metis first master training & seminar

METIS First Master Training & Seminar, Ifrane (Moro cco), 15-16.03.2007

EGNOS and GALILEOAviation Application

Office National Des Aéroports (ONDA)(Moroccan Airports Authority)

Abdelahad BENHALLAMStudies department

[email protected]

METIS First Master Training & Seminar


1. Civil Aviation context

2. CNS / ATM concept

3. GNSS application in aviation

4. Evolution to EGNOS

5. Evolution to GALILEO

6. Regional co-operation

Outline

The METIS project is managed by the European GNSS Supervisory Authority through Euro-MED GNSS I project


Moroccan Airports Authority

• Public institution (1990) of an industrial and commercial nature.Under the tutory of the Ministry of Equipment & Transportation.

• Missions:- Management and development of the national airports.- Provision of air traffic services on the airports and all over the moroccan Flight

Information Region (FIR).- Training of civil aviation engineers, controllers and electronic specialists.

• 2.600 employees (850 aeronautical).

• International Mohammed VI Academy of Civil Aviation .• Aeronautical industry area (Mohamed V Aero-pole ): international proximity, 62

ha of ‘Ready to Output’ and ‘Ready for services’ areas.

• Partnership (ICAO, IATA, ACI, EUROCONTROL, ENAC, TPZ, etc.)


Essaouirar

Tan Tan

Al Hoceima

Nador

TétouanTanger

Rabat-Salé

Casablanca

Agadir

Marrakech

Errachidia

Ouarzazate

Fès

Oujda National National AirportsAirportsInfrastructureInfrastructure

15 international& 6 domestic

Airports

10 millionsPassengers

56.000 tonnesof airfreight

Dakhla

Laâyoune


International Mohammed VIAcademy of Civil Aviation

Casablanca Mohammed VInternational Airport

Casablanca Mohammed VAero-pole

TERMINAL IIITERMINAL IITERMINAL I


International Mohammed VI International Mohammed VI Academy Academy of Civil Aviationof Civil Aviation Casablanca Casablanca AeroAero--polepoleAreaArea Control Control CenterCenter

Moroccan Airports Authority


Casablanca Flight Information Region


IFR Type 2004 2005 2006 ( vs global )

Overflight 173,7 177,9 187,8 ( 61,6 % )

International 68,2 78,1 87,4 ( 28,7 % )

Domestic 26,6 28,9 29,5 ( 9,7 % )

Total 268,5 284,9 304,7

Growth 5,0 % 6,1 % 6,9 %

Aircraft movements in the moroccan airspace(in thousands)

Air traffic evolution


��

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ACC

(Radar)(Radar) (Radar)

CCommunicationommunication typestypes

Satellite

TowerTower

ACCATS

beacon

beacon

1. Aviation Context

��


Conventional Conventional radioradio navaidsnavaids cclassificationlassification

frequency

En routeLong distance

En routeContinental

Approaches& Landing

3K VLF 30 LF 300 MF 3M HF 30 VHF 300 UHF 3G SHF 30

4RadioAlti

200 - 500ADF

200 - 500ADF / NDB(3 - 5°)

10 KHzOmega(~ 1000m)

100 KHzLoran-C(~ 100m)

108-118VOR, LOC(0.1 - 0.6°)

330Glide

(0.1 - 0.2°)

5MLS(~ m)

960 - 1215DME(500m)

112 - 118VOR(2 - 3°)

IonosphericLine Of Sight

Propagation

1. Civil Aviation Context

Non Non -- radio radio autonomous autonomous systems : systems : BarBaroo--altimeteraltimeter, INS , INS


• Range – accuracy dilemma• Need of route flexibility• Equipment cumbersome

ICAO, FANS1988

CNS / ATM Concept


Conventional Navaids andConventional Navaids and ATM system ATM system limitlimitationations s

Satellite nSatellite navigation avigation existing existing systemssystems

- Air space congestion- VHF frequency plan congestion - Lack of non-continental coverage- Economical aspects (delay, fuel, …)- Work load of controllers - Safety problem

• Long range & Accuracy, available frequency band, worldwide coverage• Examples: - ARGOS, SARSAT-COSPAS, GEOSTAR, etc.

- TRANSIT (GPS), CICADA (GLONASS)


� International Civil Aviation Organisation (ICAO)Referential terms, Navigation performance definitions (Annex 10 and ICAO docs)

� International Telecommunication Union (ITU-R)Frequency Allocation

� European Organisation for Safety of Air Navigation (E UROCONTROL)Development of European Air Traffic Management (ATM) system

� European Organisation for Civil Aviation Equipment (EU ROCAE)� Radio Technical Commission for Aeronautics (RTCA - U SA)

Requirement for equipment certification

� Airlines Electronics Engineering Committee (AEEC)Equipment Interoperability (ARINC standards).

