GNSS & GNSS

Augmentation Systems

Lesson 4
Facilitator: Ed Hajek
April 2019
 Outline
• GNSS Theory
• GPS Segments
• GPS Position Determination
• GPS Receiver
• RAIM & FDE
• SBAS
• SBAS Coverage and Service Area

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GNSS & GNSS Augmentation Systems
GNSS CORE CONSTELLATIONS

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 GNSS
• GNSS includes core satellite constellations such as:
– GPS, GLONASS, Galileo, Compass (BeiDou)
• Core constellations have between 24 to 35 satellites
• GNSS also includes augmentation systems such as SBAS and GBAS
– Types of SBAS are WAAS, EGNOS, MSAS and GAGAN

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 GPS Segments
GPS is comprised of three segments or parts:
• The Space Segment;
• The Control Segment;
• The User Segment.

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 The Space Segment
• Design based on 24 satellites:
– 4 satellites in each of 6 orbits.
• Orbits inclined at 55º to the equator;
• Orbit altitude - 20,200 km (10,900 miles)
• Satellites orbit about twice per 24-hr period;
• 4 atomic clocks;
• Very weak signal - equivalent to a 25-Watt light bulb observed at 10,000 ‘

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Visualization of GPS Satellites

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 Control Segment
• The ‘Control’ segment monitors the constellation, making
sure the information transmitted by the satellites is
accurate… mainly time information (has to be accurate to
1 nanosecond)
• 9 monitoring stations are located close to the equator

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Control Segment Monitoring Stations

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Control Segment Monitoring Stations

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 User Segment
• The ‘User’ segment;
• GPS receiver
– Navigator & processor
– Database
• Antenna
– Position of antenna important

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GNSS & GNSS Augmentation Sytems
POSITION DETERMINATION

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 Position Determination
It is important…
• Knowing the precise location of each satellite, and
• Knowing when each satellite transmits the coded signal:
– Time of Transmission message (TOT)
– Almanac, Ephemeris data and Pseudorandom code
• The GPS receiver measures the length of time it takes to receive the
signal

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4 Satellites needed for 3D position

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 Position Determination
SV11 SV24

D = V x T11
D = V x T24
V = 3x108 m/sec

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 Position Determination
• Need distances from at least three satellites for trilateration
calculations
• 3 satellites for 2D position
• 1 extra satellite is used for height and also time synchronization
• 4 satellites needed for 3D position

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 GPS Navigation Accuracy
ANNEX 10 GPS accuracy
• Horizontal = ±13 m 95% of the flying time
• Vertical position is usually about 1.5 times the
horizontal accuracy… ± 22 m 95% of the flying time

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 GPS Levels of Service
• GPS provides two levels of service Standard Positioning Service (SPS)
using a CA code, and Precise Positioning Service (PPS) using the Precision
(P) Code
• SPS is broadcast on L1 (for civilian use)
• PPS is broadcast on L1 and L2 (restricted for military use)
• Another civilian frequency L5 will be available with GPS III, planned for
2018

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GNSS & GNSS Augmentation Systems
GPS IFR RECEIVER

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 GPS Avionics - IFR Receiver
• TSO-C129 certified
• RAIM - Receiver Autonomous Integrity Monitor
• Drops one satellite at a time from position calculations to look for a
possibility of a bad satellite
– 5 satellites are needed for RAIM

• …now TSO-C196

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 Integrity Limits
Also called Horizontal Alarm Limits (HAL)
• 2.0 NM for enroute
• 1.0 NM for terminal
• 0.3 NM for approach
This is where we get RNP 2, RNP 1 and RNP 0.3

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 Integrity Limits Transition
• In the enroute phase, the ‘default’ integrity limit is ;
• At 30 NM from the airport reference point (ARP) the integrity limit
changes to the terminal mode = 1.0 NM
• At 2 NM from the FAF, the integrity limit changes to the approach mode
= 0.3 NM
• If the aircraft executes a missed approach, once the aircraft passes the
MAPt, the integrity limit changes back to terminal mode = 1.0 NM

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 30 NM

Enroute 2 NM IAF
Terminal 1 NM IF
Approach 0.3 NM IAF FAF
Terminal 1 NM MAPt
Enroute 2 NM

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 RAIM Prediction Function
• RAIM has a ‘prediction function’ for approach availability (0.3 NM)
– 30 minutes before and after ETA in 15-min blocks
• Bad geometry does not last a long time… up to about 20 minutes
– Pilots will usually adjust their ETAs

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RAIM Prediction for Approach (0.3 NM)

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 Fault Detection And Exclusion (FDE)
• Through FDE, GPS receiver can identify a bad (faulty)
satellite and exclude it from the position calculation
• receiver must track at least 6 satellites for FDE to function
• receivers certified for
function!
– RNAV 10 dual GPS receivers must have FDE

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GNSS & GNSS Augmentation Systems
SUMMARY GNSS

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 Summary
• GNSS Theory
– 24 satellites, 6 orbits, 53° inclination, satellite speed 4 Km/sec
• GPS Segments
– Space Segment, Control Segment, and User Segment
• GPS Position Determination
– 4 satellites needed for 3D position
• GPS Receiver
– TSO-C129
• RAIM & FDE
– 5 satellites needed for RAIM and 6 satellites needed for FDE

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GNSS & GNSS Augmentation Systems
SBAS & EGNOS

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 SBAS Accuracy
• This requires a dense network of Ground Reference Stations (GRSs)
and complex calculations
• SBAS delivers improved accuracy that supports approach minima to
200’
• SBAS yields accuracy of about 2 - 3 m in the horizontal plane
– thus 3 - 4.5 m in the vertical plane
– accuracy meets ILS performance (±7 m) at glide slope interception.

