Patent Publication Number: US-11644828-B2

Title: Navigation system with camera assist

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a continuation and claims the benefit of priority under 35 U.S.C. § 120 of U.S. application Ser. No. 16/528,030 filed on Jul. 31, 2019, entitled “NAVIGATION SYSTEM WITH CAMERA ASSIST,” Inventors: Maurice D. Griffin, et al. The disclosure of the prior application is considered part of and is incorporated in its entirety by reference in the disclosure of this application. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to aircraft and, more particularly, to a navigation system for an aircraft. 
     BACKGROUND 
     Unlike fixed-wing aircraft, vertical takeoff and landing (“VTOL”) aircraft do not require runways. Instead, VTOL aircraft are capable of taking off, hovering, and landing vertically. One example of VTOL aircraft is a helicopter, which is a rotorcraft having one or more rotors that provide vertical lift and forward thrust to the aircraft. Helicopter rotors not only enable hovering and vertical takeoff and vertical landing, but also enable forward, aftward, and lateral flight. These attributes make helicopters highly versatile for use in congested, isolated or remote areas where fixed-wing aircraft may be unable to take off and land. Helicopters, however, typically lack the forward airspeed of fixed-wing aircraft. 
     A tiltrotor is another example of a VTOL aircraft. Tiltrotor aircraft utilize tiltable rotor systems that may be transitioned between a forward thrust orientation and a vertical lift orientation. The rotor systems are tiltable relative to one or more fixed wings such that the associated proprotors have a generally horizontal plane of rotation for vertical takeoff, hovering, and vertical landing and a generally vertical plane of rotation for forward flight, or airplane mode, in which the fixed wing or wings provide lift. In this manner, tiltrotor aircraft combine the vertical lift capability of a helicopter with the speed and range of fixed-wing aircraft. Yet another type of VTOL aircraft is commonly referred to as a “tail-sitter.” As the name implies, a tail-sitter takes off and lands on its tail, but tilts horizontally for forward flight. 
     VTOL aircraft may be manned or unmanned. An unmanned aerial vehicle (“UAV”), also commonly referred to as a “drone,” is an aircraft without a human pilot aboard. UAVs may be used to perform a variety of tasks, including filming, package delivery, surveillance, and other applications. A UAV typically forms a part of an unmanned aircraft system (“UAS”) that includes the UAV, a ground-based controller, and a system of communication between the vehicle and controller. 
     Aircrafts may utilize positioning systems, such as global positioning systems (GPSs), for determining a current location of the aircraft. The positioning systems can utilize over-the-air communication to provide information to a navigation system of the aircraft for determining the current location of the aircraft. However, the positioning systems may become unavailable, such as via the over-the-air communication connection being lost, and can cause the aircraft to lose track of the current location of the aircraft when the positioning systems are unavailable. 
     SUMMARY 
     An embodiment is a navigation system for an aircraft. The navigation system includes a positioning system to generate information related to a location of the aircraft, a group of cameras mounted to a body of the aircraft, each camera of the group of cameras to simultaneously capture images of a portion of an environment that surrounds the aircraft, and processing component coupled to the positioning system and the group of cameras, the processing component to determine a current location of the aircraft based on the information related to the position of the aircraft and the images. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       To provide a more complete understanding of the present disclosure and features and advantages thereof, reference is made to the following description, taken in conjunction with the accompanying figures, in which like reference numerals represent like elements. 
         FIG.  1    is an oblique view of an example aircraft configured for operation in a helicopter flight mode in accordance with embodiments described herein. 
         FIG.  2    is an oblique view of the example aircraft of  FIG.  1    configured for operation in an airplane flight mode in accordance with embodiments described herein. 
         FIG.  3    is a top view of an example aircraft in accordance with embodiments described herein. 
         FIG.  4    is a top view of an example group of cameras in accordance with embodiments described herein. 
         FIG.  5    is a block diagram of an example navigation system for an aircraft in accordance with embodiments described herein. 
         FIG.  6    is a diagram of an example aircraft flight arrangement in accordance with embodiments described herein. 
         FIG.  7    is a diagram of example images that can be captured in the aircraft flight arrangement of  FIG.  6    in accordance with embodiments described herein. 
         FIG.  8    is a diagram of another example aircraft flight arrangement in accordance with embodiments described herein. 
         FIG.  9    is a diagram of example images that can be captured in the aircraft flight arrangement of  FIG.  8    in accordance with embodiments described herein. 
         FIG.  10    is a diagram of an example navigation map in accordance with embodiments described herein. 
         FIG.  11    is an example procedure for determining a current location of an aircraft in accordance with embodiments described herein. 
         FIG.  12    is a schematic diagram of a general-purpose processor (e.g. electronic controller or computer) system suitable for implementing the embodiments of this disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     The following disclosure describes various illustrative embodiments and examples for implementing the features and functionality of the present disclosure. While particular components, arrangements, and/or features are described below in connection with various example embodiments, these are merely examples used to simplify the present disclosure and are not intended to be limiting. It will of course be appreciated that in the development of any actual embodiment, numerous implementation-specific decisions may be made to achieve the developer&#39;s specific goals, including compliance with system, business, and/or legal constraints, which may vary from one implementation to another. Moreover, it will be appreciated that, while such a development effort might be complex and time-consuming, it would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure. 
     While the making and using of various embodiments of the present disclosure are discussed in detail below, it should be appreciated that the present disclosure provides many applicable inventive concepts, which can be embodied in a wide variety of specific contexts. The specific embodiments discussed herein are merely illustrative and do not delimit the scope of the present disclosure. In the interest of clarity, not all features of an actual implementation may be described in the present disclosure. 
     In the disclosure, reference may be made to the spatial relationships between various components and to the spatial orientation of various aspects of components as depicted in the attached drawings. However, as will be recognized by those skilled in the art after a complete reading of the present disclosure, the devices, components, members, apparatuses, etc. described herein may be positioned in any desired orientation. Thus, the use of terms such as “above”, “below”, “upper”, “lower”, “top”, “bottom” or other similar terms to describe a spatial relationship between various components or to describe the spatial orientation of aspects of such components, should be understood to describe a relative relationship between the components or a spatial orientation of aspects of such components, respectively, as the components described herein may be oriented in any desired direction. When used to describe a range of dimensions or other characteristics (e.g., time, pressure, temperature) of an element, operations, and/or conditions, the phrase “between X and Y” represents a range that includes X and Y. 
     Further, as referred to herein in this disclosure, the terms “forward”, “aft”, “inboard”, and “outboard” may be used to describe relative relationship(s) between components and/or spatial orientation of aspect(s) of a component or components. The term “forward” may refer to a special direction that is closer to a front of an aircraft relative to another component or component aspect(s). The term “aft” may refer to a special direction that is closer to a rear of an aircraft relative to another component or component aspect(s). The term “inboard” may refer to a location of a component that is within the fuselage of an aircraft and/or a spatial direction that is closer to or along a centerline of the aircraft relative to another component or component aspect(s), wherein the centerline runs in a between the front and the rear of the aircraft. The term “outboard” may refer to a location of a component that is outside the fuselage-of an aircraft and/or a special direction that farther from the centerline of the aircraft relative to another component or component aspect(s). 
     As referred to herein in this disclosure, the term “simultaneously” is used to refer to actions occurring at substantially the same time. In particular, it is to be understood that actions that occur at the same time and actions that differ in time due to processing delays, propagation delays, and/or other delays in operation of components are included in the term “simultaneously” as used throughout this disclosure. 
     As referred to herein in this disclosure, the term “global location” is used to refer an indication of a location relative to a coordinate system applied to the earth. For example, “global location” can refer to a combination of a latitude and a longitude that indicates a certain location. 
     Still further, the present disclosure may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. Example embodiments that may be used to implement the features and functionality of this disclosure will now be described with more particular reference to the accompanying FIGURES. 
