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    US11719783

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    «2 United States Patent Amarnathan et al. (10) Patent No.: (4s) Date of Patent: US 11,719,783 B2 Aug. 8, 2023 (54) SYSTEMS AND METHODS FOI (CROSS-REFERENCE NAVIGATION USING LOW LATENCY COMMUNICATIONS, (71) Applicant: Honeywell International Ine., Morris Plains, NI US) (72) Inventors: Mohandas An AN): George ‘Bangalore (IN); Sreenivasan Govindillam, Bangalore (1N) Ramakrishnan Raman, Bangalore IN); Shunmugavel Madasamy, Bangalore (IN); Yogananda Vas eppu, Bangalore (IN) (73) Assignee: Honeywell International Ine, Charlotte, NC (US) (*) Notice: Subject to any disclaimer, the term of this patent is extended of adjusted under 35 USC. 15405) by 0 days (21) Appl. Now 17/073,140 (22) Filed ws) ct. 16, 2020 Prior Publication Data US 202210057473 AL Feb, 24, 2022 60) Foreign Application Priority Data Aug. 21, 2020 (IN) 202011036089) (1) mec. ois sm Gols 1928 ‘Hoa as (2) USC. ic 01001) (201001), 01801) GoIs 50289 (2013.01), GOIS 57231 (2013.01); Goss 19282 (2013.01); HOdW a4 (2018.02) (58) Fleld of Classification Search None See application file for complete search history 60) References Cited US. PATENT DOCUMENTS 791.472 Be oamTay6 Bo aov7ioveo4ot AL aoavonzsano Als 20210168804 AL* 2011 Breed 2015 Breed 2017 Let $2021 Lee (62021 Zhang (Convinved) G086 vons7t Moa 712 OAL $00 FOREIGN PATENT DOCUMENTS we S179275 AL 62017 1p S318 A253 2018 (Continved) Primary Esaminer —Exnest G Tacsik (74) Attornes, Agent, or Firm — Bookoll McAndrews, PLLC on Disclosed are methods, systems, and non-transitory com- pulerreadable mesium for vehicle navigation processing. For instance, the method may include scanning for one or ‘mone terminals within a predetermined vicinity of the vehicle via a Tow latency’ communication network and receiving positional data ofthe one or more teminals via the Jow lateney communication network. The method may fur ther include receiving directional data ofthe one oF more terminals relative tothe vehicle, dotermining a first location of the Vehile relative tothe one or more terminals based oa the directional dat, and determining a second location ofthe vehicle relative to the environment based on the positions data and the fist location ABSTRACT 20 Claims, 4 Drawing Sheets US 11,719,783 B2 Page 2 66) References Cited USS. PATENT DOCUMENTS. 20240219308 AL* 7/2021 Chen Hos 28065 doovonia2 Als 72021 iw OAL. 9 3299 a024026es67 AIS 2021 Das HOW 7202 zoavossa722 AL* 11/2021. Kim ‘ose vo96725 dnovowezrs3 AL* 11/2021 Yoon BAR TC an220021440 AL 1/2022 Perruchoi ea FOREIGN PATENT DOCUMENTS. wo 2019082645 AL 32019 wo aormioser7 AL $2020 * cited by examiner US 11,719,783 B2 Sheet 1 of 4 Aug, 8, 2023 U.S. Patent S30IAN3S GNOTO h~ 00h US 11,719,783 B2 Sheet 2 of 4 Aug, 8, 2023 U.S. Patent é Ola we 8 oe we ose avavu] [seo woo suosias on Sn ae We" ye, a, WWYDOYd do vw Wa NOLWOIAWN TWNOLLOZUIG] | TWNOLLISOd -WiNaieriddns| a We Woy 5 5 OPE gz eel 3 U.S. Patent 300 DETECT POSITONAL DATA OF VEHICLE VIANAVIGATION SATELLITE RECEIVER Aug. 8, 2023 Sheet 3 of 4 ACTIVATE GLOBAL NAVIGATION SYSTEM OF VEHICLE ASSESS OPERATING STATE OF NAVIGATION ‘SATELLITE RECEIVER NAVIGATION SATELLITE RECEIVER INOPERABLE? ‘SCAN LOW LATENCY NETWORK FOR NEARBY TERMINALS WITHIN RADIO COMMUNICATION RANGE: RECEIVE POSITIONAL DATA FROM NEARBY TERMINALS. DETERMINE LOCATION OF VEHICLE RELATIVE TO NEARBY TERMINALS DETERMINE POSITION OF VEHICLE iN OPERATING ENVIRONMENT FIG. 3 US 11,719,783 B2 302 308 310 312 U.S. Patent Aug, 8, 2023 Sheet 4 of 4 US 11,719,783 B2 46 DETECT DIRECTIONAL DATA OF NEARBY TERMINALS VIA me ACTIVATE GLOBAL NAVIGATION SYSTEM —~ OF VEHICLE 404, ASSESS OPERATING STATE OF RADAR SENSOR \— RADAR ‘SENSOR OF VEHICLE INOPERABLE? RADAR SENSOR: YES 408. REQUEST DIRECTIONAL DATA FROM —~ NEARBY TERMINALS 410___] DETECT DIRECTIONAL DATA OF VEHICLE \VARADAR SENSORS OF NEARBY TERMINALS 412___| RECEIVE DIRECTIONAL DATA FROM NEARBY TERMINALS a DETERMINE LOCATION OF VEHICLE RELATIVE TO | NEARBY TERMINALS FIG. 4 US 11,719,783 B2 1 SYSTEMS AND METHODS FOR (CROSS-REFERENCE NAVIGATION USING LOW LATENCY COMMUNICATIONS, (CROSS-REFERENCE TO RELATED 'APPLICATIONS, ‘This application claims the beneit of priority uader 35, USC. § 119 from Indian Patent Application No. 202011036089, fled on Aug. 21, 2020, the contents of ‘which are incorporated by reference in their entirety ‘TECHNICAL FIELD Various embodiments of the present disclosure relate enerally 10 the fold of navigation for urban air mobility Vehicles and, more particularly, to systems and methods for ‘ross-referencing navigation using low Iteney communica tion networks aadior Vehicle sensors BACKGROUND Global Navigation Satelite Systems (GNSS) are gener ally uilized to provide navigation for urban air mobility (VAM) vehicles. However, an onboard GNSS of a UAM Vehicle may experience dificulies or fuilure during un ‘active ight seh that the location determination capabilites, ‘oF the GNSS may he rendered inoperable. UAM vehicles enerally include constrained resource requirements (€ 8. ‘energy. payload, weight, et.) while requiring stringent saety standards. Therefor, it may bea challenge hosting an ‘exclusive (redundant) secondary navigation system and rela- tively large software processing power onboard a UAM Vehicle while maintaining the stringent safery standards Even with the recent advances in communication, eomput- ing, and sensing technologies, it may bea challenge to build an jntegrated, low-cost secondary navigation onto UAM Vehicles The background description provided herein is for the purpose of generally presenting the context of the diselo- sure. Unless otherwise indicated herein, the materials ‘described in this section are not prior ae othe elaims in this pplication and are not admitted to be prior art, or sugges- tions of the prior art, by inclusion in this section SUMMARY OF THE DISCLOSURE According to certain aspects of the disclosure, systems ‘and methods are diselosed for erostreferencing. positional data of a vehicle for supplemental navigation processing. instance # method! for vehicle navigation processing ‘ofa Vehicle within an environment may include scanning for ‘one or more temainals within a predetermined vieiniy ofthe ‘chicle via low latency communication network; receiving positional data of the one or more terminals via the low Iatency communication nework: receiving directional data ‘of the one o more terminals relative tothe vehicle; deter- mining a fist location of the vehicle relative tothe one oF ‘more ferminals based on the diretional data; and determi- ing a second! locaton ofthe vehicle relative o the environ- ment based on the positional data and the first locaton, ‘Moreover eross-vohicle navigation system of a vehicle may inelude a navigation sensor; at least one processor; and at lest one non-transitory computer readable medium stor- jing insiuetions that, when executed by the at least one procersar, cause the at least one processor to perform ‘operations comprising: communicating with a temninal 0 o 2 located within a communication range of the vehicle via a Tow lateney network; receiving positional data of the tei ral via te low latency neowork; receiving directional data of the temninal relative to the vehicle; determining a first location of the vehicle relative to the terminal based on the iretional data; and determining a second location of the vehicle relative to an operating environment ofthe vehicle based on the first location and the positional data, ‘Moreover, a method for navigating a vehicle within an environment may inl identifying a plurality of temninals located within a predetermined radio communications range of the vehicle; raquesting directional data ofthe plurality temninals, wherein the directional data of the plurality of terminals is relative 10 the vehicle, determining a local locaton of the vehicle relative to the plurality of temninals based on the directional data; requesting positional data of the plurality of terminals from the plurality of terminals via ‘low latency communication signal, wherein the positional ata ofthe plurality of terminals is relative o the environ- ‘meat, and determining 2 global location of the vehicle relative to the enviroament based on the positional data and the local location ‘Additonal objects and advantages of the disclosed cembodiniens wil beset forth in part in the description that follows, and in part wil be appareat from the description, or say be learned by practice af the disclosed embodiments. Tis to be understood that both the foregoing general ‘description al the following detailed description are exem- plary and explanatory oaly and are not restrictive of the isclosed embodiments, as claimed. BRIEF DESCRIPTION OF THE DRAWINGS ‘The accompanying drawings, which are incorporated ia and constitute a part ofthis specification, illustrate various ‘exemplary embodiments and together with the description, to explain the principles of the disclosed embod as FIG. 1 depicts an example environment in which meth ods, systems, and other aspects ofthe present disclosure may be implement. FIG. 2 depiets an exemplary block