Federal Aviation Administration The Next Generation Air Transportation System – NextGen or...
-
Upload
marianna-mccormick -
Category
Documents
-
view
218 -
download
1
Transcript of 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
3Federal AviationAdministration
Airports Conference April 3, 2012
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
4Federal AviationAdministration
Airports Conference April 3, 2012
Electronic Flight Bag
• Pilot Brain Book– Departures/Arrivals– Approach Charts– Airport Position &
Conflicting Traffic– ADS-B/Self Separation
5Federal AviationAdministration
Airports Conference April 3, 2012
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
6Federal AviationAdministration
Airports Conference April 3, 2012
Electronic Flight BagMoving Map Display
Map View Pilot View
7Federal AviationAdministration
Airports Conference April 3, 2012
Sample “Warning” Display
of Conflicting Traffic
from EFB
8Federal AviationAdministration
Airports Conference April 3, 2012
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
9Federal AviationAdministration
Airports Conference April 3, 2012
View of Airbus 380 Cockpit
10Federal AviationAdministration
Airports Conference April 3, 2012
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.
11Federal AviationAdministration
Airports Conference April 3, 2012
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
12Federal AviationAdministration
Airports Conference April 3, 2012
EFVS/SVS Technology Evolution
SVS Research Efforts Underway
Emerging EFVS Capabilities
Combined EFVS/SVS
TodayYesterday
13Federal AviationAdministration
Airports Conference April 3, 2012
91.175
• EFVS Operations below DH• Pilot continues with EFVS and real world
visual cues• LED lights are not visible in EFVS
14Federal AviationAdministration
Airports Conference April 3, 2012
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
15Federal AviationAdministration
Airports Conference April 3, 2012
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
99%
GPS Only Civil Aviation
CONTINUITY OF SERVICE 10-4 / approach
?
?
16Federal AviationAdministration
Airports Conference April 3, 2012
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
17Federal AviationAdministration
Airports Conference April 3, 2012
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
USER
18Federal AviationAdministration
Airports Conference April 3, 2012
WAAS Master Station
19Federal AviationAdministration
Airports Conference April 3, 2012
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”!
20Federal AviationAdministration
Airports Conference April 3, 2012
––––– 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
21Federal AviationAdministration
Airports Conference April 3, 2012
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.
22Federal AviationAdministration
Airports Conference April 3, 2012
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)
23Federal AviationAdministration
Airports Conference April 3, 2012
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
24Federal AviationAdministration
Airports Conference April 3, 2012
25Federal AviationAdministration
Airports Conference April 3, 2012
WAAS Navigation Display of an LPV Approach
26Federal AviationAdministration
Airports Conference April 3, 2012
RNAV Equipage • Aircraft don’t need to be FMS equipped to fly RNAV
SIDs and STARs
27Federal AviationAdministration
Airports Conference April 3, 2012
Do you have LPV at your Airport?
• Clear approach surfaces required• Infrastructure including Runway Markings
required• Who are your users?
28Federal AviationAdministration
Airports Conference April 3, 2012
Performance Based Navigation(PBN)
29Federal AviationAdministration
Airports Conference April 3, 2012
On-Board Performance Monitoring and Alerting in RNP
RNAV 1RNAV 1
1 Nautical Mile 95% of time
1 Nautical Mile 95% of time
Track Centerline
RNP 1RNP 1
1 Nautical Mile 95% of time
1 Nautical Mile 95% of time
Track Centerline
PILOT ALERT
30Federal AviationAdministration
Airports Conference April 3, 2012
RNP AR (Authorization Required)• RNP AR is RNAV with the additional
requirement of On Board Performance Monitoring
and Alerting
31Federal AviationAdministration
Airports Conference April 3, 2012
Air Carrier and Freight
32Federal AviationAdministration
Airports Conference April 3, 2012
Business Jet and Regional Airline
Jackson Hole, WY
Aspen, CO
33Federal AviationAdministration
Airports Conference April 3, 2012
Helicopters
34Federal AviationAdministration
Airports Conference April 3, 2012
35Federal AviationAdministration
Airports Conference April 3, 2012
SurveillanceSurveillance
36Federal AviationAdministration
Airports Conference April 3, 2012
Radar Antenna
37Federal AviationAdministration
Airports Conference April 3, 2012
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
38Federal AviationAdministration
Airports Conference April 3, 2012
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
39Federal AviationAdministration
Airports Conference April 3, 2012
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
40Federal AviationAdministration
Airports Conference April 3, 2012
Thank you
Questions?