Prepared by: Hatem Farrag Hassan

The European
Geostationary Navigation
Overlay Service

Page 1 of 35
Table of Contents
1 Introduction: 4
2 Abbreviation 6
3 Global Navigation Satellite System (GNSS) 8
3.1 General ................................................................................................................................. 8
3.2 Main GNSS around the world............................................................................................ 8
3.2.1 GPS:............................................................................................................................... 8
3.2.2 GLONASS:.................................................................................................................... 8
3.2.3 Galileo: .......................................................................................................................... 9
3.2.4 BeiDou-2:....................................................................................................................... 9
3.3 Criteria of GNSS ............................................................................................................... 10
4 GPS 11
4.1 What is (GPS)? .................................................................................................................. 11
4.2 What is (GPS) history? ..................................................................................................... 12
4.3 How dose GPS work?........................................................................................................ 13
4.4 How accurate is GPS?....................................................................................................... 15
5 Augmentation systems 17
5.1 General ............................................................................................................................... 17
5.2 Types of augmentation systems........................................................................................ 17
5.2.1 SBAS (Satellite-Based Augmentation System)......................................................... 18
5.2.2 GBAS (Ground-Based Augmentation System)........................................................ 19
5.2.3 ABAS (Aircraft Based Augmentation System) ........................................................ 19
6 EGNOS 20
6.1 What is EGNOS?............................................................................................................... 20
6.2 What is EGNOS architecture?......................................................................................... 21
6.2.1 Ground segment.......................................................................................................... 21
6.2.2 Support segment ......................................................................................................... 22
6.2.3 Space segment ............................................................................................................. 23
6.2.4 User segment ............................................................................................................... 23
6.3 Who is EGNOS manger? .................................................................................................. 24
6.3.1 European GNSS Agency (GSA):............................................................................... 24
6.3.2 European Satellite Services Provider (ESSP):......................................................... 24
6.3.3 European Commission (EC):..................................................................................... 24
 6.3.4 European Space Agency (ESA):................................................................................ 24
6.4 How does EGNOS work?.................................................................................................. 24
6.5 What are EGNOS services?.............................................................................................. 26
7 EGNOS in aviation 27
7.1 General ............................................................................................................................... 27
7.2 EGNOS implementations in aviation............................................................................... 28
7.2.1 What are EGNOS benefits in aviation?.................................................................... 29
7.3 Examples for implementation of EGNOS ....................................................................... 30
7.3.1 LPV-200 approach in (LFPG)................................................................................... 30
7.3.2 APV approach in (DTMB)......................................................................................... 31
7.4 About MEDUSA MEDiterranean follow-Up for EGNOS Adoption............................ 33
8 References 35
1 Introduction:

• All navigation and approach aids (NAVAIDs) must meet the

requirements of accuracy, continuity, availability and integrity specified to
each phase of flight.
• As the air traffic flow increased, the conventional NAVAIDs were not
able to provide the flexibility in airspace to absorb this growth fitting
the needs of the requirements referred so above.
• The development, initially by the United States, of a global
system providing positioning and timing services allowed the
introduction of an alternative to those conventional (NAVAIDs) with
the possibility of using new concepts in air navigation capable of
satisfying the new needs of the aeronautical community.
• As the development of new concepts and systems occurred, the
International Civil Aviation Organization (ICAO) introduced the Global
Navigation Satellite System (GNSS), which allows navigation in all phases
of flight and precision approach.
• Global Positioning System (GPS) as one of (GNSS) systems offered
by US government to the world civil use.
1. What is (GPS)?
2. What is (GPS) history?
3. How dose (GPS) work?
4. How accurate is (GPS)?
• Augmentation systems, which will be present when the core
constellations cannot support alone the requirements for the phase of flight.
1. (SBAS) Satellite-Based Augmentation System
2. (GBAS) Ground-Based Augmentation System
3. (ABAS) Aircraft Based Augmentation System
• European Geostationary Navigation Overlay Service (EGNOS) as one
of SBAS augmentation systems covers Euro-control area.
1. What is (EGNOS)?
2. What is the architecture of (EGNOS)?
3. Who is (EGNOS) manager?
4. How dose (EGNOS) work?
5. What are (EGNOS) services?
• (EGNOS) in aviation, implementations, and benefits.
• Examples of using (EGNOS)
• About (MEDUSA)
• We will answer all questions above throw the next pages.
2 Abbreviation

