Summary of the First Meeting Special Committee 227 ... - RTCA

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BruceD: When we keep the same number with a new letter, 115b over 115a, it stops new design approval with the old standard (after a grace period). This group will need to provide guidance on whether new MOPS replaces DO283 or is a separate MOPS / TSO. The term “intended function” is used in regulatory publications. We should avoid using this term in our standards as it is not our role to define that. Need for updating navigation standards There are a number of updates that need to be considered. PBN enhancements o Turn performance (operators want tighter radius turns, achieving IMC ops like VMC ops is huge) o Path repeatability under stress (sharp angles, climbing faster than expected, accelerating, etc.) Performance o Reconcile GNSS and PBN monitor requirements (eg. ICAO PBN manual) o Review containment integrity and continuity Time of arrival control o Tolerance (manual or autothrottle FTE) o Required wind data o One or more time constraints o Integration with relative time of arrival control (ads-b based) Vertical navigation o Temperature compensation, including transition between with and without compensation and managing separation o Complex paths (multiple constraints), tighter tolerance as in RNP AR VEB o Do we need vertical RNP Lateral navigation o Aircraft-defined path stretching Bracket allowable changes. Alignment/Integration with Data Comm, SC214 This is one of the key activities for the committee. We need to ensure that the navigation aspects of the assumed operations, data and data interfaces are right. The gaps and changes need to be identified to SC214 quickly. ATN-B2 defined by SC-214/WG78, to be complete in 2013 CPDLC, ADS-C, DFIS (wind data) Requires standardized set of navigation abilities Issue: uplinked routes don’t allow specification of leg types o Lack of RF legs o Lack of names for created waypoints to facilitate crew/controller voice Validate SC214 products from navigation perspective o ETA min/max assumptions Provide new implementation requirements as appropriate o E.g. display of proposed route clearance prior to acceptance Alignment/Integration with ADS-B, SC186 The same holds true for SC186 in terms of navigation and the part it plays in applications for interval management and separation standards. Interval management o assigns spacing to other aircraft o from navigation perspective, many common issues to TOAC 6
• flight deck display of speed cues • evaluating feasibility of making constraints while following another aircraft • FET allocation and winds Improving separation standards with ADS-B and Navigation o Need accurate nav and surveillance combined to provide benefit o Use surveillance to “cut the tails off” the navigation errors. Regarding interval management vs. 4D TBO, Bruce advocated implementing both technologies and using them regionally as appropriate. Additional Considerations Bruce also pointed out other possible areas of change in the updates. position estimation o need our standard to not depend upon GNSS specifics, because these will change. integration with approach operations o e.g. transition between RNP route and ILS is not defined o dynamic RF-leg trombone called by controller (over data comm.) alignment with stand-alone navigator – SC159 o SC159 dumbed down SC181 result to create a GA product, but it has become a headache to maintain two nav standards. WG85 Activities - Sylvain Raynaud Sylvain Raynaud, Airbus FMS Engineer, Eurocae WG85 Chairman Powerpoint: “WG 85 activities presentation.ppt” Sylvain stated that the WG85 efforts started in Oct 2009, and that there have been 5 meetings, and 19 webexes to date. The ED75 addendum containing updated requirements for ETA and Time of Arrival Control has been drafted. The current draft is as of June, 2011. Validation activities that are supporting their efforts are: Prior experiments – Cassis, NUP II Seattle RTA trials SESAR Initial 4D validation The WG85 publication target is mid 2013. This ensures coordination with WG78/SC214 It supports certification of Initial4D-capable certified systems to meet SESAR timetable Their operational assumptions are based on SESAR and the WG78 4DTRAD OSEDs. Sylvain provided a high level overview of the concept of operations with emphasis on the trajectory , aircraft/ground exchanges and expected benefits. The ED75 addendum draft criteria that support the 4D aspects of the operations are: TOAC remains optional ETA in open loop operations characterized Meteo error assumptions created RTA 95% reliability defined ETA min/max function defined for 95% confidence RTA precision down to 10 seconds in terminal airspace or en-route airspace Means of compliance updated/created 7
Page 1 and 2: Summary of the First Meeting Specia
Page 3 and 4: NEXTGEN IMPLEMENTATION PLAN (NGIP)
Page 5: NextGen Implementation Plan (NGIP)
Page 9 and 10: Powerpoint: “3a Standards of Navi
Page 11 and 12: Sharing of common flight plan betwe
Page 13 and 14: Q: what is the impact on economy of
Page 15 and 16: Section 1.1 para 3 is significant.
Page 17 and 18: David DS: network and flow manageme
Page 19 and 20: concern that we don’t have moment
Page 21: Prioritization and Scope of Updates

Summary of the First Meeting Special Committee 227 ... - RTCA

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