Advanced aircraft capabilities to support GNSS and PBN operations

航空

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航空

Tim Murphy
Technical Fellow – Electronic Systems
Airplane Systems
Boeing Commercial Airplanes
Advanced aircraft
capabilities to support GNSS
and PBN operations
The Boeing Company W100.2
Topics
•Background – PBN and Multi-Sensor
Navigation systems
•GNSS for Commercial Air Transport
Overview
•Airplane Based Augmentations System
(ABAS)
•Ground Based Augmentation Systems
(GBAS)
•Required Navigation Performance (RNP)
The Boeing Company W100.3
1965 1975 1985 1995 2005 2015
Year
50
45
40
35
30
25
20
15
10
5
0
Improvement areas:
• Lessons learned
• Regulations
• Airplanes
• Flight operations
• Maintenance
• Air traffic management
• Infrastructure
Hull loss accidents
per year
Millions of departures
Hull loss accident rate
Airplanes in service
11,060
23,100
1996 2015
8,566
retained fleet
6,705
replacements
17,224
growth
airplanes
0
10,000
20,000
30,000
40,000
Lockheed Electra
Boeing 727
2000 Boeing 727 90
Today we are:
50% slower than the Electra
73% slower with the same airplane
Washington D.C. (DCA) to New York (LGA)
1969
30 60 90
60
52
Scheduled flight time in minutes
Improve Safety
Traffic Growth
Waste In System
The Situation
Benefits not realized
Technology driven
Solutions
The Boeing Company W100.4
Reliable Predefined Paths Improve Predictability,
Safety and Airspace System Capacity
xLS
RNP
GBAS Based GLS Reduces
Inter-Arrival Spacing
RNP Provides Full Path
Definition
Low RNP Missed
Approach Paths
Low RNP
Departure Paths
GLS Reduces / Eliminates
ILS Critical Areas
ILS
Foundation for Performance-Based
Airspace Operations
R7
RNP Path Options
GLS
Air Traffic Planning Tools
for Path Management
Constant Descent Paths
from Top of Descent
The Boeing Company W100.5
Performance Based Navigation
Implementation
• Based on multisensor navigation system
• Flight management systems or function
– Selects best sensor and combines with inertial
data
– Assesses performance against requirement
– RNP accuracy and containment
requirements
– Alerts pilot if system performance does not meet
requirements
The Boeing Company W100.6
RNP and Aircraft Capability
The Boeing Company W100.7
Europe
USA RNP 10: N8400.12A
BRNAV: AC90-96A
RNAV 4: N8400.XX
RNAV 2: AC90-100
N8400.71
RNAV 1: AC90-100
N8400.71
RNP 10: NPA 20-8
BRNAV: AMC 20-4
RNAV 2: AC90-100
N8400.71
RNAV 1: AC90-100
N8400.71
RNP< 0.3: N8000.287
AC20-DB
AC120-29A
RNAV 2: AC90-100
N8400.71
RNAV 1: AC90-100
N8400.71
RNP< 0.3: N8000.287
AC20-DB
AC120-29A
PRNAV: TGL 10
RNAV: TGL XX
RNP≤ 0.3: TGL XZ
PRNAV: TGL 10
RNAV: TGL XX
RNP< 0.3: TGL XZ
Cat II/III: CS-AWO
JAR-Ops1
Regulatory Material Roadmap
RNP.3 RNP.5 RNP1
RNP2
RNP4-12...