AIP Aeronautical Information Publication

ANSP Air Navigation Service Provider
APV Approach with Vertical guidance
ASQF Application Specific Qualification Facility
Baro-VNAV Barometric Vertical Navigation
CDFA Constant Descent Final Approach
CPF Central Processing Facilities
DA Decision Height
EC European Commission
EDAS EGNOS Data Access Service
EGNOS European Geostationary Navigation Overlay Service
ESA European Space Agency
ESSP European Satellite Services Provider
EWAN EGNOS Wide Area Network
FAS Final Approach Segment
FMS Flight Management Systems
GAGAN GPS Aided GEO Augmented Navigation Galileo
Europe’s Global Navigation Satellite System GLONASS
Global'naya Navigatsionnaya Sputnikovaya Sistema GNSS
Global navigation satellite system
GPS Global Positioning System
GSA European GNSS Agency
ILS Instrument Landing System
KASS Korea Augmentation Satellite System
LBS location-based services
LBS location-based services
LNAV Lateral Navigation
LPV Localizer Performance with Vertical Guidance
MCC Mission Control Centers
MEDUSA MEDiterranean follow-Up for EGNOS Adoption
NLES Navigation Land Earth Stations
NPA Non-Precision Approach
OACA Office de l’Aviation Civile et des Aéroports
OCH Obstacle Clearance Height
OCX Next Generation Operational Control System
OS Open service
PACF Performance Assessment and Checkout Facility
PBN performance-based navigation
RIMS Ranging Integrity Monitoring Stations
RNP required navigation performance
SBAS satellite-based augmentation systems
SDCM System of Differential Correction and Monitoring
SoL Safety of Life
VNAV Vertical Navigation
WAAS Wide Area Augmentation System
3 Global Navigation Satellite System (GNSS)

3.1 General
A satellite navigation or satnav system is a system that
uses satellites to provide autonomous geo-spatial positioning.
It allows small electronic receivers to determine their location
(longitude, latitude, and altitude/elevation) to high precision (within a
few meters) using time signals transmitted along a line of sight by radio
from satellites.
The system can be used for providing position, navigation or for
tracking the position of something fitted with a receiver (satellite tracking).
The signals also allow the electronic receiver to calculate the current local
time to high precision, which allows time synchronization. Satnav systems
operate independently of any telephonic or internet reception, though these
technologies can enhance the usefulness of the positioning information
generated.

3.2 Main GNSS around the world

Global Navigation Satellite System (GNSS). As of October 2018,
the UnitedStates' GlobalPositioningSystem (GPS)and Russia's (GLONASS)
are fully operational GNSSs, with China's BeiDou Navigation
Satellite System (BDS) and the European Union's Galileo scheduled to
be fully operational by 2020.
3.2.1 GPS:
The United States' Global Positioning System (GPS) consists of up to
32 medium Earth orbit satellites in six different orbital planes, with the exact
number of satellites varying as older satellites are retired and replaced.
Operational since 1978 and globally available since 1994, GPS is the world's
most utilized satellite navigation system.
3.2.2 GLONASS:
The Russian, Global'naya Navigatsionnaya Sputnikovaya Sistema,
(GLObal NAvigation Satellite System or GLONASS), is a space-based
satellite navigation system that provides a civilian radionavigation-satellite
service and is also used by the Russian Aerospace Defence
Forces. GLONASS has full global coverage with 24 satellites.
3.2.3 Galileo:
The European Union and European Space Agency agreed in March
2002 to introduce their own alternative to GPS, called the Galileo
positioning system. Galileo became operational on 15 December 2016
(global Early Operational Capability (EOC). At an estimated cost of €3
billion, the system of 30 MEO satellites was originally scheduled to be
operational in 2010. The original year to become operational was 2014. The
first experimental satellite was launched on 28 December 2005. Galileo
is expected to be compatible with the modernized GPS system. The receivers
will be able to combine the signals from both Galileo and GPS satellites to
greatly increase the accuracy. Galileo is expected to be in full service
in
2020 and at a substantially higher cost.
3.2.4 BeiDou-2:
China has indicated their plan to complete the entire second
generation Beidou Navigation Satellite System (BDS or BeiDou-2, formerly
known as (COMPASS), by expanding current regional (Asia-Pacific) service
into global coverage by 2020. The BeiDou-2 system is proposed to consist of
30 MEO satellites and five geostationary satellites. A 16-satellite regional
version (covering Asia and Pacific area) was completed by December 2012.
 Global coverage for each system is generally achieved by a satellite
constellation of 18–30 medium Earth orbit (MEO) satellites spread between
several orbital planes. The actual systems vary, but use orbital inclinations of
>50° and orbital periods of roughly twelve hours (at an altitude of
about
20,000 kilometers or 12,000 miles).

