LDA w/Glideslope

[avbug]

I also find that GPS is a Global Navigation Satellite System Landing System. Redundency aside, what defines this? It appears to have something to do with WAAS and LAAS. Do any exist in the US/in the World?

GPS or RNAV with vertical guidance? You bet. Domestically in the US and abroad, in fact.

 

[jak378]

Avbug-

I am familiear with GPS/RNAV with vertical guidance, in fact it is the only game in town at my local airport. What I am curious about is something the AIM refers to as GLS, which they define as Global Navigation Satellite System Landing System. I have not seen such an approach anywhere, but there appears to be some sort of experimental system in place in Memphis. Is this associated specifically with LAAS?

I am sorry that I misled you. Apparently I mistyped in the second paragraph of my original post. I typed GPS, when I meant to type GLS in the second sentence of the second paragraph.

 

[TxPilot0878]

I don't remember the parameters but for a LDA to HAVE A GS...it has to be within a certain % of degrees offset of the runway or it makes it a non precision no GS approach. Amarillo has one due to Pantex off the End of 22....LDA w/ a GS...mins are close to precision approaches if I remember correctly!


Although the LPV's now are getting down and dirty!

 

[avbug]

I have not seen such an approach anywhere, but there appears to be some sort of experimental system in place in Memphis. Is this associated specifically with LAAS?

Hot off the FAA press (bearing in mind that the FAA press can be stone cold):

For Immediate Release
September 21, 2009
Contact: Tammy L. Jones
Phone: (202) 267-3883
FAA Approves 1st U.S. Ground Based Augmentation System
WASHINGTON, D.C. — The Federal Aviation Administration (FAA) announced the approval of Honeywell’s Smartpath Precision Landing System, clearing the way for increased safety and efficiency at airports by providing precise navigation service based on the global positioning system (GPS). The first U.S.-approved system is located in Memphis, TN and will become operational early next year.

“The approval of Honeywell’s system marks the successful completion of a partnership between the FAA and Airservices Australia to build and certify a ground based augmentation system (GBAS),” said FAA Administrator Randy Babbitt. “We expect GBAS to become an asset to airports around the world.” Airservices Australia is expected to approve their system soon at Sydney Airport, Australia.

GBAS augments the GPS to provide precision approach guidance to all qualifying runways at an airport. It monitors the GPS signals to detect errors and augment accuracy by transmitting correction messages to aircraft via local radio broadcast. GBAS will initially supplement the legacy Instrument Landing Systems currently used at airports.

The FAA’s NextGen Implementation Plan identifies GBAS as an enabler for descent and approach operations to increase capacity at crowded airports. The Honeywell system is approved for precision approach operations down to 200 feet above the surface. GBAS will be improved over the next few years to guide an aircraft down to the runway surface to support zero-visibility operations and provide precise positioning service to enable performance-based navigation, area navigation (RNAV) and required navigation performance (RNP) operations.

RNAV enables aircraft to fly on any desired flight path within the coverage of ground or spaced-based navigation aids, within the limits of the capability of the self-contained systems, or a combination of both capabilities. As such, RNAV aircraft have better access and flexibility for point-to-point operations. RNP is RNAV with the addition of an onboard performance monitoring and alerting capability.

 

[jak378]

Much about the FAA can be stone cold, but that is an extremely interesting article. Of course we now have more acronyms to learn GBAS, etc. Some of this stuff is truly amazing, and I say that as one who remembers A quadrants and N quadrants.

Avbug, you are a fountain of good, correct information.

 

[avbug]

I say that as one who remembers A quadrants and N quadrants.

I learned AN ranges and celestial nav before I learned VOR's; I know exactly what you mean. Mind bogglin that a student has more capability in a little handheld today, so long as it's working, than a cockpit full of gear just a few years back. Very spooky for those who never learned anything else, when the power goes out...

 

[Metro752]

GBAS looks pretty good.

 

[jak378]

I learned AN ranges and celestial nav before I learned VOR's; I know exactly what you mean. ...

I really caught of the Low Frequency Range. It was really a simple, easy to use system. Interestingly enough, with a 30 dollar low freq receiver in the airplane you could navigate back to Midway Airport in Chicago from 3 or 4 hundred miles away. Of course yours hearing might be impaired by the time you got there.

 

[avbug]

And pilots whine about tuning in and listening to an NDB through an approach.

 

[JAFI]

Not always the case.... I gave a type ride to an applicant who did not whine about having to hear the identifier during an NDB approach. He tuned the ADF to the correct freq and shot the approach using the VOR as he told me - a "back up". The ADF needle was at the three o’clock position during the entire approach. I never heard the identifier but he found the airport and landed. I reached over and turned ON the ADF and the Identifier was loud and clear. The needle even pointed at the station. He did go home with a pink slip and his Instructor was "counseled".

I know this is not the theme of the thread but the coffee just kicked in and I remembered the experience.