RNP2
RNP1
RNP.5
FAF
RNP.3
RNP.1
Cat I
200’
Cat II
Low Visibility 100’Landing Cat III
Takeoff
The Boeing Company W100.8
Relevant Performance
Documentation
• Documentation
– Relevant performance is defined in RNP Capabilities
Documents
– E.g: D6-39067-3 “RNP CAPABILITY OF FMC EQUIPPED
737, GENERATION 3“ REV D December 18, 2006
Defined
Path
Design Phase
In Flight
Performance depends on Total System Error
where TSE =
Desired
Path
Path Error
Unknown
Unknown
Path Error
Actual
Path
Actual
Position
Estimated
Position
Pos Est Error
Unknown
Unknown
+ Pos Est Error
RNP Concept (Total System)
FTE
Known
Unknown
+ FTE
Actual
Position
Estimated
Position
EPU = radius of a circle centered
on an estimated position
such that the probability
that the actual position lies
in the circle is 95%/hr
Position Estimation Error is bounded by the
Estimate of Position Uncertainty (EPU)
Aviation RNP RNAV Concept (Total System)
Actual
Position
Estimated
Position
EPU
Additional positioning assurance by
Containment Radius
Aviation RNP RNAV Concept (Total System)
Rc = radius of a circle centered
on an estimated position
such that the probability
that the actual position lies
in the circle is 99.999%/hr
Actual Rc
Position
Estimated
Position
Actual
Position
Desired
Path
Defined
Path
Estimated
Position
Crew Interface – 737 Dual FMC with GPS
Crew Interface – 737 Nav Status Page
The Boeing Company W100.14
Nav Performance Scales
The Boeing Company W100.15
The Boeing Company W100.16
FMC ANP Capability
Nav
RNP RNAV path types result in reliable, repeatable and
predictable flight paths.
Aviation RNP RNAV Concept (Total System)
Downwind
Arrival
Approach
Gate
EA125 EA127
EA123
TF IF
RF
TF
GNSS
Implementation for
Boeing Airplanes
The Boeing Company W100.19
Practical Requirements for GNSS
Implementation
Operational Benefits
Certified Public
Use Signal in
Space (SARPs)
Certified
Airplane
Systems
Certification
Operational Criteria
Procedures
The Boeing Company W100.20
GNSS Implementation on Transport
Category Airplanes
• Highly integrated 2-crew cockpit
• Sophisticated multi-sensor
navigation (FMS)
• Existing RNAV capability
• Automatic landing systems
• MMR is the preferred solution
– Part of TC (new airplanes)
– Amended TC and service bulletin
(in service airplanes)
Current Production Retrofit
• Wide variety of architectures
– Analog ‘steam guage’ airplanes
– More sophisticated digital avionics
– Mixture of the two
• Often, no existing RNAV capability
• Many solutions are offered
• Basic RNAV capability is usually added
with the GNSS sensors
• Out-of-production airplanes usually
handled with STC
The Boeing Company W100.21
GNSS on Boeing Airplanes
• GPS is basic equipment on Boeing airplanes in production
• GPS is incorporated in the the Multi-Mode Receiver (MMR)
• GPS is integrated as part of a multi-sensor navigation system
using RNP
– GPS operates autonomously
– Provides Position Velocity and Time (PVT) output to FMS
– Provides indication of integrity
– FMS uses GPS when available.
– If GPS autonomous integrity is not available, FMS cross
compares GPS with other navigation aids or inertial
– FANS I implementation
&#1048708;Two major form factors are defined by AEEC.
–ARINC 755 – “Digital MMR”
• GPS, ILS, GLS and MLS
• Replaces ARINC 710 ILS receiver
–ARINC 756 – “Analog MMR”
• GPS, ILS, VOR, Marker Beacon, MLS and GPS
• Optional FMS functionality
• Replaces ARINC 547 ILS/VOR receiver
&#1048708;Commercial Air Transport Airplane
manufacturers have adopted the
multimode receiver as the
standard architecture for GNSS
integration
Multi-Mode Receiver
Courtesy of:
The Boeing Company W100.23
Basic GPS System Limitations
• Integrity
– Notification Time: 15 Minutes or Greater WAAS (CAT-I) - 6 sec
– Not Sufficient for Civil Aviation LAAS (CAT-II/III) - 2 sec
• Availability
– 24 Satellites - 70% WAAS (CAT I) - 99.9%
– 21 Satellites - 98% LAAS (CAT II/III) - 99.999%
– Not Sufficient for Primary Means Navigation
• Accuracy
– Enroute - OK WAAS (CAT I) - 7.6 m
– Not Sufficient for Precision Approaches LAAS (CAT II/III) - 1 m
• Not Sufficient for Safety of Flight for All Operations
}
}
}
The Boeing Company W100.24
GPS Performance Issues
• Integrity
– GPS alone does not meet civil aviation requirements for integrity
– Satellite signal monitoring insufficient. (large periods of time where
satellites are not monitored by ground network).
