The VLD aims at demonstrating a number of GBAS/SBAS-enabled advanced approach procedures developed and validated in wave 1 using: dual thresholds (DT), second runway aiming point (SRAP), increased glide slope (IGS), adaptive increased glide slope (A-IGS) and increased glide slope to a second runway aiming point (IGS-to-SRAP). The scope may include the demonstration of similar concepts (when possible) based on RNAV (Baro LNAV/VNAV) rather than GBAS/SBAS. The VLD shall consider different airport layouts, setting-up various airport platforms at the level of pre-operational or operational status to support the Proof of Concept. This topic may include activities aiming at completing TRL-6 maturity for the following aspects: the extended scope (beyond the outcome of SESAR 1) of GBAS GAST-D under candidate solution 79 ‘Dual Frequency / Multi Constellation DFMC GNSS/SBAS and GBAS’ and the mid-term alternative Position, Navigation and Timing (A-PNT) under candidate solution 81.
GBAS based procedures can help mitigating the negative effects of weather and especially low visibility conditions as key contributors to airport and network delays.
GBAS helps as well overcoming the limitations inherent to ILS operations, in particular the need to protect the ILS critical and sensitive areas, which results in restricted ground movements and extra spacing margins between aircraft in order to accommodate the longer runway occupancy times (ROT). Since GBAS has limited (GBAS Local Object Consideration Areas) or no protection areas, usually located outside aircraft movement areas, this allows for reducing the ROT in low visibility conditions, resulting in reduced spacing between arrival aircraft, although the amount of runway throughput that can be gained depends on wake turbulence separation and any other additional spacing needs due to the airport layout. GBAS supports CNS infrastructure rationalisation since, whilst ILS operations require one ground station per runway, one GBAS ground station only can be used for multiple runways operations.
This demonstration is expected to show benefits in the following areas:
- Airport and Airspace TMA Capacity - Increase runway and airspace throughput and resilience;
- Predictability - Increasing predictability and airport efficiency (e.g. of the landing rate, of Runway Occupancy Time, runway exit and departure rotation);
- Environmental Sustainability - Reducing fuel consumption and noise near the airports.