1. GNSS FOR CIVIL AVIATION

2. PRESENTATION STRUCTURE
Global Scenario
Performance Based Navigation
Automatic Dependent Surveillance
GNSS Survey
Ionospheric Data Collection Workshop
Summary

3. 37TH SESSION ICAO ASSEMBLY
Resolution A37-11 (28 Sept – 8 Oct, 2010)supersedes Resolution A36-23 (18 – 28 Sep, 2007)
Urges all States to complete a national PBN implementation plan as soon as possible to achieve:
PBN for en-route and terminal areas (according to established timelines and intermediate milestones)
PBN approach procedures with vertical guidance (APV) for all instrument runway ends (as primary or back-up for precision approach) by 2016 – 30% by 2010, 70% -- by 2014
Requirement to add LNAV minima to any approach chart for approach procedures with vertical guidance
Allow States to publish LNAV only approach if no traffic equipped (avionics) for operations with vertical guidance
LNAV refers to navigation over a ground track with guidance from an electronic device which gives the pilot (or autopilot) error indications in the lateral direction only and not in the vertical direction. This takes into account the Path Definition Error (PDE), Flight Technical Error (FTE) and Navigation System Error (NSE)

4. GNSS MANUAL (Doc 9849)
ICAO GNSS Manual (Doc 9849) being updated/revised by the NSP
Hurdles in the path of GNSS implementation were identified by NSP and mitigation of these hurdles are proposed to be addressed in the document
Document refers to the Global Air Navigation Plan (ICAO Doc 9750) and calls for early implementation of GNSS linking it with Global Plan Initiatives (GPI), applications like PBN, ADS-B, ADS-C etc.
Document briefly discusses Safety Case, Business Case and the transition plans.
Document discusses Performance Requirements, Core Satellite Constellations, Augmentation Systems, GNSS Vulnerabilities, GNSS Evolution, Implementation of GNSS-Based Services etc. in seven chapters and four appendices
The Document provides a very good guidance for those who are connected with GNSS implementation and usage
It is a versatile document

5. BENEFITS CAPACITY -- EFFICIENCY
ATLANTA TRIALS
Improvement runway utilization – Atlanta (ATL)
World’s busiest airport
Approx 94% of daily departures RNAV capable
More departure lanes and exit points
Capacity gain of 9 – 12 departures/hour
Repeatable and predictable paths
Benefits
Increased throughput
Reduced departure delays
$30M annual benefit (at 2007 levels)

6. FUEL SAVINGS/EMISSIONS REDUCED
Continuous Descent Operation (CDO)
North Arrival STAR Atlanta (ATL)
144 liters of fuel savings and 360 kg reduction in CO2 emissions per flight
North Arrival STAR at Miami (MIA)
182 – 197 liters of fuel savings and 460 – 500 kg reduction of CO2 emissions per flight
Before RNAV After RNAV

7. ROADBLOCKS Lack of Expertise: Airspace Development
Operational approval process
Pilot and Air Traffic Controllers’ Training
Coordination between stakeholders
National
Regional
Clearing some misconceptions
PBN is not a new navigation philosophy, but is just a tool to implement navigation concept for aircraft capability which has existed for more than three decades
Does not need the States to overhaul complete navigational infrastructure, but can be implemented step-by-step
Navspec based on operational needs & hence need not be most advanced

8. PBN INITIATIVES
Guidance Materials: CDO Manual (Doc 9931), Airspace Design Manual, Ops Approval Manual, revised GNSS Manual etc.
Education: Training being organized on Airspace Design, CDO design, Procedure Design and Ops Approval etc. by ICAO Asia Pacific Office Flight Procedure Programme (FPP)
Implementation Assistance: GO Team, in coordination with IATA visits reasonably advanced (PBN) States to provide implementation assistance
Global Coordination: Global coordination processes have been developed to exchange information/expereinces
Airspace Design Manual is based on the EUROCONTROL Handbook/ICAO Course Material and is likely to be finalized by the end of this year.
Ops Approval Manual is based on COSCAP Handbook and includes regulatory approval guidance. The manual has been finalized as an early draft and will be finalized by the end of this year.
GNSS manual is being revised and the draft will be available by the end of the year.