– Time to correct anomalies too long. (On the order of hours)
– Augmentation is required
– Receiver Autonomous Integrity Monitoring (RAIM)
– Checks signal integrity by doing a consistency check using
redundant data
– Requires at least 5 satellites to perform RAIM
– Other augmentation system (GBAS, SBAS etc)
• Availability of GPS service depends on availability of augmentation
• GPS performance characteristics are time-varying
The Boeing Company W100.25
GPS Augmentations
• RAIM is the principle augmentation to GPS today
– Results in some limitation on availability of service
• Several other augmentations to GPS are under development
– Satellite Based Augmentation System (SBAS)
–Wide Area Augmentation System (WAAS) - US
–European Geostationary Overlay System (EGNOS) - Europe
–Multifunction Satellite Augmentation System (MSAS) - Japan
– Ground Based Augmentation Systems (GBAS)
–Local Area Augmentation System (LAAS) – US
–GBAS program in Australia
– Ground Based Regional Augmentation Systems (GRAS)
–Emerging concept. - Australia
The Boeing Company W100.26
ABAS Status
• ABAS – GNSS integrity assured by integration of information
available the airplane
– RAIM is considered ABAS
– Some form of RAIM is included in all aviation receivers
– ABAS also includes
– GNSS + baro measurements
– GNSS + inertial measurements: Hybrid GNSS/INS
– “Loosely coupled” systems
– “Tightly coupled” systems
&raquo; AIME (Northrup Grumman)
&raquo;MSS (Honeywell HIGHTM System)
– Could potentially include other combinations
RAIM Uses Redundancy to Detect Faults
Good Position Fix
Bad/Misleading Position Fix
Satellite range measurements
Ranging Bias
Normal
Conditions
Error
Conditions
Present
Residual inconsistencies reveal misleading information
Good Position Fix:
• Measurements agree with one another
• Residual is small
Bad/Misleading Position Fix:
• Measurements contradict one another
• Residual is large
Good Position Fix:
• Measurements agree with one another
• Residual is small
Bad/Misleading Position Fix:
• Measurements contradict one another
• Residual is large
Ability to Detect Faults Depends on Geometry
i n
S
A A
ii
i i for 1, 2, 3, . . . ,
Magnitude of detection Statistic Caused by Bias
Position Error Caused by Bias 2
2
2
1 =
+
=
Each satellite will have a
different slope
Alert Limit
Magnitude of the Detection Function
Magnitude of the
Position Error
D FA T −Set by P
( ) ( ( T ) T )
n
A HTH HT S I H H H H 1 1 Where : and − − = = −
Fundamentals of RAIM
• Check consistency of redundant GPS measurements
• Use residual as indicator of excessive position error
typical failure mode
position error
residual
threshold
protection radius
FALSE ALARM
DETECTED FAILURE
MISSED
DETECTION
SAFE
The Boeing Company W100.30
NSE Driven RNP Availability Observed From
IASL Rooftop on a Randomly Chosen day
0 5 10 15 20 25
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
GMT (Hours)
RNP
(NM)
2 Receiver Overlay - Day 174
Rcv X
Rcv Y
Typical RAIM Performance when SA was On
The Boeing Company W100.31
