ARAIM

From Navipedia

As traditional RAIM techniques continue evolving to

cope with different requirements and tailored to different
applications, the GNSS Evolutionary Architecture Study
(GEAS) panel has proposed an Advanced RAIM
technique able to guarantee LPV-200 operation
worldwide, up to 2030 timeframe (i.e. excluding GPS III
effort).

Fundamentals
Title

ARAIM

Edited by

GMV

Level

Basic

Year of Publication

2011

Contents
1 Context
2 ARAIM Recommendations
3 ARAIM Rationale
4 ARAIM Concept
5 Related articles
6 References

Context
In its report of 2010[1], the GNSS Evolutionary Architecture Study (GEAS) panel recommends a path to
achieve worldwide LPV-200 capability for air navigation. For that purpose, the following challenges are
identified:
Faults: usually reflected as satellite clocks run-off or upload of faulty navigation data (observed about
3 times/year for GPS),
Rare normal conditions: general space weather conditions (e.g. ionospheric anomalies) that introduce
Hazardous Misleading Information (HMI),
Constellation weakness: too few satellites are well positioned for navigation purposes,
Radio Frequency Interference (RFI): intentional or not, may lead to GNSS blockage.
The following Table identifies the challenges tackled by the different single frequency technologies.
Vulnerability Matrix
Constellation/challenge Fault Rare Normal Constellation Weakness
RFI
RAIM
detect
detect
most vulnerable (>27 sat) vulnerable
GBAS
detect
detect
vulnerable (> 23 sat) vulnerable
SBAS

detect

detect

vulnerable (> 23 sat)

vulnerable

Improving these systems to dual frequency would:

Tackle rare normal conditions,
Tackle most of unintentional RFI, such as those caused by DME (Distance Measuring Equipment).

ARAIM Recommendations
As implemented currently in aircrafts, Receiver Autonomous Integrity Monitoring (RAIM) only supports
lateral navigation. In order to cover vertical guidance, Advanced RAIM (ARAIM) techniques were
recommended to include[1]:
Frequency diversity (e.g. using dual frequency measurements on L1/L5 for GPS),
Geometry diversity (e.g. using as many GNSS constellation as possible in order to reach the required
levels of satellite availability),
Use of an Integrity Support Message (ISM) that would convey safety assertions associated with each
of the core GNSS to the sovereign responsible for a given airspace,
less likely threats to GNSS such as faults in the Earth Orientation Parameters (EOP) or any fault
related to the generation of the ISM.
The GEAS report [1]stated that worldwide vertical guidance based on ARAIM is feasible using a joint
constellation of 24 Galileo satellites and 21 GPS satellites. This finding provides relief from a major concern
for aviation (since only 21 operational GPS satellites were guaranteed by the DoD and that Galileo might
run into some budgetary constraints).

ARAIM Rationale
The main reasons for which conventional RAIM techniques are considered not adequate for LPV-200
operations are:
Design assurance level required (severe-major/hazardous for LPV-200 and only major for LNAV),
Alert limits for LPV-200 are smaller when compared to LNAVs,
Multiple faults should now be considered for LPV-200,
LPV-200 operations have more stringent accuracy requirements.
For these reasons, GEAS proposed a modified RAIM algorithm called Advanced RAIM ARAIM which is
based on the following assumptions:
Satellite ranging error characteristics: instead of being assumed as zero mean Gaussian (conventional
RAIM), now the biases are also considered, contributing as a sum of biased Gaussian distributed
quantities.
Satellite Integrity Failure Models: the integrity failure rate is assumed to be 10-5/hour/satellite (instead
of 10-4/hour/satellite) and that the GPS Control Segment informs the user within one hour of the fault
onset. It is further assumed that the rate of faults causing multiple simultaneous satellite integrity
failures is 1.3x10-8/approach.
PHMI requirement is now allocated to three cases: fault-free, single fault and multiple faults (in
conventional RAIM, it was allocated equally among the first two cases).

ARAIM Concept

The Advanced RAIM (ARAIM) technique is based on the Solution Separation Method[2][3].
The computation of Protection Levels (PL) for ARAIM considers the following contributions:
Contributions of the pseudo-range residuals scaled to the position domain, weighed by a K factor that
contains the Probability of Hazardous Misleading Information - P(HMI),
Contributions of the bias terms,
Contribution from the nominal conditions defined by the continuity/ accuracy requirements.
Furthermore, it is recommended that the approving authority provides additional information on the
overbounding distributions (both for nominal conditions and expected un-faulted behavior):
URA (User Range Accuracy) term describing the overbounding portion of the distribution that can be
root sum squared with the other error overbounding distributions,
URA term to contribute to the overbounding bias value,
Constant value independent of URA.
Finally, ARAIM is considered available if: VPL < = VAL
where:
VPL = max[VPL0,max(VPLn)] < = VAL,
VPL is the Vertical Protection Level,
VAL is the Vertical Alert Limit,
n represents the VPL computed by excluding the nth measurement.

Related articles
Integrity
RAIM
RAIM Fundamentals
RAIM Algorithms

References
1. ^ a b c Phase II of the GNSS Evolutionary Architecture Study, February 2010
2. ^ Blanch, J., Ene, A., Walter, T., Enge, P. An Optimized Multiple Solution Separation RAIM
Algorithm for Vertical Guidance. Proceedings of the ION GNSS 2007, Fort Worth, TX, September
2007.
3. ^ Lee2, Y.C. and McLaughlin, M. P., Feasibility Analysis of RAIM to Provide LPV 200 Approaches
with Future GPS, in Proceedings of ION GNSS-2007, Fort Worth, TX, September 2007
Retrieved from "http://www.navipedia.net/index.php/ARAIM"
Category: Fundamentals
This page was last modified on 18 September 2014, at 17:10.
This page has been accessed 15,014 times.

Privacy policy
About Navipedia
Disclaimers