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

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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
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In Attendance From Honeywell
• Ed Borger B&GA Technical Sales – FMS and Navigation Systems
• Tim Kelly B&GA Area Sales Manager – Central US
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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
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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
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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)
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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
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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
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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
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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
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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
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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
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Procedure Roadmap
FAA plans adding approximately 50 RNP
procedures per year through 2011
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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’
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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’
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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
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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)
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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
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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)
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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
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GPS - Wide Area Augmentation System (WAAS)
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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
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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
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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
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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
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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.
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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
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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.
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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
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CDTI Traffic Symbology
A/C Designated or
Highlighted for
quick crew
identification
• Prototype
example
• Human
Factors and
Additional
Prototype
Remaining
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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
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