Promoting EGNSS Operational Adoption in BLUEMED FAB CYPRUS

Promoting EGNSS Operational Adoption in BLUEMED FAB CYPRUS

The objective of the project was EGNOS enabled APV SBAS (LPV) approach procedures, and related implementation at Larnaca and Paphos International Airports. The operations at Larnaca and Paphos International Airports provide significant local economic benefit. The aerodromes would like to take advantage of the future availability of EGNOS to support APV SBAS approaches. This will achieve the objective of providing an instrument approach to the Non Precision RWYS at near to ILS CAT I minima Unfortunately EGNOS does not provide full coverage for Cyprus at the moment and this does not allow the implementation of the procedures yet.

Requirements associated with the procedures The flight procedures were designed according to the ICAO Doc 8168 requirements, and ICAO DOC 9613 PBN Manual including the calculation of procedure minima. Terrain, obstacle and aerodrome data used in the design of the flight procedures comply with the data quality requirements of ICAO Annex 14 and ICAO Annex 15. The flight procedures were designed by procedure designers trained according to formal training courses and approved by the regulator. The flight procedures will only be used when the EGNOS Safety of Life service is available. Then they will be published in the State AIP.

Work package numbers 510/520 LCLK RNP APCH (only LPV) implementation/ LCPH RNP APCH (only LPV minima) implementation Objectives Design and validation of RNP APCH (only LPV minima) on LCLK airport for runway end 4. Design and validation of RNP APCH (only LPV minima) on LCPH airport for runway end 11

Description of work done Task510.1/520.1 Environmental Data Collection and check This activity includes the collection of all environmental relevant data (obstacles) for the design of the procedures. Task510.2/520.2 Operational Scenario and Environment Definition (OSED) Aerodrome infrastructure assessment, ATS services survey, GNSS infrastructure availability (based also on the reports provided by WP800) Task510.3/520.3 Local safety case Elaboration of the Local safety case, taking as reference the generic safety case elaborated by WP300. Task510.5/520.5 RNP APCH procedure design Procedure design was performed accounting among others also for the categories of aircraft operating on the airport selected. All RNP APCH minima were calculated But only LPV will be evaluated for this project. Procedure design was done accordingly to the standards defined in ICAO Doc8168 and DOC 9613 PBN Manual.

Task510.6/520.6 Ground validation Ground validation, assisted by ENAV, endorsed the accuracy and completeness of all obstacles and data considered in the procedure design. Task510.8/520.8 Flight validation Flight validation consists of an evaluation flown by ENAV flight inspection aircraft DCAC supported ENAV in the preparation and management of the flight validation activity. ENAV aircraft performed also a dedicated flight inspection on SBAS for LPV procedure. Task510.9/520.9 Final procedure design activity documentation The activity consists on the final elaboration of the dossier, including the Final Local Safety Case.

Deliverables -Design documents D510.2/D520.2 COMPLETED D510.3/D520.3 Local Safety case COMPLETED D510.5/D520.5 GNSS procedure design report (Technical Note) COMPLETED D510.6/D520.6 Ground Validation Report COMPLETED D510.7/D520.7 Instrument approach procedure draft chart COMPLETED D510.8/D520.8 Flight Validation Report COMPLETED D510.9/D520.9 Final LMML project report T9+4M COMPLETED

CHARTS AND TABLES

VALIDATING PILOTS COMMENTS Pilot workload GNSS procedures are low workload procedures. It is true that under certain conditions a RAIM check might be required (for certain kind of procedures) but for sure their workload level is less than a conventional approach procedure. The risk of mistakes is also reduced because the procedure is selected from the database and no manual entry of frequencies or selection of the appropriate radial or course is needed. They are also easier to fly manually if a pilot chooses to do so. In fact the trajectories are generated from data contained in a database and thus not influenced by reflections, multipath, bends, roughness or scalloping, nor they have any other adverse effect as electromagnetic signals may have. Conclusions RNAV GNSS procedure are the future of aviation. They offer levels of efficiency and economics that are simply not achievable with the use of legacy NAVAIDs. The design is flexible, adaptable to any circumstance and may serve well the public in those minor airport where implementing expensive ground based system is not an option. Most of the General Aviation aircraft (from small Cessnas to high end Business Jets) are factory equipped to use WAAS and EGNOS, and the airlines are starting to see the benefit of these type of operations. The safety level is comparable to any other type of operation when performed by qualified and trained crew, furthermore an RNAV GNSS procedure can allow IFR operations when everything on the ground fails (we have seen examples of power failures even if in theory there is always a back-up power supply). The procedure is simply there, and always (or at least almost always) available. This is a huge advantage also for a full-fledged, major airport. Final recommendation It is recommended to publish the IFPs for Larnaca as designed and flight validated.

CYPRUS OVERALL PARTICIPATION IN THE PROJECT 1. WP100 PROJECT MANAGEMENT PLAN Yiannis Theophilou as the project manager was attending the meetings with GSA to keep the project on track and plan the next steps. 2. WP210 - PANS OPS TRAINING OF ONE DCA PERSON Marios Alexandrakis received successfully a Pans Ops 8168 full training program in both Conventional and RNAV procedures. 3. WP220/230 ONE PERSON PARTICIPATED ON TRAIN THE TRAINERS SESSION FOR ATCO AND NON ATCO PERSONEL Dimitris Kalogiros for both training sessions for ATCO and Non ATCO personnel. 4. WP 300 GENERIC SAFETY CASE, DCA WAS THE LEADER IN THIS WP Evis Antonopoulos, DCA project manager, with Petros Stratis lead this WP producing a generic safety case template. 5. WP 400 RNP APCH GREECE, DCA WAS SUPPORTING THIS WP Yiannis Theophilou, Dimitris Kalogiros and Marios Alexandrakis participate on workshop type meetings where RNP APROACHES for Greek airports were designed. 6. WP 500 RNP APCH CYPRUS, DCA WAS THE LEADER AND RESPONSIBLE FOR DESIGN WITH THE SUPPORT OF ENAV FOR VALIDATION OF THE PROCEDURES Two LPV Approaches for Larnaca and Paphos Non Precision Runway ends were designed by the DCA Cyprus team. The procedures were then validated and charted with the support of ENAV. 7. WP 800 - GPS MONITORING, A MONITORING STATION WAS INSTALLED AT LARNACA AIRPORT. The station was installed with the contribution of CYTA and the results can be collected from the BLUGNSS site. 8. WP 900 COMUNICATION, DCA WAS SUPPORTING THIS ACTIVITY WITH PRESENTATIONS CONCERNING BLUEGNSS IN CERTAIN FORUMS SUCH AS RAISG.

CONCLUSIONS The objective of training and the design of the instrument flight procedures was fulfilled, The interaction of the design team with other designers was of great benefit, The flight tests were conducted successfully, The non precision runway ends for Larnaca and Paphos have approaches equivalent to ILS cat I minima so there will be reduction of missed approaches, The GNOME station at Larnaca was able to detect the Interference events which were confirmed by Pilots reports about GPS loss in Nicosia FIR during some days of March and April 2018 Later in the year is planned to have a meeting with airspace users to inform them about the new procedures and also to discuss the matter of GPS signal loss in the area. The publication of the procedures is postponed until the EGNOS provides complete coverage and the EWA is signed.

THANK YOU!! 14