3.3 Criteria of GNSS

The performance of GNSS is assessed using four criteria:
Accuracy: the difference between a receiver’s measured and real position,
speed or time;
Integrity: a system’s capacity to provide a threshold of confidence and, in
the event of an anomaly in the positioning data, an alarm;
Continuity: a system’s ability to function without interruption;
Availability: the percentage of time a signal fulfils the above accuracy,
integrity and continuity criteria.

Accuracy

Integrity GNSS Continuity

Availability
4 GPS
4.1 What is (GPS)?
The Global Positioning System (GPS), originally Navstar GPS, is a
GPS is a multi-use, satellite-based radionavigation system owned by the US
government and operated by the United States Air Force. It is a global
navigation satellite system that provides geolocation and time information to
a GPS receiver anywhere on or near the Earth where there is an unobstructed
line of sight to four or more GPS satellites.
The GPS does not require the user to transmit any data, and it operates
independently of any telephonic or internet reception, though these
technologies can enhance the usefulness of the GPS positioning information.
The GPS provides critical positioning capabilities to military, civil, and
commercial users around the world. The United States government created
the system, maintains it, and makes it freely accessible to anyone with a GPS
receiver.
4.2 What is (GPS) history?
The GPS project was launched by the U.S. Department of Defense in
1973 for use by the United States military and became fully operational in
1995. It was allowed for civilian use in the 1980s.
Advances in technology and new demands on the existing
system have now led to efforts to modernize the GPS and implement
the next generation of GPS Block IIIA satellites and Next Generation
Operational Control System (OCX).
Announcements from Vice President Al Gore and the White House in
1998 initiated these changes. In 2000, the U.S. Congress authorized the
modernization effort, GPS III.
During the 1990s, GPS quality was degraded by the United
States government in a program called "Selective Availability"; this
was discontinued in May 2000 by a law signed by President Bill Clinton.
The GPS system is provided by the United States government, which
can selectively deny access to the system, as happened to the Indian military
in 1999 during the Kargil War, or degrade the service at any time.
As a result, several countries have developed or are in the process of
setting up other global or regional satellite navigation systems.
The Russian Global Navigation Satellite System (GLONASS) was
developed contemporaneously with GPS, but suffered from incomplete
coverage of the globe until the mid-2000s.
GLONASS can be added to GPS devices, making more satellites
available and enabling positions to be fixed more quickly and accurately, to
within two meters (6.6 ft).
4.3 How dose GPS work?
The Global Positioning System (GPS) is a network of about 24
satellites orbiting the Earth at an altitude of 20,200 km. The system
was originally developed by the US government for military navigation but
now anyone with a GPS device, be it a SatNav, mobile phone or handheld
GPS unit, can receive the radio signals that the satellites broadcast.
Wherever you are on the planet, at least four GPS satellites are
‘visible’ at any time. Each one transmits information about its position and
the current time at regular intervals. These signals, travelling at the speed of
light, are intercepted by your GPS receiver, which calculates how far away
each satellite is based on how long it took for the messages to arrive.
Once it has information on how far away at least three satellites are,
your GPS receiver can pinpoint your location using a process called
trilateration.
GPS satellites have atomic clocks on board to keep accurate
time. General and Special Relativity however predict that differences will
appear between these clocks and an identical clock on Earth.
General Relativity predicts that time will appear to run slower under
stronger gravitational pull – the clocks on board the satellites will therefore
seem to run faster than a clock on Earth.
Furthermore, Special Relativity predicts that because the
satellites’ clocks are moving relative to a clock on Earth, they will
appear to run slower.
The whole GPS network has to make allowances for these effects –
proof that Relativity has a real impact.
For example: Imagine you are standing somewhere on Earth with
three satellites in the sky above you. If you know how far away you are from
satellite A, then you know you must be located somewhere on the red circle.
If you do the same for satellites B and C, you can work out
your location by seeing where the three circles intersect.
 This is just what your GPS receiver does, although it uses overlapping
spheres rather than circles.

