Presented to: By: Date: Federal Aviation Administration FAA GNSS Program Plans and Status Institute of Navigation NTM Leo Eldredge, FAA GNSS Group January

Presented to:

By:

Date:

Federal AviationAdministration

FAA GNSS Program Plans and Status

Institute of Navigation NTM

Leo Eldredge, FAA GNSS Group

January 28, 2008

ION NTM2Federal Aviation

AdministrationJanuary 28, 2008

Agenda

• Wide Area Augmentation System (WAAS) Status

• Local Area Augmentation System (LAAS) Status

• Future Considerations



FAA Satellite Navigation Vision



WAAS Architecture

38 Reference

Stations

3 Master

Stations

4 Ground

Earth Stations

2 Geostationary

Satellite Links

2 Operational

Control Centers



WAAS Performance

* Use of GPS vertical not authorized for aviation without augmentation (SBAS or GBAS)

WAAS Performance evaluated based on a total of 1,761 million samples (or 20,389 user days)

GPS

Standard

GPS

Actual

WAAS LPV-200

Standard

WAAS LPV-200

Actual

Horizontal 95% 36 m 2.74 m 16 m 1.08 m

Vertical 95% 77 m *3.89 m 4 m 1.26 m

WAAS Enterprise Schedule

FLP Segment (Phase II)

LPV-200 Segment (Phase III)

Dual Frequency (Phase IV)

Inmarsat

GEO #3 – Intelsat

GEO #4 – TeleSat

GEO #5 – TBD

GEO #6 – TBD

Approach Development

04 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

Lease Extension9/06

Launch10/05

Operational

Operational

Launch9/05

Operational

Launch7/12

Operational

Launch7/15

~6,000

WAAS Procedure Development

Technical Refresh OperationalJRC

FOC



WAAS Phases

• Phase I: IOC (July 2003)– Provided LNAV/VNAV/Limited LPV Capability

• Phase II: Full LPV (2003 – 2008)– Improved LPV availability in CONUS and Alaska– Consists of additional WRS, hardware updates, software optimization, improved

human factors, and GEO replacement

• Phase III: Full LPV-200 (Cat I ILS Equivalent) Performance (2009 – 2013)– Development, modifications, and enhancements to include tech refresh– Steady state operations and maintenance

• Phase IV: Dual Frequency Operations (2014 – 2028)– Scheduled to align with DoD’s GPS Modernization Program (L5)– Provide additional protection against unintentional GPS interference– Will significantly improve availability and continuity during severe solar activity– WAAS will continue to support current single frequency users



GEO Satellite Improvements

• Phase I – IOC– Inmarsat Satellites

• AOR-W – 54W• POR – 178E

– AOR-W Moved to 142W– Leases Expired July 2007

• Phase II - FLP– New GEOs

• Intelsat (Galaxy XV) – 133W• Telesat Canada (Anik F1R) – 107W

– Operational July 2007– 10 Year Lease Telesat

107WPanAmSat

133W

Original AOR/W Position

54W

POR178E

New AOR/W Position142W



WAAS LPV Coverage- Initial Operating Capability -

WAAS LPV Coverage- Current 2008 -

WAAS RNP Coverage- Current -



WAAS Avionics Status

• Total WAAS avionics receivers sold ~25,000• Approximately 40% of ~120,000 IFR equipped

GA aircraft are equipped with Garmin receivers– GNS-400/500 series new and upgrades available – G-1000 becoming WAAS upgradeable

• Flight Management System Interface more complicated, hence slower to the market– Rockwell-Collins: Providing both TSO WAAS

enabled multimode receivers and WAAS FMS sensors. Expecting CRJ/Canadair 604 STC approval in FY‘08

– CMC: FAA Tech Center’s Global 5000 aircraft to integrate CMC WAAS sensor into Honeywell Primus 2000 FMS by December 2008.

– Universal Avionics: WAAS-enabled capability in dual thread UNS-1 FMS TSO. Supports: Helicopters, Turboprops, Business jets, regional aircraft, air transport aircraft retrofits, FAA’s two Citations XLs



WAAS Avionics Status Cont’d

• Southwest Airlines– “Southwest Airlines will equip more than 200 Boeing 737 legacy

aircraft with Rockwell Collins' Global Positioning System GPS-4000S for Required Navigational Performance (RNP) operations. Installation begins in 2008.”1

– “Rockwell Collins' GPS-4000S sensor and associated Wide Area Augmentation System (WAAS) antenna will allow improved availability and integrity of GPS navigation. Additionally, WAAS provides service for all classes of aircraft in all flight operations, including en route navigation, airport departures and airport arrivals. “2

