SBAS SBAS PinSPinS approach implementationapproach implementation

Philip Church, Helios

Aerodays 2011, Bratislava Room, 30 March 2011

SCOPESCOPESCOPESCOPE

�The benefit of PinS

� Implementation of thePinS procedure

�Validation

�Conclusions and

next steps

Benefits of Benefits of Benefits of Benefits of PinSPinSPinSPinS procedureprocedureprocedureprocedure� 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

Implementation ProcessImplementation ProcessImplementation ProcessImplementation Process

Safety ArgumentsSafety ArgumentsSafety ArgumentsSafety Arguments� Safety assessment required for all implementations

� Used Rega’s internal safety practice resulting in matrix of identified hazards

� Mitigations proposed within Rega operational procedures

• Incorrect approach navigation data

• Helicopter is leaving protected

area and collides with terrain or

obstacle

• Lack of GPS and EGNOS signal;

flight trial delayed

• Credential and support of Rega

helicopter operation reduced

(noise)

• Modified EGNOS receiver

installation not possible

• Operational delays

• Software not released for OPS

• Additional loose equipment

interferes with helicopter system

• Flight crew unfamiliar of the

function / limitations of the new navigation software

Equipment InstallationEquipment InstallationEquipment InstallationEquipment 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

Equipment InstallationEquipment InstallationEquipment InstallationEquipment Installation

Primary Flight Display(PFD)

Navigation Flight Display

(NAV)

Design of the IAPDesign of the IAPDesign of the IAPDesign 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

Validation of the IAPValidation of the IAPValidation of the IAPValidation of the IAP

Satellite Visibility ValidationSatellite Visibility ValidationSatellite Visibility ValidationSatellite Visibility Validation

Flight Trial Paths (17/05/10)Flight Trial Paths (17/05/10)Flight Trial Paths (17/05/10)Flight Trial Paths (17/05/10)

7.5 7.6 7.7 7.8 7.9 846.6

46.7

46.8

400

600

800

1000

1200

1400

1600

1800

lon(º)

lat(º)

altitude (

m A

MS

L)

FP

DACAG

CABGI

BURBE

AKUVE

HRP

Flight Trial Paths (18/05/10)Flight Trial Paths (18/05/10)Flight Trial Paths (18/05/10)Flight Trial Paths (18/05/10)

7.5 7.6 7.7 7.8 7.9 846.6

46.8

47

400

600

800

1000

1200

1400

1600

1800

lon(º)

lat(º)

altitude (

m A

MS

L)

FP

DACAG

CABGI

BURBE

AKUVE

HRP

Flight Trial Flight Trial Flight Trial Flight Trial ---- Typical PerformanceTypical PerformanceTypical PerformanceTypical Performance

Ground MonitoringGround MonitoringGround MonitoringGround Monitoring

�Actual Flight Path computed post flight

� Integrated 2 additional receivers to SWISS RTK network to achieve precise receiver measurements

(~1 cm accuracy)

Actual Flight Path

Flight path determined by

aircraft system from EGNOSNavigation System Error

(NSE)

Ground Monitoring Ground Monitoring Ground Monitoring Ground Monitoring ---- ResultsResultsResultsResults

17th May - First Flight (App1)

Ground Monitoring Ground Monitoring Ground Monitoring Ground Monitoring ---- ResultsResultsResultsResults

18th May - First Flight (App1)

Study ResultsStudy ResultsStudy ResultsStudy 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

Future ExploitationFuture ExploitationFuture ExploitationFuture 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

http://hedge.askhelios.com

Any questions?

philip.church@askhelios.com

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