gnss
BENGKEL TEKNOLOGI DAN APLIKASI SISTEM SATELIT NAVIGASI GLOBAL (GNSS) 27 – 28 September 2010
1
GNSS APPLICATION FOR AVIATION IN MALAYSIA
2
Current – Ground-Based Navigation Systems • En-route navigation -: • VHF Omnidirectional Radio Range (VOR) • Non-directional beacon (NDB) • DME (Distance Measuring Equipment) • Precision approaches:• MLS (Microwave Landing System) • ILS (Instrument Landing System) • DME 3
Current – Ground-Based Navigation Systems Navigation: Current Environment
Air Traffic Services
VOR/DME
NDB
Instrument Landing System (ILS)/Microwave Landing System (MLS)
4
New – Satellite-Based Navigation Systems • GNSS – Global Navigation Satellite System • A global position & time determination system • Include a core satellite constellations, aircraft receivers, integrity monitoring & augmentation systems • GNSS – GPS , GLONASS, GALILEO • ICAO endorsed satellite navigation – the primary future navigation:• ABAS (Aircraft-based Augmentation System) • SBAS (Satellite-based Augmentation System) • GBAS (Ground-based Augmentation System) • GRAS (Ground-based Regional Augmentation System)
5
GNSS – GPS Overview Space Segment
User Segment
Ground Antennas Master Control Station
Monitor Stations
FAIRBANKS COLORADO SPRINGS
Control Segment
SOUTH KOREA
USNO WASH D.C. VANDENBERG, AFB
CAPE CANAVERAL BAHRAIN
HAWAII Master Control Station
Master Control Station Ground Antennas (GA)
ENGLAND
ASCENSION
Monitor Stations (MS)
National Geospatial-Intelligence Agency (NGA) Station Alternate Master Control Station (AMCS)
ECUADOR
ARGENTINA
KWAJALEIN
DIEGO GARCIA
TAHITI
SOUTH AFRICA
Slide 6
6
NEW ZEALAND
New – Satellite-Based Navigation Systems
SBAS
ABAS
GBAS
7
What does GNSS do for civil aviation? • “Sattelite-based navigation” allows more aircraft in our airspace: • Guarantee of a 27-30+ satellite constellation will reduce en-route and terminal spacing • GNSS will reduce fuel burn and greenhouse gas emissions: • More direct, time-based routings • GNSS Timing – better precision operations • GNSS Surveillance for safer and more efficient operations due to position awareness: • Reduced runway incursions • Provides greater situational awareness • Increased capacity – with increased safety 8
NextGen and SESAR – GNSS dependency: • RNAV/RNP - GNSS • VNAV - GNSS • GBAS/LAAS - GNSS
• SBAS/WAAS - GNSS • ADS-B - GNSS • CDTI - GNSS
• Curved Path - Approaches - GNSS • Surface Traffic Applications - GNSS – ASDE-X, RAAS, TIS
• FANS/Data Communications - GNSS
9
ATL departure paths before RNAV
10
ATL with RNAV – accuracy!
11
Optimum Profile Descents are the future of all approaches – large fuel savings and fewer emissions! Route uploaded to FMS for Merging and Spacing
Constant Descent Approach CDTI Assisted Visual Separation
12
• Application of GNSS systems – Satellite Based Augmentation Systems (SBAS) – Ground Based Augmentation Systems (GBAS) – Multi Constellation of GNSS such as GLONASS, GALILEO and GPS – Desirable backup systems (e.g., VOR/DME/ILS)
13
Satellite-Based Augmentation System •
Although SBAS was designed for aviation, the largest number of SBAS users, arguably, is in the professional mapping, surveying, and machine guidance community.
