CGSIC Manchester 7 May 2006CGSIC Manchester 7 May 2006

Presented by John Wilde for Keith McPhersonManager GNSS

Presented by John Wilde for Keith McPhersonManager GNSS

Beta GBAS Cat-1 Sydney

GBAS CAT-I

GRAS

GBAS and GRAS for

Up OverFrom

Down Under

Presentation

• GBAS Working Group Meeting #4• GBAS Sydney• GBAS Cat-1 Certification• GRAS

By looking at the problem from a different perspective, Australians could see the problems and issues with other augmentation systems

Problem Solving

GBAS Working Group Meeting #4

• Eurocontrol and FAA meeting• Normally held in Europe and USA• Held in Sydney in February 2006• 76 delegates, 22 countries• Aim is to harmonise GBAS Cat-1 in Europe and USA• Airservices Australia now attending as it is taking the lead

role in GBAS Cat-1 certification• Next meeting in Brussels – date TBA

GBAS Cat-1 Sydney

The “Hook” at Sydney airport extending into Botany Bay

GLS Facility Shelter

VHF Data Link Antenna

GPS Reference Receiver Antennas

GNSS Operational Benefits

Angled Approach

Straight Approach

Sectored Approach

Parallel Approach

Curved Approach

Runways

Terrain Restrictions

Guided Departu

res

Community Noise Concerns

GRAS and GBAS provide Vertical Guidance andFlexible approaches

World’s first flight inspection of an ICAO GBAS Cat-1 signal in space for use by revenue earning aircraft, using a State’s accredited flight inspection aircraft

Engineering Readiness Review completedOperational Readiness Review completedProcedures Designs finished in accordance with SARPs

World’s first revenue earning flights by Qantas in MayAll Qantas B-737-800 pilots trained and ready to go

System is not certifiable as the software is not built to DO-178B or equivalent

World’s first flight inspection of an ICAO GBAS Cat-1 signal in space for use by revenue earning aircraft, using a State’s accredited flight inspection aircraft

Engineering Readiness Review completedOperational Readiness Review completedProcedures Designs finished in accordance with SARPs

World’s first revenue earning flights by Qantas in MayAll Qantas B-737-800 pilots trained and ready to go

System is not certifiable as the software is not built to DO-178B or equivalent

What’s New in Sydney?

Flight Inspection Results

Phase 1:

Hazard Analysis completed

Aircraft allowed to fly to Minimum Vectoring Altitude

Allows pilots and controllers to settle into the new technology

Further Phases:

Evaluate if we are happy to lower the minima with experience

on a non certifiable system

Phase 1:

Hazard Analysis completed

Aircraft allowed to fly to Minimum Vectoring Altitude

Allows pilots and controllers to settle into the new technology

Further Phases:

Evaluate if we are happy to lower the minima with experience

on a non certifiable system

Beta GBAS Cat-1 Sydney

Sydney skyline during a “go-around“

Opera HouseSydney Harbor Bridge

ICAO Compliant GBAS Cat-I in Australia

• Airservices Australia has partnered with Honeywell International Inc to bring an ICAO compliant GBAS Cat-I to completion

• Started 10 April 2006

• Approximately 22 months to complete RTCA DO-178B/278 compliant software –Approximately 6 months of certification

• Regulator (Civil Aviation Safety Authority) involved from Day 1

• Aim is to have CASA approve Part 171 change to allow operation of completed system by mid 2008

• Technical Cooperation Agreement signed with the FAA to share information, staff and procedures

ICAO Compliant GBAS Cat-I in Australia

• Will build and certify to FAA Doc 2937A, which will qualify the systems as ICAO GBAS SARPs compliant

• FAA will issue Type Approval for the ground station only as a “Non-Fed” system

• Once Type Approval achieved, system migrates to Australia for the full certification program

• System will be built to enable elliptical or horizontal polarised broadcasts

• Certification involves ground station, site surveys, maintenance plans, logistics plans, flight inspection plans, pilot training, pilot licensing, ATC training

GRAS

APV-I (0.999 availability) will be achieved in low density areas

APV-I (0.9999 availability) will be achieved in high density areas

APV-II was assessed and the benefit gained was considered not worth the additional investment

USA found the same, that APV-II was a significant cost increase over APV-I for minimal benefit

ICAO only requires APV-I

What we are trying to avoidTypical Flight Profile of a CFI

Distance from

Runway (n miles)

4

68

1012

14Alti

tude

(K

ft) a

bove

touc

hdow

n

2

4

6

8

10

12

Desired Vertical Flight Path

Actual Vertical Flight Path

Runway 14

Baucau

Accident Site

Extended Centre Line

Baucau, Timor-Leste 31 January, 2003

• 30% GA fatal accidents were controlled flight into terrain (CFIT)Source: ATSB, Dec 2005

• Vertical guidance provides a 7.7 times reduction in CFIT Source: Flight Safety Foundation, June 2003

• Every 10 days, a pilot declares an emergency due to weatherSource: CASA Oct 2005

• 30% GA fatal accidents were controlled flight into terrain (CFIT)Source: ATSB, Dec 2005

• Vertical guidance provides a 7.7 times reduction in CFIT Source: Flight Safety Foundation, June 2003

• Every 10 days, a pilot declares an emergency due to weatherSource: CASA Oct 2005

Statistics

GRAS

Phase 1 System Definition was completed in March 2006

Phase 2 commenced 10 April 2006

ICAO Council approved GRAS SARPs in February 2006

GRAS SARPs to be issued as Annex 10 Amendment 81 on 23 November 2006

GRAS

RTCA GRAS MOPS (Avionics) now in penultimate draft

To commence Final Review and Comments (FRAC) mid year

MOPS cater for high end aircraft, regional, charter and general aviation

Queensland University of Technology PhD students are building a General Aviation aircraft GRAS receiver

GRAS CERTIFICATION

8 GRAS Reference Stations in Australia

4 GRAS VHF Stations in Far North Queensland

Cairns and Cape York Peninsula

2 Master Control Stations

Test in worst ionospheric conditions available in Australia

Test in worst weather conditions - tropical rain storms

Test continuity and maintenance in inaccessible areas, where repair teams can take 3 days to get to site.

2nd Last Message

Airservices Australia and Honeywell are forging ahead with GBAS Cat-1 and GRAS development and certification

The synergy between GBAS and GRAS avionics is so close that the combination provides a cost effective solution to augmentation

Final Message:

No single augmentation system

provides a global answer –

There is a synergy between, and a need

for, all four ICAO augmentation systems

Thank you from Down Under