SBAS as a solution for safe

approaches in New Zealand and Australia

Greg Perris Manager Procedure Design

GroupEAD

Ian Andrews President AOPA NZ

18th Feb 2015

GPS GLONASS

GALILEO BEIDOU They all mean the same

GNSS

Global Navigation Satellite System

WAAS EGNOS

MSAS 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 en-route 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 cost-effective 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

Garmin 430W CDI

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 24th 25th 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

SBAS Alignment • Intermediate aligned with

Final

• Final generally aligned

with RWY

• 5° offset permitted

ILS Alignment

Napier RWY34 VNAV DH 414ft

Gisborne RWY32 VNAV DH 405ft

Invercargill RWY22 VNAV DH 425ft

Napier RWY16 21°offset

Whangarei RWY06 30° offset

Nelson RWY02 LNAV MDH 483ft

Dunedin VNAV 457ft Vs ILS 250ft

SBAS vs RNP-AR

• Sloping Surfaces vs Flat Surface

Rotorua RWY36 RNP-AR

Queenstown RWY23 RNP-AR

Innsbruck, Austria

Innsbruck Solution – ILS & RNP-AR

Questions