     As markets emerge for autonomous unmanned aircraft (or “UAVs”) to deliver packages with minimal-to-no human interaction, it becomes important for the aircraft to be able to adjust its flight control gains for a wide range of weights and center of gravity (“CG”) locations. This is particularly challenging for VTOL UAVs when the payload&#39;s weight and CG location is unique for every package the UAV picks up. The fact that such aircraft are required to perform precision landings makes it important that their control systems are performing at their peak. In accordance with the teachings of certain embodiments described herein, in response to a triggering event, such as closure of the cargo pod, the aircraft is caused to enter a low hover state and execute a short series of maneuvers. Such maneuvers may include a roll maneuver (i.e., a rotation about a longitudinal (front to rear) axis of the aircraft, defined herein as the X axis), a pitch maneuver (i.e., a rotation about a lateral (right to left) axis of the aircraft, defined herein as the Y axis) and/or a yaw maneuver (i.e., a rotation about a vertical (top to bottom) axis of the aircraft, defined herein as the Z axis). The response of the aircraft to the series of series of maneuvers is detected by a number of sensors and is used to evaluate the aircraft&#39;s overall gross weight, CG location, and payload inertia. The aircraft&#39;s Flight Control System (“FCS”) uses the determined weight, CG location and/or payload inertia data to index one or more lookup tables (or as input into one a numerical model) populated with optimal control data developed during characterization flights for a variety of weight, CG, and/or payload inertia combinations. In particular, the optimal control data includes optimal control gains to be applied during operation of the aircraft under a particular combination of weight, CG, and/or payload inertia conditions. In particular, the one or more “most like” response(s) from the lookup table(s)/numerical model are used to assign the associated control gains. In effect, the aircraft performs the maneuvers to “feel” its own weight and CG, as well as the inertia of the payload, after which the aircraft&#39;s FCS applies the control gains output from the table(s)/numerical model in operating the aircraft. For example, throttle gain may be adjusted to account for the overall weight of the vehicle including payload. The greater the overall weight, the more the vehicle will benefit from a higher throttle gain in order to get the same reaction from the vehicle without payload; however, increasing the throttle gain too much will cause the vehicle to oscillate. 
     In certain embodiments, the FCS may alternatively and/or additionally leverage sensors deployed at a kiosk or launch point, which sensors may provide differential GPS information for enabling precise determination of the location and altitude of the aircraft, as well as access to information regarding wind conditions, air temp and pressure to further improve the ability of the FCS of the aircraft to estimate the aircraft&#39;s weight and CG and the effect thereof on the control gains under present conditions. 
     In still other embodiments, the series of maneuvers may also be used by the FCS to determine whether the payload being picked up contains an unsecured object (which may be indicated by the detected inertia of the payload), which may make the aircraft unstable during flight. In such cases, the aircraft may take remedial measures to avoid flight problems, such as aborting takeoff and/or returning the payload to a kiosk until the situation can be corrected. Such embodiments may thereby improve the accuracy and performance of an aircraft after it picks up a payload by verifying that the payload is properly secured and has a stable CG. 
     In still other embodiments, an enterprise system may provide the aircraft with payload weight, CG, and/or inertia and the maneuvers may be performed in order to verify the accuracy of the information provided, and thereby verify the identity of the payload. Should the provided payload weight, CG, and/or inertia information not correspond to the detected payload weight, CG and/or inertia information, the aircraft may take remedial measures, such as aborting takeoff and/or alerting the enterprise system of the discrepancy. In an alternative embodiment, the aircraft may omit performing the maneuvers (in an effort to increase the overall speed of payload delivery) and may combine the payload information provided by the enterprise system with known information regarding the weight, CG, and/or inertia of the aircraft, and use the combined information as input to the lookup table(s)/numerical model to determine optimal flight controls/control gains for the loaded aircraft. 
     In yet other embodiments, payload physical characteristics, such as weight, CG, and inertia, may be provided by a remote pilot system or may be received into the FCS through a payload sensor reading or detecting a shipping label, QR code, RFID tag, or other identifying feature associated with the payload that associates such physical characteristics with the payload. 
     Disclosed herein are embodiments of a vertical takeoff and landing (VTOL) aircraft that includes a cargo area, such as a cargo pod. The cargo area, or pod, is configured to receive payloads of various shapes, sizes, and weights. In some embodiments, the cargo pod may include inflatable bladders. In such embodiments, once a payload is secured within the cargo pod, the bladders may be inflated to a predetermined or preprogrammed pressure based on the characteristics (e.g., shape, size, weight, etc.) or nature (e.g., weight distribution) of the payload and/or to maintain a CG of the pod with payload. Further, in some embodiments of this disclosure, the inflatable bladders are inflated in response to a closing of the cargo pod or other initializing event. 
     During operation and flight of the aircraft, which can include vertical takeoff and landing, hover, sideward, rearward, and forward flight, the center of gravity of the aircraft can change. The shift in the center of gravity is detected by one or more sensors and may be the result of the payload shifting, addition or removal of one or more payload components, a change in operation of the aircraft, and/or the use of fuel by the aircraft. The aircraft disclosed herein includes a flight control system (“FCS”) that adaptively selects optimal control gains of the aircraft based on weight, CG, and/or payload inertia, thereby effectively and adaptively optimizing operation of the aircraft during helicopter, transition, and airplane modes so as to optimize payload transportation speed and safety. 
     Accordingly, this disclosure contemplates a vertical takeoff and landing (VTOL) aircraft comprising a cargo pod and having an FCS configured to adaptively select and apply aircraft control gains in order to optimize operation of the aircraft during transportation of a payload to its intended destination. Still further, in embodiments of this disclosure, the aircraft may be fully autonomous and self-directed via a predetermined or preprogrammed location-based guidance system (e.g., global positioning system (GPS), coordinate-based location, street address, etc.) to allow for accurate delivery of the payload to its intended destination. 
     Referring now to  FIGS.  1  and  2   , oblique views of an example aircraft  100  are shown according to this disclosure. Aircraft  100  is generally configured as a vertical takeoff and landing (“VTOL”) aircraft, more specifically an autonomous pod transport (“APT”) convertible drone aircraft, that is operable in a helicopter mode (shown in  FIG.  1   ) associated with vertical takeoff from and landing to a landing zone, hover, and sideward and rearward mobility or flight, and an airplane mode (shown in  FIG.  2   ) associated with forward flight. Additionally, since aircraft  100  is a convertible aircraft, it is also operable in a conversion mode when transitioning between the helicopter and airplane modes. Further, being a drone-type aircraft, aircraft  100  is configured for remote control and operation. Additionally, at least in some embodiments, aircraft  100  may be fully made autonomous and self-directed via a predetermined or preprogrammed location-based guidance system (e.g., global positioning system (“GPS”), coordinate-based location, street address, etc.). 
     Aircraft  100  comprises a cargo pod  102  that may function as the aircraft fuselage, biplane wings  104 , vertical supports  105  disposed between the wings  104 , tail booms  106 , horizontal stabilizers  108  extending from each tail boom  106 , and a plurality of pylons  110  each comprising a rotor system  112  having a plurality of rotor blades  114 . Each combination of a pylon  110  and its associated rotor system  112  comprising rotor blades  114  may be referred to herein as a propulsion assembly  115 . Aircraft  100  also comprises a payload sensor  116 , a plurality of aircraft sensors  118 , an orientation sensor  119 , and a control system  120 . Wings  104  comprise a substantially parallel, double-wing configuration that provides lift to the aircraft  100  during forward flight while also maintaining a smaller footprint of the aircraft  100  when the aircraft  100  is on the ground. Vertical supports  105  are disposed on each side of the cargo pod  102  and affixed between the wings  104  to provide structure and support to the wings  104 . The cargo pod  102  is generally positioned between the wings  104  and the vertical supports  105 . In the embodiment shown, the cargo pod  102  is affixed to the vertical supports  105 . However, in other embodiments, the cargo pod  102  may be affixed to the wings  104  or both the wings  104  and vertical supports  105 . Additionally, while two vertical supports  105  are shown, in some embodiments, aircraft  100  may comprise more vertical supports  105  depending on the configuration of the aircraft  100 . 
     Tail booms  106  are disposed on the outboard ends of each wing  104 . The tail booms  106  are curved at the aft ends to provide stabilization to the aircraft  100  during forward flight in a manner substantially similar as other tail surfaces known in the art, while also doubling as a landing gear for the aircraft  100 . As such the curved ends of the tail booms  106  provide a wider base for the landing gear. Each tail boom  106  also comprises a pair of horizontal stabilizers  108  coupled to each of an inner and outer surface of the tail boom  106 . The horizontal stabilizers  108  function to provide stabilization to the aircraft  100  during forward flight in a manner substantially similar as horizontal stabilizers known in the art. Pylons  110  are disposed on outboard sides of each tail boom  106  proximate the outboard end of each wing  104 . Each pylon  110  comprises a selectively rotatable rotor system  112  having a plurality of rotor blades  114  coupled thereto. In the embodiment shown, each rotor system  112  is driven by an associated electric motor. However, in other embodiments, the rotor systems  112  may be driven by a combustion engines or auxiliary power unit through a plurality of interconnect driveshafts and/or auxiliary gearboxes. Furthermore, since aircraft  100  functions as a convertible aircraft, the rotational speeds of each rotor system  112  may be selectively controlled to orient aircraft  100  in the various flight modes. 
