AEEC 2013 Presentation to the

Airlines and the Aviation Industry

Multi-Frequency/Multi-Constellation
(MFMC) GNSS Receivers
Value for Aviation and Airlines
John Studenny – CMC GPS Product Manager
Alain Beaulieu – CMC Program Manager – GPS and LPV/GLS Programs
Michel Gonthier – CMC GPS System Engineer
Rex Hygate – CMC Marketing and Sales Manager

This proprietary document and all information contained therein is the property of Esterline CMC Electronics (CMC), its divisions and subsidiaries.
It may not be used, copied, reproduced or otherwise dealt with, nor may its contents be communicated to others in whole or in part, without the
express written consent of CMC. It may not be used directly or indirectly for purposes other than those expressly granted in writing by CMC.
 Agenda
• Introduction… What airlines see as value
• GPS, SBAS, GBAS… What we have today
• Brief Overview of Today’s Technology
• Future Airline Business Needs
• Current and Future Mandates
• Future GNSS and Their Signals
• Future GNSS Receivers
• MCMF Receiver Technology and Complexity

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Value for Aviaiton and the Airlines
 Introduction
• Avionics: what value proposition to the Airlines?
– Will new avionics reduce operating costs?
• Operation costs – fuel consumption
– Support more efficient (RNP) routes
– LPV & GLS approaches (no delays)
• Single type of equipage used globally
• Minimize training costs
– Will avionics support new mandates?
• ADS-B mandates (2020 or earlier)
• GLONASS mandates (2017)
• Reducing use of ILS is a possible mandate
• Any future state-imposed GNSS mandate
• Jamming and spoofing detection mandates
– Will avionics enable business expansion?
• RNP, LPV, and GLS operations may open
new routes and destinations,
may increase passenger traffic (= new revenue).

Acquisition of (new) avionics justified when the business benefits.

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Value for Aviaiton and the Airlines
GPS, SBAS, GBAS & GLONASS: What’s available today
GPS SBAS GBAS GLONASS

COST REDUCTION
“on-schedule” SIDS & STARS

Support RNP & more efficient routes

0.3? 0.1 0.3?
CURRENT MANDATES
ADS-B SA-AWARE

GLONASS

Support New Destinations/Business

Terminal Area support
(availability>99.999%)
Non-Precision Appr (availability>99.999%)

CAT – I

CAT II/III expected

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GPS, SBAS, GBAS… What we have today (cont.)
Technology that CAN be used by Airlines TODAY:
• GPS
– Basic Navigation, RNP0.11 (best case) with INS integration
• SBAS
– Provide RNP support up to RNP 0.1, INS not required
– Provide LPV approaches up to CAT-I equivalent
• GBAS
– Provide GLS approaches up to CAT-I equivalent today
CAT-II/III is being worked and is expected around 2017
• GLONASS
– Similar to GPS, can be augmented by SBAS (SDCM) and GBAS CAT-I
– Certification basis developed by Russia;
can certify GLONASS as a NON-TSO function in North America.
– Mandated for installation in Russian registered aircraft,
but not explicit on how/when to use GLONASS in flight.

Today’s technology appears to satisfy most airline business needs

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GPS, SBAS, GBAS… Equipage Status Today
• GPS, SBAS, and GBAS Deployment on Airliners
– GPS installed in most commercial passenger aircraft.
Factor for change: better (more efficient) airspace use, safety,
the de-facto world GNSS standard today.

– SBAS not accepted by air transport in general, LP/LPV even less so.
Resistance to equip with SBAS continues.
Factors for change: ADS-B compliance, no new ILS deployments & aging ILS
replaced with LPV approaches, more stringent Missed Approach requirements,
better RNP routes and airspace, WGS-84 height source (EGPWS & TAWS), safety,
on its way to becoming a de-facto GNSS CAT-I world standard.

– GBAS not asked for by commercial air transport in general. ILS heavily used.
Factors for change: approved certification basis as CAT-II/III solution & Government
acquisition of ground stations, aging ILSs replaced with GBAS,
GBAS as a possible CAT-I solution where SBAS LPV coverage not provided (until
SBAS catches up with coverage),
not a de-facto CAT-I/II/III world standard until a major GBAS deployment happens.

– GLONASS
Factor: mandates imposed on Russian registered aircraft in Russia only,
not a de-facto world standard, appears confined to Russia.

