![]() On the one hand, GNSS reference stations are distributed over a wide area at precisely known locations. For precision instrument approaches that utilize three-dimensional angular guidance to a dedicated runway, two possibilities exist to improve the lateral and especially the vertical navigation integrity, accuracy, continuity and availability. Within PBN, the system performance requirements for navigation equipment are specified as required navigation performance (RNP) for onboard navigation capability with a high level of accuracy and integrity. This has led the International Civil Aviation Organization (ICAO) to standardize a navigation performance concept called performance-based navigation (PBN) (ICAO 2012). Within the last two decades, aviation navigation has been slowly transitioning from a ground-based infrastructure to rely increasingly on global navigation satellite systems (GNSSs). ![]() 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. 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 build a prototype system and present data collected for one week, confirming technical feasibility. In consequence, the system loses some availability and the time to alert is slightly increased. 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. Results indicate that a capture effect system modeled at the proposed site should meet Category I path structure, linearity, and symmetry tolerances.Currently, many commercial airline aircraft cannot perform three-dimensionally guided approaches based on satellite-based augmentation systems. Modeled path structure and level run plots are provided for the proposed capture effect system. Glide slope modeling computed only the effect of terrain on glide slope performance using the Geometric Theory of Diffraction-3D (GTD-3D) model. As requested, a capture effect system was modeled at the proposed glide slope site located 1,038 feet back from runaway threshold and 400 feet right offset of centerline. Data are also presented showing the computed performance for a glide slope proposed for runaway 32R at Moffett Field Airport. Computed clearance orbit results for the Redlich antenna and Wilcox 14/10 system indicate satisfactory linearity, course crossover, and signal clearance levels. Modeled course structure results indicate that Category I localizer performance should be obtained with a Redlich antenna system or a Wilcox 14/10 antenna system installed at the proposed location. Modeled course structure results for a 14/6 dual-frequency antenna exceed Category I tolerance limits. A 14/6 dual-frequency localizer antenna system, a Redlich system, and a Wilcox 14/10 system (currently under development) were modeled at the proposed localizer site. There is concern that reflections from the large airship hangars may degrade the localizer course beyond Category I tolerances. Computed localizer data are presented showing the effects of three large airship hangars on the performance of an ILS localizer proposed for runaway 32R at the Moffett Field Airport. ILS Mathematical Modeling Study of an ILS Localizer and Glide Slope Proposed for Runway 32R, Moffett Field Airport, California.ĭescribed here is the instrument landing system (ILS) math modeling performed by the Federal Aviation Administration (FAA) Technical Center at the request of the NASA-Ames Research Center Aircraft Operations Division.
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