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5
0
10
20
30
40
50
60
70
80
90
100
RNP (NM)
% of
Observations
Less than
RNP
Observed Cumulative RNP distributions for 2 Receivers
Rcv X
Rcv Y
RNP Availability Observed From IASL
Rooftop on a Randomly Chosen day
RNP
(NM)
Rcv X Rcv Y
0.05 16.2 % 25.0 %
0.1 85.2 % 86.9 %
0.15 93.7 % 94.5 %
0.3 100 % 99.9 %
The Boeing Company W100.32
SA Transition
The Boeing Company W100.33
Removal of SA Resulted in Dramatic
Improvement in Accuracy
Data collected by
Boeing on rooftop
of IASL Lab
before and after
SA removal
GPS Accuracy Post SA
0 1 2 3 4 5 6
0.001
0.003
0.01
0.02
0.05
0.10
0.25
0.50
0.75
0.90
0.95
0.98
0.99
0.997
0.999
Horizontal Error [meters] – 24 Hours of Observations
Probability
Normal Probability Plot
24 Hours of data
Collected 6/24/00
In Seattle
RAIM Availability with SA Off
0 100 200 300 400 500 600 700 800 900 1000
0.001
0.003
0.01
0.02
0.05
0.10
0.25
0.50
0.75
0.90
0.95
0.98
0.99
0.997
0.999
HIL [Meters]
Probability
Normal Probability Plot
•Distribution of HIL from 3 Different MMR Manufacturers
~ RNP 0.1 nm
Receivers with SA Assumptions
Hard Coded in RAIM Algorithms
SA Aware Receiver
Based on data collected for 24 to 48
hours on the rooftop of the IASL on
a randomly chosen day shortly after
SA was turned off
GPS/INS Integrity Monitoring
&#1048708;Grover Brown first suggested a method based on a bank
of Kalman Filters
&#1048708;Two commercial products use a variant of this approach
– Honeywell: Multiple Solution Separation Method
– Litton: Autonomous Integrity Monitor Extrapolator
GPS/INS
Filter
1
IMU
GPS
Receiver
. . .
. . .
2
3
4
N
Comparison
Function
Fault Detection
Exclusion
Protection Level
Each Filter uses a different
combination of n-1 satellites
The Boeing Company W100.37
Results from Availability Modeling
This is based on
simulating thousands of
geometries and removing
satellites from the
constellation using a
Markov model for
satellite constellation
state probabilities
Assumptions on satellite
availability are very
conservative relative to
historical performance
Absolute value of
availability computed is
sensitive to assumptions
and the typical
performance should be
better than predicted
here in all cases.
The real value of this kind of analysis is to compare the relative performance of
different ABAS approaches
0 0.5 1 1.5 2 2.5 3 3.5 4
100%
99.999%
99.99%
99.9%
99%
90%
0%
RNP (nm)
RNP Availability (percent)
RNP Availability (24 hours) (24/6 + 0 WAAS Satellite Constellation)
Tightly Coupled (SA On)
Loosely Coupled (SA On)
RAIM (SA On)
Loosely Coupled (SA Off)
RAIM (SA Off)
GBAS Status
The Boeing Company W100.39
Ground Based Augmentation
Systems (GBAS)
GLONASS satellitSeSBAS satellite
GPS
satellite
SBAS signal
ranging source
only
VHF Data Broadcast
(VDB) Signal
Differential Corrections
Integrity data
and Path definition data
GBAS ground
facility
GBAS
reference
receivers
Ranging
sources
Navigation satellites
Status
information
40
Typical GBAS Ground Segment Equipment
Picture Courtesy
Okalahoma University
Pictures Courtesy
Honeywell Inc.
