DOCSLIB.ORG

Airspace-Modernization.Pdf

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Airspace-Modernization.Pdf NextGen Overview with Focus on Data Link Rockwell Collins Operators Conference Presented by Christian Renneissen 1 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Agenda . Future Air Navigation System . Mandates and Requirements FANS 1/A+ . PBCS . ICAO GOLD Document . FANS CPDLC DCL . Components of FANS 1/A+ . U.S. Enroute CPDLC . Logon and Handoff Process . ARINCDirect Support . Coverage Maps . ARINCDirect FANS Testing 2 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. The Idea of Data Link The third step… 1. Visual – Beacons and Signage 2. Aural – Voice 3. Data-to-Text – A method communicating with an aircraft, while limiting voice radio traffic 3 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Future Air Navigation System 1/A+ FANS 1/A+ . FANS 1/A is the suite of software upgrades that implement CPDLC, ADS- C, AFN and AOC communications over ACARS protocols. FANS 1 was originally developed by Boeing, while FANS A was developed by Airbus. The two systems are functionally identical so standardization efforts changed the naming convention to FANS 1/A. FANS 1/A+ added the message latency timer function 4 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Future Air Navigation System 1/A+ FANS 1/A+ . Three components: 1. Air Traffic Facilities Notification (AFN) – aircraft logon to ATC Center 2. Controller Pilot Data Link Communication (CPDLC) – data link messaging for communications between air traffic controllers and crews 3. Automatic Dependent Surveillance – Contract (ADS-C) –contract based position reporting . Via data link over VHF (VDL Mode A or VDL Mode 2) or SAT (Inmarsat or Iridium) 5 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. GOLD Document Global Operational Data Link Document • ICAO's GOLD Document is a worldwide, collaborative effort to standardize Data Link procedures. It is the result of the progressive evolution of two documents: • The FANS 1/A Operations Manual, prepared initially by the informal South Pacific Air Traffic Services Coordinating Group (ISPACG); and • The Guidance Material for ATS Data Link Services in North Atlantic Airspace, produced by the North Atlantic FANS Implementation Group (NAT FIG), on behalf of the North Atlantic Systems Planning Group (NAT SPG) • Current: Second Edition dated 26 April 2013 • Next edition was planned for November 2016 6 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Controller Pilot Data Link Communications CPDLC . CPDLC is a means of communication between controller and pilot, using text messaging via data link for Air Traffic Control (ATC) communication. The CPDLC application has three primary functions: . the exchange of controller/pilot messages with the controlling ATC authority . the transfer of ATC authority over that aircraft and downstream clearance delivery . or the opportunity of adjacent ATC centers to view the aircraft reports . Pre-defined message set, with free text if required . Replaces verbal ATC instructions and crew requests over radio frequencies reducing frequency congestion . Communication via data link significantly reduces receive and read back errors 7 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Automatic Dependent Surveillance - Contract ADS-C . ADS-C is a contract between a ground ATC system and the aircraft using various systems on board the aircraft to automatically provide aircraft position, altitude, speed, intent, and meteorological data . ATC establishes the reporting period and information requested in the ADS-C Contract and up to 5 ATC Centers can monitor the aircraft simultaneously . Avionics report contracts as established by ATC with no intervention from the flight crew . Replaces position reports by HF radio reducing frequency congestion . Types of ADS-C reports: Periodic, Demand, Event and Emergency 8 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. FANS Logon and Handoff Process 9 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Human Factors Considerations . Increased “head down time” for flight crew. Flight deck Human Machine Interface limitations and issues. Time required for reading/interpreting uplinks. Time required for selecting/composing/sending downlinks . Maintaining a shared crew awareness of the progress of ATC data link communications. Situational awareness and the inability of pilots to monitor other data link transmissions in the area of operations. 