NANSC VISSION AND MISSION. NANSC CNS/ATM Roadmap FUTURE ASBU. 3 Future works. alignment 3/13/2014

Transcription

1 NANSC VISSION AND MISSION NANSC CNS/ATM Roadmap FUTURE ASBU roadmaps NANSC GNSSbased 3 Future works alignment Services 3/3/4

2 ICAO Doc975 ICAO Assembly Resolution A37- (), for example, urges all States to implement air traffic services routes and approach procedures in accordance with the ICAO PBN concept. Therefore the Block Module on Optimization of approach procedures including vertical guidance should be considered for implementation by all ICAO Member in the near-term. ICAO A37- called for implementation of PBN RNP approaches with vertical guidance (APV) with satellite based augmentation system (SBAS) or barometric vertical navigation (Baro- VNAV). Where vertical guidance is not available, lateral guidance, only to most instrument flight rules (IFR) runway ends, was prescribed by 6. implementation of approach procedures with vertical guidance (APV) (Baro-VNAV and/or augmented GNSS), including LNAV-only minima, for all instrument runway ends, either as the primary approach or as a back-up for precision approaches by 6 with intermediate milestones as follows: 3 per cent by, 7 per cent by 4; and implementation of straight-in LNAV-only procedures, as an exception to above, for instrument runways at aerodromes where there is no local altimeter setting available and where there are no aircraft suitably equipped for APV operations with a maximum certificated take-off mass of 5 7 kg or more; 3/3/4

3 NAVIGATION Enablers Block 8 Block 3 8 Block Block 3 ILS/MLS Retain to support precision approach and to mitigate GNSS outage Conventional DME Optimize existing network to support PBN operations VOR/NDB Rationalize based on need and equipage Satellite-based Core GNSS Constellations Single frequency (GPS/GLONASS) Multi-Freq/Multi-Constellation (GPS/GLONASS/Beidou/Galileo) GNSS Augmentations SBAS GBAS Cat I GBAS Cat II/III Multi-Freq GBAS/SBAS Capability PBN (see PBN Roadmap) PBN Operations B-65, B-5, B- B-, B-4 B-5 B3-5, B3- Precision Approach 3 CAT I/II/III Landing ILS/MLS GBAS Cat I GBAS Cat II/III Cat I/II/III SBAS LPV B-65 B-65 3/3/4

4 PBN Block 8 Block 3 8 Block Block 3 En-Route Oceanic and Remote Continental RNAV (RNP ) RNP 4 RNP En-Route Continental RNAV 5 RNAV RNAV RNP Advanced RNP RNP.3 (Helicopter only) Terminal Airspace: Arrival and Departure RNAV Basic RNP Advanced RNP RNP.3 (Helicopter only) Approach RNP APCH (SBAS: LPV, BARO VNAV: LNAV/VNAV, Basic GNSS: LNAV) RNP AR APCH (where beneficial) 4 Migration path based on Region/States requirements 3/3/4

5 MID Region Air Navigation Strategy Near-term Objective (3-8) ASU Block: MID Region has chosen 8 out of 8 Block Module for implementation as they respond to air navigation capacity and efficiency requirements for the Region for the period from 3 to /3/4

6 Monitoring of the Aviation System Block Upgrades (ASBU) Implementation in the MID Region B APTA: Optimization of Approach Procedures including vertical guidance Applicability: Aerodromes/RWYs (TBD) Elements LNAV approaches LNAV/VNAV approaches APV with GBAS 6 Performance Indicators/Supporting Metrics Indicator: % of runway ends with LNAV approach Supporting metric: Number of Instrument Runways ENDs provided with GNSS Approach Procedures (LNAV) Indicator: % of instrument Runways ENDs provided with APV Approach procedures (VNAV) Supporting metric: Number of instrument Runways ENDs provided with APV Approach procedures (VNAV) Indicator: % of runway ends with APV GBAS Supporting metric Number Percentage of runway ends with APV GBAS Targets Action Plan Remarks All instrument runway ends, either as the primary approach or as a back-up All instrument runway ends, either as the primary approach or as a backup for precision approaches (NANSC by 4) All instrument runway ends, either as the primary approach or as a back-up for precision approaches by (NANSC 8) ongoing ongoing Planned 6 3/3/4

