GBAS (Ground Based Augmentation Systems) and SBAS (Satellite Based Augmentation Systems) are

becoming increasingly important precision guidance systems for aircraft operators around the world
wanting to access smaller airports and airfields at times of limited visibility. There are now eight
actual and potential satellite-based augmentation systems planned or in operation around the world
and 35,000 SBAS receivers have been sold; the SBAS market is worth potentially $6 billion globally
over the next few years, based on the latest cost estimates for the US Wide Area Augmentation
System (WAAS) programme. GBAS implementation is being adopted on a less widespread scale,
though Airservices Australia, DECEA in Brazil, DFS in Germany, and AENA in Spain have been actively
supporting the implementation of the system...

There are three augmentation applications for global navigation satellite systems (GNSS), allowing
for precision approaches and departures - ABAS (Aircraft Based Augmentation Systems), GBAS
(Ground Based Augmentation Systems) and SBAS (Satellite Based Augmentation Systems).
GBAS augments GNSS signals-in-space by performing local area corrections for all satellites in view,
broadcasting corrections and approach path information via VHF data link. The approach procedure
is available from around 20 miles from touchdown and supports complex approaches; a single GBAS
ground station can support multiple approaches for all runways at an airport.
The SBAS concept is based on the transmission of differential corrections and integrity messages for
navigation satellites that are within sight of a network of reference stations deployed across an
entire continent. SBAS messages are broadcast via geostationary satellites able to cover vast areas
and augments GNSS in terms of accuracy, integrity, continuity and availability.1
SBAS applications are far more widespread than GBAS. The following satellite-based augmentation
systems are in service or planned2:

The Wide Area Augmentation System (WAAS) was jointly developed by the US Department
of Transportation (DOT) and the Federal Aviation Administration (FAA), beginning in 1994, to
provide performance comparable to category I instrument landing system (ILS) for all aircraft
possessing the appropriately certified equipment. On July 10, 2003, the WAAS signal was
activated for safety-of-life aviation, covering 95% of the United States, and portions of
1

Source: http://egnos-portal.gsa.europa.eu/discover-egnos/about-egnos/what-sbas

Source: http://navipedia.net/index.php/SBAS_Systems and authors own comments

Alaska. At present, WAAS supports en-route, terminal and approach operations down to a
full LPV-200 (CAT-I like Approach Capability) for the CONUS, Mexico and Canada.
EGNOS is the pan-European navigation satellite system. It was developed as a joint project
by ESA, the European Commission (EC) and Eurocontrol, the European Organisation for the
Safety of Air Navigation. The European Satellite Services Provider, ESSP SaS, founded by
seven air navigation services providers and based in Toulouse, France, manages EGNOS
operations. A contract between the EC and ESSP SaS was signed on 30 September. The
contract provides for the management of EGNOS operations and the maintenance of the
system until the end of 2013.
The Multi-functional Satellite Augmentation System (MSAS) is the Japanese SBAS. NEC
manufactured and delivered MSAS under contract with the Civil Aviation Bureau, Ministry of
Land, Infrastructure, Transport and Tourism. MSAS is operational since 2007 supporting enroute, terminal and non-precision approach operations (RNP 0.1). Recently has completed
successful LPV flight trials.
The GPS Aided Geo Augmented Navigation or GPS and Geo Augmented Navigation system
(GAGAN) is the SBAS implementation by the Indian government. The Indian government
states that it will use the experience of building the GAGAN system in the creation of an
autonomous regional navigation system called the Indian Regional Navigational Satellite
System (IRNSS).
The System for Differential Corrections and Monitoring (SDCM) is the SBAS currently being
developed in the Russian Federation. SDCM is expected to be certified in the coming years,
being this just the first step in the SDCM strategy which pursues also other broadcast means
potentially a polar MEO with the aim of providing also a service to the North part of
Russia. The main differentiator of SDCM with respect to other SBAS systems is that it is
conceived as an SBAS augmentation to GPS and GLONASS, whereas the rest of current SBAS
initiatives provide corrections and integrity just to GPS satellites.
The People's Republic of China is developing its own SBAS, called Satellite Navigation
Augmentation System (SNAS). The company Novatel was awarded with a contract for the
provision of 12 receivers for the phase 2 of the development in 2002. These stations would
complement the 11 ones already installed around Beijing for the phase 1. There is little
public information available on this development.
The SBAS initiative in South/Central America and the Caribbean is called SACCSA (Solucin
de Aumentacin para Caribe, Centro y Sudamrica). SACCSA is an ICAO project founded by
the Participants/Member States of the SACCSA Project: Argentina, Bolivia, Colombia, Costa
Rica, Guatemala, Panama, Spain, Venezuela and COCESNA (Corporacin Centroamerica de
Servicios de Navegacin Area). The objective is to study the improvement of the Air
Navigation Environment in the Caribbean and South America (CAR/SAM) Regions with a
SBAS solution. The program began in 2003 being at present in its Phase III which will
determine the feasibility of the implementation of an own SBAS system in the CAR/SAM
regions.

