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Tephritid fruit flies, such as the melon fly, Zeugodacus cucurbitae, are major horticultural pests worldwide and pose invasion risks due primarily to international trade. Determining movement parameters for fruit flies is critical to effective surveillance and control strategies, from setting quarantine boundaries after incursions to development of agent-based models for management. While mark-release-recapture, flight mills, and visual observations have been used to study tephritid movement, none of these techniques give a full picture of fruit fly movement in nature. Tracking tagged flies offers an alternative method which has the potential to observe individual fly movements in the field, mirroring studies conducted by ecologists on larger animals. In this study, harmonic radar (HR) tags were fabricated using superelastic nitinol wire which is light (tags weighed less than 1 mg), flexible, and does not tangle. Flight tests with wild melon flies showed no obvious adverse effects of HR tag attachment. Subsequent experiments successfully tracked HR tagged flies in large field cages, a papaya field, and open parkland. Unexpectedly, a majority of tagged flies showed strong flight directional biases with these biases varying between flies, similar to what has been observed in the migratory butterfly Pieris brassicae. In field cage experiments, 30 of the 36 flies observed (83%) showed directionally biased flights while similar biases were observed in roughly half the flies tracked in a papaya field. Turning angles from both cage and field experiments were non-random and indicate a strong bias toward continued "forward" movement. At least some of the observed direction bias can be explained by wind direction with a correlation observed between collective melon fly flight directions in field cage, papaya field, and open field experiments. However, individual mean flight directions coincided with the observed wind direction for only 9 out of the 25 flies in the cage experiment and half of the flies in the papaya field, suggesting wind is unlikely to be the only factor affecting flight direction. Individual flight distances (meters per flight) differed between the field cage, papaya field, and open field experiments with longer mean step-distances observed in the open field. Data on flight directionality and step-distances determined in this study might assist in the development of more effective control and better parametrize models of pest tephritid fruit fly movement. [ABSTRACT FROM AUTHOR]

Background: Drones are increasingly used in healthcare, and feasibility studies of deployment of Automated External Defibrillators (AED) in Out-of-hospital cardiac arrest (OHCA) have been conducted. Despite the potential contribution of drones to healthcare, regulatory barriers exist, including limits on flights beyond visual line-of-sight (BVLOS). The aim of this project was to deliver an AED BVLOS in Wales. Methods: We developed of a Concept of Operations (CONOPS) to identify requirements, constraints, organisation and roles and responsibilities associated with deploying a drone to deliver an AED BVLOS. We equipped a Penguin B drone with satellite-enabled technology to enhance situational awareness and safety for the remote pilot. A BVLOS Operating Safety Case and three-week flight test programme was conducted with an AED attached directly to parachute for deployment to simulated OHCA. Results: We completed six flights totalling 92km, 1:02.5 hours of flight time and four successful parachute payload drops. We conducted a successful end-to-end flight demonstration of an AED delivered via BVLOS by drone to a simulated OHCA and resuscitation by lay responder's in a remote location; the final delivery of 4.5km was completed in 2:50 minutes. Conclusion: We have delivered an AED by parachute, from fixed wing drone BVLOS in the UK in simulated OHCA. This project adds to the body of knowledge required for regulatory assurance on drone use BVLOS. Further research is needed before routine use of this technology. [ABSTRACT FROM AUTHOR]

Despite the proved usefulness of drones in biodiversity studies, acquisition costs and difficulties in operating, maintaining and repairing these systems constrain their integration in conservation projects, particularly for low-income countries. Here we present the steps necessary to build a low-cost fixed-wing drone for environmental applications in large areas, along with instructions to increase the reliability of the system and testing its performance. Inspired by DIY (Do It Yourself) and open source models, this work prioritizes simplicity and accounts for cost-benefit for the researcher. The DIY fixed-wing drone developed has electric propulsion, can perform pre-programmed flight, can carry up to 500 g payload capacity with 65 minutes flight duration and flies at a maximum distance of 20 km. It is equipped with a RGB (Red, Green and Blue) sensor capable of obtaining 2.8 cm per pixel Ground Sample Distance (GSD) resolution at a constant altitude of 100 m above ground level (AGL). The total cost was $995 which is substantially less than the average value of similar commercial drones used in biodiversity studies. We performed 12 flight tests in auto mode using the developed model in protected areas in Brazil, obtaining RGB images that allowed us to identify deforestation spots smaller than 5 m2 and medium-sized animals. Building DIY drones requires some technical knowledge and demands more time than buying a commercial ready-to-fly system, but as proved here, it can be less expensive, which is often crucial in conservation projects. [ABSTRACT FROM AUTHOR]