The more satellites there are above the horizon the more
accurately your GPS unit can determine where you are.
4.4 How accurate is GPS?
GPS Errors and Problems:
It depends. GPS satellites broadcast their signals in space with a
certain accuracy, but what you receive depends on additional factors,
including satellite geometry, signal blockage, atmospheric conditions,
and receiver design features/quality.
The military formerly ran a program that degrades the data received on
civilian GPS devices as a safety precaution.
This practice, known as selective availability. Even with the end of
Selective Availability as US government claimed GPS positioning accuracy
is not exact.
Solid object reduces the quality of signal strength, and GPS
signals cannot pass through objects containing a lot of metal.
There are also numerous other errors that can occur that effect
the accuracy of your GPS receiver.
Sometimes the signal slows down as it travels to earth, affecting
the accuracy of the calculation. Other times, the signal makes it to earth fine,
but it bounces off of buildings and other solid objects which cause a
delay in reaching your receiver.
There may be fewer satellites visible in your current location, which also
reduces the accuracy of the unit, or the satellite may inaccurately report its
location to the GPS receiver, creating another opportunity for error.
The satellites can also be at locations in orbit which are less optimal at a
certain time than at other times, which can affect accuracy.
We can summarize these errors and problems as next: -
1- Satellite errors (orbital errors)
2- The Atmosphere (Ionospheric delay):
3- Multipath error
4- Receiver error (Receiver clock quality)
5- Selective Availability
5 Augmentation systems

5.1 General
Due to previous problems and errors of GNSS generally and GPS
specially the GPS signal has to be corrected by what we call (Augmentation
system).
Augmentation of a global navigation satellite system (GNSS) is a method
of improving the navigation system's attributes, such as accuracy, reliability,
and availability, through the integration of external information into the
calculation process.

5.2 Types of augmentation systems

There are three systems or types of augmentation: -
1- SBAS (Satellite-Based Augmentation System)
2- GBAS (Ground-Based Augmentation System)
3- ABAS (Aircraft Based Augmentation System)
5.2.1 SBAS (Satellite-Based Augmentation System)
A Satellite Based Augmentation System (SBAS) is a wide area
differential Global Navigation Satellite System signal augmentation
system which uses a number of geostationary satellites, able to cover vast
areas, to broadcast primary GNSS data which has been provided with
ranging, integrity and correction information by a network of SBAS ground
stations.
While the primary purpose of SBAS is to provide integrity assurance, use
of the system also increases the accuracy and reduces position errors to less
than 1 meter.
SBAS include:
➢ EGNOS in Europe
➢ WAAS in USA
➢ MSAS in Japan
➢ GAGAN in India
➢ SDCM in Russia
➢ SNAS is China
5.2.2 GBAS (Ground-Based Augmentation System)
Its main principle is to measure on ground the signal errors transmitted by
GNSS satellites and relay the measured errors to the user for correction.

5.2.3 ABAS (Aircraft Based Augmentation System)

An augmentation system which augments and/or integrates
the information obtained from the other GNSS elements with
information available on board the aircraft.
6 EGNOS
6.1 What is EGNOS?
The European Geostationary Navigation Overlay Service (EGNOS) is
the first pan-European satellite navigation system. It augments the US GPS
satellite navigation system and makes it suitable for safety critical
applications such as flying aircraft or navigating ships through narrow
channels.
Consisting of three geostationary satellites and a network of
ground stations, EGNOS achieves its aim by transmitting a signal
containing information on the reliability and accuracy of the positioning
signals sent out by GPS. It allows users in Europe and beyond to determine
their position to within 1.5 meters.
EGNOS is a joint project of ESA, the European Commission
and Eurocontrol, the European Organisation for the Safety of Air Navigation.
It is Europe’s first activity in the field of Global Navigation Satellite Systems
(GNSS) and is a precursor to Galileo, the full global satellite
navigation system under development in Europe.
After the successful completion of its development, ownership of
EGNOS was transferred to the European Commission on 1 April 2009.
EGNOS operations are now managed by the European Commission through
a contract with an operator based in France, the European Satellite Services
Provider. The EGNOS Open Service has been available since 1
October
2009.
EGNOS positioning data are freely available in Europe through
satellite signals to anyone equipped with an EGNOS-enabled GPS receiver.
The EGNOS Safety of Live service has been officially declared available for
aviation on 02 March 2011.
Space-based navigation signals have become usable for the
safety- critical task of guiding aircraft - vertically as well as horizontally -
during landing approaches.
6.2 What is EGNOS architecture?
EGNOS is divided into four functional segments:
6.2.1 Ground segment
Comprises a network of 40 Ranging Integrity Monitoring Stations
(RIMS), 2 Mission Control Centers (MCC), 2 Navigation Land Earth
Stations (NLES) per GEO, and the EGNOS Wide Area Network (EWAN),
which provides the communication network for all the components of
the ground segment.
1. 40 RIMS: The main function of the RIMS is to collect measurements
from GPS satellites and to transmit these raw data every second to the
Central Processing Facilities (CPF) of each MCC. The configuration
used for the initial EGNOS OS includes 40 RIMS sites located over a
wide geographical area.
 2. 2 MCC: (control and processing centers): these receive the
information from the RIMS and generate correction messages to
improve satellite signal accuracy and information messages on
the status of the satellites (integrity). The MCC act as the
EGNOS system’s 'brain'.
3. 2 NLES per GEO: the NLES transmit the EGNOS message received
from the central processing facility to the GEO satellites
for broadcasting to users and to ensure synchronisation with the
GPS signal.

