Transcript aaians.org

U.S. GPS Program and
Policy Update
Ken Alexander
Senior Advisor, National Coordination Office
United States of America
SBAS International Working Group
Saint Petersburg, Russia
June 25, 2013
Overview
• U.S. Space-Based PNT Policy
• Global Positioning System Status
• Space System Modernization
• Ground System Modernization
• Affordability
• International Interoperability
U.S. Space-Based PNT
Organization Structure
WHITE HOUSE
Defense
Transportation
State
Interior
Agriculture
NATIONAL
EXECUTIVE COMMITTEE
FOR SPACE-BASED PNT
ADVISORY
BOARD
Executive Steering Group
Sponsor: NASA
Co-Chairs: Defense, Transportation
Commerce
Homeland Security
Joint Chiefs of Staff
NATIONAL
COORDINATION OFFICE
Host: Commerce
NASA
GPS International
Working Group
Chair: State
Engineering Forum
Co-Chairs: Defense,
Transportation
Ad Hoc
Working Groups
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U.S. National Space Policy 2010
•Provide continuous worldwide access to GPS for
peaceful uses, free of direct user charges
• Open, free access to information necessary to use
civil GPS and augmentations
• Encourage global compatibility and interoperability
with GPS and its augmentations
• Non-U.S. PNT services may be used to augment and
strengthen the resiliency of GPS
•Invest in domestic capabilities and support
international activities to detect, mitigate and increase
resiliency to harmful interference
U.S. policy on civil GPS access has been
stable and consistent for 30 years
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PNT Critical Infrastructure Resiliency
• Critical Infrastructure sector dependencies on
satellite navigation discussed 2010-2012
– Communications (e.g. cellular phone tower
synchronization)
– Energy (e.g. power grid synchronization)
– Emergency Services (e.g. location)
– Transportation Systems (NextGen)
http://www.gps.gov/news/2013/05/2013-05-NRE-publicsummary.pdf
• February 2013 Presidential Policy Directive 21 and
Executive Order 13636 address critical infrastructure
• Ongoing interagency activities will address our
Nation’s Critical Infrastructure sectors reliance upon
GPS/GNSS for PNT services
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Overview
• U.S. Space-Based PNT Policy
• Global Positioning System Status
• Space System Modernization
• Ground System Modernization
• Affordability
• International Interoperability
Fourth GPS IIF Satellite Launch
Launched May 15, 2013
Set healthy June 21, 2013
Next launch: Planned for November 2013
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GPS Constellation Status
31 Satellites Available to Users
As of Jun 23, 2013
• “Expandable 24” configuration (27 slots)
• 8 Block IIA
• 12 Block IIR
• 7 Block IIR-M
• 4 Block IIF
• 4 residuals satellites on orbit
• Continuously assessing constellation
health to determine launch need
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GPS Civil Commitment
The GPS Triad
• Global GPS civil service performance
commitments met continuously
since Dec 1993
• Extensive International and
Civil Cooperation
– Agreements with 55 international
customers
– Over 1 billion civil/commercial users
• GPS embedded in all facets of life
– Aviation, Emergency Services, Timing,
Agriculture, Rescue, Automotive,
Tracking, Science, Military,
Robotics/Control Systems
Joint GPS User Support Service
USAF GPSOC
(military)
USCG
NAVCEN
(surface)
FAA NOCC
(airspace)
Standard Positioning Service (SPS)
Signal-in-Space Performance
2001 Standard Positioning Service (SPS)
Performance Standard (PS)
Signal-in-Space User Range
Error is the difference
between a GPS satellite’s
navigation data (position
and clock) and the truth,
projected on the line-of-sight
to the user
2008 Standard Positioning Service (SPS)
Performance Standard (PS)
(Worst of any SPS SIS URE)
System accuracy exceeds published standard
Better Performance
(RMS over all SPS SIS URE)
GPS Operational Control Segment
Greenland
Alaska
Schriever AFB
Colorado
Vandenberg AFB
California
New Hampshire
USNO Washington
Cape Canaveral
Florida
United Kingdom
Hawaii
South Korea
Bahrain
Guam
Ecuador
Kwajalein
Diego Garcia
Ascension
Tahiti
