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FAA Satellite Navigation

FAA Satellite Navigation. Navigation Services Vision. Provide safe and cost effective position, navigation, and timing services ( PNT ) to meet the operational needs of aviation customers. Efficient, Flexible Routing. Vector. Free. -. Streamlined. Arrivals. -. Departures. All.

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FAA Satellite Navigation

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  1. FAA Satellite Navigation

  2. Navigation Services Vision Provide safeandcost effective position, navigation, and timing services (PNT) to meet the operational needs of aviation customers. Efficient, Flexible Routing Vector Free - Streamlined Arrivals - Departures All Weather Approaches

  3. Performance Based Navigation is a Key Enabler for NextGen Services Arrivals and Departures At High Density Airports Collaborative Air Traffic Management Weather Impact Safety, Security and Environmental Performance Facilities Flexibility In To Terminal Environment Trajectory Based Operations Capabilities

  4. NEXTGEN Domain NextGen Operational Capabilities PNT Systems Navigation Services Trajectory Based Operations VOR Enroute Navigation DME Increased Arrivals/Departures at High Density Airports Terminal Navigation ILS Increased Flexibility in the Terminal Environment LAAS Improve Collaborative Air Traffic Management Non-Precision Approach LNAV/RNP-0.3 WAAS Reduce Weather Impact Precision Approach Cat-I GPS Increased Safety, Security, and Environmental Performance RVR Precision Approach Cat-II/III Transform Facilities ALS

  5. Global Positioning System (GPS) • Why Satellite-Based Navigation? • Improved Aviation System Safety • Fewer Disruptions • Increased Capacity • Increased Fuel Savings • Low Operations Costs • Low Avionics Cost

  6. Wide Area Augmentation System (WAAS) Architecture 38 Reference Stations 3 Master Stations 6 Ground Earth Stations 3 Geostationary Satellite Links 2 Operational Control Centers

  7. WAAS Phases Phase I: IOC (July 2003) Completed Provided LNAV/VNAV/Limited LPV Capability Phase II: Full LPV (FLP) (2003 – 2008) Completed Improved LPV availability in CONUS and Alaska Expanded WAAS coverage to Mexico and Canada Phase III: Full LPV-200 Performance (2009 – 2013) Development, modifications, and enhancements to include tech refresh Steady state operations and maintenance Transition to FAA performed 2nd level engineering support Begin GPS L5 transition activities Phase IV: Dual Frequency (L1,L5) Operations (2014 – 2028) Complete GPS L5 transition Will significantly improve availability and continuity during severe solar activity Will continue to support single frequency users Steady state operations and maintenance

  8. Historical WAAS Performance * Use of GPS vertical not authorized for aviation without augmentation (SBAS or GBAS)

  9. Current WAAS GEOs

  10. Current WAAS LPV Performance

  11. Airports with WAAS LPV/LP Instrument Approaches plus ~30 Canadian Airports As of June 2nd, 2011 - 2,442 LPVs serving 1254 Airports • 1,526 LPVs to Non-ILS Runways • 916 LPVs to ILS runways • 997 LPVs to Non-ILS Airports • 13 LPs to Non-ILS Runway

  12. WAAS Avionics Status Garmin: 61,000+ WAAS LPV receivers sold Currently sole GA panel mount WAAS Avionics supplier New 650/750 WAAS capable units brought to market at the end of March 2011 to replace 430/530W units AVIDYNE & Bendix-King: 135 Avidyne release 9 units sold to date SmartDeck glass panel and KSN-770 certification pending Universal Avionics: Full line of UNS-1FW Flight Management Systems (FMS) achieved avionics approval Technical Standards Orders Authorization (TSOA) in 2007/2008 1700+ units sold Rockwell Collins: Approximately 1800 WAAS/SBAS 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 Honeywell: Primus Epic and Primus 2000 w/NZ 2000 & CMC 3024 TSO Approval Primus 2000 FMS w/CMC 5024 TSO pending

