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Navigation Evolution Update to the RNAV Taskforce

Navigation Evolution Update to the RNAV Taskforce. Daniel Salvano Director, Navigation Services. FAA Mission . Provide the safest, most efficient aerospace system in the world Navigation Services Goal

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Navigation Evolution Update to the RNAV Taskforce

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  1. Navigation Evolution Update to the RNAV Taskforce Daniel Salvano Director, Navigation Services

  2. FAA Mission • Provide the safest, most efficient aerospace system in the world Navigation Services Goal • To provide safe, cost effective navigation services to meet operational needs of the aviation customer

  3. Radar Airport Traffic Control Tower (ATCT) Systems Radar NAVAIDs Air/Ground Communications Airport Landing, Weather, Lighting Today’s ground based, human-centered Air Transportation Systemhas reached its technological and capacity limits

  4. What Is “Performance-Based” Navigation? • An End-to-End Air Transportation System Based On Performance Standards Rather Than Specific Technologies Or Equipment • Area Navigation (RNAV) • Required Navigation Performance (RNP) • Recognizes The Ability Of Modern Aircraft To Operate Safely And Efficiently Using A Variety Of On-Board Systems and External Signals

  5. OperationalBenefit NavigationServices Navigation Capability NavigationSystems Operational benefits hierarchy IMC Operations, Gate Management DME, VOR, ILS, WAAS, GPS, MALSR Departure, Enroute, Approach, Surface Category I/II/III, RNAV SIDS, RNAV STARS, Q Routes

  6. Efficient, Flexible Routing Vector Vector - - Free Free Streamlined Streamlined Arrivals Arrivals Departures Departures All All - - Weather Weather Approaches Approaches Performance-Based Navigation • Complete Transition By 2025 • Consistent With ICAO Global Vision • Operational Capability Based On GPS And Augmentations • Enhance Safety, Capacity, Efficiency • Reduce Cost For Legacy Navigation Systems

  7. Why do this? • Technology now exists to move towards performance based navigation • Future FAA budgets will remain constant and will require us to become more efficient • The existing navigation infrastructure is: • Aging and becoming more expensive • Incapable of meeting future requirements

  8. Service Affordability • F&E and operations budget shortfalls • 15,000 facilities/$389M annual sustainment cost* -- fluctuates and grows yearly • Annual earmarks exceed 60% of total GBNA budget • Focused on hardware procurement • No clear service provision relationship in acquisition * Source: FY05 Actual Ops

  9. Life-Cycle Costs

  10. Cat I ILS Lifecycle Costs (20 yr) Note: Visibility <3/4 mile, Does not include airport infrastructure costs

  11. FAA FY05 Acquisition Costs

  12. FAA FY05 O&M Costs Does not include land lease nor telecommunications costs

  13. VOR Land Lease Cost • Average cost = $500/acre • Costs range from $120K/acre to $0/acre • FY07 DME Evaluation will investigate movement of FAA facilities to Government owned land and existing FAA non-navigation sites

  14. Approach Procedures • Existing Procedures: • 2,883 GPS NPA (LNAV) • 1,044 LNAV/VNAV • 640 LPVs

  15. WAAS Operational Implementation • Avionics • Garmin GNS-480/CNX-80, estimated 3100 units sold • Garmin 400/500 Upgrade – estimated 70,000 units installed • Garmin reports over 18,000 upgrades already on order • Avidyne, Chelton, CMC, Universal, and Thales expect to have units available in 2006/2007 Garmin GNS-480 Free Flight Systems Capstone Installation

  16. Trajectory-Based Operations Performance-Based Operations and Services Precision Navigation Weather Integration Network-Centric Information Sharing Surveillance Services Equivalent Visual Operations Super Density Operations Layered, Adaptive Security The Next Generation Air Transportation System (NextGen) Plan Defines A System That Can Meet Demands For The 21st Century Capabilities

  17. RNP/Roadmap • The RNAV/RNP roadmap v 2 was published this year • We are developing a navigation roadmap that enables implementation of RNAV, RNP and NextGen

  18. Navigation Evolution Roadmap • Supports the RNAV/RNP Roadmap • Informal Outreach since March 2005 • Included RAA, ATA, AOPA, and AVS SME, international … • Formal Outreach • Performance Based Aviation Rulemaking Committee (PARC) • DOD – Policy Board on Federal Aviation (PBFA) • AOPA • ATA • RTCA • ATMAC Requirements and Planning Working Group • Public Outreach Meeting July 25-26, 2006 • Roadmap released to Industry via PARC on Nov. 1st, 2006 • Target date for comments Dec 22, 2006