Despite its deleterious impact on farming and agriculture, the physiology and energetics of insect migration is poorly understood due to our inability to track their individual movements in the field. Many insects, e.g. monarch butterflies, Danaus plexippus (L.), are facultative migrants. Hence, it is important to establish whether specific insect populations in particular areas migrate. The polyphagous insect, Helicoverpa armigera (Hübner), is especially interesting in this regard due to its impact on a variety of crops. Here, we used a laboratory-based flight mill assay to show that Helicoverpa armigera populations clearly demonstrate facultative migration in South India. Based on various flight parameters, we categorized male and female moths as long, medium or short distance fliers. A significant proportion of moths exhibited long-distance flight behavior covering more than 10 km in a single night, averaging about 8 flight hours constituting 61% flight time in the test period. The maximum and average flight speeds of these long fliers were greater than in the other categories. Flight activity across sexes also varied; male moths exhibited better performance than female moths. Wing morphometric parameters including forewing length, wing loading, and wing aspect ratio were key in influencing long-distance flight. Whereas forewing length positively correlated with flight distance and duration, wing loading was negatively correlated. [ABSTRACT FROM AUTHOR]

Aerial surveys are often used to monitor wildlife and fish populations, but rarely are the effects on animal behavior documented. For over 30 years, the Kodiak National Wildlife Refuge has conducted low-altitude aerial surveys to assess Kodiak brown bear (Ursus arctos middendorffi) space use and demographic composition when bears are seasonally congregated near salmon spawning streams in southwestern Kodiak Island, Alaska. Salmon (Oncorhynchus spp.) are an important bear food and salmon runs are brief, so decreases in time spent fishing for salmon may reduce salmon consumption by bears. The goal of this study was to apply different and complementary field methods to evaluate the response of bears to these aerial surveys. Ground-based counts at one stream indicated 62% of bears departed the 200m-wide survey zone in response to aerial surveys, but bear counts returned to pre-survey abundance after only three hours. Although this effect was brief, survey flights occurred during the hours of peak daily bear activity (morning and evening), so the three-hour disruption appeared to result in a 25% decline in cumulative daily detections by 38 time-lapse cameras deployed along 10 salmon streams. Bear responses varied by sex—male bears were much more likely than female bears (with or without cubs) to depart streams and female bears with GPS collars did not move from streams following surveys. Although bears displaced by aerial surveys may consume fewer salmon, the actual effect on their fitness depends on whether they compensate by foraging at other times or by switching to other nutritious resources. Data from complementary sources allows managers to more robustly understand the impacts of surveys and whether their benefits are justified. Similar assessments should be made on alternative techniques such as Unmanned Aerial Vehicles and non-invasive sampling to determine whether they supply equivalent data while limiting bear disturbance. [ABSTRACT FROM AUTHOR]

Lesser snow goose (Anser caerulescens caerulescens) populations have dramatically altered vegetation communities through increased foraging pressure. In remote regions, regular habitat assessments are logistically challenging and time consuming. Drones are increasingly being used by ecologists to conduct habitat assessments, but reliance on georeferenced data as ground truth may not always be feasible. We estimated goose habitat degradation using photointerpretation of drone imagery and compared estimates to those made with ground-based linear transects. In July 2016, we surveyed five study plots in La Pérouse Bay, Manitoba, to evaluate the effectiveness of a fixed-wing drone with simple Red Green Blue (RGB) imagery for evaluating habitat degradation by snow geese. Ground-based land cover data was collected and grouped into barren, shrub, or non-shrub categories. We compared estimates between ground-based transects and those made from unsupervised classification of drone imagery collected at altitudes of 75, 100, and 120 m above ground level (ground sampling distances of 2.4, 3.2, and 3.8 cm respectively). We found large time savings during the data collection step of drone surveys, but these savings were ultimately lost during imagery processing. Based on photointerpretation, overall accuracy of drone imagery was generally high (88.8% to 92.0%) and Kappa coefficients were similar to previously published habitat assessments from drone imagery. Mixed model estimates indicated 75m drone imagery overestimated barren (F2,182 = 100.03, P < 0.0001) and shrub classes (F2,182 = 160.16, P < 0.0001) compared to ground estimates. Inconspicuous graminoid and forb species (non-shrubs) were difficult to detect from drone imagery and were underestimated compared to ground-based transects (F2,182 = 843.77, P < 0.0001). Our findings corroborate previous findings, and that simple RGB imagery is useful for evaluating broad scale goose damage, and may play an important role in measuring habitat destruction by geese and other agents of environmental change. [ABSTRACT FROM AUTHOR]