6.2.2 Support segment

In addition to the above-mentioned stations/centers, the system
has other ground support installations involved in system operations
planning and performance assessment, namely the Performance
Assessment and Checkout Facility (PACF) and the Application
Specific Qualification Facility (ASQF) which are operated by the
EGNOS Service Provider (ESSP).
1. PACF (Performance Assessment and Check-out Facility): provides
support to EGNOS management in the form of performance analysis,
troubleshooting, and operational procedures as well upgrading
specifications and validations and providing maintenance support.
2. ASQF (Application Specific Qualification Facility): provides civil
aviation and aeronautical certification authorities with the tools to
qualify, validate and certify the different EGNOS applications.
6.2.3 Space segment
Composed of at least three geostationary satellites broadcasting
corrections and integrity information for GPS satellites in the L1 frequency
band (1575.42 MHz). This space segment configuration provides a
high level of redundancy over the whole service area in the event of a failure
in the geostationary satellite link. EGNOS operations are handled in
such a way that, at any point in time, at least two GEOs broadcast an
operational signal.
6.2.4 User segment
the EGNOS user segment is comprised of EGNOS receivers that
enable their users to accurately compute their positions with integrity.
To receive EGNOS signals, the end user must use an EGNOS-
compatible receiver. Currently, EGNOS compatible receivers are
available for such market segments as agriculture, aviation, maritime, rail,
mapping/surveying, road and location-based services (LBS).
6.3 Who is EGNOS manger?
The EGNOS Program is managed by the following bodies:
6.3.1 European GNSS Agency (GSA):
It is in charge of tasks associated with the exploitation phase of
EGNOS and overall EGNOS operational program management. As such, is
responsible for decisions regarding system exploitation, evolution
and promotion of the services and applications based on agreements
with the European Commission (EC).
6.3.2 European Satellite Services Provider (ESSP):
It is the EGNOS Services Provider within Europe, certified according
to the Single European Sky (SES) regulation as an Air Navigation Service
Provider (ANSP). The GSA has awarded ESSP the EGNOS operations and
service provision contract until the end of 2021.
6.3.3 European Commission (EC):
Itis the owner of the EGNOS system. The ownership of the assets was
transferred from ESA to the European Commission on 1 April 2009 for
exploitation.
6.3.4 European Space Agency (ESA):
led the technical development of the EGNOS system in the past and is now
mandated by the European Commission to act as design and procurement
agent for system evolutions.

6.4 How does EGNOS work?

Three geostationary satellites and a complex network of ground
stations carry out this task. The three satellites send out a ranging
signal similar to those transmitted by the GPS satellites.
However, these signals are more than another opportunity for users to
fix a position. They also provide information about the accuracy of position
measurements delivered by GPS so that a pilot, for example, can
assess whether the position is accurate enough to rely on.
This information, or integrity data, is modulated onto the
ranging signal. It includes accurate information on the position of each GPS
satellite, the accuracy of the atomic clocks on board the satellites and
information on disturbances within the ionosphere that might affect
the accuracy of positioning measurements. The EGNOS receiver, decodes
the signal to give a more accurate position than is possible with GPS alone,
and an accurate estimate of errors.
EGNOS augments the GPS L1 (1575.42 MHz) Coarse/
Acquisition (C/A) civilian signal by providing corrections and integrity
information for GPS space vehicles (ephemeris, clock errors) and
most importantly, information to estimate the ionosphere delays affecting
the user.
EGNOS messages are broadcast through two geostationary satellites
in compliance with applicable standards (MOPS and SARPS). The
information provided by EGNOS improves the accuracy and reliability
of GNSS positioning information while also providing a crucial
integrity message. In addition, EGNOS also transmits an accurate time
signal.
6.5 What are EGNOS services?
EGNOS provides corrections and integrity information to GPS signals
over a broad area centered over Europe and it is fully interoperable
with other existing SBAS systems. EGNOS provides three services:
Open Service (OS): The main objective of the EGNOS OS is to
improve the achievable positioning accuracy by correcting various error
sources affecting the GPS signals. The corrections transmitted by EGNOS
help mitigate the ranging error sources related to satellite clocks,
satellite position and ionospheric effects.
EGNOS can also detect distortions affecting the signals transmitted by
GPS and prevent users from tracking unhealthy or misleading signals. The
EGNOS OS is accessible free-of-charge in Europe to any user equipped with
an appropriate GPS/SBAS compatible receiver for which no
specific receiver certification is required. The EGNOS OS has been available
since
1 October 2009.
Safety of Life (SoL) Service: This service provides the most stringent
level of signal-in-space performance to all Safety of Life user communities.
The main objective of the EGNOS SoL service is to support civil aviation
operations down to Localizer Performance with Vertical Guidance
(LPV) minima. To date, a detailed performance characterisation has
been conducted only against the requirements expressed by civil aviation.
However, the EGNOS SoL service might also be used in a wide range
of other application domains (e.g. maritime, rail, road…) in the future.
In order to provide the SoL Service, the EGNOS system has been designed
so that the EGNOS Signal-In-Space (SIS) is compliant with the ICAO
SARPs for SBAS. The EGNOS SoL Service has been available since 2
March 2011.
EGNOS Data Access Service (EDAS): This service is aimed at users
who require enhanced performance for commercial and professional
use. EDAS is the EGNOS terrestrial data service and offers ground-based
access to EGNOS data in real time and also in a historical FTP
archive to authorised users (e.g. added-value application providers).
 EDAS is the single point of access for the data collected and
generated by the EGNOS ground infrastructure distributed over Europe and
North Africa. Application providers can connect to the EGNOS Data Server
and use EGNOS products to offer high-precision services to their customers.
The EGNOS EDAS has been available since 26 July 2012.

