GPS/SBAS Landing System Sensor Unit (GLSSU) Alain Beaulieu

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GPS/SBAS Landing System Sensor

Unit (GLSSU)

Alain Beaulieu – CMC Program Manager – FMS and GPS Programs

Title: CMC LPV Solution

Esterline CMC Electronics

Date: March 2013

Esterline CMC Electronics – Proprietary data 1

Agenda

• Discuss CMA-5024 capabilities

– LPV

• CAT I equivalent approaches

– Navigation

• RNAV

• RNP

– Others

• ADS-B Transponder interface

• FANS CMU Interface

• EGPWS interface



Date: March 2013


Some problems LPV is helping to resolve

• Schedule reliability for charter or scheduled flights due to absenceof traditional ground-based approach aids on remote destinations.

– Issues: Runways without ILS, severe weather, and night landing

• Reduce airport maintenance with planned removal of ILS facilities– Re-confirmed by FAA during LPV progress meeting (Feb 2013)

• Cost of new infrastructure– ILS is costly to install compared to publishing an LPV approach

– Maintenance: periodic LPV re-survey versus ILS antenna re-cal

• NPA are designed with step-down level-off segments: fuel burn

• ILS Weaknesses– Clear surrounding area (multipath issues)

– Must be “on the runway”

– ILS ground support equipment failures

– Occasional glide-slope “glitches” causing go-arounds

• FAA current plan is to no longer establish new Category- I ILS– Ref.: CNS Task Force meeting August 17,2011



Date: March 2013


Navigation requirements

• With SBAS Performance:

– RNP 0.1

– Meets/Exceeds ADS-B requirements

– GPS/SBAS Primary Means of Navigation

– FANS Time base



Date: March 2013


Self-Contained Landing System and Navigation is

the Solution

• Localizer performance with vertical guidance – LPV

• High Integrity sensor for RNP RNAV

• CMC has the complete solution…



Date: March 2013




Date: March 2013


Infrastructure

GPS/SBAS (Air Ground)

STC

Prepare for

the future …

GBAS

Operation

CMA-5025

CMA-5024

FAS

LPV



Date: March 2013


GPS/SBAS Infrastructure

• SBAS stands for Space Based Augmentation System.

• SBAS is the ICAO name for each state’s version of

WAAS, EGNOS, MSAS, GAGAN, SDCM, SNAS

• SBAS systems around the world are compatible!

SDCM

SNAS



Date: March 2013


GPS/SBAS Infrastructure (Cont.)

• WAAS, provided by the FAA, is the SBAS system

covering USA, Canada and Mexico



Date: March 2013



EGNOS is the SBAS system covering Europe



Date: March 2013



• GAGAN is the SBAS system covering India



Date: March 2013



• MSAS is the SBAS system covering Japan

MSAS Configuration



Date: March 2013



– SBAS systems in development: Russia (SDCM) and China (SNAS)

SDCM

SNAS



Date: March 2013


Infrastructure – WAAS Published approaches

• USA : Currently 3030 LPV approaches published (Nov 2012)

– 173 Approaches published in FLA state

• Canada: Currently provides (LPV) service at 36 airports with a total of 57 approaches

published. With 180 approaches pending design and publication at 92 airports.

Source: FAA



Date: March 2013


Infrastructure – EGNOS Published approaches

• 92 LPV/APV Baro

published in Europe (March 2012)

• Many more are planned– France, Germany, Spain, Italy, Poland,

Belgium, Netherlands, UK, Czech Republic,

Slovakia, Austria, Finland, Northway, Portugal



Date: March 2013


Infrastructure


Prepare for

the future …

GBAS

Operation

CMA-5025

FAS

LPV

STC

CMA-5024



Date: March 2013


• State-of-the-art Patented 24 – channel Narrow Correlator ® ARINC 743B compliant SBAS sensor unit

– Three SBAS and twenty-one GPS continuous channels with full RTCA/DO-229D message processing

• TSO-C145c Beta-3 GPS receiver – TSO C145c incorporate more stringent standards that outperform TSO -

C129a in all operating conditions

• FAA has cancelled TSO-C129a and does not allow re-certification to that standard

– GLSSU meets or exceeds any TSO-C196 GPS (only) receiver

• TSO-C146c Delta-4 Landing system

• Software certified to RTCA/DO-178B Level B

• Hardware certified to RTCA/DO-254 Level B

• Software upgradeable to GBAS/LAAS

• The GLSSU includes an Aircraft Personality Data file (APD File) that contains aircraft-specific Configurations

– Provide the flexibility of adapting GLSSU to the needs of several aircraft within a large fleet.

