VOLUME 37 Fall 2010 GBAS Installed at Newark Liberty International

VOLUME 37 Fall 2010 http://gps.faa.gov

Ground Based Augmentation System (GBAS) News GBAS Installed at Newark Liberty International Airport Last summer, the Federal Aviation Administration (FAA), the Port Authority The SatNav News is produced by the Navigation Services (ATO-W) branch of New York and New Jersey (PANYNJ), and Continental Airlines signed a of the Federal Aviation Administration Memorandum of Understanding (MOU) that established an agreement to (FAA). This newsletter provides information on the Global Positioning System advance the implementation of Ground Based Augmentation System (GBAS) (GPS), the Wide Area Augmentation technology at Newark Liberty International Airport (EWR). The PANYNJ has System (WAAS) and the Ground Based Augmentation System (GBAS). since purchased and installed GBAS equipment and managed its installation at Newark Liberty International Airport. The PANYNJ is the sponsor of the GBAS system, responsible for maintenance and support provided through Honeywell. PANYNJ will also complete the facility and service approvals Inside ... required for GBAS Category (CAT) I operations. 1 GBAS Intalled at Newark In its assigned role under the MOU, aircraft last summer. As of August Liberty International Airport

the FAA has developed the first of this year, they will have eighteen 2 Newark Project Initiative public Ground Based Augmentation aircraft that are GBAS GLS-capable. Underway to Support Landing System (GLS) approach They will continue taking delivery of Operational Implementation procedures to be used in revenue GLS-capable aircraft at the rate of of GBAS service. GBAS procedures will be about one per month. Continental 2 GBAS Reaches Key available for all runway ends at has already obtained their opera- Milestone Approval Newark Airport that currently have tional approval from the FAA to allow an Instrument Landing System (ILS) them to fly the GLS approaches with 3 GBAS Category II/III approach procedure. In the future, their 737NG aircraft. Continental will Technology Passes Milestone

the GBAS will also provide preci- also support FAA data collection 3 Highlights of 10th sion approach capability to the one activities, conduct flight test opera- International GBAS Working other runway end that currently does tions, and support procedure devel- Group not have an instrument approach opment and simulation. Continental procedure and may also support will be the only air carrier flying the 4 WAAS Enabling New Operational Benefits to other complex terminal area proce- GBAS GLS approach procedures at Users dures. The FAA also provided data Newark until other airlines become collection equipment, developed equipped and receive operational 6 Satellite Navigation and coordinated prototype terminal approval. Approach Procedures Update procedures, and completed the

collection of data and analysis per- Pending the completion of facility 7 Europe Certifies Satellite- formance in support of GBAS facility and service approvals, the prelimi- Based Navigation System and service approval. In its role, nary flights of Continental using the for Aviation Continental Airlines has obtained a GBAS station at Newark are planned Supplemental Type Certificate (STC) for early next year. Continental will for the use of GBAS avionics in their initially fly the GBAS approaches Boeing 737NG aircraft. They started in visual meteorological conditions taking delivery of GBAS-equipped (VMC). Special Update Radio Frequency Interference (RFI) WAAS GEO was detected at Newark Airport on the protected L1 frequency shortly Outage after the GBAS installation was com- Information The 737 NG is the first of plete. Although these events have Page 6 Continental’s been infrequent, the RFI caused the fleet to receive operational GBAS system to shut itself down, approval to which is how it is designed to operate fly GBAS GLS approaches if it detects a threat. A working group