14
15
To Achieve Application of GNSS WGS 84 for all civil aviation facilities Monitoring and Prediction Systems Use GNSS GNSS NPA and APV Baro VNAV for all runway ends RNAV and RNP routes and approaches SBAS authorization and potential monitor stations Continue to monitor GBAS development 16
Technologies Modeled Architecture GPS/RAIM
Frequencies
En Route
NPA
RNP0.1
APV
Single
X
X
X
Baro/VNAV
GLS/ CAT I
CAT III
GPS/GRAS
WAAS X commissioned X X 7/2003 X MSAS commissioned 9/2007 en route through LNAV commissioned 2010?XGAGAN? Not currentlyEGNOS being fielded Single X X X
GPS/GBAS
Approved Category and Single NE I Avionics NE NE GroundXStation
GPS/SBAS
Single
X
Modernized GPS / RAIM
First Dual Satellite Launched X XMay 2010 X
NE
NE
M-GPS / SBAS
Dual X X X Still in Concept or Development Dual NE NE NE
X
X
X
X
M-GPS / GBAS Galileo M-GPS + Galileo/RAIM M-GPS+ Galileo/SBAS
X
Dual X X X deployment NE workNE Test satellites launched and some packages awarded Dual
X
X
X
Still in Concept or Development Dual X X X
X: Service may be provided NE: Not evaluated
NE
NE
X
X 17
• WGS 84 for all civil aviation facilities • Monitoring and Prediction Systems • Use GNSS – RNAV and RNP routes and approaches – GNSS NPA and APV Baro VNAV for all runway ends • SBAS authorization and potential monitor stations • Continue to monitor GBAS development http://www.jeppesen.com/company/publications/wgs-84.jsp
18
• Category I GBAS is now available – Certified for IFR use – Available on new aircraft and with retrofit • Potential for full Category I vertically-guided approaches at all runway ends – Potentially including neighboring airports where line of sight available and integrity assured • Ionospheric effects largely mitigated – A problem for SBAS and GRAS in equatorial areas Category II/III GBAS available in the next few years 19
• Plan for eventual GBAS implementation where economic and safety benefits are present – Category I minimums and eventually Category II/III • Develop GNSS vertically-guided approaches at all runway ends now – Significant safety benefits • Day or night • Bad or good weather • At ILS runways (for when ILS is out of service) – Improved airport access (lower weather minimums) – No ground infrastructure required – Most Boeing, Airbus, and Regional Jets are equipped to fly 20
Considerations for Implementation
21
WGS 84 • Fully implement WGS-84 – Conversion of local datum coordinates to WGS-84 is an adequate first step • A bad survey location from the old datum will be transferred to WGS-84 – Recommend a program to re survey appropriate data points using certified GPS survey equipment • Provides higher integrity of WGS-84 positions 22
Use GNSS Now! • RNAV or RNP routes, including departures and arrivals • NPA • NPA-BARO/VNAV
• TSO-145a/146a are superior GPS receivers (improved RAIM, exclusion capability, etc.), but TSO-129 receivers are widely installed and their use should be encouraged
23
Monitoring and Prediction of GPS Navigation • ICAO Recommend that States acquire a monitoring and prediction system for GPS that can produce NOTAM information – Possible to share among Economies – System should also provide capability to eventually include augmentation systems – Systems currently developed or in development need to be validated for performance 24
Interference Mitigation • State responsibility with the capability to detect the source of signals that interfere with GPS • State to develop capability to detect and locate interference to GPS signals – Capability should provide for future monitoring of Galileo and Modernized GPS signals • Appropriate regulations should be in force that allow interfering signals to be removed 25
SBAS • When commissioned, MSAS can provide significantly increased GNSS service in the Asia-Pacific Region – No additional ground stations required for improved service • States should authorize the use of SBAS when commissioned • Additional ground stations provide the potential for transition to dual-frequency SBAS 26
Unaugmented GPS En Route (RAIM)
27
Unaugmented GPS NPA or NPA-BARO/VNAV (RAIM)
28
SBAS En Route Existing MSAS Ground Stations
29
SBAS NPA or NPA-BARO/VNAV Existing MSAS Ground Stations
30
SBAS RNP .1 Existing MSAS Ground Stations
31
MSAS NPA or NPA-BARO/VNAV 14 MSAS Ground Stations
32
Galileo and Modernized GPS • When developed, the use of Galileo open service should be authorized – Very high availability of en route through NPA or NPA-BARO/VNAV service when combined with GPS or Modernized GPS • Augmentations of Galileo and Modernized GPS should be monitored for future authorization – Potential for APV and GLS in the entire Asia-Pacific Region if ground stations installed in all or most economies 33
