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Geodetic data and information is used for many applications: land cadastre, topography, civil engineering, scientifically, but lately aeronautical community start to used not only geodetic data (coordinates, height, magnetic variation, distance, bearing), but also information about them – metadata and evidence of integrity. Geodetic data and information in aero navigation is used for further calculation and design of movement for aircraft and safety areas in space, and on the ground. A specialized agency of the United Nations, the International Civil Aviation Organization (ICAO) was created in 1944 to promote the safe and orderly development of international civil aviation throughout the world. It sets standards and regulations necessary for aviation safety, security, efficiency and regularity, as well as for aviation environmental protection. ICAO set down minimum geodetic data what is needed for aviation to design flight management in sky and on the ground. All data must satisfy quality requirements in accuracy, resolution and integrity. European Union (EU) adopted regulation No 73/2010 of 26 January 2010 laying down requirements on the quality of aeronautical data and aeronautical information for the single European sky. To support EU EUROCONTROL developed specifications to clarified metadata needed. Research focus on development a management system for full life cycle of the geodetic data, specially requirements to geodetic data base and evidence of integrity.

Abstract. This paper introduces development and implementation of new Local Satellite AugmentationSystem as an integration component of the Regional Satellite Augmentation System (RSAS) employingcurrent and new Satellite Communications, Navigation and Surveillance (CNS) for improvement of the AirTraffic Control (ATC) and Air Traffic Management (ATM) and for enhancement safety systems includingtransport security and control of flights in all stages, airport approaching, landing, departures and allmovements over airport surface areas. The current first generation of the Global Navigation Satellite SystemGNSS-1 applications are represented by fundamental military solutions for Position, Velocity and Time ofthe satellite navigation and determination systems such as the US GPS and Russian GLONASS (Former-USSR) requirements, respectively. The establishment of Aeronautical CNS is also discussed as a part ofGlobal Satellite Augmentation Systems of GPS and GLONASS systems integrated with existing and futureRSAS and LSAS in airports areas. Specific influence and factors related to the Comparison of the Currentand New Aeronautical CNS System including the Integration of RSAS and GNSS solutions are discussedand packet of facts is determined to maximize the new satellite Automatic Dependent Surveillance System(ADSS) and Special Effects of the RSAS Networks. The possible future integration of RSAS and GNSS andthe common proposal of the satellite Surface Movement Guidance and Control are presented in thechangeless ways as of importance for future enfacements of ATC and ATM for any hypothetical airportinfrastructure.Keywords: ADSS, ATC, ATM, CNS, GSAS, LRAS, RSAS, SMGC, Special Effects of RSAS.

Intro -- Foreword -- Preface -- Acknowledgements -- Abbreviations -- Contents -- About the Author -- Chapter 1: Introduction -- 1.1 Historical Retrospective -- 1.1.1 Overview -- 1.1.2 Development of Mobile Radiocommunications -- 1.1.3 Evolution of Satellite Communications -- 1.1.4 Experiments with Active Communications Satellites -- 1.1.5 Early Progress in Mobile Satellite Communications and Navigation -- 1.2 Development of Global Mobile Satellite Systems (GMSS) -- 1.2.1 Definition of Global Mobile Satellite Communications (GMSC) -- 1.2.2 Definition of Global Navigation Satellite Systems (GNSS) -- 1.2.3 Network Architecture of GMSC -- 1.2.3.1 Space Segment and Configuration of MCS Links -- 1.2.3.2 Ground Segment and Networks -- 1.3 GMSC Applications -- 1.3.1 Maritime Mobile Satellite Communications (MMSC) -- 1.3.2 Land Mobile Satellite Communications (LMSC) -- 1.3.3 Aeronautical Mobile Satellite Communications (AMSC) -- 1.3.3.1 Development of AMSC -- 1.3.3.2 Present Status of Aeronautical Communications -- 1.3.3.3 Aeronautical Transportation Augmentation System (ATAS) -- 1.3.3.4 Service for AMSC Users -- 1.4 Definition of Satellite Communication, Navigation, and Surveillance (CNS) -- 1.4.1 Satellite Communication System (SCS) for CNS -- 1.4.2 Satellite Navigation System (SNS) for CNS -- 1.4.3 Satellite Surveillance System (SSS) for CNS -- 1.5 International Coordination Organizations and Regulatory Procedures -- 1.5.1 International Telecommunications Union (ITU) and Radio Regulations -- 1.5.2 International Maritime Organization (IMO) and Regulations -- 1.5.3 International Civil Aviation Organization (ICAO) and Regulations -- 1.5.4 International Air Transport Association (IATA) -- 1.5.5 International Hydrographic Organization (IHO) -- 1.5.6 World Meteorological Organization (WMO) -- 1.5.7 Mobile Satellite Users Association (MSUA).

