GPS/SBAS Landing System Sensor Unit (GLSSU)

Transcription

1 GPS/SBAS Landing System Sensor Unit (GLSSU) Alain Beaulieu CMC Program Manager FMS and GPS Programs This proprietary document and all information contained therein is the property of (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.

2 Agenda Discuss CMA-5024 capabilities LPV CAT I equivalent approaches Navigation RNAV RNP Others ADS-B Transponder interface FANS CMU Interface EGPWS interface Proprietary data 1

3 Some problems LPV is helping to resolve Schedule reliability for charter or scheduled flights due to absence of traditional ground-based approach aids on remote destinations. Issues: Runways without ILS, severe weather, and night landing Reduce airport maintenance with planned removal of ILS facilities Re-confirmed by FAA during LPV progress meeting (Feb 2013) Cost of new infrastructure ILS is costly to install compared to publishing an LPV approach Maintenance: periodic LPV re-survey versus ILS antenna re-cal NPA are designed with step-down level-off segments: fuel burn ILS Weaknesses Clear surrounding area (multipath issues) Must be on the runway ILS ground support equipment failures Occasional glide-slope glitches causing go-arounds FAA current plan is to no longer establish new Category- I ILS Ref.: CNS Task Force meeting August 17,2011 Proprietary data 2

4 Navigation requirements With SBAS Performance: RNP 0.1 Meets/Exceeds ADS-B requirements GPS/SBAS Primary Means of Navigation FANS Time base Proprietary data 3

5 Self-Contained Landing System and Navigation is the Solution Localizer performance with vertical guidance LPV High Integrity sensor for RNP RNAV CMC has the complete solution Proprietary data 4

6 Proprietary data 5

7 Prepare for the future GBAS Infrastructure GPS/SBAS (Air Ground) CMA-5024 LPV Operation STC FAS CMA-5025 Proprietary data 6

8 GPS/SBAS Infrastructure SBAS stands for Space Based Augmentation System. SBAS is the ICAO name for each state s version of WAAS, EGNOS, MSAS, GAGAN, SDCM, SNAS SBAS systems around the world are compatible! SDCM SNAS Proprietary data 7

9 GPS/SBAS Infrastructure (Cont.) WAAS, provided by the FAA, is the SBAS system covering USA, Canada and Mexico Proprietary data 8

10 GPS/SBAS Infrastructure (Cont.) EGNOS is the SBAS system covering Europe Proprietary data 9

11 GPS/SBAS Infrastructure (Cont.) GAGAN is the SBAS system covering India Proprietary data 10

12 GPS/SBAS Infrastructure (Cont.) MSAS is the SBAS system covering Japan MSAS Configuration Proprietary data 11

13 GPS/SBAS Infrastructure (Cont.) SBAS systems in development: Russia (SDCM) and China (SNAS) SDCM SNAS Proprietary data 12

14 Infrastructure WAAS Published approaches USA : Currently 3030 LPV approaches published (Nov 2012) 173 Approaches published in FLA state Canada: Currently provides (LPV) service at 36 airports with a total of 57 approaches published. With 180 approaches pending design and publication at 92 airports. Source: FAA Proprietary data 13

15 Infrastructure EGNOS Published approaches 92 LPV/APV Baro published in Europe (March 2012) Many more are planned France, Germany, Spain, Italy, Poland, Belgium, Netherlands, UK, Czech Republic, Slovakia, Austria, Finland, Northway, Portugal Proprietary data 14

16 Prepare for the future GBAS Infrastructure GPS/SBAS (Air Ground) CMA-5024 CMA-5025 LPV FAS Operation STC Proprietary data 15

17 CMA-5024 GLSSU - Characteristics State-of-the-art Patented 24 channel Narrow Correlator ARINC 743B compliant SBAS sensor unit Three SBAS and twenty-one GPS continuous channels with full RTCA/DO-229D message processing TSO-C145c Beta-3 GPS receiver TSO C145c incorporate more stringent standards that outperform TSO - C129a in all operating conditions FAA has cancelled TSO-C129a and does not allow re-certification to that standard GLSSU meets or exceeds any TSO-C196 GPS (only) receiver TSO-C146c Delta-4 Landing system Software certified to RTCA/DO-178B Level B Hardware certified to RTCA/DO-254 Level B Software upgradeable to GBAS/LAAS The GLSSU includes an Aircraft Personality Data file (APD File) that contains aircraft-specific Configurations Provide the flexibility of adapting GLSSU to the needs of several aircraft within a large fleet. Active antenna compliant with TSO C-190 Allow to install the GLSSU in any location CMA-5024 Antenna connector LPV data connector Standard ARINC 743 data connector TSO-C190 Antenna Proprietary data 16

