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A GPS Navigation Set for Commercial Aviation Applications

Conference Paper · October 1983

DOI: 10.4271/831507

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 831507

A GPS Navigation Set for

Commercial Aviation

Applications
Mark A. Sturza

Litton Aero Products DiY.

Canoga Park, CA

ABSTRACT
contain three satellites spaced 120° apart in
The NAVSTAR Global Positioning System 12-hour orbits. The relative phasing of the
(GPS) will be the pre-eminent navigation system satellites from one orbital plane to the next
of the 1990's. The LTN-700 GPS Navigation Set is 40°. In addition to the 18 operational
is the first GPS navigation set specially de- satellites, there will be 3 act~ve spares.
signed for commercial aviation applications. Each satellite will continually transmit
Design specifications for the LTN-700 are based navigation signals at Ll=1575.42 MHz and
on ARINC and RTCA documents. L2=1227.6 MHz consisting of the p-code ranging
THE PURPOSEOF THIS PAPER is to describe a signal (10.23 MBPS). the CiA-code ranging sig­
a NAVSTAR Global Positioning System (CPS) nav­ nal (1.023 MBPS). and SO BPS data providing
igation set (the LTN-70Q) specifically opti­ satellite ephemeris and clock bias information.

mized for commercial aviation applications and Navigation using GPS is accomplished by
review the applicable performance requirements passive triangulation. The GPS user equipment
and specifications. measures the pseudorange to four satellites.
Previously described GPS navigation sets con~utes the position of the four satellites
have been optimized for high performance tacti­ using the received ephemeris data; and pro­

cal environments (military applications) or cesses the pseudorange measurements and sat­

static operation (time transfer and geodetic ellite positions to estimate three-dimensional
survey applications). user position and precise time.
All in-service commercial aviation avion­ Two classes of GPS service will be avail-
ics are certified by the Federal Aviation able: The Standard Positioning Service (SPS)

Administration (FAA) in one of two basic forms: and the Precise Positioning Service (PPS). The

Technical Standard Order (TSO) or Supplemental BPS. utilizing the CiA-code signal. will be

Type Certificate (STC). TSO's and STC's are

available to the general public. It will pro-
generally based on specifications prepared by vide a horizontal position accuracy of 40 meters

ARINC (published by Aeronautical Radio. Incor­ CEP (100 meters 2~RMS). A baseline user charge
porated; prepared by Airlines Electronic Engi­ of $370/year has been established for access to
neering Committee) and RICA (Radio Technical the SPS. The PPS. utilizing the P-code signal.
Commission for Aeronautics). At this time will only be available to a limited number of
there are no TSO's or STC's for certification non-DaD users in the interest of national
of GPS navigation sets and no ARINC or RTCA security. It will provide a 3-D position
specifications specificallyfQr GPS naviga­ accuracy of 16 meters SEP (Spherical Error
tion sets; however the LTN-700 has been Probable). The baseline user charge estab­
designed based upon appropriate DOT. ARINC. lished for access to the PPS is $3.700/year.
and RTCA documents. . .

THE GPS SYSTEM. ... .

The GPS .System i~ a satellite-based radio-
navigation sys.tem intend.,ed toPrOv1de highly

accurate three d1mensi6nal po~ition and precise

Figure l.
time on a continuous global bas~s. GPS has been

under development by the. Dep~rt~ent.of Defense

(DOD) since the early 1970fs~Whe~ the. system

GPS Satellite
becomes fully operational in late 1988. it will Constellation
consist of 18 satellites in six orbital planes
inclined at 55° (Figure 1). Each plane will

337
 PREVIOUSLY DESCRIBED GPS NAVIGATION SETS The LTN-700 is partioned into three LRU's
Previously described GPS navigation sets (Line Replaceable Units) (Figure 2):
- Antenna Preamp Assembly (APA)
have been optimized for military, time trans­

- Receive~ Processor Unit (RPU)

fer, or geodetic survey application. Magnavox
- Control Display Unit (CDU).
Advanced Products and Systems Company and