In general, large airlines have been opposed to funding SBAS applications. IATA states it does not
support the continued investment, development, and implementation of SBAS this is the only
GNSS augmentation system that airlines are not willing to pay for cost recovery.
IATA has a serious concern about SBAS as a global GNSS solution supporting ADS-B OUT operations:
SBAS poses extremely high operational costs to airlines; there is currently no positive
business case for airlines;
Most airlines fleets are generally not equipped for SBAS;

No clear view on SBAS future - on development, benefits and any cost mitigation3
Although SBAS users are primarily smaller airports without ILS infrastructure and business/general
aviation aircraft users, precision approaches by scheduled airlines using SBAS procedures have
started in North America and Europe at the end of 2011. Airlines have invested heavily in ABAS
technology and its ubiquitous availability makes it a natural cost-effective GNSS augmentation
system and an enabler for Performance Based Navigation (PBN); but IATA is reported to support
GBAS to provide for early GNSS capability to replace ILS CAT I/II/III.
In November 2011 the FAA approved Operations Specifications for Required Navigation
Performance (RNP) 0.3 for regional air carrier Horizon Air. This is the first RNP Authorization
Required (AR) using the WAAS SBAS platform. On November 22nd, Steve Bush, Horizons flight
operations manager, piloted the first approved RNP (AR) approach in 121 revenue service, flight
2064 from Seattle-Tacoma International Airport (SEA) to Pangborn Memorial Airport in Wenatchee,
WA (EAT), using a WAAS platform.
Meanwhile, the first time in Europe a commercial scheduled airline used an EGNOS based LPV
procedure for landing was in December 2011, when Trislander aircraft operated by Aurigny Air
Services, a regional airline operating connection flights between the Channel Islands and the UK and
France, employed EGNOS on a precision approach into Alderney Airport in the Channel Islands. The
LPV procedures were undertaken by a consortium led by NATS, the main UK Air Navigation Service
Provider, and they are part of a European project partially funded by the European Commission and
EUROCONTROL. France and Switzerland have also published LPV procedures and in Germany, as of
December 17th, 38 airports were also using EGNOS within their RNAV procedures.

There are four main cost elements to the SBAS network: satellite augmentation system, ground
stations, avionics (which includes receivers and interfaces to the FMS unit in larger aircraft) and
support/maintenance.
Currently, there are two manufacturers of WAAS navigation aids for instrument navigation.
Chelton Flight System's Flight Logic uses WAAS navigation for lateral guidance and
barometric technology for vertical guidance. Chelton reports that an upgrade to full LPV
capability is expected in the near future.
Garmin manufacturers the GNS 480 navigation system, which is authorized for WAAS LPV
approaches. Garmin also plans to offer an upgrade to its popular GNS-400/500 line of
navigation systems sometime in the third quarter of 2006.
Around 35,0004 receivers have been sold. The Flight Management System Interface is more
complicated, hence slower to the market, with units available from Rockwell-Collins, CMC and

Source
http://www.google.co.uk/url?sa=t&rct=j&q=iata%20sbas%20cost%20benefit%20analysis&source=web&cd=8
&sqi=2&ved=0CF0QFjAH&url=https%3A%2F%2F1.800.gay%3A443%2Fhttp%2Fwww.tedc.cn%2Fnews%2FSP03_IATA_%2520View%2520on%2
520ADSB%2520Out%2520Implementation.ppt&ei=_fCzT5LJMcOE8gOZ09meCQ&usg=AFQjCNGJ9lPJMTrQGdGY81RylXn4DZlmQ

Universal Avionics: WAAS-enabled capability in dual thread UNS-1 FMS TSO.

