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Tekever, a European maritime surveillance provider, has unveiled a new version of its AR3 unmanned aerial system (UAS). The AR3 now has a “hot-swappable” vertical-takeoff-and-landing (VTOL) capability, able to switch from horizontal launch to vertical. It also now has integrated synthetic aperture radar (SAR).

Tekever made the announcement at AUVSI Xponential 2022 in Orlando, Florida. The company specializes in maritime surveillance services that deliver actionable real-time intelligence. The AR3 is a shipborne UAS designed to support multiple types of maritime and land-based missions up to 16 hours. With the upgrade, the AR3 becomes more operationally flexible, the company said.

AR3 Hot-Swappable VTOL with SAR integrated from Tekever on Vimeo.

“Users no longer have to choose between having pure fixed-wing assets for longer endurance missions, or fixed-wing VTOL assets for more challenging deployment conditions,” explained Ricardo Mendes, Tekever CEO. “The AR3 combines both capabilities and provides users with the ability to decide the configuration just moments before takeoff.”

The newly added SAR provides the AR3 with a vastly greater operational range, and the ability to effectively detect, recognize and identify targets under any weather condition. Covering more than 20,000 square nautical miles per mission, the new AR3 is the suitable for wide-area surveillance missions.

“Our SAR, which we named Gamasar in honor of the Portuguese navigator Vasco da Gama, is designed and built by Tekever specifically to provide our customers with capabilities that are typically only available through much larger systems,” Mendes said. “With an extremely reduced logistics footprint, the unprecedented VTOL flexibility and the unique capabilities provided by Gamasar, the new AR3 is a game changer that provides our customers with tremendous value and cost effectiveness.”

Auterion has introduced new capabilities for high-precision mapping missions and automated, end-to-end data workflows to make mapping more efficient, reliable and powerful across industries.

Unveiled at AUVSI Xponential 2022, updates to the Auterion OS serve enterprises with diverse use cases that need component and payload flexibility, alongside a centralized and streamlined software workflow.

Advantages for customers include:

• Availability of precise mapping data in real time and automated processing that enables fast decision-making, saving time, ensuring consistency and reducing human errors.
• Standardized process across any Auterion-powered vehicles, bringing an improved user experience, reducing training time, and affording easy scaling of operations.
• Connectivity that enables automated end-to-end workflows with no need for manual data transfer, and integration with third-party data-processing software such as Esri Site Scan or Propeller.

“The mapping and workflow features included in this latest release of Auterion’s software focus on use cases from our enterprise customers,” said Markus Achtelik, vice president of engineering at Auterion. “We’re making sure that workflows are thoughtfully designed to meet customer needs and that the data they require is collected, automatically processed and streamlined through Auterion’s software platform for immediate use and longer term analysis.”

Auterion’s new platform capabilities are achieved through the enhancement of tightly integrated components. For example, the ground control app provides precise mission execution with fully integrated control of payloads, such as the Sony α7R IV camera. Then, capture and storage of geotagged images on the drone occur in real time.

Next, image data correction and processing happen seamlessly. This kind of automated workflow illustrates Auterion’s commitment to building efficient operational solutions for enterprise-ready drones, the company said.

“Auterion’s software is updated with its expanding open ecosystem in mind,” added Achtelik. “That gives customers the best options on the market, offering greater flexibility and choice to meet enterprise quality, scale, and regulatory needs.”

Juniper Systems has introduced the Geode GNS3 GNSS receiver, which allows users to collect real-time GNSS data with sub-meter, sub-foot and decimeter accuracy options.

With a scalable platform, users can purchase the level of accuracy they need now, while having the option to increase accuracy in the future.

“This new Geode offers expanded accuracy options to our users,” said John Florio, Geode product manager at Juniper Systems. “We set out to deliver a product that is scalable to our user’s needs. The GNS3 allows users to purchase a receiver that fits their accuracy needs at the moment, while still being able to unlock greater accuracy through subscriptions when that need arises.”

