Dans le domaine de l’Aviation Civile, les motivations de recherches sont souvent guidées par la volonté d’améliorer la capacité de l’espace aérien grâce à la modernisation des moyens de navigation aérienne existants et aux nouvelles infrastructures. Ces buts peuvent être atteints en développant les services qui permettent des opérations d’approche et d’atterrissage plus robustes et plus fiables. La navigation par satellite, grâce au Global Navigation Satellite System (GNSS), a été reconnue comme un moyen performant de fournir des services de navigation aérienne [1] [2]. Le concept du GNSS requiert l’utilisation de moyen d’augmentations pour fournir une fonction de contrôle d’intégrité au vu des exigences [1] relatives aux applications critiques de type aviation civile. Un de ces moyen est le GBAS (Ground Based Augmentation System) et est standardisé par l’OACI pour fournir un service de navigation incluant les approches de précision allant jusqu’à la catégorie I incluse, en utilisant les constellations GPS ou GLONASS [3]. Des études sont en cours pour permettre d’étendre ce service jusqu’à la catégorie II/III avec le GPS L1 C/A, cependant des contraintes sont apparues lors de la surveillance de la ionosphère. Grâce à la modernisation du GPS et GLONASS et aux futures constellations Galileo et Beidou, les futurs GNSS utilisant de multiples constellations et de multiples fréquences (MC/MF) sont étudiés. Les activités de recherches européennes se sont appuyées sur la constellation GPS et sur la future constellation Galileo. Ce MC/MF GBAS devrait permettre de nombreuses améliorations comme un meilleur modèle des retards atmosphériques. Cependant, des challenges doivent être résolus avant d’atteindre les bénéfices potentiels. Dans ce travail de thèse, 2 principaux sujets en rapport avec le GBAS ont été traités, la transmission des données de corrections avec le MC/MF GBAS et l’impact des biais troposphériques avec le SC/SF et MC/MF GBAS. Dû aux contraintes portant sur le format des messages transmis à l’utilisateur via l’unité VDB [4], une nouvelle approche est nécessaire pour permettre l’élaboration du MC/MF GBAS. Une des solutions proposée dans cette thèse est de transmettre les corrections et les données d’intégrité à l’utilisateur dans des messages séparés à des fréquences différentes. De plus, ce travail de thèse remet en question la modélisation de l’atmosphère et particulièrement celle de la troposphère dans des conditions nominales que non-nominales en se concentrant d’abord sur le calcul du pire gradient troposphérique avant de développer les précédents travaux pour borner cette menace dans le but de protéger l’utilisateur. En vue du futur MC/MF GBAS, une nouvelle approche s’est avérée nécessaire. Ainsi, dans ce projet de thèse, des modèles météorologiques numériques (NWMs) sont utilisés pour estimer intégralement la composante horizontale du pire gradient troposphérique. Une méthode innovante pour rechercher les pires gradients troposphériques horizontaux est utilisée pour déterminer les biais qu’ils induisent impactant les avions visant une approche de Cat II/III avec le GBAS. Un modèle de ces pires biais de mesures troposphériques différentiels horizontaux dépendant de l’élévation des satellites pour 2 régions européennes est alors développé. La composante verticale est aussi modélisée grâce à une étude statistique qui compare les données réelles au modèle standard. Un modèle du biais différentiel total non corrigé est développé et doit être introduit dans le calcul des niveaux de protections sous des conditions nominales. Pour borner l’impact de la troposphère sur l’erreur de position tout en se focalisant sur le souhait d’avoir un nombre de données transmises à l’utilisateur faible, différentes solutions conservatives ont été développées où au minimum 3 paramètres, définis selon leur région géographique d’utilisation, doivent être transmis à l’utilisateur. / In the Civil Aviation domain, research activities aim to improve airspace capacity and efficiency whilst meeting stringent safety targets. These goals are met by improving performance of existing services whilst also expanding the services provided through the development of new Navigation Aids. One such developmental axe is the provision of safer, more reliable approach and landing operations in all weather conditions. The Global Navigation Satellite System (GNSS) has been identified as a key technology in providing navigation services to civil aviation users [1] [2] thanks to its global coverage and accuracy. The GNSS concept includes the provision of an integrity monitoring function by an augmentation system to the core constellations. This is needed to meet the required performances which cannot be met by the stand-alone constellations. One of the three augmentation systems developed within civil aviation is the GBAS (Ground Based Augmentation System) and is currently standardized by the ICAO to provide precision approach navigation services down to Cat I using the GPS or GLONASS constellations [3]. Studies on-going with the objective to extend the GBAS concept to support Cat II/III precision approach operations with GPS L1 C/A, however some difficulties have arisen regarding ionospheric monitoring. With the deployment of Galileo and Beidou alongside the modernization of GPS and GLONASS, it is envisaged that the GNSS future will be multi-constellation (MC) and multi-frequency (MF). European research activities have focused on the use of GPS and Galileo. The MC/MF GBAS concept should lead to many improvements such as a better modelling of atmospheric effects but several