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Benefits of RNP and GLS for Noise and Capacity
Tim Murphy – Senior Technical Fellow – CNS/ATM
Nov 2017Copyright © 2017 Boeing. All rights reserved.

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Overview• PBN (RNP) and GLS• Current GBAS Status• Benefits of GBAS/GLS• Examples of projects/programs that havevalidated GNSS benefits mechanisms• Next Steps for GBAS
• Summary

Copyright © 2017 Boeing. All rights reserved.

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Global Navigation Satellitesntent topmargincontent
margincentercentert bottom
marginGround Based Augmentation system
Copyright © 2017 Boeing. All rights reserved.

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Regulatory
Capability

Airport & Facility
Capability

X• Procedure criteria• Operations
requirements• Approval process

X•GPS availability•Airport Data

=Air Traffic
Capability

AirlineCapability

X•Flight procedures•ATC procedures•Controller training

Airplane
Capability

X• Crew ops procedure• Airline Dispatchprocedures• Initial Pilot Training• Application package•Certified capability•System integrity/alert•Operation continuity

Value for Operators
Ø Environment benefitsØ Save time & moneyØ Schedule ReliabilityØ Improve competitive positionØ Improve safety

Copyright © 2017 Boeing. All rights reserved.

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margincontentmargin• Approximately 140 GBAS stations are certified and transmitting SARPS
compliant signals,• 71 of which have published procedures for GLS Category I operations.
• 2 GBAS stations support published RNAV procedures via the GBAS Positioning Service• Additionally• 20 Special Category I GBAS stations are in commercial operation.
centercenter• There are 18 prototype stations providing signals for test and evaluation, 7 of which were used forvalidation of GBAS approach service types to support Category II/III operations.

• Over 100 airlines currently have GBAS equipage, totaling over 2,000airplanes.
• GBAS is currently used in daily revenue service having accrued more than
10,000 GLS operations in seven states, including many automatic landings.
• GBAS avionics are available for large airline and business aircraft, helicopters
as well as small general aviation aircraft.
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marginProjects
Other Research Installations
Operational (non-published)
GBAS CATI Ops (published)
Investigations

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777X GLS CAT I/II/III

centerCapability

747-8 & 787 GLS CAT I/II
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737NG GLS CAT I

2000

2010

2020
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margincentercenterGLS
CAT I
Option89

Airlines
Selected Option

1300

Airplanes with GLS
activated

20%

In-Service Fleet
with GLS
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margincentercenterGLS
CAT I/IIStandard

14

Airlines

110

Airplanes &Counting

100%
In-Service Fleet

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margincentercenterGLS
CAT I/IIStandard63

Airlines

530
Airplanes &Counting

100%In-Service Fleet

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margincentercenterGLS
CAT I*
Option83

Airlines
Ordering 737MAX

3162

Airplanes on Ordercontent
margint bottommargin* GLS CAT II/II Study for 2020
Copyright © 2017 Boeing. All rights reserved.

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margincentercenterGLS CATI/II/IIICAT I/II Standard,
CAT III Option

7Airlines
Ordering 777X

340

Airplanes on Ordercontent
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title line

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p marginphoto toSupports more efficient operations through
Performance Based Navigation

Improves safety by enabling approach withvertical guidance where none existed before

Provides improved surveillance capabilities
through ADS-B and ADS-C

Has saved many lives through incorporation in
Enhanced Ground Proximity Warning Systems

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p marginphoto toProvides precision approach and autoland
down to category III minimums

Allows precision approach where ILS is notpossible and enables shorter finals than ILS

Removes ILS critical area & only one GBAS isrequired for all runway ends

Enables wake turbulence management &closely spaced parallel operations

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Copyright © 2017 Boeing. All rights reserved.

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Improved Performance• Less susceptible to interference from buildings, vehicles, terrain• Eliminates need for “critical areas” required for ILS beam

GLSILS

protection

Increased Capability Through Flexibility• Multiple glide-paths, displaced thresholds, staggered touch-downs&, offset localizer paths• Steeper, lower noise profile glide-paths could increase nightoperations• Increased efficiency from reduced separation as a result of wakevortex mitigation• Low RNP capability in terminal area and for surface operations• Precision guidance for departures

Cost Avoidance• Fewer diversions• Reduced fuel reserves from improved access to ETOPS anddestination alternates• Reduced landing fees. (Some airports are expected to passsavings to airlines.)• Reduced flight inspection• Improved Safety• Provide precise ILS-like guidance in places where ILS is notfeasible

Copyright © 2017 Boeing. All rights reserved.

