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European GNSS Agency Executive Director Carlo des Dorides recently spoke about the important role that Galileo and EGNOS play in the equipment that powers civil aviation.

The European GNSS Agency (GSA) recently joined over 130 delegates at the European Organisation for Civil Aviation Equipment (EUROCAE) Symposium in Vienna, Austria. The event included several keynote addresses, along with policy sessions focused on five key topics: flight tracking, runway safety, cyber security, remotely piloted air systems (RPASs) and space travel.

“The environment is changing and the demand on developing standards is increasing,” said EUROCAE Secretary General Christian Schleifer-Heingärtner. “International regulations from the International Civil Aviation Organisation (ICAO) and regional regulations from the European Aviation Safety Agency (EASA) are becoming more performance-based and standards developing organisations (SDOs) are called in to provide the ‘how to comply’ with these performance-based regulations.” As a result, Schleifer-Heingärtner says that EUROCAE has expanded its domain of activities from only electronic on-board equipment to a much wider range of ground equipment, aerodromes, MET/AIM, RPAS, security, system-wide information management (SWIM) and fuel cells.

During his keynote address, GSA Executive Director Carlo des Dorides highlighted the important role that the GSA’s focus on user needs plays within the EUROCAE mission. “The GSA is leading the EUROCAE Galileo working group, which is focused on the development of standards for satellite-based augmentation systems [SBAS],” he said. “This work is key to allowing us to directly meet with the receiver manufacturing industry and other international partners to make sure we can be part of producing the right standards for aviation satellite navigation receivers.”

He further noted how the GSA and EUROCAE are working to build a win-win strategy for Europe. For example, as Europe was the first to deploy new technology using SBAS to augment both Galileo and GPS, it gives the continent a unique opportunity to set the standard and for European industry to become the first to provide this technology for aviation receivers. He specifically noted that other regions, including China and Japan, are working on deploying similar SBAS systems. It means  that the ‘first out of the gate’ on standards will have a better chance of securing important market share.

“We are aware that it takes time for industry to develop safety equipment and that the return-on-investment for this equipment is a long-term vision,” he said. “Thus, we have to set up ways to incentivise aviation receiver manufacturers, such as through the various tenders and grants issued by the GSA, to start prototyping now.”

Sending out a SAR

Des Dorides noted that with Galileo Initial Services set to be declared later this year, further opportunities will be created via the Galileo Search and Rescue (SAR) service, which serves as Europe’s contribution to the international COSPAS-SARSAT cooperative effort on humanitarian SAR activities. In fact, Galileo will be the first constellation providing SAR services as part of the Medium Earth Orbit Search and Rescue (MEOSAR) satellite system, thus increasing the efficiency of SAR activities and, ultimately, saving more lives.

“The GSA is actively fostering the adoption of Galileo SAR capabilities by contributing to the development of MEOSAR technologies and specialty beacons,” he said. “The GSA has already funded four Galileo SAR projects under the Horizon 2020 funding initiative, and a call for proposals on MEOSAR beacon prototyping will be launched in October 2016, with a total budget of EUR 4 million, under the GSA’s Fundamental Elements funding programme.”

Partnering for opportunities   

In conclusion, des Dorides noted that there are many opportunities for civil aviation equipment manufacturers through both the EGNOS and Galileo programmes. “We see our relationship with EUROCAE as a partnership that will allow us to bring the benefits of satellite navigation to aviation for the foreseeable future.”

Media note: This feature can be republished without charge provided the European GNSS Agency (GSA) is acknowledged as the source at the top or the bottom of the story. You must request permission before you use any of the photographs on the site. If you republish, we would be grateful if you could link back to the GSA website (http://www.gsa.europa.eu).

The European GNSS Agency (GSA) announces that the first LPV-200 approaches were implemented at Paris Charles de Gaulle Airport (LFPG) on 3 May – the first such approaches to be implemented in Europe.

The GSA announces that the first LPV-200 approaches were implemented at Paris Charles de Gaulle Airport (LFPG) on 3 May – the first such approaches to be implemented in Europe. LPV-200 enables aircraft approach procedures that are operationally equivalent to CAT I instrument landing system (ILS) procedures. This allows for lateral and angular vertical guidance during the final approach segment (FAS) without requiring visual contact with the ground until reaching a decision height (DH) of only 200 feet above the runway. (The minima for localiser performance with vertical guidance, or LPV, are as low as 200 feet.)

