# Presentation: 403902

## Navigation Evolution Update to the RNAV Taskforce

**Daniel Salvano**
**Director, Navigation Services**

## FAA Mission	

**Provide the safest, most efficient aerospace system in the world**
**Navigation Services Goal**
**To provide safe, cost effective navigation services to meet operational needs of the aviation customer**

## Today’s ground based, human-centered Air Transportation Systemhas reached its technological and capacity limits

**Today’s *****ground based, human-centered***** Air Transportation System****has reached its technological and capacity limits**

**Notes:**

The current air transportation system is constrained in expanding to support the future economy and evolving security:

Today's System –

 Ground centric – emphasis on the ground system less on aircraft capability.
 One sector, one controller, one frequency (glorified walkie-talkie system), a finite number of aircraft.
 One size fits all – no credit for equipage or communication, navigation capabilities.
 System focused on control rather than management

## What Is “Performance-Based” Navigation?

**An End-to-End Air Transportation System Based On Performance Standards Rather Than Specific Technologies Or Equipment**
- Area Navigation (RNAV)
- Required Navigation Performance (RNP)
**Recognizes The Ability Of Modern Aircraft  To Operate Safely And Efficiently Using A Variety Of On-Board Systems and External Signals**

## Operational benefits hierarchy

**Operational benefits hierarchy**

**DME, VOR, ILS, WAAS, GPS, MALSR**

**IMC Operations, Gate Management**

**Departure, Enroute, Approach, Surface**

**Category I/II/III, RNAV SIDS, RNAV STARS, ****Q Routes**

## Performance-Based Navigation

**Complete Transition By 2025**
**Consistent With ICAO Global Vision**
**Operational Capability Based On GPS And Augmentations**
**Enhance Safety, Capacity, Efficiency**
**Reduce Cost For Legacy Navigation Systems**

**Notes:**
Performance-based navigation is an end-to-end system of concepts and applications based on performance standards without dependence upon specific technologies or equipment 
It fully utilizes the capabilities of all aircraft navigation equipment to operate safely and efficiently in conjunction with external signals provided by ground or space based systems
FAA approved GPS for operational use over 10 years ago. GPS and its augmentations are key enabling technologies toward implementation of performance based services. They provide this capability in the most cost-effective manner considering the unaffordability of the aging ground based infrastructure
GPS does not have the integrity, availability, or accuracy  required for precision approaches.  This is the main reason FAA has spent over $1B delivering WAAS service and $150M in the development of LAAS.
FAA continues to provide support to DoD to ensure the long-term interests of civil & military aviation are addressed. FAA participates on the acquisition team for the GPS-III Program as evaluators and technical advisors
The FAA continues to support development of ground-based augmentation (GBAS) using the Local Area Augmentation System (LAAS).  The LAAS program continues to work with DoD’s joint precision approach and landing system (JPALS) program to ensure system interoperability and sharing of lessons learned.

## Why do this?

**Technology now exists to move towards performance based navigation**
**Future FAA budgets will remain constant and will require us to become more efficient**
**The existing navigation infrastructure is:**
- Aging and becoming more expensive
- Incapable of meeting future requirements

## Service Affordability

**F&E and operations budget shortfalls **
**15,000 facilities/$389M annual sustainment cost* -- fluctuates and grows yearly**
**Annual earmarks exceed 60% of total GBNA budget**
- Focused on hardware procurement
**No clear service provision relationship in acquisition**

- * Source: FY05 Actual Ops

**Notes:**
Service Affordability
We’re anticipating an approximate 4% reduction in the overall FY06 Capitol Investment budget over this year’s budget.  This reduction will ultimately impact many of the line items in the navigation services area not to mention other investment areas.
This reduction takes place during a period in which FAA operations and maintenance costs are rising as well as aircraft operators.  In fiscal 2003, for example, the O&M costs for maintaining the 13,000 plus navigation facilities exceeded 350 million dollars.
To compound matters, Congressional mandates have consumed more than 60% of the annual ground-based navaid budget for the past 4 years.  These mandates are typically focused on the procurement of hardware and, in many cases, are targeted toward locations which do not serve the bulk of NAS user needs.  What hasn’t been generally recognized is that each time the FAA is mandated to install yet another ground-based navaid there is a recurring O&M tail associated with it.

