Showing papers on "Required navigation performance published in 2007"

Separation Analysis Methodology for Designing Area Navigation Arrival Procedures

Abstract: The full benefits of Area Navigation arrival procedures are achieved when they are performed without interruption. However, current separation minima or miles-in-trail restrictions at terminal area boundaries are not sufficiently large in many instances to ensure uninterrupted execution of Area Navigation arrivals, and air traffic controllers have to frequently vector aircraft off the Area Navigation procedure to maintain separation. We present a theoretical framework, a separation analysis methodology, and a Monte Carlo Tool for the Analysis of Separation and Throughput (TASAT), which may be used to determine the target spacing at a selected intermediate metering point such that there is a desired probability that the procedure can be completed without controller intervention. TASAT includes stochastic models of various uncertainty factors such as pilot actions, aircraft weight, and winds. Numeric simulation and separation analyses were performed for a hypothetical Area Navigation arrival procedure to demonstrate the applicability of the methodology, and to investigate the relationship between target spacing, probability of uninterrupted procedure execution, and traffic throughput. Sensitivity analyses were also performed on the location of the metering point and different winds.

Method and apparatus for cross checking required navigation performance procedures

Abstract: A computer implemented method, apparatus, and computer usable program product for cross checking required navigation performance procedures. A required navigation performance procedure in a flight management system is executed in an aircraft. A global positioning system signal in an electronic flight bag or other independent data processing system located onboard the aircraft is received while executing the required navigation performance procedure. A current position of the aircraft based on the global positioning system signal is presented on a moving map. A set of containment lines on the moving map are displayed to indicate whether deviations from the required navigation performance procedure have occurred.

Analysis of advanced flight management systems (FMS), flight management computer (FMC) field observations trials, vertical path

Abstract: The differences in performance of various manufacturers' flight management systems (FMSs) and their associated flight management computers (FMCs) have the potential for significant impact on the air traffic control system. While area navigation (RNAV) and required navigation performance (RNP) procedures and routes are designed according to criteria contained in Federal Aviation Administration (FAA) orders, FMCs are built to meet minimum aviation system performance standards (MASPS) (RTCA, 2003) and the minimum operational performance standards (MOPS) (RTCA, 2003) for area navigation systems, technical service orders and advisory circulars. The expectation is the resulting performance of the aircraft FMC will meet the procedure design requirements identified in the FAA criteria. The airspace design goal is procedures where aircraft operations result in repeatable and predictable paths. However, actual aircraft performance frequently does not match the expectations of the procedure designer. Studies referenced in this paper such as assessment of operational differences among flight management systems (Steinbach, 2004), analysis of advanced flight management systems (FMSs) (Herndon et al., 2005) and analysis of advanced flight management systems (FMSs), FMC field observations trials (Herndon et al., 2006) have shown that these differences result from variations in FMS equipment; variations and errors in data collection and processing; variations in pilot training and airline operating procedures; and variations in aircraft performance. This paper presents the hypothesis that given a standardized performance-based (RNAV/RNP) procedure with coded altitudes, variations in vertical path performance will exist among the various FMC/FMS combinations that are tested. Controlled observations were made using twelve test benches at five major FMC manufacturers and three full-motion simulators at the FAA and two airlines. This focus on vertical navigation (VNAV) path conformance follows the MITRE Corporation's analysis of lateral navigation (LNAV) path conformance described in analysis of advanced flight management systems (FMSs), FMC field observations trials (Herndon et al., 2006).

Required navigation performance (RNP) scales for indicating permissible flight technical error (FTE)

Abstract: The present invention is a flight deck system for promoting accurate navigation of an aircraft The system includes a memory configured for storing position information for the aircraft The system further includes a processor which is configured for being communicatively coupled with the memory, the processor also being configured for receiving the aircraft position information stored in the memory The system also includes a display which is configured for being communicatively coupled with the processor The display is further configured for displaying a scaled indicator, the scaled indicator having been output to the display by the processor, the scaled indicator being based upon the received aircraft position information The scaled indicator includes: a current position indicator for indicating an estimated current position of the aircraft, a desired position indicator for indicating a desired navigational position for the aircraft, and an allowable Flight Technical Error (FTE) indicator for indicating allowable Flight Technical Error (FTE) for the aircraft Further, the current position indicator, the desired position indicator, and the FTE indicator are suitable for use by a pilot of the aircraft in maintaining the aircraft within established navigational boundaries

