曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

correction information
􀀴 The information is broadcast via geostationary satellites, in the same band
as the core constellations
􀀴 SBAS elements:
􀂾 a network of ground reference stations that monitor satellite signals
􀂾 master stations processing reference stations data and generating
SBAS signals
􀂾 uplink stations to send the messages to the geostationary satellites
􀂾 transponders on the satellites to broadcast SBAS messages
􀀴 SBAS (where supported) provides higher availability of GNSS services and
lower minima than ABAS
􀀴 Approach procedures with vertical guidance (APV-I and -II)
􀀴 Developments to achieve Cat-I-like minima are underway
􀀴 ICAO Annex 10, Volume I, section 3.7.3.4
ATMB–CAAC Workshop on GNSS Beijing, 16-17 April 2007
GNSS elements: SBAS (2)
􀀴 Wide Area Augmentation System (WAAS) - commissioned for
safety-of-life use in 2003
􀀴 European Geostationary Navigation Overlay Service (EGNOS) -
initial operations started in 2005
􀀴 Multi-functional Transport Satellite (MTSAT) Satellite-based
Augmentation System (MSAS) - satellites launched in 2005-2006
􀀴 GPS aided Geostationary Earth Orbit (GEO) Augmented Navigation
(GAGAN) - to be completed in 2008
􀀴 SBAS coverage area vs service area:
􀂾 SBAS coverage area: GEO satellite signal footprint
􀂾 SBAS service area: service area established by a State within
SBAS coverage area
ATMB–CAAC Workshop on GNSS Beijing, 16-17 April 2007
GNSS elements: GBAS/GRAS
􀀴 GBAS: ground-based augmentation system
􀀴 Operates in the VHF NAV band (108 – 117.975 MHz)
􀀴 Supports precision approach service (currently up to CAT I) and
optionally positioning service
􀀴 Precision approach service provides “ILS-like” deviation guidance
for final approach segments
􀀴 Can support multiple runways
􀀴 GRAS: ground-based regional augmentation system
􀂾 an extension of GBAS to provide regional coverage down to
APV service
􀀴 ICAO Annex 10, Volume I, section 3.7.3.5
ATMB–CAAC Workshop on GNSS Beijing, 16-17 April 2007
GNSS signal-in-space
performance requirements
􀀴 Accuracy – The difference between the estimated and actual
aircraft position
􀀴 Integrity – A measure of the trust which can be placed in the
correctness of the information supplied by the total system. It
includes the ability of the system to alert the user when the system
should not be used for the intended operation (alert) within a
prescribed time period (time-to-alert)
􀀴 Continuity – The capability of the system to perform its function
without unscheduled interruptions during the intended operation
􀀴 Availability – The portion of time during which the system is
simultaneously delivering the required accuracy, integrity and
continuity
ATMB–CAAC Workshop on GNSS Beijing, 16-17 April 2007
GNSS signal-in-space performance
requirements (Annex 10, Vol.I)
Typical operation
Accuracy
horizontal
95%
Accuracy
vertical
95%
Integrity
Time-to-alert
Continuity
Availability
En-route 3.7 km
(2.0 NM)
N/A 1 – 1 × 10–7/h 5 min 1 – 1 × 10–4/h
to 1 – 1 × 10–8/h
0.99 to
0.99999
En-route,
Terminal
0.74 km
(0.4 NM)
N/A 1 – 1 × 10–7/h 15 s 1 – 1 × 10–4/h
to 1 – 1 × 108/h
0.99 to
0.99999
Initial approach,
Intermediate approach,
Non-precision approach (NPA),
Departure
220 m
(720 ft)
N/A 1 – 1 × 10–7/h 10 s 1 – 1 × 10–4/h
to 1 – 1 × 10–8/h
0.99 to
0.99999
Approach operations with
vertical guidance (APV-I)
16.0 m
(52 ft)
20 m
(66 ft)
1 – 2 × 10–7
per
approach
10 s 1 – 8 × 10–6
in any 15 s
0.99 to
0.99999
Approach operations with
vertical guidance (APV-II)
16.0 m
(52 ft)
8.0 m
(26 ft)
1 – 2 × 10–7
per
approach
6 s 1 – 8 × 10–6
in any 15 s
0.99 to
0.99999
Category I precision approach 16.0 m
(52 ft)
6.0 m to 4.0 m
(20 ft to 13 ft)
1 – 2 × 10–7
per
approach
　
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