May want to mention reductions in trust fund dollars due to lower carrier revenues.

## Life-Cycle Costs

**Notes:**
The reason this is ground based only, is that GPS and its augmentations are CONUS wide vs. site specific (i.e. runway end) like ground based navaids

The WAAS F&E line includes items that are traditionally O&M costs (geos, approaches, and avionics)

Separate slides ie show 20 year life cycle costs on separate slide to fix scale problem
What are the acquisition costs reflected here and what are the differences between ILS and new ILS?

## Cat I ILS Lifecycle Costs (20 yr)

- Note:  Visibility <3/4 mile, Does not include airport infrastructure costs

|  | F&E | Ops | Total |
| --- | --- | --- | --- |
| ILS | $    658,916 | $ 1,795,920 | $ 2,454,836 |
| RVR | $    413,374 | $ 1,277,520 | $ 1,690,894 |
| MALSR | $    971,471 | $    724,760 | $ 1,696,231 |
| DME | $      95,042 | $    640,640 | $    735,682 |
| Total | $ 2,138,803 | $ 4,438,840 | $ 6,577,643 |

## FAA FY05 Acquisition Costs

**Notes:**
The total navigation services budget was $131.9M
The WAAS F&E total for FY05 was 99.2M and included costs such as geos, avionics, procedures etc that are not typically paid for in F&E. The WAAS costs ( $57.2M) include development and technical engineering/program support (this is what makes up the 43%). After FY08, that costs should drop significantly when WAAS reaches FOC.

## FAA FY05 O&M Costs

**Does not include land lease nor telecommunications costs**

**Notes:**
The baseline would be the $389M for Ops in FY05.  The total cost for DME and ILS is ???.  If you could reduce the number of ILS approaches by 50%, we could reduce our Ops costs by ??? Even if we include the cost of the WAAS geo leases at ???  We can’t do both...

## VOR Land Lease Cost

**Average cost = $500/acre**
**Costs range from $120K/acre to $0/acre**
**FY07 DME Evaluation will investigate movement of FAA facilities to Government owned land and existing FAA non-navigation sites**

## Approach Procedures

**Existing Procedures:**
- 2,883 GPS NPA (LNAV)
- 1,044 LNAV/VNAV
- 640 LPVs

## WAAS Operational Implementation

**Avionics**
- Garmin GNS-480/CNX-80, estimated 3100 units sold
- Garmin 400/500 Upgrade – estimated 70,000 units installed
- Garmin reports over 18,000 upgrades already on order
- Avidyne, Chelton, CMC, Universal, and Thales expect to have units available in 2006/2007

- Garmin GNS-480

- Free Flight Systems Capstone Installation

**Notes:**
Currently, Garmin expects to start upgrading in February.

## The Next Generation Air Transportation System (NextGen) Plan Defines A System That Can Meet Demands For The 21st Century

** ****Capabilities**

**Notes:**
The 108th Congress passed Vision 100 – Century of Aviation Reauthorization Act (PL 108-176).  This created a unique coalition of public and private partnerships (Joint Program Development Office (JPDO)).  The JPDO is the organization responsible for the development of NextGen
NextGen is based on nine core capabilities.  Two capabilities that are important to this group are Precision Navigation (GPS and augmentations) and Surveillance Services (ADS-B)
The JPDO is evaluating plans to modernize GPS to ensure there is consistency with NextGen.
The FAA has worked collaboratively with DoD to define the aviation needs for GPS-III.	
It is understood that any additional requirements that are unique to the civil community beyond the current baseline will be funded by the civil community.  L5 is included in the current baseline.

## RNP/Roadmap

**The RNAV/RNP roadmap v 2 was published this year**
**We are developing a navigation roadmap that enables implementation of RNAV, RNP and NextGen**

## Navigation Evolution Roadmap

**Supports the RNAV/RNP Roadmap**
**Informal Outreach since March 2005**
- Included RAA, ATA, AOPA, and AVS SME, international ...
**Formal Outreach**
- Performance Based Aviation Rulemaking Committee (PARC)
- DOD – Policy Board on Federal Aviation (PBFA)
- AOPA
- ATA
- RTCA
- ATMAC Requirements and Planning Working Group
**Public Outreach Meeting July 25-26, 2006**
**Roadmap released to Industry via PARC on Nov. 1st, 2006**
**Target date for comments Dec 22, 2006**

**Notes:**
Aiming for signature in January 2007.  

## Roadmap Layout

**Roadmap Layout**

- 2007-2025

**Notes:**
The business plan will probably be five years to coincide with the CIP.

The financial plan will include current and presidents budget request.