18 CMA-5024 GLSSU - Navigation High-integrity SBAS Beta-3/ Delta-4 Navigation source with the highest levels of integrity and availability for RNP RNAV FMS can immediately benefit from an improved RNP navigation performance GPS/SBAS Primary Means of Navigation Velocity Accuracy < 0.5 knots, 95%, velocity as per RTCA/DO-229D Appendix F Navigation Accuracy: RNP0.1 >99.999% availability with SBAS, and Primary Means Navigation as per RTCA/DO- 229D SA-Aware (SA-OFF) when out of SBAS coverage Fault Detection and Exclusion (FDE) and predictive RAIM with automatic pressure altimeter incorporation Provide significantly improved level of integrity compares to equipments approved based on TSO C-129 Standards Supports all legacy FMS certified under TSO C-129a without modification, all legacy data and wiring retained per ARINC-743B ADS-B RNP Proprietary data 17

19 CMA-5024 GLSSU - Landing System Self-contained GPS approach solution with an integrated digital high-integrity switch and a companion control head FMS not required to enable LPV LPV is activated via the annunciator panel and managed via the CMA-5025 Control Panel With CMA-5025 Control Panel, it provides a fully functional, stand-alone LPV system. The CMA-5024 provides supports for ARINC-743B,709 and 710 with DME, ILS look-alike guidance signals to the autopilot and displays. The CMA-5024 includes a built-in digital high integrity switch for approach selection between ILS and GPS (SBAS or GBAS). LPV minima are typically lower then RNP minima Provide CAT 1 equivalent approach capability with decision height of 200 feet and visibility minimums as low as 1/2 mile Can host entire SBAS worldwide approach database CMA-5024 CMA-5025 Antenna connector LPV data connector Standard ARINC 743 data connector LPV annunciators Proprietary data 18

20 Solutions SBAS Performance: RNP 0.1 Meets/Exceeds ADS-B requirements GPS/SBAS Primary Means of Navigation FANS Time base Bolt-On LPV ILS Look-Alike Approach System Stand Alone system Certified GPS/SBAS LRUs Proven STC solutions Proprietary data 19

21 Prepare for the future GBAS Infrastructure GPS/SBAS (Air Ground) CMA-5024 LPV FAS CMA-5025 Operation STC Proprietary data 20

22 CMA-5025 GLSSU Control Panel With CMA-5024, it provides a fully functional, stand-alone LPV system. It is used to select/enable LPV approach. Meets all RTCA/DO-229D LPV approach requirements without waiver or exception. FMS not required to enable LPV A fully independent stand-alone LPV capability, bolts-on to existing aircraft Integrated OEM FMS solutions possible GBAS capable, RTCA/DO-253B GLS approach ready Proprietary data 21

23 Prepare for the future GBAS Infrastructure GPS/SBAS (Air Ground) CMA-5024 CMA-5025 LPV FAS Operation STC Proprietary data 22

24 Final Approach Segment (FAS) FAS is a specific segment of the LPV Database. FAS contains all the path construction information. FAS is used to define the final approach path (from the FAF to the published DH) Details in RTCA/DO-229D A FAS is the approach path which is defined laterally by the Flight Path Alignment Point (FPAP) and Landing Threshold Point/Fictitious Threshold Point (LTP/FTP) and defined vertically by the Threshold Crossing Height (TCH) and Glide Path Angle (GPA) Proprietary data 23

25 Final Approach Segment (FAS) Data Block (cont.) CMA-5024 hosts 2 complete cycles (previous and current) of the entire world-wide SBAS approach database (FAS) FAS database is loaded via a data-loader interface Updated every 28 Days (same as the FMS NavDB) CMA-5024 GLSSU Data loader Data loader connector to CMA-5024 FAS database Proprietary data 24

26 Prepare for the future GBAS Infrastructure GPS/SBAS (Air Ground) CMA-5025 CMA-5025 LPV Operation STC FAS Proprietary data 25

27 LPV STCs Canadian STC for B /400/500 EASA STC on B737 Classic FAA STC on B737 Classic Working on the same approach for B-757, B767, B777, A300 and other A/C types CMC s CMA-5024 GLSSU and CMA-5025 Control Panel provide a Stand-Alone LPV system designed for retrofit. It is an ILS Look-Alike system. Proven solution, proven STCs. CMC LPV solution can be STC d in any environment. Proprietary data 26

28 Canadian North STC on B Successful certification Canadian North CMC Operational Support CMA-5024 GLSSUs CMA-5025 Control Panels Antennae LogicAir Development, System Installation, Engineering & STC Proprietary data 27

29 TRANSAERO B /400/500 Program On-Going Currently updating 23 aircraft using TCCA and EASA STC LogicAir Development, System Installation, Engineering & STC Proprietary data 28

30 TRANSAERO B /400/500 Proprietary data 29

31 B737 Top Level Block Diagram After Install Proprietary data 30

32 Boeing 737 Installation Pictures - GLSSU GLSSUs are installed in the ceiling of the B Area Use the Boeing provisioned supports when available Proprietary data 31

33 Boeing 737 Installation Pictures Antennas TSO C190 Active Antenna Proprietary data 32

34 Boeing 737 Installation Pictures D/A LPV Adaptor: ILS and DME Interface Analog to Digital Converter Proprietary data 33

35 Boeing 737 Installation Pictures Control Panel & Annunciators CMA-5025 installed on the Pedestal Annunciators installed in Pilot Primary Field of View Current B737 certification also allows use of other pedestal locations Proprietary data 34

