665
1 INTRODUCTION
Withongoingincreasingofairtrafficvolume,aviation
authorities faces the facts, that conventional
navigationsystems,whichhavebeenformanyyears
sufficientforstandardtraffic,willnotanymorefulfill
needs of cost – effective, fast and efficient air traffic
management. The solution was design of new
progressiveconcepts of navigation based onsatellite
navigation – GNSS (Global Navigation Satellite
Systems) or combination with conventional systems.
Need of rationalisation has its origin in increased
inefficient flights, number of delays, flight
cancellations, costly systems and ineffective traffic
managementingeneralasmajorpriorityforaviation
sector will be
always ensuring safety. International
Air Transport Association recognizes partnership
amongindustryand government asthekeypart for
ensuringsafetyinaviationsector[1,2].
Lack of capacity with increasing volume of air
traffic caused significant delays in the number of
flights,incombinationwithfragmentationofairspace
isconsideredto
beoneofthebiggestchallengesinair
trafficmanagementnowadays.In2018wasrecorded
disproportionate increase in delays compared to the
increaseinthevolumeof air traffictransport. While
thenumberofflightsincreasedbyonly14%,delays
increasedupto273%[3].
Attemptingtofind
solutionhas ledorganizations
and providers to design new concepts of technical
areaandtoconsiderdevelopmentofentireairtraffic
management system. European Union is trying to
maintainleaderspositionintheinternationalaviation
fieldbyincreasingefficiencyofairspaceusagewhich
leadsto,exceptanotherbenefits,decreasingofcarbon
dioxide emissions, which more than doubled in
comparisonwithlasttwodecades.Theassumptionis,
that without proper measures can CO2 emissions
The Navigation Infrastructure of Airports and New
Trends in ATM
M.Džunda,N.Gédrová&L.Melníková
TechnicalUniversityofKošice,Košice,Slovakia
ABSTRACT:Aimofpublicationistointroducereaderwithgeneralneedandcurrentsituationofdevelopment
ofairtrafficmanagementsystemsandevaluation of actualoperatingnetworkofaviationelectronicsupport
systems.Thethemeofthecontributionisactualbecausethereiscurrentlyanincrease
inthevolumeoftheair
traffic,whichplacesincreaseddemandsonthesafetylevelofairtransport.Attemptingtofindnewanswers
relatedtoinsufficientnavigationsystemshasledaviationauthoritiestodevelopprogressivesystemsbasedon
cooperationwithsatellitenavigationsystems.Solutionforcapacitylimitedairportsisdevelopment
ofsystem
GBAS–GroundBasedAugmentationSystem.Themainpurposeofpublicationistopresentdraftsofpossible
rationalizationofnavigationinfrastructureofM.R.Stefanikairport.Theefforttousethemaximumpotentialof
airspace consisted in the search for new concepts and trends in air traffic management based on
the
developmentofthetechnicalpillarandnewwaysofmanagingtheentireATMsystem.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 17
Number 3
September 2023
DOI:10.12716/1001.17.03.18
666
increase up to 300% till 2050. Development of
technical pillar represents gradual elimination of
operational and non cost‐effective navigation aids.
The main purpose of development is to reach full
potentialofairspace,whichisrelatedtoestablishment
of European and American collaborative programs
SESAR (Single European Sky ATM Research)
and
NEXTGEN (Next Generation program), which were
precededbytheconceptCNS/ATM(Communication,
Navigation and Surveillance / Air Traffic
Management) and establishment of the FANS
committee (Future Air Navigation Systems
committee) at the initiativeof the International Civil
AviationOrganization(ICAO)in1983[1,2,4].
Both programs are based on principals
of global
cooperation and harmonization and represents key
milestone in the field of air traffic management
developing. Thanks to its extensive research
expertises in Air Traffic Management field,
EurocontrolthroughSESARparticipatesin50projects
oftotalnumber63,fallingunderprogramSESAR1,as
ATM (Air Traffic Management) master plan,
future
AirTrafficControlsystemsdevelopment,buildingthe
futureATMarchitectureandnetwork[5].
InordertooptimisetheperformanceofEuropean
navigationnetwork,theEuropeancommissionsetup
in 2011 ATM network manager to optimise the
airspace use in Single European sky. In addition to
binding legal acts, the
Network Manager develops
tools for their implementation and shall meet the
strategic objectives defined in the Network Strategic
Plan. The main technical and operational
developments are the strategic network projects
covering the following areas: Air Traffic Flow
Management, information systems, safety, airspace
capacity, airspace, airports and CNS optimalisation
[5].
