Transcript Document
Navigation Services Overview Briefing to Air Traffic Management Bureau of the Civil Aviation Administration of China (CAAC) at Stanford University JC Johns Director Navigation Services Federal Aviation Administration 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 Streamlined Departures CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Vector-Free Arrivals All-Weather Approaches Federal Aviation Administration 1 FAA Satellite Navigation Program CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 2 Ground-Based Navigation Aides •Only a handful of ILS are being added (congressional) •Sustainment effort is minimal and focused on MK-1D and MK-1E systems Localizer (Lateral Guidance VHF Frequencies) •Long Term sustainment effort will be focused on Cat II/III runways •DME service continues well into the future Glideslope (Vertical Guidance UHF Frequencies) •Sustainment effort robust, replacing obsolete systems •Establishing efforts ongoing in support of CFIT(CAST) •NextGen initiative to support enroute and terminal solutions •VOR drawdown has begun •Each legacy VOR that is eliminated reduces overall cost to FAA •Critical VORs will be maintained at certain waypoints and facilities for the foreseeable future Distance Measuring Equipment (Slant Range - UHF) VHF Omnidirectional Range CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 3 Lighting Systems • Maintaining Safety Standards and Requirements – To help enable instrument approaches at airports • Types of Airport lighting currently being addressed – PAPI, VASI, MALSR, ALSF, REIL, Taxiway Indicators • New Initiative – Reducing Life-Cycle Cost of Lighting Systems: • Maintenance costs – Energy consumption reduction • LEDs CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 4 Wide Area Augmentation System (WAAS) Architecture 38 Reference Stations 3 Master Stations 4 Ground Earth Stations 2 Geostationary Satellite Links 2 Operational Control Centers CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 5 WAAS GEOs PanAmSat Telesat 133W 107W CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 6 WAAS LPV Service Area CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 7 Global SBAS Coverage CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 8 WAAS Benefits • • • • • • • Serves all classes of aircraft during flight operations in all weather conditions at all locations throughout the National Airspace System (NAS) Provides precise navigation and landing guidance to pilots at all airports, including thousands that have no ground-based navigation aids Overcomes obstacles to ground-based systems, such as mountainous terrain Reduces operating and maintenance costs associated with ground-based navigation aids Makes more airspace usable to pilots, provides more direct en route paths, and provides new precision approach services to runway ends Through international cooperation provides a global navigation system for all users WAAS addresses the following performance gaps: – – – – Lack of precise navigation capabilities that can handle the continuing growth in air traffic Lack of stable vertical guidance in all weather conditions Inconsistencies in global use of GPS and its augmentations Aging of navigation systems that are expensive to maintain CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 9 Ground Based Augmentation System (GBAS) Capabilities • • • • • Represented in the US by Local Area Augmentation System (LAAS) One LAAS covers multiple runway ends LAAS eliminates ILS critical areas Supports offset landing thresholds and flexible glide-path to mitigate wake turbulence Contributing technology for high precision terminal area navigation services – – Closely Spaced Parallel Approach Simultaneous Independent Approach • Precise positioning for terminal area navigation RNAV and RNP • Benefits: – Replaces aging navigation systems that are expensive to maintain – Increases efficiency of arrival and departure operations and improves usage of runway capacity – Supports fuel efficiency and noise abatement initiatives – Improves access to airports during extremely low visibility operations CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 10 GBAS, GBAS Prototypes, and SCAT-1 Installations Installed Planned S-CAT I •Multiple companies researching/developing versions of GBAS •USA – Honeywell / Raytheon (JPALS) - France - Thales •Russia - NPPF Spectr - Denmark – GM Merc/Lens, •Japan – JCAB/ENRI - Korea - KARA, CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 11 Airline Commitments • • • Aircraft with GBAS capability today: 53(Continental, Qantas, Air Berlin, TuiFly, Sonair, Air Vanatu, FedEx) 60+ Airlines have ordered GBAS capable Boeing/Airbus aircraft Boeing orders estimated at 1000+ airplanes (B787, B747-8, B737NG) • GBAS standard on B787 and B 747-8 B 787 orders A 380 orders with GBAS option 895 orders by 57 customers CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 12 Automatic Dependent Surveillance (ADS-B) CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 13 Questions CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Federal Aviation Administration 14