Rockwell Internationalls Collins Aviopic~

The APA consists of a conformal microstrip
L-band antenna and a preamplifier mounted on
Division are engaged in competitive develop­

the antenna underside. The conformal structure

ment contracts with the DOD for Phase II

of the antenna minimizes the effect on airframe

Full Scale Engineering Development GPS User

Equipment [11. Both contractors are develop­

aerodynamics. The APA interfaces to the RPU
ing three classes of GPS navigation sets: Low
through a single coaxial cable. providing the
L-band signal to the RPU and DC power to the
Dynamic, Medium Dynamic. and High Dynamic.
All of these sets have been designed to operate
APA. The use of a single cable minimizes re­
quired aircraft wiring.

using the PPS. Their environmental design

The RPU (Figure 3) is partitioned into

requirements have been based upon commonly

7 modules (Figure 4). The RPU interfaces to

specified military standards. They have been

the CDU through a single 12-wire cable provid­

optimized to counter EMF, jamming, and spoof­

ing threats.
ing 28 VDC power to the CDU and two ARINC-575
Commercial GPS navigation sets previously
[4] data busses. One bus is used to transfer
described appear to be optimized for survey
data from the RPU to the CDU. the other from
and time transfer applications. The Texas the CDU to the RPU. The RPU interfaces to
Instruments T14100 NAVSTAR Navigation [2) and
other avionics systems by way of a 5-wire cable

providing two ARINC-42Q [5J high speed data

the Interstate Electronics 4200 GPS time

Transfer and Positioning Receiver [3] are

busses for digital data and a single coaxial
cable providing a 1 PPS (one pulse per second)
examples. The TI 4100 utilizes both the 11

signal for time transfer. The time transfer

and L2 navigation signals and both the SPS and

capability is provided for utilization by

PPS. It is packaged in a 35,000 cc (2135 in3).

22 kg (48.5 lb) package. The Interstate 4200 future communication and ATC (Air Traffic

the BPS. It is packaged in a Control) systems [6]. A 3-wire cable providing

utilizes

35.600 cc (2174 in3) package and operates from

twoRS-232
databusses serves as a test equip­

115 - 230 VAC. 50 - 60 Hz power. ment interface. The RPU connects to the 115 VAG
400 Hz aircraft power through a 3-wire power
LTN-700 GPS NAVIGATION SET

The
cable. .

LTN-700 GPS Navigation Set is being

The CDU consists of a 5-line display. with

developed by the Aero Products Division of 16 characters per line; and a 31-pad keyboard.

Litton Systems Inc. for commercial aviation

This CDU was specifically designed for commer­

applications. It implements a Single-channel

cial aviation applications and is currently in

fast-sequencing Ll CiA-code architecture.

revenue service.

For medium dynamic applications « 4g). the

single-channel fast-sequencing configuration

provides the performance of a five-channel

continuous tracking configuration at the

cost of a single-channel sequential tracking

configuration. The LTN-700 design philosophy

is to minimize RF signal processing in favor

of digital signal processing and to minimize

hardware digital signal processing in favor

of software digital signal processing. This

philosophy significantly reduces costly RF

components while improving ~erforrnance. and

results in improved MTBF.

The LTN-700 is designed to provide 3-D

position and velocity. and time outputs with

the following accuracies:

Horizontal Position - 40 meters CEP

Horizontal Velocity - 0.1 meters/see

. (0.2 knots) CEP

Time - 300 nanoseconds l~

The designed reaction time (BEAC) (cold power

on to output of first fix) is 360 seconds.

The LTN-700 utilizes battery backed-up low

'power CMOSmemory for storage of GPS almanac

data, waypoints, present position and other

critical data. A battery powered real-time

clock (RTC) is used to maintain time. Thus.-

the operator is not requ~red to enter initial­

ization data every time the set is turned on.

338

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 MODULES

RF/IF
SYNTHESIZER (SYN
)
OSCILLATOR (OSC)

DIGITAL (DIG)

RECEIVER PROCESS CONTROLLER(RPC)

NAVIGATION PROCE 880R (NP)
INTERFACE (lNT) 11860-1-1
Figure 4. LTN-700 RPU Block Diagram

PERFORMANCE REQUIREMENTS ENVIRONMENTAL SPECIFICATIONS

The basic requirements of any commercial The basis for , environmental specif ications
aviation radionavigation service are to [7]: for commercial aviation avionics is Radio Tech-
nical Commission for Aeronautics (RTCA) Environ­
- Provide a service adequate mental Condition and Test Procedures for Air­
borne Equipment (DO-160A) [8]. This document
- Enhance economic specifies a series of standard environmenta!

