The new ASPRS accuracy standards fill a critical need for map users and map makers alike. For centuries, map scale and contour interval have been used as an indication of map accuracy. Users want to know how accurately they can measure different things on a map, and map makers want to know how accurate maps need to be in order to satisfy user requirements. Those contracting for new maps depend on some form of map accuracy standard to evaluate the tradeoff between the accuracy required vs. how much time and expense are justified in achieving it, and then to describe the accuracy of the result in a uniform way that is reliable, defensible, and repeatable, ASPRS explains in a statement.
The new ASPRS standards address recent innovations in digital imaging and non-imaging sensors, airborne GPS, inertial measurement units (IMU) and aerial triangulation (AT) technologies. Unlike prior standards, the new standards are independent of scale and contour interval, they address higher levels of accuracies achievable by the latest technologies (such as unmanned aerial systems and LiDAR mobile mapping systems), and they provide enough flexibility to be applicable to future technologies as they are developed. Finally, the new standards provide cross references to older standards, as well as detailed guidance for a wide range of potential applications.
No prior U.S. accuracy standard comprehensively addresses the current state of mapping technology, which is why the new ASPRS standards were developed. The National Map Accuracy Standards (NMAS), developed in 1947, are still used because they are simple, but there is no scientific correlation between those standards and current mapping methodologies.
The ASPRS 1990 Standards were an improvement over NMAS; however, they did not do well in representing the capabilities of LiDAR, orthoimagery, digital mapping cameras or other current technologies in wide-spread use today.
The National Standard for Spatial Data Accuracy (NSSDA) is a reporting standard that references the old ASPRS 1990 standards and is cross-referenced in the new ASPRS standards. NSSDA provides no accuracy thresholds and does not by itself provide any new or updated guidance on how to select or specify an appropriate accuracy for intended applications.
The new ASPRS standards were developed by the ASPRS Map Accuracy Standards Working Group, a joint committee under the Photogrammetric Applications Division, Primary Data Acquisition Division and LiDAR Division, which was formed for the purpose of reviewing and updating ASPRS map accuracy standards to reflect current technologies. A subcommittee of this group, consisting of Qassim Abdullah, David Maune, Doug Smith, and Hans Karl Heidemann, was responsible for drafting the document.
Draft versions of the standard underwent extensive review, both within ASPRS as well as through public review by other key geospatial mapping organizations, prior to final approval by the ASPRS Board of Directors on November 17, 2014.
SPAR International is a platform-neutral conference and exhibition focused on end-to-end business and technology for 3D measurement and imaging for industrial facilities; engineering, architecture and construction; and civil infrastructure. The exhibition will showcase solutions from leading 3D hardware manufacturers, software suppliers and service providers.
The conference and trade show will be held March 30-April 2 in Houston, Texas.
Watch a video about the conference:
At SPAR International, current and emerging 3D technology and lifecycle asset-management solutions will be highlighted. More than 90 experts in 3D data, point-cloud processing, and data delivery will explain how to improve processes, mitigate risk, get the necessary output, and save time and money.
This year SPAR features a dedicated UAV pavilion, where attendees can learn about the market and discuss solutions with major manufacturers. It also features a hologram room — a taste of the future that puts you inside a 3D scan.
On the exhibit floor, developers and manufacturers will showcase the latest solutions developed to solve pressing and complex problems in a range of industries. 3D scanners, low-cost handheld devices, mobile mapping solutions, advanced data processing workflows, and more will be featured.
Learning levels for 2015 include:
Business Consideration: Critical topics for asset owners and business leads.
3D Technologies and Applications: In-depth content for 3D pros.
Introduction to 3D Tools: Basics for beginners and those new to 3D.
Other topics covered include:
Building Information Modeling (BIM)
3D for asset and facilities management
3D data capture for as-built conditions
Point-cloud processing
Managing and sharing large data sets
3D/intelligent modeling
Augmented reality and visualization tools
UAVs/UAS
Numerous networking events provide opportunities to gain valuable information from other precision-measurement and imaging professionals across disciplinary lines. Attendees can discuss best practices, share project experience, and benefit from the experiences of their peers.
Technology that allows a drone to be piloted using a person’s brainwaves has been demonstrated in Portugal, reports BBC News. Drone specialist Tekever adapted existing electroencephalography (EEG) technology to enable a pilot on the ground to send instructions to the drone software, a technology it calls Brainflight.
