Federal Aviation Administration Transformational
PBN NAS
Presented by: Deborah Lawrence, FAA Navigation Programs Manager
Presented to: Munich Satellite Navigation Summit
Date: March 2015
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• Performance Based Navigation (PBN) Strategy • Wide Area Augmentation System (WAAS) Update • Ground Based Augmentation System (GBAS) Update • VOR Minimal Operational Network (MON) • Instrument Landing System (ILS) Rationalization • GNSS Intentional Interference & Spoofing Study Team
(GIISST) • Satellite Operations Coordination Concept (SOCC) • Questions
Topics
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Performance Based Navigation (PBN)
Strategy
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• Four Focus Areas – Creating a PBN NAS
– Decision Support Tools to enable better PBN utilization
– Agile Above and fixed below 10,000 feet
– Align legacy infrastructure to supplement PBN
The 2025 Vision
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Developing the Vision - 2025 NAS
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• Standardize and execute training and education for pilots and controllers
• Make what we have built work better, using lessons learned and available expertise
• Establish tools and policies to manage equipage and capability differences, if mandates will not be pursued
• Clear priorities to insure resources are used for the best value
Challenges Still Being Addressed
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PBN Accomplishments
2009 100
309
175
416
2,321
4,648
45
122
28
61
RNAV STARs RNAV SIDs RNAV/RNP Approaches
Q-Routes T-Routes
More than double PBN procedures since 2009
Oceanic separation standards reduced with RNP
RNAV SIDs and STARs at over of ASPM77 airports
Increased use of TMA with transition towards
TBFM
2014
SIDs/STARs Q/T-routes
Of Public Airports with published IAP:
2014
2009
50nm
30nm
2014
2009
30nm
50nm New
RNAV OPDs
Capable with ILS or SATNAV
>4,300 ft
2009
Reduced, separation standards for closely-spaced approaches
Capable with ILS or LNAV/VNAV, RNP, RNP AR, GLS, and LPV
>3,600 ft
2014
137
384
RNP-AR Approaches
have a PBN IAP
with only PBN IAP
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5 Year Focus
2025 Vision
Creating a PBN NAS
• Policy: – Guidelines for which tools will be used when – Clear guidelines for performance levels across a range of situations
• Operation: – All approaches are vertically guided – Overlay program for departures and arrivals – Implement PBN Route Structure – Final WAAS procedure deployment
• Infrastructure: – PBN infrastructure with required resiliency – NDB/VOR procedure draw down
• Culture: – Address barriers to utilization, specifically training and resource availability
Leverage PBN for operational improvements in VMC and IMC, while maintaining a resilient navigation capability. Simplest PBN tool for the job.
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Wide Area Augmentation System (WAAS)
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WAAS Development Phases • Phase I: IOC (July 2003) Completed
– Included Development of a robust safety architecture – Included establishment of WAAS expert panel to evaluate potential integrity
threats • Phase II: Full LPV (FLP) (2003 – 2008) Completed
– Completed a Safety Risk Management Decision (SRMD) to support LPV-200 (VAL of 35m)
– Expanded WAAS coverage to Mexico and Canada while modifying the System to address observed Ionospheric threats
• Phase III: Full LPV-200 Performance (2009 – 2013) – Completed System updates to improve performance during moderate
ionospheric activity – Supported continuous monitoring of system data that contributes to continued
integrity assurance – Began transition of Second Level Engineering from contractor based to
organic FAA capability • Phase IV: Dual Frequency (L1,L5) Operations (2014 – 2044)
– Includes the transition from use of L2 to L5 in WAAS reference stations – Infrastructure modifications to support future L1/L5 user capability – Support sustainment of WAAS GEOs
Legend
Milestone
Service Ended
Service Started
Satellite Development
WAAS Schedule
SC Development
Comm Upgrades
G-III Receiver
FAA
Inde
pend
ent
Activ
ities
G
EOs
CY11 CY12 CY13 CY14 CY15 CY16 CY17 CY18 CY19 5/15
3/14 3/16
Development Production Fielding
3/13
1/13 2/16 G-III Test Circuits System-Wide
Segment 1
GEO 5
GEO 6
GEO 7
AMR
CRW
CRE
Segment 2
11/15
7/17 Reacquired
Eutelsat 117 West B (Satmex 9)
10/17
1/14
DFO SIR
9/14
DFO Award
Base Contract Complete
Base Contract Complete
Base Contract Complete
CY20
DFO
Dual Frequency
Release 1
Release 2
Release 3
Release 4
Release 5
12/16
6/17
9/17
4/18
9/19
Option Years 7/17
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Ground Based Augmentation System
Update (GBAS)
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FAA GBAS Program • Validation of ICAO SARPS for the baseline set of GBAS Approach
Service Type D (GAST-D) Requirements – GAST-D to support approach and landing operations using CAT III minima by
augmentation of single frequency GPS (L1) – Validation includes work producing commercial prototypes (Avionics/Ground
system) – SARPS Validation – April 2015
• Likely that close of validation will be conditional on completion of IGM work (and possibly resolution of VDB issues)
– Final Close of Validation – Fall 2015
• SLS-4000 GAST C Block II Schedule – Modification of previously approved SLS-4000 Block I configuration
intended to enhanced system availability – Block II System Design Approval (SDA) is expected summer 2015
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• Airport Operations (Status: Jan 2015) – Total 1277 approaches / Average 90/month – Newark, NJ / 582 Operations (737/787) – Houston, TX / 695 Operations (737/787/A380/B747-8)
• US Airlines
– United Airlines Equipage • B 737 – 97 aircraft / B 787 – 14 aircraft
– Delta Airlines • B 737 – 34 Aircraft / Total order of 112 • Planning to equip also Airbus fleet (A350, A321)
• 106 Boeing customers with GLS
– B737 67 airlines / 900 aircraft/3660 provisioned – B747-8 10 airlines / 84 aircraft – B787 29 airlines / 235 aircraft
Recent Accomplishments
November 2014 - Over 1,000 GBAS landings by United Airlines
December 2014 - Delta at Houston