       FIG.  3    is a top view of an example aircraft  300  in accordance with embodiments described herein. The aircraft  300  can include one or more of the features of the aircraft  100 . In some embodiments, the aircraft  300  may comprise any type of aircraft, such as an airplane, a helicopter, a convertible aircraft, or other types of aircrafts. 
     The aircraft  300  includes a body  302 . The body  302  may include a fuselage of the aircraft  300  and the wings of the aircraft  300 . In some embodiments, the body  302  may include a fuselage (such as the cargo pod  102  ( FIG.  1   )), wings (such as biplane wings  104  ( FIG.  1   )), vertical supports (such as the vertical supports  105  ( FIG.  1   )), tail booms (such as the tail booms  106  ( FIG.  1   )), horizontal stabilizers (such as the horizontal stabilizers  108  ( FIG.  1   )), pylons (such as the pylons  110  ( FIG.  1   )), or some combination thereof. 
     The aircraft  300  further includes one or more groups of cameras. For example, the aircraft  300  includes a first group of cameras  304 , a second group of cameras  306 , a third group of cameras  308 , and a fourth group of cameras  310 . Each group of cameras can be mounted to the body  302  of the aircraft  300 . Each group of cameras can be directly mounted to the body  302  or mounted to the body  302  by a corresponding mounting structure. Each group of cameras includes two or more cameras. The cameras may comprise stereoscopic cameras, where the stereoscopic cameras can be utilized for determining distances to objects appearing in images captured by the stereoscopic cameras. The stereoscopic cameras may be low-resolution stereoscopic cameras, where the resolution of the low-resolution stereoscopic cameras is at or below 640×512 pixels. In some embodiments, the stereoscopic cameras may be night vision, stereoscopic cameras. 
     Each camera within a group of cameras can be directed in a same direction, where each camera captures images in that direction. For example, the first group of cameras  304  are directed in front of the aircraft  300 , the second group of cameras  306  are directed behind the aircraft  300 , the third group of cameras  308  are directed to one side of the aircraft  300 , and the fourth group of cameras  310  are directed to the other side of the aircraft  300  in the illustrated embodiment. Cameras within a group of cameras may have overlapping fields of view. Accordingly, the cameras within a group of cameras may each capture a portion of the environment surrounding the aircraft  300 , where the portion of the environment is located within the fields of view of each of the cameras. 
     Each camera within a group of cameras can be physically offset from the other cameras within the group of cameras. In particular, each camera within the group of cameras may be mounted to the aircraft  300  with distance between the other cameras in the group. The distance between each of the cameras may be uniform, such that each camera is separated by equal distance from the closest other cameras in the group of cameras. 
     Each group of cameras may be coupled to a processing component (such as the processing component  1502  ( FIG.  5   )). The processor may control the operation of each group of cameras. For example, the processor can control the capturing of images by the groups of cameras by triggering the cameras. The processor can cause each of the cameras within a group of cameras to simultaneously capture a corresponding image. Further, the processor can cause all groups of cameras to capture images at the same time, or can cause different groups of the cameras to capture the images at different times. The processor may retrieve the images from each of the cameras and can utilize the images to determine a position of the aircraft  300 , as described throughout this disclosure. 
     While the illustrated aircraft  300  includes four groups of cameras, it is to be understood that aircrafts in other embodiments may include one or more groups of cameras. Further, it is to be understood that each of the groups of cameras can be directed in any direction, and that some of the groups of cameras may be directed in the same direction and mounted to different locations on the aircraft in other embodiments. 
       FIG.  4    is a top view of an example group of cameras  400  in accordance with embodiments described herein. The group of cameras  400  may be implemented as any of the group of cameras attached to an aircraft, such as the groups of cameras described in relation to the aircraft  300  ( FIG.  3   ). In particular, the first group of cameras  304 , the second group of cameras  306 , the third group of cameras  308 , and the fourth group of cameras  310  may include one or more of the features of the group of cameras  400 . 
     The group of cameras  400  may include two or more cameras. In the illustrated embodiment, the group of cameras  400  includes a first camera  402  and a second camera  404 . Where the group of cameras  400  has two cameras as is illustrated, the group of cameras  400  may be referred to as a pair of cameras. The first camera  402  and the second camera  404  may comprise stereoscopic cameras. In some embodiments, the stereoscopic cameras may comprise low-resolution stereoscopic cameras, night vision stereoscopic cameras, or low resolution, night vision stereoscopic cameras. 
     The group of cameras  400  may further include a mounting structure  406 . The mounting structure  406  can be utilized for mounting the cameras in the group of cameras  400  to the body of an aircraft, such as the body  302  ( FIG.  3   ) of the aircraft  300 . In particular, the cameras can attach to the mounting structure  406  and the mounting structure  406  can attach to the body of the aircraft. In other embodiments, the mounting structure  406  may be omitted and each camera in the group of cameras  400  can be mounted directly to the body of the aircraft. 
     Each camera within the group of cameras  400  may be offset from other cameras within the group of cameras  400  by some distance. In the illustrated embodiment, the first camera  402  and the second camera  404  are offset by a distance  408 . The distance between each of the cameras within the group of cameras  400  may be the same or may vary in other embodiments. 
     Each camera within the group of cameras  400  has a portion of the field of view of the camera that overlaps with the field of view of at least one other camera within the group. In some embodiments, every camera within the group of cameras  400  has a portion of the field of view of the camera that overlaps with fields of view of every other camera within the group of cameras  400 . In the illustrated embodiment, the first camera  402  has a field of view  410  and the second camera  404  has a field of view  412 . A portion of the field of view  410  and a portion of the field of view  412  overlap, thereby producing an overlapping field of view  414 . A portion of a surrounding environment within the overlapping field of view  414  may appear in both images captured by the first camera  402  and images captured by the second camera  404 . 
       FIG.  5    is a block diagram of an example navigation system  1500  for an aircraft in accordance with embodiments described herein. The navigation system  1500  may be implemented in the aircraft  100  ( FIG.  1   ) and/or the aircraft  300  ( FIG.  3   ). The navigation system  1500  illustrated may be implemented as a portion of another system or systems, such as the general-purpose processor system  500  ( FIG.  12   ), the pilot system  600  ( FIG.  12   ), the remote system  605  ( FIG.  12   ), the sensors  590  ( FIG.  12   ), and/or the aircraft equipment  580  ( FIG.  12   ). For example, one or more of the components, or the features thereof, may be implemented by components in another system or systems. 
     The navigation system  1500  includes a processing component  1502 . The processing component  1502  may include one or more processors and circuitry to perform operations. The processing component  1502  can analyze information received to determine a location of the aircraft, determine a change in a location of the aircraft, and/or produce data that can be utilized for determining a location of the aircraft. In some embodiments, the processing component  1502  can be implemented by the processing component  510  ( FIG.  12   ). 
     The navigation system  1500  further includes a positioning system  1504 . The positioning system  1504  may be wire coupled or wirelessly coupled to the processing component  1502 . The positioning system  1504  can produce information that can be utilized to determine a location of the aircraft. In some embodiments, the positioning system  1504  may comprise a global positioning system (GPS), an inertial navigation system, an optimized method for estimated guidance accuracy very low frequency navigation system (OMEGA), a long range navigation (revision c) (LORAN-C) system, a very high frequency omni-directional range (VOR) system, a Decca navigation system, a non-directional beacon (NDB) system, or some combination thereof. The positioning system  1504  can provide information to the processing component  1502  to determine a location of the aircraft. 
     The navigation system  1500  further includes a plurality of cameras  1506 . The plurality of cameras  1506  may be coupled to the processing component  1502 . The cameras  1506  may include one or more groups of cameras, such as the first group of cameras  304  ( FIG.  3   ), the second group of cameras  306  ( FIG.  3   ), the third group of cameras  308  ( FIG.  3   ), and the fourth group of cameras  310  ( FIG.  3   ). In particular, each camera of the plurality of cameras  1506  can include one or more of the features of the cameras in the group of cameras described in relation to the aircraft  300  ( FIG.  3   ) and/or the group of cameras  400  ( FIG.  4   ). Further, the plurality of cameras can be segmented into groups of cameras, where each camera in a group of cameras has a field of view that overlaps with the field of view with at least one other camera in the group. In some embodiments, the plurality of cameras  1506  can be implemented as part of the sensors  590  ( FIG.  12   ). 