GBAS • There is potential for local applications of GBAS Category I standards • Category II/III and widespread implementation of Category I are believed to be further into the future • Recommend ILS infrastructure be maintained while monitoring the status of the development of GBAS, especially GBAS Category II/III and the installation of GBAS avionics
34
Local Differential GPS (e.g. GBAS) • A stationary receiver at a known location measures position using all SVs in view – Calculates BIAS corrections for each SV – Transmits scalar corrections for each SV to user receivers – Capable of accuracy in the sub-meter range
35
Summary of Results by Economy Economy Thailand Korea Malaysia Indonesia Philippines Vietnam Chinese Taipei Singapore Hong Kong
•
$ $ $ $ $ $ $ $ $
GPS 999,608 888,158 616,248 1,043,304 266,152 192,187 632,378 432,420 532,099
$ $ $ $ $ $ $ $ $
NPV ($000) SBAS 980 1,384 468 9,218 (1,633) (732) (257) (1,436) (1,231)
$ $ $ $ $ $
GRAS (46,437) (54,854) (43,715) (73,847) NA (56,547) (38,154) NA NA
GPS + + + + + + + + +
IRR SBAS 20.7% 22.9% 15.1% 53.6% 2.3% -
Resulting trend can be generalized from costs and benefits as modeled – GPS returns are always positive – SBAS returns are mixed – GRAS returns are negative • GRAS not modeled for the Philippines, Singapore, or Hong Kong 36
General Observations • GPS has a strongly positive NPV for all Economies – Analysis includes costs of WGS-84, instrument approaches, and monitoring/prediction of GNSS – Use of SBAS without installing a ground station has similar NPV as GPS • Attain higher GPS availability with little or no additional cost • SBAS with a ground station may have a positive or negative NPV – Sensitive to assumptions of user equipage and ability to decommission traditional navigation aids – Dependent on number of traditional navigation aids • GRAS NPV is negative – Generally requires other justifications than financial 37
PERFORMANCE BASED ACITIVITES RNAV / RNP 10 En-route Implemented RNAV SID All Airports by 2010 RNAV STAR Implemented at all major airports RNAV (GNSS) NPA At KLIA Plan at other major airports by 2010 GBAS for Precision Approaches: Plan at Major international airports by 2014?
38
Why PBN? •
The global aviation community faces significant challenges. As demand for air transportation services increase, States are obliged to find solutions to safely increase capacity, efficiency, and access, e.g. to terrain challenged airports.
•
These constraints are largely a result of reliance upon conventional ground-based navigation aids (e.g., VOR, NDB, ILS), which limit routes and procedures to the physical locations of ground-based navigation aids.
•
These ground-based systems have served the aviation community well since inception; however, they do not permit the flexibility of point-to-point operations available with PBN to meet the challenges of today and the future. 39
What is PBN? • PBN is mainly about transitioning to area navigation in a globally harmonized fashion by means of implementing navigation specifications • ...transitioning from conventional navigation to area navigation (RNAV) from local/regional RNAV to performance-based navigation • ...globally harmonized to reduce the number of operational approvals required by air operators to enable airlines to operate seamlessly from one State to another 40
PBN IS A TRANSITION
41
A Harmonized Transition • Global ATM Operational Concept (Doc 9854) provides the vision – Integrated, harmonized and globally interoperable ATM system
• The Global Air Navigation Plan (Doc 9750) reinforces – Global Plan Initiative 5- incorporating advanced aircraft navigation capabilities into the air navigation infrastructure
• The PBN Manual (Doc 9613) provides the framework and methodology • The ASIA/PACIFIC Regional PBN Implementation Plan provides a basic strategy 42
An Obligation of States Resolution A36-7 resolved that ICAO would implement the Global Air Navigation Plan Calls upon States… to cooperate in the development and implementation of regional, sub-regional and national plans based on the framework of global plans; Resolution A36-23 urges all States and planning and implementation regional groups (PIRGs) complete a PBN implementation plan by 2009
43
PBN IS AN ENABLER
44
PBN is one Enabler of an Airspace Concept Seamless Vertical Path
Ground NAVAIDs
Obstacle Clearance Areas Narrower Obstacle Clearance Area Waypoints
Curved paths
Conventional Navigation
Area Navigation (RNAV)
PBN: Required Navigation Performance 45
PBN Can Deliver
Efficiency
Environmental
Safety Access/Payload
Capacity
46
Questions?
