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Every month, we ask members of our Editorial Advisory Board to weigh in on a topic. For the January 2021 issue, we asked,

Will precise point positioning (PPP) replace real-time kinematic (RTK)? If so, for which applications and when?

“Recently, Hexagon’s Autonomy & Positioning division demonstrated RTK levels of performance — globally —through PPP technology; we call it RTK From the Sky (see page 29). I believe that PPP adoption rates will grow significantly in the coming years and eventually replace RTK — especially in areas that are not well served by RTK networks or similar services. Adoption rates will depend on which applications can field GNSS receivers capable of the signals and constellations to perform like RTK.”

Miguel Amor
Hexagon Positioning Intelligence

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“For many applications, the improved accuracy provided by PPP (10 cm) is sufficient and RTK solutions are not needed. However, the typical convergence time of PPP is between 20 and 40 minutes, depending on the number of satellites available, satellite geometry, the quality of the correction products, the receiver’s multipath environment, and atmospheric conditions. This slow convergence compared to RTK solutions will limit application for many real-time applications such as mobile solutions.”

Alison Brown
NAVSYS Corporation

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“PPP-RTK combines near-RTK accuracy and quick initialization times with the broadcast nature of PPP, over internet or L-band. PPP-RTK can be seamlessly integrated into GNSS receivers, bringing convenient sub-decimeter accuracy to applications where configuring RTK is not practical or where there is no internet connection. PPP-RTK is likely to be adopted by emerging mass-market applications such as UAVs, while RTK will probably remain prevalent in applications where it is already well established, such as precision agriculture.”

Jean-Marie Sleewaegen
Septentrio

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“I do not believe that PPP will replace RTK technology solutions anytime soon. Satellite-based GNSS correction services with an emphasis on global provide worldwide access, but achieving the required accuracy, due to convergence, can be slow. Today, myriad users and emerging customers may utilize corrections augmented with RTK transmitter/base stations that hybrid solutions can provide, thus solving both the age-old navigation issue of obscuration and near real-time positioning simultaneously.”

Bernard Gruber
Northrop Grumman

The Institute of Navigation (ION) presented its Annual Awards during the ION International Technical Meeting and Precise Time and Time Interval Systems and Applications Meeting, both held virtually Jan. 25-28.

The ION Annual Awards Program recognizes individuals making significant contributions or demonstrating outstanding performance relating to the art and science of navigation.

Robert Odolinski received the Per Enge Early Achievement Award for development of multi-GNSS models for precise real-time kinematic positioning and for the sustained dedication to the research community, future surveyors and navigation professionals. The Per Enge Early Achievement Award is presented in recognition of outstanding contributions made early in one’s career.

Andrew P. Zimmerman received the Superior Achievement Award for validating critical navigation processes and collaborating with Air Force tacticians to provide the highest standards of navigation and protection for the Air Force’s premier electronic attack asset. The Superior Achievement Award is presented to recognize an individual who has demonstrated an outstanding performance as a practicing navigator of any vehicle, in any medium — marine, land, air, undersea and space.

Michael A. Lombardi received the Distinguished PTTI Service Award for system development and leadership in the successful delivery of the U.S. time and frequency standards signals to a variety of domestic and international PTTI users. The Distinguished PTTI Service Award is presented to recognize outstanding contributions related to the management of PTTI systems.

Jennifer E. Donaldson, Joel J. K. Parker, Michael C. Moreau, Dolan E. Highsmith and Philip D. Martzen received the Dr. Samuel M. Burka Award for their paper “Characterization of On-orbit GPS Transmit Antenna Patterns for Space Users.” Their paper was published in the Summer 2020 issue of Navigation, Journal of The Institute of Navigation, Vol 67, No. 2. The Dr. Samuel M. Burka Award recognizes outstanding achievement in the preparation of a paper advancing the art and science of positioning, navigation and timing.

Charles K. Toth received the Captain P. V. H. Weems Award for significant contributions to the development and implementation of multi-sensor integrated navigation systems and for demonstrated excellence as an academic mentor and professional leader. The Captain P. V. H. Weems Award is presented to individuals for continuing contributions to the art and science of navigation.