     The processing component  1502  may control operation of the plurality of cameras  1506  and may retrieve data from the plurality of cameras. For example, the processing component  1502  can cause each camera within a group of cameras of the plurality of cameras to capture images simultaneously. Further, the processing component  1502  can cause all the groups of cameras of the plurality of cameras to capture images simultaneously or can stagger the times where each group of cameras capture images. The processing component  1502  can retrieve the captured images from the cameras and utilize the images to determine a current position of the aircraft on which the cameras are mounted, as described throughout this disclosure. The current position of the aircraft determined based on the images may supplement the information received from the positioning system  1504  for determining the position of the aircraft or may be utilized when one or more of the features of the positioning system  1504  are unavailable. For example, the one or more of the features of the positioning system  1504  may be unavailable when a wireless connection fails or an occurs with the one or more features of the positioning system  1504 . The positioning system  1504  may provide an indication that one or more of the features of the positioning system  1504  are unavailable to the processing component  1502 , which may cause the processing component  1502  to trigger one or more groups of the cameras  1506  to capture images and utilize the images to determine the current location of the aircraft. 
     The navigation system  1500  may further include a remote flight control system  1508  in some embodiments. The remote flight control system  1508  may be wirelessly coupled to the processing component  1502 . The remote flight control system  1508  may store a current location of the aircraft and/or provide instructions to direct a flight plan of the aircraft. For example, the remote flight control system  1508  may receive information from the processing component  1502  that indicates the current location of the aircraft and store the current location of the aircraft. In some embodiments, the remote flight control system  1508  may receive the information that indicates the current position of the aircraft and determine the global location of the aircraft and/or the location of the aircraft on a map. Based on the current position of the aircraft, the global location of the aircraft, and/or the location of the aircraft on a map, the remote flight control system  1508  can determine a course on which the aircraft is to proceed and provide commands to the processing component  1502  to cause the aircraft to proceed along the course in some embodiments. In other embodiments, the remote flight control system  1508  may have a display that can display the current position of the aircraft, the global location of the aircraft, or the location of the aircraft on the map and a control input (such as a yoke, a control wheel, or other control input) that can receive an input and provide commands to the remote flight control system  1508  in accordance with the input. In other embodiments, the remote flight control system  1508  may be omitted and the processing component  1502  may perform the operations described in relation to the remote flight control system  1508 . 
       FIG.  6    is a diagram of an example aircraft flight arrangement  1600  in accordance with embodiments described herein. In particular, the aircraft flight arrangement  1600  illustrates an aircraft  1602  and an object  1604 . The aircraft  1602  may include one or more of the features of the aircraft  100  ( FIG.  1   ) and/or the aircraft  300  ( FIG.  3   ). Further, the aircraft can include a navigation system, such as the navigation system  1500  ( FIG.  5   ). In some embodiments, the object  1604  can be any object in an environment surrounding the aircraft  1602 , such as a tree, a mountain, or other environmental marker. The aircraft  1602  may be flying over the environment, including the object  1604 , in the aircraft flight arrangement  1600 . 
     The aircraft  1602  includes a group of cameras  1606  mounted to a front of the aircraft  1602 . In the illustrated embodiment, the group of cameras  1606  includes a first camera  1608  and a second camera  1610 . The first camera  1608  and the second camera  1610  may be offset from each other, where a portion of the fields of view the first camera  1608  and the second camera  1610  overlap and both the first camera  1608  and the second camera  1610  capture a portion of the environment surrounding the aircraft  1602  in the respective images captured by the first camera  1608  and the second camera  1610 . The object  1604  may be located in the portion of the environment captured in the images of the first camera  1608  and the second camera  1610 . 
     The first camera  1608  and the second camera  1610  can determine distances to objects captured to objects captured in the images. For example, the first camera  1608  can determine a first distance  1612  between the first camera  1608  and the object  1604 . Further, the second camera  1610  can determine a second distance  1614  between the second camera  1610  and the object  1604 . The images captured by the first camera  1608  and the second camera  1610  can include data that indicates the distances between the objects and the cameras. In particular, the image captured by the first camera  1608  can include data that indicates the first distance  1612  and the image captured by the second camera  1610  can include data that indicates the second distance  1614 . 
     The images captured by the first camera  1608  and the second camera  1610  can further indicate angles of objects captured in the images relative to each camera. For example, the first camera  1608  has a center of view  1616 , the center of view  1616  being the center of the field of view of the first camera  1608 . The image captured by the first camera  1608  can indicate an angle  1618  between the object  1604  and the center of view  1616 , where the angle  1618  can be indicated by an offset of the object  1604  from the center of the image captured by the first camera  1608 . The second camera  1610  has a center of view  1620 , the center of view  1620  being the center of the field of view of the second camera  1610 . The image captured by the second camera  1610  can indicate an angle  1622  between the object  1604  and the center of view  1620 , where the angle  1622  can be indicated by an offset of the object  1604  from the center of the image captured by the second camera  1610 . 
       FIG.  7    is a diagram of example images that can be captured in the aircraft flight arrangement  1600  of  FIG.  6    in accordance with embodiments described herein. In particular,  FIG.  7    illustrates a first image  700  that may be captured by the first camera  1608  ( FIG.  6   ) and a second image  702  that may be captured by the second camera  1610  ( FIG.  6   ) when the aircraft  1602  is in the aircraft flight arrangement  1600 . It is to be understood that the images illustrated are simplified images to illustrate the features described herein. 
     The first image  700  can capture a portion of the object  1604  located within a field of view of the first camera  1608 . In the illustrated embodiment, the object  1604  illustrated can be a tree with a top of the tree being the portion of the object  1604  within the field of view of the first camera  1608 . In other embodiments, the object  1604  can be any other object, such as a landmark. As can be seen in the first image  700 , the object  1604  is offset from a center of the first image  700 . The offset can indicate the angle  1618  of the object  1604  relative to the first camera  1608 , and the angle  1618  can be derived based on the offset. The first image  700  can further include embedded data indicating distances to objects captured in the first image  700 , such as the portion of the object  1604 . For example, the first image  700  can include data indicating the first distance  1612  ( FIG.  6   ) associated with the object  1604  as captured in the first image  700 . 
     The second image  702  can also capture a portion of the object  1604 . In some embodiments, the portion of the object  1604  can be the same portion of the object  1604  captured from a different angle based on the offset between the first camera  1608  and the second camera  1610 . For example, the portion of the object  1604  captured by the second camera  1610  is the top of the tree, which is also within the field of view of the second camera  1610 . As can be seen in the second image  702 , the object  1604  is offset from a center of the second image  702 . The offset can indicate the angle  1622  of the object  1604  relative to the second camera  1610 , and the angle  1622  can be derived based on the offset. The locations of the object  1604  captured in the first image  700  and the object  1604  in the second image  702  may be offset, referred to as difference offset  704 , due to the offset of the first camera  1608  and the second camera  1610 . The second image  702  can further include embedded data indicating distances to objects captured in the second image  702 , such as the portion of the object  1604 . For example, the second image  702  can include data indicating the second distance  1614  ( FIG.  5   ) associated with the object  1604  as captured in the second image  702 . 
     The first image  700  and the second image  702  can be retrieved by a processing component (such as the processing component  1502  ( FIG.  5   )) and utilized by the processing component for determining a current position of the aircraft  1602 . For example, the processing component can analyze the first image  700  and the second image  702  to identify the object  1604  captured in each of the images. The processing component can perform image processing on each of the first image  700  and the second image  702 . From the image processing, the processing component can identify in the first image  700  objects that the processing component determines could be fixed and/or utilized for determining a position of the aircraft  1602 . Further, the processing component can identify in the second image  702  objects that the processing component determines could be fixed and/or utilized for determining a position of the aircraft  1602 . The processing component can compare the objects identified in the first image  700  with the objects identified in the second image  702  to determine which, and/or if any, of the identified objects are captured in both the first image  700  and the second image  702 . The comparison can include comparing the colors, the shapes, and/or the relative locations of the objects in each of the images to identify one or more objects that appear in both the first image  700  and the second image  702 . The processing component can utilize any of the identified objects captured in both the first image  700  and the second image  702  to determine a position of the aircraft  1602  relative to the objects. In the illustrated embodiment, the processing component can determine that the object  1604  is captured in both the first image  700  and the second image  702 , and can utilize the object  1604  to determine the position of the aircraft relative to the object  1604 . 