According to a 2010 GSA report, the market for GNSS will grow significantly over the next
decade, at a compound annual growth rate (CAGR) of 11%, reaching some 165 billion for the
core GNSS market in 2020, for all forms of transport. Aviation is likely to account for 0.2 per
cent of this. Shipments of GNSS receivers in the aviation sector are expected to grow in all
regions to reach 42,000 units in the European Union (CAGR 14%), 61,000 in North America
(CAGR 1%) and 44,000 in the rest of the world (CAGR 5%). Despite the EU displaying faster
growth in penetration, the higher installed base.
Receiver and interface units are reported to be available from around $3,000 for general
aviation users and $35,000 for airliner users though these estimates and do not reflect
In terms of other infrastructure the US Government Audit Organisation has costed the FAAs
WAAS programme (see table one) at $2 billion in August 2011, with a further $1 billion likely to
be spent by the time the programme is complete in 2013.
According to a 2012 report from Helios consultant Philip Church: The successful launch of the
second phase of the ACCEPTA project at the end of 2011 seems to have spurred an interest from
ANSPs in providing SBAS approach procedures. At the recent RAISG (RNAV Approach
Implementation Support Group) meeting organised by EUROCONTROL, there was a 46% increase in
the number of ANSPs reporting plans for the implementation of SBAS approach procedures - either
independently or through ACCEPTA (from 13 in September 2011 to 19 in January 2012).In addition,
recent changes from EASA regarding aircraft certification have provided the opportunity for a large
number of general aviation users to equip with SBAS more easily. The acceptance by EASA of the
AML for Garmin GTN devices last December has paved the way for upgrades to be performed as
minor modifications and therefore at a lower cost. Although standalone upgrades for SBAS equipage
currently remain major modifications, being able to upgrade through a minor mod reduces the
barriers to implementation for GTN solutions.

As table one shows, most SBAS applications are centred areas where light aviation can use the
systems to access smaller airfields, with other areas of the world waiting to see the results of more
detailed cost benefit analysis. According to a recent ICAO working paper: Certain regions (CARSAM)
have opted to wait for the availability of dual-frequency constellations (GPS and/or Galileo) that will
be available by 2018 onwards, before considering SBAS implementation. Thus AFI States will have
the choice to implement mono-frequency SBAS at sub-regional or continental level in order to fully
comply with PBN requirements by 2016, or alternatively wait for dual frequency SBAS which may be
available by 2020 onwards.
The updated cost-benefit analysis (CBA) (which assesses the delta from a base line scenario of BaroVNAV without SBAS) considers a timeframe of 30 years (from 2011 to 2041). This study used the
latest, available flight statistics (taken from 2007 and 2008) for the AFI region. A conservative
assumption was made that by 2020, with a 100% penetration of LPV procedures on IFR landings,
46% would use SBAS. Cumulated benefits of SBAS for aviation in the AFI region over a 30- year
period will amount to c. 1,700m versus expected investments of c. 359m (which could come from
European cooperation funds)In an analysis that focussed solely on the costs borne by and benefits
accruing to AFI IATA members, the cumulative net benefit for such companies amounts to c. 82.5m.
4

Source:
http://www.acac.org.ma/Ateliers/acac_gnss/ACAC%20Dec%202008%20EGNOS%20operatinal%20introduction
.pdf

