Abstract: A computer implemented method, apparatus, and computer usable program product for cross checking required navigation performance procedures. A required navigation performance procedure in a flight management system is executed in an aircraft. A global positioning system signal in an electronic flight bag or other independent data processing system located onboard the aircraft is received while executing the required navigation performance procedure. A current position of the aircraft based on the global positioning system signal is presented on a moving map. A set of containment lines on the moving map are displayed to indicate whether deviations from the required navigation performance procedure have occurred.

Abstract: There are a number of different error sources, such as multipath and thermal noise, which corrupt satellite navigation waveforms from their theoretical structure. However, even under ideal conditions the broadcast signals have some degree of deformation as a result of the practical individual hardware implementation. For the most demanding users of satellite navigation, such as aircraft navigation and landing systems, it is important to characterize the nominal signal structure in order to detect minimal variations resulting from hardware-based errors. Thus far such precorrelation Global Navigation Satellite System (GNSS) signal quality monitoring has been performed through high gain antennas, which allow for raising the GNSS spectrum above the thermal noise floor and observing the structure of the signal directly at the front end output. This paper describes a new approach to achieve such observability based on signal processing techniques, such as dithering and averaging, which leverage the repetitive nature of the GNSS signal. The paper presents how these techniques can drastically improve the signal-to-noise ratio (SNR) in postprocessing, allowing for the direct analysis of GNSS signals using traditional front end designs and conventional antennas. Results are predicted using the appropriate theory and validated using data collected from the Global Positioning System (GPS).

Abstract: An approach for an integrated system enabling on-board determination of the actual wind condition and aerodynamic flow angles using inertial navigation data is presented. Furthermore, the pilot is provided with precise navigation information. Efficient computational routines assure a high quality of the output data. The first element of the system concerns the determination of the angles of attack and sideslip. These angles are not directly measured with aerodynamic sensors but determined using navigation data. The second element relates to the miniaturization of the system which basically consists of a navigation and a computer component. As the system is intended to be used in General Aviation aircraft a low-cost solution is a major design objective. This goal can be achieved using Commercial-off-the-Shelf components and efficient computational procedures. The system has been realized and is installed in a research aircraft undergoing a comprehensive flight test program. Results from these flight tests will be presented.

Abstract: Method of providing a route in a vehicle navigation system, comprising the steps of - providing a starting point and a destination, - providing map data comprising road sections associated with numerical values relating to the trafficability of the road sections as e.g. curvature, altitude, etc., - obtaining situation information as e.g. weather conditions, calendar information etc., and - calculating a route from the starting point to the destination based on the map data comprising the road sections, wherein the situation information determines the consideration of the numerical values associated with the road sections for the route calculation.

Abstract: An approach is introduced to the design of a multi-mode navigation filter to combine a low-cost skewed redundant inertial measurement unit (SRTMU) with a multifunctional GPS (MF-GPS) receiver in order to implement a fault-tolerant aircraft navigation system, which can achieve the required navigation performance of conventional systems in terms of accuracy, integrity, continuity, and availability. The MF-GPS receiver provides raw GPS measurements for pseudo-range and range rate to compute the navigation solutions (position and velocity) and also multi-antenna carrier phase interferometric measurements to estimate the aircraft attitude solution, if the carrier phase data is reliable. A multi-mode navigation filter is designed which combines state and measurement fusion methods and processes the SRIMU and raw MF-GPS outputs to provide reliable position, velocity and attitude information, and also kinematic parameters required in control, guidance, and navigation applications. The feasibility and performance of this integrated design is assessed and evaluated by using simulation. The accuracy of inertial gyros used in the evaluation ranges from ldeg/h to 30deg/h, including low-cost inertial sensor technologies. The simulation studies presented here show that a multi-mode navigation filter can achieve sufficient reliability and accuracy and that SRIMU/MF-GPS integrated navigation systems may provide a cost-effective system for future regional aircraft, general aviation aircraft, and unmanned aerial vehicles

Abstract: A vehicle navigation system is described, comprising an onboard navigation unit installed on board a vehicle that can be used by a user to set target destinations and an operations centre communicating with the onboard navigation unit and comprising means for monitoring traffic conditions and road conditions of at least one road network, in which the onboard navigation unit is configured to receive a target destination request from the user, calculate a static road route based on information regarding the position of said vehicle and geographic data stored within it in response to said request, and provide the user with information regarding the static road route, characterized in that the onboard navigation unit (4) is configured to transmit the target destination and the static road route to the operations centre and that the operations centre is configured to calculate a dynamic road route based on the target destination, the static road route and information regarding the traffic conditions and road conditions of said road network and/or the static road route, compare the calculated dynamic road route with the static road route, and transmit information associated with a road route that is selected on the basis of the comparison to the onboard navigation unit (4).

