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THESIS

HYDROGRAPHIC APPLICATIONS OF THE
GLOBAL POSITIONING SYSTEM

by

Penny D. Dunn

and

John W. Rees, II

September 1980

Thesis Advisors: R. W.

Dudley

Garwood
W. Leath

Approved for public release; distribution unlimited

T195905

UNCLASSIFIED

SeCUKlTY CLASSiriCATION Or THIS »*aC fWttan Dmim Bnfrad)

lUDLFY KNOX LIBHAPV

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BKPOItE COMPLETINCi FORM

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MK^OMT NUMBCA

2. OOVT ACCKSSION MO<

>. nCCl^lCNT'S CATALOG NUMSER

4 TITLE ranrf iuftf'"*)

Hydrographic Applications of the Global
Positioning System

s TY^e OF ne^onT * ^entoo covered
Master's Thesis;
September 1980

•. PKMroRMiNC one. rcrowt numbcr

7. AuTMORrtJ

Penny D. Dunn and John W. Rees, II

• . CONTHACT OR GRANT NUM*eRC*J

• RCRFORMINO ORGANIZATION NAME AND AOORKM

Naval Postgraduate School
Monterey, California 93940

to. RROGRAM eLCMENT, PROJECT, task
ARtA * WORK UNIT NUMIERS

n CONTROLLING OFFICE NAME AND AODRCtS

Naval Postgraduate School
Monterey, California 93940

12. REPORT DATE

September 1980

11. NUMBER OF RAGES

227 pages

TJ MONITORING AGENCY namE * MOOt*€%tfH UltUrmnt from Conimllint Otllem)

Naval Postgraduate School
Monterey, California 93940

II. SCCuniTY CLASS, (el ihia rifiori)

Unclassified

tt«. OCCLASSIFICATION/OOMNGRAOING
SCMCOULC

l« DISTRIBUTION STATEMENT (ol Ihli ItaRarlJ

Approved for public release; distribution unlimited

17. DISTRIBUTION STATEMENT fot thm mttmtrmct mnfn^ In Blao* 20, U dlllmrmtt Irmm Jta^ort)

It SUPPLEMENTARY NOTES

I* KEY WORDS (Conilnua on r»9»r»» airf* II naca««arr an' It^nllty iy kiae* ni^kaO

Global Positioning System, GPS, Manpack, NAVSTAR, MVUE.

20 ABSTRACT (Contlnu* ar% f^mrm* tidm It n»c»u»mrr m»* IdanUtr ^T *l»tM nuM*aO

Global positioning satellite receivers have been tested under a
variety of conditions and have demonstrated exceptional accuracy.
The most portable of the Phase I development equipment is the
manpack/vehicle user equipment (MVUE or Manpack) . The purpose of
this study was to determine if a manpack is suitably accurate for
coastal hydrographic surveying at scales on the order of 1:20,000.
The MVUE was placed aboard the Naval Postgraduate School Research

DD .:°r7, 1473
(Page 1)

EDITION OF t MOV •• IS OBCOLCTt

S/N 0 J03-0I4- ««01 :

UNCLASSIFIED

SBCURITV CLASSIFICATION OF THIS PAO« (Wttmn Dala Kisimfd)

UNCLASSIFIED

tfaeuMiTv cuA»irte*TieM O^ Twh m^9Uf'*>m

Vessel (R/V) ACANIA and operated under survey conditions in
Monterey Bay, California. This objective required the testing of
the manpack developed by Texas Instruments, Inc., under varying
survey conditions to determine the degradation of positional
accuracy. The limit of the survey scale to which the unprocessed
manpack data could be employed in a real-time operation was found
to be 1:80,000 and smaller by the positioning error criteria of
0.5 mm to the scale of the survey [Umback, 1976]. Application of
differential techniques during the post-processing of the MVUE
position data increased the limit of the survey scale to 1:40,000
using the same positioning criteria.

°° 1 Jan^O ^**"^ 2 UNCLASSIFIED

S/N 0102-014-6601 iccuaiTv ct*MirieATioi« o' thi« p*oerw»««' ©•»• ««••'•-)

Approved for public release; distribution unlimited

Hydrographic Applications of the
Global Positioning System

by

Penny D. Dunn
Civilian, Naval Oceanographic Office
B.S., George Washington University, 1972

and

John W. Rees II

Civilian, Defense Mapping Agency H/TC

B.S., Juniata College, 1971

Submitted in partial fulfillment of the
requirements for the degree of

MASTER OF SCIENCE IN OCEANOGRAPHY ( HYDROGRAPHY )

from the
NAVAL POSTGRADUATE SCHOOL
)tember 1980

/-^^

ABSTRACT

Global positioning satellite have been tested under a
variety of conditions and have demonstrated exceptional
accuracy. The most portable of the Phase I development
equipment is the manpack/vehicle user equipment (MVUE or
Manpack) . The purpose of this study was to determine if a
manpack is suitably accurate for coastal hydrographic
surveying at scales on the order of 1:20,000. The rwUE was
placed aboard the Naval Postgraduate School Research
Vessel (R/V) ACANIA and operated under survey conditions in
Monterey Bay, California. This objective required the
testing of the manpack developed by Texas Instruments, Inc.,
under varying survey conditions to determine the degradation
of positional accuracy. The limit of the survey scale to
which the unprocessed manpack data could be employed in a
real-time operation was found to be 1:80,000 and smaller
by the positioning error criteria of 0.5 mm to the scale
of the survey [Umbach, 1976] . Application of differential
techniques during the post-processing of the MVUE position
data increased the limit of the survey scale to 1:40,000
using the same positioning criteria.

TABLE OF CONTENTS

I. INTRODUCTION 13

II. SATELLITE POSITIONING 16

A. STATE OF THE ART TRANSIT 16

B. NAVSTAR 18

1 . Applications 18

2. System Description 19

III. HYDROGRAPHIC TEST PROCEDURES AND PERFORMANCE 29

A. INTRODUCTION 29

1. Static Comparison ^0

2. Dynamic Comparison ^^

3 . Calibration -31

B. MRS III AND GPS COORDINATE FORMAT 32

C. EQUIPMENT INSTALLATION TESTS 33

1. Visual Inspection 33

2. Power Stability 33

3. Operational Check 33

4. Truth Check 34

5. Static Technical Performance 35

D. PERFORMANCE EVALUATION TESTS 35

1. Beach Test 35

2. Pier Test 36

3. Anchor Test 38

E. SURVEY OPERATION SIMULATIONS 38

1. High Dynamic Test 38

2. Suirvey Scenarios 39

a. Circle Test 39

b. Nine-Knot Lines 40

c. Five-Knot Lines 41

IV. ERROR ANALYSIS 42

A. GEODETIC CONTROL 43

B. COORDINATE TRANFORMATION 4 3

C. GEOMETRIC DILUTION OF PRECISION AND REPEATABILITY- 4 5

D. MRS III POSITION AND RANGE ERRORS 4 7

E. METEOROLOGICAL EFFECTS 49

F. STATION ELEVATION 50

G. MULTIPATH INTERFERENCE AND RANGE HOLES 51

H. TIMING 53

I. MVUE SATELLITE POSITIONING ERRORS 54

J. ANTENNA MOTION-- 54

K. TOTAL ERROR BUDGET 55

V. GENERAL OBSERVATIONS 59

A. MRS III 59

1. Range Errors 59

2 . Timing 59

3. Range Variations 60

B. GPS 60

1. Satellite Availability 60

2. Dynamic Versus Static MVUE Operation 60

3. Preferred Azimuth 61

4. Two Satellite Position 62

5. Truncation of Input Data 62

C. DEPTHS 62

1. Crossing Points 62

2. Tide Data 63

VI . RECOMMENDATIONS 64

A. GEODETIC 64

1. Comparison of MVUE Position with Known
Geodetic Station 64

2 . Occupy Each Geodetic Control Station With the
MVUE Receiver 64

3. Survey Geodetic Control Stations on WGS-72
Datum 64

B. MRS III 65

1. Redundant Range Observation 65

2. Additional Calibration Sites 65

3. Time of Calibration 65

4. Calibration Adjustment 66

5. Time Delay 66

C. GPS 66

1. Satellite Related Information 66

2 . Training 67

3. MVUE Data Logger 67

4. Antenna Cable Length 68

VII. CONCLUSIONS 69

APPENDIX A - Navigational Equations 71

APPENDIX B - Horizontal Control 73

APPENDIX C - Mini-Ranger III System Description 78

APPENDIX D - Tellurometer 81

APPENDIX E - Test Plan for GPS/Hydorgraphic Applications

Test 83

APPENDIX F - Offset Statistics 135

APPENDIX G - HDOP/GDOP Evaluation 140

APPENDIX H - MRS III Range Hole Graph 145

APPENDIX I - Histograms for Track Lines: Days 121-128 147

APPENDIX J - Glossary 177

LIST OF REFERENCES 218

BIBLIOGRAPHY 22 0

INITIAL DISTRIBUTION LIST 222

LIST OF TABLES

TABLE I - Range Error Budget-- 209

TABLE II - Acccuracy Criteria (90%) 210

TABLE III - Coordinate Shift (Derived from Doppler

Stations) Applied to Geodetic Control Stations- 211

TABLE IV - Mini Ranger III Calibration Data 212

TABLE V - Estimated Position Error (EPE) Data from MVUE — 213

TABLE VI - Track Line Data Log 214

TABLE VII - Mini Ranger III Position Error 215

TABLE VIII- Pier-Side Range and UTM Values 216

TABLE IX - WGS-72 Geodetic Positions (Waypoints) Entered

Into MVUE Versus Returned Values 217

LIST OF FIGURES

Figure 1 - GPS Earth Centered Coordinate System 180

Figure 2 - Geodetic Control Stations 181

Figure 3 - Mini Ranger III Trilateration (Two Dimensional

Geometry Example) 182

Figure 4 - Operating Area with Universal Transverse

Mercator Coordinates 183

Figure 5 - Tide Data for Days 125, 126, 127 184

Figure 6 - Geodetic Control Stations, Baselines and Co-
ordinates 185

Figure 7 - Beach Test: Day 121 (GPS Data) 186

Figure 8 - Beach Test: Day 128 (GPS Data) 187

Figure 9 - Pier Test: Day 122 (MRS III Data) 188

Figure 10 - Pier Test: Day 122 (GPS Data) 189

Figure 11 - Anchor Test: Day 123 (MRS III Data) 190

Figure 12 - Anchor Test: Day 123 (GPS Data) 191

Figure 13 - High Dynamic Test: Day 124 (MRS III Data) 192

Figure 14 - High Dynamic Test: Day 124 (GPS Data) 193

Figure 15 - Circle Test: Day 125 (MRS III Data) 194

Figure 16 - Circle Test: Day 125 (GPS Data) 195

Figure 17 - Nine-Knot Track Lines: Day 126 (MRS III Data) -196

Figure 18 - Nine-Knot Track Lines: Day 126 (GPS Data) 197

Figure 19 - Five-Knot Track Lines: Day 127 (MRS III Data) -198

Figure 20 - Five-Knot Track Lines: Day 127 (GPS Data) 199

Figure 21 - Plane Computations Versus Sodano Inverse

Computations 2 00

10

Figure 22 - Two d^j-_g Repeatability Contours (Mussel and

Monterey Bay 4 Operating Area) 201

Figure 23 - Two d Repeatability Contours (Luces Pt and

Monterey Bay Operating Area) 2 02

Figure 24 - Speed Dependent Range Error— 203

Figure 25 - Range Corrections from Mini Ranger III

Calibration Data 204

Figure 26 - Elevation Comparison 205

Figure 27 - Multipath 206

Figure 28 - Track Lines and Offset Azimuths 207

Figure 29 - Offset Vectors for Days 121 and 128 (Beach

Tests) 208

11

ACKNOWLEDGMENTS

The authors wish to thank: a good friend and classmate,
LT Virginia Newell, NOAA, without whose freely donated time
and energy we would not have finished this thesis in time
for graduation; Anna L. Rees and Robert L. Moulaison,
whose patience and support helped get us through the last
two years; our friends and classmates at the Naval
Postgraduate School who volunteered their time to help us;
and good old Murphy who finally showed up for getting this
thesis in final form.

12

I. INTRODUCTION

The NAVSTAR Global Positioning System (GPS) is designed
to be the most advanced three-dimensional navigation and
positioning system in the world in terms of accuracy,
coverage, and availability to all potential users. Phase
1, the Full Scale Engineering Developing, has beg\in with
Phase II Field Testing presently planned for 1982-83. The
system is planned to be fully operational in 1987
[Jorgensen, 1980].

As part of Phase I, a number of tests v;ere conducted
to determine how well the system performed under simulated
operating conditions. While GPS is also to be made avail-
able for commercial users, the testing emphasis has been
in the area of high positional and navigation accuracy as
applied to military usage. The operating conditions
simulated were military exercises, i.e., beach landings,
bombing runs, or ship navigation in narrow channels.

One item of importance to any military operation is
an accurate map or hydrographic chart. Accurate position-
ing is vital to the production of an accurate chart. This
is an application of GPS that has not been addressed by the
user community. Accurate positioning for mapping and
charting has long been a problem, especially for charting.

13

since it involves a platform moving in a random manner on
the water. The accuracy standards for hydrographic survey-
ing have been established by the National Ocean Survey
(NOS) . The standards allow an rms positional error of
1.5 mm at the scale of the survey of which approximately
0,5 mm is positioning error [Umbach, 1976]. This amounts
to 5 m of positioning error for a 1:10,000 survey scale,
10 m for 1:20,000, etc. The Texas Instruments (TI)
Manpack/Vehicular User Equipment (MVUE) was tested in a
simulated hydrographic operation to determine position
accuracy and, therefore, the survey scale to which the
MVUE is applicable.

Hydrographic operations will benefit from the imple-
mentation of the NAVSTAR GPS in several ways: positional
accuracy; continuous, worldwide, all weather availability;
simplif cation of survey operations; and cost reduction
[NAVAIDS, 1980].

At present, the Naval Oceanographic Office obtains
its position accuracy for coastal operations by the use
of short and medium range navigation aids. Deep ocean
navigation and positioning accuracy is dependent upon
a combination of long range electronic positioning,
doppler satellite navigation, and a inertial navigation
system which requires a sophisticated computer backup.
A navigation system not limited by range would be a great
asset [CNOC, 1979].

14

The Defense Mapping Agency (DMA.) and the Naval
Oceanographic Office (NAVOCEANO) are both interested in
satellite positioning as it applies to mapping and
charting [NAVOCEANO, 1979], The purpose of this thesis
is to supply information to these and other interested
government agencies and potential commercial users concern-
ing the application of one type of receiver, and to make
recommendations concerning future tests and applications
[CNO, 1980].

15

II. SATELLITE POSITIONING

A. STATE OF THE ART

Satellite navigation and positioning has been possible
for two decades. With the launching of Transit/NNSS (Navy
Navigation Satellite System) satellites in I960, worldwide
satellite navigation became a reality. For the first time,
surface and subsurface ships had a reliable, all-weather,
passive system that would allow the computation of latitude
and longitude to an accuracy of 0.18 5 km (0.1 nm)
[McDonald, 1979].

The Transit system is divided into three parts:
satellites, tracking systems, and user receivers and compu-
ters. The system requires a minimum of four satellites in
polar orbits at an altitude of 1075 km (600 nm) . The
satellites transmit on two frequencies: 150 MHz and
4 00 NHz. By measuring the Doppler shift, which is a unique
function of the user's position and motion relative to the
known satellite orbit, it is possible to determine one's
position. It is important to have an accurate method of
determining one's own velocity in order to solve the posi-
tion equations. If the motion is not known accurately,
additional position fix error will result.

16

Ground stations track each satellite and measure and
update emphemeris- and time synchronization data. A
central station controls system tracking and provides a
data injection facility, a central computer, and communica-
tions center. The user equipment is available to both the
military and civilian community. The commercial equipment
consists of a low cost, single channel receiver, a small
digital computer, a navigation program, and an operator's
control/display terminal. The military version has a dual
channel receiver and is usually tied into a sophisticated
integrated navigation system.

The Transit system works best in midlatitudes. Near
the equator, the orbits are spaced far apart and the user
must wait a considerable time (average 100 minutes) for a
position fix. Since the receiver antenna does not handle
signals well that come in from high elevation angles,
position computation in high latitudes is chancy. There
have been several proposals to eliminate the problem, i.e.,
more satellites, coded signals, and more orbits including
an equatorial orbit. These proposals would help eliminate
the long waiting period between satellites and shorten the
time interval needed to determine position (average 5-20
minutes) . They do not solve the problem of sensitivity
between position error and uncertainty in user velocity.
Position solution still requires a complex data processing

17

procedure and it only provides a two-dimensional position
[McDonald, 1979].

B. NAVSTAR

1. Applications

The NAVSTAR (Navigation Satellite Time and Ranging)
System enables an order of magnitude reduction in position-
ing error. It will provide the user with three-dimensional
information (Appendix A) : three-dimensional position
(latitude, longitude, altitude) ; three-dimensional velocity
(North-South, East-West, Up-Down) , and precise time. Most
of the medium and long range positioning and/or navigation
aids on the market today have been developed to meet general
navigation requirements and often have limited survey
applications. A system unaffected by variable ground con-
ductivity or signal loss would greatly improve the planning,
preparation, and conduct of survey operations worldwide.
If its accuracy meets the survey requirements, NAVSTAR may
replace some of the short range systems as well. It will
be usable by both the military and civilian community with
the degree of accuracy presently impossible.

Merchant vessels will be able to navigate port-to-port
using the NAVSTAR GPS as their primary navigation tool.
GPS could not only allow them to operate in an economical
manner but also navigate in congested waters with a
greater degree of safety. It could make sea-traffic

18

control feasible which is important in heavily trafficked,
narrow straits, i.e., the English Channel and the Straits
of Hormuz, and is especially important as oil tankers become
larger and more unwieldy.

It may possibly be used for air-traffic control. It
has been proposed that the system could allow narrower
flight path separation and greater traffic density at
terminals. Of particular value would be use for collision
avoidance and the routing of aircraft over the most econ-
omical routes [McDonald, 1979] .

GPS has been proposed for air search and rescue. The
oil companies may have a use for GPS for positioning of
floating drilling platforms. A substantial portion of their
research money goes to development of positioning systems.
In the area of research, it can be used as a time distri-
bution system for radio astronomy, for direct measurement
of ionospheric group delay (a function of the system's two
frequencies) , and as a very precise geodetic positioning
technique [Parkinson, 1978] .
2 . System Description

The NAVSTAR GPS is also divided into three parts;
space, ground, and user. The space segment originally
called for 24 satellites; three orbits (120° apart) with
8 satellites at an altitude of 20,183 km (10,898 nmi)
evenly spaced in each 12 hour orbit (Fig. 1) . This

19

configuration provided for multiple satellite visibility
and the best geometry for position determination. It also
provided for worldwide, full-time, instantaneous availability
[McDonald, 1979]. Due to budget considerations, the number
of satellites has been reduced to 18 [Jorgenson, 1980].

The position solution requires either four satellites
visible or three satellites visible and a known user altitude,
Both solutions require "good" relative satellite geometry in
order to determine position. If the needed number of
satellites are not in view or the geometry is poor, a system
failure occurs.

It was originally assumed that distributing the six
remaining satellites regularly (60 apart) about the orbit
(uniform constellation) would be satisfactory. However,
subsequent evaluation of that configuration indicated that
other orbit configurations would be better. The three
orbit configurations to be discussed are the unifom con-
stellation, the nonuniform constellation, and the rosette
constellation .

The original system description called for the
orbits to be at angles of 63° with the equitorial crossings
120° of longitude apart. For the uniform and nonuniform
constellation configurations, it was found that a longitu-
dinal different of 55° was better as it allows the three
orbit planes to be mutually perpendicular. The three

20

orbits then divide the earth's sphere into eight equal
octants, each octant being an equilateral spherical
triangle.

The uniform constellation configuration distributes
the satellites equally about the orbit, 60° apart, the
relative phasing of the satellites from one orbit plane to
the next is zero; i.e. , when the ground trace of a satellite
in one orbit is crossing the equator, satellites in the
other two orbit planes are also crossing the equator. This
property insures that the maximum distance between the
satellites occurs at the equator.

The difficulty with the uniform constellation is
that for mid-latitude users only two of the three orbits
are visible, and in order to acquire four satellites, the
user must wait until two satellites are visible in each
orbit. This is because the satellites are 60 apart. At
some point in time, the four satellites will assume a
symmetrical arrangement. When this occurs, all four
satellites are in the same plane and the navigation solu-
tion is indeterminate. This condition constitutes an
outage of the system.

With 18 satellites in a uniform constellation,
this problem occurs 72 times per day in the northern
hemisphere and 72 times per day in the southern for a
total of 144 outages a day in the midlatitudes. This
problem also occurs in the polar regions. Twelve times

21

a day in each region, an observer would have six satellites
visible where all six are in a common plane. Therefore,
a total of 168 periods of no solution occur per day with
the worst case locations suffering loss for up to a half
hour.

Various forms of the nonuniform 18 satellites con-
stellation have been investigated, all using six satellites
in each orbit plane. The best appears to be one that is
modelled on the original 24 satellite constellation but with
two adjacent satellites removed from each orbit plane. The
original relative phasing of 24 satellites was selected so
that ground tracks were common for sets of three satellites
(one from each orbit plane) resulting in eight ground tracks,
The six satellites removed from the original configuration
were selected to eliminate two ground tracks, leaving six.

Outages still occur as a result of poor geometry
but they have been reduced to six per day in each hemisphere,
They affect, unfortunately, the midlatitudes but only two
longitude regions. The outage areas are separated by 180
of longitude and are mirror images of each other. These
outage areas should be placed in locations that have the
least impact on users.

It has been suggested by Jorgenson, 1980, that these
areas be located over the North Atlantic and Pacific areas.
The outages would occur in each area three times a day for
a maximum of 4 0 minutes each time. In the southern

22

hemisphere the areas affected are in the Western Indian
Ocean and Eastern South Pacific. While placing the outage
areas in these locations would not seriously affect navi-
gation for most users, it may limit military and hydro-
graphic uses.

The rosette constellation consists of 18 separate
orbit planes as viewed from the North Pole. The longitude
spacing is 20 between orbits. The relative phasing of
the orientation of the satellites is again designed to mini-
mize outages such that when a satellite crosses the equator
in one place, in the adjacent orbit plane, the satellite is
40° ahead of the equator, in the next 80 , etc. Computer
simulation (modeling) has shown the^rosette constellation to
be the best. The only problem involves placing and main-
taining the satellites in their orbits. This is important
because replacement was to be done by the Space Shuttle
which would launch more than one satellite at a time.
Therefore, a "modified" rosette has been proposed: a 24
satellite rosette with six orbits missing. Replacement is
easier and geometry is almost as good as the nonuniform
constellation.

