1 / 36

Validity of RAIM Prediction

ION ITM 2011 San Diego, CA Jan. 24-26, 2011. Validity of RAIM Prediction. Takeyasu Sakai Electronic Navigation Research Institute, Japan. Introduction. Background of RAIM: GNSS is an essential tool for implementation of PBN;

aharrell
Download Presentation

Validity of RAIM Prediction

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. ION ITM 2011 San Diego, CA Jan. 24-26, 2011 Validity of RAIM Prediction Takeyasu Sakai Electronic Navigation Research Institute, Japan

  2. Introduction • Background of RAIM: • GNSS is an essential tool for implementation of PBN; • GPS needs to be augmented in terms of integrity for aviation applications; GPS itself does not provide enough integrity as GNSS; • The ICAO (international civil aviation organization) GNSS standard defines several augmentation systems: SBAS, GBAS, and ABAS; • RAIM (receiver autonomous integrity monitoring) is a kind of ABAS which is a mechanism that the receiver ensures a certain level of integrity; • FAA TSO-C129 and RTCA DO-208 require RAIM function. • Use of GPS/RAIM (GPS augmented by RAIM): • In many countries, GPS/RAIM is usable for IFR flights; • Mostly RAIM prediction is required before flight to check the availability of GPS/RAIM for the intended operation; • Recently Japan Civil Aviation Bureau (JCAB) ordered an investigation on how reliable RAIM prediction is; This presentation is summary of the investigation.

  3. Augmentation Systems GPS constellation MSAS GPS must be augmented in terms of integrity SBAS Satellite-Based Augmentation System GPS-compatible signal from GEO ABAS Aircraft-Based Augmentation System RAIM, Baro aiding GBAS Ground-Based Augmentation System VHF signal from the ground • GNSS: GPS + augmentation system (SBAS, GBAS, or ABAS); • RAIM (receiver autonomous integrity monitoring): a mechanism of ABAS; • TSO-C129 certified receiver must implement RAIM function.

  4. Fundamental of RAIM Measures range between GPS and receiver Detects failure of satellite by range anomaly • Requires 5 or more GPS satellites; • The receiver warns pilot (or FMS) when it detects failure of GPS satellite; • RAIM FD: Detects failure and outputs warning; • RAIM FDE: Detects failure and exclude the anomalous satellite, then continues operation (For FDE, requires 6 or more satellites).

  5. Part 1 Background and Motivation

  6. Current Situation in Japan • Regulation: • In Japan, use of GPS/RAIM is currently limited to supplemental navigation because availability of GPS/RAIM is not enough; • Supplemental navigation system: Aircraft must equip other primary navigation system and the route is planned based on the primary navigation system; • Many small business planes equip TSO-C129 GPS receivers but they cannot fly RNAV route directly going to the destination by GPS/RAIM only; • Additionally, RAIM prediction is mandatory; If GPS/RAIM is predicted unavailable for the intended operation, they should change the flight plan. • Recent situation: • Business operators have strongly requested JCAB to allow using GPS/RAIM as a primary navigation source which enables to fly RNAV route without additional equipment; • JCAB is now considering to relax the regulation and allow GPS/RAIM as a primary navigation source.

  7. Supplemental Navigation Source • Equipage: • Aircraft must equip other primary navigation system; • The route is planned based on the primary navigation system. • Operation: • Pilots must monitor primary navigation source to check correctness of supplemental navigation; • If pilots find any doubt in supplemental navigation, they must change navigation source to the primary; • RAIM prediction is mandatory. • Benefit: • The route is limited by the coverage of primary navigation system; • Cannot fly RNAV route by GPS/RAIM only. Supplemental Navigation Primary Navigation Supplemental Navigation

  8. Primary Navigation Source • Equipage: • Aircraft must equip other backup navigation system to fly the alternate route; • For approach, the backup navigation system must be available at the alternate airport; • The route is planned based on the primary navigation system. • Operation: • RAIM prediction is mandatory; If predicted unavailable, they should change the flight plan; • In case that the primary navigation source fails, pilots change navigation source to the backup and fly the alternate route (airport). • Benefit: • Possible to plan the route based on the primary navigation source; Enabling RNAV by GPS/RAIM. Primary Navigation Planned Route Alternate Route Backup Navigation Primary Navigation

  9. Sole Mean Navigation • Equipage: • Aircraft do not need to equip any other navigation system; • RAIM FD cannot serve as a sole mean navigation; At least RAIM FDE is necessary because continuous operation against failure of GPS satellite is necessary. • Operation: • RNP operation with enough integrity of navigation; • RAIM prediction is still required. • Benefit: • Small planes with less equipage can fly to remote islands. Sole Mean Navigation Sole Mean Navigation