Argentina
Master Control Station
Ground Antenna
Air Force Monitor Station
South Africa
Australia
New
Zealand
Alternate Master Control Station
AFSCN Remote Tracking Station
NGA Monitor Station
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Overview
• U.S. Space-Based PNT Policy
• Global Positioning System Status
• Space System Modernization
• Ground System Modernization
• Affordability
• International Interoperability
GPS Modernization Program
Increasing System Capabilities w Increasing User Benefit
GPS IIA/IIR
Basic GPS
• Standard Service
– Single frequency (L1)
– Coarse acquisition
(C/A) code navigation
• Precise Service
– Y-Code (L1Y & L2Y)
– Y-Code navigation
GPS IIR-M, IIF
GPS IIR-M – Basic GPS plus:
•2nd civil signal (L2C)
•M-Code (L1M & L2M)
GPS IIF – GPS IIR-M
capability plus:
•3rd civil signal (L5)
•2 Rb + 1 Cs Clocks
•12 year design life
GPS III
•Backward compatibility
•4th civil signal (L1C)
•4x better User Range
Error than GPS IIF
•Increased availability
•Increased integrity
•15 year design life
GPS III Status
• GPS Block III, Satellites 1-8
– Non-Flight Satellite Testbed testing complete
– First 4 satellites in production
• GPS Block III, Satellites 9+
– On track to add search and rescue payload (SAR-GPS)
and satellite laser retroreflectors
– Studying options for dual launch and other cost savings
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New Civil Signals
• Second civil signal “L2C”
–
–
–
–
Designed to meet commercial needs
Available since 2005 without data message
Phased roll-out of CNAV message
Currently 11 SVs in operation
• Third civil signal “L5”
– Designed to meet transportation safety-of-life requirements
– Uses Aeronautical Radio Navigation Service band
– Currently 4 SVs in operation
• Fourth civil signal “L1C”
– Designed for GNSS interoperability
– Specification developed in
cooperation with industry
– Launches with GPS III
– Improved tracking performance
L5 and L1C
Provide improved
performance in
challenged
environments
Urban Canyons
New Civil GPS Signals
Signal
Benefits
# of Satellites
Broadcasting Now
Availability on
24 Satellites
L2C
Meets commercial needs for
ionospheric correction, higher
effective power, etc.
11
~2018
L5
Meets requirements for safety-oflife transportation; enables triplefrequency positioning techniques
4
~2021
L1C
GNSS interoperability;
performance improvements in
challenged environments
Will start with
GPS III in 2015
~2026
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CNAV Message Testing
• L2C and L5 signals are in development status (i.e.
no navigation data provided)
• OCX control segment will enable upload of civil
navigation (CNAV) messages for L2C and L5
• Live-sky testing of L2C and L5 with CNAV ongoing
(Jun 15 – July 1, 2013)
– Public participation encouraged; see www.gps.gov/pros
• L2C and L5 will eventually replace civil need for
semi-codeless access to military P(Y) signals
• All semi-codeless GPS users expected to migrate
from military P(Y) signals use by Dec 31, 2020
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Overview
• U.S. Space-Based PNT Policy
• Global Positioning System Status
• Space System Modernization
• Ground System Modernization
• Affordability
• International Interoperability
GPS Modernized Ground System
•Current system Operational Control Segment (OCS)
– Now flying GPS IIA/IIR/IIR-M/IIF constellation
– Currently provides legacy L1C/A signal
•Next Generation Operational Control System (OCX)
Monitor Station
– Block 0 (2014)
• Supports GPS III launch and checkout
– OCX Block I
• Operational capability projected in 2016
•Provides operational CNAV for L2C and L5
•Command & control for GPS IIR/IIR-M/IIF/III
– OCX Block II
• Operational capability projected in 2017
Ground Antenna
•Delivers new international signal (L1C) and M-Code
Overview
• U.S. Space-Based PNT Policy
• Global Positioning System Status
• Space System Modernization
• Ground System Modernization
• Affordability
• International Interoperability
GPS III Dual Launch
• Significantly reduces launch costs
– Studies indicate capability can be provided with
minor changes in GPS III SV09+ production line