Available in both single-frequency and upgradable multi-frequency antenna configurations, users have the level of accuracy needed to get the job done. The Geode GNS3S offers superb sub-meter accuracy with a single-frequency antenna. The GNS3M allows for scalable accuracy; its multi-frequency antenna support all constellations on L1, L2 and L5 frequencies.

Multi-frequency signal tracking, together with Atlas L-band correction subscriptions, allow for up to decimeter accuracy. As with previous Geode devices, SBAS corrections are available for sub-meter accuracy in certain regions.

Both models also support local differential GNSS real-time kinematic (RTK) and continuously operating reference networks (CORS) through the Geode Connect NTRIP client.

“Providing Atlas corrections and scalable accuracy allows for the Geode to be used in new markets,” Florio said. “A few of these include water utility locating, agriculture and irrigation mapping, mapping projects in remote locations where other correction services are not available, and any other mapping need that requires a higher degree of accuracy.”

The Geode GNS3 offers flexible connectivity and can be used with Windows, Android, iPhone and iPad devices. A USB-C port allows for data transfer and fast charging and an antenna port allows for the use of an external antenna.

The Geode GNS3 GNSS receiver is now available worldwide.

Winners will present their projects at ION GNSS+ 2022 in Denver

The Institute of Navigation’s Satellite Division, in partnership with Google, will host the 2nd annual Smartphone Decimeter Challenge, with the winning teams presenting their methods at the ION GNSS+ 2022 meeting. ION GNSS+ 2022 takes place Sept. 19–23 at the Hyatt Regency Denver, adjacent to the Colorado Convention Centerx.

The Smartphone Decimeter Challenge is designed to advance research in smartphone GNSS positioning accuracy using state-of-the-art algorithms and technologies such as advanced machine learning models and precision GNSS algorithms.

While standard receivers using signals from GPS, other GNSS (Galileo, BeiDou, GLONASS) and regional systems (QZSS and IRNSS) provide accuracy between 3 and 10 meters (often worse in urban environments), better location can be obtained by processing carrier-phase measurements, inertial measurement unit (IMU) data, and base station corrections.

Teams will use datasets collected using the GPS receivers and IMUs of Android smartphones to compute location down to an accuracy of decimeters. Mobile users will benefit from lane-level-accuracy-based services, enhanced experience in location-based gaming, and greater specificity in location of road safety issues.

Winner selection is based on the accuracy of results from the test datasets compared to highly accurate ground truth. The top three winners will receive prizes valued at $15,000+ including a guaranteed speaking slot at the highly competitive ION GNSS+ 2022 conference (subject to technical paper and ION presentation requirements); a travel subsidy; and complimentary registration to attend ION GNSS+ 2022 in Denver.

Entries must be received by July 29.

UAV Navigation has confirmed the safety and reliability of its Vector-600 autopilot for civil applications with an independent study. The study was performed as part of the European Union VaNeT project, and conducted by third-party company Anzen Engineering.

An autopilot system in an unmanned aerial vehicle (UAV)  is the heart of the flight control system. For the Vector-600, the study included a reliability prediction report (RPR), failure mode effects and criticality analysis (FMECA) and fault tree analysis (FTA).

Reliability Prediction Report. The RPR analyzes probability of failure of every single sensor and component inside a system. It helps define component failure rates and, consequently, a prediction of the time that the VECTOR-600 is expected to operate free of failures under given operating conditions. According to this, the VECTOR-600 has shown a mean time between failures of more than 19,500 hours.

Failure Mode Effects and Criticality Analysis. A FMECA study identifies potential failures of system functions and assesses their effects, so that mitigation actions can be defined. It is a bottom-up analysis considering each single elementary failure mode and assessing its effects.

Fault Tree Analysis. Fault trees are a classic deductive analysis technique useful for both qualitative and quantitative analysis. For the Vector-600, a quantitative FTA provided probability estimates for major hazards, as well as identifying single-point failure modes and guiding further design for hazard reduction. According to the results, Vector-600 showed a probability of loss of mission per flight hour of 1,809E-05 under its operating conditions.

