Overview of Satellite Navigation Transition. CAASD Industry Day with Users May 7, 2002

Size: px

Start display at page:

Download "Overview of Satellite Navigation Transition. CAASD Industry Day with Users May 7, 2002"

Jacob Stanley
6 years ago
Views:

1 Overview of Satellite Navigation Transition CAASD Industry Day with Users May 7, 2002

2 Safety First and Foremost Navigation The Separation Safety Triad Communications Surveillance Three Legs of the Safety Stool

3 IMC Failure Mode 1 Pilots and Controllers Use Position Reporting to Compensate for Loss of Surveillance, Using Existing Non-radar Procedures Navigation Position Reporting Communications Surveillance

4 IMC Failure Mode 2 Navigation Single Aircraft Nav Failures and NAVAID Failures Managed Thru Communications and Surveillance Radar Vectors Wide Area of Nav Failure Could Overburden Controllers Communications Surveillance

5 Interference is line-of-sight B Interference airspace volume increases with altitude A C Distance From Emitter Source

6 Airborne Emitter Swallows All In Line-of-sight Interference airspace volume increases with altitude A C B Distance From Emitter Source

7 IMC Failure Mode 3 Navigation Single Aircraft Failure Procedures Exist NORDO Procedures Comply with Last Clearance Ground Comm Failure Uses Adjoining ATC Facilities to Reestablish Communications Communications Surveillance

8 IMC Failure Mode 4 Contingencies Exist for Loss of Communications and Surveillance Navigation Maintain Last Clearance Expect Contact From Other ATC Facility Communications Surveillance e.g., Facility Outage

9 IMC Failure Mode 4 Navigation An ADS-B Scenario in Non-radar airspace with radar-like separation Maintain Last Clearance Dead Reckoning Advisory Services From ATC Communications Surveillance

10 IMC Failure Mode 5 Navigation Interference with the Loss of Communications Navigation ATC Unable To Sustain Separation In Weather and Multiple Aircraft Without Navigation A Controller Without Communications Becomes a Spectator Communications Surveillance

11 Where are we 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?

12 Drivers Workload within interference area Sustaining separation Radar Non-radar Assuring safe recovery and landing of aircraft in IMC Minimizing disruption of air transportation to reduce threat Minimum investment for users in backup capability Some benefit to be realized for carrying redundant capability Training reduction Relief on dual redundant carriage of avionics Dispatch reliability Current rules for navigation Part 91 capable of navigation and landing as flight planned

13 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 at 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 CONUS gaps Alaska Offshore

14 Issues During an Interference Event Response time in detecting size of service volume 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 Dispatch out of, through and into areas of know interference Recovery of operational contingency and backup aircraft caught in interference area Terrain avoidance in interference area in IMC En route low altitude RNAV routes Terminal maneuvering Procedural separation in absence of navigation

15 Size (volume) of Interference is a critical to extent of retained ground-based infrastructure Newark ± 100 nm Phoenix ± 180 nm DoD test ± 320 nm

16 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

17 Scaled Response Operational Contingency Backup Capability Redundant Capability Operations Disruption Intentional Interference Event Threat Mitigation Removing Operational Disruption in 121/135 Operations Significantly Reduces Jamming as a Target

18 Options for backup Current mix of navigation and landing aids Reduced number of navigation and landing aids What is retained? Which ones and where? How are they linked as a system?? New capability physically separated from SATNAV Low-cost inertial LORAN X Other technology No Backup Redundant capability Backup capability Operational Contingency

19 Operational Contingency Procedural methods dealing with interference events Examples may include: VMC alternate for landing Flight in radar coverage (GA) radar vectors clear of area or to VMC conditions Depart and maintain VFR until clear of interference Squawk NONAV code etc. Designed to provide pilot options in the event of interference not unlike NORDO, where controllers can expect certain actions by the pilot. Provides limited relief from carrying a backup capability in certain airspace.

20 Backup Capability Avionics carried on board the aircraft to navigate and land within an interference area. The backup capability allows dispatch and departure within an area of interference through modification to the flight planned route. Pilots can fly through areas of interference using ground-based navigation aids. Pilots can land at designated recovery airports equipped to support NPA and ILS approaches. Some loss of efficiency or inability to reach the filed destination may occur Less direct routing Destination may only be served by SATNAV

21 Backup Capability (Con t) VOR minimum operating network ILS on at least the primary (best wind) runway for the airport Multiple runway ILS s removed, lighting retained Some ILS s retained at delay constrained airports All CAT II/III ILS s retained until GPS (LAAS) delivered DME s retained Operationally: VOR departure procedure VOR-VOR direct en route VOR non-precision approach VOR radial to ILS final Radar vectors to ILS final En Route and Airport VOR s may be relocated at replacement time to improve coverage and reduce outer markers Military Continued use of TACAN and ILS

22 VOR Proposal for Minimum Operating Network Victor Airways and Jet Routes begin reduction in 2007 leading to no airways by 2012 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 2012 No location in the CONUS further than 75 miles from VOR at 5,000 feet AGL line-of-site Mountainous locations treated differently due to altitude and icing concerns Replace/relocate MON VOR s and reduce impact of masking radials from 2008 through 2012

23 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 But.

