Navigation Programs Update - GPS: The Global Positioning .
NavigationProgramsUpdatePresented by: Deborah LawrencePresented to: Civil GPS Service InterfaceCommitteeDate: September 2016Federal AviationAdministration
Agenda Performance Based Navigation (PBN) NASStrategy - 2016 Wide Area Augmentation System (WAAS) Update Ground Based Augmentation System (GBAS)Update Resiliency Programs– NextGen Distance Measuring Equipment (DME) Program– VOR MON Program Update SummaryCGSICSeptember 2016Federal AviationAdministration2
PBN NAS StrategyCGSICSeptember 2016Federal AviationAdministration3
Background The PBN NAS NavigationStrategy 2016 builds on theprogress of the past decade andrefocuses FAA priorities andmilestones towards a truly PBNcentric NAS Currently under review by theFAA Administrator, to be signedwithin weeksCGSICSeptember 2016Federal AviationAdministration4
PBN Strategy – Nav Programs AlignmentPBN StrategyStrategy for deploying and effectively using PBN as the means of navigating in the NASDME ProgramsNESSNAS Efficient Streamlined ServiceNextGen DMESupports PBN with the optimization ofthe DME infrastructure to expandcoverage and eliminate critical DMEsNNE NextGen Navigation Eng.Defines DME servicevolume to eliminate needfor ESVsDME SustainEstablish/SustainSupportsCAST requirements,replaces ILS markers with DMEs,and replaces DMEs atdecommissioned VOR locationsVOR MONCollaborativeeffort to execute aImplementationsafe transition from a legacynetwork of VORs to a minimumoperational network (MON) asbackup capability in the event of awidespread GPS outageAlternate Position, Navigation, & TimingResearch for alternatives for providinghigher precision back-up for GPSbased position, navigation, and timingservicesCGSICSeptember 2016Rationalize the need forduplicate vertical guidancewith ILS when LPV approachesare availableOther NAV ProgramsVOREstablish/SustainEstablish,dopplerize, and sustainVORsAPNT ResearchILS RationalizationILS SustainSustain existing equipment asneeded and support establishmentLEGENDNav Program w/ CIP fundingWAAS Wide Area Augmentation SystemNextGen PLA/InitiativeA satellite-based navigation system to provide horizontal and verticalnavigation for all classes of aircraft in all phases of flight - including enroute navigation, airport departures, and airport arrivalsNew/Emerging InitiativeFederal AviationAdministration5
PBN Strategy Goals by Benefit AreaNear-TermMid-TermFar-Term RNAV(GPS) with LPV andLNAV/VNAV approaches atqualifying runways end Vertically guided RNAV(GPS)approaches at runways meetingnew TERPS criteria Vertically guided RNAV (GPS)approaches at qualifying airportswith an IAP Revised TERPS criteria to increasenumber of qualifying runways forvertically guided approaches ELSO at sites supported by costbenefit analysis A-RNP procedures at sitessupported by cost-benefit analysis EoR at sites supported by costbenefit analysis Transition to dynamic UPRs wheresupported by operator capability Leverage A-RNP at key sites Complete the transition to PBNprocedures Expand use of ELSO at first twosites Expand use of EoR at first siteMoreefficientroutes &procedures Demonstrate A-RNP at first site Expand trans-Pacific UserPreferred Routes Use of PBN approaches with visualseparation standards Implement OPDs at airports usingRNAV STARs Transition from MinimumPerformance Specification to PBNin the ICAO North Atlantic Region Continue replacing conventionalapproaches, SIDs, and STARs withPBN procedures Leverage reduced separationstandards to further expand UPRs Expand use of RNAV (GPS)approaches with LPV andLNAV/VNAV) with RF turns Continue replacing conventionalapproaches, SIDs and STARs withPBN procedures Transition to PBN-based point-topoint navigation Replace conventional Jet routesand Victor airways where structureis needed Initial transition to improved PBNbased point-to-point navigationCGSICSeptember 2016Federal AviationAdministration66