When the unmanned aerial vehicle (UAV) is used for aerial spraying, the downwash airflow generated by the UAV rotor will interact with the crop canopy and form a conical vortex shape in the crop plant. The size of the vortex will directly affect the outcome of the spraying operation. Six one-way spraying were performed by the UAV in a rice field with different but random flying altitude and velocities within the optimal operational range to form different vortex patterns. The spraying reagent was clear water, which was collected by water sensitive paper (WSP), and then the WSP was analyzed to study the droplets deposition effects in different vortex states. The results showed that the formation of the vortex significantly influenced the droplet deposition. To be specific, the droplet deposition amount in the obvious-vortex (OV) state was about 1.5 times of that in the small-scale (SV) vortex state, and 7 times of that in the non-vortex (NV) state. In the OV state, the droplets mainly deposited directly below and on both sides of the route. The deposition amount, coverage rate and droplet size increased from top to bottom of the crops with the deposition amount, coverage rate, and volume median diameter (VMD) ranging 0.204–0.470 μL/cm2, 3.31%-7.41%, and 306–367μm, respectively. In the SV state, droplets mainly deposited in the vortex area directly below the route. The deposition amount in the downwind direction was bigger than that in the upwind direction. The maximum of deposition amount, coverage rate and droplet size were found in the middle layer of the crops, the range are 0.177–0.334μL/cm2, 2.71%-5.30%, 295–370μm, respectively. In the NV state, the droplet mainly performed drifting motion, and the average droplet deposition amount in the downwind non-effective region was 29.4 times of that in the upwind non-effective region and 8.7 times of the effective vortex region directly below the route. The maximum of deposition amount, coverage rate and droplet size appeared in the upper layer of the crop, the range are 0.006–0.132μL/cm2, 0.17%-1.82%, 120–309μm, respectively, and almost no droplet deposited in the middle and lower part of the crop. The coefficient of variation (CV) of the droplet deposition amount was less than 40% in the state of obvious-vortex and small-scale vortex, and the worst penetration appeared in the non-vortex amounting to 65.97%. This work offers a basis for improving the spraying performance of UAV. [ABSTRACT FROM AUTHOR]

Objective: To investigate the potential for static upright balance function and brain-blood oxygen parameters to evaluate pilot workload. Methods: Phase 1: The NASA Task Load Index (NASA-TLX) was used to compare the workloads of real flights with flight simulator simulated flight tasks in 15 pilots (Cohort 1). Phase 2: To determine the effects of workload, 50 cadets were divided equally into simulated flight task load (experimental) and control groups (Cohort 2). The experimental group underwent 2 h of simulated flight tasks, while the control group rested for 2 h. Their static upright balance function was evaluated using balance index-1 (BI-1), before and after the tasks, with balance system posturography equipment and cerebral blood oxygen parameters monitored with near infrared spectroscopy (NIRS) in real time. Sternberg dual-task and reaction time tests were performed in the experimental and control groups before and after the simulated flight tasks. Results: (Phase1) There was a significant correlation between the workload caused by real flight and simulated flight tasks (P<0.01), indicating that NASA-TLX scales were also a tool for measuring workloads of the stimulated flight tasks. (Phase 2) For the simulated flight task experiments, the NASA-TLX total scores were significantly different between the two groups (P<0.001) and (pre-to-post) changes of the BI-1 index were greater in the experimental group than in controls (P<0.001). The cerebral blood oxygen saturation levels (rsO2) (P<0.01) and ΔHb reductions (P<0.05) were significantly higher in the experimental, compared to the control group, during the simulated flight task. In contrast to the control group the error rates (P = 0.002) and accuracy (P<0.001) changed significantly in the experimental group after the simulated flight tasks. Conclusions: The simulated flight task model could simulate the real flight task load and static balance and NIRS were useful for evaluating pilots’ workload/fatigue. [ABSTRACT FROM AUTHOR]