The navigation signal is transmitted from the
satellite on two RF frequencies: L^ at 1575.42 MHz and
L^ at 1227.6 MHz. The L signal is modulated with both
the P-code (Precision) and the C/A (Clear Access or

23

Coarse Acquisition) pseudo-random noise codes in phase
quadrature. The L^ signal is modulated with the P-code
only. Both L, and L2 signals are modulated with the
navigation data-bit stream at 50 bps. The codes serve
two functions: (1) identification of satellites as each
has a unique code pattern and (2) measure of navigation
signal transit time by measuring the phase shift necessary
to match codes.

The P-code, a long, pseudo-noise, precision code
generated by each satellite, is unique to each satellite
and repeats itself once every seven days. It is extremely
difficult to acquire the signal unless the ground receiver
knows which time-slice in the seven day code to search.
It is much easier to match the C/A code and lock on.

The C/A code, which repeats itself every milli-
second, is a short, pseudo-noise code also unique to each
satellite. It is relatively easy to match and lock onto
since the search time is so short. The C/A code is
normally acquired first and transfer is made to the P-code
by a handover work (HQW) contained in the navigation message.
The receiver generated P-code is shifted in phase to
synchronize with the incoming P-code when triggered by the
HOW. The total phase shift required for lock on is a measure
of pseudo-range time which includes user clock offsets,
propagation delays, and system errors.

24

The navigation message from the satellite contains
all the data that the user's receiver requires to solve for
a position. It includes information on the status of the
satellite, time synchronization information for transfer
from C/A to P-code, parameters for computing clock correction,
the ephemeris of the satellite, and corrections for signal
propagation delays. It also contains almanac information
and status of the other satellites. A detailed description
of the navigation message will not be given here other than
saying it is formatted in five subframes of six seconds
each for a total data frame of 30 seconds [Milliken, et al,
1978] .

Errors in pseudo-range measurements associated with
the satellites come from several sources. They are space
vehicle clock errors, atmospheric delays, group delays,
ephemeris errors, multipath, receiver noise and resolution
and unresolved receiver vehicle dynamics. The magnitude of
the residual uncorrected errors is summarized in Table I.
The satellite vehicle (SV) clock errors and ephemeric errors
are generally considered together since the SV clock error
is very small and can appear to be a component of ephemeris
error which is the difference between actual satellite
position and calculated position. Atmospheric delays result
from (1) refraction in the ionosphere which is a function
of frequency and (2) tropospheric errors due to elevation

25

angles. Group delays result from processing and passage
of the signal through the SV equipment and are generally
measured during ground tests of the equipment. Multipath
errors occur as a result of signal reception from more than
one propagation path distorting the data. Receiver noise
and resolution errors occur in signal processing and are
attributable to inaccuracies in the estimation of vehicle
dynamics. This error is compensated for by receiver
design and by Kalman processing of signals. No allowance
is made for high dynamics of the vehicle itself [Milliken,
et al, 1978] .

The ground Control Segment (CS) tracks the satellites
to determine ephemeris and clock error. These are then used
in models to predict ephemeris and clock error for each
satellite. This information is transmitted (uploaded) to
the satellite and passed on to the user as part of the
navigation message.

The Control Segment consists of four Monitor Stations
(MS) , an Upload Station (ULS) , and a Master Control Station
(MCS) . The Monitor Stations are located at Hawaii; Elmerdorf
AFB, Alaska; Guam; and Vandenburg AFB, California. The MS
are unmanned data collection centers and are under the
control of the MCS. The MS measures pseudo-range (sum of
actual range displacements plus the offset due to user timer
error) with respect to a cesium clock and meteorological

26

data to determine atmospheric delay corrections. The data
is processed at the MS and relayed to the MCS on demand.

The ULS and the MCS are both located at Vandenburg
AFB. The ULS uploads data to the satellite on receipt of
a control word. The data can be user navigation information,
diagnostics, or commands to change satellite time. The MCS
performs computations necessary to determine ephemeris and
clock errors, generates upload information for the ULS,
and maintain a record of satellite status and the contents
of the navigation processor. During Phase I testing, the
satellites will be uploaded at least once a day [Russell,
et al, 1978] .

The user segment at present consists of the Phase I
development equipment of which there are four types: X-set,
Y-set, Z-set, and the manpack (Manpack/Vehicle User Equipment)
The X-set is a high vehicle dynamic, four channel, dual
frequency system that acquires all four channels simultan-
eously. This provides the user with a real-time instan-
taneous position. The Y-set is a single channel, dual
frequency system that is sequential. Position update is
a function of the time it takes to cycle through the
channels. The Z-set is a single channel, single frequency
set that is also sequential. This set is the commercial
prototype model and is not as accurate as the X-set and
Y-set. The manpack is similar to the Y-set but its

27

reduced size also reduces the flexibility of electronic
processing hardware and software it can contain and,
therefore, reduces its accuracy.

28

III. HYDROGRAPHIC TEST PKOCEDURES AND PERFORMANCE

A, INTRODUCTION

The purpose of this test was to determine the scale at
which the MVUE satellite receiver could be successfully
used as the primary positioning system for a hydrographic
survey. "The indicated repeatability of a fix (accuracy
of location referred to shore control) in the operating
area, whether observed by visual or electronic methods,
combined with the plotting error, shall seldom exceed
1.5 mm (0.05 in) at the scale of the survey" [Umbach, 1976],
Of the 1.5 mm, approximately 0.5 mm is reserved for posi-
tional error [Umbach, 1976]. For simplicity, "seldom" will
be taken to mean less than 10 percent of the time [Munson,
1977] and the 1.5 mm value will be interpreted as a 90
percent accuracy level. Table II shows the relation of
this value to various survey scales.

To establish the repeatability of the MVUE satellite
receiver with respect to the shore, a relative comparison
with known geodetic points was required. Since both a
static and dynamic (shipboard) comparison were needed, the
geodetic stations had to be selected in the proximity of
the dynamic operation (Fig. 2) .

29

1. static Comparison

To detect drift in the satellite derived position,
the MVUE antenna was placed over a second order goedetic
mark, USE MONUMENT, established by the Corps of Engineers.
This mark was located 600 m south of the dynamic test area
on a sand dune adjacent to Del Monte Beach, 25 0 m from the
water line (Appendix B) . No first order station was known
to exist within or near the test area.

2. Dynamic Comparison

To control shipboard position information relative
to the shore, the Motorola Mini Ranger III (MRS III) short
range position fixing system was employed. A system
description is given in Appendix C. The MRS III was
selected because it was part of the navigation equipment
aboard the dynamic test platform, R/V ACANIA.

Positions were obtained using trilateration soft-
ware programmed into the MRS III Data Processor (Fig. 3) .
Range measurements (to the nearest meter) from the ship to
two third order USGS geodetic shore stations (Appendix B)
were converted into two-dimensional positions corresponding
to the Universal Transverse Mercator (UTM) coordinate
system (northing and easting) (Fig. 4) . In addition to UTM
positions, range information was recorded in order to check
the MRS III position solution and to apply calibration
corrections to the UTS positions during post-processing.

30

An automatic data recording system was used to
store the time, event number, and UTM position (northing
and easting) on magnetic tape and to record the time,
event number, and ranges on a paper printer.

Depths were recorded on a Raytheon Model DE-731
Recording Fathometer during the dynamic tests to provide
a relative topographic check at points where the ship's
track crossed over the same point. Tide data from the
Monterey, California, tide station (#941-3450) was used
to reduce the recorded depths to a relative scale (Fig. 5) .
The topography of the test area is a smooth, gentle sloping
(east to west, 10 m/km) , sand and mud bottom with depths
ranging from 30 m to 825 m.
3. Calibration

The MRS III was calibrated before and after the
actual field testing of the MVUE receiver to establish a
reference for determining system drift, remote antenna
height dependency, repeatability, and range correctors.
Four geodetic stations (Monterey Bay 4 (MB4) , USE
MONUMENT, SEASIDE, and MUSSEL) were selected as calibration
sites. One additional calibration site, NAIL (on the pier
adjacent to the R/V ACANIA) , was used. NAIL was surveyed
to third order accuracy by members of the test party. The
MRS III control station (receiver/transmitter) was set
over the surveyed position, NAIL, while the two MRS III
reference stations (code 1 and code 4) were individually

31

placed over each of the geodetic marks (Fig. 6) . The
measured baseline distances, recorded to tenths at two-
second intervals for one to two minutes, were compared
against inverse computations between the four pairs. The
four baselines varied in range from 1800 m to 4700 m. As
an additional check, a Tellurometer MRA 5 (Appendix D) was
used to measure the same ranges. The Raytheon depth
recorder was not calibrated, since only a relative depth
was needed to check track crossing points.

B, MRS III AND GPS COORDINATE FORMAT

Mini Ranger III (MRS III) data were collected in
Universal Transverse Mercator (UTM) coordinates and manpack
data in geographic coordinates (GP) . The MRS III data
processor read two range rates (in meters) and output either
the direct range data or converted the ranges into X,Y
coordinates transformed to correspond with WGS-72 related
UTM values. The manpack could output data in UTM and GP.
The UTM output, however, was in military UTM format which
uses zones and bands. Special MVUE data recording equip-
ment was unavailable. Data from the manpack was recorded
manually. During the pre-operational test period conducted
to familiarize test personnel with the procedures, the
military UTM fonnat was a source of confusion. The UTM
meter values changed rapidly when the ship is in motion;
therefore, it was simpler to record data in WGS-72 geographic

coordinates.

32

C. EQUIPMENT INSTALLATION TESTS

The tests conducted were divided into three categories:
equipment installation tests, performance evaluation tests,
and survey operation simulations. The plan for the GPS/
Hydrographic Applications Test is found in Appendix E.

1. Visual Inspection

A visual inspection was performed every time the
MRS III and the manpack were set up. Set up involved con-
necting all antenna cables, interface connections, antenna
mountings, and equipment mountings according to the equip-
ment specifications. Shore station batteries were checked
to verify that they were fully charged.

2. Power Stability

The power stability test v;as conducted onboard the
test vessel to measure voltage, ripple, and stability. The
power was found to be extremely stable. The test vessel
was the R/V ACANIA, the Naval Postgraduate School (NPS)
oceanographic research vessel. This ship is equipped with
the necessary hardware to regulate the power to specifica-
tions set by Texas Instruments (TI) . The only additional
equipment used was a regulated power supply to step down
the ship's voltage to the 24 volts required by the manpack.

3. Operational Check

The operational check of the manpack was conducted
every night during the test period. This required that

33

normal startup be accomplished, the Control Display Unit
(CDU) be operating properly, and the test functions be
performed with the required results. The manpack was
turned on and allowed 15 minutes to warm up. The necessary
information was entered through the CDU: initial time,
estimated altitude, best estimate of position. Also
entered at this time were waypoint (reference point) data
(eight positions in WGS-72 latitude and longitude) which
allowed the taking of range and bearing. No problems
were encountered at any time during any of the pre-operational
testing periods.

4. Truth Check

The truth check was used to determine the accuracy
of the Mini Ranger III Positioning Determining System (MRS
III) . It was conducted once to determine MRS III range
correctors. The MRS III transmitting antenna was removed
from the ship's mast and set up on the pier over a re-
surveyed (third order) position. Two MRS III transponders
were set up over preselected geodetic positions. The lo-
cation of these transponders was entered into the MRS III
Data Processor using X,Y positions in meters (UTM format)
with respect to the reference point on the pier. The
distance from the transponders to the reference point was
computed prior to this test using both inverse computations
and Tellurometer measurements.

34

5. Static Technical Performance

The static technical performance test was a simple
checklist of all the manpack operating functions. It was
performed every night before data collection was begun. No
problems were encountered throughout the testing period.

D. PERFORMANCE EVALUATION TESTS
1. Beach Test

The Beach Test was conducted for two nights; the
first at the beginning of the test period, the second at
the end. Observations were made to determine how well the
manpack static readouts compared to the latitude and
longitude of a known control point. The antenna of the
manpack was placed directly above a second order control
point and latitude and longitude readings were taken
every 30 seconds for a period of several hours.

The satellite data were taken before and after the
satellite ephemeris update. The elapsed time since update
makes a great difference in the recorded values. Data
taken before the update shows a mean offset value (differ-
ence between station position and GPS position) of 147.3 m
with a standard deviation of 15.3 m. A plot of the first
night of static data showed all the data points biased to
the NW of the control station; the mean offset was 36.25 m
with a standard deviation of 9.82 m (Fig. 7). A plot of
the last night of static data showed the points distributed

35

fairly uniformly about the station (Fig. 8) . The mean
offset was 7.43 m and the standard deviation was 3.23 m.
The difference between the two sets of data appears to be
a result of operating the manpack in the dynamic mode the
first night and the static mode the last. When in the
dynamic mode, the manpack assumes a velicity of 25 m/s
[TI, 1979]. It is assumed that the bias introduced the
first night was a direct result of operating in a dynamic
mode.

2. Pier Test

One night of testing was spent with the ACANIA tied
up at the pier in order to determine how well the manpack
operated in low-dynamic conditions (Figs. 9, 10). Local
wave and wind action on the ship's hull and superstructure
combined to swing the mast through an arc of several meters.
The manpack antenna was mounted on the mast on the MRS III
antenna support. This eliminated the problem of computing
an offset distance between the two antennae. Two line-of-
sight MRS III transponder reference stations were operated
simultaneously. The MRS III positions provided a measure
of how far the mast swung. The only disadvantage was that
the MRS III measured ranges in whole meters only. The
manpack positions were taken every 15 seconds for the duration
of satellite availability. (The timing is a function of
the receiver. the TI manpack waits 4.5 seconds after the

36

fix button is pushed to display a position. The display
stays lit for 10 seconds. Therefore, 15 seconds is the
minimum time between fixes.)

The data collected before and after ephemeris again
showed a wide variation. The data overall, however, showed
discrepancies larger than were expected. Prior to update,
the mean offset was 1018.86 m with a standard deviation of
85.81 m. After update, the mean offset was 87.04 m with
a standard deviation of 12.78 m. It is believed these
discrepancies are the result of weak signals.

When the tests were first discussed, it was desirable
that all the equipment be placed in a central location,
the ACANIA's dry lab. This required running 15 m of coaxial
cable having no greater than 3dB line loss. Texas Instruments
was unsure whether or not the receiver would function with
that long a cable. (They believed the antenna preamp would
not drive the signal for that length. ) An optimum of three
meter length cable was recommended. The 2 5 m length was
tried to determine if it were critical. During the course
of data collection, a large number of weak signals were
received. After that night of testing, the manpack was
removed from the dry lab to the chart room aft of the
bridge. This shortened the cable length to 5 m which,
while not entirely eliminating the problem, cut the frequency
of its occurrence significantly.

37

3. Anchor Test

The anchor test also occupied an entire night and
was conducted to determine how well the manpack operated
under moderately dynamic conditions. The MRS III trans-
ponder stations were operated as in the pier test. The
manpack receiver was moved to the chart room and the
antenna cable shortened; otherwise, it was operated as
before. The R/V ACANIA was taken out to deep water,
anchored, and the ship allowed to swing freely-* The man-
pack positions were taken every 15 seconds for the duration
of satellite availability.

Most of the data collection occurred before all the
updates to the satellites had taken place. While the mean
offset was 149.16 m with a standard deviation of 95.29 m,
an overview of the data shows an improvement in the offset
values from 520.9 m to less than 35 m in an hour. Unfor-
tunately, satellite acquisition was lost after two hours
on this occasion.

E. SURVEY OPERATION SIMULATIONS
1. High Dynamic Test

The high dynamic test simulates acceleration normally
experienced during inshore surveying. This test was designed
to determine whether loss or degradation of the manpack
signal would affect position accuracy in a high speed turn.
If the signal were lost, reacquisition time would become
critical; if degradation were to occur position error would

38

be critical. Night operations and the use of vessel larger
than hydrographic laimch C120 feet vs. 30 feet) precluded
running onshore lines and turns. Instead, it was decided
to run a line at maximum speed C9 knots) , make a 180 turn
(.Williamson) , and return on the original track. The MRS III
was again use-d for control.

Two tracks were run; one in a north-south direction,
and one in an east-west direction (Figs. 13, 14). The
north-south track was run before satellite update. The
mean offset was 315.7 m with a standard deviation of 19.79 m.
Only three satellites were available. The east-west line
was run after satellite update but the positions recorded
were worse than pre-update values. The mean offset value
was 1002,16 m with a standard deviation of 149.22 m. The
line was started with only two acquired satellites and one
signal was lost as the line progressed. It is assumed that
the bad values were the result of satellite signal loss.
2. Survey Scenarios

The survey scenarios involved three separate survey
stimulations; a circle test, a 5 knot series of track
lines, and two 9 knot track lines.

a. Circle Test

The circle test was conducted to determine how
much radial error, if any, was introduced into the manpack
position values. Two circles were run at a speed of 9 knots;

39

one in a clockwise, the other in a counterclockwise direction
(Figs. 15, 16) .

The first line was run in a counterclockwise
direction before the satellites were updated. The mean
offset distance was 31.10 meters with a standard deviation
of 13.81 m. The second line was run in a clockwise direc-
tion after the update. The mean offset distance was 18.31 m
with a standard deviation of 9.09 m. A visual comparison
of the two circle plots shows no radial displacement
between the MRS III values and the GPS, and none is indicated
by the statistics. Both lines were run with four satellites.

At the completion of the circle test, it was
decided to run a few 9 knot lines. Five available satellites
were acquired. NAVSTAR Two (PRN 7) has a bad cesium standard
which gave erroneous range values. Using this satellite's
information in the solution of the position equations
generally results in positions that have considerable error.
The offsets increased from approximately 300 m to greater
than 70,000 m. For this reason, this satellite was eliminated
from future testing.

b. Nine-Knot Lines

Two nine-knot lines were run because that speed
closest approached normal survey speed. Unfortunately, both
lines were run before satellite update, and these data
display the typical deterioration in position characteristic

40

of satellite ranges at the end of the 24-hour satellite
data. Mean offset for the two lines was approximately
109 meters with a standard deviation of 6 m (Figs. 17, 18).
c. Five-Knot Lines

Two lattices were run at 5 knots. The first
consisted of six lines; two north-south lines, two east-
west lines, and two diagonals. The second set also con-
sisted of six lines: three running NW-SE and three ■
running NE-SW (Figs. 19, 20) . Both lattices were designed
so that line crossings could be evaluated for both position
and depth. . As in other tests, lines run before update showed
very poor mean offset values and standard deviations.
However, for the nine lines run after the update, the
statistical results are very good. The average of the
mean offset values comes to 38.01 m and a 10.84 m standard
deviation. Visual inspection of the track lines indicates
that offset between the MRS III and GPS values shows a
north and east shift in GPS positions.

41

IV. ERRQTl ANALYSIS

To provide better control for comparing the NVUE
satellite position to the MRS III position values, various
error sources affecting geodetic positioning and the posi-
tion accuracy of the MRS III system were explored. Errors
which can occur fall into three categories: human error,
random errors, and systematic errors. Human errors result
from misreading instruments, transposing figures, faulty
computations, etc. This type of error was of particular
significance when considering the MVUE data which was
manually recorded. These errors were usually large and
were removed through the use of an edit program developed
for this problem. The MRS III data was recorded auto-
matically but still required the sam.e editing because the
data had to be transferred manually from paper copy to
punched cards. Random errors are those which cannot be
eliminated from the data. These errors result from acci-
dental and unknown causes and include instrument errors,
operator errors, observational errors, and ephemeral
propagation anomalies. Systematic errors include built-in
instrument bias, observer bias, faulty instruments, or
factors such as temperature or humidity changes which
affect the performance of measuring instruments. Some of

42

these errors are often manifested in a pattern which can
be recognized; therefore, they can usually be removed. For
those systematic errors which cannot be modelled, calibra-
tion will often produce estimations of the unresolved errors.

A. GEODETIC CONTROL

The first source of error involves the accuracy of the
geodetic control points. Geodetic accuracy is usually given
by the relative accuracy between geodetic control points.
Errors in the measurement of azimuths, angles, and lengths
affect the accuracy of geodetic points. The errors inherent
in these control points are further propagated into the
hydrographic positions.

The relative accuracy between control points for the
third order class II geodetic stations is 1:5000 (Appendix B) .
For two stations (LUCES and MB 4) , separated by 7715.5 meters,
a station error of 7715.5 m divided by 5000 or 1.54 m exists.
This translated into a 0.4 m change in position offset, that
is, shifting the coordinates of one station by 1.54 m altered
MRS III positions determined by trilateration so that a
small change occurred in the distance (offset) between new
MRS III position and the MVUE position.

B. COORDINATE TRANSFORMATION

Geodetic positions selected for MRS III shore sites
were surveyed on the North American Datum 1927 (NAD-2 7) .

43

The MVUE satellite data was recorded on the World Geodetic
System 1972 (WGS-72) . The MRS III derived positions were
computed in the UTM coordinate system as discussed earlier.

All stations were converted from NAD 27 to WGS 72 using
the adridged Molodenskiy formula. Two third order Doppler
stations (Pt. Pinos 10277 and Monterey 10211) [DMA, 1976],
within 1 km of Luces Point, were selected to compare the
standard Molodenskiy Conversion Formulas, used by DMA-HTC
to convert the NWL-9D (earth centered) surveyed positions
of the Doppler stations to WGS-72 positions, with the
abridged Molodenskiy derived positions. The average
position difference was 9,9 m at an azimuth of 306 02'
40.79" from south. When converted to UTM values, the mean
northing and easting shift for the two stations was +5.73 m
and -8.07 m respectively (Table III).

It was assumed that the datum shifts provided by the
abridged Molodenskiy formulas were adequate and any major
discrepancies would be identified as systematic and removed
in post-processing by coordinate shifts.

To compare the MRS III data with the flVUE data required,
the transformation of WGS-72 ellipsoid positions to the
plane UTM coordinated system. Initial UTM reference
station coordinates used in the MRS III Data Processor for
trilateration computations were provided by DMA-HTC. To
process the large volume of satellite data from WGS-72 to

44

UTM, it was necessary to use the U.S. Geological Survey
(USGS) computer program J380, Coordinate Conversion [USGS,
1977] . This was due to the incompatability of the DMA-HTC
software with the IBM 360/67 mainframe computer at the
Naval Postgraduate School. A check between DMA values and
the USGS program showed an average -0.034 m and +0.011 m
shift in northing and easting. Since the significant part
of this value is two orders of magnitude sm.aller than the
1 m resolution of the MRS III system, it will be assumed
that the computer values from the two sources are virtually
the same.

Variation of the baseline distance between two positions
occurs when calculated by the inverse method (Sodano) on the
ellipsoid (WGS-72) and when computed using the pythagorean
theorem on the plane (UTM) . Differences between the two
computations were found to change linearly from 0.01 m at
30 m to 2.2 m at 8000 m (Fig. 21). Position comparisons
between MRS III and MVUE values at distances less than
100 m would have less than an 0.02 m effect on the overall
error. Most of the positions were separated by less than
100 m, and therefore, the bias is negligible.

