Feasibility study on efficient arrival operations via the integration of fixed-flight path angle descent and GBAS landing system

Wickramasinghe, Navinda Kithmal; Itoh, Eri; Toratani, Daichi; Westphal, Jendrick; Schoniger, Hendrik; Feuerle, Thomas; Stanisak, Mirko; Schachtebeck, Per Martin; Fukushima, Sonosuke; Saito, Susumu; Yoshihara, Takayuki

doi:10.1109/dasc.2017.8102072

Cited by 2 publications

(4 citation statements)

References 11 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…In one study, the authors found that the integration of the flight path angle descent with the GLS could generate partially predictable descent profiles. This study addressed the coupling of the FMS to the GBAS as a solution to allow aircraft to intercept a common descent profile from their individual en route altitudes.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Using the pilot‐oriented framework, the pilot needs to calculate the optimum descent angle, and if different from the published optimum descent profile (ODP), the crew must request an air traffic control (ATC) deviation (clearance) from the published procedure. In contrast, the controller‐oriented framework requires a data link in which ATC can “distinguish the FPA descent routes from the available routes for a specific airport considering the surrounding traffic conditions” (again, see Wickramasinghe et al). The drawback is that different approach profiles may be chosen in the pilot‐oriented framework.…”

Section: Literature Reviewmentioning

confidence: 99%

“…2 Subsequently, the air navigation service provider (ANSP) or National Supervisory Authority (NSA) responsible for this airspace must apply stringent static CDO procedures to ensure that these vertical streams are not compromised, consequently reducing both the amount of aircraft on these procedures and the times of operation when these procedures may be used. 11 Henceforth, there will be three profiles to compare: the conventional approach (non-CDA), the variable angle idle thrust approach (CDA), and the standardized angle idle thrust approach (ground-based augmentation system [GBAS]-CDA).…”

Section: Introductionmentioning

confidence: 99%

“…While alternative means such as distance‐to‐go (DTG) and flight management system (FMS) continuous descent operations (CDOs) using fixed path angles (FPAs) are capable of guiding aircraft from the en route flight phase down to the interception of a precision approach, they lack the accuracy and integrity in the vertical plane . Subsequently, the air navigation service provider (ANSP) or National Supervisory Authority (NSA) responsible for this airspace must apply stringent static CDO procedures to ensure that these vertical streams are not compromised, consequently reducing both the amount of aircraft on these procedures and the times of operation when these procedures may be used . Henceforth, there will be three profiles to compare: the conventional approach (non‐CDA), the variable angle idle thrust approach (CDA), and the standardized angle idle thrust approach (ground‐based augmentation system [GBAS]–CDA).…”

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Integration of the ground-based augmentation system in continuous descent operations

Hoffmann

Walton

2018

NAVIGATION

View full text Add to dashboard Cite

Predictability is a necessity in today's commercial flight operations if delays are to be minimized. Possible mitigations, such as the implementation of continuous descent arrivals (CDAs), may help generate the required procedural predictability to curtail these delays. However, on the basis of its individual avionics suite, each aircraft follows a different barometric vertical descent path; furthermore, the aircraft may be given additional level‐off segments by air traffic control to compensate for possible deviations in the vertical profile. Therefore, aircraft flying the current descent profiles are too unpredictable and thus the procedures cannot be implemented in complex airspace structures or when traffic is moderate to high. This study introduces a mitigation to this problem by taking the global positioning system (GPS) one step further by integrating the GPS‐based ground‐based augmentation system (GBAS) into the new optimized continuous decent arrival procedure, subsequently, allowing for the introduction of a geometrical vertical guidance, namely, the GBAS‐CDA, which will make the aircraft flying the descent profile predictable. With the increase in availability of GBAS aircraft equipage, specifically the GPS landing system (GLS), and the approaching amendment of the Appendix E of the Minimum Operational Performance Standards for GPS Local Area Augmentation System Airborne Equipment–RTCA DO‐253D, this idea of the integration of the GBAS on the arrival/descent segment as a viable solution may be finally coming within reach.

show abstract

Section: Literature Reviewmentioning

confidence: 99%

Section: Literature Reviewmentioning

confidence: 99%