01 March 2017 Rev 00

Ground Based
Augmentation System
(GBAS)
All Fleets

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Disclaimer

The information contained in this briefing is for training

purposes only.

If there is a conflict between the information contained

in this briefing and company documents, current
company documents take precedence.

Copyright © 2017,
Qatar Airways Flight Operations Training
All rights reserved.

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Applying EBT to GBAS

 The EBT structure works with nine different competencies.

 Some of these competencies will be targeted within the GBAS

procedure. This presentation will show you examples of each.

 The other competencies will also be covered, with a relevant

performance indicator and an example of how crew can be
competent.

 The following slides show detailed description of competencies

and their performance indicators, along with a GBAS example.

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Targeted Competencies in GBAS

Application of Procedures (APK)
Identifies and applies procedures in accordance with published operating instructions and
applicable regulations, using the appropriate knowledge.

 Follows SOP’s unless a higher degree of safety dictates otherwise.

 Identifies and applies all operating instructions in a timely manner.
 Correctly uses aircraft systems, controls and instruments.
 Safely manages the aircraft to achieve best value for the operation, including fuel, the
environment, passenger comfort and punctuality.
 Identifies the source of operating instructions.

Example: On the localizer intercept heading, crew verify that the deviation pointers are
displayed in the correct sense.

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Targeted Competencies in GBAS

Flight Path Management Automation (FPA)
Controls the aircraft flight path through automation, including appropriate use of flight
management system(s) and guidance.

 Controls the aircraft using automation with accuracy and smoothness as appropriate
to the situation.
 Detects deviations from the desired aircraft trajectory and takes appropriate action.
 Contains the aircraft within the normal flight envelope.
 Manages the flight path to achieve optimum operational performance.
 Maintains the desired flight path during flight using automation whilst managing other
tasks and distractions.
 Selects appropriate level and mode of automation in a timely manner considering
phase of flight and workload.
 Effectively monitors automation, including engagement and automatic mode
transitions.

Example: Crew fly the approach like an ILS using the APP mode.

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Targeted Competencies in GBAS

Knowledge (KNO)
Applies effective practical and applicable knowledge of the aircraft, environment, air traffic and
legislation in the interest of the safe effective operation of the aircraft.

 Demonstrates practical and applicable knowledge of limitations and systems and their
interaction.
 Demonstrates required knowledge of published operating instructions.
 Demonstrates knowledge of the physical environment, the air traffic environment
including routings, weather, airports and the operational infrastructure.
 Demonstrates appropriate knowledge of applicable legislation.
 Knows where to source required information.
 Demonstrates a positive interest in acquiring knowledge.
 Is able to apply knowledge effectively.

Example: GBAS will only provide appropriate guidance up to 23nm from the airfield.

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Competencies and Performance Indicators

 Communication (COM): Conveys messages and information clearly, accurately, timely
and adequately. Example: Crew make the correct standard callouts on the approach to
ensure a safe approach is made.
 Flight Path Management Manual Control (FPM) Effectively monitors flight guidance
systems including engagement and automatic mode transitions. Example: PF ensures
that the expected FMAs are displayed for the approach. If not, takes the appropriate
action.
 Leadership & Teamwork (LTW): Uses initiative, gives direction and takes responsibility
when required. Example: PM announces the correct callouts to any deviations below
1500ft AAL and the PF makes the appropriate corrections.
 Problem Solving & decision-making (PSD): Uses appropriate, agreed and timely
decision-making process. Example: Speed reduction and flap selection should be in line
with the approach briefing and complying with ATC.
 Situation Awareness (SAW): Is aware of the state of the aircraft and its system.
Example: Complying with ATC speed restrictions into airfields that require certain speeds
to be maintained.
 Workload Management (WLM): Plans, prepares, prioritizes and schedules tasks
effectively. Example: Crew makes a clear briefing highlighting that they are conducting a
GLS approach and which autopilot modes they will utilize.

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Objectives
 What is GBAS?  Airport charts
 How GBAS works  Aircraft documentation
 GBAS v SBAS  Common errors
 Advantages of GBAS  References
 Airport implementation

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What is GBAS?
GBAS - Ground Based Augmentation System
In the past, the FAA referred to GBAS as LAAS (Local Area Augmentation System).

GLS – GBAS Landing System

It is the official name for a GBAS
instrument approach procedure.
The term GLS appears on every GBAS
approach chart.

The goal of GBAS implementation is to

provide an alternative type of approach
to the conventional ILS. Also to support
the full range of approach and landing
operations.

It will do this by enhancing the existing

GNSS by providing position corrections
to aircraft in the vicinity of an airport in
order to improve the accuracy of, and
provide integrity for, the onboard GNSS
navigational position.

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What is GBAS?
GBAS augments the existing GNSS system by providing corrections to aircraft position in the
vicinity of an airport. This allows:
• Precision approaches to be flown down to CAT 1 minima,
• ILS ‘like’ system behaviour / interface.

The GBAS,
• Provides position differential corrections and integrity monitoring of Global Navigation
Satellite Systems (GNSS).
• Provides navigation and precision approach service in the vicinity of the host airport,
broadcasting its position differential correction message via a VHF radio data broadcast
from a ground based transmitter.
• System has an extremely high accuracy, availability and integrity necessary for Category I,
and in the future Category II and III approaches.