     The processing component can utilize the data of the first image  700  and the second image  702  to determine the distances between the first camera  1608  and the object  1604 , and between the second camera  1610  and the object  1604 . In particular, the processing component can identify data indicating the first distance  1612  to the object  1604  in the first image  700  and identify data indicating the second distance  1614  to the object  1604  in the second image  702 . Further, based on the positions of the object  1604  in the first image  700  and the second image  702 , the processing component can determine the angle  1618  of the object  1604  relative to the first camera  1608  and the angle  1622  of the object  1604  relative to the second camera  1610 . For example, the processing component can determine angles to objects based on the position of the objects in the images relative to center points of the images or center lines of the images. In the illustrated embodiment, the first image  700  has center line  706  that bisects the first image  700  and the second image  702  has center line  708  that bisects the second image  702 . The processing component can identify one or more points of the objects in the image and determine a distance between the one or more points and the center line of the image. For example, the processing device can identify a point (indicated by line  710 ) of the object  1604  closest to the center line  706  in the first image  700  and a point (indicated by line  712 ) of the object closest to the center line  708  in the second image  702 . In some embodiments, the point identified in the first image  700  and the point identified in the second image  702  may both correspond to a same point on the object  1604 . The processing component can determine the distance between line  710  and the center line  706 , and can determine the distance between the line  712  and the center line  708 . Based on the distance between the line  710  and the center line  706  and the distance to the object  1604  in the first image  700 , the processing component can determine the angle  1618  of the object  1604  relative to the first camera  1608 . Based on the distance between the line  712  and the center line  708  and the distance to the object  1604  in the second image  702 , the processing component can determine the angle  1622  of the object  1604  relative to the second camera  1610 . 
     The processing component can determine the position of the object  1604  relative to the aircraft  1602  from the first image  700  based on the angle  1618 , the first distance  1612 , and/or the position of the first camera  1608  on the aircraft  1602 . The processing component can determine the position of the object  1604  relative to the aircraft  1602  from the second image  702  based on the angle  1622 , the second distance  1614 , and/or the position of the second camera  1610  on the aircraft  1602 . The processing component can compare the position of the object  1604  determined from the first image  700  to the position of the object  1604  determined from the second image  702  to verify that the determined position of the object  1604  relative to the aircraft  1602  was determined correctly. If a difference between the position of the object  1604  relative to the aircraft  1602  determined based on the first image  700  and the position of the object  1604  relative to the aircraft  1602  determined based on the second image  702  exceeds a threshold variance (such as a 5% variance), the processing component may determine that the relative position of the object  1604  relative to the aircraft  1602  was improperly determined and will attempt to utilize another object to determine the position of the aircraft. If the difference between the position of the object  1604  relative to the aircraft  1602  determined based on the first image  700  and the position of the object  1604  relative to the aircraft  1602  determined based on the second image  702  is less than the threshold variance, the processing component can determine that the position was properly determined and utilize the relative position to determine the position of the aircraft  1602 . In instances where the object  1604  is a landmark, the position of the aircraft  1602  can be utilized to determine a global position or a location on a map of the aircraft  1602  based on a known location of the landmark in some embodiments. The determined position can be utilized as a reference position utilized with subsequent determinations of positions of the aircraft  1602  and/or previous determinations of the positions of the aircraft  1602  to determine a global position or a location on a map of the aircraft  1602 , as described further throughout this disclosure. 
       FIG.  8    is a diagram of another example aircraft flight arrangement  800  in accordance with embodiments described herein. The aircraft flight arrangement  800  can occur subsequent in time to the aircraft flight arrangement  1600  ( FIG.  6   ). 
     The aircraft flight arrangement  800  illustrates the aircraft  1602  and the object  1604 . Due to movement of the aircraft  1602  since the aircraft flight arrangement  1600 , the aircraft  1602  is located closer to the object  1604  in the aircraft flight arrangement  800 . In particular, the aircraft  1602  traveled in a forward direction from the aircraft flight arrangement  1600  to the aircraft flight arrangement  800 , where the object  1604  is located in front of the aircraft  1602 . 
     The first camera  1608  can determine a first distance  802  between the first camera  1608  and the object  1604 . Further, the second camera  1610  can determine a second distance  804  between the second camera  1610  and the object  1604 . The images captured by the first camera  1608  and the second camera  1610  can include data that indicates the distances between the objects and the cameras. In particular, the image captured by the first camera  1608  can include data that indicates the first distance  802  and the image captured by the second camera  1610  can include data that indicates the second distance  804 . 
     The images captured by the first camera  1608  and the second camera  1610  can further indicate angles of objects captured in the images relative to each camera. For example, the first camera  1608  has a center of view  1616 , the center of view  1616  being the center of the field of view of the first camera  1608 . The image captured by the first camera  1608  can indicate an angle  806  between the object  1604  and the center of view  1616 , where the angle  806  can be indicated by an offset of the object  1604  from the center of the image captured by the first camera  1608 . The second camera  1610  has a center of view  1620 , the center of view  1620  being the center of the field of view of the second camera  1610 . The image captured by the second camera  1610  can indicate an angle  808  between the object  1604  and the center of view  1620 , where the angle  808  can be indicated by an offset of the object  1604  from the center of the image captured by the second camera  1610 . 
       FIG.  9    is a diagram of example images that can be captured in the aircraft flight arrangement  800  of  FIG.  8    in accordance with embodiments described herein. In particular,  FIG.  9    illustrates a first image  900  that may be captured by the first camera  1608  ( FIG.  6   ) and a second image  902  that may be captured by the second camera  1610  ( FIG.  6   ) when the aircraft  1602  is in the aircraft flight arrangement  1600 . It is to be understood that the images illustrated are simplified images to illustrate the features described herein. 
     The first image  900  can capture a portion of the object  1604  located within a field of view of the first camera  1608 . In the illustrated embodiment, the object  1604  illustrated can be a tree with a top of the tree being the portion of the object  1604  within the field of view of the first camera  1608 . In other embodiments, the object  1604  can be any other object, such as a landmark. As can be seen in the first image  900 , the object  1604  is offset from a center of the first image  900 . The offset can indicate the angle  806  of the object  1604  relative to the first camera  1608 , and the angle  806  can be derived based on the offset. The first image  900  can further include embedded data indicating distances to objects captured in the first image  900 , such as the portion of the object  1604 . For example, the first image  900  can include data indicating the first distance  802  ( FIG.  8   ) associated with the object  1604  as captured in the first image  900 . 
     The second image  902  can also capture a portion of the object  1604 . In some embodiments, the portion of the object  1604  can be the same portion of the object  1604  captured from a different angle based on the offset between the first camera  1608  and the second camera  1610 . For example, the portion of the object  1604  captured by the second camera  1610  is the top of the tree, which is also within the field of view of the second camera  1610 . As can be seen in the second image  902 , the object  1604  is offset from a center of the second image  902 . The offset can indicate the angle  808  of the object  1604  relative to the second camera  1610 , and the angle  808  can be derived based on the offset. The locations of the object  1604  captured in the first image  900  and the object  1604  in the second image  902  may be offset, referred to as difference offset  904 , due to the offset of the first camera  1608  and the second camera  1610 . The difference offset  904  is greater than the difference offset  704  ( FIG.  7   ) due to the change of the position of the aircraft  1602 . The second image  902  can further include embedded data indicating distances to objects captured in the second image  902 , such as the portion of the object  1604 . For example, the second image  902  can include data indicating the second distance  1614  ( FIG.  5   ) associated with the object  1604  as captured in the second image  902 . 
     The first image  900  and the second image  902  can be retrieved by a processing component (such as the processing component  1502  ( FIG.  5   )) and utilized by the processing component for determining a current location of the aircraft  1602 . For example, the processing component can analyze the first image  900  and the second image  902  to identify the object  1604  captured in each of the images. The processing component can perform image processing on each of the first image  900  and the second image  902 . From the image processing, the processing component can identify in the first image  900  objects that the processing component determines could be fixed and/or utilized for determining a position of the aircraft  1602 . Further, the processing component can identify in the second image  902  objects that the processing component determines could be fixed and/or utilized for determining a position of the aircraft  1602 . The processing component can compare the objects identified in the first image  900  with the objects identified in the second image  902  to determine which, and/or if any, of the identified objects are captured in both the first image  900  and the second image  902 . The comparison can include comparing the colors, the shapes, and/or the relative locations of the objects in each of the images to identify one or more objects that appear in both the first image  900  and the second image  902 . The processing component can utilize any of the identified objects captured in both the first image  900  and the second image  902  to determine a position of the aircraft  1602  relative to the objects. In the illustrated embodiment, the processing component can determine that the object  1604  is captured in both the first image  900  and the second image  902 , and can utilize the object  1604  to determine the position of the aircraft relative to the object  1604 . 
