deborah lawrence, sbas manager, federal aviation administration apec/git 15 june 14, 2011 federal...

Deborah Lawrence, SBAS Manager,

Federal Aviation Administration

APEC/GIT 15

June 14, 2011

Federal AviationAdministrationFAA Satellite

Navigation

2Federal AviationAdministration

APEC/GIT 15June 14, 2011

Navigation Services VisionNavigation Services Vision• Provide safesafe andand cost effective cost effective position,

navigation, and timing services (PNTPNT) to meet the operational needs of aviation customers.

StreamlinedStreamlinedDeparturesDepartures

VectorVector--FreeFreeArrivalsArrivals

AllAll--WeatherWeatherApproachesApproaches

Efficient, Flexible RoutingEfficient, Flexible Routing



Arrivals and Departures At High Density Airports

Collaborative Air Traffic Management

Weather Impact

Safety, Security and Environmental Performance

Facilities

Flexibility In To Terminal Environment

Trajectory Based Operations

Capabilities

Performance Based Navigation is a Key Enabler for NextGen Services



NEXTGEN DomainNextGen

Operational CapabilitiesNavigation Services

Trajectory Based Operations

Increased Arrivals/Departures

at High Density Airports

Increased Flexibility in the

Terminal Environment

Improve Collaborative Air Traffic Management

Reduce Weather Impact

Increased Safety, Security, and Environmental

Performance

Transform Facilities

Enroute Navigation

Terminal Navigation

Non-Precision ApproachLNAV/RNP-0.3

Precision Approach Cat-I

Precision Approach Cat-II/III

PNT Systems

VOR

DME

ILS

LAAS

WAAS

GPS

RVR

ALS



Global Positioning System (GPS)

• Why Satellite-Based Navigation? – Improved Aviation System

Safety– Fewer Disruptions– Increased Capacity– Increased Fuel Savings– Low Operations Costs– Low Avionics Cost



Wide Area Augmentation System (WAAS) Wide Area Augmentation System (WAAS) ArchitectureArchitecture

38 Reference

Stations

3 Master

Stations

6 Ground

Earth Stations

3 Geostationary

Satellite Links

2 Operational

Control Centers



WAAS Phases

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

• Phase II: Full LPV (FLP) (2003 – 2008) Completed– Improved LPV availability in CONUS and Alaska– Expanded WAAS coverage to Mexico and Canada

• Phase III: Full LPV-200 Performance (2009 – 2013)– Development, modifications, and enhancements to include tech refresh– Steady state operations and maintenance– Transition to FAA performed 2nd level engineering support– Begin GPS L5 transition activities

• Phase IV: Dual Frequency (L1,L5) Operations (2014 – 2028)– Complete GPS L5 transition– Will significantly improve availability and continuity during severe solar activity– Will continue to support single frequency users– Steady state operations and maintenance



Historical WAAS Performance

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

GPSStandard

GPSActual

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



Current WAAS GEOs



Current WAAS LPV Performance



Airports with WAAS LPV/LP Instrument Approaches

As of June 2nd, 2011- 2,442 LPVs serving 1254 Airports- 1,526 LPVs to Non-ILS Runways - 916 LPVs to ILS runways- 997 LPVs to Non-ILS Airports- 13 LPs to Non-ILS Runway



WAAS Avionics Status • Garmin:

– 61,000+ WAAS LPV receivers sold – Currently sole GA panel mount WAAS Avionics supplier– New 650/750 WAAS capable units brought to market at the end of March 2011 to replace 430/530W units

• AVIDYNE & Bendix-King: – 135 Avidyne release 9 units sold to date– SmartDeck glass panel and KSN-770 certification pending

• Universal Avionics:– Full line of UNS-1FW Flight Management Systems (FMS) achieved avionics approval Technical Standards Orders

Authorization (TSOA) in 2007/2008– 1700+ units sold

• Rockwell Collins:– Approximately 1800 WAAS/SBAS units sold to date

• CMC Electronics: – Achieved Technical Standards Orders Authorization (TSOA) certification on their 5024 and 3024 WAAS Sensors– Convair aircraft will have WAAS LPV capable units installed December 2011

• Honeywell:– Primus Epic and Primus 2000 w/NZ 2000 & CMC 3024 TSO Approval– Primus 2000 FMS w/CMC 5024 TSO pending



Who Is Using WAAS?

