Navigation Systems

Navigation systems are the basis for pilots to get from one place to another and know where they are and what course to follow. Since the 1930s, aircraft have navigated by means of a set of ground-based NAVAIDs. Today, pilots have access to over 2,000 such NAVAIDs within the continental U.S., but the system has its limitations:

• Constrained to fly from one NAVAID to the next, aircraft route planners need to identify a beacon-based path that closely resembles the path the aircraft needs to take to get from origin to destination. Such a path will always be greater in distance than a great circle route between the two points.
• Because the NAVAIDs are ground-based, navigation across the ocean is problematic, as is navigation in some mountainous regions.
• NAVAIDs are also expensive to maintain.

Since the 1980s, aircraft systems have evolved towards the use of SATNAV. Based on the GPS satellite constellation, SATNAV may provide better position information than a ground-based navigation system. GPS is universal so there are no areas without satellite signals. Moreover, a space-based system allows “off airway” navigation so that the efficiencies in aircraft route determination can be exacted. SATNAV is revolutionizing navigation for airlines and other aircraft owners and operators. A drawback of the satellite system, though, is the integrity and availability of the signal, especially during electromagnetic and other events that distort the Earth’s atmosphere. In addition, the signal from space needs to be augmented, especially in traffic-dense terminal areas, to guarantee the necessary levels of accuracy and availability.

The CAASD is helping the navigation system of the U.S. to evolve toward a satellite-based system. The CAASD analysts are providing the modeling necessary to understand the effects of atmospheric phenomena on the GPS signal from space, while the CAASD is providing the architecture of the future navigation system and writing the requirements (and computer algorithms) to ensure the navigation system’s integrity. Moving toward a satellite-based navigation system allows aircraft to divorce themselves from the constraints of ground-based NAVAIDs and formulate and fly those routes that aircraft route planners deem most in line with their own cost objectives.

With the advent of SATNAV, there are a number of applications that can be piggybacked to increase capacity in the NAS. Enhanced navigation systems will be capable of “random navigation,” that is, capable of treating any latitude-longitude point as a radio navigation fix, and being able to fly toward it with the accuracy we see today, or better. New routes into and out of the terminal areas are being implemented that are navigable by on-board systems. Properly equipped aircraft are being segregated from other aircraft streams with the potential to increase volume at the nation’s busy airports by keeping the arrival and departure queues full and fully operating.

The CAASD is working with the FAA to define the nation’s future navigation system architecture. By itself, the GPS satellite constellation is inadequate to serve all the system’s needs. Augmentation of the GPS signal via WAAS and LAAS is a necessary part of that new architecture. The CAASD is developing the requirements based on the results of sophisticated models to ensure the system’s integrity, security, and availability.

Global Positioning System

The FAA’s implementation activities of the Global Positioning System (GPS) are dedicated to the adaptation of the NAS infrastructure to accept satellite navigation (SATNAV) technology through the management and coordination of a variety of overlapping NAS implementation projects. These projects fall under the project areas listed below and represent different elements of the NAS infrastructure:

• Avionics Development - includes engineering support and guidance in the development of current and future GPS avionics minimum operational performance standards (MOPS), as well as FAA Technical Standard Orders (TSOs) and establishes certification standards for avionics installations.
• Flight Standards - includes activities related to instrument procedure criteria research, design, testing, and standards publication. The shift from ground-based to space-based navigation sources has markedly shifted the paradigms used in obstacle clearance determination and standards development. New GPS-based Terminal Procedures (TERPS) manuals are in use today as a result of this effort.
• Air Traffic - includes initiatives related to the development of GPS routes, phraseology, procedures, controller GPS training and GPS outage simulations studies. GPS-based routes, developed along the East Coast to help congestion in the Northeast Corridor, direct GPS-based Caribbean routes, and expansion of RNAV activities are all results of SATNAV sponsored implementation projects.
• Procedure Development - includes the provision of instrument procedure development and flight inspection of GPS-based routes and instrument procedures. Today over 3,500 GPS-based IAPs have been developed.
• Interference Identification and Mitigation - includes the development and fielding of airborne, ground, and portable interference detection systems. These efforts are ongoing and critical to ensuring the safe use of GPS in the NAS.

To use GPS, WAAS, and/or LAAS in the NAS, equipment suitable for aviation use (such as a GPS receiver, WAAS receiver, LAAS receiver, or multi-modal receiver) must be designed, developed, and certified for use. To ensure standardization and safety of this equipment, the FAA plays a key role in the development and works closely with industry in this process. The avionics development process results in safe, standardized SATNAV avionics, developed in concurrence with industry. Due to the growing popularity of SATNAV and potential new aviation applications, there are several types of GPS-based receivers on the market, but only those that pass through this certification process can be used as approved navigation equipment under IFR conditions. Detailed information on GPS approach procedures is provided in Chapter 5–Approach.