C. GEOMETRIC DILUTION OF PRECISION AND REPEATABILITY

"For range errors of a given magnitude the relative
geometry configuration between user receiver and unknown
reference stations used for the navigation fix determined

45

the magnitude of position errors. The accuracy with which
one can determine position is related to the range measure-
ment accuracy by factors known as Geometric Dilution of
Precision (GDOP) " [Djork, 1979] . Because testing was limited
to the x-y plane, the Horizontal Dilution of Precision (HDOP) ,
which is the two-dimensional aspect of GDOP, will be
addressed. HDOP is a dimensionless gain coefficient which
yields the horizontal position uncertainty when multiplied
by the rms radial range error. The two MRS III reference
stations were located such that the maximum error magnifi-
cation (HDOP) due to geometry was 1.8 (Appendix G) .

Two d or 95% reliability diagrams for the MRS III

rms -^ ^

shore station configurations are shown in Figures 22 and 23
for ranges with a standard deviation range error, la, of 2 m.
Repeatability is defined as the measure of the accuracy with
which the system permits the user to return to a position
as defined only in terms of the coordinate peculiar to that
system [Bowditch, 1977] . The diagrams indicate that within
each contour, 95 percent of the lines of position should
not be displaced with the arithmetric mean of the position
in any direction by more than the contour value. The
formula used to compute the reliability contours was:

where: 2d = 8, 10, 12 m position error or 95% reliability
rms f ' f J

46

a, standard deviation of each

}
a^ range line of position (rms range error)

a ~ ^2 ~ ^^ ^'^^ ^^^ ^"^^ ^'^^ system

D. MRS III POSITION AND RANGE ERRORS

Two independent methods were employed to evaluate the
MRS III derived positions. In both cases, recorded MRS III
range data was used to calculate the user position from two
known reference stations in the UTM plane coordinate
system.

Eighteen range pairs taken at one minute intervals from
day 121 line 6 were used in the first method. The range
values and known reference station coordinates (UTM) were
entered into a computer program, UCOMP, developed by
LCDR A. Pickrell, NOAA, to obtain geodetic positions and
x-y values from range-range hydrographic operations. The
mean difference for both northing and easting values was
0.8 m.

The second method is found in the computations used to
determine the Horizontal Dilution of Precision in Appendix G,
Four range pairs for positions at the limits of the survey
area were selected for position computation by the least
square technique. One position (#21099) was off by 17 m
easting and 84 m northing. This is believed to be a
result of signal losses encountered at that time while in

47

a Williamson turn. The mean difference for the remaining
three stations is 1.8 m northing and 1.6 m easting.

The differences from both methods translates into less
than a 0.5 m position offset change.

The listed probable range error for the basic MRS III
positioning system is + 2 m [Motorola, Inc. , 1979] . This
figure has been verified in three independent studies, one
by the Systems Test and Evaluation Branch of the National
Oceanic and Atmospheric Administration (NOAA) in September,
1977 [NOS, 1977] , one by the Canadian Hydrographic Service
in September 1973 [Munson, 1977] , and the other under the
direction of a joint USAF/Navy project at the Yuma Proving
Ground Inverted Ranger in October, 1978 [Bjork, 1979] .

Test results from the NOAA study indicated standard
deviations of 1.2 m and less at vessel speeds less than
7.8 m/s (15 knots) (Fig. 24), for the basic MRS III range
values. The Canadian study noted a RSS range error of
1.5 m for distances of 4 to 9 km. At Yuma, statistical
comparison of the MRS III range measurements with laser
truth data generated ranges supporting Motorola's claim
of a one meter system for the MRS III for static and
dynamic environments (to 20 m/s) [Bjork, 1979].

From pre and post calibration data for this project,
range values for the two reference stations showed an
increasing deviation from 0.14 m at 1800 m to 0.95 m

48

at 4700 m (Table IV) . The 2 m value will be used in any
computations requiring the range data.

Range correctors for each transponder were obtained
by subtracting the mean measured calibration ranges from
the computed inverse ranges, then averaging the four
differences. Figure 25 is a plot of the range differences
versus the inverse distance. Since most operating ranges
exceeded 2000 m, it will be assumed that the relationship
between range difference (measure-computed range) and the
inverse distance is linear with little change (0.08 m/km)
for increased separation between the control and reference
stations. Though the accuracy of the data is insufficient
to confirm this assumption, the trend is present and can
be extrapolated from the test results in the NOAA study
(Fig. 24) which noted: "Also evident is the independence
of the error with regard to range (distance) ; in fact,
linear regression of each of the lines produced error
slopes of less than 0.003 m/km" [NOS, 1977].

Based on Figure 25, the final range corrections applied
to the two remote stations, code 1 and code 4, were 5 m and
4 m respectively.

E. METEOROLOGICAL EFFECTS

"On its path an electromagnet ray passes through air of
varying density. This causes bending of the ray due to
refraction. It is a function of the refraction index of

49

of the air at all the points along the ray path. The
refractive index depends on temperature, pressure, humidity,
and other compositional elements of the atmosphere (dust,
carbon-dioxide, etc.). Since these quantities cannot be
measured along the entire ray, it is customary to generalize
by taking the average v/et and dry bulb temperature and
pressure at both ends of the path" [Ghosh, 1979] . Resulting
corrections to ray path distances can be obtained with
meteorological parameters (temperature and pressure) through
nomographs or in related equations. To establish the magni-
tude of the corrections, meteorological data was recorded
and applied to Tellurometer measurements.

Refraction correctors determined for the Tellurometer
MRA5 varied linearly from 0.02 m to 0.06 m at ranges of
1500 m to 4700 m respectively. Given the small order of
magnitude for the Tellurometer correction and the fact
that daily meteorological conditions in the operation
area did not vary significantly, 2°C and 15 mb, it will
be assumed that the range differences will not vary sub-
stantially to affect the 1 m resolution of the MRS III
system.

F. STATION ELEVATION

Errors associated with differences in reference trans-
ponder elevation (52 m maximum at MB 4) produce range
differences of less than 0.1 m for the area when computed
in the UTM coordinate system (Fig. 26) .

50

G. MULTIPATH INTERFERENCE AND RANGE HOLES

"Multipath refers to the various paths an electromagnetic
signal may follow prior to reception. These paths can be
direct or reflected from the water's surface or some other
object (Fig. 27) . The effective signal at the receiver will
be a composite signal whose strength depends on the strength
and phase relationships of the direct and reflected signals
at the receiver" [Gilb, 1976].

For low angle reflection from the water surface, the
reflected and direct signals arrive at the receiver with
nearly equal strength. The difference in phase at the
receiver is caused by the direct and reflected signals
traveling slightly different distances to the receiver
thereby arriving at different times, and by phase changes
of the reflected signal at the reflection points. For
the small reflection angles associated with this test,
the phase change occurring at the reflection point is
close to 180 . Assuming a constant phase change at the
reflection point, the relative phase of the two signals
at the receiver will be a function of the extra distance
traveled by the reflected signal.

"Destructive interference will occur when the path
length difference between the direct and reflected paths
is a multiple of the system's wave length" [Gilb, 1976].
Signal loss, or range hole, occurs when the signal received

51

is reduced below the sensitivity of the system. Appendix H
contains the range hole computations and graph for the MRS
III system. From the graph, range holes were expected at
ranges in the vicinity of 4750 m and 6300 m. It should be
noted that the shore reference points and their height above
the water's surface will vary with the tide elevation.
This causes the range holes to move as the tide changes.
During testing, signal loss occurred several hundred meters
to either side of the approximate range hole values.

At ranges and station elevations where the reflected
signal reinforces the direct signal, the system range is
increased. The use of only two reference stations eliminated
the possibility of detecting bad MRS III positions based on
multipath range values. The bimodal distribution of the
offset vector (MRS III to MVUE position) (see Appendix I)
seemed to suggest a possible multipath indication; however,
these distributions were present in the Beach and Pier
tests. For the Beach test, only the geodetic station posi-
tions were used and for the Pier test one standard deviation
for both the northing and easting values was 1 m or less
over a range of 5 to 8 m. This suggests that the source
of the bimodal distribution is in the satellite navigation
solution. The extended MVUE antenna cable (15 m) was con-
sidered as the source, but the original 3 m cable was used
during the Beach tests and produced similar results.

52

The multipath problem will be placed in the random
error category and not addressed further than to assume
that the multipath ranges will have a negligible weighting
effect on the statistical processing of the MRS III and
MVUE position differences.

H. TIMING

During the MRS III system check prior to actual testing,
it was noticed that from the time an event mark was manually
requested/ via the MRS III teletype console, until the event
was displayed, a period of one second elapsed. The delay
appeared to be the result of a brief pause in the MRS III
system immediately after the event command. The most likely
causes of this time difference are human response delay and
the operational characteristics of the MRS III system.

At survey speeds of 5 and 9 knots, one second translates
into a 2.6 m and 4.6 m displacement along the ship's track.
The difficulty in applying this correction to the offset
vector was that the azimuth angle between the offset varied
in its relation to the track line (10 to 180°) from line
to line for each day. This azimuth was found to be dependent
on the specific satellites being interrogated. Consecutive
lines using the same satellites for the position solution
displayed a preferred offset azimuth. When a satellite
was lost or a new satellite gained, the offset azimuth
immediately shifted to a new direction (Fig. 28) .

53

Due to the continuous change in available satellites,
each group of track lines derived from the same satellite
set would have to be addressed individually for time related
offset corrections because of the azimuth change. It should
be noted that the preferred offset direction for track lines
occurring from time 0700 to 0845 is 133 . This corresponds
to an average azimuth offset of 134 computed from the
dynamic mode MVUE position data for the first Beach test,
day 121. Offset values for track lines run after 0830
show a preferred azimuth of 254 . Unfortunately, no shore
data was collected after 0845.

I. MVUE SATELLITE POSITION ERRORS

The sources of error for the satellite system were
reviewed in Table I. Information providing numerical error
values (CEP) was limited to the estimated position error
(EPE) provided by the MVUE manpack upon request [CID, 1975].
Table V is a list of the maximum and minimum EPE values
read from the manpack. These values were recorded at five
minute intervals during the various tests. No strong
correlation was found between these values and any of the
offset standard deviations.

J. ANTENNA MOTION

During the Pier test, day 122, the MRS III UTM position
was found to oscillate with the ship's roll. Two meters was

54

the extent of the variation associated with this period.
Similar results occurred for the Anchor test, day 123.

K. TOTAL ERROR BUDGET

Of the error sources mentioned, the factors which
noticeably alter the MRS III and MVUE position difference
are the NAD-27 to WGS-72 datum transformation, the horizon-
tal dilution of precision, and the calibration corrections
for the MRS III ranges. Table VI contains a series of
computations which compare offset vectors (distance and
azimuth) from MVUE positions to positions derived from:

1. Original MRS III range data

2. Original MRS III range data plus range corrections

3. Original MRS III range data using shifted reference
stations based on Doppler stations comparison

4. Original MRS III range data plus the range correc-
tions using shifted reference stations.

Each successive comparison shows a slight offset
decrease from the original data. In Case Two a 3 m posi-
tion enhancement resulted from the application of the
range correctors. A significant improvement was expected
for Case Four since the shift represented range corrections
and a full coordinate transformation based on satellite
data. However, only an 8 meter decrease in offset was
achieved.

55

It is reasonable to conclude that the coordinate shift
is acceptable in the vicinity of Luces (within 1 km of both
Doppler stations) , but possibly not as effective when applied
to the other stations, which are much further from the
Doppler stations. The offset vector (10 m, 306 azimuth
from south) used to shift each geodetic control station
was the average from the two Doppler stations located within
0.5 km of one another.

Based on static mode MVUE position data from the first
Beach test, day 12 8, an average (post-update) offset vector
of 7 m with a 3 m standard deviation and 313 azimuth from
south was obtained. This implies that the average Doppler
offset applied to reference station MB 4 is probably close
to the true shift for the station; therefore, the subse-
quent MRS III positions derived from the shifted reference
positions are assumed accurate.

Applying the horizontal dilution of precision (HDOP) to
the offset vector would result in a 4 m decrease when
applied along the offset vector.

Table VII shows the various sources and the expected
position improvement (decrease in offset between MRS III
and MVUE data) when each is removed from the system. If
all errors were removed to reduce the offset, an advantage
of 6.4 to 7.8 m would result. This would reduce a typical
track line offset vector with a magnitude of 37 m + 12 m
to 29 to 31 m + 12 m. The remaining 31 m is too large to

56

be accounted for within the geodetic and MRS III error
budget; therefore, it will be assumed to be a function of
the satellite derived position.

Surveys of 1:80,000 (40 m position error) and smaller
would be adequately covered under the 31 m + 12 m conditions
[Table II] .

The- change of the offset azimuth (MRS III to MVUE from
south) from one track line to the next has proven too
variable to apply a single vector correction for the entire
survey period; however, for the time 0700 to 0830 when the
average offset magnitude of 36 m and azimuth of 134 for
the first night's Beach test, day 121, is applied to MVUE
data from that period, it is apparent that a differential
mode of operation is the most probable solution to the large
offset problem.

Removal of the 36 m average offset value of day 121
from the 37 m average of the better tracks for the entire
study reduces the MVUE performance relative to the MRS III
configuration to an offset variation of 1 m with the 12 m
standard deviation. This meets the 1:30,000 scale position
error of 15 m from the 0.5 mm criteria.

The 3 m position improvement (offset decrease) from
application of the range corrections to the original MRS
III data for day 126, line 6 in Appendix 5 is another
factor which will further improve the overall results

57

along with the differential values when it is removed
from the data. Since the magnitude of the large correction
value will vary from trackline to trackline, like the timing
problem, a single value cannot be used for all lines. The
important point is that in the final analysis, the systematic
errors can be removed by differential applications leaving
only the standard deviation as the system error.

58

V. GENERAL OBSERVATIONS

A. MRS III

1. Range Error

Range errors are commonly considered independent
of distances within the range limit of the system, i.e.,
flat or nearly flat error slope (measured-computed range
difference/known distance on the order of 0.003 m/km) .
The error slope determined from the calibration data was
0.08 m/km, indicating some dependence on range. This
could indicate some equipment problems or, more likely,
the absence of sufficient calibration sites at greater
distances to adequately define this value.

2. Timing

For the low speeds at which this test was con-
ducted, less than 9 knots, the along-track displacement
due to the 1 second delay experienced with the MRS III
system alters the error by 1.2 m. This could account
for the 1 m offset difference between the average offset
values of the tracks (37 m + 12 m) compared to the average
beach value (36 m + 12 m) . At higher speeds, timing would
become an increasingly important factor.

59

3. Range Variation

An indication of the day to night variation of the
MRS III range can be noted from Table VIII. These values
represent averaged positions and ranges for the R/V ACANIA
tied at the pier on which station NAIL is located. These
values are close enough to allow the assumption that any
day to night position difference will not greatly alter
the statistical results of the data.

B. GPS

1. Satellite Availability

Only five satellites were available for the test
period. These were satellites with Pseudo Random Noise
Codes #4, 5, 6, 1 , and 8. Each satellite was updated
daily. During operations, various subset combinations
of the five satellites were used to determine the position
solution. Satellite #7 was found to be unstable and
created large position errors when used in the solution.
Whenever it became likely that this satellite had been
interrogated, commands were entered into the CDU to
suppress further use of the satellite.

2. Dynamic vs. Static MVUE Operation

The offset vectors for the dynamic and static
operation of the MVUE during the Beach tests for day 121
and 128 displayed a distinct difference in the position
solution. Relative to the geodetic station, the two

60

vectors were directly opposing and their difference, 29 m,
could possibly be related to the 25 m/s velocity factor
[Texas Instruments, Inc., 1979] used in the dynamic mode
Fig. 29) . Assuming that the direction of the velocity
factor was in the opposing direction with a magnitude of
25 m, a 4 m position difference with a + 10 m variation
would exist. The extra 4 m might be resolved with a more
sophisticated averaging technique or, possibly, the change
in the ephemeris update between day 121 and 128 could
account for the difference.

The same situation can be applied to the shipboard
operations for the tracks which were selected for statis-
tical analysis. In this case, the averaged total error
value from Table VII, 7 m, is removed from the 37 m + 12 m
offset vector. A 5 m + 12 m position difference remains
when the 25 m velocity factor is removed.

The values are too coincidental not to be dependent in
some manner; however, due to lack of information regarding
the velocity factor, no further speculation is warranted.

3 . Preferred Azimuth

The offset direction (azimuth of MRS III to MVUE
position from south) for the various satellite sets was
found to be fairly consistent between days 121, 126, and
127. Due to the limited duration of the test, it is
difficult to determine whether this indicates a preferred

61

direction. However, various problems encountered during
the remaining days preclude ruling out this possibility.

4. Two Satellite Positions

Though the data collected in the high dynamic test
on day 124 was insufficiently accurate for hydrographic
applications, it was found that the satellite solution
during a turn could be satisfied with only two satellites
and still maintain a fair relative positioning when compared
to the MRS III data. For the position solutions using three
and four satellites, the resulting track lines showed ex-
ceptional correlation to the MRS III positions when the
offset vectors were removed from each line.

5. Truncation of Input Data

During the last Beach test, day 12 8, six waypoints
(geodetic positions) were entered into the MVUE receiver
in WGS-72. Table IX contains a comparison of the values
entered and those values returned upon interrogation.
Since the values differ by as much as 0.2 seconds in lati-
tude and longitude, the resulting offset vector leads one
to speculate as to whether the position solution is also
affected by this trend.

C. DEPTHS

1. Crossing Points

At satellite track line crossing points, soundings
agreed within 3 feet for lines which were run using the same

62

satellite set for the position solution. No large depth
discrepancies (greater than 5 m) , were found at the MRS
III related crossing points.
2. Tide Data

Testing coincided with low tide. The largest
tidal variation during operations was 1 foot. This
suggests that any multipath interference due to tidal
fluctuation would be minimal.

63

VI. RECOf^MENDAT I ONS

A. GEODETIC

1. Comparison of MVUE Position With Known WGS-72
Geodetic Station

As a truth check, the satellite receiver should be

placed on a known WGS-72 geodetic station, operated in the

dynamic and static mode, and the resulting positions

compared to the known value. Any receiver-related systematic

error would be apparent and easily removed.

2. Occupy Each Geodetic Control Station V7ith the MVUE
Receiver

In order to establish the relative position of the

geodetic reference stations in the WGS-72 coordinate system,

the MVUE satellite receiver should be set over each position

and operated in both the static and dynamic modes for each

satellite set. This would provide station coordinates

compatible with the satellite system and free from errors

involved in coordinate transformations. The positions

would also reflect any biasing in the MVUE solution.

3. Survey Geodetic Control Stations on WGS-72 Datum
For a tighter control on positioning comparisons,

all the reference stations could be surveyed in WGS-72
coordinate system by acceptable methods, then occupied by
the MVUE in the dynamic and static modes. No statistical

64

manipulation and application of a single offset vector
would be required, since the stations would be independent
of one another and have unique offsets.

B. MRS III

1. Redundant Range Observation

Although the two remote reference stations provided
adequate positioning infoinnation, loss of signal due to
range holes or antenna interference (ship's mast) occurred
at various times. This problem could have been reduced by
using a third reference station. The redundant observation
would also serve as a check in a least squares position
solution.

2. Additional Calibration Sites

Additional calibration sites should be added at
greater ranges (on the order of 7,000 to 10,000 m) to further
define the range error-distance relationship. The greater
degree of certainty provided by the extra range values
would permit more reliable determination of range corrections
for the reference stations.

3. Time of Calibration

Another aspect of calibration which may influence
the range correction values involves the time of day at
which the calibration takes place. Though this project
involved only night operations, calibration measurements
were conducted during daylight hours. As a result, the

65

degree to which the corrections are biased is unknown. To
remove this factor as a potential error source, calibration
should be made during a period when normal operations are
scheduled.

4. Calibration Adjustment

To avoid the need to post-process uncorrected range
data, the range corrections for a reference station should
be established prior to an operation and removed by either
adjustment of thednstrumentation or by real-time signal
processing. Any range drift could be checked by less
rigorous calibration methods on a daily basis.

5. Time Delay

The one second time delay encountered with the MRS
III system could be removed by operating the system in the
automated event mode. This status permitted data to be
gathered and presented automatically at predetermined
intervals (2 second minimum) .

C. GPS

1. Satellite Related Information

After completion of the test it was found that
requests could be made to Vandenberg AFB to update the
satellite ephemeris at earlier times than normally
scheduled. Had this been known, increased post update
operating time would have provided more useable data for
the statistical comparison. Other information which is

66

available to system users are User Range Error (URE) plots
on the GPS performance, satellite elevation angles and
azimuth angles, satellite rise and set times, range and
range-rate data for each satellite, and geometric dilution
of precision information.

2. Training

Training on the operation of the manpack receiver
took place during actual testing. This turned out to be
a handicap because useful features of the receiver became
apparent only after some time. It is recommended that at
least a couple of days be invested in pre-test familiariza-
tion with the equipment. Aspects of the MVUE which deserve
attention before scheduled testing are the capability of
the receiver to prevent specific satellites from entering
the position solution, establishing which satellites are
contributing to the position solution, removing bad
satellites from a solution set, and determining what is
required to reacquire satellites when lost due to power
failures or weak signals.

3. MVUE Data Logger

A major limitation to recording the satellite data
was the lack of automatic data logger to interface with the
MVUE receiver. As a result, data ^ acquisition v;as confined
to the maximum display rate (15 seconds) of the CDU of the
manpack and subject to the errors involved with manual

67

recording. Automatic recording equipment for the MVUE exists
and/ if made available, should be used to record time and
satellite data.

4. Antenna Cable Length

The length of the manpack antenna cable became a
problem during the first night of ship operation. It was
discovered that the preamplifier on the antenna was not
designed to drive a strong signal through the 25 meters of
cable needed to reach the test center. As a result, the
test center had to be split into two areas, with the MVUE
located at a point closer (5 meters) to the antenna loca-
tion. The pretest familiarization could also double to
test for such limitations of the system, thereby eliminating
problems during the scheduled testing.

68

VII. CONCLUSIONS

With updated satellite ephemeris and using stable sets
of satellites, results indicate that the MVUE manpack will
provide the accuracy required for standard large scale
coastal hydrographic operations of 1:80,000 and smaller by
the 0.5 mm criteria (40 m) . These scales are based on
offset values corrected only for the error sources, totalling
7 m, found in Table II.

What is not readily apparent in this statement is that
associated with each satellite set is a preferred offset
bias (direction and azimuth) compared to the MRS III posi-
tions. This offset is relatively consistent in magnitude
and direction from day to day. The indication is that the
velocity, 25 m/s, assumed in the dynamic mode of MVUE
operation is the biasing factor. If the direction of this
bias is known for each satellite set on a daily basis and
removed, the accuracy of the positions may be suitable for
survey scales of 1:40,000 by 0.5 mm standards (20 m) .