7 PBN in Egypt (Block - ) Flight Phase Operational Concept Target Date En-Route RNAV 5 implement ed En-Route /TMA Approach / Landing Current Situation Required Performance Enabling Systems Mandatory +/- 5NM (95%) VOR/DME/ GNSS*/ INS* RNAV 8 Planned +/- NM (95%) GNSS/DME RNP APCH (LNAV) RNP AR APCH 4 Implementation +/-.3NM (95%) GNSS Individual Implementation t implemented Depends on required accuracy <.3NM (95%) GNSS APV Baro 8 ongoing +/-.3NM (95%) GNSS/Baro APV SBAS HAL +/- 4m (-7) VAL +/- 5m (-7) GNSS+ SBAS (EGNOS) GBAS CAT I 6 planned ICAO SARPs GNSS + GBAS/I 7 GBAS CAT II/III 3 Concept TBD GNSS + GBAS / II/III 3/3/4

8 Spacing between Parallel Routes 6.5 NM Route Spacing in a Radar Environment Annex How spacing demonstrated Comparative Analysis Airspace Applicable En route between straight tracks only; same direction Extra distance needed on turns YES Nav Spec RNAV5 Additional conditions ( DOC ref) As per generic safety assessment 8 NM Comparative Analysis En Route between straight tracks only; opposite direction YES RNAV5 As per generic safety assessment NM ATC Intervention Studies MID RMA(CRM) Between KATAB/SML YES RNAV5 As per generic safety assessment 8-NM CRM En route between straight tracks only; same direction YES RNAV As per generic safety assessment 8-NM 8 CRM Terminal between straight tracks only; same direction YES RNAV (RNP for non radar area) As per generic safety assessment 3/3/4

9 8 Primary / Major International Aerodromes A/D PA ILS/ DME NPA VOR / DME LNAV Baro-LNAV-VNAV Site critical remark Current Required 4 Current Required4-8 Back up primary Back up primary Back up primary Back up primary Alexandria NIL end 4 YES HEL Borg El Arab end end I SID CAIRO 6 end 6 end 6 6 Hurghada end end YES Luxor end end YES Marsa Alam NIL end Sharm El Sheikh end end YES Aswan end end YES TOTAL

10 LNAV...Baro VNAV current status Primary/Major International Aerodromes A/D R/WS ends LNAV procedures Target Date 8 4 CURRENT REQUIRED All backup mean 7 A/D 9 Procedures 3 A/D 5 Procedures by4 A/D R/WS ends ILS EQP Baro-VNAV procedures Target Date 8 4 -to develop Baro-VNAV procedures as a backup mean By 8 -to develop Baro-VNAV procedures as primary mean By 8 3/3/4

11 9 Secondary/ International Aerodromes A/D PA ILS/ DME NPA VOR / DME LNAV Baro-LNAV-VNAV Site critical remar k Current Required 4 Current Required4-8 Back up primary Back up primary Back up primary Back up primary Al Alamain NIL end circling ENDS El Arish NIL end Asyut end end 4 ends 3 NDB+ Almaza end end 3 HEL Shark El Oweinat NIL NDB end Port Said NIL end HEL St. Catherine NIL NDB circling YES Suhag NIL end Taba end end YES TOTAL

12 LNAV...Baro VNAV current status Secondary/Major International Aerodromes A/D R/WS ends LNAV procedures Current 9 4 A/D 9 Procedures required 6 A/D 3 Procedures Target Date All backup mean by4 A/D R/WS ends ILS EQP Baro-VNAV procedures Target Date 9 -to develop 3 Baro-VNAV procedures as a backup mean By 8 -to develop 9 Baro-VNAV procedures as primary mean By 8 3/3/4

13 8 National Airports A/P PA ILS/ DME NPA VOR / DME LNAV Baro-LNAV-VNAV Site critical remark Current Required 4 Current Required4-8 Back up primary Back up primary Back up primary Back up primary Abu Simbel end end Dakhla NIL NDB end El GOUNA NIL end El Gora NIL NIL El Kharga NIL end Mersa Matruh NIL 3 end 3 4 October NIL NIL El Tor NIL NIL TOTAL 7 7

