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1PNA/ONDA
SBASSBAS ImplementationImplementation inin thethe regionsregions ofofACACACAC andand ASECNAASECNA (SIRAJ)(SIRAJ)
2PNA/ONDA
OUTLINE
SIRAJ Overview SIRAJ objective Introduction to APV Procedures Where can APV be useful APV Benefit Al-Hoceima case Safty case Flight trials Flight validation Main outcomes
3PNA/ONDA
SIRAJ Overview
SIRAJ : SBAS implementation in the regions of ACAC and ASECNA
SIRAJ is a Research & Development project funded by the European Commission under the 7th Framework Programme, managed by the European GNSS Agency (GSA).
4PNA/ONDA
SIRAJ 0bjective
SIRAJ aims at performing concrete actions in support of the EGNOS service extension to areas covered by the Arab Civil Aviation Commission (ACAC) and the Agence pour la Sécurité de la Navigation Aérienne en Afriqueet à Madagascar (ASECNA)
5PNA/ONDA
SIRAJ Action plans
1. Elaboration of a National GNSS Implementation Plan (one for each selected country), proposing a roadmap for EGNOS introduction and exploitation in the Civil Aviation and in the period 2011- 20212. Implementing service demonstrations and EGNOS benefits proof of concepts3. Drafting an action plan for the EGNOS service extension 4. Promotion of EGNOS through workshops and trainings.
6PNA/ONDA
Pildo Labs (Barcelone, Spain) Telespazio (Italie) Egisavia (France) Navya Solutions (Spain)
ONDA (Morocco) SENASA (Spain) ACAC ASECNA
7PNA/ONDA
Structure of the Structure of the projectproject
8PNA/ONDA
Introduction to APV Procedures
9PNA/ONDA
9
Two very distinctive approach types
Non-Precision Approach (NPA)Main characteristics:– No vertical guidance– Typical nav aids: VOR, NDB, basic
GNSS
Precision Approach (PA)Main characteristics:– Vertical guidance– Typical nav aids: ILS, MLS
10PNA/ONDA
All types of GNSS approach have a role to play
GPS NPA – Good first step, safety benefits– Aircraft may not fly continuous descent final approach
APV Baro-VNAV– Vertical guidance for continuous descent final approach– Not all aircraft have suitable Baro-VNAV systems
APV SBAS– Vertical guidance for continuous descent final approach– Low equipage of aircraft at present– Slightly lower minima than APV Baro-VNAV
11PNA/ONDA
Where can APV be useful?
Large Airports – As a fallback when ILS is out for maintenance to maintain capacity
Medium Sized Airport – Improve flexibility of approach design, provide APV on secondary runways
Small Airports – Cleaner approach procedures, where conventional procedures are abnormal i.e. steep approach gradient, no direct approach etc..
In addition – Sites with environmental constraints, helicopters
12PNA/ONDA
APV Benefits
Reduction in minima (compared to current NPA)
Improved operational context (i.e. direct approaches, better pilot situational awareness)
13PNA/ONDA
Minima : ILSMinima : ILS ≠≠ APVAPV
DH ILS minima (cat I):200 DH ILS minima (cat I):200 ftft DH APV minima :250 DH APV minima :250 ftft
(APV (APV look look alikealike ILS)ILS)
14PNA/ONDA
ILSILS ≠≠ APVAPV
15PNA/ONDA
ILSILS ≠≠ APVAPV
16PNA/ONDA
Al-Hoceima case
17PNA/ONDA
Airport situation
Al-Hoceima city
Al-Hoceima airport
18PNA/ONDA
Choice of Al Hoceima airport
Al-Hoceima airport (Morocco) has been identified to experiment the implementation of an APV SBAS approach (LPV minima) relying on EGNOS and for performing demonstration flight tests.
Al-Hoceima airport has been chosen for the following reasons: the probability of having EGNOS availability during the flights is
high (83%), it is a small airport with only conventional non precision
approaches (not equipped with ILS), Approach procedures have higher minima (about 2000ft) the traffic is growing, It is an airport of interest for some companies like Royal Air Maroc
Express. The Al-Hoceima airport has a strong potential to be a concrete
illustration of all the benefits expected with the EGNOS serviceextension.
19PNA/ONDA
EGNOS coverage
20PNA/ONDA
Safty case
The expected benefits of the introduction of the APV SBAS approaches procedures are asfollows:
Safety Benefits:- Reduced ATCOs workload associated with navigation monitoring and air/ground communications needs;- In the event of loss of conventional navigation aids, a full procedural service would be available to allow arrivals maintained. The APV SBAS approaches procedures will allow (equipped) flights to operate nearly as they do today.
Capacity and Efficiency Benefits-The selection of appropriate descent minima will be the decision of individual flight crew. This remain transparent to ATC and consequently reduce their workload;-No real-time monitoring of GNSS systems is required to be provided to ATC, thus contributing to reduce their workload;
Cost BenefitsStudies have shown that the cost for the APV SBAS approach procedures ground installations will be significant lower compared to installation of conventional navigation equipment (e.g. ILS) required to cover the same airspace and provide similar service.
21PNA/ONDA
Flight trials(1/3)
The flight validation was conducted with a Beechcraft King Air 100.
22PNA/ONDA
Flight trials(2/3)
The aircraft was equipped with the appropriate RNAV equipment for conducting LPV operations: a Garmin GNS480 connected with other required avionics (antenna, CDI/VDI).
The complete set allows flying during all phases of flight, from en-route to precision approach down to LPV minima.
The IFP to be validated, designed by Pildo and ONDA, was coded inside a test database produced by Jeppesen and Garmin.
23PNA/ONDA
Flight trials(3/3)
The pilots inserted the data inside the FMS-like Garmin device and conducted the trials in the relevant navigation mode using the GPS/SBAS guidance.
Guidance during the entire flight, including aircraft positioning, was provided by the CDI/VDI fed by the GNS480.
24PNA/ONDA
FLIGHT VERIFICATION EQUIPMENT
In order to record continuous data and monitor the EGNOS during the campaign, a flight data recording and monitoring system was installed on the aircraft.
The system (standalone platform) included a Septentrio PolaRX2 GPS/SBAS receiver, whilst the data was also recorded by using ARINC output labels of the GNS480.
In addition, the PILDO in-house flight validation platform has been used for the validation too.
25PNA/ONDA
Flight validation plan
The flight programme consisted of 7 approaches. When reaching the minimums, either a landing or a missed approach was conducted.
26PNA/ONDA
Flight validation plan
27PNA/ONDA
ProcProcéédure Aldure Al--Hoceima Hoceima
28PNA/ONDA
Trajectories flown during the approaches
29PNA/ONDA
Minima avec API 2,5%Minima avec API 2,5%
30PNA/ONDA
Minima avec API 4%Minima avec API 4%
31PNA/ONDA
Main outcomes
The main outcomes of the validation of the new GNSS procedure are as follows:
The EGNOS availability performance APV-I was fully achieved during all the approaches.
The coding of the procedure in the avionics database was done satisfactorily.
The horizontal and vertical sensibility of the CDI was successfully tested.
The procedure is safe from the obstacle clearance point of view.
No significant obstacles were found when overflying the surroundings of the airport either.
The flyability of the procedure was correct.
32PNA/ONDA