Cooperationwith
awiderangeofpartnerssuchas
ATMproviders,producers,authorities,iscentralised
bytheNetworkmanagerDirectorate.TheDirectorate
providesspecificresourcestoensurethatsystemsand
sub‐systems cooperate in a harmonised manner.
Usingindependentexpertise,thedirectorateseeksto
capture European ATM requirements and transform
them into
the development of Communication,
NavigationandSurveillancetechnologies[5]
2 CONCEPTCSN/ATM
As we have alreadystated, the situation overall but
mainlyinthepost‐warperiodinthemanagementof
air traffic flow required searching for the optimal
solutions.Withtheintentionofrevitalizingtheaging
infrastructure, which
was not able to effectively
handleincreasingoverloadofairtrafficmanagement,
the FANS committee was created to identify new
systems and technologies for future direction of
communication and surveillance. The main purpose
of committee was studying of economics, technical,
operational and institutional questions, including
costs effects, advantages related to
potential future
systemsandconceptsincludingsatellitetechnologies
[1,2].
Four years after initiation of the committee was
draft of future systems submitted to the ICAO
Council – ICAO Doc 9524, known as FANS/4
REPORT. The committee considered the application
of satellite technologies to be the only prospective
solution that would help
international civil aviation
overcomeweaknessesofactualsystems.ConceptCNS
represented technological pillar of the draft which
described gradual transition from actual
infrastructure to advanced systems in mutual
interactionwiththedevelopmentoftheATMconcept
[1,2].
Navigationapplicationsgenerallyaimtotheuseof
GNSS systems and the availability
of RNAV (Area
Navigation) systems on all aircraft types in
accordance with the PBN (Performance Based
Navigation)manual.Fortheprecisionapproachand
landing phase, which has been associated with
conventional Instrumental Landing System ILS and
MicrowaveLandingSystemMLSsofar,theaimisto
use SBAS (Satellite‐based Augmentation
Systems)
satellitetechnologiesandthesystemsGBAS(Ground
based Augmentation Systems) and GLS (GBAS
LandingSystem)[5].
First real approach to future navigation systems
using GBAS technology took place at Frankfurt
AirportinGermanyusinganAirbusA319andBoeing
747–8inSeptember2014aspartofnoise
protection
programme. DFS‐Deutsche Flugsicherung GmbH,
Air Navigation Service Provider in Germany, in
cooperation with Frankfurt Airport, Lufthansa,
BARIG(BoardofAirlineRepresentativesinGermany)
and other representatives, applied numbers of noise
abatement measures of which one represents
increasingofILSglideslopeoperationsof3.2degrees
at Frankfurt´s Runway Northwest
(25R/07L),
inauguratedforbi‐directionallandingsin2011°[6,7].
Increased glide slope allowed aircrafts to fly in
higher altitudes before reaching landing threshold.
Thismeasurehasresultedinnoisereductionbetween
0.5to1.5db(A),dependingonaircrafttype.Technical
prerequisites were met by installing two additional
independent ILS
systems for each direction making
the runway one equipped with four ILS systems.
TryingtofindcheapersolutionswasDFScontracted
by FrankfurtAirport to purchase and operate GBAS
CAT 1 station, Honeywell SLS 4000 product, which
transmitsfiveapproachproceduresGLSCATI,with
glideslopeof3,0°[7,8].
On
3 September 2014, was made first GBAS
landing, operated by Lufthansa Boeing 747‐8, which
made Frankfurt Airport world´s first hub airport,
enablinggroundbasedaugmentationsystem(GBAS)
landingsundergoodvisibility,meansbyCATI.CEO
of the air navigation service provider DFS, Klaus –
Dieter Scheurle, sees system
GBAS as future
replacementforILSintoFrankfurtandotherairports
inGermany,ashestatedforAvionicsInternational.In
the period of September 2014 to February 2015
Frankfurt airport handled more than 200 GBAS
approaches operated by previously mentioned
Lufthansa Boeing 747‐8, but also A380 superjumbos
by Emirates as
well as e Boeing 737‐700/‐ 800 from
SunExpress,AirBerlinandTUIfly[6,8].
In 2022 was reached next step of GBAS
developmentatFrankfurtairportundercollaboration
667
withLufthansaandAirbusaspartofSESARproject
named Demonstration of Runway Enhanced
Approaches Made with Satellite Navigation –
DREAMS.DFSupgradedGBASstationforcategoryII
landings,makingairportthefirstoneintheworldto
support GBAS CAT II operations. Deployed system
supportsupto48approach
combinationsforvarious
runways. Upgrade allowed to publish GLS CAT II
operationswith3°and3.2°glideslope[7,9].