� Regional and national regulatory organisms.


MainMain NormalisNormalisationation OrganismsOrganisms


• Communication – Navigation – Surveillance / Air Traffic Management.

• "The CNS / ATM concept main objective is to allow operators/users to comply with expected departure and arrival times and to follow their prefered flight profiles with minimal constraints without compromising safety levels".

• "All ATM system components have to be considered including regulation, airspace, aircraft, traffic management, ground system, human, procedures, etc".

• All CNS systems are to be reconsidered for a global integration.

2. CNS / ATM Concept

CNS / ATM system componentsCNS / ATM system components



Evolution Evolution to a CNS / ATM to a CNS / ATM environmentenvironment

Conventionnel Systems ICAO CNS/ATM environment

• VHF (voice) • Voice / Data (VHF Data Link)

• HF (voice) • Voice / Data (AMSS)

• Data link – SSR Mode S

• Aeronautical Telecoms Network

• Loran-C • Area Navigation / RNP

• Non directional Beacon (NDB) • Global Navigation Satellite system (GNSS)

• VOR / DME • Baro-alltimeter

• Baro-altimeter • INS / IRS

• INS/IRS • ILS / MLS

• ILS

• Primary / Secondary Surveillance Radar (PSR / SSR)

• Automatic Dependence Surveillance (ADS)

• Vocal position information • Secondary Surveillance Radar (A/C or S)

• Secondary Surveillance Radar A/C

Surveillance

Communication

Navigation


EquipmentQualificationCertification

Accuracy: Degree of conformance between the estimated or measu red position/velocity of a platform at a given time and its true positio n.

Integrity: Ability of a system to provide timely warnings to us ers when the system should not be used for navigation.

Availability: Indication of system ability to provide usable servic e within specified coverage area.Portion of the time during which the system is to be used for navigation while reliable information is presented.

Continuity: Ability of the total system to provide the required service without unscheduledinterruption .

Sole means : complies with all RNP criteria during a given phase of flight.Primary means : ensures required accuracy and integrity performance for a given phase of flight.Supplemental means : approved navigation system which can be used in conjunction with a sole means.


RequiredRequired Navigation Performance (RNP) Navigation Performance (RNP) criteriacriteria


WideArea

LocalArea

Operation Accuracy 95%

Lateral / Vertical

Integrity Alarm Limit Horiz. / Vert.

Time-to-alert

Availability

Continuity

En Route RNP 20 to 10

2.0 NM / -

4 NM / -

5 min. 0.99 to 0.99999

En Route RNP 5 to 2 En Route, Terminale RNP 1

0.4 NM / -

1-10-7 2 NM / - 1 NM / -

15 s 0.999 to 0.99999

1-10-4 to 1-10-8

Iinitial Approche NPA, Departure RNP 0.5 to 0.3

220 m / -

Per hour 0.6 km / -

10 s

per hour

APV - I RNP 0.3/125

220 m / 20 m

0.6 km / 50 m

10 s

APV - II RNP 0.03/50

16 m / 8 m 1-2.10-7 per approach

40 m / 20 m

6 s 0.99 to

1-8.10-6 15 s interv.

Precision Approach Cat. I RNP 0.02/40

16.0 m / 6 to 4 m

40 m/ 15 to 10m

6 s 0.99999

Cat. II RNP0.01/15

6.5 m / 1.7 m

1-10-9

1 s

1-4.10-6 15 s interv.

Cat. III RNP0.003

3.9 m / 0.8 m per approach 1-2.10-6

30 s interv.


RNP RNP criteriacriteria(Annex 10)

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RNP2

RNP.3

RNP1

RNP.5

RNP2

RNP1RNP.5

RNP.1

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RNP4,...

CATI200

CATII100

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AreaArea Navigation (RNAV)Navigation (RNAV)

• Navigation within RNP concept which permits aircraft operation on any desired flight path.

• RNAV Equipment operates by determining the aircraft position from one or more of a variety of nav inputs (VOR/DME, LORANC, INS, DME/DME, GNSS)

• Main benefits : + more direct routes reducing flight distances,+ greater flow of en-route traffic,+ establishment of alternative routes (eg overflying high-density area)

Typical strategyTypical strategy (ECAC)(ECAC)

• Since 1998: Basic RNAV (B-RNAV ) → RNP5 type.• 2005-2010: Precision RNAV (P-RNAV) → RNP1 type, for Terminal area.• 2010-2020: RNAV → RNP0.3 and RNP0.1 types, for En Route, Terminal areas,

approaches.