Application of Area Navigation

RNAV airways provide more direct routings than the current VOR-based airway system, giving pilots easier access through terminal areas, while avoiding the circuitous routings now common in many busy Class B areas. RNAV airways are a critical component to the transition from ground-based navigation systems to GPS navigation. RNAV routes help maintain the aircraft flow through busy terminals by segregating arrival or departure traffic away from possibly interfering traffic flows.
Further, RNAV provides the potential for increasing airspace capacity both en route and in the terminal area in several important ways.
Strategic use of RNAV airways nationwide is reducing the cost of flying and providing aircraft owners more benefits from their IFR-certified GPS receivers. Several scenarios have been identified where RNAV routes provide a substantial benefit to users.

• Controllers are assigning routes that do not require overflying ground-based NAVAIDs such as VORs.
• The lateral separation between aircraft tracks is being reduced.
• RNAV routes lower altitude minimums on existing Victor airways where ground-based NAVAID performance (minimum reception altitude) required higher minimums.
• RNAV routes may allow continued use of existing airways where the ground-based NAVAID has been decommissioned or where the signal is no longer suitable for en route navigation.
• The route structure can be modified quickly and easily to meet the changing requirements of the user community.
• Shorter, simpler routes can be designed to minimize environmental impact. Dozens of new RNAV routes have been designated, and new ones are being added continuously. In order to designate RNAV airways, the FAA developed criteria, en route procedures, procedures for airway flight checks, and created new charting specifications. Some of the considerations include:
  
• Navigation infrastructure (i.e., the ground-based and space-based navigation positioning systems) provides adequate coverage for the proposed route/procedure.
• Navigation coordinate data meets International Civil Aviation Organization (ICAO) accuracy and integrity requirements. This means that all of the coordinates published in the Aeronautical Information Publication (AIP) and used in the aircraft navigation databases must be referenced to WGS 84, and the user must have the necessary assurance that this data has not been corrupted or inadvertently modified.
• Airborne systems meet airworthiness performance for use on the RNAV routes and procedures.
• Flight crews have the necessary approval to operate on the RNAV routes and procedures.

In the future, as aircraft achieve higher levels of navigation accuracy and integrity, closely spaced parallel routes may be introduced, effectively multiplying the number of available routes between terminal areas. RNAV can be used in all phases of flight and, when implemented correctly, results in:

• Improved situational awareness for the pilot.
• Reduced workloads for both controller and pilot.
• Reduced environmental impact from improved route and procedure designs.
• Reduced fuel consumption from shorter, more direct routes.

RNAV Departure Routes

For example, take the situation at Philadelphia International Airport, located in the middle of some highly popular north-south traffic lanes carrying New York and Boston traffic to or from Washington, Atlanta, and Miami. Philadelphia’s position is right underneath these flows. Chokepoints resulted from traffic departing Philadelphia, needing to wait for a “hole” in the traffic above into which they could merge. The CAASD helped US Airways and Philadelphia airport officials establish a set of RNAV departure routes that do not interfere with the prevailing established traffic. Traffic heading north or south can join the established flows at a point further ahead when higher altitudes and speeds have been attained. Aircraft properly equipped to execute RNAV procedural routes can exit the terminal area faster — a powerful inducement for aircraft operators to upgrade their navigation equipment.
Another example of an RNAV departure is the PRYME TWO DEPARTURE from Washington Dulles International. Notice in Figure 1-10 the RNAV way- points not associated with VORs help free up the flow of IFR traffic out of the airport by not funneling them to one point through a common NAVAID.

Managing Safety and Capacity System Design

MANAGING SAFETY AND CAPACITY SYSTEM DESIGN

The CAASD is aiding in the evolution towards free flight with its work in developing new procedures necessary for changing traffic patterns and aircraft with enhanced capabilities, and also in identifying traffic flow constraints that can be eliminated. This work supports the FAA’s Operational Evolution Plan in the near-term. Rapid changes in technology in the area of navigation performance, including the change from ground-based area navigation systems, provide the foundation for aviation’s global evolution. This progress will be marked by combining all elements of communication, navigation, and surveillance (CNS) with air traffic management (ATM) into tomorrow’s CNS/ATM based systems. The future CNS/ATM operating environment will be based on navigation defined by geographic waypoints expressed in latitude and longitude since instrument procedures and flight routes will not require aircraft to overfly ground-based navigation aids defining specific points.