• Active antenna compliant with TSO C-190

– Allow to install the GLSSU in any location

CMA-5024 GLSSU - Characteristics

LPV data

connector

Antenna

connector

Standard ARINC 743

data connector

TSO-C190 Antenna

CMA-5024



Date: March 2013


• High-integrity SBAS Beta-3/ Delta-4 Navigation sourcewith the highest levels of integrity and availability for RNPRNAV

– FMS can immediately benefit from an improved RNPnavigation performance

• GPS/SBAS Primary Means of Navigation

• Velocity Accuracy < 0.5 knots, 95%, velocity as perRTCA/DO-229D Appendix F

• Navigation Accuracy: RNP0.1 >99.999% availability withSBAS, and Primary Means Navigation as per RTCA/DO-229D

• SA-Aware (SA-OFF) when out of SBAS coverage

– Fault Detection and Exclusion (FDE) and predictive RAIMwith automatic pressure altimeter incorporation

– Provide significantly improved level of integrity compares toequipments approved based on TSO C-129 Standards

• Supports all legacy FMS certified under TSO C-129awithout modification, all legacy data and wiring retainedper ARINC-743B

CMA-5024 GLSSU - Navigation

RNP

ADS-B



Date: March 2013


• Self-contained GPS approach solution with anintegrated digital high-integrity switch and acompanion control head

– FMS not required to enable LPV• LPV is activated via the annunciator panel and managed via

the CMA-5025 Control Panel

– With CMA-5025 Control Panel, it provides a fullyfunctional, stand-alone LPV system.

– The CMA-5024 provides supports for ARINC-743B,709and 710 with DME, ILS look-alike guidance signals to theautopilot and displays.

• The CMA-5024 includes a built-in digital high integrityswitch for approach selection between ILS and GPS(SBAS or GBAS).

• LPV minima are typically lower then RNP minima

– Provide CAT 1 equivalent approach capability withdecision height of 200 feet and visibility minimums as low

as 1/2 mile

• Can host entire SBAS worldwide approach database

CMA-5024 GLSSU - Landing System

LPV data

connector

Antenna

connector

Standard ARINC 743

data connector

CMA-5024

LPV annunciators

CMA-5025



Date: March 2013


Solutions

• SBAS Performance: – RNP 0.1

– Meets/Exceeds ADS-B requirements

– GPS/SBAS Primary Means of Navigation

– FANS Time base

• Bolt-On LPV – ILS ‘Look-Alike’

Approach System

– Stand Alone system

– Certified GPS/SBAS LRUs

– Proven STC solutions



Date: March 2013


Infrastructure


Prepare for

the future …

GBAS

Operation

FAS

LPV

STC

CMA-5024

CMA-5025



Date: March 2013


CMA-5025 GLSSU Control Panel

• With CMA-5024, it provides a fully

functional, stand-alone LPV system.

It is used to select/enable LPV approach.

• Meets all RTCA/DO-229D LPV approach

requirements without waiver or exception.

• FMS not required to enable LPV

– A fully independent stand-alone LPV

capability, “bolts-on” to existing aircraft

– Integrated OEM FMS solutions possible

• GBAS capable, RTCA/DO-253B GLS

approach ready



Date: March 2013


Infrastructure


Prepare for

the future …

GBAS

Operation

LPV

STC

CMA-5024

CMA-5025

FAS



Date: March 2013


Final Approach Segment (FAS) • FAS is a specific

segment of the LPV

Database.

• FAS contains all the

path construction

information.

