Understanding and Equipping for RNP, RNAV, WAAS, LPV, ADS-B

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Understanding and Equipping for RNP, RNAV, WAAS, LPV, ADS-B Chicago Area Business Aircraft Association Chicago, IL 21 November 2008 Honeywell Proprietary 􀃆 Honeywell.com 2 Document control number In Attendance From Honeywell • Ed Borger B&GA Technical Sales – FMS and Navigation Systems • Tim Kelly B&GA Area Sales Manager – Central US Honeywell Proprietary 􀃆 Honeywell.com 3 Document control number Agenda • Required Navigation Performance (RNP) • Definitions – RNP, RNAV, EPU, etc. • RNP SAAAR Procedures • RNP non-SAAAR Procedures • Typical Business Aircraft Equipage • Honeywell RNP Services – “Go Direct” • WAAS-LPV • ADS-B Overview Honeywell Proprietary 􀃆 Honeywell.com 4 Document control number Performance Based Navigation and RNP • Key Elements of RNP – Requires highly accurate navigation GPS avionics systems – Procedures create path conformance with high degree of accuracy and repeatability – Curved flight paths (Radius to Fix RF Legs) – Monitoring and alerting of navigation performance – Guided Missed Approach for increased safety of flight Onboard avionics capable of navigating the aircraft within a tightly specified airspace corridor RNP is a statement of the navigation performance necessary for operations within a defined airspace defined in nautical miles Honeywell Proprietary 􀃆 Honeywell.com 5 Document control number Terminology: RNAV, RNP and EPU • RNAV is a method of navigation enabling aircraft to fly on any desired flight path within the coverage of referenced NAVAIDS or within the limits of the capability of self-contained systems, or a combination of these capabilities • RNP is RNAV operations with on-board navigation alerting and monitoring and to identify for the pilot whether the operational requirement is, or is not being met during an operation • EPU is the estimate of position uncertainty, measured in nm conveys current position estimation performance. EPU is not an estimate of actual error but a defined statistical indication (eg: 10-7) Honeywell Proprietary 􀃆 Honeywell.com 6 Document control number Example of RNP 0.1 Monitoring Defined 600’ RNP 0.1 600’ RNP 0.1 2 x RNP 2 x RNP 600’ 600’ RNP 0.1 RNP 0.1 RNP = 0.1nm (600’) Containment Limit Containment Limit Graphic courtesy of The Boeing Company Honeywell Proprietary 􀃆 Honeywell.com 7 Document control number Relationship between RNP and EPU 600’ RNP 0.1 600’ RNP 0.1 2 x RNP 2 x RNP 600’ 600’ RNP 0.1 RNP 0.1 RNP EPU* * Equivalent to ANP Graphic courtesy of The Boeing Company Honeywell Proprietary 􀃆 Honeywell.com 8 Document control number Required Navigation Performance - RNP Conventional Routes RNP Routes Highly Optimized Use of Airspace Limited Design Flexibility “curved” paths Seamless Vertical Path Waypoints (Lat & Long position) Ground Based NAVAIDS • Two new FAA Advisory Circulars (ACs) define the move to lower RNP – AC 90-101 – Approval Guidance for RNP Procedures with SAAAR – AC 90-RNP – DRAFT- Approval Guidance for RNP Procedures (non-SAAAR) – EASA NPA 2008-14 / AMC 20-26 RNP- Authorization Required RNP keeps aircraft in a tightly defined corridor Conventional approach RNP approach Honeywell Proprietary 􀃆 Honeywell.com 9 Document control number RNP (non SAAAR) – Approach Design Criteria 2x RNP RNP Approach ( non SAAAR) 1xRNP Secondary buffer for obstacle clearance RNP non-SAAAR has secondary buffers (Proposed: AC 90-RNP) • Basic RNP – Secondary buffers and no RF legs - no IRU required • Advanced RNP – Secondary buffers with RF legs - no IRU required Honeywell Proprietary 􀃆 Honeywell.com 10 Document control number RNP - SAAAR – Approach Design Criteria 2 RNP RNP Approach (SAAAR) No secondary buffers RNP SAAAR has no secondary buffers (Per AC 90-101) • RNP 0.3 – Single autopilot and advisory VNAV – IRU required • RNP <0.3 – Dual autopilot and coupled VNAV – IRU required EPU 1xRNP for continued operation Honeywell Proprietary 􀃆 Honeywell.com 11 Document control number RNP Operational