T 103 G Leveraging Offshore Oil & Gas Technology for Handling and Refueling Unmanned Vehicles from Surface Combatants

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1 T 103 G Leveraging Offshore Oil & Gas Technology for Handling and Refueling Unmanned Vehicles from Surface Combatants Biography Geoff Lebans Program Executive Rolls-Royce Canada Limited Geoff Lebans is the Advanced Programs lead and Business Development Director for Rolls-Royce Naval Marine Canada. Based in Halifax, he is a former co-owner of Brooke Ocean Technology and has spent most of his 28 year career working on the design and development of shipboard handling equipment, towed systems, and sensor profiling systems. Geoff is a mechanical engineer and a graduate of Mount Allison University and Dalhousie University. Description Future Navy and Coast Guard vessels will use unmanned vehicles (UxVs) to carry out a variety of missions. Many next generation combatant and ocean going patrol vessels will be equipped with a stern or midship mission bay from which these vehicles will be stowed, deployed and recovered. One of the technology gaps is the ability to launch, recover and stow these vehicles in up to sea state 4-5 conditions. These requirements are somewhat similar to the requirements for the offshore oil and gas industry. Technologies developed for these offshore industries can be adapted for use on new surface combatants. Mari-Tech 2012 Exhibition and Conference Re-birth of the Marine Technical Community

2 Geoff Lebans 1, Bill Spencer 1, Malcolm Robb 2, and Gary Webb 2 1 Rolls-Royce Naval Marine Canada Ltd. 2 BAE Systems Maritime Naval Ships Ltd. Leveraging Offshore Oil & Gas Technology for Handling and Refuelling Unmanned Vehicles from Surface Combatants Disclaimer: opinions expressed are those of the authors and are not necessarily those of their respective companies. ABSTRACT Future Navy and Coast Guard vessels will use unmanned vehicles (UxVs) to carry out a variety of missions. Many next generation combatant and ocean going patrol vessels will be equipped with a stern or midship mission bay from which these vehicles will be stowed, deployed and recovered. One of the technology gaps is the ability to launch, recover and stow these vehicles in up to sea state 4-5 conditions. These requirements are somewhat similar to the requirements for the offshore oil and gas industry. Technologies developed for these offshore industries can be adapted for use on new surface combatants. INTRODUCTION The search for offshore oil and gas has been ongoing for more than a century. This search has steadily intensified over the last 50 years with decreasing land based resources and increasing energy costs. The high financial returns and the world's ever increasing demand for energy have led to a rapid development of offshore oil and gas technology. Typically technology used by the military takes longer to develop and is often subject to tighter fiscal constraints. Future surface combatants and ocean going patrol vessels are being designed with the ability to change roles throughout their anticipated life of thirty to forty years. Many will be designed with large multi-purpose mission bays or mission hangars. These are similar to the mission bays found in seismic ships, which are equipped with deckhead mounted hardware for deploying, towing, recovering and stowing large arrays and sources. The ODIM division of Rolls-Royce has been supplying deckhead mounted handling equipment for the mission bays of seismic survey vessels for over 30 years. Many of these designs can be adapted for the mission bay of surface combatants. FUTURE SURFACE COMBATANTS It is expected that next generation surface combatants will carry a variety of unmanned vehicles, including unmanned surface vehicles (USVs) and unmanned underwater vehicles (UUVs). These vehicles will be used for missions such as mine countermeasures, antisubmarine warfare, anti-surface warfare, rapid environmental assessment, coastal security, exclusive economic zone (EEZ) protection and intelligence, surveillance, and reconnaissance (ISR).