Federal Aviation Administration 800 Independence Avenue, SW Washington, DC 20591 2 consisting of FAA, Spectrum, FCC, The Newark Project will identify next steps for GBAS will be facility ap- MITRE, Raytheon, Ohio University, and validate GBAS benefits, and is proval and then operational approval. Honeywell, BAE, and PANYNJ deter- planned to facilitate more efficient These subsequent approvals will be mined the cause of the RFI to be illegal arrival and departure routings as site-specific. jamming devices in vehicles traveling envisioned in the FAA’s NextGen plan. on the New Jersey Turnpike which is This project is designed to offer an air The Port Authority of New York and in very close proximity to the Newark traffic control tool that can provide New Jersey has SLS-4000 GBAS Airport. The working group has de- flexibility, adaptability, reliability, and equipment installed at Newark In- veloped several mitigation strategies environmental benefits. Additional ternational Airport in cooperation for the RFI and in October presented benefits expected from this demon- with Continental. The FAA also has the PANYNJ with its analysis. The stration project include: been using a Honeywell SLS-4000 PANYNJ will meet with the FAA Tech- • Reduced ground delay and for testing at the William J. Hughes nical Center and the GBAS Program ground stops Technical Center in Atlantic City. The Office in early November to decide • Response to recommendations SDA approval that has been granted on a mitigation strategy and start by the PANYNJ Flight Delay Task to Honeywell by the FAA extends to developing a plan and schedule for Force Report and covers the equipment currently instituting that strategy. The Spectrum • Improve airspace separation in installed in all these locations. Inter- Office and the FCC are working with the congested New Jersey/New nationally, there are also several air other Government agencies on the York airspace environment navigation service providers - such enforcement actions for those who use • Opportunity to conduct flight as those in Spain, Germany, and these illegal jamming devices. The tests with Continental Airlines Australia - implementing this system. RFI issue detected at Newark affects B-737NG aircraft all GPS navigation technologies and • Development of overlays to ex- GBAS is the International Civil Avia- the lessons learned from the work- isting ILS and RNAV/RNP pro- tion Organization (ICAO) term for a ing group will assist in the siting and cedures landing system that uses GPS com- installation of future GBAS systems. • Testing of future complex GNSS bined with augmented signals trans- procedures. mitted by datalink from the ground. The FAA GNSS Operational Imple- - Kristi Peterson,FAA AJW-9132/NAVTAC The FAA’s implementation of GBAS mentation Team is continuing to has often been referred to as the Local work with Continental, New York/New GBAS Reaches Key Milestone Area Augmentation System (LAAS). Jersey air traffic control, and the FAA Approval GBAS and LAAS are sometimes Technical Center to develop, model, Last year, on September 3, 2009 used synonymously. Additionally, simulate, and flight test other complex system design approval (SDA) of the Honeywell refers to the specific model GBAS approaches for Newark. Honeywell SLS-4000 SmartPath Sys- of their GBAS/LAAS that received - Kristi Peterson,FAA AJW-9132/NAVTAC tem was achieved. system design approval from the FAA as the SLS-4000 or the SmartPath™ Newark Project Initiative SDA is an extensive and thorough re- Precision Landing System. Underway to Support Operational view comparing the require- Implementation of GBAS ments in the FAA system The Memorandum of Understanding specification against the (MOU) signed last summer between system design of the vendor, the Federal Aviation Administration in this case Honeywell, to (FAA), the Port Authority of New York ensure all requirements have and New Jersey (PANYNJ), and Con- been met in a satisfactory tinental Airlines is part of a larger manner. The FAA verified project to conduct an operational that all requirements in the demonstration using the capabili- GBAS specification traced to ties of GBAS in a complex airspace Honeywell’s SLS-4000 speci- environment. The goal is to achieve fication. This was an exten- efficiency, safety, and capacity en- sive process covering nearly hancements by supporting aircraft 600 requirements. In addition and airspace separation in a highly- to requirements review, the congested area with a single GBAS FAA reviewed each test case unit installed at Newark Airport to that Honeywell developed serve all runway ends. This project will to verify these procedures also provide controllers and pilots with as sound. As a result of this operational experience using GBAS. thorough analysis, the FAA put its seal of approval on the design of the system. The

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Now that SDA has occurred, initial LAAS certification will be accom- plished when the first of these SDA- approved installations completes site certification. At that point, the equipment will be officially commissioned and can begin broadcasting its highly accurate and dynamic navigation guidance to users the in the NAS. - Alan Hankin, FAA AJW-9132/NAVTAC