The major element which is currently placing the opera-
tional value of the MVUE in the 1:80,000 scale and smaller
is the offset bias due to the 25 m/s velocity factor assumed
in the dynamic operation of the MVUE. Once eliminated,
the only remaining factor is the + 12 m standard deviation

69

which agrees with accuracies, + 10 m, cited in most litera-
ture regarding the GPS system. Further investigation of
the 25 m/s velocity factor would greatly enhance the worth
of the MVUE set tested in applications to large scale
coastal surveys. Otherwise, a differential application of
the MVUE set should adequately remove the bias.

Given the limited satellite configuration (four stable,
operational satellites) and the low order operational status
of the MVUE receiver (single channel, dual frequency,
sequential) , test results indicate that GPS will be an
integral part of coastal surveys in the near future. Im-
provements to the dynamic position solution from the MVUE
set tested will be required for real-time large scale survey
applications. In the interim, the use of the more accurate
GPS receivers, none of which have been tested for hydro-
graphic applications, is another area for investigation.

70

APPENDIX A
[Jorgenson, 1980]

Tharcfere:

n
jf • y„ ♦ iy

NAVl&ATION ECyjATIONS

Fl9ur« 6-1 IUuitr«t«» «n t«rttt-ctnccf»«l IntrtuI co-
ordlnttt i/stcn. At ttra time, it* > 4iU p«isei throuqh
tn« tnterstctlon of tie cqoicor »na pr<a* atridUn, th*
I iiU p«siei throutjn trt* North Poll, tnd th* y tJiU com-
plctas the ri9ht-h«nde<J coordtnet* »yst*«. Stc«us* of
etrtft rottliun, the » tnd / cuurdtn«tCi ch«n9« In longttudc
<boul IS deg p«r hour. Shown In th* figur* ar* ih* u»*r
poittlon (i. y, and t) «nd tn* position of Sattlllt* No. 1

Th* r«ng« distanca l>«tHe*n the uier «nd
$*t*nit* No. 1 U ihoMi »t »..

',. 7,

ind t.).

T • T^ ♦ AT
■t • "nl * *"l

S«tbst<tut<na th* tncr«Mnt«1 •iprtistons <ntO th* iMtU
iquattoni yields

'/(», ♦ Aji - M^)^ ♦ (y, ♦ Ay - y,)^ ♦ {*, ♦ Ai • »,)^

- «„, ♦ A«, - T^ - AT. 1.1.4

ly Ignoring t*cond-ord*r arror t*rat. th*$« •qu«tiens CAM
b« M-lttcn «s

Th* b«ttc *()u«ttons using four sat*ll1t*s art

(«^ - i,)A« ♦ (y^ - y, )Ay ♦ (X^ - X,)6i

'^(x„-x,)2My, -y,)2Mx„-i^)2

/(« - «,)' ♦ (y - y,)^ ♦ (I - 2,)2

♦ T • R,

^(1 . «-)2 ♦ (y

y^)^ ♦ (z - ij)^ ♦ T . Rj

>/(jl - .3)^ ♦ (y . yj)2 ♦ (X . Ij

)* ♦ T . R,

v^

N)'

(y - y,)' ♦ (1

ij' ♦ T - R.

xh*r* », y, I, end T «r* user position ind clock tUis
(unknowns); m, . y, , «nd ii trt the Uh sitelllte position;
1 • I. 4 (known): end ft, Is tne pieuJo-renge rueisureincnts
to th* Uh satellite. Her* the quantltie* H, , S^, h,.
and R4 are "pseudo" ranges in that they are the sun of tn*
actual range displacements plus the offset due to user
time e»ror. for Lonvcn leiice, units have oeen selected such
that the »elotUy of light Is unity. ftouqhly spsdking. If
dlsplaceaient Is neaiured In feet, then time is ine,asured in
nanoseconds sinte the <eloci'-y of lljht is awproi iraately
10 ft/sec. In the euualiuns shown nert. the 'our pseudo
ranges *re the aca'^jrej quantities. Ihe satellite poil-
tlons ar* Lnowii, and the four unknowns »re user position
ifid the user i.lotk error. |l should t)e einpnaiW-J mat
while precislu'i alomit fremienty standards are u'.cd In tnj
latellUeS and the monitor stations, tnnre is no re>4uir«-
■•"t fair tlt«tt«r/6^ users to hav* • pr*cls1on clock. '

Ordlaary quarti crystal frequency standards are adcquat*
for the asar tinea h« Is continuously coaMMting tliM for
the four psaudo-rtng* acasuraaants.

TN* aboea aquations are no««ltnear. While it Is
posslbta to solve thasa aquations diracily as they are
ShOMR, user equipments vlthout eiceptlon eaploy a auch
siMpler linearized version of thasa aquations. The basic
navigation aquations can t>< linear! j*d by employing tncr«>
ivnta) ralatlonshtps as follows.

Ut

'n* >„• 4„> T^ b« ncaitnal (a priori hast astiatu)

valMS of a. y, I. T

M. Ay. ti, aT b« th* corr*ct1ons to th*»«

noaln*! values

8^^ b* th« noalnal ps*udo-r*n9* a«asur*«*nts

froa tn* Uh s*t*11U*

aR, b* th« dtff«r*nc* b*tM*n th* actual and

Moalnal a**sur«a«ntt

71

n1

♦ a«, - T^

AT

Substituting
,)

■r

•I

-rj-

(y„ - y,) (I

A« ♦ B T-7 — " * IT

'l>

"nl

nl n

4i ♦ aT • aR

Th* abov* four *quat1ons (1 • 1. 2. 3. 4) ar* th*

llncartted equations that relate pseudo-range »ie a sur events
to the desired user navigation Inromatlon as well as tr.e
user's clock bias. The known quantities of the right-ha'.d
Side of th* equation trt actually Increaental pseudo-rjnjt
■easuraments Tney trr the differences between the actual
nejsurad p.euoo langu. and the measurenie'its that hjd beer,
aredlcieo ov the user> computer based on the knowleog*
0' SaleMite uo. 'on ind the user's must currrrl est iBatC
J)f M', o<i'.itl.Tn ^o.: vLt*."- biQ. Thi; guantiliL's IJ be

coafiwtad. aa. Ay. ax. and aT. »ra corractlont that th* uttr
Mill aak* to his currant astlauta of position and clock
biases. The coefficients of thasa quanittlas on tha left-
hand Slda tr* the direction cosines of the Una of sight
(LOS) froa tha user to the satelllta as projected along
tna X, y. and i coordinates, fur all four aquations, th*
coefficient in 'ront of aT is unity. These UnearUed
aquations can be conveniently axpressad In aatrik notation
and appear as

n "12 "U

'^l "*22 ^i

"31 "32 "33

^1 "42 "43 'J

■her* u. , is th* dlr*ct1on cosine of the angl* between th*
range '' to tha 1th (atalllta and th* jth coordlnat*.

An •xaslnation of th* solution aatrlx thaws how
d1v*rg«<ic* may occur. If th* *nds of th* unit vectors to
th* four Satellites ar* in a comnon plan*, along a direc-
tion parpenJlvu'ar to this plane th* direction cosines of
th* four unit vectors ar« all equal. Suppose tn* coordl-
nat* fraaie had been selected so that the 2 coordinate Is
along this dire..tian The dctemiinant of tha solution
■utrli takes the for*.

r

Fa-I

[ar,"

1
1

M

Ay

A<

■

'«2

ARj

1

AT

/"«,

! »■>

!"ll "12 "3

'21 "22 '3

*3' "32 "3

"41 "42 "3

Thert trc six 7 > 2 ninors of this 4 « 4 dttanilntnt
of th* for*:

An •1t«rn«ce forauUtlon for this rtlitlonship, fe«std
on • stritgntforward Mtrlx (Igtbra atnlpulition, Is

H •

C1««r1y th*n, th* 4 > 4 dttimintnt U tiso tero, (nd
thtrt Is no solution posslblf from tM four equ«t1ons. In
Short, tht n«vl9it1on oquttlons *bloM up.*

Th« situation «A*r* tht tnds of the unit voctors trt
in » cannon pUn« Is very closo to whdrt the four satsl-
lltas sr* in « comnon plane In iptce. This Is ntiat
happens so often «ith the uniform IS-sateUltc constel-
lation as discussed in Section 2.

By the use of Mtrli notation, the above equations
can be aiipressed very cooipactiy as follows.

Let

r ■ the four-eleAent pseudo-range BeasureAent
difference vector

« • the user position and tiae correction vector

A • the 4 > 4 solution Mtrix

A I

a I [ii Ay ai uT]

-u

•u

'13

1

"21

"22

"23

1

•31

'32

•33

\

>

"42

-43

\

Titer* for*:

Aa ■ r

or

. . A-'r

The last *4uatioM presented coapactly eipresses tt«
relationship between pseudo-range leeasuroenis and user
position and clock bias. Since this relationship is
linear, it can be used to express the relationship beta**
the *rr«rs in pseudo-renge aeasurencnt and the user
Quantities. This reUtionship is therefore

■(i*r* B- r«pr*i«iitt th« peeudo-rang* ■•asureitent errors
Mid c the corresponding errors In user position and
clock bles.

L«t ut MM consider the covarlancf oatrii of the
eipected errors In pseudo-range •easuraments and the
covariance aatrii of the user quantities. The first
covariance aeasuraaant Is a 4 k 4 array cuaposed of tM
expected values of the squares and products of the trr«rs
In the pteudo-renge aeasureiMnts. The diagonal t<r«s la
the autrix. namely the squares of the expected errors. *r9
the variances; I.e.. the squares of the expected lo values
of the psaudo-range laeasurement errors. The off-dlajonal
tenas are the covariance between the pseudo-range lacasare-
Ments and reflect the correlations to be expected In ti«esc
ncasurements . Likewise, the covariance matrix tor the
user quantities Is coKposed of the expected values of the
squares and products of the errors In the user quantities.
Th« diagonal terns are the variance or the squares of tM
la errors In user position and tin*, while the off-diago-
nal terns reflect the correlations 1* these errors. Tkest
covariance aatrlces »r« given by

COV(r) - Mv'r^l

COV(») . eje,e/|

wttere the synbol E | | designates 'expected value* of the
quantity Inside the braces.

Upon substitution, the natrtx relationship betwe**
the two covariance lutriccs becoaies

COV(») • A''cO»(r)A"^

COV(x) « [A^COV(r)*'A]"'

Not* that the relationship between the pseudo-range
Measurement errors and the user's position and clocli bias
errors is a function only of the solution aairix A, tAich
in turn is a function only of the direction cosines of tne
LOSS from the user to tne satellites along whichever co-
ordinate System is used. In other words, the error
relationships are functions only of satellite geo«etry.
An laiportant consideration in the proper use of Navstar/
OPS Is the fact that the four satellites being used euSt
possess "good" geometric properties. (A "good* situation
it one in which, because of satellite geometry, a given
level of error in tne pseudo-range aeasurenents results
In saull user errors.) This leads to tt-e concept of
geoawtric dilution of precision (COOP), a awasure of boa
satellite geuatetry degrades accuracy.

The following assuflption regarding pseudo-range
laeasurcnent errors provides a method of quantil*ll»«ly
determining whether a particular four-sate' I ite geometry
Is giiod or 6ad. Let each individual pseudo-range measure.
ment have tn error (lo) of unity, where the expetted mean
Is zero and me correlation of errors ti«t"»"» satellites
»s also zero. With thesr assumptions, tne cov«run<.e

mat' 1 1 for the rrrori in ine pieuJo-f ari^f xiidMiremeKts

tecoaws a 4 > 4 unity aiatrli. Thu«~. for thli c*M. th«
covariance aatru for user position and deck bias errert
It givwi by

COVd) • (A^A)''

600P is defined as the tquar* root of tl>* trac* of

COir(a) when COv(r) Is an identity ••tris^

Therefore.

COOP

. yTRA«f(A^)-']

arlied at

Soae properties of this quantity can b* tu

Jt\Jomi: ,

«. COOP Is. In effect, the empll Mcation factor of
pseudo-range aeasureiMnt errors Into user error!
due to th« effect of latalllle geometry.

b. 600P is Independent of Umi coordlnit* tyttea
employed.

C. ftOOP is a criterion for designing t«t*Ult*
constellatipns.

4. 600P Is a means for user selectioa of th« four
best satellites from those that ar* visibi*.

By letting v^. V . v^. ij b* th* variances of utar potitlon

and time, we have

fiOOP

/*.

♦",♦",

At an alternative to COOP as a criterion for telect*
lag satellites or evaluating satellite constellations,
only some of the variances of user position and tiM might
b« utad. These trt defined as follows:

POOP

HOOP

The square root of the sum of th* tquar*t
of the three components of position error

The square root of the sum of th* tquar*t
of the horizontal components of position

error

VOOP Th* altitude error

Mote: POOP^ • HOOP* ♦ VOOP^

TDOP The error In th* user clock bias muUlpIled
by the velocity of light

»tote. GOOP^ • POOP^ ♦ TDOP^

The alternjttve criterion most frequently used Is
th* position dllutioo of precision (POOP). POOP Is also
Invariant with the coordinate system and is used because
the most important consideration in any navigation System
Is position accjrji/, knuHin,j tine Is generally a secondary
by-produr.t Anuther alternative Is the horlluntal dilution
of precision (Hlju^), which It most meaningful for users
who trt using I'le system primarily to obtain horixontal
position.

72

LlJ

o
o

UJ

o

ZD
O

■C "O -o -o -o "O
S- S- S. S- c s-

CO CO CO CO CM CO

O OO

1— 1 q:

(_ UJ

o

in

O

< 1—

o

CO

O

> LU

o

o

CO

UJ s:

•

•

_j — '

KO

VX3

en

UJ

«5r

cs

UJ

APPENDIX B
Horizontal Control

t/) OO C/5 00
O tS O O
O O <_! O

UJ

C/5

o ti:

CTi r^
^ o

«a- oj

CT> 00 CO CO «d- U3

CTi CO cvj CO o un
CO t£) r^ CO cr> r-

CO
CO

.— .— CO
I— CO CO

un
CO

CvJ

ID 'd- O 1— CvJ CO

ID Lf) un LO Lo in

o o o o o o

CO CO CVJ CM CM CVJ

■vT

r^

00

VD

<D

CO

CM

LD

CM

^1-

CO

ID

ID

1—

r—

<;r

VD

CTv

Z •

— «

3 •

•

~ •

— •

O

CO

^

CO

«d-

^

CO

CM

o

CO

CO

rs.

r>»

KO

<D

<x>

CO

CO

CO

CO

CO

CO

o

o

o

O

O

o

VD

U3

ID

VO

ID

<D

CO

CO

CO

CO

CO

CO

1—1

ID
O

CM
O

ID
ID
O

O

CO

o

00

"

Q

^

^

';J-

"sr

<5.

CM
VD

CO

CJ

VO
CO

CM
CO

CM
<D
CO

>-

I—

I—

CM

<

z:

2:

CO

CO

UJ

1— 1

cn

'a-

s:

o

r—

>-

Z3

Q.

UJ

UJ

z:

—1

ai

Q

o

oo

UJ

UJ

(—1

s:

UJ

oo

1—

</i

C_5

t/1

z:

•a:

UJ

:z)

ID

o

UJ

tn

—i

s:

21

tn

Z3

>-

_J

UJ

o

>

o

Cii

re

ZD

o

1/1

oo

oo

<_)

UJ

ct:

1— 1

I—

UJ

1—

ci

UJ

UJ

ZD

s:

Q

Q

1— 1

O

<

t!3

UJ

cc:

2:

ts

C3

UJ

H-

Q

OO

U-

2=

o

o

<

Q.

C>0

^-

_J

CL

«/)

eC

cs:

cC

>

o

o

-sC

C_)

C_5

2:

1

1

C/0

1

oo

UJ

o

Q.

CJ

C_)

^

73

STATION OCCUPATION REPORT

Tills report will provide Information for recovery and occupat.Ujn
of each Satellite Doppler Scatlou. It shall be completed and submitted
ttB eoon ab all observations are finished.

1. Station Report Date 18 April 1976

Syatem Repotting (circle one) (jHR^ GEOCEIVER (SN 063

STATION NAME CIRkIS PT 2-A 75 STA NO 10211

LOCAT I ON Monterey, California

2. Geodetic Position Datum NAD 1927

Lat. N 36* 37' 55'.'137 Long. W 121* 56' 01'.'221 Elev. 22.833 m MSL

Source HAVOC Adjustment (26 Feb 1975) DMAAC CSS

3. Name and address of site owner. . i^c __ y^-

U. S. Navy 7C. 3'7 ^^' ^^ ' ^' ^^ 0^-^^'

1352 Lighthouse Avenue -"

Pacific Grove, CA 93950 __ / 5^. f, ^ Z'W)

ATTN: Officer-ln-Charge

Naine and nailing address of Party Chief at station.
Site: Organization:

TSgt Ted S. Martin TSgt Ted S. Martin

c/o General Delivery DMAAC GSS

Pacific Grove, CA 93950 AITN: ODTS

P. E. Warren AFB WY 82001

4. Site Occupation

CCD i Date CCD # Date

Arrival Date 050 19 Feb 76 Departure Date Q^7 26 Feb 76

Dato Ist Obsn 051 20 Feb 76 Date last Obsn 0^7 26 l\\> 76

Orbit or Event No 269A8 Orbit or Event No 11585

Satellite ld<'nt No 68 Satellite Ident No J'

74

DOPPLER RECEIVER GEODETIC SUMMARY SHEET

?. > Mont.(;r«.-y . CA
lEvation of mark auove MSL ICEOlOt

72.833 METERS t

, M !■ t A KtFL^i'cD 1 O

Iter -Of Station. Mark

MOUtl, JMit-i

SN

J163,

HEiCmT O" THACKINa EQUlf-MtNT HEF. PT. AaOVE STATION MAHK
1 _C\l^\ METERS

CCOOITIC COORDINATtS (SURVEY)

«*UM

NAD 1927

ATUM

WCS 72

•"W"

N 36» 37' 55V137

W 121* 56' 01V221

N 36* 37 • 54';836

I

A.Ji. 121* 56*

n5'.'62 5

-7.826 m

h*

-;?.^AM.

ASTRONOMICAL COORDINATC}

>u*<ce

OOFPLCR DATA

ATUM

NWL-9D

H 36* 37' 54 '.'859

W 121* 56' 05'.'885

-20.110 m

ATUM

^-L-9D

* •

-2710616.898 m

y

-4348869.771 m

— ^— — — — ^_— ___——_

2

3784683.186 "«

euARKSi

Data Is from satellites 68 and 77 from 20-26 Feb 1976.
47 passes were collected, 46 vera used in Che final Bolution.
The NVL precise empheraerls was held fixed in Che solution,
'flie standard errors of the final soluCion are:

o. ■ 0.025 seconds

o. ■• 0.068 seconds

o„ - 0.975 meters

S= MtlGMT ABOVe THE ELUIPSOIO

.0L

{U Itiwm .fttl. # !• t«9jjr«rf Ilk* fr..f.» .4<f«)

E. tO BY

• tNCV:

CMSgC Raymond
DMAAC CSS

OATE

Apr 76

CHfcCKEO BY.

Mr. Nollla R. Coff

1>ATE

Mny 76

<ATC FORM OtO-l No^ -It

75

sati:llitk ohsluvatiou ti-am
s t a t 1 u h 0 c c u r a 1 1 0 n k e p 0 k t

This report will provide Informarlun for recovery and occupation
of ciich SatelJlte DoppKr Statlcu. [C shall be completed and subcilLted
a^ boun as all observations are finlulied.

1. Station Report

Date 1U Nov 76

System Reportlnc (circle one) JMR-1 CEOCKIVKR (SN 0^^ " )

STATION N;\ME LOPAN C '' STA NO 10277 ""

LOCATION Ht. rino.-;, California

2. Geodetic Position Datum Wr.a-"? [^ ^__

, — — — ii(eHip3oid) 7

Lat.N36'» 30' 12'. 226 Long. V^21° 56' C^e.'.^a ' £i;£tf{ -29.06>. ^

Source JMP-l Observationn

Name and address of site owner.

United States Coast Gxiard
San Froiislco, California

/

Name and mailing address of Party Chief at station.
Site: Organization:

/

Capt Ceorpe A. I.afferty
General L-ellvery
Pacific Grove, JA

GSS/DMATC ^

DA3

F. :. ••.'arren AFB, ./Tf 82001

4. Slco Occupation

CCD # Date CCD # Date

Arrival Date 310 L:V./...l2 Departure Date "^3-9 l** Hov 7fS

Date Ist Obiin 3n 8 : '(, Date last Obsn "^^Q J-3 :-'"v ''''■

Orbit or !:vent No ■^^''^l

Snlollitc IJent Nu

rn

Orbit or Event No ''7301

Satellite Ident No ->'

76

.

S U M M A l< Y 0 F S A T E L 1. 1 T H - 0 n S E f; V E D S T A T 1 0 IJ

/■'. 1 » 1 I..N N'-Mi 1 CI. *L NUMUI II ] tin.A)toN lu^JilLl'- ■• I

( It. !•!., ■ r.o":r! f ] )'L. rii,o:i, c^ ' . 1 ]0?7f

Jt;:; r\^ ]<)■■■{■[

)

AOLHCy ((.AST IN MAllKl TVPt O^ STATION MAMK

n.'tVf.:.- I'liLin- Ar.-nrv ' f.t fiii.lnr.l hvnc:. Dir.k'

OOPPLtH OBiLHVATIONS

kQUIHMl 111 /JL lilAL NO.

0<'A

iiiioii) oi thacking couihmlnt Her tut net.

POINT AUove station MAHK; , f~^n^c /

thackino eouipuLNT NLi-KHCNce " :

mectric.-il Ccr.ror^

1

OU^LRVLO UT lACtNCYI

SATt utlTeitl OUSLNVf ■)

PEHIOU or OCCUHATiON J

JATELLITEOLRIVCO COOHOIMATES

PAW&lt ACCCf>fL'l>

21—1

UICKCCS Of
FHtLOOMl

N/A

MESIOUAL HMS

Ini''

{STATION ^j.T

bHAVMT MOOCL

lOE

ELLIPSOID

Oe

' MINIMUM i. .
AHGLC '• '

iSateltitt denied coofdtrtaie i mlmiitj fo I'orion n\ofk)

I H2£L3Q' .l2'.'-'^9

■97in'^n^.pl.7n

/

wipi° s6' oQ'.'OiS

-33...i35

-' 3'iQ'5'30.''''37m

370sio^.-:?gm

ACCURACY

l.Oin in each
Axis lo.

(So*mllti»di:tivvd coort/inofcs o/ ftiorion morii rrant^ofmeiy to local datum)

ELLIPSOID

Ax

AY

AZ

OATt OF TRAnSFOR"!

