GNSS opportunities in aviation Carmen Aguilera European GNSS Applications in H2020 Prague, 04/02/2014

GNSS is expected to reach over 90% penetration by 2022 as an enabler of Performance Based Navigation GNSS penetration The use of GNSS within all aviation segments is expected to increase over the next decade reaching a penetration of over 90% in 2022. This increase will be dominated by the VFR sub-segment, with leisure flyers using GNSS as a supplementary information source. IFR sales will be dominated by new-build aircraft. Commercial and regional aviation account for more than 80% of the IFR movements within Europe. The increasing penetration of GNSS capabilities within these sub-segments is crucial to realise GNSS benefits on a large scale. The implementation of PBN is expected to further increase these benefits. Commercial aviation GNSS shipments are predicted to increase as GNSS capabilities are deployed in response to regulatory changes, and the need of commercial operators to support routes to an increasing number of destinations. As a result, commercial aviation GNSS manufacturers are expected to capture approximately 30% of the Aviation market revenue by 2022 (see reference page). Performance-Based Navigation leverages GNSS benefits GNSS is essential for the introduction of Performance-Based Navigation (PBN) in line with ICAO standards that place requirements on the quality and accuracy of aircraft navigation along predefined routes, on an instrument approach procedure or in designated airspace. It envisages a transition from traditional ground-based navigation towards space-based navigation. GNSS helps to increase safety, reduce congestion, save fuel, protect the environment, reduce infrastructure operating costs, and maintain reliable all weather operations, even at the most challenging airports.  Growth in the use of GNSS GNSS use in Aviation will increase as more flight procedures are designed to take advantage of PBN. For example, EGNOS-enabled instrument approach procedures to LPV minima are being rolled out in Europe, increasing safety and business continuity at aerodromes. New GNSS constellations are expected to be available in the next few years providing multi-frequency and multi-constellation navigation capabilities, which may improve the performance of existing PBN applications. It is expected to be a key enabler for Ground Based Augmentation Systems (GBAS), resulting in lower minima to CAT II or CAT III standards, demanded by some commercial operators. Key market trends: Transition from traditional routing to GNSS navigation solutions for all phases of flight. New operational requirements driving the growth of GNSS avionics use. Growing availability of SBAS-based procedures in European aerodromes. 10-Nov-18 European GNSS Agency

EGNOS and Galileo added value Exploring E-GNSS potential for Communication, Navigation and Surveillance for all phases of flight EGNOS is there, use it! Enabler of Performance Based Navigation, in particular APV SBAS approaches Increases safety, and delivers operational benefits Technology enabler of SESAR Galileo contribution to safer global aviation: Interoperability with other GNSS Multiconstellation/multifrequency enables more robustness against vulnerabilities Contribution to Ground-Based Augmentation System (GBAS)

Current status of the EGNSS adoption in aviation (I): States shared plans show growth by 2018 for procedures As of 22nd Jan 2014 95 LPV serving 70 airports (+91 ‘EGNOS enabled’ APV Baro serving 41 airports) Plans by 2018 >440 LPV planned by 2018 Map source: EUROCONTROL PBN Map Tool

Current status of the EGNSS adoption in aviation (II): EU airspace users get EGNOS onboard

Target Market segments: opportunities and challenges General aviation Business aviation Largest market in number of users (low margins) Price sensitive Major EGNOS benefit is safety due to increased situational awareness. Fastest growing market in Europe Most aircraft OEM forward fit EGNOS capability Pro-active in requesting advanced SBAS procedures, since aircraft have the required operational capability EGNOS increases accessibility to small airports also in bad weather conditions Mandates on P-RNAV may increase motivation Regional aviation Helicopters More likely to fly LPV than APV Baro procedures Expensive retrofit EGNOS provides access to smaller aerodromes in poor weather conditions EGNOS provides access to non-ILS equipped aerodromes Regulatory framework starting PinS* LPV criteria publication by ICAO expected in Nov 2014 European OEM forward-fitting certain types (Augusta Westland and Eurocopter) Flight trials and procedures deigned in FP7 *PinS: Point in Space