Their key benefits accrued from DDC reduction and with ADS-B improvement, while retrofitting of
equipment represented the highest investment item (quantified as a total of 10m over the first five
years).
GBAS applications are more tailored (see table two). The FAA is working towards international GBAS
implementation and interoperability by sharing technical expertise and approval processes with
countries around the world. Airservices Australia, DECEA in Brazil, DFS in Germany, and AENA in
Spain have been actively supporting the implementation of GBAS. All four countries have installed
prototype GBAS systems and are involved in technical and operational evaluation activities. These
nations are developing their own approval and certification processes but are still aiming to comply
with FAA approval practices. Common understanding and practice of system approval, and the use
of common test cases and tools will be valuable in the implementation of GBAS around the world.
Most European research into GBAS activities is taking place within the framework of SESAR.
EUROCONTROL has started data collection and analysis effort in its Europe-wide iono study for all
GNSS aviation applications and is coordinating standardisation aspects for the GBAS SESAR projects.
DFS is participating in the Heterex national research project - to develop a monitoring system - and
in the European SESAR Work Package 15.3.6. DFS will be to install and validate one GBAS CAT II/III
ground station prototype in the 2013/2014 timeframe at Frankfurt airport. SESAR 15.3.6 is
concerned with the development and validation of two GBAS CATII/III ground station prototypes.
Australia is also a centre of GBAS activities. In November 2006, Airservices and Qantas launched the
worlds first GLS approach. Since then, Qantas has flown more than 2,500 GBAS-supported
approaches and trained over 700 pilots on GBAS operations.. Qantas is equipping its entire B737NG
fleet with GLS. In January 2009, Qantas obtained CASA approval of GLS operations on Airbus A380s.
In the coming years, over 50 per cent of Qantas aircraft fleet will have GBAS capabilities. Phase 2
commenced in the third quarter of 2009 to replace the Honeywell SLS-3000 system with the SLS4000 SmartPath GBAS at Sydney. Acceptance testing of the new system was carried out in August
2011 and a three-month test and evaluation period commenced in late 2011. Airservices intends to
apply to the CASA to have GBAS Category I (CAT-I) operations approved for use at Sydney during
2012.

Table one: Global SBAS applications

Asia Pacific
Contractor
India
Raytheon

Comment
The Indian Space Research Organization has awarded an USD82 million
contract to Raytheon to build the ground stations for the GPS-Aided
Geosynchronous Augmented Navigation System (GAGAN). When fully
functional (in 2013) GAGAN will provide the basis for a nationwide
programme of SBAS services.

Japan
The first satellite of Japans Quasi-Zenith Satellite System (QZSS), a
three-satellite regional constellation combined with an augmented GPS
system to provide positioning services within Japan has been launched.
In conjunction with Japan's Multi-Functional Transport Satellite (MTSAT)
program these constellations will provide the basis for a nationwide
programme of SBAS services.
Europe
France
Egis Avia, Airbus

Eurocontrol has launched projects in France, the UK and Poland to

implement APV approach procedures using EGNOS at regional airports.
In France, the project involves equipping and certifying a Beluga aircraft
with LPV capability and publishing an LPV procedure using EGNOS for

Paus airport. DGAC, Frances air navigation service provider, has

completed the design, flight validation and local safety assessments for
the approach procedure. DSNA teamed up with Egis Avia and Airbus
Transport International to equip the Beluga with the necessary avionics.
A new GNSS unit will be added with SBAS capability and the flight
management system software will be upgraded to allow APV/SBAS
approaches to be flown. The DSNA has also prepared an APV/SBAS
procedure for Clermond-Ferrand, which will be part of a network of
regional airports where airlines can use EGNOS-enabled LPV
approaches. At the end of 2011 three aerodromes had been been
equipped with LPV minima for EGNOS operations: Pau, ClermontFerrand and Paris/Le Bourget. In February 2012 a new LPV procedure
was published at Biarrtiz Bayonne Anglet Airport. The DSNA is also part
of the Accepta project, which received funding through the EUs
Seventh Framework Programme to publish initially three LPV
procedures in France. APV/SBAS procedures will also be designed for
airports at Toussus-le-Noble, Albert Bray and Bordeaux. Two procedures
for helicopters in Marseille are underway. From 2012 onwards, France
plans to publish 15 APV/SBAS procedures a year. A procedure for
Toulouse is being considered for 2012 for the Airbus A350.
Germany
Honeywell/Rockwell Collins

DFS trials began in November 2007 at Bremen Airport in partnership

with TUIfly. Equipped with Rockwell-Collins GNSS landing system (GLS)
avionics, the aircraft receives augmented signals from the ground
station that are sufficiently accurate to support precision approaches.
DFS Deutsche Flugsicherung has developed 82 EGNOS-based SBAS
procedures at 39 aerodromes. At these aerodromes, approaches flown
with the aid of EGNOS acting as a geometric vertical navigation
component have been in use since December 2011. This means that
Germany has the highest number of published procedures that use
EGNOS in Europe. Approaches to these aerodromes are possible with
lateral navigation/vertical navigation (LNAV/VNAV) minima.
Airberlin has become the first German airline to initiate satellite-based
precision landings using the RNP procedure with its Boeing fleet in
Innsbruck.

