Federal Aviation Administration The Next Generation Air Transportation System – NextGen or...

Federal AviationAdministration

The Next Generation Air Transportation System – NextGen or Destination 2025 - For Airports

Presented to: The Eastern Region Airports Conference

By: Nancy Risso Eastern Region Flight Standards Division NextGen Branch Manager

Date: April 3, 2012

2Federal AviationAdministration

Airports Conference April 3, 2012

Flight Standards Role at the Certificate Management Office (CMO) or Flight Standards Field Office (FSDO) Level

• Approve avionics equipment installation in the aircraft (ADS-B, Datalink, GPS including RNP AR, Electronic Flight Bags or EFB, EFVS, etc.)

• Approve Maintenance Program for equipment• Approve Pilot Training Program for use of the

equipment• Approve Manuals for use of the equipment• Approvals are mostly done through Operations

Specifications (OPS Specs) which is a “contract” between the operator and the FAA

Elements of NextGen• Performance Based Navigation (PBN)

– RNAV– RNP– RNP SAAAR (RNP/AR)

• Surveillance (2020)– ADS-B In / ADS-B Out– TIS-B / FIS B

• Aircraft Centric Technology– HUD– EFVS– SVS– EFB

Photo courtesy of Chaim Van Pryoon

Electronic Flight Bag

• Pilot Brain Book– Departures/Arrivals– Approach Charts– Airport Position &

Conflicting Traffic– ADS-B/Self Separation

The Big Picture

• Operators of small part 91 aircraft (not turbine powered or over 12,500 pounds) can have a paperless cockpit without specific authorization

• Refer to Advisory Circular 120-76A, page 17• The iPad has been approved for part 135

paperless cockpits

Electronic Flight BagMoving Map Display

Map View Pilot View

Sample “Warning” Display

of Conflicting Traffic

from EFB

Super Density Ground Ops& Electronic Taxi Charts• Integrity of data for E-Taxi Charts• Stringent control of data by airport operator• Vehicle control concepts• Timely integration of E-Taxi Chart “route” changes

in data base• EFVS/SVS credit opportunities

View of Airbus 380 Cockpit

Head-Up Display

• Provides primary flight, navigation, and guidance information to the pilot in a forward field-of-view on a head-up transparent screen.

• Reduces flight technical error.

• Provides for a more stabilized approach.

• Eliminates head-down to head-up transition time.

• Eliminates out-the-window accommodation time.

Performance-Based Cockpit Technologyin Low Visibility Operations

• Enhances low visibility flight and ground operations.

• Increases access, efficiency and throughput at many airports when low visibility is a factor.

• Reduces infrastructure necessary to support low visibility operations.

Low Visibility Landing

• Provides flight guidance on a HUD

• Provides a real time display of the outside world in low visibility conditions through the use of imaging sensors (forward looking infrared, millimeter wave, low-light level intensifying, etc.)

• HUD and EFVS are key enablers for Equivalent Visual Operations.

HUD + Sensor Imagery = EFVS

EFVS/SVS Technology Evolution

SVS Research Efforts Underway

Emerging EFVS Capabilities

Combined EFVS/SVS

TodayYesterday

91.175

• EFVS Operations below DH• Pilot continues with EFVS and real world

visual cues• LED lights are not visible in EFVS

Problems with GPS

• GPS alone does not meet FAA requirements for– Accuracy– Integrity– Availability

• Nor does it provide the necessary guarantees that its signal will be accurate, available, & safe to use

GPS Problems

PERFORMANCE CATEGORY I ILSRequirements

ACCURACY (95%)

INTEGRITY

AVAILABILITY

H. 13 m V. 23 m V 4.0 mH 16.0 m

99.75 %

10-7/ approach

GPS Only Civil Aviation

CONTINUITY OF SERVICE 10-4 / approach

GNSS Augmentation

• Method of improving a navigation system’s attributes (accuracy, reliability, and availability)

• Augment through the integration of external information into a calculation process

• Wide Area Augmentation System (WAAS)• Local Area Augmentation System (LAAS)

ICAO TerminologyWAAS=SBAS

LAAS=GBAS

User Segment

• Consists of the GPS & WAAS-enabled receiver

• Receives WAAS corrections from the communications satellite to improve its position & time accuracy

• Accuracy of 7.6 m (25’) both laterally & vertically at least 95% of the time

CorrectionsCalculated

Known Reference Location

WAAS Master Station

Wide Area Augmentation System (WAAS)

• Receiver Equipment (antenna) must be installed to receive the WAAS signal.

• WAAS used for LPV or LP Approaches when properly equipped with instruments capable of displaying LPV or LP scaling. “WAAS box”!

