FAA Navigation Programs AJM-32 Gps.faa.gov Sunny .
FAA Navigation Programs AJM-32http://gps.faa.govSatNavNewsSunny Skies forSkyWest in Sun ValleyWAAS equipage and a new approach bringbenefits to SkyWestPhoto:Alec Seybold,Flight TechEngineeringApproach to Friedman Memorial AirportSkyWest Airlines, the nation’s largest regional airline recently partnered with FlightTech Engineering (an FAA Navigation Service Provider) at Friedman Memorial Airport(SUN) to implement an innovative special instrument approach solution for their newlyWAAS equipped ERJ175 aircraft. With no existing ground based navigational aidsand only basic non-precision GPS approaches, SUN was previously hampered withnumerous weather related diversions. I asked Brent Wilson, the company’s Managerof Aircraft Operations to fill us in on some of the details of the new WAAS equipageand resulting benefits from the airline’s perspective.SNN: Can you describe the SkyWestOperation, Fleet Mix, and primary regionsof operation?SkyWest: SkyWest Airlines operates throughpartnerships with United Airlines, Delta AirLines, American Airlines and Alaska Airlines.Our fleet of nearly 450 aircraft connectpassengers to 227 cities across the UnitedStates, Canada and Mexico. The fleet mixSat Nav N ew sconsists of CRJ200s (134), CRJ700s (86),CRJ900s (39) and ERJ175s (189).SNN: How many aircraft are WAAS LPVequipped and are there plans for more?SkyWest: SkyWest has 55 ERJ175 aircraftthat are WAAS LPV equipped, and is currentlyworking with avionics vendors for a solutionto equip the existing CRJ fleet.Vo l u m e 70W i nt e r Ed i t i o n
SNN: What’s required to use LPV in aRegional Jet?SkyWest: WAAS LPV is only used in the ERJ175fleet. This fleet is equipped with Honeywell EPICLOAD 27.3 (a software option we purchased),which is loaded with LPV software. Once thissoftware is loaded on the aircraft its ready touse. There are no other equipage replacementsrequired or Ops Specs approvals required.For the CRJ, we are working with avionicsvendors to determine the tech insert, orrequired equipage, that will be needed toeffectively utilize LPV.SNN: What are the crew trainingrequirements to use LPV approaches?Has that taken long to update/qualify thecrews?SkyWest: Training for LPV is something thathas been part of our Standard OperatingProcedures Manual (SOPM) for some time.This includes descriptions about what an LPVis, how to load an LPV approach (verifyingcorrect WAAS channel and FAS Data block),and any scratch pad messages that mayindicate an LPV is not available. With LPVnow available on some of our aircraft andbeing implemented at airports, our pilots areable to review the information available in ourSOPM prior to using it. From a time to trainand difficulty perspective it is minimal andeffective.SNN: What are the benefits of using WAASLPV over RNP-AR (specifically RNP below0.30)?SkyWest: It It has been our experience thatLPV provides somewhat lower minima thanan RNP Instrument Approach Procedure (IAP)to 0.30. Basically similar to flying an ILS toCAT I minima but doing it as a non-precisionapproach. SkyWest does not currentlyconduct RNP AR approaches to minimabelow 0.30SNN: How does the new SUN RNAV (GPS)N RWY 31 (i.e. ‘LPV’) approach differ fromthe previous approach SkyWest used?Crew Feedback?SkyWest: The new approach, RNAV (GPS)N (IAP) takes advantage of the full capabilitiesof the ERJ175 by using an RNP Radius to Fix(RF) leg to join the WAAS (augmented) LPVfinal approach. Minimums improved fromRNAV (GPS) X, 1631’ at 3 nm to RNAV (GPS)N, 343’ at 1 nm.The RNAV (GPS) X has minimums of 1631’ at.5 nm from the runway threshold after flyinga 3.5-degree Vertical Path Angle (VPA). Froma practical perspective this made it difficultPhoto: Tim Burke,FMAA OperationsManagerE175 Landing in IMC Conditions at SUN2Sat Nav N ew sVo l u m e 70W i nt e r Ed i t i o n
Photo: Tim Burke,FMAA OperationsManagerSkyWest E175 emerging from the clouds in IMC Conditionsto conduct a safe descent, using normalmaneuvers, to a landing in the touchdownzone. To accomplish a safe descent usingnormal maneuvers, a Visual Descent Point(VDP) had to be established almost 5.0 nmfrom the end of the runway. Reliability wasimpacted due to the need to execute a missedapproach so far from the runway. The newRNAV (GPS) N IAP delivers the aircraft froma constant 3.50-degree Vertical Path Angle(VPA) to 343’ DA .85NM from the runwaythreshold.Crew feedback on the newSafety was significantly approach has been entirelypositive. They love the increasedenhanced with verticalaccuracy and consistency ofguidance from coupledthe LPV procedure. It deliversthem right to the runway in aLPV extending to theconfiguration and at an altituderunway at a constantwhere they can just transition to3.50 degreesa landing, and they enjoy howeasy the LPV are to fly. In theERJ 175 they are set up and flown exactly likea normal RNAV procedure. The crew simplyloads the approach in the FMS, sets their finalsegment altitude and arms the approach onthe Guidance Panel.