GBAS Category II/III Technology Passes Milestone Ground Based Augmentation System (GBAS) Category II/III technology has passed a significant milestone in its development and implementation. The Enterprise Architecture Board (EAB) of the FAA, recognizing the maturity of GBAS technology for Cat- The national updates and briefings ticipants agreeing to use a common egory II/III , has approved the program at this meeting reflected increasing tool for data evaluation (Eurocontrol to enter the Concept and Require- activities and focus on implementation Pegasus) and identifying a need for ments Definition (CRD) phase, mean- of GBAS Category (CAT) I, but also harmonization of multipath assess- ing that the concept and requirements dealt with planning for GBAS CAT ment tools. Other outcomes from of the project have been defined and II/III. This activity is driven in part by the working group activities include agreed upon. the FAA NextGen initiatives and the increased cooperation in IONO (iono- Single European Sky ATM Research sphere) data gathering and analysis The remaining Acquisition Manage- (SESAR) master plan activities. Many activities and an initiative to establish ment System (AMS) milestones are international service providers have world-wide coordination of IONO re- the Investment Analysis Readiness ongoing GBAS validation projects search (i.e. models, threat analysis). Decision (IARD), expected in Sep- with near to mid-term implementa- Discussions at the operational level tember 2011 and the Initial Investment tion plans. centered on post-implementation is- Decision (IID) expected in March sues, such as simultaneous parallel 2012. The Final Investment Decision Airbus and Boeing continue their sup- approach operations using GBAS, (FID) is proposed to be determined in port for GBAS and outlined their plans and the coordination of CAT II/III September 2012. for fleet equipage. All Airbus aircraft Concept of Operations (CONOPS) - Dieter Guenter, FAA AJW-9132/NAVTAC will eventually be GBAS capable. Al- between FAA and Eurocontrol. ready, 62 percent of all current A380 Highlights of 10th International aircraft orders include the request The meeting was extremely suc- GBAS Working Group, Brussels, for the GBAS GLS option. Boeing cessful from the perspective of the Belgium, June 3-6, 2010 737-800, 787, and 747-8 will also be co-chairing organizations and the The 10th International Ground Based GBAS-capable. This capability will be participants also expressed their Augmentation System (GBAS) Working standard on B787and B747-8 models. satisfaction with the outcome of the Group (IGWG) was hosted by Euro- meeting. control at Eurocontrol Headquarters The working group activities have led - Dieter Guenter, FAA AJW-9132/NAVTAC in Brussels, Belgium. to increased data sharing with par-

The working group is chaired by the FAA and Eurocontrol. It addresses relevant issues for the development and implementation of GBAS and facilitates the exchange of data and information which can be used by the participants in formulating their business strategies and implementation plans.

