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|Authors=GMV
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|YearOfPublication=2011
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A [[Ground-Based Augmentation System (GBAS)]] is a civil-aviation safety-critical system that supports local augmentation –at airport level– of the primary GNSS constellation(s) by providing enhanced levels of service that support all phases of approach, landing, departure and surface operations.


A [[Ground-Based Augmentation System (GBAS)]] is a civil-aviation safety-critical system that supports local augmentation – at airport level – of the primary GNSS constellation(s) by providing enhanced levels of service that support all phases of approach, landing, departure and surface operations.
The pioneering and reference GBAS system is the United States one, namely, the Local Area Augmentation System (LAAS).
 
Only one operational GBAS system is available at the moment:
 
-The United States' Local Area Augmentation System (LAAS)  


==Local Area Augmentation System (LAAS) ==
==Local Area Augmentation System (LAAS) ==
[[File:LAAS_Architecture.png|LAAS architecture|350px|thumb|right]]


The [http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/laas/ Local Area Augmentation System (LAAS)] is designed to correct some of the errors inherent to GPS. One problem is the lack of a real-time, rapid-response monitoring system. Category I equipment will normally alert the user of the problem within ten seconds of detecting a problem. GPS has no such rapid-warning system. For example, if a develops a clock problem, there is no way to rapidly warn the user not to use that satellite. [[WAAS]], LAAS and other differential solutions fix this problem and provide GPS system integrity. Another problem is positional accuracy. Sources of error such as satellite or ionospheric delays can introduce several meters of error in an aircraft's position. These errors must be corrected in real time for a precision approach where there is little or no visibility.
The U.S. version of the Ground Based Augmentation System (GBAS) has traditionally been referred to as the [http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/laas/ Local Area Augmentation System (LAAS)].
 
[http://www51.honeywell.com/honeywell/news-events/press-releases-details/9.21.09SmartPath.html?c=31 Honeywell] has developed a Non-Federal CAT-1 LAAS which received System Design Approval (SDA) from  the [http://www.faa.gov/ Federal Aviation Administration (FAA)] in September 2009 Current proposed installations include: airports in Newark, NJ; Memphis, TN; Atlantic City, NJ; and Olathe, KS.
 
==[[WAAS]]==
[[File:waas_logo.gif|right|100px|thumb]]


The [[WAAS|Wide Area Augmentation System (WAAS)]] was jointly developed by the United States Department of Transportation (DOT) and the Federal Aviation Administration (FAA), beginning in 1994, to provide performance comparable to category I instrument landing system (ILS) for all aircraft possessing the appropriately certified equipment.<ref name="WAAS WIKI">[http://en.wikipedia.org/wiki/Wide_Area_Augmentation_System Wide Area Augmentation System]</ref>
[http://www51.honeywell.com/honeywell/news-events/press-releases-details/9.21.09SmartPath.html?c=31 Honeywell] has developed a Non-Federal CAT-1 LAAS which received System Design Approval (SDA) from  the [http://www.faa.gov/ Federal Aviation Administration (FAA)] in September 2009. Current proposed installations include: airports in Newark (New Jersey), Memphis (Tennessee), Atlantic City (New Jersey), and Olathe (Kansas).


On July 10, 2003, the WAAS signal was activated for safety-of-life aviation, covering 95% of the United States, and portions of Alaska.<ref name="WAAS WIKI"/> At present, WAAS supports en-route, terminal and approach operations down to a full LPV-200 (CAT-I like Approach Capability) for the CONUS, Mexico and Canada.
One of the primary benefits of LAAS is that a single installation at a major airport can be used for multiple precision approaches within the local area. For example, if Chicago O'Hare has 12 runway ends each with a separate ILS, all 12 ILS facilities can be replaced with a single LAAS system. This represents a significant cost savings in maintenance and upkeep of the existing ILS equipment. Another benefit is the potential for approaches that are not straight- in. Aircraft equipped with LAAS technology can utilize curved or complex approaches such that they could be flown on to avoid obstacles or to decrease noise levels in areas surrounding an airport.


<gallery widths="200px">
The FAA also contends that only a single set of navigational equipment will be needed on an aircraft for both LAAS and [[WAAS General Introduction|WAAS]] capability. This lowers initial cost and maintenance per aircraft
Image:waas_architecture.png|WAAS overview
Image:waas_performance.png|WAAS performances
</gallery>


==MSAS==
==Other GBAS implementations==
The [[MSAS|Multi-functional Satellite Augmentation System (MSAS)]] is the Japanese SBAS. NEC manufactured and delivered MSAS under contract with the Civil Aviation Bureau, Ministry of Land, Infrastructure, Transport and Tourism.


MSAS is operational since 2007 supporting en-route, terminal and non-precision approach operations (RNP 0.1). Recently has completed successful LPV flight trials.
GNSS Landing Systems using Ground Based Augmentation System (GBAS) are currently being developed and deployed worldwide to improve air safety and increase airport efficiency.