14 LNAV...Baro VNAV current status National Aerodromes A/D R/WS ends LNAV procedures current 8 3 A/D 8 procedures Required 5 A/D Procedures Target Date By4 A/D R/WS ends ILS EQP Baro-VNAV procedures Target Date 9 -to develop Baro-VNAV procedures as a backup mean By 8 -to develop 7 Baro-VNAV procedures as primary mean By 8 4 3/3/4

15 MID Region Air Navigation Strategy B CDO: Improved Flexibility and Efficiency in Descent Profiles (CDO) Applicability: Aerodromes Elements International aerodromes /TMAs with CDO PBN STARs 5 Performance Indicators/Supporting Metrics) Indicator: % of International Aerodromes/TMA with CDO implemented Supporting Metric: Number of International Aerodromes/TMAs with CDO implemented Indicator: % of International Aerodromes/TMA with PBN STAR implemented Supporting Metric: Number of International Aerodromes/TMAs with PBN STAR implemented Targets Action Plan Remarks 3 8 Ongoing through Enhanced Route Structures Improved Vertical Profiles Enabled by airspace design, airspace procedures and ATC Need to Upgrade the ground trajectory calculation function Airspace Design Training Define application Requirements Cairo: Good DME/DME coverage, no additional station is needed also Sharm el Seikh and Hurgada RNAV in surveillance environment and with adequate navigation infrastructure. Basic RNP in non surveillance Environment(need dual operational approval).dme stations will have to be maintained as a backup navigation means, as long as, every user is equipped with multi-constellation 3/3/4 and multi-frequency GNSS.

16 MID Region Air Navigation Strategy B CCO: Improved Flexibility and Efficiency Departure Profiles Continuous Climb Operations (CCO) Applicability: Aerodromes Elements International aerodromes/ TMAs with CCO PBN SIDs 6 Performance Indicators/Supporting Metrics) Indicator: % of International Aerodromes/TMA with CCO implemented Supporting Metric: Number of International Aerodromes/TMAs with CCO implemented Indicator: % of International Aerodromes/TMA with PBN SID implemented Supporting Metric: Number of International Aerodromes/TMAs with PBN SID implemented Targets Action Plan Remarks 3 Ongoing through Enhanced Route Structures Improved Vertical Profiles Enabled by airspace design, airspace procedures and ATC Need to: Upgrade the ground trajectory calculation function Training Define application Requirements 8 Cairo: Good DME/DME coverage, no additional station is needed also Sharm el Seikh and Hurgada RNAV in surveillance environment and with adequate navigation infrastructure. Basic RNP in non surveillance Environment(need dual operational approval).dme stations will have to be maintained as a backup navigation means, as long as, every user is equipped with multiconstellation and multi-frequency 3/3/4 GNSS.

17 NANSC NAVAIDS Network Rationalisation 5 ILS---4 VOR---6DVOR DME--- 7NDB.Referred to our NAVAIDS Database a bottom-up approach shall be considered as at the end of each navigation aid s economic life (typically to 5 years)..gradual removal of the rest NDBs at their lifetime end depending both on the availability of GNSS approaches and other conventional NAVAIDs,general aviation needs and equipment status; 3.There is a need to retain some VORs: as a back-up to GNSS or may be used in the missed approach segment of RNP APCH procedures as a backup to RNP APCH operations. to support non-gnss guidance for aircraft operating at or above 5, feet to an airport within nm specially around major airports 4.ILS ILS will continue being the primary means for approach navigation. GBAS Cat I will start to be considered as an alternative at 8-3.ILS will be back up. GBAS will be considered the main precision approach NAVAID, replacing existing ILS, supported by the correspondent cost/benefit analysis /3/4

