SkyBarrier is designed to jam all four major global navigation satellite systems simultaneously: GPS, GLONASS, Galileo, and BeiDou. HENSOLDT states the jamming effect covers both civilian and military signal variants, including encrypted signals, across the full range of currently relevant frequency and coding variants.

The system is built around rapid deployment: HENSOLDT says two operators can complete setup — including mast assembly and cabling — within minutes, with activation via a mechanical front-panel switch requiring no software configuration. The complete system consists of a single portable electronics unit, an extendable telescopic mast, and associated accessories.

HENSOLDT designed SkyBarrier for incremental upgradability, stating that new signal types can be added by replacing individual components rather than the full system. The company also notes a minimal physical interface profile — three hardware interfaces with no external data communication pathways — as a deliberate cybersecurity measure.

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PANOSETI — Pulsed All-sky Near-infrared Optical SETI — is a multi-institutional program led by researchers at the University of California, Berkeley. The system requires extremely precise time coordination across widely separated telescope nodes to detect fast-transient optical and near-infrared signals. Traditionally that level of synchronization has depended on fiber-based infrastructure such as White Rabbit, which is costly and impractical to deploy at remote observatory sites.

Using the u-blox ZED-F9T, the PANOSETI team demonstrated approximately 0.7 nanosecond standard deviation between 1PPS signals over a 1-kilometer baseline, with performance improving to around 200 picoseconds using filtering techniques — meeting or exceeding the requirements for next-generation distributed sensing systems.

“Achieving this level of synchronization without fiber is a significant step forward for distributed instrumentation,” said Dan Werthimer, Chief Scientist of the PANOSETI project at UC Berkeley. “It allows us to achieve the timing precision we need for our telescope array in locations where traditional fiber-based systems are not feasible.”

The u-blox announcement frames the result as extending beyond scientific research, pointing to applications in distributed sensor networks, remote timing systems, and resilience of critical infrastructure.

The post u-blox GNSS Receiver Enables Sub-Nanosecond Sync for Optical SETI Array appeared first on Inside GNSS - Global Navigation Satellite Systems Engineering, Policy, and Design.

The milestone centers on Qualinx’s QLX3xx — a reconfigurable GNSS SoC and Analog Front End targeting secure positioning, navigation, and timing applications, including resilient timing and synchronization networks and ultra-low-power GNSS receivers for connected edge deployments. The chip was designed, taped out, and manufactured entirely at GF’s Dresden fab using its FDX process technology. No design data or physical materials left the European Union at any stage of production.

“Our partnership with Qualinx marks the first operational milestone,” said Dr. Manfred Horstmann, SVP and General Manager at GF. “It shows that complex, security-relevant ASIC designs for aerospace, defense, and critical infrastructure can already be industrialized today using a fully European, trusted manufacturing path.”

Qualinx CEO Tom Trill characterized the flow as proof that full European manufacturing control is no longer theoretical. “This first secure product demonstrates that a fully European manufacturing path — from mask services to wafer production — is already a reality today,” he said, adding that the effort gives Qualinx complete control over IP, data, and supply chain within Europe.

The Dresden fab’s sovereign manufacturing capability is co-funded under the European Chips Act. GF says it aims to have a fully automated trusted European flow in place by end of 2026, with regular foundry engagements available to aerospace and defense customers starting in 2027. That roadmap will incorporate European IP partners, mask houses, and OSAT service providers.

GF is also working with Deutsche Telekom on a parallel effort to ensure that production data — from design and tape-out through manufacturing and quality — can be processed, transported, and stored entirely on European networks, cloud infrastructure, and data centers. The practices developed there are intended to feed directly into the scaling of the sovereign manufacturing model.

Qualinx, headquartered in Delft, Netherlands, was founded in 2015. The company’s proprietary Digital Radio Frequency technology implements traditional analog receive-chain functions in digital hardware, targeting GNSS, PNT, and PVT chipsets and modules for applications ranging from automotive and fleet to wearables and asset tracking.

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Murata had previously invested in Xona through WONDERSTONE Ventures, its corporate venture capital arm. The MOU moves the relationship downstream toward hardware, pairing Murata’s capabilities in high-frequency communications, sensors, timing devices and module design with Xona’s LEO-based PNT infrastructure.

