the future of laas
TRANSCRIPT
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The Past, Present, and Future of LAAS
Gary N. SkillicornFederal Aviation Administration
Integrated CNS Technologies Conference and WorkshopAnnapolis, MD
May 20-22, 2003
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Outline
• Purpose• Background• Ground Based NAVAIDS• GPS/SBAS/GBAS• LAAS
– Present (CAT I Contract)– Future (CAT II/III)
• Transition to SATNAV• Summary
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Purpose• The Purpose Of This Paper Is To
Show The FAA’s Transition From Ground Based NAVAIDS To LAAS Satellite Based Navigation And The Obstacles And Challenges Encountered Along That Path.
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Background• Origins of Satellite Navigation Began
More Than 25 Years Ago.• FAA’s National Airspace System
(NAS) was strictly ground-based:– Instrument Landing System (ILS) and VHF
Omni-Directional Range (VOR), and Non-Directional Beacons (NDB)
• FAA’s Movement Toward Satellite Navigation Started In The Early 1990’s.
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Why not retain ILS
• ILS is Expensive.– FAA Maintains Thousands of Aging NAVAIDS– Estimated Annual Maintenance Costs Exceed $100m.
• Requires a Large Obstacle Free Zones and Reduces Capacity in IFR Conditions.
• Buildings and Other Structures Create Multipath That Complicates ILS Installations.
• Limited to Inflexible, Long, Straight in Approaches.
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Microwave Landing System
• Solved Many of the Problems Associated with ILS:– Frequency Congestion, Critical Areas,
Multipath, and Inflexibility • FAA did Considerable Work on MLS
Standards and Equipment Development• Canceled in Favor of the More Promising
Satellite Navigation Technology.
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Basic GPS
• Great Capability– Common to Everyday Users– Augmentation Needed for Safety of
Life Applications
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GPS and Augmentation
GPSEnroute/Non-Precision
SBAS (WAAS)Enroute/Terminal/LPV
GBAS (LAAS)Terminal/Low Precision Approach
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WAAS/LAASare Complementary
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LAASProgram Description
• Local Area Augmentation System (LAAS) Provides a Differential GPS Augmentation Navigation Capability Within the Terminal Area
• Capabilities May Include:– Precision Approach to CAT III Minimums– Complex Procedures– Guided Missed Approaches– Departure Procedures– Surface Movement Navigation
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Typical LAAS Equipment
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LAAS versus ILS
One LAAS/per airport4 Reference Receivers/antenna1 VDB antenna
ILS /per Runway End• Localizer• Glide Slope• Marker Beacons
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LAAS Cat I Contract
• Awarded April 30, 2003 to Honeywell International, Inc.
– Phase I – $16.7M for Software and Hardware Design
• 18 months• Focus on Integrity Design Report
– Documents contractor’s progress to satisfy integrity risks
– Phase II – Development Option• 19 months• Limited Rate Production Systems and Installation
at Selected Airports– Phase III – Production Option
• For up to 200 production systems if required
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LAAS Business Case
• LAAS Requires Considerable Investment By The Users.
• FAA Needs Assurance That The Users Will Equip.
• FAA working with IBM Global Services to complete a “LAAS Benefit Assessment” – Estimated Completion - Sept 04– Establish Navigation Capabilities Baseline– Establish LAAS Incremental Benefits– Provide Information for FAA and Industry LAAS
Decision Makers• Efficiency Benefits (Airline & Airport)• Safety Benefits• Benefits of LAAS as an Enabling Technology
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• Support Runway Incursion Avoidance Systems
• Support Improved Terminal Area Surveillance Through Improved Navigation Accuracies
• Support Adjacent Airport Operations • Support Surface Movement Applications • Support Advanced/Complex Terminal
Operations
Enabling Technology
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LAAS Complex Procedures • LAAS Avionics Activities
Curved/Descending
– Basic LAAS MMR IntegrationAwarded to Rockwell Collins – FY99Acquisition and Engineering Support for LAAS Flight Testing, Flight Inspection and Commissioning
– Complex Procedure IntegrationAwarded to Rockwell Collins -3/10/2003Modification of the MMR to Support Complex Procedures Up-linked via the VDB
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Initial LAAS SitesPlanned LAAS Sites (Alphabetical Order)
Chicago, Houston, Juneau, Memphis, Phoenix, Seattle
ACE
ANE
ANM
Seattle
AWP
Phoenix
ASO
Memphis
AGL
Chicago
AAL Juneau
AEAAtlanticCity
ASWHouston
OklahomaCity
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Contract Schedule
• Benefits Analysis• Contract Award• System Design
• Sys Req’t Review• Sys Design Review• Prelim Design Review• Critical Design Review
• System Development• LRIP Deliveries• Initial Operational
Capability• Production Decision• Production Options
FY03
5/03
4/03
11/04
Phase 1
5/04
1/04
8/03
10/04
10/04
9/04
FY06FY02 FY07 FY08FY05FY04
6/06
4/06
9/06
1st QTR
6/02
9/05
Phase 2
Phase 3
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Challenges
• The Most Challenging Requirement For GPS Augmentation Is Integrity
• Integrity Is The Assurance That An Occurrence Of Hazardously Misleading Information (HMI) Provided To The Aircraft Is Rare
• 2 X 10-7 For CAT I And 10-9 For CAT III Respectively
• Can Not Be Validated Through Tests, Must Be Validated Through Analysis
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LAAS Category III
• CAT II/III R&D Efforts – Technical Design and Schedule Mitigation
Efforts to be Completed Over Next 2-3 Years– Opportunities Being Considered to
Accelerate CAT II/III Activities• Present Activities with Boeing on Airborne
Multipath Flight Tests (B 777)– Joint Resources Council (JRC) Decision for
Full-Scale Development 2005
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Transition/LAAS
• The FAA is Conservatively Entering Into A Satellite Navigation Based Infrastructure.
– For The Foreseeable Future A Significant Number Of Ground-based NAVAIDS Will Be Retained As Backup And To Provide A Robust And Redundant Navigational Capability.
– Full Economic Benefits Of Eliminating Ground Based Navigation Aids Cannot Be Realized Yet.
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Navigation & LandingTimeline
Source: FAA Report: Navigation and Landing Transition Strategy, August 21,2002
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Summary
• Satellite-based navigation is a quantum leap in aviation technology.
• GPS capabilities are being exploited to improve safety and efficiency.
• The business cases for both the users and the FAA are being structured and refined.
• Research and development is moving the technology to bring LAAS into reality.
• WAAS and LAAS are complementary systems that will make up the corner stone of aviation navigation well into the 21st century.
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http://gps.faa.gov
CAT I/II/IIICAT I/II/III