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 EGNOS
• The European Geostationary Navigation Overlay Service (EGNOS)
is a satellite based augmentation system (SBAS) developed by
the European Space Agency, the European Commission and
EUROCONTROL.
• It supplements the GPS, GLONASS and Galileo systems by
reporting on the reliability and accuracy of the positioning data.
• The official start of operations was announced by the European
Commission on 1 October 2009.

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 RIMS
(Ranging
and Integrity
Monitoring Stations)

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 SBAS RECEIVER
• TSO-C146 “Stand-Alone Airborne
Nav Using GPS Augmented by
WAAS)

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 SBAS RECEIVERS
• TSO-C145 “Integrated into an FMC”
• A350XWB is the first aircraft with
SBAS (TSO-C145) to support RNP
APCH LPV approaches.

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 SBAS Receiver
• SBAS receiver update rate can be five times faster than GPS because it can
extrapolate the PRN code at 0.2 second intervals, and transmit its position
5 times per second… therefore it reduces the latency.
• It also reduces the mask angle below 5 degrees over the horizon
• It has FDE
• It considers SA off
• Picks up Geo as PRN 134

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 SBAS Service
SBAS Coverage

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GNSS & GNSS Augmentation Systems
GBAS

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 Ground-based Augmentation
• Also referred to as GBAS, LAAS (local area augmentation
system) or Differential GPS technique
• Can be used to achieve accuracy required for CAT I – III
– Currently only CAT I is approved by the FAA
– CAT III coming by 2014 - 2016
• Done by locating 4 receivers on the ground at a precisely-
surveyed (centimetre accuracy) positions
• Receivers measure pseudoranges and compare the results to
the actual ranges to the satellites in view.

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GBAS Reference Station

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 GBAS Accuracy and Benefits
• Cost of one GBAS ground station is less than the cost of multiple ILSs for
an airport
– Honeywell Int. SLS-4000 ILS is now being implemented for about $2.5 M
• Another advantage of GBAS is that the accuracy enhancement is provided
for the whole airport
– approaches can be constructed for multiple runways using one ground station
• One GBAS supports all six precision approach landing operations at
Sydney International airport

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 GBAS Accuracy and Benefits
• Expected accuracy – less than 1 m
• Has capability to supports CAT I, II and III
– Currently only CAT I approved by FAA
– Honeywell SLS received System Design Approval from the FAA in Sep 2009
• Minimal airport infrastructure required… cheaper for big airports
• Single VHF frequency can support up to 48 individual approach procedures
(FAA limits this to about 24)
• Reduced flight inspection costs (approximately 1/9 the cost of ILS
inspections)

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 Ground-based Augmentations
• GBAS is available on many new Boeing 747-8 and Boeing 787 aircraft. GBAS
is an option on Boeing 737-NG, Airbus A320, A330/340, and A380 aircraft.
• Several airlines are using GBAS. United Airlines and Air Berlin have GBAS
operational approval up to CAT-I, and Qantas and Emirates use GBAS CAT-I at
Sydney Airport.
• At least two manufactures have approved GBAS avionics. These are Rockwell
Collins Multi-Mode Receiver (MMR) GNLU 925 and GNLU 930 and
Honeywell’s Receiver.
• TSO C161a provides approval criteria for the GBAS avionics navigation
function, while TSO-C162a, provides the approval criteria for the data link
equipment.
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 Ground-based Augmentations
• SOUTH AFRICA - GBAS feasibility study and trial project
– Wednesday, August 31, 2016 6:37 PM - SOUTH AFRICA
• The Air Traffic & Navigation Services SOC Ltd (Reg. No.
1993/004150/06) invites service providers to registration interest
(RoI) for GBAS feasibility study and trial project in partnership with
ATNS.

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 Navigation Aid Costs
• VOR
– Install = $250,000
– 20-year life cycle cost = $1,100,000
• ILS
– Install = $1,200,000
– 20-year life cycle cost = $2,700,000 (mostly flight inspection costs)
• Neither figure considers the cost of real estate

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GNSS & GNSS Augmentation Systems
SUMMARY GNSS AUGMENTATION SYSTEMS

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 Summary
• In this lesson you learned about GNSS Augmentation Systems
• You learned about SBAS (EGNOS) and GBAS
• Where would different types of GNSS Augmentation Systems benefit in
Africa?
– Northern and North-West Africa might benefit from EGNOS
– The rest of the continent from GBAS
• Important to understand the difference between SBAS coverage and
service areas
• Augmentations are important to achieving Precision Approaches to CAT I
and better.
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 Questions?

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