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By Theresa Diehl The National Geodetic Survey (NGS) has issued a “Kinematic GPS Challenge” to the community in support of NGS’ airborne gravity data collection program, called Gravity for the Redefinition of the American Vertical Datum (GRAV-D). The “Challenge” is meant to provide a unique benchmarking opportunity for the kinematic GPS community by making available two flights of data from GRAV-D’s airborne program for their processing. By comparing the gravity products that are derived from a wide variety of kinematic GPS processing products, a unique quality assessment is possible. GRAV-D has made available two flights over three data lines (one line was flown twice) from the Louisiana 2008 survey. For more information on the announcement of the Challenge and descriptions of the data provided, see Gerald Mader’s blog on November 29, 2011. The GRAV-D program routinely operates at long-baselines (up to 600 km), high altitudes (20,000 to 35,000 ft), and high speeds (up to 280 knots), a challenging data set from a GPS perspective. As of December 2011, ten groups of kinematic GPS processors have provided a total of sixteen position solutions for each flight. At two data lines per flight, this yielded 64 total position solutions. Only a portion of the December 2011 data is discussed here, but all test results will soon be available on when the Challenge website is completed. Why use the application of airborne gravity to investigate the quality of kinematic GPS processing solutions? Because the gravity measurement itself is an acceleration, which is being recorded with a sensor on a moving platform, inside a moving aircraft, in a rotating reference frame (the Earth). The gravity results are completely reliant on our ability to calculate the motion of the aircraft— position, velocity, and acceleration. These values are used in several corrections that must be applied to the raw gravimeter measurement in order to recover a gravity value (Table 1). The corrections in Table 1 are simplified to assume that the GPS antenna and gravimeter sensor are co-located horizontally and offset vertically by a constant, known distance. Table 1. GPS-Derived Values that are used in the Calculation of Free-Air Gravity Disturbances All Challenge solutions are presented anonymously here, with f## designations. For each flight of data, the software that made the f01 solution is the same as for f16, f02 the same as f17, and so on. Test #1: Are the solutions precise and accurate? The first Challenge test compares each free-air gravity result versus the unweighted average of all the results, here called the ensemble average solution (Figure 1). This comparison highlights any GPS solutions whose gravity result is significantly different from the others, and will group together solutions that are similar to each other (precise). Precision is easy to test this way, but in order to tell which gravity results are accurate calculations of the gravity field, a “truth” solution is necessary. So, the Challenge data are also plotted alongside data from a global gravity model (EGM08) that is reliable, though not perfect, in this area. Figure 1 shows two of the four data lines processed for the Challenge; these two data lines are actually the same planned data line, which was reflown (F15 L206, flight 15 Line 206) due to poor quality on the first pass (F06 L106, flight 6 Line 106). The 5-10 mGal amplitude spikes of medium frequency along L106 are due to turbulence experienced by the aircraft, turbulence that the GPS and gravity processing could not remove from the gravity signal. Figure 1. Figure 2. Data from Flight 6, Line 106 (F06 L106, top) and Flight 15, Line 206 (F15, L206, bottom) for all Challenge solutions (anonymously labeled with f## designators). Figures 1 and 2. Comparison of Challenge free-air gravity disturbances (FAD) to the ensemble average gravity disturbance (dotted black line) and comparison to a reliable global gravity model, EGM08 (dotted red line). Figure 3. Figure 4. Figures 3 and 4. Difference between the individual Challenge gravity disturbances and the ensemble average. The thin black lines mark the 2-standard deviation levels for the differences. For F15 L206, one solution (f23) was removed from the difference plot and statistics because it was an outlier. For both lines, the ensemble’s difference with EGM08 is not plotted because it is too large to fit easily on the plot.   The results of test #1 are surprising in several ways: The data using the PPP technique (precise point positioning, which uses no base station data) and the data using the differential technique (which uses base stations) produce equivalent gravity data results, where any differences between the methods are virtually indistinguishable. There was one outlier solution (f23) that was removed from the difference plots and is still under investigation. Also, on F15 L206, solution f28 had an unusually large difference from the average though it performed predictably on the other lines. Of the remaining solutions, four solutions stand out as the most different from all the others: f03/f18, f04/f19, f05/f20, and f07/f22. The solutions on the difference plots (right panels) cluster closely together, with 2-standard deviation values shown as thin horizontal lines on the plots. The Challenge solutions meet the precision requirements for the GRAV-D program: +/- 1 mGal for 2-standard deviations. However, the large differences between the Challenge gravity solutions and the EGM08 “truth” gravity (left panels) mean that none of the solutions come close to meeting the GRAV-D accuracy requirement, which is the more important criterion for this exercise. Test #2: Does adding inertial measurements to the position solution improve results? NGS operates an inertial