Areas of interest for GNSS research in aviation Fostering EGNOS adoption in aviation Enablers/Tools/methodologies to facilitate LPV implementation Bring LPV to small aerodromes Extend knowledge and benefits to new users Increase helicopters adoption Challenges and opportunities ahead Need Explore E-GNSS potential for Communication, Navigation and Surveillance for all phases of flight Get ready for LPV-200 capability (ready by 2015) Advanced operations using GNSS as enabler (4D) Get ready for multiconstellation/multifrequency solutions

Thank you! We are looking forward to your ideas Carmen Aguilera Carmen.aguilera@gsa.europa.eu

Discussion The call asks for a business plan, but implementation of new operations in aviation take very long time. How can we be compliant? Consider business plan in a broad sense: demonstrate the added value of your project for aviation users, also in the medium or long term There are no multiconstellation multifrequency receivers in the market yet (e.g. for EGNOS V3). Does it fit in the call? No, this is an application focused call, receivers will be covered by different activities Does the GSA envisage cooperation with SESAR? Absolutely, cooperation is in place. EGNOS is a technology enabler for SESAR and a lot of development on Galileo (GBAS) is ongoing. Proposals aligned with SESAR roadmap are welcome, although without overlapping! 10-Nov-18 European GNSS Agency

Aviation Value Chain and main trends Air Navigation Device Manufacturers Aircraft Airspace users Service Providers Aerodromes Manufacturers (ANSP) Main Players (CA/RA): Main Players (CA/RA): Main airline alliances: Main Organisations: Main Categories: Honeywell (US) Airbus (EU) Oneworld •The Civil Air International airports Rockwell Collins (US) Boeing (US) SkyTeam Navigation Services Regional airports Thales Avionics (FR) Embraer (BR) Star Alliance Organisation (CANSO) Private aerodromes Universal (US) ATR (EU) represents ANSPs Heliports Main Players (BA/GA): Aircraft Owners and Pilots Examples of key players Pilots Association (AOPA) Main Players (BA/GA): Cessna (US) Regulatory bodies European Regional •The International Civil Garmin (US) Bombardier (US) Airlines association (ERA) Aviation Organisation (ICAO) codifies the Honeywell (US) Cirrus (US) International Air principles of air Transport Association navigation Piper (US) (IATA) Rockwell Collins (US) Dassault Aviation (EU) Aircraft manufacturers continue Regional and private to offer avionics provided by a The market demands of the aerodromes are driving the chosen set of manufacturers different users varies ANSPs are moving towards the The capabilities of GNSS due to cost and certificiation significantly. Demand for GNSS - deployment of PBN operations uptake of GNSS approaches as a means to offer near devices respond to customer implications of making more in particular ENGOS - is from within the en-route and demand and fit within the options widely available. This users that fly to less equipped terminal phases of flight. The precision approach capabilites for significantly regulatory environment. The limitation does not exist for VFR airfields where precision extention of PBN approaches reduced costs. Small airfields VFR segment is seeing a pilots which can make choices approach capabilities may not to the aeordrome may fall proliferation of devices purely on cost and personal exist. within the remit ofANSPs but with limited infrastructure can potentially benefit from Market Trends integrating GNSS tailored for preference. tends to be driven by the the segment. The move to implement PBN is aerodromes. SBAS. GNSS is included as standard expected to result in more International aerodromes New features and capabilites on all modern aircraft. SBAS operators having to retrofit It is expected that as PBN tend to retain precision from regulated devices are capability as standard is GNSS and SBAS capabilities. It operations become more approaches and are served expected to align with the currently dominiated by is expected that some operators common place and multi- primarily by commercial requirements of PBN and the Business and General Aviation. will delay upgrades for as long frequency GNSS becomes progression towards multi- The availability of new as possible. There is an available that ANSPs will airlines looking to use APV approaches that do not frequency integration. capabilities needs to be driven expectation that the availability begin looking at rationalising require extensive retrofits. back to equipment of GBAS CAT II and CAT III will the traditional navigation These aerodromes will look to manufacturers based on user prompt further interest from infrastructure. deploy GBAS CAT II and III demand. Commerical Aviation. when available.