3 These mission critical vehicles will require a reliable method of deployment, recovery and stowage. Some of the future combatants will incorporate a large mission bay for these vehicles and containerized mission packages. Examples include the US Navy s Littoral Combat Ship (LCS) and the BAE Systems UXV Combatant. unmanned vehicles are available to handle payloads from the stern or the ship s side. LAUNCH and RECOVERY OPTIONS In considering launch and recovery operations the following methods cover the majority of handling options usually considered: Stern Ramp/Slipway stern ramps that are built into the ship are proven for use in rough weather and (with a secondary on board lifting system) are capable of handling multiple vehicles. These ramps are suitable for handling USVs with a traditional V form hull but are not designed to launch and recover other vehicles such as semi-submersible USVs and UUVs. BAE Systems UxV Combatant concept warship Legacy platforms and smaller multi-role vessels such as the Type 23 Frigate in service with the UK and Chilean Navies will have considerable space, volume and weight constraints that must be considered when adding a UxV capability. Due to these constraints, it is expected that the USVs (and UUVs) will be limited to 12m/10 tonnes for both next generation and legacy vessels. Type 23 frigate Whether the ship is equipped with a mission bay or not, options for deploying and recovering Portable Stern Mounted Ramp portable stern mounted ramps which are extended while handling and stowed when not in use have proven useful for handling UUVs. These devices are suitable for vessels with lower freeboards and are limited to handling a single UUV. Towed Surface Cradle - towed surface cradles have been designed for USVs and UUVs. These cradles, which provide a method of capturing the unmanned vehicle, require a handling device for themselves and the vehicle. If the handling device involves lifting, this can significantly increase the size/weight of the lifting device. Cradles can be integrated with a stern ramp. Towed Docking Device towed surface and underwater docking systems have been developed that can dock with the bow of the USV at the surface and UUV underwater. These solve the problem of making a mechanical connection to the vehicle, and must be integrated with a handling system. A towed docking device can be integrated with a stern ramp or a lifting system. Stern Mounted Crane or Boom a stern mounted crane is not feasible for most combatants and patrol vessels, as it will take up too much space and its height may interfere with

4 the aircraft handling. A deckhead mounted telescoping boom may offer a viable solution for higher freeboard vessels, where there is sufficient clearance between the boom and sea surface to eliminate the possibility of impact with the unmanned vehicle in rough seas. A method of connecting a lifting cable, and in some instances a tow/tag line, may be required. Side Mounted Davit davits are proven for handling manned work boats and can be adapted for unmanned vehicles. A method of connecting a lifting cable and in some instances a tow/tag line is required. In some instances an existing davit can be used provided the vessel can afford the loss of the manned craft. Most davits are limited to handling a single vehicle but do have the advantage of being very compact with a small footprint, and in some instances have a stowage cradle built into their structure. Side Mounted Crane if there is deck space available, a side mounted slewing crane has the ability to handle and stow multiple vehicles of various types. Deckhead Mounted Davit a deckhead mounted davit has the advantage of keeping the deck clear, and can handle multiple vehicles. The addition of a docking/capture system to a lifting device will control the pendulum motion of the vehicle and allow operations in higher sea states. A constant tension winch is often required to reduce snap loads on the cable. Also, the hydrodynamic response of the unmanned vehicle will be different from the host ship, and propeller wash, wake and wind also contribute to the confused seas in the stern area. These factors may affect the ability of the unmanned vehicle to be launched and recovered in higher sea states. This type of complex problem is difficult to solve analytically, and although mathematical modelling is steadily advancing, large scale model testing still appears to be the best method to evaluate stern ramps and to determine the best heading for recovery. The best heading of the host ship appears to be a function of the hull shape and length. The Canadian Coast Guard Ship Gordon Reid (50 m long with a beam of 11 m) has a stern ramp that works best in beam seas whereas larger combatant hulls work best in head or bow quartering seas. Rolls-Royce has developed a stern ramp system for manned craft that has overcome the above challenges. The Work Boat Recovery System (WBRS) is installed on vessels that are up to 100 m in length with displacements of about 5000 tonnes. This system is used to launch and recover 10 m work boats in 7-8 m seas. The WBRS incorporates a capture net and automatically engages with a hook on the bow of the craft and hauls it into a stowed position. The net also serves to decelerate the craft if necessary. STERN RAMP Stern ramps, as a method of deploying and recovering craft from host ships, have become of more interest in the last ten years. However there are many issues that have to be addressed before stern ramps are accepted as the method of choice to launch and recover USVs and possibly UUVs. There are several areas of concern with stern ramps. The stern ramp can affect the sea keeping and stability of the vessel due to reduced buoyancy in the after part of the ship. WBRS is specified by Statoil and ENI for offshore support vessels. Users have completed recoveries in up to 10 m seas. The success of reboarding with a stern ramp is dependent of the skill of the coxswain. To adapt the WBRS for USVs, an auto guidance