“”SNN: Has the SUN RNAV (GPS) N RWY31 (i.e. ‘LPV’) approach resulted inany tangible benefits to the SkyWestoperation?SkyWest: Safety was significantly enhancedwith vertical guidance from coupled LPVextending to the runway at a constant 3.50degrees. At the point the aircraft breaks out ofthe clouds, (Decision Altitude is only 0.85NMfrom the landing threshold), the aircraft issetup on a stabilized approach ready forlanding. The procedure provides a consistentrepeatable safe track and outcome every time.Reliability is also improved from 65 – 99%resulting in substantial busing and groundhandling cost savings and improvedpassenger experience.SNN: Do you plan to expand the use ofLPV capabilities at other locations?SkyWest: SkyWest crews currently use LPVIAPs where ever they are available. The FAAcontinues to add new LPV approaches to theNAS, so it is our hope that as they do this,more LPV approaches will become availableat more airports, including to runways thatmay not have had an instrument approachavailable in the past.We want to thank SkyWest for sharing how equipping with WAAS LPV is making adifference with the carrier.- Amy Trevisan, FAA AJM-32/NAVTACSat Nav N ew sVo l u m e 70W i nt e r Ed i t i o n3
Upate:DFMC SBAS standardsThe SBAS community continues to makestrides in the development and provisioningof a dual-frequency multiple constellationSBAS service. The ICAO Navigation SystemsPanel participants in the two-week long virtualNavigation Systems Panel 6 (NSP6) meetingin November approved the amendmentpackage with the updated core constellationand the Dual Frequency Multiple Constellation(DFMC) Standards and RecommendedPractices (SARPs). The core constellationpackages include the GPS L5 update andintroduce GLONASS Code Division MultipleAccess, Galileo, and BeiDou signals. Thisrepresents a big step towards getting theadditional frequencies and constellationsand associated SBAS standards into theSARPs. The ICAO Secretariat now has theresponsibility to finalize the amendmentand send it for approval through the AirNavigation Commission and the formal Stateletter approval process. While the State letterapproval process is normally two years, thecurrent projection is for the amendment tobe effective in either 2022 or 2023, with theextended timeline to account for difficultiesin processing this large package during thispandemic situation.This effective date for the SARPs amendmentwill line up well with Minimum OperationalPerformance Specification (MOPS) workbeing completed by a joint RTCA andEUROCAE working group. In late October, theworking group reassessed the work remainingto develop the MOPS. While work continuesduring the pandemic, the pace has slowedwith participants either working from homeor on furlough for periods of time. RTCA andEUROCAE now project completion of the firstDFMC SBAS MOPS in March 2022.- Joseph Dennis, FAA AJM-32/NAVTACGPS Constellation updateNovember 5, 2020Lift off of GPS III SV04The U.S. Space Force, Space and Missile Systems Center (SMC) along withtheir mission partners successfully launched the fourth Global PositioningSystem (GPS) III satellite on November 5 from Space Launch Complex 40 atCape Canaveral Air Force Station, Florida. A Falcon 9 launch vehicle carriedthe satellite into orbit.December 1, 2020Operational AcceptanceDecember 1st marked a significant milestone for the GPS III SV04 when itreceived Operational Acceptance approval. This is the fourth GPS III satellitedelivered into the operational constellation in the past 12 months and thesecond in the past 3 months.4Sat Nav N ew sVo l u m e 70W i nt e r Ed i t i o n
EGNOSSuccess StoriesFinnair’s A350 transcontinental roundtrip using SBAS LPV(WAAS & EGNOS) at both origin and destination airportsReprint from EGNOS BULLETIN Issue 34, Autumn’20 EditionCredits: FinnairLanding at HEL airportFinnair’s strategic vision of the futureincludes fundamental fleet managementdecisions that have borne fruit years later.As a launch customer of the Airbus A350XWB, Finnair received its first A350-900in October 2015. Five years later, CaptainMarko Valtonen, Finnair’s Fleet Chief Pilotfor the A330/350, has performed the firstknown transcontinental roundtrip betweenEurope and the USA using SBAS LPVapproaches at both origin and destinationairports with the A350 (tail OH-LWI).This singular flight used the latest SBAStechnology to approach both airportsusing the United States SBAS (WAAS)at John F. Kennedy International Airport(JFK) in New York and the EuropeanSBAS (EGNOS) at Vantaa Airport (HEL)in Helsinki.This journey started many years beforewhen Finnair not