Abstract: A system for providing maneuvering behaviors to a vehicle is disclosed. The system may include one or more controllers communicatively coupled to one or more vehicles. The one or more controllers may include one or more processors configured to execute one or more program instructions causing the one or more processors to: initiate one or more maneuver primitives in response to decision engine selection; receive a plurality of input parameters for the one or more maneuver primitives, the plurality of input parameters including one or more initialization definition input parameters, one or more goal definition input parameters, one or more navigation state input parameters, one or more design input parameters, and one or more vehicle performance envelope input parameters; and generate one or more control signals at one or more predetermined intervals of time to maneuver the one or more vehicles based on the decision engine selection.

Abstract: A system and method for enhanced aircraft-based targeting senses RF emissions or other signals associated with a target while navigating a trajectory through a GPS-challenged airspace. While the target is being observed, the aircraft targeting system tracks GPS-challenged state vectors (e.g., via an onboard inertial reference system) and pressure altitudes consistent with each observation. When the aircraft emerges from the GPS-challenged airspace, the targeting system determines multiple GPS-driven subsequent absolute positions of the aircraft. The targeting system determines a refined estimate of the target location via batch factor graph optimization of measurements taken while inside and outside of the GPS-challenged airspace.

Abstract: A system and method for monitoring and verification of digital gyroscopic sensors determines a primary angular velocity vector via a primary digital gyroscopic sensor triad and two or more backup angular velocity vectors via backup analog gyroscopic sensor triads. Based on additional aiding parameters, the aircraft attitude and heading reference system (AHRS) determines a primary attitude solution based on the primary angular velocity vector and one or more backup attitude solutions based on the backup angular velocity vectors. If no other faults are present with respect to the primary and backup gyroscopic sensor triads (e.g., the primary and backup triads are otherwise consistent in their measurements), and the primary attitude solution sufficiently deviates from the backup attitude solutions, the AHRS detects a solution fault in the primary gyroscopic sensor triad.

Abstract: A system utilizes two ground-based radios; each radio is equipped for two-way timing and ranging. An aerial vehicle receives radio signals from the two ground-based radios and triangulates its location with respect to those two ground-based radios. The aerial vehicle then executes a landing procedure at a landing site with respect to the triangulated location. The aerial vehicle includes a barometer, radar, or laser altimeter for vertical measurement. The aerial vehicle also includes an inertial measurement unit (IMU), air data system, and magnetometer. The ground-based radios may supply a ground level altitude measurement. The aerial vehicle may perform an acquisition orbit for improved accuracy. The acquisition orbit provides an expanded range of geometries with respect to the two ground-based radios.

Abstract: A system and method established and maintains precision relative position, navigation, and timing (PNT) across a network of at least four mutually connected mobile platforms. In embodiments, a key (e.g., advantaged, absolute positioning capable) node of the network determines its pressure altitude and inertial state relative to its platform reference frame and receives inertial state and pressure altitude data from each neighboring node (in exchange for its own) to estimate the relative position and orientation of each neighbor node in its platform frame. The key node performs ranging to each neighboring node, and the neighboring nodes additionally range between each other and exchange ranging data with the key node. By correcting position and orientation estimates via ranging data, the key node determines and maintains extended relative PNT (e.g., in GPS-denied areas), which relative PNT solution is distributed across all network nodes.

Abstract: A system and method for enhanced aircraft-based targeting senses RF emissions or other signals associated with a target while navigating a trajectory through a GPS-challenged airspace. While the target is being observed, the aircraft targeting system tracks GPS-challenged state vectors (e.g., via an onboard inertial reference system) and pressure altitudes consistent with each observation. When the aircraft emerges from the GPS-challenged airspace, the targeting system determines multiple GPS-driven subsequent absolute positions of the aircraft. The targeting system determines a refined estimate of the target location via batch factor graph optimization of measurements taken while inside and outside of the GPS-challenged airspace.

Abstract: Systems and methods for use in navigating aircraft are provided. The systems can use Geometry Redundant Almost Fixed Solutions (GRAFS) or Geometry Extra Redundant Almost Fixed Solutions (GERAFS) to compute high confidence error bounds for a heading angle estimate or pitch angle derived using signals received on at least two antennas.

Abstract: A system and method established and maintains precision relative position, navigation, and timing (PNT) across a network of at least four mutually connected mobile platforms. In embodiments, a key (e.g., advantaged, absolute positioning capable) node of the network determines its pressure altitude and inertial state relative to its platform reference frame and receives inertial state and pressure altitude data from each neighboring node (in exchange for its own) to estimate the relative position and orientation of each neighbor node in its platform frame. The key node performs ranging to each neighboring node, and the neighboring nodes additionally range between each other and exchange ranging data with the key node. By correcting position and orientation estimates via ranging data, the key node determines and maintains extended relative PNT (e.g., in GPS-denied areas), which relative PNT solution is distributed across all network nodes.

Abstract: A system and a method of determining an absolute position of a first vehicle can be used in restricted areas. The system performs operations of or the method includes receiving image data from a vision system mounted on a second vehicle, determining a first location of the second vehicle using at least positions of stars in the image data, providing the first location to the first vehicle, determining a first relative position between the first vehicle and the second vehicle using at least one signal communicated between the first vehicle and the second vehicle, and determining the absolute position using at least the relative location data and the first location.

