Flight Trials of the Wide-Area Augmentation System (WAAS)

Transcription

1 Flight Trials of the Wide-Area Augentation Syste (WAAS) T. Walter, C. Kee, Y.C. Chao, Y.J. Tsai, U. Peled, J. Ceva, A. K. Barrows, E. Abbott, D. Powell, P. Enge, and B. Parinson Stanford University Septeber 23rd, 1994 BIOGRAPHIES The authors are presently at Stanford University where their research concentrates on all aspects of the Wide-Area Augentation Syste. Since Noveber of 1993 the group has been priarily focused on putting together and evaluating a functioning realtie Wide-Area Differential networ. ABSTRACT The Wide-Area Augentation Syste (WAAS) is being rapidly developed by the Federal Aviation Adinistration for suppleental operational use in In tie, it will be a priary navigation aid for all phases of flight down to Category I precision approach. The WAAS will include a networ of approxiately 2 to 3 Wide-area Reference Stations (WRSs) distributed around the National Airspace Syste. These reference stations will observe all GPS satellites in view and send pseudorange and ionospheric observations bac to one or ore Widearea Master Stations (WMSs). The WMSs will use this data to for vector corrections for each GPS satellite. These vectors contain separate coponents for the satellite epheeris, satellite cloc and ionosphere. The corrections will be broadcast to WAAS users via a geostationary satellite, using a signal and data forat, which has been designed by RTCA Special Coittee 19. In the Suer of 1994, Stanford perfored WAAS flight trials to provide WAAS operational experience as early as possible. Our flight trials used three WAAS Reference Stations (WRSs), which Stanford installed for the FAA in the Western United States. They also used an experiental WMS located at Stanford. The flights used Professor David Powell s Piper Daota to fly WAAS precision approaches to an uninstruented airport (Palo Alto). The WAAS data draatically iproved the accuracy of the airborne GPS fix, and it drove an ILS-lie display. This paper describes our experient and reports the results of the flights. 1 INTRODUCTION In tie, the Global Positioning Syste will be used for a wide variety of aircraft operations. However, aircraft use of any satellite-based navigation syste raises significant concern with respect to integrity (all hazardous position errors are detected), reliability (continuity of service), tie availability and accuracy. A single satellite alfunction would affect users over a huge geographic area. A navigation syste with integrity warns its users if position errors ay be greater than a pre-specified alar liit. The integrity requireent for any navigation syste depends on whether it is the priary navigation aid or suppleents another syste. If the radionavigation syste is suppleental, then it ust detect signal failures with high probability. However, the tie availability of these guaranteed position fixes is not a crucial concern, because another syste is presuably available. A priary radionavigation syste ust deliver these fault free position fixes with a tie availability in excess of.999 (Category I approach) or (enroute, terinal, and non-precision approach phases of flight). The Wide-Area Augentation Syste (WAAS) is a safety-critical navigation syste that adds a signal-in-space and an independent ground networ to the Global Positioning Syste (GPS). When first operational in 1997, it will be a suppleental syste for enroute through precision approach air navigation. In tie, it will becoe a priary navigation sensor. The WAAS will augent GPS with the following three services: a ranging function which iproves availability and reliability; differential GPS corrections which iprove accuracy; and integrity onitoring which iproves safety. The WAAS concept is shown in Figure 1. As shown, it broadcasts GPS integrity and correction data to GPS users and also provides a ranging signal that augents GPS. At present, a test WAAS signal is

2 being broadcast fro the geostationary Inarsat-2 satellite over the western portion of the Atlantic (AOR-W). This test signal has been used to broadcast differential corrections and integrity inforation. It has not yet been used as a ranging signal []. By 1996 or 1997, the WAAS signal will be broadcast to users fro the geostationary Inarsat- 3 satellites. The WAAS ranging signal will be GPS-lie and will be received by slightly odified GPS receivers. More specifically, it will be at the GPS L 1 frequency (or near L 1 ) and will be odulated with a spread spectru code fro the sae faily as the GPS C/A codes. The code phase and carrier frequency of the signal will be controlled such that the WAAS satellites will provide additional range easureents to the GPS user. As entioned earlier, the WAAS signal will also carry data that contains differential corrections and integrity inforation for all GPS satellites as well as the geostationary satellite(s). The ground networ shown in Figure 1 develops the differential corrections and integrity data which is broadcast to the users. Wide-area Reference Stations (WRSs) are widely dispersed data collection