Benefits • Improved Access to Airports & Airspace – Obstacle clearance enabling better access to • Terrain challenged airports • Congested Airspaces • Restricted airspace challenged airports – Lower minimums – IFR Access • Efficiency of Operations – Time Savings • Shorter routes • Less holding time – Fuel savings – Reduced Separation • Safety – Clearly defined flight paths – More reliable, repeatable, predictable paths – Extraction procedures clearly defined Terrain Eg. Juneau, Alaska Airspace Eg. Washington National Traffic Eg. New York Area Honeywell Proprietary 􀃆 Honeywell.com 12 Document control number Procedure Roadmap FAA plans adding approximately 50 RNP procedures per year through 2011 Honeywell Proprietary 􀃆 Honeywell.com 13 Document control number RNP SAAAR Benefits – Improved Access Palm Springs PSP VOR Approach – There is currently no ILS into PSP – The VOR approach has a minimum of 1826’ Honeywell Proprietary 􀃆 Honeywell.com 14 Document control number RNP SAAAR Benefits – Improved Access Palm Springs PSP RNAV RNP Z Rwy 13R – New RNP SAAAR PSP approach for Runway 13R – The use of RF legs provides IFR guidance in the mountainous terminal area for improved safety – The New DA is 408’ Honeywell Proprietary 􀃆 Honeywell.com 15 Document control number RNP-SAAAR and Non-SAAAR Requirements TAWS/EGPWS No No Yes Yes GPS Yes Yes Dual Dual Auto‐Pilot/Flight Director No Yes, Single (either AP or FD) Single Dual IRU No No Single Single CDI Scaling No (mitigation required) No (Mitigation required) Yes Yes Coupled VNAV No LNAV min's only Yes LNAV/VNAV min's Optional Yes Yes Yes Yes (optional for specfic RF Legs No procedures) FMS Yes Yes Dual Dual Yes Yes No No Procedure Design (Secondary Buffers included) Yes, Extent being discussed Yes Yes Yes, Extent being DB Validation Type 1 or 2 LOA discussed Yes Yes Yes ‐ FAA determined* Not SAAAR Yes FAA determined * Not Operational Approval SAAAR RNP SAAAR AC 90‐101 Below 0.3nm RNP SAAAR AC 90‐101 0.3 nm RNP ‐Advanced AC 90‐RNP RNP ‐ Basic RNP Requirement AC 90‐RNP Honeywell RNP Services “Go Direct” Chicago Area Business Aircraft Association Chicago, IL 21 November 2008 Honeywell Proprietary 􀃆 Honeywell.com 17 Document control number AC 90-101 RNP SAAAR Requirements • Appendix 1 - RNP SAAAR Instrument Approach Procedures • Appendix 2 - Aircraft Qualification • Appendix 3 - Navigation Data Validation • Appendix 4 - Operational Considerations • Appendix 5 – Training • Appendix 6 - RNP Monitoring Program • Appendix 7 – RNP Validation Test Plan Obtaining Operational Approval OEM/Airframer Responsibility (Honeywell supporting role) Operator Responsibility (Honeywell RNP Consultancy Services) Honeywell Proprietary 􀃆 Honeywell.com 18 Document control number Unlocking the Benefits RNP Procedures Aircraft Equipage Operational Approvals Implementing RNP GPS GPS Position IRS FMS Charted Procedure NavDB Flight Ops Compliance to AC 90-101 in the US Operator must receive Letter of Authorization from the FAA for the aircraft, crew, and management program to conduct RNP SAAAR procedures The OEM approval letter received from the FAA, provides the approval of the aircraft AC 90-101 The FAA has created many “public” SAAAR RNP procedures for approved operators use. Honeywell RNP Consulting Services, designed to make this both feasible and economical for operators. EGPWS Honeywell Proprietary 􀃆 Honeywell.com 19 Document control number GPS IRS FMS Aircraft Equipage & Certification – Future FMS Software upgrades - 6.1, 7.1 – Inertial Reference Solutions, EGPWS – Hardware upgrades (not common to all aircraft) Database and Procedures Validation – Initial validation of all RNP SAAAR procedures in Nav DB – Data validation every 28 day cycle Honeywell Offering Operational Approval Consulting – Ops approval submittal package – AC90-101 – FAA coordination throughout application process Other Tools – RNP monitoring program (record keeping service) – RNP prediction tool for dispatch (Future offering) Honeywell Proprietary 􀃆 Honeywell.com 20 Document control number