18 Into our consideration to Determine the Best Model for Mixed Mode of Operation: 8 Operation by users that are not RNAV- and/or RNP equipped; Mixed-equipage (PBN and non-pbn) environment. The diversity of aircraft, including low-performance aircraft flying in the lower airspace and conducting arrival and departure procedures on the same path or close to the paths of high-performance aircraft. We are solely responsible for approving and authorizing an Instrument Approach Design Organization as well as the Instrument Flight Procedures it designs for use within our FIR. PBN as part of the airspace concept, the total system needs to be monitored to ensure that safety of the system is maintained. A system safety assessment shall be conducted during and after implementation and evidence collected to ensure that the safety of the system is assured. Segregating traffic according to navigation capability and granting preferred routes to aircraft with better navigation performance. Establishment of PBN operational approval process. 3/3/4

19 What is further?. Perform feasibility studies considering impacts of new PBN procedures.. Review National safety case in order to update some mitigations. 3. Consider EGNOS/GALELIO evolutions rather than extension to develop more efficient GNSS strategy for NANSC. 4. Update National PBN plan: Achieve a total RNP RNAV environment Support aircraft with lower capabilities Support State aircraft operations Ensure quality of navigation data Rationalise infrastructure Implement 4D RNAV operations 9 3/3/4

20 NANSC GNSS-Based Services Implementation(-) At the global level Egypt has removed its names from footnotes 5.36B and 5.36C during WRC-. This was a significant step forward towards achieving better worldwide protection of GNSS. NANSC implemented a basic GNSS operations without developing a detailed business case (the navigation system infrastructure (GPS) came at no cost). We noted that interoperable ranging sources could allow ABAS to provide worldwide vertically guided approaches with minimal, or potentially no need for external augmentation signals in the long term. NANSC toke the advantage of documentation available from other States and implement basic GNSS operations without the need for a detailed business case analysis. GNSS PNT is the key enabling technology for reduced separation standards as well as for lateral navigation. The real time monitor concept is neither practical nor required for GNSS ABAS operations. We noted that Aircraft operators with access to prediction software specific to their particular ABAS/RAIM avionics will find it advantageous to employ that software rather than use the general notification service.(in the case of SBAS and GBAS, operators will rely on service status notifications). GPS stand-alone approach is designed because the VOR -based procedures were not suited to implement an overlay program due to certain approach legs cannot be adapted to the RNAV data coding system also to avoid the potential for confusion between two approaches to the same runway.

21 NANSC GNSS-Based Services implementation(-) All ABAS-based NPA procedures is a back up procedures due to potential lack of % RAIM availability; as well as the availability of conventional aids. GNSS-based RNAV capabilities were initially used to fly NPA procedures. The design of a n Precision approach is made according to a single set of design criteria in ICAO PANS-OPS and is not dependent on the flying technique. simulation hours done flying Egypt air simulator as ground validation.75 life trials don as flight validation by different operators for airports. Training has been conducting for 9 controllers at regional airports. We noted that Many aircraft operators decided to equip with off-theshelf TSO C9 avionics when they calculated the fuel savings provided by direct routings and the cost savings associated with lower approach minima. We noted that as of, international airlines did not generally believe there was a business case to equip with SBAS avionics for several reasons: these airlines typically serve airports with ILS; by integrating GNSS with IRS they achieve high availability of guidance; and through integration with Baro VNAV they can fly vertically-guided approaches, albeit to higher minima than with SBAS. 3/3/4

22 GNSS Vulnerability: Mitigating the Impact on Operations NANSC Mitigation Strategies. employing procedural (aircrew and/or ATC) methods.. taking advantage of conventional navigation aids and radar; the availability of radar; for enrout and terminals at 7 primary international airports. DME will be part in the near to the long term of mitigation strategy to allow continued RNAV operations to support PBN operations, since it currently provides an input to multi-sensor navigation systems that allow area navigation in both en-route and terminal airspace. VOR/DME currently provides a useful backup capability for en route flight. We will retain all of the existing ILSs at airports. 3/3/4

23 Minimum OCH per Approach Type Up to 4 different minima boxes on chart! 3 NPA - an approach without vertical guidance flown to the LNAV or the LP MDA/H. APV Baro - an approach with barometric vertical guidance flown to the LNAV/VNAV DA/H. APV SBAS - an approach with geometric vertical guidance flown to the LPV 3/3/4 DA/H

