Abstract
Currently, many commercial airline aircraft cannot perform three-dimensionally guided approaches based on satellite-based augmentation systems. We propose a system to rebroadcast the correction and integrity data via a data link as provided by the ground-based augmentation system such that aircraft equipped with a GPS landing system (GLS) can use the wide-area corrections and perform localizer performance with vertical guidance (LPV) approaches while maintaining the same level of integrity. In consequence, the system loses some availability and the time to alert is slightly increased. We build a prototype system and present data collected for one week, confirming technical feasibility. There is a loss of 5.3 percent of availability during a 1-week data collection cycle in which we compared our system to standalone LPV service. We tested our prototype with two commercially available GLS receivers with positive results and successfully demonstrated the functionality with a conventional Airbus 319 equipped with a standard GLS receiver.
Highlights
Within the last two decades, aviation navigation has been slowly transitioning from a ground-based infrastructure to rely increasingly on global navigation satellite systems (GNSSs)
The system works as intended with some restrictions in availability due to the protection level inflation and provides satellite-based augmentation system (SBAS) APproach with Vertical guidance type 1 (APV-1) capability to GPS landing system (GLS)-equipped users
It maintains the SBAS integrity and time to alert is a combination of the allotments for SBAS and ground-based augmentation system (GBAS)
Summary
Within the last two decades, aviation navigation has been slowly transitioning from a ground-based infrastructure to rely increasingly on global navigation satellite systems (GNSSs) This has led the International Civil Aviation Organization (ICAO) to standardize a navigation performance concept called performance-based navigation (PBN) (ICAO 2012). For SBAS, the FAS data block is stored in the aircraft’s navigation database, while for GBAS the FAS data block is broadcast as a VHF data message. In both systems, instant integrity information is provided by estimating protection levels, which is a high-probability bound for the computed position.
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