Xona’s Pulsar service is built on a dedicated LEO constellation designed to deliver significantly stronger signals than conventional GNSS, with centimeter-level positioning accuracy, faster convergence times, reduced multipath error and improved performance in urban and indoor environments. Pulsar is designed for GNSS compatibility, enabling integration with existing user equipment as a complement rather than a replacement.

The two companies identified data centers and financial institutions requiring precise timing synchronization for 5G and 6G communications infrastructure, and off-road construction and agricultural machinery operating in environments where GNSS availability is limited, as near-term application targets.

Murata described the space domain as a new growth area, framing the partnership as part of a broader commitment to advancing positioning and timing synchronization as foundational technology across communications infrastructure, industrial equipment, mobility and consumer IoT. The company’s scale — it is among the world’s largest manufacturers of passive electronic components — gives the partnership potential reach across global industrial supply chains that few LEO PNT agreements to date have carried.

The announcement follows Xona’s appearance in GPS Innovation Alliance testimony before the House Energy and Commerce Subcommittee on Communications and Technology last week, where GPSIA executive director Lisa Dyer cited six Xona satellite launches planned for this fall and called on Congress to urge FCC approval of the company’s pending radionavigation-satellite service license application.

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The release enables integration of Iridium Satellite Time and Location signals directly into VectorNav’s INS architecture alongside inertial and GNSS data. In testing, STL-aided navigation demonstrated positioning performance within approximately 50 meters CEP in GNSS-denied conditions while maintaining continuous inertial position, velocity, and attitude outputs. The Iridium constellation’s 66 active satellites operate at roughly 780 kilometers — compared to approximately 20,000 kilometers for GPS — producing surface signals up to 1,000 times stronger than GPS, improving resistance to jamming, attenuation, and environmental obstruction.

The VN-210E provides four independent serial interfaces and a tightly coupled extended Kalman filter, allowing LEO-derived measurements to be incorporated alongside GNSS, M-Code, vision-based navigation, and other assured PNT inputs. The development kit includes the VN-210E, NAL Technologies’ ALTM Micro-D receiver, a one-year Iridium development license, and reference integration guidance and software tools.

“Inertial remains the foundation,” said Andrew Greer, Senior Director of Business Development at VectorNav. “LEO signals add another layer of resilience. By fusing multiple independent sources, we maintain a stable navigation solution when any single input is degraded or denied.”

Future development will focus on deeper hardware integration, reduced SWaP-C, and streamlined deployment for production programs.

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In many small-UAS architectures, positioning, heading, inertial sensing, corrections, estimation, and control are still distributed across separate modules with different assumptions, update rates, and confidence models. That approach can work in nominal conditions, but it also creates more places for latency, inconsistency, and error propagation to enter the stack.

Hyfix is positioning the H1 as an architectural response to that problem. The company’s core argument is that too much uncertainty is still being passed across subsystem boundaries, making autonomous behavior harder to model and trust. Its answer is what can be described as stack compression: bringing positioning, timing, estimation, compute, and communications into a single co-designed architecture so the system error model can be treated more coherently. The claim is not simply that more functions reside on one device, but that tighter integration can constrain error earlier, improve confidence modeling, and reduce the disconnect between navigation and control.

WHY STACK COMPRESSION MATTERS

In a conventional architecture, each subsystem is optimized largely for itself. The GNSS receiver solves for position and time. The flight controller solves for attitude and control. The IMU supplies motion data to the flight stack. A companion computer handles heavier autonomy logic. Corrections arrive as an external service. Radios handle their own timing and links. Integration is required at every layer, and much of that integration is repeated from one platform program to the next.

The result is not just complexity. It is an error-modeling challenge. If a system begins to behave badly, the root cause can sit anywhere: a timing mismatch between modules, an IMU limitation inside the autopilot stack, a corrupted GNSS solution presented with misleading confidence, or a mismatch between what one module thinks “good data” means and what another assumes it means. From an engineering standpoint, each interface creates another place where error can be delayed, transformed, or misinterpreted. That is why Hyfix emphasizes that the challenge in autonomy is not simply getting a better measurement. It is understanding where error comes from, keeping it inside known bounds, and preventing it from cascading into bad decisions or unstable control.