9. PBN/TF/8
Eighth Meeting of the Asia Pacific Performance Based Navigation Task Force (PBN/TF/8) was held in New Delhi, India on 12 – 13 May,
The Meeting was preceded by a PBN Seminar and Workshop held in the same venue from 9 to 11 May 2011
The Workshop provided information on the Airspace Concept and used recent development in Kapitali TMA of Kapitali Airport, Coldland as a simulation exercise.
In the Seminar, States and international organizations exchanged information on the developments that are taking place in the global scenario.
After reviewing the outcome of a survey conducted to assess States’ readiness to use RNP4 (30 NM lateral separation), it was concluded that presently the use of RNP4 standards is likely to be applied only where a strategic advantage can be derived.
Kapitali Airport has been experiencing a dramatic increase of traffic (7%). The current runway configuration is 04/22. Increasing pressure from environmental groups has led to constraints for rway utilization after Conventional SID and STARs are hardly used due to radar vectoring.
Japan informed APANPIRG/19 that a trial application of 30 NM longitudinal separation between aircraft with RNP4 approval within Fukuoka FIR had commenced in August 2008 and that Japan was planning to develop tracks where 30 NM lateral separation would be applied. APANPIRG adopted Conclusion 19/7
Conclusion 19/7 – RNP 4 capability for operators
That, recognizing the significant benefits expected from the implementation of 30NM longitudinal separation based on RNP 4, operators of Pacific Fleets be urged to equip with RNP4 avionics for oceanic airspace operations and obtain approval from the States of Registry/Operators as early as possible, but no later than 2012.
Conclusion 20/15 recommended survey of RNP 4 equipage and approvals

10. AUTOMATIC DEPENDENT SURVEILLANCE – BROADCAST (ADS-B) Out
Regional Mandates:
Australia: a) Mandate ADS-B for upper airspace (> FL 290) in Dec 2009
b) SA-Aware receiver will be required 28 June 2012
Hong Kong, China: Use of ADS-B out
a) After 31 Dec 2013 for aircraft flying over PBN routes L642 or M between FL 290 and FL410
b) After 31 Dec 2014 for aircraft flying within Hong Kong FIR between FL290 to FL410
Singapore (CAAS AIC 14, 28 Dec 2010):
a) Implement use of ADS-B Out after 12 Dec 2013 within certain parts of Singapore FIR (FL> 290)
Other APAC Regulatory Agencies:
a) Expected to follow ADS-B Avionics Requirements Template APANPIRG Conclusion 21/39
Selectivity Aware GPS receivers improve the performance. Honeywell Multimode Receiver RMA-55B is not Selective Availability Aware and will not be modified to make it SA-Aware
Hong Kong China mandate: Must meet DO-260 (Version D) requirements and ICAO Doc 9871 Chapter 2 or DO-260A requirements and EASA AMC or CASA CAO Appendix XI

11. ADS-B OUT OPERATIONAL APPLICATIONS
Non Radar Area:
Safety Enhancement
Traffic Management SSR like
Capacity increase by reducing separation to SSR like (e.g. 5NM)
Reduction in cost of operation for aircraft (like better flight level)
Radar Area:
Enables decommissioning of redundant SSRs providing same level of service
Expected to be the primary means of surveillance with radar as back-up
Usable in combination with other surveillance sensors like Wide Area Multi-lateration, SSR, PSR etc.
Airport Applications:
New tool for surface movement surveillance
Integrated with A-SMGCS expected to fulfill airport requirements

12. AUTOMATIC DEPENDENT SURVEILLANCE – BROADCAST (ADS-B) IN
No ADS-B In regulatory mandate foreseen at this time
Mature Standards and Operational Procedures are required for achieving the operational benefits.
RTCA DO-317 – Minimum Operational Performance Standards (MOPS) for ASAS published in April 2009.
ADS-B In functions include airborne situation awareness, approach situation awareness and airport surface situation awareness.
ADS-B In benefits
Provides Safety enhancement
In Trail Procedures provide economic benefit by increasing the chance of being granted higher preferential altitude, thus reducing fuel consumption
Airborne Separation Assistance System (ASAS) Aircraft system based on airborne surveillance that provides assistance to the flight crew supporting separation of their aircraft from other aircraft. It might support part of the conflict management and traffic synchronization functions.
RTCA DO-317
Provides equipment minimum performance standards
ADS-B In functions include airborne situation awareness

13. ADS-B SITF/10
Tenth Meeting of ADS-B Study and Implementation Task Force was held in Singapore from 26 to 29 April Meeting was attended by 78 participants from 18 administrations and three international organizations
Meeting formulated a draft Conclusion adopting guidance material on building a Safety Case for Delivery of an ADS-B Separation Service. 
Meeting noted that ICAO Circular 311 had been withdrawn and had been replaced with ICAO Circular 326.
Revised Sample Agreement for Data Sharing adopted, revised agreement more comprehensive, precise, simple, easier to read and more acceptable. Number of annexes reduced. New agreement used between Singapore and Indonesia.
Meeting agreed that cooperation in supporting VHF voice communication of other State equally important as ADS-B of other State. Draft Conclusion adopted urging States to support VHF radio air/ground communication infrastructure of adjacent State and coordinate with ICAO regional office and national telecom authorities for assignment of VHF frequency
Draft Conclusion 10/2 – Development of Guidance Material on Building a Safety Case for Delivery of an ADS-B Separation Service
That, the draft Guidance Material on Building a safety case for delivery of an ADS-B separation service provided in Appendix B to the report be adopted.
ICAO Circular 311 first edition 2006: on Assessment of ADS-B to Support Air Traffic Services and Guidelines for Implementation