“The FMECA, RPR, and FTA analysis performed by the external and independent company Anzen have proven that our most advanced autopilot, Vector-600, is one of the most reliable GNC [guidance, navigation and control] systems for NATO Class I and II unmanned aircrafts available in the market and enables our clients to execute missions ensuring safety,” UAV Navigation stated in a press release.

The EU regulation framework defines three classes of operations: open, specific and certified. In specific and certified category operations, including most professional UAS flights, operators and aircraft manufacturers need to prove safe operation of their platforms. For this reason, the study of the reliability of the systems involved in the UAV becomes a must to demonstrate the system can operate free of failures under specific operational conditions.

The full analysis report is available on request.

By Simon Harris, Advanced Navigation

Lidar-based surveying is increasing in demand across a range of industries. Recent market analyses indicate that lidar surveying is a multi-billion dollar industry that is expected to deliver sustained growth for years to come. As lidar technology matures and performance increases, its range of use is broadening into surveying more complex and difficult terrain or at speeds and in environments previously unsuited to such technology. Naturally, increasing diversity and performance brings about demands for greater reliability, speed and accuracy whilst remaining within physical and regulatory limitations. 

Keeping pace with market demands in UAV and rail sector lidar surveying is increasingly challenging and requires an evolving synthesis between the acquisition and processing of lidar and GNSS-INS georeferencing data. Companies such as Cordel and its subsidiary Nextcore are taking advantage of the latest technologies to develop systems that are setting new benchmarks in these sectors. 

Benefits of Altitude, Faster Lidar and Precision INS 

UAV lidar surveying is capable of high-resolution surveys of complex terrain, vegetated areas and in light conditions that may be unsuitable to photogrammetry. These qualities make it a preferred option in many applications. However, it must remain cost-competitive with alternative solutions to become widely adopted by the surveying industry.  

Typical UAV lidar surveying is performed at ~40m AGL. This altitude commonly presents collision risks with terrain and vegetation and imposes limits where the topography changes dramatically, such as voids that increase AGL beyond acceptable limits. Higher altitude surveying, therefore, offers obvious advantages, but also deeply challenges lidar sensors and the INS. Any mismatch in operational performance and accuracy between these inevitably degrades survey quality and severely limits use of the system. 

Nextcore accepted the challenge and set about developing a viable solution that could maintain a point cloud density of 200-500 points per m² from a target altitude of 70 m. This equates to generating lidar point cloud data at millions of points per second. Achieving this required a GNSS-INS that provided suitably precise georeferencing data. Because survey data is derived from a source that is in constant motion in 3D space, the capability of the GNSS-INS is paramount in producing a digital twin of value and is critical to mission success.  

After testing and evaluating various INSs from different manufacturers, Nextcore coupled its lidar with Advanced Navigation’s MEMs-based Certus Evo INS, which provides near-FOG performance and has a drift rate of 0.2 degrees/hour. This combination yielded exceptional results that allowed them to vastly extend the altitude ceiling to 120m while retaining consistent, accurate survey data.  

“Operation at this altitude not only reduces the risk of collisions with trees, it enables surveyors to cover larger areas, greatly improving the solution’s efficiency,” said Ashley Cox, founder and COO of Nextcore. 

Higher altitudes tend to increase the lidar swath width. The typical swath width at ~50m altitude is ~120m, depending on actual altitude and the resulting angle of incidence of lidar toward the edges of the swath. At 120m, a reliable swath width of 180m was achieved. This is a 50% increase over previous, equating to approximately 33% fewer flight-lines to survey a given area — a notable boost for productivity and efficiency to surveyors. 

 Payload minimization also was a critical aspect in the search for an INS, as surveyors are always seeking longer flying time. This only can be achieved with a lighter technology stack payload. The team used an OEM version of the INS for a smaller form factor that could be integrated within a single ruggedized housing. This allows a design with greater strength, weather resistance and efficient payload setup. 

“The industry is constantly seeking lighter payloads for longer flight times and to fit on smaller, safer UAVs,” Cox said. “Regulatory restrictions challenge the industry to meet certain specifications. The same is true for UAV lidar. We hit a ceiling. We need to be able to improve on that, although what we’re achieving now is a real game changer.” 