diggram of a manage ‘ment computer system according to one or more embodi- seas, TFIG. 3 depicts an exemplary flowchart for supplemental aviation processing of @ Vehicle upon failure of a nay agilion satelite system, aoconling to one or more embodi- as. FIG. 4 depicts an exemplary flowchart for supplemental savigntion processing of @ vehicle upon failure of @ radar sensor, aeording to one oF more embodiments. DETAILED DESCRIPTION OF EMBODIMENTS. Various embodiments of the present disclosure relate generally t0 the field of navigation for urban air mobility Vehicles nd, more particularly, to systems and methods for cross-eferencing navigation using low latency communica- ‘ion networks andlor Vehicle sensors ‘Te present disclosure is directed to overcoming one or ‘more of the challenges discussed above in the BACK- GROUND. As UAM vehicles generally operate near other vehicles, such as, for example, alongside other UAM vehicles ina fect, UAM vehicles may be able to make use of a Global Positioning System (GPS), directional radar system, andor other navigation modules of nearby vehicles local hilure of the GNSS andlor rade. US 11,719,783 B2 3 Additionally, as UAM vehicles generally operate closer to the ground surface than other traditional aieral, various ‘communications infrastructure may be more accessible, such as, for example, those of nearby buiklings andior Structures, Aecordingly, UAM vehieles may beable to make tse of such comminication networks when encountering [GNSS oF radar failure Tn general, the present disclosure is directed to supple- ‘mental or hackup processing of certain avionics functional- sueh as, for example, a real-time location determination ‘ofa vehicle, For instance, dhe methods and systems of the present disclosure may enable a vehicle to receive positional data vi low latency wireless networks (e.g, 5G communi ‘ation networks) from nearby entities. Loss of actuation systems needed to operate a UAM vehicle, such as posi- tioning systems (eg, GNSS, radar, GPS, cameras, inertial reference system (IRS), ete), is one of the most time sensitive futures to manage ia UAM vehicles as well other types of aircraft, asthe loss might detrimentally affect safe ‘operation of these vehicles, The methods andlor systems of > the present disclosure for retrieving location data from other avionis applications may have an advantage of providing a supplemental navigation aioe radar system in the event of {allure of loal systems onboard the vehicle ‘Moreover, navigation may be a significant challenge for UAM vwhicles a5 the operating environment may be at relatively low aliudes and with 2 vehicle density that is mulifold compared t other traditional sirerat. For instance, aGINSS andlor radar svalbilty may be limited oF the signal quality may be significantly degraded (eg, below a signal threshold) in the UAM environment dic to various factors. For example, the radio andor optical ranging of AM vehicles may be impaired by canyon effets or poe Visibility or intentional malicious jamming of GNSS signals, ‘obstructions formed by tall natural obstacles (e-.. hills, ‘mountains, te.) oF erected structures on the ground (eg. buildings, et.) andlor poor visibility due to Weather con: ditions (eg. smog, og, rain, et.) Therefore, by commis nicating wih nearby vehieles andor strctures through low Jatency wireless networks, UAM vehicles may be able 10 ‘maintain safe air navigation even when an onboard maviga- tion modile malfunctions or otherwise hocomes inoperable The systems and methods of the present disclosure may provide vehicle with a supplemental navigation processing ‘capability by enabling cros-referencing of a positon, bear- Jing, and range of ther vehicles using beacon triangulation, ground radio based references, digital adaptive phased array radars (DAPA),and/orknown peoximate vehiefe postions. substitute for an inoperable or otherwise unreliable naviga- tion system and/or radar sensors. While this disclosore describes the systems and methods with relerence to aircral it should be appreciated that the present systems andl meth- ‘ods are applicable to various other vehicles, including those ‘of drones, automobiles, ships, spcscraft, or any other ‘manned, unmanned, autonomous, andor internet-connected vehicles. IG. 1 depicts an example environment in which meth- ‘ods, systems, and other aspecs of the resent disclosure may be implemented. The environment of FIG. 1 may include: airspace 100 and one or more hubs 1-117 representing, for ‘example, ground facility where arerat may’ take of, nd, ‘or remain parkod (e., airport, vertiport, heliport, verison, helisop, temporary TandingtakeolT facility, or the like). ispace 100 may accommodate various types of aircraft, 131-133 lying at various altitudes and along Various routes TAL. Aircrafts L31-133 may include any apparatus or vehicle of air transportation capable of traveling between Wo oF 0 o 4 wore hubs 111-117, sue as, for example, an sigplane, 9 UAM, a vertical takeoll and landing aircraft (TOL), @ drone, a helicopter, an unmanned serial vehicle (UAV), a hot-air balloon, a military aireraft and the lke ‘Any one of the aireralls 1M-133 may be eoanected 10 nother andor to ane of mone hubs 111-117 aver a comm nication network using a vehicle management computer corresponding to exch of the aircraft 131-133 or hub IMT- 117. As described in further detail below, each vehicle management computer may comprise a computing device ‘andlor communication device, As illustated in the ‘example of FIG. 1, different rypes of aireraft 131-133 may share airspace 100, such asa fist sicraft model 131 (eg. sircrafts 31a and 1318) a second aircraft model 132 (ex sicrafts 1320, 132b, and 1320), a thie airraft model 133 (ex, airerafts 1380 and 1336), and so forth. Airspace 100 ‘may be positioned adjacent t@ andlor over one oF more structures 122 (eg, buildings as well as other types of nama oF natural steucturs). Sill refering to FIG. 1, the one or more arerat 131-133, may be traveling between two oF more hubs 111-117 slong fone of mone of the routes 141. In FIG. first aircraft 13a may be traveling from a first hub 114 to a second hu 117 along a first route 1414, During travel, each ofthe areraft 131-133 may be positioned within proximity fo oae or more other aireaft 131-133 andor structures 122. Hubs HH-117 andor structures 122 may comprise ground stations that include a transponder system, a radar system, andor a atalnk system, FFor example, a radar system implemented on hubs 11 117 and/or strictures 122 may include a directional radar system that may be pointed upward (e.g, from the grovnd towards a sky) and may transmit a beam (eg, a narrow ‘beam) to provide three-dimensional eoverage over a Section ‘of one of mote routes 141 overhead, The thee-dimensional ‘evenige of the beam (ot shown in FIG. 1) may be dirty above hulbs LMI-117 andr structures 122, The directional ‘rdar system may be configured to detect objects nearby oF above nbs TH-H17 andlor structures 122, such as, for ‘cxample, aircraft 131-133 located within the three-dimen- sional coverage of the beam In some examples, the threedimensional coverage ofthe ‘beam may'be at Various skewed angles relative ta vertical Gireeion fom hubs TH1-117 andor structures 122. For ‘example, the beam may be skewed at an angle to detect objects arriving at, descending to, and landing on hubs 111-117. The directional radar system may detect objects by detecting an exterior surface of the object. The beams may be controlled either mechanically (eg, by moving the radar system), electronically (eg. phased arrays), by software (ex, digital phased array “DAPA" radars), or any’ combi- sation dae, In other examples, a transponder system implemented on hubs LIL-117 andlor strictures 122 may include an auto- ‘atic dependent surveillance-broadeast (ADS-B) andlor a ‘Mode transponder, and/or various other suitable transpon- er systems. The transponder system may have at lesst one ‘iretional antensa configured to target a section of one oF ‘more routes 141. For instance, targeting a section of route 141 may reduce the likelihood of overwhelming the e°o- system (c..,aireraft 131-133) with interrogations, as would be the case if the transponder system used an omnidiree- sional antenna, The directional antenna may be configured t0 tanget a specific section of route 141 By transmiting signals ina same or diffrent heam pattern as the hear generated by a radar system of hubs 111-117 and/or structures 122 US 11,719,783 B2 5 The transponder system may transmit messages to one oF more sireraft 131-133 located within the targeted section of route 141, The transponder system may periodically broad- ‘ast the message at predetermined intervals, enabling air- ‘raft 131-133 to detect and receive the transmission. The messages may include positional data ofthe bub M1-117 andr steucture 122 to provide aireraft 131-133 with stu- ational awareness of the nearby ground station(s). For ‘example, the positional data may include a coordinate Toca tion and an altitude associated with those particular build- Ings. As described in furher detail herein, areralt 131-133 may receive the messages and utilize the