PBN Strategy Goals by Benefit AreaNear-TermImprovedpredictabilityMore costeffective & agileservice deliveryIncreasedaccessMid-TermFar-Term Key airports transitioned to timeand speed-based management Shorten development andimplementation time for new ATSroutes by removing rulemakingrequirement Begin ILS Rationalization atNavigation Service Group(NSG) 4-5 airports Develop integrated proceduredesign tools Digital delivery of navigationchart data Develop automation for periodicreview of procedures Continue ILS Rationalizationat NSG 4-5 airports NAS transitioned to timeand speed-basedmanagement ILS rationalizationcomplete at NSG 4 and 5airports ILS rationalizationanalysis for NSG 1, 2,and 3 airports Update regulations to allowSVGS for qualifying approaches Update regulations to allowEFVS operations to touchdown Criteria for SA CATI/1800 RVRand SA CATII for LPVImprovedresiliencyCGSICSeptember 2016 DME/DME coverage expandedfor NSG 1 and 2 airports basedon site-specific evaluations Class A airspace is covered byDME/DME (IRU not required)redundancy DME/DME coverage expandedfor NSG 1 and 2 airports basedon site-specific evaluations Re-evaluation of need forremaining VOR facilitiesFederal AviationAdministration7
WAAS UPDATECGSICSeptember 2016Federal AviationAdministration8
WAAS Phase IV - Dual FrequencyOperations (2014-2044) Final Investment Decision for Phase IV Segment 1 (2014-2019)Dual Frequency Operations (DFO) approved–– Segment 1 (2014-2019) - Develop infrastructure improvements tosupport L5 & Tech RefreshSegment 2 (2019 ) - Implementation of L1/L5 user capabilityPlanning to transition from use of L2 P(Y) to L5 within 2 yearsof GPS L5-signal Full Operational Capability (FOC)GEO sustainment will occur during both segmentsFuture considerations–Dual-Frequency Multi-constellation Capability –User Equipment Standards for Dual-Frequency Operations –International Focus is on taking advantage of other GPS like constellationsFAA working with Interoperability Working Group (IWG) on definitiondocument that provides the basis for interface design and MOPS developmentfor L1/L5 and multi-constellationAdvanced RAIM (ARAIM) Avionics-centric approach to dual-frequency multi-constellationCGSICSeptember 2016Federal AviationAdministration9
Airports with WAAS LPV-200/LPV/LPInstrument ApproachesAs of August 18, 2016- 4,323 LP/LPVs combined- 3,710 LPVs serving 1,806 Airports- 942 LPV-200’s- 2,561 LPVs to Non-ILS Runways- 1,149 LPVs to ILS runways- 1,767 LPVs to Non-ILS Airports- 613 LPs serving 457 Airports- 610 LPs to Non-ILS Runway- 3 LPs to ILS RunwaysCGSICSeptember 2016Federal AviationAdministration10
GEO Sustainment (GEOs 5/6/7) GEO 5/6 Satellite Acquisition–GEO 5 Payload development complete– EUTELSAT 117 West B (ex SatMex 9) satellite» Located at 117 West, provides full coverage of CONUSand AlaskaLaunch planned June 2016–Date affected by Space X Falcon 9 launch failure June 2015 Completed Ground Uplink Subsystems installation,integration and checkout April 2016 Signal in Space Testing in to begin early CY2017 Expected operational in 2018–GEO 6 Preliminary Design Review (PDR) completed June 2015 Critical Design Review (CDR) completed February 2016 Host satellite is SES-15, planned for 129 West– Provides full coverage or CONUS and AlaskaExpected Operational in 2019Eutelsat 117WBGEO 7 Satellite acquisition–Targeting 2019 for a contract awardCGSICSeptember 2016Federal AviationAdministration11
CGSICSeptember 2016Federal AviationAdministration12
GBAS UPDATECGSICSeptember 2016Federal AviationAdministration13
FAA GBAS Program Validation of ICAO SARPS for the baseline set of GBAS Approach Service Type D(GAST-D) / CAT III Requirements–– FAA validation efforts included producing commercial prototypes (Avionics/Ground)Date for Final Close of Validation/Final SARPS acceptance – December 2016System Design Approvals (SDA) for GBAS GAST-D (CAT III) systems– FAA system design review for Honeywell SLS-5000 started, GAST-D SDA expected 2019(depending on Honeywell schedule) FAA GBAS CAT I Implementation Status–––––– Honeywell SLS-4000 GBAS GAST C approved for CAT 1 operations and deployed at Newark,NY and Houston, TX for public use as non-Federal systemsMoses Lake, WA and Charleston, SC are operational as Boeing private systemsFAA