Transcript GNSS opportunities in (name of the segment)

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
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GNSS penetration
Shipments of aviation devices (thousands)
Shipments of GNSS devices by segment
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Commercial Aviation
Regional Aviation
General & Business Aviation
General Aviation Visual Flight Rules
GNSS penetration in stock
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.
17-Jul-15
European GNSS Agency
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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
Plans by 2018
95 LPV serving 70 airports
(+91 ‘EGNOS enabled’ APV Baro serving 41 airports)
>440 LPV planned by 2018
Map source: EUROCONTROL PBN Map Tool
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Current status of the EGNSS adoption in aviation (II):
EU airspace users get EGNOS onboard
Target Market segments: opportunities and challenges
Business aviation
General aviation
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Fastest growing market in Europe
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Largest market in number of users (low margins)
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Most aircraft OEM forward fit EGNOS capability
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Price sensitive
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Major EGNOS benefit is safety due to increased
situational awareness.
Pro-active in requesting advanced SBAS
procedures, since aircraft have the required
operational capability
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EGNOS increases accessibility to small airports also
in bad weather conditions
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Mandates on P-RNAV may increase motivation
Regional aviation
Helicopters
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More likely to fly LPV than APV Baro procedures
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Regulatory framework starting
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Expensive retrofit
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EGNOS provides access to smaller aerodromes in
poor weather conditions
PinS* LPV criteria publication by ICAO expected in
Nov 2014
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EGNOS provides access to non-ILS equipped
aerodromes
European OEM forward-fitting certain types
(Augusta Westland and Eurocopter)
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Flight trials and procedures deigned in FP7
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*PinS: Point in Space
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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
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Get ready for LPV-200 capability (ready by 2015)
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Advanced operations using GNSS as enabler (4D)
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Get ready for multiconstellation/multifrequency solutions
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Thank you!
We are looking forward to your ideas
Carmen Aguilera
[email protected]
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!
–
17-Jul-15
European GNSS Agency
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Aviation Value Chain and main trends
Device Manufacturers
Market Trends
Examples of key players
Main Players (CA/RA):
Honeywell (US)
Rockwell Collins (US)
Thales Avionics (FR)
Universal (US)
Main Players (BA/GA):
Aircraft
Manufacturers
Main Players (CA/RA):
Airbus (EU)
Boeing (US)
Embraer (BR)
ATR (EU)
Main Players (BA/GA):
Cessna (US)
Garmin (US)
Bombardier (US)
Honeywell (US)
Cirrus (US)
Rockwell Collins (US)
Piper (US)
Dassault Aviation (EU)
The capabilities of GNSS
devices respond to customer
demand and fit within the
regulatory environment. The
VFR segment is seeing a
proliferation of devices
integrating GNSS tailored for
the segment.
New features and capabilites
from regulated devices are
expected to align with the
requirements of PBN and the
progression towards multifrequency integration.
Aircraft manufacturers continue
to offer avionics provided by a
chosen set of manufacturers
due to cost and certificiation
implications of making more
options widely available. This
limitation does not exist for VFR
pilots which can make choices
purely on cost and personal
preference.
GNSS is included as standard
on all modern aircraft. SBAS
capability as standard is
currently dominiated by
Business and General Aviation.
The availability of new
capabilities needs to be driven
back to equipment
manufacturers based on user
demand.
Airspace users
Main airline alliances:
Oneworld
SkyTeam
Star Alliance
Aircraft Owners and Pilots
Pilots Association (AOPA)
European Regional
Airlines association (ERA)
International Air
Transport Association
(IATA)
The market demands of the
different users varies
significantly. Demand for GNSS in particular ENGOS - is from
users that fly to less equipped
airfields where precision
approach capabilities may not
exist.
The move to implement PBN is
expected to result in more
operators having to retrofit
GNSS and SBAS capabilities. It
is expected that some operators
will delay upgrades for as long
as possible. There is an
expectation that the availability
of GBAS CAT II and CAT III will
prompt further interest from
Commerical Aviation.
Air Navigation
Service Providers
(ANSP)
Aerodromes
Main Categories:
International airports
Regional airports
Private aerodromes
Heliports
Main Organisations:
•The Civil Air
Navigation Services
Organisation (CANSO)
represents ANSPs
Regulatory bodies
•The International Civil
Aviation Organisation
(ICAO) codifies the
principles of air
navigation
ANSPs are moving towards the
deployment of PBN operations
within the en-route and
terminal phases of flight. The
extention of PBN approaches
to the aeordrome may fall
within the remit ofANSPs but
tends to be driven by the
aerodromes.
It is expected that as PBN
operations become more
common place and multifrequency GNSS becomes
available that ANSPs will
begin looking at rationalising
the traditional navigation
infrastructure.
Regional and private
aerodromes are driving the
uptake of GNSS approaches as
a means to offer near
precision approach
capabilites for significantly
reduced costs. Small airfields
with limited infrastructure
can potentially benefit from
SBAS.
International aerodromes
tend to retain precision
approaches and are served
primarily by commercial
airlines looking to use APV
approaches that do not
require extensive retrofits.
These aerodromes will look to
deploy GBAS CAT II and III
when available.
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