5 positioning system should be developed. This could be similar to the Optical Landing System (OLS or "meatball") used on aircraft carriers. A number of Rolls-Royce deckhead mounted X-Y overhead cranes are in service in seismic vessels. WBRS slipway will have to be reconfigurable to accommodate various unmanned and manned craft. It may also be possible to launch and recover UUVs from the WBRS by having the UUV dock with a cradle that is compatible with the shape of the slipway. OVERHEAD CRANE The mission bays of surface combatants require a way of moving payloads within the bay. This is a similar requirement to offshore supply and seismic vessels that must move large loads in high sea states. Deckhead mounted cranes have been developed to meet this requirement. They generally are linear cranes that provide x, y, and z motion control. Tween deck height is often at a premium on ships and these cranes are designed to take up little vertical space. Rolls-Royce has produced overhead cranes for seismic vessels that can telescope astern as well as well as move payloads athwarthsips inside the mission bay. DECKHEAD MOUNTED OVER- THE-SIDE HANDLING SYSTEM Some surface combatant designs that do not incorporate stern ramps must deploy and recover payloads over the side of the ship. If there is a mission bay or mission hangar amidships there will also be a need for some method of moving payloads within the bay. These two requirements can be combined with a deckhead mounted crane system that also has overboarding capability. This arrangement is very low profile to accommodate low tween deck height.

6 Deckhead mounted ROV LARS can be adapted for handling USVs and UUVs. This system moves on rails and stows close to the deckhead when not in use. ADVANCED CRANE/DAVITS Several advanced systems have been developed for offshore use that can be adapted for military use. Travelling cranes used on workboats can be used to reduce human exposure to the dangers of handling heavy equipment at sea. A robotic arm has been developed that mimics the behavior of the human arm and hand. Although developed for handling anchors it could be used for handling unmanned vehicles and other equipment. Tele-operated robotic arm utilizes master-slave control and force feedback. A larger version of this arm could be used for launching and recovering unmanned vehicles. ISO CONTAINER HANDLING Modern warships are designed with the recognition that throughout their life their role may change many times. The use of ISO containers for storage, control rooms and modular mission packages is a good way to increase flexibility and ease of shifting roles. The offshore industry has developed efficient systems for handling and stowing these containers that can augment the aforementioned overhead lifting equipment. For a vessel with a large open deck, UxVs could be handled with anchor handling cranes up to 150 tonne-metre capacity can move on rails to cover the entire deck. New automated sea fastening system (ASFA) for positioning and securing cargo on the deck of supply vessels. ASFA uses retractable fittings to index/secure payloads and move them athwartships on tracks. INTEGRATED SOLUTION An integrated system can be provided for handling of unmanned payloads. The system

7 could incorporate a stern ramp, an overhead crane system and the ability to launch and recover payloads from either side of the ship. Such a system would offer redundancy and the ability to handle multiple vehicles. Vehicles could be stowed anywhere in mission bay and control rooms could be installed anywhere within the bay. There could be simultaneous operations from both the stern and sides of the host ship. A weather door could be provided in mission bay to allow containerized packages such as variable depth sonar to be installed and operated. were no extensive ship modifications required. There were several design challenges that had to be overcome. This class of ship has very high sides to reduce its radar signature. Consequently the USV has to travel over a high bulwark for deployment and recovery. Additionally, this means that visibility during the evolution is extremely limited. A semi-automatic system was developed that allowed the crane to move along a predetermined path to reduce the chance of collision. The geometry constraints were severe and the high freeboard contributed further to these constraints. An example of a variable depth sonar mounted in an ISO container. It is also critical that the integration of the system with the host vessel must be kept as simple as possible. Ensuring the minimum number of connections in the interfaces and that the offboard systems command and control can be integrated with the platform s combat management system are very important. RETROFIT SYSTEMS Unmanned vehicles and handling equipment can be retrofitted to surface combatants and patrol vessels. As an example, Rolls-Royce has recently completed a retrofit of a USV handling system to a naval frigate. Custom crane for handling USVs as well as manned RIBs fitted to missile deck of a frigate. Weight was a consideration due the height above the waterline of the system. High strength materials were utilized as well as a very detailed stress analysis used to optimize the structure. A constant tension winch is used to reduce shock loading. This system has the potential to be converted to a higher level of automation with the addition of a better system to control yaw and pitch of USV after capture. UUVs can also be handled with retrofit systems such as that shown below. In this case a marine crane has been adapted for launch and recovery. Finding space for new systems on a modern warship is difficult and generally something must be sacrificed. In this case Harpoon missiles were replaced with a semi-automated crane system to launch and recover 9 m USVs and manned rigid inflatable boats (RIBs). The crane was mounted to the missile pads so there