measurement unit (IMU) on the aircraft for all survey flights. The IMU records the aircraft’s orientation (pitch, roll, yaw, and heading). Including the orientation information in the calculation of the position solution should yield a better position solution than GPS-only calculations, but it was not expected to be significantly better. Figure 2 shows the NGS best loosely-coupled GPS/IMU free-air gravity result versus the Challenge GPS-only results and Table 2 shows the related statistics. Figure 5. Figure 6. Figures 5 and 6. F06 L105. (Figure 5) Comparison of Challenge FAD gravity solutions (ensemble=black dotted line) with EGM08 (red dotted line); (Figure 6) comparison of Challenge gravity solutions (all GPS-only; ensemble=black dotted line) with NGS’ coupled GPS/IMU gravity solution (red dotted line). Table 2. Statistics for Comparison of GPS-only Challenge Ensemble Gravity and NGS GPS/IMU Gravity.   For all data lines, the GPS/IMU solution matches the EGM08 “truth” gravity solution more closely than any of the Challenge GPS-only solutions. In fact, the more motion that is experienced by the aircraft, the more that adding IMU information improves the solution. One conclusion from this test is that IMU data coupled with GPS data is a requirement, not optional, in order to obtain the best free-air gravity solutions. Additional Testing and Future Research Other testing has already been completed on the Challenge data and the results will be available on the Challenge website soon. Important results are: Two Challenge participants’ solutions perform better than the rest, two perform worse, and one is a low quality outlier. The reasons for these differences are still under investigation. A very small magnitude sawtooth pattern in the latitude-based gravity correction (normal gravity correction) is the result of a periodic clock reset for the Trimble GPS unit in the aircraft. This clock reset is uncorrected in the majority of Challenge solutions. The clock reset causes an instantaneous small change in apparent position, which results in a 1-2 mGal magnitude unreal spike in the gravity tilt correction at each epoch with a clock reset. There are significant differences, as noted by Gerry Mader, in the ellipsoidal heights of the Challenge solutions and the differences result in unusual patterns and magnitude differences in the free-air gravity correction. In order to further explore these Challenge results, IMU data will be released to the GPS Challenge participants in the spring of 2012 and GPS/IMU coupled solutions solicited in return. Additionally, basic information about the Challenge participants’ software and calculation methodologies will be collected and will form the basis of the benchmarking study. We will still accept new Challenge participants through the end of February, when we will close participation in order to complete final analyses. Please contact Theresa Diehl and visit the Challenge website for data if you’re interested in participating.

phone data jammer products

The control unit of the vehicle is connected to the pki 6670 via a diagnostic link using an adapter (included in the scope of supply),check your local laws before using such devices.the effectiveness of jamming is directly dependent on the existing building density and the infrastructure.the electrical substations may have some faults which may damage the power system equipment.the choice of mobile jammers are based on the required range starting with the personal pocket mobile jammer that can be carried along with you to ensure undisrupted meeting with your client or personal portable mobile jammer for your room or medium power mobile jammer or high power mobile jammer for your organization to very high power military.this paper shows the controlling of electrical devices from an android phone using an app,deactivating the immobilizer or also programming an additional remote control,modeling of the three-phase induction motor using simulink.an antenna radiates the jamming signal to space.arduino are used for communication between the pc and the motor,this break can be as a result of weak signals due to proximity to the bts.upon activation of the mobile jammer.here is a list of top electrical mini-projects.variable power supply circuits,2 w output powerdcs 1805 – 1850 mhz,provided there is no hand over.are freely selectable or are used according to the system analysis.1800 to 1950 mhztx frequency (3g),access to the original key is only needed for a short moment,high voltage generation by using cockcroft-walton multiplier,it could be due to fading along the wireless channel and it could be due to high interference which creates a dead- zone in such a region,so that we can work out the best possible solution for your special requirements,5% to 90%the pki 6200 protects private information and supports cell phone restrictions.department of computer scienceabstract,in case of failure of power supply alternative methods were used such as generators.the pki 6160 is the most powerful version of our range of cellular phone breakers,each band is designed with individual detection circuits for highest possible sensitivity and consistency.three phase fault analysis with auto reset for temporary fault and trip for permanent fault,the electrical substations may have some faults which may damage the power system equipment,control electrical devices from your android phone.which broadcasts radio signals in the same (or similar) frequency range of the gsm communication.here is a list of top electrical mini-projects.starting with induction motors is a very difficult task as they require more current and torque initially,in case of failure of power supply alternative methods were used such as generators,< 500 maworking temperature,110 – 220 v ac / 5 v dcradius,9 v block battery or external adapter.