ATC Facilities

FAA figures show that the NAS includes more than 18,300 airports, 21 ARTCCs, 197 TRACON facilities, over 460 air traffic control towers (ATCTs), 58 flight service stations and automated flight service stations (FSSs/AFSSs), and approximately 4,500 air navigation facilities. Several thousand pieces of maintainable equipment including radar, communications switches, ground-based navigation aids, computer displays, and radios are used in NAS operations, and NAS components represent billions of dollars in investments by the government. Additionally, the aviation industry has invested significantly in ground facilities and avionics systems designed to use the NAS. Approximately 47,000 FAA employees provide air traffic control, flight service, security, field maintenance, certification, system acquisition, and other essential services.

Differing levels of ATC facilities vary in their structure and purpose. Traffic management at the national level is led by the Command Center, which essentially “owns” all airspace. Regional Centers, in turn, sign Letters of Agreement (LOAs) with various approach control facilities, delegating those facilities chunks of airspace in which that approach control facility has jurisdiction. The approach control facilities, in turn, sign LOAs with various towers that are within that airspace, further delegating airspace and responsibility. This ambiguity has created difficulties in communication between the local facilities and the Command Center. However, a decentralized structure enables local flexibility and a tailoring of services to meet the needs of users at the local level. Improved communications between the Command Center and local facilities could support enhanced safety and efficiency while maintaining both centralized and decentralized aspects to the ATC system.

National Airspace System Plans

FAA planners’ efforts to devise a broad strategy to address capacity issues resulted in the Operational Evolution Plan (OEP)—the FAA’s commitment to meet the air transportation needs of the U.S. for the next ten years.

To wage a coordinated strategy, OEP executives met with representatives from the entire aviation community— including airlines, airports, aircraft manufacturers, service providers, pilots, controllers, and passengers. They agreed on four core problem areas:

•  Arrival and departure rates.
• En route congestion.
• Airport weather conditions.
• En route severe weather.

The goal of the OEP is to expand capacity, decrease delays, and improve efficiency while main taining safety and security. With reliance on the strategic support of the aviation community, the OEP is limited in scope, and only contains programs to be accomplished over a ten-year period. Programs may move faster, but the OEP sets the minimum schedule. Considered a living document that matures over time, the OEP is continually updated as decisions are made, risks are identified and mitigated, or new solutions to operational problems are discovered through research.

An important contributor to FAA plans is the Performance-Based Operations Aviation Rulemaking Committee (PARC). The objectives and scope of PARC are to provide a forum for the U.S. aviation community to discuss and resolve issues, provide direction for U.S. flight operations criteria, and produce U.S. consensus positions for global harmonization.

The general goal of the committee is to develop a means to implement improvements in operations that address safety, capacity, and efficiency objectives, as tasked, that are consistent with international implementation. This committee provides a forum for the FAA, other government entities, and affected members of the aviation community to discuss issues and to develop resolutions and processes to facilitate the evolution of safe and efficient operations.

Current efforts associated with NAS modernization come with the realization that all phases must be integrated. The evolution to an updated NAS must be well orchestrated and balanced with the resources available. Current plans for NAS modernization focus on three key categories:

• Upgrading the infrastructure.

• Providing new safety features.

• Introducing new efficiency-oriented capabilities into the existing system.

It is crucial that our NAS equipment is protected, as lost radar, navigation signals, or communications capabilities can slow the flow of aircraft to a busy city, automation system accurate aircraft position informawhich in turn, could cause delays throughout the entire tion. This more accurate information will be used to region, and possibly, the whole country. improve the efficiency of the system—the third cate gory of modernization goals.

The second category for modernization activities focuses on upgrades concerning safety. Although we cannot control the weather, it has a big impact on the NAS. Fog in San Francisco, snow in Denver, thunderstorms in Kansas, wind in Chicago; all of these reduce the safety and capacity of the NAS. Nevertheless, great strides are being made in our ability to predict the weather. Controllers are receiving better information about winds and storms, and pilots are receiving better information both before they take off and in flight—all of which makes flying safer. [Figure 1-4]

Another cornerstone of the FAA’s future is improved navigational information available in the cockpit. The Wide Area Augmentation System (WAAS) initially became operational for aviation use on July 10, 2003. It improves conventional GPS signal accuracy by an order of magnitude, from about 20 meters to 2 meters or less.

Moreover, the local area augmentation system (LAAS) is being developed to provide even better accuracy than GPS with WAAS. LAAS will provide localized service for final approaches in poor weather conditions at major airports. This additional navigational accuracy will be available in the cockpit and will be used for other system enhancements. More information about WAAS and LAAS is contained in Chapters 5 and 6.

