satellite navigation for guidance of aircraft - indico...
TRANSCRIPT
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2458-12
Workshop on GNSS Data Application to Low Latitude Ionospheric Research
WALTER Todd
6 - 17 May 2013
Stanford University Department of Aeronautics and Astronautics
CA 94305-4035 Stanford U.S.A.
Satellite Navigation for Guidance of Aircraft
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Satellite Navigation for Guidance of Aircraft
Todd WalterStanford University
http://waas.stanford.edu
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Presented at ICTPCopyright 2013
Todd Walter
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ConclusionsGNSS can be used to provide aircraft navigation for all levels of serviceIntegrity is a key concern
Important to understand what can go wrong and how to protect users
Observation and data collection are key to understanding behavior
A long history of careful and consistent data monitoring are requiredPractical experience leads to trust and acceptance
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Presented at ICTPCopyright 2013
Todd Walter
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Outline (1 of 2)Aviation requirementsCurrent navigational aidsGPS and error sourcesThe Local Area Augmentation SystemThe Wide-Area Augmentation System
Clock & orbitIonosphere TroposphereMessage structure
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Presented at ICTPCopyright 2013
Todd Walter
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Outline (2 of 2)Ionospheric modelingIonospheric threatsNext generation satellite navigationFuture signalsConclusions
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Presented at ICTPCopyright 2013
Todd Walter
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Aircraft Guidance Goals
Key Elements:
AccuracyAvailabilityIntegrityContinuity
Integrity: Accuracy < Protection Limit
Courtesy:Rich Fuller
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Presented at ICTPCopyright 2013
Todd Walter
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Goal of ParametersAccuracy : Characterize typical behavior of the system in presence of nominal errors
Integrity : Limit risk of abnormal behavior of the system due to errors resulting from system faults
-Integrity Risk-Maximum Tolerable Error-Time to Alert
Continuity : Limit risk of losing the service unexpectedly
Availability : Fraction of time that one has Accuracy + Integrity + Continuity
Courtesy:Eric Chatre
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Presented at ICTPCopyright 2013
Todd Walter
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Vertical Guidance
CAT I200 ft DH
L-NAVV-NAV350 ft DH
NPA
CAT II100 ft DH
CAT III0-50 ft DH
GLS250 ft DH
DH = Decision Height
Requirement: MoreAccuracy, Tighter Bounds
Ben
efit:
Low
er D
H
Courtesy:Sherman Lo
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Presented at ICTPCopyright 2013
Todd Walter
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200 DH RequirementsAccuracy: < 4 m 95% horizontal and vertical positioning errorIntegrity:
Less than 10-7 probability of true error larger than 40 m horizontally or 35 m vertically6 second time-to-alert
Continuity: < 10-5 chance of aborting a procedure once it is initiatedAvailability: > 99% of time
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Presented at ICTPCopyright 2013
Todd Walter
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Navigational AidsInstrument Landing System (ILS)
Glideslope antenna for verticalLocalizer for horizontal
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Presented at ICTPCopyright 2013
Todd Walter
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Navigational Aids (cont.)VHF Omni-directional Range (VOR)
Provides direction or angleDistance Measuring Equipment (DME)
Provides distance
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Todd Walter
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0
1
2
> 3
1005 VOR/VORTAC/VOR-DME 5,000 AGL (75nmi radius)
Current VOR Coverage
Courtesy:FAA
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Presented at ICTPCopyright 2013
Todd Walter
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Benefits of Satellite Based NavigationPrimary Means of Navigation - Take-Off,
En Route, Approach and Landing
More Direct Routes - Not Restricted By Location of Ground-Based Equipment
Precision Approach Capability - At Any Qualified Airport
Decommission of Older, Expensive Ground-Based Navigation Equipment
Reduced/Simplified Equipment On Board Aircraft
Increased Capacity - Reduced Separation Due to Improved Accuracy
Courtesy: FAA
Courtesy:FAA
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Presented at ICTPCopyright 2013
Todd Walter
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Aviation Pace of AdoptionAvionics are designed into airplaneAircraft stay in service for 20+ years
Rarely retrofitted after productionCertified avionics are slow to develop
Must work with other componentsGPS functionality still not in all commercial aircraft
In late 2009 Boeing estimated that the majority of existing fleet had no GNSS