Karen L. Van Dyke received the Norman P. Hays Award for her significant contributions to civil GPS applications, for her lead role directing the Adjacent Band Compatibility study, and for her commitment to international PNT coordination. The Norman P. Hays Award is given in recognition of outstanding encouragement, inspiration and support contributing to the advancement of navigation.

Mingquan Lu received the Thomas L. Thurlow Award for significant and sustained contributions to the BDS-3 signals design and BDS-3/GNSS interoperable receivers development. The Thomas L. Thurlow Award recognizes outstanding contributions to the science of navigation.

Finally, Y. Jade Morton received the Distinguished Service Award for extraordinary service to The Institute of Navigation. The Distinguished Service Award recognizes extraordinary service to The Institute of Navigation.

Antenna development, going all the way back to the first antennas, has been one of continuous innovation,” Richard Langley wrote in our September issue. Even after more than 30 years of GNSS technology development, he pointed out, GNSS antenna development continues.

His statement is borne out by the responses submitted by manufacturers of GNSS antennas to four questions we posed to them:

• What specific challenges are your antennas designed to address?
• Over the past three years and the next three years, what have been/will be your key innovations?
• How are advances in real-time kinematic (RTK) and precise point positioning (PPP) changing requirements for GNSS antennas?
• What technical challenges or industry trends do you find most interesting or noteworthy?

The responses display a wide range of antenna designs for a wide range of applications. They show how manufacturers must constantly balance requirements for positioning accuracy, form factor, interference management and cost. For the GNSS user segment, antennas are the first link in the processing chain and the first line of defense against jamming, spoofing, multipath  and, increasingly, adjacent band interference. Antenna designers are also challenged by the growing adoption and sophistication of RTK, PPP and similar technologies. All these variables, challenges and scenarios are reasons for the constant evolution of GNSS antennas.

Finally, it is not always obvious whether a device should be classified as a receiver or an antenna. For example, what Harxon calls a “smart antenna” others might call a receiver.

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NovAtel

With Sandy Kennedy, VP of Innovation

Specific challenges
NovAtel antennas enable exceptional tracking for multi-constellation precision and are packaged for practical use in the field. Our antennas are designed to be the first link in the processing chain to deliver centimeter-level precision in harsh operating environments and applications, including contested or crowded RF environments through our CRPA antennas.

Key innovations
Over the past three years, we have focused on multi-frequency support and simultaneous L-band reception (seen in the NovAtel GNSS-850) to provide exceptional positioning solutions and support future technology like RTK From the Sky. Optimized to work with OEM7 receivers, NovAtel antennas leverage patented multi-point feeding networks to providΩe symmetric radiation patterns across all frequencies for excellent multipath rejection and minimal phase-center variation and offset. In the next three years, we expect to further reduce the size of antennas needed in a resilient high-precision solution. At the same time, we are continuing to improve robustness to adjacent band interference. We work to optimize the full GNSS ecosystem, from the signal in space reaching the antenna, to the final position, velocity and time (PVT) solution exiting the receiver.

Advances in RTK and PPP
Advances in corrections expose measurements from low-quality antennas. You need an antenna with sub-millimeter phase-center variation (PCV) accuracy and stability on par with the algorithms delivering centimeter-level solutions. When the processing chain eliminates errors down to the centimeter level (or less), you must avoid adding errors from unstable phase centers, for example.

Technical challenges and industry trends
A difficult challenge facing the antenna industry is the commercial demand to reduce the size and weight of antennas while maintaining functionality and performance. The industry will need to continue balancing between size and performance while producing innovative GNSS antenna solutions integrated with other technologies, for example with anti-jam capabilities.

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Harxon

With Leo Wang, Product Technical Director

Specific challenges
The design of Harxon’s GNSS antennas aims to achieve a perfect balance between easy integration with RTK solutions and the ultimate product performance by meticulously dealing with wideband, positioning accuracy, form factor, and interference management.