The resulting survey material contains lidar point cloud data and the geo-referencing data from the INS. All data processing is performed post-flight to ensure the highest possible accuracy. PPK is used for correction of GNSS-INS position, roll, pitch and heading data. The processed INS data is then combined with the processed point cloud data to provide absolute position to the point cloud. This system realized consistent 30~40mm precision at 120m AGL. Nextcore has integrated the lidar and INS processing platforms to automate the synthesis of data sets, reducing the survey completion time. Depending on the survey’s size and complexity, this solution can process survey data into a 3D map within 30 minutes of mission completion. 

Nextcore used a Certus Evo GNSS receiver, which internally uses the u-blox ZED-F9P chip. It logs GPS L1, L2, GLONASS L1, L2, Galileo GalE1, E5, and BeiDou B1, B2 frequencies at 8 Hz. It used the Kinematica correction service running a PPK filter. 

Scanning Rail Corridors Super Fast

Aerial surveying is not the only environment to present challenges to lidar and INS. 

Train-mounted lidar for automated track and rail corridor surveying is another burgeoning market. This application typically uses lidar and position data to detect and identify areas of the railway that require maintenance and, perhaps more importantly, preventive maintenance. Rail surveying presents unique demands, including operating at speeds of 160km/h (100mp/h) or more, maintaining position accuracy during GNSS outages and variable environmental conditions. 

Land-based surveying provides flexibility for selecting an INS compared to aerial applications, as size and weight are usually irrelevant. Rail surveying also requires an INS that provides the necessary performance while tolerating vibration and erratic movement from junctions, points and signals, and be absolutely dependable in GNSS-denied situations. Cox’s team found that the greater accuracy and better drift stability of FOG INS over MEMS provided an ideal platform for generating reliable and accurate paths of train trajectory. 

Cordel tested Advanced Navigation’s Boreas digital FOG INS as a potential solution. Testing was carried out using cars as a simulation, travelling complex routes in two directions then overlaying the lidar point clouds to check for discrepancies or unsynchronized areas. The results provided the confidence to put the Boreas into service. 

Railways typically traverse deep cuttings, lengthy tunnels and other environments that disrupt GNSS. It is mission-critical that the INS can apply dead reckoning the instant GNSS is disrupted and maintain accurate position for the entirety of the outage. Reliable path and location data during GNSS disruptions is central to the viability of automated rail surveying. Blind spots or zones of unreliable route data cannot be tolerated by rail operators from safety, track availability and financial perspectives. 

The Cordel AI lidar analysis system can be “tuned” to the required metrics and is capable of self-learning. The AI enables the system to pre-emptively identify and flag areas of concern before they become an actual problem or hazard. Examples include measuring track gauge and alignment, ballast distribution and coverage, and clearance between potential hazards to the train. The entire route is logged, creating a “Google map” of the railway that maintains a historical record of survey data each time the track is used. 

Clients can then view a representation of the lidar data to get a clear understanding of any issues and how to respond before sending personnel or assets to a location. This enables intervention before safety is compromised or remedial works become large-scale and disruptive. As a result, rail service providers can maintain safer railways, deliver more reliable services, and minimize operating costs. 

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GLOSSARY OF  ABBREVIATIONS 

AGL above ground level 

AI artificial intelligence 

FOG fiber-optic gyroscope 

GNSS global navigation satellite system 

INS inertial navigation system 

MEMS micro-electromechanical system 

PPK post-processing kinematic 

UAV unmanned aerial vehicle

By Michael J. Dunn, Space Systems Command, Capability Area Integrator for Positioning, Navigation and TimingThe Global Positioning System is the premier positioning, navigation and timing (PNT) source for more than six billion users worldwide. It is vital to the function of all 16 of the United States’ essential critical infrastructure components. Life as we know it relies on the essential services that GPS provides.