RegardingOlafWeber(GBASproductmanagerfor
DFS), was the major challenge to reduce GBAS
sensitivity to decorrelation due to ionosphere delay
variations between ground stations and aircraft.
Therefore, DFS integrated SBAS
receiver to ground
station which allows usage of navigational service
EGNOS for assuring continuity requirements
Frankfurt Airport’s GBAS system development is
being managed in several steps: approaches with a
glide slope of 3.0 degrees, increased 3.2° approach
proceduresfor airport´s centreandsouthernparallel
runways, implementing the ICAO regulations for
independent
GLS/ GLS and ILS/ GLS approaches
[7,8].
While many civil aviation regulatory authorities
and organizations as ICAO, FAA (Federal Aviation
Administration) noted benefits of GBAS usage,
systemisstillrarelyusedandinvolvedinnavigation
infrastructureatairportsglobally[7].
InordertoflyGBASprocedures,anaircrafthasto
beequippedwithMulti‐ModeReceiver(MMR)which
most of new in production aircrafts feature – but
number of properly equipped aircrafts at Frankfurt
Airport is relatively low, about rate of 10 percent.
Multi‐Mode Receiver comprises several receivers in
the one device (ILS,VOR,GNSS), what is significant
for weight and space
saving in the aircraft. The
biggest aircraft manufacturers have implemented
GBAS landing device in several aircrafts as A380,
A350 and A320 by manufacturer Airbus and B737‐
NG,B747‐8andB787bymanufacturerBoeing[10].
3 NAVIGATIONINFRASTRUCTUREOFM.R.
STEFANIKAIRPORT
As stated, GNSS systems are predetermined to
become
primary positioning systems by 2030 with
optimizingandreducingconventionalinfrastructure.
Conventional landing system ILS has been
generallyproventobefunctionalandreliablebutits
financial inefficiency and operational limitations
predetermine its replacement by GBAS (Ground
Based Augmentation System) system based on
satellitenavigation.FunctionalityofILSsystemcanbe
in some cases affected by topography, operation of
another vehicles and aircrafts or appearance of
barriersonthesurroundingarea.Forthisreasonwas
definedsensitivearea–rectangularspacelocated150
m along parallel lines on both sides of runway
centerline. Area is situated between localizer and
runwaythreshold
fromrunwaydirection[11,12].
For GBAS system, which operates using data
packet transmission, sensitive area is not defined.
GBAS system´s increased accuracy has its origin in
applyingdifferentialcorrections.
System GBAS consists of 4 to 6 reference GNSS
signal receivers, ground unit which is able to cover
morerunwaysbyone
singlegroundfacilityatonce,
whatallowspossible operation of precision category
CAT II/III on both runways. This fact allows
increasingofrunwayscapacitiesinformofextended
approach directions, touchdown points, different
angles, but it also means distribution of the weight
among two runways which lead to reducing of
maintenancecost[11].
M.R. Stefanik Airport navigation infrastructure
containstwoperpendicularrunways.Mainrunway–
runway13–31(withdimensions3190mx45m)with
precision approach CAT IIIA (with decision altitude
lessthan30mandvisibilityforminimum200m)and
runway04–22ofprecisioncategoryof
theapproach
CAT I (with decision altitude for min 200 ft and
visibilityforminimum500m)withdimensions2900
mx60m[12].
Current precision approaches of M.R. Stefanik
Airport:
RWY 22: NDB – DME, ILS CAT I, LOC, RNAV
(GNSS).
RWY31:NDB–DME,ILSCAT
I,ILSCATII/IIIA,
LOC,RNAVGNSS[12].
CurrentnavigationinfrastructureofM.R.Stefanik
Airport:
ILSCATI–LOC22(OKR),ILS–GP22;ILSCATIIIA
–LOC31(OB),ILS–GP31,
NDB(OB),NDB(OKR),DME(OB),DME(OKR),
VOR/DME
(JAN),
L(B),OM,MM[12].
Figure1 Navigation infrastructure ofairportM.R. Stefanik
Airport[12]
Application of the system GBAS means
advantages in form of elimination of delays,
eliminationof flightcancellationscausedbyweather
conditions, steeper and shorter approaches, more
efficient approaches, reduced operational costs,
reduced maintenance volume and related costs and
lastbutnotleastreducedenvironmental impactdue
to noise reduction and lower
CO2 production. In
addition, GBAS system does not require recurring
flightvalidationliketheILSsystemwhatisreducing
maintenance costs; onlyone GBAS groundstationis
668
needed to service all runways ends with reducing
acquisitioncosts[13].