provides performance monitoring/service prediction for Newark, Houston, Moses LakeOperators using GBAS at Newark and Houston include United Airlines, Delta Airlines,Lufthansa, Emirates, Cathay Pacific, British Airways, CargoluxOver 3,300 GBAS approaches as of August 2016Successful demonstration of GBAS advanced capabilities (RNP to GLS, noise abatement,variable glidepath, displaced threshold.) at San Francisco, August 2016International Coordination––ICAO, SESAR, FAA International MOUs (Brazil, Australia, etc.)International GBAS Working Group (IGWG) – June 2016 IGWG sponsored by Avinor, NorwayCGSICSeptember 2016Federal AviationAdministration14
RESILIENCYCGSICSeptember 2016Federal AviationAdministration15
NextGen DMECGSICSeptember 2016Federal AviationAdministration16
NextGen DME BackgroundNear-term (2016-2020): “DME/DMEcoverage expanded for NSG 1 and 2 airportsbased on site-specific evaluations Class Aairspace is covered by DME/DME (IRU notrequired) redundancyMid-term (2021-2025): “DME/DMEcoverage expanded for NSG 1 and 2 airportsbased on site-specific evaluations”CGSICSeptember 2016Federal AviationAdministration17
BenefitsAccessEnables aircraft to continue PBN operationsto an ILS approach during Global NavigationSatellite System (GNSS) disruptions.CapacityIncreased capacity in transition airspace forarrivals and departures.EfficiencyEnvironmentalMore efficient point-to-point routingDecreased pilot/controller communicationsReduced emissions and fuel burn through theuse of Optimized Profile Descents (OPDs)CGSICSeptember 2016Federal Aviation 18Administration18
Description and Scope of Initiative New DMEs will be installed to fill coverage gaps and eliminate singlepoints of failure (Critical DMEs) to provide a backup to GNSS as part ofa resilient navigation infrastructureExisting DMEs with limited capacity will be replaced, and select DMEsnot needed for RNAV will be targeted for discontinuanceDME systems will be procured using the existing DME contractThe baselined DME Specification will not be changedCGSICSeptember 2016Federal AviationAdministration19
VOR MON UpdateCGSICSeptember 2016Federal AviationAdministration20
VOR MON Program TimelineFY14FY15FY16External DriversFY17FY18FY19WAAS LPV procedures at qualified runwaysVOR MON ProgramIARDPhase 1 FIDFY20FY21FY25ADS-B equipage mandatePhase 2 FIDMilestonesInitial: 957Program Target: 649VOR MON Implementation0The VOR MON Programwill be completed in 2phases:Phase 1: FY16 – FY20Phase 2: FY21 – FY25CGSICSeptember 2016Phase 1Phase 2 Publish Final Policy FRN: “Provision of Navigation Services forthe Next Generation Air Transportation System (NextGen)Transition to Performance Based Navigation (PBN)” Remove, Replace, Amend affected Instrument Flight Procedures(IFPs) Discontinue Phase 1 VORs (74) Plan for Phase 2 Final Investment Decision (FID) Continue IFP work Discontinue Phase2 VORs (234)Federal AviationAdministration21
Summary The Performance Based Navigation (PBN) NASStrategy is awaiting FAA Administrator signature Navigation Programs is updating the NAV Strategy WAAS is replenishing GEOs, Performing TechRefresh GBAS feasibility for CAT II/III targeted 2019 Resiliency– VOR MON implementation underway (3 VORs Discontinuedto date)– NextGen DME in program approval processCGSICSeptember 2016Federal AviationAdministration22
Back-Up MaterialCGSICSeptember 2016Federal AviationAdministration23
Navigation StrategyCGSICSeptember 2016Federal AviationAdministration24
En Route and Terminal Strategy974 DMEs183 New DMEs Installed924 DMEsNextGen DME ProgramIARDDME/DME (No IRU) to NSG 1-2 AirportsDME/DME (No IRU) to Class A231Q/T Routes301Jet Routes669Victor Airways857Conventional SID/STAR/ODPs907RNAV SIDs and STARsPBNRS CompleteNextGen DME will provide unrestrictedRNAV to enable implementation of Q/TRoutes and cancellation of Jet Routesand Victor AirwaysNextGen DME and VOR MON willenable replacement of conventionalSID/STAR/ODPs with RNAVRemoval of VORs will require Jet Routes,Victor Airways, and SID/STAR/ODPs tobe replaced with PBN, if required957 VORsVOR MON ProgramFIDThe number of DMEs addedor discontinued is subject tochange prior to FID in 2017FIDFIDPhase 12015CGSICSeptember 2016883 VORsFID2020Phase 2650 VORs20252030Federal AviationAdministration25
