services

for any governance activity and enable local-level procurement of services.

• To create an eco-system comprising infrastructure, education and R&D to make

the State a conducive hot spot for UAS industry; make Karnataka an attractive

geography for global tier-1 suppliers.

• To encourage use of indigenously designed, developed and manufactured

Drones/ Flying model aircrafts/ and larger Unmanned Aerial Systems. As an

incentive and risk mitigation for the indigenous manufacturing industry, it would

be appropriate for GOK to adopt preferential selection of indigenously

manufactured UAS under the GOK challenge fund for sourcing UAS services and

procurements within GOK – provided the technical merits are achieved.

• To introduce theoretical and practical aspects of UAS technology into higher

education.

• To encourage the Indian industry in the manufacture, marketing, and sale of

various models of UAS.

• To make Karnataka as one of the leading UAS Testing hubs in the world and in

this region. Government may setup and establish a National UAS Test Range

where UAS testing, calibration and verification/certification could get

conducted in a standardised manner.

• To make available ready-to-employ human resource pool for the industry.

• To strengthen R&D infrastructure for achieving innovative and cutting-edge

technologies.

• To create enhanced facilitation mechanism for ease of doing business through

industry friendly policy frame work.

• To put in place Rules and Regulations for safe and orderly use of various UAS

Vehicles in the state (Indian) air space.

http://www.investkarnataka.co.in/assets/downloads/aerospace-policy.pdf


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• To implement the Rules and Regulations, including public liability insurance, and

achieve compliance through existing or new structure(s) of Authority.

As UAS is a new area, systematic Pilot Projects must be taken up to establish technical

aspects, application procedures, industrial capability, research thrust, education

focus and a larger capability building in UAS area.

8.3 RECOMMENDATIONS – UAS PILOT PROJECTS

Karnataka has the right capability to be the hub of such a national UAS eco-system

development and must take lead in this regard. This scenario compels India to put in

place a Policy and Regulation on Unmanned Aerial Systems (UAS) - including small

and tiny Drones.

As outlined in Chapter 7 of this report, KJA recommends that 2 pilot-projects be

implemented by Government of Karnataka with twin-goals:

• DEMONSTRATE AND ESTABLISH END-TO-END PRACTICES AND STANDARD

OPERATING PROCEDURES FOR USING UAS IN GOVERNANCE. The Pilot-1 would

bring out the use and application of UAS in a systematic manner; show how UAS

can produce autonomous, precise, cost-effective, up-to-date information AND

model the information from UAS in a “specific processing” to generate the

GOVERNANCE INFORMATION. Details are:

o Autonomous Property Tax Estimation in Urban Areas AND Rapid preparation

of Base Maps for City Planning – defined by Urban Development

Department (UDD)

o Autonomous field-by-field Crop Area estimation in a panchayat – defined

by Agriculture Department

o Real-time Monitoring of Civic activities – traffic, events, markets etc from a


o Undertake a system definition study for parametrizing the UAS. Control tests

with different UAS parameters can result in different images/data/control

data and a comparison would provide a good insight into standardizing

the parameters for SOP.

GOK may allocate funds to the tune of INR 5 to 5.5 crores for the Pilot projects for

implementation in about 12-18 months. Pilot implementation could be awarded

to a suitable research/academic institution – IISC, NIAS, IIIT-B or any others. GOK

could identify the suitable agency, Document the experience and outcomes of

the Application demonstration and prepare a SOP for agencies to use UAS in

governance


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• The Pilot-2 would promote/thrust design and manufacturing of indigenous UAS in

Karnataka so that Karnataka can emerge as a hub for UAS indigenous

manufacturing

o Establish a Challenge Fund of INR 25 crores for UAS Design and

Manufacturing pilot project.

o Constitute an apex Experts Committee to manage the challenge process

and fund allocation and drive the pilot – selecting, guiding/mentoring,

monitoring, certifying etc at various stages. Agencies like NAL, HAL, ISRO,

DRDO, DGCA etc could be involved in this experts Committee, apart from

state representatives.

o Award 3-4 academia+industry consortia to undertake this design and

manufacturing in a period of 1 year.

o Document the experience and outcome of the design and manufacturing

process.

GOK may allocate funds to the tune of INR 25 crores for the Challenge Fund and

undertake the innovative activity of indigenous design and manufacturing of UAS

and building a hub for UAS manufacturing in Karnataka.

S&T Department could be the nodal agency for the 2 Pilot project with association of

other user departments – Agri/UD/Police for Pilot-1 and HE/Industries Dept for Pilot-2.

