federal aviation administration faa satellite navigation status deborah lawrence, sbas program...

Federal AviationAdministration

FAA Satellite Navigation Status

Deborah Lawrence, SBAS Program ManagerFederal Aviation Administration (FAA)

APEC/GIT-14

APEC GIT/142Federal Aviation

Administration23 June 2010

FAA Satellite Navigation Program



Overview

• WAAS Overview• LAAS Overview• GNSS Operations Strategy



Wide Area Augmentation System - 2003

38 Reference

Stations

3 Master

Stations

4 Ground

Earth Stations

2 Geostationary

Satellite Links

2 Operational

Control Centers

Updated 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

Launch 10/05

Operational

Operational

Launch 9/05

Technical Refresh Operational

JRC

FOC

Launch 09/08

Operational

Launch 09/14

Operational

Launch 06/15

Operational

Launch 01/16

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

SLEP

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GEO #3 – Intelsat

GEO #4 – TeleSat

Gap Filler GEO

POR (Evaluation in progress)

GEO #5 – TBD

GEO #6 - TBD

Launch 10/05

Operational

Operational

Launch 9/05

Launch 09/08

Operational

Operational

Launch 01/16

Operational

Satellite Failure

Operational



WAAS Current GEO Performance

• Both WAAS GEOs (CRW and CRE) Currently Operating Nominally– CRW Failure Expected by end of July 2010– Daily Monitoring of CRW Performance shows no degradation

of service at present

• Preparing for single GEO (CRE) Coverage– Yearly maintenance of CRE Uplink stations completed early– GEO Uplink station receiver updated with improved firmware



Current WAAS Performance



Expected Impacts with CRW Failure

• Once CRW service is discontinued, WAAS service over CONUS and most of Alaska will be provided by a single GEO– WAAS Users Will Experience Outages During GEO Uplink

Subsystem (GUS) Switchovers• Temporary Loss of Service Approximately 5 Minutes Per Event• Typically Occurs 4 – 5 Times Per Month

• In NW Alaska there will be no WAAS service since the remaining GEO (CRE) does not provide service to NW Alaska– Users Will Still Have LNAV Service with GPS RAIM– En route / Terminal Reverts to RAIM

• NW Alaska and the Western Edge of NAS in North Pacific



Predicted LPV Coverage Degradation in Alaska



Alaskan Airports Impacted• Adak• Atqasuk Edward Burnell Sr. Memorial• Bob Baker Memorial• Deering• Gambell• Kivalina• Nome• Point Hope• Point Lay LRRS• Ralph Wien Memorial• Savoonga• Shishmaref• Teller• Wainright• Wales• Wiley Post



Other Impacts of CRW Failure

• WAAS Program is accelerating implementation of a third GEO satellite (Gap-Filler) – Originally planned for operational use by Dec 2010– Accelerated Schedule projected to have GEO operational by Oct

2010 but will Increase Program costs by approximately 1.5 M– Addition of Gap-Filler GEO provides only limited coverage over

Southeast Alaska • With a Single GEO (CRE) Operating WAAS performance

more vulnerable to weak GPS constellation– Following example shows impact of a CRE GUS switchover at time

when Critical GPS satellite (PRN 2) is unuseable– When a GUS Switchover occurs it takes upward of 6 hours before

GEO can be used for ranging



Mitigation Activity Status

• WAAS Program is accelerating acquisition of a Ranging capable GEO– Program office had completed a market survey for GEO satellites

just prior to CRW failure– Efforts underway to establish a procurement vehicle for new GEO(s)– FAA is awaiting replacement solution from loss of CRW from GEO

satellite provider (Lockheed Martin)• Former WAAS GEO (POR) has been identified as mitigation

for loss of Service in Alaska– Program Office has started planning efforts for inclusion of this

satellite back into WAAS– Testing being conducted to evaluate how to operate POR in the

current WAAS configuration



Expected Coverage

• Current Coverage – CRW (Intelsat) at 133° W

– CRE (Telesat) at 107.3° W

• Expected Coverage with Third WAAS GEO Operational October 2010

– AMR (Inmarsat) at 98° W

• Expected Coverage with POR– POR (Inmarsat at 178° E

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 nm0.1 nm

(7)1 nm

(5)GPS*4 nm 8 nm

*2 nm 4 nm

Terminal *1 nm 2 nm3 nm

0.05 nm(8)

0.6 nm(6)LNAV *0.3 nm 0.6 nm

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

0.05 nm(8)

0.2 nm(7)

SBAS

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

0.05 nm(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 Enabled RNP 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.

