FAA New Technologies Workshop III

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FAA New Technologies Workshop III 9 January
2007 Making Ground Based Landing Systems a
Reality Keith McPherson Manager GNSS
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What are we trying to do?
Provide harmonious integration of navigation and
surveillance systems to provide air space
solutions that deliver safe and cost effective
seamless gate to gate flight operations to all
stakeholders Reduce controlled flights into
terrain Improve vertical navigation Why?
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Controlled Flight Into Terrain Accident
Locations(US statistics, none available for
Australia)
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Relative Locations of Controlled Flights Into
Terrain
Lockhart River Accident
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Regional Example
On 7 May 2005, a Fairchild Metroliner, with two
pilots and 13 passengers, was on a scheduled
passenger service from Bamaga to Cairns via
Lockhart River, Qld.
Simulation from Flight Data Recorder information
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Aircraft was well established on GPS centreline,
but 850 feet below published flight path at
impact point.GRAS provides the vertical
guidance required, but pilots must trust their
instruments
From INTERIM FACTUAL AVIATION SAFETY
INVESTIGATION REPORT 200501977
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(No Transcript)
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Mount Gambier, SA 10 December 2001
Extended Centre Line
Mt Gambier Airport
Accident Site
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What have we done?

• 71 of the worlds airports are Cat-I (IATA)
• The world has been waiting for 15 years for GBAS
  Cat-I
• Industry had LAAS SCAT-I capability in 1992/93
• But international STANDARDS were missing
• US (FAA) brought GBAS Cat-I SARPs to ICAO
• Once approved, there was an expectation the
  system would become available immediately
  didnt happen due to integrity issues
• Qantas took delivery of 9 B737-NGs with GBAS
  Cat-I avionics
• Drove Airservices to look at investing to make
  the system happen

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Technology Overview
NPA 400-600ft
GRAS 250ft
GBAS 200ft
GRAS Transmitters
Sydney Airport
Regional Airport

• Guided Departures
• Situational Awareness
• Accurate departure tracks
• Environmental saving

• Increased Integrity
• Supports ADS-B - accurate surveillance
• Assists UPR UPT
• Mixed Mode operation with RNP

• Increased safety, accuracy integrity
• More efficient approaches
• Reduced infrastructure real estate
• Increased Guided missed approaches

GBAS is a precision landing system
GRAS enroute regional approach system
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GBAS System
Ground Based Augmentation System
GBAS is Airport Based GRAS Regional System

• GBAS Features
• Replaces ILS
• Covers all runway ends
• Curved approaches
• Terrain Issues
• Environmental
• Guided missed
• approaches
• Guided departures
• Reduced real estate
• More stability
• Less signal Interference
• Less maintenance

One GBAS supports all runways within 23 nmiles
(eg Sydney and Bankstown)
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Terrain Restrictions
Guided Departures
GNSS Operational Benefits
Angled Approach
Community Noise Concerns
Straight Approach
Runways
Parallel Approach
Sectored Approach
GRAS and GBAS provide Vertical Guidance
and Flexible approaches
Curved Approach
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GBAS Cat-1 Sydney
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GPS Reference Receiver Antennas
VHF Data Link Antenna
GLS Facility Shelter

• The Hook at Sydney airport extending into
  Botany Bay

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QANTAS First B737-NGs with operational GBAS
Cat-I First full fleet fitment of GLS Lead
customer for GLS on A-380s
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Beta GBAS Cat-I in Australia
28 Aug 05 Decision to go ahead 29 Oct 05 First
test flight by Qantas (Intermittent trials for 12
mths) 31 Oct 06 CASA approved Qantas to fly the
GBAS Cat-1 (CASA Instrument 399/06) Must use
Honeywell Beta GBAS facility Only usable by
Qantas pilots in accordance with Qantas trial
May fly below RTCC lowest altitude if Ceiling
is at least 3000 feet above terrain Flight crew
has runway threshold in sight 03 Nov 06 CASA
approved Airservices to commence transmissions 23
Nov 06 Go live date Other airlines with
suitably equipped and approved GBAS avionics may
apply for approval to use the approaches
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ICAO Compliant GBAS Cat-I in Australia