Advanced Noise Abatement Approach Activities at a Regional UK Airport

Abstract: Advanced noise abatement procedures incorporating Continuous Descent Approach, Precision Area Navigation and Low Power/Low Drag elements have been developed for a regional UK airport in partnership between academia and key stakeholders. The procedures were designed for a wide variety of aircraft types and equipages using a combination of advanced academic research tools, industry simulators and stakeholder input. Interactions between airspace constraints and procedure design were found to be critical. Flight trials of the procedures have demonstrated significant environmental benefits compared with non-trial flights: 3-6 dBA peak noise reductions and 10-20% fuel burn/carbon dioxide emissions reductions have been observed. However, the importance of aircraft automation level, air traffic control coordination and the need for effective environmental performance metrics have been highlighted.

Requirements for Super Dense Operations for the NGATS Terminal Airspace

Abstract: We present requirements for super dense operations (SDO) in a future next generation air transportation system (NGATS), targeted at a 2025 timeframe. The requirements emphasize the needs for dynamic weather avoidance maneuvering and performance-based services (PBS) based on required navigation performance (RNP). A net-centric operation (NCO) will provide a mechanism to inform all users of weather forecast information, hazardous weather constraints, and weather avoidance routing requirements. The future air traffic management (ATM) system will move away from static jet route navigation toward a system where routes are defined more dynamically, adjusted during the course of the day as required by traffic demand and the geometry of severe weather constraints. Such a concept of operation (ConOps) will be particularly useful for time periods where weather is a major terminal area constraint in the national airspace system (NAS), making it possible to achieve SDO, reduce traffic delays, and ensure safe operations that would otherwise not be feasible in current day operations.

Aircraft communications and navigation systems : principles, operation and maintenance

