1. Michael Underwood Director, Business Development
SmartPath® SLS-4000
Ground Based Augmentation System (GBAS)
Michael Underwood Director, Business Development

2. ICAO GANIS Block 0 Upgrades
B0-65: OPTIMISATION OF
APPROACH 2 PROCEDURES I
NCLUDING VERTICAL GUIDANCE
First implementation of GNSS-based approaches.
PBN/GLS procedures enhance the reliability and predictability of approaches
Increasing safety, accessibility and efficiency.
Flexibility inherent in PBN approach design can be exploited to increase capacity.

3. Technology & Safety Across the Entire Ecosystem

4. SmartPath® and Ecosystem Overview

5. Ground Based Augmentation System (GBAS)
Why augment GPS for precision approach? 1.
How do we augment GPS for precision approach? 4. 5. 2. 2. 3. 2. 2.

6. SmartPath GBAS Unrestricted Operations
The first unrestricted GLS landing occurred at Bremen,
Germany 9 Feb 2012
Air Berlin flight AB6573 landed at 21:52 local time using Honeywell SmartPath system
The Second GBAS “Go Live” occurred on 28 Sept at Newark Liberty International Airport Newark NJ

7. What is a SmartPath® GBAS?
Honeywell’s SmartPath is the first, and only, FAA/Inter’l-approved CAT-I GBAS
It will provide CAT I/II/III precision approach and landing capability
Remote Satellite Measurement Unit (RSMU)
Differential GPS (DGPS) Control & VHF Data Broadcast (VDB) Cabinet
Air Traffic Control Status Unit (ATSU)
GPS Receiver packaged in an environmentally protective enclosure
Multi-path Limiting Antenna
Requires site survey and placement against sitting/installation criteria
Integrity Monitoring Algorithms
FAA-certified DO-278 Software
Maintenance Data Terminal (MDT)
SLS Status Panel installed in Air Traffic Control Tower or other location
VHF Data Broadcast (VDB) Antenna

8. SmartPath® GBAS Value Summary
Increased airport capacity: SmartPath unlocks capacity constraints
Offers precision approach where ILS cannot due to geography
Enables flexible approaches,(26), improved accuracy versus ILS
Airport benefits from increased revenue (landings fees, concessions, etc.) and cost avoidance (capacity increase w/o adding runways)
Lower life-cycle cost: SmartPath is more cost efficient than ILS
One SmartPath GBAS serves all runways, initial acquisition cost is lower
Lower maintenance cost
Lower flight inspection cost
Safety: SmartPath improves safety
Certification pedigree
Signal stability (immune to signal bends inherent in ILS)
Reduced noise/shorter routes: Variable glide slopes, RNAV/RNP to GLS finals
Airlines benefit: fuel and emission savings, increased schedule flexibility, avoid noise violations
Airports benefit: increased capacity and schedule flexibility, improved community relations

9. GBAS Benefits Increased Airport Capacity Lower Lifecycle Cost
Variable Glideslope & Displaced Threshold
Multiple Concurrent Operations
Increased Airport Capacity
Lower Lifecycle Cost
Decreased Noise
Increased Safety
“Clear Zone” Elimination

10. GBAS Source of Value – Multiple Customers
Alignment of all Stakeholders is key to SmartPath Sales

11. GBAS Guidance Implementation
737NG – GLS forward fit, retrofit
787 – GLS basic
747-8 – GLS basic
A-380 – GLS Option
A-320 – GLS option
A-340 – GLS option
A-330 – GLS option
A-350 – GLS Basic
Cockpit
Displays
GPS Antenna
MMR
Aircraft
Surfaces
Aircraft
Pilot Interface
Autopilot
GPS error corrections, integrity, AND path points
DATALINK – VHF Data Broadcast (VDB)
Antenna
Local Ground Facility
Differential Corrections,
Integrity Status and
Approach Coordinates
Data Broadcast Monitor
Another view of the entire differential GPS guidance system is shown in this Figure.
On the aircraft you have an interface to the GPS satellites. The GPS system in this diagrams contained in a Multi-Mode Receiver (MMR). The MMR includes an ILS, VHF Data Broadcast (VDB) and a GPS receiver.
The VDB receiver receives the differential GPS corrections in the same frequency band and through the same antenna that it receives the ILS signal. In addition to the VHF antenna the MMR interface is to a GPS antenna through which it receives the GPS signal-in-space.
The MMR interfaces to the aircraft auto pilot and display systems the same way as the previous generations of navigation equipment. (1) For approach, the GPS receiver inside the MMR interfaces to the aircraft avionics the same way as the ILS receiver (429 data format providing depth-of-modulation). (2) For terminal navigation the GPS receiver provides Position, Velocity and Time (PVT) outputs into the aircraft FMS and display systems.
The ground station receives the GPS signal from the satellites through three independent GPS receivers. The computer computes differential corrections in the integrity status and provides the approach path data. This information is coded and transmitted using the VHF format (defined in RTCA DO-246) from the ground station facility up to the MMR through the VHF antenna. The transmitted information is also transmitted back through a VHF monitor which receives the data broadcast information and confirmations the information was sent appropriately.
GPS
DGPS
Computes Differential
Corrections
Provides Integrity
Check
Provides Approach
Coordinates
Transmitter
Receiver
Encoder
Decoder
Broadcast Information
DGPS – Differential GPS
MMR – Multi-Mode Receiver (GPS, VDB, ILS, etc)
VDB – VHF Data Broadcast (Link to aircraft)

