NextGen Targeted Mid-Term Avionics

This section outlines the avionics equipage that the FAA is targeting for mid-term operations. The targeted avionics build on many of the capabilities that are either installed or available for today’s aircraft. These avionics will provide years of useful capability and benefits for equipped operators, leading to a positive return on their investment.

The governing principles provide the basis for the target aircraft capabilities. The FAA is proposing a two-pronged approach to achieve the NextGen mid-term benefits: leveraging existing aircraft capabilities and introducing new aircraft capabilities. We will work with RTCA’s NextGen Implementation Task Force to identify target locations and capabilities, and assist operators in developing their business cases for mid-term avionics equipage.

Leveraging Existing Aircraft Capabilities

The NextGen implementation plan takes advantage of the following existing aircraft capabilities throughout the mid-term. Standards exists to allow certification and use of these capabilities. The FAA continues to work with the community on its application of products and operations. (Acronyms are displayed on page 59.)

RNAV and RNP(terminal and en route operations): A number of aircraft already have these capabilities, and the FAA is developing policy that captures the existing GPS and WAAS-equipped aircraft into this set. RNAV 1 and 2 use will continue to expand and then transition to RNP 1 and RNP 2. By the end of the mid-term, this capability will be used almost exclusively in IFR operations as RNAV/RNP procedures replace ground-based procedures.

VNAV: Currently, there is a large population of aircraft with the ability to use barometric altitude, through a flight management system, to fly a specified vertical profile. Its use is currently limited to approach operations where lower minima can be achieved for suitably equipped and approved operators. By accounting for this capability in the design of arrival and departure procedures, traffic flows can be de-conflicted more efficiently. The use of this capability is focused on major airports where it is an important component of integrated arrival and departure management.

Curved path capability(radius to fix): This capability is available on large air transport aircraft, and has recently been adopted within the regional, business and very light jet markets. Arrival and departure routes at certain airports will take full advantage of this, so that aircraft without this capability would be the exception. Throughout the NAS, approach procedures with curved-path transitions will provide operational incentives for aircraft to equip.

RNPAR(Approach and Departure): This capability is expected to be available in a large portion of the air carrier and business jet community. At major airports, this will be used as a backup to ILS and as a means to provide visual meteorological conditions (VMC)-like ground tracks in instrument conditions, combining RNP AR capability with a short ILS final. At IFR airports throughout the NAS, this capability will be used where beneficial.

LPV: This capability, which provides vertically-guided approach service down to 200 feet using WAAS, is available on more than 20,000 aircraft. We expect equipage to continue to grow until LPV use is common by IFR operators outside of major airports.

EFB: Electronic flight bags will be used in nearly all air carrier and taxi operations, to provide the flight crew with charts, manuals, and weather data. Portable EFBs will enhance safety by allowing pilots to see their own aircraft’s position on surface moving map displays. Installed EFBs, integrated with the rest of the cockpit, provide this safety enhancement and a platform that can be used to support some of the advanced capabilities for initial implementation, described below.

Data Communications(FANS-1/A+, ATN Baseline 1):Basic capabilities will be provided initially with a harmonized data communications system. Initial capabilities will be provided through globally harmonized initial data link capabilities (FANS-1/A+ and ATN) for domestic en route operations supported by a mix of Flight Management System (FMS)-integrated and Communications Management Unit (CMU)-based aircraft implementations.

Flight Information Services - Broadcast: Flight information services broadcast (FIS-B) will be adopted by a number of aircraft that lack weather radar.

Introduction of New Aircraft Capabilities

Coupled with the capabilities described in the previous section, the following new aircraft capabilities are targeted for initial implementation in the mid-term:

Data Communications (ATN Baseline 2): Segment 2 builds on initial capabilities, providing widespread FMS integration and advanced applications.

GNSS Landing System (GLS): Category I GLS capability will be available to properly equipped aircraft, and Category II/III GLS is expected to achieve initial implementation.

ADS-B Out: ADS-B Out provides high accuracy and frequent aircraft position reports that can be used by ATC to provide radar-like separation in non-radar areas. A Notice of Proposed Rulemaking was issued in 2008.

ADS-B In: ADS-B In provides information to the cockpits of properly equipped aircraft that can be used for multiple applications, including:

Cockpit Display of Traffic Information (CDTI): Using traffic information service broadcast (TIS-B), CDTI will provide a graphical depiction of air traffic, which will improve situational awareness for a variety of operations. This capability is expected primarily in aircraft without Traffic Collision Avoidance System (TCAS), and when implemented in conjunction with an ADS-B In guidance display.

Guidance Display: This capability uses ADS-B In to provide relative guidance, predominantly based on speed control, to maintain a given spacing from a selected target. This display is implemented in conjunction with CDTI, and can be located on the CDTI or separately (it will be in the forward field of view). This capability supports a number of ADS-B In-enabled benefits, including merging and spacing and limited delegated separation.

Paired Approach Guidance: Still in the applied research phase, this capability will leverage precision navigation (e.g., from GLS or LPV) and ADS-B In to support paired approaches by multiple aircraft to closely-spaced runways. Initial implementation of this capability begins in the mid-term; runway separation standards will also be finalized in the mid-term, which can be used for future airfield development.

References

• Governing Principles for Avionics Equipage