Title: GNSS FOR CIVIL AVIATION
1GNSS FOR CIVIL AVIATION
2PRESENTATION STRUCTURE
- Global Scenario
- Performance Based Navigation
- Automatic Dependent Surveillance
- GNSS Survey
- Ionospheric Data Collection Workshop
- Summary
337TH SESSION ICAO ASSEMBLY
- Resolution A37-11 (28 Sept 8 Oct,
2010)supersedes Resolution A36-23 (18 28 Sep,
2007) - Urges all States to complete a national PBN
implementation plan as soon as possible to
achieve - PBN for en-route and terminal areas (according to
established timelines and intermediate
milestones) - PBN approach procedures with vertical guidance
(APV) for all instrument runway ends (as primary
or back-up for precision approach) by 2016 30
by 2010, 70 -- by 2014 - Requirement to add LNAV minima to any approach
chart for approach procedures with vertical
guidance - Allow States to publish LNAV only approach if no
traffic equipped (avionics) for operations with
vertical guidance
4GNSS MANUAL (Doc 9849)
- ICAO GNSS Manual (Doc 9849) being updated/revised
by the NSP - Hurdles in the path of GNSS implementation were
identified by NSP and mitigation of these hurdles
are proposed to be addressed in the document - Document refers to the Global Air Navigation Plan
(ICAO Doc 9750) and calls for early
implementation of GNSS linking it with Global
Plan Initiatives (GPI), applications like PBN,
ADS-B, ADS-C etc. - Document briefly discusses Safety Case, Business
Case and the transition plans. - Document discusses Performance Requirements, Core
Satellite Constellations, Augmentation Systems,
GNSS Vulnerabilities, GNSS Evolution,
Implementation of GNSS-Based Services etc. in
seven chapters and four appendices - The Document provides a very good guidance for
those who are connected with GNSS implementation
and usage
5BENEFITSCAPACITY -- EFFICIENCY
- ATLANTA TRIALS
- Improvement runway utilization Atlanta (ATL)
- Worlds busiest airport
- Approx 94 of daily departures RNAV capable
- More departure lanes and exit points
- Capacity gain of 9 12 departures/hour
- Repeatable and predictable paths
- Benefits
- Increased throughput
- Reduced departure delays
- 30M annual benefit (at 2007 levels)
6FUEL SAVINGS/EMISSIONS REDUCED
- Continuous Descent Operation (CDO)
- North Arrival STAR Atlanta (ATL)
- 144 liters of fuel savings and 360 kg reduction
in CO2 emissions per flight - North Arrival STAR at Miami (MIA)
- 182 197 liters of fuel savings and 460 500 kg
reduction of CO2 emissions per flight - Before RNAV
After RNAV
7ROADBLOCKS
- Lack of Expertise
- Airspace Development
- Operational approval process
- Pilot and Air Traffic Controllers Training
- Coordination between stakeholders
- National
- Regional
- Clearing some misconceptions
- PBN is not a new navigation philosophy, but is
just a tool to implement navigation concept for
aircraft capability which has existed for more
than three decades - Does not need the States to overhaul complete
navigational infrastructure, but can be
implemented step-by-step - Navspec based on operational needs hence need
not be most advanced
8PBN INITIATIVES
- Guidance Materials CDO Manual (Doc 9931),
Airspace Design Manual, Ops Approval Manual,
revised GNSS Manual etc. - Education Training being organized on Airspace
Design, CDO design, Procedure Design and Ops
Approval etc. by ICAO Asia Pacific Office Flight
Procedure Programme (FPP) - Implementation Assistance GO Team, in
coordination with IATA visits reasonably advanced
(PBN) States to provide implementation assistance - Global Coordination Global coordination
processes have been developed to exchange
information/expereinces -
9PBN/TF/8
- Eighth Meeting of the Asia Pacific Performance
Based Navigation Task Force (PBN/TF/8) was held
in New Delhi, India on 12 13 May, 2011. - The Meeting was preceded by a PBN Seminar and
Workshop held in the same venue from 9 to 11 May
2011 - The Workshop provided information on the Airspace
Concept and used recent development in Kapitali
TMA of Kapitali Airport, Coldland as a simulation
exercise. - In the Seminar, States and international
organizations exchanged information on the
developments that are taking place in the global
scenario. - After reviewing the outcome of a survey conducted
to assess States readiness to use RNP4 (30 NM
lateral separation), it was concluded that
presently the use of RNP4 standards is likely to
be applied only where a strategic advantage can
be derived.
10AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST
(ADS-B) Out
- Regional Mandates
- Australia a) Mandate ADS-B for upper airspace (gt
FL 290) in Dec 2009 - b) SA-Aware receiver will
be required 28 June 2012 - Hong Kong, China Use of ADS-B out
- a) After 31 Dec 2013 for
aircraft flying over PBN routes L642 or M771
between FL 290 and FL410 - b) After 31 Dec 2014 for aircraft flying
within Hong Kong FIR between FL290 to FL410 - Singapore (CAAS AIC 14, 28 Dec 2010)
- a) Implement use of ADS-B Out after 12 Dec
2013 within certain parts of Singapore FIR (FLgt
290) - Other APAC Regulatory Agencies
- a) Expected to follow ADS-B Avionics
Requirements Template APANPIRG Conclusion 21/39 -
11ADS-B OUT OPERATIONAL APPLICATIONS
- Non Radar Area
- Safety Enhancement
- Traffic Management SSR like
- Capacity increase by reducing separation to SSR
like (e.g. 5NM) - Reduction in cost of operation for aircraft (like
better flight level) - Radar Area
- Enables decommissioning of redundant SSRs
providing same level of service - Expected to be the primary means of surveillance
with radar as back-up - Usable in combination with other surveillance
sensors like Wide Area Multi-lateration, SSR, PSR
etc. - Airport Applications
- New tool for surface movement surveillance
- Integrated with A-SMGCS expected to fulfill
airport requirements
12AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST
(ADS-B) IN
- No ADS-B In regulatory mandate foreseen at this
time - Mature Standards and Operational Procedures are
required for achieving the operational benefits. - RTCA DO-317 Minimum Operational Performance
Standards (MOPS) for ASAS published in April
2009. - ADS-B In functions include airborne situation
awareness, approach situation awareness and
airport surface situation awareness. - ADS-B In benefits
- Provides Safety enhancement
- In Trail Procedures provide economic benefit by
increasing the chance of being granted higher
preferential altitude, thus reducing fuel
consumption
13ADS-B SITF/10
-
- Tenth Meeting of ADS-B Study and Implementation
Task Force was held in Singapore from 26 to 29
April 2011. Meeting was attended by 78
participants from 18 administrations and three
international organizations - Meeting formulated a draft Conclusion adopting
guidance material on building a Safety Case for
Delivery of an ADS-B Separation Service. - Meeting noted that ICAO Circular 311 had been
withdrawn and had been replaced with ICAO
Circular 326. - Revised Sample Agreement for Data Sharing
adopted, revised agreement more comprehensive,
precise, simple, easier to read and more
acceptable. Number of annexes reduced. New
agreement used between Singapore and Indonesia. - Meeting agreed that cooperation in supporting VHF
voice communication of other State equally
important as ADS-B of other State. Draft
Conclusion adopted urging States to support VHF
radio air/ground communication infrastructure of
adjacent State and coordinate with ICAO regional
office and national telecom authorities for
assignment of VHF frequency
14GNSS SURVEY
- APANPIRG/21 (September 2010) noted with concern
slow progress of GNSS implementation in the
region. - To assess level of GNSS implementation in the
region, survey questionnaire circulated through
APAC State Letter dated 30 November 2010. - Response has been received from 23
Administrations (out of 40) at an overall
response rate of 57.5. Efforts are being made
to get response from more States. - Survey outcome depicting level of GNSS
implementation in Asia/Pacific region is provided
in the following slides
15SURVEY OUTCOME
- Most States have developed GNSS implementation
plan, in the remaining States no formal plan is
there but they are implementing selected GNSS
applications - Most States according approval on Supplementary
basis for RNAV, SID/STARs, Non Precision
Approach, Approach with Vertical Guidance and
Precision Approach. Many States according
approval for Oceanic/Remote Areas on Only Means
basis - Many States have received request from
domestic/international airline operators to
implement GNSS based services. Others have
adopted GNSS based applications on their own - Most of the States in the region have completed
WGS-84 survey both for waypoints and for
airports. Few States have not completed survey
for waypoints and/or all their airports. - Some States have not developed any mechanism to
maintain their database (including WGS 84
data).
16SURVEY OUTCOME (Contd.)