Key innovations
Over the past three years, our signature antenna innovation is our 4-in-1 X-Survey HX-CSX100A multifunctional GNSS antenna, which integrates a GNSS antenna, 4G, Bluetooth and Wi-Fi in one compact enclosure. This multifunctional antenna simplifies receiver integration into an RTK solution and facilitates industry development. In the next three years, Harxon looks forward to more breakthroughs in positioning technology and delivering pragmatic innovations.

Advances in RTK and PPP
The development and maturity of these technologies require a higher standard for more delicate GNSS antenna structure design that takes product form factor into consideration while upgrading performance via wideband, high gain and positioning accuracy.

Technical challenges and industry trends
The 5G era has arrived, and the application of 5G technology for the internet of things (IoT) is extensive. China has also proposed the integration of 5G technology and BeiDou. We believe that, in the next few decades, GNSS positioning and 5G technology will be widely applied in the IoT industry and create huge benefits.

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Tallysman Wireless

With Gyles Panther, President and CTO

Specific challenges
The challenge faced by Tallysman was manufacturing a full-band GNSS and L-band correction antenna, with high efficiency, tight PCV, low-gain roll-off and low axial ratio down to the horizon, and minimized multipath. Plus, a narrowly filtered low noise amplifier (LNA) to mitigate interference, all in the smallest possible package.

Key innovations
Over the past three years, Tallysman has released the VeraChoke, helical and VeroStar lines. The VeraChoke serves the geodetic and survey reference station markets with PCV and full-band GNSS coverage.

Our helical GNSS and Iridium antennas are lightweight, compact and robust. They provide a precise phase center and radically reduced dependence on a ground plane because of their differential mode of operation. Their exceptional low weight makes them an excellent choice for copter-style UAVs.

The patented VeroStar element combines full coverage of the upper and lower GNSS bands, plus L-band corrections service, with reception of L-band downlink Mobile Satellite Service (MSS) signals and exceptional low elevation angle reception. It is rugged, compact and lightweight — ideal for land and marine rover applications. It also provides minimal and symmetric PCV with outstanding all-around performance.

Advances in RTK and PPP
Both correction systems require rover receivers to phase-lock on low-amplitude GNSS satellite signal carriers, and both are hugely dependent upon the GNSS antenna. The corrections are critical for precision agriculture and land survey applications. Our precision antennas are specifically designed to minimize phase-lock loop (PLL) cycle slips.

Technical challenges and industry trends
Interference, accidental or intentional, is a major challenge and threat to GNSS, particularly from encroaching L-band 5G cellular systems. Tallysman offers tightly filtered LNAs and single-band omnidirectional anti-jam antennas with a deep null at low elevations. We plan to introduce a new multiband omnidirectional antijam antenna in the second quarter of 2021.

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Taoglas

With Dave Ghilarducci, VP of Worldwide Engineering

Specific challenges
Our antennas are designed for key internet of things (IoT) verticals. Our high-precision, multi-band GNSS antennas offer centimeter-level positioning and timing accuracy for applications where small size and high performance are required. We address the industry’s most compact form factors with out-of-band rejection for operation near transmitters.

Key innovations
Over the past three years, we have focused development on a portfolio of GNSS antennas with centimeter-level positioning accuracy in different form factors:

Over the next three years, we expect to expand our portfolio and support additional bands like E6, L6 and the L-band correction band. Plus, we are working with the European Space Agency to design IoT devices with integrated high-precision RTK and GNSS technologies.

Advances in RTK and PPP
Expansion of RTK, PPP and similar technologies into new domains has demanded better performance from mainline and OEM antennas. These correction technologies stress antenna gain and polarization purity to maximize signal strength. We address these issues in our integrated designs to mitigate multipath errors and maximize ease of integration.

Technical challenges and industry trends
The release of lower-cost multi-band receivers and modules could be the most significant shift the GNSS industry has seen in the last decade. This innovation is already expanding applications and challenging suppliers to provide better performance for size, weight and cost.

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Topcon

With Alok Srivastava, Senior Director, Product Management, Topcon Positioning Group

Specific challenges
Topcon is a proven provider of GNSS antennas for innovative products. Our GNSS product portfolio offers antennas with excellent multipath mitigation, near-band interference rejection, and quality signal tracking from zenith to the horizon. We strive to provide affordable solutions for our geodetic, machine control and agricultural customers.

