# Presentation: 913979

## GRAS Phases 1 and 2 Development

**Keith McPherson**
**Manager GNSS**
**keith.mcpherson@airservicesaustralia.com**

**GRAS Phases 1 and 2 Development**

## 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.*

## Technology Overview

**Technology Overview**

**Regional Airport**

**Sydney 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

***GRAS Transmitters***

*GRAS 250ft*

*GBAS 200ft*

*NPA 400-600ft*

## 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

## Comparison of Systems

**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 |  |  |  |  |

## GRAS – Generic Architecture

- VDB

- VDB

- VDB

- VDB

- VDB

**GRAS – Generic Architecture**

- Similar to SBAS and GBAS

## GRAS Coverage Near Airports

**Flight Level 150**

**5,000 feet**

## Augmented Cell Concept

**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**

## GRAS Status

**GRAS 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**

**Stages**

**Status**

## Inputs, Risks, Outcomes

**Standards**

**  ****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**

** ****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**

**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

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

**Manufacturer**

-  Work with FAA under
-   Technical Agreement
-  GRAS & GBAS
-   certifications
-   progress together

- Regulator

*Goal - ****gate to gate**** precision navigational service for aircraft*

**Inputs, Risks, Outcomes**

## 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

## 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

- 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

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

## 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

- 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

**GRAS - Features**

## 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)**

## Thank you

**In 1928, Australian pilots landed on GRAS**