8.4 RECOMMENDATIONS – STATE LEVEL COORDINATION AND MONITORING

The development of the UAS eco-system requires a foundation of a governance

structure which must be holistic – covering technology application and policy and

overall coordination and driven by the Government under expert advice. It is essential

to have a high-level expert body to steer and guide the overall development of UAS

including its use in governance. GOK may establish such a High Level Committee for

UAS in Governance Chaired by Chief-Secretary and involving all departments,

industries, experts, academia. This High Level Committee must be able to define the

UAS applications in governance and embed the usage of UAS at various governance

levels. The committee must also take up the standardization, endorsement and for

easy implementation of the SOP for the applications developed by the pilot project-

thereby paving way for easy procedures for Government agencies to contract UAS

projects in different sectors. The Committee could oversee the development of

manufacturing capabilities and provide necessary guidelines and actions that will

help in the challenge fund and manufacturing. The Committee, through the Chief

Secretary, could be the liaison with DGCA and other central Govt agencies for

coordinating the UAS activities.

The S&T department could establish a UAS Applications Pilot Project Expert

Committee, Chaired by an eminent expert in this field to technically guide, steer and

oversee the implementation and outcomes of the UAS Applications Pilot project.


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An UAS Manufacturing Apex Experts Committee could be established by GOK to

manage the UAS Design and Manufacturing Challenge Fund and drive the Pilot

Project – selecting, guiding/mentoring, monitoring, certifying etc at various stages.

Agencies like NAL, HAL, ISRO, DRDO, DGCA etc could be involved in this experts

Committee, apart from state representatives.

Figure 8-1 Committees Recommended

The Government could also consider promoting a not-for profit UAS Association as a

societal and community body that brings all stake holders and users on one platform.

The Association could encourage for the systematic development of hobby flying of

UAS and drones amongst common citizens. The association can also undertake public

awareness programmes, student integration program and citizen completion for

spreading the knowledge and information about UAS.

GOK may initiate an annual meet of UAS industry academia and Govt – just as it has

taken up for IT, BT, Nano etc. Bangalore could host an International Summit on UAS on

a regular basis, starting from 2018, and bring international and national experts for

dialogue and net-working and enabling for Karnataka to emerge as a global

destination for UAS. A brand for “Karnataka.UAS” (like Bangalore.biz, Bangalore.Bio

etc) be developed.

Till such an annual event gets operationalized, it would be worthwhile to initiate a

Special UAS Track in 2017 IT.biz.

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KJA Recommendation


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ANNEXURE- 1: GO ON KARNATAKA JNANA AAYOGA (KJA)

Subject: Reconstitution of Karnataka Knowledge Commission.

Read: 1) Government Order No. ED 110 URC 2008, dated 5/9/2008

2) Government Order No. ED 462 URC 2013, dated 28-12-2013

3) Notification No. ED 364 URC 2016, dated 26-12-2016.

Preamble

Karnataka has emerged as the Knowledge Capital of the country. The State

needs to take on the global challenges in terms of innovation, conservation of

heritage, generation of new knowledge, application of knowledge in every sphere of

life, skill development, enhancement of competencies, creation of better human

capital to create new knowledge economy besides creation of a more humane

society. Keeping in view the setting up of National Knowledge Commission, the

Karnataka Knowledge Commission was constituted in 2008, vide Government Order

No: ED 110 URC 2008, dated 5-9-2008 read at (1) above, under the guidance and

Chairmanship of renowned Space Scientist Dr. K. Kasturirangan. After completion of

term of the Commission, was reconstituted and the term was extended till December

28, 2013 vide G.O. read at (2) above. Further, the term of the Commission was

extended for 03 years vide Notification read at (3) above. Recognizing the important

role to be played the Commission in making Karnataka a Knowledge State and a

Knowledge economy, it is proposed to reconstitute Karnataka Knowledge

Commission.

The Government has considered reconstitution of Knowledge Commission for

another term with the focus on institution building, policy innovation and excellence

in the field of education, health, science and technology, industry, entrepreneurship,

research and innovation, traditional knowledge, agriculture, e-governance, rural

development, etc., and other relevant areas in the context of Karnataka. In view of

the above, the Government has decided to reconstitute the Karnataka Knowledge

Commission. Hence this order.

