DF - Rev 2 Page 1 of 13 GR0042-WPR Rev: B NextGen White Paper Original Signed by: 01-Jun 2012 Roger Witkemper Date Prepared Original Signed by: 01-Jun 2012 Todd Hamblin Date Approved Global Aerospace Design Corporation 100 Techne Center Drive, Suite 201 Milford, OH 45150 (+1) 513 444 4049 This document is intended to be used only by the person(s) or entity to which it is addressed. The data contained herein shall not be duplicated, used, or disclosed – in whole or in part – for any purpose other than to evaluate this proposal. No license, express or implied, to any intellectual property is granted by this document.
Transcript
DF - Rev 2 Page 1 of 13
GR0042-WPR Rev: B
NextGen White Paper
Original Signed by: 01-Jun 2012 Roger Witkemper Date Prepared Original Signed by: 01-Jun 2012 Todd Hamblin Date Approved
Global Aerospace Design Corporation 100 Techne Center Drive, Suite 201
Milford, OH 45150 (+1) 513 444 4049
This document is intended to be used only by the person(s) or entity to which it is addressed. The data contained herein shall not
be duplicated, used, or disclosed – in whole or in part – for any purpose other than to evaluate this proposal. No license, express or implied, to any intellectual property is granted by this document.
GR0042-WPR White Paper, NextGen Rev:B
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Revision History
REV DATE DESCRIPTION APPROVED
IR 01 Jun 2012 Initial release. See Title Page
A 10 Feb 2013 General update. Prepared: R. Witkemper
Approved: T. Hamblin
B 15 Sep 2014 Updated document format. Prepared: S. Hawthorn
Approved: T. Hamblin
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Table of Contents
LIST OF ACRONYMS AND ABBREVIATIONS ............................................................................ 4
CPDLC Satellite Controller – Pilot Datalink Communication
DME Distance Measuring Equipment
EASA European Aviation Safety Agency
EHS Enhanced Surveillance
ELS Elementary Surveillance
ES Extended Squitter
FAA Federal Aviation Administration
FANS Future Air Navigation System
FMS Flight Management System
FTE Flight Technical Error
GBAS Ground Based Augmentation System
GNSS Global Navigation Satellite System
GPS Global Positioning System
ICAO International Civil Aviation Organization ILS Instrument Landing System
ITA Initial Tailored Arrivals
LPV Localizer Performance with Vertical Guidance
MCDU Multifunction Control and Display Unit
MMR Multimode Receiver
NAS National Airspace System
NextGen Next Generation Air Transport System
NSE Navigation System Error
OEM Original Equipment Manufacturer
PBN Performance Based Navigation
RNAV Area Navigation
RNP Required Navigation Performance
SBAS Satellite Based Augmentation System
TCAS Traffic Collision Avoidance System
TIS-B Traffic Information Services – Broadcast
TSE Total System Error
VOR VHF Omni-directional Range
WAAS Wide-Area Augmentation System
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REFERENCES
Document Title
AC 20-165 Airworthiness Approval of Automatic Dependent Surveillance – Broadcast (ADS-B) Out Systems, May 21, 2010
14 CFR Part 91 Automatic Dependent Surveillance – Broadcast (ADS-B) Out Performance Requirements To Support Air Traffic Control (ATC) Service; Final Rule, May 28, 2010
NGATS v1 1204r Next Generation Air Transportation System Integration Plan, Joint Planning & Development Office (nasea.faa.gov)
Federal Register Department of Transportation, ADS-B Part III, May 28, 2010
N/A FAA NextGen Implementation Plan, March 2012
N/A FreeFlight Systems, April 30, 2010
N/A Honeywell – Upcoming Industry Mandates and Avionics Technology, March 8, 2011
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1 INTRODUCTION Global Aerospace Design Corporation (Global) is a technical services organization comprised of a highly experienced engineering staff focused on meeting your aircraft certification needs - both in front of and behind the cockpit door. Our depth of experience with projects, ranging from full interior modification projects to complete cockpit upgrades, permits Global to provide technical solutions from nose-to-tail on any aircraft.
Comprised entirely of aircraft engineers, Global has the dedicated focus of maintaining positive cash flow while keeping overhead costs extremely low. This permits direct cost savings to our customers and maximizes our ability to outperform other integration services competitors.