  13. Who Is Using WAAS? General Aviation Air Carrier & Cargo Aircraft Helicopters Business & Regional Aircraft Air Taxi

  14. Aircraft Supplemental Type Certificates (STC): Completed & In-Work Completed: Astra 1125 ATR-42 Beech: Be-400 KingAir- 200, 200GT, 200C, 200CGT, 350, 350C, 300 (special FAA config.), C90A, C90GTi, Premier 1/A, BeechJet-400, Bell: 412, 429 Boeing-737-200 (Northern Air Cargo & Canadian North),737-300, 737-400, 727-200 Bombardier: CL-600/601 (Universal Avionics company acft) Bombardier Challenger 300, 601-3A, 604, 605 Bombardier CRJ-200, 700, 900, 1000 Bombardier Q-series, Q300, Q-400 Cessna: Citation 501, 525, 550 Bravo Series, V 560 Series, 650, Excel & Encore +, Citation Jet CJ-1/+, 2/+, 3, Caravan DeHaviland: DHC-6,7-102,8 series Eclipse VLJ 500 Embraer Phenom: 100, 300 Falcon: 10, 20, 50, 50EX, 900B, 2000, 2000EX Gulfstream: G-II, G-III, G-100, G-150, G-200, G-450, G-550, G-1125 Hawker: 400, 400XP, 700, 750, 800, 800XP, 900 LEAR: 31A, 35, 35A, 40, 40XR, 45, 45XR, 55, 60 MD-87 Pilatus PC-12 NG S-76, S-76B, S-76C++ SAAB: 340A/B Sabre 65 Viking Twin Otter Westwind 1124 In-Work: • Aerospatiale: SN 601 Corvette • Agusta: A-109 • Airbus: A350, A400 • Astra SPX • Beech: Be-200, Be-300 • Boeing 747-200 • Bombardier: Global 5000/Express,CL-300, CL-605, CRJ-700/900 • Cessna: Sovereign • Cessna Citation: I/SP501, II, 560 XL/XLS, 650, VII, X • C-9 • Dassault: 900 EASy 11 • Embraer NB-145, 600/650 • Falcon 900EX • Gulfstream: G-IV, • Hawker: 125-700B, 800A • King Air: RC-12 • LEAR: C-21A • Lockheed Martin: C130J • Piaggio: P-180

  15. Summary of RNAV - Minima LNAV - Lateral Navigation Formerly the GPS ‘straight-in’ minima LNAV is a Non-Precision Approach (NPA) GPS or WAAS avionics LNAV/VNAV – Lateral Navigation & Vertical Navigation Minima for GPS/Baro-VNAV, or WAAS avionics LPV - Localizer Performance with Vertical Guidance LP – Localizer Performance – New in 2011 WAAS avionics minima

  16. 25 24 98 99 00 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Development Operational Operational Operational Operational WAAS Enterprise Schedule FY IOC (Phase I) FLP (Phase II) LPV-200 (Phase III) Dual Frequency (Phase IV) Development Operational Phases FOC Technical Refresh Operational JRC Technical Refresh Operational JRC GEO #1 – AOR GEO #2 – POR GEO #3 – Intelsat (CRW) GEO #4 – TeleSat (CRE) Gap Filler GEO (AMR) GEO #5 – TBD GEO #6 – TBD GEO #7 - TBD Replaced by GEO #3 Operational Initial GEOs Replaced by GEO #4 Operational CRW Powered Down GEO Schedule Operational Operational CRW Comm Loss CRW Reacquired Launch 10/05 Operational Launch 9/05 Operational Launch 09/08 Launch 2013 Launch 2014 Launch 2015 Approach Development ~5,218 Currently 2453 WAAS Procedure Development

  17. Expanded Networks • WAAS • EGNOS • MSAS • GAGAN • SDCM

  18. Combined SBAS Snapshot

  19. MTSAT Satellite-Based Augmentation System (SBAS) Commissioned in 2007 for en route through nonprecision approach service Two MTSAT satellites Eight reference stations Six in Japan One in Australia One in Hawaii Signal in Space usable through the Asia Pacific region with RAIM for LNAV and APV BaroVNAV 19

  20. Computer Modeling 20 • Computer models estimate service availability based on algorithms compatible with WAAS (and MSAS) • Dual frequency GPS results involve additional assumptions • Potential effects of scintillation are not included • All results shown assume 2 MSAS GEOs at 140/145º E • Some results are shown assuming that 24 GPS satellites are operating and in primary slots • Some results are shown assuming GPS failure rates consistent with the 2008 SPS Performance Standard for GPS (21 operating slots filled 98% of the time)

