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cooperative development for
Category II/III capability.
Standards are Maturing:
RTCA MOPS approved by SC-159
Draft ICAO SARPS developed –
validation is proceeding
Revised Total System Architecture
Multi-Mode Receiver (MMR)
enhancements
GPS antenna improvements
GBAS Software development to DO-
278 Level A
Improved ground station monitoring
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Near term objective: Pursue operational approval for Special Authorization
Category II with “Category I” certified GBAS with operational mitigations
GBAS Landing System Operational Trials
Boeing Participation
Bremen
Memphis
Newark
Guam
Sydney
Boeing supports our valued
customers as they seek to make
aviation history with initial
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implementation.
The “total system” must be in to begin GLS
Operations.
Regulatory Facility
Air Traffic Airline Airplane
p
Airport & Capability
g y
Capability
+ +
Capability
+
Capability Capability
+
Framework for implementation:
Develop the regulatory basis for GBAS & GLS
Approve GBAS Design
Install & Commission GBAS Facility
Equip Aircraft with GLS
Train Flight Crews
Approve Operations
Train ATC
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Introduce GLS Operations
GLS equipped aircraft are coming to China.
xie xie !
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Thank you very much!
Ground Base Augmentation System
Terminology
Ground Based Augmentation
System (GBAS) refers to the
ground elements of the
system.
GBAS Landing System (GLS)
refers to the airplane function
based on GBAS (Ground
Based Augmentation System)
service
GLS function intended to be
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ILS look-a-like
737NG GLS Flight Trials
Rio de Janeiro Brazil (2005)
Janeiro, Included 17 total approaches
with 11 auto-lands
1 planned low-altitude goaround
A Head-Up Display (HUD) AIII
landing
4 low-altitude approaches to
assess coverage over the
runways at nearby Santos
Dumont.
GLS performance SBGL SBRJ
during
nominal equatorial sunset
ionospheric conditions was
t bl f ti l
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acceptable for operational
use with significant margin.
RNP to GLS Transitions
FD
SPD LNAV VNAV PTH
GMWH / 220
RW22 8.4
LOC G/S
FMC
2200 1710
GLS Final
RNP RF leg GLS LAND 3 4000
SPD LOC G/S
GMWH / 220o
RW22 4.4
140 1200
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Qantas Airways - RNP to GLS Transitions
First RNP to GLS operation in
revenue service involving
737NG in May 2009
Extremely smooth transition
Radar & ADS-B data confirm track
conformance
Fuel saving of 140 kg (168 litres) per
flight over conventional radar
vectoring to ILS
Emission reduction of 440 kg CO2
Noise reductions
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737 Flight Deck
Master/Caution Mode Select Unit
Copyright © 2009 Boeing. All rights reserved. GLS ■ Page 19
1
附件二 休斯敦TRACON 的席位设置和管制员排班
一、 席位设置
4 个最后进近管制席位（IAH 南、中、北；HOU）：分别为IAH 机场的平行三跑道进近
和HOU 机场提供最后进近管制服务；
3 个监视席位（南、中、北）：三跑道独立平行进近模式下的最后进近监视席位；
3 个进场席位（东、西）；1 个进离场席位（南）；3 个离场席位（东、西、北）：提供IAH
和HOU 的进离场服务；
3 个通用航空机场管制席位（南、西、北）：提供通用航空机场的进离场管制服务。
休斯敦TRACON 席位设置平面图
二、 管制员排班
根据美国管制员工会的规定,每个管制员每周的工作时间不能超过40 小时。休斯敦
TRACON 共有65 名管制员,13 名主任管制员,繁忙时要开放17 个席位。为了控制成本,首先要
根据席位数量确定管制员的数量。他们的计算方法是每个席位需要1.7 CONTROLLER/PER
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