General Aviation Air Carrier & Cargo Aircraft

Helicopters

Business & Regional AircraftAir Taxi



Aircraft Supplemental Type Certificates (STC): Completed & In-WorkCompleted:• Astra 1125• ATR-42• Beech: Be-400 KingAir- 200, 200GT, 200C, 200CGT,

350, 350C, 300 (special FAA config.), C90A, C90GTi, Premier 1/A, BeechJet-400,

• Bell: 412, 429• Boeing-737-200 (Northern Air Cargo & Canadian

North),737-300, 737-400, 727-200• Bombardier: CL-600/601 (Universal Avionics company

acft)• Bombardier Challenger 300, 601-3A, 604, 605• Bombardier CRJ-200, 700, 900, 1000• Bombardier Q-series, Q300, Q-400• Cessna: Citation 501, 525, 550 Bravo Series, V 560

Series, 650, Excel & Encore +, Citation Jet CJ-1/+, 2/+, 3, Caravan

• DeHaviland: DHC-6,7-102,8 series• Eclipse VLJ 500• Embraer Phenom: 100, 300• Falcon: 10, 20, 50, 50EX, 900B, 2000, 2000EX• Gulfstream: G-II, G-III, G-100, G-150, G-200, G-450,

G-550, G-1125• Hawker: 400, 400XP, 700, 750, 800, 800XP, 900 • LEAR: 31A, 35, 35A, 40, 40XR, 45, 45XR, 55, 60• MD-87 • Pilatus PC-12 NG• S-76, S-76B, S-76C++• SAAB: 340A/B• Sabre 65• Viking Twin Otter• Westwind 1124

In-Work:•Aerospatiale: SN 601 Corvette•Agusta: A-109•Airbus: A350, A400•Astra SPX•Beech: Be-200, Be-300•Boeing 747-200•Bombardier: Global 5000/Express,CL-300, CL-605, CRJ-700/900•Cessna: Sovereign•Cessna Citation: I/SP501, II, 560 XL/XLS, 650, VII, X•C-9•Dassault: 900 EASy 11•Embraer NB-145, 600/650 •Falcon 900EX•Gulfstream: G-IV, •Hawker: 125-700B, 800A •King Air: RC-12•LEAR: C-21A•Lockheed Martin: C130J•Piaggio: P-180



Summary of RNAV - Minima

LNAV - Lateral Navigation

Formerly the GPS ‘straight-in’ minima

LNAV is a Non-Precision Approach (NPA)

GPS or WAAS avionics

LNAV/VNAV – Lateral Navigation & Vertical Navigation

Minima for GPS/Baro-VNAV, or WAAS avionics

LPV - Localizer Performance with Vertical Guidance

LP – Localizer Performance – New in 2011

WAAS avionics minima

WAAS Enterprise ScheduleFY

Development Operational

Technical Refresh Operational

JRCTechnical Refresh Operational

JRC

FOC

IOC (Phase I)

FLP (Phase II)

LPV-200 (Phase III)

Dual Frequency (Phase IV)

Ph

as

es

GE

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ch

ed

ule

Ap

pro

ac

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De

ve

lop

me

nt

GEO #1 – AOR

GEO #2 – POR

GEO #3 – Intelsat (CRW)

GEO #4 – TeleSat (CRE)

Gap Filler GEO (AMR)

GEO #5 – TBD

GEO #6 – TBD

GEO #7 - TBD

Launch 10/05

Operational

Operational

Launch 9/05

Launch 09/08

Operational

CRW Comm Loss

Launch 2013

Operational

Launch 2014

Operational

Launch 2015

Operational

WAAS Procedure Development

~5,218

Development Operational

Operational

Operational

98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Currently 2453

Initial GEOs

Replaced by GEO #3

Replaced by GEO #4

CRW Powered Down

Operational

CRW Reacquired

Expanded Networks

•WAAS

•EGNOS

•MSAS

•GAGAN

•SDCM



Combined SBAS Snapshot



19

MTSAT Satellite-Based Augmentation System (SBAS)

• Commissioned in 2007 for en route through nonprecision approach service – Two MTSAT satellites– Eight reference stations

• Six in Japan

• One in Australia

• One in Hawaii

• Signal in Space usable through the Asia Pacific region with RAIM for LNAV and APV BaroVNAV



Computer Modeling

• Computer models estimate service availability based on algorithms compatible with WAAS (and MSAS)– Dual frequency GPS results involve additional assumptions

– Potential effects of scintillation are not included

• All results shown assume 2 MSAS GEOs at 140/145º E

• Some results are shown assuming that 24 GPS satellites are operating and in primary slots

• Some results are shown assuming GPS failure rates consistent with the 2008 SPS Performance Standard for GPS (21 operating slots filled 98% of the time)