• Future Size, Weight, Power (SWAP)
considerations
– Battery & Solar Array Efficiency, Star Tracker/
IMU, etc…
– Allows SV09+ payload considerations
– SAR GPS (formerly DASS), Laser Reflectors, USB
• GPS/Launch Directorate Coordination
– Developing final requirements
•GPS--specific dual payload adapter
•Mission profile
• Reduces launch vehicle schedule needs
SV1
SV2
Notional
Dual Launch
Configuration on
Atlas V 551
GPS Augmentation Satellite Initiative
• Smaller GPS Navigation Satellites (NavSats)
– Augments GPS III capabilities
•No secondary payloads
•PNT-only reduces size,
weight and power (SWAP)
SV1
– Increased resiliency
•Constellation of 24 GPS IIIs & 6 NavSats
– Enables reduced launch costs
•Multiple launch capability
SV2
•Commercial launch capability
– Improves access to space by replenishing the constellation
faster
Pursuing single on-orbit demonstration
Overview
• U.S. Space-Based PNT Policy
• Global Positioning System Status
• Space System Modernization
• Ground System Modernization
• Affordability
• International Interoperability
International Cooperation
• U.S. goals for GNSS cooperation:
– Compatibility and interoperability
– Transparency in provision of civil
services
– Fair market access
– Detecting, mitigating, and increasing
resiliency to harmful interference
• Bilateral relationships
– Russia, Europe, Japan, India,
Australia, China
• Multilateral engagement
– ICG, APEC, ICAO, IMO, ITU, NATO
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International Committee on GNSS (ICG)
• Promotes use of GNSS and its integration into
infrastructures, particularly in developing countries
• Encourages compatibility and interoperability among
global and regional systems
• Members include: GNSS Providers (U.S., EU, Russia, China,
India, Japan), Other Member States of the United Nations,
International organizations/associations
• Multi-GNSS Monitoring Subgroup approved Jun 2012
– Identify what service parameters should be monitored
– Define the level & methods for monitoring
• ICG-8 will be held in November 2013 in Dubai
http://www.icgsecretariat.org
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U.S. - Russia Cooperation
• GPS-GLONASS cooperation statement signed 2004
– Compatibility/interoperability of GPS and GLONASS
– Interoperability of Search and Rescue (SAR-GPS and
SAR-GLONASS)
• Collaborating toward placement of GLONASS/
SDCM monitoring stations in U.S.
• U.S. is closely monitoring Russian mandates for
GLONASS equipage on certain vehicles
– Threshold operational requirements are unclear to U.S.
aircraft manufacturers
– Technical regulations must comply with WTO obligations
on Technical Barriers to Trade
– U.S. recommends technology-neutral, performancebased navigation (PBN) airspace requirements
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Information to Facilitate GLONASS Use
• Provision of a GLONASS Standard Precision Performance
Standard commitments (e.g. comparable to 2008 GPS SPS
Performance Standard)
– Establishes State commitment to minimum performance levels
– Including Satellite and Constellation failure rates
• Updated GLONASS Interface Control Document (ICD) and
ICAO Annex 10 SARPS for L1OC and L5OC CDMA signals
– Currently ICAO Annex 10 and GLONASS ICD, Edition 5.1, 2008 only
address L1OF (and L2OF) FDMA signals:
– GLONASS-K2 L1OC CDMA (BOC 1,1) signals and GLONASS-KM L5OC
CDMA (BOC 4,4) signals centered at 1176.5 MHz facilitate
compatibility & interoperability/ complementarity
• Jun 2013, received Russian equivalents (modified for
GLONASS) to RTCA MOPS for DO-229C (SBAS)
– Looking for DO-253 (LASS/GBAS) / DO-316 equivalents (in English)
• SDCM ICD for regional augmentation of GPS and GLONASS
– Need to validate interoperability with DO-229C avionics (including
1575.42 MHz downlink)
GPS Interoperability Initiative
• CNAV Demonstration Summer 2013
– Civil Navigation message Type 35
•Allows foreign interoperability of L2C
and L5
•Tests GPS/GNSS Time Offset defined
protocols
– GPS to Galileo
– GPS to GLONASS
• Ongoing coordination with other
GNSS providers
– RF Compatibility
•Prevent interference between GPS
and other GNSS