In this work, we establish that maintenance and inspection are a risk factor in helicopter accidents. Between 2005 and 2015, flawed maintenance and inspection were causal factors in 14% to 21% of helicopter accidents in the U.S. civil fleet. For these maintenance-related accidents, we examined the incubation time from when the maintenance error was committed to the time when it resulted in an accident. We found a significant clustering of maintenance accidents within a short number of flight-hours after maintenance was performed. Of these accidents, 31% of these accidents occurred within the first 10 flight-hours. This is reminiscent of infant mortality in reliability engineering, and we characterized it as maintenance error infant mortality. The last quartile of maintenance-related accidents occurred after 60 flight-hours following maintenance and inspection. We then examined the “physics of failures” underlying maintenance-related accidents and analyzed the prevalence of different types of maintenance errors in helicopter accidents. We found, for instance, that the improper or incomplete (re)assembly or installation of a part category accounted for the majority of maintenance errors with 57% of such cases, and within this category, the incorrect torquing of the B-nut and incomplete assembly of critical linkages were the most prevalent maintenance errors. We also found that within the failure to perform a required preventive maintenance and inspection task category, the majority of the maintenance programs were not executed in compliance with federal regulations, nor with the manufacturer maintenance plan. Maintenance-related accidents are particularly hurtful for the rotorcraft community, and they can be eliminated. This is a reachable objective when technical competence meets organizational proficiency and the collective will of all the stakeholders in this community. We conclude with a set of recommendations based on our findings, which borrow from the ideas underlying the defense-in-depth safety principle to address this disquieting problem. [ABSTRACT FROM AUTHOR]

This paper examines search and rescue and backcountry medical response constraints in the Canadian Arctic and potential for unmanned aerial vehicles (UAV) to aid in response and preparedness. Semi-structured interviews (n = 18) were conducted with search and rescue responders, Elders, and emergency management officials to collect data on current emergency response and potential for UAV use. UAV test flights (n = 17) were undertaken with community members. We analyzed five years of weather data to examine UAV flight suitability. Numerous challenges face Arctic search and rescue and backcountry emergency response. Changing social and environmental conditions were described as increasing vulnerability to backcountry emergencies. Responders desired additional first aid and emergency training. Legal and weather restrictions were found to limit where, when and who could fly UAVs. UAVs were demonstrated to have potential benefits for hazard monitoring but not for SAR or medical response due to legal restrictions, weather margins, and local capacity. We find that communities are ill-prepared for ongoing SAR demands, let alone a larger disaster. There are numerous limitations to the use of consumer UAVs by Arctic communities. Prevention of backcountry medical emergencies, building resilience to disasters, and first responder training should be prioritized over introducing UAVs to the response system. [ABSTRACT FROM AUTHOR]

The present study addresses the effect of the eye position in the cockpit on the flight altitude during the final approach to landing. Three groups of participants with different levels of expertise (novices, trainees, and certified pilots) were given a laptop with a flight simulator and they were asked to maintain a 3.71° glide slope while landing. Each participant performed 40 approaches to the runway. During 8 of the approaches, the point of view that the flight simulator used to compute the visual scene was slowly raised or lowered with 4 cm with respect to the cockpit, hence moving the projection of the visible part of the cockpit down or up in the visible scene in a hardly noticeable manner. The increases and decreases in the simulated eye height led to increases and decreases in the altitude of the approach trajectories, for all three groups of participants. On the basis of these results, it is argued that the eye position of pilots during visual approaches is a factor that contributes to the risk of black hole accidents. [ABSTRACT FROM AUTHOR]

The heat exchange properties of aircrew clothing including a Constant Wear Immersion Suit (CWIS), and the environmental conditions in which heat strain would impair operational performance, were investigated. The maximum evaporative potential (im/clo) of six clothing ensembles (three with a flight suit (FLY) and three with a CWIS) of varying undergarment layers were measured with a heated sweating manikin. Biophysical modelling estimated the environmental conditions in which body core temperature would elevate above 38.0°C during routine flight. The im/clo was reduced with additional undergarment layers, and was more restricted in CWIS compared to FLY ensembles. A significant linear relationship (r2 = 0.98, P<0.001) was observed between im/clo and the highest wet-bulb globe temperature in which the flight scenario could be completed without body core temperature exceeding 38.0°C. These findings provide a valuable tool for clothing manufacturers and mission planners for the development and selection of CWIS’s for aircrew. [ABSTRACT FROM AUTHOR]

