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Landing of spacecraft on Lunar or Martian surfaces is the last and critical step in inter planetary space missions. The atmosphere on earth is thick enough to slow down the craft but Moon or Mars does not provide a similar atmosphere. Moreover, other factors such as lunar dust, availability of precise onboard navigational aids etc would impact decision making. Soft landing meaning controlling the velocity of the craft from over 6000km/h to zero. If the craft’s velocity is not controlled, it might crash. Various onboard sensors and onboard computing power play a critical role in estimating and hence controlling the velocity, in the absence of GPS-like navigational aids. In this paper, an attempt is made using visual onboard sensor to estimate the velocity of the object. The precise estimation of an object's velocity is a vital component in the trajectory planning of space vehicles, particularly those designed for descent onto lunar or Martian terrains, such as orbiters or landers.

., Global Positioning System (GPS) backup) are well known and, in fact, should have progressed further long ago. Others (e.g., sharing raw measurements instead of position fixes) are equally well known and, if followed by further flight tests initiated (and successful) years ago, would have produced a wealth of in-flight experience by now if development had continued.

In the interoperability network, the GPS III system, that provides information to nearly every other DoD system, ranked highest among the Air Force Systems.

The data obtained from the CanSat will be transmitted to the ground station where all the data will be stored and also the locations will be stored using GPS sensor. The academic goal of this project is to recruit students to the field of space science and technology.

Also presented are developments of the software components such as advanced user interfaces, GPS information integration, real-time testing and simulation models. This paper provides a real-world example of implication of integration testing on HIL environment for Chassis Controls.

The Desert Research and Technology Studies 2007 testing events included three test scenarios which were each tested using extravehicular activity (EVA), autonomous rover and teleoperated rover modes of operation. Task time efficiency data was collected for each mode for comparison. The site survey scenarios consisted of rover travel through a grid of Global Positioning System waypoints with data collection occurring at each waypoint. The total elapsed time for each waypoint was, on average, smallest for the autonomous mode and comparable for the EVA and teleoperated modes. The solar power unit cable deploy scenario task times were comparable between all three modes.

The instrumentation used is: i) autonomous acquisition system using micro controllers; ii) solid state inertial platform; iii) pitot probe; iv) attack and sideslip angle indicators; v) potentiometer on control system; vi) load cell on control system; vii) propeller tachometer; viii) barometer; ix) thermometer and x) GPS. Assembly and calibration detail procedures are presented with some results obtained on typical maneuvers.

This paper describes the development of an Enhanced Emergency Locator Transmitter (E2LT) for general aviation craft. The E2LT will supplement existing Emergency Locator Transmitter systems which broadcast a simple radio beacon in the event of an aircraft crash. Unlike existing devices, however, the E2LT device will transmit the crash site location and crash severity directly to Emergency Response Teams. The paper describes the design, development, and testing of an advanced emergency location system that combines inexpensive crash sensors, Web-enabled wireless communications and Global Positioning Systems to transmit crash site location to an Emergency Base Station. The purpose of the system is not only to shorten the time it takes for authorities to respond to the crash site, but to improve the quality of the response.

The third area examines the historical growth patterns of GPS systems to estimate possible market acceptance of future information systems that have parallels with ITS in general aviation.

Global Positioning Satellites (known as GPS), 3. Advances in Symbol Generation technology, 4. Increases in computing power deliverable at the cockpit.This paper discusses those technologies through the history of the projects that have put them into action.

Final approach is executed automatically using differential GPS guidance system. When the flight control system selects the LANDING option at chosen altitude (based on GPS and pressure altitude), a change in aircraft’s attitude is executed. ...When the flight control system selects the LANDING option at chosen altitude (based on GPS and pressure altitude), a change in aircraft’s attitude is executed. New attitude ensures safe flare and touchdown of the unmanned aircraft.

One such application is the upgrade of avionics suites with the Global Positioning System (GPS) in military air transport aircraft to meet joint civil-military operational requirements. This paper reviews the Commercial Off-the-Shelf (COTS) concept and the proper use of TSOs, ACs, and FARs in both the design and integration process.

The paper presents an argument for combining the precision of GPS with robust slow speed agility of the helicopter to support the wide implementation of a helicopter precision track GPS (HPT-GPS) instrument approach. ...The paper presents an argument for combining the precision of GPS with robust slow speed agility of the helicopter to support the wide implementation of a helicopter precision track GPS (HPT-GPS) instrument approach. The autonomous nature of the approach suggests that it is particularly suited for use at small airports and heliports.

Man-ln-The-Loop simulations can now be joined with real-world and digital players. The Global Positioning System, real-time data links, interactive visualization tools, advanced simulation techniques, and advanced computer systems create the training environment of the future and will include simulations and surrogates representing advanced threat systems, computer controlled forces, and live air, land, sea, and, quite possibly, space based systems. Interactive virtual to realworld participant links provide significant opportunities to satisfy the demanding testing and training needs.

One such example is Global Positioning System (GPS) which is used as a navigation aid in the DOD but can also be used for the commercial airlines.

This paper reviews the status of personal aviation and proposes that information technology has made possible a personal aviation industry on a scale last imagined in the nineteen forties. The market goal of the system is 100 thousand sales per year, 100 times more than the current sales of general aviation airplanes. Seven specifications are set forth to meet the goal. They concern price, liability, performance, control, convenience, safety, and environmental impact. Helicopters and lift fans are examined in light of the specifications, but a kind of flying car seems more plausible. Personal aviation emerges as a system of three levels, including the Global Positioning System for navigation, an infrastructure called Skyways, and modular conveyances called Starcars that function as automobiles and airplanes. The system is under study at The University of Arizona, where a base station and mobile platform have been built to explore means for navigation, communication, and control.

In addition, recorded information is analyzed in a central data bank (CDB) in a ground processing system (GPS), where refined prediction programs are being developed. The ground processing system, together with the MADAR system form a complete maintenance information system for the C-5.