6 Aviation Applications ONDA VF

METIS First Master Training & Seminar
EGNOS and GALILEO

Aviation Application
Office National Des Aéroports (ONDA)

(Moroccan Airports Authority)
Abdelahad BENHALLAM
Studies department
[email protected]
Page 1 METIS First Master Training & Seminar, Ifrane (Morocco), 15-16.03.2007
Outline 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
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.)
Al Hoceima
Tanger
Tétouan
Rabat-Salé
Nador
Casablanca
Oujda National Airports
Infrastructure
Essaouirar
Fès 15 international
& 6 domestic
Agadir Airports
Ouarzazate
10 millions
Passengers
Dakhla 56.000 tonnes

Errachidia of airfreight
Tan Tan Marrakech
Laâyoune
Casablanca Mohammed V
Aero-pole
International Mohammed VI
Academy of Civil Aviation
Casablanca Mohammed V
International Airport
Page 5 METIS IFirstTERMINAL

TERMINAL Master Training
II & Seminar, Ifrane
TERMINAL III (Morocco), 15-16.03.2007
Moroccan Airports Authority
International Mohammed VI
Area Control Center Academy of Civil Aviation Casablanca Aero-
Aero-pole
Casablanca Flight Information Region
Air traffic evolution
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)
1. Aviation Context
Communication types
Satellite

(Radar) (Radar) (Radar)

beacon
beacon
Tower
Tower
ACC ACC
ATS
1. Civil Aviation Context
Conventional radio navaids classification
En route 10 KHz 100 KHz

Long distance Omega Loran-C
(~ 1000m) (~ 100m)
En route 200 - 500 112 - 118 960 - 1215

Continental ADF / NDB VOR DME
(3 - 5°) (2 - 3°) (500m)
Approaches 200 - 500 108-118 330 4 5

& Landing ADF VOR, LOC Glide Radio MLS
(0.1 - 0.6°) (0.1 - 0.2°) Alti (~ m)
frequency
3K VLF 30 LF 300 MF 3M HF 30 VHF 300 UHF 3G SHF 30
Line Of Sight
Propagation Ionospheric
Non - radio autonomous systems : Baro-altimeter, INS
Conventional Navaids and ATM system limitations
- Air space congestion

- VHF frequency plan congestion
• Range – accuracy dilemma
- Lack of non-continental coverage
• Need of route flexibility
- Economical aspects (delay, fuel, …)
• Equipment cumbersome
- Work load of controllers
- Safety problem
Satellite navigation existing systems
• Long range & Accuracy, available frequency band, worldwide coverage

• Examples: - ARGOS, SARSAT-COSPAS, GEOSTAR, etc.
- TRANSIT (GPS), CICADA (GLONASS)
ICAO, FANS CNS / ATM Concept

1988
Main Normalisation Organisms
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 (EUROCONTROL)
Development of European Air Traffic Management (ATM) system
European Organisation for Civil Aviation Equipment (EUROCAE)
Radio Technical Commission for Aeronautics (RTCA - USA)
Requirement for equipment certification
Airlines Electronics Engineering Committee (AEEC)
Equipment Interoperability (ARINC standards).
Regional and national regulatory organisms.
2. CNS / ATM Concept
CNS / ATM system components
• 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.
Evolution to a CNS / ATM environment
Conventionnel Systems ICAO CNS/ATM environment

• VHF (voice) • Voice / Data (VHF Data Link)
• HF (voice) • Voice / Data (AMSS)
Communication
• 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
Navigation
• Baro-altimeter • INS / IRS
• INS/IRS • ILS / MLS
• ILS
• Primary / Secondary Surveillance
• Automatic Dependence Surveillance (ADS)
Radar (PSR / SSR)
Surveillance • Vocal position information • Secondary Surveillance Radar (A/C or S)
• Secondary Surveillance Radar A/C
Required Navigation Performance (RNP) criteria
Accuracy: Degree of conformance between the estimated or measured position/velocity

of a platform at a given time and its true position.
Integrity: Ability of a system to provide timely warnings to users when the system should
not be used for navigation.
Availability: Indication of system ability to provide usable service 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 unscheduled
interruption .
Equipment
Qualification
Certification
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.