Key innovations
Topcon antenna technology is applied within standalone antennas along with integrated GNSS receivers. Antennas inside our integrated receivers, such as the HiPer HR, are distinctive in supporting Bluetooth and Wi-Fi in a common antenna stack without sacrificing GNSS tracking and positioning performance. These offerings also support compact designs of integrated receivers.

As the number of GNSS constellations expands and new communication methods become available, potential inference from neighboring signals grows with congestion of the RF spectrum. Our standalone antennas, PN-A5 and CR-G5 with cavity filter option, uniquely address these challenges.

In the coming years, antenna technology will need to stay strongly focused on interference rejection and mitigation, lower cost and smaller size. These demands challenge antenna providers to make technical advancements while investing in cost-sensitive manufacturing along with higher testing standards. In this regard, our new antenna test facility in Concordia sulla Secchia, Italy, will soon be offering robotic calibration services.

Advances in RTK and PPP
With increased demand and services available for PPP, Topcon antennas support both GNSS and L-band frequencies, such as in the HiPer VR/HR receivers, and standalone antennas (PG-F1, G5-A1, PN-A5 and CR-G5). As data communications continue to expand beyond L-band and RTK/network RTK, Topcon systems will support them without compromising positioning performance.

Technical challenges and industry trends
As GNSS antennas are one of the integral items within the GNSS system, the significance of delivering a cost-effective and miniaturized solution that provides robust positioning is critical to meeting needs in ever-growing precise positioning markets and applications. Topcon will continue to emphasize innovative antenna products through our research.

GNSS Winter School 2021 is planned for Feb. 22-26 in Islamabad, Pakistan. The Institute of Space Technology is hosting the event, in collaboration with the Space Education Research Lab of the National Center of GIS and Space Applications.

GNSS Winter School will be held on the institute’s campus; however, in case of severe circumstances (such as COVID-19), it will take place virtually online either partially or entirely.

GNSS Winter School will focus on GNSS positioning, coordinate and time reference systems, satellite orbit and position determination, signals, receivers, and specialized areas of inertial and integrated navigation systems.

A special session is planned on GNSS applications and opportunities in the current GNSS market.

The school is intended for engineers, researchers and students working in aeronautics and astronautics; guidance, navigation and controls; satellite or radio navigation; inertial and integrated navigation systems; space systems; constellation designs; interplanetary navigation; remote sensing; geoinformation science; and similar allied areas.

Registration is open through Feb. 15.

STMicroelectronics’ latest RF front-end for GNSS receivers offers a simplified design and smaller footprint. The BPF8089-01SC6 integrates the impedance-matching and electrostatic discharge (ESD) protection circuitry typically implemented using discrete components.

The BPF8089-01SC6 provides a 50-ohm matched interface between the receiver’s antenna and low-noise amplifier (LNA), and is ready for plug-and-play with the company’s STA8089 and STA8090 LNAs.

The BPF8089-01SC6 is suitable for use in portable receivers for the GPS, Galileo, GLONASS, BeiDou and QZSS constellations, which can be used in applications such as consumer satellite navigation, radio base stations, drones and tracking of assets or livestock.

The BPF8089-01SC6’s compact, integrated front-end can replace a matching network containing up to five capacitors, resistors and inductors, as well as two discrete protection devices, resulting in a much smaller footprint. Designers can also leverage PCB-track specifications provided in the device datasheet to ease design challenges and ensure optimal performance.

The ESD protection provided complies with IEC 61000-4-2 (C = 150 pF, R = 330 ohm) and exceeds level 4: 8 kV for contact discharge and 15 kV for air discharge. The device also withstands 2 kV pulse voltage in accordance with MIL-STD 883 C (C = 100 pF, R = 1.5k ohm).

Part of ST’s Application Specific Integrated Passives (ASIP) product range, the BPF8089-01SC6 is housed in a SOT23-6L package compatible with automatic optical inspection.