challenges must be resolved before the potential benefits may be realized. Indeed, this PhD has addressed two key topics relating to GBAS, the provision of corrections data within the MC/MF GBAS concept and the impact of tropospheric biases on both the SC/SF and MC/MF GBAS concepts. Due to the tight constraints on GBAS ground to air communications link, the VDB unit, a novel approach is needed. One of the proposals discussed in the PhD project for an updated GBAS VDB message structure is to separate message types for corrections with different transmission rates. Then, this PhD argues that atmospheric modelling with regards to the troposphere has been neglected in light of the ionospheric monitoring difficulties and must be revisited for both nominal and anomalous scenarios. The thesis focuses on how to compute the worst case differential tropospheric delay offline in order to characterize the threat model before extending previous work on bounding this threat in order to protect the airborne GBAS user. In the scope of MC/MF GBAS development, an alternative approach was needed. Therefore, in this PhD project, Numerical Weather Models (NWMs) are used to assess fully the worst case horizontal component of the troposphere. An innovative worst case horizontal tropospheric gradient search methodology is used to determine the induced ranging biases impacting aircraft performing Cat II/III precision approaches with GBAS. This provides as an output a worst case bias as a function of elevation for two European regions.The vertical component is also modelled by statistical analysis by comparing the truth data to the GBAS standardized model for vertical tropospheric correction up to the height of the aircraft. A model of the total uncorrected differential bias is generated which must be incorporated within the nominal GBAS protection levels. In order to bound the impact of the troposphere on the positioning error and by maintaining the goal of low data transmission, different solutions have been developed which remain conservative by assuming that ranging biases conspire in the worst possible way. Through these techniques, it has been shown that a minimum of 3 parameters may be used to characterize a region’s model.

Dans le domaine de l'aviation civile, afin de répondre à la demande croissante du trafic, les activités de recherche sont guidées par la volonté d’améliorer la capacité de l'espace aérien. Des recherches sont en cours dans tous les domaines de l'aviation civile: Communication, Navigation, Surveillance (CNS) et de gestion du trafic aérien (Air Traffic Management, ATM). En ce que concerne la navigation, les objectifs devraient être atteints par l'amélioration des performances des services existants grâce au développement des nouvelles aides à la navigation et la définition de nouvelles procédures basées sur ces nouveaux systèmes. La navigation par satellite, grâce au concept de Global Navigation Satellite System (GNSS), est reconnue comme une technologie clé pour fournir des services de navigation précis avec une couverture mondiale. Le concept GNSS a été défini par l'Organisation de l'Aviation Civile Internationale (OACI). Son importance dans l'aviation civile peut être observée dans l'avionique de nouveaux avions puisque la majorité d'entre eux sont maintenant équipés de récepteurs GNSS. Le GNSS comprend une fonction de surveillance de l'intégrité fournie par un système d’augmentation en plus de la constellation de base. Ceci est nécessaire pour répondre à toutes les exigences concernant la précision, l'intégrité, la continuité et la disponibilité qui ne peuvent pas être fournis par les constellations autonomes comme le GPS ou Glonass. Trois systèmes d’augmentation ont été développés au sein de l'aviation civile: le GBAS (Ground Based Augmentation System), le SBAS (Satellite Based Augmentation System) et l’ABAS (Aircraft Based Augmentation System). Le système GBAS, en particulier, est actuellement standardisé pour fournir des services de navigation, comme l'approche de précision, jusqu’à la Catégorie I (CAT I) en utilisant les constellations GPS ou Glonass et des signaux dans la bande L1. Ce service est connu sous le nom de GBAS Approach Service Type-C (GAST-C). Afin d'étendre ce concept jusqu'à des approche de précision CAT II/II, les activités de recherche sont en cours pour définir le nouveau service appelé GAST-D. Parmi tous les défis, la surveillance de la menace ionosphérique est le secteur où le niveau d'intégrité est insuffisant. Grâce au développement des nouvelles constellations, Galileo et Beidou, et grâce au processus de modernisation des autres constellations existantes, GPS et Glonass, l'avenir du GNSS sera Multi-Constellation (MC) et Multi-Fréquence (MF). En Europe, les activités de recherche se sont concentrées sur un système GNSS Bi-Constellation (Dual-Constellation, DC) basé sur GPS et Galileo. Afin de surmonter les problèmes rencontrés par en fonctionnement Mono-Fréquence (Single-Frequency, SF) en présence d’anomalies ionosphériques, l'utilisation de deux fréquences (Dual-Frequency, DF) a été sélectionnée comme un moyen d'améliorer la détection des anomalies ionosphériques et d'atténuer les erreurs résiduelles ionosphériques. Les avantages d'un système DC/DF GBAS (GAST-F) sont : •la robustesse de l'ensemble du système contre toute interférence involontaire grâce à l'utilisation de mesures effectuées dans deux bandes de fréquences protégées, •la robustesse contre une panne d’une des deux constellations,•l'amélioration de la précision à l'aide de nouveaux signaux avec des performances améliorées, et plusieurs