RNP criteria RNP4,...
(Annex 10) é RNP2

RNP2

RNP1 RNP1

RNP.5 RNP.5 RNP.3
RNP.1
CATI
CATII
200
100
Accuracy 95% Alarm Limit Time-to-
Operation Integrity Availability Continuity
Lateral / Vertical Horiz. / Vert. alert
En Route 0.99 to
2.0 NM / - 4 NM / - 5 min.
RNP 20 to 10 0.99999
En Route RNP 5 to 2 2 NM / - 0.999 to 1-10-4
0.4 NM / - 15 s
En Route, Terminale RNP 1 1-10-7 1 NM / - 0.99999 to 1-10-8
Wide Iinitial Approche Per hour per hour
Area NPA, Departure 220 m / - 0.6 km / - 10 s
RNP 0.5 to 0.3
APV - I
220 m / 20 m 0.6 km / 50 m 10 s
RNP 0.3/125
APV - II
16 m / 8 m 1-2.10-7 40 m / 20 m 6s 1-8.10-6
RNP 0.03/50 per approach 0.99 to 15 s interv.
Precision Approach Cat. I 0.99999
Local RNP 0.02/40 16.0 m / 6 to 4 m 40 m/ 15 to 10m 6s
Area Cat. II 1-4.10-6
6.5 m / 1.7 m -9
RNP0.01/15 1-10 1s 15 s interv.
Cat. III per approach 1-2.10-6
3.9 m / 0.8 m
RNP0.003 30 s interv.
Area 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 strategy (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.
Moroccan context: new routes of RNP5 type
7 ROUTES instead of 4
Planned
structure of
Casablanca
FIR
(2008)
Application domains
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 m
Cat II: DH ≥ 100 ft, RVR ≥ 350 m
Cat IIIa: DH ≥ 50 ft, RVR ≥ 200 m
Cat IIIb: DH ≥ 0, RVR ≥ 50 m
Cat IIIc: DH =0, RVR=0
Airspace Management (ASM), Air Traffic Flow & Capacity Management (ATFCM)
- to protect ATC sectors from traffic overload
- to optimise the use of existing capacity.
Search and Rescue (SAR).
Positioning equation and error sources
σ = GDOP ⋅ σ UERE
σUERE : Equivalent Range Error (Root Sum Square of all deviations)
GDOP : Geometric Dilution Of Precision
Error sources: Clock unstability

Ephemeris bias
Iono and Tropo delays
Relativistic effects
Thermal noise
Multipath
Unintentional interference
Deliberate interference
Accuracy improvement DGPS (code)
Simple difference Doubles differences
Reference
satellite clock bias, Station
Reference
Receiver clock biases Station
atmospheric delays, [SA]
are reduced
are strongly reduced
Accuracy of a few meters
Remained errors: Multipath, thermal noise
Accuracy improvement 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
DGPS Phase / DGPS Code positioning results
0.9
CODE
0.8
3D POSITION ERROR IN METERS
POSITION
ERROR
0.7
0.6
0.5 2 cm
Ambiguity
0.4
Resolution
using MAPAS
1 cm
0.3
PHASE
0.2
POSITION 0
ERROR 20 21 22 23 24 25
0.1
0
0s 5s 10 s 15 s 20 s 25 s 30 s
TIME IN SECONDS * Performed with LTST/ENAC
(in C. Macabiau’s PhD)
Ambiguity resolution results (positioning)
43.65 204
REFERENCE STATION
GEOTRACER
500m MAPAS
43.645
500m 203
43.64
202
43.635
43.63
201
43.625
AFFECTED AREA 200
43.62
43.615 199
43.61
1.34 1.345 1.35 1.355 1.36 1.365 1.37 1.375 1.38 1.385 198
3.965 3.97 3.975 3.98 3.985 3.99
5
x 10
43.6226 201.97 GEOTRACER

MAPAS
201.965
43.6224
201.96
43.6222
201.955
43.622
201.95
43.6218 201.945
43.6216
201.94
* Performed with LTST/ENAC
1.3712 1.3714 1.3716 1.3718 1.372 1.3722
201.935
3.9768 3.977 3.9772 3.9774 3.9776 3.9778 3.978 3.9782 3.9784

5
x 10
Ambiguity resolution results (integrity and availability)
* Performed with LTST/ENAC

Integrity improvement based on failure detection / isolation

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 on hybridization
No current satellite system alone satisfy the normalized demanding requirements.
Hybridization with other(s) system(s) to exploit redundancy and complementarity:

Integrated system Improved parameter
Onboard 1 GNSS / INS Integrity, resistance from perturbations
GNSS / Baro Vertical accuracy
INS / Baro Vertical accuracy
GNSS / INS / Baro Accuracy, integrity
Ground-based 2 GNSS / Pseudolite Coverage, accuracy
GNSS / VOR/DME Redundancy of range measurements
GNSS / LORAN-C Accuracy of en route navigation
INS / VOR/DME Accuracy
Satellite-based 3 GNSS / MEOs Availability, continuity, integrity
GNSS / GEOs Accuracy, availability, integrity
Need to guarantee
- Positioning accuracy, signal integrity
- Sufficient continuity and availability
- Resistance from RF interference and jamming
- Performance – complexity – cost compromise to be fixed
Hybridization with Onboard Systems
General context
INS
GNSS Baro
Doppler Radar
...
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.
Hybridization with Onboard Systems (GNSS / INS)
"

calibration
(re)alignment
Integration level, Updating period GNSS INS
‘Low cost’ INS can be satisfactory (re)acquisition
resistance from RF interference, jamming
integrity monitoring availability
continuity aiding
#!$ !

%
3 minute - Period Calibration of INS by GPS 3 minute - Period Calibration of INS by GPS
3 minute - Period Calibration of INS by GPS
900 100
200
800 0
0
700 -200 -100
600
INS alone -200
-400
meters on X axis
meters on Z axis
meters on Y axis
500 -600 -300
400 -800 -400
300 -1000 -500
200 -1200 -600

INS+GPS
100 GPS alone -1400 -700
0 -1600 -800
-100 -1800 -900

0 500 1000 1500 2000 2500 3000 3500 4000 0 500 1000 1500 2000 2500 3000 3500 4000 0 500 1000 1500 2000 2500 3000 3500 4000
seconds seconds seconds
Hybridization with Onboard Systems (GNSS / INS)
#! &$ !!% ! " ' !
)
Delay of calibration for a range bias of 24m
80
GPS alone
GPS + AOR-E + IOR
Protection limit (0.6NM) 70
Position error (NM)
delay of c alibration (s ec onds )

60
50
40
30
time
20
10
#! )$
!% ! "
0
0 5 10 15 20
time (hours)
INS Kalman Integity

Baro
INS / GPS Monitoring
Pseudorange
Module * Performed with LTST/ENAC
GPS
(in A. Younes’s PhD)
Hybridization with Grouned Based Systems
!
* ! !
provide a supplementary ranging-like information

improve geometry, accuracy and integrity
Help phase ambiguity resolution
Monitoring
Pseudolite
Station
Signal Processing
Message elaboration
RF interference, Tropo propagation errors and synchro offsets to be reduced
Hybridization with Satellite Systems
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)
GEO
GNSS
Synchro GPS / GEO
rity
+ Integ Nav +Corr. +Integrity
ions
Co rrect
+
Nav
Control
Center
Error elaboration
Integrity Monitoring
Reference Reference
Station 1 Reference Station 3
Station 2
Receiver technology improvement
Low pass eL
%

! filter
+

r(t) +e Loop

) filter
Low pass eE
filter
Tc /2 Early code
Low pass PRN
VCO
filter generator
Tc /2 Late code
π Basic Delay Look Loop (DLL): ‘Early-Late’ type
2
Loop
r(t ) VCO filter E
1
R
R
O 0.5
Low pass R
filter V
O
L
0
T
A
Basic Phase Lock Loop (PLL): Costa type G
E -0.5
-1
-400 -200 0 200 400
DELAY ERROR
Potential studies and research subjects (1)
RF Data Position
Acquisition Tracking Velocity
Module processing
Time

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 processing and hybridization
False acquisition impact on the measurements integrity
Acquisition and tracking threshold reduction techniques (Continuity, availability)
Potential studies and research subjects (2)
Hybridization
Hybridization is already widespread in air navigation

GNSS / INS is a promising integrated system
Current research on GNSS tends to efficiently hybridize systems from different
types, to approach the required performance for Wide 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)
The EGNOS framework
" !

* ,

!"#
$% $ & ' (& &#
) * % ( $ #
%
- & $
- ) $
,
! !!

GPS + GLONASS
GNSS2
Ground-Based Aircraft-Based Satellite-Based
DGNSS, Pseudolites INS, Baro DGNSS, GEOs
GALILEO
Accuracy, Coverage, Integrity
GNSS1
EGNOS, WAAS, MTSAT
The EGNOS system
System components GPS +
GLONASS
GEO
(3 GEOs, 34 RIMS,
4 MCC, 2 NLES)
NLES
MCC
Reference stations (RIMS)
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 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.
Signal in space provision in MEDA
Objective: Improve GNSS performance in the MEDA region.
Phases
1. EGNOS services provision.
2. EGNOS/GALILEO combined services provision.
Implementation
EGNOS infrastructure extension through deployment of RIMS reference stations.
Installation of a RIMS station in Agadir
Within the context of extending EGNOS services to MEDA Region, Agadir Al Massira
International Airport was proposed to host a RIMS station.
To be in line with system requirements, site surveys and a measurement campaign

conducted jointly by Vitrociset and ONDA (December 2005).
The goal was to determine wherever the site fills the requirements in term of
Electromagnetic Interferences (EMI), Multipath Propagation and Clear Horizon.
The ICD is now available.
The deployment of the required infrastructure will follow ESA – ONDA contract
signature.
The site
of Agadir
Radar Antenna
GALILEO contribution to aviation
!
*!!. ! !! %
*