Insummary,groundbasedaugmentationsystems
bringsbenefitsforeachsectorintheformof:
Airlinesbenefits:noiseabatementupto3.2degree
glideslopewhichcanreducenoiseby3‐5dB,flexible
flightpath,fuelsavings,reduced
emissions,improved
safetybygreaterprecisionguidance[13].
Airport benefits: improved capacity, flexibility in
ground station location, reduced maintenance and
acquisitioncosts[13].
Airnavigationserviceprovidersbenefits:reduced
traffic delays, more accurate approaches, reduced
capitalinvestments,easierflightinspection,operation
duringroutineinspections[13].
3.1 Navigationinfrastructurerationalization
In
the idea of rationalization we used financial data
from cost benefit analysis from Implementation of
GBAS system at Prague´s Vaclav Havel airport. As
analysiscomesfromtheyear2013, we took into the
accountrateofinflationinSlovakiasincethisperiod,
whichrepresentsapproximately25%[14].Wecansee
inthefollowinggraphinflationdevelopmentsincethe
2010.Allfinancialdatahasapproximatecharacterand
areexpectedtobesimilarforEuropeanmarket.
Figure2.InflationdevelopmentinSlovakRepublic[14]
DME / ILS CAT I system´s estimated costs
including construction, calibration and installation
represents amount of 920 000 €. Assumed costs of
construction DME / ILS CATII/III system represents
amount of 1 000 000€ as shown in the table 3. We
assume that navigation infrastructure similar to
infrastructure of M.R. Stefanik
Airport represents
amount of 1 920 000€. Estimated overall operational
costs in which are included equipment test,
maintenance costs and spareparts, as we can see in
thetab.1,represents230000€early[15].
Table1.Summaryofoperationalcosts[15]
________________________________________________
Operationalcosts Price(€)
________________________________________________
GBASCATI53750
GBASCATII 53750
ILSCATI98750
ILSCATII/III131250
________________________________________________
Assuming future navigation infrastructure is
necessaryconsidervulnerability of GNSS systems in
terms of ionospheric interference, intentional or
unintentionalinterferences,constellationsanddesign
operationalnetworkwithrespectstoreversemodein
caseof satellite outage. We consideredtwoconcepts
of rationalization, considering replacement of both
system separately with reverse mode in
form of
conventionalILSsystem.
3.1.1 ReplacementofconventionalILSCATI
systembyGBASCATI
Inthefirstscenario,weconsideredreplacementof
thesystemILSCATIbytheGBASCATIsystemon
therunway04–22andremainingoftheconventional
ILSCATII/IIIA
systemontherunway13‐31.Setup
costs needed for GBAS CAT I, means 867 500€, as
shown in the table 2, are in the comparison with
conventionalILSCATIrepresentedby920000€[15]
lower,representsdifferenceof52500€.
Likewise,asshowninthetable1,operational
costs
ofGBASsystemarecomparativelylower,represented
by difference of 45 000€. In case of satellite outage
would be available ILS CAT II/III system on the
runway13–31[15].
3.1.2 ReplacementofconventionalILSCAT
II/IIIAsystembyGBASCATII/III
In the second scenario, we worked
with
applicationofsystemGBASCATII/IIIontherunway
13–31andleavingreversesystemILSCATIonthe
runway04–22.Inthecomparison,as shown in the
table 3, set up costs of GBAS infrastructure are
significantly higher than conventional ones,
represents difference 492 500€.
On the contrary,
operationalcostsofconventionalILSCATII/IIIAare
higher, by amount 77 500€ [15]. In supposed GBAS
CAT II/III installation would be price difference
overcomeinapproximately6years,aswecanseeon
thetimelineinthepicture2.
Figure3.Overcomeofpricedifference
Extendedlandingoptionscouldsolveproblemsof
many airports which are affected by capacity
limitations, environmental constraints or limited
options of extending their operational infrastructure
causedbygeographicalconstraints.Negativeimpacts
canbepartiallyreduced.