• FedEx Express– Currently equipping 253 Cessna Caravan Aircraft with GNS-530W

WAAS avionics and GMX-200 multi-function displays– Starting to equip 48 Q400s with Universal UNS-1F avionics

1,2 Rockwell Collins Press Release, January 15, 2008: Southwest selects Rockwell Collins' GPS system for RNP operations



Instrument Approach Services

WAAS

½

GPS

WAAS

LAAS

LNAV



GPS/WAAS Approach Procedures

LPVs 995LNAV/VNAVs 1121LNAVs 4225

LP procedure criteria under development for use at runways where obstacles prevent a vertically guided approach



WAAS Approaches Today

Each dot represents an airport with an LPV and/or LNAV/VNAV minima on an RNAV (GPS) instrument approach procedure(As of: July 12, 2007)



Local Area Augmentation System (LAAS)

• Precision Approach For Category I, II & III

• Multiple Runway Coverage At An Airport

• Terminal Area Procedures for Arrival and Departure



Current Activities

• Integrity Analysis and Prototype Development• GBAS System Design Approval (SDA) Process • GBAS/LAAS Operational Implementation• International Cooperation and Development• CAT-III Research & Development Activities



LAAS Category-I Activities

• Integrity Analysis and Prototype Development– Probability of Hazardously Misleading Information (HMI) Analysis

Expected to Complete in March 2008• GBAS System Design Approval (SDA) Process

– Honeywell Developing Certified Hardware and Software to Implement the FAA-approved Category-I Design

– Airservices Australia Funding Development Activities– FAA Supporting Technical Reviews and Design Assurance for Non-

Federal Approval• GBAS/LAAS Operational Implementation

– First Site Approval at Memphis in Late 2008– FedEx Applicant for Special Approval

• International Cooperation and Development– Memorandum of Cooperation (MOC) with AsA, AENA, DFS– Parallel Implementation of Cat-I Systems



Category II/III Plan

• Requirements Development– Coordinate With ICAO/NSP and RTCA/WG-4– Publish Draft MOPS and GF Specification ~ December 2008

• Objective is to Optimize Performance and Integrity Allocations Between LAAS Ground Facility and Auto-Land Equipped Aircraft

• Prototyping and Validation– Develop CAT-II/III Prototype LGF and User Avionics by ~2010

• Validate Implementation of the Integrity Design and Allocations

– Complete Non-Federal System Design Approval by ~2012



Future Considerations

• GNSS Modernization– GPS Dual Frequency (L1/L5) Service Provides Foundation– Potential for Larger or Multiple GNSS Constellations– User Equipment Standards Development for New Signals

• WAAS Dual Frequency Upgrade– Level of Dual Frequency Integration Required and the Impact on the

Current System• Established GNSS Evolutionary Architecture Study (GEAS) to

Investigate Long Range Planning for Dual Frequency GPS– Objective: Develop Architectural Alternatives to Provide Worldwide

LPV-200 Service in the ~2025-2030 Timeframe– Satisfaction of Aviation Integrity Requirements as a Most Challenging

Aspect Based on Experience with WAAS/ LAAS– Participation With The GPS Wing, DoD National Security Space Office

(NSSO), DOT Research & Innovative Technology Administration (RITA), and the Joint Planning & Development Office (JPDO) for NextGen



GEAS Panel

Geoff Harris G-Wing/Aerospace

Karl Shallberg GREI

Boris Pervan IIT

John Dobyne G-WIng/ARINC

Karl Kovach G-Wing/Aerospace

Willie Bertiger JPL

Young Lee MITRE

JP Fernow MITRE

Frank Van Grass Ohio University

Juan Blanch Stanford University

Per Enge (Co-Chair) Stanford University

Todd Walter Stanford University

Pat Reddan Zeta Associates

Deane Bunce (Co-Chair) FAA ATO-W

Leo Eldredge FAA ATO-W

Deborah Lawrence FAA ATO-W

Calvin Miles FAA ATO-W

Kevin Bridges FAA AVS

Hamza Abduselam FAA AVS

Tom McHugh FAA ATO-P

Bill Wanner FAA ATO-P

David Schoonenberg NSSO

Mike David NSSO

Karen Van Dyke RITA/Volpe

Navin Mathur GPS TAC



GEAS Architecture Options

• Architectural Paradigms in the GEAS– GNSS Integrity Channel (GIC)– Relative RAIM (RRAIM)– Absolute RAIM (ARAIM)