February 2015 Delta at Newark
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• Coordinated International Airline Operations in the US – Newark (since Sept 2014)
• British Airways - B787 – 138 GLS approaches
– Houston (since Dec 2014)
• Emirates - A380 (11 GLS approaches) • Lufthansa - A380 ( 9 GLS approaches) • Cathay Pacific - B747-8 (7 GLS approaches )
Recent Accomplishments
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VOR Minimal Operational Network (MON)
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VOR MON Program Overview • The FAA will transition to Performance-Based
Navigation (PBN) from the conventional VOR-defined routes and procedures – Improved Efficiency and Capacity
• The Transition to PBN provides an opportunity to reduce the aging unneeded infrastructure – The FAA currently has ~958 federally-owned and operated VORs
(including VORTACs and VOR/DMEs), Most are 30+ years old – Few aircraft are actually using VOR to fly the VOR Airways
• The VOR MON Program plans to discontinue approximately 30% of the VORs in the National Airspace System (NAS) by 2025 – VOR MON will provide a conventional backup coverage during a
GPS outage as well as basic navigation for VOR-only aircraft – Supports FAA NAS Right Sizing Initiative
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FY16 FY20 FY14
958
661
FY25
APNT full operational capability
0
ADS-B equipage mandate takes effect
WAAS LPV procedures at
qualified runways
FY15
VOR MON Implementation
VOR MON Strategy and Notional Timeline
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2030
2014 IARD
2015 FID 1
VOR MON Implementation
2020 FID 2
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Instrument Landing System (ILS) Rationalization
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Overview • The Instrument Landing System (ILS) Rationalization is
a NAS Efficiency Streamlining Services (NESS) initiative for the FAA to strategically remove ILS infrastructure within the NAS without impacting safety, efficiency, or operations.
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• Maximize cost savings while retaining airport access and safety benefits of vertically guided approaches
– Rationalize the need for Category I ILS where the
runway end has duplicate capability • ILS, LPV,LNAV/VNA
– Including Operation during GPS Outages • Continued operations for airliner aircraft • Safe Landing for all aircraft
RATIONALIZATION OBJECTIVE
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• Timeframe for Rationaization:2018-2030 • All ILS that provide CAT II/III service will be
retained • Retain vertical guidance at all runway ends that
currently have vertical guidance • Decision does not encompass removing
Approach Lighting or Runway Visual Range • CAT I services will be reassessed based upon
current and projected aircraft equipage
Preliminary Assumptions, March 2015
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GNSS Intentional Interference & Spoofing
Study Team (GIISST)
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GIISST Background • GNSS is vulnerable to intentional interference and
spoofing – Intention and capabilities exist to adversely impact safety,
security, and capacity of the NAS
– Topic is subject of growing public awareness
• FAA Navigation Programs and Aircraft Certification established GIISST in Oct. ‘12 to – Examine threat assessments, studies, and data
– Develop specific, actionable recommendations
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Threat Scenarios Scenario Examples of Experienced Events
Low Power Mobile Interference
Interference at airport caused by personal privacy devices in vehicles on adjacent roadways
Low Power Stationary Interference
Interference at airport caused by stationary personal privacy device in aircraft operations area
High Power Interference Misuse or unplanned use of military equipment results in jamming
Unintentional Re-radiator Improper use of aviation GPS test equipment
Pinpoint Spoofing Attack Partially demonstrated (research, test for hovering UAV with non-aviation grade equipment and pre-determined knowledge of vehicle position/time)
Coordinated Spoofing Attack
No known event for civil, approved, aviation applications
Coordinated Interference and Spoofing Attack
No known event for civil, approved, aviation applications
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GIISST Summary • GNSS is vulnerable to intentional interference
and spoofing • FAA’s GIISST has developed
recommendations to address this vulnerability
Next Steps • Provide recommendations to aviation
community – RTCA SC-159 – PBN Aviation Rulemaking Committee (PARC)
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Satellite Operations Coordination Concept
(SOCC)
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Global Positioning System (GPS)
Ground Based Augmentation
System (GBAS)
•Wide Area Augmentation
System (WAAS)
As the transition to a PBN and ADS-B NAS continues to expand, reliance on the GNSS will increase.
What would result if an anomaly in the GNSS caused it to be unavailable for a portion or all of a flight?
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• Monitor all available sources of the GNSS for anomalies and outages
• Assess the impact to determine which routes, and instrument flight procedures are affected
• Provide Air Traffic authorities with an impact statement – Enhance situational awareness resulting in improved
traffic flow management • Disseminate information to other users and
stakeholders in the NAS
The Role Envisioned for the SOCC
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Benefits • Provide detailed information on affected routes, route
segments, instrument flight procedures and ADS-B based surveillance
• Minimize the effect and allow for improved traffic management and less delay
• SOCC automation will reduce the time to process and disseminate critical information
• The SOCC will complement the use of the Alternate Positioning, Navigation and Timing (APNT) system – Knowledge of where APNT will be needed will allow air traffic authorities to
adjust traffic flows to accommodate possible reduced separation standards in the affected area
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Questions