satellites. Cependant, l'utilisation de nouveaux signaux et d’une nouvelle constellation, n’apporte pas que des avantages. Elle soulève également une série de défis qui doivent être résolus de profiter pleinement de ce nouveau concept. Dans cette thèse, certains défis, liés à un système DC/DF GBAS ont été étudiés. Un d’entre eux, causé par l'utilisation de nouveaux signaux GNSS, est de déterminer l'impact des sources d'erreur qui sont décorrélées entre la station au sol et l'avion et qui induisent une erreur sur la position estimée. De plus, avec l’utilisation de deux fréquences, il y a la pos / In Civil Aviation domain, to cope with the increasing traffic demand, research activities are pointed toward the optimization of the airspace capacity. Researches are thus ongoing on all Civil Aviation areas: Communication, Navigation, Surveillance (CNS) and Air Traffic Management (ATM). Focusing on the navigation aspect, the goals are expected to be met by improving performances of the existing services through the developments of new NAVigation AIDS (NAVAIDS) and the definition of new procedures based on these new systems. The Global Navigation Satellite System (GNSS) is recognized as a key technology in providing accurate navigation services with a worldwide coverage. The GNSS concept was defined by the International Civil Aviation Organization (ICAO). A symbol of its importance, in civil aviation, can be observed in the avionics of new civil aviation aircraft since a majority of them are now equipped with GNSS receivers. The GNSS concept includes the provision of an integrity monitoring function by an augmentation system in addition to the core constellations. This is needed to meet all the required performance metrics of accuracy, integrity, continuity and availability which cannot be met by the stand-alone constellations such as GPS. Three augmentation systems have been developed within civil aviation: the GBAS (Ground Based Augmentation System), the SBAS (Satellite Based Augmentation System) and the ABAS (Aircraft Based Augmentation System). GBAS, in particular, is currently standardized to provide precision approach navigation services down to Category I (CAT I) using GPS or Glonass constellations and L1 band signals. This service is known as GBAS Approach Service Type-C (GAST-C). In order to extend this concept down to CAT II/III service, research activities is ongoing to define the new service called a GAST-D. Among other challenges, the monitoring of the ionospheric threat is the area where the integrity requirement is not met. Thanks to the deployment of new constellations, Galileo and Beidou, and the modernization process of the existing ones, GPS and Glonass, the future of GNSS is envisaged to be Multi-Constellation (MC) and Multi-frequency (MF). In Europe, research activities have been focused on a Dual-Constellation (DC) GNSS and DC GBAS services based on GPS and Galileo constellations. Moreover, to overcome the problems experienced by Single-Frequency (SF) GBAS due to ionosphere anomalies, the use of two frequencies (Dual Frequency, DF) has been selected as a mean to improve ionosphere anomalies detection and to mitigate ionosphere residual errors. Advantages in using a DC/DF GBAS (GAST-F) system are, however, not only related to the integrity monitoring performance improvement. Benefits, brought by DC and DF, are also related to •the robustness of the entire system against unintentional interference thanks to the use of measurements in two protected frequency bands, •the robustness against a constellation failure, •the accuracy improvement by using new signals with improved performance, and more satellites. However, the use of new signals and a new constellation, does not bring only benefits. It also raises a series of challenges that have to be solved to fully benefit from the new concept. In this thesis, some challenges, related to DC/DF GBAS, have been investigated. One of them, rising from the use of new GNSS signals, is to determine the impact of error sources that are uncorrelated between the ground station and the aircraft and that induce an error on the estimated position. Using two frequencies, there is the possibility to form measurement combinations like Divergence-free (D-free) and Ionosphere-free (I-free) for which the errors impact has to be analyzed. In this thesis, the impact of the uncorrelated errors (noise and multipath as main sources) on ground measurements is analyzed. The aim is to compare the derived performances with the curve proposed in (RTCA,Inc DO-253C, 2008) for the

This master‘s thesis is focused on the evaluation of conditions for IFR operations in the Czech Republic and their neighbours. The thesis is also focused on evaluation of posibilities of IFR navigation for small airports. In this context part of thesis is dedicated to a modern way of navigation using GNSS.

The content of this work is description of current preccision approach system ILS. The location is Brno Tuřany airport. Meteorogic and traffic information was sorted to aim to show current conditions at the airport. In relation to these informations was made project of future GNSS approach in Brno Tuřany

The content of this work is an overview of precision approach used by GNSS and avionics for operation in low visibility conditions. This thesis describes existing requirements and proposals for new standards that are important to define GBAS performance. The objective of this work is to compare the alternative systems to guide aircraft during precision approach CAT II/III. GBAS operational implementation is additionally devised in this thesis.

