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Q Flight Inspection Division

Q Flight Inspection Division. Flight inspection of ground aviation facilities Q experience with GPS. Karel Kučera, Flight Checking Engineer Marek Dobrozemský, Flight Checking Engineer. FID - Supervision of. ILS, VOR, DME, NDB, VDF, COM RADAR SYSTEMS PAPI, VASIS ALS, RLS

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Q Flight Inspection Division

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  1. Q Flight Inspection Division

  2. Flight inspection of ground aviation facilitiesQexperience with GPS Karel Kučera, Flight Checking Engineer Marek Dobrozemský, Flight Checking Engineer

  3. FID - Supervision of • ILS, VOR, DME, NDB, VDF, COM • RADAR SYSTEMS • PAPI, VASIS • ALS, RLS • Flight Procedures • FM interference

  4. Beechjet 400 Business Category jet with an advanced dual Flight management and autopilot systems 150 to 320 KTS IAS, GND to FL 450, 3hrs duration Let 410 UVP Commuter aircraft equipped with latest avionics, autopilot and GPS 80 to 200 KTS IAS, unpressurised, 3hrs duration, unpaved runways operation (600m) FID - Fleet

  5. error curve track flown sensor indication Method Comparing position indicated to reference one.

  6. RS Evolution • Ground reference points • Optical instruments • Standard Theodolite • Radio Telemetry Theodolite (RTT) • Digital Radio Telemetry Theodolite (DRTT) • GPS (DGPS, RTK)

  7. Steps utilising GPS • 1992 new equipment NM 3625B on BE40 • 1993 - 1995 Testing period • since 1994(1995) Operational use • 1995 backup aeroplane L4T equipped NM 3625 B • 1998 NM 3625 B - CR2 modified to RTK method • 1999 NM 3625 B - CR3 modified to RTK method • 2002 Omnistar corrections included

  8. ILS cat. III- critical application ILS points configuration Runway Approach direction

  9. Critical requirements • ILS parameters *at point B • Positioning system accuracy

  10. Testing • Gradual, following technology implemented • APRS (DGPS solution) • Static tests • Dynamic tests • RTK • Static tests • Dynamic comparisions • Theorethical evaluation

  11. APRS (history) • DGPS, INS, LRF • declared accuracy: 1m horizontal, 1.5m vertical • required: • PDOP < 2.4, • HDOP < 1.5, • >6 SATs in view, • <100 km from reference station • LRF & postprocessing made possible vertical accuracy 0.14m

  12. APRS Testing • First: comparing flight test results of both DRTT and APRS (same datalink used) • Second frequency added to data link -> REFERENCE CHECK procedure • 91 approaches in horizontal plane • 80 approaches in vertical plane • Declared accuracy confirmed • Scenarios: static and dynamic both in horizontal and vertical plane

  13. APRS Testing scenarios (1) • Static test in horizontal plane WPT 1

  14. APRS Testing scenarios (2) • Static test in vertical plane

  15. APRS Testing scenarios (3) • Dynamic tests • approaches to two points (vertical, horizontal) • Reference check (APRS, DRTT) • DRTT placed to standard points for LLZ respective GP flight testing. • Horizontal: until E point • Vertical: until B point

  16. Sensor positions antenna vectors

  17. Test Results • Static tests • Dynamic tests

  18. RTK • Static tests performed - very optimistic results • Flight tests (RTK-DRTT comparison) confirms high degree of accuracy • High accuracy ensured only if RTK „fixed“. • Problem to find „the ruler“ to verify dynamic measurements • Theoretical error assessment put in place

  19. Type, Critical Point Annex 10 Requirements Reference System Requirements Estimated RTK Accuracy LLZ Alignment - Point T +/-3.0m +/- 1.00m +/-0.32m LLZ Structure - Point D +/- 2.5m +/- 0.32m +/-0.32m GP Alignment - Point B +/- 2.8m +/- 0.21m +/-0.16m GP Structure - Point T +/- 0.5m +/- 0.17m +/-0.16m RTK – accuracy considerations

  20. Technology Today • Calibration Position Reference: GPS, DGPS, RTK • up to dm accuracy in position • up to ILS cat III flight checking • DRTT as a backup • long experience

  21. Measuring Accuracy • Standard deviation typically < 5 cm(on GPS antenna) • 32 cm horizontal transformed to aircraft measuring antenna position • 16 cm vertical transformed to aircraft measuring antenna position

  22. Ground support • Mobile DGPS reference station • DGPS reference station network • Major aerodromes (LKPR, LKTB, LKMT, LKKV) • Providing coverage over all CR • Database of coordinates (WGS-84) • Surveyed by Czech Army Topographical Institute • Verified by independent agency • Special WPT database • Computed points • GPS surveyor • Geodetic (D)GPS, OMNISTAR corrections, ± 0.8m , ± 0.02m relative

  23. Conclusions • RTK successfully used for Flight test up to ILS cat III • Independence of ground assistance - effectivity • Human factor influence reduction. • Visibility independence - better serviceability • Experience with these technologies in ACFT guidance. • Knowledge for future coming satellite technologies • EGNOS • GALILEO

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