Simulations investigating combined effect of lateral and vertical navigation errors on PBN to xLS transition

• PBN to xLS simulations in 5 different aircraft types with lateral errors (−0,15NM – 0,15NM) and non-standard temp. (ISA-37 - ISA+35) • End point of RF connected directly to Final Approach Point (FAP) worked fine under the following conditions: • Standard glideslope of 3° • G/S is intercepted from a vertical path with shallower slope (e.g. 2°) • FAP at minimum 5NM from threshold (2NM required for stabilization on the G/S → A/C stable at 3NM) • Below ISA deviations no problem • Above ISA deviations, especially if combined with lateral undershoot of localizer, require flight crew interventions to intercept G/S • Steeper G/S worked as well but more flight crew interventions and more distance (2,5NM) required after FAP to stabilize on G/S • Landing technique + visual aids to be adapted • Conventional procedure design with 1,5NM – 2NM intermediate segment between LOC and G/S would require less flight crew intervention to intercept G/S but more level-offs before G/S