Table2.SetupcostsofGBASinfrastructure[15]
________________________________________________
GBASINFRASTRUCTUREPRICE(€)
________________________________________________
GBASCATI625000
INSTALLATION150000
CIVILWORKS55000
CERTIFICATION37500
________________________________________________
TOTAL867500
________________________________________________
GBASCATII&III1250000
INSTALLATION150000
CIVILWORKS55000
CERTIFICATION37500
________________________________________________
TOTAL1492500
________________________________________________
669
Table3SetupcostsofILSinfrastructure[15]
________________________________________________
ILSINFRASTRUCTUREPRICE(€)
________________________________________________
DME,ILSCATI420000
INSTALLATION218750
CIVILWORKS243750
CALIBRATION37500
________________________________________________
TOTAL920000
________________________________________________
DMEILSCATII/III500000
INSTALLATION218750
CICILWORKS243750
CALIBRATION37500
________________________________________________
TOTAL1000000
________________________________________________
It is necessary just to point up to satellite
navigation back up while possible satellite outage.
One of the possible alternatives can be relative
navigation system which determines position of the
objectbydatareceivedfromotherusers[16].
4 NEWTRENDSINATM
In2011,aMemorandumofcooperationin
thefieldof
researchand development in civil aviation area was
signed between the USA and the European Union.
Thememorandumdefinedtheneedtoharmonizethe
NexGenandSESARprogramswiththeaimofglobal
cooperation and interoperability, smooth operations
and safe procedures. The cooperation gained
significant importance in
2014, when it was
summarized in five cross‐cutting activities that
intersectallareasofharmonization.Programsaimto
increasethesafety,capacity,efficiency,predictability,
andresiliencyofaviation[17,18].
Main elements of the Nextgen and SESAR
conceptsaredescribedbelow.
4.1 PBNnavigation
PBN navigation is an advanced form of
satellite
navigation creating shorter and more efficient GPS
routes compared to standard ones created with
conventional radars. The base of Performance Based
Navigation is area navigation or RNAV. RNAV is a
method of navigation which permits aircraft
operationonrequiredflight path withincoverage of
stationreferencednavigationaidsor
withinthelimits
of the capability of selfcontained aids, or a
combination of them. PBN offers significant
advantages in form of reduced infrastructure,
improved operational efficiency, increased airspace
capacity,reducesenvironmentalimpact[17].
4.2 AutomaticDependentSurveillanceBroadcast–ADS
–B
ADS – B is the next generation surveillance
technology
developed as a replacement for
conventional systems and transition to satellite
tracking. ADS‐B technology is providing real‐time
precision,sharedsituationalawarenessandadvanced
applicationsforairtrafficcontrollersandpilots.Initial
information is broadcast by satellites system to the
aircraft, subsequently are distributed by ADS – B
system
to ground stations and to other aircrafts
togetherwithadditionalinformationabouttheflight.
ADS – B provides benefits in terms of improved
safety, reduced cost of surveillance infrastructure,
increased capacity due to lower separations,
surveillanceon the spaceswhere conventional radar
hasnorange,timereservesandinformationincases
ofemergency[17,18].
4.3 CPDLCDCL–DepartureClearance
CPDLCDCLisanelementofthedatacommsystems
and represents the transition from voice to digital
communication between air traffic controllers and
pilots. New access to information in the form of
digitaltextconfirmations,instructionsandprocedures
canshorten
thedeparturetime, ensureaccuracyand
eliminate any misunderstandings and language
barriers between ATC and pilots. Unlike classic
procedures that require multiple voice
communication and can take several minutes
depending on the quality of the connection and
communication,CPDLCinstructionsaredisplayedon
theFMSscreenandtheentireprocessis
shortenedto
afewseconds[18].
4.4 LPV‐200(LocalizerPerformancewithVertical
guidance)
Isinstrumentapproachbasedonanavigationsystem
that is not required to meet the precision approach
standards defined by ICAO Annex 10 but which
provides both course and glidepath deviation
information. Approaches for LPV minima
have
characteristicsverysimilartoanInstrumentLanding
System(ILS)characteristics.Themaindifferenceisthe
source of the guidance signals. Whilst an ILS is
ground‐based approach, necessitating associated
transmittersandantennasforeachrunway,sourcefor
RNAV LPV guidance is Global Navigation Satellite
System(GNSS)whichcanbeused
tosimultaneously
providing guidance to number of aircraft realising
concurrent approaches at multiple locations. LPV
minimamayhavedecisionaltitudeaslowas200feet
heightabovetouchdownzoneelevationwithrelated
visibility minimums as low as 1/2 mile, when the
terrain or airport infrastructure supports the lowest
minima.Advantage
oftheLPVisaccuracyguidance
andincreasedintegrityduetoGNSSsignal[19].