Baigiamajame magistro darbe nagrinėjamos palydovinės tikslaus tūpimo pagal prietaisus sistemos taikymo Lietuvos aviacijoje galimybės. Aptartos palydovinės navigacijos sistemos tikslumą įtakojančios paklaidos, jų šaltiniai. Nagrinėjama GBAS sistemos struktūra, veikimo principas, paklaidų eliminavimo būdai. Išnagrinėtos šios sistemos panaudojimo galimybės (infrastruktūros ir ekonominiu požiūriais) tarptautiniuose Vilniaus, Kauno, Palangos ir Šiaulių oro uostuose. Atlikti bandymai Vilniaus tarptautiniame oro uoste, įvertinant potencialias GPS paklaidas bei įvertinant GBAS sistemos tikslumo ir tinkamumo galimybes. Išnagrinėjus teorinius ir praktinius tyrimo rezultatus, pateikiamos baigiamojo darbo išvados ir siūlymai. Darbą sudaro 9 dalys: įvadas, analitinė dalis, palydovinės radijo navigacinės sistemos antžeminė patikslinimo sis-tema, diferencinės pataisos, tikslaus artėjimo tūpti GBAS sistema, tiriamoji dalis, rezultatų apibendrinimas, literatūros sąrašas, priedai. Darbo apimtis – 63 p. teksto be priedų, 40 iliustr., 11 lent., 34 bibliografiniai šaltiniai. Atskirai pridedami darbo priedai. / This master’s thesis explores possibilities of satellite precision instrument landing application for Lithuanian avia-tion. At the first part of the thesis satellite navigation errors affecting its accuracy and their sources were examined. GBAS system stricture, its operation and error elimination methods were reviewed. Further explored were possibilities of imple-menting the analyzed system (infrastructure and economic terms) in international Vilnius, Kaunas, Palanga and Šiauliai airports. Test were carried out in Vilnius international airport aiming for assessment of potential GPS signal errors and estimation of GBAS systems accuracy and fitness opportunities, followed by theoretical and practical examination of the analysis data collected. Based on the examination results final thesis conclusions and recommendations are formulated and provided at the ending of this thesis. Structure: introduction, analytical part, ground based augmentation system, diferential corrections, precision lan-ding GBAS system, exploratory part, conclusions and suggestions, references. Thesis consist of: 63 p. text without appendixes, 40 pictures, 11 tables, 34 bibliographical entries. Appendixes included.

[pt] Esta tese apresenta um estudo dos efeitos ionosféricos em um Sistema de Aumento Baseado no Solo (GBAS) em regiões equatorial e de baixas latitudes. A ionosfera afeta a propagação dos sinais de GPS e pode reduzir a precisão do posicionamento nas regiões equatorial e de baixas latitudes. Sistemas auxiliares foram desenvolvidos para atender aos requisitos de segurança da aviação. Nesse contexto, o GBAS fornece maior precisão para correções diferenciais. Para avaliar o desempenho de um GBAS, um modelo de simulação do sinal-no-espaço GPS L1 foi desenvolvido, considerando o retardo ionosférico baseado nas distribuições estatísticas dos resíduos de Conteúdo Eletrônico Total vertical obtido do modelo IRI e estimativas da Rede Brasileira de Monitoramento Contínuo, em combinação com representação para a cintilação ionosférica de amplitude, simulada com base em distribuições de probabilidade (Alfa) - (Mi), bem como a cintilação de fase, gerada de acordo com as relações empíricas entre os índices (s)4 and (Sigma)(Fi). O modelo de sinal do GPS L1 também considera erros de relógios e aleatórios, retardos troposféricos, ambigüidade de ciclo e efeitos de multipercurso, para uma descrição completa. Os resultados de sinal-no-espaço são injetados em um modelo de simulação da instalação terrestre do GBAS, implementado para detectar uma variedade de possíveis anomalias ou falhas no sinal-no-espaço e para gerar correções diferenciais baseadas em algoritmos de monitoramento. O GBAS gera correções e seu desempenho é avaliado para aproximações de aeronaves em diferentes condições ionosféricas nos aeroportos do Rio de Janeiro e Fortaleza, enfatizando a Categoria de aproximação I. Os erros horizontais e verticais são estimados usando correções de GBAS para avaliar a precisão. A integridade do GBAS também é analisada calculando os níveis de proteção horizontal e vertical. / [en] This research presents a study on ionospheric effects on a Ground Based Augmentation System (GBAS) in equatorial and low latitude regions. The ionosphere affects the propagation of GPS signals and can reduce the positioning accuracy in the equatorial and low-latitude regions. Auxiliary systems have been developed to meet the safety requirements of aviation. In this context, GBAS provide higher accuracy for differential corrections. To evaluate the performance of a GBAS, a simulation model of the GPS L1 signal-in-space has been developed, considering ionospheric delay based on statistical distributions of vertical Total Electron Content residuals obtained from IRI model and Rede Brasileira de Monitoramento Contínuo estimates, in combination with amplitude ionospheric scintillation simulated based on (Alfa) - (Mi) probability distributions, as well as phase scintillation, generated according to empirical relationships between the indices (S)4 and (Sigma)(Fi). The GPS L1 signal model also considers clock and random errors, tropospheric delays, ambiguity, and multipath, for a complete description. The signal in space results are injected into a GBAS ground facility simulation model, implemented to detect a varied array of possible anomalies or failures in the signal in space and to generate differential corrections based on monitoring algorithms. The GBAS generates corrections and its performance is evaluated for aircraft approaches under different ionospheric conditions at the Rio de Janeiro and Fortaleza Airports, emphasizing Approach Category I. The horizontal and vertical errors are estimated using GBAS corrections to evaluate the accuracy. The GBAS integrity is also analyzed by computing the horizontal and vertical protection levels.