test conditions (categories) and applicable

The LTN-700 utilizes the SPS which meets test procedures for airborne equipment. Four-
both of these requirements. The Federal teen environmental test categories are speci­
Radionavigation Plan (FRP) [7] lists fied. For each environmental test category,
24 general requirements for aviation navi­ specifications for various classes of equip­
gational systems. The LTN-700 has been ment are established and applicable test pro­
designed to meet each of these requirements. cedures are defined. Six of the test cate­
There are two basic phases of air navi­ gories (Explosion. Waterproofness, Fluid. Sand
gation (7): approach/landing and en route/ and Dust, Fungus Resistance and Salt Spray)
terminal. tiThe approach/landing phase is that are not applicable to the LTN-700. Non-
portion of flight conducted immediately prior applicable test categories are DO-160A
to touchdown. It is generally conducted with- Class X.
in 10 NM of the runway. The subphases may be
classified as non-precision approach and pre­
TEMPERATUREAND ALTITUDE - The LTN-700
cision approach and landing." "The en route/ is designed for installation in partially
terminal phase includes all flight except that controlled temperature and pressurized loca­

within the approach/landing phase. It con­ tions in aircraft in which the pressures are
tains subphases which are categorized
five by no lower than which is equivalent to an alti­
differing geographic areas and operating tude of 15,000 feet (4,600m) MSL. This is
environments: It DO-160A Class A2. The temperature limits
for this class are:
- Oceanic En Route

- Domestic En Route Low Operating Temperature: -15°C

- Terminal High Operating Temperature: +70°C

- Remote Areas Short-Term High Operating

Temperature: +70°C
- Helicopter
Low Ground Survival Temp.erature: -55 °C
The current controlled airspace navigation
accuracy requirements for each subphase are High Ground Survival Temperature: +85°C
shown in Figure 5.- The projected future
requirements are shown in Figure 6.
The 100 meter 20 RMS accuracy of the SPS The decompression limit is equivalent to
will allow the LTN-700 to meet the current and an altitude of 40,000 feet (12.000m) MSL.
projected future requirements for all en route/ The overpressure !imit is equivalent to an
terminal and non-precision approach operations, altitude of -15.000 feet (-4.600m) MSL.
 Altltud. T"Hic Routl Widttl AccurlCY 2 o-rms

Ph... Sub.Ph... (FIi~t Lev.n Density (NM) (mete..)

En Rout., ac.enlc FL 276 to 400 Nonnel 80 12.6NMIU

Termini. Domestic FL 180 to 800 Low 16 2000

Normel 8 1000

500. 18,000ft.. High' 8 1000

Terminll 500 . 18,000 h.. High 4 500

R.mot. 500 80,000 ft. . . Low 8 to 20 1000 to 4000

Helicopter 600.5000
ft.. Low(Off.Shore)NotDetermined1000to2000
Operl_lonl 500.3000 ft.. High (Land) 4 500

ApprOlch Non.Preclsion 250 to 3000 Normal 2 100

and Landing ft. lbor.

SUrfICI

Precision Clt t 100 to 3000 Normal

ft.tboYI :t9.1 mete,,(2) !3mete..13}

SUrfICI 8t 100 h. above Surfac.

Cat II 50 to 3000 Normal

ft. lbov. '!: 4.6 met.,. :I: 1.4 meter.

SUrfIC. I- 50 ft. .bore Surface

Cat III 0 to 3000 Normal

ft. above t 4.1 meters 1:. 0.6 meters

SurfacI at Surface .

(1) The distribution of this error is detailed in the "Report of the limited North Atlantic Regional Air Navigation
Meeting," dated 1976; ICAO Montreal Canada .