sites that receive and process signals received fro the GPS and geostationary satellites. For exaple, a networ concept for the United States is shown in Figure 2. The WRSs forward their data to data processing sites referred to as Wide-area Master Stations (WMSs or central processing facilities). The WMSs process the raw data to deterine integrity, differential corrections, residual errors, and ionospheric delay inforation for each onitored satellite. They also develop epheeris and cloc inforation for the geostationary satellites. All this data is paced into the WAAS essage, which is sent to Navigation Earth Stations (NESs). The NESs uplin this essage to the geostationary satellites GPS T u and I u Atospheric Effects [ r, B ] WRS Satellite Broadcast of 1.) Vector Corection 2.) Use/Don't Use 3.) Ranging Signal WRS WMS INMARSAT Uplin INMARSAT WRS Figure 1 The Wide-Area Augentation Syste is shown here. GPS Reference Station Master Station Uplin Station Figure 2 This figure shows an exaple WAAS ground networ for the United States which broadcast the GPS-lie signal described earlier. Taen together, the differential corrections and the iproved geoetry provided by the geostationary satellites will iprove user accuracy to better than 1 eters (2drs) in the vertical, which is adequate for aircraft Category I precision approach. The integrity data will iprove user safety by flagging GPS satellites that are behaving incorrectly and cannot be corrected. In fact, the WAAS can deliver health warnings to the pilot within 6 seconds of a GPS satellite alfunction. Our experiental WAAS testbed is a precursor of the final WAAS networ and is described in Sections 2, 3, 4 and of this paper. This testbed was constructed by Stanford University and is funded by the Satellite Progra Office (AGS-1) of the Federal Aviation Adinistration. It is used to develop early operational experience with the WAAS and for the developent and test of new WAAS algoriths. As shown in Figure 3, it includes Wide-Area Reference Stations (WRSs) located at Elo, Nevada, San Diego and Arcata, California. The data fro each of these three stations is sent bac to the Wide-area Master Station (WMS) at Stanford University. The WMS fors the RTCA SC 19 WAAS essage, which is sent to the aircraft using a UHF radio. The Wide-area Reference Station (WRS) algoriths are detailed in Section 2. This algorith develops slant range ionospheric delay estiates as well as iono-free, tropo-free pseudorange residuals. This raw data is sent via phone lines fro the WRSs to the WMS at Stanford University. Our WMS is described in Section 3. It contains an algorith for the developent of ionospheric corrections fro the ionospheric delay estiates, and a separate algorith to estiate the GPS epheeris and cloc errors fro the pseudorange residuals. As described in Section 3, the WMS fors a vector correction (ionosphere, satellite cloc and satellite epheeris), which is paced into the WAAS essage

3 Wide Area Reference Station (WRS) Dual Frequency GPS Receiver with Narrow Correlator and Calibrated for L1-L2 Group Delay K {ρ, L1 {φ, L1 K {ρ, L2 K {φ, L2 {ˆ Dual K Frequency Carrier Soothing I K {ρ K { ρ K cycle slips navigation data Unpac Navigation Data (, {r B) 1 ; B (, B) K ˆ b Reference Station Cloc Estiation Algorith 3 3 Meteorological Station Tropospheric Delay Estiate { T ˆ K 3 3 Figure 4 Shows a scheatic diagra of the coponents and processes of the WRS. 2 WIDE AREA REFERENCE STATIONS Figure 3 Three WRSs are shown on this ap (blac triangles) as well as the location of the aster station (white triangle). Also shown are the locations of the ionospheric pierce points (+) of the WRSs for one instant in tie. forat designed by Woring Group 2 of RTCA SC 19 [4] [11]. The data lin and forat are described in Section 4. The data lin is a cascade of a telephone lin and a UHF radio. The telephone connects the WMS on capus to any site near the flight trials. The UHF radio connects the ground site to Professor David Powell s Piper Daota, which is our test aircraft. As such, it provides the wireless connection over the last ile to the aircraft. In fact, its range is ten or ore iles depending on obstructions. In the future, we will use the Inarsat satellites in the Pacific Ocean Region (POR) to provide the connection to the test aircraft. The WAAS avionics are described in Section. These include the UHF receiver, a coputer which converts and applies the WAAS correction, the GPS receiver, and the pilot displays. Our test results are described in Section 6. These include static results easured with a GPS receiver at a nown location on the Stanford capus. They also include flight results fro Palo Alto airport. For the flight trials, the nown altitude of the runway is the truth source. A brief suary is given in Section 7. 