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 Brief Overview of Today’s Technology
• GPS
– Lots of SA-ON hardware still flying.
– SA-OFF recently introduced
– Issues:
• lacks sufficient INTEGRITY (high traffic ADS-B?, RNP?),
supplemented with integrated IRS solution (expensive)
• will not support precision approach unless augmented
– Positive: stable and proven operation over decades
Single frequency
• SBAS ‘GPS L1’
– is a GPS augmentation, capability to support GNSS
– provides INTEGRITY (Primary Mission) and
DIFFERENTIAL CORRECTIONS (for LP & LPV)
– superb accuracy & integrity in entire coverage area
– supports CAT-I precision approaches WITHOUT any
reliance on airport infrastructure investments –
it’s all in the avionics
– not expected to support CAT-II/III ever (even with L1+L5)
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 Brief Overview of Today’s Technology (cont.)
• GBAS
– Is a GPS augmentation system but unlike SBAS, requires
the use of a VHF Data Broadcast (VDB) uplink signal
from ground station to avionics.

– VDB signal occupies localizer band (108-118 MHz).

Issues:
• What antenna will be used as a VDB antenna?
• VDB avionics system performance considered to be very GPS L1
stringent
and VDB
– Very, very few GBAS ground stations, unlikely to change.

– Currently, GBAS certification supports CAT-I ONLY

– Work underway to support GBAS CAT-II/III;

Issue is insufficient INTEGRITY
(ionosphere refuses to cooperate…).
GBAS CAT-II/III Certification with L1 only
will be done with 9X% availability, the “X” is TBD…
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 Commercial Aviation Future Business Needs
• Must fly and save/make money:
Cost side:
• Lower cost of equipment acquisition & ownership
• Lower training costs
• A global “all-in” GPS receiver (GPS/SBAS/GBAS/etc…)
This could be • Better and more efficient routes/air space, reduce fuel cost
alleviated with
today’s • Guaranteed time of departure and arrival – meet schedule &
technology reduce delays, costs of delays

– What new costs are coming:

• Mandates can impact business & force an artificial business
case: No mandated equipage = No authorisation to fly
Impact:
– Forced equipage to meet mandate
– Marginal (cost) performance improvement

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Value for Aviaiton and the Airlines
Current and Future Mandates
• Current Mandate: GLONASS
– Russian Government requires use of GLONASS
for Russian registered aircraft.
– SDCM is the Russian equivalent of WAAS,
supports GPS, GLONASS, in future GALILEO
– Mandate unclear concerning GLONASS use in flight deck

• Possible fallout mandates for GNSS equipage

– GALILEO mandate in Europe?
– BEIDOU-2 mandate in China?
– Other nation states?
– Concerns:
• Liability, who pays in case of incident?
• Enforcement, when/how to use in the flight deck?
• Certification? Standards (ICAO?)? Processes?
• Cost? Real & tangible benefits?
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Value for Aviaiton and the Airlines
Future GNSS and Their Signals
• Compatibility among new GNSS (with as GPS baseline)

GPS SBAS GALILEO GLONASS BEIDOU-2

Dual Freq
‘L1 – L5’
Dual Freq
‘NEAR
L1 – L5’

FDMA

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Value for Aviaiton and the Airlines
Today’s GNSS Signal Spectrum
ARNS ARNS
E5/L5 Band L2 Band E6 Band E1/L1 Band

FDMA

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 Future GNSS Signal SpectrumARNS ARNS
E5/L5 Band L2 Band E6 Band E1/L1 Band

FDMA

Proposed
CDMA

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Value for Aviaiton and the Airlines
Future GNSS Receivers

Benefits of

Dual Frequency Receivers:

Measure and eliminate ionospheric induced errors
– Fewer SBAS remote integrity monitor stations (RIMS) needed
(since ionospheric induced errors can be measured by dual
frequency receivers, do not need to monitor/model ionosphere).
– INTEGRITY improvement: CAT-I performance world wide with
significantly reduced number of RIMS because ionosphere
ceases to be a problem.
– GBAS CAT II/III performance and INTEGRITY is ASSURED
because ionosphere ceases to be a problem.

Dual Frequency receivers can provide a significant improvement in

air transport capability and lower national infrastructure cost
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Value for Aviaiton and the Airlines
Future GNSS Receivers (cont.)

Issues concerning

Dual Frequency Receivers:

Too many frequency bands
– Situation: L1 + L5 + FDMA exist today. Antennas: one L1 + L5 antenna,
one FDMA antenna. Combined wideband and meet aviation RFI
requirements not possible – cross-band RF pollution is very likely.
– Single antennas for L1 + L5 and “near” L1 + “near” L5 and FDMA
are UNLIKELY due to interference requirements.
– “Near” L1 & L5 are too many bands for benefit to Commercial Aviation.
– Multi-antenna aircraft installation is a problem, issues: placement, EMI,
radiation patterns, etc… STCs may become challenged.

One L1+L5 dual frequency band recommended. Encourage a L1 + L5 standard.

