A lternative P ositioning, N avigation, and T iming Initiative Ground Rules

1. Alternative Positioning, Navigation, and Timing InitiativeGround Rules Mitch Narins Chief Systems Engineer FAA Navigation Services Stanford University, California August 2010

2. Purpose of the APNT Public Meeting(per the public announcement) • To share the current FAA perspective on future APNT requirements; and • To solicit input from the community on the perceived requirements and potential APNT solutions that support transition to the Next Generation Air Transportation System (NextGen).

3. The APNT Public Meeting… • Is notan offer to contract now or in the future; • Does notimply or ensure that any future contract(s) will result; • Each public participant is attending voluntarily and at their own expense. The Government will not reimburse any expenses or pay for any information provided in the public or private sessions; • All information presented in the public session is considered to be in the public domain. All proprietary information provided in the private sessions and marked as such will be protected; and • No “For Official Use Only” or classified information will be discussed in either the public or private sessions.

4. Why APNT • The Federal Aviation Administration, in compliance with national policy, needs to maintain aviation operations indefinitely in the event of a Global Positioning System (GPS) interference event or outage • Maintain safety and security • Minimize economic impact • Waiting for the source of the interference to be located and turned off is not an acceptable alternative.

5. Scaled Response Continuum Operational Contingency backup Capability Redundant capability Procedures only VOR MON ILS DME/DME/IRU ILS APNT ? ? ? ? ? ? Threat Mitigation GNSS Interference Event Operational Impact

6. APNT Trade Space Supplemental Redundant Backup Capability APNT ? ? ? ? ? ? NAS-SR-1000 System Requirements AvailabilityRatingOperationOutage Time 99.999% Critical Approach & Landing 5.0 Minutes/year 99.9 % Essential Terminal Operations 8.0 Hours/year 99% Routine Enroute & Oceanic 3.5 Days/year

7. Transforming the NAS to NextGen • The transformation of the National Airspace System to the Next Generation Air Transportation System drives new requirements and increased reliance on PNT services. • The NAS-SR-1000 will need to incorporate these new requirements to support NextGen operational initiatives • APNT needs to address these requirements.

8. Mike Harrison Briefing

9. Alternative Positioning, Navigation, and Timing InitiativeAssumptionsandRequirements Mitch Narins Chief Systems Engineer FAA Navigation Services Stanford University, California August 2010

10. APNT Trade Space Supplemental Redundant Backup Capability APNT ? ? ? ? ? ? NAS-SR-1000 System Requirements AvailabilityRatingOperationOutage Time 99.999% Critical Approach & Landing 5.0 Minutes/year 99.9 % Essential Terminal Operations 8.0 Hours/year 99% Routine Enroute & Oceanic 3.5 Days/year

11. APNT Research and Development Goals • Provide a Cost Effective Alternative PNT service that: • Ensures continuity of operations in NextGen: • Performance Based Navigation (PBN) – RNAV/RNP • Dependent Surveillance Operations (ADS-B Out and In) • Trajectory- Based Operations (TBO) • Four Dimensional Trajectories (4DT) • Supports all users (GA, Business, Regional, Air Carrier, Military) • Minimizes Impact on User Avionics Equipage by • Leveraging existing or planned equipage as much as possible • Supporting backward compatibility for legacy users • Minimizing need for multiple avionics updates for users • Providing long lead transition time (circa 2020 transition) • Avoids Recapitalization Costs for VORs ~$1.0B • Potentially Disestablish all VORs and NDBs by 2025

12. The APNT Initiative within theFAA’s Lifecycle Management System Research and Systems Analysis You Are Here

13. APNT Assumptions 1/3 • In 2025, there will be “RNAV everywhere and RNP where beneficial.” • ADS-B Out will be mandated by 2020 anywhere a transponder is required today. • APNT horizontal coverage will consist of the geographic area of the conterminous 48 states. • APNT vertical coverage includes FL 600 down to 5,000 feet AGL, and sufficient terminal area coverage to support RNP 0.3 approaches wherever required for safety or economically justified. • APNT will provide RNAV or RNP 2 en route, between RNAV or RNP 1.0 to 0.3 for terminal Class B and C airspace, LNAV or RNP 0.3 for approaches, and RNAV or RNP 1 for missed approach, where economically beneficial or required for safety