The first concrete step in effecting international regulation of air navigation was taken by the Aeronautical Commission of the Peace Conference in 1919 when it drew up the International Air Convention of October 13, 1919, instituting the International Commission for Air Navigation (which came into being in July, 1922) in order to provide rules for air traffic. Later modifications in the text of the Convention were authorized in June, 1929.

Um zukünftigen Kapazitätsbedarf in aeronautischer Navigation abzudecken, werden neue Bord und Boden Kommunikationsdienste gebraucht. Die europäische Organisation für Sicherheit und Luftnavigation, Eurocontrol, unterstützte die Entwicklung zweier Vorschläge für ein solches System. Der erste Vorschlag, genannt LDACS1, ist ein digitales Breitband OFDM basiertes System, welches vom Institut für Kommunikation und Navigation, DLR entwickelt wurde. Der zweite Vorschlag, LDACS2 wird von einem Projektteam bestehend aus EGIS ASVIA, Helios SWEDAVIA und anderen entwickelt. LDACS2 folgt einem single carrier Steuerung mit einer GMSK Modulation. Beide Systeme sind für das Bedienen des aeronautischen Teils des L-Band (960-1164 MHz) gedacht. Diese Frequenz wird jedoch bereits von verschiedenen aeronautischen alte Systemen wie z.B. zivile Luftfahrtnavigation DME oder militärische Kommunikationssystemen (vereinigtes taktisches Informationsverteilungssystem JTIDS) eingesetzt. Darüber hinaus, LDACS ist offen für in der Luft befindlich Empfangsstörungen. Ein entscheidender Punkt im Auswahlprozess für eine der LDACS Systeme ist die Gewährleistung für das Nebeneinander von LDACS und des legacy Systems. Einerseits muss bewiesen werden, dass LDACS nur einen geringen Einfluss auf das legacy System hat. Andererseits muss eine verlässliche Funktion trotz Empfangsstörung (Beeinträchtigung) gewährleistet werden. In dieser Masterarbeit ist die Leistung von LDACS2 analysiert. Die Aufgabe umfasst einige theoretische Überlegungen für Ermittlungen von Kapazität, spektrale Leistungsfähigkeit, Skalierbarkeit und die mögliche Zahl gleichzeitiger Nutzer. Das Ergebnis zeigt die Beschränkung der angebotenen bit rates pro Nutzer gemäß der limitierten Bandbreite. Jedoch für gering bis mittelmäßigen Inanspruchnahme von Anwendern, die angebotenen bit rates sind innerhalb einer akzeptablen Reichweite. Der Hauptteil dieser Arbeit befasst sich mit der Anwendung des LDACS2 Systems gemäß der Simulations-Software. Das umfasst die gesamte physikalische Schichtung und die grundlegenden Teile der höheren Schichtung. Besonderer Schwerpunkt ist auf die Anwendung und Beurteilung von wirksamen Kanal Entzerrung Algorithms, Analyse und Auswertung. Neben AWGN Kanälen wurden auch praxisbezogenen Luftfahrtfrequenzen angewandt. Es stellte sich heraus, dass das Kanalkodierung in dieser Ausführung nicht genügend. ; Ilmenau, Techn. Univ., Masterarbeit, 2012