NASA’s periodic selection of astronauts is a highly selective process accepting applications from the general population, wherein the mechanics of selection are not made public. This research was an effort to determine if biases (specifically age) exist in the process and, if so, at which points they might manifest. Two sets of analyses were conducted. The first utilized data requested via the Freedom of Information Act (FOIA) on NASA astronaut applicants for the 2009 and 2013 selection years. Using a series of multinomial and logistic regressions, the data were analyzed to uncover whether age of the applicants linearly or nonlinearly affected their likelihood of receiving an invitation, as well as their likelihood of being selected into the astronaut program. The second used public data on age at selection and age at other career milestones for every astronaut selected from 1959 to 2013 to analyze trends in age over time using ordinary least-squares (OLS) regression and Pearson’s correlation. The results for the FOIA data revealed a nonlinear relationship between age and receiving an interview, as well as age and selection into the astronaut program, but the most striking observation was the loss of age diversity at each stage of selection. Applicants younger or older than approximately 40 years were significantly less likely to receive invitations for interviews and were significantly less likely to be selected as an astronaut. Analysis of the public-source data for all selections since the beginning of the astronaut program revealed significant age trends over time including a gradual increase in selectee age and decreased tenure at NASA after last flight, with average age at retirement steady over the entire history of the astronaut program at approximately 48 years. [ABSTRACT FROM AUTHOR]

The expansion of humans and their related infrastructure is increasing the likelihood that wildlife will interact with humans. When disturbed by humans, animals often change their behaviour, which can result in time and energetic costs to that animal. An animal's decision to change behaviour is likely related to the type of disturbance, the individual's past experience with disturbance, and the landscape in which the disturbance occurs. In southern Alberta and Saskatchewan, we quantified probability of flight initiation from the nest by Ferruginous Hawks (Buteo regalis) during approaches to nests by investigators. We tested if probability of flight was related to different disturbance types, previous experience, and the anthropogenic landscape in which individual Ferruginous Hawks nested. Probability of flight was related to the type of approach by the investigator, the number of previous visits by investigators, and the vehicular traffic around the nest. Approaches by humans on foot resulted in a greater probability of flight than those in a vehicle. Approaches in a vehicle via low traffic volume access roads were related to increased probability of flight relative to other road types. The number of previous investigator approaches to the nest increased the probability of flight. Overall, we found support that Ferruginous Hawks show habituation to vehicles and the positive reinforcement hypotheses as probability of flight was negatively related to an index of traffic activity near the nest. Our work emphasizes that complex, dynamic processes drive the decision to initiate flight from the nest, and contributes to the growing body of work explaining how responses to humans vary within species. [ABSTRACT FROM AUTHOR]

We present an agent based model of the Air Traffic Management socio-technical complex system aiming at modeling the interactions between aircraft and air traffic controllers at a tactical level. The core of the model is given by the conflict detection and resolution module and by the directs module. Directs are flight shortcuts that are given by air controllers to speed up the passage of an aircraft within a certain airspace and therefore to facilitate airline operations. Conflicts between flight trajectories can occur for two main reasons: either the planning of the flight trajectory was not sufficiently detailed to rule out all potential conflicts or unforeseen events during the flight require modifications of the flight plan that can conflict with other flight trajectories. Our model performs a local conflict detection and resolution procedure. Once a flight trajectory has been made conflict-free, the model searches for possible improvements of the system efficiency by issuing directs. We give an example of model calibration based on real data. We then provide an illustration of the capability of our model in generating scenario simulations able to give insights about the air traffic management system. We show that the calibrated model is able to reproduce the existence of a geographical localization of air traffic controllers’ operations. Finally, we use the model to investigate the relationship between directs and conflict resolutions (i) in the presence of perfect forecast ability of controllers, and (ii) in the presence of some degree of uncertainty in flight trajectory forecast. [ABSTRACT FROM AUTHOR]

In recent years, many researchers have addressed the issue of making Unmanned Aerial Vehicles (UAVs) more and more autonomous. In this context, the state estimation of the vehicle position is a fundamental necessity for any application involving autonomy. However, the problem of position estimation could not be solved in some scenarios, even when a GPS signal is available, for instance, an application requiring performing precision manoeuvres in a complex environment. Therefore, some additional sensory information should be integrated into the system in order to improve accuracy and robustness. In this work, a novel vision-based simultaneous localization and mapping (SLAM) method with application to unmanned aerial vehicles is proposed. One of the contributions of this work is to design and develop a novel technique for estimating features depth which is based on a stochastic technique of triangulation. In the proposed method the camera is mounted over a servo-controlled gimbal that counteracts the changes in attitude of the quadcopter. Due to the above assumption, the overall problem is simplified and it is focused on the position estimation of the aerial vehicle. Also, the tracking process of visual features is made easier due to the stabilized video. Another contribution of this work is to demonstrate that the integration of very noisy GPS measurements into the system for an initial short period of time is enough to initialize the metric scale. The performance of this proposed method is validated by means of experiments with real data carried out in unstructured outdoor environments. A comparative study shows that, when compared with related methods, the proposed approach performs better in terms of accuracy and computational time. [ABSTRACT FROM AUTHOR]