20



Single Frequency MSAS (24 MRS)APV Baro/VNAV

24 GPS: No Failures2 GEOS: No Failures



Single Frequency MSAS (24 MRS)APV Baro/VNAV

24 GPS: SPS Outage Rate2 GEOS: No Failures



Single Frequency MSAS LPV 16 MRS in Australia/Islands

23

7 Additional MRS in Japan and Hawaii



Single Frequency MSAS LPV (16 MRS)With and Without Ionospheric Effects




Single Frequency MSAS LPV30 MRS in Australia/Islands

26

7 Additional MRS in Japan and Hawaii



29

Dual Frequency MSAS LPV

• The presence of two properly-separated frequencies, such as L1 and L5, allows users to determine atmospheric corrections without having to rely on SBAS ionospheric corrections

• This almost completely negates the difficulties that SBAS has near the magnetic equator

• SBAS information will still likely be necessary to obtain high availability



Dual Frequency MSAS LPV (24 MRS)24 MRS




GBAS Architecture

• One GBAS covers multiple runway ends

• GBAS eliminates ILS critical areas

• Supports offset landing thresholds and flexible glide-path to mitigate wake turbulence

• Contributing technology for high precision navigation services for

• Closely Spaced Parallel Approach

• Simultaneous Independent Approach

• Enabling precise positioning for terminal area navigation RNAV and RNP



FY 11 GBAS Activities• NextGen Implementation Plan 2011 identifies GBAS

as key ground infrastructure and avionics for the descent and approach phase

• NextGen delayed the investment decision for FY13 and GBAS R&D was shifted to William J Hughes Technical Center Navigation Team

• GBAS FY 11/12 activities focus on – RFI mitigation – CAT II/III validation– Newark and Houston implementation– International coordination



Why APNT?

• GPS radio frequency interference (RFI) requires mitigation– Waiting for the interference source to be turned off is unacceptable– Continuity of operations must be assured at high density airports

• Existing legacy navigation infrastructure does not meet future performance needs– VORs are incompatible with RNAV and RNP– DME/DME/IRU is not accurate enough to enable 3 nm separation

• FAA would like to avoid $1B cost to replace aging VORs



NextGen Alternate PNT (APNT) Project Enhanced DME Wide Area Multi-Lateration (WAM)

DME/GBT Pseudolite

Timing



DME-DME Alternative

• Strengths– Leverage existing technology and systems– Least Impact on Avionics for Air Carriers

• Weaknesses– Significant Impact on Avionics for General Aviation

• General Aviation avionics are unavailable

– DME-DME equipped aircraft without Inertial are not authorized to fly RNAV/RNP routes

– DME-DME, even with Inertial, is not authorized for pubic approach operations less than RNAV/RNP-1.0

– DME-DME interrogations saturate in very high traffic environments

– Will require retention and capitalization of nearly half the VORs



MLAT Alternative• Strengths

– Minimal Impact on Existing Avionics– Accuracy Demonstrated to be within target levels– Compatible with existing WAM Systems

• Weaknesses– Throughput on 1090ES may limit ability of MLAT to meet

availability requirements– Integrity monitoring and Time to Alert necessary to meet

navigation requirements may be very challenging– More sites to meet requirements due to limited signal range– Capacity limited in high density traffic environments– Requires a GPS-Independent common time reference– Significant investment in processing facilities and terrestrial

communications network may be required



Pseudolite Alternative • Strengths

– Unlimited capacity– Less complexity for ground-based system– Potential for aircraft based integrity solution– Potential to leverage use of existing DMEs and GBTs– Potential to uplink data other navigation data to aircraft

• Weaknesses– Minimum of 3 sites required to compute aircraft position– Significant investment in processing facilities and terrestrial

communications network may be required – Common GPS-independent timing reference needed– Greatest Impact to Aircraft Avionics– Least mature concept, no standards exist



The APNT Initiative within theThe APNT Initiative within theFAA’s Lifecycle Management FAA’s Lifecycle Management SystemSystem

•Research and Systems Analysis



Summary

• NextGen Operational Improvements enabled by performance based navigation capabilities increases dependence on GPS and alternate PNT services

• GPS vulnerability to radio frequency interference needs to be addressed for enroute and trajectory based operations at some locations

• Alternatives are being studied for further consideration



Questions



Current WAAS RNP .3 Performance

Navigation (> 99.0% Availability)

Surveillance (>99.9% Availability)

Positioning

Accuracy (95%)

Containment(10-7)

SeparationNACp(95%)

NIC(10-7)

GNSS PNT(99.0 – 99.999%)

En Route

*10 nm 20 nm

5 nm308m

(7)1 nm

(5)GPS*4 nm 8 nm

*2 nm 4 nm

Terminal *1 nm 2 nm3 nm

171m(8)

0.6 nm(6)LNAV *0.3 nm 0.6 nm

RNP (AR) *0.1 nm **0.1 nm2.5 nmDPA

171m(8)

0.2 nm(7)

SBAS

LPV 16m/4m 40m/50m 2.5 nm DPA

171m(8)

0.2 nm(7)LPV-200 16m/4m 40m/35m

GLS Cat-I 16m/4m 40m/10m 2.0 nmIPA

121 m(8)

0.2 nm(7)

GBASGLS Cat-III 16m/2m 40m/10m

GNSS Enables PBN and ADS-BGNSS Enables PBN and ADS-B

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.