positional data of| the bubs TIL-117 andior structures 122 to determine positon of wirerafl 131-133 relative to those ground stations nd airspace 100. The dataink system of each ground station (es, hubs L-117, siroctres 122, ec.) may communicate with t least ‘one ofthe one or more communications stations 124, Each fof the one of more communications stations 124 may. ‘communicate with atleast one of the one oF more ground ‘ations tat i located within a certain distance o proximity (ie. a predetermined region) from the communications Station 124, to exchange data with the one or more pround Stations). communications station 124 may’ communicate indirectly with ground station(s) that are located outside the predetermined region from the communications station 124 For example, a fist communications station 124 may receive, from a second communications station 124, data that originates from ground stations located outside a pre- ‘determined region from the frst communication station 124 In other words, the first communications station 125 may receive data indirectly from the ground stations located ‘outside the predetermined region, by utilizing the second, ‘communication station 124 that is within a direct commu nication range fom those round stations. In one embod ment, each of the ground stations (e.g. hubs 111-117, Sraciures 122, etc) may’ communicate with a nearest one oF the communications station(s) 124 (directly or indirectly) via.a communication Fink 126, Additionally or alternatively, 1 ground station may communicate with a communications station 124 that ss the best signal tothe ground station, best bandwidth, etc. The one oF more communications stations 124 may include a wireless communication system to eom- ‘municate wit the dataink system of ground station(S). The ‘wireless communication system may enable cellular com= ‘munication along communication link 126, in accordance ‘with, eg, SGHGISG standards. The wireless communica tion system may further enable Wi-Fi communications Bluetooth communications, oF atber short range wireless ‘communications via communication link 126. Additionally ‘or altematively, the one oF more communications stations 124 may communicate with one or more ground stations based on wired communication, soch as Ftheret, fiber optic, ete "The one oF more communications stations 124 may also ‘communicate With one or more airraf, such as aircral 131-133, t receive data from and transmit data to the one ‘or more aircraft 131-133 via comniation link 126, For instance, one or more communications stations 124 may relay data between a cloud service 150 and a vehicle, such 85, €g, first airraft 31a. Cloud service 180 may commu- nicato with the one oF more communications stations 124 andlor directly eg. via satelite or radio communications) with aircraft 131-133, suchas, eg, frst airraft 1342. Cloud service 10 may provide instructions, dat, data analysis and ‘computations, and/or warnings to airerat 131-133 and may 0 o 6 receive acknowledgement, aircraft positional daa, andlor clher information frm aircral 131-133. For instance, cloud service 150 may provide weather data, trafic data, landing 7one data, et. o hubs 11-117, and may srovide updated obstacle dai, fight plan dat, and other Hlightrelated data to aircraft 131-133. Cloud service 150 ay also provide software as a service (SaaS) to aircraft 131-133 to perform various software fimetions, such as navigation services, light Management System (FMS) se- vices, etc. As described in further detail herein, in some embodiments, cloud service 150 may be configured 10 execute data analysis and/or computation instructions received from one or more aireaft 131-133 to caleulate a range, bearing, andlor position of aircraft 131-138 within airspace As indicated above, FIG. 1 is provided merely as a ‘example environment of an airspace that includes exemplary types of aircraft, hubs, routes, and infrastructure. It should be appreciated that additional andlor fewer aireraft, hubs, routes, andr infrastructure may be included in airspace 100 than those shown and described herein, without departing {rom a scope of this disclosure. FIG. 2 depicts an example vehicle management computer system 200 (hereinafter system 200) of airraft 131-133, sch a5, for example, first aircraft 13a. As described in {urther detail herein, system 200 of sieralt 131-138 may be configured to execute one of more technigues contemplated in the present disclosure. Specifically, system 200 may include electrical, mechaniesl, andlor software computer systems and/or infrastructure, System 200 may