Keith McPherson

1
GRAS Phases 1 and 2 Development
Keith McPherson Manager GNSS keith.mcpherson_at_airse
rvicesaustralia.com
2
ICAO Document A32-19 Charter on the Rights and
Obligations of States Relating to GNSS Services

• .
• 2. Every State and aircraft of all States shall
  have access, on a non-discriminatory basis under
  uniform conditions, to the use of GNSS services,
  including regional augmentation systems for
  aeronautical use within the area of coverage of
  such systems.
• .
• 4. Every State providing GNSS services, including
  signals, or under whose jurisdiction such
  services are provided, shall ensure the
  continuity, availability, integrity, accuracy and
  reliability of such services, including effective
  arrangements to minimize the operational impact
  of system malfunctions or failure, and to achieve
  expeditious service recovery.

3
Technology Overview
NPA 400-600ft
GRAS 250ft
GBAS 200ft
GRAS Transmitters
Sydney Airport
Regional Airport

• Guided Departures
• Situational Awareness
• Accurate departure tracks
• Environmental saving

• Increased Integrity
• Supports ADS-B - accurate surveillance
• Assists UPR UPT
• Mixed Mode operation with RNP

• Increased safety, accuracy integrity
• More efficient approaches
• Reduced infrastructure real estate
• Increased Guided missed approaches

4
GRAS Contract

• Open tender process used
• All tenderers capable of developing GRAS
• Honeywell International selected
• Contract signed 16 June 2005 for
• Phase 1 (System Design) June 2005-February 2006
• (extended 2 months by mutual agreement due
  holiday season)
• Phase 2 (Production) 10 April 2006-December 2008
• Rollout end 2008

5
Comparison of Systems
ABAS GBAS GRAS SBAS
Sovereign Control
Enroute Navigation
Non Precision Approaches
Approaches with Vertical Guidance
Precision Approaches
Cost of Infrastructure (if provider)

Standards in place (SARPs/MOPS/MASPS)
Meets ICAO Doc A32-19

Acceptance Airline Manufacturers
Acceptance Airline Associations
Acceptance Air Navigation Service Providers
6
GRAS Generic Architecture
VDB
VDB
VDB
VDB
Similar to SBAS and GBAS
VDB
7
GRAS Coverage Near Airports
Flight Level 150
5,000 feet
8

• A mini-cell with lower power transmitter is
  placed to improve coverage
• Similar to a GBAS transmitter where coverage
  limited, perhaps to 23 nmiles for an approach
• H slot is used, but could also reuse A, B, or C
  slot if multiple mini-cells were needed

Augmented Cell Concept
9
GRAS Status
Stages
Status
Oct 2004 11 Companies Registered Nov 2004 6
Companies Selected Jan 2005 4 Companies
Responded Mar 2005 Honeywell Selected Jun
2005 Within forecasted budget Apr 2006
Honeywell End 2008 Commence Roll-out
G
10
Inputs, Risks, Outcomes
Goal - gate to gate precision navigational
service for aircraft

• Approved GBAS Cat-1
• Earlier uptake of GNSS technology
• Approved GRAS (APV)
• Less CFIT
• Synergies (GBAS and GRAS)
• Total navigation package in one avionics

Outcomes

• ICAO GBAS Cat-1 SARPs
• issued
• ICAO GRAS SARPs 2006
• ICAO PANSOPS GBAS Cat-1
• Procedures Designs 2004
• RTCA Minimum Operating
• Performance Standards
• (MOPS) 2006

Inputs
Manufacturer

• GRAS contract
• LAAS Contract FAA
• Avionics GBAS/GRAS

Regulator

• Work with FAA under
• Technical Agreement
• GRAS GBAS
• certifications
• progress together

Usable Systems
Standards
RISKS

• Regulatory
• Certification
• Delegations

• Technical
• New technology
• APEC Test Bed

• Financial
• Cost

• Market
• GBAS Support
• GRAS Support
• Uptake rate

• Manufacturer
• Uptake rate
• Resources

• Legal
• Contracts
• Liabilities

11
ICAO Approval Status GRAS

• Concept presented to ICAO
• Air Navigation Commission tasked GNSS Panel to
  develop GRAS SARPs in 1999
• Australia (Airservices) selected to develop SARPs
  
• Standards and Recommended Practices (SARPs)
• November 2000 - Concept of Operations developed
• 2001-2002 draft SARPs
• 2002-2004 validation process
• October 2004 Navigation Systems Panel endorses
  GRAS SARPs
• March 2005 Air Navigation Commission agrees GRAS
  is complete, issues State Letter seeking comment
  on GRAS SARPs
• November 2005 Air Navigation Commission agrees
  to GRAS SARPs
• 24 February 2006 ICAO Council approves GRAS
  SARPs
• 17 July 2006 Effective Date of GRAS SARPs
• 23 November 2006 - Applicability Date of
  Amendment 81

12
Status of RTCA GRAS Avionics Minimum Operational
Performance Standards (MOPS)

• RTCA created new Working Group (WG-8) to develop
  the GRAS MOPS
• Final draft ready for review by WG-8, October
  2006
• Validation being completed by avionics
  manufacturers
• If cleared, GRAS MOPS will go through RTCA
  process and final review prior to being issued as
  a new RTCA document in 2007
• FAA has stated it will issue a Technical Standard
  Order (TSO) for GRAS if there is sufficient
  manufacturing interest

13
GRAS - Features

• Working prototype installed in Australia fully
  SARPs compliant
• Enroute integrity achieved
• Approach integrity achieved - meets Approach with
  Vertical Guidance Level II
• Proven software based on WAAS and LAAS
  technology and underlying software
• High integrity/high reliability software to be
  developed to RTCA DO-178B/278 standards
• Avionics capable of seamless integration of GRAS
  and GBAS

14

• Key Benefits of GRAS
• Enroute navigation over entire country
• Non-Precision Approaches, Approaches with
  vertical guidance
• No single point of failure for whole system
• Inexpensive compared to SBAS
• Reduce current navigation aids
• Flexible tracking/free flight for domestic
  regional airlines
• Curved/offset approaches to a runway
• Elimination of step-down approaches
• Improved runway utilisation
• Robust VHF network for message delivery to
  aircraft
• No additional equipment if GBAS avionics fitted
• GRAS only avionics for General Aviation
• Does not require CAT I infrastructure on the
  airport
• Signal available for enroute
• One frequency across country (reduces spectrum
  needs)

15
Thank you
In 1928, Australian pilots landed on GRAS