This is the real significance of stack compression. The H1 is intended to bring those functions inside one architecture so timing, corrections, estimation, and control operate on a shared state rather than across loosely coupled interfaces. In that model, data stays on-chip instead of moving across boards, reducing delay and limiting opportunities for timing drift or interpretation error.

TIGHT COUPLING AND THE ESTIMATOR PROBLEM

Hyfix says every H1 runs the NuttX operating system and is loaded with the PX4 stack natively. That is significant because it changes where the integration occurs. Traditional flight controllers such as PX4 and ArduPilot are strong on attitude estimation, but their GPS-denied inertial navigation performance is often limited by the IMUs typically integrated on standard boards. More advanced fusion frequently gets pushed to the integrator, who must add a companion computer such as a Raspberry Pi or Nvidia Jetson. GNSS modules may also include embedded fusion, but those algorithms are often built around 2-D or low-dynamic ground-vehicle assumptions and may not translate well to flying vehicles. 

The architectural problem is that flight controllers and GNSS receivers are usually separate physical items. Position data arrives over a serial bus at perhaps 1 to 10 Hz as a simple PVT input, while the IMU is directly connected to the flight controller rather than to the GNSS engine. That separation makes it difficult to build tightly coupled filters that can work directly with raw satellite measurements such as code, Doppler, and carrier phase. By integrating GNSS and flight control in one system, Hyfix asserts that the H1 opens the door to tighter coupling at the estimator layer. 

Tight coupling is not simply a buzzword here. It changes what the estimator can see and when it can see it. Instead of consuming a downstream position fix as a finished product, the filter can work closer to the raw measurement layer and keep timing, inertial data, and satellite observations inside one architecture. That is a fundamentally different proposition from a serially connected PVT-based design. It is also better aligned with flying vehicles, where attitude, heading, velocity, and control interact on faster, more dynamic timescales than they typically do in ground systems. 

TIME SYNCHRONIZATION AS A HIDDEN SYSTEMS BURDEN

GNSS often provides the master clock in autonomous systems through PPS. But once sensors and subsystems are spread across multiple boards, maintaining good time synchronization becomes a material integration chore. Timing drift or inconsistent timestamping across modules can quietly degrade estimator performance even when each subsystem appears healthy in isolation. Hyfix’s position is that bringing more of the navigation, fusion and control chain inside one architecture reduces that burden and makes time coherence easier to preserve. 

DUAL-ANTENNA HEADING MOVES DOWNMARKET

One of the clearest technical examples is heading.

Traditionally, small drones have relied on geomagnetic sensors to estimate heading. That solution is cheap and compact, but it comes with familiar drawbacks. Magnetometers require hard-iron and soft-iron calibration to account for disturbances from batteries, motors, payloads, and surrounding structures. In highly supervised operations, calibration can be managed. In autonomous operations—especially swarms or drone-in-a-box deployments—it becomes much harder to do consistently. The vehicle may also operate near dynamic magnetic disturbances such as cars, bridges, or industrial infrastructure, where no amount of prior calibration completely solves the problem. 

Dual-antenna heading offers a more geometric alternative, but it has historically been reserved for larger and more expensive aircraft because it often required two receiver chains and a longer baseline between antennas. Hyfix’s claim is that H1 changes that trade. The chip includes dual RF input ports and can compute heading directly. Mike Horton, founder and CEO, said H1’s resolution and noise performance are sufficient to achieve heading accuracy on par with a geomagnetic sensor using only a 0.2-meter baseline between antennas—small enough to fit on a sub-250 g mini-drone. 

That detail matters because it brings dual-antenna heading into a class of aircraft where it has not been easy to justify. If the baseline requirement drops enough to fit small airframes, then dual-antenna heading is no longer a large-UAV luxury. It becomes an architectural option for the very aircraft that struggle most with reliable magnetic calibration. Horton’s practical summary is blunt: dual antenna can replace the compass, and even with a short baseline it should be “far better and far more repeatable than a compass.”

From a control standpoint, that has implications beyond heading accuracy alone. But the more important implication may be integrity.

GEOMETRY AS AN INTEGRITY CONSTRAINT

The H1’s dual-antenna architecture is also presented as a built-in check on whether the GNSS solution is believable.