Abstract: Chapter 1 Introduction 1.1 The radio frequency spectrum 1.2 Electromagnetic waves 1.3 Frequency and wavelength 1.4 The atmosphere 1.5 Radio wave propagation 1.6 The ionosphere 1.7 MUF and LUF 1.8 Silent zone and skip distance 1.9 Multiple choice questions Chapter 2 Antennas 2.1 The isotropic radiator 2.2 The half-wave dipole 2.3 Impedance and radiation resistance 2.4 Radiated power and efficiency 2.5 Antenna gain 2.6 The Yagi beam antenna 2.7 Directional characteristics 2.8 Other practical antennas 2.9 Feeders 2.10 Connectors 2.11 Standing wave ratio 2.12 Waveguide 2.13 Multiple choice questions Chapter 3 Transmitters and receivers 3.1 A simple radio system 3.2 Modulation and demodulation 3.3 AM transmitters 3.4 FM transmitters 3.5 Tuned radio frequency receivers 3.6 Superhet receivers 3.7 Selectivity 3.8 Image channel rejection 3.9 Automatic gain control 3.10 Double superhet receivers 3.11 Digital frequency synthesis 3.12 A design example 3.13 Multiple choice questions Chapter 4 VHF communications 4.1 VHF range and propagation 4.2 DSB modulation 4.3 Channel spacing 4.4 Depth of modulation 4.5 Compression 4.6 Squelch 4.7 Data modes 4.8 ACARS 4.9 VHF radio equipment 4.10 Multiple choice questions Chapter 5 HF communications 5.1 HF range and propagation 5.2 SSB modulation 5.3 SELCAL 5.4 HF data link 5.5 HF radio equipment 5.6 HF antennas and coupling units 5.7 Multiple choice questions Chapter 6 Flight-deck audio systems 6.1 Flight interphone system 6.2 Cockpit voice recorder 6.3 Multiple choice questions Chapter 7 Emergency locator transmitters 7.1 Types of ELT 7.2 Maintenance and testing of ELT 7.3 ELT mounting requirements 7.4 Typical ELT 7.5 Cospas-Sarsat satellites 7.6 Multiple choice questions Chapter 8 Aircraft navigation 8.1 The earth and navigation 8.2 Dead reckoning 8.3 Position fixing 8.4 Maps and charts 8.5 Navigation terminology 8.6 Navigation systems development 8.7 Navigation systems summary 8.8 Multiple choice questions Chapter 9 Automatic direction finder 9.1 Introducing ADF 9.2 ADF principles 9.3 ADF equipment 9.4 Operational aspects of ADF 9.5 Multiple choice questions Chapter 10 VHF omnidirectional range 10.1 VOR principles 10.2 Airborne equipment 10.3 Operational aspects of VOR 10.4 Multiple choice questions Chapter 11 Distance measuring equipment 11.1 Radar principles 11.2 DME overview 11.3 DME operation 11.4 Equipment overview 11.5 En route navigation using radio navigation aids 11.6 Multiple choice questions Chapter 12 Instrument landing system 12.1 ILS overview 12.2 ILS ground equipment 12.3 ILS airborne equipment 12.4 Low range radio altimeter 12.5 ILS approach 12.6 Autoland 12.7 Operational aspects of the ILS 12.8 Multiple choice questions Chapter 13 Microwave landing system 13.1 MLS overview 13.2 MLS principles 13.3 Aircraft equipment 13.4 Ground equipment 13.5 MLS summary 13.6 Multiple choice questions Chapter 14 Hyperbolic radio navigation 14.1 Hyperbolic position fixing 14.2 Loran overview 14.3 Loran-C operation 14.4 Loran-C ground equipment 14.5 Loran-C airborne equipment 14.6 Enhanced Loran (eLoran) 14.7 Multiple choice questions Chapter 15 Doppler navigation 15.1 The Doppler effect 15.2 Doppler navigation principles 15.3 Airborne equipment overview 15.4 Typical Doppler installations 15.5 Doppler summary 15.6 Other Doppler applications 15.7 Multiple choice questions Chapter 16 Area navigation 16.1 RNAV overview 16.2 RNAV equipment 16.3 Kalman filters 16.4 Required navigation performance 16.5 Multiple choice questions Chapter 17 Inertial navigation systems 17.1 Inertial navigation principles 17.2 System overview 17.3 System description 17.4 Alignment process 17.5 Inertial navigation accuracy 17.6 Inertial navigation summary 17.7 System integration 17.8 Multiple choice questions Chapter 18 Global navigation satellite system 18.1 GPS overview 18.2 Principles of wave propagation 18.3 Satellite navigation principles 18.4 GPS segments 18.5 GPS signals 18.6 GPS operation 18.7 Other GNSS 18.8 The future of GNSS 18.9 Multiple choice questions Chapter 19 Flight management systems 19.1 FMS overview 19.2 Flight management computer system 19.3 System initialisation 19.4 FMCS operation 19.5 FMS summary 19.6 Multiple choice questions Chapter 20 Weather radar 20.1 System overview 20.2 Airborne equipment 20.3 Precipitation and turbulence 20.4 System enhancements 20.5 Lightning detection 20.6 Multiple choice questions Chapter 21 Air traffic control system 21.1 ATC overview 21.2 ATC transponder modes 21.3 Airborne equipment 21.4 System operation 21.5 Automatic dependent surveillance-broadcast 21.6 Communications, navigation and surveillance/air traffic management 21.7 Multiple choice questions Chapter 22 Traffic alert and collision avoidance system 22.1 Airborne collision avoidance systems 22.2 TCAS overview 22.3 TCAS equipment 22.4 System operation 22.5 Multiple choice questions Appendices 1 Abbreviations and acronyms 2 Revision papers 3 Answers 4 Decibels Index

Redundant multi-mode filter for a navigation system

Abstract: An approach is introduced to the design of a multi-mode navigation filter to combine a low-cost skewed redundant inertial measurement unit (SRTMU) with a multifunctional GPS (MF-GPS) receiver in order to implement a fault-tolerant aircraft navigation system, which can achieve the required navigation performance of conventional systems in terms of accuracy, integrity, continuity, and availability. The MF-GPS receiver provides raw GPS measurements for pseudo-range and range rate to compute the navigation solutions (position and velocity) and also multi-antenna carrier phase interferometric measurements to estimate the aircraft attitude solution, if the carrier phase data is reliable. A multi-mode navigation filter is designed which combines state and measurement fusion methods and processes the SRIMU and raw MF-GPS outputs to provide reliable position, velocity and attitude information, and also kinematic parameters required in control, guidance, and navigation applications. The feasibility and performance of this integrated design is assessed and evaluated by using simulation. The accuracy of inertial gyros used in the evaluation ranges from ldeg/h to 30deg/h, including low-cost inertial sensor technologies. The simulation studies presented here show that a multi-mode navigation filter can achieve sufficient reliability and accuracy and that SRIMU/MF-GPS integrated navigation systems may provide a cost-effective system for future regional aircraft, general aviation aircraft, and unmanned aerial vehicles

