Air Transporation Next Gen

The Next Generation Air Federal Aviation
Administration
Transportation System
NextGen or Destination
2025 - For Airports
Flight Standards Role at the Certificate Management
Office (CMO) or Flight Standards Field Office (FSDO)
Level
Approve avionics equipment installation in the

aircraft (ADS-B, Datalink, GPS including RNP AR,
Electronic Flight Bags or EFB, EFVS, etc.)
Approve Maintenance Program for equipment
Approve Pilot Training Program for use of the
equipment
Approve Manuals for use of the equipment
Approvals are mostly done through Operations
Specifications (OPS Specs) which is a contract
between the operator and the FAA
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Administration
Airports Conference April 3, 2012
Elements of NextGen
Performance Based Navigation (PBN)
RNAV
RNP
RNP SAAAR (RNP/AR)
Surveillance (2020)
ADS-B In / ADS-B Out
TIS-B / FIS B
Aircraft Centric Technology
HUD
EFVS
SVS
Photo courtesy of Chaim Van Pryoon
EFB
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Electronic Flight Bag
Pilot Brain Book

Departures/Arrivals
Approach Charts
Airport Position &
Conflicting Traffic
ADS-B/Self Separation
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The Big Picture
Operators of small part 91 aircraft (not

turbine powered or over 12,500 pounds) can
have a paperless cockpit without specific
authorization
Refer to Advisory Circular 120-76A, page 17
The iPad has been approved for part 135
paperless cockpits
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Electronic Flight Bag
Moving Map Display
Map View Pilot View
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Administration
Sample Warning Display
of Conflicting Traffic
from EFB
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Super Density Ground Ops
& Electronic Taxi Charts
Integrity of data for E-Taxi Charts
Stringent control of data by airport operator
Vehicle control concepts
Timely integration of E-Taxi Chart route changes
in data base
EFVS/SVS credit opportunities
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View of Airbus 380 Cockpit
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Head-Up Display
Provides primary flight,
navigation, and guidance
information to the pilot in a
forward field-of-view on a
head-up transparent screen.
Reduces flight technical
error.
Provides for a more
stabilized approach.
Eliminates head-down to
head-up transition time.
Eliminates out-the-window
accommodation time.
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Performance-Based Cockpit Technology
in Low Visibility Operations
Enhances low visibility flight and ground operations.

Increases access, efficiency and throughput at many airports
when low visibility is a factor.
Reduces infrastructure necessary to support low visibility

operations.
Provides flight guidance on a HUD

Low Visibility Landing
Provides a real time display of the
outside world in low visibility conditions
through the use of imaging sensors
(forward looking infrared, millimeter
wave, low-light level intensifying, etc.)
HUD and EFVS are key enablers for

Equivalent Visual Operations.
HUD + Sensor Imagery = EFVS
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EFVS/SVS Technology Evolution
Yesterday Today
Combined SVS Research Emerging EFVS

EFVS/SVS Efforts Underway Capabilities
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91.175
EFVS Operations below DH

Pilot continues with EFVS and real world
visual cues
LED lights are not visible in EFVS
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Problems with GPS
GPS alone does not meet FAA requirements
for
Accuracy
Integrity
Availability
Nor does it provide the necessary

guarantees that its signal will be accurate,
available, & safe to use
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GPS Problems
GPS Only Civil Aviation
PERFORMANCE CATEGORY I ILS

Requirements
H. 13 m V. 23 m ACCURACY (95%) H 16.0 m V 4.0 m
99% AVAILABILITY 99.75 %
? INTEGRITY 10-7/ approach
? CONTINUITY OF SERVICE 10-4 / approach
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Administration
GNSS Augmentation
Method of improving a navigation systems

attributes (accuracy, reliability, and availability)
Augment through the integration of external
information into a calculation process
Wide Area Augmentation System (WAAS)
Local Area Augmentation System (LAAS)
WAAS=SBAS
ICAO Terminology
LAAS=GBAS
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Administration
User Segment
Consists of the GPS & WAAS-

enabled receiver
Receives WAAS corrections

from the communications
satellite to improve its
position & time accuracy
Accuracy of 7.6 m (25) Corrections

both laterally & vertically Calculated USER
at least 95% of the time Known

Reference
Location
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WAAS Master Station
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Wide Area Augmentation System
(WAAS)
Receiver Equipment (antenna) must be
installed to receive the WAAS signal.
WAAS used for LPV or LP Approaches when
properly equipped with instruments capable of
displaying LPV or LP scaling. WAAS box!
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Administration
Current Status of PBN Routes and Procedures in the U.S. National
Airspace System
RNAV SIDs/STAR The FAA has implemented 81 Q-routes, 73 T-routes;

RNAV En route 411 RNAV 1 departures and 369 RNAV 1 arrivals; 2,746
Airports with RNAV or RNP
approaches with LPV minima and 292 RNP AR approaches.
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Airports with WAAS LPV Instrument Approaches
As of July 2011, there are twice as many WAAS
procedures (LPVs and LPs) as there are Instrument
Landing System (ILS) glide slopes in the U.S. National
Airspace System.
As of Jan 12th, 2012

- 2,748 LPVs serving 1245 Airports
- 1,757 LPVs to non-ILS Runways
- 991 LPVs to ILS runways
- 1166 LPVs to Non-ILS Airports
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Administration
RNAV 1 and RNP AR Authorization Status
RNAV 1
838 U.S. operators and 90 foreign air carriers with RNAV 1 authorization
RNP AR
11 airlines (including 2 foreign air carriers) have been approved for RNP AR
operations in the U.S.
22 corporate, charter, and fractional operators
Approximately 2,300 aircraft associated with RNP AR approvals