We propose a new meta-heuristic algorithm named Levy flights multi-verse optimizer (LFMVO), which incorporates Levy flights into multi-verse optimizer (MVO) algorithm to solve numerical and engineering optimization problems. The Original MVO easily falls into stagnation when wormholes stochastically re-span a number of universes (solutions) around the best universe achieved over the course of iterations. Since Levy flights are superior in exploring unknown, large-scale search space, they are integrated into the previous best universe to force MVO out of stagnation. We test this method on three sets of 23 well-known benchmark test functions and an NP complete problem of test scheduling for Network-on-Chip (NoC). Experimental results prove that the proposed LFMVO is more competitive than its peers in both the quality of the resulting solutions and convergence speed. [ABSTRACT FROM AUTHOR]

In order to verify the real-time reliability of unmanned aerial vehicle (UAV) flight control system and comply with the airworthiness certification standard, we proposed a model-based integration framework for modeling and verification of time property. Combining with the advantages of MARTE, this framework uses class diagram to create the static model of software system, and utilizes state chart to create the dynamic model. In term of the defined transformation rules, the MARTE model could be transformed to formal integrated model, and the different part of the model could also be verified by using existing formal tools. For the real-time specifications of software system, we also proposed a generating algorithm for temporal logic formula, which could automatically extract real-time property from time-sensitive live sequence chart (TLSC). Finally, we modeled the simplified flight control system of UAV to check its real-time property. The results showed that the framework could be used to create the system model, as well as precisely analyze and verify the real-time reliability of UAV flight control system. [ABSTRACT FROM AUTHOR]

Some level of uncertainty is unavoidable in acquiring the mass, geometry parameters and stability derivatives of an aerial vehicle. In certain instances tiny perturbations of these could potentially cause considerable variations in flight characteristics. This research considers the impact of varying these parameters altogether. This is a generalization of examining the effects of particular parameters on selected modes present in existing literature. Conventional autopilot designs commonly assume that each flight channel is independent and develop single-input single-output (SISO) controllers for every one, that are utilized in parallel for actual flight. It is demonstrated that an attitude controller built like this can function flawlessly on separate nominal cases, but can become unstable with a perturbation no more than 2%. Two robust multi-input multi-output (MIMO) design strategies, specifically loop-shaping and μ-synthesis are outlined as potential substitutes and are observed to handle large parametric changes of 30% while preserving decent performance. Duplicating the loop-shaping procedure for the outer loop, a complete flight control system is formed. It is confirmed through software-in-the-loop (SIL) verifications utilizing blade element theory (BET) that the autopilot is capable of navigation and landing exposed to high parametric variations and powerful winds. [ABSTRACT FROM AUTHOR]

Advances in automation and data science have led agriculturists to seek real-time, high-quality, high-volume crop data to accelerate crop improvement through breeding and to optimize agronomic practices. Breeders have recently gained massive data-collection capability in genome sequencing of plants. Faster phenotypic trait data collection and analysis relative to genetic data leads to faster and better selections in crop improvement. Furthermore, faster and higher-resolution crop data collection leads to greater capability for scientists and growers to improve precision-agriculture practices on increasingly larger farms; e.g., site-specific application of water and nutrients. Unmanned aerial vehicles (UAVs) have recently gained traction as agricultural data collection systems. Using UAVs for agricultural remote sensing is an innovative technology that differs from traditional remote sensing in more ways than strictly higher-resolution images; it provides many new and unique possibilities, as well as new and unique challenges. Herein we report on processes and lessons learned from year 1—the summer 2015 and winter 2016 growing seasons–of a large multidisciplinary project evaluating UAV images across a range of breeding and agronomic research trials on a large research farm. Included are team and project planning, UAV and sensor selection and integration, and data collection and analysis workflow. The study involved many crops and both breeding plots and agronomic fields. The project’s goal was to develop methods for UAVs to collect high-quality, high-volume crop data with fast turnaround time to field scientists. The project included five teams: Administration, Flight Operations, Sensors, Data Management, and Field Research. Four case studies involving multiple crops in breeding and agronomic applications add practical descriptive detail. Lessons learned include critical information on sensors, air vehicles, and configuration parameters for both. As the first and most comprehensive project of its kind to date, these lessons are particularly salient to researchers embarking on agricultural research with UAVs. [ABSTRACT FROM AUTHOR]