24 The main factors for choosing between APV Baro or APV SBAS Approach name APV Baro APV SBAS Best theoretically achievable minima 5 ft ft Intended principally for Airline Operators + - Intended principally for business and general aviation - + The airport(s) are outside of coverage + - The airport(s) elevation is higher than 5 ft AMSL - + height check at FAF independent is independent of the GNSS Geometric height APV Baro - an approach with barometric vertical guidance flown to the LNAV/VNAV DA/H APV SBAS :- an approach with The lateral guidance is equivalent to a ILS localizer and the vertical guidance is provided against a geometrical path in space rather than a barometric altitude. Annex 4 does not provide guidance on runway infrastructure requirements for approach and landing operations with vertical guidance. In order to assess whether the runway is suitable for an approach procedure with vertical guidance, that runway and associated OLS should at least meet the Annex 4 requirements for non-precision approach runway if the OCH is not less than 9 m (3 ft) and for CAT I precision approach runway if the OCH is lower than 9 m (3 ft). LNAV/VNAV procedures can be flown by SBAS aircraft to LNAV/VNAV minima if coded in the database. SBAS avionics are available on the majority of modern business aviation aircraft, or avionics upgrades are available for the FMS.(Universal, Rockwell Collins and Honeywell) SBAS Will support LPV operations(by 5), comparable to ILS CATI minima(in areas where ILS cannot be sited for terrain or obstacle reasons ) -Cost of a procedure = yearly ILS maintenance SBAS and Barometric Approaches are complimentary if APV is implemented using Baro- VNAV and SBAS, NANSC could provide APV protection to the most population of the IFR flights and general aviation will not be left behind. The cost of designing and publishing several or all types of minima at a time will be lower than the sum of costs for the design 4 and publication of the different minima one after the other. 3/3/4

25 SBAS APV Approach are pushed for several reasons(-) SBAS is considered a primary Navigation system. GNSS navigation alone requires checks and is considered a supplementary navigation system. SBAS is designed to enable users to rely on GNSS navigation data for all phases of flight, for all qualified airports within an SBAS coverage area. SBAS also provides for immunity to improper setting of QNH on the aircraft.. Flight safety for helicopters providing up to degree glide path approaches onto helistations. Flying, enabling near CAT I capability without an ILS array covering all RWY thresholds and allowing steeper glide paths, (redundancy, future decommissioning of ILS CAT I arrays) With an APV, the approach becomes precision, with minimums between ft and 5ft similar to ILS CAT I. (SBAS, unlike ILS, does not have sensitive areas that must be protected so reduce delays) Compared to barometric altitude derived vertical guidance (BARO VNAV), the use of LPVs is far superior as it is not affected by the path (altitude) variations associated with ISO-bar temperature.as a result of the reference path variability, BARO VNAV operations show higher minimums. 5

26 SBAS APV Approach are pushed for several reasons(-) SBAS provides for positive guidance (RNP.3) across the SBAS service volume. supports Trajectory Based Operations (TBO) Continuous Descent Approach (CDA) and reduction in track dispersions during SBAS Terminal operations. Best fore site critical airports. improved access to runways where siting constraints prevent the use of conventional aids SBAS position accuracy and integrity meet the performance requirements for ADS-B terminal and surface surveillance, as well as surface movement guidance and control systems. Reduced costs for procedure validation compared with ILS and other conventional aids because SBAS approaches do not require periodic flight inspections by aircraft with complex equipment;, as well as reduction of periodic maintenance. Reduced aircrew training costs when all approaches can be flown using vertical guidance; and(when SBAS fail fly BARO LNAV/VNAV) increased capacity on closely spaced parallel runways by supporting multiple glide path angles and displaced thresholds. SBAS avionics can also provide advisory vertical guidance when flying NDB and VOR approaches and GNSS NPAs in areas where an SBAS supports this level of service, thus providing the benefits of a stabilized descent. SBAS avionics provide a considerable increase in availability for en route through NPA compared with Basic GNSS.This allows removing operational restrictions required when using Basic GNSS receivers. 6 3/3/4