RNAV(GPS) Procedures “Basic RNP”

As of June.3rd, 2010- 2,126 LPVs serving 1126 Airports- 1284 LPVs to non-ILS Runways - 842 LPVs to ILS runways- LPVs at 520 Non-ILS Airports- 246 LPV-200



Universal Navigation Systems (UNS) 1077 WAAS/SBAS-FMS receivers sold

95 different aircraft types8 helicopter types/models

Aerospatiale SN 601

Astra SPX

ATR-42/300

Bae 125-700

Bae 146/Avro RJ

Beechcraft C90A

Beechcraft - 200/300

Beechcraft - 300

Beechcraft - 350

B-767-300

B-737-200

B-737-400

Bell 412

Bombardier DHC-8

Bombardier DHC-8

Bombardier DHC-8-100, -102, -202, -300

Bombardier Q-100, -200

Bombardier Q300

Bombardier Q400

Bombardier Q-400

Cessna 208B

Casa-CN 235-300

CASA C-212

CRJ

CL-600, -601

Cessna 560XL

Cessna 560XLS

Cessna 525

Citation 1/SP501

Citation II

Citation Encore

Citation 550

Citation CE-650

Citation 1/SP501

Citation Bravo Series

Citation V Ultra 560

Citation V 560 Series

de Havilland DHC-6

de Havilland DHC-7

De Hav-8,-300

Embraer NB-145

Falcon 10

Falcon 20D

Falcon 20

Falcon 50

Falcon 2000

Gulfstream G-III

Gulfstream G-100

Gulfstream G-200

Gulfstream II

Hawker 125-400

Hawker 125-700B/A

Hawker 125-800A/B

IAI-1124

Lear 35 (C-21A)

Lear 31 & -31A

Lear 35

Lear 35A

Lear 36A

Lear 40

Lear 45

Lear 55

Lear 60

Let L-410

MD-87

Northrup Grumman T-38

Dornier 228

SAAB 340A/B

Sabre 65



Rockwell-Collins Acft LPV STCs 22 Aircraft types approved

15 Aircraft types pending approval

Approved Pending

CRJ-200

Challenger 601-3A

Challenger CL-604

Citation Jet CJ-1+

Citation Jet CH-2+

Citation Jet CJ-3

Citation Encore+

Dassault Falcon 20, 50, & 2000

Hawker-800XP

Hawker 900, 800 and 750 series

KingAir-C90GTi, B200, B200GT, B200C, B200CGT, B300, B350 & B350C

Beechjet 400A

CRJ-700/900

Challenger CL-300

Challenger CL-605

Dassault Falcon 50EX

Dassault Falcon 2000/EX

Gulfstream G-150

Gulfstream G-200

Hawker-400XP

Premier IA



Honeywell/CMC Acft LPV STC’s

• Approved STC’s: 2 acft types– Gulfstream G-450 – Gulfstream G-550

• Pending STC’s: 11 acft types – Gulfstream IV, V (projected fourth quarter 2010)– Falcon-900 EXC– Challenger CL-601– Global-5000, Express (est. Aug 2011)– Hawker- 800 – Citation X– Cessna Sovereign – Dassault EASy– Viking



Current Reference Networks

•WAAS

•EGNOS

•MSAS



Improved Reference Networks

•WAAS

•EGNOS

•MSAS



Reference Networks with GAGAN

•WAAS

•EGNOS

•MSAS

•GAGAN



Reference Networks with GAGAN and SDCM

•WAAS

•EGNOS

•MSAS

•GAGAN

•SDCM



Current Coverage

•WAAS

•EGNOS

•MSAS



Improved Single Frequency Coverage

•WAAS

•EGNOS

•MSAS



Dual Frequency Coverage (WAAS, EGNOS, MSAS)