comprise ‘one aF more components in commonication with each other Vian internal communications bus 211 ‘System 200 may inclode a central processing unit CPU") 220 in the form of one oF more processors for ‘executing program instructions stored on a programm stomige andor a data storage (e.g, such as ROM 230 and RAM 240). For example, ROM 230 may include program storage ‘configured to store program instructions thereon including 3 fight contol program 232 and a supplemental navigation program 234, RAM 240 may include data storage config- ‘ured to store various data files thercon including positional data 242 and diretional data 244, The program instections stored on ROM 230 and the data stored on RAM 240 may ‘be communicated by bus 211 to CPU 220 where alitional processing takes place, in onler to control and manage ‘operation of aireraft 1314 (eg, manually, semi-autono- :mously, or autonomously) in aecondance with fight contol program 232, As described in detail herein, positional data 242 and iretional data 244 may be generated by one or more other components of system 200, suc as, for example, a sensor 260. In some embodiments, system 200 may receive one or ‘more of positional data 242 andior directional data 244 Irom other siteraft 131-133 andlor ground stations via network communications, and the received data may be stored onto the data storage systems onboard sera 13a, such as, for ‘example, on RAM 240, Tr should be appreciate thatthe one ‘or more data storage systems (e.g, ROM 230, RAM 249) ‘may store additional daa, software, andlor program slgo- rithms for execution by one or more computer systems ‘onboard aireralt 1314 (eg, CPU 220), in addition to those shown and described herein. ‘As described in further detail below, supplemental navi- gation program 234 may be configured to solicit and deter mine one or more of positional data 242 andlor diretional data 244 of ircraft 131a when an on-board vehicle navi- sation system of aireraft 134a (ex, sensor 260) is inoper- US 11,719,783 B2 7 able or otherwise unreliable, System 200. may further Jnclude input and output ports 250 to concct with input and ‘output devices such as keyboards, mice, touchsereens, moni tors, displays, ete. OF course, the various system functions ‘may be implemented ina distributed fashion on a number of similar platforms, to distribute the processing lad of system 200, Alternatively, the systems may be implemented by Sopp programming of one computer var pla “Although not showa, it should be appreciated that system 200 may further inelide one of moze display(s) andlor interfaces) 10 receive and communicate information from users of the aireraft 1344, System 200 may further inelude ‘one or more transponder(s), camera(s), andlor sensors 260, such as, for example, an on-board vehicle navigation sys- tems. In the example, sensor 260 may include Global Positioning System (GPS) 262. Generally, GPS 262 may be ‘navigation system configured to determine positional data 242 (c.. vehicle sat, position, spoed, orientation, heading, tock, ete.) and directional data 244 (eg.. (eg. tacking information, range, bearing, etc-) associated with nearby cetities, which may encroach upon a safety envelope of fircraft 1312. Such nearby. entities may’ include. for ‘eximple,airbome vehiclevobjects, ground terain, physical ingiastracture, and more In some embodiments, GPS 262 may’ include a primary navigation sensor inthe form of one oF more global navie ation satellite (GNSS) receivers configured to receive sig- nals from the United States developed Global. Position System (GPS), the Russian developed Global: Navigation Satellite System (GLONASS), the Faropean Union devel- ‘oped Galileo system, andior the Chinese developed BeiDou system, or other global or regional satellite navigation systems. GNSS receiver may determine positional data 242 for aircraft 13a, which may include information about one for more of a position (eg, latitude and longitude, oF ‘Caresian coordinates), an altitude, a spood, a heading, 2 teack, and the like for aircraft 13a Tn other embodiments, sensors 260 may include a radar sensor 264 (ight weight digital radar, DAPA radar, ete.) that may be ether omnidirectional andlor diretional. Radar sensor 264 may be configured to scan and obtain radae information for various terrain, ground, objects, obstacles (eae, airceat), ee. ia a vicinity of aireraft 1310, such as, for ‘eximple, associated locations and/or movement of the nearby objects. In the present example, radar sensor 264 may determine directional data 244 for aireraft 1314, which ‘may’ include