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Performance‐based Vertical Buffers
(Vertical Error Budget )
GLS Flight Operations
RNP OVERVIEW
GLS Flight Operations
Airlines Equipping for GBAS (GLS)
GLS Flight Operations
Qantas Example
GLS Flight Operations
Qantas Example
GLS Flight Operations
Qantas Example
􀂾 ILS: stabilized on the localizer
at 10 NM or more
􀂾 GLS: multiple final approach
segments as close as 4NM
􀂾 RNP minimums ≥ 250’
• RNP is a non-precision
approach
􀂾 GLS minimums 200’ Cat I
• Cat II/III 2012-2014
• Precision approach
􀂾 RNP ≤ .3NM: SAAAR
􀂾 GLS final: no SAAAR
􀂾 Potential to eliminate RAIM
GLS Flight Operations
GBAS Features
While stand alone GPS does not have the integrity, availability, or
accuracy required for precision approaches, Ground Based
Augmentation Systems (GBAS/) will provide GLS equipped
aircraft with Cat I/II/III precision approach capabilities.
GLS Flight Operations
GBAS Features
Cost Benefit Analysis
What Capacity Costs without Reliability
Holding – 1000 lbs add fuel
Excessive Vectoring
» Example typical 1000 nm sortie w/75 nm Delay Vectors and
non‐optimal routing = $3M/yr
» Excessive Low Altitude flying – 1500 lbs add fuel SNB
– Diversions – Average $5K SNB ‐ $12K WB
– Miss‐Connected Passengers ‐ $50‐$100K
– Ground Delay Programs
» (2) Engines at idle = $80/min
» Delay Vectors and Altitude Restrictions
Filename.ppt | 12
Cost Benefit Analysis
Assumptions
• Continued Traffic Growth – Economic
Expansion, Passenger Demand, Cargo
Demand
– Domestic, International &
Foreign Operators
– Capacity Improvements
• Increased Emphasis on Operational
Efficiency & Environmental Issues
– Noise Footprint Reduction
– Exploitation of Green
Technologies (1) Lb Fuel = 3.15
lbs Co2
• Upward Pressure Cost/Demand of
Fuel
Cost Benefit Analysis
Case Study : NYC
NEW YORK CITY
LGA Arrivals
EWR
Departures
JFK

GLS Flight Operations
Curved Path Multi-Mode Approach
Guam – Won Pat International PGUM

RNAV ARRIVAL to RUNWAY
EWR
Plan view RNAV/RNP GBAS FINAL
HUGHES PROPRIETY
GLS Flight Operations
Curved Path Multi-Mode Approach
Newark – Liberty International Airport ‐ KEWR
Honeywell SmartPath Capability: User Definable Glide Path Angle
GBAS / GLS
An ILS system provides a single defined glide path forcing the aircraft to fly the same
descent angle for every approach. An ILS cannot be reprogrammed to vary this glide
path angle……GLS CAN! This allows an airport to provide varying angles to assist with
wake turbulence separation for adjacent runways.
Honeywell SmartPath Capability: User Definable Touchdown Point
GBAS / GLS
An ILS system provides a single defined vertical path that places the aircraft at the
same point on the runway each landing. However, ILS cannot be reprogrammed to
move this touch down point……GLS CAN! This allows an airport to perform routine
maintenance on an runway without removing the approach system.
GLS
ILS
GLS Flight Operations
Summary
􀂾Ground Based Augmentation provides increased accuracy compared to traditional ground
or space-based Navigation Aids
􀂾GBAS can be flown Independently or in Fusion with RNP Procedures
􀂾RAIM Performance (Receiver Autonomous Integrity Monitoring)
􀂾Cost Effective – Purchase, Install & Operate
􀂾Can support TAPs, & CAT I/II/III
􀂾Curved Path Multi-Mode Approaches
􀂾GBAS is runway independent
Suited for Flood, Hurricane/Typhoon or high security locations
􀂾Provides multiple approaches to all runways
Variable Geometric Glide path – Displaced threshold
GLS Flight Operations
Questions
China ATMB GNSS Seminar 0
Beijing 17 April 2007
Federal Aviation
Administration 0
Performance-Based
Navigation:
Area Navigation (RNAV)
and
Required Navigation
Performance (RNP):
Overview and Roadmap
Federal Aviation
Administration
Presentation to: China ATMB GNSS Seminar, Beijing
Name: Dan Hanlon
Federal Aviation Administration
Air Traffic Organization Representative
Asia Pacific
Date: 17 April 2007
China ATMB GNSS Seminar 1
　
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