FAA Targets 2018 For GPS-Based Autoland Capability
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From: PA
FAA Targets 2018 For GPS-Based Autoland Capability
"The FAA says airlines may be able to begin using ground-based augmentation systems (GBAS) for satellite-based Category 3 instrument landings that culminate in a 50-ft. decision height or an automatic landing by 2018, offering a lower-cost alternative to legacy ground-based instrument landing systems (ILS)."
FAA Targets 2018 For GPS-Based Autoland Capability
FAA Targets 2018 For GPS-Based Autoland Capability
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From: Nowhere near Shinbone Waterhole
Same here Bloggs. When I first came across this 'legacy' nonsense I thought it was a reference to Legacy Airlines out of Indianapolis or Legacy Air out of Bangkok.
I've since worked out 'legacy' = 'real'.
I've since worked out 'legacy' = 'real'.
Joined: Mar 2001
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From: I wouldn't know.
We have done GBAS autoland trials a few years ago already. Very very smooth and reliable, til the end of the automatic rollout. And since there is no need for protected areas there is the possibility of increasing traffic flow in low vis conditions.
Would love to have it available if only the retrofit costs on airbii weren't that ridiculous.
Would love to have it available if only the retrofit costs on airbii weren't that ridiculous.
Joined: Aug 2013
Aviation Qualifications: Military (Retired)
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From: Washington.
Cat I GLS Autoland
Some recent Boeing and Airbus models are equipped with GLS systems qualified for Category I and autoland, as a first step toward Cat III and, for that matter, as an additional opportunity to regularly exercise the autoland functions.
Cat I GLS can be flown at EWR and IAH and perhaps some others by now, but not sure if autoland is available in every case. The key prerequisite is installation of a qualified ground station (GBAS) - GAST C for Cat I and GAST D for Cat III (not yet in service). A key difference is increased signal integrity.
Cat III operations, of course, require more than airborne and navaid systems, they also require an runway/airport infrastructure, especially lights and the low visibility surface movement plan with associated markings, lights, procedures, etc. Nevertheless, as previously mentioned in this thread, the GBAS GAST D would be less expensive than the Cat III ILS installation, plus usable for all qualified runways in the vicinity not just one as with ILS.
Cat I GLS can be flown at EWR and IAH and perhaps some others by now, but not sure if autoland is available in every case. The key prerequisite is installation of a qualified ground station (GBAS) - GAST C for Cat I and GAST D for Cat III (not yet in service). A key difference is increased signal integrity.
Cat III operations, of course, require more than airborne and navaid systems, they also require an runway/airport infrastructure, especially lights and the low visibility surface movement plan with associated markings, lights, procedures, etc. Nevertheless, as previously mentioned in this thread, the GBAS GAST D would be less expensive than the Cat III ILS installation, plus usable for all qualified runways in the vicinity not just one as with ILS.
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From: UK
Thread Starter
Joined: Aug 2013
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From: PA
WOW, back in 2015, the forward thinking FAA thought the airlines would be using GBAS CAT III autoland by 2018!!!!
oh wait, its 2019......
I found this rather humorous ICAO document on the subject. (humorous being the line item corrections and the year 2010)
https://www.icao.int/safety/airnavig...cat_ii_iii.pdf
oh wait, its 2019......
I found this rather humorous ICAO document on the subject. (humorous being the line item corrections and the year 2010)
https://www.icao.int/safety/airnavig...cat_ii_iii.pdf
Joined: Jul 2001
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From: Australia
WOW, back in 2015, the forward thinking FAA thought the airlines would be using GBAS CAT III autoland by 2018!!!!
oh wait, its 2019......
I found this rather humorous ICAO document on the subject. (humorous being the line item corrections and the year 2010)
https://www.icao.int/safety/airnavig...cat_ii_iii.pdf
oh wait, its 2019......
I found this rather humorous ICAO document on the subject. (humorous being the line item corrections and the year 2010)
https://www.icao.int/safety/airnavig...cat_ii_iii.pdf
Humour?? Lost on me, and if you are that the time lapse is "funny", this is little more than an illustration of how slowly bureaucracies grind away??
At least we are are now seeing the delayed GPSIII constellation going up.
Tootle pip!!
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Joined: Aug 2013
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From: PA
Probably should have stated sad instead of humorous...sarcastic humour? Put in context with CAT III autolands by 2018....
At least they moved the GBAS to MEL....who knows if it will be used...
At least they moved the GBAS to MEL....who knows if it will be used...
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From: Brisbane
I read somewhere a while ago that the FAA had lost interest in GLS until further notice, without a reason provided.
Essentially this meant that GLS installation in the US would only proceed with private funding.
CAT III GLS approval would presumably improve interest in the technology.
One would think that the absence of sensitive and critical areas would provide an economic benefit to CAT III GLS with improved runway utilisation in low visibility conditions.
Essentially this meant that GLS installation in the US would only proceed with private funding.
CAT III GLS approval would presumably improve interest in the technology.
One would think that the absence of sensitive and critical areas would provide an economic benefit to CAT III GLS with improved runway utilisation in low visibility conditions.
Joined: Jun 2006
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From: Brisbane
It’s at least pleasing to see that in Sydney and Melbourne (Aus) the GLS has recently become the “default” approach for aircraft so-equipped... If you want an ILS you have to ask for it, otherwise you will be cleared for a GLS (unless below CAT I of course).