1. Performance-based Navigation Honeywell SmartPathTM
Ground Based Augmentation System (GBAS)
Pacific Aviation Directors Workshop
March 15, 2012
HUGHES/HONEYWELL PROPRIETARY INFORMATION

2. PBN – Performance Based Navigation
Join the Global PBN Movement
Integrated PBN Systems Solutions
PBN – Performance Based Navigation
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3. Performance Based Navigation
Performance Based Navigation uses the GPS satellites.
It sets performance standards or requirements for each phase of flight.
This is called REQUIRED NAVIGATION PERFORMANCE or RNP for short.
The approach RNP may be as low as .11 miles.
RNP navigation also requires on-board monitoring and crew alerting functions.

4. Required navigation performance (RNP) versus Actual Navigation Performance (ANP).
ANP (the actual navigational performance of the aircraft) works like this:
The aircraft must be within the containment area (2 X RNP) for % of the flight time.
The statistical chance of exiting containment without alerting the crew is 10 to the minus 4.

5. Performance-based Navigation
3D Trajectory Path
Enhance safety & improve fuel economy
Reduce environmental impact – noise & emissions
Improve efficiency and rate of arrivals & departures
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6. Performance-based Navigation RNAV RNP AR
Aircraft fly a specific path between 3-dimensionally defined points in space
Lateral ground track with Vertical path guidance
Navigational performance monitoring and alerting
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7. GPS Augmentation
Augmentation uses computers and known positions to give GPS navigation even more accuracy.
Augmentation can be a Ground Based Augmentation System or GBAS (also called LAAS or GLS).

8. Honeywell SmartPathTM GBAS “A New Era in Precision Navigation”
Qantas B on GLS approach at Sydney
Honeywell SmartPathTM GBAS
“A New Era in Precision Navigation”
HUGHES/HONEYWELL PROPRIETARY INFORMATION

9. GPS signal “augmented” for precision approaches
Ground Based Augmentation System
Honeywell SmartPath GBAS
GPS signal “augmented” for precision approaches
Position Accuracy:
< 3 meters
HUGHES/HONEYWELL PROPRIETARY INFORMATION

10. What is a Honeywell SmartPath GBAS?
Honeywell’s SmartPath is the first, and only, FAA-approved CAT-I GBAS
It will provide CAT I/II/III precision approach and landing capability
Air Traffic Control Status Unit (ATSU)
SLS Status Panel installed in Air Traffic Control Tower or other location
Laptop computer or hosted on existing workstation
Remote Satellite Measurement Unit (RSMU)
Differential GPS (DGPS) Control & VHF Data Broadcast (VDB) Cabinet
VHF Data Broadcast (VDB) Antenna
4 RSMUs per Installation
48 Channel GPS Receiver
GPS Receiver packaged in an environmentally protective enclosure
Multi-path Limiting Antenna
Requires site survey and placement against siting/installation criteria
19” Rack & Panel Cabinets
Differential Correction Processors
FAA-certified DO-278 Software
Robust Power Distribution & Local Status
Dual VHF Transmitter/Receiver
Maintenance Data Terminal (MDT)
Horizontally polarized antenna
Elliptically polarized antenna option
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11. Ground Based Augmentation System Honeywell SmartPath GBAS
Dual Processor Channels
Differential Corrections
Overall System Integrity
Approach Database
Redundant Channel
VHF Broadcast
Corrections, Integrity, Approaches
Horizontally Polarized, Omni-Directional
MHz
2 TDMA Time Slots (typ.)
2 Hz Corrections
Redundant Radio m m
200 m
MAX m m
1300m
MAX
Airport LAN
Maintenance Data Terminal
System Status, Mode, Control
System Alerts, Alarms
Approach Control
Reference Receivers
Multipath Limiting Antenna (MLA)
Narrow Correlator GPS Receiver
2 Hz Measurements
4 Receivers (incl one Redundant Receiver)
Air Traffic Status Unit
System Mode
System Availability
TDMA – Time Division Multiple Access
Hz – Hertz
LAN – Local Area Network (typ. Ethernet)
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12. Honeywell GBAS SmartPath System Definable Touchdown Point
GLS Capabilities
Definable Touchdown Point
Honeywell GBAS SmartPath System
Definable Touchdown Point
An ILS system provides a single defined vertical path that places the aircraft at the same point on the runway each landing. However, SmartPath GBAS approaches can provide variable geometric paths and multiple touchdown points to the same runway.
GLS Programmable Touchdown Point
GLS Programmable Touchdown Point
This allows an airport to perform routine maintenance on an runway without removing the approach system.
GLS Programmable Touchdown Point
ILS Touchdown Point
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13. Variable Geometric Path
GLS Capabilities
Variable Geometric Path
Honeywell GBAS SmartPath System
GLS Capabilities: Definable Glide Path Angle
An ILS system provides a single defined glide path forcing the aircraft to fly the same descent angle for every approach. An ILS cannot be reprogrammed to vary this glide path angle……GLS CAN! This allows an airport to provide varying angles to assist with wake turbulence separation for adjacent runways.
HUGHES/HONEYWELL PROPRIETARY INFORMATION