     The processing component can utilize the data of the first image  900  and the second image  902  to determine the distances between the first camera  1608  and the object  1604 , and between the second camera  1610  and the object  1604 . In particular, the processing component can identify data indicating the first distance  802  to the object  1604  in the first image  900  and identify data indicating the second distance  804  to the object  1604  in the second image  902 . Further, based on the positions of the object  1604  in the first image  900  and the second image  902 , the processing component can determine the angle  806  of the object  1604  relative to the first camera  1608  and the angle  808  of the object  1604  relative to the second camera  1610 . For example, the processing component can determine angles to objects based on the position of the objects in the images relative to center points of the images or center lines of the images. In the illustrated embodiment, the first image  900  has center line  906  that bisects the first image  900  and the second image  902  has center line  908  that bisects the second image  902 . The processing component can identify one or more points of the objects in the image and determine a distance between the one or more points and the center line of the image. For example, the processing device can identify a point (indicated by line  910 ) of the object  1604  closest to the center line  906  in the first image  900  and a point (indicated by line  912 ) of the object closest to the center line  908  in the second image  902 . In some embodiments, the point identified in the first image  900  and the point identified in the second image  902  may both correspond to a same point the object  1604 . The processing component can determine the distance between line  910  and the center line  906 , and can determine the distance between the line  912  and the center line  908 . Based on the distance between the line  910  and the center line  906  and the distance to the object  1604  in the first image  900 , the processing component can determine the angle  806  of the object  1604  relative to the first camera  1608 . Based on the distance between the line  912  and the center line  908  and the distance to the object  1604  in the second image  902 , the processing component can determine the angle  808  of the object  1604  relative to the second camera  1610 . 
     The processing component can determine the position of the object  1604  relative to the aircraft  1602  from the first image  900  based on the angle  806 , the first distance  802 , and/or the position of the first camera  1608  on the aircraft  1602 . The processing component can determine the position of the object  1604  relative to the aircraft  1602  from the second image  902  based on the angle  808 , the second distance  804 , and/or the position of the second camera  1610  on the aircraft  1602 . The processing component can compare the position of the object  1604  determined from the first image  900  to the position of the object  1604  determined from the second image  902  to verify that the determined position of the object  1604  relative to the aircraft  1602  was determined correctly. If a difference between the position of the object  1604  relative to the aircraft  1602  determined based on the first image  900  and the position of the object  1604  relative to the aircraft  1602  determined based on the second image  902  exceeds a threshold variance (such as a 5% variance), the processing component may determine that the relative position of the object  1604  relative to the aircraft  1602  was improperly determined and will attempt to utilize another object to determine the position of the aircraft. If the difference between the position of the object  1604  relative to the aircraft  1602  determined based on the first image  900  and the position of the object  1604  relative to the aircraft  1602  determined based on the second image  902  is less than the threshold variance, the processing component can determine that the position was properly determined and utilize the relative position to determine the location of the aircraft  1602 . In instances where the object  1604  is a landmark, the position of the aircraft  1602  can be utilized to determine a global position or a location on a map of the aircraft  1602  based on a known location of the landmark in some embodiments. 
     The determined position can be utilized as a reference position utilized with subsequent determinations of locations of the aircraft  1602  and/or previous determinations of locations of the aircraft  1602  to determine a global location or a location on a map of the aircraft  1602 , as described further throughout this disclosure. For example, the processing component can compare the determined position of the aircraft  1602  relative to the object  1604  in the aircraft flight arrangement  1600  to the determined position of the aircraft  1602  relative to the object  1604  in the aircraft flight arrangement  800 . Based on the comparison, the processing component can determine a change in the position of aircraft  1602  between the aircraft flight arrangement  1600  and the aircraft flight arrangement  800 . Assuming the global location or the location on a map of the aircraft  1602  at the time of the aircraft flight arrangement  1600 , the processing component can utilize the determined change in the position of the aircraft  1602  to determine the global location or the location on the map of the aircraft  1602  at the time of the aircraft flight arrangement  800 . Further, the processing component can update the currently stored global location or location on the map of the aircraft  1602  based on the determined global location or the location on the map of the aircraft  1602  at the time of the aircraft flight arrangement  800 . 
       FIG.  10    is a diagram of an example navigation map  1000  in accordance with embodiments described herein. In particular, the navigation map  1000  illustrates an example update of the map that may be implemented based on the determined change in position of the aircraft  1602  ( FIG.  6   ) from the aircraft flight arrangement  1600  and the aircraft flight arrangement  800 . 
     The navigation map  1000  includes a first mark  1002  (indicated by a dotted ‘X’) indicating where an aircraft could have been previously located. For example, the first mark  1002  can indicate a location on the navigation map  1000  where the aircraft  1602  was located at the time of the aircraft flight arrangement  1600  ( FIG.  6   ). The location indicated by the first mark  1002  may have been previously stored and could be utilized as a reference position for determining a subsequent location of the aircraft. 
     The navigation map  1000  further includes a second mark  1004  (indicated by a solid ‘X’) indicating a current location of the aircraft. For example, the second mark  1004  can indicate a location on the navigation map  1000  where the aircraft  1602  is located at the time of the aircraft flight arrangement  800  ( FIG.  8   ). The location of the second mark  1004  may have been determined based on the location indicated by the first mark  1002 . In particular, a change in the position (indicated by arrow  1006 ) of the aircraft between location indicated by the first mark  1002  and the location indicated by the second mark  1004 . For example, the change in position of the aircraft  1602  determined between the aircraft flight arrangement  1600  and the aircraft flight arrangement  800  can be utilized for determining the location of the second mark  1004  by applying the change in the position to the first mark  1002 . The location indicated by the second mark  1004  can be stored and can be utilized as a reference position for determining subsequent locations of the aircraft. 
       FIG.  11    is an example procedure  1100  for determining a current location of an aircraft in accordance with embodiments described herein. In particular, the procedure  1100  can be implemented by an aircraft having one or more groups of cameras, such as the aircraft  300  ( FIG.  3   ) and/or the aircraft  1602  ( FIG.  6   ). One or more components (such as a processing component) of a navigation system of the aircraft can implement the procedure  1100 . 
     The procedure  1100  may initiate with stage  1102 . In stage  1102 , a capture of images by one or more groups of cameras (such as the first group of cameras  304  ( FIG.  3   ), the second group of cameras  306  ( FIG.  3   ), the third group of cameras  308  ( FIG.  3   ), the fourth group of cameras  310  ( FIG.  3   ), the group of cameras  400  ( FIG.  4   ), and/or the group of cameras  1606  ( FIG.  6   )) may be triggered. In some embodiments, the capture of the images may be initiated in response to a detection that one or more other positioning systems (such as a GPS) of the aircraft being able to determine a current location of the aircraft. The procedure  1100  may proceed from stage  1102  to stage  1104 . 
     In stage  1104 , the images captured by the one or more groups of cameras in stage  1102  may be retrieved. For example, the images may be retrieved from the cameras by a processing component (such as the processing component  1502  ( FIG.  5   )). The procedure  1100  may proceed from stage  1104  to stage  1106 . 
     In stage  1106 , one or more objects in the images may be identified. In particular, image processing may be performed on the images to identify one or more objects within the images. Further, one or more objects identified within an image captured by a camera can be compared with one or more objects identified within one or more images captured by one or more cameras within the same group of cameras to identify one or more objects that appear in multiple images captured by the group of cameras. The procedure  1100  may proceed from stage  1106  to stage  1108 . 
     In stage  1108 , a position of the aircraft relative to the one or more objects may be determined. For example, the distance and/or angles to the one or more objects may be determined, and the distance and/or angles can be utilized to determine the position of the aircraft relative to the one or more objects. The procedure  1100  may proceed from stage  1108  to stage  1110 . 