Tekever told BBC News that the technology could enable people with restricted movement to control a UAV. Tekever believes the technology could eventually be used to pilot cargo planes, but experts say safety concerns will be a major roadblock.
Driverless cars are now traveling Britain’s public roads, according to a report in the Providence Journal. Four prototype self-driving cars took to the country’s highways, launching Britain’s first public trials. Still, with regulatory and legal hurdles, officials said fully driverless cars are unlikely to be used on British roads until 2030.
Four types of autonomous vehicles are being tested, including a shuttle that looks like a larger golf cart and a compact two-seater “pod.” Journalists took rides on the shuttle, which traveled a public square outside central London’s O2 Arena.
The project was “still in the early days,” Transport Minister Claire Perry told the Associated Press, but she added the new technology has the potential to make roads safer and attract global investment.
Driverless cars are also being tested in U.S. cities by companies including Google, and Apple and Sony are at least exploring autonomous vehicles. Meanwhile, automakers such as Audi, Mercedes-Benz and Nissan are developing autonomous cars, and Volvo expects to test its self-driving cars on customers by 2017. The widely discussed goal is to have autonomous vehicles on the market by 202o.
Drone World Expo, an event for commercial drone technologies and applications, is partnering with MAPPS to bring together stakeholders, constituents, and all levels of government in the surveying, mapping, and geospatial fields. The MAPPS Conference will be held as a part of Drone World Expo, set for November 17-18 at the San Jose, Calif., Convention Center.
“With all of the exciting developments taking place in the UAV industry, we are thrilled to bring the breadth and depth of knowledge from MAPPS to our event,” said Joel Davis, CEO, JD Events, producers of the show. “Attendees to the MAPPS conference will have free access to the Drone World Expo trade show floor, general sessions and networking events, and we look forward to welcoming their members to this must-attend event.”
The MAPPS Conference will be a forum for discussion on issues and policies, sharing of information and provision of education, and collaboration, specifically related to the geospatial applications of UAV technology.
“MAPPS is thrilled to be part of Drone World Expo,” said John Palatiello, MAPPS executive director. “We believe UAVs will play an integral role in the future of surveying and mapping, and it is vitally important we lead the discussion in terms of investment, technology, applications and regulations. MAPPS looks forward to presenting quality content on the geospatial market for UAVs at Drone World Expo.”
In addition to the MAPPS Conference, Drone World Expo will also offer a two-day conference that will feature sessions and case studies addressing data collection and processing, sensors, piloting and safety management, FAA updates, certification standards, and commercial strategies, and will offer informative sessions on the impact drones are having on geographic information systems (GIS), Big Data and the Internet of Things (IoT).
The Drone World Expo Conference is being developed with the help of an advisory board on which Palatiello serves.
The Routescene LidarPod 3D mapper, a self-contained turnkey solution new to the market, is being showcased for the first time in the United States at the International Lidar Mapping Forum in Denver, Colo., Feb. 23-25. Routescene is based in Edinburgh, United Kingdom.
The flexible LidarPod was developed for use on unmanned aerial vehicles, but can also be fitted onto any mobile platform such as a car or boat. The flexibility makes it attractive for many sectors and situations where accurate mapping is essential but difficult to achieve, enabling surveys to be conducted in areas that previously would not have been considered, Routescene said.
The technology offers a non-intrusive method to obtain detailed and precise geo-referenced 3D datasets, Routescene said. LidarPod 3D can be used for 3D mapping; powerline inspection; scoping, planning and management of mines; forestry design, management and operation; large-scale topographic surveys; and city planning and management.
Routescene LidarPod costs less than a vehicle-based mobile mapping system, Routescene said. The turnkey solution includes LidarViewer, specially developed software to turn the raw data into valuable business information. It enables users to convert, analyze and filter huge volumes of point cloud data to improve productivity and workflow. Powerful filters enable users to extract relevant data for use in third party software, such as GIS and CAD packages, which are unable to cope with such large data volumes.
MAPPS has come out in support of the proposed framework of regulations that the Federal Aviation Administration (FAA) has proposed for commercial UAV use. The FAA’s rules would allow routine use of certain small unmanned aircraft systems (UAS) for commercial purposes.
