Professional Pilot, May 2017

Country Airports SBAS APV procedures SBAS APV procedures Airports SBAS CAT I procedures Austria 2 2 2 4 0 0 Belgium 4 8 0 0 0 0 Croatia 1 1 0 0 0 0 Czech Republic 4 8 0 0 1 4 Denmark 4 8 0 0 0 0 Estonia 1 2 0 0 0 0 Finlandia 1 2 0 0 0 0 France 89 143 8 14 4 5 Germany 22 37 0 0 24 63 Guernsey 1 2 0 0 0 0 Italy 7 17 0 0 0 0 Netherlands 2 3 0 0 0 0 Norway 14 23 2 6 7 16 Poland 5 9 0 0 0 0 Portugal 1 2 0 0 0 0 Romania 1 2 0 0 0 0 Slovak Republic 2 4 1 1 0 0 Spain 2 3 0 0 0 0 Sweden 1 1 0 0 0 0 Switzerland 7 9 1 1 0 0 United Kingdom 10 20 0 0 0 0 Total 181 306 15 30 36 88 indicator CDI PBN and RNP as a subset of PBN describe an aircrafts and crews capability to navigate using performance standards RNAV enables aircraft to fly on any desired flightpath either within the coverage of ground or space based navigation aids within the limits of the capability of on board self contained systems or using a combination of both capabilities PBN is the basis for the ICAO GANP The goal is PBN instrument approaches with vertical guidance APV using SBAS augmentation to satellite navigation where possible and barometric vertical navigation BARO VNAV when augmentation is not available Further the plan calls for continuous descent operations CDO and continuous climb operations CCO whenever possible In the US airspace system these are descend via and climb via clearances This is to increase safety efficiency and predictability of traffic flow while decreasing environmental impact The GANP sets desired RNP goals European continental enroute RNP is 10 nm full deflection of CDI with enroute defined as more than 30 nm from both departure and arrival airports Terminal RNP is also 10 nm this being within the 30 nm service volume of airports 38 PROFESSIONAL PILOT May 2017 SBAS CAT I procedures Airports APV baro procedures APV baro procedures of departure or arrival For approach final segments the desired RNP for LPV LNAV VNAV and LP approaches is 03 nm Final segment RNP is dependent on surrounding obstructions as well as runway environment and equipment US standards for the National Airspace System NAS only differ in that enroute RNP is 20 considering that traffic density enroute overall is lower than European continental density The GANP also calls for approach segments with a tighter RNP similar to US RNP authorization required RNP AR segments and ground based augmentation systems GBAS similar to the US system currently in place at EWR Newark Liberty NJ and IAH Bush Intercontinental Houston TX Internationally several airports have GBAS including Bremen and Frankfurt Germany Sydney Australia Malaga Spain Zürich Switzerland and 15 Russian locations using GLONASS Automatic dependent surveillance and broadcast worldwide ADS B as a surveillance system is a worldwide concept and the US plans for implementation of ADS B in the NAS in January 2020 Various nation states and territories are working toward ADS B to replace current ground based systems or invoke ADS B surveillance in airspace where previously only procedural separation existed ADS B for high density airspace sectors is dependent on augmented satellite navigation correction so the implementation of a SBAS similar to WAAS is a necessary step for ADS B surveillance A few examples of ongoing developments EGNOS European Union The European geostationary navigation overlay system has been available for air navigation since 2011 and provides correction to satellite position in a manner similar to WAAS Avionics interoperability makes EGNOS available for enroute terminal and approach with US certificated systems Initially used to augment the GPS constellation part of the European plan is to augment the Galileo constellation of navigation satellites First launched in 2011 Galileo currently has 11 operational satellites plus several under test Planned full constellation is 30 satellites in worldwide orbit like GPS and is open sourced to all users The Galileo EGNOS combination is one of the more mature systems available and the number of approaches supported by this combo is growing GAGAN India The Indian Space Research Organization ISRO and the Airports Authority of India AAI have implemented the GPS Aided Geo Augmented Navigation project as an SBAS for the Indian airspace It uses the GSAT 8 and GSAT 10 satellites with the GSAT 15 as a spare to provide a footprint that extends from Africa to Australia GAGAN offers non precision approach RNP 01 in the Indian FIR and precision approach APV 1 for the Indian landmass It has expansion capability for nav services across the region and is interoperable with other international SBAS systems like WAAS EGNOS and the Japanese MTSAT Satellite Augmentation System MSAS MSAS Japan This SBAS is in place and operational It is regional to the Japanese islands and surrounding area arranged so that a satellite is always overhead to provide signals into Japans urban canyons high buildings MSAS augments and corrects GPS similar to WAAS And like GAGAN MSAS is compatible with US certificated systems as well as the EGNOS system Australia and New Zealand SBAS has not previously been used in the Anzac flight regions so a 2 year test period will begin in July 2017 It will cover the land and maritime areas of Australia and New Zealand to assess possible safety productivity efficiency and Synopsis of Continental European augmented approaches using EGNOS The number of approaches available is growing steadily