1. Evolving Concepts in CNS/ATM
Mr. John McGraw, FAA
20th Annual JAA/FAA International Conference
Iceland, May 29-June 3, 2003

2. Overview RTSP Concept CNS/ATM (r)Evolution COM, SUR, NAV
Capstone - Implementing Change
Required Total System Performance (RTSP) Concept and the Fundamental elements of
Communications, Navigation, Surveillance and Air Traffic Managmenet
The (r) evoltution of CNS/ATM
- How today’s technologies driving tomorrow’s implementation
Examine CNS/ATM with the Focus on Performance and the Navigation element
Present one example of how CNS/ATM improvements have been implemented to date.

3. "Performance Based" R T S P COM RCP NAV RNP SUR RSP ATM
REQUIRED TOTAL SYSTEM PERFORMANCE
NAV
RNP
SUR
RSP
ATM
Defining the elements of a performance based system we evaluate:
Communications – Required Communication Performance
Navigation – Required Navigation Performance
Surveillance – Required Surveillance Performance
Air Traffic Management – Air Navigation Service Provider/Air Traffic Service Provider/intervention/etc.
When consider collectively, these elements form the concept of RTSP, required total system performance
Balance between Aircraft-ATS Requirements
Credit for systems and capabilities
Savings for ANSP - Reduced Infrastructure Requirements 6

4. Promoting International Harmonization
CNS/ATM (r)Evolution
Today:
RNAV
RNP
RVSM
FANS
VDL 1, 2, 4
ADS-A & B
ACARS
Mode S, UAT
What are we doing in CNS/ATM today?
1. Development of the RNAV Rule for the US NAS – changing avionics requirements, changing how we define airspace and routes
2. Capstone in Alaska – Building a useable IFR infrastructure, Current Operations limited to VFR
- WAAS – primary Nav, ADS-B - ATC surveillance, Multilateration, NASA terrain data/display
Route structure – past was limited by traditional ground based navaids, WAAS permits “optimized” route structure and lower MEA’s. It has brought about the FAA’s Data link decision – ADS-B uplink using 1090 MHz Extended Squitter (1090ES) and Universal Access Transceiver (UAT)
3. International Perspective - Flight standards is proactive in support numerous ICAO Panels and Working Groups, including the Global Navigation Satellite System Panel, the Obstacle Clearance Panel, The Separation and Airspace Safety Panel, the Operations Panel, and the Aeronautical Communications Panel. We recognize the importance of the shared responsibility of fostering global harmonization within the international airspace system.
We recognize the proactive work New Zealand has undertaken – codifying the use of GPS, hosting ICAO panel and work group meetings, etc.
Where should this lead us, globally
4D using Time Of Arrival Control (TAOC)
ATN – a common aeronautical Telecommunications Network
Access to airspace and or operations based on aircraft capabilities and services provided
Dynamic airspace
What must we be mindful of avoiding divergent paths, example – COM VDL-3 vs VDL-4
Promoting International Harmonization
Avoiding divergent paths in Communications
Promoting convergence in Navigation and Surveillance

5. Communication ADS-B Link Decision
July 1, two ADS-B Technologies
1090 Extended Squitter
For high altitude airspace
For airspace principally used by domestic and commercial aircraft
SARPS and MOPS exist for 1090 ES
UAT
GA not capable of high altitude flight
If 1090ES alone cannot meet long-term goals, UAT provides a complimentary service
TIS-B on 1090 uplink
Reports for non-ADS-B and UAT equipped aircraft
UAT – Cheaper than Mode – S
Adds some additional capability – integration of FIS w/UAT

6. NEXCOM “Transition to Digital Communications”
Next 5 years
5-10 years
10-15 years
15-20 years
Enroute High Airspace
Dem/Val
VDL-3 Link
VDL-2 Datalink
0101
RCAG
Analog
Voice
ARTCC
01010
National Airspace
AFSS
Evolutionary step towards end-to-end digital A/G communications
CPDLC
US Pushing for 8.33 MHz
Terminal
Airspace
Analog Voice, 25 KHz
Initial Datalink (VDL-2)
Full Operational Evaluation & Exercise of Digital Voice and Datalink (VDL-3)
Maintain Terminal Analog Voice
Implement VDL-3 Digital Voice
Expand Datalink VDL-2 Applications
Expand Enroute Digital Voice (VDL-3)
Initiate Terminal Digital Voice (VDL-3)
Increase Datalink Capacity & Capability (VDL-2 & VDL-3)
Expand Digital Voice (VDL-3) to all domains
Expand Datalink Capacity in all domains and all applications (VDL-2 & VDL-3)

7. Advanced Avionics Surveillance Advisory Circular
Cockpit Display of Traffic Information (CDTI)
Automatic Dependent Surveillance - Broadcast (ADS-B)
Automatic Dependent Surveillance - Contract (ADS-C)