•WAAS

•EGNOS

•MSAS



Dual Frequency Coverage (with GAGAN)

•WAAS

•EGNOS

•MSAS

•GAGAN



Dual Frequency Coverage (with GAGAN + Russia)

•WAAS

•EGNOS

•MSAS

•GAGAN

•SDCM



Expanded Networks

•WAAS

•EGNOS

•MSAS

•GAGAN

•SDCM



Dual Frequency, Expanded Networks

•WAAS

•EGNOS

•MSAS

•GAGAN

•SDCM



Dual Frequency + Second Constellation (Galileo)

•WAAS

•EGNOS

•MSAS

•GAGAN

•SDCM



Dual Frequency, Dual GNSS, Expanded Networks

•WAAS

•EGNOS

•MSAS

•GAGAN

•SDCM



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



GBAS Pathway Forward

• Cat-I System Design Approval at Memphis – Complete• Cat-III Validation by - 2010• Cat-III Final Investment Decision by - 2012



Agana, Guam

Frankfurt, Germany

Rio De Janeiro, Brazil

Malaga, Spain

LAAS/GBAS International Efforts

Sydney, Australia

Bremen, Germany



•Today– First FAA approved system - Honeywell SLS4000 (Sept 2009)

– Proliferation of GBAS worldwide

– Common understanding of importance of Ionosphere

– Use of common tools – Pegasus

– Increased exchange of information between nations (MoAs)

•60+ Airlines have ordered GBAS

capable Boeing and Airbus aircraft

•Current airlines GBAS equipped: – Continental, Delta Airlines, Qantas,

Air Berlin, TuiFly, Sonair, Air Vanatu,

Emirates

•Over 15 countries have active GBAS

programsS-CAT IInstalled Planned

10th International GBAS Working GroupWhere did we come from and where are we going



GBAS in NextGen

• GBAS is an Integral Part of NextGen– GBAS

• GBAS supports the strategy to evolve towards a performance-based NAS by using a satellite based navigation system and onboard technologies.

– CSPO• GBAS has the capability of providing selectable glide paths, displaced

thresholds and providing the most accurate navigation to support all advancements in CSPO independent operations.

– Wake Turbulence• GBAS can provide multiple approach procedures on a single runway with

different glide slope angles reduction in separation by mitigating wake turbulence.



CAT I Operational Implementation• Operational Implementation at Newark• GBAS implementation at Newark

– Partnership with user and industry involvement– Continental began taking delivery of GBAS operational 737NG for EWR operations– Local RFI issues – FAA Spectrum investigating

• GBAS implementation at Memphis– GBAS Memphis straight in approaches completed– Memphis system updates completed February 2010

• Potential for MEM system to be relocated to Houston– FedEx/MEM limited immediate use

• Presently no definite GBAS equipage for B 757 fleet• Operations limited : only one B 727-200 and FAA flight test

– Houston operational use • Additional airport to establish city pair for Continental operations• Houston has NextGen projects for CSPO and Wake Turbulence

GLS RWY 29



GBAS CAT II/III

• Technical– Finalize CAT II/III standards (standards for user equipment/avionics)– Prototyping and Validation

• Develop CAT II/III ground facility prototype to validate requirements and mitigate technical risk

• Develop avionics prototype to validate user equipment requirements

• CAT II/III Acquisition preparation– Drafting required documents according to FAA Acquisition

Management System (AMS) for CAT II/III acquisition decision• Integrated program Plan• Business Case

• Long-term GBAS: Single Frequency then Dual Frequency Approach– Upgrade to Dual Frequency dependent on dual frequency (L1,L5)

constellation



GBAS ScheduleFY09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

CAT I Non-Fed

CAT III StandardsMOPSRD/CONOPSSPEC

CAT III Prototype Ground

CAT III prototype avionics

CAT III Acquisition Milestones

Development/ implementation

Dual Frequency R&D

OPS Approval MEM/EWR

MOPS

GND prototype

FID IOC

CONOPS/RD

Draft Spec Updated Spec

Avionics Prototype

IID tbd

Development Implementation

Dual Frequency R&D



Boeing

•B 727-200 •GBAS FedEX STC

•B 737 NG •GBAS Option (forward fit and retrofit)