2 Our WRS is shown in Figure 4. It uses a dual frequency (cross-correlating) receiver to produce code and carrier phase observations at L 1 and L 2. The set of code observations at L 1 and L 2 are denoted K {ρ,l1 K and {ρ,l2 respectively, where K are the nuber of satellites in view of the th reference station. Siilarly, the set of carrier phase K observations at L 1 and L 2 are denoted {φ,l1 and K {φ,l2, respectively. These carrier phase observations at the two frequencies are used to sooth the code phase observations and to produce estiates of the slant ionospheric delay between the reference station and the satellites. The outputs of the carrier soothing algorith are: soothed pseudorange estiates which are free of ionospheric delays {ρ K, and the ionospheric delay estiates { I K. These soothed pseudorange estiates are well odeled by ( ) + I ( ) +T ρ = r + b B r +b B +T +ν +ν where the second line assues that the ionospheric error ter is sall enough to be included in the noise ter. Then, the reference station subtracts the noinal range to the satellite (as coputed fro the data in the satellite navigation essage and the nown location of the reference station) fro the easured pseudorange. It further reduces the pseudorange estiate by the noinal satellite cloc offset as described by the cloc field in the navigation essage. These reduced pseudoranges are given by

4 ρ = r r (,B) + b ( B B (,B) )+T +ν Wide Area Master Station (WMS) r 1 +b ( B B (,B) )+T +ν = r 1 +b B +T +ν {{ˆ I K M =1 Generate Grid of Ionospheric Delay Estiates lat,lon {ˆ I l l=1 "Grid" of Ionospheric Errors where r is the vector which connects the true location of the satellite, r, and the location of the satellite according to the navigation essage, r (,B). In the above, 1 denotes the unit vector fro the th satellite towards the th reference station. Additionally, B is the true offset of the satellite transission fro GPS tie, and B (,B) is the offset according to the navigation essage. Next, the reference station subtracts an estiate of the tropospheric delay fro the observed pseudorange. Iportantly, the tropospheric estiate is not based on elevation angle alone. Rather, it is based on elevation angle and local easureents of pressure, teperature and huidity. Indeed, a odel without this side inforation can suffer errors of 2 eters for satellites at low elevation angles. In contrast, a odel with the surface easureents does not usually have errors greater than 3 centieters. Finally, the reference station of Figure 4 uses a cloc steering algorith to estiate the reference station cloc offset. This algorith averages the reduced pseudoranges fro all of the satellites in view to for an estiate of the reference station cloc. This averaging reduces the erroneous contribution due to the individual satellite cloc and epheeris errors as well as the pseudorange easureent noise. In addition, if the reference station has a high quality cloc such as a Rubidiu oscillator, then the WRS cloc estiates can be averaged over tie to further reduce the cloc estiate error. This averaging strategy prevents nuerical overflow in the data to be sent to the central site. It also yields pseudorange error estiates which are approxiate but physically eaningful at the reference station. However, it can also introduce jups in the cloc estiates when the set of satellites in view changes. This possibility ust be correctly taen into account. The reference station cloc estiates are subtracted fro the soothed pseudoranges to yield ρ = r 1 + b B +ν As shown in Figure 4, these pseudorange residuals (for all the satellites in view) are sent along with the vertical ionospheric delay estiates, { I K, to the central site for processing. {{ ρ K M =1 Estiate GPS Satellite Cloc and Position Errors { r ˆ, B ˆ K Separated Cloc and Position Errors Figure The two ain functions of the WMS are depicted here. 3 WIDE AREA MASTER STATION The WMS algoriths are shown in Figure. The WMS processes the ionospheric delay data fro the WRS to generate a grid of ionospheric delay estiates. In a separate procedure, it uses the ionoand tropo-free pseudorange residuals to estiate the cloc and epheeris errors for each satellite in view of the networ. Only the ionospheric algorith is described in this paper. The WMS receives the following ionospheric data fro the M reference stations {{ I K M =1 =1 The literature has described at least two ways to process such data to yield a regional odel of the ionosphere. As described in [6], this data can be used to for a axiu lielihood estiate of the paraeters in the single frequency ionospheric odel. These estiates ay be found using Newton s ethod, and would significantly increase the accuracy of a single frequency user s ionospheric estiate. Another option is described in [3] and [8]. Here the ionospheric data fro the reference stations could be used to for a grid of ionospheric estiates. The user could interpolate between the grid points and once again realize a substantial iproveent in accuracy. This grid algorith is used in the current version of our WMS, and it operates as follows: 1. The WRSs easure the slant ionospheric delays to all satellites in view. These delays are easured over a widely dispersed set of pierce points. For exaple, the pierce points at one instant of tie for Stanford s experiental networ are shown in Figure 3. This set of data is the input to the ionospheric processing algoriths.