• 6 Second Time to Alarm (TTA) Requirement Presents Significant Challenge for Any Architecture Providing Worldwide Service for Aviation

• Alternatives Trade the Degree of Aircraft Based Augmentation (ABAS), Constellation Geometric Robustness, User Range Accuracy, and Corrections/Integrity Augmentation



GNSS Integrity Channel (GIC)

• User Avionics– No RAIM/FDE Required – WAAS/SBAS extension– Dual Frequency (L1/L5) – Ionosphere Delay Estimation

• Ground Segment Monitor Network– Externally Monitor and Detect All SV Faults That Affect the User– Requires Monitoring Network Capable of Continuous Monitoring of

All GNSS Satellites From At Least Two Locations– Network Latency to Support Time to Alarm of 6 Seconds

• Signal-In-Space– Corrections & Integrity Messages– Data Rate Comparable to SBAS Broadcast of 250 bps– Broadcast Via GEOs Or Other Suitable Means

• Space Segment– Nominal 24 SV Commitment is Included in the SPS PS



Most recent monitored position withcorresponding HPL and VPL

Propagate the most recent monitored position with carrier phase only

Growth in HPL and VPL due toRAIM on the carrier phase-baseddelta position updates

VPL

HPL

From Prof. van Graas, Ohio University

Relative RAIM: Range Rate Residuals



Relative RAIM: Range Rate Residuals

• User Avionics– Integrity/Correction Messages Provide Starting Point– Dual Frequency (L1/L5) – Ionosphere Delay Estimation– RRAIM Algorithms Check Residuals Between Carrier Phase

Measurements and Estimated Change in Position• Ground Segment Monitor Network

– Requires Monitoring Network Capable of Continuous Monitoring of All GPS Satellites From At Least Two Locations

– Time to Alarm of Up to 10 Minutes is Tolerable• Signal-In-Space Broadcast

– RRAIM Coasting Enables Slow Integrity/Correction Messages – Suitable for SBAS GEOs, Possibly GNSS Messages or Other Low Data

Rate Alternatives• Space Segment

– Viable for Constellation of 27 or More (note 24 SV Commitment is Included in the SPS PS)



Absolute RAIM: Range Residuals

2

April 23, 2004

© 2004 The MITRE Corporation. All Rights Reserved.

Range Comparison Method (RCM) (Example with 5 SVs in View)

• Avionics– Receiver Autonomous Integrity

Monitoring as the Primary Integrity Solution

– Dual Frequency (L1/L5) – Ionosphere Delay Estimation

• Ground Segment Monitor Network– Continuous Monitoring of All GPS

Satellites From At Least Two Locations– Update error variance and mean for each

Satellite– Time to alarm of 1 or more hours is

tolerable• Signal-In-Space

– Reliability Estimates (a Priori Probability) for Each SV

– Broadcast Via GNSS or GEO Messages• Space Segment

– Requires 30 or More GNSS SVs (note 24 SV Commitment is Included in the SPS PS)



Preliminary Results

Constellation

Architecture 24 minus 1 24 27 minus 1 27 30 minus 1 30

GIC 86.6% 100% 97.8% 100% 100% 100%

RRAIM with 30 s coasting

81.2% 99.4% 96.8% 100% 100% 100%


74.4% 98.5% 92.8% 100% 100% 100%


28.0% 76.1% 52.3% 99.6% 93.9% 100%

ARAIM 7.80% 44.7% 30.6% 94.1% 90.5% 100%



GEAS Next Steps

• Complete Phase 1 Report– Final Draft in Coordination, Release in February

• Establish Phase 2 Work Plan– More Detailed Analysis of Each Architecture Alternative– Address three major areas: trade space refinement; integrity

performance analysis; and transition strategy • Avionics Requirements and Monitoring Algorithms

• Ground System Monitoring Requirements and Algorithms

• Further Assessment of Constellation Variations

• Assess Multiple Constellation Considerations



Summary

• WAAS Program Nearing Full Operational Capability (FOC) for FLP Service– Operational Implementation Activities Continue

• Procedures and Avionics

– In-Service Management and Operations– Engineering Studies to Prepare for GPS Modernization

• LAAS Continues Under Research & Development – Category-I System Design Approval Planned for 2008– Category-II/III Will Expected to Progress Through 2012

• GEAS Assessing Architectural Approach for Dual Frequency User Era



Questions

Documents

Presented to: By: Date: Federal Aviation Administration FAA GNSS Program Plans and Status Institute of Navigation NTM Leo Eldredge, FAA GNSS Group January