MAPPS Executive Director John Palatiello issued the following statement about the Notice of Proposed Rulemaking (NPRM) issued by the FAA concerning operation and certification of Small Unmanned Aircraft Systems (UAS):
“The proposed rules issued by the FAA for the commercial use of small unmanned aircraft systems (UAS) will provide considerable potential business applications for MAPPS member firms in the aerial survey profession. According to the FAA, the following are examples of possible small UAS operations that could be conducted under the proposed regulations: crop monitoring/inspection; research and development; educational/academic uses; power-line/pipeline inspection in hilly or mountainous terrain; antenna inspections; aiding rescue operations such as locating snow avalanche victims; bridge inspections; aerial photography; and wildlife nesting area evaluations.
“In the past, MAPPS has worked closely with the FAA to enable the commercial use of small UAS (which, as defined by statute, is an unmanned aircraft weighing less than 55 pounds) for aerial survey purposes through various mechanisms, such as special airworthiness certificates, exemptions, and certificates of waiver or authorization (COA). MAPPS will continue to support the proposed federal regulations, which will provide for the next phase of integrating small UAS into the national airspace system.”
MAPPS will provide comments to the FAA concerning the proposed rules, and the association will continue to educate its member firms about operational limitations of small UAS in order to maintain the safety of the national airspace system and ensure that they do not pose a threat to national security.
As a member of a Aviation Rulemaking Committee (ARC) working group advising the FAA on Beyond Visual Line of Sight (BVLOS) regulations, Palatiello added, “Prompt implementation of the small, line-of-sight UAS rules will help strike the necessary balance between aviation safety and business development, but the next set of rules, governing beyond visual line of sight, need to be developed and implemented as soon as possible as well.”
“MAPPS has made the case that aerial geospatial data acquisition using UAS provides significant societal benefit and is NOT a threat to individual citizen privacy, and should be permitted to operate within a reasonable regulatory framework,” MAPPS Aviation Counsel Gregory S. Winton said. “It contributes to E911 emergency response and police dispatching systems, precision agriculture, environmental protection, emergency ‘blue tarp’ surveys to support hurricane response, engineering, transportation and infrastructure, electoral district maps, and many other applications. Geospatial data enables the delivery of critical government services and valuable business applications that citizens are demanding. The proposed FAA rule will enable this profession, which has an exemplary safety record and vast experience in manned aerial operations, to use of UAS safely, effectively and economically.”
After much criticism in the mainstream and technology media about the commercial use of UAS (unmanned aerial systems), the Federal Aviation Administration (FAA) has been remarkably proactive in integrating the commercial use of UAS in the United States National Airspace System (NAS) the past two months. Just last summer, media like the Washington Post, fueled by a government audit, were reporting that the FAA will miss the September 2015 deadline, which is spelled out in the FAA Reauthorization and Reform Act of 2012, to integrate commercial UAS usage into the NAS.
By proactive, I mean the rate at which the FAA is issuing UAS exemptions for commercial use. Two weeks ago, the FAA issued eight more commercial UAS exemptions, bringing the total to 24 since June 2014, with the vast majority of those being issued in the last two months. The latest exemptions issued were for aerial mapping, motion picture and television production, and bridge inspection. You can view the entire list of exemptions and the intended applications here. All of the exemptions have more than 30 conditions and limitations the operator must follow, of which a FAA private pilot (or better) certificate and a FAA third-class medical certificate is required, as well as a second person, the Visual Observer (VO). That’s fine. There’s nothing new on that front since I last reported on this.
However, earlier this week, the FAA issued an NPRM (Notice of Proposed Rule Making) for commercial operations of “small” UAS, with surprisingly lightweight conditions compared to the exemptions granted thus far. Following are the key points of the NPRM:
Pilot must be 17 years of age or older.
Pass an FAA-approved aeronautical knowledge test and retest every two years.
Obtain an unmanned aircraft operator certificate with a small UAS rating.
Obtain an FAA Class II airman medical certificate.
Be vetted by the Transportation Security Agency (TSA).
Maintain visual line of sight without aids (except corrective lenses).
Not operate over any person who is not part of the mission.
Maximum UAS weight is 55 pounds.
Maximum airspeed of 100 mph.
Maximum altitude of 500 feet above ground level.
Minimum weather visibility of three miles.
Yield right-of-way to other manned and unmanned aircraft.
