Título ponencia: Towards the GBAS Operational Approval. Organizado por:

Título ponencia: Organizado por:

Index Introduction Training Procedure design Safety case & System declaration Operational GBAS Cases

Introduction The third and final step of the methodology contains those activities aiming to get the approval for the operational implementation of the GBAS system Bremen/Newark Cases

Training GBAS operations training are mainly focused on the ground and support segments Different activities are proposed to be performed: Operational validation & certification Ground Segment Operation of equipment Maintenance Operation of communic. Support Segment Develop., maint. and implement. of simulation tools System data filing and analysis Support to Operation and maintenance functions Support to system engineering and development functions Tasks related to the interoperability between system elements

Training Training generic activities proposed by ICAO: Satellite navigation and Augmentation Programmes On-the-job safety and health Complementarytraining proposed by Pildo: GBAS System Satellite communications Competency-based management system Course on measuring instruments ATC training (Ops.manualand NOTAMs) Training for airlines Operationand maintenance of GBAS reference stations Operationand maintenance of GBAS process and control centres Course on quality systems Course on safety management Training for procedure designers Inception Phase

Procedure design: Basics (I) Procedure design GBAS procedure design criteria is today based on ILS criteria while specific GBAS criteria are in preparation GBAS CAT-I operations design based on ILS CAT-I procedures Despite the above statement, PANS-OPS vol. II has included a dedicated chapterforthedesignofgbasprocedures.thematerialcanbefoundinpans- OPS,vol.II,PartIII,Chapter6 Procedure construction Transition to GBAS final approach segment and final missed approach phase conforms with the general criteria. The differences are found in the physical requirements for the GBAS precision segment, which contains the final approach segment as well as the initial and intermediate phases of the missed approach segment. GBAS Precision Segment includes the initial and intermediate phase of the missed approach segment

Procedure design: Basics (II) GBAS principles The total description of the path, including the glide-path, lateral guidance sector width, alignment and all other parameters describing the path, are originated by the procedure designer and are not affected by the location of ground facilities In the Final Approach Segment, the path parameters are designed using geodetic and geometric calculations and the parameters are formatted into a FAS data block GBAS Standard Conditions PANS-OPS defines the Standard Conditions that should be met in order to apply all the basics specified in PANS-OPS. The conditions are referred to the following parameters: Aircraft dimensions: the aircraft dimensions for each category shall encompass the limits specified in PANS-OPS Missed approach climb gradient of 2.5% Glidepathanglerangingfrom3.0ºupto3.5º Reference Datum Height(RDH) of 15m(50 ft) It is highly desired that the Standard Conditions are met. Otherwise, adjustments shall be made, and the general criteria is not always applicable, making the procedure design -and its further approval- much more complicated. Intermsprocedurecoding,theCoursewidthatTHRshallbe210mandtheDeltalengthoffsetshallbezero. Obstacles shall be referred to THR elevation, whilst the procedure designer shall made a declaration about the earth value of undulation(n) used.

Procedure design: Methods for OCH/A Three methods of calculating OCA/H are presented, which in turn involve progressive increases in the degree of sophistication in the treatment of obstacles: First Method: Basic ILS Surfaces It involves a set of surfaces derived from the ICAO Annex 14 precision approach obstacle limitation surfaces and a missed approach surface. It is termed Basic ILS surfaces Second Method: OAS Surfaces The second method involves a set of obstacle assessment surfaces (OAS) above the basic ILS surfaces. Third Method: CRM The third method, using a collision risk model (CRM), is employed either as an alternative to the use of the OAS criteria (second method) or when the obstacle density below the OAS is considered to be excessive Basic ILS Surfaces Obstacle Assessment Surfaces

Procedure design: GBAS Service Volume The GBAS Service Volume geometry shall be taken into account when designing in initial and intermediate segments of a GBAS approach procedure: The initial approach segment for GBAS must ensure that the aircraft is positioned within the operational service volume of the GBAS on a track or heading that will facilitate final approach course interception The intermediate approach fix(if), must be located within the service volume of the GBAS, and normally at adistancenotexceeding37km(20nm)fromthelandingthresholdpoint(ltp) The maximum length of the intermediate segment is governed by the requirement that it be located wholly within the service volume of the GBAS GBAS CAT-I Service Volume

Safety Case & System Declaration Activities for Operational Safety: Safety assessment has to be developed (e.g. using Safety Assessment Methodology developed by EUROCONTROL) in support to the operational approval, including a Matrix of Accomplishment Update and adapt generic GBAS CAT-I Concept of Operations to the airport Particularize Safety assessment to the airport based on previous Conops Check that the Matrix of Accomplishment is full-filled Activities for System Declaration(based on Single European Sky rules): Interoperability Regulation 552/2204 states that, before a system is put into service, the relevant ANSP must establish an EC declaration of verification, confirming compliance, andmustsubmitittothensatogetherwithatechnicalfile The ANSP should develop a Technical File to document all the points stated in the document, taking as a basis the report provided by the manufacturer and the activities, including performance assessment, developed on site

Operational GBAS Cases GBAS debut at Bremen Airport [9 Feb. 2012] GBAS system has received the German type certification as a primary landing system by the Federal Supervisory Authority for Air Navigation Services(BAF) At Bremen Airport, DFS Deutsche Flugsicherung will be the first air navigation service provider in the world to operate GBAS for CAT I precision approaches for regular air services First U.S. GBAS Operational at Newark Airport [28 Sept. 2012] On Sept 28, 2012, the GBAS installed at Newark Liberty International Airport got the operational approval Anothermilestonewasachievedon October10 th when the first new United Boeing 787 made its first GLS landing at Newark airport

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