Airbus A-320
Boeing B-737NG, 757, 767, and 777
Bombardier Q-400
Embraer E-170/190
Gulfstream G-350/450/500/550
B-737NG and B-777
Cessna Sovereign
Dassault Falcon 900 EASy II (pending final details for ops approval)
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Administration
WAAS Avionics Status
Garmin:
68,000+ WAAS LPV receivers sold
New 650/750 WAAS capable units brought to market at the end of March 2011
to replace 430/530W units
AVIDYNE & Bendix-King:

Avidyne release 9 and IFD 540 (panel mount) introduced at Oshkosh 2012
SmartDeck glass panel and KSN-770 certification still pending
Universal Avionics:
Full line of UNS-1Fw, UNS-1Ew and UNS-Lw Flight Management Systems
(FMS) with WAAS LPV certifications
1900+ units sold
Rockwell Collins:
Approximately 2,000 WAAS/SBAS with LPV integrated units sold to date
CMC Electronics:
Achieved Technical Standards Orders Authorization (TSOA) certification on
their 5024 and 3024 WAAS Sensors
Convair aircraft will have WAAS LPV capable units installed December 2011
Canadian North B-737-300 obtained STC for SBAS(WAAS) LPV using dual
GLSSU-5024 receivers.
Honeywell:
Primus Epic and Primus 2000 w/NZ 2000 & CMC 3024 TSO Approval, 12
aircraft have SBAS(WAAS) LPV STC certification.
Primus 2000 FMS w/CMC 5024 TSO pending
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WAAS Navigation Display of an LPV
Approach
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RNAV Equipage
Aircraft dont need to be FMS equipped to fly RNAV
SIDs and STARs
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Do you have LPV at your Airport?
Clear approach surfaces required

Infrastructure including Runway Markings
required
Who are your users?
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Performance Based Navigation
(PBN)
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On-Board Performance Monitoring and
Alerting in RNP
RNAV 1
1 Nautical Mile 95% of time
Track Centerline
RNP 1 PILOT ALERT

Track Centerline
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Administration
RNP AR (Authorization Required)
RNP AR is RNAV with the additional
requirement of On Board Performance Monitoring
and Alerting
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Air Carrier and Freight
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Business Jet and Regional Airline
Aspen, CO
Jackson Hole, WY
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Helicopters
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Surveillance
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Radar Antenna
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ADS-B Description
Datalink technology that transmits precise position and other

aircraft or vehicle information once per second
US has Dual Link capability on 1090MHz (Mode S) and 978MHz (UAT)
Both links support broadcast of Traffic Information Service (TIS-B)

For situational awareness of surrounding aircraft/vehicles
UAT supports the broadcast of Flight Information Service (FIS-B)
Full implementation of ADS-B capabilities requires

Aircraft avionics equipage (datalink radio and/or display capability)
Ground stations supporting datalink to aircraft
Air Traffic Control (ATC) automation systems integration
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Administration
ADS-B Concepts - Out
Out is the broadcast of own ship information via

Transponder on 1090Mhz, (required above 18,000 feet) or
Universal Access Transceiver (UAT) on 978Mhz (GA)
No special displays required
Rule is for ADS-B Out
After JAN 1, 2020 must have ADS-B Out
Rule defines airspace and performance
Infrastructure
Ground stations receive the broadcast signals for use by ATC
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Administration
ADS-B Concepts - In
ADS-B In is capability to receive, process, and

display ADS-B transmitted data
Directly from other aircraft in range (on same link)
Ground stations
Requires a Cockpit Display of Traffic Information

(CDTI)
Sept. 2011 ADS-B In ARC recommended the FAA

not mandate ADS-B In
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Administration
Thank you
Federal Aviation 40
Administration

Air Transporation Next Gen

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Air Transporation Next Gen

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The Next Generation Air Federal Aviation

Approve avionics equipment installation in the

Pilot Brain Book

Operators of small part 91 aircraft (not

Enhances low visibility flight and ground operations.

Reduces infrastructure necessary to support low visibility

Provides flight guidance on a HUD

HUD and EFVS are key enablers for

HUD + Sensor Imagery = EFVS

Combined SVS Research Emerging EFVS

EFVS Operations below DH

Nor does it provide the necessary

PERFORMANCE CATEGORY I ILS

H. 13 m V. 23 m ACCURACY (95%) H 16.0 m V 4.0 m

99% AVAILABILITY 99.75 %

? INTEGRITY 10-7/ approach

? CONTINUITY OF SERVICE 10-4 / approach

Method of improving a navigation systems

Consists of the GPS & WAAS-

Receives WAAS corrections

Accuracy of 7.6 m (25) Corrections

at least 95% of the time Known

RNAV SIDs/STAR The FAA has implemented 81 Q-routes, 73 T-routes;

As of Jan 12th, 2012

22 corporate, charter, and fractional operators

Approximately 2,300 aircraft associated with RNP AR approvals

AVIDYNE & Bendix-King:

Clear approach surfaces required

1 Nautical Mile 95% of time

RNP 1 PILOT ALERT

1 Nautical Mile 95% of time

1 Nautical Mile 95% of time

Datalink technology that transmits precise position and other

Both links support broadcast of Traffic Information Service (TIS-B)

UAT supports the broadcast of Flight Information Service (FIS-B)

Full implementation of ADS-B capabilities requires

Out is the broadcast of own ship information via

ADS-B In is capability to receive, process, and

Requires a Cockpit Display of Traffic Information

Sept. 2011 ADS-B In ARC recommended the FAA

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