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Overview of RAIM

Instructor Training
on New CNS/ATM Systems Training
ATFM, GNSS Specialized Course
Nov. 11, Fukuoka
Air Traffic Management Engineering Officer
ATMC, MLIT

Civil Aviation Bureau Japan

Contents
PBN
GNSS
RAIM

Air Traffic Management Center

Civil Aviation Bureau Japan

PBN

Air Traffic Management Center

Civil Aviation Bureau Japan

Area Navigation
Area Navigation
A method of navigation which permits aircraft operation on any
desired flight path within the coverage of ground or space-based
navigation aids or within the limits of the capability of self-contained
aids, or a combination of these.

conventional navigation

area navigation
Air Traffic Management Center

Civil Aviation Bureau Japan

PBN concept
PBN Concept
The PBN concept specifies that aircraft RNAV or RNP system
performance requirements be defined in terms of accuracy,
integrity, continuity.
The PBN concept represents a shift from sensor-based to PBN.

PBN relies on the use of area navigation


and comprises three components.

Air Traffic Management Center

Civil Aviation Bureau Japan

PBN and sensor-based navigation


PBN: Performance Based Navigation
Area navigation based on performance requirements for aircraft
operating along an ATS route, on an instrument approach
procedure or in a designated airspace.

Sensor-Based Navigation
Area navigation not based on performance requirements for aircraft
operating.
e.g.
DME/DME RNAV
GNSS(GPS) RNAV
GBAS Approach
Air Traffic Management Center

Civil Aviation Bureau Japan

Navigation specification
Navigation specification
A set of aircraft and aircrew requirements needed to support
Performance-based Navigation operations within a defined airspace.
There are two kinds of navigation specification.
RNAV specification
A navigation specification based on area navigation that does not
include the requirement for on-board performance monitoring and
alerting.
RNP specification
A navigation specification based on area navigation that includes
the requirement for on-board performance monitoring and alerting.
Air Traffic Management Center

Civil Aviation Bureau Japan

Navigation specification designations


Navigation specifications

RNAV specifications

RNP specifications

No requirement for
on-board performance
monitoring and alerting

Includes a requirement for


on-board performance
monitoring and alerting

RNAV 10

RNAV 5

RNAV 1

RNP 4

RNP 1

RNP APCH
RNP AR
APCH

Oceanic

En-route

SID/STAR

Oceanic

SID/STAR

Approach
Air Traffic Management Center

Civil Aviation Bureau Japan

Application of RNAV and RNP


specification by flight phase
En-route
RNAV5
Departure
RNAV1, RNP1
Arrival
RNAV1, RNP1
Approach
RNAV(GNSS)
RNP, RNP-AR

Air Traffic Management Center

Civil Aviation Bureau Japan

GNSS

Air Traffic Management Center

Civil Aviation Bureau Japan

GNSS elements
GNSS: Global Navigation Satellite System
SBAS: Satellite Based Augmentation System
GBAS: Grand Based Augmentation System
ABAS: Aircraft Based Augmentation System

GNSS
Positioning
system

GPS
(USA)

GLONASS
(Russia)

Augmentation
system

SBAS

GBAS

WAAS
(USA)

WAAS
(USA)

ABAS

EGNOS
(Europe)
Galileo
(Europe)

MSAS
(Japan)
Air Traffic Management Center

Civil Aviation Bureau Japan

GPS

GPS (Global Positioning System) Satellite

Altitude: 20,200

Period : 11 hours and 58 minites

24 satellites basically

4 satellites each in 6 orbits

31 satellites (as of Nov. 11)

FAA HP

Air Traffic Management Center

Civil Aviation Bureau Japan

Error factor of the GPS


Satellite clock error
Sunbeam

Orbit information error


Ionosphere

Ionospheric delay100m
depend on frequency
Altitude 250400km

Troposphere

Altitude 7km
Tropospheric delay20m
Multi-pass

Air Traffic Management Center

Civil Aviation Bureau Japan

Necessity of
augmentation system
ICAO GNSS Manual

The existing core satellite constellations were not designed to


meet civil aviation performance requirements.
Their signals require augmentation in the form of ABAS, GBAS
or SBAS as prescribed in Annex 10.