Instrument Landing Systemglideslope and localizer

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KBFI 13R
GLS

Copyright © 2017 Boeing. All rights reserved.

ILS17

Lower Infrastructure Costs
Compared to ILS• Single GBAS serves all runway ends

and potentially multiple airports• Reduced flight inspection costs

Improved Performance• Not susceptible to interference frombuildings, vehicles, terrain, overflight• Eliminates need for “critical areas”

required for ILS beam protection

Increased Capability• Potential for multiple glide paths

Environmental Considerations• Community noise abatement• Reduced emissions

Copyright © 2017 Boeing. All rights reserved.

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First RNP to GLS operation inrevenue service involving 737NG
in May 2009
• Extremely smooth transition• Radar & ADS-B data confirm track

conformance• Fuel saving of 140 kg (168 litres) per

flight over conventional radar
vectoring to ILS• Emission reduction of 440 kg CO2• Noise reductions

Copyright © 2017 Boeing. All rights reserved.

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marginCommunicate benefits of RNP to GLS procedures with a demonstration flight
Accelerate GLS operations and GBAS implementation
Early airport and ATC stakeholder buy in – collaboratively designed procedures
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Efficient Procedure Design by Jeppesen

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ntent topmargincontent
marginDESIGN OBJECTIVES• First precision approach to 19R• De-conflict approach with

Oakland airspacecentercenter• Continuous descent reduces

noise and emissions instead ofa long, straight-in final
POTENTIAL BENEFIT• Continuous descent reduces

noise and emissions instead ofa long, straight-in finalcontent
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RNP Route Shortens the Ground Track and Moves Noise Away from Densely
Populated Suburbs

NoiseLevel(dBA)

Typical Short Vector Route
Estimated Population: 329,600 to 55dBA

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SFO GLS R RWY 19R
Estimated Population: 47,300 to 55dBA

Significant Reductionin Community NoiseExposure

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center70
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Descent

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FLIGHT TRACK

36.3 nm20.5 nmFUEL BURN

792 lb / 360 kg

424 lb / 193 kg

CARBON EMISSIONS

2499 lb / 1136 kg

1338 lb / 608 kg↓46% Reduction
in Fuel Burn &Emissions

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Improve terminal operational efficiency by reducing
short final from 8-10 nm to 4-5 nm for RNAV/RNP
approaches (Oslo, Sydney)

737-800 RNAV Visuals• 250 flights weekly• Savings up to 12M lbs. of fuel per year
• Savings up to 38M lbs. of CO2 per year

Copyright © 2017 Boeing. All rights reserved.

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Simultaneous Dependent Approaches to CloselySpaced Parallel Runways (CSPO).
• FAA Order 7110.308A
1.5-Nautical Mile Dependent Approaches to Parallel
Runways Spaced Less Than 2500 Feet Apart
At SFO this operation can increase the arrival rateby 4 to 7 movements per hour above that of CAT I
and allows the airport to continue to land on bothrunways.
Mandatory a 1.5 nm stagger between the aircraft
landing on the parallel runways is in effect whichtranslates to a larger spacing between departures.
Approach for leading aircraft has a lower GPA
Provides safe vertical separation behind the wakesof the paired aircraft.
1000 ft vertical separation until both are establishedon the final approach

Copyright © 2017 Boeing. All rights reserved.

Glide slope height differences are achieved byusing a common reference point from the leadaircraft runway threshold, threshold stagger, orsmall glide slope angle differences, thus
yielding a higher and lower approach.

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US NAS Wake Mitigation Benefits
Analysis

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Copyright © 2017 Boeing. All rights reserved.

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787 Operational Efficiency
Curved Approaches•••RNP to GLS
1.4NM Short Final
3° glideslope••••

RNP to GLS
1.4NM Short Final
3.5° glideslope
1000 ft displaced threshold

Microphone Array(0.7 – 1.0 mile from threshold)
Copyright © 2017 Boeing. All rights reserved.

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787 Operational Efficiency
Curved Approaches Noise Savings

Peak Noise (dBA)

1.5 dBA
reduction

Copyright © 2017 Boeing. All rights reserved.