The United States Space Force (USSF) is committed to maintaining a healthy GPS constellation that continues to deliver the “gold standard” of PNT availability and reliability throughout the world. Continuous improvements in equipment and performance have been a hallmark of the enterprise since its inception. 2021 was no exception, with a continued record-setting delivery of new capabilities.

Space Systems Command (SSC) at Los Angeles Air Force Base in El Segundo, California, is laser-focused on delivering the most important modernization in GPS history. The government and industry team are committed to bringing major upgrades to the space, control and user-equipment segments. It is an exhilarating time for the GPS enterprise. The specific updates within each segment cement the continued evolution in GPS and the USSF commitment to delivering advanced capabilities to the nation and the world.

Space Segment

Currently, 37 GPS satellites are on orbit, with 29 satellites set healthy. The baseline constellation requirement is 24 satellites. The system continues to perform in stellar fashion, providing an average 48-centimeter position accuracy throughout 2021.

Orbital systems modernization is focused on the GPS III satellite fleet, and the program continues to deliver peerless capabilities. GPS III space vehicles (SV) 1–4 were all operationally accepted in 2020. In 2021, the most notable event was the launch of GPS III SV05 in June. The satellite successfully achieved operational acceptance and mission-capable status for USSF in just under two weeks: a new record. SVs 6–8 are available for launch and are awaiting their launch windows. SV09 system-level testing is in progress. SV10 component deliveries continue. GPS III provides up to eight times better anti-jam and a new L1C signal to improve user connectivity.

For the GPS IIIF program, the long-range picture remains bright as the contract for GPS IIIF SVs 15–17 was awarded in October 2021. The delivery of the first GPS IIIF is expected early in 2026. GPS IIIF will build upon the tremendous increase in capability provided by GPS III with the addition of a search-and-rescue payload, a laser retroreflector array for precise ranging, a fully digital navigation payload, and a Regional Military Protect capability that will provide 60 times greater anti-jam for operations in electromagnetically hostile environments.

Control Segment

The next-generation Operational Control System (OCX) continues to execute within its program baseline. OCX will provide enhanced command and control capabilities, modernized architecture, robust information assurance and cyber security.

OCX’s incremental development approach began with OCX Block 0, which is the launch and checkout system (LCS) for GPS III. The LCS successfully supported the launch and checkout of GPS III SV 01–05. OCX Blocks 1 and 2 will control all legacy GPS III satellites and both legacy and modernized signals.

Despite barriers presented by the global COVID-19 pandemic, all 17 global OCX monitoring station installations were completed in July 2021. Most of the remaining equipment was fielded throughout December 2021. System integration and verification continues with transition to operations scheduled for early 2023.

The Next Generation OCX 3F contract was awarded in April 2021. The program will modify OCX to launch and control GPS IIIF satellites with enhanced capabilities. Acquisition Milestone B is expected in 2022, and operational acceptance is planned for 2027.

User Equipment Segment

Millions of GPS receivers are fielded, but very few of them can use the military code (M-code) signal that is being broadcast by 24 GPS SVs. To keep our competitive advantage against the adversary, the GPS enterprise is focused on developing modernized GPS user equipment (MGUE) that takes advantage of these signals. The MGUE program is a joint service program developing modernized, M-code-capable military GPS receivers. The program is broken into two increments (Inc 1 and Inc 2). Both are designed to deliver secure PNT performance, allow navigation warfare operations, enhance anti-jam, anti-spoof and anti-tamper, and enable Blue Force Electronic Attack.

MGUE Inc 1 achieved a major milestone in September 2021 with successful testing on the Marine Corps Joint Light Tactical Vehicle (JLTV). The event took place in an electromagnetically degraded GPS environment at White Sands Missile Range, New Mexico. The JLTV is a pathfinder lead platform for the MGUE program. Lead platforms for the other services, the Army Stryker combat vehicle, Air Force B-2 bomber, and Navy Arleigh-Burke Class Guided Missile Destroyer, will commence integration testing in FY23 and FY24.

MGUE Inc 2 development continues to make progress in maturing the next generation ASIC technology required for all weapon-system platforms to provide functionality and backward compatibility. It will deliver a miniature serial interface card in CY26 to support handheld and ground applications. Eventually, MGUE receiver cards will be loaded onto hundreds of Department of Defense (DOD) weapon systems.