8. AC on Airworthiness and Operational Approval of Surveillance
Joint Aircraft Certification and Flight Standards Advisory Circular
Provides an airworthiness to operational approval road map
Design approval guidance for appliance and installation
System safety assessment
Hazard classification and RTCA DO-178B software level
Air/Ground interoperability requirements
System validation tests
Aircraft ground and flight test
Operational approval process for applications
Operational safety assessment
Training requirements

9. AC on Airworthiness and Operational Approval of Surveillance (cont)
Provide guidelines on the design approval of certain aircraft surveillance functions:
CDTI symbol set and human factors
TCAS II , CDTI and ADS-B target correlation
Airport Surface Situational Awareness (ASSA)
Traffic Information Service (TIS)
Integrated conflict detection systems
Surveillance display guidance for a Multiple Function Display
ADS-A position reports for oceanic/remote operations
1090 MHz data link transponders
Universal Asynchronous Transceiver data link transponders
AC A
AC 90-RNP
AC A

10. Surveillance AC Schedule
January 21, 2003
April 30, 2003
December 30, 2003
March 15, 2004
May 31, 2004
July 28, 2004
Begin initial draft advisory circular
Begin AIR-130/AFS 400 formal review
Clearance record signoff
Publish document in the Federal Register
Disposition comments
Published Approved AC

11. RVSM Implemented & Planned As of May 2003
Canada North
4/02
Canada South
1/05
Europe 1/02
Domestic US
1/05
NAT 3/97
Mid East
11/03
Pacific
2/00
Pacific
2/00
EUR/SAM
Corridor 1/02
WATRS 11/01
Asia/Europe
South of Himalayas 11/ 03
**Western Pacific
South China Sea
2/02
CAR/SAM
2005
Australia
11/01
Most of the world is presently operating as RVSM and as you can see the entire western hemisphere is planned to implement at one time.
NAT = North Atlantic
SAM = South America
WATRS = Western Atlantic
CAR = Caribbean
** Western Pacific/South China Sea
February Implementation Bangkok, Ho Chi Minh, Kota Kinabalu, Kuala Lumpur, Manila, Phnom Penh, Sanya, Singapore, Taipei
October Implementation Hanoi, Hong Kong, Jakarta, Ujung Pandang, Vientiane
Implemented
Planned V

12. PROGRAM ELEMENTS
Aircraft and Operators authorized by the administrator or… for non-US operators/aircraft, the appropriate authority
Aircraft altimetry, autopilot, and altitude alert system modified, as necessary to RVSM standards
RVSM policy and procedures incorporated into controller, pilot, and dispatch programs
Air Traffic systems and programs revised

13. PROGRAM ELEMENTS (cont)
MONITORING:
Aircraft altitude keeping observed to confirm performance standards are being met
Ground and airborne monitoring systems used to independently monitor aircraft performance
3-5 Aircraft Geometric Measurement Element Clusters (AGHME) are being sited
SAFETY ANALYSIS:
Is being conducted on accepted Collision Risk Modeling Practices (ICAO Doc v2)
Completion by June 2004
GHMEC – simila to GMU

14. RVSM CONCLUSION
Implement DRVSM from FL290-FL410 in the airspace of the United States, Alaska, the Gulf of Mexico where the FAA provides air traffic services and possibly the San Juan FIR.
The United States, Canada, and Mexico are planning a joint implementation of RVSM.
DRVSM is proposed to be implemented on
January 20, UTC.

15. PA; LNAV; BARO VNAV; RNAV; NPA; GPS
CNS - Navigation
2010?
2015?
Vertical RNP
4-D TOAC
The Future
2025?
Surveillance
Communication
2005?
2003
GLS/MLS/ILS
RNP
Simultaneous RNP
Tomorrow
To address efficiency issues, we need to address Communications, Navigation and Surveillance (CNS), Air Traffic Management (ATM), and their interrelationships.
Today’s focus is on Navigation
RNP is a fundamental requirement, promotes the transition to “performance based” airspace,
- Navigation is the easiest of the triad to solve. . .
- Globally . . .promotes harmonization of capabilities
Here is a timeline of expected capability gains for today, tomorrow and to define a path for the future
TOAC – Time of Arrival Control
Done
2002
LPV/WAAS
RNAV
RNP
Today
PA; LNAV; BARO VNAV; RNAV; NPA; GPS

16. Special Procedures Capturing Performance Benefits & Promoting Safety
RNP for Departure and Approach Enhanced Airport Capacity, Destination Access, Safety
Safe 3-D Path to each Rwy
and a safe path back out
User Driven Safety Benefits
No “Dive and Drive”
For Air Transport
User driven safety benefits – no dive and drive for Air Transport aircraft; however, dive and drive can still be used for General Aviation, where it supports lower approach minima.
Performance is use to promote access to an airport/airspace; and, promotes safety through increased operational requirements that support special procedures.
Special Procedures Capturing Performance Benefits & Promoting Safety

17. New York Traffic Flow Proposal
LaGuardia vs Kennedy
This video provides an example of using tailoring aircraft performance to increase traffic flow efficiency and eliminate constraints caused by the close proximity of airports.