Operational Approval Consulting Provide assistance to aircraft operators seeking to obtain RNP SAAAR Operational Approval under the authority of Honeywell’s FAA Consultancy Designation. • Technical expertise • Approved processes • Established relationships with FAA • Dedicated team • Stream-lined process • Reduced timelines • Standardized Application Package and FSDO/FAA Approval Recommendation Value Drivers RNP Consultancy Process for: Superior Flight Department Welcome Letter to Customer Letter of Intent to FAA Development of Schedule On-Site Meeting Gap Analysis Completion Development of Application Package Submission of Application Approval of Application WAAS and WAAS/LPV Chicago Area Business Aircraft Association Chicago, IL 21 November 2008 Honeywell Proprietary 􀃆 Honeywell.com 22 Document control number GPS - Wide Area Augmentation System (WAAS) Honeywell Proprietary 􀃆 Honeywell.com 23 Document control number LPV Approach Benefit LPV DA 1030 – ½ 250 (250 – ½) LNAV/ DA 1160 – ¾ 382 (400 – ¾) VNAV • Currently over 1000 published procedures in the US • Plan is for 500 year into 2010 Automatic Dependent Surveillance ADS-B Overview Chicago Area Business Aircraft Association Chicago, IL 21 November 2008 Honeywell Proprietary 􀃆 Honeywell.com 25 Document control number ADS-B Overview • What is it? – ADS-B Out: transmitting of position, velocity and other aircraft or vehicle information – ADS-B In: Receive and process ADS-B Out messages from other aircraft. • Benefit for Operators – More Direct Routing, Reduced Fuel Burn / Flight Times, Better Airspace Access, Higher level of Situational Awareness and Safety • Benefit for Air Navigation Service Providers - Low deployment and maintenance costs compared to conventional Secondary Surveillance Radar (SSR), Provides much better “quality” surveillance, and will allow more aircraft to use existing airspace with equivalent of better safety • When is it coming? – Time is now – Regulation is in process – due in 2009 – ADS-B OUT equipage is standard today in ATR, demand in BGA growing – ADS-B IN and OUT will be standard on bizjets aircraft coming out 2013-14 and beyond Honeywell Proprietary 􀃆 Honeywell.com 26 Document control number ADS-B Out / ADS-B In ADS-B Out Periodically transmits position, velocity and other aircraft or vehicle information • Aircraft/Vehicle ID • GPS position • Altitude • Speed • Quality and Integrity data, etc. • Length & Width of aircraft • Aircraft Size & Weight category ADS-B Out Periodically transmits position, velocity and other aircraft or vehicle information • Aircraft/Vehicle ID • GPS position • Altitude • Speed • Quality and Integrity data, etc. • Length & Width of aircraft • Aircraft Size & Weight category ADS-B In The ability to receive and process ADS-B Out Transmissions from other aircraft (or the ground) • “Traffic Computer” receives ADS-B Out transmissions from other aircraft - Processes replies, integrates with TCAS data, formats display data file and transmits to display - More advanced capabilities would include safety logic for conflict detection and alerting • Traffic Situation can be depicted on Aircraft Display called “Cockpit Display of Traffic Information” (CDTI) • CDTI displays can offer much more traffic situational awareness information to the pilot than TCAS. • Allows display of other aircraft data ADS-B In The ability to receive and process ADS-B Out Transmissions from other aircraft (or the ground) • “Traffic Computer” receives ADS-B Out transmissions from other aircraft - Processes replies, integrates with TCAS data, formats display data file and transmits to display - More advanced capabilities would include safety logic for conflict detection and alerting • Traffic Situation can be depicted on Aircraft Display called “Cockpit Display of Traffic Information” (CDTI) • CDTI displays can offer much more traffic situational awareness information to the pilot than TCAS. • Allows display of other aircraft data Honeywell Proprietary 􀃆 Honeywell.com 27 Document control number Classic SSR