10 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Current Enroute FANS Coverage 11 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. FANS Coverage in Europe 12 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. FANS CPDLC Mandates . Phase 2A . As of Feb 2015 FL 350-390 on all North Atlantic (NAT) Tracks . Phase 2B - Current . Dec 2017 FL 350-390 within NAT Data Link Mandate (DLM) Region . Phase 2C . January 2020 - Above FL 290 within NAT Data Link Mandate (DLM) Region 13 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. NAT DLM Region vs. ATS Airspace . Blue outline: NAT DLM Region . Pink areas: not included in NAT DLM. ATS Surveillance Airspace (via land-based RADAR or ADS-B) 14 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. FANS Requirements . Equipment Requirements: . VHF Data Link (VDL Mode A or VDL Mode 2) . HF Data Link (HFDL) or; . SAT Data Link (Inmarsat, Iridium, or MTSAT) . FAA approved FANS CPDLC training . Letter of Authorization for US based operators conducting FANS 1/A operations outside of the United States . ICAO Flight Plan filing with required equipment codes and information 15 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Equipment/Flight Plan Requirements for FANS 1/A+ FANS Indicate Letter of File ICAO Flight CPDLC/ADS-C equipage in Authorization Plan capable Fields 10 & 18 • Item 10a of the ICAO Flight • Item 10b of the ICAO Flight Plan: Plan: •"J2" for FANS CPDLC HFDL •“D1“ ADS-C with FANS •"J3" for FANS CPDLC VDL Mode A •"J4" for FANS CPDLC VDL Mode 2 Capabilities •"J5" for FANS CPDLC SATCOM (Inmarsat) • Indicate tail number in Field •"J6" for FANS CPDLC SATCOM (MTSAT) •"J7" for FANS CPDLC SATCOM (Iridium) 18 (Other Information) REG/ 16 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Let’s talk paperwork Performance Based Communication and Surveillance . AC 90-117 Data Link Communications for U.S. Operators (LOA) . PBCS assures CPDLC and ADS-C perform to desired ATM levels. PBN complements but is not PBCS : – PBN: deals with RNP/RNAV criteria allocated to aircraft/operator – PBCS: deals with RCP/RSP criteria allocated to ATS/CSP/aircraft/operator . By 29 March 2018 U.S. Operators must submit a new A056 – Indicate whether or not PBCS is desired to be used – Indicate performance level (e.g. RCP240/RSP180) – Otherwise seize data link ops 17 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Definitions of RCP/RSP • Required Communication Performance (RCP): The RCP Transaction Time defines the maximum time required for the completion of the transaction after which the initiator should revert to an alternative procedure. • Required Surveillance Performance (RSP): The RSP Surveillance Data Transit Time describes the time required for delivery of surveillance data in seconds. 18 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. PBCS Monitoring . Required as per Chapter 6 of AC 90-117 . Review the PBCS monitoring results for your aircraft at https://www.faa.gov/air_traffic/separation_standards/PBCS_Monitoring/ . Results indicating failure . Follow directions to remedy . Insufficient Performance Data . Initial compliance can be based on Statement of Compliance (SOC), obtained from your OEM, and proof of any monitoring. 19 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Do we need it? PBCS Basics . PBCS Approval not required to merely enter airspace . PBCS Approval and PBN required to partake in PBCS separation . RlatSM (23NM lateral) in OTS are designated as PBCS Tracks . Review item 3 in OTS message for use of RlatSM 20 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Flight Planning Where is PBCS Airspace? 21 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Flight Planning Indicate PBCS Level . By 29 Mar 2018 PBCS must be indicated to partake in PBCS operations . P1 (RCP400) corresponding entry in Field 18: SUR/RSP400 . P2 (RCP240) corresponding entry in Field 18: SUR/RSP180 . P3 (RCP400) – SATVOICE not planned for use in near term 22 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Alternate Means of Compliance as per AC 90-117 #4.5 Rockwell Collins ARINC is signatory to the PBCS Charter . N 8900.446 adds to the requirements for your OpSpec and LOA A056: . Operator to prove CSP meets FAA Requirements . AC 90-117 §4.5 offers Alternate Means of Compliance: Global PBCS Charter . Rockwell Collins/ARINC is signatory as your CSP 23 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information. Data Link Departure Clearance U.S. Domestic FANS CPDLC DCL . FANS Logon to DCL Capable Tower via VDL Mode A or VDL Mode 2 . No LOA required for US registered aircraft . Flight Plan Field 10a and Field 18 entries required . DCL does not replace PDC 24 | © 2017 Rockwell Collins. All rights reserved. Proprietary Information.