*
+
* ,

$
/
** % *
*
/
** % *
*

0
* 1
1 *
*

*
!!
%
2
3

! ,

,

!

* ,
. !

!% * 4
GALILEO contribution to aviation

*
*+ % ! $
!
,

,
' )
,
, !
'1 !1)
- Efficient spectrum use
- Minimum inter-system interference
- Optimised complexity implementation
Aviation performance vs GALILEO Specs
(Dual frequency L1+E5)
Accuracy 95% Time-to-

Operation Integrity Availability Continuity
Horiz. / Vertical alarm
-7
APV – II 1-2.10 -6
0.99 to 1-8.10
RNP 0.03/50 16 m / 8 m per 6s from
0.99999 15 s interv. Annex 10
approach
-7
1-2.10 -6
GALILEO 1-8.10 from
4m/8m per 6s 0.998 GSA
Specs 15 s interv.
approach
Expected performance for aviation
APV I APV II CAT II CAT III
Global Coverage :
GALILEO Open Service + RAIM
GALILEO Open Service + Global integrity
Zone SBAS:
GPS + SBAS (EGNOS)

GALILEO + GPS + SBAS
Local area
GALILEO + Local components
Interoperability characteristics

'! *+

, )
5+ %
,
% *
*

/ ! *+ % '6 6) ,

!
% '

)
/ *+ % '6)
/ !! ! 4"3 7 ! !.
6 6"6

! *

* 8 7 !

% !
! %
%
Institutional aspects (partnership)
9 – 4
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43 3< –
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Cooperation opportunities
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.

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METIS First Master Training & Seminar

EGNOS and GALILEO

Office National Des Aéroports (ONDA)

The METIS project is managed by the European

• Public institution (1990) of an industrial and commercial nature.

Dakhla 56.000 tonnes

Page 5 METIS IFirstTERMINAL

IFR Type 2004 2005 2006 ( vs global )

Total 268,5 284,9 304,7

Aircraft movements in the moroccan airspace

   

(Radar) (Radar) (Radar)

En route 10 KHz 100 KHz

En route 200 - 500 112 - 118 960 - 1215

Approaches 200 - 500 108-118 330 4 5

Non - radio autonomous systems : Baro-altimeter, INS

- Air space congestion

Satellite navigation existing systems

• Long range & Accuracy, available frequency band, worldwide coverage

ICAO, FANS CNS / ATM Concept

International Civil Aviation Organisation (ICAO)

• Communication – Navigation – Surveillance / Air Traffic Management.

• "The CNS / ATM concept main objective is to allow operators/users to comply

• "All ATM system components have to be considered including regulation,

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

Conventionnel Systems ICAO CNS/ATM environment

Accuracy: Degree of conformance between the estimated or measured position/velocity

(Annex 10) é RNP2

Typical strategy (ECAC)

ATC for all operational phases of flight

Search and Rescue (SAR).

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

GDOP : Geometric Dilution Of Precision

Error sources: Clock unstability

Simple difference Doubles differences

Accuracy improvement DGNSS (phase)

43.6226 201.97 GEOTRACER

3.9768 3.977 3.9772 3.9774 3.9776 3.9778 3.978 3.9782 3.9784

* Performed with LTST/ENAC

Snapshot methods: - current measurement

No current satellite system alone satisfy the normalized demanding requirements.

Hybridization with other(s) system(s) to exploit redundancy and complementarity:

Exploit redundancy and complementarity

Enhance integrity monitoring (AAIM)

700 -200 -100

500 -600 -300

400 -800 -400

300 -1000 -500

200 -1200 -600

-100 -1800 -900

delay of c alibration (s ec onds )

INS Kalman Integity

provide a supplementary ranging-like information

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

Signal integrity control improvement

Hybridization is already widespread in air navigation

Data integration techniques

Reference stations (RIMS)

Expected performance for aviation

(Annex 10) é RNP2