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L4a-GPS 4.3.13

The document discusses various area navigation (RNAV) systems including VOR/DME RNAV, inertial navigation systems (INS), global positioning systems (GPS), flight management systems (FMS), microwave landing systems (MLS), and long range navigation (LORAN). It provides details on how each system works, components, errors and limitations, architecture, and benefits to aviation. GPS in particular discusses how it determines position using satellite signals, receiver autonomous integrity monitoring (RAIM), and differential GPS (DGPS) which improves accuracy.

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Luis Pineda
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59 views45 pages

L4a-GPS 4.3.13

The document discusses various area navigation (RNAV) systems including VOR/DME RNAV, inertial navigation systems (INS), global positioning systems (GPS), flight management systems (FMS), microwave landing systems (MLS), and long range navigation (LORAN). It provides details on how each system works, components, errors and limitations, architecture, and benefits to aviation. GPS in particular discusses how it determines position using satellite signals, receiver autonomous integrity monitoring (RAIM), and differential GPS (DGPS) which improves accuracy.

Uploaded by

Luis Pineda
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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RNAV: Area Navigation:

The Ability To Navigate And Fly Point-To-Point

•VOR/DME RNAV •LORAN


•INS •MLS
•GPS •FMS
VOR/DME RNAV
“Virtual VORs”
RNAV units use existing VORs to create movable,
artificial navigational stations called Waypoints.
These types of RNAV systems are now referred to as
“VOR/DME RNAV” systems.
Once the Waypoint is set up in the receiver, the pilot
simply treats it as though it were a real VOR
Programming the RNAV
INS
(Inertial Navigation Sys.)
INS Components
• In reality – 3 axes of movement
– Roll, pitch and yaw
– Thus, 3 accelerometers and 3 gyros
– Original INS used 2 axis for lateral navigation only
(similar to DNS)
• Other gyros determined heading and attitude
• Directional – heading systems (compass)
• Vertical – attitude systems (HSI, ADI)
– Newer inertial systems contain gyros and
accelerometers for all 3 axes
• Single source of heading, attitude and lateral navigation
(position determination)
INS Errors and Limitations
• Gyro Drift
– Mechanical inaccuracies in the platform
• Example: friction in the bearings or motor
• Sense motion that really isn’t there.
– Natural influences that cause the INS to drift off
actual course. Examples include:
• Earth’s Coriolis effect
• Inaccurate position entered at start-up
– Can accumulate over time
• Force of Gravity
• Initial tilt at alignment (i.e. not level)
Aviation Benefits From GPS Navigation

Direct Routing Capability – fuel and flight time savings

Increased landing capacity

Flexible use of airspace

Increased ground facility capacity and safety


Introduction to GPS
Satellite navigation systems are unaffected by weather and provide global
navigation coverage.

Navigational values, such as distance and bearing to a waypoint are computed


from the aircraft’s current position and the position of the next waypoint.
GPS Architecture
The GPS system consists of three distinct functional elements:

Space Element

Control Element

User Element
GPS Architecture

Space Element
This group of satellites is called a
constellation. The satellites are in six
orbital planes (with four in each plane) at
about 11,000 miles above the Earth. At
least five satellites are in view at all times.
GPS Architecture
Control Element
Consists of a network of ground-based GPS monitoring and control stations that ensure
the accuracy of satellite positions and their clocks. In its present form, it has five
monitoring stations, three ground antennas and a master control station.

Ground Antennas
GPS Architecture
User Element
Consists of antennas and receiver/processors on board an aircraft, automobile,
ship, cellular telephones and other new items like watches that provide
positioning, velocity and precise timing to the user.
GPS Architecture
The GPS Positioning Concept

Two principal pieces of information are required to determine a GPS position:

Position of each satellite

Range from the satellite to the user

A minimum of four satellite signals are required to solve for an unaided, unique, position
and time solution.
How Does GPS Work?
Basic Function of GPS
• GPS is a distance /ranging system
• Operates on the principal of trilateration
• Satellites transmit unique radio waves
• Receivers passively receive satellite signal
• Receivers measure time for signal to reach it
• Distance is determined by 186,000 Mi/Sec
• Receivers must know precise location of each
satellite at all times
GPS Velocity
GPS gives us more than just our position – it can tell us how fast we’re
moving as well
Receiver Autonomous Integrity
Monitoring (RAIM)
• A self test system to verify the integrity
(usability) of the signals received from
the GPS constellation.
• Without RAIM there is no assurance of
the accuracy of the GPS position
• RAIM capability is required for IFR
RAIM Messages

• Two types
– not enough satellites
– potential error detected which exceeds phase of
flight
• Minimum of 5 satellites (or 4 + baro-aiding) to have
RAIM capability
1 additional satellite allows removal of corrupt signal
Satellite Geometry
Dilution of Precision (DOP)