7 EGNOS in aviation
7.1 General
EGNOS was initially designed and developed to be used in aviation,
similarly to the U.S. Federal Aviation Administration WAAS, to
support different types of aviation applications and, in particular, to
meet the performance requirements set by the International Civil
Aviation Organization (Annex 10) for the implementation of APV-I, which
enable the implementation of LPV final approaches, as reported in Table 1.

Table 1. ICAO Operational Requirements.

EGNOS is one of the GNSS elements recognised by ICAO
(Annex
10) as a radionavigation aid. It is an important element of a global
SBAS systems, that started with the American system WAAS in 2003, and
that is gradually completed by other more recent SBAS: EGNOS itself,
MSAS (Japan), GAGAN (India), SDCM (Russia), and some countries like
Australia and South Korea that have launched feasibility studies to develop
their own SBAS.
 It is expected that, in a not too far future, most parts of the world will
profit from SBAS services, following the current coverage extension plans
and SBAS system evolutions. The final objective, as also shared at
ICAO level, is that as many airdromes worldwide, as possible, can offer
instrument approaches with vertical guidance, with an outstanding
increase in global safety rates.
Additionally, the use of EGNOS allows taking full advantage of
GNSS for all phases of flight, including final approach. Therefore, EGNOS
means for aviation a fundamental and strategic tool to help meet
ICAO’s recommendations, aimed at the adoption of a PBN oriented
airspace use policy, for all countries.
7.2 EGNOS implementations in aviation
The 37th Assembly of ICAO (28 September – 8 October 2010)
resolved that APV procedures should be implemented as either a primary or
backup strategy for precision approaches at all instrument runway ends by
2016.
APV is a major safety initiative. ICAO recognises SBAS
and Barometric Vertical Navigation (Baro-VNAV) as the two acceptable
(and often complementary) means of implementing APV procedures,
which are safer than NPA (Non-Precision Approach).
GNSS based navigation enables RNAV (area navigation) with a
higher cost effectiveness in comparison with the old conventional,
sensor ground-based, navigation procedures. This is especially true for wide,
even desert unequipped areas (or difficult to maintain) like those in North
Africa and Middle East.
EGNOS benefits are maximized in final approach maneuvers,
providing GNSS lateral and vertical guidance, and enabling APV-I
approaches.
Final approach procedures based on GNSS are classified as RNP
approaches (RNP APCH, as shown in the next figure), namely: Lateral
Navigation (LNAV) with GPS lateral guidance and no vertical guidance; LP
with GPS + SBAS (EGNOS) for lateral guidance (CAT-I
localizer performance) and no vertical guidance; Lateral
Navigation/Vertical Navigation (LNAV/VNAV) with GPS lateral
guidance and Baro-Vertical Navigation (VNAV) vertical guidance (Baro-
VNAV approach procedures can be flown with SBAS vertical guidance
upon the approval of the Air Navigation Service Provider (ANSP)) and
the LPV (Localizer Performance
with Vertical Guidance) with GPS + EGNOS for both lateral and
vertical guidance.