GOVERNMENT ORDER NO. ED 354 URC 2016 (Part – 1)

BANGALORE DATED: 2-8-2017

In the circumstances explained above, the Government is pleased to

reconstitute the Karnataka Knowledge Commission in the State with the following

eminent persons as Chairman and Members.


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Sl.No Name and Address Designation

1 Dr. K. Kasturirangan,

Former Chairman of ISRO, Ex- Member

(Science), Planning Commission, GoI, Emeritus

Professor, National Institute of Advanced

Studies, Bengaluru

Chairman

2 Dr. Mukund Kadursrinivas Rao

Adjunct Professor, NIAS, Bengaluru

Member -Secretary

3

Sri. P.G.R. Sindhia

Former Minister for Home, Transport and

Finance, Government of Karnataka

Member

4 Sri. Mohandas Pai T V

President, MEMG International India Ltd.

No. 70, 4th Floor, Grace Towers, Above

Navaneeth Motors, Milers Road, Bengaluru –

560052

Member

5 Prof. Anurag Behar

Vice Chancellor, Azim Premji University, PES

Institute of Technology Campus Pixel Park, B’

Block Electronic City Hosur Road, Bengaluru

Member

6 Prof. M. R. Satyanarayana Rao,

Ex - Director, Jawaharlal Centre for Advanced

Scientific Research (J.N.C.A.S.R), Jakkur,

Bengaluru- 560064.

Member

7 Dr. Nazeer Ahmed,

Advisor, World Organization for Research

Development and Education, Ex-Scientist,

NASA, No. 4, 9th Cross, Jayamahal Main Road,

Jayamahal Extension, Bangalore – 560046

Member

8 Prof. Sunney Tharappan,

Director, C.L.H.R.D, Valencia Circle,

Mangalore – 575002.

Member

9 Prof. G. Padmanabhan,

Former Director of IISc, Bangalore – 560012.

Member

10 Dr. Gayatri Saberwal,

Institute of Bioinformatics and Applied

Biotechnology, Biotech Park Electronics City

Phase I, Bangalore – 560100

Member

11 Prof. S. Sadagopan,

Director, IIIT-Bangalore, 26/C, Electronics City,

Hosur road, Bangalore – 560100.

Member


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12 Dr. Devi Prasad Shetty,

Heart Specialist, Narayana Hrudayalaya,

258/A, Bommasandra Industrial area, Anekal

Taluk, Bangalore – 560099

Member

13 Dr. Rajashekar H. B.

Director Jawaharlal Nehru Medical College,

Nehru Nagar, Belgavi – 590010

Member

14 Dr. B.M. Hegde,

Ex-Vice Chancellor, Manipal University,Ganesh

Lower Bendur, II cross, Mangaluru – 575702.

Member

15 Dr. P. Balakrishna Shetty,

Vice Chancellor, Sri Siddartha Academy of

Higher Education, Agalakote, B.H. Road,

Tumkur – 572 107.

Member

16 Sri. Rahul Sharad Dravid,

B 17, Epsilon Ventures, Yemlur PO, Bengaluru –

560037

Member

17 Sri. Prakash Padukone,

Prakash Padukone Badminton Academy, No.

4, 3rd Main, KBA Stadium, Jasma Bhavan

Road, Opposite to Congress office, Vasanth

Nagar, Bengaluru – 560052.

Member

18 Dr. Mohan Alva,

Chairman, Alva Education Society, Vidyagiri,

Moodbidri, Dakshina Kannada Dist – 574227.

Member

19 Dr. B N Suresh,

Vikram Sarabhai Professor, ISRO Hqs, Antariksh

Bhavan, New BEL Road, Bengaluru-560 231

Member

20 Sri. S V Ranganath,

Retd. IAS & Ex- Chief Secretary

Member

21 Smt. Ashwini Nachappa,

International Athletic, No. 516, 16th E Cross,

17th A Main Koramangala, 6th Block,

Bengaluru- 560094

Member

22 Dr. Pulak Ghosh,

Professor, IIM-Bengaluru

Member

23 Prof. B. K. Chandrashekar,

Hon’ble Ex-Minister, GoK

Member

24 Prof. Radhakrishna,

Academician

Member


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25 Smt. Sudhamurthy,

President, Infosys Foundation

Member

26 Prof. Basavaraja K. P,

Professor, IIM, Bengaluru

Member

27 Dr. S.R. Patil,

Rtd. Professor & Head, Geography

Department, Karnataka University, Dharwad

Member

28 Dr. Angarai Ganeshan Ramakrishnan

Professor & Chairman, Department of

Electrical Engineering, IISc, Bengaluru

Member

29 Sri. Bharat Khinji,

Industrialist, Hubballi

Member

30 Sri. Shivkumar Kheni,

Industrialist

Member

Ex-Officio Members

Sl.