Poland
Eurocontrol sponsored SBAS research under way
Spain
Honeywell

AENA has installed Honeywells SLS-3000 ground station for satellitebased approach procedures at Malaga airport.

Switzerland
New satellite-based approaches have been introduced at the regional
airports of St. Gallen-Altenrhein and Les Eplatures (near La Chaux-deFonds), have been developed as part of a research programme of the
European Commission, with their development co-financed by skyguide
and the Commission. The programme is intended to accumulate
experience in developing and performing EGNOS-based approaches, as
well as to promote their adoption in Europe. The approach paths used
remain unchanged from those of existing approach procedures. The
experience gained with the new approach procedures will benefit
another skyguide satellite navigation programmes. skyguide is working
with various partners to develop and introduce satellite-based
navigation procedures under a programme called CHIPS. CHIPS extends
to more than 20 projects at 15 locations throughout the country, and
has already seen the adoption of two GPS-satellite-based approach
procedures: one for Zurich Airport, and one for the Inselspital hospital
in Bern.
UK

The Channel Island of Alderney has been equipped with an EGNOSbased LPV approach.
North America
Canada
Cessna Citation II PH-LAB, jointly operated by TU Delft and the National
Aerospace Laboratory (NLR), has recently completed a successful flight
test in Canada using a satellite navigation system. For the maiden flight
test, the Citation took off from Toronto Pearson International (CYYZ)
and landed using the new LPV/WAAS approach at Kitchener Waterloo
(CYKF), an airport outside of Toronto. As of January 2012, Canada has
published 59 WAAS-enabled Localizer Performance with Vertical
guidance (LPV) approach procedures with plans for more in the future.
USA
On May 3, 2012, 15 new Wide Area Augmentation System (WAAS)
Localizer Performance with Vertical guidance (LPV) approach
procedures were published bringing the total to 2,800. By May 2012 the
following figures demonstrated the size of the WAAS programme:
2,800 published LPVs
Serving 1,423 airports
1,177 LPVs serving 728 non-ILS airports
FAA is adding 500 new WAAS procedures each year

Table two: Global GBAS programmes

Asia Pacific
Australia
Contractor
Honeywell

China
Honeywell

Comment
Qantas Airlines has received approval by the Australian Civil Aviation
Safety Authority (CASA) to use the Honeywell SmartPathTM GroundBased Augmentation System (GBAS) at Sydney International Airport for
satellite-based landings on A380 aircraft. Airservices Australia, with
whom Honeywell has worked on SmartPath GBAS, has been operating
the Honeywell SmartPath GBAS ground station in Sydney since
November 2006. Qantas had previously been approved to fly GBAS
approaches with the Boeing 737 fleet. The plan is to achieve Category I
certification in the second quarter of 2012.
China plans to install a Honeywell SLS4000 GBAS system at Tianjin
5
airport.

Europe
France
DSNA operates a GBAS cat one station at Toulouse Airport to support
Airbus in the frame of GLS certification activities.
Germany
Honeywell/Rockwell Collins

DFS trials began in November 2007 at Bremen Airport in partnership

with TUIfly. Equipped with Rockwell-Collins GNSS landing system (GLS)
avionics, the aircraft receives augmented signals from the ground
station that are sufficiently accurate to support precision approaches.
Operational trials at Bremen have also started with Air Berlin Boeing
737-800 aircraft in scheduled flights and a Honeywell SLS-4000 GBAS
CAT I ground station. They were completed in 2010. German type

Source: ICAO Cat II/III Subgroup (CSG) Report

approval for the Honeywell SLS-4000 was issued by the BAF on the 28th
of November 2011.
Italy
Thales