Analysis of RNAV arrival operations with descend via clearances at phoenix airport

Abstract: On 10 October 2006, two new area navigation (RNAV) arrival procedures for Phoenix Sky Harbor International Airport (PHX) were published which provide vertical guidance in the terminal area. The procedures largely overlay corresponding conventional procedures and established navigation patterns used by air traffic control (ATC). However, the inclusion of vertical guidance and routine ATC issuance of descend via clearances to leverage this guidance was expected to result in more continuous aircraft arrival descents inside the terminal area. More continuous descents enable prolonged flight under reduced engine thrust and associated fuel burn and environmental benefits. The MITRE Corporation's Center for Advanced Aviation System Development (CAASD) was tasked by the Federal Aviation Administration (FAA) to assess operational changes associated with the implementation of the new RNAV arrival procedures at PHX and estimate the resulting user benefits. Based on analysis of radar data recorded during eleven days of pre-and post-implementation operations, significant improvements in descent continuities were observed for aircraft descending via the new procedures. The improvements resulted in a 38-percent reduction in the time aircraft remained in level flight at key step-down altitudes in terminal airspace. Fuel burn benefits to users were estimated at $0.5 million annually, and resulting reductions in CO2 emissions were estimated at approximately 2500 metric tons annually. In addition to these currently realized benefits, improved participation coupled with procedure optimization efforts promise increased future user benefits.

Tradeoffs in high density trajectory based operations

Abstract: Alleviating air traffic management (ATM) system capacity barriers and environmental impacts around major metropolitan areas is critical for the next generation air transportation system. This paper presents initial research toward applying fast-time simulation methods to evaluate system-level tradeoffs in high-density trajectory-based operations in order to identify suitable roles for humans in the future system. A mid-term concept of operations in which aircraft are scheduled to arrive at the runway on optimized descent profiles ("CDAs") along area navigation/required navigation performance (RNAV/RNP) routes separated from other RNAV/RNP arrival and departure routings serves as the core concept for discussion. The paper discusses tradeoffs between RNAV/RNP route designs, airspace configuration, aircraft and flight management system (FMS) performance, pilot procedures, scheduling automation, and the control methods to be applied. Initial efforts to simulate the core concept have concentrated on developing RNAV/RNP CDAs and departure routes; the paper presents example route designs and discusses tradeoffs arising from them. An important challenge lies in verifying an ATM concept's robustness. This entails demonstrating that a concept provides reasonable means to cope with uncertainties. The paper discusses the application of fast-time simulation methods to an iterative concept development process in which effectiveness in coping with uncertainty is the primary driver for evaluating design tradeoffs and refining the concept.

Valuation and simulation of required navigation performance

Abstract: A method for illustrating potential benefits resulting from revised navigation procedures to a customer is described. The method includes preparing a model for a revised navigation procedure, determining a landing probability for both an existing minimum separation procedure and a minimum separation determined utilizing the revised navigation procedure, calculating a benefit associated with a difference in the landing probabilities, and validating the revised navigation procedures through demonstration and use of the revised navigation procedure model on a computer-based flight simulation program.