Trabalho final de Mestrado para obtenção do grau de Mestre em Engenharia de Electrónica e Telecomunicações ; O presente trabalho estuda uma solução alternativa de navegação aeronáutica que contribua para a racionalização da infrastrutura terrestre de ajudas-rádio de navegação na Europa. O conceito designado de "Performance Based Navigation (PBN)" emerge actualmente ao nível da Organização Internacional de Aviação Civil, visando o aperfeiçoamento do sistema de gestão do tráfego aéreo ao nível da eficiência, segurançae capacidade. O conceito PBN promove a modernização da infrastrutura aeronáutica com base na utilização preferencial de sistemas de navegação por satélite, designadamente mediante o recurso a sinais disponibilizados pelas constelações "Global Navigation Satellite System (GNSS)". Face às vulnerabilidades dos sistemas GNSS a interferências RF, "jamming" deliberado ou fenómenos solares, foi decidido manter uma infrastrutura de recurso/"backup", para mitigar falhas GNSS, baseada numa redede rádio-ajudas terrestres "Distance Measuring Equipment (DME)". Visto que estes DMEs não facultam uma boa cobertura, especialmente a baixa altitude, e tratando-se de equipamentos próximos da obsolescência tecnológica e pouco eficientes em termos de espectro rádioeléctrico, a sua racionalização requer uma tecnologia alternativa. O presente trabalho explora o recurso a novas tecnologias aeronáuticas de comunicações dados ar-solo, designadamente o futuro "data link" OFDM/TDMA de banda L (LDACS), verificando a sua adequação para suportarem as funções de navegação descritas substituindo os DMEs. Pretende-se confirmar a viabilidade com base no conceito de Navegação Relativa (RELNAV) usado em contexto militar recorrendo a filtros Kalman. As características da tecnologia LDACS são descritas e são apresentados resultados de testes do seu desempenho em termos de medição de distâncias ("ranging"). Com base nas capacidades RELNAV militares são propostos melhoramentos baseadosem filtros Kalman, simulando para demonstrar que o LDACS ...

"With air travel a regular part of daily life in North America, we tend to take the infrastructure that makes it possible for granted. However, the systems, regulations, and technologies of civil aviation are in fact the product of decades of experimentation and political negotiation, much of it connected to the development of the airmail as the first commercially sustainable use of airplanes. From the lighted airways of the 1920s through the radio navigation system in place by the time of World War II, this book explores the conceptualization and ultimate construction of the initial US airways systems. The daring exploits of the earliest airmail pilots are well documented, but the underlying story of just how brick-and-mortar construction, radio research and improvement, chart and map preparation, and other less glamorous aspects of aviation contributed to the system we have today has been understudied. Flying the Beam traces the development of aeronautical navigation of the US airmail airways from 1917 to 1941. Chronologically organized, the book draws on period documents, pilot memoirs, and firsthand investigation of surviving material remains in the landscape to trace the development of the system. Although today's airway system extends far beyond the continental US and is based on digital technologies, the way pilots navigate from place to place basically uses the same infrastructure and procedures that were pioneered almost a century earlier. While navigational electronics have changed greatly over the years, actually "flying the beam" has changed very little"--Provided by publisher

"16 March, 1951." ; "The Ohio State University Research Foundation Project 378 for the U.S. Air Force Air Mateŕiel Command, Wright-Patterson Air Force Base, Dayton, Ohio, Contract No. AF33(038)-3729, E.O. 683-44." ; Mode of access: Internet.

The popularity of small unmanned aircraft systems (SUAS) has exploded in recent years and seen increasing use in both commercial and military sectors. A key interest area for the military is to develop autonomous capabilities for these systems, of which navigation is a fundamental problem. Current navigation solutions suffer from a heavy reliance on a Global Positioning System (GPS). This dependency presents a significant limitation for military applications since many operations are conducted in environments where GPS signals are degraded or actively denied. Therefore, alternative navigation solutions without GPS must be developed and visual methods are one of the most promising approaches. A current visual navigation limitation is that much of the research has focused on developing and applying these algorithms on ground-based vehicles, small hand-held devices or multi-rotor SUAS. However, the Air Force has a need for fixed-wing SUAS to conduct extended operations. This research evaluates current state-of-the-art, open-source monocular visual odometry (VO) algorithms applied on fixed-wing SUAS flying at high altitudes under fast translation and rotation speeds. The algorithms tested are Semi-Direct VO (SVO), Direct Sparse Odometry (DSO), and ORB-SLAM2 (with loop closures disabled). Each algorithm is evaluated on a fixed-wing SUAS in simulation and real-world flight tests over Camp Atterbury, Indiana. Through these tests, ORB-SLAM2 is found to be the most robust and flexible algorithm under a variety of test conditions. However, all algorithms experience great difficulty maintaining localization in the collected real-world datasets, showing the limitations of using visual methods as the sole solution. Further study and development is required to fuse VO products with additional measurements to form a complete autonomous navigation solution.