## Navigation Roadmap Assumptions

**The FAA requires an aggressive transition to performance-based service  **
- Decisions need to be made with the aviation community.
- define standard services provided by FAA
- define public use special services
- define non-public services provided by the airport operator/user
**FAA will provide NAS-wide performance-based service**
- RNAV/RNP (primarily GNSS)
- LPV at all runway ends
- LPV-200 where needed
- Determination if CAT II minima is the appropriate requirement at specific airports
- CAT III service requirements become responsibility of the airport operator/user
**A Policy will exist for mitigating a loss of GNSS**
- Mitigation strategy supports RNAV/RNP
- FAA will provide Cat I ILS as backup at OEP airports (~55 airports)
**Fleet Equipage**
- Today = Mixed Fleet – GNSS, D/D and D/D/I
- Future = Fleet equipped with GNSS
- Decision/specification of “operational” mitigation
**GPS modernization and sustainment is crucial**

**Notes:**
GNSS defined as GPS, GLONASS, Galileo and their augmentations.  

## Navigation Roadmap

**CAT I or Equivalent**

**CAT II/III**

**NPA**

**En Route &**
**Terminal**

- GNSS

- WAAS

- ABAS

- GPS (L5)

- Galileo

- Galileo

- GPS (L5)

- GPS III

- GPS III

- VOR

- GNSS

- 1a

- 1

- 1a

- 4a

- 4a

- 4a

- GBAS/GLS

- SBAS/LPV

- 2006

- 2007

- 2008

- 2009

- 2011

- 2012

- 2013

- 2010

- 2014

- 2015

- 2016

- 2017

- 2018

- 2019

- 2020

- 2021

- 2022

- 2023

- 2024

- 2025

- VOR

- 1

- 2

- DME

- GBAS/GLS

- 4

- ILS

- ILS

- 3a

- 3a

**PRECISION APPROACH (PA)**

- 3

- 4

- 4

- 3

- 3

- 3b

**Navigation Roadmap**

## Navigation Roadmap Decisions

**2007 - VOR decision for drawdown based on GNSS**
- 2015 - VOR decision on remaining drawdown
**2007 - Develop rightsizing DME Requirements, e.g., service volume, architecture, pathway**
**2008 - Decision on next generation Cat I landing system**
- 2012 - Begin ILS Cat I drawdown - limited backup at OEP airports
- 202X - Decision on CAT I ILS drawdown
**2008 - Decision on next generation Cat II/III service mandate, pending feasibility & schedule of potential ABAS/GBAS solutions and risk mitigation strategies **
- 2012 Determination if CAT II minima is the appropriate requirement at specific airports

- 1

- 1a

- 2

- 3

- 4

- 3a

- 4a

- 3b

**Notes:**
For 3a and 3B, 2008 is when a decision will be made for acquisition of Cat I, regulatory approval of non-fed Cat I, and WAAS FOC.  All of these will help us make a decision on Cat I ILS drawdown (currently over 1,100 ILS in the NAS).  The 202X will decide the completion of the drawdown (what is the steady state # [1,100 – X])

For 4, the decision is how to we get to Cat II/III GBAS (Cat I GBAS + aircraft capability?)  4A is once the 4 decision is made plus the cost benefit analysis to determine if the level of service provided by the FAA should include Cat II/III.

## Navigation Evolution Customer Council (NECC)

**Council made up of Government and Industry members **
**Created by Director of Navigation Services to:**
- Implement the Navigation Evolution Roadmap  to include review of business and financial plans
- Adjudication of Navigation Evolution Roadmap Comments
- Develop updates for future versions of the Roadmap
- Assure viability of the implementation process
- Liaison between policy-makers and the aviation community
- Guarantee concerns are heard and addressed

**Notes:**
Question – To comply with FACA, need to determine which advisory committee the NECC should fall under.  Initial indications are the ATMAC.

