First A-380 Autoland Using Honeywell Ground-Based Automation System (GBAS) Performed in Sydney June 2007

Bill Corwin
October 2007

Industry Innovation Input

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Presentation Organization
CHARTER: Review Best Practice Honeywell GBAS was CHARTER: Review Best Practice Honeywell GBAS was identified for the process you used to test the product identified for the process you used to test the product throughout development with the industry throughout development with the industry Brief Description of Low-Visibility Landing Systems
Comparison of Instrument Landing System (ILS) to GroundBased Augmentation System (GBAS)

Description of Process used to test product throughout development

Legacy of Fielded Systems Different Input from Fielded Systems (customers, aircraft users, and technical data) How Input Relates to Safety Critical Systems Development
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Low Visibility Landing Technologies

GBAS stands for Ground-Based Augmentation System GBAS is a replacement for the existing low visibility landing system known as ILS (the Instrument Landing System) ILS
ILS generates lateral and vertical guidance to aircraft on approach by broadcasting an analog radio wave the aircraft avionics sense deviation (high or low, left or right of the perfect center of the beam), based on signal strength ILS installations are required for every runway end

GBAS
GBAS has two functions, broadcasting:
Differential GPS (DGPS) corrections for each satellite in view, with assured integrity Approach or Departure path information (up to unique 48 paths)

One GBAS per airport, instead of one ILS per runway end
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Very accurately surveyed GPS sensors obtain pseudorange information from Satellites in view

GBAS Primer
Differential Corrections are computed for each Satellite and Integrity Monitors assure that Differential Correction Processor the correction VDB Radio Cabinet information is accurate (Processor) Approach and departure path information is appended to broadcast message

Corrections and path information is broadcast using VHF radio The System

(4) GPS Multi-Path Limiting Atennas (4) GPS Reference Receivers (Sensor)

VDB Antenna (Transmission)

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GBAS Development History

1990: First DGPS Auto-land Demonstrated NASA - Honeywell 1998: Special Category (SCAT-1) receives FAA Type Approval
SLS-1000 SLS-2000 SCAT-1 1990 1995 2000 SLS-3000 Beta-LAAS

2008: Expect GBAS Cat I FAA Type Approval

SLS-4000 CAT I GBAS 2005 SLS-3000 Plus YOU ARE HERE Beta-LAAS Plus

1993: Curved-Path Approaches Demonstrated at Washington National Airport

2003: FAA LAAS Contract Awarded to Honeywell

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Legacy Honeywell GBAS Installations

North America
Chicago OHare Intl Airport, Chicago, IL Chicago Midway Airport, Chicago, IL Memphis International Airport, Memphis, TN Mpls-St Paul Intl Airport, Minneapolis, MN SEATAC International Airport, Seattle, WA Grant County Intl Airport, Moses Lake, WA Eastern Iowa Airport, Cedar Rapids, IA Newark International Airport, Newark, NJ Jackson Hole Airport, Jackson, WY Regina Airport, Regina, SK, Canada Saskatoon Intl Airport, Saskatoon, SK, Canada

Honeywell SLS-3000 Beta-LAAS Plus installed at Memphis International Airport Europe

Frankfurt International Airport, Germany Bremen International Airport, German Malaga International Airport, Spain

Kennedy Space Center, Florida White Sands Missile Range, NM Patuxent River Naval Air Station, MD

Australia & Asia

CKS International Airport, Taoyuan, Taiwan, ROC Norfolk Island Airport, New South Wales, Australia Sydney International Airport, Australia

South America
ACJ Intl Airport, Rio de Janeiro, Brazil
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Bill Corwin

New GPS Antenna and Receiver

DFS Bremen

Honeywell.com Installing VHF Antenna

DFS Bremen

DGPS Ground Station

DFS Bremen

SLS-3000 Beta-LAAS Plus Memphis-Sydney-Malaga-Bremen

Demonstration of FAA-Approved Integrity Monitors

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Memphis FAA / FedEx Sydney AsA (Airservices Australia) / Qantas Malaga AENA (Aeropuertos Espaoles y Navegacin Area) / Airbus Bremen DFS (Deutsche Flugsicherung GmbH) / TUIfly and Airbus

Bill Corwin

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Sydney CAT I GBAS Prototype

SLS-3000 Beta-LAAS Plus

Alex Passerini: Qantas

Doug Benjamin: Boeing

Prototype Went Live Oct 2005 To Date Qantas Has Over 400 Approaches (In VMC) Gaining Operational Experience Using System Provides Feedback From User Community
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Qantas B737 ANP using GBAS 0.02

0.02

Actual Navigation Performance

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Unlocking RNP Benefits

Bill Corwin

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Field-to-Lab Connectivity
For every model (SCAT 1, Beta-LAAS, and BetaLAAS Plus Provably Safe Prototypes) Honeywell has a model running in the lab We can bring data recorded in the field (directly from the GPS receivers as well as recorded from our own internal VHF receiver of the broadcast message) back into the lab and recreate issues identified by any of our customers Recorded Data Allows for Playback to Understand Fielded Findings
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Fielded Systems Support Different Evaluation Methods

Air Navigation Service Providers Feedback (ANSP)
FAA, AsA, DFS, AENA Safety Case Generation and Interaction with Regulator Instrumented aircraft provide flying laboratories for assessing system performance

Airborne User Feedback (AU)

FedEx, Qantas, FAA, TUIfly, Boeing, Airbus Provide feedback on system performance from line pilot perspective Tuned, site-specific parameters have been most interesting findings (Example: DMax)

Fielded System Experience (FSE)

Modem Connections allow us to determine system health at anytime Bringing Live data back to the lab for playback and analysis We have instrumented our Prototypes with Data Recorders, we can playback any anomalies found during service
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Safety Critical System Design Lifecycle

Designed using SAE ARP 4754 Systems Engineering Practices DO-178B/DO-278 Software Development Process LEGEND DO-254 Hardware Development
ANSP Air Navigation Service Provider AU Aircraft User FSE Fielded System Experience
ANSP ANSP

Hazard Identification
AU ANSP FSE

System Test & Evaluation

AU FSE ANSP

Threat Mitigation Strategies

AU ANSP FSE

H/W & S/W Verification

FSE ANSP

Documentation Generation
FSE ANSP

Requirements Definition
FSE ANSP ANSP

H/W Qualification
FSE

Final System Trials by FAA for System Design Approval (Certification)

FSE

System Design
FSE

System Safety Assessment

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CAT II / III - In the Not Too Distant Future!

Slide at right is excerpt from FAA briefing 2 May 2007 to ICAO GLS committee working on SARPS Excellent progress being made on CAT II / III requirements SLS-4000 capable of CAT II / III without significant rework

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www.honeywell.com

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