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Wide Area Augmentation System (WAAS) News Wide WAAS Enabling New Operational For more information, please Benefits to Users see Horizon Makes Aviation The FAA has entered in to a number History with First WAAS Flight of cooperative arrangements to ad- (http://www.alaskasworld.com/ vance the benefits of the Wide Area Newsroom/QXNews/QXstories/ Augmentation System (WAAS). These QX_20100108_104108.asp) initiatives, developed under the FAA’s - Tom Salat, FAA AJW-9131/NAVTAC Other Transaction Authority (OTA) policy, include projects with North- v AAG Helping to Advance Verti- ern Air Cargo, Horizon Air, NetJets cal Flight Criteria using WAAS Aviation, Inc. (NetJets), CareFlite, Bell On January 29, 2010, the Associat- Helicopter, Associated Aircraft Group ed Aircraft Group (AAG) reached (AAG), and Cape Air. Here are some a significant milestone in their three- As a part of this project, AAG is serv- recent highlights of these projects. year project to further the developing as the program manager for the ment of advanced vertical flight involvement and support of Mirus v Horizon Air Enters Revenue Ser- criteria utilizing the Wide Area Aug- Technologies, Hughes Aerospace, vice with WAAS Avionics mentation System (WAAS). On that and the Eastern Region Helicopter On December 30, 2009, Horizon was date, four months ahead of the project Council. the first FAR Part 121 passenger car- schedule, the second of two Sikorsky - Chris Jaran, FAA AJW-9131/NAVTAC rier to fly revenue operations with S-76C++ aircraft operated by AAG WAAS. They have started equipping completed the installation of the Uni- v Safety Approval Granted for their Bombardier Q-400 turboprop versal UNS-1Fw WAAS-enabled FMS CareFlite to Use WAAS Approaches aircraft with the UNS-1EW Wide Area and associated system elements. into Dallas Area Trauma Centers Augmentation System (WAAS) Flight Approximately one month later, AAG CareFlite recently reached a sig- Management System (FMS). completed the requisite training of nificant milestone in their three-year their pilot staff to allow the utilization project to further the development of of GNSS/WAAS navigation technol- advanced helicopter flight criteria ogy. Collection of WAAS-enabled using the Wide Area Augmentation data has commenced for this project System (WAAS). The milestone was and is being compiled and analyzed the signing of the Safety Risk Manage- for use in establishment of helicopter ment Decision Memo (SRMDM) which routes and approaches in the heavily sanctions WAAS approaches to Dal- congested New York area. las area trauma centers for CareFlite EMS Helicopters. CareFlite operates The focus of this project is to collect five helicopter bases throughout north data that contributes to further de- central Texas, flying Agusta A109E velopment of advanced helicopter helicopters equipped for instrument Horizon Air has identified WAAS as criteria and WAAS equipage in the flight and operated under FAR Part a technology that provides better ac- helicopter community. The endeavor 135. cess into the airports into which they will deliver applications that enable en fly and improved passenger service. route and terminal area operations for On Horizon’s first day using WAAS in the Teterboro airport and the primary revenue service, benefits were real- heliports/helipads servicing the Man- ized. The Instrument Landing System hattan area within the New York/New (ILS) at Portland was inoperative, but Jersey (NY/NJ) airspace. This effort Horizon was able to land using WAAS. includes installation and certification of Technical Standard Order (TSO) Flying with WAAS avionics also Wide Area Augmentation System mitigates the Receiver Autonomous (WAAS) receivers into helicopters, Integrity Monitoring (RAIM) prediction operational trials conducted using requirements referenced AC 90-100A. Area Navigation (RNAV) and WAAS routes and procedures to collect data The FAA has engaged Horizon Air in for WAAS a three-year data collection effort to benefits and validation of helicopter provide operational data relating to specific criteria, and integration of economic and operational advantag- rotary-wing traffic into the Instrument es of WAAS equipage on a regional Flight Rules (IFR) routing structure airline platform. using Global Navigation Satellite System (GNSS)/WAAS technology.