James D. Litton, GPS pioneer and founder of NavCom Technology Inc., died over the weekend at his home in California with his family at his side. He was 89 years old.

Litton was an early contributor to the development of GPS user equipment. He also played a pivotal role in the GPS-driven transformation of global agriculture that has greatly benefited humanity.

Litton was the director of engineering at Magnavox Research Labs when researchers were working on using CDMA for range measurements, a precursor to the GPS system. He also worked on the original proposal for GPS Phase I.

Later, as general manager of Magnavox’s Marine and Survey Systems Division, he helped develop new and advanced commercial navigation and survey receivers for both the Navy’s TRANSIT system and the Air Force’s GPS.

His team developed the first microprocessor-based commercial satellite navigation receivers and the first commercial GPS survey software. This led to Magnavox eventually having more than a 90 percent share of the survey receiver market.
The firm eventually held more than two dozen patents for improvements in GPS technology.

In 1992, Litton left Magnavox to start a consulting business. Two years later, with Ron Hatch, K.T. Woo and Jalal Alisobhani, he founded NavCom Technology Inc. With Litton as CEO, NavCom became a significant player in the GPS marketplace. Among its achievements was development — under contract — of a single-frequency WAAS-capable GPS aircraft navigation receiver.

NavCom also began a relationship with Deere & Company, supporting more efficient and productive agriculture. This relationship was so successful that Deere purchased NavCom in 1999. Litton continued to lead the company and serve as part of Deere’s senior management team for eight more years.

In recognition of his many achievements to the field, Jim Litton was presented the Institute of Navigation’s Hays Award in 2006.

Among his many contributions, his impact on global agriculture might well have been his greatest, according to Brad Parkinson, the original chief architect for GPS.

“His work transformed agriculture into a data-driven, technological industry that was incredibly more efficient,” Parkinson said. “The cost savings and increases in productivity have impacted billions around the world.”

With challenges related to the COVID-19 pandemic, Litton’s family are still considering arrangements for a memorial service. Information will be posted on the RNT Foundation website when it becomes available.

The European Commission has issued industrial contracts worth €1.47 billion ($1.97 billion) to build next-generation Galileo satellites to Airbus and Thales Alenia Space, reports BBC News.

Both companies told BBC News that they will not speak publicly about their contracts wins until documents are signed, which could take several weeks.

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Read more about Galileo and its plans in Directions 2021: Galileo expands and modernizes global PNT by Javier Benedicto and Rodrigo da Costa.

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Each contract is for manufacture of six satellites, to orbit no earlier than 2024. They will feature digitally configurable antennas, inter-satellite links, new atomic clocks and propulsion systems that use electric engines.

Airbus and TAS built the four Pathfinder in-orbit validation satellites that first demonstrated Galileo. A consortium of OHB-System and Surrey Satellite Technology Ltd. built the first operational Galileo satellites, but the consortium ended following Brexit.

George Mason University has revised a briefing paper on positioning, navigation and timing (PNT) in response to concerns about its accuracy.

The university’s National Security Institute “NSI Backgrounder — Beyond GPS: The Frontier of Positioning, Navigation, and Timing Services” was first issued on Dec. 2. Some staff on Capitol Hill and members of industry soon had concerns about several of its assertions.

Responding to letters from industry, National Security Institute (NSI) Executive Director and Professor Jamil Jaffer said he determined that three of the issues raised, while not fatal to the document, warranted clarification.

ELoran callout. The first was a statement in the backgrounder that the National Timing Resilience and Security Act (NTRSA) “specifies 13 technical requirements for a GPS backup, which essentially define the eLoran system.”

This was a concern to some on the hill as Congress is generally reluctant to specify solutions. Legislators prefer to specify outcomes and then defer to the executive branch on how to make them happen.

Members of industry pointed out that government systems like WWVB and the low-frequency portion of DARPA’s STOIC program, as well as commercial systems like NextNav and Locata, could meet or be adapted to meet the NTRSA requirement.

The revised backgrounder says the NTRSA “specifies 13 mainly technical requirements for a GPS back-up, which align closely with the capabilities of the eLoran system. Other systems may meet the Act’s requirements to varying degrees.”