<gallery widths="200px">
A world map showing locations of GBAS facilities can be found in the website http://flygls.net/ . This page has been created to support the International GBAS Working Group.
Image:msas_overview.png|MSAS architecture
</gallery>


==GAGAN==
In Norway, [http://www.parkairsystems.com/index.php?option=com_content&task=view&id=165&Itemid=87 Northrop Grumman Park Air Systems] developed and installed the ground-based elements for the first satellite-based landing system for precision approach and landing at Brønnøysund Airport, Norway, which was fully operational in October 2007. Special Category 1 (SCAT-1) airport approach systems are currently installed at Brønnøysund, Hammerfest, Vadsø, Namsos, Båtsfjord, and Svolvær airports and during 2011 will be installed at airports at Førde, Berlevåg, Hasvik, Vardø, Stokmarknes and Mosjøen.
The [[GAGAN|GPS Aided Geo Augmented Navigation or GPS and Geo Augmented Navigation system (GAGAN)]] is the SBAS implementation by the Indian government. The Indian government states that it will use the experience of building the GAGAN system in the creation of an autonomous regional navigation system called the Indian Regional Navigational Satellite System (IRNSS).<ref name="GAGAN WIKI"/>


The final, operational phase of GAGAN is likely to be completed in 2011.<ref name="GAGAN WIKI"/>
The [http://www.honeywellsmartpath.com/ Honeywell’s SmartPath] is the first GBAS solution to receive FAA System Design Approval, and has awarded FAA Research Program for Next-Generation Air Traffic Managament. Honeywell is also carrying out similar manufacturing and research projects for Europe’s future air traffic management program [http://www.eurocontrol.int/sesar-research SESAR (Single European Sky ATM Research).] They are operating at early adopter airports across the globe, including Bremen (Germany), Malaga (Spain), Memphis (USA), Atlantic City (USA), Rio de Janeiro (Brazil), and Sidney (Australia).


<gallery widths="200px">
In Russia, GBAS Activities are carried out by NPPF Spectr; they have developed a GBAS solution CAT-I called LCCS-A-2000. There have been several GBAS facilities deployed and test flights in several Russian airports (St Petersburg, Moscow, Samara, Krasnoyarsk,...). The trials and certification are in progress, and the decision of acceptance of LCCS-A-2000 in Civil Aviation Airport must be taken by the Russian Federation.
Image:gagan_overview.png|GAGAN overview.<ref name="GAGAN WIKI">[http://en.wikipedia.org/wiki/GPS_Aided_Geo_Augmented_Navigation GPS Aided Geo Augmented Navigation]</ref>
</gallery>


==SDCM==
Also [http://www.thalesgroup.com/ Thales] has developed a CAT-I GBAS Facility, the DGRS 610/615, that has been tested in Toulouse airport.
The [[SDCM|System for Differential Corrections and Monitoring (SDCM)]] is the SBAS currently being developed in the Russian Federation. SDCM is expected to be certified in the coming years, being this just the first step in the SDCM strategy which pursues also other broadcast means –potentially a polar MEO– with the aim of providing also a service to the North part of Russia.


The main differentiator of SDCM with respect to other SBAS systems is that it is conceived as an SBAS augmentation to GPS and GLONASS, whereas the rest of current SBAS initiatives provide corrections and integrity just to GPS satellites.
==Future==
The [https://www.faa.gov/ FAA’s National Airspace System (NAS) Enterprise Architecture] is the blueprint for transforming the current NAS to the Next Generation Air Transportation System (NextGen). The NAS Service Roadmaps lay out the strategic activities for service delivery to improve NAS operations and move towards the NextGen vision. They show the evolution of major FAA investments/programs in today's NAS services to meet the future demand. The GBAS Precision Approaches is one of the investment programs that provide solution to ''increase flexibility in the terminal environment'' in the NextGen Implementation Plan.  


<gallery widths="200px">
The FAA plans to replace legacy navigation systems with satellite based navigation technology. The FAA has determined that GBAS is the only cost effective alternative to the existing Instrument Landing Systems (ILS) by providing terminal, non-precision, and CAT I/II/III precision approach capabilities in the NAS. Some of these existing ILS systems will be phased out over time as GBAS are installed. A number of ILS facilities are expected to remain operational, to continue to provide precision approach service as a backup in the event of unavailability of GBAS services.
Image:sdcm_overview.png|SDCM planned station network
</gallery>


==SACCSA==
This plan has been also envisaged by [http://www.eurocontrol.int/sesar-research Eurocontrol’s Single European Sky ATM Research Programme] as a critical enabler for improving air traffic capacity. Eurocontrol's GBAS activities are managed by [http://www.ecacnav.com/content.asp?CatID=177 Eurocontrol GBAS Project].
The SBAS initiative in South/Central America and the Caribbean is called SACCSA (Soluciόn de Aumentaciόn para Caribe, Centro y Sudamérica). SACCSA is an ICAO project founded by the Participants/Member States of the SACCSA Project: Argentina, Bolivia, Colombia, Costa Rica, Guatemala, Panama, Spain, Venezuela and COCESNA (Corporación Centroamerica de Servicios de Navegación Aérea). The objective is to study the improvement of the Air Navigation Environment in the Caribbean and South America (CAR/SAM) Regions with a SBAS solution.
The program began in 2003 being at present in its Phase III which will determine the feasibility of the implementation of an own SBAS system in the CAR/SAM regions.