These EGNOS (European Geostationary Navigation Overlay Service)-based approaches are considered ILS look-alikes, as the LPV-200 service level is compliant with International Civil Aviation Organisation (ICAO) Annex 10 Category I precision approach performance requirements, but without the need for the expensive ground infrastructure required for ILS.

“EGNOS LPV-200 is now the most cost-effective and safest solution for airports requiring CAT I approach procedures,” says GSA Executive Director Carlo des Dorides. “The involvement of major aircraft manufacturers confirms that this service is a real added-value for civil aviation, setting the basis for a better rationalisation of nav-aids in European airports.”

The announcement of the approach implementation follows the publication of the EGNOS-based procedures on 28 April. 

An important milestone

“The LPV-200 service provides European airports with the means to implement the most demanding precision-based navigation operations as defined by the ICAO,” explains EGNOS Service Provider (ESSP) CEO Thierry Racaud.

DSNA, the French Air Navigation Service Provider, pioneered the procedures as an outcome of the work that was co-financed by the European Union and carried out since the GSA declared the EGNOS LPV-200 service operational on 29 September 2015.

“The new LPV-200 approach procedures now implemented at LFPG aim to demonstrate that the satellite-based augmentation systems [SBAS], such as EGNOS in Europe, is a Category I performance approach solution that is reliable,” says Maurice Georges, DSNA CEO. “We are convinced that SBAS is a fundamental technology to modernise our navigation infrastructure and, following this first implementation, LPV-200 approach procedures will be progressively deployed over our IFR runway-ends network."

Pilot approved

The approach has been flown by an ATR 42-600, Dassault Falcon 2000 and Airbus A350, with positive pilot feedback.  “The LPV system is much more stable and more reliable in terms of safety, but also more efficient than the ILS approach,” says ATR Chief Pilot Eric Delesalle after completing the first LPV-200 landing on runway 26L at LFPG. “It really makes a difference.”

According to Delesalle, LPV approaches offer pilots several distinct advantages over an ILS approach. For instance, the LPV system allows one to land at more runways, even in low visibility conditions, and LPV gives a pilot the accuracy of an ILS without the problems of localiser or glide slope interference. “With LPV, pilots can use GPS navigation during all phases of an approach, meaning they do not have to switch between autopilot modes while preparing the approach, thus our overall workload is reduced and room for human error is reduced” he adds.

“Airbus is pleased to have demonstrated that the A350 XWB complies with the new RNAV (GNSS) approaches with satellite-based augmentation, as implemented at Paris Charles de Gaulle,” adds Airbus Experimental Test Pilot Jean-Christophe Lair. “These approaches will be a valuable back-up to the airport’s traditional ILS approaches and will maximise runway availability for the A350 by maintaining CAT 1 capability, down to a 200 feet decision height, even when the ILS ground station is not available.”

View more images in our Image Gallery.

According to Dassault Flight Test Pilot Jean-Louis Dumas, from a pilot point of view, there is no difference between ILS and LPV approaches as the design of the Falcon EASY cockpit and the overall workload is exactly the same for both. “The accuracy and stability of the LPV guidance is really amazing,” says Dumas. “Lowering the LPV minima down to 200 feet in Europe is a great improvement enabled by EGNOS, and is very valuable for business aviation operations.”

In order to take advantage of LPV approaches, a pilot must undergo a specific initial training to learn all GPS-related navigation specifications, including LPV 200 procedures. However, as all three test pilots confirmed, as LPV approaches were intentionally developed as ILS look-alike, pilots are able to quickly transfer and adjust their skills to the new generation of LPV approaches.

Paving the way for future implementation

The GSA expects that by launching the first LPV-200 procedure at such an international hub as Charles de Gaulle will pave the way for the publication of additional LPV-200 service-level procedures at other European airports. In fact, it is already confirmed that Vienna International (LOWW) is set to be the next airport to publish LPV-200 procedures.

Media note: This feature can be republished without charge provided the European GNSS Agency (GSA) is acknowledged as the source at the top or the bottom of the story. You must request permission before you use any of the photographs on the site. If you republish, we would be grateful if you could link back to the GSA website (http://www.gsa.europa.eu).

