Performance-Based Navigation(RNAV and RNP): U.S. Strategic PlansFederal

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Performance-Based Navigation(RNAV and RNP): U.S. Strategic PlansFederal AviationAdministrationPresentation to: Eurocontrol/FAA Workshop “Implementing RNP”Toulouse, FranceName: Jeff WilliamsManager, RNAV/RNP Group, Air Traffic OrganizationDate: October 4, 2005
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Overview of Briefing
•What is “Performance Based Navigation”
•Definitions
•FAA’s Roadmap for Performance Based Navigation (2003)
􀂃Roadmap updates (draft)
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What is “Performance-Based Navigation”?
•An end-to-end system of concepts and applications based on performance standards and metrics rather than specific technologies and equipment
􀂃Aviation authorities specify the aircraft capabilitiesand performance requirementsnecessary to operate in a given airspace or use a given procedure
􀂾Instead of specifying required technologies or specific avionics
•Recognizes the ability of aircraft to operate safely and efficiently using a variety of on-board systems
•Includes both RNAV and RNP
FAA Roadmap forPerformance-Based Navigation
(July 2003)
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RNAV (US definition)
•A method of navigation that enables aircraft to fly on any desired flight path within the coverage of referenced navigation aids (NAVAIDS)or within the limits of the capability of self-contained systems, or a combination of these capabilities
􀂃Routes and procedures using RNAV provide improved access and flexibility through point-to-point navigation and are not restricted to the location of ground-based NAVAIDs
•The overall safety of the operation is achieved through a combined use of aircraft navigation accuracy, route separation and/or air traffic control intervention (e.g., via radar monitoring, automatic dependent surveillance (ADS), multi-lateration, communications)
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RNP (US definition)
•RNP is RNAV operations with on-boardnavigation containment, monitoring and alerting
•A critical component of RNP is
􀂃the ability of the aircraft navigation system to monitor its achieved navigation performance, and
􀂃to identify for the pilot whether the operational requirement isor is not being met during an operation
•This on-board monitoring and alerting capability can reduce reliance on increased route separation and/or air traffic control intervention (e.g., via radar monitoring, automatic dependent surveillance (ADS), multi-lateration, communications) to maintain the overall safety of the operation
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Definitions
•US has defined RNP in a slightly different manner than in current ICAO Doc 9613
􀂃The critical difference is inclusion of on-board containment, monitoring and alerting capability as part of the U.S.’s basic definition of RNP
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Performance-Based Navigation In All Phases of Flight
Current U.S. ImplementationsRNAV SIDsRNAV Q Routes, T Routes RNAV STARsRNP SAAAR approachesRNAV approaches
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FAA’s Roadmap for
Performance-Based Navigation
•Collaborative effort among aviation industry stakeholders􀂃erformance-based Operations Aviation Rulemaking Committee (PARC)•Three Planning Horizons (updated version)􀂃Near-term 2003 to 2006 (2006 to 2010)􀂃Mid-term 2007 to 2012 (2011 to 2015)􀂃Far-term 2013 to 2020(2016 to 2025) •Harmonization considerations•Focuses on operational capabilities in:􀂃En route domain􀂃Terminal domain􀂃Standard Terminal Arrivals (STARs) 􀂃Standard Instrument Departures (SIDs) 􀂃Approach domain􀂾RNP Special Aircrew and Aircraft Authorization Required (SAAAR)􀂾RNP Parallel Approach TransitionUpdate scheduled for December 2005
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Implementation Strategy (DRAFT Roadmap Updates)
NEAR TERM (2006-2010)
•RNAV Type A and Type B (to be renamed RNAV-1 and RNAV-2)
•Implementation of RNP SAAAR approach applications
•RNP en route and terminal with route spacing standards based on RNP toward the end of the near term
􀂃Application of RNP must be benefit driven
􀂃May include applications for non-radar airspace
•Expansion of RNP application (trials with Time of Arrival Control)
•ossible mandate of RNAV above FL350 at end of near term
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Implementation Strategy (DRAFT Roadmap Updates)
(MID TERM 2011-2015)
•Implementation more focused on RNP than RNAV
•Reduced separation standards (aircraft to aircraft, lateral) based on RNP
•ossible mandates for RNAV at OEP airports, and en route above FL290
•Integration of Communication & Surveillance capabilities, leveraging automation potential
•Begin elimination of unnecessary/redundant ground-based routes, procedures and navaids (J routes and Victor Airways)
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Implementation Strategy (DRAFT Roadmap Updates)
(FAR TERM 2016-2025)
•Flexible and dynamic routing
•ossible mandatory 4D RNP at OEP airports, and en route above FL180
􀂃Assumes all required capability for execution of this is available
􀂾Communications, Surveillance mandates possible, automation required
•RNAV IFR Terminal Transition Routes (RITTRs) for general aviation require RNP
•Elimination of ground-based routes, procedures and navaids (J routes and Victor Airways)
􀂃With exception of those needed for “backup”
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A Vision of Navigation in the U.S. National Airspace System in 2025
•RNP/RNAV universal in all domains
􀂃RNP mandatory in some airspace, not just along particular routes
•Terminal airspace redesign based on RNP
􀂃New runways, traffic flows, changes in traffic levels also factors
•SatNavprimary base for navigation infrastructure
•Network of DMEs for DME/DME RNAV as backup
•Standardized avionics and operator capabilities
•Common information infrastructure, real-time airport/airspace/aircraft performance data sharing
•Cooperative system for provider and operators for traffic flow
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THE END!
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Session 1WorldwideImplementation