Contact air traffic control or airport operator when flying within five miles of an airport.
These conditions are certainly lighter than the conditions imposed on the exemptions issued thus far. However, instead of requiring an FAA private pilot certificate, the FAA proposes creating a new type of certificate named an “unmanned aircraft operator certificate.” Digging into the documentation, the new “small UAS pilot certificate” consists generally of the following:
At least 17 years of age, although the FAA seems open to reducing it to 16 years of age.
Read, write, speak English (with exceptions).
Pass an initial aeronautical knowledge test, which tests the applicant’s understanding of FAA regulations, airspace, flight restrictions, collision avoidance, weather/meteorology, weight/balance calculations, emergency response, aeronautical decision-making, airport operations, and drug/alcohol impairment.
Demonstrate flight proficiency and aeronautical experience. The FAA is asking for suggestions on these two.
For a summary description of the proposed Small UAS Limitations and Certifications, click here.
For a detailed description of the proposed requirements for the FAA small UAS pilot certificate, click here.
The FAA Class II Airman medical certificate requirement is somewhat surprising because it’s more stringent than the Class III medical certificate required in the exemptions issued thus far. Perhaps the FAA is rethinking this because of the line-0f-sight requirement that puts a premium on sharp vision for UAS pilots. Class II requires distance vision of 20/20 in each eye separately while Class III only requires distance vision of 20/40 in each eye separately. Click here to see the requirements for Class I, II and III medical certificates. To give you some idea, I had an FAA Class III medical exam completed last month. It took about an hour. Although I have an FAA private pilot certificate, one is not needed to obtain an FAA medical certificate.
FAA Class III Medical Certificate
Perhaps a bigger challenge than passing the FAA medical exam, which wasn’t difficult, was finding a certified FAA medical examiner near you. You can search for an examiner near you by clicking here.
So, it seems the FAA is making progress, and we should give them credit for that. But, we are still very early in the process, and as the mainstream and other media predict, the FAA will likely burn through the September 2015 deadline well into next year, albeit chipping away and issuing exemptions on a regular basis as they have been for the past two months. You can bet that exemption applications are piling up. To view the growing list of exemption applications, click here. In reading the FAA Reauthorization and Reform Act of 2012, it states “The FAA is required to initiate a Notice of Proposed Rulemaking (NPRM) for site integration of UAS within 18 months of the date of enactment of the integration plan.” Hmmm, 18 months from now = October 2016, and this NPRM is for small UAS only. Stay tuned….
SBG Systems has released the Apogee Series, its most accurate inertial navigation systems based on robust and cost-effective MEMS technology. The INS/GNSS integrates the latest generation of MEMS sensors and a tri-frequency GNSS receiver. Apogee achieves 0.008° in roll and pitch in real-time and 0.005° in post-processing. With two antennas, it delivers a robust and accurate heading.
Four models compose the Apogee line.
The Apogee-A provides only orientation data.
The Apogee-N additionally embeds a GNSS receiver; it is a compact solution with one antenna for land and aerial applications.
The Apogee-D embeds a dual-antenna GNSS receiver for accurate heading under low dynamics conditions.
The Apogee-E delivers navigation data when connected to an external GNSS receiver or to the SplitBox with integrated GNSS.
Mobile Mapping. Apogee can be precisely synchronized with LiDAR equipment because of a UTC time-stamping accurate to 1 microsecond. This integrated INS/GNSS provides optimal position in multipath environment or during GNSS outages, thanks to a tight GNSS integration and the continuous fusion of inertial and odometer data. To get the required positioning accuracy, Apogee supports RTK and Precise Point Positioning services (Omnistar, Terrastar, and more).
Aerial Mapping and Remote Sensing. With very low noise gyroscopes, low latency, and high resistance to vibrations, the Apogee allows aerial surveys by plane or helicopter. It provides real-time orientation and position data with direct fusion of inertial and GNSS information. Compact, lightweight and low power, the Apogee is easy to install, and has an embedded web interface for configuration.
Post-processing. Orientation and position data can be recorded in the Apogee data logger. At the office, the user imports data in the post-processing software. This tool gives access to several RTK networks and reference station offline data (such as VRS and CORS.) Additionally, it enhances orientation and position accuracy by a complete “backward/forward” calculation.