Flight safety is a major factor that needs attention not only from the government as a regulator but the organizers airport as infrastructure providers, and airlines as the airport service users.Facilities/ flights operated navigation equipment at the airport for flight navigation services shall be calibrated periodically to keep it operating feasibility (accurate). Facilities / aviation navigation equipment consists of telecommunications facilities, aviation, aeronautical information facilities and amenities aviation meteorological information.

The Council held a post-assembly session June 21 to 29, 1951 in which air navigation problems figured most prominently. The Council established universal radio telephony procedures recommended by the Airworthiness and the Communications Divisions during their fourth sessions and incorporated them into Amendment 4 to Annex 10 (Aeronautical Telecommunications) of Standards and Recommended Practices for implementation November 1, 1951. The Air Navigation Commission was authorized to establish a small standing committee, proposed by the Airworthiness and Operations Divisions, to make tentative amendment to Annexes 6 and 8 (Operation of Aircraft, Airworthiness of Aircraft). The Council also approved the implementation January 1, 1952 of the Revised Supplementary Regional Procedures in Meteorology. On the advice of the Air Navigation Commission, the Council approved the proposal by the United States and France to include the New York-Paris circuit in the Aeronautical Fixed Telecommunications Network of the European and the Mediterranean Region, subject to review by the European and Mediterranean Regional Air Navigation Meeting in February. Amendments 23 to 28 to Annex 4 (Aeronautical Charts) were adopted; and unless disapproved by a majority of contracting states they would become effective November 1, 1951 and implemented January 1, 1952. The Council endorsed the establishment of regional training centers and directed the Secretary-General to encourage such development and particularly to urge the governments of India, Pakistan, and Egypt to consider further development of centers of Allahabad, Nawabshar or Karachi, and Cairo, not only for the benefit of their own nations, but also for that of neighboring states. Noting the development of prohibited, restricted, and danger areas along international air routes, the Council asked all contracting states to issue communications prior to boundary changes. Mohammed El Hakeem (Egypt) and A. C. Carter (United Kingdom) were appointed to the Air Navigation Commission. In conclusion, the third report of the Organization's technical assistance program was approved with its estimated $900,000 budget for 1952 for transferral to the United Nations. The retirement of the Secretary-General, Albert Roper, was deferred until December 31, 1951.

Military low flying charts are intended for flight planning and navigation when ground is seen visually and in low flights (up to 2000 feet). Military low flying charts are used by very narrow group of specialists; therefore their cartographic researches in Lithuania are very few. The main aim of this master degree study is semiotical analysis of aeronautical signs of military low flying charts and optimization of military low flying charts making methods. To reach the aim the following tasks were raised: - conduct survey of military aeronautical charts. - conduct analysis of military low flying charts elements' contents (described in literature) and summarize research data. - make general analysis of military low flying charts' contents and signs. - create methods of making NATO low flying chats (M 1 : 500 000). - summarize results of analysis and provide recommendations. After semiotical analysis of aeronautical signs of military low flying charts it was determined that this system of signs has some semiotical shortages. After determining shortages, recommendations to improve systems of signs were provided. Methods of military low flying charts is concluded taking into consideration requirements described in STANAG documentation, after conducting analysis of bendrageografine and aeronautical parts of Polish and German low flying charts. Conventional aeronautical signs are presented and described basing on data collected during analysis and author's recommendations.