SBAS as a solution for instrument approach safety in Australia and New Zealand AOPA Australia and New Zealand Phillip Reiss and Ian Andrews Andrew Andersen Australian Business Aircraft Association (ABAA) David Bell Thursday 16 January 2014

APVs Would Bring Significant Safety Benefits 1993: Seven deaths, including school children in Piper Navajo, on approach near Young 2003: Beech King Air struck sea wall on approach at Coffs Harbour 2004: Six deaths in Piper Cheyenne on approach at Benalla 2005: Three deaths in Piper Chieftain on approach at Mt Hotham 2005: Fifteen deaths in Fairchild Metro-liner on approach at Lockhart River Safety issues associated with descent below minimum altitudes are not just confined to small and regional aircraft*. * Examples of multiple ATSB reports since 2010; more similar incidents could exist: (AO-2010-027: Airbus A330; AO-2011-091: Embraer 190; AO-2012-040: Boeing 737; AO-2012-120: Boeing 747; AO-2011-086: Boeing 777; AO-2011-070: Airbus A320) Approaches with Vertical Guidance (APV) are eight times safer than lateral guidance alone.

Baro VNAV Lateral path defined by GNSS waypoints Software-calculated vertical path using barometric data Relies on crew input of barometric pressure at aerodrome (refer Report to ANC on APV/Baro, Working Group 1& 2 meeting Brussels, 8 - 19 May 2006, Michel Calvet, France) Baro VNAV equipment unavailable for almost all non-airline IFR aircraft Baro VNAV relies upon accurate barometric sources at airports which, in many cases in Australia, are not currently available Australia will not satisfy ICAO resolution 37/11 (which it supported) by solely relying on Baro VNAV.

LPV Approach Lateral path defined by GNSS waypoints Vertical path defined between Initial Approach Fix and runway by 3D, SBAS-corrected GNSS waypoints (verifiable by independent barometric altitude check) Available to almost all non-airline IFR aircraft using equipment that is mandatory from 2016-17 anyway Wide variety of avionics equipment available starting with Garmin 430W Available to regional airline and business aircraft, adopted by Airbus for A350, non-OEM solutions available for many others.

SBAS LPV Approach

Australian IFR Aircraft Fleet It is widely acknowledged that Approaches with Vertical Guidance (APV) are eight times safer than lateral guidance alone. Australia's IFR fleet comprises around 3600 aircraft: 15% of which are APV capable using Baro-VNAV 85% of which could be APV capable using SBAS and almost all of which cannot be APV-capable using Baro VNAV By implementing APV using Baro VNAV Australia will be able to provide APV protection to: 15% of the IFR fleet 97% of fare paying passengers By implementing APV using Baro VNAV and augmented GNSS, Australia will be able to provide APV protection to: 99% of the IFR fleet (1% of fleet determined too old to retrofit)…and 100% of fare paying passengers.

SBAS Avionics Availability Over 92,000 SBAS -LPV capable receivers have been sold, with the number increasing at a rate of approximately 1,000 units per month. New Australian regulations (CAO 20.18) makes refitting with SBAS-capable avionics largely mandatory for all IFR aircraft: Necessary to meet alternate requirements that will result from planned terrestrial navigation aid closures Necessary to satisfy data integrity requirements for ADS-B transmissions. Whilst airline aircraft can source non-SBAS equipment, Australian business and GA aircraft owners have no choice – almost all will be SBAS equipped anyway Airline aircraft retrofit solutions are available: Boeing and Airbus Industries are equipping their current aircraft with SBAS capability

LPV Approaches Internationally As at July 25, 2013, FAA had published 3,609 WAAS approach procedures: 3,173 LPV approach procedures at over 1,583 airports 436 LP approaches at 316 airports. More than twice as many WAAS LPV approach procedures as there are ILS in the United States European EGNOS SBAS has delivered more than 80 LPV procedures in France, Switzerland, Italy, Germany, Guernsey, Spain and Finland These approaches provide lateral and vertical guidance equivalent to an ILS. Japan has MSAS (SBAS) Under Development SBAS; Russia SDCM, China SNAS, South Central America SACCSA

SBAS is in the National Interests of both Australia and New Zealand

SBAS Would Bring Signficant Benefits to Rural and Regional Australia For Communities: Aeromedical and emergency services, including Royal Flying Doctor Service, Air Ambulance, Care flight, Angel Flight Indigenous populations in remote areas Government service centres For Business: Rural agricultural industries, including farming and grazing in remote areas Transport logistics and technology Mining, oil and gas industries.

USA Commercial GPS Equipment Revenues, 2005-2010 “the direct economic benefits of GPS technology on commercial GPS users are estimated to be over $67.6 billion per year in the United States” The Economic Benefits of Commercial GPS Use in the U.S. (NDP Consulting report) June 2011 (figure includes economic benefits not related to augmentation)

Transport road and rail Search and rescue Implementation of SBAS: National Priority for Australia and New Zealand Precision positioning would benefit all industries and activities Aviation only accounts for about approximately 14% of USA WAAS usage. Transport road and rail Search and rescue Surveying Maritime Agriculture Aviation

SBAS is an Opportunity for Quantifiable National Economic Benefit Australian estimate $7 billion per annum contribution to the economy* NZ on population basis $1.5 billion per annum contribution to the economy European aviation benefits alone of €2.4B includes €0.9B for public safety benefit to 2030. * ACIL Allen Consulting, estimate of potential increase in real GDP from augmented GNSS, including some applications that require sub-metre resolution: The Value of Augmented GNSS in Australia (report), June 2013.

Specific Benefits for Aviation Safety ICAO approved for LPV approaches to Category 1 standard Equivalent to ILS approaches at remote or regional airports Available to all instrument aviation operators, not just the largest airlines Meets ICAO requirements for instrument landing procedures Baro Vnav is not available to GA and many business aviation aircraft Will reduce the risk of controlled flight into terrain (CFIT) accident – examples easily found in Australian accident statistics Worldwide there were seven commercial jet accidents in 2012, but six of the seven (86 percent) were approach and landing accidents, and three of the seven (43 percent) were CFIT.

Where To From Here? Next Steps The Department of Geoscience and Airservices are conducting trials of Space based Augmentation System (SBAS) These trial using a flight Demonstration Aircraft equipped with a modified Garmin GTN 625 GPS/NAV are planned for May, June 2018 We have a great opportunity to have SBAS operational in Australia and New Zealand The ASTRA Council has asked GA to support the introduction of SBAS, we can do this through your representative organisations. The Airlines have now recognised the safety and economic advantages of SBAS Lets not lose this opportunity