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TRA ' · G
• The GBAS leAD concept
• The GBAS status in France
• The GBAS activities in Europe, in the World
• The future of GBAS
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TRA G
• The GBAS leA 0 concept ~
• The GBAS status in France
• The GBAS activities in Europe, in the World
• The future of GBAS
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Int ... nadon .. Standord.
Ind Rtcommended Prlcdee.
• The GBAS concept has been
Ann •• 10
to the Convention on defined by ICAO (International
Inttnnoflonal CIvil Avlldon
Civil Aviation Organization) in the
Aeronautical
Annex 10 of the International
Telecommunications
Standards And Recommended
Volume.
Radio Nlvlgallon Ald. Practices (SARPs) for Aeronautical
Telecommunications document.
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• The ICAO Ground Based Augmentation System (GBAS) is intended to
support in its area of coverage:
- All types ofa pproach (precision, non-precision, missed).
- Landing (main function that offers an alternative precision approach
system to ILS (Instrument Landing System) or MLS (Microwave Landing
System)).
- Departure.
- Surface operations.
• However, with the same performance, GBAS may support additional
operations:
- En-route operations.
- Terminal operations.
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• These two latter points, as well as non-precision approach, should
generally be covered by SBAS (Satellite-based Augmentation System)
or GRAS (Ground-based Regional Augmentation System) systems
(GRAS being presented as a regional network o/interconnected GBAS
stations.
• Current standards (SARPs Annex 10 Volume I - Sixth edition) are
developed to support :
- Category I precision approach.
- Approach with vertical guidance (APV).
- GBAS positioning service.
• Standards for GBAS to support Cat-II and III precision approaches
and surface navigation are under development.
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• The GBAS services are:
The Approach Service: it provides within the operational coverage area:
• NPA guidance (Non Precision Approach), with only lateral guidance.
• APV guidance (Approach with Vertical guidance), with lateral and vertical
guidance, but not matching the precision criteria.
• PA guidance (Precision Approach) for Final Approach Segments (FA S) in
CAT-I, with lateral and vertical guidance, and distance information, with
respect ofm inimas relative to the flight category.
The Positioning Service: it provides horizontal position information to
support 2D RNA V operations within the terminal area.
• The GBAS Services cover multiple runways at a single airport.
• Data may be used for nearby airports and heliports as well.
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CA
• GBAS has been designed to replace ILS in the future.
• ILS limitations:
- Signal interference of various kind (including reflections on buildings and
moving aircraft).
- Expensive to monitor and maintain.
- Requires extensive ongoing calibration by appropriately equipped
specialist aircraft (disrupts ATe and local traffic).
- Requires a separate installation for each runway approach.
• GBAS systems over ILS improve accuracy and reliability, and reduces
costs for data acquisition, maintenance and exploitation:
- It provides more accurate and stable tracking information because not
subj ect to signal echoes or other interference.
- It can provide flexible curved approach pathsJ offering much more fuel
efficient and environmentally friendly flight paths to the runway.
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- It prol:ides accurate approach paths to runways.
- It provides a global coverage for a given airport (1 GBAS system
per airport or precinct over IlLS system per runway in an
airport).
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• The ICAO defines a Global Navigation Satellite System (GNSS) in the
aim to improve the Air Traffic Management (ATM).
• Two Satellite systems are now available :
- The American GPS - The Russian GLONASS
(Global Positioning System). (GLObal NAvigation Satellite System).
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