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Presented at ICTPCopyright 2013
Todd Walter
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Errors on the SignalSpace Segment Errors
Clock errorsSignal errorsEphemeris errors
Propagation ErrorsIonospheric delayTropospheric delay
Local ErrorsMultipathReceiver noise
Common Mode
Strong SpatialCorrelation
Weak SpatialCorrelation
No SpatialCorrelation
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Presented at ICTPCopyright 2013
Todd Walter
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Nominal GPS Broadcast Orbit Errors
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Presented at ICTPCopyright 2013
Todd Walter
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Signal Propagation Through the Troposphere
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Presented at ICTPCopyright 2013
Todd Walter
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Ionospheric Effects
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Presented at ICTPCopyright 2013
Todd Walter
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Ionospheric Delay
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Presented at ICTPCopyright 2013
Todd Walter
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Seasonal Variations
Courtesy:Pat Doherty &Jack Klobuchar
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Presented at ICTPCopyright 2013
Todd Walter
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11-Year Solar Cycles
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Scintillation and Navigation
WAAS
GPS
WAA
Scintillation Patches
Courtesy:Jiwon Seo
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Scintillation and Deep Signal Fading
Signal to noise ratio (C/No) of PRN 11 (Mar. 18, 2001)
C/No
25 dB
100 sec
Nominal
Scintillation(equatorial & solar max)
Courtesy:Jiwon Seo
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Presented at ICTPCopyright 2013
Todd Walter
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What is Augmentation?Add to GNSS to Enhance Service
Improve integrity via real time monitoringImprove availability and continuityImprove accuracy via corrections
Space Based Augmentations (SBAS)e. g. WAAS, EGNOS, MSAS, GAGAN
Ground Based Augmentations(GBAS)e. g. LAAS
Aircraft Based Augmentations (ABAS)e. g. RAIM, Inertials, Baro Altimeter
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Presented at ICTPCopyright 2013
Todd Walter
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Why Augmentation?Current GPS and GLONASS Constellations Cannot Support Requirements For All Phases of Flight
Integrity is Not GuaranteedNot all satellites are monitored at all timesTime-to-alarm is from minutes to hoursNo indication of quality of service
Accuracy is Not SufficientEven with SA off, vertical accuracy > 10 m
Availability and Continuity Must Meet Requirements
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Presented at ICTPCopyright 2013
Todd Walter
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How is Augmentation Achieved?
Ground Monitor StationsObserve Performance of the SatellitesProvide Differential CorrectionsProvide Confidences and Integrity Flags
DatalinkLocal VHF BroadcastGeostationary Broadcast
Additional Ranging Source from GEOAircraft Monitoring
RAIM and/or Integration of Inertials
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Presented at ICTPCopyright 2013
Todd Walter
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Differential GPSUse One or More Receivers at Known Locations to Remove ErrorsLocal Area Differential GPS
Most common formHighest achievable accuracy
Wide Area DifferentialUtilizes a network of receivers to cover broad geographic areaRequires greater effortMore cost effective for large region
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Presented at ICTPCopyright 2013
Todd Walter
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LAAS Concept
Courtesy: FAA
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•Geostationary Satellites
•Geo Uplink Stations
•Network of Reference Stations
•Master Stations
WAAS Concept
Courtesy: FAA
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Presented at ICTPCopyright 2013
Todd Walter
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RAIM ConceptKey feature:
Real-time integrity determination on aircraft
Key Enabler:•Redundant Ranging sources
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Todd Walter
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Phases of Flight
Courtesy: FAA
RAIM
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Pictorial Depiction of GBAS/LAAS
Courtesy: FAA
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Presented at ICTPCopyright 2013
Todd Walter
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Key GBAS Features (1)
Scalar PR corrections are broadcastResulting corrections are usable (with valid error bounds) within 60 km of GBAS-equipped airportVHF Data Broadcast (VDB) used to transmit GBAS corrections
PR corrections, PR sigmas, and B-values updated at 2 Hz rate
Slow messages updated every ~ 15 sec
Courtesy:Sam Pullen