La navigation par satellite, Global Navigation Satellite System, a été reconnue comme une solution prometteuse afin de fournir des services de navigation aux utilisateurs de l'Aviation Civile. Ces dernières années, le GNSS est devenu l'un des moyens de navigation de référence, son principal avantage étant sa couverture mondiale. Cette tendance globale est visible à bord des avions civils puisqu'une majorité d'entre eux est désormais équipée de récepteurs GNSS. Cependant, les exigences de l'Aviation Civile sont suffisamment rigoureuses et contraignantes en termes de précision de continuité, de disponibilité et d'intégrité pour que les récepteurs GPS seuls ne puissent être utilisés comme unique moyen de navigation. Cette réalité a mené à la définition de plusieurs architectures visant à augmenter les constellations GNSS. Nous pouvons distinguer les SBAS (Satellite Based Augmentation Systems), les GBAS (Ground Based Augmentation Systems), et les ABAS (Aircraft Based Augmentation Systems). Cette thèse étudie le comportement de l'erreur de position en sortie d'architectures de récepteur qui ont été identifiées comme étant très prometteuses pour les applications liées à l'Aviation Civile. / Since many years, civil aviation has identified GNSS as an attractive mean to provide navigation services for every phase of flight due to its wide coverage area. However, to do so, GNSS has to meet relevant requirements in terms of accuracy, integrity, availability and continuity. To achieve this performance, augmentation systems have been developed to correct the GNSS signals and to monitor the quality of the received Signal-In-Space (SIS). We can distinguish GBAS (Ground Based Augmentation Systems), ABAS (Airborne Based Augmentation Systems) SBAS (Satellite Based Augmentation Systems). In this context, the aim of this study is to characterize and evaluate the GNSS position error of various positioning solutions which may fulfil applicable civil aviation requirements for GNSS approaches. In particular, this study focuses on two particular solutions which are: • Combined GPS/GALILEO receivers augmented by RAIM where RAIM is a type of ABAS augmentation. This solution is a candidate to provide a mean to conduct approaches with vertical guidance (APV I, APV II and LPV 200). • GPS L1 C/A receivers augmented by GBAS. This solution should allow to conduct precision approaches down to CAT II/III, thus providing an alternative to classical radio navigation solutions such as ILS. This study deals with the characterization of the statistics of the position error at the output of these GNSS receivers. It is organised as following. First a review of civil aviation requirements is presented. Then, the different GNSS signals structure and the associated signal processing selected are described. We only considered GPS and GALILEO constellations and concentrated on signals suitable for civil aviation receivers. The next section details the GNSS measurement models used to model the measurements made by civil aviation receivers using the previous GNSS signals. The following chapter presents the GPS/GALILEO and RAIM combination model developed as well as our conclusions on the statistics of the resulting position error. The last part depicts the GBAS NSE (Navigation System Error) model proposed in this report as well as the rationales for this model.

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No. of bitstreams: 1 pereira_vas_dr_prud.pdf: 34672414 bytes, checksum: f357f584172b46b5d27f842642bd82f7 (MD5) Previous issue date: 2018-09-13 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES) / Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP) / Dentre os métodos de posicionamento GNSS (Global Navigation Satellite System) utilizados pela aviação no suporte das fases de aproximação e pouso preciso de aeronaves, destacam-se o SBAS (Satellite-Based Augmentation System) e o GBAS (Ground-Based Augmentation System). O GBAS tem a capacidade de corrigir a maioria dos erros envolvidos na pseudodistância a partir do DGNSS (Differential GNSS), desde que a camada ionosférica apresente um comportamento não perturbado na região do aeroporto. Entretanto, dependendo do fluxo de ionização solar, da atividade geomagnética, do ciclo de manchas solares, do ângulo zenital do Sol e da localização geográfica, a ionosfera pode sofrer fortes perturbações, proporcionando uma ameaça à integridade do GBAS, uma vez que podem ser diferentes os efeitos ionosféricos em pequenas distâncias. Assim, investigações dos erros sistemáticos devido à camada ionosférica no GBAS tem sido objeto de estudos há alguns anos. Nesse sentido, modelos de risco ionosférico, que visam determinar a máxima decorrelação ionosférica espacial existente entre a estação GBAS e a aeronave que se aproxima num aeroporto, foram desenvolvidos ou avaliados, principalmente para o hemisfério norte, mais precisamente para o território norte-americano, onde se destaca o CONUS (Conterminous United States) Threat Model. Nessa área o comportamento da ionosfera é mais estável em comparação com o observado sobre o Brasil, localizado na região ionosférica equatorial e de baixas latitudes, que apresenta a ocorrência da Anomalia de Ionização Equatorial (AIE), bolhas ionosféricas, irregularidades ionosféricas, cintilação ionosférica e Anomalia Magnética do Atlântico Sul (AMAS). A implantação de um GBAS no Brasil, por meio do Departamento de Controle do Espaço Aéreo (DECEA), despertou o interesse de seu uso com segurança. Sendo assim, a pesquisa propôs investigar a aplicabilidade do modelo CONUS de risco ionosférico para GBAS no território brasileiro, utilizando o método dos pares de estações (station-pair method), além de estimar os parâmetros para