Abstract: Carrier phase differential GPS (DGPS) navigation architectures and algorithms for automatic shipboard landing of aircraft are described. Processing methodologies are defined to provide high integrity carrier phase cycle estimation and positioning by optimally exploiting the complementary benefits of measurement filtering and satellite geometric redundancy for the terminal navigation problem. Navigation performance sensitivity to the standard deviations of raw carrier and code phase measurement errors, measurement error correlation times, and the filtering duration is quantified. Necessary conditions to ensure acceptable terminal navigation availability are specifically defined.

Abstract: This paper describes new methods for using measurement redundancy for navigation in two closely related aviation applications: Sea-Based Joint Precision Approach and Landing System (SB-JPALS) and Autonomous Airborne Refueling (AAR). Because of the mobility and physical sensitivity of the reference station (ship or tanker) in each of these applications, higher levels of accuracy, integrity, continuity and availability are required than for similar precision approach applications at land-based airfields. In this paper, two primary sources of redundancy are considered: multiple antenna/receiver configurations for both SB-JPALS and ARR and an additional inter-vehicle ranging measurement for AAR only. Different methods for using these redundant measurements can be designed to enhance navigation accuracy, integrity and continuity. In this paper, we analyze and quantify the tradeoffs for several unique approaches in the implementation of these redundant measurements in the fault free case. In addition, we provide recommendations for the best-suited method for each application.

Abstract: A method of operating a voice-controlled navigation system (1) is described, in which, within an automatically conducted dialog, taking account of geographical criteria (GK), input requests (P) are generated and output to a user, and responses spoken by the user (S) are detected. The spoken responses (S) are analyzed for recognition of location data using an automatic voice recognition method, taking account of the geographical criteria (GK). In addition, a corresponding voice-data user interface for a navigation system is described.

Abstract: Boeing has developed a near-term operational concept for implementation in the 20082012 timeframe. The concept is fundamentally based on 3D paths enabling the execution of flight trajectories with FMS navigational capabilities and navigational performance bounds. Houston airspace is the first target airspace for implementation of this concept. Based on an in-depth analysis of current operational constraints in Houston a set of conceptual designs has been derived that applies concept elements in Houston airspace. The paper presents programmatic background of the Houston activity, describes the conceptual designs and presents associated capacity and efficiency benefits of the proposed designs.

Abstract: Area navigation (RNAV) procedures are being implemented in the United States and around the world as part of a transition to a performance-based navigation system. These procedures are providing significant benefits and have also caused some human factors issues to emerge. Under sponsorship from the Federal Aviation Administration (FAA), the National Aeronautics and Space Administration (NASA) has undertaken a project to document RNAV-related human factors issues and propose areas for further consideration. The component focusing on RNAV Departure and Arrival Procedures involved discussions with expert users, a literature review, and a focused review of the NASA Aviation Safety Reporting System (ASRS) database. Issues were found to include aspects of air traffic control and airline procedures, aircraft systems, and procedure design. Major findings suggest the need for specific instrument procedure design guidelines that consider the effects of human performance. Ongoing industry and government activities to address air-ground communication terminology, design improvements, and chart-database commonality are strongly encouraged. A review of factors contributing to RNAV in-service errors would likely lead to improved system design and operational performance.

Abstract: This chapter covers some of the recent developments in positioning and navigation of agricultural vehicles. Reliable absolute or relative positioning of a vehicle is the basic requirement for manual and automated steering and essential for navigation of autonomous systems. Furthermore, an agricultural vehicle has to be able to perform several navigation modes within a field in order to succeed in performing a field operation.