Figure 4. RNP approaches.

Those procedures not including vertical guidance are intended to
be flown with the Constant Descent Final Approach (CDFA) technique
(to avoid dangerous dive and drive practices), supported by most
Flight Management Systems (FMS).
Regarding the operational LPV main figures, the European regulation
(EU OPS -REGULATION (EC) No 859/2008 usually known as EU OPS)
allows LPV operational minima (Decision Height – DH) down to 250
ft, expected to be possibly lowered down to 200 ft by 2015 (LPV-
200), similarly to what is already permitted by the FAA, in the United Sates
for WAAS based LPV approaches (a DH of 200 ft would make LPV
approaches very competitive, when benchmarked against ILS CAT-I,
precision approach, or even Ground Based Augmentation System
(GBAS) CAT-I precision approach).
In the last few years, about 150 LPV procedures (status as of
July
2014) have been published in European airports, and the number
of procedures and countries introducing EGNOS is continuously increasing.
7.2.1 What are EGNOS benefits in aviation?
•More landings under severe atmospheric conditions
•More landings at less well-equipped airports
•Increased capacity, benefiting both airport and airline operators
•Curved approaches and more efficient routes fuel and noise savings
7.3 Examples for implementation of EGNOS
7.3.1 LPV-200 approach in (LFPG)
First EGNOS LPV-200 (Localizer Performance with Vertical
Guidance) Approach Implemented at Charles de Gaulle Airport.
The European Satellite Services Provider (ESSP) announces that
on
3rd May, the first LPV-200 approaches were implemented at Paris Charles
de Gaulle Airport (LFPG) – the first such approaches to be implemented in
Europe. This announcement follows the publication of the EGNOS-
based procedures on 28th April 2016.
LPV-200 enables aircraft approach procedures that are operationally
equivalent to a 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 a Decision Height (DH) down to only 200 feet above the
runway (LPV minima as low as 200 feet).
These EGNOS - European Geostationary Navigation Overlay Service
- based approaches are considered ILS look-alike, as the LPV-200
service level is compliant with International Civil Aviation Organization
(ICAO) Annex 10 Category I precision approach performance
requirements, but without the need for the expensive ground infrastructure
required for ILS.
In fact, the publication of LPV-200 procedures provides
numerous benefits, including:
• Reduced delays, diversions and cancellations thanks, to the lower
minima, potentially reducing the operational costs for flying to
this destination.
• Increased continuity of airport operations in case of ILS outage
or maintenance.
• Enhanced safety levels, as the LPV-200 procedure effectively can
serve as a back-up to the ILS (and as a primary one if there is none).
• Improved efficiency of operations, lowering fuel consumption,
CO2 emissions and decreasing aviation’s environmental impact.
 7.3.2 APV approach in (DTMB)
As part of the technical assistance actions program in the
priority domains, MEDUSA implements demonstrations and validations of
EGNOS services in concrete applications.
For EGNOS SoL, the technical assistance action consisted in the
validation of GNSS approaches, including LPV approaches, designed
and constructed in MEDUSA along with the relevant safety assessment
and business case for the airport of Monastir in Tunisia
(35°45’29’’ N
10°45’17’’ E). The selection of the airport was driven by a tradeoff between
the EGNOS service availability with required APV-I performances and the
specific needs of the Tunisian Air Navigation Service Provider –
ANSP (OACA, Office de l’Aviation Civile et des Aéroports).
According to OACA, Monastir is among the airports in Tunisia
presenting favourable conditions, in terms of operational constraints and
traffic, for concretely proving the added value of EGNOS for
final approaches.
The airport has two runways, RWY 07 and RWY 25, the
former is equipped with an ILS CAT-I, the latter only supports NPA
approaches. The installation of an ILS in RWY 25 was discarded due to
technical constraints.
This infrastructure has proven to be insufficient to fully cover
the airport needs, that suffers some Delays-Diversions-Cancellations (DDCs)
as a result of local specific meteorological conditions, frequent fog
banks entering from the sea in the early morning, combined with desert haze.
These conditions make LPV ideal procedures, as backups to RWY 07,
and enabling APV approaches to RWY 25.
Finally, Monastir’s TWR ATC (Tower Air Traffic Control) staff has
been involved in OACA’s PBN development, for which they were
ideal candidates to evaluate the benefits possibly achievable from the
use of EGNOS.
 This MEDUSA’s technical assistance action is the first complete
experience for the use of EGNOS SoL service outside Europe. It was
conceived as a realistic exercise of RNP APCH procedures implementation,