If we Coexist with legacy FDMA then 2 antennas likely.

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Value for Aviaiton and the Airlines
Future GNSS Receivers (cont.)

Benefits of

Multi-Constellation Receivers:
More measurements, constellation independence
– Fallback modes – when one constellation fails, another awaits.
– National independence for each state with its own GNSS
– Possible INTEGRITY improvement . Not clear if ultimately
beneficial in the flight deck.
– Possibly improved spoofing resilience.
– Satisfy future mandate requirements.

Constellation and national GNSS independence

can be strong drivers behind mandates.
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Value for Aviaiton and the Airlines
Future GNSS Receivers (cont.)

Issues concerning

Multi-Constellation Receivers:
Complex. Expensive. Potentially many antennas.
– International standards development (ICAO?) meeting place is
essential.
– Certification treaties highly recommended =>
recognition of one state’s certification by another.
– No international agreement on how to protect navigation bands
and deal with jammers and spoofers (law-making).
– The rules: when & where to use what GNSS and how.

Cost. Complexity. Certification. Mandates.

Lots of questions, no answers.
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Value for Aviaiton and the Airlines
MCMF Receivers - The Future Today
Standards, Certification, Timelines.
– RTCA: L1 + L5 Antenna MOPS work underway, completion: 2015/6?

– NO L1 + L5 GNSS Receiver MOPS development work at all.

– Eurocae working Dual Frequency GALILEO MOPS. Final MOPS 2019?

– US has treaty in place with EC for GALILEO MOPS.

Timelines for (L1 + L5) GPS/SBAS + GALILEO standards development
do not have firm schedules. No certification basis exists at this time.

– Russian standards: available for GLONASS from Russian certification

office and from ICAO. Available now, but certification process?

– BEIDOU-2 is UNKNOWN, but it is coming > 2020.

– While we suspect mandates may happen, no idea when they will happen.

– ICAO: a possible meeting place for world standards.

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Value for Aviaiton and the Airlines
GNSS Receiver Technology and Complexity
• GPS,GALILEO,SBAS L1 front end
• GPS,GALILEO,SBAS L5 front end -Multi-signal processing
-Multi-solutions & RAIM
• FDMA (GLONASS) front end -Multi-fallback modes
• Beidou-2 near L1 + near L5?
• Others?
Highly complex processing
Requires significant
Jamming and spoofing computations compared to
detection with crew alerting GPS/SBAS/GBAS L1-only
Certified receivers
Assuming procedures in place
to seek out jammers and spoofers

MCMF Receivers will be complex which will drive cost

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Value for Aviaiton and the Airlines
MOPS & ICDs
• Aviation receiver manufacturers require design guideline documents

MOPS ICD
GPS & SBAS GPS L1+L5 ICD stable,
L1 + L5 Non Existent
no SBAS L5 ICD

GALILEO In development Appears to be stable

GLONASS MOPS exist Stable

BEIDOU-2 Non Existent May Change

Most Standards are not ready for MCMF Receivers

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Value for Aviaiton and the Airlines
Closing Remarks
• Current single frequency L1 GPS/SBAS/GBAS not fully exploited by aviation.
Hesitation in adopting current technology colors any business MCMF development
negatively – result: manufacturers’ investment into MCMF development questionable.

• Current single frequency L1 GPS/SBAS/GBAS receivers provide considerable navigation

& approach capability that can be used to reduce operating costs and expand business.
SBAS expanding world wide (GAGAN, SDCM, Others?). GBAS not deployed widely yet.

• Safety-of-Life certified MCMF technology will not become available any time soon
(expect well beyond 2020…). Lots of work to do & uncertain investment case.

• GNSS mandates & pseudo-mandates (ILS decommissioning) should be expected.

• It might be prudent to fully exploit existing technology asap and much later with MCMF
equipage as technology evolves. Being equipped with the current technology locks in the
current equipage as the de-facto standard, lack of equipage exposes the industry to
mandates for new equipage – food for thought.

• CMC has GPS/SBAS-LPV/GBAS-GLS technology to serve Commercial Aviation.

CMC is committed to aviation and will have MCMF certified aviation receivers.
CMC is very active in standards committees and will roll-out
high performance/high quality aviation GNSS receivers as the industry evolves.

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Value for Aviaiton and the Airlines
 TODAY
GPS - Basic Navigation, RNP0.3
SBAS - RNP 0.1, LPV CAT-I equivalent
GBAS - GLS CAT-I ,CAT-II/III coming

Significant capability available today and

foreseeable future

MCMF Technology no sooner than a

decade away with increased complexity
and cost for incremental performance.

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Value for Aviaiton and the Airlines