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Todd Walter
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Key GBAS Features (2)
PR correction errors for users within ~10 km are typically on order of 10 25 cm (1 )
Due to limited observability of GBAS (one location only), PR error sigmas are pre-surveyed for each site and are not normally changed in real-time
Multipath at the ground station and at the aircraft are a major source of errorSpatially-decorrelating errors (e.g., SV ephemeris, ionosphere, troposphere) potentially threaten GBAS integrity
Courtesy:Sam Pullen
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WAAS
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WAAS Reference Stations
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Todd Walter
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Error Mitigation
Error Component GBAS SBAS
Satellite Clock Estimation and
Ephemeris Common ModeRemoval
Ionosphere Differencing Estimation and Removal
Troposphere Fixed Model
Receiver Multipath and
NoiseCarrier Smoothing by User
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Federal AviationAdministration
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WAAS Architecture
38 Reference Stations
3 Master Stations
6 Ground Earth Stations
3 Geostationary Satellite Links
2 Operational Control Centers
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Federal AviationAdministration
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Current WAAS GEOs
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Federal AviationAdministration
WAAS Coverage
2003 IOC – LPV Coverage in lower 48 states only
2013 Coverage - Full LPV 200 Coverage in CONUS (3 Satellites)
2008 Coverage - Full LPV 200 Coverage in CONUS (2 Satellites)
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Federal AviationAdministration
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Current WAAS RNP .3 Performance
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Federal AviationAdministration
Airports with WAAS LPV/LP Instrument Approaches
As of April 4th, 2013- 3,514 LP/LPVs combined- 3,100 LPVs serving 1,553 Airports- 784 LPV-200 s - 2,023 LPVs to Non-ILS Runways - 1,077 LPVs to ILS runways- 1,359 LPVs to Non-ILS Airports- 414 LPs serving 298 Airports- 411 LPs to Non-ILS Runway- 3 LPs to ILS Runways
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Federal AviationAdministration
WAAS Avionics Status • Garmin:
– 79,812+ WAAS LPV receivers sold – Currently largest GA panel mount WAAS Avionics supplier– New 650/750 WAAS capable units brought to market at the end of March 2011 to replace 430/530W units
• AVIDYNE & Bendix-King:– 190 Avidyne Release 9 units sold to date. Introduced IFD540 FMS/GPS/Nav/Com System with Touch screen– Bendix King KSN-770 certification pending
• Universal Avionics:– Full line of UNS-1Fw Flight Management Systems (FMS) achieved avionics approval Technical Standards Orders
Authorization (TSOA) in 2007/2008– 2,688+ WAAS receivers sold as December 5, 2012,
• Rockwell Collins:– Approximately 2,700 WAAS/SBAS units sold to date
• CMC Electronics:– Achieved Technical Standards Orders Authorization (TSOA) certification on their 5024 and 3024 WAAS Sensors– Convair aircraft have WAAS LPV capable units installed (red label) and received WAAS LPV certification
November 2012– Canadian North B-737-300 obtained STC for SBAS(WAAS) LPV using dual GLSSU-5024 receivers
• Honeywell:– Primus Epic and Primus 2000 w/NZ 2000 & CMC 3024 TSO Approval– Primus 2000 FMS w/CMC 5024 TSO pending
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Federal AviationAdministration
WAAS STC Aircraft Mar 2012 (Estimate) • Garmin – 59,993 aircraft
– Covers most GA Part 23 aircraft.– See FAA Garmin Approved Model List (AML)
• http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/
• Universal Avionics – 1,673 aircraft– 121 fixed wing and 12 helicopter types and models – Airframes to include (Boeing, de Havilland, Dassault, Bombardier, Gulfstream, Lear, Bell, Sikorsky,
etc…)
• Rockwell Collins – 950 aircraft– 32 types and models– Airframes to include (Beechjet, Bombardier, Challenger, Citation, Dassault, Gulfstream, Hawker,
KingAir, Lear)– Airbus 350 certification pending
• Honeywell – 450 aircraft– 19 types and models – Airframes to include (Gulfstream, Challenger, Dassault, Hawker, Pilatus, Viking)
• Avidyne – 190 aircraft– 3 types and models (Cirrus, Piper Matrix, and EA-500)– 300 IFD 540 WAAS LPV units pre-sold (STC Pending – June 2013)
• Innovative Solutions & Support (IS&S) – 200 aircraft– Eclipse 550/500– Boeing 737-400 (Pending)
• Cobham (Chelton) – 211 aircraft– Multiple types and models (Bell-407, Bell -412, Cessna 501, 550, Eurocopter AS-350, Piper PA-42,
Beechcraft C-90&A, Agusta AW109SP)
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44
WAAS LPV and LPV-200 Vertical Position Error Distributions July 2003 to June 2006
Courtesy:
FAA Technical Center
3 years
20 WRSs
1 Hz data
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Todd Walter
45
Orbit Estimation Techniques
Dynamic - model forces acting on the satellite
Common Measurement ProcessGeometric Observations