1.1 Description This report provides an overview of the Federal Aviation Administration’s (FAA) vision for the Next Generation Air Transportation System (NextGen) from present time to 2020. Also included is the European Aviation Safety Agency (EASA) from present time to 2020.
NextGen is a comprehensive overhaul of our national airspace system to make air travel more dependable and safe. The FAA estimates that flight delays will be reduced by 21% by 2018. During that same time period, conservative estimates predict that fuel consumption will be reduced by 1.4 billion gallons cutting carbon emissions by nearly 14 million tons. NextGen encompasses the following aircraft systems and technologies:
ADS-B – Automatic Dependent Surveillance – Broadcast (In and Out) CPDLC – Controller Pilot Data Link Communications
FANS – Future Air Navigation System RNP – Required Navigational Performance
WAAS - Wide Area Augmentation System TCAS II V7.9 – TCAS software upgrade
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2 EXECUTIVE SUMMARY The following chart provides a quick review of the upcoming FAA/EASA NextGen mandates:
2012 2020
2013 2014 2015 2016 2017 2018 2019
Jan 2015EASA ADS-B
Considering MandateForward Fit Aircraft
Dec 2017EASA ADS-B
Considering MandateRetrofit Aircraft
Jan 2020FAA ADS-BMANDATE
Forward Fit Aircraft
Mar 2012EASA TCAS II V7.1
MANDATEForward Fit Aircraft
Mar 2014EASA TCAS II V7.1
MANDATERetrofit Aircraft
NOTES:1. FAA is reportedly a strong supporter of TCAS version 7.1, but has not issued a mandate.2. There are currently no FAA or EASA Mandates for RNP/WAAS. It is considered “incentive based.”
Jan 2017FAA VDL-2/CPDLC
DeadlineAll US Carriers
Jan 2014EASA VDL-2/CPDLC
MANDATEForward Fit Aircraft
Feb 2015EASA VDL-2/CPDLC
MANDATEAll Aircraft Above FL285
Jan 2017EASA VDL-2/CPDLC
MANDATEAll Aircraft
FAA/EASA NextGen
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3 ADS-B ADS-B is an aircraft and satellite-based transmission system. ADS-B can be broken into two primary functions: ADS-B Out and ADB-B In. An aircraft equipped with ADS-B Out functions by sending GPS-derived position and velocity data from onboard avionic systems. ADS-B In provides aircraft-to-aircraft position and velocity data on a cockpit display. ADS-B Out enhances safety by making an aircraft visible, real-time, to Air Traffic Control (ATC) and to other appropriately equipped (ADS-B In) aircraft with position and velocity data transmitted at a 1Hz rate. ADS-B will update activity on ATC displays with more frequency and with greater accuracy. With ADS-B Out, controllers can use airspace more efficiently. The nationwide ADS-B ground infrastructure is expected to be completed in 2013. There are no mandates anticipated for ADS-B-In.
The FAA released the ADS-B Out Final Rule on May 28, 2010 mandating added equipage requirements and performance standards on aircraft operating in most controlled airspace. The compliance date for this final rule is January 1, 2020.
2012 2020
2013 2014 2015 2016 2017 2018 2019
FAA ADS-B
2012 2020
2013 2014 2015 2016 2017 2018 2019
EASA ADS-B
January 2013NAS-wide Ground
Infrastructure Complete
November 2014Mandate
ADS-B OutAll Forward Fit Aircraft
Jun 2016ADS-B In
SC-186 for Op Req& Min Perf Stand
Aug 2012SC-186 Final Report Due
Jan 2020Mandate
ADS-B OutAll Aircraft
Dec 2017Considering Mandate
ADS-B OutAll Retrofit Aircraft
Jan 2015Considering Mandate
ADS-B OutAll Forward Fit Aircraft
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4 CPDLC/VDL-2 Future Air Navigation System (FANS) is an initiative which began in the early 1980s by the International Civil Aviation Organization (ICAO) to provide a direct datalink connection between the pilot and the air traffic controller. Controller Pilot Data Link Communications (CPDLC) and VHF Datalink Mode 2 (VDL-2) provide the technology to meet that initiative. The CPDLC application has three primary functions:
The exchange of controller/pilot messages with the ATC that is currently in control of the aircraft.