8 LAUNCH AND RECOVERY DESIGN DRIVERS ON USV/UUV DESIGN UUVs can be handled over-the side with a davit or crane. Surface recovery from the stern may be problematic because the UUV has insufficient power to travel in the vessel s wake. INTEROPERABILITY It is likely that with the desire to modularize offboard systems or simply the cost of the individual units, unmanned vehicles will be shared between host vessels that are re-roleing for specific missions (MCM [hunt, sweep or disposal], patrol/isr, ASW, hydrographic) or combinations of these roles. It is also an operational aspiration for two or more vessels to work together to perform a task, one vessel launching the unmanned vehicle and another recovering it. This leads to the following requirements: 1. launch and recovery systems will need to be readily adaptable to suit a range of vehicles. 2. launch and recovery systems must be capable of operating from several different platforms without modification; i.e., can be unbolted from one vessel and moved quickly to another (providing to ability for platforms to be re-roled in theatre). The life cycle of the naval platform is likely to be far longer than any USV or UUV - the minimum structural service life for a naval platform is typically 30 years, while the total life cycle for a USV/UUV is unlikely to be greater than 10 years and may be far less. Therefore any launch and recovery system must be capable of upgrade or even removal/replacement at a later stage. To derive the full benefit of unmanned operation USVs and UUVs should require no manual intervention after their launch. These vehicles must be designed so that they can be fully prepared before launch including starting propulsion systems, generators and control systems. Having the vehicle up and running when it is deployed means it can be immediately maneuvered clear of the vessel reducing the window required for launch. If possible the use of a manned RIB to assist with deployment and setup should be avoided. It is worth noting that the engine on a typical RIB can be run for 5 minutes before launch. If one makes the assumption that many future vessels will utilize an automated or semiautomated single point lift davit/crane system for over-the-side launch and recovery, the unmanned vehicle and launch/recovery system manufacturers should work together to achieve this capability. Currently there are several barriers to automated over-the-side handling: 1. A single point lift is required. In the experience of BAE Systems, twin fall lifts are limited to Sea State 3; above this hookup operations take too long leaving the vehicle at risk of damage. The use of a single lifting cable has many advantages, including the ability to easily move the unmanned vehicle around on land, dockside and at sea. This requires a lifting point at the center of gravity of the USV (this is typically achievable with UUVs) and as such USV designers in particular need to rethink USV layout. Also, for USVs, consideration needs to be given to the location of the longitudinal center of gravity (LCG) at the beginning and end of a mission (particularly tankage). 2. USV antennas and radars are often located at or near the LCG. This hardware needs to be relocated or folded out of the way during launch and recovery operations.

9 3. The requirement for improved vehicle control when operating alongside larger vessel. An automated guidance and positioning system would allow recovery operations to be undertaken in a safer manner, with less crew, and in higher sea states. Although not a major issue, a common hull form is desirable to permit use of a common deck cradle. This would also be desirable for any vessels fitted with a stern ramp. In addition to the above, designers need to consider what safety factors are to be applied when the unmanned vehicle is carrying weapons, as this could increase the weight of the launch and recovery equipment. REFUELLING Currently USVs have to be recovered onboard the mother ship for refuelling. This is time consuming and every evolution introduces additional risk to both the host ship and the USV. Techniques have been developed for resupplying off shore rigs that can be adapted for use with USVs. Rolls-Royce is currently working on leveraging the above technology to allow USVs to be refuelled without coming back aboard the host ship. This technology may be used in the future for autonomously refuelling USVs from" tanker" USVs. Rolls-Royce Automated Bulk Hose Connection System (ABCS) allows liquid transfer hoses to be automatically connected between a supply vessel and offshore platform. ABCS can be adapted for refuelling of USVs. ADAPTING TO MEET MIL REQUIREMENTS Equipment for offshore use is designed to withstand the rigors of the harsh environment, both natural and manmade. However warships must be designed to withstand an even more extreme manmade environment. Withstanding shock loading caused by missiles, torpedoes and mines is generally a requirement for surface combatant equipment. Even explosions that are in the near vicinity of the ship can cause very high shock loading. The shock requirements are generally dictated by military specifications such as MIL-S-901. Equipment is separated into two grades, Grade A which is essential to safety and continued combat capability and Grade B whose operation is not essential to the safety or combat capability. Equipment is further broken down into classes depending on the mounting required. MIL-S-901 lists guidance to designers for meeting the requirements of the standard in Section 6.4. The Dynamic Design Analysis Method (DDAM) is the U. S. Navy standard procedure for shock design. The mode shapes and frequencies of the equipment are determined using the finite element method. The modal mass and participation factors are computer for the x, y and z directions. The shock spectrum acceleration is then calculated accounting for spectrum dip effects, mounting location and orientation. The scaled responses are summed resulting in the maximum response