CROUND SURVEY COOROIMATES OF STATION

MARK

V*

k

DATUM tNORIIONTALl

ELLIPSOID

1

rn^o 3fl' ip'.'sno _^^

VQ21* 56' 0V.M31 '

NAD-27

Clark l6oC

CArf or AOjuSTMcm ^HOc"ir\

SUHVEY ttY (AOtNCYI

DATE ,

LOCATIOM or &URVEV DATA ^

Deo 7^ '^ I 3rd J

DMA'rC(CGS) ^

Dec 76

F.E. Warren AFH, \n zi:

ELEVATION |H| V_ -^

DATUM (VERTICAL)

CEOID HEIGHT (N.

ELLIPSOID HEiyHT (^

N/A

M/A -^

_ _ N/A ''

N/A

*

OAOOt (CLEV.I

cstablishlo by iacencvi date

souMCE or INI

ri/A ^

N/A '

N/A ^

1

CONMECTIOM TO LOCAL CONTROL

rnoM

TO

( ) AX rROM NORTH

DISTANCE •

^

1

REUAMKS

»

othcr hi lateo o«'a roR r

~i;S ST ATION

DATA 1 AVAIL.

LOCATION 'RtMANn;

• 1AII0N OCCUfAIIIM tttfomt 1 >(

bio;,ciic IN»

S1A1I0N 0' '<C

im^AllliH RlPOflT !

NlfllUM j ^

til* tY MA. -
SIAII'iM ;.■
••Hf, • ,11.1 h'li
A!«tl- ,'ltmAtf f

&IAII' •< If 1

V-. y !

•..•ttCM 1 .* 1

•• AIIOH 1 t

•W«4*|»|MAltS I

1 \

1 1

rill l-Alll 0 IIV.'OAT 1

< Ml (

'M 1

m I> IW.'UATL

1 .1 1/1. r. 7;

1-

' 1

1 VIM l> UY/OAI C <"M

I '.Kl 11 II Y'UAIL

buA I ut>M u;vu.i H

%t •' «•

77

~i

9 tfJlmJk

D o

'^ti^JH

APPENDIX C
Mini Ranger III System Description

78

MRS III
(MOTOROLA MINI-RAMGER III)

The MRS III, manaufactured by Motorola, Inc., is a short range position-fixing
system designed for vessels, aircraft, and land vehicles. The MRS III, operating on
the basic principle of pulse radar, uses a transmitter aboard the surface vessel
to interrogate radar transponder reference stations located over geographically
known points. When a signal transmitted by the receiver-transmitter is received,
the range counter begins to count. After five sequential interrogations and recept-
ions of five replies from a transponder, the count is displayed on the range console
front panel as range to the transponder. This range together with channel and code
information are also transmitted in parallel binary coded decimal (BCD) format from
a rear-panel connector to peripheral printers and computers. Channel A and chan-
nel B range data are gathered and displayed within 10ms during each sam.pl e period
of operation. Elapsed time between transmitted interrogations produced by the
MRS III transmitter and the reply received from each transponder is used as the
basis for determining the range to each transponder. This range information,
displayed by the MRS III together with the known location of each transponder, can
be trilaterated to provede a position of the vessel. .The standard MRS III oper-
ates in the C-band frequencies at line-of-sight ranges up to 37 km. The probable

range measurement accuracy is stated as 2 meters.

[Extracted from NOAA Hydrographic Manual, Appendix A, 1976]

79

BASIC SYSTEM SPECIFICATIOMS

R.itKie

P"requen< y
Coding

Range Console

Range rt-adout

Output to peripherals

Operating voltages

Power consumption
Operating temperatures
Dimensions

Weights

Control Station Receiver/Transmitter

Antenna

Operatint) temperatures

Power

Dimensions

Weight

Remote Reference Stations

Antenna

Operating voltages

Power ronsumption

Operatifu) temp* rafures

Dimensions (nominal)

Weight

37 km (20 nm) line ot sight; 20 to 200 km
( 10 to 108 nm) options available

±2 meters (6.5 ft.) probable range error.

5400 to 5650 MHz.

Four selectable codes using pulse spacing
(16 code optional encoder)

Displays channels A and B simultaneously
with range units available in meters
(standard); yards or feet optional.

Binary coded decimal. TTL ♦■8421 parallel.
RS-232C serial output optional.

1 15/230 volts AC. 50-400 Hz (+12 to +32
volts DC power).

77 watts (AC): 57 watts (DC)

0 to +50''C.

43 X 45.7 X 14 cm (17 X 18 X 5.5 in.)
table mount.

14.5 kg (32 lb)

Unit

6 dB omnidirectional (25" elevation)

-50° to ^60°C.

Supplied by range console.

15x 20x30cm (6 x8x 12 in.).

-4 3 kg (9 5 lb) with brackets.

13 dB sector (75° azimuth. 15"" elevation).

22 • 32 volts DC

13 watts (nominal). 8 5 watts (standby).

-50" to ^60 C.

15 X 20 X M) cm (6 X 8 x 12 in.)

4.3 kq (*^5 lb), less antenna.

[MOTOROLA, 1979]

80

APPENDIX D
Tellurometer

Tell urometer Model MRA5 is a portable, versatile, electronic dis-
tance measuring system, capable of measuring distances from 100 meters to
at least 50 kilometers.

The Tellurometer system of distance measurement effectively equates
the total number of radio wavelengths and fractions of a wavelength between
two stations to the distance separating them. The stations are termed the
"Master" and the "Remote", the double distance (Master to Remote + Remote
to Master) being measured and the final reading obtained from the Master
instrument.

The MRA5 instruments (Serial number 1502 and 1504) used to measure
the calibration baselines were on loan to the Hydrographic Program of the
Naval Postgraduate School by the National Oceanic and Atmospheric Adminin-
istration (NOAA).

Table -1 is the calibration information for the two instruments.

81

STATF: Virv;inia

rHlJ.UROMhTHU V.iaS ()BSr;RVAri(!N'S

LOCALITY: Ccrbin

DATE: May 3, 1977

CORBIN BASE LING (Ceodetic distance = 1000. 009m)

Inst ruin cut Slope
Serial Numbers Distance (m) Mean

Geodetic

Corbin

Iiistr. Zero

Distance(m) Base Line(m) Constant (m)

From To

1501 1503

1505 1501

*1502 1504

*1504 1502

1000.156 1000.152 1000.118
1000.128

1000.046 1000.046 1000.032
1000.046

1000.017 1000.016 1000.002
1000.014

1000.016 1000.019 1000.005
1000.022

1000.009

1000.009

1000.009

1000.009

■0.109

-0.025

+0.097

+0.004

BALLARD - CORBIN BASE LINE (.Slope distance = 14,453.307m)
Instriiinent Test Measurements

Measured

Established

Instrument

Slope

Slope

Serial

Numbers

Distance(in)

Distance

Difference

Error

From

To

1501

1503

14,433.309

• 14,435.307

+0.002

1/7,216,500

1501

1503

14,433.347

14,433.307

+0.040

1/560,825

1503

1501

14,433.119

14,433.307

-0.188

1/76,771

1503

1501

14,433.227

14,435.307

-O.OSO

1/180,412

•^ 1502

1504

14,433.213

14,433.307

-0.094

1/153,542

1502

1504

14,433.180

14,433.307

-0.127

1/113,646

''1504

1502

14,433.182

14,433.307

-0.125

1/115,464

1504

1502

14,433.113

14,433.307

-0.194

1/74,397

All instriur.ents operated properly.
NOTICE: -The above data is from field computations.

*MRAS instruments used for baseline measurements.

Figure D-1

APPENDIX E

TEST PLAN
FOR
GPS/HYDROGRAPHIC APPLICATIONS TEST

APRIL-MAY 1980

P. DUNN and J. REES
NAVAL POSTGRADUATE SCHOOL

83

TABLE OF (X'NTENTS

SECTION I INTRODUCTION

1.1 Purpose

1.2 Scope

SECTION II APPLICABLE DOCUMENTS

2.1 Documents List
SECTION III TESTING REQUIREMENTS

3.1 General Requirements

3.2 Visual Inspection

3.3 Power Stability

3.4 Operational Check

3.5 Truth Check

3.6 Static Technical Performance

3.7 Beach Test

3.8 Pier Test

3.9 Anchor Test

3.10 High- Dynamics Test

3.11 Survey Scenario

SECTION IV TEST ORGANIZATION AND MANAGEMENT REQUIREMENTS

4.1 General Management Requirements

4.2 Naval Postgreduate School (NPS)

4.3 Space and Missile System Organization (SAMSO)

4.4 Texas Instruments, Inc. (TI)

4.5 Others

SECTION V PERSONNEL REQUIREMENTS

5.1 Test Operations

5.2 Test Station Manning

5.3 Personnel Availability

SECTION VI HARDWARE AND SOFTWARE REQUIREMENTS

6.1 R/V ACANIA Installation

6.2 . Test Support Equipment

6.3 Mini-Ranger III System

86

86

86
87

87
88
88
98
99
100
102
105
108
110
112
114
116
120
120
120
120
120
120
120
120
120
120
125
125
125
125

84

SECTION VII SUPPORT FACILITIES

7.1 R/V ACAHIA Support
SECTION VIII SCHEDULE

8.1 General Schedule Requirements

8.2 Test Operations
SECTION IX TEST EVALUATION

9.1 Data Collection

9.2 Test Analysis and Review

9.3 Test Reports

128

128

129
129
129

134
134
134
134

85

SLCTION I
INTRODUCTION

1.1 Purpose. This plan presents the scope and requirenients for the operations
necessary to conduct the Hydrographic Positioning field test of the NAVSTAR
Global Positioning Systaii (GPS) equipment to be installed on the R/V ACANIA.

1.2 Scope. Equipment to be tested includes the Manpack/Vehicular User Equip-
ment (MVUE) to be installed on the R/V ACANIAl This equipment is a Phase I
Advanced Development Model. Section 6 provides a more detailed description of
the equipment. The basic objective of the tests are to evaluate the perfor-
mance and accuracy of the ship installed set, including the effects of multi-
path and Radio Frequency Interference (RFI) and ship dynamics, and to perform
an operational hydrographic demonstration of the MVUE Equipment. The test
data collected and evaluated will be used to satisfy partial requirements for
a Master's in Oceanography/Hydrography and also to determine whether the MVUE
Is suitable as a hydrographic tool.

This plan is one of a series of documents related to the program of test-
ing being conducted. The plan extracts, summarizes and coordinates planning
Information provided by the contractor (Texas Instruments, Inc.) and higher
authority (Thesis Advisor, NPS) and defines general operating requirements and
scenarios for conduct of the tests. These requirements will in turn be used
to prepare detailed operating procedures to execute the tests.

Tests to be conducted under this plan are:

(1) Visual Inspection (VI)

(2) Power Stability (PS)

(3) Operation Check (OC)

(4) Truth Check (TC)

(5) Static Technical Performance (ST)

(6) Beach Test (LT)

(7) Pier Test (PT)

(8) Anchor Test (AT)

(9) High Dynamics Test (DT)

(10) Survey Scenario (SS)

The tests will be performed during the period 28 April through 6 May 1980.

86

SECTION II

APPLICAULC DOCUMENTS

2.T Oocuiiients List. The I'ollowing documents provide information related to
this plan:

a. Global Positioniri<] System rontrol/User Seginents, System Design Trade
Study Report. General Dynamics/Electronics Division, F04701-73-C-0298,
Feb. 1974.

b. Global Positioning System Control/User Segments, Final Report. Vol. I
through Vol . IV, General Dynamics/Electronics Division, F04701-73-C-
0298, Feb. 1974.

c. Global Positioning Systems (GPS) Manpack/Vehicular User Eguipment (MVUE);
Final Report, Vol. I; Reference Volumes II and III, Texas Instruments,
Inc., F04701-75-C-0181, 15 Aug. 1979.

d. Global Positioning Systems (GPS) Manpack/Vehicular User Equipment (MVUE);
In-Plant Test Report, Texas Instruments, Inc.; F04701-75-C-0181 (A017),
n June 1979.

e. Prime Item Product Function Specifications for the Global Positioning
System (GPS); Manpack/Vehicular Positioning and Navigation Set Type CIA;
Texas Instruments, Inc.; CID-ADUE-IOIA; 3 June 1975.

f. NAVSTAR Global Positioning System, LTVP Field Test Operations Plan, SAI
Comsystems, N00123-77-C-0046, 7 Nov. 1979.

g. NAVSTAR Global Positioning System, FRir^ATF/FF-1052 Field Test Operations
Plan, Naval Oceans Systems Center (NOSC), FTOP-FF-1052, July 1978.

87

SECTION III
TESTING REQUIREMENTS
3.1 General Requirements

3.1.1 Performance Criteria. Criteria for the test performance may be divided
into functional criteria and quantitative criteria. Functional performance in-
volves the performance of functions and operations which are specified perfor-
mance capabilities, such as entry of initialization parameters or switch selec-
tion of an operating mode. Functional performance is tested on a "GO/NO GO"
basis, i.e., whether or not the operation performs correctly. Quantitative
performance involves those areas of system- operation for which there are
specified numerical criteria such as time-to-first-fix (TTFF), calculation
tolerances, or fix accuracies. Table 3-1 lists selected numerical criteria.
(Field performance may deviate somewhat from specified values; this will be
subject of a post-test analysis.) Figure 3.1 lists the MVUE Operating Functions
to be observed during the tests.

3.1.2 System Requirements. The flAVSTAR Global Pesltioning System is a space-
based radio positioning and navigation system that provides extremely accurate
three-dimensional position data, velocity information and system time to
suitably equipped users anywhere on or near the earth. The Global Positioning
System consists of three major segments: space system segment, control system
segment, and user system segment. The manpack (MVUE) is in the user system
segment.

The operational space system segment deploys three planes of satellites In
circular 10,898 nautical mile orbits. Each satellite has an orbital Inclination
of 63° and a 12-hour period. Each plane has eight satellites. This deployment
provides the satellite coverage for continuous three-dimensional positioning
navigation, and velocity determination. Each satellite transmits a composite
signal at two L-band frequencies consisting of a precision (P) navigation
signal and a coarse/acquisition (C/A) navigation signal. The navigation signals
contain satellite ephimerides, atmospheric propagation correction data, and
satellite clock bias information provided by a master control station. In
addition, the second L-band navigation signal permits the user to correct for
the icnospheric group delay or other electromagnetic disturbances in the
atmosphere.

88

TABLE 3-1. MVUE SELECTtD NUMERICAL CRITERIA

PARAMETER

VALUE

SOURCE

Equipment Stabilization
Period

13.5 minutes

2.1 c. Vol. II
sec. 2. 1.1. a

Signal Source Elevation

10 above antenna
horizon

2.1 c. Vol. II
sec 4.4.1

Signal Sensitivity

-130 dBm for LI C/A
-133 dBm for L2 P

2.1 d

sec 3.2.2.1
sec 3.2.2.3

Time-To- First- Fix
(HFF)

4 minutes (static)

5 minutes (dynamic)

2.1 d
Pg. 93

Navigation

Static CEP 15m.
Dynamic CEP 50m.

2.1 d
Pg. 93

Range Measurement Accuracy

1.47 m.

2.1 d
Pg. 93

2

1. Dynamic Velocity Is 25 m/s with Im/s acceleration In turns

89

RNG

ALT

TIM

GRD

(or

Y Z

FIX

or auto)

LAT

(or-

Y Z

FIX

y

1
X

X

—

A

c

Q

1
Z

Y

Y

w

R
A

G

X

X

X

X

X

Z

Y

Y

Y

■

7

H

Ix

1

X X

X

X

N

s

Y

Y

Y

Y

Y

GPS

D

Y

D

G

\^

R

H

H

M

M"

S

S

'

'• -

ZULU

D

Y

Y

Y

D

D

D

Z

H

R

H

H

M

M

s

S

^

C

c

E

E

E

E

E

D

A

A

B

N

N

N

N

N

D

W

D

n/

Y

Y

Y

Y

Y

Y yI

X

X

X

^

X

^

X

x:

X - NO. OF VISIBLE SV'S
Y - NO. OF SVS ACQUIRED
Z - 10 OF SV BEING SOUoHT

W- WAY POINT NUMBER
X - METERS
Y - DEGREES

X -ALTITUDE

Y -CEP

N - NO. OF SVS TRACKED

<

<^

Y - YEAR
D - DAY
H -HOUR
M- MINUTE
S - SECOND

W-WAYPOINT NUMBER
A- UTM NUMBER
B* UTM LETTER
C - MGRS LETTERS
O - DATUM NUMBER
E - EASTING
N - NORTHING

<

or auto)

W- WAY POINT NUMBER
D - DATUM NUMBER
X - LONGITUDE
Y -LATITUDE

FIGURE 3-1. MVUE OPERATING FUNCTION^.

90

In the control system seyiiient, four widely separated monitor stations,
located in U.S. controlled territory, passively track all satellites in view
and accumulate ranging data from the navigation signals. The ranging infor-
mation is processed at a master control station located in the continental
United States to use in satellite orbit determination and systematic error
elimination.

The orbit determination process derives progressively refined information
defining the gravitational field influencing spacecraft motion, solar pressure
parameters, location, clock drifts, and electronic delay characteristics of the
ground stations, and other observable system influences. An upload station
located in the continental United States transmits the satellites' ephemerides,
clock drifts, and propagation delay data to the satellites as required.

Cach of the satellites and ground transmitters in this system emit a
carrier which is modulated with a pseudo-random noise code of very low repe-
tition rate. The generation of this code is synchronized to the satellite
clock time reference. The manpack receiver also maintains a time reference
used to generate a replica of the code transmitted by the satellite. The
amount. of time skew that the receiver must apply to correlate the replica with
the code received from the satellite provides a measure of the signal propa-
gation time between the satellite and the manpack. This time of propagation
is called the pseudo-range measurement since it is in error by the amount of
time synchronization error between the satellite and receiver clocks. The
receiver also measures the Dopplier shift of the carrier signals from the sat-
ellite. By measuring the accumulated phase difference in this Doppler signal
over a fixed interval, the receiver can infer the range change Increment. This
measurement is called the delta pseudo-range measurement and is in error by an
amount proportional to the relative frequency error between the emitter and
receiver clocks. Since the carrier wavelength is shourt, the delta pseudo-
range is a finely quantified measurement.

The satellites also transmit precise ephemeris and satellite clock data
(ground transmitters provide their earth fixed coordinates). These estimates
are obtained by tracking the satellites from several ground monitor stations.

• The manpack (MVUE) is thus able to obtain measures of pseudo-range and
delta-range reception of these measurements, ephemeris data and emitter dock
calibration data. Measurements from four satellites provide the manpack with
sufficient information to solve for three components of user position, velocity
and user clock error. To accomplish the navigation function, pseudo-range and

91

delta-rdruje medsurenients are used to update a running estimate of user position.

The general system test configuration is shown in Figure 3.2. Figure 3-3
indicates the general layout of the R/V ACANIA. System operating testing
re<|uirenients include the following:

(1) The Master Control System Station at Vandenburg Air Force Base will
provide normal satellite control functions, including daily ephemeris
updates and weekly almanac updates.

(2) The User Equipment software shall be identified and documented by the
contractor as to all deviations from the specification configuration.
An ofjective shall be to provide patch- free software with an error-
free assembly. Configuration control of the software will remain a
responsibility of the contractor.

(3) R/V ACANIA interface requirements for the hydrographic test conducted
under this plan include physical mounting of the MVUE, associated
Instrumentation, test antenna, and antenna cabling.

3.1.3 Test Documentation. Documentation for these tests are Test Plans, Test
Procedures, and Test Reports. These documents are described in the following
paragraphs:

a. Test Plans. Test plans include general GPS plans; this operations plan
provided and maintained by Dunn/Rees (The technical plans for the
Field Checkout Tests and Operational demonstration to be provided by
the contractor).

b. Test Procedures. Test procedures to be generated by Dunn/Rees will
Include detailed R/V ACANIA operations procedures and events and
technical procedures for operation of the MVUE and Mini-Ranger III
tracking system.

c. Test Reports. An initial report will be provided as an overview of
.significant events and observations and summary report of the test

results to be included as part of the thesis.. Data collection and
test reporting requirements are described in Section 9.

3.1.4 Operations. Requirements for ship's operations are based on the need to
cover the full range of maneuvering functions which should impact GPS User Equip-
ment performance. Critical maneuvering parameters include:

(1) Ship's Heading - to encompass 360 degrees of rotation.

92

VAFB

GROUND

CONTROL

STATION

R/V ACANIA

NAVIGATION AND CONTROL
GPS MVUE TEST FACILITIES

PIER TEST
ANCHOR TEST
HIGH DYNAMICS TEST
SURVEY SCENARIO

BEACH LAB

GPS MVUE TEST

FACILITIES

BEACH TEST |

MINI RANGER HI

POSITIONING
DETERMINING
SYSTEM

FIGURE 3-2. ACANIA/MVUE GPS SYSTEM TEST CONFIGURATION

93

ID

o

<

<
>

UJ

o

94

(2) Ship's Speed - Ranyiiig from 0 to 9 knots.

(3) Ship's Roll - to encompass the maxinuni possible ship roll for at
least 30 minutes, repeated in the orthogonal roll plane. (This
parameter is dependent upon the available sea state.)

Figure 3-4 shows general operations plan for all tests.

Table 3-2 provides a cross-reference of the required test operations for
the manpack (MVUE) and indicates what tests are to be performed during each day
of the test period. Ship's support for these operations will include exercise
of all ship control functions, oaintainance of accurate course and heading, and
voice coordination as needed.

95

Ci_i ^ I I t 1 t.i_ .1 I Li.. :'^_;;jr <■ lV^i • j < '■ < r j^i'."^ '-J v' .' ■■ L ' ' ' '■ I ' ' ' '• •

^^■'■IL '.i*.' iv*.' '>.} L.!r; r;.; JJ i l;

FIGURE 3-4. GENERAL OPERATING AREA

96

TAIiLE 3-2. GEMGRAL TLST OPERATION

TEST PERIOD

: 29 APRIL

TO

7 MAY 1980

TEST TITLE

LOCATION^

TYPE OF TEST

Visual Inspection {VI )

A

Platfomj

Power Stability (PS)

A

Coiiipatabi li ty

Operational Check (OC)

A

Tests

Truth Check (TC)

P.H.S

«

Static Technical

Perforntance Test (ST)

A

Beach Test (LT)

Static Performance

Pier Test (PT)

Anchor Test (AT)

High Dynamics Test (DT)

Low-Dynamic Technical
Performance

Medium- Dynamic Technical
Performance

High-Dynamic Technical
Performance

Survey Scenario (SS)

a) Circle

b) 5-knot Lattice

c) 9-knot Lattice

H,S

Operational Performance

* Indicates a one day extension if needed
1 . A - All locations

B - Beach

P - Pier

H - Harbor

S - Scenario

97

3.2 Visual Inspection. The Visual Inspection test shall perform a complete
inspection of the MRS III reference stations, and the MVUE installations at
desired locations.