Abstract: Satellite Navigation has become increasingly important in the optimization of the efficiency and safety within the aviation industry. ANASTASIA (Airborne New and Advanced Satellite techniques and Technologies in A System Integrated Approach) is a European Commission project within the Sixth Framework Program, with the basic objectives to define and implement future (beyond 2010) communication and navigation avionics based on satellite services, exploiting the multi-constellation and multi-frequency architectures in combination with multiple onboard sensors, to provide a worldwide gate-togate service. Included in the objectives are the preliminary development of advanced airborne systems for flight trial evaluation and the dissemination of results for standardisation activities. Studies have shown that stand-alone Global Navigation Satellite Systems (GNSS GPS and GALILEO) or stand-alone GNSS augmented by Space Based Augmentation Systems (SBAS) cannot satisfy the demanding performance requirements of Category-II/III precision approaches or of surface movement. To satisfy these requirements, Ground Based Augmentation Systems (GBAS) are needed. To date, performance requirements have only been firmly established for the various phases of flight up to Category-I precision approach. Two methods have been used to derive the performance requirements for Category-II and III precision approaches: the "ILS (Instrument Landing System) Look-Alike Method" and the "Autoland Method". The "ILS Look-Alike Method" is based upon the concept of matching system performance at the Navigation System Error (NSE) level through linearization of the ILS performance specifications at a given height. The "Autoland Method" is based on the idea of evaluating the required performance to protect the safety of the landing operation, rather than by extrapolating the equivalent NSE performance from existing ILS specifications. Both methods lead to significant discrepancies in the performance requirements. This paper analyses each method, and identifies key differences. Potential solutions to harmonize the performance requirements obtained from these two methods are proposed. INTRODUCTION Defining the performance requirements for a particular phase of flight is a key element of operational safety. It is a pre-requisite to determining whether a given navigation system is suitable for this particular phase of flight. Defining these requirements for precision approach phases is the foundation of research in ANASTASIA (www.anastasia-fp6.org). Originally, navigation capability was associated with the mandatory carriage and use of specific navigation equipment. More recently, the International Civil Aviation Organization (ICAO) developed the Performance Based Navigation (PBN) concept. PBN specifies system performance in terms of accuracy, integrity, continuity, availability (the parameters used depend on whether RNP or RNAV is specified) and functionality required for the proposed operation in the context of a particular airspace concept. Table 1 shows the latest values of the required navigation system performance for precision approaches. While the Signal-In-Space (SIS) performance requirements for Category-I approaches are well established, those for Category-II and III approaches have been under debate by the two main regulatory agencies – the EURopean Organization for Civil Aviation Equipment (EUROCAE – EU) and the Radio Technical Commission for Aeronautics (RTCA – USA) for several years. Two separate methods were used in the derivation of these requirements, with significantly different results, as shown in Table 1. (Note, as an example for Cat-IIIb accuracy requirements, 6.2 m was derived by the RTCA and 3.6 m by EUROCAE). Early attempts by the Federal Aviation Administration (FAA) in the USA and the International Civil Aviation Organization (ICAO) All Weather Operations Panel (AWOP) to develop requirements for GNSS to support Category-II and III operations were based on the concept of matching system operational performance at the Navigation System Error (NSE) level through linearization of the ILS performance specifications (errors) at a given height. This resulted in the so-called ILS look-alike approach that was originally used to define the performance requirements for Category-I approaches and was adopted by EUROCAE to derive the allowed Navigation System Error (NSE) and the Alert Limits (AL) for Category-II and III approaches. The synthetic model in the ILS Collision Risk Model (CRM) was used to validate these results [2]. The RTCA adopted the performance requirements derived from the touchdownrequirements laid out in [3, 4], defining the maximum probabilities with which an aircraft is allowed to land outside the touchdown box. This so-called Autoland method aims at deriving performance requirements for GBAS equivalent to ILS in terms of operational safety. This paper attempts to reconcile the two approaches and to explain any differences between them, with emphasis on the vertical performance requirements as these constitute the requirements that will ultimately determine the GBAS architecture that will be needed to satisfy Category-III approaches and landings. ILS LOOK-ALIKE METHOD The Instrument Landing System (ILS) uses two carriers (one for the localizer and one for the glide-slope) each of which is amplitude modulated by two tones. The depth of modulation (DM) of these two tones is a function of the angle of displacement from the centreline. The ILS aircraft receiver measures the difference in DM (DDM) between the two tones to compute the angular position. Any change in the transmission of the ILS signal that causes a change in the DDM at a given angle with respect to the nominal (expected) DDM at that angle (either due to transmitter or receiver failures) contributes towards the navigation system error (NSE). The various sources of error that can be identified from [5, 6] are: • course alignment (variation in the mean ILS course line from the intended geometric approach centreline) • beam bends (causing the ILS course line to fluctuate around the mean ILS course line) • angular displacement sensitivity, corresponding to variations in the rate of change of DDM (as picked up by the aircraft receiver) • the receiver centring error and • various other sources of error such as the polarization of the carrier, receiver displacement sensitivity and receiver displacement linearity as well as noise as a result of RF interference and power supply interference. The rationale for using the ILS performance specifications in the derivation of the GBAS performance requirements is the validation of ILS through many years of operational service, GBAS being intended to meet the same operational requirements as, with equivalent performance to, ILS. Accuracy – Navigation System Error (NSE) The errors in [5, 6] are expressed in terms of angles and were conservatively assumed to be given as 3-sigma values in [2]. Various assumptions about the geometry of the runway and location of the localizer and glide-slope transmitters are made to convert the angular errors into Accuracy Integrity Continuity Phase of Flight SIS (2σ) Alert Limits Integrity Risk TTA Continuity Risk Availability Cat-I 16 m (L) 4 m (V) 40 m (L) 10 m (V) 2E-7/150 s 6 s 8E-6/15 s 0.99 – 0.99999 Cat-II 6.9/6.1 m (L) 2.0/1.4 m (V) 17.3/17.9 m (L) 5.3/4.4 m (V) 1E-9/15 s 2 s 4E-6/15 s 0.99 – 0.99999 Cat-IIIa 6.2/3.6 m (L) 2.0/1.0 m (V) 15.5/10.4 m (L) 10.0/2.6 m (V) 1E-9/15 s 2 s 4E-6/15 s 0.99 – 0.99999 Cat-IIIb 6.2/3.6 m (L) 2.0/1.0 m (V) 15.5/10.4 m (L) 10.0/2.6 m (V) 1E-9/30 s (L) 1E-9/15 s (V) 2 s 2E-6/30 s (L) 2E-6/15 s (V) 0.99 – 0.99999 Table 1: Signal-in-Space Performance Requirements for the various phases of aircraft operation [1] linear errors at a given distance from the landing threshold (and therefore at a given height above the threshold – assuming a nominal glide-path angle of 3 degrees). Figure 1 illustrates these considerations.

