Transcript Document

Overview of FAA
Satellite Navigation Transition
and Backup Strategies
Int’l Loran Association
October 28, 2002
Safety First and Foremost
Navigation
The
Separation
Safety
Triad
Communications
Surveillance
Three Legs of the Safety Stool
Drivers for Transition and Backup Strategy
• Workload within interference area
• Sustaining separation
• Radar
• Non-radar
• Assuring safe recovery and landing of aircraft in weather
• Minimizing disruption of air transportation to reduce threat
• Minimum investment for users in backup capability
Issues During an Interference Event
• Response time in detecting size of disruption
• Will controllers know size of interference area quickly to
tactically make adjustments?
• How do pilots get the information to make route change
decisions?
• Controller workload
• Pilot workload
• Response time to find and shut down interference
• Terrain avoidance in interference area in weather
• En route low altitude RNAV routes
• Terminal maneuvering
• Procedural separation in absence of navigation
General Assumptions
• DoD needs continued TACAN/DME/ILS
• Precision landing capability (ILS) at least on one runway
at those airports necessary for recovery of aircraft during an
interference event
• All Category II/III ILS systems retained
• New runway landing capabilities can be served by ILS,
GPS(WAAS) or GPS(LAAS)
• Approach lights retained where Category I ILS’s shut off
• Sufficient VOR’s retained for VOR-VOR direct navigation
and landing with VOR non-precision approach at selected
airports (minimum operating network)
• DME’s retained to support INS/FMS redundancy
• Nav coverage richer where surveillance is limited
Greater navigation infrastructure retained
where surveillance coverage is lacking
for low altitude operations
Lack of Surveillance
Coverage
Secondary Surveillance
Coverage at 6,000 ft AGL
© Mitre CAASD
Instrument Ops Percentages
•
•
•
•
Top 200 Airports: 92% of Instrument Ops
Top 250 Airports: 95% of Instrument Ops
Top 300 Airports: 97% of Instrument Ops
Top 350 Airports: 99% of Instrument Ops
Where is aviation on the curve?
System Disruption
Likelihood of Occurrence
Technology
Exists
?
?
?
?
Threat
Scenarios publicly known
• Ground emitter
• Intermittent emitter
• Airborne emitter
How much “insurance”
is needed to provide
critical Infrastructure
protection?
Scaled Response
Operational
Contingency
Backup
Capability
Redundant
Capability
Procedures
VOR
Minimum Operating Network
Only
Long-Range NDB’s
ILS
DME-DME
IRS/FMS
FMS
ILS
Threat Mitigation
Intentional Interference Event
Operations Disruption
LORAN as a backup
Best theoretical Part 91 backup
• RNAV backup for RNAV
• Integrated antenna with GPS
• One sensor in an integrated avionics package
• Capable of providing alternative independent path for
differential corrections for GPS
• Coverage in mountainous terrain for navigation and
differential correction for GPS
• Reduced number of VOR’s below minimum operating
network
But….
LORAN X
•
•
•
•
•
•
•
•
•
•
Updated ground infrastructure must continue
Not the LORAN C avionics as flown today
Loran C only useful for en route nav
Existing avionics declining as GPS overtakes panel space
in aircraft
Must be able to support non-precision approach
Meets availability though all-in-view receiver
• Each transmitter stick used instead of chains
H-field antenna for improved signal-to-noise (p-static)
Affordable as card in GPS box, not stand alone receiver
Avionics in 5 – 7 years (no MASPS/MOPS or TSO)
High market risk even with a DOT decision to continue
LORAN C
18,200 remaining LORAN-C VFR receivers
8,735 remaining IFR receivers remaining
VOR Proposal for Minimum Operating Network
• Victor Airways and Jet Routes begin reduction in 2010
leading to no airways by 2014
• Replaced with VOR-VOR direct aids and Airport VOR aids
• Airport VOR supports either VOR NPA, or VOR radial to ILS
• Minimum Operational Network of VOR’s attained by 2014
No location in the CONUS further than 75 miles from VOR
at 5,000 feet AGL line-of-sight
• Mountainous locations treated differently due to altitude and
icing concerns
• Replace/relocate MON VOR’s and reduce impact of masking
radials from 2007 through 2012
Current VOR Coverage
1008 VOR/VORTAC/VOR-DME
Number
Visible
5000 ft AGL
0
1
2
© 2002 The MITRE Corporation. All Rights Reserved.