4.5 GBASsystem
As stated previously, GBAS system – Global
Navigation Satellite System dependent system is
considered as alternative to ILS – Instrumental
landing system, uses single ground station for
transmission corrected GNSS system data to
appropriately
equippedaircrafttoallowingprecision
approachwithgreaterflexibility.
From pilot point of the view, GBAS avionics is
involved in the MMR – Multi‐Mode Receiver, the
same as for ILS, so there is no needed additional
training. The only difference is five digit Channel
Number in case of GLS
approach, rather than ILS
radio frequency. Number of approaches
670
simultaneously carried out by current generation
GBAS stations and VHF frequency broadcast – VDB
takes from 26 to 48 approaches. Each approach is
related to unique channel identifier. In case of two
closeairportsthere is possibilityof usageof the one
GBASgroundstation[20,21].
GBASsystemreceivedoperational
publicapproval
at US airports like Houston ´s George Bush airport,
Newark Liberty International airport. Many
international airports have also the GBAS system in
publicoperationaluse asforexamplealreadystated
Frankfurt,Bremen,Sydney,Malaga,Russianlocations
and others more than 100 airports. Operational
approvalforflyingGLSprocedures
haveairlinersas
British Airways, Delta Airlines, Emirates, Cathay
Pacific,Lufthansa,Quantas,SwissAir,AirBerlinand
others. GBAS is available for the most new
commercial aircrafts including Airbus A330/340,
A350, A380, A320 and Boeing 787, B747/8 and
B737/NG[20,21].
FederalAviationAdministration,otherstatesand
GBAS R&D currently focuses on
Specification
development and incorporating requirements for
CAT II/III precision approach to SARPS – ICAO
Standardsandrecommendedpractices[20,21].
5 CONCLUSIONS
The most appropriate solution for rationalization of
M.R. Stefanik airport is from our point of view
remaining of conventional system ILS CAT I on the
runway 04 – 22
and replacement of ILS CAT II/IIIA
system by GBAS CAT II / III. Set up cost difference
canbeovercomeinalmost7years.Althoughset up
costofGBASsystemismoredemanding,advantages
of the system can bring saving in lower operational
expenses, maintenance costs and lower impact on
environment.
Implementation of GBAS system is slowly –
moving process and long term project in global
manner, but represents future airport navigation
technology.Fasterimplementationofsystemdoesnot
depend only on airport applications, it is necessary
industryandpoliticalsupport.
Infrastructurerationalizationdoesnotincludejust
airports, concept of
future navigation focuses on
gradual reduction of systems VOR (VHF Omni‐
directionalRangesystem)andNDB(Non‐Directional
Beacon). Performance based navigation known as
PBNwithdefinitionofminimumoperationalnetwork
arerootedinICAOAnnex10[22].
MON – Minimum operational network of VOR
system would be designed and constructed
with
respecttoreversesystemsandawarenesstoterminal
areas capabilities, as part of infrastructure VOR –
DME (Distance Measuring Equipment), for non
precision approaches and SID / STAR routes to
aircraft navigation which are not equipped by PBN
supportingsystems[23,24].
GuidancedocumentsadvicestoremainVOR/DME
systems over
separate VOR. Overall MON
infrastructure would take into the consideration life
cycles of devices and PBN system implementation
process to gain maximum cost effectiveness GBAS
system benefits predicts its position in future
navigation. Planned massive use of GNSS system
comeswithquestionswithnotsolvedcharactersofar,
in form of
clearing charges for satellite systems
operational costs. Not solved character results from
massive usage of satellite systems, which are, in
contrast of conventional devices, not managed by
standard air traffic providers. Basic satellite
navigation services are provided free of charge,
organizationICAOopeneddiscussionforfindingway
of allocation expenses
among users of extended
services[22,23,24].
Firstcostallocationdiscussionwasopenedduring
CNS/ATM Conference in 1998[22]. ICAO invited
participants to find possible ways of cost allocation
alongallusersincludingcivilnavigationandanother
users. Relevant information and applications related
to legal and economic allocation aspects were
collectedbyICAO.
Definition of first basic principles were issued in
theyear2007inguidancepolicyform,withemphasis
to fairness and non discrimination of aviation sector
which represents major user. Allocations amongst
service users should be the subject of transparent
consultationsbetweenfullusersspectrumandGNSS
service providers[11]. Satellite system
providers in
Slovakia are ESSP SAS (European Satellite Services
Provider) consortium in case of satellite system
EGNOS and US Department of Defense for system
GPS[25].
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