We explored the effect of gravity on the perceived representation of the absolute distance of objects to the observers within the range from 1.5–6 m. Experiments were performed on board the CNES Airbus Zero-G during parabolic flights eliciting repeated exposures to short periods of microgravity (0 g), hypergravity (1.8 g), and normal gravity (1 g). Two methods for obtaining estimates of perceived egocentric distance were used: verbal reports and visually directed motion toward a memorized visual target. For the latter method, because normal walking is not possible in 0 g, blindfolded subjects translated toward the visual target by pulling on a rope with their arms. The results showed that distance estimates using both verbal reports and blind pulling were significantly different between normal gravity, microgravity, and hypergravity. Compared to the 1 g measurements, the estimates of perceived distance using blind pulling were shorter for all distances in 1.8 g, whereas in 0 g they were longer for distances up to 4 m and shorter for distances beyond. These findings suggest that gravity plays a role in both the sensorimotor system and the perceptual/cognitive system for estimating egocentric distance. [ABSTRACT FROM AUTHOR]

Avian nests are frequently concealed or camouflaged, but a number of species builds noticeable nests or use conspicuous materials for nest decoration. In most cases, nest decoration has a role in mate choice or provides thermoregulatory or antiparasitic benefits. In territorial species however, decorations may serve additional or complementary functions, such as extended phenotypic signaling of nest-site occupancy and social status to potential intruders. The latter may benefit both signaler and receiver by minimizing the risk of aggressive interactions, especially in organisms with dangerous weaponry. Support for this hypothesis was recently found in a population of black kites (Milvus migrans), a territorial raptor that decorates its nest with white artificial materials. However, the crucial assumption that nest decorations increased nest-site visibility to conspecifics was not assessed, a key aspect given that black kite nests may be well concealed within the canopy. Here, we used an unmanned aircraft system to take pictures of black kite nests, with and without an experimentally placed decoration, from different altitudes and distances simulating the perspective of a flying and approaching, prospecting intruder. The pictures were shown to human volunteers through a standardized routine to determine whether detection rates varied according the nest decoration status and distance. Decorated nests consistently showed a higher detection frequency and a lower detection-latency, compared to undecorated versions of the same nests. Our results confirm that nest decoration in this species may act as a signaling medium that enhances nest visibility for aerial receivers, even at large distances. This finding complements previous work on this communication system, which showed that nest decoration was a threat informing trespassing conspecifics on the social dominance, territory quality and fighting capabilities of the signaler. [ABSTRACT FROM AUTHOR]

This manuscript describes the development of an android-based smartphone application for capturing aerial photographs and spatial metadata automatically, for use in grassroots mapping applications. The aim of the project was to exploit the plethora of on-board sensors within modern smartphones (accelerometer, GPS, compass, camera) to generate ready-to-use spatial data from lightweight aerial platforms such as drones or kites. A visual coding ‘scheme blocks’ framework was used to build the application (‘app’), so that users could customise their own data capture tools in the field. The paper reports on the coding framework, then shows the results of test flights from kites and lightweight drones and finally shows how open-source geospatial toolkits were used to generate geographical information system (GIS)-ready GeoTIFF images from the metadata stored by the app. Two Android smartphones were used in testing–a high specification OnePlus One handset and a lower cost Acer Liquid Z3 handset, to test the operational limits of the app on phones with different sensor sets. We demonstrate that best results were obtained when the phone was attached to a stable single line kite or to a gliding drone. Results show that engine or motor vibrations from powered aircraft required dampening to ensure capture of high quality images. We demonstrate how the products generated from the open-source processing workflow are easily used in GIS. The app can be downloaded freely from the Google store by searching for ‘UAV toolkit’ (UAV toolkit 2016), and used wherever an Android smartphone and aerial platform are available to deliver rapid spatial data (e.g. in supporting decision-making in humanitarian disaster-relief zones, in teaching or for grassroots remote sensing and democratic mapping). [ABSTRACT FROM AUTHOR]