Load more

Recommended publications
  • ICAO Flightplan Form Basics
    Some verbiage and examples adapted directly from PANS-ATM ICAO Doc 4444 Amdt 1. For EuroFPL use and reference only. ICAO Flightplan Form Basics 1 DATE OF FLIGHT Six-digit date of ight in the format “YYMMDD”, where “YY” Did you know? is the last two digits of the year, “MM” is a two-digit representation of the month, and “DD” is a two-digit representation of the calendar day (all with leading zeroes As of ICAO 2012, the date of ight (DOF/) gure is more where necessary). widely recognized, and many more authorities world- wide will now accept lings as far out as ve days ahead. i.e. 121015, 130122... The [+1] [+3] and [+24 hrs] links will automatically set 7 AIRCRAFT IDENTIFICATION TIME and DATE OF FLIGHT gures 1, 3, or 24 hours ahead 2 of the current time. If these elds aren’t lled in, the Aircraft registration letters/tail number or an ICAO agency system will presume a departure in one hour. If a TIME designator with ight number. ICAO 2012 strictly enforces value is entered that is before, or less than 30 minutes that this gure should be letters and numbers only, devoid ahead of, the current time, DATE OF FLIGHT will ll of dashes, spaces, or other punctuation. automatically with the next day’s date. Otherwise, the i.e. N123B, GCABC, KLM672, SWIFT45... current date will be entered. 3 8 FLIGHT RULES Denotes the category of ight rules: “I” for IFR, “V” for VFR, 1 “Y” for when the ight will be initially IFR followed by one or more subsequent ight rules changes, and “Z” for VFR rst with any number of subsequent changes.
    [Show full text]
  • What You Didn't Know About GPS and Its Augmentations
    What You Didn’t Know about GPS and Its Augmentations Vince Massimini Rick Niles June 2009 1of 44 Overview • GPS accuracy and integrity • GPS and augmented GPS services • GPS legalities • GPS pp(pp)rocedures (and plans for future procedures) • Area Navigation (RNAV) and Required Navigation Performance (RNP) • Future GPS and augmentations 2of 44 Overview - Navigation Aid Evolution Omega VORTAC WAAS RAIM Four-course radio Galileo? range GRAS? NDB LORAN-C GPS Beacon lights Instrument Landing System LAAS 19303of 44 1940 1950 1960 1970 1980 1990 2000 2010 2020 Global Navigation Satellite System (GNSS) • Global Positioning System (GPS) (U.S.) – Nominally 24 satellites in 6 orbital planes inclined 55 degrees – Operational for civil aviation since 1994 • GLONASS (Russ ian ) – Nominally 21 satellites in 3 orbital planes inclined 45 degrees • Uneven sustainment for many years; fully operational in 2009(?) • Galileo (European Union) – Nominally 27 satellites in 3 orbital planes inclined 56 degrees – Two tes t sa te llites in or bit; Opera tiona l in 2013 (?) • Compass (China) – 5 current satellites; proposed mix of GEO and MEO satellites 4of 44 GPS Constellation • Nominal constellation is 24 satellites in 6 planes – 4 “slots” per orbit – Transmit ranging code on single frequency (L1:1575.42 MHz) • 32 satellites are flying right now (31 operational) • The U.S. DoD commitment is: – > 24 satellites operational 95% of the time • Does not mean all 24 have a useable navigation signal – > 21 slots filled with at least one satellite transmitting a useable
    [Show full text]
  • 7110.10AA Flight Services
    DocuSign Envelope ID: C35036BB-1345-4351-B3EA-55FED08A0746 ORDER JO 7110.10AA Air Traffic Organization Policy Effective Date: August 15, 2019 SUBJ: Flight Services This order prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and to exercise judgment if they encounter situations not covered by it. Michael C. Artist Vice President, System Operations Services Air Traffic Organization July 5, 2019 Date: ___________________________ Distribution: Electronic Initiated By: AJR-0 Vice President, System Operations Services RECORD OF CHANGES DIRECTIVE NO. JO 7110.10AA CHANGE CHANGE TO SUPPLEMENTS TO SUPPLEMENTS BASIC OPTIONAL BASIC OPTIONAL FAA Form 1320−5 (6−80) USE PREVIOUS EDITION 8/15/19 JO 7110.10AA Flight Services Explanation of Changes Basic Direct questions through appropriate facility/service center office staff to the Office of Primary Interest (OPI) a. 6−3−4 IFR FLIGHT PLAN CONTROL This change deletes Section 7 in its entirety, includ- MESSAGE FORMAT ing paragraphs 6−7−1 and 6−7−2. c. 6−9−1. SECURITY NOTICE (SECNOT) This change amends FAA Order JO 7110.10, 6−9−2. ACTION UPON RECEIVING A subparagraph 6−3−4g2, and requires a “Q” be SECNOT inserted as the first character of the Flight 6−9−3. CANCELING A SECNOT Identification (FLID) for foreign flight This change deletes Section 9 in its entirety, includ- identifications using a numeral as the first character. ing paragraphs 6−9−1, 6−9−2, and 6−9−3.