(2) This column is lateral position 2 sigma accuracy in meters for Precision Approach and landing

.
13)This column is "ertical position 2 sigml accuracyin metersfor PrecisionApproach and landing
f"t ,00" lurfeR
Figure 5. Current Controlled Airspace Navigation Requirements

Accuracy
Altitude Trlftic Route Width {meter"
Phase Sub-Phlse (Flight Level) Density (NMI 2 crrms

- better than
EnRoutel Oclamc . FL 275 to 400 Normal leis thin 60 12.8nm

Terminal Domestic fl180 to 600 Normal 8 1000

High 8 1000

500 ft to FL 180 Normal 8 1000

Terminal 500 it to Fl180 High 4 500

Remote 500 it to fL 600 Normal 8 to 20 1000 to 4000

Helicopter 500 ft to 5000 it Low IOft.Shore) 8 1000

Operations 500 ft to 3000 it High (Landi 4 500

Approach Non-Precision 250 to 3000 ft. Normal 1 to 2 100
and landing abovesurface
Precision' Cat I 100 to 3000 ft. Normal t 9.1 meten(11 :I:3 meters121
abovesurface at 100 ft. aboveSurface
Cat II 50 to 3000 ft. Normal ! 4.6 meters t 1.4 meters
abovesurface at 50 ft. aboveSurface
Cat III 0 to 3000 ft. Normal t 4.1 meters t 0.5 mete,.
abovesurface at Surface

(1) This c;oiumn is the 2 sigma lateral accuracy in meters

(21 This column is the 2 sigma verticil I accuracy In meters

Figure 6.. Projected Future Requirements

340

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 HUMIDITY. The LTN-700 is designed for
Humidity
(DO-160A
operation in a

an atmosphere
Class A).
Standard

in which
This

the
is
Environment
specified
relative
to be
humidity
is 95 per~ent.

VIBRATION - The LTN-700 is designed to

operate in the vibration environment typical

of rack mounted. non vibration isolated equip­
ment installed in fixed wing - turbo jet engine
aircraft (both subsonic and supersonic). This
is DO-160A Classes Band o. . The random vibration
specification curve for Class B is shown in Fig­
ure 7. The sinusoidal vibration specification
curve for Class 0 is shown in Figure 8.
MAGNETIC EFFECT - The LTN-700 is designed
not to exe~t magnetic effect on equipment one
meter or more in distance (DO-160A Class A).
DO-160A defines magnetic effect as a deflection
of 1 degree or greater of a free magnet when
the equipment under test is positioned on the
east-west line through the pivot of the magnet.

Figure 8. Class 0 Sinusoidal Vibration

Specification Curve

to 122VAC
and380Hzto 420Hz. During emer­

gency operation the operating frequency range

is extended to 360 Hz to 440 Hz. The voltage

and frequency modulation requirements for this

class are shown in Figures 9 and 10. respec­
tively. The surge voltage requirement is from
115 VAC to 160 VAC for 30 ms and from 115 VAC

to 60 VAC for 30 ms. The momentary power

interruption requirement is 200 ms. .Abnormal

operating condition (non-operating) limits
are:

10-5 Voltage: 97 VAG to 134 VAG

10
Momentary 0 to 97 VAC for up to

Undervoltage: 10 seconds
Figure Class B Random Vibration
Specification Curve Surge Voltage: See Figure 11

341

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 VOLTAGE SPIKE is designed - The LTN- 700

to operate where a high degree of protection

against damage by voltage spikeson the AC
power leads is required. This is DO-160A

Class A. The specified voltage spike wave-

form is shown in Figure 12.

AUDIO FREQUENCY CONDUCTEDSUSCEPTIBILITY -

The LTN-700 is designed to operate where a
high degree of protection against degradation
from conducted audio frequency on the AC power
leads is required (DO-160A Class A). The
induced signal is specified to be 750 Hz to
15~OOO Hz at not less than 5 percent of the
nominal AC input voltage.

IlKS fOUADz

- or CtWOllOOS or 'OU.lCt

--mrulIlIllIllllllll!!I!llllllllllIlllllli,!j!llll!
I
1110111.\:10' _PI

'l'yp1..1 Fonov. on Corvo

Figure 9. Frequency Characteristics of

AC Voltage.Modulation Envelope

Figure 12. Category A Voltage Spike Waveform

I- . ELECTROMAGNETIC COMPATIBILITY (EMC) - The
.
, LTN-700 is designed to operate in installations
u :' where it is essential that no electronic or
.
electrical equipment interfere with another.
This is DO-160A Class A. DO-160A divides EMC
specifications into three categories: Induced
Signal Susceptibility, Radio Frequency Inter­

ference (RFI) Susceptibi~ity. and RFI Source.