47
1
GNSS APPLICATION FOR AVIATION IN MALAYSIA
2
Current – Ground-Based Navigation Systems • En-route navigation -: • VHF Omnidirectional Radio Range (VOR) • Non-directional beacon (NDB) • DME (Distance Measuring Equipment) • Precision approaches:• MLS (Microwave Landing System) • ILS (Instrument Landing System) • DME 3
Current – Ground-Based Navigation Systems Navigation: Current Environment
Air Traffic Services
VOR/DME
NDB
Instrument Landing System (ILS)/Microwave Landing System (MLS)
4
New – Satellite-Based Navigation Systems • GNSS – Global Navigation Satellite System • A global position & time determination system • Include a core satellite constellations, aircraft receivers, integrity monitoring & augmentation systems • GNSS – GPS , GLONASS, GALILEO • ICAO endorsed satellite navigation – the primary future navigation:• ABAS (Aircraft-based Augmentation System) • SBAS (Satellite-based Augmentation System) • GBAS (Ground-based Augmentation System) • GRAS (Ground-based Regional Augmentation System)
5
GNSS – GPS Overview Space Segment
User Segment
Ground Antennas Master Control Station
Monitor Stations
FAIRBANKS COLORADO SPRINGS
Control Segment
SOUTH KOREA
USNO WASH D.C. VANDENBERG, AFB
CAPE CANAVERAL BAHRAIN
HAWAII Master Control Station
Master Control Station Ground Antennas (GA)
ENGLAND
ASCENSION
Monitor Stations (MS)
National Geospatial-Intelligence Agency (NGA) Station Alternate Master Control Station (AMCS)
ECUADOR
ARGENTINA
KWAJALEIN
DIEGO GARCIA
TAHITI
SOUTH AFRICA
Slide 6
6
NEW ZEALAND
New – Satellite-Based Navigation Systems
SBAS
ABAS
GBAS
7
What does GNSS do for civil aviation? • “Sattelite-based navigation” allows more aircraft in our airspace: • Guarantee of a 27-30+ satellite constellation will reduce en-route and terminal spacing • GNSS will reduce fuel burn and greenhouse gas emissions: • More direct, time-based routings • GNSS Timing – better precision operations • GNSS Surveillance for safer and more efficient operations due to position awareness: • Reduced runway incursions • Provides greater situational awareness • Increased capacity – with increased safety 8
NextGen and SESAR – GNSS dependency: • RNAV/RNP - GNSS • VNAV - GNSS • GBAS/LAAS - GNSS
• SBAS/WAAS - GNSS • ADS-B - GNSS • CDTI - GNSS
• Curved Path - Approaches - GNSS • Surface Traffic Applications - GNSS – ASDE-X, RAAS, TIS
• FANS/Data Communications - GNSS
9
ATL departure paths before RNAV
10
ATL with RNAV – accuracy!
11
Optimum Profile Descents are the future of all approaches – large fuel savings and fewer emissions! Route uploaded to FMS for Merging and Spacing
Constant Descent Approach CDTI Assisted Visual Separation
12
• Application of GNSS systems – Satellite Based Augmentation Systems (SBAS) – Ground Based Augmentation Systems (GBAS) – Multi Constellation of GNSS such as GLONASS, GALILEO and GPS – Desirable backup systems (e.g., VOR/DME/ILS)
13
Satellite-Based Augmentation System •
Although SBAS was designed for aviation, the largest number of SBAS users, arguably, is in the professional mapping, surveying, and machine guidance community.