Multipath remains one of the hardest real-world problems in GNSS-enabled autonomy. Signals reflecting from buildings, terrain, vehicles, or industrial structures can produce position solutions that appear plausible while being materially wrong. In loosely coupled architectures, those solutions may be passed downstream with a reassuring figure of merit, such as DOP, even when the data should not be trusted. The fusion engine then weights the wrong input too heavily.

A dual-antenna system introduces another measurement constraint. The physical distance between the antennas is fixed and known. In the positioning engine, that baseline can be computed via moving-base RTK. If the signals entering one or both antennas are distorted by multipath or interference, the measured baseline will deviate from the known geometry.

That inconsistency becomes an integrity signal. It does not eliminate the error source, but it gives the system another reason to suspect that the GNSS-derived solution is slipping. 

Instead of only accepting a single-antenna PVT solution at face value, the system can compare geometry against measurement behavior and ask whether the result is self-consistent. In practice, that is what makes predictable degradation a measurable system behavior.

CORRECTIONS AS PRECISION AND TRUST INFRASTRUCTURE

The H1 treats corrections as more than an accuracy service.

The H1, Horton said, can receive network data for two purposes. The first is familiar: traditional RTK corrections for higher accuracy and ephemeris support for faster convergence. The second is more interesting: network navigation messages can also be used as a check against spoofed navigation data. In other words, corrections are not only there to improve precision. They can also act as a trust layer. 

A receiver that can compare received navigation content against trusted network-delivered ephemeris is in a stronger position to detect inconsistency before it turns into corrupted state estimation. That reframes corrections architecture as part of the system’s integrity design, not just its accuracy budget. 

THE TACTICAL EDGE AND GRACEFUL DEGRADATION

Hyfix places much of this discussion at what it calls the tactical edge: environments with limited power, constrained bandwidth, denser RF conditions, degraded GNSS, and less room for recovery from mistakes. In those settings, the system’s real value lies not only in accuracy but in how well it detects and responds to uncertainty. The ability to constrain error at the source should allow the vehicle to degrade more predictably, relying more intelligently on inertial, visual, or other supporting inputs as conditions change.

Horton describes the handoff in practical terms. The fixed baseline between the two antennas becomes “another very powerful constraint” that helps the system “switch over your sensor fusion, to use IMU, to use camera, to use whatever.” That is a significant observation because it makes clear that the dual-antenna design is not only about heading or RTK. It is part of the trigger logic that helps the fusion engine decide when to trust GNSS less and trust other sources more. 

LEO PNT AND THE NEXT TIMING LAYER

Hyfix points to LEO PNT integration, including Xona, as part of the resilience path. Horton goes further: GEODNET is already tracking Xona signals on base stations around the world, and those signals are said to be 40 to 100 times stronger than traditional GNSS, improving jamming resistance and indoor penetration. The first commercial service from Xona is expected to be a precision timing signal in 2027. 

The most interesting part is not simply signal strength. It is what trusted timing might enable. Horton suggests that a high-power precision timing signal could allow a drone and controller to share nanosecond-accurate time even in the presence of GNSS jamming. That shared time could then be used to do ranging over the data link, adding another range source to help correct visual-odometry errors in GPS-denied environments. When Xona reaches full constellation, the system would also gain a stronger additional resistance to jamming. 

If that model matures, the first major LEO contribution to small-aircraft autonomy may not be position in the classic sense. It may be trusted time, and from trusted time, better synchronization and ranging across the broader autonomy stack.

A DIFFERENT PNT ARCHITECTURE FOR SMALL AUTONOMOUS AIRCRAFT

What H1 ultimately proposes is a reframing of the PNT problem for small autonomous aircraft. The question the industry has been asking—how to add more capable components to the stack—may be less important than the question Hyfix is now pressing: how to build a navigation and control architecture where fewer boundaries between systems means fewer opportunities for hidden error to become visible failure. Tight coupling, dual-antenna integrity, coherent timing, trusted corrections, and LEO-derived resilience are not independent features. They are expressions of the same architectural logic—that autonomy becomes more trustworthy when confidence is modeled as a system property, not assembled from loosely connected parts. That is not a modest claim. But the technical case behind it is serious, and for a PNT community already moving toward assured, layered and application-integrated architectures, it is exactly the right direction to be pushing.