No

Name and Address

1 Additional Chief Secretary to Government, Finance Department,

Government of Karnataka, Vidhana Soudha, Bengaluru-560001

2 Additional Chief Secretary to Government, Primary and Secondary

Education Department, Government of Karnataka, 6th Floor, 2nd

Stage, M.S. Building, Bengaluru-560001

3 Additional Chief Secretary to Government, Medical Education

Department Government of Karnataka, 6th Floor, 4th stage,

MS Building, Bengaluru-560001

4 Principal Secretary to Government, Higher Education Department,

Government of Karnataka, 6th Floor, 2nd Stage, MS Building,

Bengaluru-560001

5 Principal Secretary to Government, Health and Family Welfare Department,

Government of Karnataka, # 105, 1st Floor, Vikasa

Soudha, Bengaluru-560001

6 Principal Secretary to Government, Information Technology, Bio

Technology and Science & Technology Department, Government of

Karnataka, 5th Floor, 5th stage, M.S Building, Bengaluru-560001


KJA Recommendation


PILOT-PROJECTS)

Term of Reference: -

The Commission shall strive to give recommendations in the following areas.

1. To focus on institution building, policy innovation and excellence in the field of

education, health, science and technology, industry, entrepreneurship, research

and innovation, traditional knowledge, agriculture, e-governance, rural

development, etc., and other relevant areas in the context of Karnataka.

2. Build excellence in the educational system to meet the challenges of the 21st

century and increase Karnataka’s competitive advantage in the fields of

knowledge.

3. Promote creation of knowledge in all formal and non-formal educational, scientific

and Knowledge institutions of Karnataka.

4. Improve the leadership and Management of educational and knowledge

institutions of Karnataka.

5. Promote knowledge applications in agriculture, rural development, health,

industry and other areas.

6. Enhance the use of knowledge capabilities in making government an effective

service provider to the citizen and promote widespread sharing of knowledge to

maximize public benefit.

7. Promote inter sectoral interaction and interface with the objective of preservation,

access, new concepts, creation, application, dissemination, outreach and

services relating to knowledge.

8. Develop appropriate institutional frameworks to strengthen the education system,

promote domestic research and innovation, facilitate knowledge application in

various sectors.

9. Leverage information and communication technologies to enhance governance

improve connectivity and reduce digital divide.

10. Device mechanisms for exchange and interaction between knowledge System in

the global arena.


KJA Recommendation


PILOT-PROJECTS)

11. Conserve indigenous and heritage knowledge in Karnataka for better Utilization of

time tested concepts and knowledge by society.

By Order and in the name of the

Governor of Karnataka

Sd/-

(M.A. AHAMED JHON) Under Secretary to Government

Higher Education Department (Universities-2)

To,

The Complier, Karnataka Gazette -for publication in next issue of the Gazette.

Copy to:

1. The Principal Secretary to Hon’ble Chief Minister, Government of Karnataka,

Vidhana Soudha, Bengaluru.

2. PS to Chief Secretary / Additional Chief Secretaries / Development Commissioner

to Govt., of Karnataka, Vidhana Soudha, Bengaluru, All Principal Secretaries/

Secretaries, Govt. of Karnataka, Bengaluru.

3. Dr. K. Kasturirangan, Member (Science), Planning Commission, Government of

India. Director, National Institute of Advanced Studies, Bengaluru.

4. Vice Chancellors/Registrars of All Universities.

5. Executive Director, Karnataka State Council for Higher Education, Bengaluru.

6. Dr. K. Kasturirangan, Member (Science), Planning Commission, Government of

India. Director, National Institute of Advanced Studies, Bengaluru.

7. Dr. Mukund Kadursrinivas Rao, Adjunct Professor, NIAS, Bengaluru

8. Shri. PGR Sindhia, Former Minister, Home, Transport & Finance, GoK, No. 24,

Doddamaralavadi Village, Maaralavadi Hobli, Kanapura Taluk, Ramanagara Dist.

9. Sri. Mohandas Pai T V, President, MEMG International India Ltd., No. 70, 4th Floor,

Grace Towers, Above Navaneeth Motors, Milers Road, Bengaluru – 560052

10. Prof. Anurag Behar, Vice Chancellor, Azim Premji University, PES Institute of

Technology Campus Pixel Park, B’ Block Electronic City Hosur Road, Bengaluru

11. Prof. M.R. Satyanarayana Rao, Ex-Director, Jawaharlal Centre for Advanced

Scientific Research (J.N.C.A.S.R), Jakkur, Bangalore – 560064.

