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Federal AviationAdministration
GPS Augmentation
Systems Status
Leo Eldredge, GNSS GroupFederal Aviation Administration (FAA)September 2009
Institute of Navigation (ION)1Federal Aviation
AdministrationSeptember 2009
FAA GPS Augmentation Programs
Institute of Navigation (ION)2Federal Aviation
AdministrationSeptember 2009
WAAS Architecture
38 Reference
Stations
3 Master
Stations
4 Ground
Earth Stations
2 Geostationary
Satellite Links
2 Operational
Control Centers
Institute of Navigation (ION)3Federal Aviation
AdministrationSeptember 2009
IntelsatGXV133W
TelesatF1R
107W
Inmarsat4F3 98W
GEO Satellite Coverage Plot
Localizer Performance Vertical (LPV)
Global SBAS Coverage
Institute of Navigation (ION)6Federal Aviation
AdministrationSeptember 2009
Airports with WAAS Supported Instrument Approaches with Vertical Guidance
As of Aug 27th, 2009
-1,822 LPVs serving 970 Airports
- 1049 LPVs to non ILS Runways - LPVs to 678 non-ILS Airports - 773 LPVs to ILS runways
WAAS Enterprise Schedule04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30FY
Development Operational
Technical Refresh Operational
JRC
Launch10/05
Operational
Operational
Launch9/05
Technical Refresh Operational
JRC
FOC
Launch09/08
Operational
Launch09/14
Operational
Launch09/16
Operational
Launch09/18
Operational
FLP Segment (Phase II)
LPV-200 Segment (Phase III)
Dual Frequency (Phase IV)
GEO #3 – Intelsat
GEO #4 – TeleSat Gap
Filler GEO
GEO #5 – TBD
GEO #6 – TBD
GEO #7 - TBD
Initial Test
Production
FOC
SLEP
Phase III Phase IV
Cutover
Operational SLEP
Standards Development User Transition Period
L5 Design L5 Implementation
GPS L5
WAAS
WAAS Avionics
Ph
ases
GE
OG
PS
M
od
ern
iza
tio
n
Ap
pro
ac
hD
eve
lop
me
nt
WAAS Procedure
Development
~5,218
Institute of Navigation (ION)8Federal Aviation
AdministrationSeptember 2009
Local Area Augmentation System (LAAS)
• Precision Approach For
CAT- I, II, III
• Multiple Runway Coverage At An
Airport
• 3D RNP Procedures
(RTA), CDAs
• Navigation for Closely Spaced
Parallels
• Super Density
Operations
Institute of Navigation (ION)9Federal Aviation
AdministrationSeptember 2009
GBAS Pathway Forward
• Cat-I System Design Approval at Memphis – Complete
• Cat-III Validation by - 2010
• Cat-III Final Investment Decision by - 2012
Institute of Navigation (ION)10Federal Aviation
AdministrationSeptember 2009
Agana, Guam
Frankfurt, Germany
Rio De Janeiro, Brazil
Malaga, Spain
LAAS/GBAS International Efforts
Sydney, Australia
Bremen, Germany
Institute of Navigation (ION)11Federal Aviation
AdministrationSeptember 200911
Future Considerations
GLONASS
GPS
Galileo (EU)
COMPASS
Institute of Navigation (ION)12Federal Aviation
AdministrationSeptember 200912
Two Civil Frequencies
• The ionosphere creates the largest source of uncertainty affecting today’s use of GPS for aviation
• When GPS L5 becomes widely available it will be possible for the user receivers to directly remove the ionosphere delay errors
• However, the two frequency combination amplifies the effects of other error sources
– More satellites tend to reduce the magnitude of the errors
Institute of Navigation (ION)13Federal Aviation
AdministrationSeptember 2009
WAAS Dual Frequency User Potential(No “RDM Constraint”)
38 US WRS
13 SA WRS
IFOR Threshold
38 US WRSIFOR Threshold
Current International Signal Plans
14
FutureCDMA signal
SBAS(US Europe
India Japan)
QZSS(Japan)
IRNSS(India)
COMPASS(China)
Galileo(Europe)
GLONASS(Russia)
GPS(US)
L1L5 L2
Compass & IRNSSIn S-band
1560 1570 1580 1590 1600 16101170 1180 1190 1200 1210 1220 1230 1240 1250 1260 1270 1280 1290 1300
