Published on March 4, 2014
Airports Enabling EGNOS benefits for helicopters Toulouse Space Show 2012 Philip Church in association with: Hans de With (GSA), Ugo Celestino (EC) Air Traffic Management Space Telecoms Maritime Rail www.askhelios.com
Overview • Why do helicopter operators want EGNOS? • How will they be able to use EGNOS? • When will they be EGNOS ‘enabled’?
Helicopter operations are different to fixed wing • Rotorcraft instrument flight rules (IFR) operations are dependent upon weather conditions • IFR rotorcraft operations can be limited as • forced to use the navigation and approach procedures and facilities dedicated to fixed wing aircraft • therefore often penalized for incompatible flight profiles • EGNOS provides a wide range of navigation and approach solutions to improve airport/heliport accessibility and rotorcraft integration
So what work has been completed for helicopters? • Focus on GNSS implementations to date has been mostly fixed wing MIELEC
EGNOS reception needs to be assured • Large dataset from HEDGE demonstrated EGNOS reception on helicopters: • 485 flights totalling 689 hrs, 15 mins, 44 seconds of flight • 4,591,662 recorded points of data from 1276.46 hrs flying
Procedures enabled by EGNOS • SBAS Offshore Approach Procedure • PinS (SBAS) • APV (SBAS) LPV • Low level RNAV routing
SBAS Offshore Approach (SOAP)
Results from the flight trials
Point-in-Space (PinS) SBAS • Point in Space procedure defined within ICAO Doc 8168 • Can use SBAS or barometric guidance • Criteria for SBAS design still under development • SBAS guidance will give reduced vertical minima compared to barometric system guidance • PinS overcomes limitations of current infrastructure • Increases availability in poor weather • Reduces patient transfer delay for HEMS • Less constrained by mountainous terrain
APV (SBAS) LPV • Benefits • Steep approaches • Improved access in low visibility operations • Increased availability • Demonstration 5.3 NM FAS 5.96º GPA (10.4%) 464 ft OCH Stable descent at 750 ft/min at 70 KIAS • Small height loss after MAPt • High gradient achieved after MAPt (>800 ft/min) • • • •
Low level RNAV routing
Enabling helicopter operations requires procedures and equipment
Procedure availability • As of April 2012, only nine European aerodromes had instrument approach procedures published with LPV minima • PBN implementation will gradually increase the number of LPV procedures • Helicopters also stand to benefit once EGNOS enabled procedures are published to • Heliports • Hospitals • HEMS set down areas • The push for additional procedures needs to come from the users
ICAO Code designated Heliports in Europe
ICAO Code designated Heliports in Europe with notified plans to implement LPV procedures
Currently only two helicopters types currently certified by EASA to fly LPV procedures Bell 429 AgustaWestland 109SP
Helicopter type certification challenges • Availability of avionics • Different operational environment • Current lack of procedure design criteria • Wide variation in helicopter vertical performance • Integration challenges
Operational challenges will still remain • Controlled airspace / Uncontrolled airspace • Air Traffic Control • Primary means of navigation • Aerodrome 4-letter code assignment • Acceleration of adoption • Finalisation of design criteria
Conclusions • EGNOS has the potential to provide helicopter operators with a valuable increase in reliability and availability • HEMS operators and patients will especially benefit • Imminent ICAO criteria will help acceptance of helicopter SBAS approach procedures • Imminent publication of EASA AMC 20-28 will help airworthiness approvals • Operators need to • Apply for airworthiness and operational approval • Work with aerodromes, heliports and hospitals and regulators • Request the implementation of procedures to support their operations
Airports Thank you for your attention Air Traffic Management Space Telecoms Maritime Philip Church email@example.com Rail www.askhelios.com
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