The European GNSS Agency (GSA) announces that the first LPV-200 approaches were implemented at Paris Charles de Gaulle Airport (LFPG) on 3 May – the first such approaches to be implemented in Europe.

The GSA announces that the first LPV-200 approaches were implemented at Paris Charles de Gaulle Airport (LFPG) on 3 May – the first such approaches to be implemented in Europe. LPV-200 enables aircraft approach procedures that are operationally equivalent to CAT I instrument landing system (ILS) procedures. This allows for lateral and angular vertical guidance during the final approach segment (FAS) without requiring visual contact with the ground until reaching a decision height (DH) of only 200 feet above the runway. (The minima for localiser performance with vertical guidance, or LPV, are as low as 200 feet.)

These EGNOS (European Geostationary Navigation Overlay Service)-based approaches are considered ILS look-alikes, as the LPV-200 service level is compliant with International Civil Aviation Organisation (ICAO) Annex 10 Category I precision approach performance requirements, but without the need for the expensive ground infrastructure required for ILS.

“EGNOS LPV-200 is now the most cost-effective and safest solution for airports requiring CAT I approach procedures,” says GSA Executive Director Carlo des Dorides. “The involvement of major aircraft manufacturers confirms that this service is a real added-value for civil aviation, setting the basis for a better rationalisation of nav-aids in European airports.”

The announcement of the approach implementation follows the publication of the EGNOS-based procedures on 28 April. 

An important milestone

“The LPV-200 service provides European airports with the means to implement the most demanding precision-based navigation operations as defined by the ICAO,” explains EGNOS Service Provider (ESSP) CEO Thierry Racaud.

DSNA, the French Air Navigation Service Provider, pioneered the procedures as an outcome of the work that was co-financed by the European Union and carried out since the GSA declared the EGNOS LPV-200 service operational on 29 September 2015.

“The new LPV-200 approach procedures now implemented at LFPG aim to demonstrate that the satellite-based augmentation systems [SBAS], such as EGNOS in Europe, is a Category I performance approach solution that is reliable,” says Maurice Georges, DSNA CEO. “We are convinced that SBAS is a fundamental technology to modernise our navigation infrastructure and, following this first implementation, LPV-200 approach procedures will be progressively deployed over our IFR runway-ends network."

Pilot approved

The approach has been flown by an ATR 42-600, Dassault Falcon 2000 and Airbus A350, with positive pilot feedback.  “The LPV -200 system is much more stable and more reliable in terms of safety, but also more efficient than the ILS approach,” says ATR Chief Pilot Eric Delesalle after completing the first LPV-200 landing on runway 26L at LFPG. “It really makes a difference.”

According to Delesalle, LPV approaches offer pilots several distinct advantages over an ILS approach. For instance, the LPV system allows one to land at more runways, even in low visibility conditions, and LPV gives a pilot the accuracy of an ILS without the problems of localiser or glide slope interference. “With LPV, pilots can use GPS navigation during all phases of an approach, meaning they do not have to switch between autopilot modes while preparing the approach, thus our overall workload is reduced and room for human error is reduced” he adds.

“Airbus is pleased to have demonstrated that the A350 XWB complies with the new RNAV (GNSS) approaches with satellite-based augmentation, as implemented at Paris Charles de Gaulle,” adds Airbus Experimental Test Pilot Jean-Christophe Lair. “These approaches will be a valuable back-up to the airport’s traditional ILS approaches and will maximise runway availability for the A350 by maintaining CAT 1 capability, down to a 200 feet decision height, even when the ILS ground station is not available.”

View more images in our Image Gallery.

According to Dassault Flight Test Pilot Jean-Louis Dumas, from a pilot point of view, there is no difference between ILS and LPV approaches as the design of the Falcon EASY cockpit and the overall workload is exactly the same for both. “The accuracy and stability of the LPV guidance is really amazing,” says Dumas. “Lowering the LPV minima down to 200 feet in Europe is a great improvement enabled by EGNOS, and is very valuable for business aviation operations.”

In order to take advantage of LPV approaches, a pilot must undergo a specific initial training to learn all GPS-related navigation specifications, including LPV 200 procedures. However, as all three test pilots confirmed, as LPV approaches were intentionally developed as ILS look-alike, pilots are able to quickly transfer and adjust their skills to the new generation of LPV approaches.