14. PNT Performance Zones Zone- 1 Enroute High CONUS FL-600 FL-180 Zone-3 Terminal OEPs + Next 100 Busiest Airports Zone- 2 Enroute Low CONUS 5000’ AGL 2° Slopefrom500’ AGL 5 SM of Airport 27 SM 89 SM

15. Zone 1, 2, and 3 Geographic Areas

16. APNT Assumptions 2/3 • APNT will be the means to continue RNAV and RNP operations to a safe landing during periods when it is discovered that GNSS services are unavailable, due to interference. • At least one Instrument Landing System (ILS) will be retained at airports wherever required for safety or economically justified. • APNT will ensure backward compatibility for existing DME and DME/DME users. Based on current plans, DME will provide RNP 2 above FL 180 and RNP 1 at all OEP airports. • Users equipped for APNT will be able to continue conducting RNAV and RNP operations (dispatch, departure, cruise, arrival) during the GNSS outage after the transition to APNT

17. APNT Assumptions 3/3 • Users who do not equip may not be able to continue RNAV and RNP operations (dispatch, departure, cruise, arrival) in areas where GNSS is required during the GNSS outage. • APNT service performance may not be equivalent to GPS performance (coverage, accuracy, integrity, availability, continuity), but it will support position reporting for conformance monitoring for security and provide backup timing services for CNS and other aviation applications. • APNT services will provide alternative positioning to support a minimum of 3nm separation in terminal area operations for dependent surveillance, wherever required for safety or economically justified.

18. GNSS Challenges: GPS Testing by DOD 9 Month Duration • Duration • Geographical Area Impacted Geographical Area Impacted 141 • 141 NOTAMs • NOTAMs • Minimum Minimum • Average Average • Maximum Maximum • 2 Shortest • Shortest 1.0 hour • 1.0 hour • 2 2 • 2 2 2 • Miles Miles Miles • Miles Miles • Miles 455,805 • 455,805 66,018 • 66,018 • 139,795 139,795 Average • Average 6.63 hours • 6.63 hours Longest • Longest 72 hours • 72 hours • 782 Hours 782 Hours • Cumulative Cumulative 90 days • 90 days

19. ARTCCs Impacted(per GPS Test NOTAM) ZLA Los Angeles (ARTCC) Palmdale, CA ZDV Denver (ARTCC), CO ZAB Albuquerque (ARTCC), NM ZLC Salt Lake City (ARTCC), UT ZOA Oakland (ARTCC) Fremont, CA ZSE Seattle (ARTCC), Auburn, WA ZFW Fort Worth (ARTCC), TX ZHU Houston (ARTCC), TX ZKC Kansas City (ARTCC), KS ZME Memphis (ARTCC), TN ZTL Atlanta (ARTCC), Hampton, GA ZID Indianapolis (ARTCC), IN ZMP Minneapolis (ARTCC), MN ZAN Anchorage (ARTCC), AK ZAU Chicago (ARTCC), IL ZAK Oakland ODAPS, CA ZHN Honolulu (ARTCC), HI 17 out of 21 ARTCCs Impacted

20. Commercially Available GPS Jammer(so called “Personal Privacy Device”)

21. … and a few more “Personal Privacy Devices” $110 Ebay $92 Ebay $55 Ebay $335 Ebay $152 Ebay $40 GPS&GSM www.chinavasion.com $83 GPS&GSM www.Tayx.co.uk

22. LAAS Antenna Location

23. Guiding Principles ofResearch and Development “If we knew what we were doing, it wouldn’t be called research.” “Do not fear to be eccentric in opinion, for every opinion now accepted was once eccentric.”

24. Questions