    [Show full text]
  • North Atlantic Operations and Airspace Manual
    NAT Doc 007 NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL V.2017-1 Prepared by the ICAO European and North Atlantic Office on behalf of the North Atlantic Systems Planning Group (NAT SPG) ii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL ii EUROPEAN AND NORTH ATLANTIC OFFICE OF ICAO International Civil Aviation Organization (ICAO) European and North Atlantic (EUR/NAT) Office 3 bis, Villa Emile Bergerat 92522, Neuilly-sur-Seine CEDEX FRANCE e-mail : [email protected] Tel : +33 1 46 41 85 85 Fax : +33 1 46 41 85 00 Web : http://WWW.icao.int/EURNAT/ NAT Doc 007 V.2017-1 iii NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL iii Figure 1 – The North Atlantic High Level Airspace (NAT HLA) (Prior to February 2016 designated as “NAT MNPS Airspace”) NAT Doc 007 V.2017-1 iv NORTH ATLANTIC OPERATIONS AND AIRSPACE MANUAL iv EXCLUSION OF LIABILITY A printed or electronic copy of this Manual, plus any associated documentation, is provided to the recipient as is and without any warranties as to its description, condition, quality, fitness for purpose or functionality and for use by the recipient solely for guidance only. Any implied conditions terms or warranties as to the description, condition, quality, fitness for purpose or functionality of the software and associated documentation are hereby excluded. The information published by ICAO in this document is made available without warranty of any kind; the Organization accepts no responsibility or liability whether direct or indirect, as to the currency, accuracy or quality of the information, nor for any consequence of its use.
    [Show full text]
  • The Case for ATC Facility Consolidation
    Policy Study 411 April 2013 Air Traffic Control from Anywhere to Anywhere: The Case for ATC Facility Consolidation By Michael Harrison, Ira Gershkoff and Gary Church Project Director: Robert W. Poole, Jr., Searle Freedom Trust Transportation Fellow Reason Foundation Reason Foundation’s mission is to advance a free society by developing, applying and promoting libertarian principles, including individual liberty, free markets and the rule of law. We use journalism and public policy research to influence the frameworks and actions of policymakers, journalists and opinion leaders. Reason Foundation’s nonpartisan public policy research promotes choice, competition and a dynamic market economy as the foundation for human dignity and progress. Reason produces rigorous, peer-reviewed research and directly engages the policy process, seeking strategies that emphasize cooperation, flexibility, local knowledge and results. Through practical and innovative approaches to complex problems, Reason seeks to change the way people think about issues, and promote policies that allow and encourage individu- als and voluntary institutions to flourish. Reason Foundation is a tax-exempt research and education organization as defined under IRS code 501(c)(3). Reason Foundation is supported by voluntary contributions from individuals, foundations and corporations. The views are those of the author, not necessarily those of Reason Foundation or its trustees. Copyright © 2013 Reason Foundation. All rights reserved. Reason Foundation Air Traffic Control from Anywhere to Anywhere: The Case for ATC Facility Consolidation By Michael Harrison, Ira Gershkoff and Gary Church Project Director: Robert W. Poole, Jr. Executive Summary Air traffic control—in the United States, Europe and other advanced countries—is on the verge of a paradigm shift that promises to at least double the capacity of the skies without expanding the workforce, i.e.