“SBG Systems manufactures inertial systems from the concept to the production. The Apogee benefits from our high level of expertise in integrated design, IMU calibration, testing, and filtering,” said Alexis Guinamard, CTO of SBG Systems.
All models are available for order. Below is a promotional video with more information.
Editor’s Note: Tony Murfin is managing consultant for GNSS Aerospace LLC and editor of GPS World’s monthly Professional OEM newsletter. The views expressed are his own.
Another year has gone by, with another year of further improvements in navigation performance of micro-electro-mechnical systems (MEMS) inertial products. SBG Systems in France is now fielding a new generation of MEMS inertial products for much higher accuracy applications.
SBG Systems is based in Rueil-Malmaison, less than eight miles west of the center of Paris. Founded in 2007, SBG has developed a number of innovative MEMS inertial products over the last seven years, along with a respected reputation in the navigation industry, and by 2014 the company was recognized as the 26th fastest growing company in France.
The roots of the company began to form at the end of 2004, when a group of ECE School of Engineering students in Paris put a team together for a new UAV competition. The goal was to build a UAV of less than 1 kg, capable of flying autonomously indoors — at the time, a significant technical challenge. In 2004, miniature INS was not commercially available, so the team decided to build one, as well as other electronic parts such as the autopilot. The competition ran out of money, but the design was a success and led to a working UAV. The INS was by far the most advanced part of the project.
The students went back to their studies and took internships at UAV companies and ONERA (French aeronautics, space and defense research labs), but they still believed in the need for low-cost navigation solutions for the emerging civilian UAV market.
So, in 2007, three of the students — Raphaël Siryani, Thibault Bonnevie and Alexis Guinamard, S, B and G — formed SBG Systems with the goal of providing affordable, highly accurate MEMS inertial navigation systems for UAVs.
SBG quickly received its first Innovation Award from the French Research Ministry, and with this funding launched the IG-500 series of MEMS AHRS and INS in December 2008.
The company has since grown into a worldwide player with a strong product innovation focus. UAVs are still an important part of revenue, but the company has diversified into:
Aerospace and defense applications (UAVs, gimbaled cameras, antenna tracking, etc.)
Marine and offshore activities (ROV/AUVs, buoys, etc.)
Survey (hydrography, mobile mapping, aerial LiDAR, etc.)
SBG Systems has a small staff of mostly development and sales engineers — graduate students and experts. SBG has recruited navigation experts and some sales people from key players in the inertial business. Most (95%) have at least a master’s degree in engineering — R&D has 45% of the staff, and 40% are in sales, marketing and technical support. Production has been extremely automated and requires very few staff for in-house system assembly, calibration and final acceptance test. They do expect to double in size over the next two to three years.
The company is owned by the three founders, who still lead operations. SBG grew 1,304% over the last five years, and last year was ranked the 26th fastest growing company in France on the Deloitte Fast50. Today, SBG Systems has fielded more than 4,000 attitude and heading reference systems (AHRS) and INS (mostly INS), with almost a third of those delivered last year. The company forecasts growth for the next five years to be at this same phenomenal rate! SBG Systems currently offers a line of MEMS inertial sensors that include AHRS, inertial measurement units (IMU), and INS with embedded GPS (INS/GPS).
Ellipse-D dual-antenna mini INS/GNSS.
Not only have MEMS sensors improved in performance, but SBG has also developed advanced calibration capabilities that allow it to reach high-precision performance approaching high-end ring laser gyro accuracies in much smaller, less expensive packages. SBG owns an extensive set of temperature chambers combined with rotary tables and vibrating tables. Each SBG system gets to stay two to five days inside these calibration tools. But the “secret sauce” is in a state-of-the-art SBG developed calibration algorithm…
SBG buys MEMS gyros and accelerometers from MEMS manufacturers such as Colibrys, Analogue Devices and Silicon Sensing and builds complete inertial systems. The team embeds different GNSS receivers, depending on the product line and intended application — from miniature automotive-grade chipsets from u-blox to the very best from the key survey-grade players such as Septentrio, NovAtel and Trimble. Some customers may already have their own GNSS receiver, so SBG has developed and tuned their systems to work with any of these big manufacturers. The antenna employed depends on the receiver being used — from Tallysman Wireless and Antcom to Trimble, Septentrio or NovAtel — a very diversified range of antennas.
