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such that the cumulative error distribution satisfies the conditions:
y
f(x)dx Q y for all y 0 and
∞ ≤ ⎛⎜⎝σ⎞⎟⎠ ⎛⎜⎝σ⎞⎟⎠ ≥ ∫
y f(x)dx Q y for all y 0 and
−
−∞
≤ ⎛⎜⎝σ⎞⎟⎠ ⎛⎜⎝σ⎞⎟⎠ ≥ ∫
where
f(x) = probability density function of the residual aircraft pseudo-range error; and
t2
2
x
Q(x) 1 e dt.
2
∞ −
=
π ∫
14.3 This method can be directly applied when the error components have zero-mean, symmetrical and unimodal
probability density functions. This is the case for the receiver contribution to corrected pseudo-range error, since the aircraft
element is not subjected to low-frequency residual multipath errors.
14.4 This method can be extended to address non-zero-mean, residual errors by inflating the model variance to
compensate for the possible effect of the mean in the position domain.
14.5 Verification of the pseudo-range error models must consider a number of factors including:
a) the nature of the error components;
b) the sample size required for confidence in the data collection and estimation of each distribution;
c) the correlation time of the errors; and
d) the sensitivity of each distribution to geographic location and time.
23/11/06 ATT D-52
Attachment D Annex 10 — Aeronautical Communications
Figure D-1. Initial SBAS coverage areas and service areas
ATT D-53 23/11/06
Annex 10 — Aeronautical Communications Volume I
Ground
TTA
Space
TTA
Aircraft
TTA
Message formatting
and
wait until next
Pseudo-range of satellite transmission
X measured in reference
station Y is affected
Pseudo-range of satellite
X is affected and
erroneous data are
displayed to the pilot
Ground segment
detects failure
Start of SBAS
message
transmission
End of SBAS
message
reception
Integrity flag
is displayed to
pilot
Failure arrives at
the airborne
antenna
Satellite failure
(p
or message)
seudo-range
Aircraft
events
Non-aircraft
events
Failure received by
the reference station
antenna
Start event 1
Start event 1
End event
End event
1 Both events are considered as simultaneous. This is not strictly the case because of difference of performance between specific
receivers. There is a slight difference due to receiver processing between the time the pseudo-range measurement is affected and
the erroneous data are displayed. For practical reasons, this is not reflected in this diagram.
Figure D-2. SBAS time-to-alert
23/11/06 ATT D-54
Attachment D Annex 10 — Aeronautical Communications
Computation
30 s
time
Reception of updated
information
ephemeris & clock Reception of ephemeris
& clock information
Time of reception of the
long-term corrections
GLONASS #p GLONASS #p GLONASS #p GEO
t obs-n t obs-2 t obs-1 t rcp
Validity time interval: tv Latency time: t1
Figure D-3. GLONASS time
Figure D-4. Minimum GBAS coverage
Final approach path
±135 m (450 ft)
±35 degrees
28 km (15 NM) ±10 degrees
LTP 37 km (20 NM)
Plan view
Profile view
GPIP
greater of 7 degrees
or 1.75q
3 000 m (10 000 ft)
q: glidepath
angle
0.3q-0.45q
GPIP — glide path intersection point
LTP — landing threshold point
ATT D-55 23/11/06
Annex 10 — Aeronautical Communications Volume I
D
A B
C E
F G
D
A B
C E
F G
D
A B
C E
F G
D
A B
C E
F G
D
A B
C E
F G
D
A B
C E
D F G
A B
C E
F G
D
A B
C E
F G
D
A B
C E
F G
Figure D-4A. Single frequency GRAS VHF networking using multiple time slots
23/11/06 ATT D-56
Attachment D Annex 10 — Aeronautical Communications
Bit Scrambler/Descrambler Data In/Out Data
100 1 1 0 1 0 1 0 010 1 1
+
+
Figure D-5. Bit scrambler/descrambler
Plan view:
LTP Runway
Course width DLength 305 m
offset
GARP
FPAP
D
Profile view:
FAS path
GPA
Local level
TCH
LTP
Runway
Intersection of FAS path with
the physical runway
　
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