5 2. The WRSs convert the slant ionospheric delays to vertical delay estiates by dividing by the following scale factor: 1 SF = sin(el p ) = 1 1 r e cos( El r ) r e +h ( ) 2 where El p is the local elevation angle at the pierce point, El r is the elevation angle at the WRS, r e is the average radius of the earth, and h is the height of the axiu electron density (assued to be 3 ). 3. The WRSs send the vertical ionospheric delays to the WMS. 4. The WMS uses the WRS data to for a grid of vertical ionospheric grid estiates. This grid ay be unifor in latitude and longitude with points every degrees. The estiated vertical delays for every grid point are given by [3] j I WDGPS,V = I j Klo,V K I Meas,V =1 I Klo,V 1/d,j K d n=1 n,j where I j WDGPS,V is the WDGPS estiate for the j th grid point. Additionally, I j Klo,V is the ionospheric estiate for the j th grid point using the Klobuchar single frequency odel, I Meas,V is the WRS easureent for the th pierce point, I Klo,V is the Klobuchar estiate for the th pierce point, and d,j is the distance fro the th pierce point to the j th grid point. Exaples of the ionospheric pierce points are shown in Figure 3.. Broadcast the grid to the users, via Message Type 26 of the RTCA SC 19 WAAS data forat. 6. At the user, estiate the vertical ionospheric delay for each satellite by interpolating between the grid point estiates. This interpolation could use the sae routine used by the WMS to find the grid point delays. 7. At the user, convert the vertical delay estiates to slant delays for each satellite. 4 DATA LINK AND FORMAT Our WMS estiates the epheeris, cloc and ionospheric errors and pacs the into the RTCA SC 19 WAAS data forat as corrections. The total set of defined WAAS essage types are shown in Table 1. The table also indicates which essages have been ipleented in our current WMS. In any cases, our test essages are slight odifications of the RTCA SC 19 essages. At present, the ionospheric pierce point ass are not sent, because a fixed grid is used for our experiental networ. Our current data lin is a cascade of a phone line and a UHF radio, where the radio covers the last ile to the aircraft. More specifically, the radio broadcasts either 2 or 1 Watts at MHz, and uses Gaussian Miniu Shift Keying (GMSK) odulation. It operates in broadcast only ode and is not configured for repeat transission requests. In other words, no acnowledgents are sent fro the aircraft to the ground. The radio sends one WAAS essage per second. Each essage uses 32 bytes or 26 bits, where the last 6 bits are ignored. The broadcast rate is 96 baud so each essage requires only 27 illiseconds to send. Type Used Contents no Don t use GEO (for testing) 1 yes PRN as assignent 2 yes Fast pseudorange updates 3-8 N/A Reserved for future essages 9 no GEO navigation essage 1-11 N/A Reserved for future essages 12 no WAAS Networ/UTC offsets N/A Reserved for future essages no Iono. pierce point ass 23 no UDRE zone radii and weights 24 no Mixed ter satellite errors 2 yes Long-ter satellite errors 26 yes Ionospheric delay estiate N/A Reserved for future essages Table 1 RTCA SC 19 WAAS essage types and an indication of which essages are currently ipleented in Stanford s experiental testbed. AVIONICS Our airborne equipent is shown in Figure 6. As shown, the WAAS essages are received by the UHF receiver operating at MHz. One WAAS essage is received each second and passed to the decoding function. The decoding function unpacs the WAAS essages listed in Table 1, and outputs

6 UHF Rcvr MHz Wide Area Avionics u = r 1 u B u = u (t j ) u (t j 1 ) Tropospheric Model LOS Vectors GPS Receiver L1 Only Raw Pseudorange Measureents O M I ALTITUDE: 2 FT Unpac WAAS Message Ionospheric Interpolation Navigation Solution ρ u =ρ u u (t t j) (t j t j 1) u I ˆ u T ˆ u Glide Path Deviation Display Figure 6 This scheatic shows the coponents and processes of the user avionics. the ionospheric delays, { I l lat,lon l, and the satellite error coponents, { r, B K =1. The ionospheric grid values are interpolated to yield estiates of the delays at the user s ionospheric pierce points ( I u ). The tropospheric delays are estiated ( T u ) using a odified Hopfield odel. This odel taes no real-tie inputs fro the WAAS. The satellite error coponents are processed as follows to provide pseudorange corrections for each satellite in view of the user ρ u = r 1 u B In addition, a corresponding velocity estiate is developed by differencing the last two pseudorange corrections as follows. «ρ u = ρ u (t j ) ρ u (t j 1 ) t j t j 1 Next, the corrected pseudorange is fored ƒρ u = ρ u ρ u (t j ) (t t j ) «ρ u I u T u These corrected pseudoranges are input to the navigation solution which coputes the estiate of the user location. This estiate is fed to another coputer which currently houses the glide path coputations and display. The approach guidance was generated by a laptop coputer connected to a inch flat panel onitor on the instruent panel. As shown in Figure 7, indications to the pilot were