14. RNAV/RNP & GLS Complementary Systems
RNAV (RNP) & Honeywell GLS SmartPath System
Complementary Systems providing MAXIMUM Benefits
to States, Airports and Operators
RNP and GLS are not an either/or system. Instead a combination of these two technologies will provide systemic benefits that are unparalleled in aviation.
HUGHES/HONEYWELL PROPRIETARY INFORMATION

15. CAT III Curved Path Approach

16. Maximized Operational Benefits
Fusion – RNAV/RNP & GLS
Maximized Operational Benefits
RNAV/RNP for curved segments GLS for final approach segment
ILS: stabilized on the localizer at 10 NM or more
GLS: multiple final approach segments as close as 4NM
GLS minimums 200’ Cat I
Cat II/III
GLS is precision approach
RNAV/GLS fastest/easiest implementation
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17. Honeywell GBAS SmartPath System – An Integrated Solution
RNAV/RNP & GLS
Complementary Systems
Honeywell GBAS SmartPath System – An Integrated Solution
RNAV / RNP / GLS can provide repeatable curved paths to each runway end
RNAV / RNP / GLS can shorten flight tracks to each runway end
RNAV / RNP / GLS can provide new tracks to each runway
Fusion of GLS with an RF turn transitions can provide defined separation between aircraft traffic and restricted areas
RF Legs provide repeatable & predictable paths to each runway with GLS accuracy on the final segment
HUGHES/HONEYWELL PROPRIETARY INFORMATION

18. Continuous Descent Approach (CDA) or Optimized Profile Descent (OPD)

19. Approach Concepts Pacific Aviation Directors Workshop
Join the Global PBN Movement
Integrated PBN Systems Solutions
Approach Concepts
Pacific Aviation Directors Workshop
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20. Guam International Airport Current Operational Environment
Current Facility:
Runways:
6L/24R 10015’ (3053m) x 150’ (36m)
6R/24L 10014’ (3052m) x 150’ (46m)
(6L/24R 12000’ upon completion)
Approaches:
ILS (CAT I) Rwys 6L & 6R
RNAV GPS Y Rwys 6L,6R,24L,24R
RNAV RNP Z Rwys 6L,6R,24L,24R
VOR or TACAN Rwy 6L
NDB DME Rwy 24R
VOR-A
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21. RNAV RNP / GLS
Rwy 6L

22. GLS Rwy 6L short final

23. RNAV RNP / GLS
Rwy 24 R

24. Pohnpei International Airport
Current facility
Runways 9 & 27
6,001 ft. (,829m)
Navigation aids NDB DME
GPS approaches

25. Pohnpei International Airport

27. RNAV Visual Approaches
Can be Designed
RNAV Visual Approaches increase Safety during VFR
Weather

28. RNAV Visual Approach
Rwy 6L

29. Performance-based Navigation
Future Landscape
Performance-based Navigation
In the not too distant future, most terrestrial based navigation aids will be decommissioned.
RNP approaches will replace current terrestrial based non-precision approaches.
According to the FAA, WAAS LPV and GBAS will replace ILS as the precision approach system.
ADS-B will replace most terrestrial based radar systems.
Going forward: Civil Aviation Authorities, aircraft operators and airport managers will need to better understand the impact of the technological developments and the changing landscape.
HUGHES/HONEYWELL PROPRIETARY INFORMATION

30. GBAS final approaches available wherever your
Honeywell SmartPath GBAS
Value Summary
Increased airport efficiency:
Eliminates ILS critical zones
Enables flexible approaches; synergistic with RNAV/RNP
Offers precision approach where ILS cannot due to geography
Lower life-cycle cost:
One SmartPath GBAS serves all runways, initial acquisition cost is lower
Lower maintenance cost
Lower flight inspection cost
Growth to Cat II/III
Increases level of safety:
Precision lateral and vertical guidance
Signal stability (immune to signal bends inherent in ILS)
Reduced noise/ shorter routes:
GBAS final approach segment optimizes curved path approaches
Lower approach minimums
Auto-land capability
GBAS final approaches available wherever your
RNAV RNP approach ends
HUGHES/HONEYWELL PROPRIETARY INFORMATION

31. Honeywell SmartPath GBAS
Today and Tomorrow
SmartPath is the only certified GBAS System
Received FAA System Design Approval (Part 171) on 4 September 2009
CAT II Requirement Analysis
CAT II performance from existing system
Honeywell funded R&D
CAT III requirements development and validation underway
Minimal or no ground station hardware changes
Prototype Software available in 2011
Operationally available ~2014
FAA Cat III ground station contract to Honeywell in May 2010
FAA Cat III avionics contract to Honeywell in September 2010
HUGHES/HONEYWELL PROPRIETARY INFORMATION

32. Financing is available

33. SmartPath PBN Solutions...Let’s Get Started!