– Interoperability of Open Service (civil)
signals
•Benefits of multi-GNSS civil services
• GPS PRN code assignment management
and coordination
•Use GPS PRN codes
SV2
Summary
•GPS constellation is healthy with 31 usable satellites
•Continuously increasing accuracy and capabilities
•Modernization of all GPS segments is on track
– Pursuing innovative, cost effective solutions for future GPS
•Striving to improve international GNSS cooperation
and compatibility
• GPS-GLONASS cooperation ongoing
– Identification of minimum operational capabilities for each
phase of flight is essential
– Dual Frequency/Multi-constellation (DFMC) with future
GLONASS L1OC and L5OC Standardization avionics can:
• Optimize aviation operational capabilities
• Improve GLONASS compatibility and interoperable
• In support of U.S. avionics and aircraft manufacturers,
the FAA desires to continue an open dialogue
For Additional Information…
www.gps.gov
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Спасибо
2518 Herbert C. Hoover Building
Washington, D.C. 20230
United States of America
Tel:
+1 (202) 482-5809
Email: [email protected]
BACKUP
FAA Charts
32
U.S. Avionics Standards Process
•TSOs and ACs are based upon Minimum Operational
Performance Standards (MOPS)
•Experience has shown that use of industry consensus standards
is very beneficial
– Industry has the greatest technical expertise
– Industry consensus promotes fair competition among vendors, driving
cost-effective solutions
– Industry consensus reduces risks of divergent industry input during formal
comment period
•Industry consensus is developed in standards-making bodies;
for GPS avionics, that is RTCA, Inc.
•RTCA, Inc. is a federal advisory committee and complies with
the Federal Advisory Committee Act
– Meetings are open to public and announced in Federal Register
•Consensus on Minimum Operational Performance Standards
(MOPS) is built through collaboration
•FAA invokes industry consensus in Technical Standard Orders
Current FAA GNSS Orders and Guidance
• TSO-C129a (KT-3401 equivalent) is cancelled
– No new approvals or major modifications are permitted
– Standard inadequate for Radiofrequency interference environment
– Equipment will be phased-out
• Technical Standard Orders for new GPS equipment incorporate
more stringent standards and test requirements
– TSO-C145c/C146c (GPS augmented by SBAS) evoke RTCA DO-229D
– TSO-C161a (GPS augmented by GBAS) evokes RTCA DO-253C
– TSO-C196a, (GPS ABAS for supplemental use) evokes RTCA DO-316
• Receivers must detect Selective Availability removal
– More restrictive RF interference mask minimizes RF noise induced
performance degradations
• AC20-138D (in final coordination) for airworthiness approval of
positioning and navigation aircraft installations
– Adds appendix addressing addition of GLONASS “not for credit”
Integrating GLONASS with GPS (AC-138D)
(Slide 1 of 3)
• Since there is no FAA TSO, nor RTCA MOPS for
GLONASS or GPS/GLONASS avionics:
– Adding GLONASS capability must be accomplished as a
non-TSO function until a GPS/GLONASS MOPS and TSOs
are available
– Adding GLONASS capability according to Advisory Circular
guidance does not ensure compatibility nor compliance
with future requirements
• Some U.S. manufacturers are interested in initiating
development of multi-constellation MOPS to include
combined GPS/GLONASS and GPS/GLONASS/SBAS
avionics
• Annex 10 SARPs do not provide:
– Performance and test standards
– Satellite/Constellation reliability commitments
– Standards for new signal configurations
Integrating GLONASS with GPS (AC-138D)
(Slide 2 of 3)
• Manufacturers must ensure that GLONASS is
integrated on a non-interference basis
• Addition of GLONASS to GPS, GPS/SBAS, GPS/GBAS
avionics must provide an equivalent level of Safety
and Performance (i.e., not degrade accuracy, integrity
or continuity)
• GPS, GPS/SBAS, and GPS/GBAS equipment must
continue to meet the requirements of its approval
– Any GLONASS failures, errors, or alerts must not affect
GPS, GPS/SBAS, or GPS/GBAS capability
– Additionally, loss of GLONASS function must not affect the
GPS, GPS/SBAS, or GPS/GBAS functions or performance