10 (displacement, strain, stress, or force). DDAM can be used to analyze the equipment and it can be a valuable tool used to harden commercial equipment for naval use. Using DDAM, following the design rules for shock, using shock mounts and the use of high strength materials are approaches that can be used to adapt civilian equipment for the shock environment necessary for surface combatants. REFERENCES MIL-S-901D, Requirements for Shock Tests, H.I. (High Impact) Shipboard Machinery, Equipment, and Systems. CONCLUSION The offshore oil and gas industry has developed technology that can be economically adapted to solve many of the USV and UUV handling and refuelling requirements of modern multi-purpose surface combatants.

11 T-103 Leveraging Offshore Oil & Gas Technology for Handling and Refueling Unmanned Vehicles from Surface Combatants

12 Leveraging Offshore Oil & Gas Technology for Handling & Refuelling Unmanned Vehicles from Surface Combatants & Patrol Vessels Geoff Lebans & Bill Spencer, Rolls Royce Malcolm Robb & Gary Webb, BAE Systems Surface Ships Ltd. Disclaimer: opinions expressed are those of the authors and are not necessarily those of their respective companies.

13 Future Navy and Coast Guard vessels will use UxVs (USVs, UAVs, UUVs & Gliders) to carry out a variety of missions BAE Systems UxV Combatant Concept Warship BAE Trimaran Combatant Concept Vessel Many of the larger vessels will be equipped with large reconfigurable mission bay

14 Operation of UxVs from Legacy Platforms & Smaller Multi-Role Vessels Type 23 Frigate Will have considerable space & weight constraints Expected USVs (and UUVs) will be limited to 12 m/10 tonnes

15 Requirements for Operating USVs and UUVs from Future Combatants & Patrol Vessels Stern or// over-the side handling system that does not require a boat or diver in the water Method of moving crafts and containerized mission packages around on deck or within a mission bay For USVs, an offboard refuelling system would be desirable Technology solutions for launch, recovery, stowage and refuelling can be leveraged from the offshore oil and gas industry 4

16 Launch and Recovery Options 5 Stern ramp/slipway proven for rough weather; not designed for semi-submersibles & UUVs, impact on stability and buoyancy Portable stern ramp used for handling UUVs from low freeboard vessels; limited to single UUV Towed surface cradle designed for USVs and UUVs. Handling device required for cradle and vehicle. Towed docking device developed for surface (USV) and underwater (UUV). Stern mounted crane/boom crane may not be feasible, but deckhead mounted telescoping boom may be viable for higher freeboard vessels. Side mounted davit proven for manned craft, & can be adapted for unmanned systems, but limited to single vehicle Side mounted crane can handle and stow multiple vehicles but not feasible to install on many combatant vessels Deckhead mounted crane/davit keeps deck clear, and can handle multiple vehicles

17 6 Handling UUVs from Naval & Patrol Vessels Readily achievable from minehunters (low freeboard, maneuverable at low speeds) May be problematic from larger naval vessels where there is little overlap between minimum speed of vessel and maximum speed of UUV, and maneuverability is limited Launch and recovery of small and medium sized UUVs from USVs may offer best solution

18 Integrated USV/UUV Handling Solution for Future Combatants and Patrol Vessels WBRS Stern Ramp Deckhead mounted davit for over-the-side handling Deckhead mounted X-Y overhead crane for mission bay

19 8 Work Boat Reception System (WBRS) Automated stern ramp developed for rough weather (7-8 m seas) launch and recovery of work boats. The WBRS can be readily adapted for handling a variety of marine vehicles including USVs and UUVs. 3-6 knot speed differential required current design can accomodate up to 11 m/10 tonne craft specified by Statoil and ENI Norway for standby vessels vessels

20 WBRS and Slipway Looking Aft

21 WBRS in Operation

22 Unmanned vehicles & mission packages must be stowed and moved within mission bay Solution: utilize deckhead mounted handling hardware developed for seismic survey vessels. Many of these vessels have 2 mission bays equipped with handling equipment for overboarding and moving payloads within these mission bays.