No ADS-B ADS-R • R = “Repeat” • 1090 repeated on UAT • UAT repeated on 1090 ADS-R • R = “Repeat” • 1090 repeated on UAT • UAT repeated on 1090 ITT Corp Dual Mode ADS-B Ground Station ADS-B in the US Air Traffic Control 1090 (Mode S) TIS-B UAT TIS-B • Traffic Information Service - Broadcast • Datalink Traffic Information from none ADS-B equipped aircraft from existing SSR network • Fills in the holes in ADS-B coverage TIS-B • Traffic Information Service - Broadcast • Datalink Traffic Information from none ADS-B equipped aircraft from existing SSR network • Fills in the holes in ADS-B coverage FIS-B • Flight Information Service - Broadcast • Uplink Weather and current Flight Information (TFRs, etc) • UAT only FIS-B • Flight Information Service - Broadcast • Uplink Weather and current Flight Information (TFRs, etc) • UAT only FIS-B Allows 1090 & UAT to Interoperate Honeywell Proprietary 􀃆 Honeywell.com 28 Document control number FAA Dual Mode Approach - Universal Access Transceiver (UAT) • FAA has selected a “Dual Mode” Approach to implementing ADS-B – Turbine aircraft to use 1090 MHz ADS-B Out • Consistent with International Plans – “General Aviation” aircraft to use UAT • What is UAT? – 978 MHz – Time Division Multiple Access (TDMA) Protocol – Not interoperable with 1090 • Why UAT? – FAA was concerned about the large US GA population loading the 1090 spectrum – They also were looking for ways to incentivize GA operators to voluntarily equip or to not object to mandated equipage. – UAT to provide Flight Information Service – Broadcast (FIS-B) – Datalink Weather and other Flight Information to UAT equipped aircraft. Mode S UAT vs. Honeywell Proprietary 􀃆 Honeywell.com 29 Document control number ADS-B Functionality-Aircraft System Components WAAS GPS Xpdr Air Data TCAS or other 1090 MHz Receiver Display “CDTI” ADS-B Out ADS-B In “1090” System “UAT” System UAT Air Data ADS-B Out ADS-B In UAT Display “CDTI” ADS-B Applications ADS-B Applications WAAS GPS Honeywell Proprietary 􀃆 Honeywell.com 30 Document control number ADS-B Out Applications • NRA – Non Radar Airspace –Transmit “Squitters” once per second nominally. –ADS-B Ground equipment receives squitters and sends to ATC –Allows ATC to provide IFR separation to “radar” standards – 5 nmi –Current Non Radar Airspace, such as Gulf of Mexico, use procedural separation standards of 20-60 nmi. • RAD – Radar Airspace –Proposed reduction of spacing from 5 nmi to 3 nmi –Based on more accurate and timely position reports than current SSR system is capable of. Honeywell Proprietary 􀃆 Honeywell.com 31 Document control number ADS-B In Applications – Airborne Baseline • ATSA – AIRB Enhanced Traffic Situational Awareness during Flight Operations • ATSA – VSA Enhanced Visual Separation on Approach Optional • ATSA – ITP In Trail Procedure • ATSA – SURF Enhanced Airport Surface Situational Awareness Baseline & Optional Capabilities TCAS Only Traffic TCAS / ADS-B Traffic “Traffic Advisory” - TCAS / ADS-B Traffic ADS-B Traffic Honeywell Proprietary 􀃆 Honeywell.com 32 Document control number CDTI Traffic Symbology A/C Designated or Highlighted for quick crew identification • Prototype example • Human Factors and Additional Prototype Remaining Honeywell Proprietary 􀃆 Honeywell.com 33 Document control number ADS-B Summary • Global change is happening now. The industry is moving. • ADS-B technology is the future for improved air traffic management • Mode S and UAT interoperability issues continue to be worked • Honeywell will serve our customers needs well and compete effectively – Currently working towards implementation in all served markets: Air Transport, Regional, Business & General Aviation and Defense & Space Honeywell Proprietary 􀃆 Honeywell.com 34 Document control number www.honeywell.com

gcjcdn-007 发表于 2012-2-9 10:30:07

多谢多谢，支持支持

thunderland 发表于 2013-11-12 00:15:01

Understanding and Equipping for RNP, RNAV, WAAS, LPV, ADS-B

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Understanding and Equipping for RNP, RNAV, WAAS, LPV, ADS-B