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This project is sponsored by the Flight Technologies and Procedures to a 20Hz time resolution of the air- FAA under an Other Transaction Division’s (AFS-420) by the University craft’s position which allows the user Agreement with CareFlite to assist in of Oklahoma, was successfully in- to measure dynamic data associ- the development of WAAS-enabled stalled and integrated with a Bell 429 ated with the airframe and navigation helicopter low altitude IFR flight op- helicopter at Bell Helicopter’s facility system. This system also includes a erations, in this case for emergency in Mirabel, Quebec, Canada. The data collection system to measure the medical service (EMS) providers. FAA has engaged Bell Helicopter in a performance of the GPS system that data collection effort which will enable provides guidance to the aircraft. This This is the first of three phases in the the FAA to develop design criteria data collection system provides an Safety Management System/Safety for public-use localizer performance independent measure of the roll and Risk Management process concern- with vertical guidance (LPV) Point-In- pitch of the aircraft as well as param- ing CareFlite. The other two phases Space (PinS) instrument approach eters such as ground speed, latitude, are: Helicopter Routing Structure for procedures using the Wide Area longitude, and altitude. The system the Dallas MetroPlex area and Instru- Augmentation System (WAAS). To is capable of capturing both digital ment Departure Procedures. accomplish this task, a data collection ARINC and RS232 outputs, along with system that provides real-time, true analog outputs such as horizontal The SRMDM was signed by the FAA aircraft position in space is required. and vertical deviations of the naviga- District Manager of the Dallas Air The integrated system was flown tion system under test. It provides Traffic MetroPlex Area. through a series of flight tests that in- continuous data collection onboard cluded hover and in-flight maneuvers, the aircraft for up to 6 hours. This A SRMDM documents the decision as well as 5 degree, 7.5 degree, and new truthing system allows the FAA that the proposed change does not 9 degree (coupled and uncoupled) to quickly determine the navigational impact the National Airspace System localizer performance with vertical performance of a Global Positioning (NAS) safety. The memo includes a guidance (LPV) approaches. The System (GPS)/WAAS navigation sys- written statement of the decision and successful integration and validation tem used onboard the aircraft. the supporting argument. It is signed of this system in the Bell 429, achieved by the local air traffic manager (ATM) within budget and one month ahead This project is sponsored by the and kept on file for a period equiva- of schedule, is a significant milestone FAA under an Other Transaction lent to the lifecycle of the system or in the ongoing terminal instrument Agreement (OTA) with Bell Helicop- change. The issuance of this memo procedure (TERPS) criteria develop- ter to assist in the development of streamlines the process by eliminat- ment project between Bell and the WAAS-enabled helicopter low altitude ing the requirement for a full safety FAA. The project is now positioned to Instrument Flight Rules (IFR) flight op- risk analysis for these approaches, a move directly into the data collection erations and in this case supports the very detailed process that can go on and analysis portion of the effort. validation of Special Helicopter WAAS for six months or more. LPV criteria for use as public criteria. The portable light-weight data collec- - Tom Salat, FAA AJW-9131/NAVTAC The signing of the SRMDM keeps the tion “truthing” unit was developed and cooperative work between the FAA provided to the FAA by the University Stay tuned for more updates on these Satellite Based Augmentation System of Oklahoma Department of Electri- and other projects in future editions of Team (also often referred to as the cal and Computer Engineering. The the SatNav News and on our website FAA WAAS Team) and CareFlite on AFS-400 Flight Data Collection System (http://gps.faa.gov). schedule. Specifically, this allows for is a self contained, self-powered unit the commencement of flights using which is isolated from aircraft power WAAS localizer performance with transients. Installation of this system vertical guidance (LPV) approaches takes less than ten to trauma centers in the Dallas Metro- minutes and does not plex area. The rapid processing of this require the aircraft safety approval for these approaches to be put into the ex- was facilitated by the use of WAAS/ perimental operating LPV overlays to existing approaches. category. The system - Chris Jaran, FAA AJW-9131/NAVTAC is unique as it provides a measurement v FAA and Bell Helicopter Complete of the performance Next Step Toward the Validation of of the navigation sys- Public Criteria for WAAS LPV PinS tem, the pilot, and Approach Procedures the airframe in the On March 11, 2010, a flight data precision approach collection system, developed for mode. The truthing the Federal Aviation Administration system provides up

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Satellite Navigation Approach at http://gps.faa.gov by selecting the Procedures Updates GPS/ WAAS Approaches button from The number of Wide Area Augmen- bottom of page. tation System (WAAS) enabled approach procedures continues to The FAA’s Aviation System Standards rapidly increase. A listing of current organization keeps an inventory of all LPV locations and associated infor- approach procedures available for mation can be found on our website the National Airspace System. Table truncated for publication. Full table available at http://avn.faa.gov/index.asp?xml=nfpo/inventory-summary. Some highlights from this inventory, last updated in July is shown in the table above. A notable take-away from the information in these two tables is the growing proportion of area navigation (RNAV) approach procedures, based on satellite navigation systems, compared to approach procedures enabled by traditional ground-based navigation systems. - Mary Ann Davis, FAA AJW-9131/NAV TAC

