1、Doc 9849 ANI457 Global Navigation Satellite System (GNSS) Manual Approved by the Secretary General and published under his authority First Edition - 2005 In tern at i on a I C iv i I Av at i on Organ iza t i o n Copyright International Civil Aviation Organization Provided by IHS under license with I
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18、iation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Doc 9849 AN1457 Global Navigation Satellite System (GNSS) Manual Approved by the Secretary General and published under his authority First Edition - 2005 Inte
19、rnat ion al C vi I Av at i on Organ izat i o n Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-AMENDMENTS The issue of amendments is announced regularly in the ICAO Journal a
20、nd in he monthly Supplement to the Ctalogue of ICAO Publications and Audio-visual Training Ai b) providing a forum for the exchange of expertise and information among States and international organizations; and c) identifying technical assistance needs in the region and arranging for the provision o
21、f such assistance. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Chapter 2 OVERVIEW OF GNSS-BASED OPERATIONS 2.1 GENERAL 2.1 .I The implementation of GNSS service by stages
22、 may however be affected by various factors, including: GNSS service can be introduced in stages as the technology and operational procedures develop. the existing navigation services; availability of design criteria for GNSS procedures; level of air traffic services supporting GNSS operations; aero
23、drome infrastructure; extent of aircraft equipage; and completeness of relevant regulations. 2.1.2 different benefits from the various stages of implementation. Depending upon these factors, States may adopt different implementation strategies and derive 2.1.3 The introduction of augmentation system
24、s enhances service and eliminates most limitations. Depending on traffic volume and airspace structure, States can choose-their level of involvement in the development and implementation of satellite-based augmentation system (SBAS) and/or ground-based augmentation system (GBAS). These implementatio
25、n efforts require a high level of cooperation among States in order to deliver maximum operational advantages to aircraft operators. 2.2 OPERATIONS USING AIRCRAFT-BASED AUGMENTATION SYSTEM (ABAS) 2.2.1 In the early 199Os, many aircraft operators were quick to adopt GNSS because of the availability o
26、f relatively inexpensive Global Positioning System (GPS) receivers. Operators used these early receivers as an aid to visual flight rules (VFR) and instrument flight rules (IFR) navigation. They quickly saw the benefits of having global area navigation (RNAV) capability, and demanded avionics that c
27、ould be used for IFR navigation. 2.2.2 The core satellite constellations were not developed to satisfy the strict requirements of IFR navigation. For this reason, GNSS avionics used in IFR operations should augment the GNSS signal to ensure, among other things, its integrity. ABAS augments and/or in
28、tegrates GNSS information with information available on-board the aircraft to enhance the performance of the core satellite constellations. 2- 1 Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without li
29、cense from IHS-,-,-2-2 Global Navigation Safellite System (GNSS) Manual 2.2.3 The most common ABAS technique is called receiver autonomous integrity monitoring (RAIM). RAIM requires redundant satellite range measurements to detect faulty signals and alert the pilot. The requirement for redundant sig
30、nals means that navigation guidance with integrity provided by RAIM may not be available 100 per cent of the time. RAIM availability depends on the type of operation; it is lower for non-precision approach than for terminal, and lower for terminal than for en-route. It is for this reason that GPS/RA
31、IM approvals usually have operational restrictions. Another ABAS technique involves integration of GNSS with other airborne sensors such as inertial navigation systems. 2.2.4 Many States have taken advantage .of GPS/ABAS to improve service without incurring any expenditure on infrastructure. The use
32、 of GPS/ABAS is a worthwhile first stage in a phased transition to GNSS guidance for all phases of flight. 2.2.5 The initial approvals to use GNSS had covered en-route, terminal and non-precision approach operations. Many service providers have designed new GPS stand-alone approaches that offer sign
33、ificant benefits because they can be designed to provide the most effective flight path to the runway, do not require a course reversal and provide the pilot with precise position information throughout the procedure. Most GPS stand-alone approaches provide ctraight-in guidance, so they are consider
