15 years of experience of GNSS approach procedures implementation: where are we now?

Transcription

1 15 years of experience of GNSS approach procedures implementation: where are we now? Benoit Roturier DSNA ITSNT Nov 17 - ENAC

2 1 - Introduction

3 Why talking of 15 years of approaches implementation? This is certainly artificial, and this presentation does not suggest that everything started 15 years ago but In 2001 the SARPs for SBAS and GBAS where published by ICAO First SBAS operational in 2003 First GBAS operational in 2011 The 11th Air Navigation Conference in 2003 launched the new PBN concept PBN supports ABAS and SBAS approaches In France, the project for a first ABAS approach procedure implementation at Paris CDG also started at the beginning of 2000s

4 The ICAO GNSS Beidou Satellite Based Based Augmentation System (SBAS) GNSS GPS Galileo GLONASS Ground Based Augmentation System (GBAS) AAIM Aircraft Based Augmentation System (ABAS) RAIM BaroVNAV

5 2 ABAS

6 ABAS lessons learned Several thousands of PBN ABAS procedures have been published up to now ABAS is a pure avionic solution Performance varies a lot with the avionics generation and integration with airborne systems, e.g.: SA On vs. SA Off Basic RAIM vs. tight INS integration ABAS supports 2D or 3D (with BaroVNAV) approaches «Cheap and easy» PBN implementation solution But lessons learned show some significant limitations: availability («Raim holes»), performance (airport accessibility) safety issues for 2D and 3D

7 ABAS performance typical limitation

8 ABAS lessons learned Many weak signals shows us that 3D ABAS+ BaroVNAV has the potential to create serious incident/accident : Internal airline reports: pilot do mi-set QNH (typically 10 mb = 280 ft vertical error) Human factor analysis: altimetry error is suspected to be a 20% contributor to large jet CFIT occurrences Flight Safety Foundation statistics: Barometric altimeter setting/reading. The incorrect setting or reading of the barometric altimeter has been associated with some CFIT accidents. Official incident reports: In France see e.g. BEA Incident Report, Lyon St Exupéry Nov. 2009, ATR42, (19 mb mis-setting = 530 ft error), safety nets saved the aircraft Biarritz ATC QNH system mis-setting by Meteo France: in 2013, 7 mb = 200 ft vertical error broadcasted by ATC during half a day Sept 16: One A320 approaching in Nepal hit trees and made an emergency landing due to QNH mis-setting If any SBAS or GBAS created such errors, they would be stopped instantaneously. But when BaroVNAV is concerned safety agencies seems much more relaxed! However, DSNA view is that ABAS+Baro is OK within a transition situation (meaning up to now), but not as a viable strategy for the long term In particular when and where free PBN SBAS Category I signals flow from the sky

9 3 GBAS

10 GBAS TOULOUSE BLAGNAC 2 parallel runways GBAS site Page 10

11 GBAS CAT I TOULOUSE/BLAGNAC GBAS site Page 11 Reference Direction Receivers générale de l Aviation antennas civile Page 11

12 Worldwide GBAS Cat I facilities 2016 Honeywell+ Russia Russia is now developing a Low cost GBAS network (~100 stations)

13 GBAS Cat II/III Technical feasibility has been the main focus these last years, ICAO NSP has approved GBAS Cat II/III standards end 2016 A first set of standards is based upon GPS/L1 signal A second set of standards will be based upon dual frequency/dual constellation Not yet started In Europe DSNA GBAS Cat II/III R&D activities are now conducted in the frame of SESAR Experimental Toulouse-Blagnac Potential benefits of GBAS Cat II/III Increase airport capacity in low visibility conditions Reduce the number of required Instrument Landing Systems

14 GBAS lessons learned GBAS Cat I deployment is progressing but quite slowly wr to PBN ABAS/SBAS. GBAS Cat I ground station costs are significant SESAR estimates the cost of a locally certified ground station in the range 1,5 2 Meuros Main reason why the deployment of ground stations will remain limited at European and worldwide level, otherwise technology is excellent CBA for GBAS Cat I is difficult At GBAS target airports (e.g. large airports), lack of specific ops. benefits wrt. PBN or ILS, and with a low number of users, ILS rationalisation would only be possible over runway ends rarely used for landing At airports where ILS/VOR/NDB may be decommissioned, GBAS costs and lack of avionics for regional users can t meet the requirement But GBAS maybe a good solution at some locations (e.g. backup of ILS as deployed in Sydney) Benefits for Cat III have been explored by DSNA at Paris CDG, but: Rationalisation of Cat III ILS would require a GBAS equipage mandate Increased runway capacity wrt. ILS would require a significant proportion of equipped users, and significant modification of arrival manager tools. And the new generation of narrow beam ILS seems to provide the same type of capacity gain.