WAAS GEO Outage Information Background manages its movement had been lost. The WAAS signal-in-space is currently As a result, the satellite had started broadcast by two leased geostation- drifting from its correct position. For ary satellites (GEO). WAAS, there was no immediate im- • Intelsat (CRW) 133°W, PRN - 135 pact to service, but the FAA has been • Telesat (CRE) 107.3°W, PRN - 138 monitoring the situation closely as the satellite continues to drift. In April 2010, the Federal Aviation Administration was notified of a tech- Potential Impacts to WAAS Service nical issue being experienced by the Due to this technical issue, there soon Intelsat (CRW) GEO. Communication will be a point in time when CRW will WAAS signal-in-space. Criteria have with the portion of the satellite that no longer be used to broadcast the been established for discontinuing the CRW broadcast. An exact time has not been set, but it is expected that the broadcast will end in October 2010. When this occurs, the FAA will issue a NOTAM under the Anchorage Air Route Traffic Control Center to alert users of the affected area. There are two ways in which WAAS service will be impacted once the CRW broadcast ends: • Diminished WAAS Coverage in Northwest Alaska • Infrequent Short Term Outages During Maintenance Operations

Federal Aviation Administration 800 Independence Avenue, SW Washington, DC 20591 7 v Diminished WAAS Coverage in any WAAS airspace other than that VNAV service to the Northwest area Northwest Alaska of the Northwest portion of Alaska of Alaska. One potential solution is There are 16 airports in Northwest referenced here, there are no other the re-integration of the POR GEO Alaska where WAAS LPV service will WAAS restrictions related to this issue. (178°W, PRN-134). POR was formerly be affected due to the loss of the CRW used by WAAS prior to the transition GEO - all north of a line from 70°N v Infrequent Short Term Outages to the CRW GEO. 150°W and 64°N 164°W. during Maintenance Operations The other impact to WAAS service, The FAA is committed to keeping its Currently, none of the 16 affected air- due to the loss of CRW, may be in- users aware of any potential changes ports have published LPV approaches frequent, temporary service outages that may affect WAAS service and and users will still be able to continue throughout the WAAS service volume will provide updates as the situation to fly the existing LNAV procedures. due to lack of redundant GEO cover- evolves. Periodic updates on this topic Operators using TSO-C145/C146 re- age. This may occur when a switch will also be provided on the Satellite ceivers for en route, terminal, or IFR between the primary and backup Based Augmentation System (WAAS) approach operations in the area of GEO uplink subsystem (GUS) occurs. / News section of our website acces- Northwest Alaska designated in the Although these switchovers are rare sible from http://gps.faa.gov. paragraph above will be required to events, it may take up to five minutes confirm that GPS receiver autono- to fully restore LPV service after such Europe Certifies Satellite-Based Navi- mous integrity monitoring (RAIM) will an occurrence. gation System for Aviation be available for the flight during plan- On August 2010, the European Geo- ning. This is required in accordance Next Steps stationary Navigation Overlay Service with (IAW) Aeronautical Information The FAA has an initiative, already in (EGNOS) entered a transition phase Manual (AIM) paragraph 5-1-15 f. progress, to integrate a new GEO leading to Safety of Life Service (most- (known as AMR) into WAAS. The in- ly for aviation use) to be operational Due to reduced WAAS availability, any tegration of AMR (98°W, PRN-133) was by the end of the year. EGNOS is the required alternate airport in this area originally expected to be complete by European equivalent of the U.S. Wide must have an approved instrument December 2010, but the FAA is now Area Augmentation System (WAAS). approach procedure, other than GPS, working to accelerate this integration Both systems monitor and provide cor- that is anticipated to be operational to allow operational use of the GEO by rection updates to Global Positioning and available at the estimated time November. The successful integration System (GPS) signals and support of arrival and which the aircraft is of AMR will eliminate any infrequent, aircraft flight operations including equipped to fly IAW AIM paragraphs short-term maintenance outages over departure climb, enroute flight, arriv- 1-1-20 c 6 and the note in 1-1-19 g. all of CONUS and in some portions als and landing – using only guidance of Alaska that would occur with the from satellites. This new operational This information is being provided loss of CRW. capability will boost the availability as a courtesy for our WAAS users. and utility of worldwide satellite based Please refer to Anchorage Center The FAA is also investigating options augmentation system (SBAS) service. NOTAMS for specific guidance. For for restoring WAAS LPV and LNAV/ SBAS is the international term for navigation systems such as WAAS and EGNOS. More information on EGNOS can be found on the European Satel- lite Services Provider (ESSP) website at http://www.essp-sas.eu/