Paving the way for future implementation

The GSA expects that by launching the first LPV-200 procedure at such an international hub as Charles de Gaulle will pave the way for the publication of additional LPV-200 service-level procedures at other European airports. In fact, it is already confirmed that Vienna International (LOWW) is set to be the next airport to publish LPV-200 procedures.

Media note: This feature can be republished without charge provided the European GNSS Agency (GSA) is acknowledged as the source at the top or the bottom of the story. You must request permission before you use any of the photographs on the site. If you republish, we would be grateful if you could link back to the GSA website (http://www.gsa.europa.eu).

The European GNSS Agency (GSA) announces that the first LPV-200 approaches were implemented at Paris Charles de Gaulle Airport (LFPG) on 3 May – the first such approaches to be implemented in Europe.

The GSA announces that the first LPV-200 approaches were implemented at Paris Charles de Gaulle Airport (LFPG) on 3 May – the first such approaches to be implemented in Europe. LPV-200 enables aircraft approach procedures that are operationally equivalent to CAT I instrument landing system (ILS) procedures. This allows for lateral and angular vertical guidance during the final approach segment (FAS) without requiring visual contact with the ground until reaching a decision height (DH) of only 200 feet above the runway. (The minima for localiser performance with vertical guidance, or LPV, are as low as 200 feet.)

These EGNOS (European Geostationary Navigation Overlay Service)-based approaches are considered ILS look-alikes, as the LPV-200 service level is compliant with International Civil Aviation Organisation (ICAO) Annex 10 Category I precision approach performance requirements, but without the need for the expensive ground infrastructure required for ILS.

“EGNOS LPV-200 is now the most cost-effective and safest solution for airports requiring CAT I approach procedures,” says GSA Executive Director Carlo des Dorides. “The involvement of major aircraft manufacturers confirms that this service is a real added-value for civil aviation, setting the basis for a better rationalisation of nav-aids in European airports.”

The announcement of the approach implementation follows the publication of the EGNOS-based procedures on 28 April. 

An important milestone

“The LPV-200 service provides European airports with the means to implement the most demanding precision-based navigation operations as defined by the ICAO,” explains EGNOS Service Provider (ESSP) CEO Thierry Racaud.

DSNA, the French Air Navigation Service Provider, pioneered the procedures as an outcome of the work that was co-financed by the European Union and carried out since the GSA declared the EGNOS LPV-200 service operational on 29 September 2015.

“The new LPV-200 approach procedures now implemented at LFPG aim to demonstrate that the satellite-based augmentation systems [SBAS], such as EGNOS in Europe, is a Category I performance approach solution that is reliable,” says Maurice Georges, DSNA CEO. “We are convinced that SBAS is a fundamental technology to modernise our navigation infrastructure and, following this first implementation, LPV-200 approach procedures will be progressively deployed over our IFR runway-ends network."

Pilot approved

The approach has been flown by an ATR 42-600, Dassault Falcon 2000 and Airbus A350, with positive pilot feedback.  “The LPV -200 system is much more stable and more reliable in terms of safety, but also more efficient than the ILS approach,” says ATR Chief Pilot Eric Delesalle after completing the first LPV-200 landing on runway 26L at LFPG. “It really makes a difference.”

According to Delesalle, LPV approaches offer pilots several distinct advantages over an ILS approach. For instance, the LPV system allows one to land at more runways, even in low visibility conditions, and LPV gives a pilot the accuracy of an ILS without the problems of localiser or glide slope interference. “With LPV, pilots can use GPS navigation during all phases of an approach, meaning they do not have to switch between autopilot modes while preparing the approach, thus our overall workload is reduced and room for human error is reduced” he adds.

“Airbus is pleased to have demonstrated that the A350 XWB complies with the new RNAV (GNSS) approaches with satellite-based augmentation, as implemented at Paris Charles de Gaulle,” adds Airbus Experimental Test Pilot Jean-Christophe Lair. “These approaches will be a valuable back-up to the airport’s traditional ILS approaches and will maximise runway availability for the A350 by maintaining CAT 1 capability, down to a 200 feet decision height, even when the ILS ground station is not available.”

View more images in our Image Gallery.