==Notes==
==Notes==
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[[Category:Fundamentals]]
[[Category:Fundamentals]]
[[Category:GBAS]]

Latest revision as of 15:52, 24 July 2018


FundamentalsFundamentals
Title GBAS Systems
Edited by GMV
Level Basic
Year of Publication 2011
Logo GMV.png

A Ground-Based Augmentation System (GBAS) is a civil-aviation safety-critical system that supports local augmentation –at airport level– of the primary GNSS constellation(s) by providing enhanced levels of service that support all phases of approach, landing, departure and surface operations.

The pioneering and reference GBAS system is the United States one, namely, the Local Area Augmentation System (LAAS).

Local Area Augmentation System (LAAS)

LAAS architecture

The U.S. version of the Ground Based Augmentation System (GBAS) has traditionally been referred to as the Local Area Augmentation System (LAAS).

Honeywell has developed a Non-Federal CAT-1 LAAS which received System Design Approval (SDA) from the Federal Aviation Administration (FAA) in September 2009. Current proposed installations include: airports in Newark (New Jersey), Memphis (Tennessee), Atlantic City (New Jersey), and Olathe (Kansas).

One of the primary benefits of LAAS is that a single installation at a major airport can be used for multiple precision approaches within the local area. For example, if Chicago O'Hare has 12 runway ends each with a separate ILS, all 12 ILS facilities can be replaced with a single LAAS system. This represents a significant cost savings in maintenance and upkeep of the existing ILS equipment. Another benefit is the potential for approaches that are not straight- in. Aircraft equipped with LAAS technology can utilize curved or complex approaches such that they could be flown on to avoid obstacles or to decrease noise levels in areas surrounding an airport.

The FAA also contends that only a single set of navigational equipment will be needed on an aircraft for both LAAS and WAAS capability. This lowers initial cost and maintenance per aircraft

Other GBAS implementations

GNSS Landing Systems using Ground Based Augmentation System (GBAS) are currently being developed and deployed worldwide to improve air safety and increase airport efficiency.

A world map showing locations of GBAS facilities can be found in the website http://flygls.net/ . This page has been created to support the International GBAS Working Group.

In Norway, Northrop Grumman Park Air Systems developed and installed the ground-based elements for the first satellite-based landing system for precision approach and landing at Brønnøysund Airport, Norway, which was fully operational in October 2007. Special Category 1 (SCAT-1) airport approach systems are currently installed at Brønnøysund, Hammerfest, Vadsø, Namsos, Båtsfjord, and Svolvær airports and during 2011 will be installed at airports at Førde, Berlevåg, Hasvik, Vardø, Stokmarknes and Mosjøen.

The Honeywell’s SmartPath is the first GBAS solution to receive FAA System Design Approval, and has awarded FAA Research Program for Next-Generation Air Traffic Managament. Honeywell is also carrying out similar manufacturing and research projects for Europe’s future air traffic management program SESAR (Single European Sky ATM Research). They are operating at early adopter airports across the globe, including Bremen (Germany), Malaga (Spain), Memphis (USA), Atlantic City (USA), Rio de Janeiro (Brazil), and Sidney (Australia).

In Russia, GBAS Activities are carried out by NPPF Spectr; they have developed a GBAS solution CAT-I called LCCS-A-2000. There have been several GBAS facilities deployed and test flights in several Russian airports (St Petersburg, Moscow, Samara, Krasnoyarsk,...). The trials and certification are in progress, and the decision of acceptance of LCCS-A-2000 in Civil Aviation Airport must be taken by the Russian Federation.

Also Thales has developed a CAT-I GBAS Facility, the DGRS 610/615, that has been tested in Toulouse airport.

Future

The FAA’s National Airspace System (NAS) Enterprise Architecture is the blueprint for transforming the current NAS to the Next Generation Air Transportation System (NextGen). The NAS Service Roadmaps lay out the strategic activities for service delivery to improve NAS operations and move towards the NextGen vision. They show the evolution of major FAA investments/programs in today's NAS services to meet the future demand. The GBAS Precision Approaches is one of the investment programs that provide solution to increase flexibility in the terminal environment in the NextGen Implementation Plan.

The FAA plans to replace legacy navigation systems with satellite based navigation technology. The FAA has determined that GBAS is the only cost effective alternative to the existing Instrument Landing Systems (ILS) by providing terminal, non-precision, and CAT I/II/III precision approach capabilities in the NAS. Some of these existing ILS systems will be phased out over time as GBAS are installed. A number of ILS facilities are expected to remain operational, to continue to provide precision approach service as a backup in the event of unavailability of GBAS services.

This plan has been also envisaged by Eurocontrol’s Single European Sky ATM Research Programme as a critical enabler for improving air traffic capacity. Eurocontrol's GBAS activities are managed by Eurocontrol GBAS Project.

Notes


References

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