The coordinated interactions between individuals are fundamental for the success of the activities in some professional categories. We reported on brain-to-brain cooperative interactions between civil pilots during a simulated flight. We demonstrated for the first time how the combination of neuroelectrical hyperscanning and intersubject connectivity could provide indicators sensitive to the humans’ degree of synchronization under a highly demanding task performed in an ecological environment. Our results showed how intersubject connectivity was able to i) characterize the degree of cooperation between pilots in different phases of the flight, and ii) to highlight the role of specific brain macro areas in cooperative behavior. During the most cooperative flight phases pilots showed, in fact, dense patterns of interbrain connectivity, mainly linking frontal and parietal brain areas. On the contrary, the amount of interbrain connections went close to zero in the non-cooperative phase. The reliability of the interbrain connectivity patterns was verified by means of a baseline condition represented by formal couples, i.e. pilots paired offline for the connectivity analysis but not simultaneously recorded during the flight. Interbrain density was, in fact, significantly higher in real couples with respect to formal couples in the cooperative flight phases. All the achieved results demonstrated how the description of brain networks at the basis of cooperation could effectively benefit from a hyperscanning approach. Interbrain connectivity was, in fact, more informative in the investigation of cooperative behavior with respect to established EEG signal processing methodologies applied at a single subject level. [ABSTRACT FROM AUTHOR]

We investigated the role of the visual eye-height (VEH) in the perception of affordance during short-term exposure to weightlessness. Sixteen participants were tested during parabolic flight (0g) and on the ground (1g). Participants looked at a laptop showing a room in which a doorway-like aperture was presented. They were asked to adjust the opening of the virtual doorway until it was perceived to be just wide enough to pass through (i.e., the critical aperture). We manipulated VEH by raising the level of the floor in the visual room by 25 cm. The results showed effects of VEH and of gravity on the perceived critical aperture. When VEH was reduced (i.e., when the floor was raised), the critical aperture diminished, suggesting that widths relative to the body were perceived to be larger. The critical aperture was also lower in 0g, for a given VEH, suggesting that participants perceived apertures to be wider or themselves to be smaller in weightlessness, as compared to normal gravity. However, weightlessness also had an effect on the subjective level of the eyes projected into the visual scene. Thus, setting the critical aperture as a fixed percentage of the subjective visual eye-height remains a viable hypothesis to explain how human observers judge visual scenes in terms of potential for action or “affordances”. [ABSTRACT FROM AUTHOR]

Some researchers have long been interested in reconstructing natural insects into steerable robots or vehicles. However, until recently, these so-called cyborg insects, biobots, or living machines existed only in science fiction. Owing to recent advances in nano/micro manufacturing, data processing, and anatomical and physiological biology, we can now stimulate living insects to induce user-desired motor actions and behaviors. To improve the practicality and applicability of airborne cyborg insects, a reliable and controllable flight initiation protocol is required. This study demonstrates an electrical stimulation protocol that initiates flight in a beetle (Mecynorrhina torquata, Coleoptera). A reliable stimulation protocol was determined by analyzing a pair of dorsal longitudinal muscles (DLMs), flight muscles that oscillate the wings. DLM stimulation has achieved with a high success rate (> 90%), rapid response time (< 1.0 s), and small variation (< 0.33 s; indicating little habituation). Notably, the stimulation of DLMs caused no crucial damage to the free flight ability. In contrast, stimulation of optic lobes, which was earlier demonstrated as a successful flight initiation protocol, destabilized the beetle in flight. Thus, DLM stimulation is a promising secure protocol for inducing flight in cyborg insects or biobots. [ABSTRACT FROM AUTHOR]

A new aerial platform has risen recently for image acquisition, the Unmanned Aerial Vehicle (UAV). This article describes the technical specifications and configuration of a UAV used to capture remote images for early season site- specific weed management (ESSWM). Image spatial and spectral properties required for weed seedling discrimination were also evaluated. Two different sensors, a still visible camera and a six-band multispectral camera, and three flight altitudes (30, 60 and 100 m) were tested over a naturally infested sunflower field. The main phases of the UAV workflow were the following: 1) mission planning, 2) UAV flight and image acquisition, and 3) image pre-processing. Three different aspects were needed to plan the route: flight area, camera specifications and UAV tasks. The pre-processing phase included the correct alignment of the six bands of the multispectral imagery and the orthorectification and mosaicking of the individual images captured in each flight. The image pixel size, area covered by each image and flight timing were very sensitive to flight altitude. At a lower altitude, the UAV captured images of finer spatial resolution, although the number of images needed to cover the whole field may be a limiting factor due to the energy required for a greater flight length and computational requirements for the further mosaicking process. Spectral differences between weeds, crop and bare soil were significant in the vegetation indices studied (Excess Green Index, Normalised Green-Red Difference Index and Normalised Difference Vegetation Index), mainly at a 30 m altitude. However, greater spectral separability was obtained between vegetation and bare soil with the index NDVI. These results suggest that an agreement among spectral and spatial resolutions is needed to optimise the flight mission according to every agronomical objective as affected by the size of the smaller object to be discriminated (weed plants or weed patches). [ABSTRACT FROM AUTHOR]