Abstract: An aircraft, a system, and a method. The aircraft may include a computing device. The computing device may include a processor. The processor may be configured to utilize inertial navigation data, global navigation satellite system (GNSS) measurements, and flight trajectory data to compute navigation data and a predicted horizontal integrity level (HIL). The processor may be further configured to output the navigation data and the predicted HIL to be used for performance of a required navigation performance (RNP) procedure or a preflight planning procedure.

Abstract: Systems and methods for determining angle of attack (AOA) for an aircraft are disclosed. In implementations, a kinematic AOA signal and an aerodynamic AOA signal are determined based on measurements received from an airspeed sensor and an inertial reference system (IRS) or attitude and heading reference system (AHRS). The kinematic AOA signal is low pass filtered and the aerodynamic AOA signal is band-pass filtered. A blended AOA signal for the aircraft is then determined by summing the filtered kinematic AOA and aerodynamic AOA signals.

Abstract: An aircraft, a system, and a method. The aircraft may include a computing device. The computing device may include a processor. The processor may be configured to utilize inertial navigation data, global navigation satellite system (GNSS) measurements, and flight trajectory data to compute navigation data and a predicted horizontal integrity level (HIL). The processor may be further configured to output the navigation data and the predicted HIL to be used for performance of a required navigation performance (RNP) procedure or a preflight planning procedure.

Abstract: A system and a method of determining an absolute position of a first vehicle can be used in restricted areas. The system performs operations of or the method includes receiving image data from a vision system mounted on a second vehicle, determining a first location of the second vehicle using at least positions of stars in the image data, providing the first location to the first vehicle, determining a first relative position between the first vehicle and the second vehicle using at least one signal communicated between the first vehicle and the second vehicle, and determining the absolute position using at least the relative location data and the first location.

Abstract: A system may include a follower aircraft including a processor configured to: determine a follower aircraft location at a time t0; receive a real-time kinematics (RTK) update from a lead aircraft, the RTK update including information associated with: a lead aircraft location at the time t0, the lead aircraft location at a time t1 relative to the lead aircraft location at the time t0, and an object location at the time t1 relative to the lead aircraft location at the time t1; perform RTK processing to determine the follower aircraft location at the time t0 relative to the lead aircraft location at a time t0; determine the follower aircraft location at a time t2 relative to the follower aircraft location at the time t0 by utilizing time relative navigation (TRN); and determine the object location at time t2 relative to the follower aircraft location at the time t2.

Abstract: Systems and methods for use in navigating aircraft are provided. The systems can use Geometry Redundant Almost Fixed Solutions (GRAFS) or Geometry Extra Redundant Almost Fixed Solutions (GERAFS) to compute high confidence error bounds for a heading angle estimate or pitch angle derived using signals received on at least two antennas.

Abstract: Systems and methods configured to adaptively control input sequences that are used to conduct qualification tests of simulators are disclosed. An input sequence may be adaptively controlled by: providing the input sequence to a simulator configured to simulate operations of a device; comparing output of the simulator to a set of recorded operation data obtained from the device; adaptively modifying the input sequence within specified bounds to produce a modified version of the input sequence to reduce one or more differences that exist between the output of the simulator and the set of recorded operation data; and providing the modified version of the input sequence to the simulator to simulate operations of the device.

Abstract: A collision avoidance system includes a processor configured to determine first and second positions of an intruder in first and second images, respectively, determine an angular position change of the intruder by comparing the first and second positions, determine a rate of change of a line of sight angle from an aircraft to the intruder based on the angular position change and a time between the first and second images, determine a rate of change of the angular size of the intruder based on a difference in angular size of the intruder from the first to second image and the time between the first and second images, and provide an alert to an operator of the aircraft in response to the ratio of the rate of change of the line of sight angle and the rate of change of the angular size of the intruder being less than a threshold.

Abstract: A system includes a first solution engine, second solution engine, output voter engine, and output modification engine. The first solution engine receives first sensor data associated with a first error rate, and determines at least one first flight parameter based on the first sensor data. The second solution engine receives the first sensor data and second sensor data associated with a second error rate, and determines at least one second flight parameter based on the first and second sensor data. The output voter engine determines a difference between the flight parameters, compares the difference to a first threshold, and generates an output including the at least one first flight parameter or the at least one second flight parameter. The output modification engine receives the output from the output voter engine, modifies a rate of change of the output to be less than a second threshold, and transmits the modified output.

Abstract: Systems and methods for navigation of a vehicle use a processing system. The systems and methods can allow an aircraft to take-off in low visibility conditions. The processing system includes a cross tracker, an error processor and an error estimator. The cross tracker is configured to determine a cross track deviation using a hybrid positon and runway heading data. The error processor is configured to determine the hybrid positon from inertial reference system data and corrected error data, and the error estimator is configured to provide the corrected error data using estimates derived from delta range data from a global navigation satellite system receiver.

Abstract: Systems and a related method for internally monitored navigation replace one or more inertial reference units (IRU) of an aircraft navigation system with GNSS-assisted multi-mode receivers (MMR) including dual-antenna receivers. Each MMR may validate inertial position data generated by a remaining IRU by detecting drift errors in the inertial position data or latent faults in the IRU. The system may include, in place of one or more IRUs, attitude heading and reference systems (AHRS) incorporating lower-grade high-performance inertial sensors. Internal monitoring of the remaining IRUs or the inertial position data generated thereby may alternatively be carried out by the AHRS. Based on internal monitoring by the MMRs and/or AHRS, user display and flight control systems of an aircraft can exclude a faulty IRU, preventing the use of position solutions incorporating erroneous inertial data.