Approach service type D evaluation of the DLR GBAS testbed

Dautermann, Thomas; Felux, Michael; Grosch, Anja

doi:10.1007/s10291-011-0239-3

Cited by 34 publications

(33 citation statements)

References 11 publications

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“…In order to validate the application of the double difference method, we used the data from two GBAS reference receivers at Braunschweig (Dautermann et al 2011). We used the measurements from BR01 and BR02, collected during 10 hours of the 17th of December, 2009 (from midnight to 10 a.m.).…”

Section: Static Sitesmentioning

confidence: 99%

GNSS Based Relative Navigation for Intentional Approximation of Aircraft

Schielin¹,

Dautermann

2015

Aviation

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In aviation, satellite navigation is generally only used to determine the absolute position of aircraft. We show that the signals can also be used for safe relative navigation provided that a data link exists between the two aircraft. The link can be used to form a double difference combination of code phase measurements and determine a three dimensional baseline vector. The baseline vector is protected by protection levels which determine the 7 3 10 − × error bound of the baseline estimation. Thus, the distance vector can be used to perform safe approximation maneuvers in instrument weather conditions. We derive the protection level expression and test the baseline vector estimation using data from two real satellite navigation receivers on the ground. Moreover, we simulate an intercept mission using a Spirent GNSS7790 simulator and show that with the derived protection bounds an approximation up to 10 m is possible.

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Section: Static Sitesmentioning

confidence: 99%

GNSS Based Relative Navigation for Intentional Approximation of Aircraft

Schielin¹,

Dautermann

2015

Aviation

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“…It is important to note that SBAS does currently not support automatic landings. Dautermann et al (2012) describe GBAS research and development that will enable low-visibility operations in the near future, supported by multiple satellite navigation system constellations (Felux et al 2017). Interestingly, the core principle of SBAS and GBAS is identical: Pseudorange corrections are provided to the user, who, in turn, applies respective corrections to improve position accuracy and integrity.…”

Section: Introductionmentioning

confidence: 99%

Extending access to localizer performance with vertical guidance approaches by means of an SBAS to GBAS converter

et al. 2020

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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.

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“…To increase coverage, some countries have established regional satellite navigation systems (Indian regional navigation satellite system IRNSS and the Japanese quasi zenith satellite system QZSS) that complement other GNSS. Augmentation systems based on differential corrections provide higher accuracy and integrity in a local area (ground-based augmentation system (GBAS) (7)(8)(9)(10) , or a specific wider region (satellite-based augmentation system (SBAS) (11)(12)(13) ). Giving credit to the multitude of a combination of position sources including hybridisation of different technologies (like inertial navigation-aided GNSS receivers (14,15) ), the International Civil Aviation Organization (ICAO) introduced the performance-based navigation (PBN) framework.…”

Section: Introductionmentioning

confidence: 99%

Experimental advanced RNP to xLS approaches with vertical path coding and automatic landings

et al. 2018

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We report on the flight test results of an Airbus 320 during novel advanced required navigation performance (RNP) procedures which contain a fixed radius turn that delivers the aircraft onto a short instrument landing system (ILS) precision final. Moreover, the advanced RNP part contains altitude constraints and/or a coded vertical path angle. The approaches were flown automatically with guidance and autothrust as computed by the flight management system. We investigated the use of the fixed radius in conjunction with vertical path options onto (a) the performance of the speed profile for arrival time optimisation, (b) the vertical path during the RNP part of the procedure and (c) the performance of the autoland capability after a curved transition onto an ILS.For the trials, we designed five instrument approaches to a runway equipped with ILS. A RF curve terminates at the ILS intercept point at heights of 550, 750, 1000, 1500 and 2000 ft above aerodrome level and each approach had four different initial approach fixes which corresponded to a track angle change of 30°, 60°, 90° and 180° during the constant radius turn-to-final. We constructed the procedure such that the altitude constraints at initial, intermediate and final approach fix describe a continuous vertical path with minus 2° inclination, transitioning to the –3° glide path of the ILS and intercepting the glide path from below. In all cases, the land mode of the flight guidance computer became active between 316 and 381ft radar altitude. The vertical path following error depended on the coding of the procedure in the database. With coded vertical path angle and altitude constraints, the vertical path following error was never greater than +57 m (above desired flight path) during the RNP part when flown by the automatic flight guidance system without any pilot intervention.

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Approach service type D evaluation of the DLR GBAS testbed

Cited by 34 publications

References 11 publications

GNSS Based Relative Navigation for Intentional Approximation of Aircraft

GNSS Based Relative Navigation for Intentional Approximation of Aircraft

Extending access to localizer performance with vertical guidance approaches by means of an SBAS to GBAS converter

Experimental advanced RNP to xLS approaches with vertical path coding and automatic landings

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