  10. RAIM Prediction Is GPS/RAIM available along with the planned route? Destination Airport Is GPS approach possible on the planned arrival time? Origin Airport • RAIM prediction: It is required to check availability of GPS/RAIM • for the intended operation before flight; • Because GPS/RAIM does not have enough availability and often unavailable; • If GPS/RAIM is predicted to be unavailable, flight plan should be changed; • In Japan, ATM Center performs RAIM prediction everyday for Enroute, Terminal, and Approach, respectively, and issues NOTAM for unavailable operations.

  11. Expected Investigation • Possible problem: Missed Alarm Event • There might be ‘Missed Alarm Event’ that RAIM prediction says ‘GPS will be available’ but actually GPS/RAIM is not available; Then the pilot uses backup navigation system or changes the destination to the alternative airport; • Relaxing the regulation to allow use of GPS/RAIM as a primary navigation source, ATC controllers have a concern and wish to know how often such an event occurs and how wide the affected region is; • JCAB decided to observe the situation by a two-year-trial with limited users and to conduct an investigation to estimate the effects. • Investigation ordered by JCAB: • Problem is due to unscheduled outage (failure) of GPS satellite; • Reliability of GPS satellites: the number of satellites, availability, and failure rate; • Lists unscheduled outage of GPS satellite; • Detailed investigation of ‘Missed Alarm Event’ that RAIM prediction said OK but actually GPS/RAIM was unavailable: Illustrates affected region and temporal range.

  12. Concern of ATC Controllers Sudden outage due to failure GPS fails, change route GPS fails, change route GPS fails, change route GPS fails, change route ATC Controllers • ‘Missed Alarm Event’: RAIM prediction says ‘GPS will be available’ but actually GPS becomes unavailable; • Many aircraft flying by GPS/RAIM suddenly lose primary navigation simultaneously; • How much does it affect to ATC operation? Wow !!!

  13. Part 2 Summary of Investigation

  14. GPS Satellite Failures MCS Trouble • There were 30 cases of sudden failure of GPS satellite for years 2007 to 2009; • Among them, 12 cases listed here affected RAIM prediction in Japan; • 5 cases on 07/10/08 to 07/10/10 are due to trouble in the GPS MCS; There were 8 independent cases for 3 years; Frequency of the Event: 8 / 3 = 2.667 events/year.

  15. Investigation of Each Case • Detailed investigation of each case: • Comparison between output of RAIM prediction and actual receiver behavior for each case of GPS satellite failure; • Illustrates affected region and temporal range of ‘Missed Alarm Event’. • ATM Center RAIM prediction system: • Assumes GPS/RAIM receivers meet TSO-C129 requirements (Classic RAIM); • Computes ARP (approximate radial-error protected) index and compares with the threshold predefined for each phase of flight; ARP is rough estimation of the largest horizontal position error similar with HPL (horizontal protection level); • If ARP exceeds the threshold, GPS/RAIM is unavailable for the associate operation. Threshold of ARP index for each phase of flight

  16. Assumptions • Estimation of RAIM prediction behavior: • Implemented ARP computation algorithm and parameters same as RAIM prediction system in the ATM Center; • Assume RAIM prediction is performed on 21:00 local time (12:00 UTC) everyday based on ‘FORECAST’ NANU info. (scheduled maintenance of GPS satellites); • GPS satellite position: computed with archive of almanac information; Mask angle is 7.5 degrees; • NOTAM is issued if GPS/RAIM is unavailable for 5 minutes or more; • The estimation result is compared with the operational NOTAM (Available since 9/27/2007); They completely matched. • Estimation of GPS/RAIM receiver behavior: • Assumes onboard GPS/RAIM receivers determine if GPS/RAIM is available or not by the computation identical with ATM Center; • Computes ARP index based on ‘ACTUAL’ NANU information (failure and maintenance report of GPS satellites) and compares with the threshold.

  17. Case <1>: Temporal Variation Threshold for Enroute (2262m) Satellite Failure Threshold for Terminal (1135m) Difference Actual ARP Threshold for Approach (352m) Actual > Prediction ARP by RAIM prediction Case <1> 07/08/24 17:51 SVN40 • Computed ARP variation for each case; • Target location is Osaka Int’l Airport; At the center of Japan and GPS approach is available there; • Case <1>: ARP increased at the same time as SVN40 failure, but less than threshold.