Timing – Probably in the spring.

## Conclusion

**Importance of Navigation Services role in setting the stage for performance-based system**
- NAV is setting the stage for communications and surveillance
- Work collaboratively to define and achieve NextGen
**Navigation Services is changing**
**Collaboration with user community paramount to a successful transition**
**Maximize service delivery, reduce costs and improve or maintain safety**
**Collaboration is paramount**

## Backup Slides

## Cat II ILS Lifecycle Costs (20 yr)

|  | F&E | Ops | Total |
| --- | --- | --- | --- |
| ILS | $      715,895 | $   1,553,840 | $  2,269,735 |
| RVR | $      466,599 | $   1,087,760 | $  1,554,359 |
| ALSF-2 | $   2,902,792 | $   2,232,380 | $  5,135,172 |
| DME | $        95,042 | $      640,640 | $     735,682 |
| Total | $   4,180,328 | $   5,514,620 | $  9,694,948 |

- Note:  Visibility <3/4 mile, Does not include airport infrastructure costs

**Notes:**
Does not include airport supporting infrastructure

## Cat III ILS Lifecycle Costs (20 yr)

- Note:  Visibility <3/4 mile, Does not include airport infrastructure costs

|  | F&E | Ops | Total |
| --- | --- | --- | --- |
| ILS | $      715,895 | $   1,903,660 | $  2,619,555 |
| RVR | $      519,825 | $   1,158,980 | $  1,678,805 |
| ALSF-2 | $   2,902,792 | $   2,540,920 | $  5,443,712 |
| DME | $        95,042 | $      640,640 | $     735,682 |
| Total | $   4,233,554 | $   6,244,200 | $ 10,477,754 |

## This is not a paper study

**2005 Facilities Divested**
- 177 total divested
- ~$2.9M cost avoidance
**2006 Facilities Divested**
- 227 total divested (NDB, VOR, etc)
- ~$1.5M cost avoidance
**2007 **
- Goal is to divest a minimum of 100 navaids

## Collaboration is Key

**Direct Interface with Users**
- Why?  - Consensus Building, Collaboration, Restoring Trust
**Direct Interface with JPDO, NSSO, PBFA, ...**
- Steering toward the NGATS Vision together
**Direct Input to Enterprise Architecture**
- Through Nav Chief, Systems Engineer
- Ensure one FAA message conveyed to industry – building trust
**Direct Interaction across FAA lines of business**
- It’s more than ATO
- AVS owns the rules and regulations
**It’s about communication - leading the collaborative evolution to a global, performance based system**

## International SBAS Coverage 

## Predicted Availability Gains

- WAAS Commissioning - 2003

- Full Capability - 2008

**Availability over the majority of CONUS improves from 99.5% to 99.9%**
**Alaskan availability improves from less than 75% to 99 – 99.9%**
**Significant availability gains in northeast and southern California, Texas, and Florida**

## New GEO Satellite Locations

**New GEO Satellite Locations**

## Current LPV Coverage

## Current Non-Precision Approach Capability

## Int’l Cooperation... A Necessity

**U.S. Assigned Airspace Equals 77 Million Square Kilometers**

**Notes:**
U.S has the largest area of all Air Navigation Service Providers (ANSP) covering over 15% of earth’s surface
The FAA’s controlled airspace abuts the airspace of 18 foreign air navigation services providers (ANSPs) with which we work operationally on a daily basis to support the safe movement of international flights.
This day-to-day cooperation is critical to ensuring the safe and efficient transition of aircraft between U.S. and foreign airspace. 
FAA international activities are integral to the core business of supporting the safe and efficient operation of the U.S. National Airspace System
This is consistent with the ICAO vision of a safe, secure, seamless international air transportation system.
The areas of significant growth for aviation over the next five years are in developing regions such as the Middle East, Africa, Asia, and Eastern Europe.
In 2003, the largest importer of U.S. aerospace products was Japan at $6B.  Other countries Australia – $2.4B, Brazil – $1.4B, China – $2.7B, Korea - $2.0B, Singapore - $3.3B.  Data from AIA Aerospace Facts and Figures 2004-2005.