14
15
To Achieve Application of GNSS WGS 84 for all civil aviation facilities Monitoring and Prediction Systems Use GNSS GNSS NPA and APV Baro VNAV for all runway ends RNAV and RNP routes and approaches SBAS authorization and potential monitor stations Continue to monitor GBAS development 16
Technologies Modeled Architecture GPS/RAIM
Frequencies
En Route
NPA
RNP0.1
APV
Single
X
X
X
Baro/VNAV
GLS/ CAT I
CAT III
GPS/GRAS
WAAS X commissioned X X 7/2003 X MSAS commissioned 9/2007 en route through LNAV commissioned 2010?XGAGAN? Not currentlyEGNOS being fielded Single X X X
GPS/GBAS
Approved Category and Single NE I Avionics NE NE GroundXStation
GPS/SBAS
Single
X
Modernized GPS / RAIM
First Dual Satellite Launched X XMay 2010 X
NE
NE
M-GPS / SBAS
Dual X X X Still in Concept or Development Dual NE NE NE
X
X
X
X
M-GPS / GBAS Galileo M-GPS + Galileo/RAIM M-GPS+ Galileo/SBAS
X
Dual X X X deployment NE workNE Test satellites launched and some packages awarded Dual
X
X
X
Still in Concept or Development Dual X X X
X: Service may be provided NE: Not evaluated
NE
NE
X
X 17
• WGS 84 for all civil aviation facilities • Monitoring and Prediction Systems • Use GNSS – RNAV and RNP routes and approaches – GNSS NPA and APV Baro VNAV for all runway ends • SBAS authorization and potential monitor stations • Continue to monitor GBAS development http://www.jeppesen.com/company/publications/wgs-84.jsp
18
• Category I GBAS is now available – Certified for IFR use – Available on new aircraft and with retrofit • Potential for full Category I vertically-guided approaches at all runway ends – Potentially including neighboring airports where line of sight available and integrity assured • Ionospheric effects largely mitigated – A problem for SBAS and GRAS in equatorial areas Category II/III GBAS available in the next few years 19
• Plan for eventual GBAS implementation where economic and safety benefits are present – Category I minimums and eventually Category II/III • Develop GNSS vertically-guided approaches at all runway ends now – Significant safety benefits • Day or night • Bad or good weather • At ILS runways (for when ILS is out of service) – Improved airport access (lower weather minimums) – No ground infrastructure required – Most Boeing, Airbus, and Regional Jets are equipped to fly 20
Considerations for Implementation
21
WGS 84 • Fully implement WGS-84 – Conversion of local datum coordinates to WGS-84 is an adequate first step • A bad survey location from the old datum will be transferred to WGS-84 – Recommend a program to re survey appropriate data points using certified GPS survey equipment • Provides higher integrity of WGS-84 positions 22
Use GNSS Now! • RNAV or RNP routes, including departures and arrivals • NPA • NPA-BARO/VNAV
• TSO-145a/146a are superior GPS receivers (improved RAIM, exclusion capability, etc.), but TSO-129 receivers are widely installed and their use should be encouraged
23
Monitoring and Prediction of GPS Navigation • ICAO Recommend that States acquire a monitoring and prediction system for GPS that can produce NOTAM information – Possible to share among Economies – System should also provide capability to eventually include augmentation systems – Systems currently developed or in development need to be validated for performance 24
Interference Mitigation • State responsibility with the capability to detect the source of signals that interfere with GPS • State to develop capability to detect and locate interference to GPS signals – Capability should provide for future monitoring of Galileo and Modernized GPS signals • Appropriate regulations should be in force that allow interfering signals to be removed 25
SBAS • When commissioned, MSAS can provide significantly increased GNSS service in the Asia-Pacific Region – No additional ground stations required for improved service • States should authorize the use of SBAS when commissioned • Additional ground stations provide the potential for transition to dual-frequency SBAS 26
Unaugmented GPS En Route (RAIM)
27
Unaugmented GPS NPA or NPA-BARO/VNAV (RAIM)
28
SBAS En Route Existing MSAS Ground Stations
29
SBAS NPA or NPA-BARO/VNAV Existing MSAS Ground Stations
30
SBAS RNP .1 Existing MSAS Ground Stations
31
MSAS NPA or NPA-BARO/VNAV 14 MSAS Ground Stations
32
Galileo and Modernized GPS • When developed, the use of Galileo open service should be authorized – Very high availability of en route through NPA or NPA-BARO/VNAV service when combined with GPS or Modernized GPS • Augmentations of Galileo and Modernized GPS should be monitored for future authorization – Potential for APV and GLS in the entire Asia-Pacific Region if ground stations installed in all or most economies 33