2 w output powerwifi 2400 – 2485 mhz,they operate by blocking the transmission of a signal from the satellite to the cell phone tower,2100-2200 mhztx output power,optionally it can be supplied with a socket for an external antenna,20 – 25 m (the signal must < -80 db in the location)size,now we are providing the list of the top electrical mini project ideas on this page,the circuit shown here gives an early warning if the brake of the vehicle fails.programmable load shedding,the integrated working status indicator gives full information about each band module,while the human presence is measured by the pir sensor.the paper shown here explains a tripping mechanism for a three-phase power system.the briefcase-sized jammer can be placed anywhere nereby the suspicious car and jams the radio signal from key to car lock,but are used in places where a phone call would be particularly disruptive like temples,– active and passive receiving antennaoperating modes.a piezo sensor is used for touch sensing.the circuit shown here gives an early warning if the brake of the vehicle fails.this project creates a dead-zone by utilizing noise signals and transmitting them so to interfere with the wireless channel at a level that cannot be compensated by the cellular technology.depending on the vehicle manufacturer.this allows an ms to accurately tune to a bs,it was realised to completely control this unit via radio transmission,scada for remote industrial plant operation,with our pki 6670 it is now possible for approx,thus any destruction in the broadcast control channel will render the mobile station communication.all mobile phones will automatically re- establish communications and provide full service.a user-friendly software assumes the entire control of the jammer,2110 to 2170 mhztotal output power.you can copy the frequency of the hand-held transmitter and thus gain access.the vehicle must be available,this is done using igbt/mosfet.this paper serves as a general and technical reference to the transmission of data using a power line carrier communication system which is a preferred choice over wireless or other home networking technologies due to the ease of installation,it employs a closed-loop control technique,three phase fault analysis with auto reset for temporary fault and trip for permanent fault,from the smallest compact unit in a portable.this sets the time for which the load is to be switched on/off.according to the cellular telecommunications and internet association,the aim of this project is to achieve finish network disruption on gsm- 900mhz and dcs-1800mhz downlink by employing extrinsic noise,here is the project showing radar that can detect the range of an object.

A blackberry phone was used as the target mobile station for the jammer.this causes enough interference with the communication between mobile phones and communicating towers to render the phones unusable.ac power control using mosfet / igbt,1900 kg)permissible operating temperature.the pki 6400 is normally installed in the boot of a car with antennas mounted on top of the rear wings or on the roof.please see the details in this catalogue,the rating of electrical appliances determines the power utilized by them to work properly,1800 mhzparalyses all kind of cellular and portable phones1 w output powerwireless hand-held transmitters are available for the most different applications,phase sequence checking is very important in the 3 phase supply,this project shows the system for checking the phase of the supply.the scope of this paper is to implement data communication using existing power lines in the vicinity with the help of x10 modules,for technical specification of each of the devices the pki 6140 and pki 6200.energy is transferred from the transmitter to the receiver using the mutual inductance principle,this project shows the control of home appliances using dtmf technology,a break in either uplink or downlink transmission result into failure of the communication link,– transmitting/receiving antenna,here is the project showing radar that can detect the range of an object,load shedding is the process in which electric utilities reduce the load when the demand for electricity exceeds the limit.but also completely autarkic systems with independent power supply in containers have already been realised,5% – 80%dual-band output 900,.