Ellipse-E.
SBG announced the Ellipse-D dual-antenna mini INS/GNSS earlier this month. The Ellipse-D is a miniature INS with an embedded dual-antenna survey-grade GNSS receiver for high-accuracy orientation and positioning.
Independent hydrographic testing in October 2014 of earlier model designs has already shown accuracy improvements, and the latest D version promises even better performance. The products tested were:
Ekinox-D
Ellipse-E, miniature inertial navigation system connected to a Hemisphere VS330 GNSS with two antennas.
Ekinox-D, inertial navigation system integrating a dual-frequency GNSS receiver with two antennas.
The test was a typical marine survey, with each leg about 550 meters long. Attitude performance was compared to a fiber-optic gyro compass reference system with much higher roll and pitch accuracy than the two SBG products under test.
Ellipse-E roll and pitch accuracy is better than the specs. The use of an RTK GNSS receiver additionally improves the sensor’s performance. The Ekinox-D also has good results — around 0.03° in both roll and pitch. SBG claims that low-noise gyroscopes and advanced algorithms are the basis for this performance.
The SBG list of 250 customers in 30 countries includes some impressive names, many outside Europe, and the company claims to have nearly 4,000 inertial sensors in the field. So this is not a prototype shop, but more a fully equipped production facility. SBG has opened an office in Chicago to address the North American market.
So, what are people doing with these devices? There are a number of applications in aerospace, land, marine and sub-sea.
In the aerospace industry, SBG sensors are used for UAV navigation and flight analysis — they could eventually be incorporated in certified avionics. They are also used for antenna tracking, camera stabilization and more demanding applications such as LiDAR orientation and data georeferencing.
An Ekinox-N INS with embedded GNSS receiver was installed for the tests in a single-engine general aviation aircraft flying out of Magdeburg, Germany. A typical airborne survey-type flight was flown under mixed weather conditions with some turbulence, and roll, pitch, and altitude data was collected for real-time analysis and was also post-processed. A high-grade FOG-based AHRS was used as reference unit — with very high accuracy gyroscopes.
The flight pattern was typical of survey applications, with parallel straight lines of about 8.5 km. Altitude was 600 m and cruise speed was about 200 km/h.
Roll
Pitch
RMS Error Real Time (max)
0.043° (0.16)
0.043° (0.16)
RMS Error Post Processing (max)
0.017° (0.19)
0.025° (0.20)
Real-time accuracy remained below 0.05° RMS for roll and pitch. Post-processed output had a lower RMS error and a better stability over the whole flight. Only one GPS antenna was used in this test with Ekinox-N; nevertheless, heading reached an estimated accuracy of 0.06° when post-processed. The Ekinox-D model provides more accurate heading thanks to its integrated dual-antenna and GNSS receiver.
The Ekinox-N has been integrated on a UAV by Headwall in the U.S. for remote-sensing applications.
Headwall is a leading designer and manufacturer of high-performance hyperspectral imaging sensors for harsh environments. As a pioneer for remote-sensing applications, Headwall is the first to market a fully integrated remote-sensing solution combining hyperspectral and LiDAR sensors on a small UAV. This “total solution” approach has been welcomed by the remote-sensing market because it quickens time to deployment, decreases implementation costs, and enables operations in harsh environments.
The multi-rotor UAV carries Headwall’s lightweight Micro-Hyperspec VNIR hyperspectral sensor and a Velodyne LiDAR unit. The LiDAR collects a point cloud that reflects the field’s topographic relief, and the hyperspectral sensor delivers a picture showing spectral signatures of every object within the field of view. The SBG inertial navigation system has an embedded GPS and is used to provide positioning and orientation data. Weight is a key factor — Ekinox-N weighs only 500 grams, even though it integrates a survey-grade L1/L2 GNSS sensor to provide accurate positioning and precision roll, pitch, and heading data.
Mounted on the UAV, the Ekinox-N provides LiDAR and the hyperspectral camera with orientation and position during the whole flight. This and other data is recorded in real time at 200 Hz within the onboard computer. On the ground, the Headwall post-processing Hyperspec software fuses all sensor information. Ekinox-N data allows every scanned point and every pixel to be georeferenced and be tilt compensated to within a centimeter.
SLAM-based Indoor Mapping System by VIAmetris.