    [Show full text]
  • 1-1 Today's National Airspace System (NAS)
    Today’s National Airspace System (NAS) consists of a • Approximately 13,000 instrument flight proce- complex collection of facilities, systems, equipment, dures, including over 1,000 Instrument Landing procedures, and airports operated by thousands of peo- System (ILS) procedures, over 1,700 nondirec- ple to provide a safe and efficient flying environment. tional beacon (NDB) procedures, over 2,700 VHF The NAS includes: omnidirectional range (VOR) procedures, and over 3,500 global positioning system/area naviga- • More than 750 air traffic control (ATC) facilities tion procedures (GPS/RNAV). with associated systems and equipment to provide • Procedures such as microwave landing system radar and communication service. (MLS), localizer (LOC), localizer type directional aid (LDA), simplified directional facility (SDF), • Volumes of procedural and safety information nec- charted visual flight procedures, departure proce- essary for users to operate in the system and for dures (DPs), and standard terminal arrivals FAA employees to effectively provide essential (STARs). services. • Approximately 2,153,326 instrument approaches • More than 18,000 airports capable of accommo- annually, of which 36 percent are air carrier, 27 dating an array of aircraft operations, many of percent air taxi, 33 percent general aviation, and 4 which support instrument flight rules (IFR) depar- percent military. tures and arrivals. • Approximately 49,409,000 instrument operations logged by FAA towers annually. • Approximately 4,500 air navigation facilities. America’s aviation industry is projecting continued • Approximately 48,000 FAA employees who pro- increases in business, recreation, and personal travel. vide air traffic control, flight service, security, Airlines in the United States (U.S.) expect to carry twice field maintenance, certification, systems acquisi- as many passengers by the year 2015 as they do today.
    [Show full text]
  • (RNP) and Area Navigation (RNAV)Operations
    Understanding Required Navigation Performance (RNP) and Area Navigation (RNAV)Operations White Paper Doc No.: WHTP-2013-16-10 October 2013 Safely guiding pilots and their passengers worldwide for over 30 yearsTM Executive Summary This document clarifies the current Required Navigation Performance (RNP) and Area Navigation (RNAV) requirements in the United States, Europe, and other parts of the world. It also discusses how Universal Avionics’ Flight Management System (FMS) product line supports approved RNP operations. Operators may use this information to assist in making future equipment acquisitions and aircraft modification choices neces- sary to allow them to fly into RNP airspaces or fly RNAV Instrument Approach Procedures (IAP). Failure to address RNP will, as time progresses, force non-RNP approved aircraft into undesirable lower altitudes (greatly increasing fuel burn), or severely limit the capability of a non-RNP aircraft to fly into a desired airport in instrument weather conditions. The Federal Aviation Administration’s (FAA) plan to modernize the National Airspace System (NAS) is through the Next Genera- tion Air Transportation System (NextGen). The goals of NextGen are to increase NAS capacity and efficiency while simultane- ously improving safety, reducing environmental impacts, and improving user access to the NAS. It is expected to be imple- mented through new Performance-Based Navigation (PBN) routes and procedures. This requires avionics that support RNP/ RNAV capability. In addition, the FAA has taken the initial steps toward removing ground based navaids and the supporting IAPs based upon those navaids. RNAV approach capability may become the mandatory method of flying into numerous airports that only sup- port instrument approaches that are RNP/RNAV based.