• GLONASS must not be used to supplement or aid
GPS, GPS/SBAS, or GPS/GBAS performance
requirements, nor, GPS RAIM prediction requirement
Integrating GLONASS with GPS (AC-138D)
(Slide 3 of 3)
• No credit for non-precision approach prediction
availability, nor FDE availability for oceanic/remote
operations until GLONASS is approved for operational
credit
• Adding GLONASS is considered a new and novel major
change
– The applicant must present a data package detailing
proposed performance, intended function, and limitations
• Expect to upgrade to more stringent requirements of
TSO-C196 when adding GLONASS to TSO-C129a
receivers
• No operational credit should be expected for GLONASS
use
Evolving Integrity Algorithms
• Current RAIM algorithms are based upon:
– Satellite/ constellation failure rates equal to 10-5 and 10-4
respectfully
– Probabilities are based upon 10 satellites in view and not
the increased number of satellites available from GPS and
GLONASS
– Not designed to mitigate more than one failed satellite at a
time
• Multi-constellation RAIM requires essential capability to
account for increased (or degraded) satellite and/or
constellation performance including failure rates
• The FAA is investigating how Advanced Receiver Autonomous
Integrity Monitoring (ARAIM) might support global vertical
approach operations using two or more constellations
• Monitoring and other Architecture needs are balanced by the
amount of “trust” that can be placed in the core constellation
– Reference ARAIM Technical Subgroup Interim Report, Issue
1.0)
http://www.gps.gov/policy/cooperation/europe/2013/work
ing-group-c/
Advanced RAIM (Slide 1 of 3)
• Availability of four core constellations by 2020
challenges both aircraft operators/manufacturers
and ATC service providers to assess strategic
planning for future GNSS use given the potential
variations using ABAS (RAIM), SBAS, and GBAS
• SBAS and GBAS fulfil aviation needs using only
GPS, but require significant infrastructure
investments
• Use of two, or more, constellations improves ABAS
availability; however, multi-constellation SBAS and
GBAS, as well as use of L5 (2nd civil GPS signal)
operational benefits are not clear
Advanced RAIM (Slide 2 of 3)
• On-going ARAIM studies are attempting to evaluate
a proper balance between:
– RAIM-like approach - high “trust” in performance of
satellites across multiple core constellations allows
sparse monitoring and infrequent satellite “health”
updates to avionics
– SBAS-like approach – reduced dependence upon “trust”
in multi-constellation satellite performance requires
dense monitoring networks and frequent updates to
avionics
Advanced RAIM (Slide 3 of 3)
• The outlook for ARAIM vertical approach operations
using two or more constellations, is favourable, but
not yet decisive;
• Less challenging en route and horizontal approach
performance requirements might be satisfied by
simpler RAIM algorithms, but require further study
and validation
• GLONASS provides the opportunity to operationally
test potential multi-constellation ARAIM
implementations
RAIM and Advanced RAIM Comparison
RAIM
ARAIM
Operations
Down to RNP
0.1
LPV200
Hazard category
Major
Hazardous
Signals
L1CA
L1CA/E1-L5/E5a
Threat model
Single fault
only
Multiple faults
Nominal error model
Gaussian
Uses bound
broadcast by
GPS
Gaussian +
nominal/max bias
validated by
independent
ground monitoring
Constellations
GPS
Multi-constellation
Avionics incorporating GLONASS for Credit
• The FAA envisions future operational credit for
GLONASS:
– After GLONASS system and service provider performance
capabilities are identified (e.g. GPS SPS Performance
Standard)
– GLONASS operational support commitments (e.g. publication
and distribution of GLONASS international NOTAMs is
required prior to any scheduled maintenance and after the
onset of any unscheduled outages
– RTCA has completed development of GPS/GLONASS avionics
performance standards
• Next generation GNSS Dual-Frequency/Multiconstellation (DFMC) MOPS expected to enable
improved performance using GLONASS (or other
constellations) in combination with GPS consistent with
2010 Presidential Policy