os principais aeroportos internacionais do Brasil, considerando a variação sazonal, bem como investigar os benefícios quanto ao uso dos sinais GLONASS (Global’naya Navigatsionnaya Sputnikovaya Sistema), Galileo e da portadora L5 do GPS (Global Positioning System) no modelo. Para isso, foram utilizados dados GNSS de várias redes ativas entre os anos de 2000 e 2016, bem como dados do GBAS instalado no aeroporto internacional do Rio de Janeiro/RJ (Galeão). Para a determinação dos parâmetros do modelo de risco e do parâmetro de integridade σvig (vertical ionospheric gradient sigma), esse último utilizado para estimar os níveis de proteção horizontal e vertical da aeronave, foi implementado um sistema denominado MoR_Ion. Os parâmetros do modelo CONUS estimados para o Brasil, utilizando sinais GPS para a combinação de portadoras L1/L2, mostraram que é inviável o uso de um GBAS considerando todo o território nacional. Uma alternativa foi estimativa local e temporal para os aeroportos de interesse. Valores obtidos indicaram que o GBAS pode, provavelmente, ser utilizado nos aeroportos internacionais de São Paulo/SP (Cumbica), Rio de Janeiro/RJ (Galeão), Brasília/DF (Presidente Juscelino Kubitschek) e Recife/PE (Gilberto Freyre) com algumas restrições quanto à estação do ano, hora do dia e elevação dos satélites. Já para o aeroporto internacional de Porto Alegre/RS (Salgado Filho) é o único, entre os analisados, em que nenhuma restrição à instalação do GBAS no local foi identificada a partir do conjunto de dados processados. Resultados empregando os sinais GPS e Galileo, para a combinação L1/L5, apresentaram ser melhores que os da combinação L1/L2. Já em relação ao GLONASS, verificou-se que há uma semelhança com os resultados do GPS. A determinação do σvig em tempo real para cada satélite disponível se apresentou como uma alternativa interessante, uma vez que transmite para a aeronave a real condição ionosférica no momento da aproximação e pouso, ao contrário da atual configuração do GBAS de transmitir um valor fixo de σvig que, teoricamente, contempla todas as possíveis perturbações ionosféricas. Estimativas de níveis de proteção para aproximação no Galeão indicaram que há a possibilidade de se realizar um procedimento CAT-I, utilizando satélites GPS ou GLONASS (combinação L1/L2), desde que sejam aplicadas restrições local-temporais previamente estabelecidas. Verificou-se, também, que a utilização dos satélites GLONASS em concomitância com o GPS possibilita a obtenção de valores que atendem aos limiares para um pouso CAT-III, uma vez que uma maior quantidade de satélites e, consequentemente, uma melhor configuração geométrica, é disponibilizada. Um estudo de caso utilizando o time-step method para a região do aeroporto de São José dos Campos/SP, onde se encontram cinco estações em um raio de 10 km, indicou que gradientes desse método podem ser empregados na estimativa dos valores dos parâmetros. Entretanto, tal método tem pouca semelhança com a arquitetura de uma estação GBAS e uma aeronave que se aproxima e, adicionalmente, não soluciona a decorrelação temporal. Por fim, um método alternativo que pode indicar a realização ou não do pouso consiste no monitoramento das irregularidades ionosféricas em tempo real na região circundante de um determinado aeroporto. Experimento realizado em tempo real, mas utilizando dados GPS e GLONASS de março de 2014 (próximo ao pico do ciclo solar 24), mostrou fortes irregularidades para a região do Galeão, com a frente ionosférica se deslocando de sudoeste a nordeste. Assim, uma medida que pode ser empregada para estimar os níveis de proteção consiste em não utilizar os sinais dos satélites que atravessam tais irregularidades. / Among the methods of GNSS (Global Navigation Satellite System) positioning used by the aviation in the support of the phases of approach and precise landing of aircraft, stand out the SBAS (Satellite-Based Augmentation System) and the GBAS (Ground-Based Augmentation System). GBAS has the ability to correct most of the errors involved in pseudorange from DGNSS (Differential GNSS), provided that the ionospheric layer exhibits undisturbed behavior in the airport region. However, depending on the flow of solar ionization, geomagnetic activity, sunspot cycle, zenith angle of the sun and geographic location, the ionosphere can suffer severe disturbances, posing a threat to the integrity of the GBAS, since the ionospheric effects may be different at small distances. Thus, investigations of systematic errors due to the ionospheric layer in GBAS have been the subject of studies for some years. In this sense, ionospheric threat models, which seek to determine the maximum existing spatial ionospheric decorrelation between the GBAS station and the aircraft approaching an airport, have been developed or evaluated, especially for the northern hemisphere, more precisely to the US territory, which highlights the CONUS (Conterminous United States) Threat Model. In this area, the ionosphere behavior is more stable compared to that observed in Brazil, located in the equatorial and low latitude ionospheric region, which presents the occurrence of Equatorial Ionization Anomaly (EIA), ionospheric bubbles, ionospheric irregularities, ionospheric scintillation and South Atlantic Magnetic Anomaly (SAMA). The implementation of a GBAS in Brazil, through the Department of Airspace Control (DECEA), aroused the interest of its use with safety. Therefore, the research proposed to investigate the applicability of the CONUS Threat Model to GBAS in the Brazilian territory, using the station-pair method, besides estimating the parameters for the main international airports of Brazil, considering the seasonal variation, as well as