Abstract: There is described an integrated navigation system, comprising a portable navigation device (10) and an on-board unit (20) adapted to acquire data regarding the movement of a vehicle from a plurality of on-board sensors, in which the portable navigation device (10) and the on-board unit (20) comprise associated communication means (C', C") for transmitting data between them. The portable navigation device (10) includes a detection module (D) for detecting the presence of an on-board unit (20) within a predetermined operational communication range, which module is adapted to automatically establish a communication link (L) with the abovementioned on-board unit (20) in the event of a detected presence, and is adapted to assume a first autonomous operational configuration, in which the navigation data are calculated on the basis of the current position of the device (10) determined via its own satellite positioning module (SP), and a second assisted operational configuration, in which the navigation data are calculated on the basis of vehicle movement data acquired at the on-board unit (20) by the on-board sensors.

Abstract: The impact of Galileo satellite navigation system on enhancing the availability and accuracy of pedestrian navigation systems in general and satellite based navigation of visually impaired pedestrians in particular has been discussed in this paper. The main improvement to the pedestrian navigation system will be through increasing the available visible satellite in the view of dual mode receiver (GPS/GALILEO).

Abstract: This article describes implementation of Required Navigation Performance (RNP), an approach tool for aircraft that can improve safety, minimize fuel burn and save money for airlines. To use RNP as an approach tool, an aircraft flies down a tightly contained “tunnel” in the sky using onboard equipment to maintain separation from other “tunnels.” The tool, in the making for 15 years, is in the process of being implemented at remote airports where there is less air traffic. It is more complicated to implement where air traffic is more dense and there is greater fleet mix. In addition, as it moves to areas around the world, there has been a proliferation of standards, and some airlines are uncertain whether their pilots are approved to be operating certain procedures. The article also describes its relationship to Area Navigation (RNAV).

Abstract: bd Systems has supported the navigation architecture development of the Rocketplane XP as part of its responsibility as the vehicle guidance, navigation, and control (GN&C) subsystem lead contractor. The Rocketplane XP is a reusable sub-orbital space-plane being designed by Rocketplane Limited, Inc. for the commercial space tourism market. The horizontal take-off/horizontal landing vehicle, which will be one of the world's first true manned aerospace vehicles, has a short development schedule and began operation in 2007. bd Systems performed a detailed trade study to select the navigation subsystem and developed high-fidelity error models for use in the overall vehicle six-degree-offreedom (6DOF) simulation in order to determine the effects of navigation errors on vehicle performance. V. 1 11 1 51. ~. u"%xaFl.~L JJ awing of the Rocketplane XP

Abstract: In this paper, a simulation for navigation of unmanned surface vehicles in MATLAB environment is presented. The simulation is designed with a decentralized control structure for navigation system and does not require much knowledge about the navigation environment, such as a global or local map. A table of comparison for navigation performance is presented to show effect of uncertainties and errors in locations of the vessel, the obstacles, and the destination.

Abstract: A navigation system comprising a navigation device (NAVI), a relational database (RDB) and a database management system (RDBMS). The navigation system is designed to access navigation data in the relational database (RDB) are stored as individual records. The individual data sets each comprising at least one data packet (NTR_BLOB), in each case at least one property (NTR_ATT) of the corresponding data packet (NTR_BLOB) and in each case a unique identifier (NTR_ID) of the corresponding record.