EUROCONTROL Policy for
GNSS In Europe
ENRI International Workshop on ATM/CNS

Mel Rees
Head of CNS
EUROCONTROL

Presentation Overview

z Use of GNSS in aviation applicationsz GNSS policyz GBASz SBAS(EGNOS)
z Transition to GNSS: implementation aspects

Use of GNSS in aviation applications
Civil domain

Surveillance(ADS-B)

Navigation

Airportoperations

TimingMilitary domain
Based on GPS Precise Positioning Service (PPS)And Galileo Public Regulated Service (PRS).

GNSS components in aviation and ICAO standards
GNSS constellations
GPS, Galileo, GLONASSand COMPASSABAS(Aircraft BasedAugmentation System)
RAIM and Inertial systems

SBAS (Satellite BasedAugmentation System)

GBAS (Ground Based Augmentation System)

WAAS, EGNOS, MSAS, GAGAN,…

Use of GPS in European aviation today
Around 70 % of European flights are made by aircraft equipped with GPS/RAIM.
GPS offers a very efficient and nominally free service …..but current GNSS
based on GPS only has some deficiencies impeding its comprehensive use inaviation:
9 single system/operator
9 single frequency
9 low power signals
9 number of satellites
9 lack of sufficient guarantees

The use of GPS has been authorized in Europe since 1998, based on a Safetyassessment, the existence of ICAO Standards and a letter with a politicalcommitment sent from the US government to ICAO.
Safety Case relies upon reversion to conventional navigation means.

Transition to GNSS in European aviation

Operational needs
More capacity to cope with increasing traffic demands
Improve safety
Reduce environmental impact
Reduced costs

Operational implementation
More flexible routes (e.g. RNAV)
More demanding performance ( e.g. Integrity, Accuracy,..).
Safety (e.g. Vertical guidance in approaches)
Better surveillance capabilities (ADS-B) to reduce separations
Improved low visibility operations
Common and accurate time reference

Infrastructure

Transition to a multi-constellation GNSS

Driven by operational needs pullrather than by the technologicalpush
In line with :ICAO global strategy
SESAR Master Plan

Safety is of paramount importance and GNSS
can improve it further.
RunwayWorldwide
Worldwide Summary
SummaryRegion
RegionIFR
IFR
airports
airports

ILSILS

NonNonPrecision
Precision

Total
Total
Approaches
Approaches

AfricaAfricaCanada/Alaska
Canada/Alaska

293
293
373
373

114
114
124
124

267
267
684
684

381
381
808
808

EasternEastern EuropeEurope
Western
Western Europe
Europe

255
255
729
729

138
138
509
509

308
308
672
672

Latin
Latin America
America
MiddleMiddle East
East

133
133
264
264

2525122
122

285
285
319
319

446
446
1,181
1,181
310
310

Pacific
Pacific
SouthSouth America
America

198
198
316
316

120
120
60
60

333
333
456
456

SouthSouth PacificPacific
USAUSA

347
347
2,630
2,630

88
88
1,029
1,029

301
301
5,705
5,705

Total
Total

5,538
5,538

2,329
2,329

9,330
9,330

ICAO Strategy:
To replace NPAs by Baro VNAV or LPV
approaches

441
441
453453
516
516
389
389
6,734
6,734
11,65911,659GNSS policy for Navigation applications
in civil aviation•May 2008: Agreement among aviation stakeholders in Europe:•Gradual migration towards GNSS for all phases of flight as it will become more robust
progressively.

•A multi-constellation and multi-frequency GNSS environment in 2020. Galileo signals
will be used in combination with GPS and other GNSS components to have:99

Better performance (accuracy, availability, continuity and integrity).
More robustness against vulnerabilities.

User receivers will process signals from different GNSS constellations in diverse
frequency bands in combination with augmentations, depending on individual businesscases and the phase of flight.
Final goal is its use as sole service to the extent that this can be shown to be the most
cost beneficial solution and if supported by successful safety and security analyses.
A rationalised terrestrial infrastructure must be retained for the foreseeable future.

The scene: GNSS developments and aviation
New RAIMcapabilities

GBAS CATIII
GBAS CAT I

WAAS

Galileo

EGNOS
Galileo :End of IOV(4 operational SVs )Galileo :FOC)(30 operational SVs

COMPASS :Beidou FOC(5 SVs )

2006

2007

2008

COMPASSCOMPASSFOC

2009

2010

2011

2012

2013

GPS :
1 st Block IIR -M(2 nd civil signal )

2014)

2015

2016

GPS :
24 Block IIR -M + II-F SVs(L2C FOC )GPS :1 st Block IIF launch(3 rd civil signal )GLONASS :18 active satellites(MOC )

GPS :1 st Block III launch(3 rd generation GPS )GLONASS :24 active satellites(FOC )

2017

2018

2019

2020

GPS :
30 Block III SVs(GPS III FOC )GPS

GLONASSGPS :24 Block II -F + Block III SVs(L5 FOC )GLONASS :M programme ends
(2 nd civil signal )GLONASS :KM programme to start1) Share a GNSS baseline among stakeholdersa) Moving schedule and many uncertainties !
b) Many potential combinations of Signals, (FOCconstellations)and augmentations (SBAS, GBAS, RAIM, INS..).
c) A new GNSS configuration every 2-3 years … whereas
aviation equipment has very long lifecycle and very highinstallation & certification costse) Different integrity schemes/concepts not always
compatible.