    [Show full text]
  • FAA Order 7110.10W, Flight Services
    ORDER JO 7110.10W Air Traffic Organization Policy Effective Date: March 7, 2013 SUBJ: Flight Services This order prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and to exercise judgment if they encounter situations not covered by it. Distribution: ZAT-710, ZAT-464 Initiated By: AJV-0 Vice President, System Operations Services RECORD OF CHANGES DIRECTIVE NO. JO 7110.10W CHANGE CHANGE TO SUPPLEMENTS TO SUPPLEMENTS BASIC OPTIONAL BASIC OPTIONAL FAA Form 1320−5 (6−80) USE PREVIOUS EDITION 3/7/13 JO 7110.10W Flight Services Explanation of Changes Basic Direct questions through appropriate facility/service center office staff to the Office of Primary Interest (OPI) a. CHAPTER 1 f. CHAPTER 6 Deletes para. 6-5-1, Military Training Activity; and Adds definition for “pertinent.” 6-5-2, Aerial Refueling Tracks; these functions have been realigned to FAAO JO 7930.2, Notices to b. CHAPTER 2 Airmen (NOTAM). Updates chapter to include automation. The g. CHAPTER 7 requirement for Meteorological Information for Adds requirement that all IFR flights departing U.S. Aircraft in Flight (VOLMET ICAO) is transferred to domestic airspace and entering international airspace Technical Operations. Deletes Transcribed Weather must file an ICAO flight plan. Broadcast (TWEB) route forecast products because h. CHAPTER 9 they are no longer produced by the NWS. Deletes Radar Reports (RAREP) because the product is not Updates Weather Message Switching Center utilized by the Flight Service Station.
    [Show full text]
  • RNP) and Area Navigation (RNAV)Operations
    Understanding Required Navigation Performance (RNP) and Area Navigation (RNAV)Operations White Paper Doc No.: WHTP-2013-16-10 May 2018 Safely guiding pilots and their passengers worldwide for over 35 yearsTM Executive Summary This document clarifies the current Required Navigation Performance (RNP) and Area Navigation (RNAV) requirements in the United States, Europe, and other parts of the world. It also discusses how Universal Avionics’ Flight Management System (FMS) product line supports approved RNP operations. Operators may use this information to assist in making future equipment acquisitions and aircraft modification choices neces- sary to allow them to fly into RNP airspaces or fly RNAV Instrument Approach Procedures (IAP). Failure to address RNP will, as time progresses, force non-RNP approved aircraft into undesirable lower altitudes (greatly increasing fuel burn), or severely limit the capability of a non-RNP aircraft to fly into a desired airport in instrument weather conditions. The Federal Aviation Administration’s (FAA) plan to modernize the National Airspace System (NAS) is through the Next Genera- tion Air Transportation System (NextGen). The goals of NextGen are to increase NAS capacity and efficiency while simultane- ously improving safety, reducing environmental impacts, and improving user access to the NAS. It is expected to be imple- mented through new Performance-Based Navigation (PBN) routes and procedures. This requires avionics that support RNP/ RNAV capability. In addition, the FAA has taken the initial steps toward removing ground based navaids and the supporting IAPs based upon those navaids. RNAV approach capability may become the mandatory method of flying into numerous airports that only sup- port instrument approaches that are RNP/RNAV based.
    [Show full text]
  • Management by Trajectory: Trajectory Management Study Report
    NASA/CR-2017-219671 Management by Trajectory: Trajectory Management Study Report Kenneth Leiden, Stephen Atkins, Alicia D. Fernandes, and Curt Kaler, Mosaic ATM, Inc., Leesburg, Virginia Alan Bell and Todd Kilbourne Systems Enginuity, Inc., Manassas, Virginia Mark Evans Independent Consultant, Tarpon Springs, Florida September 2017 NASA STI Program . in Profile Since its founding, NASA has been dedicated to the • CONFERENCE PUBLICATION. advancement of aeronautics and space science. The Collected papers from scientific and technical NASA scientific and technical information (STI) conferences, symposia, seminars, or other program plays a key part in helping NASA maintain meetings sponsored or co-sponsored by NASA. this important role. • SPECIAL PUBLICATION. Scientific, The NASA STI program operates under the auspices technical, or historical information from NASA of the Agency Chief Information Officer. It collects, programs, projects, and missions, often organizes, provides for archiving, and disseminates concerned with subjects having substantial NASA’s STI. The NASA STI program provides access public interest. to the NTRS Registered and its public interface, the NASA Technical Reports Server, thus providing one • TECHNICAL TRANSLATION. of the largest collections of aeronautical and space English-language translations of foreign science STI in the world. Results are published in both scientific and technical material pertinent to non-NASA channels and by NASA in the NASA STI NASA’s mission. Report Series, which includes the following report types: Specialized services also include organizing and publishing research results, distributing • TECHNICAL PUBLICATION. Reports of specialized research announcements and feeds, completed research or a major significant phase of providing information desk and personal search research that present the results of NASA support, and enabling data exchange services.