  21. Single Frequency MSAS (24 MRS)APV Baro/VNAV 24 GPS: No Failures 2 GEOS: No Failures

  22. Single Frequency MSAS (24 MRS)APV Baro/VNAV 24 GPS: SPS Outage Rate 2 GEOS: No Failures

  23. Single Frequency MSAS LPV 16 MRS in Australia/Islands 7 Additional MRS in Japan and Hawaii 23

  24. Single Frequency MSAS LPV (16 MRS)With and Without Ionospheric Effects 24 GPS: No Failures 2 GEOS: No Failures

  25. Single Frequency MSAS LPV (16 MRS)With and Without Ionospheric Effects 24 GPS: SPS Outage Rate 2 GEOS: No Failures

  26. Single Frequency MSAS LPV30 MRS in Australia/Islands 7 Additional MRS in Japan and Hawaii 26

  27. Single Frequency MSAS LPV (30 MRS)With and Without Ionospheric Effects 24 GPS: No Failures 2 GEOS: No Failures

  28. Single Frequency MSAS LPV (30 MRS)With and Without Ionospheric Effects 24 GPS: SPS Outage Rate 2 GEOS: No Failures

  29. Dual Frequency MSAS LPV The presence of two properly-separated frequencies, such as L1 and L5, allows users to determine atmospheric corrections without having to rely on SBAS ionospheric corrections This almost completely negates the difficulties that SBAS has near the magnetic equator SBAS information will still likely be necessary to obtain high availability 29

  30. Dual Frequency MSAS LPV (24 MRS)24 MRS 24 GPS: No Failures 2 GEOS: No Failures

  31. Dual Frequency MSAS LPV (24 MRS)24 MRS 24 GPS: SPS Outage Rate 2 GEOS: No Failures

  32. GBAS Architecture • One GBAS covers multiple runway ends • GBAS eliminates ILS critical areas • Supports offset landing thresholds and flexible glide-path to mitigate wake turbulence • Contributing technology for high precision navigation services for • Closely Spaced Parallel Approach • Simultaneous Independent Approach • Enabling precise positioning for terminal area navigation RNAV and RNP

  33. FY 11 GBAS Activities • NextGen Implementation Plan 2011 identifies GBAS as key ground infrastructure and avionics for the descent and approach phase • NextGen delayed the investment decision for FY13 and GBAS R&D was shifted to William J Hughes Technical Center Navigation Team • GBAS FY 11/12 activities focus on • RFI mitigation • CAT II/III validation • Newark and Houston implementation • International coordination

  34. Why APNT? • GPS radio frequency interference (RFI) requires mitigation • Waiting for the interference source to be turned off is unacceptable • Continuity of operations must be assured at high density airports • Existing legacy navigation infrastructure does not meet future performance needs • VORs are incompatible with RNAV and RNP • DME/DME/IRU is not accurate enough to enable 3 nm separation • FAA would like to avoid $1B cost to replace aging VORs

  35. NextGen Alternate PNT (APNT) Project Enhanced DME Timing Wide Area Multi-Lateration (WAM) DME/GBT Pseudolite

  36. DME-DME Alternative Strengths Leverage existing technology and systems Least Impact on Avionics for Air Carriers Weaknesses Significant Impact on Avionics for General Aviation General Aviation avionics are unavailable DME-DME equipped aircraft without Inertial are not authorized to fly RNAV/RNP routes DME-DME, even with Inertial, is not authorized for pubic approach operations less than RNAV/RNP-1.0 DME-DME interrogations saturate in very high traffic environments Will require retention and capitalization of nearly half the VORs

  37. MLAT Alternative Strengths Minimal Impact on Existing Avionics Accuracy Demonstrated to be within target levels Compatible with existing WAM Systems Weaknesses Throughput on 1090ES may limit ability of MLAT to meet availability requirements Integrity monitoring and Time to Alert necessary to meet navigation requirements may be very challenging More sites to meet requirements due to limited signal range Capacity limited in high density traffic environments Requires a GPS-Independent common time reference Significant investment in processing facilities and terrestrial communications network may be required

  38. Pseudolite Alternative Strengths Unlimited capacity Less complexity for ground-based system Potential for aircraft based integrity solution Potential to leverage use of existing DMEs and GBTs Potential to uplink data other navigation data to aircraft Weaknesses Minimum of 3 sites required to compute aircraft position Significant investment in processing facilities and terrestrial communications network may be required Common GPS-independent timing reference needed Greatest Impact to Aircraft Avionics Least mature concept, no standards exist

