High Accuracy
Navigation and Landing System
Using GPS/IMU System Integration
Dr.-Ing. Jochen Meyer-Hilberg and Dr.-Ing. Thomas Jacob
Deutsche Aerospace AG
ABSTRACT
In this paper, the accuracy, integrity and continuity of
function requirements for automatic landing systems using
Satellite Navigation Systems will be discussed. Such a landing
system is the Integrated Navigation & Landing System (INLS)
developed by Deutsche Aerospace @ASA/Ulm, Germany).
The system concept of the INLS will be presented. It will be
shown how an INLS,based on system integration of a
Satellite Navigation System (e.g., GPS) in Realtime
Differential Mode with an Inertial Measurement Unit (IMU)
in the accuracy class of an Attitude and Heading Reference
System (AHRS), can meet the requirements: the results given
in this paper are mainly devoted to the accuracy issues. Using
Kalman Filter techniques, an in-flight calibration of the
Inertial Measurement Unit is performed. The advantage of
system integration, especially in dynamic flight conditions and
during phases of flight with satellite masking, will be
explained. The accuracy, integrity and continuity of function
of the INLS were proven by means of flight tests in a
commuter aircraft using a Laser Tracker as a reference. These
fight tests have shown that the short-term accuracy (< 60
' I h ~ spoject has k e n padly spwsored by the German Space Agency PARA)
The responsibility fortbe content of ths publicatiw lies with the authols.
Authors' Current Addresses:
J. Meyer-Hilterg and T.Jacob, Dcutsche Aerospace AG, Ahorrx System, 89070 Ulm
Germany
Based on a pnsentabon at PLANS '94.
088518985l94 $4.00 Q 1994 IEEE
IEEE AES Systems Magazine, JulJ1 1994
seconds) of the AHRS used within the INLS has been
improved from low cost sensor quality to the accuracy of a
high quality Laser Inertial Navigation System (LNIS).
With the presented INLS, a landing at any airfield, not
equipped with conventional Instrument Landing System ( J U )
or Microwave Landing System (MLS), will be possible by
using a very cost effective system.
Even curved approaches can be realized. Also holding
patterns with recurring satellite masking can be flown without
significant accuracy degradation. The INLS is a high accuracy
navigation and landing system designed to be used instead of
conventional landing systems at small airfields and to fill
operational gaps of conventional navigation and landing
systems in cruise and approach on large airports.
INTRODUCTION
Using Satellite Navigation Systems, the implementation of
space-based aircraft landing aids is realistic. With these
systems, landings even in bad weather conditions are possible
from a technical point of view. In scientific research projects
at the Technical University of Braunschweig, Germany, the
accuracy of Differential GPS has been proven by the second
author: realization of the world-wide first automatic landing
was achieved in 1989!
The problem within these systems is not the accuracy in
steady-state flight, but the accuracy in dynamic flight
conditions and the integrity and continuity of function, which,
although not fundamental scientifically, is essential for
 Fig. 1. Tunvel Concept for CAT I, I1 and I11 [3]
operational systems. These points are resolved in the
Integrated Navigation & Landing System (INLS) developed
by DASA on the basis of industrial, certifiable avionic
hardware. The software of the INLS is completely written in
Ada which, in contrast to other languages such as C, is an
appropriate language for safety-critical applications.
THE TUNNEL CONCEIT
In the United States, a working group of the RTCA with
participation of DASA has defined requirements for DGNSS
(Differential Global Navigation Satellite System) Instrument
Approach Systems (DIAS). DIAS has been specified for
operations down to ILSNLS visibility conditions of CAT I
[l].As the system will be used at special airports by special
aircraft the category is called “Special CAT I” (SCAT-I). A
detailed description of these requirements can be found in [2].
In the SCAT-I specification,,the new Tunnel Concept [2,3]
defined by the FAA is used for integrity and accuracy
requirements. The Tunnel Concept consists of an inner and an
outer tunnel (see Figure 1).The probability that a part of the
aircraft leaves the outer tunnel must not exceed That
means an aircraft can deviate unintentionally from the tunnel
only once in approaches. This probability is called the
“Tunnel Incident Probability.” In this improbable event a
warning to the pilot has to be issued. The inner tunnel is the
“95 %”-tunnel. That means the aircraft’s center of navigation
will be kept within the inner tunnel by the total system with a
probability of 0.95 or better.
During approach, the aircraft glides down the tunnel while
the tunnel boundaries become narrower and narrower. The
tunnel dimensions (i.e., the maximum Total System Error,
TSE) at the Decision Heights @H) of ILS approaches (CAT I,
I1 and 111) are listed at the table in Figure 1.These
specifications differ from the well-known ILS accuracies, as
the Total System Error is specified and not just the Navigation
12
Error as it is in the ILS specification [l].The numbers in
Figure 1 include the errors due to the ground reference station