Frequency (MHz)
Institute of Navigation (ION)15Federal Aviation
AdministrationSeptember 200915
Interoperability of Integrity
• Interoperability should be a goal not just for GNSS signals, but for integrity provision as well
– Augmentation systems already internationally coordinated
• Different service providers may select different design choices and offer different assurances
– However, it is important to establish a common understanding of GNSS performance characteristics and their relationship to provision of integrity
– Cooperation and transparency are essential
• Combining signals from multiple interoperable constellations can improve performance and availability
– Presents opportunity for a truly international solution
– Not necessarily dependent on any single service provider
– Seamless global coverage
Institute of Navigation (ION)16Federal Aviation
AdministrationSeptember 200916
GNSS Integrity Requirements
• Assure good nominal signal accuracy
– On order 1 m ranging accuracy
• Assure good availability of signals
– Assure most satellites working most of the time
• Assure good continuity of signals
– Less than 10-5/hour probability of unexpected outages
• Assure low integrity fault rates
– On order 10-5/SV/Hour
• Perform a fault modes and effects analysis
– Understand and make transparent potential faults and their effects
– Assure that multiple satellites do not have consistent errors at the same time
– Assure limited duration outages (e.g., an hour) of unexpected faults
Institute of Navigation (ION)17Federal Aviation
AdministrationSeptember 2009
ARAIM Results for 30 SVs & URA = .5 m
For VAL = 35m, NDP & Acc: 97.77% coverage at 99.5% availability< 50% > 50% > 75% > 85% > 90% > 95% > 99% >99.5% >99.9%
Longitude (deg)
La
titu
de
(d
eg
)
URA = 0.5m, Bias = 0.5m, URE = 0.25m, rBias = 0.1m
-150 -100 -50 0 50 100 150
-80
-60
-40
-20
0
20
40
60
80
99.5% VPL - 20.46 m avg., 35m avail = 99.99%< 15 < 20 < 25 < 30 < 35 < 40 < 45 < 50 > 50
Longitude (deg)
La
titu
de
(d
eg
)
URA = 0.5m, Bias = 0.5m
-150 -100 -50 0 50 100 150
-80
-60
-40
-20
0
20
40
60
80
ARAIM currently predicated upon a user update rate of ~ 1hour
Institute of Navigation (ION)18Federal Aviation
AdministrationSeptember 2009
Summary
• WAAS currently providing service to aviation in the U.S. National Airspace System
• LAAS system design approval for Category-I completing in September
• LAAS activity to continue to Category-II/III
• Dual Frequency GNSS Offers Significant Potential for Aviation
0.2 nm
(7)
0.2 nm(7)
0.2 nm
(7)
0.6 nm
(6)
1 nm
(5)
NIC
(10-7)
121 m
(8)
0.05 nm(8)
0.05 nm
(8)
0.05 nm
(8)
0.1 nm
(7)
NACp
(95%)
2.0 nm
IPA
2.5 nm
DPA
2.5 nm
DPA
3 nm
5 nm
Separation
Surveillance
(>99.9% Availability)
40m/10m16m/2mGLS Cat-IIIGBAS
40m/10m16m/4mGLS Cat-I
40m/35m16m/4mLPV-200
40m/50m16m/4mLPV
SBAS**0.1 nm*0.1 nmRNP (AR)
GPS
0.6 nm*0.3 nmLNAV
2 nm*1 nmTerminal
4 nm*2 nm
8 nm*4 nmEn Route
20 nm*10 nm
GNSS PNT
(99.0 – 99.999%)
Containment
(10-7)
Accuracy
(95%)
PositioningNavigation
(> 99.0% Availability)
RNP and ADS-B (RAD) Enabled with GNSS PNT
Dependent Parallel Approach (DPA)
Independent Parallel Approach (IPA)
Surveillance Integrity Level (SIL)
Navigation Integrity Category (NIC)
Navigation Accuracy Category
for Position (NACp)
*Operational requirements are defined for total system accuracy, which is dominated by fight technical error. Position accuracy for these operations is negligible.
** Containment for RNP AR is specified as a total system requirement; value representative of current approvals.