Abstract: In order to achieve the goals associated with the NextGen concept of Super-Dense Operations (SDO) in the terminal area, it is necessary to integrate more tightly strategic and tactical operations. New tactical capabilities offer the potential to increase throughput by enabling reduced separation, more effective sequencing, parallel approaches and flexible arrival and departure routes. The foundation for these tactical capabilities include advanced communication, navigation and surveillance (CNS) functions that enable control based on more closely spaced 4D trajectories enabled by aircraft with tighter Required Navigational Performance (RNP) and RNAV capabilities. Especially in weather scenarios, however, use of these tactical capabilities must be embedded in an integrated approach to managing the traffic flows providing arrivals and departures through SDO airspace. This paper focuses on the development of Collaborative Traffic Flow Management (CTFM) strategies to deliver aircraft to airports and metroplexes (groups of geographically close airports) in a manner that enables effective use of advanced tactical operations making use of Trajectory-Based Operations (TBO) -using 4D Trajectories as a basis to support closely spaced, parallel approaches and departures and the optimization of trajectories to reduce fuel consumption and minimize environmental impacts.

Abstract: Alleviating air traffic management (ATM) system capacity barriers and environmental impacts around major metropolitan areas is critical for the next generation air transportation system. This paper presents initial research toward applying fast-time simulation methods to evaluate system-level tradeoffs in high-density trajectory-based operations in order to identify suitable roles for humans in the future system. A mid-term concept of operations in which aircraft are scheduled to arrive at the runway on optimized descent profiles ("CDAs") along area navigation/required navigation performance (RNAV/RNP) routes separated from other RNAV/RNP arrival and departure routings serves as the core concept for discussion. The paper discusses tradeoffs between RNAV/RNP route designs, airspace configuration, aircraft and flight management system (FMS) performance, pilot procedures, scheduling automation, and the control methods to be applied. Initial efforts to simulate the core concept have concentrated on developing RNAV/RNP CDAs and departure routes; the paper presents example route designs and discusses tradeoffs arising from them. An important challenge lies in verifying an ATM concept's robustness. This entails demonstrating that a concept provides reasonable means to cope with uncertainties. The paper discusses the application of fast-time simulation methods to an iterative concept development process in which effectiveness in coping with uncertainty is the primary driver for evaluating design tradeoffs and refining the concept.

Abstract: This paper presents an overview and case studies of Performance -based System capability of Next Generation Aviation Transportation System (NGATS), specifically the case of Required Navigation Performance. The Required Navi gation Performance (RNP), one of the key capabilities of Performance -based system, defines lateral navigational precision level, which provides the opportunity to reduce fuel, negative environmental effect, airline operation disruptions, and to increase ru nway utilization and safety. In the early U.S. cases, airlines took a leading role in development of RNP, based on the strong economical motivation and clear business objectives. Reduction in diversions, cancellation, and fuel consumption translated int o significant cost saving and better service quality. There are also cases that RNP increased payload and runway utilization rate. Selective decision process to deploy RNP at the locations where most suitable, showed a great potential of Performance Base d Navigation, yet the implementation process was still limited by system provider ’s capability and the authorization process . In this paper, we will present three early RNP cases in US, including Alaska Airlines, Jetblue Airway, Continental Airlines, and discuss what RNP and Performance Based Navigation can truly deliver and how future development should be carried out.

Abstract: Navigation environment of port is the important resource for ship transport developing.It is necessary to improve navigation environment besides to enhance the diathesis of ship-operator and the function of ship for reducing shipwreck.The influence on navigation safety of ship is analyzed on five aspects such as hydrology and weather,port condition,channel condition,navigation traffic,construction work in up-water and underwater.The safety evaluation content of navigation environment in port is dissertated,and countermeasures to improve navigation environment are also put forward in the paper.