18. Performance as an Enabler
Example: Use of RNP Based Arrival and Departure Paths for Dynamic WX Avoidance
ATM/CDM Adjusted WPs
RNP: A specification for the navigation performance necessary for a particular airspace, area, route, procedure or operation. RNP can be applied to all domains – en route and terminal airspace, and for instrument approach procedures. Currently we are using RNP in airspace and for procedures ranging from Oceanic RNP-10 authorizations to RNP 0.3 approaches.
Can be applied to lateral or longitudinal performance, eventually will include vertical performance
Consider this Weather picture from Atlanta (actual event on 8/4/96) – graphic will show dynamic paths in and out of ATL
Ultimately RNP could be used (along with other CNS/ATM elements to negotiate dynamic paths through weather and fixed terrain, noise and/or adjacent airspace constraints – should be part of Collaborative Decision Making (CDM) concept between ATSP and Operations. Once negotiated and contracted, performance enables dynamic path around constraints
Goal:
ATM/CDM Integration ,Dynamic/Flexible Airspace, &
System Efficiencies e.g. Weather Avoidance

19. Complex procedures that match aircraft capabilities to the business case
Alaska Airlines pioneered the application of complex approaches based on RNP. Further, Alaska has capitalized in matching their current aircraft capabilities to meeting their business case. In these trying economic times, we as regulators must be responsive to the needs of our users. 19

20. Capstone Phase II…. Phase II “Usable IFR Infrastructure”
Terrain (TAWS compliant)
Traffic (CDTI using ADS-B)
Weather (AWSS, AFSS, FIS)
Flight Locating (J Hopkins U
Skysource, Flt. Explorer, etc)
“Usable IFR Infrastructure”
Communications
ATC and AFSS
Navigation
SFAR, AIM, Guidance material
GPS/WAAS Avionics
RNAV/GPS Route Structure
Surveillance
UAT (Mops compliant ADS-B)
Juneau
Sitka
Ketchikan
Yakutat
Investment in Safety
FAA Alaska Region
AWSS – Automatic Weather
AFSS – Automated Flight Service Station
SFAR was to permit use in environment with low level infrastructure.

21. Navigation: Phase II Avionics
Equipment
Multi-Function and Primary Flight Displays (MFD and PFD)
Universal Access Transceiver (UAT)
VFR & IFR Services
GPS+FDE/WAAS(TSO-C145/6)
Terrain Awareness and Warning System (TAWS)
Automatic Dependant Surveillance- Broadcast (ADS-B, CDTI)
Flight Information Service-Broadcast (FIS-B)
Traffic Information Service-Broadcast (TIS-B)

22. Chelton Certification
Chelton avionics certification “before and after” University of Alaska C-172 provisional STC installation

23. TSO-145/146 WAAS FDE RAIM Layered Failure Modes GPS RAIM DR Legacy
Primary WAAS Benefit (increased access) derived from L-NAV Capability
Primary (sole) means, only radionavigation equipment required on aircraft
Class I
all airspace
FDE
RAIM
Layered Failure Modes
Primary (sole) means
Class II oceanic and remote airspace
GPS RAIM
Supplemental DR
TSO-129
Legacy
VOR/NDB
VFR
TSO-145/146 Capstone

24. Communications: ATC Voice Coverage @ 2000ft
Comm Gaps
- Coastal (Yakutat-Sitka)
- Lynn Canal/Icy Bay
- Stephens Passage
Cape Spencer
Proposed RCAG Comm sites
Cape Spencer
Mt Rbt. Barron
Gunnuk
Benefits
Direct voice communication with ATC at new RNAV route altitudes
Mt Rbt Barron
Gunnuk
RCAG – Remote Communication Air/Ground
Current RCAG
Proposed RCAG

25. Navigation: RNAV Structure
RNAV/GPS MEAs on Existing Routes
Approach/Departure RNAV Procedures
FAF
4000 ft
AT coordination (e.g., airspace and automation integration) (AAL-500 / ZAN / ATP / NATCA) - Oct 02
Operational guidance (e.g., SFAR, OpSpecs, NOTAM, AIM, AK Supplement, Inspector handbook) (AFS-400) - Oct 02
Review “Specials” (AFS-420) - Aug 02 - special aircrew training required, special aircraft and equipment performance required, flight procedures standard waiver for obstacle, Category A&B aircraft only
GUMLE
CIBIX
FAF
JIGMI
FAF
2500 ft

26. Surveillance: ADS-B (& FIS-B) Coverage
Current Radar
Initial 14 Ground Broadcast Transceiver (GBT) Sites
Coverage
1000 ft
3000 ft

27. Thoughts for Tomorrow RVSM Performance-Based Airspace System
Database Integrity
Electronic Flight Bag