Air Traffic Management Center

Civil Aviation Bureau Japan

Signal-in-space requirements
ICAO SARPs Annex 10 (Aeronautical Telecommunications)
Accuracy (horizontal, vertical), Integrity, Time-to-alert
Continuity, Availability
Horizontal alert limit
Oceanic
4 NM
En-route
2 NM
Terminal
1 NM
Non-precision
0.3NM
approach

Air Traffic Management Center

Civil Aviation Bureau Japan

RAIM

Air Traffic Management Center

Civil Aviation Bureau Japan

Overview of ABAS
ABAS (Aircraft-Based Augmentation System)
ABAS is an avionics implementation that processes core
constellation signals with information available on board
the aircraft.
ABAS provides integrity monitoring using redundant range
measurements to support fault detection (FD) or fault
detection and exclusion (FDE).

Air Traffic Management Center

Civil Aviation Bureau Japan

Overview of ABAS
Functions
Classes of integrity monitoring
Receiver Autonomous Integrity Monitoring (RAIM)
Uses GNSS information exclusively
Aircraft Autonomous Integrity Monitoring (AAIM)
Uses information from additional on-board sensors
such as IRS and barometric altimeters

Availability aiding for the position solution


Accuracy aiding through estimation of remaining errors in
determined ranges

Air Traffic Management Center

Civil Aviation Bureau Japan

Necessity of RAIM prediction


ABAS availability
RAIM levels are required for RNAV/RNP (RNAV 5, RNAV 2,
RNAV 1 and RNP APCH) and can be verified either through
NOTAMs (where available) or through prediction services.
RAIM availability prediction should take into account the
latest GPS constellation NOTAMs and avionics model.

Air Traffic Management Center

Civil Aviation Bureau Japan

Necessity of RAIM prediction


ABAS availability
The service may be provided by the ANSP, avionics
manufacturer, other entities or through an airborne receiver
RAIM prediction capability.
In the event of a predicted, continuous loss of appropriate
level of fault detection of more than five minutes for any
part of the RNAV/RNP operation, the flight planning should
be revised.

Air Traffic Management Center

Civil Aviation Bureau Japan

Selective Function for RAIM


Prediction
SA (Selective Availability)
SA is an intentional degradation of GPS accuracy.
The U.S government discontinued its use of SA in order to
make GPS more responsive to civil and commercial users
worldwide.

Baro-Aiding (Barometric Aiding)


Baro-Aiding augments GPS signal with altitude and can
also help to increase availability when there are enough
visible satellites.

Air Traffic Management Center

Civil Aviation Bureau Japan

Selective Function for RAIM


Prediction
Mask Angle
The elevation angle from the horizon below which a
receiver is unable to track satellites.
Lower mask angle receiver has small non available area
for GPS use.

FD (Fault Detection) /
FDE (Fault Detection and Exclusion)
FD requires at least 5 satellites with good geometry to
detect a faulty signal.
FDE requires 6 satellites.
Air Traffic Management Center

Civil Aviation Bureau Japan

How create the RAIM NOTAM?


ATMC
MSV-10

Request
NOTAM issuance

GPS

CNS coordinator
Predict RAIM availability
GPS condition and
maintenance plan
US COAST GUARD
AISC
Aircraft operators

(02087/11 NOTAMR 0198/11


Q)RJJJ/QGAXX/I/NBO/A/000/999/4146N14049E005
A)RJCH B)1104011452 C)1104041500
E)GPS RAIM OUTAGES PREDICTED FOR APCH
AS FLW
1104011810/1104011820
1104020005/1104020020)

RAIM NOTAM

Aeronautical Information Officer


Air Traffic Management Center

Civil Aviation Bureau Japan

Prediction Result sample

Air Traffic Management Center

RAIM CONDITIONs
legend

MSAS CONDITIONs (MTSAT-1R)


legend

Civil Aviation Bureau Japan

FUKUOKA FIR
PETROPAVLOVSKKAMCHATSKY FIR
YUZHNOSAKHALINSK
FIR

ANCHORAGE FIR

VLADIVOSTOK FIR

PYONGYANG
FIR
INCHEON
FIR
SHANGHAI
FIR

TAIPEI FIR
MANILA FIR

FUKUOKA FIR

OAKLAND FIR

Air Traffic Management Center

Civil Aviation Bureau Japan

RAIM NOTAM(Example)

Air Traffic Management Center

Thank you for your attention

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