Norway
Northrop Grumman Park Air

Italys Palermo airport has installed a GBAS system supplied by Thales to

support Category I approach procedures in difficult terrain. Thales
upgraded a system first installed at Milan Linate to meet precision
approach operations specified in ICAO Annex 10 amendments 76-77.
In November 2007, Norwegian service provider Avinor began using the
worlds first certified satellite landing system for precision approach and
landing for passenger flights at Brnnysund Airport. The SCAT-I ground
station is being installed at some 25 airports over three years by Avinor,
where mountainous terrain and high installation costs mean
conventional ILS is uneconomic. Avinor selected the Normarc SCAT-1
GBAS ahead of ICAO GBAS standards, and has certified the ground
station and airborne avionics in order to bring the technology into
operational use as soon as possible. Northrop Grumman Park Air
Systems has been awarded follow-on contracts by Norwegian air
navigation service provider Avinor for the supply of satellite landing
systems at three airport sites and a support programme for 21 ground
stations in Norway. Northrop Grumman Park Air Systems developed and
installed the ground-based elements for the first satellite-based landing
system (SLS) for precision approach and landing at Bronnoysund
Airport, Norway, which was fully operational in October 2007. Special
Category 1 (SCAT-1) airport approach systems are currently installed at
Bronnoysund, Hammerfest, Vadso, Namsos, Batsfjord, and Svolvar
airports and during 2011 will be installed at airports at Forde, Berlevag,
Hasvik, Vardo, Stokmarknes and Mosjoen.

Russia
There are approximately 34 dual GLONASS/GPS GBAS stations deployed
at airports in the Russian Federation though they are not used for
precision approach operations as resolution of legal issues and
issuance of relevant approvals by the Ministry of Transport is still
pending. But they are used to support non-precision approach
operations and for monitoring GNSS signal performance in the terminal
6
area.
Latin America
Brazil
On June, 2011, a Honeywell SLS-4000 Smartpath had the SAT (Site
Acceptance Test) completed in Rio de Janeiro International Airport
(GIG) and will be used to support the study of the impact of ionosphere
over the system during the maximum solar activity in 2012-2013. Three
approach procedures were developed (Runaways 15, 10 and 28) as ILS
look-like and uploaded to the station to be used during the tests. A
monitor station was installed on GIG Control Tower which collects data
from the station and presents results in the site
http://laas.tc.faa.gov/BZL_Graph.html
<http://laas.tc.faa.gov/BZL_Graph.html>. Five GPS L1/L2 receivers are
installed in a 50km radius around GIG with a 1Hz collection rate. Eight
Flight Inspection Systems are equipped to GBAS flights. DECEA and
Honeywell are in contact to implement upgrades in SLS-4000 as blocks 1
and 2, respectively, to increase RFI immunity and to improve the sigma
iono monitor, to be completed in mid 2013. The plan is to continue the
research until 2014, when it will be decided whether or not proceed

Source: ICAO Cat II/III Subgroup (CSG) Report

Honeywell

North America
USA
Honeywell

Boeing, ARINC

Honeywell

Honeywell

with the implementation of GBAS.

CISCEA of Brazil has awarded Honeywell Aerospace a contract to supply
its SmartPath GBAS at Galeao Antonio Carlos Jobim International
Airport in September 2010, the first in Latin America.

FAA continues to develop GBAS under the direction of the FAA

Technical Center at Atlantic City. Apart from the Newark installation
(see below) a second SLS-4000 is being installed at Houston, Texas.
GBAS prototyping activities are expected to continue through 2012.
8
Additional details on the GAST-D validation are provided in WP-18.
A demonstration by Boeing and ARINC in January 2008 saw the
application of satellite technology to carry out precision approaches at
five airfields in the Seattle region. A Qantas B737-800 equipped with
GLS Global Navigation Satellite System for commercial aircraft,
completed 15 approaches to demonstrate the technology. The onboard
Boeing GLS solution works in combination with GBAS ground stations
which provide the accuracy and integrity needed for precision approach
operations.
The Port Authority of New York and New Jerseys (PANYNJ) has installed
Honeywells GBAS at Newark. The authority will carry out
demonstration tests in association with the FAA and Continental Airlines
to assess whether the GPS technology increases navigational precision
compared with traditional radar and navigation beacons. Continental
Airlines is investing USD1 million in pilot training, and outfitting 15
planes with GBAS equipment. PANYNJ is also looking at deploying the
system at JFK and La Guardia airports
The FAA has approved Honeywells Smartpath Precision Landing
System. The first US-approved system is located in Memphis, TN and
became operational early in 2010.

Please note date is supplied by manufacturers and individual research. Please consult the editor if
more accurate or timely data is available.
This report was researched and written by Philip Butterworth-Hayes, Editorial Director, ATC Global.

Source: ICAO Cat II/III Subgroup (CSG) Report

Source: ICAO Cat II/III Subgroup (CSG) Report