15 4 SBAS

16 Infrastructure EGNOS 2x MCC Mission Control Centers 5x CPF 6x NLES Navigation Land Earth Stations 39x RIMS Ranging & Integrity Monitoring Stations GPS signal 2 GEO satellites

17 EGNOS multimodal services since since 2011 June 2016 since

18 EGNOS operated by ESSP A joint venture of 7 key European Air Navigation Service Providers 110 professional staff of 9 nationalities Toulouse Madrid June

19 LPV Procedure development is now accelerating in Europe 19

20 LPV Procedure development is now accelerating in Europe Plans by 2018 > 440 LPV procedures Check link:

21 DSNA ILS CAT I rationalisation program thanks to PBN and EGNOS 98 ILS Cat I 23 ILS Cat III 48 ILS Cat I 23 ILS Cat III 50 ILS Cat I financial investment withdrawal: About 5 M yearly savings which contributes to the French Landing Tax reduction program 2018 : 225, : 224, : 227, : 228, : 233,23

22 SBAS worldwide deployment Wide Area Augmentation System (WAAS) North America In service since 2003, > 4000 LPV published, Multi-function Transport Satellite (MTSAT) Satellite-based Augmentation System (MSAS) - Japan In service since airports with approaches European Geostationary Navigation Overlay Service (EGNOS) - Europe In service since 2011 > 360 LPV published (28% of European runways) Global Positioning System (GPS) Aided Geostationary Earth Orbit (GEO) Augmented Navigation (GAGAN) - India Certified for LPV in 2015 Mandate for equipment of Indian airlines in 2019 Mandate for all airlines equipment in 2024 SBAS under development: System of Differential Correction and Monitoring (SDCM) Russia Beidou SBAS China KASS South Korea SBAS ASECNA (17 African States)

23 SBAS lessons learned SBAS signals are provided free of charge to aviation SBAS are designed as multi-modal systems and operated as public infrastructure SBAS provides a «Cheap and easy» PBN Cat I (or near-cat I) solution to aviation - where signals available SBAS is a low-cost solution to build «Cat I everywhere, everytime» networks through a combination of ILS and LPV networks SBAS signals are deemed of quality equivalent or even better than ILS by airspace users Removes the bumpy effect of some ILS guidance Avoids false axis ILS issues NB: this is also true for GBAS SBAS has the potential to be deployed over wide areas worldwide and become the main worldwide GNSS Cat I landing system in the mid term Research conducted in Europe have shown potential for supporting service over geomagnetic equator areas Next generation DFMC SBAS will also support an easier worldwide development SBAS penetration within main airlines is increasing Better understanding of benefits, more relaxed IATA position Opportunities offered through ADS-B US mandate equipment

24 5 What s next?

25 Dual Freq. Multi Const. GNSS Avionics manufacturers start to plan for ABAS DFMC for next generation GNSS boxes Horizontal A-RAIM initially Some SBAS systems (e.g. EGNOS) have started the procurement of DFMC GBAS DFMC still in the early R&D DFMC stage And limited interest/support from industry at this stage DFMC use for EnRoute and Terminal areas will require resolution of difficult institutional questions Sovereign right of States to select preferred GNSS elements within their airspaces We are entering a new era where 4 constellations, 8 signals and potentially more than 8 SBAS are available worldwide Leaving this question unanswered (the current industry willingness to avoid additional complexity ) may seriously hamper the real world DFMC development

26 Cat I with Advanced-RAIM Advanced RAIM R&D tailored to support LPV 200 worldwide Requires DFMC vertical A-RAIM Consensus achieved that it will require a ground segment and an ISM broadcast link But in principle much lighter than SBAS Appropriate datalink still an open question Open institutional questions on the elaboration and brodcast of ISMs Is A-RAIM LPV 200 service the long term successor of SBAS? Or will this service co-exist with SBAS?

27 Thank you and have good landings!