     In stage  1110 , another capture of images by the one or more groups of cameras can be subsequently triggered. In particular, the capture of the images can be triggered subsequently in time to the capture of the images in stage  1102 . The one or more groups of cameras may be the same one or more groups of cameras triggered in stage  1102 . The aircraft may have moved position when the images are captured in stage  1110  from the position when the images were captured in stage  1102 . The procedure  1100  may proceed from stage  1110  to stage  1112 . 
     In stage  1112 , the images captured by the one or more groups of cameras in stage  1110  may be retrieved. For example, the images may be retrieved from the cameras by the processing component. The procedure  1100  may proceed from stage  1112  to stage  1114 . 
     In stage  1114 , one or more objects in the images captured subsequently in stage  1110  may be identified. In particular, image processing may be performed on the images to identify one or more objects within the images. Further, one or more objects identified within an image captured by a camera can be compared with one or more objects identified within one or more images captured by one or more cameras within the same group of cameras to identify one or more objects that appear in multiple images captured by the group of cameras. The objects identified as appearing in multiple images captured in stage  1110  may be compared with the objects identified as appearing in multiple images captured in stage  1106  to identify objects that are captured in the images captured in both stage  1106  and stage  1110 . The procedure  1100  may proceed from stage  1114  to stage  1116 . 
     In stage  1116 , a change in position of the aircraft between the time the images were captured in stage  1102  and the time the images were captured in stage  1110  may be determined. For example, a position of the aircraft at the time of the capture of the images in stage  1110  relative to the one or more objects captured in the images captured in both stage  1106  and stage  1110  may be determined. For example, the distance and/or angles to the one or more objects may be determined, and the distance and/or angles can be utilized to determine the position of the aircraft relative to the one or more objects at the time of the capture of the images in stage  1110 . The determined position of the aircraft relative to the objects when the images were captured in stage  1102  can be compared to the determined position of the aircraft relative to the objects when the images were captured in stage  1110  to determine a change in position of the aircraft. The procedure  1100  may proceed from stage  1116  to stage  1118 . 
     In stage  1118 , a current location of the aircraft may be determined. In particular, a global location and/or a location of the aircraft on a map may be determined. A location of the aircraft at the time the images were captured in stage  1102  may have been stored, which can be referred to as a prior location of the aircraft. The change in position of the aircraft determined in stage  1116  can be applied to the prior location of the aircraft to determine the current location of the aircraft when the images were captured in stage  1112 . 
     While the procedure  1100  is described in a possible order in some instances, it is to be understood that the order may be different in other instances. Further, two or more of the stages of the procedure  1100  may be performed concurrently in some instances. 
     Referring to  FIG.  12   , a schematic diagram of a general-purpose processor (e.g. electronic controller or computer) system  500  suitable for implementing the embodiments of this disclosure is shown. In particular, the navigation system  1500  ( FIG.  5   ) may be implemented by the system  500 . System  500  includes a processing component  510  suitable for implementing one or more embodiments disclosed herein. In addition to the processor  510  (which may be referred to as a central processor unit or CPU), the system  500  may include network connectivity devices  520 , random-access memory (“RAM”)  530 , read only memory (“ROM”)  540 , secondary storage  550 , and input/output (I/O) devices  560 . System  500  may also comprise aircraft component controllers  570  for generating control signals to aircraft equipment  580  in accordance with the teachings of embodiments described herein. Sensors  590  (e.g., sensors  116 ,  118 ,  119 , the first group of cameras  304  ( FIG.  3   ), the second group of cameras  306  ( FIG.  3   ), the third group of cameras  308  ( FIG.  3   ), the fourth group of cameras ( FIG.  3   ), the group of cameras  400  ( FIG.  4   ), the cameras  1506  ( FIG.  5   ), and the group of cameras  1606  ( FIG.  6   )) are also provided and provide sensor data to be processed by processor  510 . In some cases, some of these components may not be present or may be combined in various combinations with one another or with other components not shown. These components might be located in a single physical entity or in more than one physical entity. Any actions described herein as being taken by the processor  510  might be taken by the processor  510  alone or by the processor  510  in conjunction with one or more components shown or not shown in the system  500 . It will be appreciated that the data and lookup tables described herein may be stored in memory (e.g., RAM  530 , ROM  540 ) and/or in one or more databases comprising secondary storage  550 . 
     The processor  510  executes instructions, codes, computer programs, or scripts that it might access from the network connectivity devices  520 , RAM  530 , ROM  540 , or secondary storage  550  (which might include various disk-based systems such as hard disk, floppy disk, optical disk, or other drive). While only one processor  510  is shown, multiple processors may be present. Thus, while instructions may be discussed as being executed by processor  510 , the instructions may be executed simultaneously, serially, or otherwise by one or multiple processors  510 . The processor  510  may be implemented as one or more CPU chips and/or application specific integrated chips (ASICs). 
     The network connectivity devices  520  may take the form of modems, modem banks, Ethernet devices, universal serial bus (“USB”) interface devices, serial interfaces, token ring devices, fiber distributed data interface (“FDDI”) devices, wireless local area network (“WLAN”) devices, radio transceiver devices such as code division multiple access (“CDMA”) devices, global system for mobile communications (“GSM”) radio transceiver devices, worldwide interoperability for microwave access (“WiMAX”) devices, and/or other well-known devices for connecting to networks. These network connectivity devices  520  may enable the processor  510  to communicate with the Internet or one or more telecommunications networks or other networks from which the processor  510  might receive information or to which the processor  510  might output information. 
     The network connectivity devices  520  might also include one or more transceiver components capable of transmitting and/or receiving data wirelessly in the form of electromagnetic waves, such as radio frequency signals or microwave frequency signals. Alternatively, the data may propagate in or on the surface of electrical conductors, in coaxial cables, in waveguides, in optical media such as optical fiber, or in other media. The transceiver component might include separate receiving and transmitting units or a single transceiver. Information transmitted or received by the transceiver may include data that has been processed by the processor  510  or instructions that are to be executed by processor  510 . Such information may be received from and outputted to a network in the form, for example, of a computer data baseband signal or signal embodied in a carrier wave. The data may be ordered according to different sequences as may be desirable for either processing or generating the data, transmitting or receiving the data, and/or controlling an aircraft (such as the aircraft  100  ( FIG.  1   ), the aircraft  300  ( FIG.  3   ), and/or the aircraft  1602  ( FIG.  6   )) and/or a navigation system (such as the navigation system  1500  ( FIG.  5   )). The baseband signal, the signal embedded in the carrier wave, or other types of signals currently used or hereafter developed may be referred to as the transmission medium and may be generated according to several methods well known to one skilled in the art. In one embodiment, network connectivity devices  520  may be used to communicate with an enterprise system  595 . 
     In a particular embodiment, enterprise system  595  may include one or more databases for storing data communicated to the enterprise system, as well as modules for accessing and/or processing the data and I/O devices for interacting with and/or displaying the pre- or post-processed data. Such data may include an ID number, weight, CG, and inertia information associated with a payload. The data may also identify a type of the aircraft and control gain data determined for the combination of aircraft and payload. This information may be leveraged later for later aircraft/payload combination so that the information can be provided. Enterprise system  595  may also receive sensor data from sensors  590 , which may be stored in one or more databases comprising enterprise system. 
     The RAM  530  might be used to store volatile data and perhaps to store instructions that are executed by the processor  510 . The ROM  540  is a non-volatile memory device that typically has a smaller memory capacity than the memory capacity of the secondary storage  550 . ROM  540  might be used to store instructions and perhaps data that are read during execution of the instructions. Access to both RAM  530  and ROM  540  is typically faster than to secondary storage  550 . The secondary storage  550  is typically comprised of one or more disk drives, tape drives, or solid-state drives and might be used for non-volatile storage of data or as an over-flow data storage device if RAM  530  is not large enough to hold all working data. Secondary storage  550  may be used to store programs or instructions that are loaded into RAM  530  when such programs are selected for execution or information is needed. 
     The I/O devices  560  may include liquid crystal displays (LCDs), touchscreen displays, keyboards, keypads, switches, dials, mice, track balls, voice recognizers, card readers, paper tape readers, printers, video monitors, transducers, sensors  590  (e.g., sensors  116 ,  118 ,  119  of aircraft  100 ), motor drive electronics, or other well-known input or output devices, such a cyclic control, collective control, and pedal inputs used by a pilot, co-pilot, or remote pilot. Also, the transceiver  525  might be considered to be a component of the I/O devices  560  instead of or in addition to being a component of the network connectivity devices  520 . Some or all of the I/O devices  560  may be substantially similar to various components disclosed herein and/or may be components of any of the control systems (e.g., control system  120  of aircraft  100 ) and/or other electronic systems disclosed herein. Further, inputs provided through an I/O device  560  may communicate with aircraft component control  570 . Feedback via aircraft response  580  and/or sensors  590  (e.g., sensors  116 ,  118 ,  119 , and/or other aircraft system sensors) may further communicate through one or more of the network connectivity devices  520  to provide feedback to control aircraft  100  and its associated systems. 
