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Initial operational experience with CAT I Ground Based Augmentation System (GBAS)

机译：基于CAT I地的增强系统（GBA）的初始操作经验

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The paper addresses initial experience and lessons learned with the implementation of the Category I (CAT I) GBAS in the US National Airspace (NAS) and internationally. The paper will review the GBAS system architecture including Boeing and Airbus integration and airline equipage. Next the paper will address institutional, operational and technical experiences encountered in the installation and operation of GBAS. GBAS is included in the FAA's NextGen Implementation Plan and part of International Civil Aviation Organization's (ICAO) Aviation System Block Upgrade Program. Aircraft Original Equipment Manufacturers (OEM) s such as Boeing and Airbus are currently delivering aircraft with GBAS Landing System (GLS) capability. CATI I GBAS facilities are operational or underway globally (Germany, Australia, Spain, Switzerland, Brazil, India, Russia) and as non-Federal systems in the US. A GBAS CAT I design, the Honeywell SLS-4000 was approved by the FAA in September 2009 as a non Fed system for use within the NAS. Category I (CAT I) GBAS has been operational for public use at Newark Liberty International Airport (EWR) since September 2012, and at George Bush Intercontinental Airport (IAH) in Houston, Texas since April 2013. They are owned and operated by the respective airport authorities. United Airlines and Delta Airlines achieved FAA approval to fly GLS approaches. In 2014 United Airlines reached the milestone of 1000 GLS approaches since their operational approval. An increasing number of international carriers are also taking advantage of the GLS capability at Newark and Houston (e.g. British Airways, Emirates, and Lufthansa). The main body of the paper includes three sections each dedicated to addressing specific challenges, lessons learned for GBAS implementation - namely the institutional, operational, and technical challenges. The FAA chose not to install CAT-I GBAS as a federal system but did approve the system for use in the NAS. Public and private non-Fed sy- tems installed in the NAS require FAA inspection and monitoring. The challenge with GBAS is that no federal GBAS systems exist in the NAS, but FAA must have appropriately trained personnel, procedures, and equipment to perform the required functions. GPS/GBAS performance monitoring and service prediction capability had to be addressed when implementing GBAS. Operational aspects will address airline approval process, pilot training, airline/pilot perception of GBAS and GLS and experiences and perception during daily operations. The operational section will also address GBAS benefits and based on lessons learned expectations of the airline and pilot community for the need to rapidly to exploit GBAS potential in noise reduction and shorter approach paths and extended service volume of GBAS and additional operational capabilities like GBAS CAT II approaches against a CAT I system. A recurring topic is also the RNP-GLS transition, which is key to address operational improvements in terms of flight efficiency and environment while maintaining the precision approach capability. The Newark GBAS station encountered GPS radio frequency interference caused by illegal personal devices. Honeywell and the FAA worked together to develop technical and procedural mitigations for the encountered jamming. The mitigations are designed to allow the GBAS to safely operate during frequent RFI events. Modifications to the SLS-4000 were completed by Honeywell and this modified version of the system was approved in September 2012 and is now being used operationally at Newark as well as all other U.S. SLS-4000 sites.
机译：本文根据美国国家空域（NAS）和国际上的I（CAT I）GBA的实施，讨论了初始经验和经验教训。本文将审查GBAS系统架构，包括波音和空中客车集成和航空公司装备。接下来本文将解决在GBA的安装和运营中遇到的机构，运营和技术经验。 GBA被列入FAA的Next Next实施计划和一部分国际民航组织（国际民航组织）航空系统块升级计划。飞机原始设备制造商（OEM）如波音和空中客车目前正在通过GBAS降落系统（GLS）能力提供飞机。 CATI I GBA设施是全球运营或正在进行的（德国，澳大利亚，西班牙，瑞士，巴西，印度，俄罗斯）和美国非联邦制度。 GBAS Cat I Design，霍尼韦尔SLS-4000于2009年9月批准了FAA，作为NAS内的非美联储系统。 I类（Cat i）GBA自2012年9月以来，在纽瓦克自由国际机场（EWR）以及德克萨斯州休斯敦乔治布什洲际机场（IAH）自2013年4月以来一直是公开使用的公共用途。他们由各自拥有并运营机场当局。联合航空公司和三角洲航空公司取得了FAA批准，可防止GLS方法。 2014年，自运营批准以来，美国联合航空公司达到了1000种GLS方法的里程碑。越来越多的国际运营商也正在利用纽瓦克和休斯顿的GLS能力（例如英国航空公司，酋长国和汉莎航空公司）。本文的主体包括三个部分，每个部分都致力于解决特定的挑战，为GBA实施的经验教训 - 即制度，运营和技术挑战。 FAA选择不将Cat-I GBA安装为联邦制，但确实批准了在NAS中使用的系统。在NAS中安装的公共和私人非美联储系统要求FAA检查和监测。 GBA的挑战是NAS中没有联邦GBAS系统，但FAA必须拥有适当培训的人员，程序和设备，以执行所需的职能。在实施GBA时，必须解决GPS / GBA性能监测和服务预测能力。运营方面将解决航空公司批准程序，试点培训，航空公司/飞行员在日常业务期间对GBA和GLS和GL的经验和感知。业务部门还将涉及GBA福利，并根据经验教训，从航空公司和试点社区的预期期望，需要迅速利用GBA降噪和更短的方法和GBA的扩展服务量和GBAS Cat II等额外运行能力的潜力。反对猫I系统的方法。重复的主题也是RNP-GLS转换，这是在维持精确方法能力的同时解决飞行效率和环境方面的运营改进的关键。纽瓦克GBAS站遇到了由非法个人设备引起的GPS射频干扰。霍尼韦尔和联邦航空局共同努力，为遇到的干扰制定技术和程序缓解。减轻的旨在允许GBA在频繁的RFI事件期间安全运行。对SLS-4000的修改是由霍尼韦尔完成的，并于2012年9月批准该系统的修改版本，现在正在在纽瓦克和所有其他美国SLS-4000站点运行。

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