Currently at Qatar Airways, the A350 and B787 are the

only equipped. A retrofit on the other fleets is under
evaluation.

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How GBAS works

A GBAS ground facility has three or more GPS antennas, a central processing system and a
VHF Data Broadcast (VDB) transmitter, all locally situated on or near an airport.

The VDB transmissions are used to provide aircraft with GPS corrections, integrity parameters
and has the ability to provide this information to up 48 different approaches. Each of the
approaches will have its own dedicated channel.

The GBAS onboard equipment

consists of a GPS antenna, a VHF
antenna and associated processing
equipment. This equipment will use
the VDB corrections to more
accurately compute the GPS
position, velocity and time to guide
the aircraft safely to the runway.
This signal is then translated to the
pilots in an ILS type display.

GBAS has a range of

approximately 23NM radius.

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GBAS v SBAS
GBAS v SBAS
Satellite Based Augmentation System (SBAS), is a world wide coverage system in which the
aircraft receives augmentation information from a satellite based transmitter.
WAAS in the United States and EGNOS in Europe are examples of SBAS.

GBAS and SBAS differ in approach and infrastructure, resulting in different capabilities.

Note:
• The SBAS approach procedure
is and RNP approach operating
down to LPV minima.

• The only commercial airplane

equipped with this system is the
A350.

• Currently Qatar Airways does

NOT have the operational
approval to use it

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Advantages of GBAS
The operation of GBAS over other conventional approaches are many and are not limited to the
following:

Enables wake turbulence management

and closely spaced parallel operations. RNP to GLS procedures can save significant
track miles, saving fuel on approaches.

Removes ILS critical areas and

requires only one GBAS for all runways
at an airfield.
Allows precision approaches to be flown
where an ILS is not possible.
Steeper approaches reducing flyover
noise by 1 – 4 db. in noise sensitive
areas.
Much greater accuracy. Typically an
accuracy of less than 1 meter in both vertical
No false indications due to effects of and horizontal directions.
weather or ground based objects.

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Airport implementation
Currently the FAA and other Civil Aviation Authorities are in the process of validating proposed
ICAO GBAS standards to support CAT III approaches. GBAS is the only feasible satellite based
navigation capability for CAT II/III precision approach operations to permit low visibility
operations to touchdown and rollout.

Some airports around the world have already obtained operational approval for the use of GLS
approaches. These so far include:
 Zurich, Switzerland
 Malaga, Spain
 Bremen and Frankfurt, Germany
 Sydney, Australia
 Newark and Houston, USA
 15 locations in Russia

More airports worldwide are expected

to obtain the approval in the near future.

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Airport implementation

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Airport charts
EDDF 12-40 GLS Z Rwy 07L

Procedure Identification.
May also be written as
GBAS or LAAS, followed “GBAS Rwy XX”
by the channel number
and the GLS identification.

ILS ‘look like’ procedure

GLS DME values (if
published) always
indicate distance to the
threshold. Non-precision
approaches (i.e. LOC
G/S out) is NOT
available with GLS
approaches

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Aircraft documentation
Some further information on GBAS can be found in the following documents. However these
listed references are not the only source of information.

Boeing 787
FCOM - System Description, Automatic Flight (4.20)
Flight Instruments, Displays (10.10)
FCTM - Flight Path Vector (1.23)
ILS or GLS Approach (5.11 and A.2.5)
GLS Approach (5.29)
NOP - Landing Procedure ILS or GLS (21.52)
OMA - 8.1.3 / 8.3.0 / 8.4.6

A350
FCOM - Approach Modes and Landing Modes (DCS-22-FG-70-80)
Aircraft Systems (DSC-34-NAV-50)
FCTM - Standard Operating Procedures -
Approach (PR-NP-SOP-190)
NOR - Approach – Approach General
(NOR-SOP-180)
OMA - 8.1.3 / 8.3.0 / 8.4.6

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Common errors
 Application of Procedures: Crew arming APP mode before acquiring the
correct sensing.
 Communication: PM not following the correct callouts from NOPs in order to
assist the PF.
 Flight Path Management Automation: Crew electing to fly the approach using
LNAV VNAV instead of using the APP mode as in the style of an ILS.
 Flight Path Management Manual Control: Disconnecting the automation
before becoming visual.
 Knowledge: Crew trying to find an ILS frequency on the NAV RAD page.
 Leadership & Teamwork: Approach briefing not conducted using the C-Two
Plus guidelines leading to briefing topics been omitted.
 Problem Solving & decision making: Crew accepting a GLS approach from
ATC when weather is below applicable minima.
 Situation Awareness: Crew unaware of where to read the correct DME reading
is on flight deck displays.
 Workload Management: Crew accepting a short cut from ATC without having
the required track miles for the approach.

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References
References
 EBT Pilot Handbook
 FCOM
 FCTM
 OM Part A
 QRH

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To allow continuous development of this presentation

we encourage and appreciate your feedback.
Please title your email as
‘GBAS PRESENTATION.’

ebtfeedback@qatarairways.com.qa

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