Assessment of controller situation awareness in future terminal RNAV operations

Abstract: The MITRE Corporation's Center for Advanced Aviation Systems Development (CAASD) was tasked by the Federal Aviation Administration (FAA) with defining and validating the performance-based air traffic management (ATM) concept to address the increasing need for improved capacity, efficiency, and productivity in the National Airspace System (NAS). A key enabler of this concept is the continued implementation and greater utilization of performance-based navigation provided by area navigation (RNAV) and required navigation performance (RNP) today and through the future. Implementation of new procedures and features, such as vertical profiles, are expected to reduce the active controlling task that is fundamental to air traffic control (ATC) operations and instead, increase monitoring of operations. This change is intended to leverage flight deck automation and reduce pilot and controller workload; however, it is critical to fully understand the human factors implications of making this shift, especially as traffic operations continue to grow. A human-in-the-loop (HITL) simulation was performed to evaluate changes in situation awareness for the feeder arrival controller position in a terminal radar approach control (TRACON) environment with conventional arrival operations and with future RNAV arrival operations when moderate and high levels of traffic were managed. An assessment of controller situation awareness was made based upon results from the situation awareness global assessment technique (SAGAT) and measurement of controller detection of pre-planned aircraft deviations from their assigned clearance. Workload was also measured using the NASA-task load index (TLX). Findings suggest that a change of controller situation awareness does occur as a result of the increased traffic levels managed. Assessing and mitigating this issue is under study by MITRE/CAASD, in particular through display and alerting automation for radar controllers.

The impact of advanced technology on Next Generation Air Transportation: A case study of Required Navigation Performance (RNP)

Abstract: This paper presents an overview and case studies of Performance -based System capability of Next Generation Aviation Transportation System (NGATS), specifically the case of Required Navigation Performance. The Required Navi gation Performance (RNP), one of the key capabilities of Performance -based system, defines lateral navigational precision level, which provides the opportunity to reduce fuel, negative environmental effect, airline operation disruptions, and to increase ru nway utilization and safety. In the early U.S. cases, airlines took a leading role in development of RNP, based on the strong economical motivation and clear business objectives. Reduction in diversions, cancellation, and fuel consumption translated int o significant cost saving and better service quality. There are also cases that RNP increased payload and runway utilization rate. Selective decision process to deploy RNP at the locations where most suitable, showed a great potential of Performance Base d Navigation, yet the implementation process was still limited by system provider ’s capability and the authorization process . In this paper, we will present three early RNP cases in US, including Alaska Airlines, Jetblue Airway, Continental Airlines, and discuss what RNP and Performance Based Navigation can truly deliver and how future development should be carried out.

A Site Study and Benefits Analysis of a TRACON Situational Awareness Aid

Abstract: [] A TRACON situational awareness aid, namely, the Relative Position Indicator (RPI), is proposed as an automation enhancement to increase productivity and reduce inefficiencies associated with air traffic controllers merging and sequencing aircraft on Area Navigation (RNAV)/Required Navigation Performance (RNP) procedures. Humanin-the-loop simulations with RPI were conducted for RNAV operations at Ronald Reagan Washington National Airport (KDCA), Palm Beach International Airport (KPBI) and Las Vegas McCarran International Airport (KLAS). Observations and the feedback from these simulations, as well as from simulated playback of historic track data from the 35 airports of the Operational Evolution Partnership (OEP), are used to determine the conditions and criteria under which use of RPI will produce maximum benefit. I. Introduction erminal Radar Approach Control Facility (TRACON) controllers managing merges on Area Navigation (RNAV) arrival routes with high traffic density deal with sequencing issues due to route airspace constraints, unpredictable wind and complex speed differentials. Complexity in the topology of a merge (the number of turns and the length of each route prior to the merge) increases required effort and workload to identify potential merge problems early enough to avoid vectoring aircraft off of RNAV routes. Furthermore, merges may occur near the boundary of a control position and may require sequencing coordination with other controllers. To assist controllers in sequencing and merging aircraft on RNAV routes, The MITRE Corporation’s Center for Advanced Aviation System Development was tasked by the United States Federal Aviation Administration to identify automation requirements for a controller aid. MITRE has recently developed requirements 1 and a prototype of an automation enhancement which takes an aircraft’s position on an RNAV route and estimates its position along another RNAV route based on defined merge points. This aid allows the controller to display the aircraft’s position on the other route. The routes can be complex multi-segmented routes defined by non-collinear waypoints and may contain circular arcs defined by Radius-to-Fix (RF) legs. II. Background Under the Performance-Based Air Traffic Management (P-ATM) concept 2 , the Federal Aviation Administration (FAA) is implementing performance-based navigation in the U.S. National Airspace System (NAS). Performance-based navigation is composed of RNAV and Required Navigation Performance (RNP). During the past five years, the United States has gained significant experience in developing standards for RNAV and RNP, harmonizing these standards with international partners, and implementing procedures based on these standards. The FAA recently published an update to the Roadmap for Performance-Based Navigation 3 , in which the FAA committed to building RNAV arrival and departure routes at the 35 airports included in the Operational Evolution Partnership (OEP) 4 . Standard Terminal Arrival Routes (STARs) and Standard Instrument Departures (SIDs), based on RNAV, leverage the advanced capabilities of flight deck automation to maintain accurate and repeatable flight track conformance, while also enabling fuel-efficient profiles. Current terminal operations are changing as more RNAV SIDs and STARs are implemented. Previously, arriving aircraft filing a STAR in its flight plan were cleared into the terminal maneuvering area along the STAR that would direct them toward the downwind leg or more generally toward the airport. Controllers were required to issue headings, speeds, and altitudes to guide flights from this transitional segment to the final approach course.

