Abstract: Shipboard-relative GPS (SRGPS) is an architectural variant of the joint precision approach and landing system (JPALS) that provides high accuracy and high integrity DGPS navigation for automatic shipboard landings. This research is focused on the design of robust airborne algorithms for SRGPS terminal navigation. In this context, a processing methodology is defined to optimally combine the complementary benefits of geometry-free filtering and geometric redundancy. Specifically, when the aircraft is far from the ship (inside or outside the SRGPS service volume), geometry-free filtering is used for cycle estimation of widelane integers. For dual frequency implementations, the advantage of code/carrier divergence-free filtering prior to SRGPS service volume entry can be especially significant because long filter durations can be used. In this paper, the robust navigation architecture is detailed and its performance is evaluated relative to the navigation integrity requirements for shipboard landing of aircraft.

Abstract: The invention relates to a navigation system for a vehicle which allows route planning depending on the current traffic volume. For this purpose, the navigation system is provided with an evaluation unit for detecting one of a vehicle and topographical data, for example the average speed of the vehicle. This infoimation is transmitted to other systems in a network. A receiving unit can be used to receive current traffic jam information from other navigation systems, thereby allowing for an automatic and precise route planning which takes into consideration traffic jams and does not require stationary traffic jam detectors. The inventive navigation system is especially suitable for use in developing countries.

Abstract: This work presents the engineering process for implementing avionics of a mini unmanned aerial vehicle developed for autonomous navigation in-flight tests at the University of Naples. First of all, the design requirements are introduced. They are driven by costs, by onboard resources, and by attainable accuracy in the determination of the state vector. Subsequently, the selection of system components is discussed. These are the onboard processing unit, the inertial navigation unit, the GPS receiver, and the radio link. System control logic is fully reported in the paper. Several operating modes have been implemented depending on the adopted navigation algorithms. In particular, multiple inertial aiding techniques adopted are addressed. The fusion of data from more than two sensors is needed to attain the requested levels of accuracy and reliability during critical mission phases such as takeoff and landing. Finally, the accuracy in the full state vector determination is reported. It was on the order of 10 meters in position and 0.1/spl deg/ in attitude for the GPS/inertial integrated system available whereas vertical position accuracy results were better than 1 meter if an additional altimeter is adopted. This operational mode is required for the landing phase.

Abstract: The device has a global positioning system (GPS) receiver (20) to receive signals and navigation messages from satellites. A memory unit (30) memorizes a measure of altitude of an aircraft. A calibration device (40) estimates variation of the altitude and associated confidence interval (DPV) of the aircraft. The receiver, memory unit, and the device (40) co-operate to provide information of absolute altitude and the DPV. Independent claims are also included for the following: (a) a process of navigation aid of an aircraft; (b) an aircraft navigation aiding system having a navigation aiding device; and (c) an aircraft having a navigation aiding system.

Abstract: The Federal Aviation Administration (FAA) asked The MITRE Corporation to evaluate the effectiveness of implementing terminal area navigation (RNAV) procedures at Las Vegas McCarran International Airport (LAS) New RNAV procedures were implemented in November 2003 and have been in use for arrivals to runways at LAS since that time MITRE's Center for Advanced Aviation System Development (CAASD) collected and examined flight track data from the FAAs terminal approach control facility at LAS for the purpose of this analysis This paper presents the results of analysis of the flight track data for operations before RNAV was in use at LAS (in the year 2000) and several months after RNAV was being used at LAS (in the year 2004) The paper describes operational effects of RNAV and provides insight into these effects

Abstract: The need for significant improvements in communications, navigation and surveillance (CNS) for civil aviation has become more urgent in recent years. The continued growth of aviation traffic, nationally and globally, cannot be supported simply by extending current air traffic management (ATM) methods. New ATM methods and systems capable of supporting future traffic loads are under development. They require exchange of significant amounts of digital data between airborne and ground based elements of the airspace system. But the key supporting CNS infrastructure required to enable the digital data exchange does not currently exist. Therefore, the National Aeronautics and Space Administration (NASA) is undertaking a significant new project to research, develop and test new technologies to provide the CNS infrastructure needed to support future ATM for the U.S. National Airspace System and the Global Airspace System. This paper describes the new CNS research project and how CNS research fits within NASA's airspace system research program. Sub-projects being investigated for possible inclusion in the project are described and the plans for integration of the subprojects and the execution of the project are presented.

Abstract: Although already considered more than fifty years ago, the use of electronic displays to replace paper maps in the cockpit of commercial aircraft has commenced only recently, whereas displays that depict the planned route relative to ownship are already in use for over twenty years. In contrast, in the nautical community, the use of an electronic navigation chart to replace the paper chart is already a fact for several years, while the depiction of the planned route was added later. Given the differences between the nautical and the aeronautical domain, it is logical that on the surface many differences are apparent between the implementations of electronic map displays. However, a closer examination reveals that many design questions are the same. Also, current developments with respect to the further increase in data integration show similarities. Besides the emulation of the conventional paper chart, the availability of the data used to generate electronic charts will allow for new functions that support the operator with the navigation task. One example for the nautical environment is a tighter integration between the navigation task and the guidance and control task. At present, a research project at the Royal Netherlands Naval College is exploring the potential of some navigation data presentation concepts that were originally developed for aerospace navigation. When assessing the potential of a certain concept, one should always consider that every existing implementation is a trade-off which resulted from the technical limitations of the time it was designed. Therefore, it is important to understand why a certain design was selected and why others were rejected. To better understand how operational requirements and technical possibilities resulted in the current generation of electronic charting and navigation displays, the first part of this paper provides an overview of the developments in the area of electronic navigation, charting, and guidance displays. Important similarities and differences between the nautical and the aeronautical domain are identified and the underlying rationale will be discussed. For a tighter integration of the navigation task with the guidance and control task, the integration of routing data is needed. The generation of the route should take the information on the constraints which is available from the data used to depict the electronic chart into account. The last part of the paper will address new developments in the area of navigation, guidance and control displays and the integration with dynamic routing.

Abstract: This paper presents the Moving Long Base-Line (MLBC) navigation concept as well as simulation and experimental results. This multiple vehicle navigation technique consists of using vehicles fitted with accurate navigation systems as moving reference transponders to which other vehicles, fitted with less capahle navigation systems, can acoustically range to update their position. Reliable acoustic communications are mandatory for the real time implementation of this navigation scheme. However, while enabling MLBL, acoustic communications reduce the range update rate and introduce delays that need to be dealt with in the navigation algorithm. Simulation results show that relative navigation accuracy between vehicles can be maintained although the absolute navigation accuracy of each vehicle decreases over time. This is a key enabling factor for AOFNC missions where contacts are called by vehicles and re-acquired by other vehicles in real-time.

Abstract: The invention relates to a data security system for a vehicle navigation system (110), comprising enabling/disabling means (140) for enabling or disabling a data transfer from a data memory (130) comprising navigation data (131) to be transmitted to a data storing unit (111) of the navigation system, means (113) for identifying a vehicle or navigation system identification code, a comparison unit (114) for comparing a vehicle or navigation system identification code stored on the enabling/disabling means to the respective identification code of the vehicle or navigation system identified by the means (113) for identifying the identification code, wherein the enabling/disabling means enables or disables the data transfer in dependence on the comparison.