• FAS is used to define

the final approach path

(from the FAF to the

published DH)

Details in RTCA/DO-229D

‘A FAS is the approach path which is defined laterally by the Flight Path

Alignment Point (FPAP) and Landing Threshold Point/Fictitious Threshold

Point (LTP/FTP) and defined vertically by the Threshold Crossing Height

(TCH) and Glide Path Angle (GPA)’



Date: March 2013


Final Approach Segment (FAS) Data Block (cont.)

• CMA-5024 hosts 2 complete cycles (previous and current) of the

entire world-wide SBAS approach database (FAS)

• FAS database is loaded via a data-loader interface

• Updated every 28 Days (same as the FMS NavDB)

Data loader

Data loader connector

to CMA-5024

CMA-5024

GLSSU

FAS database



Date: March 2013


Infrastructure


Prepare for

the future …

GBAS

Operation

LPV

STC

CMA-5025

CMA-5025

FAS



Date: March 2013


LPV STCs

• Canadian STC for B737-300/400/500

• EASA STC on B737 Classic

• FAA STC on B737 Classic

• Working on the same approach for B-757, B767, B777, A300 and other A/C types

• CMC’s CMA-5024 GLSSU and CMA-5025 Control Panel provide a Stand-Alone LPV system designed for retrofit. It is an ILS Look-Alike system.

• Proven solution, proven STCs. CMC LPV solution can be STC’d in any environment.



Date: March 2013


Canadian North STC on B737-300

• Successful certification

– Canadian North

• Operational Support

– CMC

• CMA-5024 GLSSUs

• CMA-5025 Control Panels

• Antennae

– LogicAir

• Development,

• System Installation,

• Engineering & STC

http://portal/sites/strategy/pr/Graphics/Forms/AllItems.aspx



Date: March 2013


TRANSAERO B737-300/400/500

• Program On-Going

• Currently updating 23 aircraft using

TCCA and EASA STC

• LogicAir

• Development,

• System Installation,

• Engineering & STC



Date: March 2013


TRANSAERO B737-300/400/500



Date: March 2013


B737 Top Level Block Diagram – After Install



Date: March 2013


Boeing 737 Installation Pictures - GLSSU

• GLSSUs are installed in theceiling of the B737 500 Area

• Use the Boeing provisionedsupports when available



Date: March 2013


Boeing 737 Installation Pictures – Antennas

• TSO C190 Active Antenna



Date: March 2013


Boeing 737 Installation Pictures – D/A

• LPV Adaptor: ILS and DME

Interface Analog to Digital

Converter



Date: March 2013


Boeing 737 Installation Pictures –

Control Panel & Annunciators • CMA-5025 installed on the Pedestal

• Annunciators installed in

Pilot Primary Field of View

Current B737 certification also

allows use of other pedestal locations



Date: March 2013


Boeing 757/767 Preliminary Design

• CMA-5025

installed on the

Pedestal

• Annunciators

installed in

Pilot Primary Field

of View

• Interface

Transponder for

ADS-B, if required

• Interface FMS for

Navigation (RNP),

if FMS H/W, OPC

permits



Date: March 2013


Infrastructure


Prepare for

the future …

GBAS

LPV

STC

CMA-5024

CMA-5025

FAS Operation



Date: March 2013


An ILS Approach?



Date: March 2013


Operation

According to Chris Drossos, 737-300 project pilot for

Canadian North

"The addition of LPV capability to our aircraft permits

us to provide significantly improved schedule

reliability for our scheduled and charter clients,

given the absence of traditional ground-based

approach aids at many of the remote Canadian

destinations we serve. From the pilot's perspective,

CMC's LPV system provides a clean, straightforward

interface which behaves exactly like an ILS, but with

the exceptional WAAS performance and availability."



Date: March 2013


Operation

• LPV approaches/vertical guidance derived exclusively

from SBAS and are not affected by temperature.

• Design criteria is very much like an ILS and can be as

low as 200 with a half mile visibility.