  39. The APNT Initiative within theFAA’s Lifecycle Management System Research and Systems Analysis WE Are Here

  40. Summary NextGen Operational Improvements enabled by performance based navigation capabilities increases dependence on GPS and alternate PNT services GPS vulnerability to radio frequency interference needs to be addressed for enroute and trajectory based operations at some locations Alternatives are being studied for further consideration

  41. Questions

  42. Current WAAS RNP .3 Performance

  43. DME Only GAP GNSS Enables PBN and ADS-B APNT * Operational requirements are defined for total system accuracy, which is dominated by fight technical error. Position accuracy for these operations is negligible. ** Containment for RNP AR is specified as a total system requirement; value representative of current approvals. Surveillance Integrity Level (SIL) Navigation Integrity Category (NIC) Navigation Accuracy Category for Position (NACp) Dependent Parallel Approach (DPA) Independent Parallel Approach (IPA)

  44. Navigation Infrastructure • GPS/GNSS supports all existing ICAO Nav Specs • Enroute through approach • U.S. SBAS (Wide Area Augmentation System (WAAS)) operational since 2003 • U.S. GBAS (Local Area Augmentation System (LAAS)) in development • Where allowed,DME/DME (D/D) or DME/DME/IRU (D/D/I) cansupport RNAV 1, RNAV 2, RNAV 5 • GNSS and D/D/I are approved means of navigation in U.S. • All U.S. RNAV and RNP implementation can be flown with GPS or WAAS • Almost all U.S. RNAV routes, STARs and SIDs have D/D/I authorized • RNAV 5 not implemented in U.S. • VOR can be used with DME for RNAV 5 • Usually considered for contingencies • Avionics and infrastructure variability pose challenges to standardization • ILS still used for approach

  45. RFI Impact on Engineering Activities RFI technical work priority over CAT III work Major FAATC activities as result of RFI RFI investigations and RFI report SLS-4000 Block I changes (Honeywell initiative) with focus on RFI Newark (PANYNNJ), FCC, Spectrum coordination FAA Monitoring SLS 4000 performance Availability Analysis Outage prediction Upgrades of Monitors RFI considerations for CAT II/III Prototyping and Validation

  46. Requirements Development and Validation CAT II/III Engineering Activities ICAO standards Technical validation of proposed CAT III standards (completed May 2010) Next phase "Operational Validation" (Ground/avionics prototypes support this) Prototyping and Validation Develop CAT-III prototype LGF and avionics Validate implementation of the integrity design and allocations CAT I Engineering activities support CAT II/III development and validation efforts Honeywell SLS-4000 Block I changes (Improve Availability, Maintainability) CAT I Optimization of Monitors and Algorithms Monitor SLS-4000 performance FAATC Monitors in Newark, Atlantic City, Memphis Planned: Houston / TBD: Boeing - Moses Lake

  47. GBAS Implementation GBAS implementation at Newark Airspace Simulations for multiple scenarios Flight Inspection completed Continental taking delivery of GBAS capable 737NG (30+) ISSUES RFI issues on L1 – FAA Spectrum investigating Enforcement Bureau, FCC launched cell and GPS jamming enforcement initiative in February 2011 GBAS implementation Houston NextGen funding approved for Memphis GBAS move to Houston Transfer of property FAA to Houston in coordination Houston implementation to validate RFI mitigation activities Boeing GBAS installations Moses Lake installed Nov 2010 Charleston planned for 2012 GBAS equipage estimates B737NG 241 GBAS equipped by 2nd Quarter 2011 / Plus 497 with GBAS provisioned GLS RWY 29

  48. International Activities • International GBAS Working Group (IGWG) • IGWG consists of international service providers, FAA, Eurocontrol, airlines, and industry • IGWG objectives is to coordinate activities and exchange of information on • GBAS research and development • Worldwide IONO activities • Future GBAS applications, CAT III CONOPS • GBAS CAT I post implementation • Last IGWG hosted by JCAB, Japan in Osaka Feb 22-25, 2011 • Osaka registered over 100 participants / 17 nations • FAA proposed hosting next IGWG in US - late 2011/early 2012 in Atlantic City at the FAATC • FAA MoAs for GBAS technical support/coordination • Australia, Brazil, Germany, Spain, Chile • Brazil: Honeywell SLS-4000 installation Feb/Mar 2011/ expected operational June 2011 Frankfurt, Germany

  49. Commercially Available GPS Jammer(so called “Personal Privacy Device”)

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