>3
VOR Backup Coverage - 429 VOR/
VORTAC/VOR-DME (177 + 252 Fillers)
Number
Visible
5000 ft AGL
0
1
2
© 2002 The MITRE Corporation. All Rights Reserved.
>3
Existing DME Coverage
930 FAA DMEs (VORTAC/VOR-DME)
Number
Visible
18,000 ft MSL
0
1
2
© 2002 The MITRE Corporation. All Rights Reserved.
>3
671 Airports with at Least One ILS
© 2002 The MITRE Corporation. All Rights Reserved.
Redundancy
Continue Through Area
As Planned Using RNAV
1.
2.
3.
4.
5.
6.
7.
3
2
4
Airport VOR
En Route VOR
Backup
Request Climb or
Radar Vector
Climb up to 5000’ AGL
Proceed Direct to VOR
Continue to next VOR
Continue to next VOR
Free of Interference
Request RNAV and
Altitude Change
1
6000’ MSL
Interference
Area
4000’ MSL
VOR 3
5000 AGL
4000’ MSL
1000’ MSL Ground Level
VOR 1
Likely Civil User Equipage
(En Route Through Non-precision Approach)
Add
Current
Avionics
Satnav
Retain
Ground-based
Navigation Backup
FMS with
inertial
GPS/inertial
(or GPS/WAAS)
FMS (DME/DME or
inertial)
RNP/RNAV
FMS
No inertial
GPS
(or GPS/WAAS)
FMS (DME/DME)
RNP/RNAV
No FMS
or inertial
GPS/WAAS
(1) VOR or
(2) Loran RNAV or
(3) Ops Contingency
Likely User Equipage
(Precision Approach)
Add
Current
Operations
Scheduled
Operations
Large Airports
Scheduled
Operations
Many Airports
Unscheduled
Operations
Many Airports
Satnav
GPS/LAAS
200 feet and ½ mile
GPS/WAAS
250 feet and ½ mile
with approach lights
GPS/WAAS
250 feet and ¾ mile
without approach lights
Retain
Ground-based
Navigation Backup
ILS
Cat I/II/III
ILS/Cat I
200 feet and ½ mile
(1) ILS/Cat I or
(2) Ops Contingency
02
1,033
03
04 05
06
07
08
09
10
11
12
13
14
15
16
17 18
19
20
VOR
Minimum Operating Network > 500
1,168
117
ILS – CAT I and Localizer Only
Retain on at least one runway > 546
ILS – CAT II/III
Current runways retained for capacity
GPS III
GPS
>
3rd GEO
> 125
L5 Usable
WAAS - 250 ft & ¾ mile vis (LPV)
>
WAAS - GLS
LAAS CAT I
6 airports + options for 0 to 40 per year
LAAS CAT II/III
R&D Required
DME (VOR/DME and Stand Alone)
878
596
TACAN (includes DME)
Long Range NDB – Alaska and Coastal
LORAN ???
Decision on Continued Use In Late 2002
> 930
596
Instrument Approaches and WAAS
• The intent of WAAS was to provide three levels of service
for instrument approaches:
– GLS (GPS Landing System)
• Equivalent of ILS
• Requires 40 m HAL and 12 m VAL
• Requires LAAS
– LNAV/VNAV(Lateral/Vertical Navigation)
• Requires 556 m HAL and 50 m VAL
• Requires WAAS or Baro/VNAV (GPS or DME/DME and Baro)
– LNAV (Lateral Navigation)
• Requires 556 m HAL
– No vertical guidance (non-precision approach)
• Requires GPS, WAAS, or DME/DME LNAV
• New capability from GPS/WAAS
– LPV (Lateral Precision with Vertical Guidance)
• Realizes a 40 m HAL and 50 m VAL
• Provides lower minimums at more runway ends
• Requires WAAS
Horizontal and Vertical Protection Required
V
H
LNAV/VNAV - RNP .3 (556 m horizontal by 50 m vertical)
LPV (40 m horizontal by 50 m vertical)
GLS (40 m horizontal by 12 m vertical)
Full GPS Landing Systems (GLS) will be available from
LAAS and when the new L5 radio frequency is operational
from the GPS satellite constellation
Number of Runways
LPV and LNAV/VNAV Height above Touchdown (HAT)
3500
3000
2500
2000
LNAV/VNAV
LPV
1500
1000
500
0
HAT (ft)
5073 runway ends at 1534 airports
© 2002 The MITRE Corporation. All Rights Reserved.