GRAS Phases 1 and 2 Development

Keith McPherson Manager GNSS [email protected]

ICAO Document “A32-19: Charter on the Rights and Obligations of States Relating to GNSS Services”

……….

2. Every State and aircraft of all States shall have access, on a non discriminatory basis under uniform conditions, to the use of GNSS services, including regional augmentation systems for aeronautical use within the area of coverage of such systems.

……….

4. Every State providing GNSS services, including signals, or under whose jurisdiction such services are provided, shall ensure the continuity, availability, integrity, accuracy and reliability of such services, including effective arrangements to minimize the operational impact of system malfunctions or failure, and to achieve expeditious service recovery.

Technology Overview

NPA 400-600ft GRAS 250ft GBAS 200ft

Sydney Airport

- Increased safety, accuracy & integrity - More efficient approaches - Reduced infrastructure & real estate - Increased Guided missed approaches

GRAS Transmitters

-Increased Integrity -Supports ADS-B - accurate surveillance -Assists UPR & UPT -Mixed Mode operation with RNP

Regional Airport

Guided Departures - Situational Awareness - Accurate departure tracks - Environmental saving

GRAS Contract

• Open tender process used • All tenderers capable of developing GRAS • Honeywell International selected • Contract signed 16 June 2005 for:

– Phase 1 (System Design) June 2005-February 2006 (extended 2 months by mutual agreement due holiday season) – Phase 2 (Production) 10 April 2006-December 2008 – Rollout end 2008

Comparison of Systems

Sovereign Control Enroute Navigation Non Precision Approaches Approaches with Vertical Guidance Precision Approaches Cost of Infrastructure (if provider) Standards in place (SARPs/MOPS/MASPS) Meets ICAO Doc A32-19 Acceptance – Airline Manufacturers Acceptance – Airline Associations Acceptance – Air Navigation Service Providers

ABAS GBAS GRAS SBAS G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G G

GRAS – Generic Architecture

Galileo Satellite GPS Satellite GLONASS Satellite

SBAS Geo Satellite

SBAS Geo (Ranging Signal Only) VDB GRAS Master Station Reference Stations VDB VDB Terrestrial Communication Links Similar to SBAS and GBAS VDB VDB

Flight Level 150 5,000 feet

GRAS Coverage Near Airports

Augmented Cell Concept

A C B E D H G F •

A mini-cell with lower power transmitter is placed to improve coverage

•

Similar to a GBAS transmitter where coverage limited, perhaps to 23 nmiles for an approach

•

H slot is used, but could also reuse A, B, or C slot if multiple mini-cells were needed

GRAS Status

Stages

Request For Expression of Interest

G

Request For Proposals

Status

Oct 2004:

11 Companies Registered

Nov 2004 :

6 Companies Selected G

Tenders Closed Preferred Tender Selected Phase 1 Contract Award (Design) Phase 2 Contract Start (Develop) Roll-out

G G G G

Jan 2005

: 4 Companies Responded

Mar 2005

: Honeywell Selected

Jun 2005

: Within forecasted budget

Apr 2006:

Honeywell

End 2008:

Commence Roll-out

Completed Current Activities Planned

Inputs, Risks, Outcomes

Goal - gate to gate precision navigational service for aircraft

Inputs

•

ICAO GBAS Cat-1 SARPs issued

•

ICAO GRAS SARPs 2006

•

ICAO PANSOPS GBAS Cat-1 Procedures Designs 2004

•

RTCA Minimum Operating Performance Standards (MOPS) 2006 Manufacturer

• GRAS contract • LAAS Contract FAA • Avionics GBAS/GRAS

Regulator

• Work with FAA under Technical Agreement • GRAS & GBAS certifications progress together

Outcomes

•

Approved GBAS Cat-1

Earlier uptake of GNSS technology •

Approved GRAS (APV)

Less CFIT •

Synergies (GBAS and GRAS)

Total navigation package in one avionics

Usable Systems Standards RISKS Regulatory

• Certification • Delegations

Technical

• New technology • APEC Test Bed

Manufacturer

• Uptake rate • Resources

Financial

• Cost

Market

• GBAS Support • GRAS Support • Uptake rate

Legal

• Contracts • Liabilities

ICAO Approval Status GRAS

• Concept presented to ICAO – Air Navigation Commission tasked GNSS Panel to develop GRAS SARPs in 1999 – Australia (Airservices) selected to develop SARPs

•

Standards and Recommended Practices (SARPs) – November 2000 - Concept of Operations developed – 2001-2002: draft SARPs – 2002-2004: validation process – October 2004: Navigation Systems Panel endorses GRAS SARPs – March 2005: Air Navigation Commission agrees GRAS is complete, issues State Letter seeking comment on GRAS SARPs – November 2005: Air Navigation Commission agrees to GRAS SARPs – 24 February 2006: ICAO Council approves GRAS SARPs – 17 July 2006: Effective Date of GRAS SARPs – 23 November 2006 - Applicability Date of Amendment 81

Status of RTCA GRAS Avionics Minimum Operational Performance Standards (MOPS)

RTCA created new Working Group (WG-8) to develop the GRAS MOPS Final draft ready for review by WG-8, October 2006 Validation being completed by avionics manufacturers If cleared, GRAS MOPS will go through RTCA process and final review prior to being issued as a new RTCA document in 2007 FAA has stated it will issue a Technical Standard Order (TSO) for GRAS if there is sufficient manufacturing interest

GRAS - Features

 Working prototype installed in Australia fully SARPs compliant  Enroute integrity achieved  Approach integrity achieved - meets Approach with Vertical Guidance Level II  Proven software – based on WAAS and LAAS technology and underlying software  High integrity/high reliability software to be developed to RTCA DO 178B/278 standards  Avionics capable of seamless integration of GRAS and GBAS

Key Benefits of GRAS

• Enroute navigation over entire country • Non-Precision Approaches, Approaches with vertical guidance • No single point of failure for whole system • Inexpensive compared to SBAS • Reduce current navigation aids • Flexible tracking/free flight for domestic regional airlines • Curved/offset approaches to a runway • Elimination of step-down approaches • Improved runway utilisation • Robust VHF network for message delivery to aircraft • No additional equipment if GBAS avionics fitted • GRAS only avionics for General Aviation • Does not require CAT I infrastructure on the airport • Signal available for enroute • One frequency across country (reduces spectrum needs)

Thank you

In 1928, Australian pilots landed on GRAS