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NAVIGATION DEVELOPMENTS IN EUROPE. Alex Hendriks Deputy Director ATM Strategies EUROCONTROL. Infrastructure Evolution Requirements. Strategic Objectives (cf. Navigation Strategy): “a total RNAV environment for all operations en-route and in TMA” and

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Navigation developments in europe l.jpg
NAVIGATION DEVELOPMENTS IN EUROPE

Alex Hendriks

Deputy Director ATM Strategies

EUROCONTROL


Infrastructure evolution requirements l.jpg
Infrastructure Evolution Requirements

  • Strategic Objectives (cf. Navigation Strategy):

    “a total RNAV environment for all operations en-route and in TMA”

    and

    “a judicious deployment of space based navigation infrastructure and the rationalisation of ground navigation infrastructure”

    Target:VOR and NDB withdrawnby 2020+


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European Navigation Solutions

  • Navigation Strategy = central tool for Airspace Organization

  • Navigation Strategy is Performance Based

    • Enables closer route spacing=>Capacity benefit

    • Facilitates access into airports in complex environments – e.g. high terrain

    • Responds to environmental requirements

      • =>Low noise routings

      • =>Enabler for Continuous Descent Approaches (CDA)

      • =>Provides repeatable, predictable track keeping

    • Provides navigation performance benchmark

      • => Facilitates PAN-European and Global Harmonization

      • => Reduces costs for operators


European challenges l.jpg
European Challenges

  • Multi-national flavour of service provision

    • Privatized / Corporatized / “...ized” ANSPs

    • Competing airport interests

    • Terminal Airspace design methodology differences

    • Protective attitude with respect to national sovereignty – particularly regarding airspace limits (e.g. Terminal Airspace)

    • Pan-European harmonisation for (Terminal) Airspace

  • Competing operational interests

    • Airlines, GA/BA, Military,


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Conflicting Demands

  • Traffic increases

    • Especially demands from low cost airlines

    • Airports peripheral to main hubs have significantly increased traffic

    • Complex SID/STAR interaction due to growth of major terminal areas and regional airports

  • Environmental Pressure

    • Often prevents optimum use of terminal airspace

  • Fuel Costs


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APV Implementation Benefits

  • HIGH PRIORITY

  • Safety

    • reduce the number of CFiT occurrences

  • Economy

    • potential for lower minima

    • More fuel efficient profiles

  • Environmental

    • Lower noise (reduced thrust changes/aircraft higher than on step down approaches)

    • Lower Fuel burn for CDA

  • No mandatory implementation date

  • Target: all conventional and GPS non precision approaches will be replaced by CDA enabled by APV


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P-RNAV

COMPLIANCE

STATEMENT

4224= 56%

3305= 44%

NO

COMPLIANCE

STATEMENT

Aircraft P-RNAV Compliance (2006)


Rnav an non rnav procedures mix europe 2006 l.jpg

18%

82%

16%

44%

84%

56%

5%

19%

95%

81%

RNAV

non RNAV

RNAV an Non-RNAV Procedures Mix (Europe - 2006)

Airways>FL90

Airways<FL90

STARs

SIDs

Approach Procs


Navigation developments rnav en route tma l.jpg

2017

2012

2006

2008

2009

2010

2011

2007

2013

2015

2016

2018

2014

2019

2020

P-RNAV

as TMA RNAV Means

PB RNAV only Means

PB RNAV

Mandated

PB RNAV (RNP)

Specified

Navigation Developments – RNAV En-route&TMA

4D NAV?

VNAV/RTA

Infrastructure

Optimization

- needs Galileo

and enhanced

GPS

Safety

– common requirements

Support CDA

– environment

economy

Start equipment development

- 7 years notice

Start planning for

airspace changes

Capacity Benefits

Improved CDA

RNAV Primary means


Navigation developments rnav approaches l.jpg

2016

2012

2006

2007

2009

2010

2011

2008

2013

2015

2017

2018

2019

2020

2014

APV Baro VNAV

APV I

(EGNOS)

RNAV Based Cat I

PB RNAV

Approach for

every

Runway end

Navigation Developments – RNAV Approaches

Safety

- Reduced CFiT

Support CDA

- environment

economy

Lower Minima

- capacity

economy

Benefit extended to

aircraft not able to carry out APV Baro VNAV

Further reduction of Minima

- economy

- capacity

RNAV can

become

primary means

Improved safety

Capacity etc

Capacity Benefits

Improved CDA

RNAV Primary means

For Cat I

Infrastructure

Optimization

Needs Galileo

and enhanced

GPS


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2016

2012

2006

2007

2009

2010

2011

2008

2013

2015

2017

2018

2019

2020

2014

GBAS Cat I

Operations

GSLD

Cat II/III

GBAS Cat II/III

MLS Cat II/III

Navigation Developments – Landing and Guided Take-Off

Cat I ground system

with Inertial on A/C

Capacity Benefits

to appropriately

Equipped Aircraft

Improved capacity

in LVP

Backup to ILS

Improved capability

for all A/C

Necessary step to sole

service

Needs Galileo and enhanced GPS


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Infrastructure Optimisation Steps

  • DME ground infrastructure optimisation

    • supportRNAV operations

    • synchronised with RNAV evolution

  • 1st VOR and NDB reduction step

    • minimum mix by 2015

    • synchronised with RNAV evolution

    • maintain safety & continuity en-route and in TMA

  • 2nd VOR and NDB reduction step (withdrawal)

    • complete by 2020

    • Subsequent to mandating a new navigation capability;

    • Safety and continuity maintained by other means


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RNAV implementation

2010

2015

2020+

DME enhancement

GNSS enhancement

VOR reduction

NDB reduction

RNAV Infrastructure Evolution


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Precision Approach continued support

2010

2015

2020+

ILS Sustained

MLS Cat III

GBAS Cat III

Precision Approach Infrastructure Evolution


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0.9% Paym to Gov Authorities

24% Terminal ATM/CNS Costs

87.8% ATM/CNS Provision Costs

5.7% ECTL Costs

76% en-route ATM/CNS Costs

5.7% MET Costs

Other 27.7%

COM 2.5%

ACC 57.6%

NAV 0.7%

SUR 11.5%

VOR+NDB0.54%

VOR+NDB~0.25%

NAVIGATION in ATM/CNS


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COMMON STEPS

Policy and Criteria for Selection

Statement of Nav. Infra. Evolution

Work program

DECISION

What to do ?


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EUROCONTROL

  • Working and Marketing Together

Airspace Users

Industry

ANSP

How to progress ?


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NAVIGATION DEVELOPMENTS IN EUROPE

Alex Hendriks

Deputy Director ATM Strategies

EUROCONTROL


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