34、ably safer than circling approaches. 2.2.6 In some States, pilots are authorized to fly suitable VHF omnidirectional radio range (VOR), VOWdistance measuring equipment (DME), non-directional beacon (NDB) and NDB/DME non-precision approach (NPA) procedures using GPS guidance. These are termed “GPS ov
35、erlay” approaches and allow operators to benefit from better accuracy and situational awareness without the need for the service provider to design a new approach. This is seen as an interim step to bring early benefits to users. Using GPS guidance, pilots follow the path defined by the traditional
36、navigation aids (NAVAIDs), and comply with the visibility and minimum descent altitude associated with the traditional approach. Some VOR and NDB-based procedures are however not suited to the overlay programme because certain approach legs cannot be adapted to the RNAV data coding system. GPS overl
37、ay approaches are not ideal from the pilots perspective, because the original NPA procedures were not intended to be flown using an RNAV system. 2.2.7 An overlay approach should be removed from the State Aeronautical Information Publication (AIP) when a GPS stand-alone approach is designed for the s
38、ame runway in order to avoid the potential for confusion between two approaches to the same runway. 2.2.8 Certain operational restrictions are deemed necessary for the implementation of GPS-based NPA procedures. The reasons for and nature of these restrictions vary from State to State and include: t
39、he effects of GPS outages in large regions; the availability of traditional NAVAIDs as a back-up; traffic density; and regulations for avionics redundancy. A common operational restriction is that the pilot shall not take credit for GPS approaches at an alternate aerodrome when determining alternate
40、 weather minima requirements. 2.2.9 Some States have also approved the use of GPS as the only navigation service in oceanic and remote areas. In this case avionics should not only have the ability to detect a faulty satellite (through RAIM). but it should also exclude that satellite and continue to
41、provide guidance. This feature is called fault detection and exclusion (FDE). Under such approval, aircraft carry dual systems and operators perform pre-flight predictions to ensure that there will be enough satellites in view to support the planned flight. This provides operators with a cost-effect
42、ive alternative to inertial navigation systems in oceanic and remote airspace. 2.2.1 O Some aircraft with existing inertial navigation systems have used another ABAS technique which involves the integration of GNSS with the inertial data. The combination of GNSS fault detection (FD), or FDE, along w
43、ith the short-term accuracy of modern inertial navigation systems, provides enhanced availability of GNSS integrity for all phases of flight. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without licen
44、se from IHS-,-,-Chapter 2. Overview of GNSS-based Operafions 2-3 2.2.1 1 Annex 15 - Aeronautical Information Services requires a Notice to Airmen (NOTAM) service for navigation systems. In the case of GNSS, some States have NOTAM or advisory systems to inform pilots when and where the RAIM function
45、will not be available. 2.2.12 Many operators use GPS as an aid to VFR navigation. As long as pilots rely on map reading and visual contact with the ground, this use of GPS can increase efficiency and safety. Some States require IFR certification of the avionics for certain VFR operations. 2.3 OPERAT
46、IONS USING SATELLITE-BASED AUGMENTATION SYSTEM (SBAS) 2.3.1 information via geostationary satellites. The system comprises: An SRAS augments core satellite constellations by providing ranging, integrity and correction a) a network of ground reference stations that monitor satellite signals; b) maste
47、r stations that collect and process reference station data and generate SBAS messages; c) uplink stations that send the messages to geostationary satellites; and d) transponders on these satellites that broadcast the SBAS messages. 2.3.2 By providing differential corrections, extra ranging signals v
48、ia geostationary satellites and integrity information for each navigation satellite, SBAS delivers much higher availability of service than the core satellite constellations with ABAS alone. In certain configurations, SBAS can support approach procedures with vertical guidance (APV). There are two l
49、evels of APV: APV I and APV II. Both use the same lateral obstacle surfaces as localizers; however APV II may have lower minima due to better vertical performance. There will nonetheless be only one APV approach to a runway end, based on the level of service that SBAS can support at an aerodrome. The
