SBAS as a solution for safe approaches in New Zealand and Australia Ian Andrews President AOPA NZ 18 th Feb 2015 Greg Perris Manager Procedure Design GroupEAD
GPS GLONASS GALILEO They all mean the same GNSS BEIDOU Global Navigation Satellite System
WAAS MSAS EGNOS GAGAN They all mean the same SBAS Satellite Based Augmentation System
ANSBAS?
SBAS General Facts SBAS provides the accuracy, integrity, continuity and availability needed to rely on GNSS navigation for all phases of flight, from enroute through to category 1 approach. SBAS technology provides the opportunity to cover very large areas of airspace not served by other navigation aids SBAS adds increased capability, flexibility and generally more costeffective navigation options than legacy ground-based navigation aids. SBAS is available in most non-aviation uses of GNSS applications. It should be an essential component of our National infrastructure.
SBAS Benefits En-route SBAS is considered a primary navigation system SBAS allows for RAIM and FDE ADSB requires the use of an SBAS capable receiver Accuracy, Reliability, Integrity.
SBAS benefits in the Approach Provides Cat 1 equivalent vertical guidance at any qualifying runway Localiser Performance with Vertical Guidance (LPV) meets ICAO standards required in resolution 37-11 From a pilot s viewpoint, an LPV approach looks and flies like an ILS SBAS service does not require the installation or maintenance of ground-based landing system navigation aids SBAS is immune to barometric and temperature fluctuations or improper settings of QNH SBAS provides positive guidance RNP 0.3 across service area.
SBAS LPV Approach
All you need in GA aircraft to fly an SBAS LPV Approach CDI Garmin 430W
SBAS LPV equipped aircraft estimated by FAA Total estimated SBAS equipped aircraft by FAA in August 2014 was 74,572 This includes not just GA but all sizes and makes up to the A350 Airbus and includes Helicopters.
Airbus A350 XWB Airbus new acronym The xls function The new SBAS/LPV approaches are halfway between RNAV and GLS approaches (GLS = Cat 3) Technology is similar to GLS RNAV / LPV approaches fit perfectly in the Airbus xls concept SLS is the acronym selected by Airbus for the A/C function supporting SBAS applications it pops up on the screen to identify the approach Airbus SLS function is first introduced on the A350 XWB.
SLS / LPV Standard Operating Procedure LPV approaches with the SLS function are flown like an ILS approach. LPV approaches are published as RNAV(GNSS) with LPV Minima Approach Preparation is the same as usual Approach Execution is the same as usual
Airbus Test Pilot Feedback Geometric Glide Path is a real asset compared to BaroVNAV SLS /LPV signal observed on the A350 is operationally equivalent to Cat 1 ILS and sometimes better A/C position relative to FAS is always available and reliable No false LOC or GS side lobes. Can be made available at almost any runway end without ground infrastructure. LPV is the ideal backup solution on main runways currently equipped with ILS (e.g. in case of failure or maintenance)
From the Airbus Test pilot As an operational Pilot this is what I would like to see LPV approaches at all runways with adequate SBAS coverage. Additional SBAS constellations / regions. LPV 200 capability and real Cat 1 minima. LPV solution on more aircraft types.
AU / NZ SBAS will happen It should be a National infrastructure project, not just Aviation. The safety benefits are greater for Aviation BUT USED BY ALL Maritime = accurate positioning Rail = ticketing & control Road = road user charges, alerts General = tourism, SAR functions, PLB s Precision Agriculture
Where are we now... Next important meeting is March 24 th 25 th 2015 in Canberra Involves highest level of Government agencies from both countries Promoted by Thales Alenia Space with emphasis on an EGNOS duplication Supported by AOPA Australia and AOPA NZ New Zealand & Australian Regional and GA operators need to get behind this initiative.
SBAS Approach Design How it works SBAS vs ILS SBAS vs RNP AR SBAS potential in NZ Beyond SBAS
SBAS Basics The FMS database has a data block with lateral and vertical definition. Data block transmitted from FMS to Sensor Unit (GNSSU), used to compute lateral & vertical deviations LPV - Localiser Performance with Vertical Guidance
SBAS Basics 200ft Precision Rwy (AA, CH) 250ft Non Precision Rwy (WN, DN) VMC Non Instrument Rwy (TK, KI)
SBAS vs ILS LPV similar terminology to ILS. Essentially designed in the same way as an ILS except for the Vertical Alarm Limit ILS Cat I 12m SBAS APV 1 50m More design options for ILS e.g. Collision Risk Modelling
SBAS vs ILS
SBAS vs ILS
SBAS vs ILS
SBAS vs ILS
Intermediate aligned with Final SBAS Alignment Final generally aligned with RWY 5 offset permitted
ILS Alignment
Invercargill RWY22 VNAV DH 425ft Gisborne RWY32 VNAV DH 405ft Napier RWY34 VNAV DH 414ft
Nelson RWY02 LNAV MDH 483ft Whangarei RWY06 30 offset Napier RWY16 21 offset
Dunedin VNAV 457ft Vs ILS 250ft
Sloping Surfaces vs Flat Surface SBAS vs RNP-AR
Queenstown RWY23 RNP-AR Rotorua RWY36 RNP-AR
Innsbruck, Austria
Innsbruck Solution ILS & RNP-AR
Questions