––––– RNAV SIDs/STAR––––– RNAV En route Airports with RNAV or RNP

The FAA has implemented 81 Q-routes, 73 T-routes; 411 RNAV 1 departures and 369 RNAV 1 arrivals; 2,746 approaches with LPV minima and 292 RNP AR approaches.

Current Status of PBN Routes and Procedures in the U.S. National Airspace System

Airports with WAAS LPV Instrument Approaches

As of Jan 12th, 2012- 2,748 LPVs serving 1245 Airports- 1,757 LPVs to non-ILS Runways - 991 LPVs to ILS runways- 1166 LPVs to Non-ILS Airports

•As of July 2011, there are twice as many WAAS procedures (LPVs and LPs) as there are Instrument Landing System (ILS) glide slopes in the U.S. National Airspace System.

RNAV 1 and RNP AR Authorization StatusRNAV 1• 838 U.S. operators and 90 foreign air carriers with RNAV 1 authorization

RNP AR• 11 airlines (including 2 foreign air carriers) have been approved for RNP AR

operations in the U.S.

• 22 corporate, charter, and fractional operators

• Approximately 2,300 aircraft associated with RNP AR approvals– Airbus A-320– Boeing B-737NG, 757, 767, and 777– Bombardier Q-400– Embraer E-170/190– Gulfstream G-350/450/500/550– B-737NG and B-777– Cessna Sovereign– Dassault Falcon 900 EASy II (pending final details for ops approval)

WAAS Avionics Status Garmin:

–68,000+ WAAS LPV receivers sold

–New 650/750 WAAS capable units brought to market at the end of March 2011 to replace 430/530W units

AVIDYNE & Bendix-King:– Avidyne release 9 and IFD 540 (panel mount) introduced at Oshkosh 2012

–SmartDeck glass panel and KSN-770 certification still pending

Universal Avionics:–Full line of UNS-1Fw, UNS-1Ew and UNS-Lw Flight Management Systems

(FMS) with WAAS LPV certifications

–1900+ units sold

Rockwell Collins:–Approximately 2,000 WAAS/SBAS with LPV integrated units sold to date

CMC Electronics:–Achieved Technical Standards Orders Authorization (TSOA) certification on

their 5024 and 3024 WAAS Sensors

–Convair aircraft will have WAAS LPV capable units installed December 2011

–Canadian North B-737-300 obtained STC for SBAS(WAAS) LPV using dual GLSSU-5024 receivers.

Honeywell:–Primus Epic and Primus 2000 w/NZ 2000 & CMC 3024 TSO Approval, 12

aircraft have SBAS(WAAS) LPV STC certification.

–Primus 2000 FMS w/CMC 5024 TSO pending

WAAS Navigation Display of an LPV Approach

RNAV Equipage • Aircraft don’t need to be FMS equipped to fly RNAV

SIDs and STARs

Do you have LPV at your Airport?

• Clear approach surfaces required• Infrastructure including Runway Markings

required• Who are your users?

Performance Based Navigation(PBN)

On-Board Performance Monitoring and Alerting in RNP

RNAV 1RNAV 1

1 Nautical Mile 95% of time

Track Centerline

RNP 1RNP 1

1 Nautical Mile 95% of time

Track Centerline

PILOT ALERT

RNP AR (Authorization Required)• RNP AR is RNAV with the additional

requirement of On Board Performance Monitoring

and Alerting

Air Carrier and Freight

Business Jet and Regional Airline

Jackson Hole, WY

Aspen, CO

Helicopters

SurveillanceSurveillance

Radar Antenna

ADS-B Description

• Datalink technology that transmits precise position and other aircraft or vehicle information once per second– US has Dual Link capability on 1090MHz (Mode S) and 978MHz (UAT)

• Both links support broadcast of Traffic Information Service (TIS-B)– For situational awareness of surrounding aircraft/vehicles

• UAT supports the broadcast of Flight Information Service (FIS-B)

• Full implementation of ADS-B capabilities requires– Aircraft avionics equipage (datalink radio and/or display capability)– Ground stations supporting datalink to aircraft– Air Traffic Control (ATC) automation systems integration

ADS-B Concepts - Out

• Out is the broadcast of own ship information via• Transponder on 1090Mhz, (required above 18,000 feet) or

• Universal Access Transceiver (UAT) on 978Mhz (GA)

– No special displays required

• Rule is for ADS-B Out– After JAN 1, 2020 must have ADS-B Out– Rule defines airspace and performance

• Infrastructure– Ground stations receive the broadcast signals for use by ATC

ADS-B Concepts - In

• ADS-B In is capability to receive, process, and display ADS-B transmitted data– Directly from other aircraft in range (on same link)– Ground stations

• Requires a Cockpit Display of Traffic Information (CDTI)

• Sept. 2011 ADS-B In ARC recommended the FAA not mandate ADS-B In

Thank you

Questions?

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