FAA LAAS Program Status

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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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Administration
Questions?

elantian

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brightjm

THANK YOU.