Showing papers on "Required navigation performance published in 2005"

Applications and Benefits of RNP Approaches in the United States National Airspace System

Abstract: Some of the busiest airports in t he NAS set the pace for the entire system. These busy a irports experience frequent delays, cancellations and other in efficiencies, and many of these effects tend to propagate regionally or nationally. At many airports, opportunities exist to mitigate the se effects, by improving parallel runwa y operations, converging runway operations, adjacent airport operations, and single runway access. Through the application of low Required Navigation Performance ( RNP ) values and approach and missed -approach paths th at are not straight in and straight out, these opportunities for improvement are enabled. Because these RNP approach features apply to certain oper ators and not to others, their application is limited to those locations where aircraft capabilities exist an d where benefits can be realized. These procedures are being developed as Special Aircraft and Aircrew Authorization Required (SAAAR) as a core Operational Evolution Plan ( OEP ) activity. Our paper will describe the applications of RNP SAAAR at these busy airports, and at a handful of airports where safety/risk mitigation needs can be addressed as well. Our paper will describe a benefits -driven prioritization scheme for implementation of public RNP SAAAR procedures, with details on certain sites and projec ts. The analysis and modeling for this work was performed by MITRE/CAASD and coordinated through a designated Working Group chaired by Dr. Hassan Shahidi under the Performance -Based Operations Aviation Rulemaking Committee (PARC) .

Impact of RNAV terminal procedures on controller workload

Abstract: Human factors studies have identified message frequency, message complexity (amount of information transmitted), and specific types of information as determinants of operational errors resulting from high workload. Miscommunications, at the very least, have the potential of narrowing the margin of safety. Reducing the number of routine controller-pilot communications, the amount of routine information transmitted, and the need for communicating information that is susceptible to errors helps foster a safe airspace environment and may also minimize workload incurred by the controller. This goal is supported by area navigation (RNAV) terminal procedures which capitalize on the enhanced navigation capabilities of current avionics technology. RNAV reduces the vectoring of aircraft from the terminal radar approach control (TRACON) boundary to the final approach for arrivals and from the runway to the TRACON boundary for departures through the design of fixed flight routes. A voice communication analysis was conducted for the terminal departure, terminal approach, and local tower controller positions at Hartsfield-Jackson Atlanta International airport. The analysis is comprised of three principle areas: 1) the amount of required communications; 2) the amount of information conveyed; 3) and the type of information conveyed. Voice data analysis results show up to 40% reduction in the amount of two-way communications and up to 50% reduction in the amount of information required.

Navigating towards the future: transitioning from terrestrial radio navigation to satellite navigation and airborne surveillance

Abstract: This paper presents a proposal for transitioning from terrestrial based navigation aids to implementing satellite and airborne surveillance as the primary navigation means. The transition occurs through several steps. First the installation and use of modern navigation and surveillance equipment is mandated by the regulatory organizations. The installations should take place in a sequenced fashion to allow time for companies to absorb the initial cost. Next the existing network of terrestrial navigation aids is down sized leaving only the areas of heaviest use in service. At this point, the Global Positioning System (GPS) is deemed the primary method of terrestrial and oceanic travel. Finally, terrestrial navigation stations are available around airports and the remaining stations are put in a standby condition for use the in the event of a national emergency. This paper also discusses the security benefits and examples of cost savings through implementation of these steps.

Measuring the effects of RNAV departure procedures on airport efficiency

Abstract: To analyze the impact of area navigation-standard instrument departure (RNAV SID) on operations at Atlanta terminal radar approach control (ATL TRACON). The MITRE Corporation's Center for Advanced Aviation System Development (CAASD) collected radar track data prior to implementation of the RNAV procedures, as well as post-implementation data. Through analysis of this radar track data, we measure the effects of RNAV SID procedures on departure throughput, and the resulting effects on taxi-out time and departure delay. In addition, distance flown inside the terminal area is a key metric. Vertical performance inside the terminal area was analyzed for reductions in level-offs. Results are coordinated and validated with anecdotal data from the airlines regarding these benefits and others, and statistical analyses combined with operational feedback provides insight towards the benefits of these procedures.