DME Only GAP

AP

NT



Navigation Infrastructure• GPS/GNSS supports all existing ICAO Nav Specs

– Enroute through approach– U.S. SBAS (Wide Area Augmentation System (WAAS)) operational since

2003– U.S. GBAS (Local Area Augmentation System (LAAS)) in development

• Where allowed, DME/DME (D/D) or DME/DME/IRU (D/D/I) can support RNAV 1, RNAV 2, RNAV 5

• GNSS and D/D/I are approved means of navigation in U.S.– All U.S. RNAV and RNP implementation can be flown with GPS or WAAS– Almost all U.S. RNAV routes, STARs and SIDs have D/D/I authorized– RNAV 5 not implemented in U.S.

• VOR can be used with DME for RNAV 5– Usually considered for contingencies– Avionics and infrastructure variability pose challenges to standardization

• ILS still used for approach



RFI Impact on Engineering Activities

• RFI technical work priority over CAT III work • Major FAATC activities as result of RFI

– RFI investigations and RFI report– SLS-4000 Block I changes (Honeywell initiative) with focus on RFI– Newark (PANYNNJ), FCC, Spectrum coordination– FAA Monitoring SLS 4000 performance– Availability Analysis– Outage prediction – Upgrades of Monitors– RFI considerations for CAT II/III Prototyping and Validation



Requirements Development and Validation• CAT II/III Engineering Activities

– ICAO standards • Technical validation of proposed CAT III standards (completed May

2010)• Next phase "Operational Validation" (Ground/avionics prototypes support

this) – Prototyping and Validation

• Develop CAT-III prototype LGF and avionics• Validate implementation of the integrity design and allocations

• CAT I Engineering activities support CAT II/III development and validation efforts

• Honeywell SLS-4000 Block I changes (Improve Availability, Maintainability)

• CAT I Optimization of Monitors and Algorithms• Monitor SLS-4000 performance

– FAATC Monitors in Newark, Atlantic City, Memphis – Planned: Houston / TBD: Boeing - Moses Lake



GBAS Implementation • GBAS implementation at Newark

– Airspace Simulations for multiple scenarios – Flight Inspection completed– Continental taking delivery of GBAS capable 737NG (30+)– ISSUES

– RFI issues on L1 – FAA Spectrum investigating– Enforcement Bureau, FCC launched cell and GPS jamming enforcement

initiative in February 2011 • GBAS implementation Houston

– NextGen funding approved for Memphis GBAS move to Houston – Transfer of property FAA to Houston in coordination– Houston implementation to validate RFI mitigation activities

• Boeing – GBAS installations

– Moses Lake installed Nov 2010– Charleston planned for 2012

– GBAS equipage estimates B737NG– 241 GBAS equipped by 2nd Quarter 2011 / Plus 497 with GBAS provisioned

GLS RWY 29



International Activities

Frankfurt, Germany

• International GBAS Working Group (IGWG)– IGWG consists of international service providers, FAA, Eurocontrol,

airlines, and industry

– IGWG objectives is to coordinate activities and exchange of information on – GBAS research and development– Worldwide IONO activities– Future GBAS applications, CAT III CONOPS– GBAS CAT I post implementation

– Last IGWG hosted by JCAB, Japan in Osaka Feb 22-25, 2011– Osaka registered over 100 participants / 17 nations

– FAA proposed hosting next IGWG in US - late 2011/early 2012 in Atlantic City at the FAATC

• FAA MoAs for GBAS technical support/coordination– Australia, Brazil, Germany, Spain, Chile– Brazil: Honeywell SLS-4000 installation Feb/Mar 2011/ expected operational June

2011



Commercially Available GPS JammerCommercially Available GPS Jammer(so called “Personal Privacy Device”)(so called “Personal Privacy Device”)

deborah lawrence, sbas manager, federal aviation administration apec/git 15 june 14, 2011 federal...

Documents

maintenance slide

nextgen services slide

standard waas lpv

current waas geos slide

satellitebased navigation

historical waas performance

l5 operations

waas coverage