14. GNSS SURVEY
APANPIRG/21 (September 2010) noted with concern slow progress of GNSS implementation in the region.
To assess level of GNSS implementation in the region, survey questionnaire circulated through APAC State Letter dated 30 November 2010.
Response has been received from 23 Administrations (out of 40) at an overall response rate of 57.5%. Efforts are being made to get response from more States.
Survey outcome depicting level of GNSS implementation in Asia/Pacific region is provided in the following slides

15. SURVEY OUTCOME
Most States have developed GNSS implementation plan, in the remaining States no formal plan is there but they are implementing selected GNSS applications
Most States according approval on Supplementary basis for RNAV, SID/STARs, Non Precision Approach, Approach with Vertical Guidance and Precision Approach. Many States according approval for Oceanic/Remote Areas on ‘Only Means’ basis
Many States have received request from domestic/international airline operators to implement GNSS based services. Others have adopted GNSS based applications on their own
Most of the States in the region have completed WGS-84 survey both for waypoints and for airports. Few States have not completed survey for waypoints and/or all their airports.
Some States have not developed any mechanism to maintain their database (including WGS – 84 data).
WGS-84 survey is an essential requirement for the implementation of GNSS based procedures. Though most States in the region have completed the survey, but some States have not completed for all the way points and more number of States have not completed survey for all their airports. It may be noted that ICAO Annex 15 para stipulates that World Geodetic System – 1984 shall be used as the horizontal (geodetic) reference system for international aviation. It is therefore necessary that all the States should complete survey for WGS-84 as early as possible.
ICAO Annex 15 also stipulates the requirement of maintaining the navigation database. Some of the States, which responded to the survey have informed that they have not developed any mechanism for the maintenance and quality control of their database, which includes the WGS-84 data.
Economies are requested to complete WGS-84 survey for the waypoints and for the airports at the earliest, to facilitate early implementation of GNSS. They should also make arrangement for the maintenance and quality control of their database

16. SURVEY OUTCOME (Contd.)
More than half the States, which responded have drawn up decommissioning plan for conventional navigation aids. Decommission in 5 to 15 years.
Most of the States already published their National Performance Based Navigation (PBN) Plan, but some States have not sent copy of their plan to Regional office. Almost all the States have used ICAO GNSS Manual (Doc 9849) for guidance.
About 70%of the States plan to promulgate PBN approaches based on GNSS and/or Conventional navigation aids.
About 30% of the responding States plan to implement SBAS and about 70% plan to implement GBAS.
Many of the responding States using ADS-C and are planning to implement ADS-B
About 80% of the States which responded informed that they need help/guidance from ICAO in the development and implementation of their GNSS plan
Those States which have not prepared their National PBN plan are urged to complete the plans as early as possible and forward a copy of the same to ICAO Regional Office.
ICAO GNSS Manual (Doc 9849) is being updated and the draft updated manual is likely to be available by the end of the year. Economies are requested to have a look at the manual and forward their comments to the regional office.

17. WORKSHOP ON IONOSPHERIC STUDIES
APANPIRG /20 held in September 2009 observed that characterization of ionosphere in the region useful for the implementation of GNSS applications
A coordinated study should be carried out.
ICAO invited to identify Focal Contact Points
11 Focal Contact points have been nominated by 11 States
APANPIRG/21 (September 2010) recognized that many States in the region lie in the Equatorial region and hence GNSS severely affected by ionospheric activity
Supported proposed regional level coordination/cooperation for collection of ionospheric data and its analysis, ultimate objective of developing a regional ionospheric threat model
APANPIRG /20 held in September 2009 agreed that characterization of ionosphere in the region will be useful for the implementation of GNSS applications and decided that a coordinated study should be carried out. ICAO was invited to identify Focal Contact Points in the States, who will coordinate and cooperate in the collection of data and its analysis. 11 Focal Contact points have been nominated by 11 States.
APANPIRG/21 (September 2010), in addition to recognizing slow progress in the implementation of GNSS in the region, also supported the proposal of regional level coordination/cooperation for collection of ionospheric data and its analysis, with the ultimate objective of developing a regional ionospheric model for the region. Japan was invited to provide technical leadership for this effort and ICAO was invited to support the development of a measurement campaign
It was agreed that this cooperation/coordination was all the more important for collection of data during solar maximum period , which is expected in 2013/2014