According to Dassault Flight Test Pilot Jean-Louis Dumas, from a pilot point of view, there is no difference between ILS and LPV approaches as the design of the Falcon EASY cockpit and the overall workload is exactly the same for both. “The accuracy and stability of the LPV guidance is really amazing,” says Dumas. “Lowering the LPV minima down to 200 feet in Europe is a great improvement enabled by EGNOS, and is very valuable for business aviation operations.”

In order to take advantage of LPV approaches, a pilot must undergo a specific initial training to learn all GPS-related navigation specifications, including LPV 200 procedures. However, as all three test pilots confirmed, as LPV approaches were intentionally developed as ILS look-alike, pilots are able to quickly transfer and adjust their skills to the new generation of LPV approaches.

Paving the way for future implementation

The GSA expects that by launching the first LPV-200 procedure at such an international hub as Charles de Gaulle will pave the way for the publication of additional LPV-200 service-level procedures at other European airports. In fact, it is already confirmed that Vienna International (LOWW) is set to be the next airport to publish LPV-200 procedures.

Media note: This feature can be republished without charge provided the European GNSS Agency (GSA) is acknowledged as the source at the top or the bottom of the story. You must request permission before you use any of the photographs on the site. If you republish, we would be grateful if you could link back to the GSA website (http://www.gsa.europa.eu).

Have an innovative idea or application that leverages Galileo Initial Services? Then be sure to apply today for the GSA Special Prize – part of the 2016 European Satellite Navigation Competition.

On the eve of the historic declaration of Galileo Initial Services, the European GNSS Agency (GSA) has announced that it is now accepting applications for its GSA Special Prize for the most innovative application idea for Galileo Initial Services. Within the scope of the prize, the GSA is looking for the best ideas and applications that leverage Galileo’s Initial Services and the power of a multi-constellation environment in order to provide new and more robust benefits to the end-user across an array of sectors. The GSA Special Prize is part of the annual European Satellite Navigation Competition (ESNC).

Proposals must meet certain basic criteria, including:

• innovation versus existing solutions;
• commercial feasibility;
• use of European GNSS signals and services as a primary means of positioning;
• contribution to Galileo market uptake;
• technical/operational feasibility, including maturity of the idea;
• demonstrations/market trials for technology validation.

The winner will have the opportunity to develop their idea at an incubation centre of their choice within the EU-28 for six months, with the possibility of a further six months according to progress. Furthermore, for the first time, the winning idea will be showcased at the official Galileo Service Declaration Ceremony in Brussels, when Initial Services are announced to the world.

Supporting innovative applications

The 2015 edition of the ESNC received a record-breaking 192 entries from 29 different countries. Entries came from both individuals and start-up companies and covered such topics as location-based services (LBS), smart mobility, and safety and security. The winner, Rafael Olmedo and his KYNEO project, focused on the Internet of Things (IoT) and involved the development of cheap, flexible Galileo and EGNOS-enabled modules that allow for ubiquitous positioning data for IoT-related applications.

         Also Read: ESNC Success Stories

“The GSA Special Prize nicely complements the Agency’s focus of getting closer to the end-user and helping them benefit from European space technology and, in particular, Galileo,” says GSA Executive Director Carlo des Dorides. “Whether through competitions like this or through such funding programmes as Horizon 2020 and Fundamental Elements, it’s by supporting innovative applications like KYNEO that the GSA will be able to succeed in its mission.”
As the Galileo programme transitions from a system in development to being operational, efforts to promote corresponding applications will become increasingly important. For this reason, competition organisers say they are looking forward to seeing the creative and innovative Galileo-based applications submitted this year.

         Also Read: GNSS-enabled Sports Tracker Moves into Final Testing Phase

The ESNC offers a prize pool worth EUR 1 million, including cash prizes and in-kind services. All winners of the 30 regional and special prizes will be in the running for the overall prize of EUR 20 000 and a six-month incubation programme (which can be extended to one year) in a region of their choice. The deadline for applications is 30 June.

Also Read: ESNC Flyer

Further information on this year’s prizes, partners and terms of participation can be found on the ESNC website.

Media note: This feature can be republished without charge provided the European GNSS Agency (GSA) is acknowledged as the source at the top or the bottom of the story. You must request permission before you use any of the photographs on the site. If you republish, we would be grateful if you could link back to the GSA website (http://www.gsa.europa.eu).