标题: FAA LAAS Program Status [打印本页] 作者: 航空 时间: 2010-8-11 09:00:11 标题: FAA LAAS Program Status
作者: 航空 时间: 2010-8-11 09:00:37
Federal Aviation Administration Daniel Hanlon Senior Representative, Air Traffic Organization, Asia Pacific FAA LAAS Program Status Beijing, China April 17, 2007 Federal Aviation 2 Administration Outline • Introduction • LAAS Capabilities • GBAS Program Background • GBAS Integrity Analysis and Prototype Development • International Cooperation • GBAS CAT-III Research & Development Activities • GBAS – JPALS Federal Aviation 3 Administration GPS World 10/02/06 • Boeing – “Boeing’s early operational experience with GBAS has generally been excellent. As we begin use of GBAS in daily airline operations it is important for airspace managers, airline operational planners and navigation service providers to understand the potential new or improved capabilities enabled by GBAS, as well as its potential for cost reduction for existing airspace system infrastructure – Boeing and Airbus will introduce GLS into their product lines Federal Aviation 4 Administration Air Carrier Support For GBAS • Many US Air Carriers Strongly Support LAAS • LAAS Viewed as True International Precision Landing Navigation System • Boeing/AIRBUS •Boeing achieved GLS Certification 2006 •Airbus Planning on GLS Certification 2007 • Air Carriers • FedEx strong partner in implementing GBAS in Memphis • Continental leading GBAS implementation for their B737 NG aircraft in Guam • Qantas leading GBAS implementation with B 737 NG aircraft in Sydney • Hapag-Fly with DFS in Germany Federal Aviation 5 Administration LAAS Capabilities • The Local Area Augmentation System (LAAS) Represents the U.S. Approach to the International Goal of an Interoperable GBAS Capability • LAAS Provides a Navigation Signal That Supports the Most Demanding RNP Requirements • LAAS is complementary to SBAS • One LAAS Can Cover the Entire Terminal Area and Enables Precision Guidance – Precision approach for Category I, II & III – Multiple runway coverage – Complex procedures Guided missed approaches and departure procedures – Aircraft surface navigation Federal Aviation 6 Administration Multiple Approach Capability of GBAS 70,000 square mile service volume could include other nearby airports Similar set of reciprocal way-points can define missed-approach, go-around procedures, SIDs and STARs VDB transmission include • Differential GPS corrections • Final approach segment (FAS) • Way-point data listing blocks • Ground station and approach ID Omni-directional VDB Radiates out to 150 miles (line of site) Pilot selects one of several “approved” approaches Control codes select VHF frequency and approach listing blocks of way-points 21340 25016 30156 38254 49502 LAAS GPS RX VHF TX Angled Approach Straight Approach Sectored Approach Parallel Approach Curved Approach Federal Aviation 7 Administration LAAS Architecture GPS Antenna Base Station Computes Differential Corrections, Provides Integrity Check & Provides Approach Coordinates Broadcast Information Differential Corrections, Integrity Status and Approach Coordinates Transmitter Encoder DATALINK Federal Aviation 8 Administration Siting Benefits of LAAS • Reduced siting constraints – Increase in potential sites over terrestrial NAVAIDS. – LGF not fixed by function. – Minimization of critical areas/operational impact. – Flexibility in placement of critical hardware. – Various configuration possible depending on operational needs. • Reduced ground installation costs – Reduced site preparation costs over terrestrial NAVAIDS • Multiple runway service – Single LAAS covers multiple runways – Positive guidance in all/any missed approach regions – Advanced procedures – Variable glide paths – Offset threshhold – Enable: • Surface navigation in the terminal area • Some level of service at adjacent airports Federal Aviation 9 Administration Program Background • Program Baseline Completed in 1999 • Established Government Industry Partnership (GIP) For Category-I Development in 1999 • GIP Experienced Delays Due to Integrity Issues • In 2001, Strategy Changed To FAA Full Scale Development Contract for Category- I LAAS • Contract Awarded To Honeywell In April 2003 – Aggressive Schedule and Integrity Issues Resulted In Delays • FAA Directed Program Back To R&D In February 2004 – Lower Overall Program Risk, Resolve Integrity Issues • Honeywell Contract Re-Structured To Resolve Integrity Risks – Restructure LAAS Integrity Panel & Develop Provably Safe Prototype Federal Aviation 10 Administration Current Activities • Integrity Analysis and Prototype Development – FAA GBAS prototype work under Honeywell Contract – Hazardous Misleading Information (HMI) Analysis underway to validate GBAS architecture/design • Scope – HMI is mainly an auditing process which does not intend to duplicate existing analysis – GBAS Team activity building on the WAAS experience and intended at supporting Safety Risk Management and approval process » Validate algorithm fault tree nodes and software integrity approach » Identify integrity deficiencies and recommend solutions Federal Aviation 11 Administration Current Activities (continued) • GBAS CAT I Approval Process – Honeywell Submitted Application for SLS 4000 System Approval in 2006 – System Design Approval for Honeywell architecture in progress – Facility and Service Approval for Memphis planned for 2008 • Signed Memorandum of Cooperation with Australia February 9, 2006 to assist in the development/approval of a Cat-I LAAS – Airservices Australia contract with Honeywell for the development of a certifiable GBAS Federal Aviation 12 Administration LAAS CAT I Approval Activities • To be approved by FAA, system or equipment must be shown to meet ICAO, FAA or other (e.g. RTCA) recognized standard. – The baseline is the FAA Non-Federal LAAS Specification • Verify compliance with the requirements contained in the Non-Fed Specification FAA-E-AJW44-2937A CATI LAAS Ground Facility – System or equipment approval is only one of the requirements for NAS operation. SYSTEM APPROVAL Provably Safe Prototype; plus upgraded hardware, software, processors and receivers FACILITY APPROVAL • Operational Restrictions • O&M Manual • Trained Operators • Standard Operating Procedures SERVICE APPROVAL • AT and Pilot Training • Instrument Flight Criteria Instrument Flight Procedures Flight Inspection Federal Aviation 13 Administration Memphis Flight Test of LAAS Prototype September 2006 • 104 Approaches at Memphis airport • The Flight Test Included Some VHF Data Broadcast Coverage Checks – The Installed System Provided Complete Coverage Without any Areas of Concern • Performance is Well Within the Required Performance of 16.0m Horizontal and 4.0m Vertical – The 95% Horizontal and Vertical Accuracies of the System were 0.68m and 1.17m Respectively • No Integrity Related Alarms or Alerts Federal Aviation 14 Administration Avionics Integration • GBAS/LAAS avionics documents (MASPS / MOPS / TSO / SARPS) completed • Boeing 737-800 series GBAS equipped – 9 Qantas, 9 Continental, 1 Hapag-Fly aircraft delivered • Airbus planning for GBAS option in all new generation aircraft – A320 certification planned in 2007 • Basic (ILS Look alike) LAAS Integration into MMR completed – Rockwell Collins MMR in Boeing 737/GLS Certification • R&D: Complex Procedure Integration – Modification of the MMR to Support Complex Procedures Up-linked via the VDB • Capability of Terminal Area Procedures • LAAS Support of Implementation of RNP & RNAV – Aircraft Fly Same 3 Dimensional Tracks as RNP/RNAV Procedures – Provides Retrofit Option for Non-FMS Equipped Aircraft Federal Aviation 15 Administration LAAS Operational Implementation • Draft LAAS Procedures for Memphis Airport (MEM) – Developed LAAS straight in procedures for all runway ends – Developed Terminal Area Path (TAP) procedures – Coordination with MEM ATC – FedEx Flight test of TAP procedures started in January 2007 – Next flight test planned for June 2007 • LAAS Implementation Support to Brazil (DECEA) – System Design Approval and Facility Approval – Flight test planning Federal Aviation 16 Administration GBAS International Activities • FAA Memorandum of Cooperation (GBAS) established with multiple countries – Australia, Brazil – Spain, Germany in final coordination • International GBAS Working Group – Established by service providers and industry • FAA, Eurocontrol, Germany, Spain, UK, France, Italy, Australia, Japan, Korea, India, Brazil, China • Boeing, Airbus, Airlines (Qantas, Lufthansa, Continental, ANA, FedEx, Hapag), Thales, Rockwell Collins, Honeywell – Working Group chaired by FAA and EUROCONTROL • Excellent forum to exchange and coordinate worldwide GBAS development and implementation activities • Last GBAS WG was in November 28-30, 2006 in Toulouse, hosted by Airbus, • Next WG planned for July 2007 in Seattle, hosted by Boeing Federal Aviation 17 Administration GBAS International Activities • Strong trend of more nations starting a transition from GBAS research to real implementation of GBAS most notably: – Airservices Australia and Qantas started using the Sydney GBAS during scheduled revenue flights. – AENA and Germany upgraded their GBAS installations in Malaga and Bremen and plan for early operational implementation in 2007. – ENAV from Italy will upgrade the Milan GBAS station and install it at Palermo – Japanese Airlines ANA and JAL will introduce 8 GBAS capable aircraft every year from 2008 and JCAB is now considering GBAS implementation from 2008 to 2012. – Korea plans on extending it’s present R&D effort to implement an ICAO compliant GBAS Cat-I in 2009. – China presented an argument for GBAS+RNP solution for Linzhi airport. – German Lufthansa plans on 25 new single isle aircraft with GBAS – Brazil utilizing LAAS test Prototype to evaluate Operational Implementation Federal Aviation 18 Administration Airservices Australia – FAA Cooperation GBAS Installation Sydney International • FAA – AsA MOC on GBAS Development and Implementation • AsA System development based on FAA Non-Fed Spec and FAA developed ADDs • FAA- CASA/AsA Certification Coordination – Basis is FAA Non-Fed Regulatory Approval – FAA Shares Regulatory Approval Documents to Ensure Compatibility of FAA and AsA Approach • Sydney GBAS Trials – 10/05: Qantas Boeing 737 Flight Trials (Now 9 Qantas aircraft GLS capable) – 04/06: Sydney Engineering/Fight Inspection Report Federal Aviation 19 Administration CAT III/III GBAS • Requirements development underway in coordination with Boeing and FAA/AIR. – Regular briefings to ICAO/NSP and RTCA/WG-4 – CAT II/III Engineering Sub-group drafting MOPS, ICD, and GF spec requirements • Target milestones – Draft MOPS and Non-fed Ground Facility (GF) specification by Sept. 2007 • Ground rule: minimal changes to ground facility and transfer of some requirement responsibility to the aircraft • Develop requirements in line with current ILS auto-land criteria – Published MOPS and GF specification by Dec. 2008 – SDA, airworthiness, and OPS approval to follow with close coordination to ensure success Federal Aviation 20 Administration Summary/Next Steps • Continuation of HMI Analysis • System Integration/Testing of System Software Developed under the AsA-Honeywell Contract 01/08 • Facility and Service Approval at Memphis in 2008 • Parallel Facility and Service Approval at Sydney International Airport. • Coordination of development and approval activities with International community • Installation of approved LAAS at FAA Technical Center for CAT III R&D • R&D to Develop and Validate CAT II/III Requirements Federal Aviation 21 Administration Questions?作者: elantian 时间: 2010-8-28 23:11:31