23 Seismic vessel deckhead mounted handling equipment 12 Telescoping 3 axis boom for handling and stowing air gun arrays

24 Seismic vessel deckhead mounted handling equipment Telescoping booms with capture heads to facilitate safe transfer launch, recovery and stowage of seismic sources

25 Telescoping Boom/Source Handling System SWL of 6 tonne on each boom can be designed to traverse entire width and length of mission bay

26 Overhead X-Y Crane for Open Deck System is 27 m wide, can traverse the entire length of the 70 m deck, and can lift two 9.5 T packages. A separate telescoping boom is used to deploy the air guns.

27 Deckhead Mounted Over-the-Side Handling Equipment Low profile ROV handling system - telescoping davit pivots to deploy payload closer to waterline Moves athwartships on rails; alows multiple payloads to be handled Stows flush with deckhead when not in use, providing clear deck space

28 Advanced Crane/Davits For vessels with an open deck, USVs and UUVs could be handled with cranes that move on rails to cover the entire deck Cranes can be fitted with custom docking heads suited to the payload

29 ASFA- automatic sea fastening system Keeping deck cargo in place New automated sea fastening system for positioning and securing cargo on the deck of supply vessels, greatly reducing the exposure of the crew to risk of injury

30 19 Containerized Towing / Handling Equipment System with ISO base can be anchored to deck with bolts or ISO corner fittings to provide ability to reconfigure to suit the mission

31 Retrofit of USV LARS to Frigate designed for 9 m USVs and manned RIBs semi-automated system ship modifications avoided by mounting davit to missile launching pads

32 Interoperability Expected that unmanned vehicles will be shared between host vessels that are re-configuring for specific missions (MCM, patrol, hydrographic, ASW) Also, two or more vessels may work together to complete a mission, with one vessel launching an unmanned vehicle and the other recovering it. Launch, recovery and stowage systems must be readily adaptable to a range of vehicles. As life cycle of naval and patrol vessels may greatly exceed that of any USV or UUV, launch, recovery and stowage hardware must be capable of upgrade or removal/replacement.

33 USV/UUV Design Considerations for Launch/Recovery/Stowage No manual intervention; once launched, vehicles must be ready to go (propulsion, generators, control system running) Common hull form will allow common deck cradle (and stern ramp runners) Improved vehicle control required when operating alongside a mother ship. Automated guidance/positioning desirable. Are higher safety factors required if USV or UUV are carrying weapons? Single point lift desired vs 2 pt lift For USVs, antennas and radars need to be re-located away from CG/lift point or folded out of the way

34 USV refuelling system based on ABCS (Automated Bulk Hose Connection System) Uses a drop ball suspended from platform crane to make initial connection with a ship mounted catcher Designed to operate with 40 knot winds and 4 m seas

35 Future Handling Systems Future handling systems may be automated or semi-automated and will incorporate automation and robotics. This will increase safety and reduce the number of crew required on deck.

36 25 Remote Anchor Handling System (RAHS) RAHS utilizes 2 large manipulator arms with master slave control to eliminate the requirement to have crew on the deck of supply vessels during handling operations. With minimal training operator is able to think of the arms as an extension of their own arms

37 Automated USV/UUV Handling System Automatic tracking device can be integrated into a lifting device to provide an automated LARS for UUVs and USVs

38 Ocean Bottom Seismic Automated Node Deployment System

39 Conclusion 28 The offshore oil and gas industry has developed technologies that can be economically adapted to solve many of the USV and UUV handling, stowage and refuelling requirements of modern multi-purpose surface combatants and patrol vessels. Handling equipment and unmanned vehicles must be designed to allow interoperability Unmanned vehicles must be configured to allow ease of launch and recovery

40 Questions?