• Airservices Australia contracted Honeywell
  International to bring an ICAO compliant GBAS
  Cat-I to completion signed 10 Apr 06
• Approximately 22 months to complete RTCA
  DO-178B/278 compliant software approximately 6
  months of certification
• Australian 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 (Feb 06) to share information, staff and
  procedures

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ICAO Compliant GBAS Cat-I in Australia

• Building and certifying to FAA Doc 2937A some
  areas will be non compliant due to Australian
  laws eg. fire and intruder alarms must not be
  part of system but completely separate
• System will enable elliptical or horizontal
  polarised broadcasts
• FAA plans to issue System Design Approval for the
  ground station only as a Non-Fed system using
  Memphis
• Once SDA achieved, system migrates to Australia
  for the full Part 171 operational approval
  program
• Operational Approval involves ground station,
  site surveys, maintenance plans, logistics plans,
  flight inspection plans, pilot training, pilot
  licensing, ATC training

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Qantas has 9 x B737-800s with GBAS
avionics Approval gained 22 Dec 06 to retrofit
other 24 x B737s Qantas 20 x A380s will come
fitted with GBAS avionics All new Boeing
aircraft will be fitted with GBAS
avionics (including B787s (2007), B747-8s
(2009) B777-200/300 Block 2 avionics or above
are candidates for retrofitting growing demand
from airlines for B777 retrofit Airbus aircraft
has GBAS avionics as an option on future buys
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Availability

• Red label GBAS Cat-1 available 1st Quarter 2008
  (12 months from now)
• Hardware and software as presented for
  certification but awaiting certification
• Red Labels into Memphis, Sydney, Bremen, Malaga
  late 2007
• Red Label will be upgraded to black label if no
  changes during certification
• Black Label GBAS Cat-I available 1st quarter 2009

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Unexpected Outcomes

• Aircraft manufacturers and airlines driving the
  way forward instead of waiting to be told what
  they should use
• The synergy between Performance Based Navigation
  (RNP) and GBAS
• Challenge of designing approaches to transition
  between an RNP approach and a Precision Approach
  or Approach with Vertical Guidance
• Renewed interest in GBAS Cat-I
• International Requests For Proposals and Requests
  for Expressions of Interest already issued for
  GBAS Cat-I systems
• Outstanding relationship developed between FAA
  and Airservices Australia GBAS staff and senior
  management for certification and operational
  approval of GBAS

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(No Transcript)
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GRAS

• Phase 1 System Design started 2005
• Phase 2 - Full development contract signed with
  Honeywell 10 Apr 06
• 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
• ICAO only requires APV-I
• GRAS SARPs Applicability Date 23 Nov 06
• Operational Approval December 2008 (planned)

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GRAS Avionics

• RTCA GRAS MOPS (Avionics) now in penultimate
  draft
• To commence Final Review and Comments (FRAC) Jan
  07
• MOPS cater for high end aircraft, regional,
  charter and general aviation
• Queensland University of Technology PhD students
  are building a General Aviation low cost aircraft
  GRAS receiver

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GBAS/GRAS Synergies

• One set of ICAO SARPs covers both GBAS and GRAS
• GBAS and GRAS capability in the one avionics, not
  separate systems
• The synergy between GBAS and GRAS avionics is so
  close that the combination provides a cost
  effective solution to augmentation
• Provides vertical guidance for regional, charter
  and general aviation
• Airservices Australia and Honeywell are forging
  ahead with GBAS Cat-1 and GRAS development and
  certification

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Summary Plan
CY07
CY08
CY05
CY06
CY09
Sydney Demonstration GBAS GBAS Software
Development GRAS software Development Phase 1
Definition Phase 2 Development and
Certification Production Operational
Deployment GBAS Aircraft GRAS Avionics
23/11
27/10
First passenger flight
SLS-4000 Beta To Sydney
14/10
30/4
SDA
Certification
PDR
CDR
TRR
Submit Certification docs
27/1
25/10
Certification
IOC
PDR HW
CDR
PDR SW
Prototype
Full Production
Tech Cert
Safety Case
171 Certification
Remote Monitor
Procedure
B737-800
A380
B787
B747-8
A320
A340
Low Cost Avionics
Standards
Hon MMR
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Thank you