SLS-3000
41
GBAS Installations (Honeywell)
Honeywell SLS-3000 installed at
Memphis International Airport
&#1048628;Chicago O’Hare Int’l Airport, Chicago, IL
&#1048628;Chicago Midway Airport, Chicago, IL
&#1048628;Memphis International Airport, Memphis, TN
&#1048628;Mpls-St Paul Int’l Airport, Minneapolis, MN
&#1048628;Newark International Airport, Newark, NJ
&#1048628;Saskatoon Int’l Airport, Saskatoon, SK, Canada
&#1048628;SEATAC International Airport, Seattle, WA
&#1048628;Eastern Iowa Airport, Cedar Rapids, IA
&#1048628;Grant County Int’l Airport, Moses Lake, WA
&#1048628;Jackson Hole Airport, Jackson, WY
&#1048628;Regina Airport, Regina, SK, Canada
&#1048628;Kennedy Space Center, Florida
&#1048628atuxent River Naval Air Station, MD
&#1048628;White Sands Missile Range, NM
&#1048628;Frankfurt International Airport, Frankfurt, Germany
&#1048628;AENA, Airport of Malaga, Malaga, Spain
&#1048628;CKS International Airport, Taoyuan, Taiwan, ROC
&#1048628;Norfolk Island Airport, New South Wales, Australia
&#1048628;Sydney Airport
&#1048628;ACJ Int’l Airport, Rio de Janeiro, Brazil
North America
AustralAsia
Europe
South America
737 NG GLS System Architecture
PORT
B
ILS #
1
ILS #
2
GNSS
AUDI
O
MMR-2
MMR-1
ADIRU
L/R
GPS ANT-L
DUAL G/S ANT
NCP
ADIRU-L/R
NCP - CAP
NCP - F/O
GPS ANT-R
VDB/LOC
GPS ANT - L
GPS ANT - R
G/S ANT
VDB/LOC
FCC
A/B
MMR–1/-2
FMC
L/R
CLOCK
EGPWS
L/R
ND
L/R
DEU-1 PFD
DEU-2
DFDAU
SAI
ISFD
MCU
REU
MSU
MMR–1/-2
MMR–1/-2
MMR–1/-2
MMR–1/-2
MMR–1/-2
MMR–1/-2
MMR–1/-2
MMR–1/-2
MMR–1/-2
MMR–1/-2 MMR–1 DUAL LOC ANT
(NOSE)
VOR/LOC ANT
(TAIL)
ANT
SW#2
ANT
SW#1
737 NG GLS System Description
Navigation Control Panel
Cycles through Modes: ILS, VOR, GLS
Moves Standby Selection to Active
Keypad entry changes
Value in Standby Selection
737-NG Nav Control Panel
(Technology Demonstrator)
737-NG PFD with GLS Approach Tuned and Autopilot
Approach Mode Engaged
GBFI /130°
RW13R 45.3
GLS CMD
SPD VOR/LOC G/S
140 4000
1410
3500
737-NG Technology Demonstrator GLS Display
Performance Comparison KBFI 13R
GLS ILS
Approaches done using Seatac Beta-LAAS
Station – 6 nm away and over a 400+ ft ridge
737 NG GLS Demonstration Flight
GBAS Activities Around the World
&#1048708; Early implementation projects ongoing in:
– Australia
– Guam
– US (Memphis)
– Germany
– Spain
&#1048708; Focus on operational implementation
– Availability of certified ground station is a
common issue
Month 200X Airbus - Boeing GLS Joint Position - EYDCC - Ref. PR0409175 - Issue 1
Airbus - Boeing Cooperation
&#1048708; Air Traffic Alliance and Boeing have agreed to cooperate in
a number of areas of Air Traffic Management regarding
interoperability
&#1048708; This cooperation involves exploring common views on key
issues affecting aviation and providing joint support to key
initiatives and programs which will improve aviation safety,
efficiency and interoperability
&#1048708; Satellite landing capability based on ICAO GBAS
implementation is one of those areas
&#1048708;Work started in March 2004
&#1048708; A common position has been developed regarding airplane
GLS operations based on GBAS
&#1048708;We plan to support and work with the airlines and service
providers to promote its early implementation.
