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Figure 1. The MAGNET ground
segment employs receivers and computers to preprocess the GPS range
measurements, which are then transmitted to the Master Control Centre
(MCC) using an X.25 leased phone line or very small aperture terminal
(VSAT) satellite link. The MCC processes the signal to generate the
correction data, which are broadcast as a navigation message through
the Euridis link and on to users.
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Figure 2. The MAGNET MCC uses
all incoming data to develop a model of the ionospheric delay and
delay error at the GPS L1 frequency over the region within view of
the RIMS network. This screen capture shows the output of one such
model.
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Figure 3. The circuit height
for the Paris demonstrations was 1,800 feet (550 metres). As seen
in this plot, the aircraft intercepted the glideslope at a range of
5.5 nautical miles before beginning a 3-degree approach, terminating
in an overshoot at 200 feet at a range of 0.5 nautical mile.
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Figure 4. This plot demonstrates
the pilot's ability to follow the ESTB localiser guidance to within
0.5 degree during the approaches.
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Figure 5. This graph shows that
prior to the overshoot at 0.5 nautical mile from the runway, the pilot
is able to keep the aircraft within 0.3 degree of the approach path.
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Figure 6. This plot compares
the ESTB derived position and the aircraft truth track for one of the
Paris approaches. The results are presented in East and North axes and
are well inside the 16-metre lateral accuracy requirements for Cat-I
approaches.
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Figure 7. This graph compares
the ESTB position and the truth track in the vertical direction. The
Cat-I vertical accuracy requirement is 7.7 metres, and again the ESTB
solution is within this accuracy.
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Figure 8. ESTB V1 will operate
eight new reference stations, which are now being equipped with GPS/GLONASS
receivers, as well as additional processing centres and access stations.
This diagram shows the general configuration of the future ESTB V1 ground
segment
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