The post From Stack Compression to Trusted Autonomy: The PNT Case Behind Hyfix H1 appeared first on Inside GNSS - Global Navigation Satellite Systems Engineering, Policy, and Design.

The conversation around resilient positioning, navigation and timing has changed. Not long ago, much of the discussion centered on architectures, roadmaps and the strategic rationale for bringing timing, inertial navigation, sensor fusion and signal intelligence into a single operational framework. Today, the question is more immediate: How do fielded platforms continue to navigate, synchronize and operate when GPS is jammed, spoofed, degraded or unavailable?

For VIAVI Solutions, that question is no longer theoretical. With its acquisitions of Jackson Labs Technologies and Inertial Labs, VIAVI has assembled a portfolio that spans precision timing, holdover, inertial navigation, sensor fusion and communications-domain expertise. But the clearest expression of that strategy may be a product designed not to replace every system on a vehicle, but to make existing systems more resilient: the VIAVI RSR Transcoder 2.0. 

In an interview with Inside GNSS+, Andrew Popp, Sr. Director of PNT Product Line Management at VIAVI, described a market shift that is moving the transcoder from an innovative retrofit concept into an increasingly adopted solution for military platforms operating in contested environments. The product, he said, is now on 18 different vehicle platforms within the U.S. military, with adoption moving quickly as customers look for practical ways to upgrade navigation resilience without redesigning entire vehicles.

BUILT FOR TODAY’S EW INTENSITY 

That momentum reflects a core reality of modern defense operations. The electronic warfare environment is no longer an occasional complicating factor; it is a baseline condition. Jamming and spoofing are persistent, adaptive and widespread. The result is a growing need for systems that can preserve trusted PNT even when conventional GPS signals cannot be fully trusted—a concern that extends well beyond the battlefield to transportation networks, power grids, financial systems and emergency services that depend on precise timing and geolocation.

The transcoder addresses that need by acting as an interpretive layer between new sources of navigation or timing data and legacy onboard systems. It can accept multiple types of inputs, including NMEA input, ICD-GPS-153 type input, LEO receiver data, inertial navigation inputs and M-Code-capable sources. It then outputs signals that existing vehicle systems already understand, including GPS L1 C/A and L2 P-code.

Rather than forcing a platform owner to rip out existing receivers, rewire a vehicle or wait for a new program of record to deliver a clean-sheet solution, the transcoder allows new PNT capabilities to be introduced through a familiar interface. Existing equipment sees what looks like a GPS signal. Behind that signal, however, may be a more diverse blend of inputs drawn from inertial navigation, military GPS, alternate satellite sources or other aiding systems.

“It works today,” Popp said. That point is central to VIAVI’s positioning. The transcoder is not framed as a long-range development promise or a future architecture dependent on new acquisition cycles. It is a pluggable solution designed for equipment already fielded, already wired and already operating in demanding environments.

That practicality matters because many defense platforms were not built for today’s EW intensity. Legacy navigation systems may still perform well under normal conditions, but they were not designed for a battlespace in which GPS denial can be expected and spoofing can be sophisticated. The challenge is not only to add resilience, but to add it in a way that respects the cost, complexity and readiness constraints of existing fleets.

Popp emphasized that VIAVI paid close attention to integration details. The cabling, power and physical integration were designed to match the realities of the vehicles and systems already in use. In simple terms, the product is meant to fit into the operational environment, not force the operational environment to conform to the product.

That design philosophy helps explain why adoption has extended beyond initial expectations. The transcoder’s value is not limited to a single vehicle class or a narrow set of requirements. While current deployments are land-based, Popp noted the same approach can extend to rotorcraft and other platforms. The key is not the vehicle type; it is the need to translate trusted PNT inputs into a form that onboard systems can use immediately.

The timing element is especially important. In PNT, timing is often less visible than positioning and navigation, but it is foundational to both. Without trusted time, position and navigation degrade quickly. VIAVI’s Jackson Labs heritage gives the company a deep base in precision timing, synchronization and holdover performance, and that expertise is built into the transcoder family.

