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

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White papers supporting the addendum changes are: Distance reduction analysis, open and closed loop what is ETA minmax ETA uncertainty 95% envelope model in open and closed loop Meteo error analysis WG85 input to WG78 (in work) o Clarify any unclear aspect concerning about functional content of the 4D trajectory (EPP) o Propose updates for potential missing info o Underline EPP requirements with significant impact on nav systems without clear associated need. RTA 95% accuracy demonstration methodology Sylvain indicated that the WG85 addendum and papers would be shared with SC227. The SESAR Initial4D validation is a phased approach with three steps planned. Initial4D airborne prototypes available now by Honeywell and Thales for demonstration aircraft. Improved RTA performance in descent: +/- 10 seconds with 95% reliability Improved weather modeling – additional wind and temperature levels available ETA min/max computed in FMS and reported over new ADS-C report Datalink draft standard implemented – CPDLC and ADS-C updates per WG78 Initial4D ground function prototypes are also available now By Maastrict (Enroute) and NORACON (TMA) Datalink per WG78 draft standard Controller working position using new generation HMI (more on slide 21) AMAN functionality expanded A Flight test was conducted in late 2011 Coupled and non-coupled simulators in development for ground-based testing of integrated system Coupled = aircraft simulated at Airbus connected over internet to ATM simulation Objective of simulations is to model operational performance issues and benefits Proposed way forward with SC227 – Sylvain that he was just presenting the EUROCAE position. EUROCAE is interested in keeping ED75 & DO236 a common document But, WG85 scope is not as wide as SC227 EUROCAE want only one EUROCAE WG to impact ED75 at a time, and WG85 already existed, so WG85 scope will expand to cover additional RNP aspects Proposed to have joint WG85/SC227 activities starting now for RNP and GNSS, but not Initial4D Concerning keeping Initial4D efforts on track, the following ideas were offered. o Create a dedicated sub-group in WG85 and SC227 o Start with coordinated (not joined) activities to secure the output of a final ED75 addendum in mid-2013 by WG85 subgroup o After mid-2013, transition to joined activities on I4D scope WG85 scope will grow to match the scope of SC227. WG85 TOR to be updated and new call for participation for wider participation to cover RNP and GNSS. Hal Moses (RTCA) indicated that due to the complicated and slow process for joint committees, the best way to go forward for now is to just work together until the formalities can be worked out. Standards of Navigation Performance – Geoff Burtenshaw Geoff Burtenshaw, UK CAA, former Co-Chair of Joint SC181/WG-13 8
Powerpoint: “3a Standards of Navigation Performance GB 20120306.pptx” Review of SC181/WG13 products and intended applications Geoff pointed out the importance and value of standards. interoperability o without interoperability, every route or instrument procedure and airspace would have to account for different aircraft capability o precludes efficiency, capacity, and environmental improvements cost of certification non-optimized airspace design, since every variation must be considered. Scope of standards not just the airborne nav system is standardized terminology aeronautical data procedure design affected by nav standards charting SC181 products and adoption thereof Do236B/ED75B MASPS for RNP o Intended/Used as a toolbox, implemented piecemeal by regulators DO200A/ED76 Standards for processing aeronautical data DO201A/ED77 standards for aeronautical information DO283A MOPS for RNP for RNAV o No ED equivalent o TSO-C115c, FMS using multi-sensor inputs 2012 DO257A, MOPS Adoption has been affected adversely by GPS standards, DO-229 SC159 and SC181 which worked in parallel and were never brought together Slow and fragmented airspace development o Lack of harmonized operational requirements Future for navigation performance standards PBN is now the ‘must-have’ GPS standards are insufficient on their own Considerations for SC227 Recognition of PBN concept, but keep RNP RNAV distinct as DO236/ED75 is only one means to define an aircraft/system that spans multiple applications. Functional definitions insufficient to support implementation. Changes are needed for: o fixed radius transition o tactical parallel offset o use of speed and altitude constraints in path definition VNAV mess since there has been little convergence on a standard. o AC20-138B is 1980’s definition o EASA AMC 20-27 (FTE and altitude limitation) o AC 90-110a / AMC 20-26 Vertical Error Budget o Do-236B / ED75b VNAV Current PANS Ops Baro-VNAV design criteria needs a harmonized standard. Inconsistency with lateral RNP RNAV – do we need a vertical RNP RNAV rather than just a 99.7% accuracy 4D trajectories 9
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Page 3 and 4: NEXTGEN IMPLEMENTATION PLAN (NGIP)
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Page 21: Prioritization and Scope of Updates

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

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