Multiple technologies. The revised backgrounder also corrects a statement that the NTRSA requires the Department of Transportation to establish an eLoran system. It now says “a system that complies with the Act, and DOT may pursue multiple technologies in implementing the Act.”

Department officials had previously said they were taking a system-of-systems approach and expected to employ multiple technologies. Subsequently, a DOT report was released that documents the need for several diverse systems. It lists transmissions using low frequency (eLoran, STOIC), ultra high frequency (NextNav, Locata) and L-band from space (GPS, Satelles). It also says the terrestrial transmitters should be interconnected by fiber.

Public-private partnership. A third correction was made in the document to reflect how the Congressional Budget Office regarded the possibility of using a public-private partnership in previously proposed legislation.

Members of industry also expressed concern that one of the authors of the document serves on the advisory board for Satelles Inc. and that this was not disclosed in the paper. The backgrounder appeared on the Satelles website the same day it was published.

The university concluded that such disclosure was not necessary as the paper said the author “provides advisory services to industry, including in the PNT area.” At the author’s request, though, his profile on NSI’s webpage will be updated to show his relationship with Satelles.

Senate joined House to override Trump’s veto, making bill into law

The U. S. Congress, especially the Armed Services Committees, have long been concerned about GPS and positioning, navigation and timing (PNT) issues. Over the past two decades, Congressional hearings, demands for reports and investigations have dealt with acquisition, contingency plans for when space is not available, deliberate interference, and a host of other issues.

While these all evidenced Congress’ interest and concern, they were relatively passive measures.

This began to change in 2018 with passage of the National Timing Resilience and Security Act. It requires the Department of Transportation to establish a terrestrial timing system to backup GPS signals.

Then in 2019, Congress appropriated money for a GPS Backup Technology Demonstration. And the National Defense Authorization Act (NDAA) for 2020 required the Air Force to develop a prototype multi-GNSS receiver as part of its resiliency efforts.

The NDAA for 2021 seems to finalize Congress’ transition from an interested observer, mostly on the sidelines, to an active player in national PNT issues and policy.

GPS Under Threat

Capitol Hill observers say this is the result of several factors that have come to a head over the last year. Taken together, they have convinced many legislators that GPS is under threat and PNT issues are not being taken seriously enough by the executive branch. These include increased jamming and spoofing (especially by China and Russia), full implementation of China’s BeiDou system and its marketing to other nations as a superior alternative to GPS, the Federal Communications Commission’s (FCC) decision on Ligado Networks, and the Pentagon’s failure to respond to combatant commanders’ Joint Urgent Operational Needs Statements for non-GPS PNT.

Here are some of the provisions of the 2021 NDAA of interest to the PNT community.

Military Multi-GNSS Prototype

The 2018 NDAA required the Defense Department to incorporate Europe’s Galileo and Japan’s QZSS satellite navigation signals into military user equipment. The idea was to make it more resilient to disruption. Also required was an investigation into using non-allied signals.

Apparently not satisfied with progress on this project, Congress mandated a project to develop a prototype multi-GNSS receiver as part of the 2020 NDAA.

The 2021 NDAA seems to indicate Congress is still not happy. It withholds 20% of the funding for the Office of the Secretary of the Air Force until the department certifies the prototype project is underway and provides briefings to the Senate and House Armed Services Committees.

Resilient, Survivable PNT

Language in the 2021 NDAA also seems to show Congress is impatient with the Pentagon’s lack of responsiveness to combatant commanders’ requests for non-GPS PNT systems.

Section 1611 of the act is entitled “Resilient and Survivable Positioning, Navigation, and Timing Capabilities.” It requires development, integration and deployment of these capabilities for combatant commanders within two years. This, it says, is “… consistent with the timescale applicable to joint urgent operational needs statements…”

The act says the new PNT capabilities shall “generate resilient and survivable alternative positioning, navigation, and timing signals” and “process resilient survivable data provided by signals of opportunity and on-board sensor systems…”

The act also addresses the Defense Department’s 2018 PNT Strategy’s plan for future systems to be classified and for military use only. It directs the department to work with the National Security Council, Departments of Transportation, Homeland Security and others “…to enable civilian and commercial adoption of technologies and capabilities for resilient and survivable alternative positioning, navigation, and timing capabilities to complement the global positioning system.”

