cgsic manchester 7 may 2006 presented by john wilde for keith mcpherson manager gnss presented by...
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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
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
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?
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
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