• AC 90-107 provides guidance for operational approval

• OpSpec/MSpec/LOA paragraph C052 and C053 provide

guidance on training requirements



Date: March 2013


Operation - Plates

5 digit WAAS

Channel Number

WAAS Ch 80090

1

2

2

WAAS Approach ID: W=WAAS, Runway 13,

A= 1st approach on that Runway

3

3

LPV DA (H) 4

1

LPV is a RNAV (GNSS) procedure

4

By definition, channel number will always be 5-digits:

WAAS channel numbers from 40000 to 99999

LAAS channel numbers from 20000 to 39999



Date: March 2013


Operation - Plates

LPV Minima 1

3

1



Date: March 2013


• Flight Crew Actions

– Select a RNAV Approach plate for Runway(example RNAV 13R) for the LPV approach

– New Action: Enter the 5 digit number into theControl Panel, the 5 digit number is obtainedfrom the approach plate’s WAAS ChannelNumber, eg 80090.

– New Action: Select LPV approach using sourceselect switch on forward instrument panel.

– Maintain map mode on ND during approach

– Select LAND/ILS mode on autopilot

– Autopilot transitions to ILS/LPV as per normal

– FMS indicates normal precision approach

– Pilot flies LPV like a standard Cat I ILSapproach procedure

• Missed approach as per ILS

Operation - Example

LPV LPV

ON APPR

LPV

http://www.flightsource.ca/blog/flightdeck/esterline-cmc-electronics-waas-gps-landing-systems-receive-certification-on-b737-for-gpslpv-approach-operations-in-canadas-north



Date: March 2013


Infrastructure


Prepare for

the future …

GBAS

STC

CMA-5024

CMA-5025

FAS OPERATION

LPV



Date: March 2013


Localizer performance with vertical guidance (LPV)

• Operational Benefits

– LPV is ILS Look-Alike

– LPV plates are RNAV procedures

– LPV is here and is expanding globally.

– Implementation brings immediate savings

– Installation in all aircraft is a reasonable and achievable bolt-on task

– The CMA-5024 is certified, airline proven-in-service, with LPV

– Reduced dependence on terrestrial navaids

• Improved dispatch reliability SIDS (use SBAS as navigation source)

• Improved STARS (use SBAS as navigation source & LPV)

• Can continue LPV operations when ILS is out-of-service to all runways

– Enhanced operational safety due to the vertical guidance provided

– No operational limitation due to cold weather

– Integrated solution exists with CMA-9000 FMS



Date: March 2013


Localizer performance with vertical guidance

(LPV) (Cont.) • Infrastructure benefit

– Terrain variation does not impact publication of a LPV approach

– No maintenance (contrast this to ILS continual flight inspection)

– All SBAS services are interoperable (WAAS, EGNOS etc.) so

only one type of SBAS receiver is required

• FAA – LPV published advantages: (source: Federal

Aviation Administration Implementation of WAAS LPV

Procedures) – published in 2004

– Procedure Integrity

– Lower Minimums

– Significantly increases the number of available instrument

approaches



Date: March 2013


Infrastructure


STC

CMA-5024

CMA-5025

FAS Operation

LPV

Prepare for the

future …GBAS



Date: March 2013


Prepared for the Future… GBAS

• GBAS/GLS is very similar to SBAS/LPV operationally,

both deliver CAT-I performance.

• GBAS is expected to deliver CAT-I to CAT-III operations; however,

certification to CAT-II/III does not exist at this time, and GBAS CAT-I not

deployed yet.

• Differences between the systems

– LPV receives error corrections from SBAS geostationary satellites,

GLS receives error corrections via uplink from GBAS ground station.

– LPV Final Approach Segment (FAS) is hosted in the avionics database,

GLS FAS uplinked via VHF Data Link from the GBAS ground station.

– Concepts between GBAS/GLS and SBAS/LPV are highly similar except

GBAS GLS requires ground stations to work, SBAS LPV is self-contained

• CMA-5025 will provide GBAS capability when infrastructure will be

available



Date: March 2013


Infrastructure GPS/SBAS (Air/Ground)

CMS-5024

CMS-5025

FAS

STC

Operation

LPV

CMA-5024 is prepared for the future

SBAS Performance: RNP0.1

Meets/Exceeds ADS-B requirements

Bolt-On LPV/Growth to GLS

ILS ‘Look-Alike’ Approach System

Certified GPS/SBAS LRUs

Proven STC solutions



Date: March 2013


END

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GPS/SBAS Landing System Sensor Unit (GLSSU) Alain Beaulieu

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