     It is to be understood by those skilled in the art that system  500  may be implemented in a variety of forms including hardware, software, firmware, special purpose processors and combinations thereof, and may comprise an autonomous flight system. System  500  may receive input from a variety of sources including on-board sources such as sensors  590  and a pilot system  600  as well as external sources such as a remote system  605 , global positioning system satellites or other location positioning systems and the like. For example, system  500  may receive a flight plan including starting and ending locations for a mission from pilot system  600  and/or remote system  605 . Thereafter system  500  is operable to autonomously control all aspects of flight of an aircraft of the present disclosure. 
     For example, during the various operating modes of aircraft  100  including vertical takeoff and landing mode, hover flight mode, forward flight mode, and transitions therebetween, commands are provided to controllers  570 , which enable independent operation of each propulsion assembly  115  including, for example, controlling the rotational speed of the rotors, changing the pitch of the rotor blades, adjusting the thrust vectors and the like. In addition, these commands enable transition of aircraft  100  between the vertical lift orientation and the forward thrust orientation. Feedback may be received from controllers  570  and each propulsion assembly  115 . This feedback is processed by processor  510  and can be used to supply correction data and other information to controllers  570 . Sensors  590 , such as positioning sensors, attitude sensors, speed sensors, environmental sensors, fuel sensors, temperature sensors, location sensors and the like, also provide information to further enhance autonomous control capabilities. 
     Some or all of the autonomous control capability of system  500  can be augmented or supplanted by a remote flight control system, such as remote system  605 . Remote system  605  may include one or computing systems that may be implemented on general-purpose computers, special purpose computers or other machines with memory and processing capability. For example, the computing systems may include one or more memory storage modules including, but is not limited to, internal storage memory such as random-access memory, non-volatile memory such as read only memory, removable memory such as magnetic storage memory, optical storage memory, solid-state storage memory or other suitable memory storage entity. The computing systems may be microprocessor-based systems operable to execute program code in the form of machine-executable instructions. In addition, the computing systems may be connected to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet or other suitable communication network that may include both wired and wireless connections. The communication network may be a local area network, a wide area network, the Internet, or any other type of network that couples a plurality of computers to enable various modes of communication via network messages using as suitable communication techniques, such as transmission control protocol/internet protocol, file transfer protocol, hypertext transfer protocol, internet protocol security protocol, point-to-point tunneling protocol, secure sockets layer protocol or other suitable protocol. Remote system  605  may communicate with flight control system  500  via network connectivity devices  520  using include both wired and wireless connections. 
     Remote system  605  preferably includes one or more flight data display devices configured to display information relating to one or more aircraft of the present disclosure. Display devices may be configured in any suitable form, including, for example, liquid crystal displays, light emitting diode displays, cathode ray tube displays or any suitable type of display. Remote system  605  may also include audio output and input devices such as a microphone, speakers and/or an audio port allowing an operator to communicate with, for example, a pilot on board aircraft  100 . The display device may also serve as a remote input device if a touch screen display implementation is used, however, other remote input devices, such as a keyboard or joysticks, may alternatively be used to allow an operator to provide control commands to an aircraft being operated responsive to remote control. 
     Some or all of the autonomous and/or remote flight control of an aircraft of the present disclosure can be augmented or supplanted by onboard pilot flight control from pilot system  600 . Pilot system  600  may be integrated with system  500  or may be a standalone system preferably including a non-transitory computer readable storage medium including a set of computer instructions executable by a processor and may be implemented by a general-purpose computer, a special purpose computer or other machine with memory and processing capability. Pilot system  600  may include one or more memory storage modules including, but is not limited to, internal storage memory such as random-access memory, non-volatile memory such as read only memory, removable memory such as magnetic storage memory, optical storage memory, solid-state storage memory or other suitable memory storage entity. Pilot system  600  may be a microprocessor-based system operable to execute program code in the form of machine-executable instructions. In addition, pilot system  600  may be connectable to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet or other suitable communication network that may include both wired and wireless connections. Pilot system  600  may communicate with system  500  via a communication channel that preferably includes a wired connection. 
     Pilot system  600  preferably includes a cockpit display device configured to display information to an onboard pilot. Cockpit display device may be configured in any suitable form, including, for example, as one or more display screens such as liquid crystal displays, light emitting diode displays and the like or any other suitable display type including, for example, a display panel, a dashboard display, an augmented reality display or the like. Pilot system  600  may also include audio output and input devices such as a microphone, speakers and/or an audio port allowing an onboard pilot to communicate with, for example, air traffic control or an operator of a remote system. Cockpit display device may also serve as a pilot input device if a touch screen display implementation is used, however, other user interface devices may alternatively be used to allow an onboard pilot to provide control commands to an aircraft being operated responsive to onboard pilot control including, for example, a control panel, mechanical control devices or other control devices. As should be apparent to those having ordinarily skill in the art, through the use of system  500 , an aircraft of the present disclosure can be operated responsive to a flight control protocol including autonomous flight control, remote flight control or onboard pilot flight control and combinations thereof. 
     At least one embodiment is disclosed, and variations, combinations, and/or modifications of the embodiment(s) and/or features of the embodiment(s) made by a person having ordinary skill in the art are within the scope of this disclosure. Alternative embodiments that result from combining, integrating, and/or omitting features of the embodiment(s) are also within the scope of this disclosure. Where numerical ranges or limitations are expressly stated, such express ranges or limitations should be understood to include iterative ranges or limitations of like magnitude falling within the expressly stated ranges or limitations (e.g., from about 1 to about 10 includes,  2 ,  3 ,  4 , etc.; greater than 0.10 includes 0.11, 0.12, 0.13, etc.). For example, whenever a numerical range with a lower limit, Rl, and an upper limit, Ru, is disclosed, any number falling within the range is specifically disclosed. In particular, the following numbers within the range are specifically disclosed: R=Rl+k*(Ru−Rl), wherein k is a variable ranging from 1 percent to 100 percent with a 1 percent increment, i.e., k is 1 percent, 2 percent, 3 percent, 4 percent, 5 percent, . . . 50 percent, 51 percent, 52 percent, . . . , 95 percent, 96 percent, 95 percent, 98 percent, 99 percent, or 100 percent. Moreover, any numerical range defined by two R numbers as defined in the above is also specifically disclosed. Use of the term “optionally” with respect to any element of a claim means that the element is required, or alternatively, the element is not required, both alternatives being within the scope of the claim. Use of broader terms such as comprises, includes, and having should be understood to provide support for narrower terms such as consisting of, consisting essentially of, and comprised substantially of. Accordingly, the scope of protection is not limited by the description set out above but is defined by the claims that follow, that scope including all equivalents of the subject matter of the claims. Each and every claim is incorporated as further disclosure into the specification and the claims are embodiment(s) of the present invention. Also, the phrases “at least one of A, B, and C” and “A and/or B and/or C” should each be interpreted to include only A, only B, only C, or any combination of A, B, and C. 
     Although several embodiments have been illustrated and described in detail, numerous other changes, substitutions, variations, alterations, and/or modifications are possible without departing from the spirit and scope of the present invention, as defined by the appended claims. The particular embodiments described herein are illustrative only and may be modified and practiced in different but equivalent manners, as would be apparent to those of ordinary skill in the art having the benefit of the teachings herein. Those of ordinary skill in the art would appreciate that the present disclosure may be readily used as a basis for designing or modifying other embodiments for carrying out the same purposes and/or achieving the same advantages of the embodiments introduced herein. For example, certain embodiments may be implemented using more, less, and/or other components than those described herein. Moreover, in certain embodiments, some components may be implemented separately, consolidated into one or more integrated components, and/or omitted. Similarly, methods associated with certain embodiments may be implemented using more, less, and/or other steps than those described herein, and their steps may be performed in any suitable order. 
     Numerous other changes, substitutions, variations, alterations, and modifications may be ascertained to one of ordinary skill in the art and it is intended that the present disclosure encompass all such changes, substitutions, variations, alterations, and modifications as falling within the scope of the appended claims.