  18. Cases <2> to <4> Case <2> 07/09/15 12:50 SVN53 Case <3> 07/10/08 04:37 SVN59 Case <4> 07/10/08 06:33 SVN58 • Cases <2> and <4>: RAIM prediction said GPS/RAIM is unavailable only for Approach; Actually it became unavailable for Enroute and Terminal, and for Approach for longer than the prediction; • Case <2>: No NOTAM because it was not operated yet;

  19. Cases <5> and <6> Case <5> 07/10/08 21:04 SVN41 Case <6> 07/10/09 08:55 SVN60 • Case <5>: ARP increased at the same time as SVN41 failure; GPS Approach became unavailable later at 21:38 and continued unavailable for 31 minutes until 22:09; • RAIM prediction could not work and NOTAM was not issued for Case <5>; • Case <6>: RAIM prediction said GPS Approach is unavailable; Actually it became unavailable for Enroute and Terminal, and for Approach for longer than the prediction.

  20. Cases <7> and <8> Case <7> 07/10/10 08:24 SVN51 Case <8> 08/03/25 02:30 SVN40 • Case <7>: RAIM prediction said GPS Approach is unavailable; Actually it became unavailable for Enroute and Terminal, and for Approach for longer than the prediction; • Case <8>: ARP increased due to failure and GPS/RAIM could not be used for Approach; RAIM prediction could not work and NOTAM was not issued.

  21. Cases <9> and <10> Case <9> 08/04/02 09:46 SVN58 Case <10> 08/04/26 02:46 SVN61 • Case <9>: ARP increased due to failure, but less than threshold; • Case <10>: ARP increased due to failure and GPS/RAIM could not be used for Approach; RAIM prediction could not work and NOTAM was not issued.

  22. Cases <11> and <12> False Alarm Case <11> 08/08/05 23:38 SVN35 Case <12> 09/07/25 01:28 SVN54 • Case <11>: NOTAM was issued by RAIM prediction but actually GPS/RAIM was available; • Regular RAIM prediction does not predict the effect on 04:30 UTC, but extra prediction was performed as response to NANU reporting failure of SVN35 and the extra NOTAM was issued; • Case <12>: ARP increased due to failure and GPS/RAIM could not be used for Approach; RAIM prediction could not work and NOTAM was not issued.

  23. Spatial Impact • Observes affected region for some cases that RAIM prediction could not work properly: • For consideration of effects on ATC operation; • ‘Missed Alarm Event’: RAIM prediction said OK but actually unavailable; • Illustrated as colored plots on a map as follows: RAIM prediction says GPA/RAIM is available and actually it is available (No Alarm); There is no RAIM NOTAM and GPS/RAIM is available normally. RAIM prediction says GPS/RAIM is unavailable but actually it is available (False Alarm); RAIM NOTAM is issued and GPS/RAIM is not used for operation; There is no safety problem but availability of GPS/RAIM navigation is lowered. RAIM prediction says GPS/RAIM is unavailable and actually it is unavailable (True Alarm); RAIM NOTAM is issued and GPS/RAIM is not used for operation; This case means RAIM prediction works properly. RAIM prediction says GPS/RAIM is available but actually it is unavailable (Missed Alarm); RAIM prediction fails to issue NOTAM reporting GPS/RAIM is unavailable; GPS/RAIM suddenly becomes unavailable during operation. Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable

  24. Case <2> Enroute Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable Interval: 10 min • Computed for Case <2> for Enroute operation; Case <2> looks affected widely; • Interval: 10 minutes per frame; • No effect immediately after the failure; The region where GPS/RAIM is unavailable without NOTAM appears 110 minutes after the failure.

  25. Case <2> Enroute: 130 min Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable Snapshot: 130 min after failure • Case <2>: 130 minutes after the failure of SVN 53; • The region where GPS/RAIM is unavailable without NOTAM grew up to a half size of Japan.

  26. Case <2> Terminal Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable Interval: 10 min • Computed for Case <2> for terminal operation; • No effect immediately after the failure; The region where GPS/RAIM is unavailable without NOTAM appears 30 minutes after the failure and disappears; • The red region appears again 100 minutes after and covers whole of Japan.

  27. Case <2> Terminal: 110 min Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable Snapshot: 110 min after failure • Case <2>: 110 minutes after the failure of SVN 53; • The red region covers whole of Japan; Terminal area operation is affected nationwide; • Such a situation continued for 40 minutes.