12. Dr. Nazeer Ahmed, Advisor, World Organization for Research Development and

Education, Ex-Scientist, NASA, No. 4, 9th Cross, Jayamahal Main road, Jayamahal

Extension, Bangalore – 560046.

13. Prof. Sunney Tharappan, Director, C.L.H.R.D, Valencia Circle, Mangalore – 575002.

14. Prof. G. Padmanabhan, Former Director of IISc, Emeritus Professor Department of

Biochemistry, Indian Institute of Science Bangalore – 560012.


KJA Recommendation


PILOT-PROJECTS)

15. Dr. Gayatri Saberwal, Institute of Bioinformatics and Applied Biotechnology,

Biotech Park Electronics City Phase I, Bangalore – 560100.

16. Prof. S. Sadagopan, Director, IIT-Bangalore, 26/c, Electronics City, Hosur road,

Bangalore – 560100

17. Dr. Devi Prasad Shetty, Heart Specialist, Narayana Hrudayalaya, 258/A,

Bommasandra Industrial area, Anekal Taluk, Bangalore – 560099.

18. Dr. Rajashekar H B Director, Jawaharlal Nehru Medical College, JNMC Campus,

Nehru Nagar, Belgaum – 590010.

19. Dr. B.M. Hegde, Ex-Vice Chancellor, Manipal University, Ganesh Lower Bendur,

2nd Cross, Mangaluru -575702.

20. Dr. P Balakrishna Shetty, Vice Chancellor, Sri Siddhartha Academy of Higher

Education, Agalakote, B.H. road, Tumkur – 572 107.

21. Sri. Rahul Sharad Dravid, B 17, Epsilon Ventures, Yemlur PO, Bengaluru – 560037

22. Sri. Prakash Padukone, Prakash Padukone Badminton Academy, No 4, 3rd main,

KBA stadium, Jasma Bhavan road, Opp Congress office, Vasanth Nagar,

Bengaluru – 560052.

23. Dr. Mohan Alva, Chairman, Alva Education Society, Vidyagiri, Moodbidri,

Dakshina Kannada Dist – 574 227.

24. Dr. B N Suresh, Vikram Sarabhai Professor, ISRO Hqs, Antariksh Bhavan, New BEL

Road, Bengaluru-560 231

25. Shri. S V Ranganath Retd. IAS & Ex- Chief Secretary, Vice-Chairman, Karnataka

State Higher Education Council, Palace Road, Bengaluru.

26. Smt. Ashwini Nachappa, International Athletic, No. 516, 16th E Cross, 17th A Main

Koramangala, 6th Block, Bengaluru- 560094

27. Dr. Pulak Ghosh, Professor, IIM-Bengaluru, Bengaluru, Bannerughatta Road,

Bengaluru-560076.

28. Prof. B. K. Chandrashekar, Door No. 4032, 28th Cross, 17th Main Road,

Banashankhari 2nd Stage, Bengaluru – 560070

29. Prof. Radhakrishna, Academician

30. Dr. Sudha N. Murthy, Chairperson, Infosys Foundation, Infosys Towers, No. 27,

31. JP Nagar, 3rd Phase Bannerghatta Main road, Bangalore – 560076.

32. Prof. Basavaraja K.P, Professor, IIM Bengaluru, Bannerughatta Road, Bengaluru-

560076.

33. Dr. S.R. Patil M. A. Ph.D, Professor of Geography, (Retd) Department of

Geography, Karnataka University, Dharwad

34. Dr. Ramakrishnan Angarai Ganeshan Ph.D,(Bio-Medical Engineer), Department of

Electrical Engineering, IISc, Bengaluru

35. Mr. Bharat Khinji, Director, Founder and Chief Executive Officer BDK Engineering

Industries Limited 47/48, Gokul Road, Hubli, Karnataka

36. Sri. Shivakumar Kheny, Industrialist, Managing Director, Nandi Highway Developers

Ltd., BF Utilities, Ltd., Bengaluru




Room No. 432, 433, 438 and 439

4th Floor, Vikasa Soudha

Dr. B. R. Ambedkar Veedhi

BENGALURU – 560 001

e-mail: [email protected]

www.karnataka.gov.in/jnanaayoga


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