the sae as those fro a standard ILS: oving needles for horizontal and vertical approach path deviations, arer beacon lights to indicate designated points along the approach, and nuerical readouts of height WADGPS DIST:. NM Figure 7 The WADGPS precision approach guidance display. Here the aircraft is shown to be below and to the left of desired glidepath. The iddle arer beacon light is on, indicating aircraft is at 2 feet altitude. above runway (in feet) and distance to touchdown (in nautical iles). Localizer needle deflections were based on angular deviation fro the localizer bea (6 beawidth), with the synthetic localizer antenna placed 48 feet fro the touchdown point. The synthetic glideslope antenna was placed 18 feet fro the approach end of the runway and generated a 4 glideslope with a 1.4 beawidth (4 was used instead of the standard 3 because there is a hill off the approach end of the runway). Glideslope needle deflection was based on angular deviation fro glidepath until the aircraft was 1 feet above the runway. At this point, the glideslope display was switched fro an angular to a linear deviation indicator to eliinate the failiar proble of the ILS glideslope needle becoing overly sensitive just before touchdown. Virtual iddle and inner arer beacons were placed under the approach path to indicate that the pilot was passing through altitudes of 2 and feet above the runway. The pilot s display lit up an aber M or white I when the aircraft flew over these beacons. All antenna locations and needle sensitivities were chosen to accurately reproduce a standard ILS approach. Antenna locations and glidepath paraeters were represented internally in a local coordinate syste attached to the runway. This local syste was tied in with global XYZ coordinates using a survey of the runway end location and runway direction relative to true north. These are the only two pieces of inforation required to establish a precision GPS glidepath to a runway. 6 STATIC AND DYNAMIC RESULTS Two ethods have been used to test the accuracies of the generated wide-area differential corrections. The first is to apply the corrections to a

7 Vertical Error () E-W vs Vertical, two 3-hr sessions E-W Error () Percentage of Occurance (%) Cuulative Probability Vertical Position Error () Cuulative Probability of Static User Vertical Error Histogra of WADGPS: Static Pos Error, two 3-hr(12-3p) sessions, Ts=1 sec Vertical Position Error () Figure 8 Here the vertical and horizontal (in the East-West direction) errors are plotted for the afternoon static data sets. N-S Error () E-W vs N-S, two 3-hr sessions Figure 1 The distribution of vertical errors for the afternoon static results are shown here. Cuulative Probability Percentage of Occurance (%) Histogra of WADGPS: Static Pos Error, two 3-hr(12-3p) session, Ts=1 sec Horizontal Radial Position Error () Cuulative Probability of Static User Horizontal Radial Error Radial Position Error () E-W Error () Figure 9 This plot shows the horizontal errors in both the East-West and North-South directions. user at a nown static location. The second ethod is to have the user fly to a surveyed location (such as a runway) and copare the corrected position to the surveyed area. The results of these two tests are described below. STATIC TESTS In addition to the three WRSs described in Section 2, we aintain a passive reference station colocated at Stanford with the WMS. The differential corrections derived fro the three reote stations are put into RTCA SC 19 forat. This essage is then unpaced and applied to the easureents fro the Stanford station. Thus the accuracy of the broadcast corrections can be onitored in real-tie. The locations of the four antennas have been independently easured using standard GPS surveying techniques. The locations have been accurately found in the ITRF-92 reference frae and the relative baselines are self-consistent to the 2 c level. Figure 11 Here the distribution of circular horizontal errors for the afternoon static results are shown. Figures 8 and 9 show the resulting position error at the Stanford station. These plots represent two three hour tie periods fro the afternoons of two different days. The data was collected during pea ionospheric delay hours, in real-tie, at a one hertz rate. Because the corrections are applied at the 2 bps rate there is a resulting latency in the satellite cloc corrections of up to six seconds. Figures 1 and 11 show the distributions of the vertical and horizontal error respectively. For these two periods the ean vertical error is offset 1.1 eters below the true position. The vertical error is contained between -3.1 eters and +1. eters 9% of the tie. The horizontal error has a ean offset of.6 eters and is bounded by 2. eters 9% of the tie. Data collected during the nighttie and orning hours are typically ore accurate. These results are better than the Category I ILS 9% navigation sensor error liits of ±4.1 eters. As will be shown next, the results are no worse in the dynaic environent.