Note: Air Traffic Alliance (AT Alliance) = EADS, Airbus, Thales
Month 200X Airbus - Boeing GLS Joint Position - EYDCC - Ref. PR0409175 - Issue 1
Joint Position
• GLS is needed to support airline operational requirements and will
evolve to supersede ILS as the future landing system
&#1048626; In line with ICAO policy for a transition to satellite based Nav
aids
• GLS operations will go through a normal evolutionary process and
early operational experience is essential
• Our limited operational experience has demonstrated the
significant flexibility, capability and robustness of this functionality
• Operations would start with Category I capability and should
evolve to Category III capability as soon as practical and
economically viable
&#1048628; The OEMs can help facilitate that evolution
Month 200X Airbus - Boeing GLS Joint Position - EYDCC - Ref. PR0409175 - Issue 1
Early Operational Experience
• Early operational experience is considered to be essential to
support deployment of GBAS
• AT Alliance and Boeing will work together with willing
Operators, Service Providers, Regulators and Airports to put
Operational Evaluation programs in place.
• The experience gained from the activities will be shared with
the aviation community with the airline being the focal on
airborne aspect and the ANSP for the ground based elements.
Policy on GBAS to support Category III
• AT Alliance and Boeing will continue to support the development
of GBAS which will provide Category III capability using the
current GPS constellation (as an objective).
• AT Alliance and Boeing agree that for the long term the GPS
and Galileo constellation will evolve to be used jointly with dual
frequency to provide a robust global solution.
• We will continue to support the addition of the Galileo
service and the additional capabilities it will provide for all
weather operations as they create value for our airline
customers.
• We support the enhancements of the GPS service and the
benefits they can bring
Month 200X Airbus - Boeing GLS Joint Position -
EYDCC - Ref. PR0409175 - Issue 1
54
Airbus Status
• Thales GBAS Station installed in Toulouse – Operated by STNA
for Airbus. SARPS compliant SIS including required monitors,
but not yet certified. Will be used for Airbus certification flights
only, in its present form.
• Flight testing on Airbus A318 & A320 commenced July 04
• Several flights performed including Autoland – No major issues
• Certification planned beginning 2006.
• Will be offered as option on all models, including A380 at Entry
Into Service
• Period of data collection is envisaged with Lufthansa, with an
MMR installed on a non interference basis. Purpose to gain
experience on a large number of landings, and with other
makes/models of ground station.
Month 200X Airbus - Boeing GLS Joint Position - EYDCC - Ref. PR0409175 - Issue 1
Boeing Status
&#1048708; 737 NG Certification is complete
– All flight testing, verification and validation complete
– Flight test demonstrations made at multiple runway ends at
SeaTac and Moses Lake airports using their LAAS facilities
– Operations, including automatic landings, were
demonstrated at adjacent airports
• Ephrata (Moses Lake)
• Boeing Field and Paine Field (SeaTac)
– At the completion of the certification flight test, the test
airplane was flown to Brazil and flown against the FAA
prototype ground station (Rio de Janeiro - Galeao)
• Approaches made to adjacent airport (Santos Dumont)
&#1048708; First Customer Delivery – May 2005
&#1048708; GLS will be a standard feature on the 787
&#1048708; Other Models to follow
Month 200X Airbus - Boeing GLS Joint Position - EYDCC - Ref. PR0409175 - Issue 1
WAAS / SBAS
• AT Alliance and Boeing see little benefit and
substantial infrastructure and airborne costs in
WAAS/SBAS.
• Airbus and Boeing have no plans to provide
WAAS/SBAS functionality in their production models
• Airbus and Boeing will continually assess functional
capabilities that could create value for our airline
customers, as new capability becomes available
•Such as Galileo and GPS L5
The Boeing Company W100.57
Questions?

gcjcdn-007

多谢多谢，支持支持

liu5031

太好了，谢谢