These specifications are too complex to

describe here.
Figure 10. Characteristics of AC Frequency. PACKAGING SPECIFICATIONS
~lodulation

Commercial aviation avionics are packaged

in compliance with either ARINC-404A (Air.

Transport Equipment Cases and Racking) [9] or

ARINC-600 (Air Transport Avionics Equipment
, , ..., Interfaces) [10]. ARINC-400/404A has been in
2! ." oJT"
effect since 1956. The majority of in-service

.. ".
>D ...
.. .., commercial aviation avionics are packaged in
.. '"
..
0'
'"
'..
the familiar ATR boxes covered by ARINC-404A.

.. '"
ARINC-600 was first approved for publication
in 1977. It supplements, rather than super­
sedes ARINC-404A. Avionics for the new "digi­
tal"
are
aircraft
packaged
(Boeing 757. 767 and Airbus

RPUis packaged
The
A310)

LTN-700
to ARINC-600.

in an

ARINC-600 6 MCUcase (approximately 3/4 ATR

short). This is the same form factor as the

Figure 11. Envelope of Equivalent Step DOD Phase II GPSUser Equipment Medium Dynamic

Functions of AC Voltage Surges Set intended for installation in Transport/

342

, , , ,

"""'C".",','.':"': "",.; ;";":';":'~""":~("""~';',,::;'.:i"':<':;'f;:~";;':,:.::;,:..;,:(,.."',,,.:~:C':"":":',;,:,,;:,!":';"':"..;;',~"":\:~',;::';'iii"":(;::;:\".':;'V.'..;",:!':":."!(~'~/,1';..\::<,:.,:',i':;.'.,j,.i:;',>,i:d,:<,,\,...,::/'!':~\:i':(<~;'::,.~'::::";;.~:,<,(..:""":

~
Tanker/Reconnaissance Aircraft and Helicop­
6 MCU case is 190.5 nun
SUMMARY

ters [1]. The nominal

(7.50 in.) wide. 324 nun (12.76 in.) long. and The LTN-700 GPS navigation set has been
194 nun (7.64 in.) high as shown in Figure 13. described and the applicable performance
This i53a tota! case volume of 12.000 cc
requirements and specifications have been
(731 in). The maximum permissible weight of reviewed.
a 6 MCU LRU is 15.0 kg (33.7 Ib). The maximum

permissible power dissipation of a 6 MCU LRU

with forced air cooling openings is 150 watts.
The LTN-700 is designed to be in compliance
with these weight and power dissipation ACKNOWLEDGEMENT
limitations.
The author wishes to thank Dr. David

Bjorndahl, Mr. Donald Leonhardt and Mr. Melvin

Matsuura of the Litton Aero Products Division

for their comments.

REFERENCES

[ 1] IIGPS User's Overview" NAVSTAR GPS Joint

Program Office, YEE-82-009.
Los Angeles, CA. September 1982.

[2] "TI 4100 NAVSTAR Navigator" Texas

Instruments. September 1982.

[3) "The 4200 GPS Time Transfer and Posi­

tioning Receiver" Interstate Electronics
Corporation. November 1982.

[4] "Mark3 Sub-Sonic Air Data System (Digi­

tal) DADS" ARINC Specification 575-3.

July 15. 1971.

r (7.50)
190,5Q 1
I
{ S]

[ 6J
"Digital
(DlTS)
October

Glen A.
II
ARINC
Information

1, 1982.

Gilbert
Specification

et. a1. ,
Transfer

"Civil
429-7,
System

Applica-
tion of NAVSTAR GPS"

[7] IIFederal Radionavigation Planll DOD-

No. 4650.4-P. DOT-TSC-RSPA-80-16.
July 1980.

175.00
[8] Conditions and Test Pro-
(6.89) IIEnvironmental

cedures for Airborne Equipment"

~ RTCA/DO-160A. January 1980;

j 46.00

(1.81 )
L
[ 9] "Air
Racking"
March 15. 1974.
Transport
ARINC
Equipment

Specification
Cases

404A.
and

Figure 13. LTN-700

REAR VIEW
RPU Case
11860-1-4
Size
[ 10]
faces"
ARINC
"Air

April
Transport

15, 1981.
Specification
Avionics Equipment
600-3.
Inter-

343

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