GBAS • There is potential for local applications of GBAS Category I standards • Category II/III and widespread implementation of Category I are believed to be further into the future • Recommend ILS infrastructure be maintained while monitoring the status of the development of GBAS, especially GBAS Category II/III and the installation of GBAS avionics
34
Local Differential GPS (e.g. GBAS) • A stationary receiver at a known location measures position using all SVs in view – Calculates BIAS corrections for each SV – Transmits scalar corrections for each SV to user receivers – Capable of accuracy in the sub-meter range
35
Summary of Results by Economy Economy Thailand Korea Malaysia Indonesia Philippines Vietnam Chinese Taipei Singapore Hong Kong
•
$ $ $ $ $ $ $ $ $
GPS 999,608 888,158 616,248 1,043,304 266,152 192,187 632,378 432,420 532,099
$ $ $ $ $ $ $ $ $
NPV ($000) SBAS 980 1,384 468 9,218 (1,633) (732) (257) (1,436) (1,231)
$ $ $ $ $ $
GRAS (46,437) (54,854) (43,715) (73,847) NA (56,547) (38,154) NA NA
GPS + + + + + + + + +
IRR SBAS 20.7% 22.9% 15.1% 53.6% 2.3% -
Resulting trend can be generalized from costs and benefits as modeled – GPS returns are always positive – SBAS returns are mixed – GRAS returns are negative • GRAS not modeled for the Philippines, Singapore, or Hong Kong 36
General Observations • GPS has a strongly positive NPV for all Economies – Analysis includes costs of WGS-84, instrument approaches, and monitoring/prediction of GNSS – Use of SBAS without installing a ground station has similar NPV as GPS • Attain higher GPS availability with little or no additional cost • SBAS with a ground station may have a positive or negative NPV – Sensitive to assumptions of user equipage and ability to decommission traditional navigation aids – Dependent on number of traditional navigation aids • GRAS NPV is negative – Generally requires other justifications than financial 37
PERFORMANCE BASED ACITIVITES RNAV / RNP 10 En-route Implemented RNAV SID All Airports by 2010 RNAV STAR Implemented at all major airports RNAV (GNSS) NPA At KLIA Plan at other major airports by 2010 GBAS for Precision Approaches: Plan at Major international airports by 2014?
38
Why PBN? •
The global aviation community faces significant challenges. As demand for air transportation services increase, States are obliged to find solutions to safely increase capacity, efficiency, and access, e.g. to terrain challenged airports.
•
These constraints are largely a result of reliance upon conventional ground-based navigation aids (e.g., VOR, NDB, ILS), which limit routes and procedures to the physical locations of ground-based navigation aids.
•
These ground-based systems have served the aviation community well since inception; however, they do not permit the flexibility of point-to-point operations available with PBN to meet the challenges of today and the future. 39
What is PBN? • PBN is mainly about transitioning to area navigation in a globally harmonized fashion by means of implementing navigation specifications • ...transitioning from conventional navigation to area navigation (RNAV) from local/regional RNAV to performance-based navigation • ...globally harmonized to reduce the number of operational approvals required by air operators to enable airlines to operate seamlessly from one State to another 40
PBN IS A TRANSITION
41
A Harmonized Transition • Global ATM Operational Concept (Doc 9854) provides the vision – Integrated, harmonized and globally interoperable ATM system
• The Global Air Navigation Plan (Doc 9750) reinforces – Global Plan Initiative 5- incorporating advanced aircraft navigation capabilities into the air navigation infrastructure
• The PBN Manual (Doc 9613) provides the framework and methodology • The ASIA/PACIFIC Regional PBN Implementation Plan provides a basic strategy 42
An Obligation of States Resolution A36-7 resolved that ICAO would implement the Global Air Navigation Plan Calls upon States… to cooperate in the development and implementation of regional, sub-regional and national plans based on the framework of global plans; Resolution A36-23 urges all States and planning and implementation regional groups (PIRGs) complete a PBN implementation plan by 2009
43
PBN IS AN ENABLER
44
PBN is one Enabler of an Airspace Concept Seamless Vertical Path
Ground NAVAIDs
Obstacle Clearance Areas Narrower Obstacle Clearance Area Waypoints
Curved paths
Conventional Navigation
Area Navigation (RNAV)
PBN: Required Navigation Performance 45
PBN Can Deliver
Efficiency
Environmental
Safety Access/Payload
Capacity
46
Questions?
47
