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首页> 外文会议>IEEE/AIAA Digital Avionics Systems Conference >Flight Testing GLS Approaches using SBAS with the DLR A320 Advanced Technology Research Aircraft
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Flight Testing GLS Approaches using SBAS with the DLR A320 Advanced Technology Research Aircraft

机译：使用SBAS和DLR A320先进技术研究飞机进行飞行测试GLS进近

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We designed and built a system intended to combine the advantages of both the ground based and the satellite based augmentation systems (GBAS, SBAS) by using a converter between them. We installed a prototype system at Salzburg Airport and flight tested it on 12th of February 2020 using DLR's A320 test aircraft equipped with flight test instrumentation. Using our system, 3D GLS type approaches are possible at any airport within the coverage of the SBAS. The system includes an SBAS-capable global navigation satellite systems receiver with a database and a GBAS-compatible data link. The correction and integrity data received from the SBAS satellite are automatically translated into GBAS compatible structures and sent to the airborne GBAS receiver using the final approach segment data block Without SBAS the system can revert to differential GPS. In both GBAS and SBAS, instant integrity information is provided by estimating protection levels, a high probability bound for the computed position. This is then compared to the alert limit of the respective system. Since both systems are quite similar, and the SBAS signal can nowadays be decoded even by low cost receivers, one can receive the augmentation data from the SBAS, slightly modify it to fit into the GBAS data structure and broadcast this data to a GBAS equipped aircraft. Said aircraft could execute a RNP approach with the Localizer Performance and Vertical guidance (LPV) final approach segment which would otherwise not be available. This may come especially handy in places where no non-precision minima are published, such as the RNP-E approach into Innsbruck and Salzburg. Since there are slight differences between the two systems, we made sure that integrity for the safety-of-life approach service is ensured. We named the system GLASS (GLS Approaches using SbaS), built a prototype and tested it with real GBAS avionics hardware. We performed 4 approaches to Salzburg Airport in Austria (LOWS). Salzburg is now equipped with a RNP approach using LPV only to runway 15 with significantly a lower minimum than the RNP approach with LNAV minimum called the RNP E 15. This is due to the location of the new missed approach point. Using the GLASS system, all GLS equipped aircraft would be able to take advantage of this new minimum line. We followed the approach track using FMS guidance and recorded the ARINC 429 output from the Collins GLU925 Multimode Receiver (MMR). The GLASS guidance was provided to the pilot on the electronic flight bag display for reference. We show a complete analysis of integrity data, MMR status information and MMR output guidance. We compare the GLS data from the MMR with standard SBAS data from an onboard Septentrio PolaRx3 receiver. The GLASS system provides the LPV final approach segment to GLS-only equipped aircraft such as the Boeing 737-800. This can enable increased access to airports that are currently not equipped with an xLS type approach such as Innsbruck (LOWI). Especially approaches in France could be of interest, since the government has officially declared to decommission all category I ILS installations in favor of RNP approaches with LPV. The system could also be carried on the airborne side rather than be a fixed installation on the ground. With a pilot selectable FAS block, it could enable LPV approaches without modifications to existing airborne hardware. Thus, any GLS capable aircraft could fly LPV approaches without requiring ground infrastructure modifications. In this case, the protection level scaling from GBAS is not an issue, since it can be compensated for by the GLASS system.
机译：我们设计并构建了一个系统，旨在通过在它们之间使用转换器来结合地面和卫星增强系统（GBAS，SBAS）的优点。我们在萨尔茨堡机场安装了原型系统，并于2020年2月12日使用配备了飞行测试仪器的DLR的A320测试飞机对其进行了飞行测试。使用我们的系统，可以在SBAS覆盖范围内的任何机场使用3D GLS类型进场。该系统包括具有SBAS功能的全球导航卫星系统接收机，该接收机具有数据库和与GBAS兼容的数据链路。从SBAS卫星接收到的校正和完整性数据会自动转换为与GBAS兼容的结构，并使用最终进近航段数据块发送到机载GBAS接收器。如果没有SBAS，系统可以恢复为差分GPS。在GBAS和SBAS中，都通过估计保护级别来提供即时完整性信息，这是计算位置的高概率边界。然后将其与相应系统的警报限制进行比较。由于两个系统非常相似，并且即使现在可以通过低成本接收器解码SBAS信号，因此也可以从SBAS接收增强数据，对其进行略微修改以适合GBAS数据结构，并将此数据广播到配备GBAS的飞机上。所述飞机可以执行带有定位器性能和垂直引导（LPV）最终进近部分的RNP进近，否则将无法使用。在没有发布非精度极小值的地方（例如，因斯布鲁克和萨尔茨堡的RNP-E方法），这可能会派上用场。由于两个系统之间存在细微差异，因此我们确保确保生命安全进近服务的完整性。我们将系统命名为GLASS（使用SbaS的GLS方法），构建了一个原型，并使用真实的GBAS航空电子硬件对其进行了测试。我们对奥地利萨尔茨堡机场（LOWS）进行了4种进近。萨尔茨堡现在配备了仅在15号跑道上使用LPV的RNP进场，其最低点显着低于被称为RNP E 15的具有LNAV最小值的RNP进场。使用GLASS系统，所有配备GLS的飞机都将能够利用这一新的最低限度线。我们使用FMS指南跟踪进近航迹，并记录了柯林斯GLU925多模接收器（MMR）的ARINC 429输出。 GLASS指南已在电子飞行包显示器上提供给飞行员，以供参考。我们将展示完整性数据，MMR状态信息和MMR输出指南的完整分析。我们将来自MMR的GLS数据与来自板载Septentrio PolaRx3接收器的标准SBAS数据进行比较。 GLASS系统为配备了GLS的飞机（例如波音737-800）提供了LPV的最后进近航段。这样可以增加对当前未配备xLS类型进场的机场的访问权限，例如因斯布鲁克（LOWI）。特别是在法国，这种方法可能引起人们的兴趣，因为政府已正式宣布退役所有ILS类装置，以支持采用LPV的RNP方法。该系统也可以在机载侧携带，而不是固定在地面上。借助飞行员可选的FAS模块，它可以启用LPV进近，而无需修改现有的机载硬件。因此，任何具有GLS功能的飞机都可以使用LPV进场而无需修改地面基础设施。在这种情况下，GBAS的保护级别缩放不是问题，因为它可以通过GLASS系统进行补偿。

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