Keith McPhersonManager GNSSkeith.mcpherson@airservicesaustralia.com

Keith McPhersonManager GNSSkeith.mcpherson@airservicesaustralia.com

GRAS Phases 1 and 2 Development

ICAO Document “A32-19: Charter on the Rights and

Obligations of States Relating to GNSS Services” ……….

2. Every State and aircraft of all States shall have access, on a non-discriminatory basis under uniform conditions, to the use of GNSS services, including regional augmentation systems for aeronautical use within the area of coverage of such systems.

……….

4. Every State providing GNSS services, including signals, or under whose jurisdiction such services are provided, shall ensure the continuity, availability, integrity, accuracy and reliability of such services, including effective arrangements to minimize the operational impact of system malfunctions or failure, and to achieve expeditious service recovery.

Technology Overview

Regional AirportSydney Airport

Guided Departures- Situational Awareness- Accurate departure tracks - Environmental saving

Guided Departures- Situational Awareness- Accurate departure tracks - Environmental saving

-Increased Integrity-Supports ADS-B - accurate surveillance -Assists UPR & UPT-Mixed Mode operation with RNP

-Increased Integrity-Supports ADS-B - accurate surveillance -Assists UPR & UPT-Mixed Mode operation with RNP

- Increased safety, accuracy & integrity- More efficient approaches- Reduced infrastructure & real estate- Increased Guided missed approaches

- Increased safety, accuracy & integrity- More efficient approaches- Reduced infrastructure & real estate- Increased Guided missed approaches

GRAS Transmitters

GRAS 250ftGRAS 250ftGBAS 200ftGBAS 200ft

NPA 400-600ftNPA 400-600ft

GRAS Contract• Open tender process used• All tenderers capable of developing GRAS• Honeywell International selected• Contract signed 16 June 2005 for:

– Phase 1 (System Design) June 2005-February 2006

(extended 2 months by mutual agreement due holiday season)– Phase 2 (Production) 10 April 2006-December 2008– Rollout end 2008

Comparison of Systems

ABAS GBAS GRAS SBAS

Sovereign Control

Enroute Navigation

Non Precision Approaches

Approaches with Vertical Guidance

Precision Approaches

Cost of Infrastructure (if provider)

Standards in place (SARPs/MOPS/MASPS)

Meets ICAO Doc A32-19

Acceptance – Airline Manufacturers

Acceptance – Airline Associations

Acceptance – Air Navigation Service Providers

G

G

G

G

G

G

G

G

G

G GG

G

G

G G

G G

G G

G G G

G G G

G G GG

G G G

G G G

G

G

G G

G G

G

Galileo SatelliteSBAS Geo Satellite

GLONASS SatelliteGPS

Satellite

SBAS Geo(Ranging Signal Only)

ReferenceStations

GRAS MasterStation

TerrestrialCommunication Links

VDB

VDB

VDB

VDB

VDB

VDB

GRAS – Generic Architecture

Similar to SBAS and GBAS

GRAS Coverage Near Airports

Flight Level 150

5,000 feet

Augmented Cell Concept• A mini-cell with lower power

transmitter is placed to improve coverage

• Similar to a GBAS transmitter where coverage limited, perhaps to 23 nmiles for an approach

• H slot is used, but could also reuse A, B, or C slot if multiple mini-cells were needed

D

F

G

E

C

A

B

H

G

Completed

Current Activities

Planned

GRAS Status

Oct 2004: 11 Companies Registered

Nov 2004: 6 Companies Selected

Jan 2005: 4 Companies Responded

Mar 2005: Honeywell Selected

Jun 2005: Within forecasted budget

Apr 2006: Honeywell

End 2008: Commence Roll-out

Request For Proposals

Tenders Closed

Preferred Tender Selected

Phase 1 Contract Award (Design)

Request For Expression of Interest

Phase 2 Contract Start (Develop)

Roll-out

G

G

G

G

Stages Status

G

Usable SystemsStandards

• ICAO GBAS Cat-1 SARPs

issued

• ICAO GRAS SARPs 2006

• ICAO PANSOPS GBAS Cat-1

Procedures Designs 2004

• RTCA Minimum Operating

Performance Standards

(MOPS) 2006

Inputs

• Approved GBAS Cat-1

Earlier uptake of GNSS technology

• Approved GRAS (APV)

Less CFIT

• Synergies (GBAS and GRAS)

Total navigation package in one avionics

Outcomes

RISKS

Regulatory• Certification• Delegations

Technical• New technology• APEC Test Bed

Financial• Cost

Market• GBAS Support • GRAS Support• Uptake rate

Manufacturer• Uptake rate• Resources

Legal• Contracts• Liabilities

• GRAS contract• LAAS Contract FAA• Avionics GBAS/GRAS

Manufacturer

• Work with FAA under Technical Agreement• GRAS & GBAS certifications progress together

Regulator

Goal - gate to gate precision navigational service for aircraft

Inputs, Risks, Outcomes

ICAO Approval Status GRAS• Concept presented to ICAO

– Air Navigation Commission tasked GNSS Panel to develop GRAS SARPs in 1999

– Australia (Airservices) selected to develop SARPs

• Standards and Recommended Practices (SARPs)– November 2000 - Concept of Operations developed– 2001-2002: draft SARPs– 2002-2004: validation process– October 2004: Navigation Systems Panel endorses GRAS SARPs– March 2005: Air Navigation Commission agrees GRAS is complete, issues

State Letter seeking comment on GRAS SARPs– November 2005: Air Navigation Commission agrees to GRAS SARPs– 24 February 2006: ICAO Council approves GRAS SARPs– 17 July 2006: Effective Date of GRAS SARPs– 23 November 2006 - Applicability Date of Amendment 81

RTCA created new Working Group (WG-8) to develop the GRAS MOPS

Final draft ready for review by WG-8, October 2006

Validation being completed by avionics manufacturers

If cleared, GRAS MOPS will go through RTCA process and final review prior to being issued as a new RTCA document in 2007

FAA has stated it will issue a Technical Standard Order (TSO) for GRAS if there is sufficient manufacturing interest

Status of RTCA GRAS Avionics Minimum Operational Performance Standards (MOPS)

Working prototype installed in Australia fully SARPs compliant

Enroute integrity achieved

Approach integrity achieved - meets Approach with Vertical Guidance Level II

Proven software – based on WAAS and LAAS technology and underlying software

High integrity/high reliability software to be developed to RTCA DO-178B/278 standards

Avionics capable of seamless integration of GRAS and GBAS

GRAS - FeaturesGRAS - Features

Key Benefits of GRASKey Benefits of GRAS

• Enroute navigation over entire country• Non-Precision Approaches, Approaches with vertical guidance• No single point of failure for whole system• Inexpensive compared to SBAS• Reduce current navigation aids• Flexible tracking/free flight for domestic regional airlines• Curved/offset approaches to a runway• Elimination of step-down approaches• Improved runway utilisation• Robust VHF network for message delivery to aircraft• No additional equipment if GBAS avionics fitted• GRAS only avionics for General Aviation• Does not require CAT I infrastructure on the airport• Signal available for enroute• One frequency across country (reduces spectrum needs)

Thank you

In 1928, Australian pilots landed on GRAS