2) Extend interoperability to integrity3) Define a Multi-constellation receiverarchitecture

GNSS vulnerabilities: impact on aviation
Remaining GNSS signals vulnerabilities

Interference

Ionosphere

Lost or degraded
NAV and ADS-B applications

Impact on applications

Affects large airspace areasand many aircraft

Operational scenario
En-route and TMA:
9 Total RNAV environment
9 No conventional navigation by 20152020: Decommission of NDBs and VORs
Radar based surveillance

Impact on ATM

Contingencies/mitigations
9 Diversion to areas without GNSS problems
9 Reversion to non-GNSS systems
9 Limited number of aircraft with GNSS only can behandled by ATC (radar vectoring)

Need for dual RNAV equipment for continuity
Need for dual sensor (e.g. DME/DME+GNSS) RNAV equipment
Need to keep ILSs and DMEs
Need to assess effectiveness of contingencies
Need to characterise GNSS signals failures

GBAS(Ground Based Augmentation System)

ILS (Instrumental Landing Systems) are providing a very
efficient service in many European airports, but are facing someproblems (e.g. multipath effects, frequency spectrum).
Airports may overcome these problems by implementing GBAS
for low visibility operations.
Multi-constellation GBAS for CAT II/III.
EUROCONTROL policy on GBAS is to support a progressive and cost effective
transition from ILS towards GBAS by supporting the development of:Advanced concept of operations
Safety assessments
Technical and standardisation aspects
Airborne aspects
Operational implementation

The implementation of GBAS can be economically viable for
an increasing number of airports and airspace users.

Green: GBAS in Operation
Blue: GBAS Research/Test
Yellow: S-CAT I in Operation

SBAS
Space Based Augmentation System
EGNOS can provide operational benefits and be a cost-effective option
for “small” aircraft (e.g. General Aviation, Business jets, Regional
Airlines) and to retrofit some old “big” aircraft.
EGNOS provides little performance benefit to Air Transport aircraft andmost of the airlines do not plan to invest in EGNOS.
EGNOS LPV procedures to be published by 2010.
Uncertainties about EGNOS in terms of date of its operational
introduction, life-time period, institutional issues and charging policy are
impeding some ANSPs and airspace users to take their businessdecisions.
Individual business cases will determine the suitability ofEGNOS for each aviation stakeholder.

Towards a multi constellation GNSS20182015
EGNOS (APV)
GBAS CAT I24 GLONASS
4 Galileo satellites (E1/E5)30 GPS L1
1 GPS L1/ L5
15 GLONASS

20092010(Too) many uncertainties on schedule and performance(Too) many possible GNSS configurations
SESAR to define 2020+ GNSS baseline
Increasing GNSS robustness and performance ….
but GNSS signals will still be vulnerable.
Feasibility of sole-service concept to be demonstrated

2020
Performance & robustness

Galileo
COMPASSEGNOS (LPV)
GBAS CAT II/III(based on GPS L1)

24 GPS(L1/L5) and30 Galileo (E1/E5)
New RAIM capabilities
GBAS CAT II/III (GPSGalileo)

Transition to GNSS: Implementation aspects
uirementsroved lowqerlan
iotaoperges and imp
hincdanroappmae, RNAV
More dtion, ADS-B
menta
PBN imple
perationsvisibility oTowards
4D NAV

ustnesssbor
dnnce a ltiple frequencieamrofrue

GNSS ponstellations and mMultiple

100%cequencyers
Mono frn receiv
iotalletnsmono coToday

Inertial systems
cyMulti frequenrsation receive
multi constell
2015

NDB-VORDMEILSToday20152020

SummaryGradual transition towards GNSS to support more demanding navigation,surveillance and timing applications…….as we get better performance andmore robustness in a multi-constellation and multi-frequency environment.

GNSS baseline configuration for aviation and future GNSS receiverarchitecture to be agreed by stakeholders to allow a cost effective transition(one main driver to reduce avionics related costs).

Final goal (very long term) is sole service concept to the extent that thiscan be shown to be the most cost beneficial solution and if supported bysuccessful safety and security analyses.

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