3.2.1 Pretest Conditions. The MRS III reference stations shall be set up
each night at designated locations. The MVUE will be installed either on the
beach or on ship as conditions determine.

3.2.2 Test Inputs. No test inputs are required for this test.

3.2.3 Expected Accuracies. The power cables, antenna cables, interface
connections, antenna mountings, and equipment mountings will conform to
specifications.

3.2.4 Expected Output Values. The Mini -Ranger III and MVUE shall conform to
specifications including proper mounting, cabling, and satisfactory workman-
ship. The MRS reference stations and master station shall communicate. The
Test Director shall certify that all systems are ready for testing.

3.2.5 Data Collection Method. The test observer shall enter in the test log
any discrepancies found in the MRS III or MVUE installation.

3.2.6 Timing Requirements. No timing requirements have been identified for
this test.

3.2.7 Degradation. This test should have no effect on system operating
capability.

3.2.8 Casualty Recovery. No casualty recovery has been identified for this
test.

3.2.9 Display. Not applicable.

98

3.3 I'ov.'Of Statdii ty. The power- stcibility test shall measure the power charac-
teristics of the R/V ACANIA puwer system. Tliis test shall be performed if the
vehicle power adapter is utilized as a power converter; otherwise optional.

3.3.1 Pretest Conditions. The visual inspection test shall be performed prior
to this test.

3.3.2 Test Inputs. The R/V ACANIA shall be energized and readings of voltage,
ripple, and stability over an extended operating period shall be gathered.
Measurements shall be taken for load and no-load conditions.

3.3.3 Expected Accuracies. The required accuracies of the MVUE are:

(1) voltage 24 V + 4

(2) ripple max 500 Hz, 1 V^^^

(3) stability + S % for 2 hours.

3.3.4 Expected Output Values. The output values shall be consistent with the
requirements for normal operation of the Mini -Ranger and MVUE. The expected
results are:

(1)
(2)
(3)

3.3.5 Data Collection Methods. Direct measurement of the power characteristics
of the R/V ACANIA shall be made using a voltmeter, an oscilloscope, and the
data recorded in the test observer's log.

3.3.6 Timing Requirements. The power characteristics shall be measured every
15 minutes for a period of two (2) hours.

3.3.7 Degradation. The power characteristics shalT remain adequate during the
test period.

3.3.8 Casualty Recovery. Power system repairs shall be made by competent
maintainance personnel.

3.3.9 Display. No displays shall be generated by thi^ test.

99

3.4 Opera tiorul Check. The operational check of the inanpack (MVUE) shall
pertona riDniidl flVUE stcirtup, operation of the CDU switch functions, CDU input
control buttons, and test functions.

3.4.1. Pretest Conditions. The visual inspection test and the power stability
test (if required) shall be performed prior to this test. The test shall comr
nience 30 minutes prior to the rise of the first satellite. The test shall
take place at a known control point. The MVUE serial number and program
identification number shall be recorded.

3.4.2 Test Inputs. The MVUE will be energized and the Equipment Stabilization
Period (ESP) noted. The initialization procedures will be executed entering
initial time, altitude, position, and satellites desired. The test functions
will be executed. Waypoint data shall be entered as shown in Table 3-3.

3.4.3 Expected Accuracies. No error indications shall be received from the
tests. Satellite Vehicle (SV) acquisition shall occur when the SV is 10°
above the horizon or when the SV rises above an obstruction.

3.4.4 Expected Output Values. For the test functions, the expected series of
displays shall appear. For the acquisition status display, the number of satel-
lites shall increase as they appear 10 above the horizon or an obstruction.

3.4.5 Data Collection Methods. The MVUE operator shall observe the correct
indications of the CDU. All times, functions executed, dfsplay readings, and
other observations shall be intered in the test observer's log.

3.4.6 Timing Requirements. Observe acquisition status display of the number
of satellites change as successive acquisitions are made.

3.4.7 Degradation. This test should have no effect on system operating
capability.

3.4.8 Casualty Recovery. Ensure collection of adequate failure data to deter-
mine the cause of the failure, restore the failed item, and restart the test.

3.4.9 Display. MVUE displays shall be as shown in Figure 3-1 for each function
used .

100

TACLL' 3-3. WAYPOIfJT UATA

STATION MAMC LATITUOE LONGITUDE

Luces Point (101) 36°3a' 10'.'524 N 121°55'38'.'399 W

Point Pinos Ldt. Sta. (102) 36°38'06'.'857 N 121°55'29V105 W

f-tonterey American Can Co. (202) 36°37'05V210 N 121°54'10V395 W

KM[>Y Hast (203) 36°36'56!789 N 121°53'54'.'678 W

Monterey Presidio Monument (214) 36° 36 '24 '.'782 H 121°53'48'.'453 W

Monterey SOFAR (106) 36°36'32'.'177 N 121°53'24V004 W

Monterey County Disc (301) 36° 36 '32 '.'141 N 121°53'23'.'998 W

Breakwater Light USE (205) 36°36'30'.'675 N 121°53'19'.'060 W

Seaside 4 (108) 36°36'23'.'446 N 121°51 '38'.'833 W

Del Monte USNP6S Tower (302) 36°35'57'.'647 N 121°52'32'.'609 W

101

3.'j Truth Cht.'ck. The truth check shall test the accuracy of the Motorola
Mini-Rafiyer III Position DeterminirKj System (MRS).

3.5.1 Pretest Condi tiotis. The visual inspection test shall be performed prior
to this test. The R/V ACANIA shall be tied up at the Coast Guard pier. The
MRS antenna shall be moved to the presurveyed location on the pier. Two Mini-
Ranger positions shall be inergized and operational with clear line-of-sight to
the R/V ACANIA. The locations of the reference stations shall be entered, in
meters, in UTM format with respect to assumed reference point (Table 3-4.).

3.5.2 Test Inputs. The Mini -Ranger shall read both rates simultaneously.
Coninands shall be entered to extract smooth position data. The MRS magnetic
tape shall record data. The tape record shall be printed on the MRS terminal
printer. The track plotter shall be initialized and functioning properly.

3.5.3 Expected Accuracies. The required accuracies shall be:

(1) raw range accuracy +_ 3.0 meters for direct range

(2) position accuracy of +1.5 meters.

3.5.4 Expected Output Values. The location and ranges determined by the Mini-
Ranger system shall coincide the geographic location of the known, surveyed
point.

3.5.5 Data Collection Methods. The Mini -Ranger shall be operated according to
Its operational manual. The test observer shall record any significant events.
MRS Terminal printouts, plotter outputs, and magnetic tape recordings shall be
nade. The MRS Magnetic tape recordings shall be reduced at NPS. Realtime
printouts shall contain time, range-range data and event marks. Post-processed
printouts shall contain time, X-Y data (UTM coordinates) and event marks.

3.5.6 Timing Requirements. Perform data readout overy 20 seconds for a period
of- 30 minutes. Print out the MRS magnetic tape record on the MRS terminal for
5 minutes.

3.5.7 Degradation. This test should have no effect on system operating capability.

3.5.8 Casualty Recovery. Mini-Ranger III system repairs shall be made by

102

TAIUL i-4. RKFERLNCL POKlTS (WCS 72)

STATION riAMt

LATITIIUr/LOriGITUDE

NORTHINGS/CASTINGS

Nail

36" 36 '31V 5279 N
121°53'29'.'2450 W

4052042.934 N
599138.621 E

Mussel

36°37'17'.'7244 N
121°54'15'.'7188 W

4053453.207 N
597967.837 E

Monterey Bay 4

36"37'30'.'7035 M
121°50*35'.'8133 W

4053917.206 N
603425.230 E

Luces Point

36°38'10'.'0954 N
121°55'42'.'4926 W

4055042.670 N
595794.472 E

Monterey Co,

36"36'31'.'7159 N
121°53'28'.'0870 W

4052049.059 N
599167.323 E

USE MON

36"36'04'.'2620 N
121°52'39'.'9914 W

4051216.957 N
600372.042 E

103

conti'actor ptrsoniiel .

3.b.9 Display. Data output shall conisit of range readings from the reference
stdtlotis printed out every 10 seconds on the central terminal.

104

3.6 Static Teclinical PerTonuance . The static technical performance test
shall exercise all MVUE operating functions (Table 3-6) and determine perfor-
mance characteristics (Table 3-1).

3.6.1 Protest Conditions. The visual inspection, power stability (if required)
and operational check tests shall be performed prior tc this test. The MVUE
shall be located at test control station. The test observer shall observe

MVUE operation to verify pretest performance data.

3.6.2 Test Inputs. The cable connecting the antenna shall be removed for 5,
10, and 30 seconds and reconnected to measure signal reacquisition. The CDU
shall be placed in AUTO for varying times and restored to measure the AUTO
update period and in STBY position for varying times and restored to measure
the Time-To- Subsequent-Fix (TTSF) interval. The manpack will be deenerglzed
momentarily to determine quipment stabilization period (ESP) and time-to-
first-flx (TTFF) when the MVUE is initialized with inaccurate position data.
The MVUE will be initialized as necessary. The MVUE CDU shall be used to
exercise/observe all MVUE operating functions. Data Inputs via the CDU shall
be as required for each specific function. Operation at each function shall
include function select, data entry, data readout, and data change.

3.6.3 Expected Accuracies. The required accuracies are shown in Table 3-1.

3.6.4 Expected Output Values. The WUE shall show the correct position way-
points at all times. Removal of the manpack antenna cable for less than 10
seconds will cause a reacquisition time of 30 seconds, while removal for
longer that 10 seconds will cause a reacquisition time of 60 seconds. Entering
incorrect position data during initialization shall Increase TTFF.

3.6.5 Data Collection Methods. All times, functions executed, display readings
and other observed results shall be entered in the test observer's log.

3.6.6 Timing Requirements. This test shall run until 15 minutes after the last
satellite sets. The MVUE functions shall be exercised every 15 to 39 minutes
during the test periods.

3.6.7 Degradation. The MVUE should lose the SV signals after removing the

105

TABLE 3-5. STATIC TECHNICAL PERFORMANCE MVUE FUNCTIONS

LAT Latitude, longitude, datum

ALT Altitude. CEP, PE, number of satellites

GRD Zone, band, datum, northing, easting

TIM GPS or ZULU: year, day, hour, minute, second

RNG Station number, meters, degrees

SV Satellite constellation select-ion

J User options (Ephemeris update, user dynamics, etc.)

BIT Boilt-in-test authorization

106

aiir.ciir d cabling.

3.6.3 Casualty Recovery. The MVUC should automatically recover from the loss
of SV siyiials. If the MVUE does not automatically reacquire the SV, the search
mode will be entered until the SV is reacquired. If a casualty occurs, ensure
collection of adequate failure data to determine the cause of failure, restore
the failure, and restart the test.

3.6.9 Display. MVUE displays shall be as shown in Figure 3-1 for each
function used.

107

J. 7 l>cat!i T>."^t:. The uOdth Test shall be run on two non-consecutive nights,
prefcr»l)1y at tlie bcqinniny and end of the test period. The Reach Test will
observe how well the MVUE static readouts compare to the latitude and longi-
tude of a known control station as shown in Figure 3.5.

3.7.1 Pretest Conditions. The visual inspection, power stability (if required),
operational check, and static technical performance shall be run prior to this
test. The test observer shall observe MVUE opecation to verify pretest perfor-
mance data. The antenna shall be set up over the station. The test shall be
perfoniied during SV availability.

3.7.2 Test Inputs. The MVUE shall be used' to ovserve latitude and longitude
for the duration of SV availability.

3.7.3 Expected Accuracies. The required accuracies are shown in Table 3-1.

3.7.4 Expected Output Values. The MVUE shall show the correct location of the
station at all times.

3.7.5 Data Collection Methods. All times, functions executed, display readings,
and other observed data shall be entered in the Test Observer's log.

3.7.6 Timing Requirements. The MVUE latitude and longitude shall be ovserved
every 30 seconds for the duration of the SV availability.

3.7.7 Degradation. This test should have no effect on system operating capability.

3.7.8 Casualty Recovery. Ensure collection of adequate failure data to deter-
mine the cause of the failure, restore the failed item, and restart the test.

3.7.9 Display. MVUE displays shall be as shown in Figure 3-1 for each function
used.

108

• J-?'^illlN^':f< ''-■•"0 ••-•"^ ' ^ •' ■*■ ''

»'» z^-' \r ■■'. ^ MONTI HI ■> ,"^.v- ; > ; ' -' -— '^.. ■ ^

V^^^>^ ' ■'«>-^" ■■^'^^■■* Iv-o.

^I,lV^:l_^•C■tUr:•::': . y:::^- '''T:'-!'..^

f I I ; I'l t I ; I I .i .i_^ : / 1 •• i ,*. •. \\_\ t r j ii_ • •_j i ij.' j i i^ : J. ' > ' ' j • . i '• \ ^' ^' •-' ' t.'.' ^ .' I !_', i *-♦ ' J J-i w-

FIGURE 3-5. BEACH TEST LOCATION

109

■ .' /

3.H Pier Test. The Put Test shall observe how well the MVUC operates under
low-dyridiiiic conditiuns. It will compdre the fIVUE readouts to Mini -Ranger
positions when the Mvue is installed on the R/V ACANIA tied up to the pier.

3.8.1 Pretest Conditions. The visual inspection, power stability (If required),
truth check, operational check, and static technical performance test shall be
run prior to this test. The R/V ACANIA shall be located at her normal berthing
location on the Coast Guard Pier. The test observer shall observe MVUE operation
to verify pertest performance data. Two Mini-Ranger positions shall be energized
and operational with clear line-of-sight to the R/V ACANIA. The two positions
shall be entered into the MVUE as reference points as in Figure 3-6. All refer-
ence stations shall be defined in UTM coordinates. The tests shall be performed
during the SV availability.

3.8.2 Test Inputs. The MVUE shall be used to observe latitude and longitude
for the duration of SV availability.

3.8.3 Expected Accuracies. The required accuracies are shown in Table 3-1.

3.8.4 Expected Output Values. The MVUE shall show the correct location of the
station at all times.

3.8.5 Data Collection Methods. All times, functions executed, display readings,
and other observed data shall be entered in the Test Observer's log.

3.8.6 Timing Requirements. The MVUE latitude and longitude shall be observed
every 15 seconds for the duration of the SV availability.

3.8.7 Degradation. This test should have no effect of system operation
capability.

3.8.8 Casualty Recovery. Ensure collection of- adequate failure data to deter-
mine the cause of the failure, restore the failed item, and restart the test.

3.8.9 Display. MVUE displays shall be as shown in Figure 3-1 for each function
used.

110

■I I '

,V-5.£^i-«-t~'^

r K\ >\ C\\/\ . .--.! ■■;■

t:i 'u>-

FIGURE 3-6. PIER TEST LOCATION

111

3.9 Aticlior Test. The Anchor Test shall observe how well the MVUE operates
under iiiediuiii- dynamic conditions. It will compare the MVUE readouts to Mini-
Ranger positions when the MVUE is installed on the R/V ACANIA swinging at
anchor in flonterey Bay,

3.9.1 Pretest Conditions. The visual inspection, power stability (if required),
truth check, operational check and static technical performance tests shall be
run prior to this test. The R/V ACANIA shall be anchored off the firing range
buoy in suffficiently deep water to allow her to swing fully. The test
observer shall observe MVUE operation to verify pretest performance data. Two
Mini-Ranger stations shall be energized and operational with clear 1 ine-of-sight
to the R/V ACANIA. The two positions shall be entered into the MVUE and refer-
ence points as in Figure 3-7. All reference stations shall be defined in UTM
coordinates. The test shall be performed during the SV availability.

3.9.2 Test Inputs. The MVUE shall be used to observe latitude and longitude
for the duration of SV availability.

3.9.3 Expected Accuracies. The required accuracies are shown in Table 3-1.

3.9.4 Expected Output Values. The MVUE shall show the correct location of the
ship at all times.

3.9.5 Data Collection Methods. All times, functions executed, display readings,
and other observed data shall be entered In the Test Observer's log.

3.9.6 Timing Requirements. The MVUE latitude and longitude shall be observed
every 30 seconds for the duration of SV availability.

3.9.7 Degradation. This test should have no effect on system operating capability.

3.9.8 Casualty Recovery. Ensure collection of adequate failure data to deter-
mine the cause of the failure, restore the failed item and restart the test.

3.9.9 Display. MVUE displays shall be as shown in Figure 3-1 for each function
used.

112

O >^- VV- i'-.Aj/'^.— V.VAA' ^N ';•■ 'm .v...

N^,.i.r«l M.I

.'I '.!)

FIGURE 3-7. ANCHOR TEST LOCATION

113

3. in lli'jii liyiictiiiics Tost. Tlu- llicjh Pyndiiiics Test shall observe how well the
MVUC opcrutes under hiyh dyiidinic conditions. It will compare the MVUE readouts
to Mini-Ranycr positions when the MVUE is installed on the R/V ACANIA which is
running a 2.5 nautical mile line, making a Williamson turn (180°) and returning
over the same track. This test will be conducted twice with the two sets of
lines running at rijht angles to each other.

3.10.1 Pretest Conditions. The visual inspection, power stability (if required),
truth check, operational check, and static technical performance tests shall be
run prior to this test. The R/V ACANIA shall be operating in the area delineated
in Figure 3-8. The Test Observer shall observe the MVUE operation to verify
pretest perfornance data. Two Mini -Ranger stations shall be energized and
operational with clear line-of-sight to the R/V ACANIA. The two positions

shall be entered into the MVUE as reference points. All reference stations
shall be defined in UTM coordinates. The test shall be performed during the
SV availcbility.

3.10.2 Test Inputs. The MVUE shall be used to observe latitude and longitude
for the duration of SV availability,

3.10.3 Expected Accuracies. The required accuracies are shown in Table 3-1.

3.10.4 Expected Output Values. The MVUE shall show the correct location of the
ship at all times.

3.10.5 Data Collection Methods. All times, functions executed, display readings
and other observed data shall be entered in the Test Observer's log.

3.10.6 Timing Requirements. The MVUE latitude and longitude shall be observed
every 15 seconds while the lines and the turns are bei.ng run.

3.10.7 Degradation. This test should have no effect on system operating capability.

3.10.8 Casualty Recovery. Ensure collection of adequate failure data to deter-
mine the cause of the failure, restore the failed item and restart the test.

3.10.9 Display. MVUE displays shall be as shown in Figure 3-1 for each func-
tion used.

114 •

•• •-^V • >N » »*.-— i„ , . . i._

X, \ l\\...-^'.\ i:\ Ir ' - '- '- — "^ •-

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FIGURE 3-8. HIGH DYNAMICS TEST LOCATION

115

3.n '^^lrvc'y Scenario. The Survey Scenario shall observe how well the MVUE
operates under actual survey conditions. The survey scenario will involve
three separate parts: a circle test, a 5-knot lattice and a 9-knot lattice.
These tests will compare tlie MVUC readouts to Mini -Ranger positions when the
MVUE is installed on the R/V ACANIA and operating as a survey vessel would
operate. .

3.11.1 Pretest Conditions. The visual inspection, power stability (if required),
truth check, operational check and static technical performance tests shall be
run prior to this test. The R/V ACANIA will be operating in the area delineated
in Figures 3-9A and 3-9B. The Test Observer shall observe the MVUE operation

to verify pretest performance data. Two Mini-Ranger reference stations shall
be er.ercized and operational with clear line-of-slght to the R/V ACANIA. The
two positions shall be entered into the MVUE as reference points. All reference
stations shall be defined in UTM coordinates for the MRS. The test shall be
performed during the SV availability.

3.11.2 Test Inputs, the MVUE shall be used to observe latitude and longitude
for the duration of SV availability.

3.11.3 Expected Accuracies. The required accuracies are shown in Table 3.1.

3.11.4 Expected Output Values. The MVUE shall show the correct location of the
ship at all times.

3.11.5 Data Collection Methods. All times, functions executed, display readings,
and other observed data shall be entered in the Test Observer's log.

3.11.6 Timing Requirements. The MVUE latitude and longitude shall be observed
every 15 seconds while the lines are being run.

«

3.11.7 Degradation. This test should have no effect on system operating
capability.

3.11.8 Casualty Recovery. Ensure collection of adequate failure data to ensure
the cause of the failure, restore the failed item and restart the test.

116

#-7

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FIGURE 3-9A. SURVEY SCENARIO: CIRCLE & NINE KNOT TEST

117

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FIGURE 3-9B. SURVEY SCENARIO: FIVE KNOT TEST

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118

3.H.^J Uispldy. nVMF ilispluyi, shall be ds sliown in Figure 3-1 for each
fuMClion uied.

119

SrCTION IV
TEST ORGAfllZATION AND MANACCMCNT REQUIREMENTS

4.1 General Mdnageiuent Petiin'renients . The GPS/Hydrographic Applications Test
Is being developed by P. Dunn and J, Rees to partially satisfy thesis require-
ments of the Maval Postgraduate School. They are also responsible for data
analysis and test evaluation procedures. Associated activities and their
responsibilities are delineated in the following paragraphs.

4.2 Naval Postgraduate School (MPS). The Naval Postgraduate School's
responsibilities are:

(1) Operation and maintainance of R/V ACANIA.

(2) Logistical support, i.e., contracting, shipping, and monitoring

of funds

(3) Technical advice and support

4.3 Space and Missile System Organization (SAMSO). SAMSO is responsible for
exercising managerial control over government provided equipment, i.e., MVUE.

4.4 TEXAS INSTRUMENTS, INC. (TI). As the development contractors for the
GPS Manpack/Vehicular User Equipment, Texas Instrument will:

(1) Perform pre- and post-mission MVUE checkout.

(2) Provide operation and maintainance for the hardware.

4.5 Others. Other support supplied by the following groups or agencies:

(1) Defense Mapping Agency (DMA) supplied charts, geodetic positioning
transformations, funding and technical advice.

(2) Naval Oceanographic Office (NAVO) supplied a Del Norte Trisponder,
funding, and technical advice.

■ (3) Naval Oceans Systems Center (NOSC) supplied hands-on exposure prior
to test, technical advice, and substantial written material.

(4) MOTEROLA supplied MRS III Positioning Determining System and tech-
nical support.

(5) National Oceanographic and Atmospheric Agency (NOAA) supplied charts.

120

Sf.CTION V
PtKSOMMEL REQUIREMENTS

5.1 Test Opei'dtions. Table 5-1 list the test stations to be manned during the
test dboard the R/V ACANIA.

5.2 Test Station Manning. Table 5-2 provides a comprehensive list of personnel
required for conduct of the tests.

5.3 Personnel Availability. Figure 5-1 shows the requirements for availability
of personnel for each test.

121

TAlllC 5-1. TEST STATIONS

'■*<<.

SITE

STATION in

Shore station

Shore Party

ACAfUA

Test Director,

ACANIA

MVUE Operator

ACANIA

Master

ACANIA

Tinier

ACANIA

Recorder

ACAfHA

MRS Operator

STATION FUNCTION

Maintain shore equipment

Direct tests and log
significant events

Operates MVUE

Directs ship's
operation

Calls marks for Positioning,
altitude, satellites, etc.