Partner Community

The GPS enterprise is committed to cooperation on a global basis. It works closely with the DOD, the armed services, the U.S. Coast Guard, other federal agencies, the International Civil Aviation Organization and all the other global and regional navigation satellite systems toward the development of PNT in the global commons.

A highlight of this cooperative work is GPS enterprise involvement in the National Executive Committee for Space-Based PNT (PNT EXCOM), which supports the interests of the various federal bodies, especially the Department of Transportation (DOT) and the Federal Aviation Administration (FAA). The PNT EXCOM is applying GPS technology to a broad variety of governmental activities, including the development of the Next Generation Air Transportation System and intelligent transportation systems.

The GPS enterprise commitment to international partners is unwavering. Our support to the North Atlantic Treaty Organization (NATO) is ongoing with support to the Capability Panel 2 for Navigation working toward the integration of MGUE and compatibility arrangements with Europe’s Galileo system. A highlight this year was the first delivery of MGUE loan equipment to the United Kingdom, Canada, Germany, and the Republic of Korea. Germany is the first country to purchase MGUE equipment.

Conclusion

GPS is the foundation of global PNT and a cornerstone of modern life. Improvements to the enterprise are continual. As the nation moves into the complex and dynamic world of the coming decades, the dedicated military, civilian and industry professionals that provide this world-changing capability will continue their challenging and rewarding work. Semper Supra!

The Open PNT Industry Alliance (OPIA) issued a statement regarding the recently approved U.S. Fiscal Year 2022 Appropriations Act. The alliance advocates for support of alternative positioning, navigation and timing (PNT) services.

In its statement, the 21 corporate members express support for the funding provided to the Department of Transportation to pursue alternative forms of PNT.

The OPIA also highlights a change to the National Timing Resilience and Security Act that eliminates the “land-based” technology requirement. The consensus among members is that the adjustment was needed so that the law would allow for multiple forms of PNT, a concept that aligns with the diverse technology principles of the coalition.

Below is the full text of the statement.

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The Consolidated Appropriations Act for Fiscal Year 2022 (H.R. 2471) promotes robust positioning, navigation, and timing (PNT) technologies and preserves competition that drives innovation in the market.

Important Funding for PNT Services

The FY 2022 Appropriations Act, passed by the U.S. Congress and signed into law by President Biden on March 15, 2022, provides $15 million for the U.S. Department of Transportation (U.S. DOT) to establish a program that will support the U.S. government’s pursuit of many types of alternative PNT. The legislation aligns with U.S. DOT’s January 2021 “Complementary PNT and GPS Backup Technologies Demonstration Report” and summarizes how the funding will be applied.

OPIA encourages U.S. DOT to apply this funding to procure alternative PNT services and supplementary solutions that will protect critical infrastructure. Our members are prepared to engage civil government officials and critical infrastructure owners and operators to match needs with solutions.

Critical Change to Existing PNT Law

The National Timing Resilience and Security Act of 2018 (NTRSA) focused attention on the need to reinforce GPS. Congress subsequently recognized that NTRSA would be harmful to the commercial PNT market. The FY 2022 Appropriations Act revises the NTRSA to align with the U.S. DOT’s 2021 report that “the best strategy for achieving resilient PNT service is to pursue multiple technologies to promote diversity in the PNT functions that support transportation and other critical infrastructure sectors.”

This straightforward change to the NTRSA is as follows:

“Section 312(a) of title 49 United States Code, shall be amended by striking ‘land-based,’ after ‘operation of a’.” When the revised objective of the NTRSA is read in context, it is evident that the law is now fully inclusive of multiple forms of alternative PNT:

Subject to the availability of appropriations, the Secretary of Transportation shall provide for the establishment, sustainment, and operation of a land-based, resilient, and reliable alternative timing system (1) to reduce critical dependencies and provide a complement to and backup for the timing component of the Global Positioning System (referred to in this section as “GPS”); and (2) to ensure the availability of uncorrupted and non-degraded timing signals for military and civilian users in the event that GPS timing signals are corrupted, degraded, unreliable, or otherwise unavailable.