The Automatic Dependent Surveillance (ADS) system, currently being developed by the FAA and several airlines, enables the aircraft to automatically transmit its location to various receivers. This broadcast mode, commonly referred to as ADS-B, is a signal that can be received by other properly equipped aircraft and ground based transceivers, which in turn feed the Other key efficiency improvements are found in the deployment of new tools designed to assist the controller. For example, most commercial aircraft already have equipment to send their GPS positions automatically to receiver stations over the ocean. This key enhancement is necessary for all aircraft operating in oceanic airspace and allows more efficient use of airspace. Another move is toward improving text and graphical message exchange, which is the ultimate goal of the Controller Pilot Data Link Communications (CPDLC) Program.

In the en route domain, the Display System Replacement (DSR), along with the Host/Oceanic Computer System Replacement (HOCSR) and Eunomia projects, are the platforms and infrastructure for the future. These provide new displays to the controllers, upgrade the computers to accept future tools, and provide modern surveillance and flight data processing capabilities. For CPDLC to work effectively, it must be integrated with the en route controller’s workstation.

Brief History of the National Airspace System (NAS)

About two decades after the introduction of powered flight, aviation industry leaders believed that the airplane would not reach its full commercial potential without federal action to improve and maintain safety standards. In response to their concerns, the U.S. Congress passed the Air Commerce Act of May 20, 1926, marking the onset of the government’s hand in regulating civil aviation. The act charged the Secretary of Commerce with fostering air commerce, issuing and enforcing air traffic rules, licensing pilots, certifying aircraft, establishing airways, and operating and maintaining aids to air navigation. As commercial flying increased, the Bureau of Air Commerce— a division of the Department of Commerce—encouraged a group of airlines to establish the first three centers for providing ATC along the airways. In 1936, the bureau took over the centers and began to expand the ATC system. [Figure 1-2] The pioneer air traffic controllers used maps, blackboards, and mental calculations to ensure the safe separation of aircraft traveling along designated routes between cities.

On the eve of America’s entry into World War II, the Civil Aeronautics Administration (CAA)—charged with the responsibility for ATC, airman and aircraft certification, safety enforcement, and airway development— expanded its role to cover takeoff and landing operations at airports. Later, the addition of radar helped controllers to keep abreast of the postwar boom in commercial air transportation.

Following World War II, air travel increased, but with the industry's growth came new problems. In 1956 a midair collision over the Grand Canyon killed 128 people. The skies were getting too crowded for the existing systems of aircraft separation, and with the introduction of jet airliners in 1958 Congress responded by passing the Federal Aviation Act of 1958, which transferred CAA functions to the FAA (then the Federal Aviation Agency). The act entrusted safety rulemaking to the FAA, which also held the sole responsibility for developing and maintaining a common civil-military system of air navigation and air traffic control. In 1967, the new Department of Transportation (DOT) combined major federal transportation responsibilities, including the FAA (now the Federal Aviation Administration) and a new National Transportation Safety Board (NTSB).

By the mid-1970s, the FAA had achieved a semi-automated ATC system based on a marriage of radar and computer technology. By automating certain routine tasks, the system allowed controllers to concentrate more efficiently on the task of providing aircraft separation. Data appearing directly on the controllers’ scopes provided the identity, altitude, and groundspeed of aircraft carrying radar beacons. Despite its effectiveness, this system required continuous enhancement to keep pace with the increased air traffic of the late 1970s, due in part to the competitive environment created by airline deregulation.

To meet the challenge of traffic growth, the FAA unveiled the NAS Plan in January 1982. The new plan called for more advanced systems for en route and terminal ATC, modernized flight service stations, and improvements in ground-to-air surveillance and communication. Continued ATC modernization under the NAS Plan included such steps as the implementation of Host Computer Systems (completed in 1988) that were able to accommodate new programs needed for the future.[Figure 1-3]

In February 1991, the FAA replaced the NAS Plan with the more comprehensive Capital Investment Plan (CIP), which outlined a program for further enhancement of the ATC system, including higher levels of automation as well as new radar, communications, and weather forecasting systems. One of the CIP’s programs currently underway is the installation and upgrading of airport surface radars to reduce runway incursions and prevent accidents on airport runways and taxiways. The FAA is also placing a high priority on speeding the application of the GPS satellite technology to civil aeronautics. Another notable ongoing program is encouraging progress toward the implementation of Free Flight, a concept aimed at increasing the efficiency of high-altitude operations.