•B 747 - 8 •GBAS standard / 2010

•B 787 •GBAS standard / 2010

B787 866 aircraft

B747-8 108 aircraft

Total 974 aircraft

BOEING

B 787 / B747-8 Orders (GBAS standard)



Airbus

•A 380 •GBAS Option

•A 320 •GBAS Option (forward fit and retrofit)

•A 330/340 •GBAS Option / 2011

•A 350 •GBAS Option/2013 (also SBAS option)

AIRBUS

A 380-800 (60%GLS orders) 234 aircraft

A 350 493 aircraft

Total 724 aircraft

A 380/A 350 Orders (GBAS optional)



Airbus GBAS Equipage A380-ActualMAY 2010

Airline First commercial flight Number in service

Air France 20 November 2009 3

Emirates 1 August 2008 9 (4 GLS, 5 in retrofit)

Lufthansa 6 June 2010 1 GLS

Qantas 20 October 2008 6 GLS

Singapore Airlines 25 October 2007 10

Total 16 GLS capable



Summary

• Single frequency coverage is good within the countries fielding SBAS

• Dual frequency extends coverage outside reference networks & allows LPV operation in equatorial areas

• Expanding networks into southern hemisphere could allow global coverage of land masses

• Additional constellations allow even greater coverage with fewer stations



Summary Cont’d• Complete CAT I operational implementation at Newark • Establish the Houston GBAS project• Continue work to support NextGen strategies • Prepare AMS documentation for acquisition decision• Finalize CAT III standards for user equipment and

avionics• Develop CAT III ground facility prototype, CAT III

avionics prototype to validate requirements and interoperability



Questions


Administration23 June 2010•49

Conclusions

• Single frequency coverage is good within the countries fielding SBAS

• Dual frequency extends coverage outside reference networks & allows LPV operation in equatorial areas

• Expanding networks into southern hemisphere could allow global coverage of land masses

• Additional constellations allow even greater coverage with fewer stations



WAAS Transition Strategy

• Identify Activities and Work Efforts for remainder of WAAS Phase III (2009-2013) and Phase IV (2014 – 2028)– Identify the Overall work scope for next 5 years– Establish Workload Assignments (FAA and/or Vendor)– Supports Start of Next Phase (IV) and L5 Planning– Update Program Documentation – Coordinate as needed with NextGen, ADS-B and Backup

Navigation Activities– Develop overarching Schedule with milestones and identification

of key decision points



• CAT IIIa/b Precision Approach: supports the strategy to evolve towards a performance-based NAS by using a satellite based navigation system and onboard technologies.

• Precision Approach Access: GBAS provides precision approach capability where siting constraints have prevented ILS from being implemented or CAT III implementation is cost prohibitive.

• Removal of ILS Critical Areas: GBAS is not limited by the operational restrictions due to ILS critical areas and can reduce ground movement delays.

• Wake Turbulence: GBAS can provide multiple approach procedures on a single runway with different glide slope angles reduction in separation by mitigating wake turbulence.

• Closely Spaced Parallel Operations: GBAS has the capability of providing selectable glide paths, as well as displaced thresholds and providing the most accurate navigation to support all advancements in CSPO independent operations.

Benefit updates for GBAS CAT II/III - FAA Acquisition



• DCPS: GBAS provides differentially corrected positioning services within the terminal area to enable GBAS equipped users to fly complex RNAV/RNP procedures with higher availability.

• Surface Navigation: In conjunction with ADS-B equipment, early provision of GBAS PNT services may enable positioning service for surface movement, navigation, and virtual tower operations.

• RNAV/RNP: GBAS systems will enable early adoption of the navigation accuracy required in high density airspace for most mid-term and advanced concepts in the terminal environment.

• User Transition: GBAS CAT I also provides an early opportunity for operational familiarity with the procedures prior to the availability of GBAS Cat II/III systems.

Benefit updates for GBAS CAT II/III - FAA Acquisition

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