The transfer of ATC authority over the aircraft. Downstream clearance delivery, or the approval of other ATCs in adjacent centers
to view the aircraft reports. The position of the aircraft is transmitted through a communications router and sent to ATC via either VHF or SATCOM. The FANS standard mandates the use of INMARSAT SATCOM when out of VHF range. FANS-1 is the standard used on Boeing aircraft while the Airbus standard is known as FANS-A. Both are considered first generation FANS architectures.
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5 RNP Required Navigation Performance (RNP) is a specified level of accuracy defined by a lateral area of confined airspace in which an RNP certified aircraft operates. It is simply “being able to fly in a specified tube” throughout all phases of flight.
RNP can include both performance and functional requirements, and is indicated by the RNP type. The RNP type defines the Total System Error (TSE) that is allowed in lateral and longitudinal dimensions within a particular airspace. The TSE, which takes account of navigation system errors (NSE), computation errors, display errors and flight technical errors (FTE), must not exceed the specified RNP value for 95% of the flight time on any part of any single flight. The functional criteria for RNP address the need for the flight paths of participating aircraft to be both predictable and repeatable to the declared levels of accuracy.
5.1 WAAS
The Wide Area Augmentation System (WAAS) is an air navigation aid funded by the Federal Aviation Administration to augment the Global Positioning System (GPS), with the goal of improving its accuracy, integrity, and availability. Essentially, WAAS is intended to enable aircraft to rely on GPS for all phases of flight, including precision approaches to any airport within its coverage area. WAAS permits a Localizer Performance with Vertical guidance (LPV) approach enabling descent as low as 200-250 feet above the runway and a precise 40m lateral limit. There are over 1800 LPV approaches in use today and the FAA is publishing over 300 new LPV approaches per year.
The list below identifies WAAS and other countries similar systems:
WAAS Wide Area Augmentation System US, Canada, Mexico EGNOS European Geostationary Navigation Overlay Europe MSAS Multifunctional Satellite Augmentation System Japan GAGAN GPS Aided Geostationary Augmented Navigation India SNAS Satellite Navigation Augmentation System China GBAS Ground Based Augmentation System Austrailia
There are no current FAA mandates regarding RNP/WAAS. In order for gain benefits from RNP/WAAS, every airport requires RNP procedures. The FAA contracted GE Naverus and Jeppesen to assist with this time consuming process. It is anticipated that benefits (preferred traffic cueing, fuel savings, etc.) will be adequate to motivate owner/operators to modify aircraft without a mandate.
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6 TCAS II V7.1 While TCAS II is not an integral component in the ADS-B systems onboard aircraft, the two systems are linked. TCAS involves communication between all aircraft equipped with an appropriate transponder. Each TCAS-equipped aircraft interrogates all other aircraft in a determined range about their position (via the 1030 MHz radio frequency), and all other aircraft reply to those interrogations (via 1090 MHz). TCAS equipment (V7.1) which is capable of processing ADS-B messages may use this information to enhance the performance of TCAS, using techniques known as “Hybrid Surveillance” (part of Honeywell SmartTraffic upgrade).
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7 IMPLEMENTATION The following block diagram depicts options that could be used to implement NextGen.
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8 WHAT CAN GLOBAL DO FOR YOU? Whether you are an airline, single aircraft owner, systems integrator, or OEM; Global can provide the experience and knowledge necessary to support your technical needs. We can provide short term assistance or a complete turn-key solution to meet all of the requirements of your next program.
Program Research
Define system requirements and scope of work
Submit request for quotes
Provide pricing and recommendations
Program Management
Manage all program vendors
Reduce program schedule and risk with program metrics
Manage and provide complete installation kit
Integration Engineering
Increase system maintainability through design reviews and experienced airline personnel
Use of the best design practices in order to provide most efficient and safest system installation
Certification Management
Manage the certification hurdles by using experienced DERs
Close working relationship with local ACO
Installation Support
Onsite engineering and DERs to manage system installation and testing
Licensed A&P mechanics available to assist installation
Ongoing Support
Continued support of systems once aircraft returns to revenue service
Ongoing management to ensure customer satisfaction
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