information about a range andor bearing of ‘objects of obstacles within Vicinity of sicraft I3La In other embodiments, sensor 260 may further include 3 magnetometers), an altitude heading reference system (AHS), andlor an air data modul(s). For example, the magnetometer may meusure magnetism to oblain bearing ‘information for sircrft 1312. The AHRS may include sensors (eg, thee sensors on thee axes) to obtain atiude information fo aieraft 1312, which may include rol, pitch, ‘and yaw of aireraft 13a, The sir data module(s) may sense extemal air pressure 9 obtain airspeed information for ‘ireraft 1319.1 should be understood tht sensors 260 may Include additional sensors than those shown and deseribed herein, sueh a, for example, an imaging sensor (e2. ‘camera, an antenna sensor (e, ADS-B or communication system), and more Sill referring to FIG. 2, GPS 262 and radar sensor 264 (collectively, sensor 260) may provide positional data 242 and directional data 244, which may collectively inclade toa vehicle sate, racking, radar, bear- 0 o 8 og. altitude, airspeed, andor postion (collectively refeered ‘o herein as location information) to CPU 220 andlor a user of aircraft 131-133, which may thereby use the location information o control (eg, manually, semi-autonomously. fr autonomously) airraft 131a in accordance with flight ‘control program 282 stored in ROM 230, System 200 may further include communication module 270 which may include various datalink systems (eg. stelite communications systems), cellular communications systems (eg, LTE, 4G, 5G, ete), radio communicato systems (eg, HE, VHF, ee), andior wireless local area network communications systems (ex, WiFi, Bluetooth, ce.) As described in further detail herein, system 200 may be configured to communicate via ulim-elable low latency connections (URLLC) (eg., $G wireless communication networks) with communication module 270 whea, for ‘example, executing supplemental navigation logic. Comnm- nication module 270 may enable communications between aircraft LM and external networks, services, hubs 1-117, structures 122, communications stations 124, and cloud service 180. An example of the extemal networks may jnclude a wide area network, such as the Interet, and ‘examples of the services may include weather information services, trafic information services, et. Tn some embodiments, communication module 270 may include one or more transponder(s), such as, for example, an ADS-B, a Mode $ transponder, and/or other trausponder system, Communication modale 270 may have an omnidi- rectional andr a diretional antenna configured to transmit And receive signals. For instance, in response to receiving a positioning message request from a nearby airraft 131-133, {he transponder of communication module 270 may deter positional data 242 (ex, speed, location, altitude, track, ete) and/or directional data 244... range, bearing. et.) ofsizcraft 13a (eq, via sensors 260) and transmit the Jocstion information to the originator of the positioning message request, Additionally or altematively the transpon- er of communication module 270 may transmit positioning message requests to nearby aieraft 131-133 andor ground stations (eg., hubs 111-117, structures 122, and communi- ations stations 124) 10 receive location information in CPU 220 may be configured to, when executing supple mental navigation program 234, solicit and obtain positional ata 242 (originally obiained by GPS 262) andior directional ata 244 (originally obtained by radar Seasor 264) from one ‘ormore nearby terminals (eg, hubs 111-117 stretures 122, communications systems 124, airerafl 131-133, ete.) 10 determine a vehicle state, tacking, radar, bearing, atitude, airspeed, andlor positioning of aircraft 134a upon detecting 4 failure event of sensors 260. CPU 220 may be further ‘configured to, whea executing supplemental nv igaton pro- sgram 234, detomnine and transmit location information of irra 1314 upon receiving a request from a nearby termi- pal (eg. sireraft 131-133). ‘As deseribed in detail herein, sireraft 1314 mey perform fone or mote of the aforementioned operations of suppe- ntal navigation program 234 using the components of system 200. Supplemental navigation program 234. may provide system 200 with positional data 242 andor diwe- fional data 244 for controlling e fight path of airerat 13a by changing a speed, heading, aliiwde (eg, manually, somi-autonomously, autonomously) in accordance with fight control program 232 based on the location information received fm nearby terminals in lieu of sensors 260. The location information