investigating the benefits of using the GLONASS (Global’naya Navigatsionnaya Sputnikovaya System), Galileo and GPS (Global Positioning System) L5 carrier in the model. For this purpose, GNSS data from several active networks were used between 2000 and 2016, as well as data from GBAS installed at Rio de Janeiro International Airport (Galeão). For the determination of the parameters of the threat model and the σvig (vertical ionospheric gradient sigma) integrity parameter, the latter used to estimate the aircraft horizontal and vertical protection levels, a system called MoR_Ion was implemented. The parameters of the CONUS model estimated for Brazil, using GPS signals for the combination of L1/L2 carriers, showed that it is impracticable to use a GBAS considering the entire national territory. An alternative was a local and temporal estimate for the airports of interest. The values obtained indicate that the GBAS can probably be used in the international airports of São Paulo/SP (Cumbica), Rio de Janeiro/RJ (Galeão), Brasília/DF (President Juscelino Kubitschek) and Recife/PE (Gilberto Freyre) with some restrictions on the season, time of day and satellite elevation. At the international airport of Porto Alegre/RS (Salgado Filho) it is the only one, among the analyzed ones, in which no restriction to the installation of the GBAS in the place was identified from the data set processed. Results using the GPS and Galileo signals for the L1/L5 combination were better than the L1/L2 combination. Regarding GLONASS, it was found that there is a similarity with the GPS results. The determination of the real time σvig for each available satellite was presented as an interesting alternative, since it transmits to the aircraft the actual ionospheric condition at the time of approach and landing, unlike the current GBAS configuration of transmitting a fixed value of σvig which theoretically covers all possible ionospheric disturbances. Estimates of protection levels for approach in Galeão indicated that there is the possibility of performing a CAT-I procedure, using GPS or GLONASS satellites (L1/L2 combination), provided that previously established local-temporal restrictions are applied. It was also verified that the use of GLONASS satellites in concomitance with GPS allows obtaining values that meet the thresholds for a CAT-III landing, since a larger number of satellites and, consequently, a better geometric configuration, is made available. A case study using the time-step method for the airport region of São José dos Campos/SP, where five stations are located within a 10 km radius, indicated that gradients of this method can be used to estimate the parameter values. However, this method has little resemblance to the architecture of a GBAS station and an aircraft approaching and additionally does not solve the temporal decorrelation. Finally, an alternative method that may indicate whether or not the landing is carried out is to monitor ionospheric irregularities in real time in the surrounding region of a given airport. A real-time experiment using GPS and GLONASS data from March 2014 (near the peak of the solar cycle 24) showed strong irregularities for the Galeão region, with the ionospheric front moving from southwest to northeast. Thus, one way that can be used to estimate protection levels is to not use satellite signals that cross such irregularities. / FAPESP: 2015/20522-7

[EN] Abstract Global Navigation Satellite Systems (GNSS) have transformed the positioning and navigation techniques, becoming the indispensable today for multiple applications. Satellite navigation is one of the new forms of navigation and has multiple advantages over existing techniques. It can provide information to users in any location, without direct vision and comprehensively worldwide. Therefore, we are witnessing the arrival of a navigation system that, by itself, could give boaters the ability to perform positioning and route planning without the need to resort to another method or additional information. The International Civil Aviation Organization (ICAO) began in early 1990 a series of activities to define "air navigation system of the future", whose base would be the GNSS systems. The potential applicability of these systems is a reality, fulfilling the requirements of many operations navigation: accuracy, integrity, availability and continuity. One example that is already being used for CAT III operations, such as aircraft landing. The signal emitted by satellites undergoes a series of errors in its spread and the operating system to be limited for many applications. Therefore, the real-time positioning requires the use of a differential corrections to improve the performance of GNSS systems. Current differential correction systems can be grouped in local systems or LADGPS (Local Area DGPS), and extensive systems or WADGPS area (Wide Area DGPS). In March 2011 the European Commission declared the 'Safety-of-Life' service of EGNOS suitable for use in civil aviation, which is the WADGPS system used in this research together with the System of Permanent Reference Stations VRS, as system LADGPS. The objective of this thesis is the analysis of the possible integration of EGNOS navigation system with positioning methodology from ground Reference Stations Trimble VRS. It aims to improve the positioning accuracy of the EGNOS system implementing a priori more accurate VRS solution. In short, we seek a proposed methodology of positioning that has the best of both, we call EGNOS / VRS. Having defined the methodology to be used for determining the positioning EGNOS / VRS new performances are analyzed and improved accuracy is verified, allowing use is new methodology for applications