24 LORAN X Not the LORAN C avionics as flown today Existing installed avionics 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)

25 LORAN must be able to support non-precision Approaches to be a credible backup to GPS Accuracy Threshold 0.43 nm Goal 0.16 nm (RNP 0.3) Monitor Limit Threshold 0.5 nm Goal 0.3 nm Integrity 10-7 Integrity Alert 10 seconds Continuity of Service > ,200 remaining LORAN-C VFR receivers 8,735 remaining IFR receivers remaining

26 Alaska and Coastal Long-range NDBs IMC operations in Alaska and offshore airspace require procedural separation dependent upon navigation being available. Low-level helicopter operations in the Gulf and terrain and coverage in Alaska

27 Redundant Capability Avionics carried provide equivalent capabilities as SATNAV, including RNAV and RNP to dispatch and fly to planned destination independent of interference. Pilots can fly through areas of interference using INS/FMS with updates provided by DME and VOR/DME. Pilots can fly RNAV non-precision approaches to landing or to an ILS final approach. Issue: INS or INS/FMS departures in IMC relating to loss of precision over time - ability to fly departure procedures Operationally: Calibrate INS at gate Recalibrate at runway end Depart Update position from DME, DME-DME, or VOR RNAV/RNP to non-precision approach RNAV to non-precision approach RNAV to ILS approach

28 Regulatory Action Options Airspace Class A & B Class of Operators Military [self-regulating] Part 121 & 135 Safety High speed High density IMC Workload Capacity Efficiency Predictability of Service Dispatch Reliability Threat Denial Proposal: Backup or Redundant Capability required for safety and workload for Part 91 & 121/135 operators in Class A and B airspace Redundancy advantageous for dispatch reliability and reducing intentional interference

29 Navigation and Landing Timeline VOR Minimum Operating Network ILS CAT I Retain on at least one runway ILS CAT II/III Current runways retained for capacity GPS IIIA GPS 1&2 3-9 GPSIIIB Block II F L GPSIIIC 3 rd GEO WAAS ft & ¾ mile vis (LPV) > LAAS CAT I 6 airports + options for 0 to 40 per year LAAS CAT II/III R&D Required DME TACAN Long Range NDB Alaska and Coastal LORAN??? Decision on Continued Use In Late 2002 APV 1.0

30 Part 91 Options (IMC) Interference in Area GPS Only GPS/VOR GPS/WAAS GPS/WAAS + VOR GPS/WAAS + VOR/ILS GPS Only + LORAN-x GPS/ILS + LORAN-x Dispatch Depart En Route Arrival Approach & Landing Not Applicable No No No No VOR-DP VOR to VOR VOR-AR VOR-NPA No No No No VOR to VOR-DP VOR-AR VOR-NPA VOR VOR-DP VOR to VOR VOR-AR VOR or ILS RNAV RNAV RNAV RNAV-NPA RNAV RNAV RNAV ILS

31 121/135 Carrier Options (IMC) Interference in Area GPS Only GPS/VOR GPS/INS (DME-DME) GPS/FMS (VOR/DME) Dispatch Depart En Route Arrival Approach & Landing No No No No No VOR Direct VOR-DP VOR to VOR VOR-AR VOR-NPA Yes? RNAV RNAV-AR RNAV-NPA Yes? RNAV RNAV-AR RNAV-NPA GPS/VOR + ILS GPS/FMS + ILS Yes VOR-DP VOR to VOR VOR-AR Yes RNAV RNAV RNAV VOR or ILS RNAV-NPA or ILS GPS/ILS + LORAN-x Yes RNAV RNAV RNAV ILS

32 Surface Terminal A Flight with Interference Interference Area Redundancy Departure Transition Dispatch into areas of known interference not authorized without backup capability RNAV capability or VOR-Direct Flight Plan En Route Backup Arrival Transition Ocean Terminal Surface

33 Interference Known Before Departure or Interference Reported While Airborne Surface Terminal If airborne at time of event divert around area of known interference Departure Transition Flight plan around area of known interference Arrival Transition En Route Ocean Terminal Surface

34 Interference Known Before Departure or Interference Reported While Airborne For Arrival Case Arrival Transition Ocean Surface Terminal Departure Transition Dispatch into areas of known interference not authorized without backup capability En Route Terminal Surface RNAV to ILS Final or Divert to Alternate

35 Oceanic RNAV Through Area of Interference for Up to 30 minutes ( nm) Ocean Dispatch into areas of known interference not authorized without backup capability Terminal Surface

36 Part 121/135 Continue Through Area As Planned Using RNAV 3 2 Part 91 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 4 1 Airport VOR En Route VOR 6000 MSL Interference Area 4000 MSL 5000 AGL 4000 MSL VOR MSL Ground Level VOR 1

37 Part 121/135 RNAV Through Interference Area Request Clearance VOR Direct To Next VOR Until Clear of Interference SLC Airport VOR En Route VOR Interference Area Request Clearance Proceed to VOR NPA Approach & Landing

Navigation at the. Federal Aviation Administration Crossroads

Navigation at the. Federal Aviation Administration Crossroads Navigation at the Crossroads To: Stanford 2010 PNT Symposium By: Leo Eldredge GNSS Program Manager Date: Peak Aircraft Traffic Over The US 5000 aircraft 689 M passengers 36 B pounds cargo 2 If We Do Nothing