SBAS PinS approach implementation (HEDGE WP4)


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Presentation at Aerodays 2011, in Madrid, April 2011
Presenter: Philip Church of Helios
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SBAS PinS approach implementation (HEDGE WP4)

  1. 1. SBAS PinS approach implementation Philip Church, Helios Aerodays 2011, Bratislava Room, 30 March 2011
  2. 2. SCOPE The benefit of PinS Implementation of the PinS procedure Validation Conclusions and next steps
  3. 3. Benefits of PinS procedure Point in Space procedure defined within ICAO Doc 8168 • Criteria for SBAS design still under development Procedure to use SBAS vertical guidance • Provides reduced vertical minima compared to barometric system guidance Pins overcomes limitations of current infrastructure • Available only in good weather • Delays the transfer of patients to/between hospitals • Constrained by mountainous terrain
  4. 4. Implementation Process
  5. 5. Safety Arguments Safety assessment required for all implementations Used Rega’s internal safety practice resulting in matrix of identified hazards • Modified EGNOS receiver installation not possible • Incorrect approach navigation data • Software not released for OPS • Helicopter is leaving protected area and collides with terrain or obstacle • Additional loose equipment interferes with helicopter system • Lack of GPS and EGNOS signal; flight trial delayed • Flight crew unfamiliar of the function / limitations of the new navigation software • Credential and support of Rega helicopter operation reduced (noise) • Operational delays Mitigations proposed within Rega operational procedures
  6. 6. Equipment Installation EFIS: Integrated Displays Units IDU450 GPS: GPS/WAAS – incorporating a software modification to ignore the EGNOS MT0 system control bits A laptop connected to a Garmin GNS480 receiver for position data collection An Agusta DTS system used to record the incoming signals from on board systems (EFIS-AHRS etc) interfaced to the autopilot and connected by a dedicated output port on the AFCS panel
  7. 7. Equipment Installation Primary Flight Display (PFD) Navigation Flight Display (NAV)
  8. 8. Design of the IAP PinS procedure published in ICAO Doc 8168 SBAS criteria for helicopters not yet complete EASA – Eurocontrol agreed to use FAA based criteria Trial database developed with Jeppesen
  9. 9. Validation of the IAP
  10. 10. Satellite Visibility Validation
  11. 11. Flight Trial Paths (17/05/10) 1800 FP DACAG CABGI BURBE AKUVE HRP 1600 altitude (m AMSL) 1400 1200 1000 800 600 400 46.8 46.7 lat(º) 46.6 7.5 7.6 7.7 lon(º) 7.8 7.9 8
  12. 12. Flight Trial Paths (18/05/10) 1800 FP DACAG CABGI BURBE AKUVE HRP 1600 altitude (m AMSL) 1400 1200 1000 800 600 400 47 46.8 lat(º) 46.6 7.5 7.6 7.7 lon(º) 7.8 7.9 8
  13. 13. Flight Trial - Typical Performance
  14. 14. Ground Monitoring Actual Flight Path computed post flight Integrated 2 additional receivers to SWISS RTK network to achieve precise receiver measurements (~1 cm accuracy) Navigation System Error (NSE) Flight path determined by aircraft system from EGNOS Actual Flight Path
  15. 15. Ground Monitoring - Results 17th May - First Flight (App1)
  16. 16. Ground Monitoring - Results 18th May - First Flight (App1)
  17. 17. Study Results Positive results: • Reduced DA to HEMS operations • PinS procedure is easy for the flight crew to follow • 5.13º final approach slope is workable • Sufficient time to climb and clear terrain on the missed approach segment • Good EGNOS reception • HPL / VPL well within SBAS limits
  18. 18. Future Exploitation Role of Regulators • Controlled airspace / Uncontrolled airspace • ATC • Primary means of navigation • Acceleration of adoption Role of ICAO • Specification of design criteria • 4-letter code assignment
  19. 19. Any questions?
  20. 20. The HEDGE project has received Community research funding under the 7th Framework Programme This material reflects only the author’s views and the Community and the GSA are not liable for any use that may be made of the information contained herein