To help ensure prompt action on this, the act requires a report to Congress within six months and authorizes the department to reprogram funds from other areas to finance the effort.

Responding to Ligado Decision

By far the most PNT-related text in the 2021 NDAA includes a host of measures responding to FCC Order 20-48 approving an application by Ligado Networks. An order that the executive branch is on record as strongly opposing, saying it will degrade GPS service for many.

Senator Jim Inhofe, chair of the Senate Armed Services Committee, has regularly expressed outrage at the FCC’s decision and has called for its reversal.

Among its provisions, the act:

• requires the Department of Defense to estimate and report to Congress the cost of damage to department systems as a result of the FCC order.
• prohibits using department funds to upgrade or modify military equipment to make it resilient to interference caused by broadcasts in the spectrum allocated (the FCC order requires this to be funded by Ligado).
• prohibits contracting with any entity using the frequency bands allocated to Ligado unless the Secretary of Defense certifies the use will not interfere with GPS services.
• requires the Secretary of Defense to contract with the National Academies of Sciences, Engineering, and Medicine for an independent technical review of the FCC order.

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Dana Goward is president of the Resilient Navigation and Timing Foundation (rntfnd.org).

Findings show accuracy of new sensors is improved by greater than an order of magnitude over current offerings.

Honeywell, with funding from the U.S. Defense Advanced Research Projects Agency (DARPA), is creating the next generation of inertial sensor technology that will one day be used in both commercial and defense navigation applications.

Recently, findings gathered in Honeywell labs have shown the new sensors to be greater than an order of magnitude more accurate than Honeywell’s HG1930 inertial measurement unit (IMU) product, a tactical-grade product with more than 150,000 units currently in use.

An IMU uses gyroscopes, accelerometers and electronics to give precise rotation and acceleration data to enable a vehicle system to calculate where it is, what direction it is going and at what speed, even when GPS signals aren’t available.

There are various types of IMUs on the market, and some — like the next-generation version currently under development — use sensors based on micro-electromechanical systems (MEMS) technology to precisely measure motion.

“Typically, MEMS inertial sensors have been on the lower end of the performance scale, but this latest milestone shows we are changing that paradigm,” said Jenni Strabley, director of offering management for Inertial Sensors, Honeywell Aerospace. “With this next-generation MEMS technology, we’re increasing performance without having to significantly change the size or weight of the IMU. This is a game-changer for the navigation industry, where customers need highly accurate solutions but cannot afford to compromise on weight or size.”

Over the past few years, Honeywell has been working with DARPA to develop the next generation of high-precision navigation-grade IMU technology, under the Precise Robust Inertial Guidance for Munitions: Thermally Stabilized Inertial Guidance for Munitions (PRIGM TIGM) program.

The new MEMS sensors will use different sensor designs and electronics to enable higher performance. They will serve a broad range of applications in autonomous land and air vehicles for both military and commercial customers, including future urban air mobility aircraft.

“Now that we have demonstrated that MEMS is capable of reaching these incredibly precise performance levels, it is the perfect time to start talking with potential users about how this technology could help their applications,” Strabley said. “We believe this new technology will have a variety of applications, such as onboard future vehicles that will fly in urban environments where lightweight, extremely precise navigation is critical to safer operations. Additionally, there are other applications that haven’t been invented yet but may be enabled by these types of technology innovations.”

Commercial sales of an IMU containing these next-generation sensors are still several years away, but one of the first products using this new technology is expected to be more than 50 times more accurate while roughly the same size as Honeywell’s IMU.

Honeywell has long been a pioneer in MEMS-based IMUs, including the HG1930. Honeywell’s lineage in navigation dates to the 1920s and since then Honeywell has developed and manufactured high-performance navigation solutions found on many aircraft and other vehicles worldwide.