    [Show full text]
  • Flight Plan Codes Vs. Required Operational Authorizations
    Flight Plan Codes vs. Required Operational Authorizations (June 2020) A guide to help you understand what operational authorizations you may need in order to use certain performance-based codes in your international flight plan (items 10 and 18) Note: The information provided in this table is a guide. For questions about operational authorization requirements, you should always contact an operations inspector at your local Flight Standards office, Certificate Management Office or International Field Office. The AIM (chapter 5) and the other information on the FAA’s “Flight Planning Information” webpage provide more detail on the meaning and use of all flight plan equipment and capability codes. In order to use one of these flight plan (FPL) codes you must: Have relevant approved, and operational, communication, navigation and surveillance equipment, including the appropriate number of units to meet airspace requirements Have flight crew qualified to operate the equipment Where applicable, have authorization from the FAA (Operations Specification (OpSpec)/Management Specification (MSpec)/Letter of Authorization (LOA)) Operate the flight in accordance with the provisions and limitations in the authorization. If you cannot meet all of these conditions, you should not use the flight plan code for that capability on your flight plan. How to use the table: Identify the type of operation, equipage or navigation specification in which you are interested and then find your applicable 14 CFR “part” to the right where you will see the alphanumeric designation of any required operational authorization as well as associated FPL codes. We have listed abbreviations at the end of this document. Note: Due to size constraints on the table, we placed an additional column, at the end of the document, which serves to illustrate when you should, or are required to, indicate capability for some of the operations, aircraft equipage or navigation specifications listed.
    [Show full text]
  • GREPECAS/14-WP/14 Revision No. 1 11/04/07 International Civil
    GREPECAS/14-WP/14 Revision No. 1 11/04/07 International Civil Aviation Organization CAR/SAM Regional Planning and Implementation Group (GREPECAS) Fourteenth meeting of the CAR/SAM Regional Planning and Implementation Group (GREPECAS/14) (San Jose, Costa Rica, 16 to 20 April 2007) Agenda Item 3: Assessment of development of regional air navigation and security infrastructure 3.6 Report of the ATM/CNS/SG/5 meeting REPORT OF THE FIFTH MEETING OF THE ATM COMMITTEE (Presented by the Secretariat) SUMMARY This working paper contains a summary of the outcome of the Fifth Meeting of the ATM Committee, which adopted a series of draft conclusions that are being submitted to the consideration of the GREPECAS/14 meeting. References: - Report of the ATM/CNS/SG/5 meeting. - Report of the AP/ATM/12 meeting. 1. Introduction 1.1 The ATM Committee reviewed the work done by the CAR/SAM Regional Monitoring Agency (CARSAMMA) and the Scrutiny Group (GDE) regarding the safety assessment one year after the implementation of the RVSM in the CAR/SAM Regions, as well as the reports on large height deviations (LHD). It also reviewed the work of the various ATM Committee Task Forces, and aspects related to ATS contingency plans. 1.2 It also analysed the amendment to the Global air navigation plan for CNS/ATM systems (Doc 9750) and its relationship with, and impact on, regional plans and, specifically, the plan for the transition to CNS/ATM systems in the CAR/SAM Regions. The Committee reviewed the ATM and SAR deficiencies and outstanding GREPECAS conclusions/decisions, the work programme of the Committee, and, finally, other matters submitted for discussion during the meeting.
    [Show full text]