Logs MVUE data, event
marks, and comments

Operates MRS III

ACANIA

Fathometer Operator

Records event marks and
times on fathometer

122

TAliLE 5-2. TtST fWiriINC

AlJRtU, Francisco, l.fOR, Portuguese Navy; FO

BLOSS. Wally, LT, USN; EE

BRONSINK, Sherman , LT, USN; MO, MRO, R, SP

DROWN, Gene, CIV. HAVO; SP. R

BROWN, Mary, CIV; MO, R

BURGESS, Leslie, LT, USN; MO, MRO

CANNADY, Charles. LCDR.USN; MRO

DUNN. Penny, CIV, NAVO, TD/TO

EATON, Patricia, CIV, DMA; MRO

FARIA, Isabel, CIV; FO

FARIA, Luis, LTJG, Portuguese Navy; T, MO, R

HANNA, James, LT, USN; R

HANSON, Walter, LT. C6; SP

HOFFMAN, Richard, LT, USN; FO

JORDAN, David, CIV, TI ; TR

JOY, Richard, CIV, DMA; MRO, SP

KAPLAN, AH, LTJG, Turkish Navy; SP

LIETH. Dudley. LCDR, USN; T

MILLS, Gerald, LCDR, NOAA; T, MO

MOULAISON, Robert, CIV, Westinghouse; SP

NEWELL, Virginia, LT, NOAA; MO,T,R.MOR, SP

NORTRUP, Donald, CDR. NOAA; T, MO

PERRIN. Kenneth, LT, NOAA; MO,FO, R, T

REES, Anna. CIV; SP

REES, John, CIV, DMA; TD/TO

SHOOK, Jenny. CIV; SP

SHOCK, Ricky, LT, USN; SP

WINTER, Donald, LCDR, NOAA; SP

EE - Electrical Enginneer
FO - Fathometer Operator
MRO - Mini-Ranger Operator
MO - MVUE Operator
R - Recorder

SP •• Shore Party

T - Timer

TD/TO - Test Director/Observer

TR - Technical Representative

123

FIGURE 5-1. PERSONNEL AVAILABILITY REQUIREMENTS

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124

SLCTION VI
HARDWARL AflD SOFTWARE REQUIREMtNTS

6.1 R/V ACANIA Iiistalldtiori. Hardware for the R/V ACANIA platform includes
the iianpack, power filter, CDU and antenna. Figure 6-1 shows the setup of the
manpack (MVUE) inside the ACANIA.

6.2 Test Support Equipment. Equipment required for test support includes a
regulated power supply.

6.3 Mini-Ranger III System. The Moterola Mini-Ranger III Positioning Deter-
mining System (MRS III) is used to accurately determine the position of the
R/V ACANIA. The position of the ship is determined with respect to the two
reference stations both of which are located at known fixed points. The MRS,
operating on the basic principle of pulse radar, uses a transmitter located on
the ACANIA and transponders located at two stations. The elapsed time between
transmitted interrogations produced by the MRS III Transmitter and the reply
received from each transponder is used as the basii. for determining the range
to each transponder. This range information, displayed by the MRS III together
with the known location of each trnsponder, can be trilaterated to provide a
position of the ACANIA..

The standard MRS III operates at line-of-sight ranges up to 20 nautical
miles (37 Km) and with appropriate calibration, the probable range measure-
ment accuracy is better than 3 meters (10 feet). A unique coding system is
employed in the MRS to minimize false range readings caused by radar inter-
ference and to provide selective reference station interrogation.

6.3.1 MRS Installation. The MRS III transmitter with antenna is installed
onboard the R/V ACANIA and operates on +28 VDC power supplied by the range
console. The MRS Transpnder stations are to be positioned over sites whose
locations provide the best geometry for that day's test. Transponder stations
shall be set up and dismantled each night for security reasons and batteries
shall be recharged as necessary to provide sufficient power for the duration
of the test.

6.3.2 MRS Data Extraction. The MRS shall output data in three forms:
terminal printout, plotter printout, and magnetic tape, the MRS collects data

125

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126

and |ierfu»iiis cdlculdtions tisiny the Universal Transverse Mercator (UTM)
coordinate system sIjowu. in Table 3-3.

6.3.2.1 MRS Terminal Prifitout. The MRS terminal printer can print out, on
deaiiind, ranges or UTM grid coordinates (x,y), time and event marks.

6.3.2.2 MRS Plotter Output. The MRS plotter will produce a plot of relative
position with event marks either once a minute (automatic mode) or on demand
(manual mode).

6.3.2.3 MRS Magnetic Tape. The MRS will output to magnetic tape UTM grid
positions, time and event marks at the rate of once eyery two seconds. The
magnetic tape information will be processed at NPS and printouts produced
In UTM positions.

127

SLCTION VII

SUPPORT FACILITIES

7.1 P/V ACANIA Support. The R/V ACANIA will act as primary test vehicle for
the tests and will provide all required ship's operations in the Monterey Bay
operating area.

128

SECTION VIII
SCHEDULE

8.1 Gericrdl Schedule Requirements. This section provides the general schedule
of events for performance of the GPS/llydrographic field test operations.
Objectives of the schedule provided are to set a testing period (30 April-

6 May 1980) to accumulate performance data. Table 8-1 provides the general
chronology of major events. Figures 8-1 and 8-2 provide the schedule of
satellite signal availability in the Monterey Bay area. The following para-
graphs provide a more detailed schedule of the specific test operations.

8.2 Test Operations. Preliminary on-site testing the Mini-Ranger III system
will occur from 17 April-28 April 1980. Tests with the MVUE will commence upon
completion of system installation, about 29 April 1980. Table 8-2 lists the
significant operations and associated major resource requirements. The domina-
ting factor in the schedule is the daily 10 hour (approximate) satellite signal
availability window (of which 4 to 5 hours occurs before ephemeris update) for
position fixing. In addition, only about three hours of the satellite
availability period after the updates provide the foi:r satellite coverage re-
quired for the standard three-dimensional position fixing mode of operation

of the GPS equipment. In the event that satellite availability is limited to
three satellites, the equipment automatically goes to altitude hold mode.

129

TAlUt a- I. MASTLU TEST ClIROflOLnGY
LVLNT DATE

Beach Test I 29 April 1980

Pier Test 30 April 1980

Anchor Test , 1 May 1980

High-Dynamics Test 2 May 1980
Survey Scenario

Circle Test 3 May 1980

5-knot Lattice 4 May 1980

9-knot Lattice 5 May 1980

Beach Test II 6 May 1980

130

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TIST OPIKATIONS SV SIGNALS

Visual Inspection

Power Stdbil i ty

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High- Dynamics Test X

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S - Survey scenario

133

SlCTICfl IX

TlSr CVALUATIOIJ

-J. i'atd CoIIl'c Liuii. Priiiwry infon-iatioii currently icieritif icd for collection
is of Lv;o qeneral types:

(1) Type I - The precision range data from the Mini-Ramer III tracking
system and tfie positions generated by the MVUE.

(2) Type II - Logs, charts, and data sheets prepared by the test parti-
cipants.

Type I data is of a precision and diagnostic nature, whereas Type II describes
the general eovircnnient, events, and observations during the tests.

9.2 Test Analysis and Review.

9.2.1 Type I Data. Detailed analysis of Type I data woll be provided following
the completion of the tests. Reduction and compilation of range data and stat-
istical analysis shall be done by P. Dunn and J. Rees.

9.2.2 Type II Data. Type II data will be evaluated and incorporated into Type
I data where it has bearing.

9.3 Test Reports. Following processing of the test data, the Test Report will
be generated as part of the thesis requirements.

134

APPENDIX F: COORDINATE SHIFT AND RANGE CORRECTION APPLIED TO DAY 126,
LINE 5

Offset statistics with range and coordinate shift corrections for 18
points along track line 6 for day 126.

F = Empirical Density Function

1 "

1=1

W (z) = 0 if z>i

1 if 1-z otherwise

m = mean

n = number of data points

B (n) = Range/ /n~

135

Figure F-1. Original Data, Day 126 Line 6

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Original Data and Range Corrections and Coordinate
Shift

139

APPENDIX G
HDOP/GDQP Evaluation

Four points from day 124 found at the north, south, east and west
limits of the test area were used to calculate the HDOP for the station
configuration.

Station Coordinates (Universal Transverse Mercator (WGS-72))

Monterey Bay 4

Xt = 603425.2
y\ = 4053917.2

Luces Point

X, = 595794.5
yj - 4055042.7

1 " —"•- /]

Observation Equation for Range-Range System:

^10 = ^1 = [(v^i^^^V^i^ ^

2.1/2

>20 = h = ^(^0-^2^ ^ (^0-^2^ ^

2t1/2

Solve: Gx + L = V = 0 for X

(v is the residual )

where G is the observation matrix
3F,

G =

3f"

3F,

ay,

3F.

3x

3y

=P;1

°j

x -X,
0 1

^0-^1

t

S.

lU

o-'^Z

10

X -X

Mo

*20

20

J

differences to add to successive position
values (either assumed or computed)

L =

X = G"\

IS, -S.qI observation vector
c; ^ «. I value and S is co
J^2p"^20j initial pos^^ion.

. where S is the observed
computed (/Slue using an assumed

Ax
Ay

I. North Limit Event Number 21099

Ranges : MB4

S,_ = 9028 meters
*2p

Luces sl^ = 8713 meters

First Iteration:

Assume:

x^ = -600000

y° = 4059200
"'o

Solve for 5,^ and S^q

S^Q =1/(Xq-x^)'^ + (Vo-yi)'^ ="][( 600000-603425. 2)^ + (4059200-4053917.2)'

6296.0 meters

'20

^(x -X )''^ "^ ^^o'V " 0(600000-595794.5)'' ^ (4059200-4055042.7)'

5913 .5 meters

140

G =

600QQQ-603425.2 4059200-4053917.2
6296

600000-595794.5

6296
4059200-4055042.7

5913.5

G-1 =

2732

2800

-1 .021
(-.544)(.703)-(.839){.7ll)

X = G L

[438.ol Tax!

3540. 2J 'l^y\

Xq = x^ + Ax

600000 + 438,0 = 600438.0

y = y + Ay = 4059200 + 3540.2 = 4062740.2
0 0

I

-.544
.711

-.718
.726

Second Iteration:
S^Q = 9315.0

$20 = 8989.6

G =

\

-2987.2
9315

4643.5
8989.6

G-^ = -1

310 I

L = [-276.6]

= G-\

r-2i.2l

Xq = 600438.0 + (-21.2) = 600416.8
y = 4062740.0 + (-310.7)

4062429.3

Third Iteration:
S^Q = 9028.1

$20 = 8713.6

141

G =

-1

-3008.4

8512.1
9028.1

-.333

.943

9028.1

4622.3

7386.6

.530

.848

_8713.6

3713. 6_

^

-1.084

-1.206

-.678

.426

L =

X = g'-'-L =

.832
.198

X = 600416.8 + .832 = 600417.632
o

y = 4062429.3 + .198 = 4062429.498
o

*MRS III position: 600401

4062345

Ax = 16.6
Ay = 84.5

NOTE: Range data to either side of this position was lost
due to antenna dynamics encountered during a Williamson turn.
This is believed to be the cause of the large difference
between the two values.

Var X = G Var y G

^1

^1 = ^2

= 2 m

142

Var y =

ay

Var y = Var x CG""'" G^"^)

= G

-1.08 -1.2
- .68 .43

-1.08
-1.2

-.68

43

= 4

2.61

.22

.22
.65

a ^ = 10.44

o == 3.2

X

a 2 = 2.6

y

Qy = 1.6

a = / 2 2 ^ ^
y a^ + a =3.6

= horizontal uncertainty

= (HDOP) (a_) where

R

is the rms radial range error,

HDOP = 3.6/2 = 1.8

II. South Limit Event Number 21185.

Ranges: MB4 S^ = 3371 m

LUCES S^ = 5704 m
2p

776
262

84*9
689

X = 601300.6 - .4 = 601300.2
o

y = 4056534.6 - .6 = 4056534.0
"• o

Last

Iteration;

G

-.630
|_ .965

G-1

p. 287
1.056

MRS III position:

601296
4056534

Ax = 4.2
Ay = 0.0

143

a--^ = 3,2

X

a = 1.8

X

a = 6.4

y

a = 2.5

y

a.

O + G

X y

= 3.1 = HDOP G

R

HDOP = 3.1/2 =1.6

III. East Limit Event Number 21310
Ranges: MB4 S, = 0816 m

LUCES St = 9704 m
2p

Last Iteration
G

.988
.476

,-1

x^ = 604327.6 + .5 = 604328.1
o

y = 4059663.5 - .8 = 4059662.7

MRS III positions: 604328

4059665

p. 5:

l.K

-.599
.06

1.243
-.195

Ax = 0.1
Ay = 3.3

a, = HDOP a^ = /7.6 + 5.2 =3.6
n R

HDOP = 3.6/2 =1.8

IV. West Limit Event Number 21411

Ranges : MB4

S- = 7128 m
Id

LUCES S^ = 3691 m
2p

Last Iteration:

^ _ p. 8 .6 ""
.522 .853

_-l _ p. 857
^ " .524

.603
.804

1-— — 1

* *—

—

X = 597720.7
o

y^ = 4058191

MRS III positions

: 597720 Ax =

0.7

4058192 Ay =

0.8

0 = HDOP a„ = /^ 2 . 2 =2.8
n R a + a

X y

HDOP = 2.8/2 = 1.4

144

APPENDIX H : MRS III RANGE HOLE GRAPH

The graph in Figure shows the approximate locations of the center

of range holes for a receiver antenna 10m above the water surface. The

width of the hole is not plotted but depends on the distance between the

control and reference station, transmitter output power, and receiver

sensitivity. The following formula using a flat earth approximation was

used to compute the various lines:
n)^R

hl =

2h2

where: h, = height of reference station in meters
h2 = height of receiver in meters

)\ = wavelength of MRS III system (5.4 cm for f = 5500MHz)
R = range between receiver and reference stations in meters
n = inter order range hole (wavelength multiple)

The heights of the reference stations are indicated on the graph showing

the ranges at which different order path lengths have a potential for

destructive interference

145

(ffaaxaw) ihoish noiivis axop^H

Figure H-1

146

APPENDIX I: HISTOGRAMS FOR TRACK LINES: DAYS 121-128

F = Empirical Density Function

F^(z) = ^^g|^ .5,w((x. - z)/B(n)) B(n) = Range/ZFT

m = mean w(z) = 0 if z>l

1 - z otherwise
n = number of data points

TEST DAY LINE TIME OBSERVATIONS

BEACH 121 L2 0811-9822 Four satellites(4,5,6,8)

0839-0844 0830 - update of satellites 4 and 6 is

reason for two sets of data

PIER 122 LI 0710-0725 Antenna cable too long; causes multi-

ple peaks

Upload of satellites: 4 at 0715

6 at 0715
8 at 0715
L2 0848-0912 Three satellites at start; 0854 - two
satellites; 0904 - one satellite
Antenna cable too long; caused loss of
satellite signals

ANCHOR 123 LI 0738-0814 Four satellites (4,5,6,8)

Satellite 4 updated three times: 0700,
0730, and 0845

HIGH-DYANMIC 124 LI 0600-0647 0626 - dropped one satellite leaving

two
L2 0727-0811 Two satellites

CIRCLE 125 LI 0540-0620 Two satellites until 0551, gained one

L2 0638-0718 Three satellites pre-update
0640 - 4 satellites
0709 - update of satellites
L3 0755-0820 Four satellites

0805 - picked up satellite 7; peak at
right due to bad satellite (7)
in position solution
L4 0826-0839 Five satellites (4,5,6,7,8)
0830 - lost satellite 4
0838 - update of satellite 7
L5 0901-0920 Four satellites (4,5,6,7)

Large offset due to satellite 7

5-Knot test 126 LI 0558-0615 Three satellites; Pre-update (4,6,8)

L2 0622-0637 Three satellites
L3 0652-0708 Four satellites (4,5,6,8)
L4 0744-0800 Four satellites; variations due to up-
date

147

L5 0809-0824 Four satellites
L6 0844-0902 Three satellites
L7 0917-0936 Three satellites; weak signal codes
L8 0950-1007 Three satellites; peak at left due to

mislabeling of time on data

9-Knot test 127 LI 0646-0700 Three satellites; pre-update

L2 0721-0729 Four satellites (4,5,6,8)

L3 0737-0750 Four satellites

L4 0800-0815 Four satellites

L5 0822-0833 0832 - drop to three satellites

L6 0858-0915 Three satellites

BEACH 128 LI 0631-0805 Four satellites (4,5,6,8); pre/post

upload data
Uploads complete at 0728
L2 0735-0805 Four satellites

148

STATISTICAL hl( hIAKDOWN BY DAY AND bY LfNh;

Mtjan Standai-d Deviation

beach

D121L1
D121L2

D128L2 7.^3 3.23

Pier

D122L1
D122L2

Anchor

36.25 9.82

147,28 15.27

1018.86 85.81

87. Oil 12.78

D123L1 U9.16 95.29

High Dynamic

D124L1 315.7^ 19.79

D124L2 1002.16 1^9.22

Circle

D125L1 31.10 12.81

D125L2 18.31 9.09

D125L3 297.12 266.20

D125I^ 260.09 J^^?I

D125L5 21088.50 4673.65
D125L6

9 Knot lines

D126L1 102.10 4.97

D126L2 116.31 7.16

5 Knot lattice

D126L3 363.40 100.76

D126L4 43.45 21.19

D126L5 20.52 7.3^

D126L6 33.80 9.68

D126L7 ^2.47 10.16

D126L8 S5.37 13.89

D127L1 671.34 133.64

D127L2 187.48 176.78

DI27L3 50.58 10.24

D127L4 32. 4r 1-.64

D127L5 30.71 16.20

D127I.6 33.25 11.08

149

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Day 128 Line 2
176

APPENDIX J: GLOSSARY

bps - bits per second

C/A - coarse acquisition

CDIJ - Control Display Unit

CGS - Coast and Geodetic Survey

CS - Control Segment

dB - deciBel

dBM - deciBel re 1 milliwatt

dBW - deciBel re 1 Watt

DMA - Defense Mapping Agency

EPE - Estimated Position Error

fps - feet per second

GDOP - Geometric Dilution of Precision

GHz - Gigi Hertz

GP - Geographic Position

GPS - Global Positioning System

HDOP- Dilution of precision in 2 horizontal dimensions

HOW - Handover word

H/TC - Hydrographic/Topographic Center

Hz - Hertz

in - inch

km - kilometer

Kt - knot

Lat - Latitude

Long - Longitude

m - meter
inb- millibar

MBA - Monterey Bay 4

Mbps - Migabits per second

177

MCS - Master Control Station

MHz - MegaHertz

mm - millimeter

mps - meters per second

MRS III - Mini-Ranger III Positioning Determining System

m/s - meter per second

MS - Monitor Station

MVUE - Manpack/Vehicular User Equipment

NAD-27 - North American Datum 1927

NAVOCEANO - Naval Oceanographic Office

NAVSTAR - NAVigation Satellite Timing and Ranging

mi -Nautical Mile

NNSS - Navy Navigation Satellite System

NOAA - National Oceanic and Atmospheric Administration

NPS - Naval Postgraduate School

NRL - Naval Research Laboratory

P-Code - Precision Code

POOP - Position (in three dimensions), dilution of precision

PN - Psuedo-noise

PRN - Psuedo-random noise

RF - Radio Frequency

RMS - Root Mean Square

RSS - Root Sum Square

R/V - Research/Vessel

SAMSO - Space and Missile System Office

SS4 - Seaside 4

SV - Space Vehicle (satellite)

178

TDOP - Time, dilution of precision

TEC - Total electron count

TI - Texas Instruments Inc.

TIMATION - TIMe navigaTION

TIV - Two-in-view

TLM - Telemetry word

TTFF - Time to First Fix

UE - User Equipment

UERE - User Equipment Range Error

UERRE - User Equipment Range Rate Error

ULS - Upload Station

URE - User Range Error

UTM - Universal Transverse Mercator

USGE - U.S. Geological Survey

VDOP - Vertical dimension, dilution of precision

WGS-72 - World Geodetic System 1972

179

Figure 1. GPS Earth Centered Coordinate System

180

52

0 NAIL

101 LUCES POINT

107 MUSSEL

108 SEASIDE 4

109 MONTEREY BAY 4

110 USE MONUMENT

10211 MONTEREY DOPPLER STATION

10277 PT. PINOS DOPPLER STATION

33
37 . 34

37
37

23

40

M

Figure 2. Geodetic Control Stations

181

MOBILE
RECEIVER/

TRANSMITTEF'

FIXED
REFERENCE

STATIONS

RANGE CONSOLE

REF1

REF 2

(X - D)

2D

Figure 3. Mini Ranger III Trilateration (Two-Dimensional
Geometry Example) . [General Dynamics GPS-GD-
209-1-CS-79-05, 1979]

182

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Figure 4. Operating Area with Universal Transverse Mercator
Coordinates

183

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Figure 6. Geodetic Control Stations, Baselines and Coordinates

185

GPS

R

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SCRLE: 676/5.

CfllO SI^HCING: IMtfEHSI 1000.

o.

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Figure 7. Beach Test Day 121
186

GPb DRTR
DRY: 128„

SCRLE: 67675.

GHIO SPRCINGj (MErEflSl

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Figure 8. Beach Test Day 12 8
187

MRS III DflTR
DHT: 122.
SCALE: 676/5.

GfllO SPflC[NGi (METERS) 1000.

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60.00 90.00 100.00 110.00 120.00

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Figure 9. Pier Test (MRS III Data)

188

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Figure 10. Pier Test
189

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130. 00

mo.oo

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MRb 111 O^l fH
[JRT: 123.

SCRLF: b767'5.

GRID bPHCING; IMt ffcrtbl 1000.

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EASTING: 590000^ '•lU'

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Figure 11. Anchor Test
190

i; p 5 D H ] H

DRT: 123.

SCHLE: 67675.

GftlO SPACING: (flEFtflb) lOOU.

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a

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Figure 12. Anchor Test
191

Mf^S 1 1 1 IJH I H
DHT: lc.^L[.

SCALE: 67675.

CRIO SPAClNGi IMETEnSI 1000.

50.00 ao.oo »o.oo ho.iiij 'jo.uti lofi.uu no, 01) i?o.oo do.OO iUu.oo i»>o.oo

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Figure 13. High Dynamic Test
192

GPS OflfH
DHT: K-^U.

SCniE: 67675.

CRIO SPflCINGi tNeTEnsi lOOO.

no 60.00 70. I'll Mil. .1(1 •40.ni) iim.mi iin.np i'h.oo mo.oo mn.oo r-o.oo

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Figure 14. High Dynamic Test
193

MRS III DRTR

ORT: lc?S.