MISSION MATCHED RESILIENCE 

The transcoder is available in multiple configurations to match different mission needs. Popp described modules that can be embedded into larger solutions, ruggedized enclosure versions, and options with different holdover oscillator capabilities. For critical holdover requirements, VIAVI offers a CSAC option. Other configurations use MEMS-based or OCXO-class approaches, while some versions can operate without an onboard oscillator when a larger vehicle already has a high-quality clock available.

That configurability is not an afterthought. It reflects VIAVI’s view that resilience should be mission-matched rather than overbuilt. Some customers need the highest holdover performance available. Others already have timing assets onboard and simply need the transcoder to ingest and distribute that trusted timing. Still others may want a board-level module to embed inside a broader PNT or navigation solution.

The result is a family of options rather than a one-size-fits-all architecture. That is significant in defense procurement, where over-specifying a solution can be as damaging as under-specifying it. The right answer for a heavy ground vehicle may not be the right answer for a smaller platform, an unmanned system or a contractor-developed navigation suite. VIAVI’s goal is to meet the customer at the level of capability required by the mission.

The same modular thinking applies to sources of position and time. Popp described VIAVI’s posture as source-agnostic. The objective is to use the best available source in the operating environment and deliver that information in a usable form. Today, that can include satellite-based timing sources, Iridium-based services, inertial inputs and M-Code-capable GPS. VIAVI is also evaluating additional sources of opportunity and terrestrial timing approaches as part of a broader strategy to avoid dependence on any single point of failure.

That future-facing design is essential because the PNT landscape is changing quickly. LEO constellations, signals of opportunity, terrestrial timing networks, visual navigation, map matching and other techniques are gaining attention. But each new source creates an integration challenge. New navigation technology is only useful if it can be consumed by the platform that needs it.

This is where the transcoder’s role becomes broader than a single VIAVI product. It can serve as an enabling component for other companies developing more sophisticated INS, visual navigation, north-finding or sensor-fusion systems. If those systems can provide the right input, the transcoder can help translate that capability into a signal format that legacy onboard systems can accept.

A PLATFORM ENABLER 

The transcoder is not only a solution; it is a platform enabler. It allows contractors and integrators to bring new PNT technologies to existing vehicles without requiring each new capability to be deeply integrated into every onboard navigation subsystem. The transcoder becomes the bridge between innovation and adoption.

That bridge is important as operational requirements evolve faster than platform refresh cycles. A vehicle may remain in service for decades, while the threat environment changes in months. Operators need a way to insert new resilience layers quickly, affordably and with minimal disruption. The transcoder provides a path to do that by preserving the installed base while upgrading what the installed base receives.

This also connects the transcoder to VIAVI’s larger PNT strategy. An earlier Inside GNSS+ feature on VIAVI’s integrated PNT vision described a layered ecosystem built from precision timing, inertial navigation, signal awareness, validation and modular integration. The transcoder is one of the most practical expressions of that ecosystem. It turns architectural resilience into something that can be used by systems already in place.

The urgency is being driven by real-world conditions. Customers are responding to the severity, frequency and operational consequences of jamming and spoofing. They are not merely planning for future contested environments; they are trying to operate in them now. That makes ease of integration more than a convenience. It becomes a readiness issue.

The transcoder’s adoption across 18 vehicle platforms suggests the market is responding to that need. VIAVI is also pursuing an NSN number for the product, which would make acquisition easier for government customers. Rapid operational adoption depends not only on technical capability, but on procurement accessibility.

The long-term opportunity may be larger still. NATO-aligned and allied markets face many of the same EW and GNSS-denial challenges as the U.S. military. Because the transcoder is built around accepting diverse inputs and outputting standardized signals, it is not limited to a narrow domestic configuration. Its versatility could make it relevant across allied land, air and integrated defense applications where legacy equipment needs to be upgraded for modern PNT threats.

The counter-UAS mission also underscores the importance of resilient PNT. ISR, targeting, object detection, classification and counter-drone operations all depend on trusted georeferencing. If the platform cannot trust its position, timing or navigation data, downstream mission systems suffer. A resilient PNT layer therefore becomes part of the broader mission chain, not merely a navigation accessory.