with requirements for positioning accuracy, such as in agriculture precision. / [ES] Resumen Los Sistemas Globales de Navegación por Satélite (GNSS) han transformado las técnicas de posicionamiento y navegación, llegando a ser en la actualidad indispensable para múltiples aplicaciones. La navegación por satélite es una de las nuevas formas de navegación y tiene múltiples ventajas sobre las técnicas existentes. Puede proporcionar información a los usuarios en cualquier ubicación, sin necesidad de visión directa y de forma global en todo el planeta. Por tanto, estamos asistiendo a la llegada de un sistema de navegación que, por sí mismo, podría proporcionar a los navegantes la capacidad de realizar el posicionamiento y la planificación de rutas sin la necesidad de recurrir a otro método o información adicionales. La Organización de Aviación Civil Internacional (OACI) inició a principios de 1990 una serie de actividades encaminadas a definir el "sistema de navegación aérea del futuro", cuya base serían los sistemas GNSS. La aplicabilidad potencial de estos sistemas es ya una realidad, cumpliendo los requerimientos de muchas operaciones de navegación: precisión, integridad, disponibilidad y continuidad. Sirva como ejemplo que se está utilizando ya para operaciones de CAT III, como el aterrizaje de aeronaves. La señal que emiten los satélites sufre una serie de errores en su propagación y funcionamiento del sistema que los limitan para muchas aplicaciones. Por ello, el posicionamiento en tiempo real necesita de la utilización de unas correcciones diferenciales que mejoran el rendimiento de los sistemas GNSS. Los sistemas actuales de corrección diferencial los podemos agrupar en sistemas locales o LADGPS (Local Area DGPS), y sistemas de área extensa o WADGPS (Wide Area DGPS). En marzo de 2011 la Comisión Europea declaró el servicio 'Safety-of-Life' de EGNOS apto para su uso en aviación civil, siendo éste el sistema WADGPS utilizado en esta investigación junto con el sistema de Estaciones de Referencia Permanentes por VRS, como sistema LADGPS. El Objetivo de ésta Tesis es el análisis de la posible integración del sistema de navegación EGNOS con la metodología de posicionamiento a partir de Estaciones de Referencia en tierra VRS de Trimble. Se pretende mejorar la precisión de posicionamiento del sistema EGNOS implementando la solución VRS, a priori más precisa. En definitiva, buscamos una propuesta de metodología de posicionamiento que tenga lo mejor de ambas, que llamaremos EGNOS/VRS. Una vez definida la metodología a emplear para la determinación del posicionamiento EGNOS/VRS se analizan los nuevos rendimientos y se verifica la mejora de precisión, lo que permite utilizar está nueva metodología para aplicaciones con más requisitos en exactitud de posicionamiento, como por ejemplo en agricultura de precisión. / [CAT] Resum Els Sistemes Globals de Navegació per Satèl¿lit (GNSS) han transformat les tècniques de posicionament i navegació, arribant a ser en l'actualitat indispensable per a múltiples aplicacions. La navegació per satèl¿lit és una de les noves formes de navegació i té múltiples avantatges sobre les tècniques existents. Pot proporcionar informació als usuaris en qualsevol ubicació, sense necessitat de visió directa i de forma global en tot el planeta. Per tant, estem assistint a l'arribada d'un sistema de navegació que, per si mateix, podria proporcionar als navegants la capacitat de realitzar el posicionament i la planificació de rutes sense la necessitat de recórrer a un altre mètode o informació addicionals. L'Organització d'Aviació Civil Internacional (OACI) va iniciar a principis de 1990 una sèrie d'activitats encaminades a definir el "sistema de navegació aèria del futur", la base del qual serien els sistemes GNSS. L'aplicabilitat potencial d'estos sistemes és ja una realitat, complint els requeriments de moltes operacions de navegació: precisió, integritat, disponibilitat i continuïtat. Servisca com a exemple que s'està utilitzant ja per a operacions de CAT III, com l'aterratge d'aeronaus. El senyal que emeten els satèl¿lits patix una sèrie d'errors en la seua propagació i funcionament del sistema que els limiten per a moltes aplicacions. Per això, el posicionament en temps real necessita de la utilització d'unes correccions diferencials que milloren el rendiment dels sistemes GNSS. Els sistemes actuals de correcció diferencial els podem agrupar en sistemes locals o LADGPS (Local Àrea DGPS) , i sistemes d'àrea extensa o WADGPS (Wide Àrea DGPS) . Al març de 2011 la Comissió Europea va declarar el servici 'Safety-of-Life' d'EGNOS apte per al seu ús en aviació civil, sent este el sistema WADGPS utilitzat en esta investigació junt amb el sistema d'Estacions de Referència Permanents per VRS, com a sistema LADGPS. L'Objectiu d'esta Tesi és l'anàlisi de la possible integració del sistema de navegació EGNOS amb la metodologia de posicionament a partir d'Estacions de Referència en terra VRS de Trimble. Es pretén millorar la precisió de posicionament del sistema EGNOS implementant la solució VRS, a priori més precisa. En definitiva, busquem una proposta de metodologia de posicionament que tinga el millor d'ambdós, que cridarem EGNOS/VRS. Una vegada definida la metodologia a emprar per a la determinació del posicionament EGNOS/VRS s'analitzen els nous rendiments i es verifica la millora de precisió, la qual cosa permet utilitzar està nova metodologia per a aplicacions amb més requisits en exactitud de posicionament, com per exemple en agricultura de precisió. / Olivares Belinchon, JL. (2016). Análisis del sistema de navegación por satélite europeo EGNOS para su integración con VRS [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/61981 / TESIS