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This paper aims to present the problem of the integration of the global positioning system (GPS)/global navigation satellite system (GLONASS) data for the processing of aircraft position determination.

The aircraft coordinates were obtained based on GPS and GLONASS code observations for the single point positioning (SPP) method. The numerical computations were executed in the aircraft positioning software (APS) package. The mathematical scheme of equation observation of the SPP method was solved using least square estimation in stochastic processing. In the research experiment, the raw global navigation satellite system data from the Topcon HiperPro onboard receiver were applied.

In the paper, the mean errors of an aircraft position from APS were under 3 m. In addition, the accuracy of aircraft positioning was better than 6 m. The integrity term for horizontal protection level and vertical protection level parameters in the flight test was below 16 m.

The paper presents only the application of GPS/GLONASS observations in aviation, without satellite data from other navigation systems.

The presented research method can be used in an aircraft based augmentation system in Polish aviation.

The paper is addressed to persons who work in aviation and air transport.

The paper presents the SPP method as a satellite technique for the recovery of an aircraft position in an aviation test.

The purpose of this paper is to present the problem of implementation of the differential global navigation satellite system (DGNSS) differential technique for aircraft accuracy positioning. The paper particularly focuses on identification and an analysis of the accuracy of aircraft positioning for the DGNSS measuring technique.

The investigation uses the DGNSS method of positioning, which is based on using the model of single code differences for global navigation satellite system (GNSS) observations. In the research experiment, the authors used single-frequency code observations in the global positioning system (GPS)/global navigation satellite system (GLONASS) system from the on-board receiver Topcon HiperPro and the reference station REF1 (reference station for the airport military EPDE in Deblin in south-eastern Poland). The geodetic Topcon HiperPro receiver was installed in Cessna 172 plane in the aviation test. The paper presents the new methodology in the DGNSS solution in air navigation. The aircraft position was estimated using a “weighted mean” scheme for differential global positioning system and differential global navigation satellite system solution, respectively. The final resultant position of aircraft was compared with precise real-time kinematic – on the fly solution.

In the investigations it was specified that the average accuracy of positioning the aircraft Cessna 172 in the geocentric coordinates XYZ equals approximately: +0.03 ÷ +0.33 m along the x-axis, −0.02 ÷ +0.14 m along the y-axis and approximately +0.02 ÷ −0.15 m along the z-axis. Moreover, the root mean square errors determining the measure of the accuracy of positioning of the Cessna 172 for the DGNSS differential technique in the geocentric coordinates XYZ, are below 1.2 m.

In research, the data from GNSS onboard receiver and also GNSS reference receiver are needed. In addition, the pseudo-range corrections from the base stations were applied in the observation model of the DGNSS solution.

The presented research method can be used in a ground based augmentation system (GBAS) augmentation system, whereas the GBAS system is still not applied in Polish aviation.

The paper is destined for people who work in the area of aviation and air transport.

The study presents the DGNSS differential technique as a precise method for recovery of aircraft position in civil aviation and this method can be also used in the positioning of aircraft based on GPS and GLONASS code observations.

The purpose of the study is focused on implementation of Global Navigation Satellite System (GLONASS) technique in civil aviation for recovery of aircraft position using Precise Point Positioning (PPP) method in kinematic mode.

The aircraft coordinates of Cessna 172 plane in XYZ geocentric frame were obtained based on GLONASS code and phase observations for PPP method. The numerical computations were executed in post-processing mode in the RTKPOST module in RTKLIB program. The mathematical scheme of equation observation of PPP method was solved using Kalman filter in stochastic processing.

In paper, the average accuracy of aircraft position is about 0.308 m for X coordinate, 0.274 m for Y coordinate, 0.379 m for Z coordinate. In case of the mean radial spherical error (MRSE) parameter, the average value equals to 0.562 m. In paper, the accuracy of aircraft position in BLh geodesic frame were also showed and described.

The PPP method can be applied for determination the coordinates of receiver, receiver clock bias, Zenith Wet Delay (ZWD) parameter and ambiguity term for each satellite.

The PPP method is a new technique for aircraft positioning in air navigation. The PPP method can be also used in receiver autonomous integrity monitoring (RAIM) module in aircraft-based augmentation system (ABAS) system in air transport. The typical accuracy for recovery the aircraft position is about cm ÷ dm level using the PPP method.

The paper is destined for people who work in area of geodesy, navigation, aviation and air transport.

The work presents the original research results of implementation the GLONASS satellite technique for recovery the aircraft position in civil aviation. Currently, the presented research PPP method is used in precise positioning of aircraft in air navigation based on global positioning system and GLONASS solutions.

THE Deutsche Luftfahrtschau, popularly known as the Hanover Air Show, is held biennially by the Bundesverband der Deutschen Luft‐ und Raumfahrtindustrie e.V. (the German Aerospace Industries Association) and will take place from April 24 to May 3 at Langenhagen Airport, Hanover. As in previous years, it will run concurrently with the famous Hanover Trade Fair.