RNP to GLS
3°

RNP to GLS
3.5°1000 ftdisplacedthreshold

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787 Operational Efficiency
Variable Glideslopes

4° glideslope

3° glideslope

Microphone Array(0.7 – 1.0 mile from threshold)

Copyright © 2017 Boeing. All rights reserved.

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787 Operational Efficiency

Peak Noise (dBA)

Variable Glideslopes Noise Reduction

Copyright © 2017 Boeing. All rights reserved.

2.5 dBreduction

GLS 3°GLS 4°

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Demonstrated GLS procedures designed to reduce fueland noise including•

Curved approaches•

Variable glideslopes•

Displaced thresholds•

Combinations of the above

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tons less fuel per
year per airplane

2dB noise reduction
per operation

Allows airlines and airports to realize the fullpotential of airplane capabilitiesCopyright © 2017 Boeing. All rights reserved.

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Authorization of CAT II operations using GAST C

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Implementation of CAT III via GAST D

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Evolution to Dual Frequency/Multi-Constellation GBAS (2025 timeframe andbeyond)content
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titleline
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subtitleline•GLS CAT II GBAS Approach Service Type C (GAST C)•No current CAT II operational approval•

United Airlines, Delta Airlines, Honeywell, Boeing and FAA Project in-work to determine how to gain

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CAT II authorization••
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Based on SARPS Compliant GAST C equivalence to II/D/2 ILScenter•Boeing completed analysis that shows autoland performance meets time to alert requirements•

Requires mitigation for ionospheric anomalies: Honeywell GBAS with Satellite Based Augmentation
System (SBAS)••

787 and 747-8 - Boeing provided AFM (Airplane Flight Manual) Statement on GLS CAT II••GLS using autoland or head up guidance system

787 & 747-8 certified for GLS autoland

737 - Develop flight deck procedures that would enable pilots to mitigate guidance signal failures in thevisual segment

Copyright © 2017 Boeing. All rights reserved.

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marginGNSS is a fundamental cornerstone for future Air Traffic Management• RNP and GLS are important tools necessary to realize the potential of GNSS

Current GNSS already delivers capabilities that are not fully exploitedcenter• Need greater focus on developing procedures and using the technology we already have developed

centerin smarter ways to deliver benefits• All the elements need to be in place before benefits are enabled

GBAS/GLS and RNP are complementary Technologies that can Enable
Environmentally Beneficial Operational Improvements in Many Ways

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Which comes first?

or

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Copyright © 2017 Boeing. All rights reserved.

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Copyright © 2017 Boeing. All rights reserved.

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GNSS continually evolving• GPS & GLONASS Modernization• New GNSS constellations (Galileo and Beidou)• More augmentation systems and updates to existing augmentation systems

Trend towards Multi-Constellation/Dual Frequency GNSS
• More satellites and signals will improve the robustness of GNSS
• Availability problems associated with the number of satellites in view will be a thing of the past

• New capabilities will be enabled by dual frequency GNSS
• Vertical positioning with integrity straight from the constellation without an overlay augmentation system• Enhanced performances with both local and wide area augmentations

Transition to MC/DF will take a very long time
• Development of standards are underway… but will not be mature until early next decade• Equipage rates in the fleet will be low unless driven by real economic drivers

MC/DF alone does not by itself address all the robustness issues with GNSS
• Robustness to RF interference and GNSS backup capabilities are unsolved issues…
• Cyber security is the next frontier
Copyright © 2017 Boeing. All rights reserved.

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marginFragmentation of Navigation Services not a good thing for Aviation• Original vision for satellite navigation was as a seamless global resource• Looks like we are determined to put some seams in …

• GNSS receivers for aviation are expensive to develop – too much fragmentation raises the costs ofdevelopment• Fragmentation means development costs are spread over smaller installation bases
center• When variations in performance of regional/national systems start to impact cockpit operations, risk iscenter

introduced and crew training costs riseRegional mandates for specific technologies and services are counter productive• Mandates based on political motivations that don’t have a clear operational advantage over othertechnologies and services that provide adequate performance should be avoided• The aviation industry has enough real problems to solve and limited resources to address them
• Requirements should be kept performance based to maximum extent possible• Allows flexible technology implementations which allows the best solutions to be applied as they are developed• Over specification stifles innovation and slows development and deployment of new receiverscontent
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