Planned Planned structure of structure of Casablanca Casablanca

FIR FIR (2008)(2008)

7 ROUTES instead of 4


Moroccan contextMoroccan context: new routes of RNP5 type: new routes of RNP5 type


� Positioning & navigation of all types of aircraft

� ATC for all operational phases of flight- En Route, Non-Precision approaches, Precision Approaches,

Landing and Aerodrom control.

Decision Height Runway Visual Range

Cat I: DH ≥ 200 ft, RVR ≥ 550 mCat II: DH ≥ 100 ft, RVR ≥ 350 mCat IIIa: DH ≥ 50 ft, RVR ≥ 200 mCat IIIb : DH ≥ 0, RVR ≥ 50 mCat IIIc : DH =0, RVR=0

� Airspace Management (ASM), Air Traffic Flow & Capaci ty Management (ATFCM)- to protect ATC sectors from traffic overload- to optimise the use of existing capacity.

� Search and Rescue (SAR).


Application Application domainsdomains


σ σ= ⋅GDOP UERE

σσσσUERE : Equivalent Range Error (Root Sum Square of all deviations)

GDOP : Geometric Dilution Of Precision

Error sources : Clock unstabilityEphemeris biasIono and Tropo delaysRelativistic effectsThermal noiseMultipathUnintentional interferenceDeliberate interference


PPoositioning equation and error sitioning equation and error sourcessources


Simple difference

satellite clock bias,atmospheric delays, [SA]

are strongly reduced

Accuracy of a few metersRemained errors: Multipath, thermal noise


Accuracy improvement Accuracy improvement DGPS (code)DGPS (code)

Reference Station Reference

Station

Accuracy improvement Accuracy improvement DGNSS (phase)DGNSS (phase)

• Errors strongly reduced : satellite clock bias, atmospheric delays, [SA]• Resulted accuracy : provided in centimeter• Problem to be resolved: Phase ambiguity, Phase abrupt changes

Doubles differences

Receiver clock biasesare reduced


0 s 5 s 10 s 15 s 20 s 25 s 30 s0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

3D P

OS

ITIO

N E

RR

OR

IN M

ET

ER

S

TIME IN SECONDS

CODE POSITION

ERROR

PHASE POSITION

ERROR 20 21 22 23 240

1 cm

2 cm

25

Ambiguity Resolution

using MAPAS


DGPS Phase / DGPS Code DGPS Phase / DGPS Code positioning resultspositioning results

* Performed with LTST/ENAC(in C. Macabiau’s PhD)


3.965 3.97 3.975 3.98 3.985 3.99

x 105

198

199

200

201

202

203

204

GEOTRACERMAPAS

1.34 1.345 1.35 1.355 1.36 1.365 1.37 1.375 1.38 1.38543.61

43.615

43.62

43.625

43.63

43.635

43.64

43.645

43.65REFERENCE STATION

AFFECTED AREA

500m

500m

3.9768 3.977 3.9772 3.9774 3.9776 3.9778 3.978 3.9782 3.9784

x 105

201.935

201.94

201.945

201.95

201.955

201.96

201.965

201.97 GEOTRACERMAPAS

1.3712 1.3714 1.3716 1.3718 1.372 1.3722

43.6216

43.6218

43.622

43.6222

43.6224

43.6226


AmbiguityAmbiguity resolutionresolution results results ((positioningpositioning))




Ambiguity resolution results Ambiguity resolution results ((integrity andintegrity and availabilityavailability))



Integrity improvement based Integrity improvement based on on failure detectionfailure detection / isolation / isolation


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RAIM : Receiver Autonomous Integrity Monitoring

� Snapshot methods: - current measurement- Mean Square Estimation of the all in view satellites based position

� Sequential methods: - current and previous measurements- Hypothesis tests based methods (compromise to be fixed)

AAIM : Aircraft Autonomous Integrity Monitoring (GPS, INS, Baro-alti).

� ��

Differential stations, pseudolites � Local Area agmentations.

� ��!!��

Geos for GNSS Integrity Channel (GIC) � Wide Area augmentations.



Integrity improvement based Integrity improvement based on on hybridizationhybridization

� No current satellite system alone satisfy the norma lized demanding requirements.