The U.S. and Europe have worked closely together during the development of both systems to ensure interoperability. Both navigation systems have been developed to the same international standards. Avi- onics receivers designed for WAAS will be capable of using EGNOS; and receivers designed for EGNOS will be capable of using WAAS. Both systems will also have comparable levels of service. The approach with vertical guidance (APV) service provided by EGNOS is equivalent to the

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U.S. localizer performance with verti- the European community is looking noise. At a high-level, EGNOS will cal guidance (LPV) service provided forward to the same. In a press re- support Europe’s Single European by WAAS. In addition to WAAS and lease, ESSP comments that European Sky ATM Research (SESAR) program EGNOS, other comparable naviga- air navigation service providers will just as WAAS has an important role to tion systems are being developed be in position to implement satellite play in FAA’s NextGen program. The and fielded around the world using based precision approaches without availability of WAAS and EGNOS to the same interoperability standards. the need for ground equipment at the the aviation community will provide airport and with performance similar a navigation platform to support the The European Satellite Services to that of Instrument Landing System seamless transition between the Provider (ESSP) will be the EGNOS (ILS) Category I service. Europe sees airspace systems of the future that system operator and EGNOS Safety EGNOS APV as an opportunity to pro- are currently taking shape as a result of Life (SoL) service provider. On July vide a cost-effective alternative to ILS of the U.S. NextGen and European 12, 2010, ESSP received the certifica- Category I. In the U.S., the Federal SESAR programs. tion of Air Navigation Service Pro- Aviation Administration shares this vider, a final prerequisite needed for same viewpoint. In fact, there are LPV is currently only approved in the ESSP to provide navigation services now more LPV approaches available U.S., Canada, and Mexico, but EG- to airspace users in Europe. Initial in the U.S. than ILS approaches. Ad- NOS will be approved for this same service will support enroute flight ditionally, according to information level of service in the near future. This and lateral guidance approaches on the EGNOS website, it is projected graphic also shows the availability of (LNAV). According to an ESSP press that EGNOS will help all users reduce service for RNP and LPV for Japan’s release, “After an operational period delays, diversions, and cancellations Multi-Functional Transport Satellite of 3 months, the EC will declare the due to bad weather at all sizes of (MTSAT) Satellite-based Augmenta- Safety of Life (SoL) service available airports and heliports. As in the U.S., tion System (also known as MSAS to the aviation community, enabling Europe is also looking at phasing out for short); however, Japan has not yet the publication of precision approach other ground-based navigation aids certified MSAS for LPV. procedures with vertical and lateral to help reduce operating costs. In Eu- navigation guidance (APV) based on rope, these cost savings may enable EGNOS”. More information on ESSP the future reductions in landing fees. is available on their website at http:// Europe also foresees environmental www.essp-sas.eu/company_structure. benefits from EGNOS in the form of more precise and shorter approaches The U.S. has already realized sub- resulting in less fuel consumption, stantial benefits from WAAS and carbon dioxide (CO2) emissions, and

The graphic shows current worldwide SBAS coverage. Blue represents 99% availability for Required Navigation Performance (RNP) 0.3 coverage, equivalent to non-precision approach (NPA) service. Green represents 95% availability for LPV service.

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