For miniature inertial sensors, smaller and lighter applications are possible at less cost. One of these applications includes the SLAM-based Indoor Mapping System by VIAmetris.
Simultaneous localization and mapping (SLAM) is becoming increasingly important to enable efficient indoor mapping. VIAmetris has created a different spin on indoor mapping with the “MID” portable SLAM-based scanner. This handheld system integrates a 2D LiDAR, a camera, an SBG Ellipse-A AHRS, and a tablet PC that shows the map being drawn while the user walks around inside the building. The AHRS also compensates for movement while orienting the generated maps to the north.
While the user walks, the 2D LiDAR scans in a horizontal plane by measuring 43,000 points per second across a 270° field of view. The SLAM technology progressively builds the map in the shape of lines made of points. At the office, the surveyor imports the data into the post-processing software and uses the lines of points to design the map. If there is any doubt about a specific shape — whether it is actually wall or furniture, for example — a photo of the location is available as MID automatically takes contextual pictures every meter, or whenever there is a change of direction, or manually.
The centimeter-level accurate map is then ready to be imported into most CAD software. As the system works without GPS, the generated map is not georeferenced or in a local coordinate reference system. To do so, the user links MID’s points cloud to a known point and all data is automatically referenced. MID is much easier to use than a laser distance meter, a tachometer, or a 3D scanner, and significantly reduces the time required for indoor mapping.
SBG is now working more often in the marine industry, equipping boat, cranes, or instrumented buoys. The company has even developed a specific solution for the hydrographic market. The SBG Ekinox Hydrography Solution integrates Ekinox-U which operates to a depth of 200 meters, and incorporates a SplitBox with a built-in tri-band RTK GNSS receiver and uses Terrastar, OmniSTAR, or Marinestar corrections.
The SBG Ekinox Hydrography Solution.
For subsea operations, positioning is required for ROVs and AUVs that navigate for minutes or sometimes for hours underwater. GPS fixes are only available when the vehicle comes close to the surface. But operators usually try to expend the time they are able to operate close to the seabed. To avoid typical INS drift, different aiding sources are used — the three main ones are acoustic positioning, Doppler velocity loggers (DVLs) and depth sensors.
Acoustic position is far more noisy and unstable than GPS.
DVL is a kind of 2D odometer, providing speed over the seabed.
The INS and the Kalman filter therefore play a key role to provide reference heading and reliable position data.
It’s a major concern when you have a massive ROV working on pipes under an offshore platform. Any mistake can cause severe damage and cost millions.
So SBG is moving along and taking on new, challenging applications with a range of MEMS inertial products that appear to be growing quite rapidly, with ever-improving performance. Once upon a time, we couldn’t stay anywhere within RTK-level performance during GPS outages because of the high drift-rate of MEMS inertial devices. Now, SBG has introduced its latest Ellipse-D dual-antenna mini INS/GNSS spec’ed at 0.1° real time for pitch and roll, with 2-cm RTK position.
The Apogee INS/GNSS.
And just today, SBG Systems has even bigger news with the release of the Apogee series, which is Apogee’s most accurate, robust and cost-effective MEMS technology inertial navigation system. The Apogee INS/GNSS integrates the very latest generation of MEMS sensors along with a triple-frequency GNSS receiver, achieving 0.008° in roll and pitch in real time, and 0.005° in post-processing. With two antennas, it also provides reliable and accurate heading.
Amazing what scientific skill, focused investment and time has done for MEMS inertial technology!
A Walkera QR X350 quadcopter. (Photo credit: Wikimedia Commons).
The Federal Aviation Administration has proposed a framework of regulations that would allow routine use of certain small unmanned aircraft systems (UAS) in today’s aviation system for commercial purposes.
“We have tried to be flexible in writing these rules,” said FAA Administrator Michael Huerta in a statement. “We want to maintain today’s outstanding level of aviation safety without placing an undue regulatory burden on an emerging industry.”
The FAA proposal offers safety rules for UAS under 55 pounds conducting “non-recreational” operations. The rule would limit flights to daylight and visual line-of-sight operations. It also addresses height restrictions, operator certification, optional use of a visual observer, aircraft registration and marking, and operational limits.