8 2 1 1 Cross Trac() Along Trac() Figure 12 This plot shows the total syste error in the horizontal plane. For reference, the outline of the runway is also shown. FLIGHT TRIALS The flight trials were conducted over several days starting fro id-august Unfortunately, due to severe probles with our teporary UHF data lin, the differential solutions were not always received by the airborne receiver. Consequently, any of the approaches that were flown did not have real-tie differential corrections. Fortunately, we did have seventeen approaches, fro two different days, in which differential corrections were applied throughout a significant part of each approach. However, because of the data lin dropouts, several of these approaches have corrections whose age is in excess of 6 seconds. Despite these less than ideal conditions the results have been outstanding. Figures 12 and 13 suarize these results. As a truth source we have used the surveyed location of the runway at Palo Alto airport, where we have applied a flat runway odel. A previous survey confirs that this approxiation should be accurate to better than one eter [13]. The centerline at the desired touch down point of the runway ( fro the start) is taen as the local origin and the total length of the runway is just over 76 eters. The horizontal position and the outline of the runway are shown in Figure 12. These points include flight technical error in addition to the navigation sensor error. As is evident fro the figure, the total syste error is always within eters of the centerline of the runway. The ore iportant easure, vertical height of the wheels above the runway, is plotted in Figure 13. For each of these landings and tae-offs it is safe to assue that the wheels of the airplane were on the runway fro roughly eters to 4 eters fro the desired touch down point. As a reference the dashed lines show the ±4.1 9% error liits for a Category I ILS landing syste. It can be seen that, with the exception of one approach, all of the data points are well within these confidence liits. It is iportant to note that soe of these approaches use pseudorange easureents which have not received differential corrections for ore than 3 seconds (in soe cases ore than 6). In these

9 1 and yields vertical errors better than 3 eters 9 percent of the tie. Wheel Height() Along Trac() Figure 13 Here the vertical height of the wheels above the runway are shown. The jups result fro satellites with excessively old corrections suddenly receiving new corrections. cases the current correction is generated with a siple velocity odel fro two previous corrections. It is understandable then that the accuracy would be degraded and that the position solution ight contain a large jup when a new correction finally did arrive. To give an idea of the capability this syste will have with a robust data lin, we blindly selected those approaches which did not suffer significant dropouts on final approach. The best six (in ters of data lin reliability) are shown in Figure 14. Here the results are rearably good. Using the runway as truth we find that we are always within two eters of its surveyed height. These are the results we expect to obtain on a routine basis after we have iproved the reliability of our data lin. 7 Suary and Conclusions This paper describes an experiental wide-area testbed designed and ipleented fro scratch by the Wide-Area Differential Laboratory at Stanford University. This networ includes three wide-area reference stations located between 3 and 4 iles fro Stanford University at Elo, Nevada, San Diego and Arcata, California. It sends the GPS observations over phone lines to a Wide-area Master Station (WMS) on capus. The WMS fors corrections for the ionosphere, satellite epheeris and satellite cloc. These corrections are paced into the RTCA SC 19 WAAS data forat and broadcast to Professor David Powell s Piper Daota. At