18. WORKSHOP ON IONOSPHERIC STUDIES (Contd.)
Japan invited to provide technical leadership for Workshop and ICAO invited to support development of a measurement campaign
Noted that this cooperation/coordination more important for collection of data during solar maximum period , which is expected in 2013/2014
Noted that sharing of archival data available with States will be useful
Workshop on Ionospheric Data Collection, Analysis and Sharing to Support GNSS Implementation held on 5 and 6 May 2011, in the ICAO APAC Office, Bangkok
Workshop facilitated by Dr. Susumu Saito, Senior Researcher, Japan Electronics Navigation Research Institute (ENRI) was attended by 20 experts from 9 administrations

19. WORKSHOP OBJECTIVE
To enhance understanding of ionospheric issues in GNSS operations
To exchange information and experience gained on GNSS and ionosphere related activities by each Administration
To understand the need to carry out the ionospheric studies
To discuss a common procedure for collecting ionospheric data by Administrations
Ultimate outcome is a standard ionospheric model for GNSS operations applicable throughout the Region; and
The final goal to facilitate GNSS implementation in the Asia and Pacific Regions by mitigating ionospheric issues

20. WORKSHOP OUTCOME
Appreciated large ionospheric variability associated with the Equatorial Anomaly.
Agreement to share data at levels 0, 1 or above.
Huge size of raw data may not be practical to share
Template will be developed for Ionospheric Data Collection
Explore with other Agencies (including UN) on the possibility of sharing GNSS data
Mechanism for analysis of GNSS data to be decided.
RINEX (Receiver Independent Exchange) format generally acceptable for raw data

21. LEVEL OF DATA TO BE SHARED
IONOSPHERIC DELAY
SCINTILLATION
Level 3
-- Vertical delay at grid points
-- Delay gradient
-- Irregularity drift velocity
Level 2
-- Slant delay (slant delay for each satellite, satellite position, biases)
-- Scintillation indices (amplitude and phase and correlation coefficients and lag times, if applicable)
Level 1
-- Human readable (e.g. RINEX) raw data (pseudo range, carrier phase and lock-time for each satellite, ephemeris)
-- Receiver independent raw data (time-series and carrier phase for each satellite, ephemeris)
Level 0
-- Receiver specific raw data
There are four levels defined for the exchange of ionospheric data. Level 3 is at the top level, where the data is exchanged in the finally processed state, whereas the data at the lowest level that level 0 is the receiver specific data, which is not only huge but is also difficult to interpret without further processing.

22. WORKSHOP RECOMMENDATIONS
Workshop developed following recommendations for the consideration of CNS/MET Sub Group of APANPIRG
States urged to coordinate with their relevant national organization for sharing available GNSS data
Task Force needs to be established to identify need for Regional Ionospheric Threat Model for GBAS and SBAS and create them if required
ICAO Regional Office to coordinate with APEC GIT for initiative being carried out for ionospheric data collection
APEC Economies requested to support initiative by encouraging relevant agencies to share data collected with civil aviation community
States are urged to coordinate with their relevant national organizations for sharing available GNSS data collected to facilitate characterization of ionosphere to support implementation of GNSS applications for civil aviation purpose
Task Force needs to be established with an objective to identify the need for Regional Ionospheric Threat Model for GBAS and SBAS and create them if required; and
ICAO Regional Office should coordinate with APEC GIT for the initiative being carried out for ionospheric data collection, analysis and sharing. So, we request Economies and agencies for cooperation and coordination in this task, so that efforts towards studying the ionosphere with the objective of creating a threat model applicable for the whole region progresses most efficiently.
APEC Economies should be requested to support this initiative by encouraging relevant agencies in each Economy to share GNSS data collected with the civil aviation community

23. SUMMARY
APEC States requested to support APANPIRG initiative of ionospheric data collection and development of a threat model
Economies requested to help in providing archival ionospheric data and facilitate sharing of data with other agencies in their Administration engaged in ionospheric data-collection and analysis
APEC GIT requested to facilitate sharing of ionospheric and other GNSS related data from Test-bed Project, marine and surface transportation sectors
Economies are requested to complete WGS-84 survey to facilitate speedy implementation of GNSS
APEC GIT requested to share information regarding GNSS implementation in other transportation sector and provide guidance for improving the implementation level in aviation sector

24. THANK YOU!