En Route and Terminal Strategy GNSS is the primary enabler of En Route and TerminalNavigation The DME network will be improved to enableDME/DME RNAV (without IRU) in Class A airspace andall NSG 1 airports and select NSG 2 airports PBN Route Structure (PBNRS) will provide Q/T Routeswhere needed and direct point-to-point wherestructure is not necessary VORs will be discontinued to a Minimum OperationalNetwork (MON)– VOR Airways will be removed, where not needed– Conventional SID/STARs will be cancelled– PBN SID/STAR/ODPs will be implementedCGSICSeptember 2016Federal AviationAdministration26
Approach Strategy310 CAT-II/III ILSs1100 CAT-I ILSsPotential ILS Rationalization atNSG 4-5 AirportsPotential ILS Rationalization atNSG 1-3 AirportsContinue LPVs to all qualifying runwaysLPVs replace LPs3672 RNAV(GPS) with LPV or LNAV/VNAV6071 RNAV(GPS) with LP or LNAVWhere needed, VOR / NDB approaches willbe replaced with RNAV(GPS) approachesTERPs for LPVs at additional runways724 RNAV(RNP)Metro-Plex and PBN Single Sitesprojects will add new RNP ARapproaches, where beneficial586 NDB Approaches1925 VOR ApproachesInstrument approaches tied todiscontinued VORs will be cancelled957 VORsVOR MON Program883 VORs649 VORsFID - 2FID - 12015CGSICSeptember 2016202020252030Federal AviationAdministration27
Instrument Approach Strategy LPVs will provide new CAT I vertically guided service needs– By 2016, WAAS LPV approaches will be available at all qualifying runways– New qualifying runways will only receive LPVs CAT I ILS approach service will be retained where needed– To support safe recovery at VOR MON Airports in the event of a GNSS outage– Potential for CAT I ILSs to be rationalized to retain systems where needed CAT II/III ILS will be retained– Retain for the foreseeable future to support commercial aircraft Explore the feasibility of achieving:– WAAS CAT II precision approach service (w/single & dual frequency GPS)– WAAS CAT I/II Autoland VOR and LOC approaches will be retained as needed to provide abackup in the event of a GNSS outageNDB approach procedures will be discontinuedCGSICSeptember 2016Federal AviationAdministration28
GBAS Overview The Ground Based Augmentation System(GBAS) augments the Global PositioningSystem (GPS) signals to support terminal andprecision approach procedures in the NASGBAS will provide all‐weather approachcapabilities to aircraft within line‐of‐sightdistances from airports using GPS errorcorrections and integrity informationA single GBAS system is capable of providingprecision approach capabilities to multiplerunways at an airportGBAS will satisfy the all‐weather approach and landing capability with significant improvements inservice flexibility; capacity, safety, and user operating costs.High quality navigation services will be provided with a minimum investment in ground facilitiescompared to existing technologyAircraft operators will benefit from reduced fuel expenses due to more efficient terminal area routing(RNP to GLS) and improved access to airports during extremely low visibility operations (reduction of ILScritical areas)Variable glide path and displaced threshold capability provides service flexibility for wake avoidance andnoise abatement proceduresCGSICSeptember 2016Federal AviationAdministration29
The PBN NAS Navigation Strategy 2016 builds on the progress of the past decade and . to an ILS approach during Global Navigation Satellite System (GNSS) disruptions. Capacity . 2015 2020 2025 2030 650 VORs VOR MON Program Phase 1 883 VORs 957 VORs
May 02, 2018 · D. Program Evaluation ͟The organization has provided a description of the framework for how each program will be evaluated. The framework should include all the elements below: ͟The evaluation methods are cost-effective for the organization ͟Quantitative and qualitative data is being collected (at Basics tier, data collection must have begun)
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