36 Boeing 757/767 Preliminary Design CMA-5025 installed on the Pedestal Annunciators installed in Pilot Primary Field of View Interface Transponder for ADS-B, if required Interface FMS for Navigation (RNP), if FMS H/W, OPC permits Proprietary data 35

37 Prepare for the future GBAS Infrastructure GPS/SBAS (Air Ground) CMA-5024 LPV Operation STC FAS CMA-5025 Proprietary data 36

38 An ILS Approach? Proprietary data 37

39 Operation According to Chris Drossos, project pilot for Canadian North "The addition of LPV capability to our aircraft permits us to provide significantly improved schedule reliability for our scheduled and charter clients, given the absence of traditional ground-based approach aids at many of the remote Canadian destinations we serve. From the pilot's perspective, CMC's LPV system provides a clean, straightforward interface which behaves exactly like an ILS, but with the exceptional WAAS performance and availability." Proprietary data 38

40 Operation LPV approaches/vertical guidance derived exclusively from SBAS and are not affected by temperature. Design criteria is very much like an ILS and can be as low as 200 with a half mile visibility. AC provides guidance for operational approval OpSpec/MSpec/LOA paragraph C052 and C053 provide guidance on training requirements Proprietary data 39

41 Operation - Plates 1 LPV is a RNAV (GNSS) procedure digit WAAS Channel Number WAAS Ch WAAS Approach ID: W=WAAS, Runway 13, A= 1st approach on that Runway LPV DA (H) By definition, channel number will always be 5-digits: WAAS channel numbers from to LAAS channel numbers from to Proprietary data 40

42 Operation - Plates 1 LPV Minima 3 1 Proprietary data 41

43 Operation - Example LPV ON LPV APPR LPV Flight Crew Actions Select a RNAV Approach plate for Runway (example RNAV 13R) for the LPV approach New Action: Enter the 5 digit number into the Control Panel, the 5 digit number is obtained from the approach plate s WAAS Channel Number, eg New Action: Select LPV approach using source select switch on forward instrument panel. Maintain map mode on ND during approach Select LAND/ILS mode on autopilot Autopilot transitions to ILS/LPV as per normal FMS indicates normal precision approach Pilot flies LPV like a standard Cat I ILS approach procedure Missed approach as per ILS Proprietary data 42

44 Prepare for the future GBAS Infrastructure GPS/SBAS (Air Ground) CMA-5024 LPV CMA-5025 OPERATION STC FAS Proprietary data 43

45 Localizer performance with vertical guidance (LPV) Operational Benefits LPV is ILS Look-Alike LPV plates are RNAV procedures LPV is here and is expanding globally. Implementation brings immediate savings Installation in all aircraft is a reasonable and achievable bolt-on task The CMA-5024 is certified, airline proven-in-service, with LPV Reduced dependence on terrestrial navaids Improved dispatch reliability SIDS (use SBAS as navigation source) Improved STARS (use SBAS as navigation source & LPV) Can continue LPV operations when ILS is out-of-service to all runways Enhanced operational safety due to the vertical guidance provided No operational limitation due to cold weather Integrated solution exists with CMA-9000 FMS Proprietary data 44

46 Localizer performance with vertical guidance (LPV) (Cont.) Infrastructure benefit Terrain variation does not impact publication of a LPV approach No maintenance (contrast this to ILS continual flight inspection) All SBAS services are interoperable (WAAS, EGNOS etc.) so only one type of SBAS receiver is required FAA LPV published advantages: (source: Federal Aviation Administration Implementation of WAAS LPV Procedures) published in 2004 Procedure Integrity Lower Minimums Significantly increases the number of available instrument approaches Proprietary data 45

47 Prepare for the future GBAS LPV Infrastructure GPS/SBAS (Air Ground) CMA-5024 CMA-5025 Operation STC FAS Proprietary data 46

48 Prepared for the Future GBAS GBAS/GLS is very similar to SBAS/LPV operationally, both deliver CAT-I performance. GBAS is expected to deliver CAT-I to CAT-III operations; however, certification to CAT-II/III does not exist at this time, and GBAS CAT-I not deployed yet. Differences between the systems LPV receives error corrections from SBAS geostationary satellites, GLS receives error corrections via uplink from GBAS ground station. LPV Final Approach Segment (FAS) is hosted in the avionics database, GLS FAS uplinked via VHF Data Link from the GBAS ground station. Concepts between GBAS/GLS and SBAS/LPV are highly similar except GBAS GLS requires ground stations to work, SBAS LPV is self-contained CMA-5025 will provide GBAS capability when infrastructure will be available Proprietary data 47

49 Infrastructure GPS/SBAS (Air/Ground) CMS-5024 CMS-5025 FAS STC Operation LPV CMA-5024 is prepared for the future SBAS Performance: RNP0.1 Meets/Exceeds ADS-B requirements Bolt-On LPV/Growth to GLS ILS Look-Alike Approach System Certified GPS/SBAS LRUs Proven STC solutions Proprietary data 48

50 END Proprietary data 49