12. GLS Uses Existing Aircraft Architecture – Reduces Training Costs & Maximizes Operational Benefits
ILS look alike
Glideslope
Localizer
GLS – GPS Landing System
ILS – Instrument Landing System
HONEYWELL - CONFIDENTIAL

13. SmartPath® Certification

14. Certification Process
CAT-I Certification
Certification Process
System Design Approval (SDA) – Manufacturer
Ground station system design meets requirements
Developed to appropriate design assurance levels
Facility Approval – Owner/ANSP/Airport
Ground station installed
Flight test completed, approach flyability,
VDB coverage
VDB = VHF Data Broadcast (i.e. ground-to-airborne signal in space)
Maintenance technicians trained, certified
ANSP = Air Navigation Service Provider (e.g. FAA in the U.S.)
Service Approval – Operator/Airline
Aircraft equipped
Pilot, crews trained
Operational Approvals
First To Certify:
Bremen Germany; German Type Approval received 30 Nov
1st International Certification of SmartPath
Newark New Jersey: 28 Sept 2012
Houston Intercontinental;:April 2013
Sydney Australia Q2 2013
Malaga Spain Q3 2013
Brazil Q4 2013
SmartPath: World’s First, FAA-Approved and Int’l CAT-I GBAS

15. Customer Testimonial – DFS, Germany

16. Piecing It All Together Taking Concept to Realitys
Taking Concept to Reality

17. Putting it All Together: Honeywell Hughes Integrated PBN Solutions
Flt Ops Efficiency
Airspace Design & Procedure Development
PBN Roadmap
New!
ICAO Approved Third Party Procedure Design
Operational Approvals
Aircraft Equipage
Air Traffic Management

18. RPAT: 2.5 Degree on 30L with 3.2 on North. FAFs displaced 3.8nm
Single RPAT Concept
RPAT: 2.5 Degree on 30L with 3.2 on North. FAFs displaced 3.8nm
Both turns are 2.0nm radii
Both FAFs are 3.99nm apart
The north runway assumes current ILS operations of 3 degrees
HONEYWELL - CONFIDENTIAL

19. Dual RPAT Concept 1,583’ HUGHES PROPRIETARY 905’
Dual RPAT: 2.5 on South, and 3.2 on North. FAFs laterally offset and 6.4nm apart. Note the altitude differences on the waypoints below based on the associated GPS
HUGHES PROPRIETARY
905’
HONEYWELL - CONFIDENTIAL

20. SmartPath® Delay Savings
Off-Load (6) Aircraft to Secondary Runway/Hr
55 minutes Delay vs. 315 minutes Delay
Arrivals – compacted demand (even small queues) generate significant cumulative delays and increased operating costs for arriving aircraft – $65 per min
A single runway, AAR of 30, demand of 30, will generate 200 – 400 delay minutes per hour ($26K ops cost) -- US also considers Passenger Value of Time (PVT) $35 p/hr per passenger for investment decisions
PVT is equal to or greater than ops cost
Moving a small number of aircraft out of the queue to an offload runway reduces delay significantly
Spreadsheet represents a typical demand period of 31 arrivals in 50 min. AAR is 30 for RWY 30L. Example shows the delay for each aircraft and the cumulative delay for the period, which is in excess of 5 hrs. Delay is pushed into the next period. By offloading only 6 aircraft, the delay is reduced by 80%, with a cumulative savings of 265 min for the 31 aircraft. Ops cost savings is 17K. PVT is 19K. Total delay savings of 36K for offloading 6 aircraft.
HONEYWELL - CONFIDENTIAL

21. Summary / Discussion

22. Summary/Discussion The GBAS Era is here Recognized Value Proposition
A single SmartPath at an airport
Provides precision approach to all runway ends
Enables numerous additional air operations
Provides precision approach where an ILS cannot
SmartPath received FAA approval; Growth to Cat II/III
Airborne equipage increasing
Global GBAS/GLS realization is accelerating- now is the time to incorporate GBAS into your plans
Honeywell can provide a total Performance Based Navigation solution providing value to ANSPs, airlines, and the flying public