� Hybridization with other(s) system(s) to exploit redu ndancy and complementarity:

� Need to guarantee- Positioning accuracy, signal integrity- Sufficient continuity and availability- Resistance from RF interference and jamming - Performance – complexity – cost compromise to be fixed

Onboard

Ground-based

Satellite-based

Integrated system Improved parameter 1 GNSS / INS Integrity, resistance from perturbations GNSS / Baro Vertical accuracy INS / Baro Vertical accuracy GNSS / INS / Baro Accuracy, integrity 2 GNSS / Pseudolite Coverage, accuracy GNSS / VOR/DME Redundancy of range measurements GNSS / LORAN-C Accuracy of en route navigation INS / VOR/DME Accuracy 3 GNSS / MEOs Availability, continuity, integrity GNSS / GEOs Accuracy, availability, integrity


GNSSINSBaroDoppler Radar...

HybridizationHybridization with Onboardwith Onboard SystemsSystems


� General context

� Basic idea

� Exploit redundancy and complementarity

� Objective

� Enhance integrity monitoring (AAIM)� Obtain continuity and availability aiding of the position solution� Robustness in disturbed environments (INS)� GPS / INS integration tool : loosely / tightly Kalman filter – based integration.


0 500 1000 1500 2000 2500 3000 3500 4000-100

0

100

200

300

400

500

600

700

800

9003 minute - Period Calibration of INS by GPS

seconds

met

ers

on X

axi

s

0 500 1000 1500 2000 2500 3000 3500 4000-900

-800

-700

-600

-500

-400

-300

-200

-100

0


seconds

met

ers

on Z

axi

s

0 500 1000 1500 2000 2500 3000 3500 4000-1800

-1600

-1400

-1200

-1000

-800

-600

-400

-200

0


seconds

met

ers

on Y

axi

s

HybridizationHybridization with Onboard Systemswith Onboard Systems (GNSS / INS)(GNSS / INS)


GNSS INS

calibration(re)alignment

(re)acquisitionresistance from RF interference, jammingintegrity monitoring availabilitycontinuity aiding

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� Integration level, Updating period

� ‘Low cost’ INS can be satisfactory

GPS aloneINS+GPS

INS alone



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HybridizationHybridization with Onboard Systemswith Onboard Systems (GNSS / INS)(GNSS / INS)

0 5 10 15 200

10

20

30

40

50

60

70

80Delay of calibration for a range bias of 24m

time (hours)

dela

y o

f cal

ibra

tion

(s

econ

ds)

GPS alone GPS + AOR-E + IORProtection limit (0.6NM)

Pos

ition

err

or (

NM

)

time

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Baro Pseudorange

Integity

Monitoring

Module

Kalman

INS / GPS

INS

GPS * Performed with LTST/ENAC(in A. Younes’s PhD)


� ��!�� *�� !��! ��

� provide a supplementary ranging-like information

� improve geometry, accuracy and integrity

� Help phase ambiguity resolution

� RF interference, Tropo propagation errors and synchro offsets to be reduced

Pseudolite MonitoringStation

Signal ProcessingMessage elaboration

HybridizationHybridization with Grounedwith Grouned BasedBased SystemsSystems



GNSSGEO

Nav + Corrections+ IntegritySynchro GPS / GEO

Nav + Corr. + Integrity

Error elaboration Integrity Monitoring

ReferenceStation 1 Reference

Station 2

ReferenceStation 3

ControlCenter

� GNSS and GEOs (SBAS)

- Improve accuracy & availability (Ranging signals) and integrity (Redundancy &Satellite health information)

- Broadcast Correction data for GNSS1 (Cat.I NPA) and GNSS2 (precision approaches)


HybridizationHybridization with with Satellite Satellite SystemsSystems


( )r t

Basic Phase Lock Loop (PLL): Costa type

Low passfilter

Low passfilter

π2

LoopfilterVCO

eL

r(t) + e

eE

Tc/2 Early code

Tc/2 Late code

Basic Delay Look Loop (DLL): ‘Early-Late’ type

Low passfilter

Low passfilter

Loopfilter

VCOPRNgenerator

-400 -200 0 200 400 -1

-0.5

0

0.5

1

D E L A Y E R R O R

E R R O R V O L T A G E


Receiver technology improvementReceiver technology improvement

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� Positioning accuracy improvement

� Resistance from multipath (adapted synchro modules, channel modeling,antenna diversity)

� Precise phase-based positioning (Ambiguity resolution strategy)

� Signal integrity control improvement

� Failure Detection / isolation through sequential pr ocessing and hybridization

� False acquisition impact on the measurements integr ity

Acquisition and tracking threshold reduction techni ques (Continuity, availability )

RFModule

Acquisition TrackingData

processing

PositionVelocityTime

� ��


Potential studies and research subjects Potential studies and research subjects (1)(1)


� Hybridization

� Hybridization is already widespread in air navigatio n

� GNSS / INS is a promising integrated system

� Current research on GNSS tends to efficiently hybri dize systems from differenttypes, to approach the required performance for Wid e area and Local area

