Studies and Constraints of PBN 1- Introduction. 2- Egyptian Air Space Strategy. 3- PBN Current Status Needs. 4- Benefits of PBN . 5- PBN FUTURE PLANS USAGE. 6-What is needed for introduction of SBAS Applications
Introduction God gave Egypt unique place center of the world. For that we redesign our air space to put Egypt in stature worthily of the name of Egypt and back to be the leader of Middle East Region. We are going to follow the future of aviation and apply what we must do.
We have transparency with our selves we are looking for support from GNSS bodies and that we are expected from this workshop and determined what is requirements to us to use SBAS for Air Traffic Control Service.
Egyptian Air Space Strategy The future air space strategy (FAS) is designed to ensure the Egyptian air space provides: Sufficient capacity to meet forecast demands whilst minimizing environmental impact by allowing flight profiles closer to optimum, this will be achieved principally by adding the Egyptian air traffic management
ATM system to establish an enduring and resilient structure That will greatly reduce the number of potential conflicts between air space users. Allow aircraft to fly more direct routes greatly improve the efficiency of departure & arrivals in particulars terminal airspace and use smarter
More joined up traffic management. Techniques to optimize airspace capacity and runway throughput. However , as a strategy it can only provide the future framework for change. In order to realize the changes that will be delivered on the back of the FAS objectives.
The application of technical & operational enablers will be key amongst these. The specifications associated with the ICAO Performance Based Navigation (PBN) concept offers the most opportunities for future airspace development.
PBN Current Status Needs It is a key step towards air space modernization. Airspace design flexibility. Airspace structure, Air Traffic Management topography, Airport operator and CAA constrains. Predictable and repeatable path trajectories moving to systemized environment with designed interactions.
Closer spaced routes. Curved path transitions. Fuel savings- reduced track miles and time saving. Increased revenues. Fewer delays. Fewer flight diversions. Lower engine maintenance rates.
Reduced environmental impact. More effective aircraft utilization. CO2 emission reduction. Noise abatement.
Improvement in quality of service to meet new airspace user requirements.
PBN FUTURE PLANS USAGE Optimum air space utilization ATS routes VS military training zones Access to Non-instrument aerodromes Improvement of existing approaches Avoiding flying over military zones. Future APV/Baro-VNAV approach to Cairo, Sharm ,Hughada and other Intl. Airports. APV & LPV covering areas.
PBN – Future Plans Strategies Strategic objective – Increase capacity and improve efficiency of the aviation system in Egypt. Airspace Development. Regulations ,e.g Legislation and Regulations to support PBN Implementation Regulations for PBN and GNSS use Airworthiness Approvals
R&D Equipment Training.
PBN – Future Plans Intl Carriers Intl Carriers – Improved access – Back up for ILS – Efficiency, environment General aviation (private) Improved access – instrument Training - UAV (Unmanned Aerial Vehicles), Helicopters and aerial work
– Oil Rigs - SAR – Electric, agriculture, Fire fighting Other stakeholders, barriers to implementation Our main stake holders is Egypt Air. “ supportive ” weather and sensitive economic situation makes a complex business case
Looking forward GNSS is assimilated into majority of Egypt aerial Inf. PBN implementation – Go Team, Master Plan (with full stake holder involvement) Close relations with EGNOS and EU.
● Future air traffic management: ▪ Airspace planning & Air traffic flow management. ▪ Air traffic services & they are provided by air navigation service provider. ▪ Technology and air traffic control tools & it ’ s provided by engineering systems. ▪ Airspace users such as ( Air lines – Military & others ). ▪ Airports. ▪ Civil aviation authority.
● By achieving the PBN plan : ▪ Reduce the need to maintain sensor – specific routes and procedures and their associated costs. ▪ Avoid the need for developing sensor – specific operations with each new evaluation of navigation which will be cost prohibitive. ▪ Allow for more efficient use of airspace ( Route placement, Fuel efficiency and noise abatement. ▪ Clarify how RNAV system are used. ▪ Facilitates the operational approval process for operators by providing a limited set of navigation specifications intended for global use.
◊ PBN will : ● Improve services provided in Egyptian airspace. ● Improve knowledge for both Pilots and Controllers. ● Help stakeholders to determine their needs. ● Create an environment based on global concept. ● Improve economic fund. ● Create safe, efficient and flexible flight profile. ● Help us to reach to the global concept which is ONE SKY.
Current Future Communication Communication Controller Pilot Data Link comm Radio freq. ( CPDLC ) (HF, VHF,….) Future Surveillance Current Surveillance Automatic Dependent ( PSR, SSR & Mode S ) Surveillance ( ADS) Future Navigation Current Navigation Performance Based Navigation Nav. Aids (PBN) (VOR\DME, ILS, MLS) RNAV, RNP , RNP APCH,RNP AR APCH
Current ATM Х ● Airspace planning Х √ ● Air Traffic Flow management ● Air Traffic Services Future ATM: Is the advanced ATM & CDM including: - PBN routes And APP procedures - Continuous Descend Operation. - Continuous Climb Operation. - Cost Benefit analysis. -Fuel saving and emission.
SBAS Supporting APV I/II
Presentation Overview Potential Benefits of APV Requirements for the EGNOS System Steps to enable the Introduction of APV Applications
SBAS Operational Concept Conclusions • APV procedures bring benefits • SBAS Receiver could be Low Cost sensor for P-RNAV or even RNP-RNAV • Applications Supporting SIDs and STARs • OCP are developing APV Criteria – SBAS APV criteria expected to be applicable by Nov. 2006. • Data Quality issues still to be solved • Certification and operational approval documents need amendments
ICAO Approach Types Non-Precision Approach (NPA) • Lateral Guidance Only Approach with Vertical Guidance (APV) • Lateral and Vertical Guidance • Two Types – • APV/Baro-VNAV • APV-I and II supported by SBAS Precision Approach (PA) • Lateral and Vertical Guidance • Three Levels of Performance (Cat I, II and III)
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
International Context In the US WAAS APV (LPV) Procedures are being implemented • About 100 LPV procedures was published by the end 2005 • First Certified Receivers are Appearing on the market – i.e. Garmin GNS480 In Europe • Eurocontrol ECIP Objective to develop Enablers for APV • EC TEN-T Funding supporting Enabler Development 2005 to 2008
What is needed for introduction of SBAS Applications Define Regulatory Mechanism for SBAS Prepare Enablers for Operational Implementation • Procedures Design • APV Lighting Criteria • Flight Inspection • Support Tools • ATC and Flight Crew Procedures • Status Monitoring and NOTAMS • Contingency Procedures Validate Methodology Awareness Campaign Business Case
Regulatory Mechanism Multinational Infrastructure Needs “ Stamp of Approval ” from Somebody Safety Case Approach has been selected System Safety Case Generic Application Safety Case ATS providers will develop local application safety case Airborne System Certification
Enablers for APV Procedures Design Criteria developed by ICAO OCP Existing criteria for GPS NPA and APV/Baro/VNAV SBAS APV Criteria was published by ICAO in November 2006 Euro control will develop guidance material for the design and publication of SBAS APV procedures as part of the TEN-T funded task.
Enablers for APV Lighting Criteria NPA PA Cat I 420 m Specific Lighting criteria exist 900 for today ’ s NPA and PA m procedures
Lighting - 2 Are the visual aids for NPA adequate for APV? If not, then • define the minimum requirements • develop draft SARPS • validate with simulations • provide input to ICAO Visual Aids Panel
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