Good DOP

Poor DOP
Requirements for IFR GPS Navigation: AIM
1-1-19
• Receiver must be approved (check AFM),
• Installed according to FAA specifications,
– Hand-held GPS is NOT approved for IFR navigation,
Only as aid to situational awareness
• Have a current database.
Requirements for IFR GPS Navigation: AIM
1-1-19
• Currently, must have an alternate navigation
system appropriate to the flight.
• If RAIM is …….
– available, then no monitoring of alternate system is
required
– Not available, active monitoring of other navigation is
required
Requirements for IFR GPS Navigation: AIM
1-1-19
• If loss of RAIM is predicted at ETA, then use alternate or
delay/cancel. (Check GPS NOTAMS!)
• NOTE-
Any required alternate airport must have an approved
instrument approach procedure other than GPS that is
anticipated to be operational and available at the
estimated time of arrival, and which the aircraft is
equipped to fly.
GPS Course Deviation Indications
• GPS unit usually connected to a VOR indicator or
HSI Course Deviation Indicator
• Measures absolute deviation from course in
nautical miles
• Sensitivity:
– >30 NM ENROUTE sensitivity = 5nm full deflection
– <30NM TERMINAL sensitivity =1nm full deflection
– Within 2 NM of final approach waypoint APPROACH
sensitivity = 0.3nm either side of final approach course
Additional GPS Features
• Differential GPS
– accuracy within 1 meter
– allows for precision approach capability anywhere
– fixed GPS receiver at a precisely surveyed location
– sends correction signal to your DGPS
– Very accurate!
Differential GPS
What is WAAS?
Wide Area Augmentation System
Uses geostationary satellites and ground stations
Broadcasts differential corrections
Coverage: Entire U.S. to 30,500 m (100,000 ft.)
WAAS
Geostationary Satellite
retransmits the DGPS corrections GPS Satellites
over a wide area

DGPS corrections from a


ground receiver are
transmitted up to a
geostationary satellite
Role of the User
• Airborne navigation databases are subject to revision.

• Pilot is responsible for using the correct and up-to-


date database.

• User is responsible for learning how the manufacturer


presents the data on their equipment.

• Best source of information is the manufacturer’s


current documentation.
Be Careful!
• Garbage in - garbage out
– you preprogram during preflight
– advanced features are nice, but don’t lose your
basic navigation and situational awareness
skills
• GPS receivers vary in the ways that they operate
and present information so be sure you are
familiar with the model installed in the aircraft
you are flying.
• The time to learn your GPS operation is BEFORE
your flight not during the flight!
GPS
A great system, but don’t become too dependent on it. Be able to use
alternate forms of navigation such as VOR or ADF. That may be all that’s
available some time in some places.
LORAN
(LOng RAnge Navigation)

LORAN is based on measuring the time


difference between the receipt of signals
from a pair of radio transmitters
Loran Navigation
• Operated by US Coast Guard (domestic)
– In service over 50 years
– Primarily marine use, but available to others
– Enroute navigation only
• Subgroups or “chains”
– Master Station (M)
– Secondary or Slave Stations (V, W, X, Y, & Z)
LORAN Chain – West US
Principles of Operation
• System accuracy varies with:
– Distance from stations
– Geometry of crossing angles of LOP’s (line of
position)
– Terrain and environmental considerations
– Signal to noise ratio
– LORAN can be affected by sky waves
MLS
(Microwave Landing Sys.)
Terminology
• Microwave
– Any EMW signal whose wavelength is ≤ 1 meter
– 300 MHz or above
• Azimuth (bearing)
– Horizontal (lateral) guidance parallel to the surface
of the earth (similar to a localizer)
• Elevation (altitude)
– Vertical guidance similar to a glideslope
• Precision distance measuring equipment
(DME/P)
Five Functions of MLS

• Approach Azimuth
• Back Azimuth
• Approach Elevation
• Range
• Data Communications

These are all


Guidance Functions
Flight Management Systems:
A Definition
What might a Flight Management System do for a pilot?
Position Ground Track ARTCC, FSS & COMM data
Airspeed Fuel Burn Airspace info
Groundspeed Store flight plans Routing Info
Altitude hold IAP approaches
ETE / ETA Airport info
Heading Runway layout
Course
•Using various sensors (such as GPS and
INS often backed up by radionavigation)
to determine the aircraft's position, the
FMS can guide the aircraft along the
flight plan.

•From the cockpit, the FMS is normally


controlled through a Control Display Unit
(CDU) which incorporates a small screen
and keyboard or touchscreen.

•The FMS sends the flight plan for display


on the EFIS, Navigation Display (ND) or
Multifunction Display (MFD).

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