The Next Revolution in Air Transport – RNP

Abstract: With airports and airways already experiencing congested conditions, and the demand for passenger and cargo transport expected to grow for the foreseeable future, a number of strategies have been developed to plan for increased safety, access, efficiency, and capacity the nation’s airports around the world. One such strategy is the use of Required Navigation Performance (RNP), which is supported by the Federal Aviation Administration (FAA) and its Roadmap for Performance-Based Navigation. With the ability to follow a Global Positioning Systems-based (GPS) route and use narrow, constant-width RNP containments, approaches and departures can follow precise, curvilinear paths to avoid difficult terrain and complex airspace. Airspace efficiency is improved, safety is enhanced, and airport capacity is increased by the implementation of procedures that use the technology already onboard most new aircraft. This paper details the benefits of RNP, describes the current process of change, provides a case study of RNP benefits, and the paper also looks into the future.

The fleet readiness analysis tool performance based navigation operational forecast

Abstract: The Federal Aviation Administration (FAA) developed the Roadmap for Performance Based Navigation (Roadmap) in 2003. This document outlined the goals associated with the development of performance based navigation (PBN) policies and procedures. In order to support successful implementation of PBN procedures, additional information regarding aircraft navigation capability levels was required. The FAA first tasked MITRE's Center for Advanced Aviation System Development (CAASD) with developing an inventory of equipage to enhance knowledge of PBN capability levels for operations at US airports. Navigational equipment suffixes, filed as part of an instrument flight plan, are useful in identifying Area Navigation (RNAV) capable aircraft. However, these suffixes lack the specificity to characterize Required Navigation Performance (RNP) and RNP Special Aircraft and Aircrew Authorization Required (SAAAR) categories. To further the understanding of aircraft fleet capability, the Fleet Readiness Analysis Tool (FRAT) was developed. It combines data from the inventory as well as equipment filing suffixes and other data sources to create an operations-centric probabilistic view of current PBN capability levels. FRAT has been used to support site identification and prioritization for PBN procedural implementation. In July 2006, an update to the Roadmap was developed and published. In this update the FAA outlines specific goals and milestones for PBN. It defines three time periods of interest: near term (2006-2010), mid term (2011-2015), and far term (2016-2025). Each of these time periods has associated goals and milestones for PBN policy and procedural development. To support the goals in the Roadmap, a future forecast model was developed as part of FRAT to project PBN capability rates into the future. This paper defines and documents PBN capability categories. It provides the current status of the PBN capabilities at the Operational Evolution Partnership (OEP) airports. This paper also documents the future forecast methodology of FRAT and presents the analysis results of the FRAT PBN operational forecast.

A More Direct Route

Abstract: Using the Global Positioning System (GPS) to navigate aircraft would allow pilots to operate within a smaller navigational field, saving fuel, time and operating costs The introduction of GPS into widespread use in the aviation industry would represent the third "revolution," following the development of the jet engine and, before that, the advancement in fabrication that permitted planes to be made out of metal instead of wood and cloth The information available through global satellite systems can be enhanced with specialized forms of area navigation (RNAV) that steers a plane through a planned route using GPS receivers and waypoints Required navigation performance (RNP) systems are these specialized versions of RNAV The key feature is the defined containment area that enables the airplane to curve precisely around terrain, obstacles or restricted air spaces This would greatly expand the volume of usable air space The first airline to realize the benefits of RNP was Alaska Airlines whose hub airport is Juneau International, which has severe weather and geography Various examples of containment areas, approaches and flight paths are given