(see the next section), avionics, signal-in-space and Flight
Technical Error (FTE).
The landing system must meet the aforementioned
requirements, i.e., accuracy, integrity and continuity of
function. The accuracy specification requires that the position
error does not exceed a predefined threshold with a given
probability. Integrity is the ability of the system to detect
system failures with a specified probability. Continuity of
function is the probability of the guidance information being
usable by the system during the whole approach.
SYSTEM CONCEFT OF THE INLS
The position error of stand-alone GPS with Selective
Availability (S/A) is in the order of 100 meters [4]. Due to that
position error, stand-alone GPS is not usable for automatic
landing systems (see table in Figure 1).
In Figure 2, the principle of Differential GPS (DGPS) is
shown: a ground reference station at a known position is
necessary. This reference station determines the main errors of
the satellite signals and transmits the computed corrections via
data link to mobile GPS receivers on board the aircraft. With
these corrections, improved positions can be computed using a
Realtime Differential GPS Algorithm. Local Area Differential
GPS position errors of dynamic applications are in the order of
1 meter [5,6]. This accuracy level permits precision
approaches.
Although the accuracy of DGPS is good enough, it has a
lack of availability of position determination due to satellite
masking and possible satellite outages. Additionally, DGPS
position accuracy is decreased during maneuvers due to
accelerations. To eliminate these disadvantages, the Satellite
Navigation System is combined with an Inertial Navigation
IEEE AES Systems Magazine, July 1994
 Fig. 2. Differential GPS in the Ingegrated Navigation and Landing System (INLS)
Table 1. Advantages and Disadvantages
of GPS, INS and INLS
GPS INS INLS
Long-Term Accuracy Excellent Bad Excellent
Short-Term Accuracy Poor Good Excellent
Loss of Position Data Masking None None
Update Rate Low High High
System (INS) [7].Both systems are complementary in their
advantages and disadvantages (see Table 1).
The INS has a sensor package with accelerometers and
gyros to measure accelerations and angular rates. With these
input signals, the attitude angles and three-dimensional vectors
of velocity and position are computed. Due to sensor errors,
the position error of the INS increases progressively: the
short-term accuracy of the INS is good, the long-term
accuracy is bad.
There are no masking effects on inertial sensor signals. That
means the inertial position information is always available
when the INS operates without sensor package malfunction.
Autopilots for automatic landing need navigation
information with relatively high update rates (> 10 Hz). For
this application, the GPS data rate is too low, the INS update
rate is sufficient.
Therefore an integrated navigation system has been
developed by DASA’s airborne systems division using
Differential GPS combined with a low cost Inertial Measuring
Unit @MU).An Attitude and Heading Reference System
(AHRS)is used as a sensor package and the position is
computed with a so-called“Strapdown Algorithm” using
Schuler control loops. The integration of both navigation
systems is done with Kalman Filter technique. The Kalman
Filter estimates the main errors of the INS and continuously
IEEE AES Systems Magazine, July 1994
calibrates the INLS in flight. The benefit of the integrated
navigation system is that the disadvantages of GPS and INS
(see Table 1) cancel each other out. The requirements for
accuracy, integrity and continuity of function (see the previous
section) can be met.
The integrated navigation system works as a
“Complementary Filter:” DGPS positions are low-pass filtered
to eliminate the noisy DGPS position errors and to gain the
good long-term position accuracy. INS positions are high-pass
filtered to eliminate the long-term position drift and to obtain
the good dynamic behaviour of the INS.
FLIGHT TESTS WITH SATELLITE MASKINGS
Several flight tests have been performed with the INLS to
examine its accuracy, integrity and continuity of function
under realistic conditions. The results of a flight test “A” with
DGPS as a reference are presented here to demonstrate the
quality of the INS calibration. The results of another flight test
“B” with a Laser Tracker as a reference are given in the next
section to demonstrate the long-term accuracy of DGPS
positions.
Flight test A was a 2.5 hour flight consisting of
steady-states and maneuvers. The horizontal component of the
difference between the INLS position and the DGPS position
is plotted in Figure 3. The “spikes” of this “internal”
horizontal position error AXhor originate from satellite
constellation changes. The triangular-shaped curves arise from
dynamic DGPS errors and residual errors of INS calibration
that take effect during dynamic conditions. The low noise
between spikes and triangular-shaped curves is the DGPS
noise and the INS noise. For t > 313000 seconds, a
steady-state flight with an autopilot was flown: the mean
internal horizontal position error here is only 5 cm! The last
I3
 Autopilot --
___-__-
NOAutopilot

