Flight crew requirements are defined through:

• national operational approvals (AOC/amendments)

• airline/aircraft flight manual provisions

• operator training programs

• MEL and operating procedures

• standard operating procedures (SOPs)

Authorities evaluate whether operators have incorporated GLS procedures into their approved training syllabus and documentation before authorising CAT I or lower minima GLS operations. For autoland or CAT II/III, additional training, recurrent checking, and operator-specific approval are expected.

Crew qualification typically includes at least:

• familiarisation with GBAS/GLS concepts

• review of system functions and annunciations

• understanding of limitations and MEL items

• interpretation of navigation displays and guidance cues

• correct selection of GLS procedures in the FMS

• correct response to abnormal statuses and reversion procedures

Proficiency is normally maintained through recurrent training, periodic checking, and simulator sessions consistent with local regulatory requirements.

GLS has been intentionally designed to be operationally similar to ILS for the crew. In normal conditions:

• approach selection occurs in the FMS (GLS or Approach page)

• localiser/glideslope-like guidance appears on the flight director/HSI

• annunciations typically display “GLS” or equivalent mode

• flare and rollout operations depend on aircraft/autoland capability

For CAT I GLS, crew workload and procedures are designed to be comparable to conventional precision approaches.

Operators must provide procedures aligned with aircraft flight manuals addressing, for example:

• GBAS unavailability or NOTAMs

• VDB signal loss

• degradation or loss of corrections

• abnormal annunciations (e.g., “GBAS Failure” / “GLS not available”)

• transition to ILS or RNAV fallback

• missed approach considerations

These procedures should be practiced in training to ensure consistent crew response in real operations.