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

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.

Technology & Safety Across the Entire Ecosystem

SmartPath® and Ecosystem Overview

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.

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  

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

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

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

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

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)

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

SmartPath® Certification

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

Customer Testimonial – DFS, Germany

Piecing It All Together Taking Concept to Reality s Taking Concept to Reality

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

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

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

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

Summary / Discussion

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