27 SBAS Global Interoperability/ Barriers? The need to establish adequate co-operation/coordination among SBAS providers is commonly recognized so that their implementation becomes more effective and part of a seamless world-wide navigation system. Seamless transition between SBAS Service Areas. Evaluating transitions between SBAS and RAIM along with transitions between two SBAS and between SBAS and GBAS. Common interpretation of Standards amongst SBAS Developers. Established a work plan for development of a definition Document to support a dual-frequency, multi-constellation user. Currently Limited Global Coverage. Availability of worldwide LPV- service expected with addition of a second frequency, extended networks and additional GNSS constellations. Continued support to legacy single frequency users by ensuring backwards compatibility. Insufficient number of equipped aircraft Lack of cost benefit analysis adverse ionosphere Lack of procedures and appropriate training 7 Evaluation of a real operational requirement 3/3/4

28 Euromed region is a natural extension for EGNOS (Existing and planned SBAS systems) Interoperable with other SBAS systems. Enabler for PBN implementation and SBAS Approach with Vertical Guidance (LPV). 8 3/3/4

29 EGNOS is the European SBAS which Improves GPS over Europe,considered Major stepping-stone towards Galileo homogeneous extension The extension will Reduces the impact on the Integrity Margin as well as 9 Maximizes the number of monitored GPS 3/3/4

30 3 3/3/4

31 Failure of the development of downstream service and application(demonstration) due to lack of EGNOS service coverage Approach operations with vertical guidance (APV-I)= - 8x-6/5s.99 to An EGNOS Regional/National Plan requiring: EGNOS technology readiness(sbas Receivers are currently available,limited impact on the Flight Management System) and easy 3 usage/adoption an EGNOS Regional/National coverage. 3/3/4

32 In order to meet the anticipated future operational requirements by 3 in an evolutionary manner, the following guiding principles to the development of surveillance infrastructure will be required for NANSC: We track both non-cooperative targets and co-operative targets.there are eight (8) approach radars Each station consists of Mono- pulse secondary radar with detection range 5 NM and Primary radar with detection range 6 NM. in 7 primary major airports..and S(Six(6) En-Route Mono Pulse Secondary Radar with detection range of 5 NM, Five (5) of them are validated to operate with selectivity mode (mode S). All the En-Route stations are remote controlled automatically and monitored by more than one level. The future strategy is to increasing SSR redundant coverage by connected approach RADARS to the central En-Route RADAR data processor (RDP) with multitasking process. This operation will done after the upgrading of approach radars. Wide Area Multilateration in Cairo airport(nansc currently implements a modern project Multilateration (MLAT) system which represents upgrade to A- SMGCS system and consists of (3) receiver station, (3) transmitter station, (3) transponders to check the accuracy of the operation and Central target processor(ctp).we intend to extend this service to SHARM and HURGHADA. Since aircraft will have the necessary Mode S and ADS-B equipage, the choice of Cooperative surveillance technology (Mode S, ADS-B, Multilateration) remains flexible with NANSC determining the best solution for particular operating environment, based on cost and performance;

33 NANSC ADS-B strategy B-85 Air Traffic Situational Awareness (ATSA) n Radar Area: Safety Enhancement(Basic airborne situational awareness applications). Traffic Management SSR like. Capacity increase by reducing separation to SSR like (e.g. 5NM). Reduction in cost of operation for aircraft (like better flight level). at south east (Halayeeb triangle) and south west (Owinat). Radar Area: Enables decommissioning of redundant SSRs providing same level of service. Expected to be the primary means of surveillance with radar as back-up. For areas where there is lack of multi-radar tracking. Usable in combination with other surveillance sensors like Wide Area Multilateration, SSR, PSR etc. Airport Applications: New tool for surface movement surveillance. Integrated with A-SMGCS expected to fulfill airport requirements. 33 3/3/4

34 34 3/3/4

35 ADS-B Implementation L/T ( ADS-B + MSSR) en route surveillance coverage (FL 45) (8 3) M/T (7 ADS-B + MSSR) en route surveillance coverage 3/3/4 35 (FL ) (4 8)

36 Cairo ACC 36 3/3/4