I
I ..! ll /I I

Fig. 3. “Internal” Horizontal Position Error AXhor versus

Time t (Flight Test A) Fig. 5. Peak Values of the Horizontal Position Error M h o =
Versus the Duration Atmask of Satellite Masking

,x I shorter than the natural period of the Schuler oscillation

(Tschuler= 84.4 min), the horizontal position error M h o r can
obviously be approximated as follows:

eT-
3%:

1l 2 L l
~
YIlltma

~
”0

_
,”a

_
1 m o

_
,30130

Fig. 4. Drift of the Horizontal Position Error AXhor due to

,om0

_
fi on

_
_.
_ ~ ~ -
With the maximum values of Figure 5 the horizontal
accelerometer offset AUhor can be estimated:

Aahor < 0.001 7 m/s2.

60 60 Seconds Satellite Masking (Flight Test A)

part of flight test A (1 < 313000 s) was a dynamic flight Without attitude changes of the aircraft, the Kalman Filter
without autopilot: the mean intemal horizontal position error cannot separate a horizontal accelerometer offset Aahorand a
increases here to 8 cm.
horizontal attitude error, i.e., the angle Ehor between the true
These results demonstrate the excellent short-term accuracy vertical and the misaligned vertical of the INS. Due to this
of the INLS. misalignment, the gravity g couples in as a horizontal
The next problem that has been resolved is the long-term acceleration
accuracy of the INLS during satellite maskings. For this
purpose, the original GPS data of flight test A were changed:
artificial satellite maskings with a duration of 60 seconds have
been tested. During t h s time period, GPS positions are
computed to have reference positions, but are not used to
calibrate the INS. Figure 4 shows how the horizontal INS The horizontal misalignment &hor can beapproximated with
position error AXhor increases. The error curve is shaped like a the value hahor above:
parabola: this observation will be confirmed later. Receiving
new GPS positions after the masking period, the horizontal &hor < 0.01”
position error hXh, is reduced to a few centimeters within 10
seconds.
In several tests, the satellite masking period Atmask has been << TSchder, the mean drift Mhorof the INS is
If Armmask
v ~ e from
d 30 seconds up to 120 seconds each. These tests obviously proportional to the duration Atmask of satellite
have been performed to check the best case and the worst case masking:
position error characteristic. The peak values of the horizontal With the value Am, above, samples for Mhorcan be
position errors AXhor caused by these artificial satellite obtained for steady-state flight conditions (see Table 2).
maskings are shown in Figure 5 as a function of the duration
Atmask of satellite masking.
A least square algorithm was used to draw a line through
the points in Figure 5 . For masking periods significantly