only opted for the AirbusA350’s clean-sheet latest generationdesign but also for its revolutionarySBAS-LPV capability: the so-called “SLSSat Nav N ew sfunction” in Airbus aircraft. A customeroption that allowed following GNSSbased approaches down to LPV minimausing satellite-based augmentation withno need for ground navaids support atthe airports.Moreover, they also confirmed the ADS-Bout option, which is now an almost-basicrequirement to comply with EASA’simplementing rule and FAA one. Bothdecisions made Finnair’s A350 futureproof from the manufacturing line.Operational approvalApart from airworthiness, the flightoperation elements thatEstablishing approvalallowed Finnair to performproceduresthat are efficientthose RNP APCH downandminimiseoverhead forto LPV minima comprisedbothoperatorsandtwo main activities: theregulatorsareimportanttraining of pilots andconsiderations.the modification of theoperational manualdescribed generically in the PBNManual (ICAO Doc 9613, Vol I, 3.4.3 andVo l u m e 70“”W i nt e r Ed i t i o n5
attachment C), and translated to FAAand EASA regulations (See guidancematerial). Quoting ICAO: “Establishingapproval procedures that are efficient andminimise overhead for both operators andregulators are important considerations.”In Europe, EASA updated its AirOPS in2016 to ease the process and removeall non-complex PBN from Part-SPA,meaning RNP APCH LPV no longer needsa “specific approval.”Finnair and Liikenteen Turvallisuusvirasto,its National Supervisory Authority –NSA-,were involved in the process. The trainingof pilots included the modification ofthe Type Rating Syllabus, CTR & CCQ(Common Type Rating Course & CrossCrew-Qualification), and practical trainingin Finnair’s Flight Simulation TrainingDevices. Finnair’s A350 OperationsManual required checks from all staffbefore its submittal to the NSA. Eventually,Finnair received approval for both thetraining and the Flight Crew OperatingManual/ Aircraft Operations Manualmodifications in the second quarter of2020.When asked, Captain Valtonen recalls thatthe process was worthwhile but requiredeffort andThis (SBAS) service would be resources, andespecially helpful for airlines that, he believes it willunder poor weather conditions,be much easierwished to land in certain airports to implementthat could not afford groundLPV capabilitynavaids.in future Finnairplanes. Eachstakeholder, Finnair, and its NSA wereintertwined and had their learning curve.With its own EU-based NSA operationalapproval, Finnair then started the process“”directly with the FAA, which eventuallyrecognised and approved Finnair’sperformance of LPV operations in USairspace as well. Captain Valtonen statedtheir experience with the FAA process wassmooth and quick.Benefits of interoperabilityAs there are more than 700 EGNOSbased procedures publications (AIRAC#2010) in Europe, 20 in Finland (12being APV-I and 8 additional SBAS-basedAPV-Baro), Finnair now counts with manymore options accessing many airportsin poor weather conditions, and, whenconventional ground navaids are notavailable, they fail or are out of service dueto maintenance or substitution.Crossing the Atlantic has increasedFinnair accessibility to North Americanairports, accomplished thanks to theA350’s long range ability, as well as to 581LPVs procedures in Canada and 4,064LPVs in the USA, both served by WAAS.All of this is possible due to theinteroperability between different SBASservices, a core design feature developedby international standards, and (E)TSO-145/146 equipment design andcertification that ensure users will beable to operate seamlessly in areasworldwide that are covered by an SBAS.Finnair’s particular case is an example ofsuch interoperability between WAAS andEGNOS.Pilot’s cornerWe asked Captain Valtonen for his opinionon the differences between WAAS orEGNOS-based procedures and flightoperations from a pilot’s perspective. Heresponded there are no differences at allLanding at JFK6Sat Nav N ew sVo l u m e 70Credits: FinnairW i nt e r Ed i t i o nYour WAAS Story. . . We’re collectingtestimonials about thebenefits of Wide AreaAugmentation System( WA A S ) n a v i g a t i o nfrom users. If you area p i l o t , p a s s e n g e r,a i r p o r t m a n a g e r,controller, dispatcher,airline employee, or areinvolved in aviation inany capacity - whetheryou fly fixed-wing orvertical flight aircraft we want to hear fromyou! Please se
Manual required checks from all staff before its submittal to the NSA. Eventually, Finnair received approval for both the training and the Flight Crew Operating Manual/ Aircraft Operations Manual modifications in the second quarter of 2020. When asked, Captain Valtonen recalls that the process was worthwhile but required effort and resources, and
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