SCRLE: b767S.
cflio 9f>nc:NGi (NErEnsi looo.

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ii/.iiii iiHi DO iiii.ijii I,''.' nu no. 00 luo.oo 150.00

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Figure 15. Circle Test
194

DAT: \2b,
SCRlE: 57675.

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Figure 16. Circle Test
195

MRS I I I OflTR
DRT: 126.

SCRLE: 67675.

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Figure 17. Nine-Knot Track Lines
196

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SCHLt: 67675

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Figure 18. Nine-Knot Track Lines
197

('.'Ml no. 00 uo.oo 150.00

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um : 1 .' I .

SCHLf: H7675.

GHIO 5PSC1MG. l«f. rtftSI 1000.

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Figure 19. Five-Knot Track Lines
198

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199

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200

AERO Houiini Wfc(r~

Figure 22. 2d Repeatability Contours (Mussel and Monterey
Bay 4 Operating Area)

201

Figure 23. Two d^^^ Repeatability Contours (Luces Pt. and
Monterey Bay 4 Operating Area)

202

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RANGE ERROR (MFTERS)

Speed Dependent Range Error

203

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L2S

^^° DAY 124: HIGH DYNAMIC

L30

L40-

L3S

\

\

\

L5S"

^

-L50

L4S DAY 125: CIRCLE

L50^

L20/L10

\ / / L7S

L30 \ \ / / /

- •• \ i / /

L60

L80

LOO

L2S

L4S L5S ^^

DAY 126: 9 KNOT LINES

L4S

LSS

DAY 127: 5 KNOT LATTICE

O -OFFSET (FROM SOUTH)

S -SHIP TRACK (FROM NORTH)

L - LINE

Figure 28. Track Lines and Offset Azimuths

207

DYNAMIC
(121)

134
37m ± 10m

STATIC
(128)

Figure 29. Offset Vectors for Dap^s 121 and 128 (Beach Test)

208

User Equivalent Range Error, 1
Uncorrected Error Source Meters Feet

1.5 5.0

SV Clock Errors
Ephemeris Errors

Atmospheric Delays 2.4-5.2 8.0-17.0

Group Delay (SV Equipment) 1.0 3.3

Multipath 1.2-2.7 4.0-9.0

Receiver Noise and Resolution
Vehicle Dynamics

1.5 5.0

RSS 3.6-6.3 11.8-20.7

[Millikin, et.al., 1978]
Table I - Range Error Budget

209

ACCURACY

SCALE

90% LEVEL (1.645)
1 . 5mm 0 . 5mm

5,000

10,000

20,000

30,000

40,000

50,000

60,000

80,000

100,000

7.5m
15.0m
30.0m
45.0m
60.0m
75.0m
90.0m
120.0m
150.0m

2.5m
5.0m
10.0m
15.0m
20.0m
25.0m
30.0m
40.0m
50.0m

Example: 10,000 x 1.5mm x

_3
10 m/mm = 15m

[MUNSON, 1977]

Table II - Accuracy Criteria (90%)

210

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FROM SOUTH

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r"*

^■>

00

CM

CM

CM

' —

'—

' —

0

Lf)

^

<JD

c:

CO

0

OJ

LO

LO

cn

i-

SI.

r •

= .

<u

r^

0

cn

l»-

s

r—

ro

0

<u

Ol

-

-

cc

■z.

rv.

r-«

CO

ro

ro

CO

t-

0

0

0

0

vo

VO

<^

ro

CO

ro

^

00

00

>>

cu

2:

(O

-M

+->

0

oa

£

(O

1— 1

•r-

£=

I—

>>

0

•r—

•a:

0)

Q.

T3

1—

r—

s_

i-

CO

cu

cu

10

0

</)

4->

OJ

0

to

c

0

0

3

0

3

^

2:

_J

■K

o
^
+J
c
o
u

u

•H
-P
Q)

o
u
o

4-»

(U
•H

iH

c
o

•H
4J
ro
+J
W

^

a
o

Q

e
o
v^

iw

n3
0)
>

•H

a

Q

-p
m

•H
CO

4-)
(TJ CO

o
o

c
o

•H

U W

H
H
H

0)

Eh

211

25 April 1980

Number of

Points

Mean

a

g'

Station

Code

87

1481.7

.3084

.094

USE

4

50

1480.93

.7022

.4833

1

44

4675.24

.2599

.0660

MB4

4

40

4675.43

.9472

.8747

1

43

2651.58

.3421

.1143

SS4

4

43

2650.86

.4182

.1708

1

45

1830.12

.1796

.0312

MUSSEL

4

61

1829.47

.8368

.6890

1

10 May 1980

78

4673.89

.2778

.0762

95

4676.05

.2440

.0589

104

2650.00

.2853

.0806

82

2651 .48

.2334

.0538

74

1480.50

.6209

.3803

107

1482.40

.2951

.0863

105

1828,79

.4267

.1803

111

1829.75

.1394

.0193

MB4 1

4
SS4 1

4
USE 1

4
MUSSEL 1

4

Table IV - Mini Ranger III Calibration Data

212

AFTER

UPDATE

DAY

LINE

MAXIMUM

MINIMUM

121

15

14

122

14

12

123

17

12

124

LI

14

n

L2

14

12

125

LI

11

18

L2

13

16

L3

353

14

L4

38

L5

13621

370

L6

252

3399

126

LI

16

12

L2

14

13

L3

14

11

L4

21

13

L5

13

L6

13

10

L7

17

12

L8

15

12

127

LI

16

n

L2

15

L3

15

14

L4

16

12

L5

14

13

L6

14

12

Table V - Estimated Position Error (EPE) Data from MVUE

213

Tabl« VI - Track Line Data Log

Day Line

Of f sot

(d)

A: i mil til
(froai Sovitl))

Mo.\n ff

121
(Deach)

U

23

77

Time iCt-VT)
0605-0607

Lino Nui'bor

Numbor Di root ion v>t

of Kimo^ial (from Sntol-

KvoiU s ([.ow lliuli) North) Volocity litos

dyiiomic
25 ny^soc

122
(Pier)

U

36 10

134

(120-140)

10

0811-0844

68

d - liiif.i riijht
C - hi>;li ri.ilit

dynamic
25 n'soc

102 85

341
(335-350)

0710-0725

57

d - lu.;h loft
a. - bidh riu'.it

L2

87 12

53
(9-80)

11

0848-0->12

83

d - high loft
a. - liioh richt

123

(Andv-ir)

U

150

95

302
(290-310)

6

0738-0814

113

-

-

4

124
(High

U

310

20

29.3

7

0600-0647

171

a. - high left

345°

(>VS) (Knots)
4.5 8.7

3 2

Dynamic)

L2

1003

150

100

5

0727-0311

166

-

075°

4.5 8.7

2

125
(Circle

and
Lines)

U

31 13

ICO

14

0540-0620

129

circle left 4.5

8.7

L2

30 27

292

21

0638-0713

122

circle riaht 4 . 5

8.7

U

297 266

132
(90-120)

19

0755-0820

74

d - high left/
lew right

000"^

4.5

8.7 4/5

L4

263 166

U2

(70-140)

24

0826-0839

51

d - high left

180"

4.3 8.4

5/4

L5

21088 4674

267
(254-270)

0901-0920

54

d - high right

270"-

4.4 8.6 4

L6

090"

4.3 8.4

126
(Hire
Knot
Unes)

U

102

197
(190-210)

0558-0615

62

270*^

4.0 7.8

L2

116

188
(180-195)

0622-0637

33

090"

4.0 8.6 3

U

363 100

121
(115-130)

0652-0708

62

d - high left

270"

3.7

L4

54

41

125
(100-150)

11

0744-0800

60

180"

4.0 7.8 4

L5

L6

L7

L8

127 U

(Five
Knot

Lines)

L2

L3

L4

L5

LC

L2

152

(120-190)

33 10

240
(210-280)

42 10

262
(250-280)

55 13

282
(275-300)

671 133

152
(140-170)

187 176

119
(115-125)

50 10

133
(125-140)

32 13

157
(140-200)

33 22

153
(145-210)

33 U

218
(200-225)

128 LI 49 65

(Beach)

317
(0-360)

313
(0-3C0)

21

13

13

0809-0824

17

12

25

29

0844-0902

0617-0936

0950-1007

0646-0700

0721-0729

0737-0750

0800-0815

0822-0833

0358-0915

0631-0705

0735-0805

58

70

59

63

36

33

a - high right 000° 3.7 7.2

d - high left 135 3.9 7.6 3

045"

3.5 6.8 3

a. - high right 270

2.7 5.2 3

^ - high left 300° 3.5 6.5 3/2

120-' 3.7 7.2 4

44

300" 3.8 7.4 4

53

210"" 3.9 7.6 4

40

30"

3.7 7.2

61

210'-

3.8 7.4

70
49

static
0

d - hi-jli loft
(S - hi'jh loft

static
0

214

A. Geodetic Control ^Am

B. Position Error (due to coordinate shift) 4m

C. Inverse (Ellipsoid vs. Plane Computation) .02m

D. GDOP 4m

E. Range Correction 3m

F. Meteorological .06m

G. Station Elevation .Im

3

H. Timing 0 - 4 m

I. MRS III Positioning .5m

J. Antenna Motion 0 - 2 m

1 - Based on offset between Doppler station and abridged Molodensky

Formulas

2 - Maximum at distances less than 1000 meters

3 - Depends on trends in data

TOTAL ERROR

\in ^ 'a •" ^B ^ ^C ^ ^D ^ ^E ^ ^F ^^6 ^ ^H ^ ^I ^ ^J
min

= y .4^ + 4^ + 02^ + 4^ + 3^ + .06^ + .1^ + 0 + .5^ + 0

with e^j (timing) = 0 and e, (antenna motion) = 0
= 6.4m

E^ = U .4^ + 4^ + .02^ + 4^ + 3^ + .06^ + .1^ + 4^ + .5^ + 2^
max

with eu = 4m and e, = 2m

= 7.8m

Ej = 7m
avg

RAW DATA: 38 meters with 11 meter standard deviation

CORRECTED: 38 - 7 = 31 meters

Table VII - Mini Ranger III Position Error

215

RANGE (METERS)
STATION TO R/V ACANIA

DATE

TIME

MB4

(CODE 1)

MUSSELL (C0DE4

.) NORTHING

EASTING

kllk

Day

4676

1833

4052043

599139

4/30

Night

4676

1831

4052044

599139

5/6

Night

i^eil

1832

4052044

599138

Table VIII - Pierside Range and UTM Values

216

m

(D

D

tH

{«

>

T3

<D

^^,.^

C

sz

M

4J

P

3

-P

O

0)

to

to

K

^

E

(U

O

•

<

• •

CVJ

w «

s •

r:

~ •

r:

+->

CU

E

CO

>

o

O

w

^

CM

C71

CM

•

fl3

D

CO

VO

cu

g

3

5"

iJo

o

00

VO

cn

C3^
CTi

c
o

GJ
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>

0

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CO

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CM

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•r-

3

a:

in

00

r>.

CM

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u

CU
•r-

•r—

c

CD

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r •

w •

r •

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CJ

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00

IT)

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0)

Lrt

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in

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r"

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a;

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s-^

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t— 1

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o

o

o

c

r^

<u

0)

<u

0

5

c

UD

VO

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VO

<r)

VO

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LU

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217

LIST OF REFERENCES

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No. 2, Summer 1978.

Bowditch, N., American Practical Navigator, 1977 Edition, DMA, 1977.

Chief of Naval Operations (CNO) UNCLASSIFIED Letter Ser 952C3/633829 to
Director, Defense Mapping Agency (Code ST), Subject: Representative to
Global Positioning System Hydrographic Survey Demonstration Group,
28 January 1980.

CID-ADUE-IOIA Code Identification 96214, Prime Item Product Function
Specification for the Global Positioning System Manpack/Vehicular
Positioning and Navigation Set Type CI a, 3 June 1975.

Cross, P. A., "A Review of the Proposed Global Positioning System",
Lighthouse, Edition 18, November 1978.

Defense Mapping Agency DMA TM T-3-52320, Satellite Records Manual Doppler
Geodetic Point Positioning. Data Documentation and Applications, November

Easton, R.L., "The Navigation Technology Program", Navigation, v. 25, No. 2,
Summer 1978.

General Dynamics Report No. GPS-GD-201-CS-79-05, Mini -Ranger III Perfor-
mance at San Clemente Island, by R. Bjork and M. Hodge, 1979.

Gilb, T.P. and Weedon, G.F.C., "Range Holes and What to do About Them",
Lighthouse, Edition 13, April 1976.

Heizen, M.R., Hydrographic Surveys: Geodetic Control Criteria, Masters
Thesis, Cornell University, December 1977.

Henderson, D.W. and Strada, J. A., Navstar Field Test Results, paper pre-
sented at the Institute of Navigation National Aerospace Symposium,
6-8 March 1979.

Jorgenson, P.S., Navstar/Global Positioning System 18-Satellite Constel-
lation, paper presented at Institute of Navigation, Monterey, CA.,
23-26 June 1980.

Martin, E.H., "GPS User Equipment Error Models", Navigation, v. 25, No. 2,
Summer 1978.

McDonald, K.D., Navstar Global Positioning System (GPS); System Concept,
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McDonald, K.D., The Satellite as an Aid to Air Traffic Control, lecture
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218

Millikin, R.J., and Toller, D.J,, "Principle of Operation of NAVSTAR and
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Motorola, Mini-Ranger Automated Positioning Systems, Marketing Brochure,
1979.

Munson, R.C., Rear Admiral, Positioning Systems, NOS Publication, June
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Naval Oceanographic Office (NAVOCEANO) UNCLASSIFIED Letter 3160 Ser 013/
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8 June 1979.

Commander, Naval Oceanography Command (CNOC) UNCLASSIFIED Letter Code NS3:
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Recommended Thesis Topic in Oceanography, 5 October 1979.

Navigation Aid Support Unit (NAVAIDS) UNCLASSIFIED Letter NAVAIDS/01 :lvt
12000 ^er 80 to Penny Dunn, Subject: NAVAIDSUPPUNIT Operational Costs;
Request for, 6 June 1980.

NOS Test and Evaluation Laboratory, Phase B Test and Evaluation of the
Del Norte Trisponder and Motorola Mini-Ranger III Positioning Systems
for Effects of Speed/Range on Range Accuracy, September 19771

Parkinson, B.W., "Overview", Navigation, v. 25, No. 2, Summer 1978.

Russel , S.S., and Schaibly, J.H., "Control Segment and User Performance",
Navigation, v. 25, No. 2, Summer, 1978.

SAMSO, Final Field Test Report, Major Field Objectives No. 12, Shipboard
Operations, June 1979.

Spilker, J.J., Jr., "GPS Signal Structure and Performance Characteristics",
Navigation, v. 25, No. 2, Summer 1978.

Texas Instruments, Inc., F-04701-75-C-0181 Data Sequence No. 003 , Global
Positioning Systems (GPS) Manpack/Vehicular User Equipment (MVUE), Final
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Texas Instruments, Inc., F-04701-75-C-0181 Data Sequence No. A017, Global
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plant Test Report, 11 June 1979.

Umbach, Hydrographic Manual, Edition 4, U.S. Department of Commerce,
National Oceanic and Atmospheric Administration, National Ocean Survey,
4 July 1976.

U.S. Department of Commerce, National Oceanic and Atmospheric Administra-
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General Specifications of Geodetic Control Survey, February 1977.

U.S. Geological Survey, Topographic Division, Cartographic Research, 1977.

219

BIBLIOGRAPHY

Akita, R.M., Shipboard Navstar GPS Test Results, NOSC T.R. 416, May 1979.

Altshuler, E.E. and Kalaghan, P.M., Tropospheric Range Error Corrections
for the Navstar System, Cambridge Research Laboratory, AD-786928, April
1974.

The Aerospace Corp., AD-A030-164, Operating Frequencies for the Navstar/
Global Positioning System, by Butterfield, F.E. , 30 July 1976.

Committee on Ways and Means, House of Representatives, Testimony by
Col. S.W. Gilbert, Navstar/GPS.

Cox, D.B., and Kriegsman, B.A., lecture notes, George Washington Univer-
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Naval Postgraduate School, Technical Report #NPS 61-80-016, Verification
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Denara, et. al., "GPS Phase I User Equipment Field Tests", Navigation,
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General Dynamics, GPS-GD-207-1-CS-79-03, The Mini-Ranger Data Processing
Program, by R. Bjork, M. Hodge, and C. Wolfe, 1979.

General Dynamics Electronic Division, GPS-GD-025-C-US-7708, Final User
Field Test Report for the Navstar Global Positioning System Phase I:
(1) Position Accuracy, (2) Effects of Dynamics on Navigation Accuracy,
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General Dynamics Electronics Division, System/Design Trade Study Report
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Ghosh, S.K. , Analytical Photoqrammetry, Pergamon Press, 1979.

Hemiesath, N.B., "Performance Enhancement of GPS User Equipment", Naviga-
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Klobuchar, J. A., "A First Order, Worldwide, Ionospheric, Time-Delay Algo-
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Klobuchar, J. A., "Ionospheric Effects on Satellite Navigation and Air
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McGarty, T., Satellite Constellation Configuration, Geometric Factors, and
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NOSC, FT0P/FF-1052, Navstar/GPS Field Test Operations Plan,Frigate/FF-1052
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220

SAI Comsystems Corp., N00123-77-C-0045 CDRL 003, Navstar/GPS LVTP Field
Tdst Operations Plan, November 1979.

Schmidt, J.R., III, "Computer Error Analysis of Tropospheric Effects for
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January 1975.

Stansell, T.A., Jr., "Civil Marine Applications of the Global Positioning
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Van Dierendonck, A.J., Russell, S.S., Kopitzke, E.R., Bunvaune, M.,
"The GPS Navigation Message", Navigation, v. 25, No. 2, Summber 1978.

White, K. , and Hemphill, M., "Evaluation of Motorola's Mini-Ranger Data
Processor and Automated Positioning System", Lighthouse, Edition 18,
November 1978.

Woods, M., "The Mini-Ranger Data Processor Automated Positioning System -
A Useful Tool for Positioning Sweeps", Lighthouse, Edition 19, April 1979.

221

INITIAL DISTRIBUTION LIST

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Seattle, Washington 98102

21. Coininanding Officer
Oceanographic Unit One
USNS BOWDITCH (T~AGS21)
Fleet Post Office

New York, New York 09501

22. Coirananding Officer
Oceanographic Unit Two
USNS DUTTON (T-AGS22)
Fleet Post Office

San Francisco, California 96601

23. Commanding Officer
Oceanographic Unit Three
USNS H. H. HESS (T-AGS38)
Fleet Post Office

San Francisco, California 96601

24. Commanding Officer
Oceanographic Unit Four
USNS CHAUVENET (T-AGS29)
Fleet Post Office

San Francisco, California 96601

25. Chairman
Oceanography Department
U.S. Naval Academy
Annapolis, Maryland 21402

26. Deputy Program Manager
Department of Transportation
AFSC, Space Division

YE-DOT; Attn; CDR A. F. Durkee

P. 0. Box 92960

Los Angeles, California 90009

27. Test and Evaluation Laboratory
National Ocean Survey (NOAA)
C651: Attn: Mr. Knute Berstis
Rockville, Maryland 20852

224

I

28. Director

Defense Mapping Agency H/TC

Code PRH; Attn: LCDR D. A. Backes

6500 Brooks Lane

Washington, DC 20315

29. Commanding Officer

Naval Oceanographic Office
^ Code 8412; Attn: Mr. Van Nor den
NSTL Station
Bay St Louis, Mississippi 39529

30. Commanding Officer

Naval Oceanographic Office
Code 5003; Attn: A. S. Stone
NSTL Station
Bay St Louis, Mississippi 39529

y

31. Commanding Officer

Naval Oceanographic Office
Code 8400; Attn: D. Ouellette
NSTL Station
Bay St Louis, Mississippi 39529

32. Commanding Officer

Naval Oceanographic Office
Code 8100; Attn: W. Hart
NSTL Station
Bay St Louis, Mississippi 39529

33. . Commanding Officer

•^ Naval Oceanographic Office
Code 8 00; Attn: R. Higgs
NSTL Station
Bay St Louis, Mississippi 39529

34. Commanding Officer

Naval Oceanographic Office

Code 6000; Attn: C. Orr

NSTL Station

Bay St Louis, Mississippi 39529

35. Commander

Naval Oceanography Command
Code N53, Attn: J. Reshew
NSTL Station
Bay St Louis, Mississippi 39529

225

36. Office of Naval Research

Naval Ocean Research and Development

Activity
Code 4 80; Attn: CDR R. Kirk
NSTL Station
Bay St Louis, Mississippi 39529

37. United States Coast Guard
Research and Development Center
Attn: M. Mandelberg

Avery Point

Groton, Connecticut 06340

38. Engineering Development Laboratory
National Oceanic and Atmospheric

Administration
Attn: LT T. Rulon
Riverdale, Maryland 20840

39. Director

Naval Oceanography Division
OP-952: Attn: CDR J. Chubb
Department of the Navy
Washington, DC 20350

40. Defense Mapping Agency HQ

Bldg 56, U. S. Naval Observatory
Attn: SST
Washington, DC 20305

41. Defense Mapping Agency HQ

Bldg 56, U.S. Naval Observatory
Attn: PPI (LCDR D. Puccini)
Washington, DC 2 0305

42. Director

Naval Air Development Command
Code 4031; Attn: N. Melling
Warminster, Pennsylvania 18974

43. Texas Instruments, Inc.
P.O. Box 405, M/S 3418
Attn: Walt Riley
Louisville, Texas 75067

44. GSI

P. O. Box 225621, M/S 3988
Attn: Bill Figueroa
Dallas, Texas 75265

226

45. Commanding Officer

Naval Oceanographic Command
Code 8000; Attn: L. Borquin
NSTL Station
Bay St Louis, Mississippi 39529

46. Headquarters

AFSC - Space Division

YET; Attn; B. Roth

P. O. Box 92960

Los Angeles, California 90009

47. Director

Defense Mapping Agency H/TC - HQ
Special Assistant for Hydrography
Attn: Mr. Robert J. Beaton
6500 Brooks Lane
Washington, DC 20315

48. Office of Oceanic and Atmospheric Services
National Oceanic and Atmospheric Admin

Administration
Code 0A/C3X4; Attn: CDR J. P. Vandermuellen
Rockville, Maryland 20852

49. Westinghouse Electric Corporation
P. 0. Box 1897, MS 929

Attn: R. L. Moulaison
Baltimore, Maryland 21203

50. LCDR Gerald Mills
Code 6 8Mi

Department of Oceanography
Naval Postgraduate School
Monterey, California 93940

227

Thesis

D78S89
c.l

189438

Dunn

Hydrographic applica-
tions/^ the global
Positioning system.

IhesD78989

Hydrographic applications of the global

3 2768 001 89590 7

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