present, a UHF data lin is used, but geostationary satellites will be used in the near future. The WAAS data is applied to the raw pseudoranges easured by a single frequency onboard GPS receiver. The WAAS corrected pseudoranges are used to calculate the aircraft location and glide path deviations. This entire process occurs in real tie ACKNOWLEDGMENTS The Authors gratefully acnowledge the enorous aount of help and cooperation they have received fro: Robin Lapson and Ji Moore at the Elo FAA office, To Huber and Curtis Barret at the Montgoery Field FAA office in San Diego and Del Frerret and To Bethune at the Arcata FAA office. Their assistance in the installation and aintenance of the three WRSs enabled us to perfor this experient. Special thans to Jeff Freyueller for processing the antenna survey data. The authors also gratefully acnowledge the support and assistance of AGS-1 (the satellite progra office) especially Joseph Dorfler, Robert Loh and J.C. Johns. Finally we wish to acnowledge all of the help fro A.J. Van Dierendonc. REFERENCES [1] Departent of the Air Force, Interface Control Docuent ICD-GPS-2-PR, with IRN-2B- PR1, July 1, 1992 [2] M.B. El-Arini, P.A. O Donnell, P.M. Kella, J.A. Klobuchar, T.C. Wisser and P.J. Doherty, The FAA Wide-Area Differential GPS (WADGPS) Static Ionospheric Experient, Proceedings of the 1993 National Technical Meeting of the Institute of Navigation, San Fransisco, January 1993 [3] M.B. El-Arini, J.A. Klobuchar, P.H. Doherty, Evaluation of the GPS WAAS Ionospheric Grid Algorith During the Pea of the Current Solar Cycle, Proceedings of the Institute of Navigation 1994 National Technical Meeting, January 1994 [4] P. Enge, and A.J. Van Dierendonc, The Wide- Area Augentation Syste, Proceedings of the Eighth International Flight Inspection Syposiu. [] F.M. Haas and M.E. Lage, GPS Wide-Area Augentation Syste (WAAS) Testbed Results - Phase 1D Testbed Results, Proceedings of the Fiftieth Annual Meeting of the Institute of Navigation, Colorado Springs, June 1994 [6] C. Kee, Wide-Area Differential GPS, PhD. Dissertation, Stanford University, Deceber 1993

10 1 1 Wheel Height() Along Trac() Figure 14 Here only the approaches which had a solid data lin are shown. [7] C. Kee and B.W. Parinson, High Accuracy GPS Positioning in the Continent: Wide-Area Differential GPS, Proceedings of the Second International Syposiu on Differential Satellite Navigation Systes (DNSN93), Asterda, March 1993 [8] J.A. Klobuchar, P.H. Doherty, M.B. El-Arini, Potential Ionospheric Liitations to Wide-Area Differential GPS, Proceedings of the Sixth International Technical Meeting of the Satellite Division of the Institute of Navigation, Sept [9] J. Nagle and G.V. Kinal, Geostationary Repeaters: A Low Cost Way to Enhance Civil User Perforance of GPS and Glonass, Record of the IEEE 199 Position Location and Navigation Syposiu, Las Vegas, March 199 [1] W.S. Phlong and B.D. Elrod, Availability Characteristics of GPS and Augentation Alternatives, Proceedings of the 1993 National Technical Meeting of the Institute of Navigation, San Fransisco, January 1993 [11] A.J. Van Dierendonc and P.K. Enge, The Wide-Area Augentation Syste (WAAS) Signal Specification, Proceedings of the Seventh International Technical Meeting of the Satellite Division of the Institute of Navigation, Sept [12] V.T. Wullschleger, D.G. O Laughlin, and F.M. Haas, FAA Flight Test Results for GPS Wide-Area Augentation Syste (WAAS) Cross-Country Deonstration, Proceedings of the Fiftieth Annual Meeting of the Institute of Navigation, Colorado Springs, June 1994 [13] C.E. Cohen, B.S. Pervan, D.G. Lawrence, H.S. Cobb, J.D. Powell and B.W. Parinson, Real- Tie Flight Test Evaluation of the GPS Marer Beacon Concept for Category III Kineatic GPS Precision Landing, Proceedings of the Annual Meeting of the Satellite Division of the Institute of Navigation (ION GPS-93), Salt Lae City, Septeber 1993.