  28. Case <2> Approach Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable Interval: 10 min • Computed for Case <2> for non precision approach operation; • Prediction and actual are identical immediately after the failure; • The region where GPS/RAIM is unavailable without NOTAM appears 20 minutes after the failure and disappears; • The red region appears again 80 minutes after and covers whole of Japan.

  29. Case <2> Approach: 110 min Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable Snapshot: 110 min after failure • Case <2>: 110 minutes after the failure of SVN 53; • The red region covers whole of Japan; Non precision approach is suddenly stopped nationwide; • Such a situation continued for 120 minutes.

  30. Case <12> Approach: 10 min Predict: Available Actual: Available Predict: Unavailable Actual: Available Predict: Unavailable Actual: Unavailable Predict: Available Actual: Unavailable Snapshot: 10 min after failure • Case <12>; 10 minutes after the failure of SVN 54; • The red region covers whole of Japan; Non precision approach is suddenly stopped nationwide; Such a situation continued for 30 minutes; • There is a case that the red region appears only 10 minutes after the failure.

  31. Conclusion • Current Situation in Japan: • Use of GPS/RAIM is currently limited to supplemental navigation; • JCAB is now considering to relax the regulation and allow GPS/RAIM as a primary navigation source. • Concerns and Investigation Ordered by JCAB: • ATC controllers have a concern on ‘Missed Alarm Event’; • JCAB decided to observe the situation by a two-year-trial with limited users and to conduct an investigation to estimate the effects. • Investigation of each failure case: • There were 8 cases RAIM prediction affected by GPS satellite failure in Japan for years 2007 to 2009; 2.667 events/year; • It was confirmed that GPS satellite failure could make GPS/RAIM navigation unavailable without prediction; Affected region and temporal range is not small; • In fact, there are cases that GPS/RAIM navigation is lost for Terminal and Approach phases of flight over the whole of Japan.

  32. Backup Statistics on the Number of Available GPS Satellites

  33. NOTICE ADVISORY TO NAVSTAR USERS (NANU) 2009003 SUBJ: SVN59 (PRN19) FORECAST OUTAGE JDAY 042/2230 - JDAY 043/1230 1. NANU TYPE: FCSTDV NANU NUMBER: 2009003 NANU DTG: 061721Z FEB 2009 REFERENCE NANU: N/A REF NANU DTG: N/A SVN: 59 PRN: 19 START JDAY: 042 START TIME ZULU: 2230 START CALENDAR DATE: 11 FEB 2009 STOP JDAY: 043 STOP TIME ZULU: 1230 STOP CALENDAR DATE: 12 FEB 2009 2. CONDITION: GPS SATELLITE SVN59 (PRN19) WILL BE UNUSABLE ON JDAY 042 (11 FEB 2009) BEGINNING 2230 ZULU UNTIL JDAY 043 (12 FEB 2009) ENDING 1230 ZULU. Scheduled Maintenance Start Date/Time Stop Date/Time NANU Sample (NANU 2009003) Source: NANU Information • NANU (Notice Advisory to Navstar Users) information: • Information on GPS satellites issued by GPS operator; • Provides information on launch, decommission, maintenance, and failure of each GPS satellite; • Distributed by E-mail; Archive is also available. • Scheduled maintenance information: • NANU notifies scheduled maintenance • by a few days before; • After the maintenance, actual down period • is reported; • RAIM prediction is performed based on • this ‘FORECAST’ information. • Failure information: • GPS satellite failure is quickly reported when • the event is detected: Latency is a few • minutes to a few hours (Not guaranteed: • sometimes missed to report); • After repair, actual down period is reported; • Actual availability of GPS/RAIM is estimated • based on this ‘ACTUAL’ information.

  34. Available GPS Satellites # of Satellites in Operation Excluding Outage Period • Statistics on the number of available GPS satellites for years 2007 to 2009; • 29 to 31 satellites are operated; 29 satellites for 8% of the whole period; • Considering outages due to maintenance and failure shows there is 27 satellites period for 0.04% (10 hours), and 29 or more for 95%.

  35. Available GPS Satellites GPS Satellites in Operation Excluded Maintenance and Failure • Statistics on the number of available GPS satellites for years 2007 to 2009; • 29 to 31 satellites are operated; • Up to 3 satellites are down due to maintenance and/or failure.

  36. Availability and Failure Rate • Computes MTBO (mean time between outage) and MTTR (mean time to repair) based on NANU information; • Availability of the system: • Estimation of frequency that a GPS satellite in view fails suddenly: Assuming failure rate of 1 / 22072.8 per hour per satellite, mean number of visible satellites as 7: • 7 / 22072.8 * 24 * 365 = 2.778 events/year.

More Related