14 IEEE AES Sysrems Magazine, July 1994

 Table 2. Drift AXhor of the Horizontal Position Error as a
Function of the Duration Atmaskof Satellite Masking
Atmaek AJirhor
0.026 m/s
0.051 m/s
0.077 m/s
120 s 0.102 m/s
I characteristic of the Kalman Filter.
1 -
L ,A <A 6m 8 b om.
-
2bw
W t I I &.I
Fig. 6. Ground Track of Flight Test B
(North Position versus East Position)
Evaluations of extreme maneuver flights with bank angles
up to 42” result in mean drifts that are reduced by a factor of at
least 50 compared with the typical AHRS drift. Altogether the
worst case drift can be given as follows:
AXhor< 0.5 m/s,
This value is equivalent to the typical drift of high quality
Laser Inertial Navigation Systems (LINS),
The INLS ensures that the availability of position
information is maintained even if there is a total loss of GPS
signals for a few minutes. In this case the accuracy
degradation is estimated by the Kalman Filter and can be used
to issue a warning to the pilot if the accuracy is not sufficient.
Therefore a higher degree of integrity is achieved in the INLS
than in conventional landing systems.
FLIGHT TESTS WITH A
LASER TRACKER REFERENCE
Another flight test B was carried out using a Laser Tracker
as a reference. The ground track of this flight is shown in
Figure 6: the aircraft flew an ILS approach to the airport of
Braunschweig, Germany (from right to left). The origin of the
coordinate system is the Touch Down Zone. The same ground
track is shown in Figure 7 with additional height information:
this figure is a 3-dimensional presentation called
“Autostereogram” or “Single Image Random Dot Stereogram”
(SIRDS) that displays “frozen condensation trails” of the
IEEE AES Systems Magazine, July 1994
aircraft. For instructions on how to view this picture see
associated caption and/or [8].
A Laser Tracker was used to determine the absolute
positions of the aircraft. Figure 8 shows the differences
between positions determined by the INLS and positions
measured with the Laser Tracker: AX is the in-track error, Ay
the cross-track error and Az the vertical error. Each position
error is split into Path Following Error (PFE, low frequency)
and Control Motion Noise (CMN, relatively high frequency)
in accordance with ICAO Annex 10 [l]. Figure 8 shows the
Path Following Error of the INLS during flight test B: the
in-track and cross-track position errors are always less than 2
m, the vertical position error is always less than 1.2 m!
The results of the Laser Tracker evaluation show that the
long-term accuracy of absolute positions computed with the
Realtime Differential Algorithm is in the order of 1meter.
Short-term DGPS position errors (spikes in Figure 3!) are
suppressed by the integrated system due to the low-pass
SUMMARY
The requirements for automatic landing systems (accuracy,
integrity and continuity of function) have been discussed in
this paper. It has been shown that, in theory, the integration of
GPS with an Inertial Navigation System leads to a navigation
system that meets the given requirements. The evaluation of
several flight tests with the Integrated Navigation & Landing
System (INLS) developed by DASA yield the following
results:
The long-term position accuracy of the INLS is guaranteed by
the DGPS and is in the order of 1 meter.
The short-term position accuracy of the INLS is gained by the
inertial sensors although they have a very poor long-term
accuracy.
The Satellite Navigation System is autonomously monitored
onboard by the INLS. The Kalman Filter detects and
eliminates short-term position errors by using redundant
measurement information (complementary sensor
characteristic, timely redundant measurements).
Additionally, the Kalman Filter determines the accuracies of
the positions computed by the INLS: accuracy degradations
will be detected and indicated to the pilot.
The continuity of position information even during phases of
satellite masking is guaranteed by the INS within the INLS. In
general, satellite masking of even a few minutes does not lead
to a loss of continuity of function.
The technique of system integration greatly enhances
integrity, user acceptance and confidence, even in critical
phases of fight such as an automatic landing. All in all the
INLS meets the requirements for automatic landing systems.
The performance of this system is at least as good as those of
Instrument Landing or Microwave Landing Systems. It can be
used on all airports not equipped with conventional landing
systems.
 Fig.7. Autostereogram (3-Dimensional Picture) of the Flight Track of Flight Test B
To view this picture, put it o n a table and illuminate it so that no shading occurs. Look at the picture at a distance of about 20 cm -
50 cm with non-converged eyes (“uncross” them) as if you were looking at a distant object. Now each eye sees a separate, blurred
picture; these appear to overlap. Watch the picture for awhile, relax and . . . suddenly a 3-dimensional object emerges, the image
becoming sharper and sharper. It can be described as “frozen condensation trails.” It must be noted that unfortunately some people
cannot view this kind of picture: e.g., people with one dominant eye. For more information, see [SI.

