gbas
TRANSCRIPT
Ground-Based Augmentation System (GBAS)
Landing with ILS
Operational Categories
Category DH (meters) RVR (meters)
CAT-I ≥ 60 ≥ 550
CAT-II 60 > DH ≥ 30 ≥ 350
CAT-IIIA < 30 or no DH ≥ 200
CAT-IIIB < 15 or no DH 200 > RVR ≥ 50
CAT-IIIC No minima No minima
ILS GBAS
- working for every runway
end.
- multiple precision approaches not only to all the
runways at the airport on which it is installed but also to
nearby airports.
- a beam structure. - digital transmission that provide more stable signals in
space.
- considerably attenuated by
adverse weather conditions.
- not occur weather conditions.
- capability to change or create approach procedures
and touch down points without infrastructure changes
- possibility of conducting curved or segmented
approaches.
- provide a Positioning service that will support other
Terminal Area operations as Departure, Landing and
Surface Movements
- provide guidance in Area Navigation (RNAV)
operations.
- provide a ranging service, similar to the one from
GNSS constellation.
GBAS and ILS performance
Final Approach Segment Definition
Runway
ILS Performance
GBAS Performance
FAS
GBAS and ILS performance
SBAS
GBAS
SBAS and GBAS supported flight phases
GBAS Mission
Ground-Based Augmentation Systems are mainly intended
to support Precision Approach (PA) operations, from CAT-I
to CAT-III PAs. The PA service will act by first establishing a
Final Approach Segment (FAS), which is the Instrument
Approach phase.
GBAS Mission
ICAO GNSS SARPs provide guidelines and requirements
for GBAS operations to support CAT-I PAs and for the
GBAS Positioning service.
As referred in the European Civil Aviation Conference
(ECAC) Navigation Strategy, it is expected that by 2015
GBAS facilities have already widespread replacing ILS as
the main provider of CAT-I capability at airports.
Conformance:
ICAO and EUROCAE international standards (ICAO SARPs on GBAS
Annex 10, Volume I with amendments 76, 77, 79; ED-114);
ICAO Doc “Guide for ground based augmentation system implementation”
May, 2013.
ICAO Annex 14 to the Convention on International Civil Aviation;
ICAO Doc 9849 – GNSS Manual;
ICAO NSP Manual on Ionospheric Effects on GNSS Aviation Operations –
December/2006
TSO C162 - Ground Based Augmentation System Very High
Frequency Data Broadcast Equipment.
TSO C161 - Ground Based Augmentation System Positioning and
Navigation Equipment.
Benefits of GBAS
ATSPs Airlines
- Potentially supports all-type Precision
Approaches - Reduced track miles
- Single station provides approaches to
multiple runway ends - Schedule reliability
- Highly reliable Positioning service enabling
to:
increase airport capacity;
avoid congested airspace;
avoid obstacles
avoid noise/environmentally sensitive areas
- Increased signal stability
- No on-board procedure
database
- Improved surface
movements
- No false lobes/ghosts
- Reduced ground infrastructure - Low visibility takeoff
- Less maintenance required than ILS - Minimal retraining
- Improves Terminal area surveillance
- Reduces Flight inspection costs
1. AIRLINES
Flexible approachgeometries
Reduced flightinspection times
>>> reduction of trackmiles
less airport down time
>>>
>>>
reduced fuel burnemissions
better punctuality andfewer delays
>>>
2. AIRPORTS
No ILS critical areas >>> maximized use of airport
taxiways and runways
more efficient use of airport real
estateFlexible installation >>>
Flexible approach geometries
>>> improved noiseabatement
Operational benefits
3. AIR NAVIGATION SERVICE PROVIDERS
26 approaches perstation
>>> greater precision
approach capability
>>> fewer navigationfrequencies
required per airport
Flexibility in physicallocation of installation
>>> allows provision of precisionapproach, where previouslyunavailable
Reduce flight inspectiontimes
>>> cost savings, reduction of down times and simplifies changes toflight procedures
Simplified changes toflight procedures
>>> Greater flexibility inprocedure design
>>> optimized utilization ofairspace
Operational benefits
GBAS Architecture
Ground Subsystem
The Ground Subsystem is the central part of GBAS systems. One
Ground Subsystem can support unlimited Aircraft Subsystems within
its area of coverage. The location of the GBAS Ground Subsystem is
defined by the GBAS Reference Point.
The Ground Subsystem shall monitor all GNSS ranging sources and
provide users with:
Pseudorange Corrections;
Integrity Information; and
Final Approach Segment data
Ground Subsystem
Aircraft Subsystem
The primary functions of the Aircraft Subsystem are to:
Receive and decode the GNSS satellite and GBAS signals;
Assess the system Availability to support the flight operation in
progress;
Determine the aircraft position and its Integrity; and
Provide guidance signals and Integrity information.
Aircraft Subsystem
Primary Flight Display Navigation Display
Aircraft Subsystem
GBAS Economics (ECAC)
Item Price (€) Remarks
Infrastructure 500 000The infrastructure cost includes: the ground
station, VDB transmitter and GNSS receivers;
Civil works 44 000Civil works price include execution of platforms
for the various stations and antennae.
Installation &
Commissioning120 000
This cost includes: initial study, site survey,
installation of new equipment and commissioning.
Initial Flight
Certification30 000
The flight calibration is more a flight
certification since there are no parameters to be
set or adjusted in the GBAS system. This price
does not include the investment required to
provide calibration aircraft dedicated to GBAS
flight inspection.
Operating Cost (per
year)43 000
The price includes all the spare parts and
consumables needed to assure the equipment
maintenance, staff expenses and flight
certification once every two years.
GBAS station manufacturers
Several companies are working on GBAS ground
stations: Honeywell, IACIT, SELEX, NPPF Spectr,
Indra, Thales, NEC, Park Air, GM Merck and others.
«NPPF SPECTR»
GBAS in aircraft manufacturers
The big aircraft manufacturers (Boeing and Airbus) have
already implemented GBAS landing capability in several of
their aircrafts.
Airbus offers GBAS CAT I as an optional item for customers
in A380, A350 and A320. For A330 and A340, they are still
working on approval for operation.
Boeing offers GBAS CAT I as an optional item in B737-NG
and as a regular item in B747-8 and B787.
NDB
VOR
DME
GNSS
SBAS
GBAS
1930 1940 1950 1960 1970 1980 1990 2000 2010 2020
Doc 9673 Air Navigation Plan Asia and Pacific Regions
MCAA plan for GBAS
En-route
2010 2013 2016 2025
Terminal
Approach
RNP4 & RNAV10 RNAV2 & RNP 2
RNAV5 & RNAV2
Basic RNP 1SID/STAR at INTL
& DOME airports
RNAV VOR/DME SID/STAR at
INTL Airports
RNAV 1SID/STAR at airports in
radar coverage
RNP APCH
Baro-VNAV
GBAS/SBAS at certain airports