- More than half the States, which responded have
drawn up decommissioning plan for conventional
navigation aids. Decommission in 5 to 15 years. - Most of the States already published their
National Performance Based Navigation (PBN) Plan,
but some States have not sent copy of their plan
to Regional office. Almost all the States have
used ICAO GNSS Manual (Doc 9849) for guidance. -
- About 70of the States plan to promulgate PBN
approaches based on GNSS and/or Conventional
navigation aids. -
- About 30 of the responding States plan to
implement SBAS and about 70 plan to implement
GBAS. -
- Many of the responding States using ADS-C and are
planning to implement ADS-B - About 80 of the States which responded informed
that they need help/guidance from ICAO in the
development and implementation of their GNSS plan
17WORKSHOP ON IONOSPHERIC STUDIES
- APANPIRG /20 held in September 2009 observed that
characterization of ionosphere in the region
useful for the implementation of GNSS
applications - A coordinated study should be carried out.
- ICAO invited to identify Focal Contact Points
- 11 Focal Contact points have been nominated by 11
States - APANPIRG/21 (September 2010) recognized that many
States in the region lie in the Equatorial region
and hence GNSS severely affected by ionospheric
activity - Supported proposed regional level
coordination/cooperation for collection of
ionospheric data and its analysis, ultimate
objective of developing a regional ionospheric
threat model -
-
18WORKSHOP ON IONOSPHERIC STUDIES (Contd.)
- Japan invited to provide technical leadership for
Workshop and ICAO invited to support development
of a measurement campaign - Noted that this cooperation/coordination more
important for collection of data during solar
maximum period , which is expected in 2013/2014 -
- Noted that sharing of archival data available
with States will be useful - Workshop on Ionospheric Data Collection, Analysis
and Sharing to Support GNSS Implementation held
on 5 and 6 May 2011, in the ICAO APAC Office,
Bangkok - Workshop facilitated by Dr. Susumu Saito, Senior
Researcher, Japan Electronics Navigation Research
Institute (ENRI) was attended by 20 experts from
9 administrations
19WORKSHOP OBJECTIVE
- To enhance understanding of ionospheric issues in
GNSS operations - To exchange information and experience gained on
GNSS and ionosphere related activities by each
Administration - To understand the need to carry out the
ionospheric studies - To discuss a common procedure for collecting
ionospheric data by Administrations - Ultimate outcome is a standard ionospheric model
for GNSS operations applicable throughout the
Region and - The final goal to facilitate GNSS implementation
in the Asia and Pacific Regions by mitigating
ionospheric issues
20WORKSHOP OUTCOME
- Appreciated large ionospheric variability
associated with the Equatorial Anomaly. - Agreement to share data at levels 0, 1 or above.
-
- Huge size of raw data may not be practical to
share - Template will be developed for Ionospheric Data
Collection - Explore with other Agencies (including UN) on the
possibility of sharing GNSS data - Mechanism for analysis of GNSS data to be
decided. - RINEX (Receiver Independent Exchange) format
generally acceptable for raw data
21LEVEL OF DATA TO BE SHARED
IONOSPHERIC DELAY SCINTILLATION
Level 3 -- Vertical delay at grid points -- Delay gradient Level 3 -- Irregularity drift velocity
Level 2 -- Slant delay (slant delay for each satellite, satellite position, biases) Level 2 -- Scintillation indices (amplitude and phase and correlation coefficients and lag times, if applicable)
Level 1 -- Human readable (e.g. RINEX) raw data (pseudo range, carrier phase and lock-time for each satellite, ephemeris) Level 1 -- Receiver independent raw data (time-series and carrier phase for each satellite, ephemeris)
Level 0 -- Receiver specific raw data Level 0 -- Receiver specific raw data
22WORKSHOP RECOMMENDATIONS
- Workshop developed following recommendations for
the consideration of CNS/MET Sub Group of
APANPIRG - States urged to coordinate with their relevant
national organization for sharing available GNSS
data - Task Force needs to be established to identify
need for Regional Ionospheric Threat Model for
GBAS and SBAS and create them if required - ICAO Regional Office to coordinate with APEC GIT
for initiative being carried out for ionospheric
data collection - APEC Economies requested to support initiative by
encouraging relevant agencies to share data
collected with civil aviation community
23SUMMARY
- APEC States requested to support APANPIRG
initiative of ionospheric data collection and
development of a threat model - Economies requested to help in providing archival
ionospheric data and facilitate sharing of data
with other agencies in their Administration
engaged in ionospheric data-collection and
analysis - APEC GIT requested to facilitate sharing of
ionospheric and other GNSS related data from
Test-bed Project, marine and surface
transportation sectors - Economies are requested to complete WGS-84 survey
to facilitate speedy implementation of GNSS - APEC GIT requested to share information regarding
GNSS implementation in other transportation
sector and provide guidance for improving the
implementation level in aviation sector
24THANK YOU!