  19. Navigation Evolution Roadmap Business Plan 3-5 year window Financial Plan 2 year window Roadmap Layout 2007-2025

  20. Navigation Roadmap Assumptions • The FAA requires an aggressive transition to performance-based service • Decisions need to be made with the aviation community. • define standard services provided by FAA • define public use special services • define non-public services provided by the airport operator/user • FAA will provide NAS-wide performance-based service • RNAV/RNP (primarily GNSS) • LPV at all runway ends • LPV-200 where needed • Determination if CAT II minima is the appropriate requirement at specific airports • CAT III service requirements become responsibility of the airport operator/user • A Policy will exist for mitigating a loss of GNSS • Mitigation strategy supports RNAV/RNP • FAA will provide Cat I ILS as backup at OEP airports (~55 airports) • Fleet Equipage • Today = Mixed Fleet – GNSS, D/D and D/D/I • Future = Fleet equipped with GNSS • Decision/specification of “operational” mitigation • GPS modernization and sustainment is crucial

  21. Navigation Roadmap 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 En Route & Terminal 1 1a VOR 2 DME Galileo GPS (L5) GPS III GNSS WAAS NPA 1a 1 VOR GPS III Galileo GPS (L5) GNSS CAT I or Equivalent 3b 3 3a ILS 3 SBAS/LPV 3a 3 GBAS/GLS PRECISION APPROACH (PA) CAT II/III 4 4a ILS 4a 4 GBAS/GLS 4a 4 ABAS

  22. Navigation Roadmap Decisions 1 1a • 2007 - VOR decision for drawdown based on GNSS • 2015 - VOR decision on remaining drawdown • 2007 - Develop rightsizing DME Requirements, e.g., service volume, architecture, pathway • 2008 - Decision on next generation Cat I landing system • 2012 - Begin ILS Cat I drawdown - limited backup at OEP airports • 202X - Decision on CAT I ILS drawdown • 2008 - Decision on next generation Cat II/III service mandate, pending feasibility & schedule of potential ABAS/GBAS solutions and risk mitigation strategies • 2012 Determination if CAT II minima is the appropriate requirement at specific airports 2 3 3a 3b 4 4a

  23. Navigation Evolution Customer Council (NECC) • Council made up of Government and Industry members • Created by Director of Navigation Services to: • Implement the Navigation Evolution Roadmap to include review of business and financial plans • Adjudication of Navigation Evolution Roadmap Comments • Develop updates for future versions of the Roadmap • Assure viability of the implementation process • Liaison between policy-makers and the aviation community • Guarantee concerns are heard and addressed

  24. Conclusion • Importance of Navigation Services role in setting the stage for performance-based system • NAV is setting the stage for communications and surveillance • Work collaboratively to define and achieve NextGen • Navigation Services is changing • Collaboration with user community paramount to a successful transition • Maximize service delivery, reduce costs and improve or maintain safety • Collaboration is paramount

  25. Backup Slides

  26. Cat II ILS Lifecycle Costs (20 yr) Note: Visibility <3/4 mile, Does not include airport infrastructure costs

  27. Cat III ILS Lifecycle Costs (20 yr) Note: Visibility <3/4 mile, Does not include airport infrastructure costs

  28. This is not a paper study • 2005 Facilities Divested • 177 total divested • ~$2.9M cost avoidance • 2006 Facilities Divested • 227 total divested (NDB, VOR, etc) • ~$1.5M cost avoidance • 2007 • Goal is to divest a minimum of 100 navaids

  29. Collaboration is Key • Direct Interface with Users • Why? - Consensus Building, Collaboration, Restoring Trust • Direct Interface with JPDO, NSSO, PBFA, … • Steering toward the NGATS Vision together • Direct Input to Enterprise Architecture • Through Nav Chief, Systems Engineer • Ensure one FAA message conveyed to industry – building trust • Direct Interaction across FAA lines of business • It’s more than ATO • AVS owns the rules and regulations • It’s about communication - leading the collaborative evolution to a global, performance based system

  30. International SBAS Coverage

  31. Predicted Availability Gains WAAS Commissioning - 2003 Full Capability - 2008 • Availability over the majority of CONUS improves from 99.5% to 99.9% • Alaskan availability improves from less than 75% to 99 – 99.9% • Significant availability gains in northeast and southern California, Texas, and Florida

  32. PanAmSat 133°W Telesat 107°W New GEO Satellite Locations

  33. Current LPV Coverage

  34. Current Non-Precision Approach Capability

  35. U.S. Controlled Airspace Int’l Cooperation… A Necessity • U.S. Assigned Airspace Equals 77 Million Square Kilometers

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