following the guidelines provided by ICAO in the “EUR RNP APCH
Guidance Material (EUR Doc 025)” and including all the activities required,
from the scenario adequacy study to flight validation and the requirements
analysis for the final publication in the AIP (Aeronautical Information
Publication). OACA was directly involved in all activities,
providing inputs/feedbacks and for training purposes.
A set of three GNSS based approach procedures was produced
for each RWY, following ICAO 8168 PANS OPS design principles. The
next figures show the combined charts type elaborated, that include
minima boxes for three RNP approaches (LNAV, LNAV/VNAV and LPV).
The procedures construction preserves the current Monastir
arrivals structure, following airspace management principles and
facilitating the operational approval. As illustrated in the charts, in both
cases for the three minima the calculated OCH (Obstacle Clearance
Height) values improve with respect to the already existing
conventional approaches, providing significant operational and safety
benefits.
GNSS approaches for RWY 07 GNSS approaches for RWY 25
 7.4 About MEDUSA MEDiterranean follow-Up for
EGNOS Adoption
Coordinated by Telespazio, the MEDUSA project belongs to the
Euromed GNSS program, part of the Euromed Transport
framework. MEDUSA aids the Euromed countries in the operational
introduction and the exploitation of the European GNSS
(EGNOS/Galileo) in various applications, mainly in the transport sectors.
MEDUSA runs a program of technical assistance actions, aimed
at capacity building, development of enablers and regional cooperation
on EGNOS/Galileo.
Through its achievements, MEDUSA is opening the way for the
introduction of EGNOS SoL service in North Africa and Middle-East
region, and it is also defining a suitable path to be followed by other
interested non-European countries. Overall, MEDUSA is continuing to
confirm the ability to foster cooperation and involvement in EGNOS
program of the great majority of the Euromed countries.
Further to Tunisia, other Euromed countries have already
expressed their interest in relation to the EGNOS use in aviation,
considering each country’s strategy and also in the light of a common
shared regional perspective. Besides, the results obtained by MEDUSA are
useful also for other regions interested to use EGNOS in aviation.
Additionally, MEDUSA is clearly showing that Euromed region,
presently lacking the full support of SBAS technologies, represents an
opportunity for EGNOS service extension, with many benefits for the
countries of the region and for Europe.
On one hand, being SBAS an effective and efficient technology
to enable the aviation community of the Euromed countries to comply
with ICAO recommendations on PBN implementation by year 2016
across the region, the services coverage extension of existing SBAS systems
(EGNOS in the case of the Euromed countries) can be one of the most
efficient ways to move forward. In fact, the Euromed national ANSPs
consider the readiness of EGNOS SoL service as one of the main
drivers and factors when designing their PBN strategy.
EGNOS, which is already operational since 2009 and available for use
in aviation since 2011, can deliver added-value services to the
Euromed region, just by leveraging the existing European infrastructure
with only
incremental, marginal and natural extension. The EGNOS coverage
extension across the Euromed region can provide significant benefits
and particularly to those Euromed countries with few ILS or reduced
navaids coverage, and enhance safety and efficiency to the whole
aviation community.
On the other hand, the European Union has to gain from an EGNOS-
based long term links with its neighbouring regions, by increasing
bilateral/multilateral cooperation and interaction (e.g. assistance, mutual
cooperation) among public and semi-public bodies (e.g. ANSPs, Civil
Aviation Authorities), by strengthening EGNOS SoL coverage in
the southern/peripheries of EU, by pursuing and supporting other EU policies
in several sectors (like transports, e.g. harmonizing aviation safety
standards across the Mediterranean, Transport Policy of the Mediterranean
Partners), and last but not least by achieving a first step towards EGNOS
extension to the whole African continent which will bring in similar,
additional benefits just described above.
A win-win opportunity to be seized.
8 References

Web references www.gps.gov

www.skybrary.aero/.../European_Geostationary_Navigation_...
www.gpsworld.com/tag/egnos
www.en.wikipedia.org
www.nasa.gov
www.gsa.europa.eu
www.essp-sas.eu
www.eurocontrol.com

Documents References
• Annex 10
• ICAO Document 9849 Global Navigation Satellite System (GNSS) Manual
• ICAO Document 9613 Performance-based Navigation (PBN) Manual

Other References
• PBN Course 5th. Till 9th. March. 2017 GNSS as main enabler of PBN &
Augmentation Systems Prepared by: Eng. Bayoumi Mahmoud
• GNSS and Augmentation Systems (SBAS & GBAS) Prepared by Eng. Bayoumi
Mahmoud