� High level hybridization is necessary to achieve an operational GNSS2

� Data integration techniques

� Low complexity →→→→ Simplicity, Separated errors (Averaging , re-initialisation)

� Relatively high complexity →→→→ Optimality, Adaptivity (Estimation techniques,Kalman filtering,Non-Linear filtering)


Potential studies and research subjects Potential studies and research subjects (2)(2)


GPS + GLONASS

Aircraft-BasedINS, Baro

Ground-BasedDGNSS, Pseudolites

GNSS1EGNOS, WAAS, MTSAT

Satellite-BasedDGNSS, GEOs

GNSS2

GALILEO

Accuracy, Coverage, Integrity

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The The EGNOS EGNOS frameworkframework


NLES

MCC

Reference stations (RIMS)

GEO

GPS + GLONASS


� System components

(3 GEOs, 34 RIMS,4 MCC, 2 NLES)

The The EGNOS system EGNOS system

� Expected strategy

- Onboard augmentation (RAIM / AAIM): En-Route, Terminal and NPA approaches- Wide area augmentation: down to Cat I approach- Local area augmentation: precision approaches



EGNOS contribution to Aviation EGNOS contribution to Aviation

� EGNOS services

� Ranging : supplementary GEOs based pseudoranges, improved accuracy and integrity

� Integrity : satellite health information, improved availability of integrity

� Extended Differential Navigation : iono correction applied to pseudorange provided by

all in view satellites

� Interoperability between EGNOS, WAAS & MSAS (receiver certification).

� Expected performance for aviation

- Advanced operational capability (AOC):

� Ranging, integrity and extended DGNSS services.

� GNSS as primary means from RNP20 to RNP0.03/45 (APVII).

- Full Operational Capability (FOC):

� AOC + progressive RIMS redundancy extension.

� GNSS as sole means from RNP20 to RNP0.03/45.


� Objective: Improve GNSS performance in the MEDA regio n.

� Phases

1. EGNOS services provision.2. EGNOS/GALILEO combined services provision.

� Implementation

EGNOS infrastructure extension through deployment of RIMS reference stations.


Signal in Signal in space space provision in MEDA provision in MEDA



� Within the context of extending EGNOS services to MEDA Region, Agadir Al MassiraInternational Airport was proposed to host a RIMS station.

� To be in line with system requirements, site surveys and a measurement campaignconducted jointly by Vitrociset and ONDA (December 2005).

� The goal was to determine wherever the site fills the requirements in term ofElectromagnetic Interferences (EMI), Multipath Propagation and Clear Horizon.

� The ICD is now available.

� The deployment of the required infrastructure will follow ESA – ONDA contractsignature.

Installation of a RIMS station in Agadir Installation of a RIMS station in Agadir



TheThe site site of Agadir of Agadir

Radar Antenna



GALILEO contribution to aviation GALILEO contribution to aviation

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GALILEO contribution to aviationGALILEO contribution to aviation

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- Efficient spectrum use- Minimum inter-system interference - Optimised complexity implementation



Aviation performance Aviation performance vsvs GALILEO GALILEO SpecsSpecs(Dual (Dual frequency frequency L1+E5)L1+E5)

Operation Accuracy 95%

Horiz. / Vertical Integrity Time-to-

alarm Availability Continuity

APV – II RNP 0.03/50

16 m / 8 m 1-2.10-7

per approach

6 s 0.99 to 0.99999

1-8.10-6

15 s interv.

GALILEO

Specs 4 m / 8 m

1-2.10-7

per approach

6 s 0.998 1-8.10-6

15 s interv.

fromGSA

fromAnnex 10



Expected Expected performance for aviationperformance for aviation

APV I APV II CAT IIICAT II

Global Coverage :

GALILEO Open Service + RAIM

GALILEO Open Service + Global integrity

Zone SBAS :

GPS + SBAS (EGNOS)

Local area

GALILEO + Local components

GALILEO + GPS + SBAS



Interoperability characteristicsInteroperability characteristics

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Institutional Institutional aspects (aspects (partnershippartnership))

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� Training to make regional skills available- Create regional specific courses.- Exchange engineering students during their final training course.- Develop engineering in GNSS equipments (antennas, receivers, etc.) .

� Expertise to improve installed systems performances - Organize periodic technical meetings.- Organize validation campaigns.

� Applied research- Participate in upstream studies (site analysis, theoretical development, simulations).- Participate in multinational R&D projects.

� For industries- Opportunities to implement GNSS related high tech.


CooperationCooperation opportunitiesopportunities

metis first master training & seminar

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