The purpose of this paper is to design a compact, light and relatively inexpensive navigation and guidance system capable of providing the required navigation performance (RNP) in all phases of flight of small unmanned aircrafts (UA), with a special focus on precision approach and landing.

Two multi-sensor architectures for navigation and guidance of small UA are proposed and compared in this paper. These architectures are based, respectively, on a standard extended Kalman filter (EKF) approach and a more advanced unscented Kalman filter (UKF) approach for data fusion of global navigation satellite systems (GNSS), micro-electro-mechanical system (MEMS)-based inertial measurement unit (IMU) and vision-based navigation (VBN) sensors.

The EKF-based VBN-IMU-GNSS-aircraft dynamics model (ADM) (VIGA) system and the UKF-based system (VIGA+) performances are compared in a small UA integration scheme (i.e. AEROSONDE UA platform) exploring a representative cross-section of this UA operational flight envelope, including high-dynamics manoeuvres and CAT-I to CAT-III precision approach tasks. The comparison shows that the position and attitude accuracy of the proposed VIGA and VIGA+ systems are compatible with the RNP specified in the various UA flight profiles, including precision approach down to CAT-II.

The novelty aspect is the augmentation by ADM in both architectures to compensate for the MEMS-IMU sensor shortcomings in high-dynamics attitude determination tasks. Additionally, the ADM measurements are pre-filtered by an UKF with the purpose of increasing the ADM attitude solution stability time in the UKF-based system.

The Embedded GPS/INS System (EGI) has been used more widely as central navigation equipment of aircraft. For certain cases needing high attitude accuracy, star sensor can be integrated with EGI to improve attitude performance. Since the filtering‐correction loop has already built in finished EGI product, centralized or federated Kalman filter is not applicable for integrating EGI with star sensor; it is a challenge to design multi‐sensor information fusion algorithm suitable for this situation. The purpose of this paper is to present a double‐layer fusion scheme and algorithms to meet the practical need of constructing integrated multi‐sensor navigation system by star sensor assisting finished EGI unit.

The alternate fusion algorithms for asynchronous measurements and the sequential fusion algorithms for synchronous measurements are presented. By combining alternate filtering and sequential filtering algorithms, a kind of double‐layer fusion algorithms for multi‐sensors is proposed and validated by semi‐physical test in this paper.

The double‐layer fusion algorithms represent a filtering strategy for multiple non‐identical parallel sensors to assist INS, while the independent estimation‐correction loop in EGI is still maintained. It has significant benefits in updating original navigation system by integrating new sensors.

The approach described in this paper can be used in designing similar multi‐sensor information fusion navigation system composed by EGI and various kinds of sensors, so as to improve the navigation performance.

Compared with conventional approach, in the situation that centralized and federated Kalman filter are not applicable, the double‐layer fusion scheme and algorithms give an external filtering strategy for measurements of finished EGI unit and star sensors.

THE simplest concept of inertial navigation is that of using an accelerometcr for measurement of vehicle acceleration, integrating once to give a measure of velocity and twice to give a measure of distance travelled (fig. 1). For this purpose, the direction of the input axis of the accelerometcr must be kept constant, or alternatively its direction at all times must be known and its changing direction must be taken into account in interpreting its output. In either case, provision of a stable attitude reference is necessary. Gyroscopes can provide this feature.

IN THIS article the evolution of formation flight technology is traced including discussion of the primary characteristics of three specific station keeping system concepts developed by Lockheed‐Georgia. One of the most significant aspects of the overall formation flight problem is that of stability of the formation in a dynamic environment. Detailed simulation studies of the dynamic station keeping geometry have been performed, and the results are presented in the form of fundamental formation flight stability criteria. The extension of present‐day technology to development of formation flight systems for short range aircraft such as helicopters and V/STOL transports is considered briefly.

To make the single‐antenna attitude method more useful as a back‐up or fault diagnostic system than was targeted originally.

The enhancement incorporates information from the GPS satellite constellation and aircraft dynamic model. The visibility of GPS satellites affects the accuracy of the aircraft's volocity that is the main source of single‐antenna attitude. In addition, to use the aircraft dynamic model is natural because single‐antenna attitude is for exclusive use of aircraft. These are considered and implemented as a covariance matrix or process model of Kalman filters. The enhanced performances are verified by an aircraft nonlinear simulation.

The proposed method estimates more accurate volocity and unpiased single‐antenna attitude by using satellite constellation information and the aircraft dynamics. Moreover, the implemented system has a structure that combines other navigation sensors easily.

It would be more desirable to perform further researches; sensor integration, stability against wind disturbance, and aircraft model uncertainty, etc.

A useful attitude sensor for a back‐up attitude system at low cost on manned aircraft or a main attitude system on unmanned aircraft that are sensitive to the mass or size of payload.

This paper has been the first to promote the potential of single‐antenna attitude and with only information that can be easily obtained.

A full size model of a Lynx helicopter's cockpit and rear fuselage fitted with a variety of advanced navigation and defence electronics equipment will be the central feature of the Racal Electronics exhibit at the Farnborough Air Show, 5–12 September, 1982 (Stands NN29 and R13).