This move by Congress comports with the findings of the U.S. DOT’s report on PNT which state that “suitable and mature technologies are available in the private sector and offer owners and operators of critical infrastructure a diverse array of complementary PNT services to meet their GPS backup needs. Because such needs are application-specific, GPS resilience across all critical infrastructure sectors will require a plurality of diverse PNT technologies to meet multiple use cases.”

The commonsense modification to the NTRSA allows multiple alternatives to GPS and other global navigation satellite systems (GNSS) to deliver against a complex and ever-expanding set of institutional and end-user requirements.

The alignment with OPIA’s bedrock principles is clear:

• • A diverse technological landscape offers varied operational characteristics to support all critical infrastructure sectors.
  • True resilience requires diversity that a sole-source technology cannot meet in terms of reliability, performance, and the flexibility to address evolving attack prevention and threat response needs.
  • The ingenuity of the private sector marketplace will drive the emergence of multiple cost-effective GPS/GNSS alternatives that evolve according to technological innovations and market dynamics.

Open PNT Industry Alliance members provide what critical infrastructure needs for resilience: alternative forms of PNT that complement GPS/GNSS as well as augmentation services, security solutions, and hardware/software for time synchronization, navigation and location applications.

Eurolink Systems has finished integrating avionics from uAvionix in its Beluga family of drones. Avionics integrated include the George G3 autopilot, microLink CNPC radio system, and truFYX EXT GPS receiver.

Beluga is a new generation of small unmanned aerial systems (sUAS), the result of three years of design and development. The Beluga sUAS is designed to perform a wide variety of tasks including medical transportation, precision farming, search and rescue, and last-mile delivery.

The system will include the uAvionix George G3, a CubePilot-based autopilot designed to DAL-C safety standards, and the truFYX EXT GPS which provides high-quality avionics at low size, weight and power consumption (SWaP) at a low cost. Beluga will soon include the ability to operate on skyLink C-band CNPC radios, fully integrated with George.

GNSS positioning company recognized for continued international trade success

The positioning technology business of Spirent Communications has been honored with a prestigious Queen’s Award for Enterprise.

Spirent is one of only 226 organizations in the United Kingdom to be recognized with the Queen’s Award, which acknowledges the company’s excellence in international trade.

Spirent is headquartered in the UK, with its positioning business in Paignton, Devon, developing and manufacturing positioning, navigation and timing (PNT) test solutions. It also has a research and development facility in Daventry, Northamptonshire.

“As reliance on PNT technology continues to grow, our positioning technology business is the trusted partner of the world’s foremost PNT developers, delivering maximum performance without compromise through our dedicated test and validation solutions,” said Martin Foulger, general manager, Spirent Positioning. “We are honored to receive the prestigious Queen’s Award accolade, which is testament to the hard work of our employees in enabling us to achieve such tremendous success worldwide.”

Powered by its international trade, its exports outside of the UK represent a significant proportion of its business, serving a global customer base across five continents and more than 40 countries. Its technology has represented the global gold standard for commercial and government research and development facilities since the inception of GPS.

Its core business is the simulation of GNSS signals in laboratories for the development of applications used in advanced aircraft, chipsets, satellites, smartphones, cars, autonomous systems, marine vessels and defense systems, as well as the navigation systems themselves.

“Market leaders who are developing PNT applications have placed their trust in our test solutions for decades due to our unrivaled performance, realism and reliability,” said Foulger. “Furthermore, Spirent expertise is directly enabling and driving innovation in connected and autonomous vehicles and machine learning, as well as helping to make the world more sustainable through working closely with fields such as smart cities and precision agriculture.”

Now in its 56th year, the Queen’s Award are the most prestigious awards for businesses in the UK and a globally recognized royal seal of approval for companies. As a winner of the award, Spirent is permitted to display the esteemed Queen’s Awards Emblem for the next five years.