ACCELERATING ADOPTION 

VIAVI’s transcoder does not require customers to choose between legacy systems and next-generation navigation. It allows the two to work together. It gives existing platforms a way to consume resilient PNT inputs while giving new technology providers a path into fielded systems.

VIAVI’s message is simple: Customers should not have to replace everything to become more resilient. They should be able to use the best available sources of time and position, combine them as the mission requires, and deliver them to existing systems in a form those systems can trust.

In a battlespace defined by jamming, spoofing and uncertainty, that is powerful. Resilience is no longer just about having more sensors or more expensive clocks. It is about integration, translation and flexibility. It is about ensuring when one source is degraded or denied, another can be used.

VIAVI’s transcoder sits precisely at that intersection. It connects old and new, GPS and non-GPS, timing and navigation, platform constraints and mission urgency. For military users confronting today’s EW environment, that may be the difference between a promising PNT architecture and a capability that can be fielded now. 

The post VIAVI’s Transcoder Moves Resilient PNT From Architecture to Adoption appeared first on Inside GNSS - Global Navigation Satellite Systems Engineering, Policy, and Design.

The models support L1/E1 + L2/E5b and L1/E1 + L5/E5a respectively, giving customers dual-band frequency coverage aligned with current and next-generation multi-frequency GNSS receiver architectures.

Both antennas carry Calian’s extended filtering plus interference mitigation performance, including mitigation of three jamming sources per band, integrated XF+ filtering for out-of-band rejection and cross-band isolation, and real-time situational awareness messaging. GPS and Galileo signals are supported across both models.

“GNSS resilience is essential for mission success,” said Christopher Russell, Vice President of Global Sales and Growth at Calian’s GNSS division. “With these additional frequency and installation mounting options added, customers gain flexible, advanced anti-jamming protection tailored to their specific system needs.”

Both antennas will be on display at Calian Booth 207 at the Joint Navigation Conference, June 2–3, at the Northern Kentucky Convention Center in Covington, Kentucky.

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The company announced the product on the opening day of the Joint Navigation Conference in Covington, Kentucky, where VIAVI is exhibiting at Booth 407.

The GDO-1000 combines dual-frequency L1/L5 GNSS reception with microsecond-class 24-hour holdover from a MEMS-based oscillator — positioning it as an alternative to chip-scale atomic clocks, which VIAVI says face increasing cost and supply chain pressure across defense procurements. The MEMS oscillator delivers thermal stability across the full military temperature range and sustained phase noise and Allan Deviation performance under vibration and shock. Patented AI and ML algorithms, developed by the Jackson Labs team now part of VIAVI, predict and compensate for oscillator behavior across environmental conditions. The module draws approximately half a watt and accepts an external 1PPS input, allowing it to be disciplined by M-Code GPS or alternative navigation sources without hardware modification.

“The GDO-1000 offers a new path that doesn’t force customers to compromise,” said Doug Russell, Senior Vice President and General Manager, Aerospace and Defense at VIAVI. “Its holdover performance approaches what customers expect from atomic-class clocks, in a module that fits on a standard M.2 slot and draws approximately half a watt.”

VIAVI staff will also present on a cesium-less ePRTC solution for homeland critical infrastructure timing as part of the JNC technical program.

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The milestone is notable for being free-space rather than fiber-based, a distinction the company says is a critical step toward operational deployment in environments where physical infrastructure is unavailable.

The fully integrated Ares terminal is designed to combine 10 Gbps free-space optical communications, entangled photon distribution for timing and encryption key sharing, and a stable clock ensemble disciplined by Xairos’ Quantum Time Transfer technology. The system targets RF- and GPS-denied environments, and the company has cited precision synchronization for distributed sensors and antennas — including applications relevant to Golden Dome-style architectures requiring geolocation and data fusion for fire control — as representative use cases.

The announcement follows Xairos’ completion last week of Phase 1 of the UK’s £1.4 million Innovate UK Quantum PNT Mission under the TimeLink programme, which advanced the company’s Athena product line for GNSS-independent timing in critical infrastructure. The company is also the technology provider for the Colorado Quantum Incubator’s planned national quantum timing testbed, announced in April. Next steps for the Ares terminal include further development under the Colorado Quantum Incubator’s Quantum Timing Center program.

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