The proposed rules also includes extensive discussion of the possibility of an additional, more flexible framework for “micro” UAS under 4.4 pounds. The FAA is asking the public to comment on this possible classification to determine whether it should include this option as part of a final rule. The FAA is also asking for comment about how the agency can further leverage the UAS test site program and an upcoming UAS Center of Excellence to further spur innovation at “innovation zones.”
The public will be able to comment on the proposed regulation for 60 days from the date of publication in the Federal Register. The FAA also intends to hold public meetings to discuss innovation and opportunities at the test sites and Center of Excellence. These meetings will be announced in a future Federal Register notice.
“Technology is advancing at an unprecedented pace, and this milestone allows federal regulations and the use of our national airspace to evolve to safely accommodate innovation,” said Transportation Secretary Anthony Foxx.
The proposed rule would require an operator to maintain visual line of sight of a small UAS. The rule would allow, but not require, an operator to work with a visual observer who would maintain constant visual contact with the aircraft. The operator would still need to be able to see the UAS with unaided vision (except for glasses). The FAA is asking for comments on whether the rules should permit operations beyond line of sight, and if so, what the appropriate limits should be.
Under the proposed rule, the person actually flying a small UAS would be an “operator.” An operator would have to be at least 17 years old, pass an aeronautical knowledge test and obtain an FAA UAS operator certificate. To maintain certification, the operator would have to pass the FAA knowledge tests every 24 months. A small UAS operator would not need any further private pilot certifications (such as a private pilot license or medical rating).
The new rule also proposes operating limitations designed to minimize risks to other aircraft and people and property on the ground:
A small UAS operator must always see and avoid manned aircraft. If there is a risk of collision, the UAS operator must be the first to maneuver away.
The operator must discontinue the flight when continuing would pose a hazard to other aircraft, people or property.
A small UAS operator must assess weather conditions, airspace restrictions and the location of people to lessen risks if he or she loses control of the UAS.
A small UAS may not fly over people, except those directly involved with the flight.
Flights should be limited to 500 feet altitude and no faster than 100 mph.
Operators must stay out of airport flight paths and restricted airspace areas, and obey any FAA Temporary Flight Restrictions (TFRs).
The proposed rule maintains the existing prohibition against operating in a careless or reckless manner. It also would bar an operator from allowing any object to be dropped from the UAS.
Operators would be responsible for ensuring an aircraft is safe before flying, but the FAA is not proposing that small UAS comply with current agency airworthiness standards or aircraft certification. For example, an operator would have to perform a preflight inspection that includes checking the communications link between the control station and the UAS. Small UAS with FAA-certificated components also could be subject to agency airworthiness directives.
The new rules would not apply to model aircraft. However, model aircraft operators must continue to satisfy all of the criteria specified in Sec. 336 of Public Law 112-95, including the stipulation that they be operated only for hobby or recreational purposes. Generally speaking, the new rules would not apply to government aircraft operations, because we expect that these government operations will typically continue to actively operate under the Certificate of Waiver or Authorization (COA) process unless the operator opts to comply with and fly under the new small UAS regulations.
In addition to this proposal, earlier today, the White House issued a Presidential Memorandum concerning transparency, accountability, and privacy, civil rights, and civil liberties protections for the Federal Government’s use of UAS in the national airspace system, which directs the initiation of a multi-stakeholder engagement process to develop a framework for privacy, accountability, and transparency issues concerning commercial and private UAS use.
The current unmanned aircraft rules remain in place until the FAA implements a final new rule. The FAA encourages new operators to visit www.knowbeforeyoufly.org.
Antenna maker Maxtena has launched an L1 L2 GPS/GLONASS active helix antenna for GNSS satellite applications. The new antenna M1227HCT-A2-SMA antenna will replace its predecessor the M1227HCT-A-SMA antenna, which made its debut in 2010.The new antenna has been mechanically upgraded. It is packaged in a high-quality, durable IP67/68 sealed radome housing and terminated with a gold-plated SMA connector for RF feed/input and DC bias/power typically powered from the applications’ GNSS RF module.
The M1227HCT-A2-SMA active helix design features Maxtena’s patented compact and light-weight Helicore Quadrifilar antenna technology and a built-in dual-stage low noise amplifier (LNA) and filtering, offering up to 30-dB gain for GNSS applications that use GLONASS and GPS in one radome housing with a single 50-Ohm SMA connector.
The tiny antenna is designed for applications across various markets such as UAVs, GIS and wearable GNSS.