Global navigation satellite system (GNSS) and area navigation (RNAV) benefiting general aviation

Abstract: The Federal Aviation Administration (FAA) and general aviation (GA) industry are working collaboratively to publish lower minimum en route altitudes (MEAs) for Global Positioning System (GPS)-equipped aircraft operating at low altitudes, and more direct transition routes through Class B airspace based on area navigation (RNAV) (commonly achieved in GA aircraft with GPS). These efforts are intended to improve access to airspace, safety of flight, and seamless RNAV operations in the NAS - in accordance with the FAA's roadmap to performance-based navigation published in July 2003. The roadmap initiatives were developed jointly by FAA and industry under the sponsorship of the Performance-Based Operations Aviation Rulemaking Committee (PARC). The GA representation on that committee was provided by Aircraft Owner's and Pilot's Association (AOPA), who was spearheading the movement toward achieving benefits with GPS and spurring a growth rate in aircraft equipage. This paper presents the concepts of use for lower MEAs based on GPS and RNAV transition routes through Class B airspace. The paper also provides a description of the benefits and an outline of the implementation strategy.

Airframe effects on Loran H-field antenna performance

Abstract: : The 2001 Volpe National Transportation Systems Center report on GPS vulnerabilities identified Loran-C as one possible backup system for GPS. The Federal Aviation Administration (FAA) observed in its recently completed Navigation and Landing Transition Study that Loran-C, as an independent radio navigation system, is theoretically the best backup for GPS; however, this study also observed that Loran-C's potential benefits hinge upon the level of position accuracy actually realized (as measured by the 2 drms error radius). For aviation applications this is the ability to support non-precision approach (NPA) at a Required Navigation Performance (RNP) of 0.3 which equates to a 2 drms error of 309 meters. The recently released report of the DOT Radionavigation Task Force recommended to complete the evaluation of enhanced Loran to validate the expectation that it will provide the performance to support aviation NPA and maritime HEA operations. To meet this need, the FAA is currently leading a team consisting of members from industry government, and academia to provide guidance to the policy makers in their evaluation of the future of enhanced Loran (eLoran) in the United States. Through FAA sponsoring, the U.S. Coast Guard Academy (USCGA) is responsible for conducting some of the tests and evaluations to help determine whether eLoran can provide the accuracy, availability, integrity, and continuity to meet these requirements. One area of importance that has been under investigation has been the use of H-field antennas to receive the Loran signal (the times of arrivals of the signals, or TOAs, are used in the navigation position solution). H-field antennas provide better performance than E-field antennas (the usual maritime antenna) in the presence of precipitation static, which is a common problem on aircraft.

Expediting an Improved Performance Based NAS: The Rationale for Accelerating Avionics Equipage *

Abstract: Over the years, the FAA has introduced many new technologies into the National Airspace System (NAS) that have offered safety, capacity and/or efficiency improvements. However, since a number of users were often not equipped to take advantage of the new technologies, the older existing systems were continued in parallel. This has resulted in a NAS with several redundant and often obsolete systems still in operation. The operation of these multiple systems has caused FAA costs to grow at an ever increasing rate and has denied the full expected benefits to the users. Additionally, mixed aircraft equipage often results in tailoring operations to the least capable user, thus preventing operations that can reduce controller costs and provide user benefits. By accelerating the equipage of improved capabilities into aircraft, the entire NAS is able to reach higher levels of Required Communications Performance (RCP), Required Navigation Performance (RNP), and Required Surveillance Performance (RSP). Certain operations may require higher levels of performance than others, resulting in a provision of service based upon the capability of the aircraft, and allowing for the removal of the older less capable ground-based systems. As this paper demonstrates, a higher-level of performance results in significant cost savings to both the users and the FAA. FAA cost savings are realized from reduced infrastructure costs and increased controller productivity, while the users benefit from improved aircraft throughput, access and safety. Based upon historical trends, an evolution to a significantly improved Performance-based NAS could easily take until after 2030 to accomplish. An accelerated effort that achieves full operational status within the next 12 years could result in total savings in the range of $20-30 billion over the next 25 years.