Abstract: [] A TRACON situational awareness aid, namely, the Relative Position Indicator (RPI), is proposed as an automation enhancement to increase productivity and reduce inefficiencies associated with air traffic controllers merging and sequencing aircraft on Area Navigation (RNAV)/Required Navigation Performance (RNP) procedures. Humanin-the-loop simulations with RPI were conducted for RNAV operations at Ronald Reagan Washington National Airport (KDCA), Palm Beach International Airport (KPBI) and Las Vegas McCarran International Airport (KLAS). Observations and the feedback from these simulations, as well as from simulated playback of historic track data from the 35 airports of the Operational Evolution Partnership (OEP), are used to determine the conditions and criteria under which use of RPI will produce maximum benefit. I. Introduction erminal Radar Approach Control Facility (TRACON) controllers managing merges on Area Navigation (RNAV) arrival routes with high traffic density deal with sequencing issues due to route airspace constraints, unpredictable wind and complex speed differentials. Complexity in the topology of a merge (the number of turns and the length of each route prior to the merge) increases required effort and workload to identify potential merge problems early enough to avoid vectoring aircraft off of RNAV routes. Furthermore, merges may occur near the boundary of a control position and may require sequencing coordination with other controllers. To assist controllers in sequencing and merging aircraft on RNAV routes, The MITRE Corporation’s Center for Advanced Aviation System Development was tasked by the United States Federal Aviation Administration to identify automation requirements for a controller aid. MITRE has recently developed requirements 1 and a prototype of an automation enhancement which takes an aircraft’s position on an RNAV route and estimates its position along another RNAV route based on defined merge points. This aid allows the controller to display the aircraft’s position on the other route. The routes can be complex multi-segmented routes defined by non-collinear waypoints and may contain circular arcs defined by Radius-to-Fix (RF) legs. II. Background Under the Performance-Based Air Traffic Management (P-ATM) concept 2 , the Federal Aviation Administration (FAA) is implementing performance-based navigation in the U.S. National Airspace System (NAS). Performance-based navigation is composed of RNAV and Required Navigation Performance (RNP). During the past five years, the United States has gained significant experience in developing standards for RNAV and RNP, harmonizing these standards with international partners, and implementing procedures based on these standards. The FAA recently published an update to the Roadmap for Performance-Based Navigation 3 , in which the FAA committed to building RNAV arrival and departure routes at the 35 airports included in the Operational Evolution Partnership (OEP) 4 . Standard Terminal Arrival Routes (STARs) and Standard Instrument Departures (SIDs), based on RNAV, leverage the advanced capabilities of flight deck automation to maintain accurate and repeatable flight track conformance, while also enabling fuel-efficient profiles. Current terminal operations are changing as more RNAV SIDs and STARs are implemented. Previously, arriving aircraft filing a STAR in its flight plan were cleared into the terminal maneuvering area along the STAR that would direct them toward the downwind leg or more generally toward the airport. Controllers were required to issue headings, speeds, and altitudes to guide flights from this transitional segment to the final approach course.

Abstract: With airports and airways already experiencing congested conditions, and the demand for passenger and cargo transport expected to grow for the foreseeable future, a number of strategies have been developed to plan for increased safety, access, efficiency, and capacity the nation’s airports around the world. One such strategy is the use of Required Navigation Performance (RNP), which is supported by the Federal Aviation Administration (FAA) and its Roadmap for Performance-Based Navigation. With the ability to follow a Global Positioning Systems-based (GPS) route and use narrow, constant-width RNP containments, approaches and departures can follow precise, curvilinear paths to avoid difficult terrain and complex airspace. Airspace efficiency is improved, safety is enhanced, and airport capacity is increased by the implementation of procedures that use the technology already onboard most new aircraft. This paper details the benefits of RNP, describes the current process of change, provides a case study of RNP benefits, and the paper also looks into the future.

Abstract: In this paper, the position line error and positioning error of short-range navigation positioning system have been analyzed. The relationship between positioning precision of the radio navigation system and detection probability of fighter for intercepting is established. The curve of relationship on the detection probability with the radio navigation system operating range and the explorative distance of airborne radar is set up for the first time. The influence on the intercepting effectiveness of fighter by the navigation system is presented. So it is of great value to tactic research and application of radio navigation system, and also provides a good idea for widening application area of the system.