REFERENCES

[l] ICAO: “Aeronautid Telecommunications,Annex 10 to the Convention on

InternationalCivil Aviation.’‘Fourth Edition. 1985.

(21 RTCA: “DGNSS Instrument Approach System: Special Category I

(SCAT-I).” Document No. RTCADO-217, Prepared by: SC-159, August 27,
1993.

[3] J. Davis, B. Kelly: “RNP Tunnel Concept for Precision Approach and
Landing.” Fourteenth Meeting AWOP, Montreal, 1993.
, iw
3
0 SDI
TouchDown- I RollOut ~
[4]Joint GPS Program Office: “Navstar GPS Interface Control Document.”
ICD-GPS-200B-PR.1991.

[SI R. Loh and R. Braff: “Analysis for Stand-Alone Differential GPS fol
Precision Approach.” NON, London, 1991.

Fig. 8. Differences Between Positions Determined by the
INLS and Positions Measured with the Laser Tracker
vea-sus Timet (Flight Test B):
AX= In-Track Error, Ay: = Cross-TrackError and Az =
Vertical Error. (Discontinuities of the cufves are due
to laser tracker dropouts!)
[6] P. Friep: “Kinematic GPS Positioning for Aerial Photogrammetry.”GPS 90;
Ottawa, 1990.
[7] Th.Jacob, J. Meyer-Hilberg, U. Wacker: “Integrated Navigation & Landing
System using Global Navigation Satellite Systems.” DifferentialSatellite
Navigation Systems (DSNS) 93, Amsterdam, 1993.
[8] H.Thimbleby and C. Neesham: “How to Play Tricks with Dots,”New
Scientist, 9 October 1993.

16 IEEE AES Systems Magazine, July 1994

 Dr.-Ing. Jochen Meyer-Hilberg was bom February 19,1960 in Berlin. He received his Diploma in Communications
Engineermg in 1984 and his Ph.D m Digital Processing in 1989 from the Technical University of Darmstadt, Germany
Since 1990he has been a Systems Engineer at Deutsche Aerospace (Dasa) in Ulm, Germany, and is responsible for the
software development of Dasa’s Intedrated Navigation and Landing System.
Dr. Meyer-Hdbert is a Prize Winner of the VDWITG (Verband Deutscher Elektrotechniker/Informationtechnlsche
Gesellschaft) Literatu= Award 1991 for hls publication.

P-

Thomas Jacob received the Dipl-Ing from the Technical University, Braunschweig, November 1984 in Aeronautical
Engineering and the Dr.-Ing from the Technical University, Braunschweig in Mechanical and Electrical Engineering. He is
presently at Deutsche Aerospace where he is the Technical Director of a project for the German Space Agency on Integrity
of Satellite Navigation.
He was formerly at the Institute of Flight Guidance and Control, Technical University, Braunschweig, where he is a
Scientific Research Engineer. Previously he worked on the improvement of reliability and continuity of General Aviation
Flights using GPS technical responsibility in a research project of the German Ministry of Research and Technology,
working on the development of GPSDRS Integrated Navigation Systems. He also was engaged in the operational aspects
of Satellite Applications for high precision aircraft, Navigation Technical responsibility in a research project of the German
Ministry of Research and Technology.
He was Cochairman of the Space Technology group of the German Institute of Navigation in 1989, Co-chairman of
DGPS-Format DGPS91 Standardization of the German ION in 1991 and RTCASCAT-I Team member in 1993.

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