Kinematically Smoothed Geometric - Filtered instantaneous snapshot estimate
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Todd Walter
46
Orbit Error Sensitivities
Courtesy: Rich Fuller
r
r)
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Todd Walter
47
Thin Shell Model
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Todd Walter
48
Obliquity Factor
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Todd Walter
49
Nominal Ionosphere - IPPs
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Todd Walter
50
Planar Fit to Local IPPs
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Todd Walter
51
Nominal ionosphere - Grid
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Todd Walter
Kriging: A More Accurate Model of the Ionosphere
Planar fit model:Locally planar with additional spatially uncorrelated Gaussian noiseGood model for mid-latitude on quiet days
Kriging:Locally planar with additional spatially correlated Gaussian noiseMore tolerant of small disturbances to planeMore accurate description of ionosphereReduces tails of error distribution
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Todd Walter
53
Kriging Variance Map
-70 -65 -60 -55 -50 -45 -40 -35 -30 -25 -20-40
-35
-30
-25
-20
-15
-10
-5
0
5
10
Longitude in deg
Latit
ude
in d
eg
conf
iden
ce b
ound
in m
eter
s
1
1.2
1.4
1.6
1.8
2
2.2
2.4
2.6
2.8
3
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54
Kriging Error Compared to Planar Fit
0 5 10 15 20 250
1
2
3
4
5
6
7
8
UTC time in hours
erro
r rm
s in
met
ers
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Todd Walter
55
Disturbed Ionosphere - IPPs
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Todd Walter
56
Signal Propagation Through the Troposphere
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Todd Walter
57
Hopfield Model of Delay
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Todd Walter
58
Hopfield Wet Delay Model
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Todd Walter
59
Mapping Function
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Todd Walter
60
WAAS MOPS / ICAO SARPS
Format for messages sent between service provider and user
Definition of how ionospheric information is broadcast
Requirements for certified aviation receivers
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61
Message Format250 Bit MessagesAll Messages Have Identical Format
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62
WG2 Message TypesType Contents Update period(s)0 Don't use this GEO for anything (for testing) 61 PRN Mask assignments, set up to 51 of 210 bits 1202-5 Fast corrections (satellite clock error) 6-606 Integrity information (UDREI) 67 Fast correction degradation factors 1209 GEO navigation message (X, Y, Z, time, etc.) 12010 Degradation parameters 12012 WAAS network time/UTC offset parameters 30017 GEO satellite almanacs 30018 Ionospheric grid point masks 30024 Mixed fast/long term satellite error corrections 6-6025 Long term satellite error corrections 12026 Ionospheric delay corrections 30027 WAAS service message 30028 Clock/ephemeris covariance matrix 12063 Null message -
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Todd Walter
63
Ionospheric CorrectionsGrid of Vertical Ionospheric CorrectionsUsers Select 3 or 4 IGPs that Surround their IPP
5 x5 or 10 x10 from -60 to 60 Lat.5 x10 or 10 x10 for |Lat.| > 60
Vertical Correction and UIVE Interpolated to IPPEach Converted to Slant by Obliquity
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Todd Walter
64
IGP Selection RulesFour Distinct Grid regionsFirst Look for Surrounding Square CellElse Seek Surrounding Triangular CellIf Neither is available for 5 x5 try 10 x10No Corrections Possible if Not Surrounded
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65
Bi-Linear Interpolation
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Todd Walter
66
Measuring the Ionosphere
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Todd Walter
67
Gaussian OverboundCentral Limit Theorem: Sum of N Independent Random Variables Approaches Gaussian as N Becomes Infinite
Determine Error DistributionFind Gaussian OverboundConvolution of Errors will be Overbounded by Convolution of Overbounds if Error Distribution is Symemetric & UnimodalNon-Zero Means Can Be Treated Separately by Sigma Inflation
See: Defining Pseudorange Integrity – Overbounding, B. DeCleene, ION-GPS 2000
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68
Integrity Equation
V GT W G-1
33
VPLWAAS (Pr) V
Vertical Position Confidence
Vertical Protection Level
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69
Protection Level CalculationVPLWAAS KV,PAd3,3
i2 i,flt
2 i,UIRE2 i,air
2 i,tropo2
d GT WG 1
i,tropo2 0.12m( iE ) 2
m(Ei) 1.001
0.002001 sin2 (E i)
flt UDRE UDRE fc rrc ltc er
UIRE2 Fpp
2UIVE2
UIVE2 Wn xpp,ypp n,ionogrid
2
n1
4
Fpp 1Re cosERe hI
2
12
ionogrid GIVE iono
All terms are OBAD terms derived from Message Types 7 and 10
Message Types 2-6, 24 Message Types 10 & 28
MOPS Definition
Message Type 26
MOPS Definition MOPS Definition
W 1
12 0 0
0 22 0
00 0 0 n
2
UserSupplied
UserSupplied
See Appendices A & J of the WAAS MOPS (RTCA DO-229C)