received from other terminals (€., US 11,719,783 B2 9 latitude, longitude, altitude, time coordinates, range, bear ing, ete) may be stored on RAM 240 ‘Current piloted systems have a single onboard aavigation system to determine a positioning of aireraf 131a and to help a pilot exceute sae aviation and navigation. However, sircrafs, sich as aircraft 132, may experience system ‘component faluees at the onboard navigation system (et, sensors 260) during an active ight, which may be detric rental to safe operation of aieralt 31a. BY implementing supplemental navigation program 284 in system 200, ai- ‘ral 139 may be abe wo minainsinational awareness and salty ofthe aircraft 131a itself and other nearby terminals (oa, hubs 111-117, sruetues 122, eommnnieations systems 124, sircraft 131-133, ef.) when sensors 260 experiences failure. To maintain situational awareness and safety of aircra 13a in the event that sensors 260 experience failure and hile hosting minimal physical infrastructure and compral- ing equipment onboard, system 200 may be implemented to utilize high-speed low-laleney wireless communications 1 perform one or more processing activities that would have btherwise been performed by sensors 260. It should be appreciated that inchision of supplemental navigation pro- ram 23400 system 200 may allow certain functionalities of seasons 2600 be perfomed by 9 secon navigation system onboard aircraft 18a, when sensor 260 is Inoporble or unvloble state. System 200 may’ ofload ‘certain funetons othe nearby temninals when executing the supplemental navigation program 234, suchas, for example, navigation data processing. to generate one or more of Positional date 242 andor diretional data 244, FIG. 3 isa flowehar illustrating an exemplary method for distributed navigation processing, acconing to one aspect of the present disclosure. Particularly, method 300 may depict isiibuted avionics processing enabling supplemental navi- zation capability: For example, method 300 may correspond to the algorithm executed by the supplemental navigation program 234 deseribed ahove with respect to FIG. 2, The fthod 300 may be performed by one or more aircraft 131-133, such as, for example, areralt 13 ‘At step 302, 8 processor (eg, CPU 220 in FIG. 2) implemented on the aircraft 13la, or system 200, may activate the navigation system onboard sirraft I3La (eg. sensors 260) during or atthe beginning ofan active light. Atstep 304, CPU 220 may be configured vo, when executing supplemental navigation program 234, eause system 200 10 periodically assess an operating state of GPS 262 at a predetermined interval during the active Might of aircraft 131a. The predetermined interval may be stoned on the one ‘or more data storage systemis of system 200 (e,, ROM 230, RAM 240) and may range from about 1 second to about 66 seconds, such as, for example, shout 30 seconds. However, should be noted that the predetermined interval may be ‘ny configurable value, and may not be limited to the specific examples discussed herein, ‘Atstep 306, CPU 220, in accordance withthe exccutable instructions of supplemental navigation program 234, may be configured to determine whether GPS 262 is operable hy ‘evaluating whether one or more Wiguer conditions are ste isfod. For example, a tigger condition may inelude contin- ued detection of positional data 242 by GPS 262 during the active flight of aieraft 1312, continued recordation of posi- tional data 242 onto RAM 240 during the active flight of aircraft 1314, or any other condition indicative of normal oF ‘abnormal operating state of GPS 262. In other examples, 2 trigger condition may include detecting a weak signal strength (e.g, degraded GNSS signal) by GPS 262 fe, 0 o 10 GNSS receiver) for detemnining positional data 242 despite GPS 262 being in a fully opersble stale. It should. be ‘understood that other types of wigger conditions that may be stitable for detecting the operating stateof GPS 262 can also be used, without departing from a seope ofthis disclosure In response to detennining at step 306 that GPS 262 is funetioning properly and in an operable state, CPU 220, in accordance with supplemental navigation program 234, may Setoct positional data 242 via GPS 262 at sep 316. A stop 314, CPU 220 may utilize positional data 242 obtained by {GPS 262 to determine a location ofaireralt Ma within an ‘operating environment of uicrall 13La (ex. airspace 100). Ti shoukd he appreciated that 8 curent position of aircraft 131a in airspace 100 may be determined by system 200 upon

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