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• Final Approach Segment (FAS) for all runway ends
• No aircraft approach database required
– Local tropospheric parameters
• Necessary to compute aircraft tropospheric adjustment
– Predicted availability
• Availability for precision approaches in next 30 minutes
• Estimates aircraft protection levels against alert limits
Dave Jensen/John Howard
13
CAAC New Technology Seminar – GBAS 29-30 October 2009
Single GBAS provides all approaches for an entire airport.
􀃆 Honeywell.com
Augmented GPS Performance1
System Direction
Accuracy
(95%)
Protection Levels
(95%)
GPS2
(Global)
Horizontal
Vertical
2.55 m
4.55 m
50 – 100 m
100 – 200 m
WAAS3 H i t l 0 70 11 16
(CONUS)
Horizontal
Vertical
0.70 m
1.20 m
– m
19 – 31 m
GBAS Horizontal
< 0 50 1 – 3 (Airport)
Vertical
0.50 m
< 0.50 m
m
3 – 5 m
1. Contribution to user position error.
2. April 2009 GPS SPS Performance Report.
3. July 2009 WAAS Performance Report.
Dave Jensen/John Howard
14
CAAC New Technology Seminar – GBAS 29-30 October 2009
GPS satellites are ~25,000 km from user!
􀃆 Honeywell.com
Recap
• Global Navigation Satellite Systems (GNSS) Provide Position,
but not Integrity
– Up to 10 m position error
– Aircraft use RAIM to determine integrity
• GNSS Augmentation Improves Accuracy & Provides Integrity
– Continent (SBAS), Airport (GBAS), Aircraft (ABAS)
• GBAS provides Accuracy, Integrity & Approach Paths
– Only GBAS provides accuracy, integrity, availability for precision landing
• GBAS can Achieve 0.50 m Accuracy (95%)
– Aircraft Protection Levels 1 to 5 m
• Questions?
Dave Jensen/John Howard
15
CAAC New Technology Seminar – GBAS 29-30 October 2009
Tim Murphy
Technical Fellow – Electronic Systems
Airplane Systems
Boeing Commercial Airplanes
Advanced aircraft
capabilities to support GNSS
and PBN operations
The Boeing Company W100.2
Topics
•Background – PBN and Multi-Sensor
Navigation systems
•GNSS for Commercial Air Transport
Overview
•Airplane Based Augmentations System
(ABAS)
•Ground Based Augmentation Systems
(GBAS)
•Required Navigation Performance (RNP)
The Boeing Company W100.3
1965 1975 1985 1995 2005 2015
Year
50
45
40
35
30
25
20
15
10
5
0
Improvement areas:
• Lessons learned
• Regulations
• Airplanes
• Flight operations
• Maintenance
• Air traffic management
• Infrastructure
Hull loss accidents
per year
Millions of departures
Hull loss accident rate
Airplanes in service
11,060
23,100
1996 2015
8,566
retained fleet
6,705
replacements
17,224
growth
airplanes
0
10,000
20,000
30,000
40,000
Lockheed Electra
Boeing 727
2000 Boeing 727 90
Today we are:
50% slower than the Electra
73% slower with the same airplane
Washington D.C. (DCA) to New York (LGA)
1969
30 60 90
60
52
Scheduled flight time in minutes
Improve Safety
Traffic Growth
Waste In System
The Situation
Benefits not realized
Technology driven
Solutions
The Boeing Company W100.4
Reliable Predefined Paths Improve Predictability,
Safety and Airspace System Capacity
xLS
RNP
GBAS Based GLS Reduces
Inter-Arrival Spacing
RNP Provides Full Path
Definition
Low RNP Missed
Approach Paths
Low RNP
Departure Paths
GLS Reduces / Eliminates
ILS Critical Areas
ILS
Foundation for Performance-Based
Airspace Operations
R7
RNP Path Options
GLS
Air Traffic Planning Tools
for Path Management
Constant Descent Paths
from Top of Descent
The Boeing Company W100.5
Performance Based Navigation
Implementation
• Based on multisensor navigation system
• Flight management systems or function
– Selects best sensor and combines with inertial
data
– Assesses performance against requirement
– RNP accuracy and containment
requirements
– Alerts pilot if system performance does not meet
　
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