Abstract: The Federal Aviation Administration (FAA) developed the Roadmap for Performance Based Navigation (Roadmap) in 2003. This document outlined the goals associated with the development of performance based navigation (PBN) policies and procedures. In order to support successful implementation of PBN procedures, additional information regarding aircraft navigation capability levels was required. The FAA first tasked MITRE's Center for Advanced Aviation System Development (CAASD) with developing an inventory of equipage to enhance knowledge of PBN capability levels for operations at US airports. Navigational equipment suffixes, filed as part of an instrument flight plan, are useful in identifying Area Navigation (RNAV) capable aircraft. However, these suffixes lack the specificity to characterize Required Navigation Performance (RNP) and RNP Special Aircraft and Aircrew Authorization Required (SAAAR) categories. To further the understanding of aircraft fleet capability, the Fleet Readiness Analysis Tool (FRAT) was developed. It combines data from the inventory as well as equipment filing suffixes and other data sources to create an operations-centric probabilistic view of current PBN capability levels. FRAT has been used to support site identification and prioritization for PBN procedural implementation. In July 2006, an update to the Roadmap was developed and published. In this update the FAA outlines specific goals and milestones for PBN. It defines three time periods of interest: near term (2006-2010), mid term (2011-2015), and far term (2016-2025). Each of these time periods has associated goals and milestones for PBN policy and procedural development. To support the goals in the Roadmap, a future forecast model was developed as part of FRAT to project PBN capability rates into the future. This paper defines and documents PBN capability categories. It provides the current status of the PBN capabilities at the Operational Evolution Partnership (OEP) airports. This paper also documents the future forecast methodology of FRAT and presents the analysis results of the FRAT PBN operational forecast.

Abstract: Considering current development of radio navigation in aviation and practical requirement of the prototype of full flight simulator, this paper gives a description of several radio navigation models for commonly equipped navigation facilities in civil airplanes with the method of region navigation and studies the process of math modeling on MATLAB/SIMULINK platformBased on VAPS63, primary flight displays are made as terminal displays of the radio navigation simulation system and to receive navigation parameters through shared memoryBesides, practical test indicates the practicability of these models which provide the position and other navigation parameters for pilots in the process of flight simulation training and also make access to established coursesAt last, the future research area is pointed out

Abstract: With the widespread application of satellite navigation system, for aerospace vehicle guiding and navigation, the study on application affect of satellite navigation system in aerospace is of great value to provide navigation services better and satisfy the high accuracy navigation and guiding requirement of aerospace vehicle. This paper put emphasis on the influence on satellite navigation system positioning performance caused by geometrical, dynamic, physical and electromagnetic environment of aerospace. The work of this paper can provide a good idea and direction for subsequent deep research.

Abstract: Unlike the navigation problem of Earth operations, the precise navigation of a vehicle in a remote planetary environment presents a challenging problem for either absolute or relative navigation. There exist no GPS/INS solutions due to a lack of a GPS constellation, few or no accurately surveyed markers for use in terminal sensing measurements, and highly uncertain terrain elevation maps used by a TERCOM system. These, and other, issues prompted the investigation of the potential use of a visual navigation aid to supplement an Inertial Navigation System (INS) and radar altimeter suite of a planetary airplane for the purpose of the identifying the potential benefit of visual measurements to the overall navigation solution. The mission objective used in the study, described herein, requires the precise relative navigation of the airplane over an uncertain terrain. Unlike the previously successful employment of visual aided navigation on the MER1 landing vehicle, the mission objectives require that the airplane traverse a precise flight pattern over the objective terrain at relatively low altitudes for hundreds of kilometers, and is more akin to a velocity correlator application than a terminal fix problem. The results of the investigation indicate that a good knowledge of aircraft altitude is required in order to obtain the desired performance for velocity estimate accuracy. However, it was determined that the direction of the velocity vector can be obtained without a high accuracy height estimate. The characterization of the dependency of velocity estimate accuracy upon the variety of factors involved in the process is the primary focus of this report. This report describes the approach taken in this investigation to both define the architecture of the solution for minimal impact upon payload requirements, and the analysis of the potential gains to the overall navigation problem. Also described as part of the problem definition are the initially assumed contribution sources of visual measurement errors and some additional constraints which limit the choices of solutions.