Abstract: The Federal Aviation Administration (FAA) and aviation stakeholders are modernizing the National Airspace System (NAS) from operations based on analog communications, fix-to-fix navigation, and surveillance; to operations based on digital communications, Performance Based Navigation (PBN), and Automatic Dependent Surveillance-Broadcast (ADS-B), through the Next Generation Air Transportation System (NextGen) program. To improve the safety, security, and efficiency of air traffic operations, more digital information technologies are being introduced to provide additional Communications, Navigation, and Surveillance (CNS) services. Through aviation radio technology advancement, it may be possible to increase the data capacity and functionality of existing systems and still maintain backward compatibility without increasing the demand on the already crowded aviation spectrum. This paper presents concepts for transparently introducing data capabilities into the Distance Measuring Equipment (DME) signal, and identifies potential aviation applications that may make use of this data capability. In conducting our research, we developed both analytical and simulation models for assessing the DME data capacities. We also evaluated various potential CNS services that could be enabled, and found that DME spectrum could be used more efficiently, providing a channel for data exchange to support additional CNS services.

Abstract: The global aviation system is in the midst of modernisation. This includes a transition to satellite-based navigation, which offers opportunities for improved safety, efficiency and predictability. This paper posits that — despite some false starts — performance-based navigation (PBN) also offers opportunities to address noise problems. PBN relies on satellites for navigation, rather than ground-based navigational aids. The improved precision of PBN routes generally results in concentration of flights into narrow corridors. When implemented without consideration of community impacts, it has resulted in significant community outcry (even lawsuits), but when implemented with care, it can offer potential to avoid noise-sensitive areas. Our experience shows that the most successful projects are those in which the airport has been fully engaged and in which there is extensive and meaningful collaboration between all stakeholders: air navigation service providers (ANSP), industry (including airlines and other operators), airports and communities. Participants should not expect this to be easy — it is a lengthy and expensive process — but one that may be necessary for long-term compatibility and for airport growth. This paper provides an overview of PBN development in the USA as well as case studies of implementation of PBN at Phoenix Sky Harbor International Airport (AZ), Oakland International Airport (CA) and Boston Logan International Airport (MA). The case studies illustrate the increasing collaboration between stakeholders and show that progress can be made.

Abstract: As previously identified by the authors, digitized flight decks have realigned SHELL model components and introduced cognitive overload concerns. Considering changes from implementing Next Generation air traffic management requirements in 2020, the authors assess digitized interfaces associated with cockpit displays of information integral to performance based navigation and similar operations. Focus is placed on Automatic Dependent Surveillance Broadcast, digitized communications, and expanded electronic flight bags. The ADSB (In) cockpit display will enable pilots to have flight visual awareness on aircraft, terrain, weather and hazards to flight through live satellite updates every second. Increased optical demands and cognitive loading are anticipated for general aviation and commercial pilots, beyond operational levels for those currently using advanced technologies. With nearly continuous cognitive processing and embedded information in the enhanced SHELL model by the authors, potential overload and concerns of situational awareness become likely candidates for human factors problems. Addressing these concerns, areas of emphasis for transition to NextGen 2020 operations are delineated, potential risks among increased cognitive disparities identified, and suggested foci recommended.

Abstract: The Performamce Based Navigation (PBN) concept was introduced to reduce exhaust emissions, minimizing the impact on the environment and reduction of engine noise by reducing the length of the routes. Ecology improves due to the fact that in the organization of flights in the airspace the requirements associated with the environment are given the same level of priority, similarly the requirements for increased capacity airspace. The routes of aircraft in the terminal area should be plotted with minimum impact on the environment, optimal flight efficiency, and safe obstacle clearance. At the same time, the system of air traffic control solves problems to ensure Air Traffic Management (ATM) for all routes in the complex. From the point of view of the air traffic control, unit airspace structure should also take into account the interaction between flows of arriving and departing aircraft. These different goals are not mutually controversial. It is possible to build routes in the terminal area and to implement the most obviously conflicting objectives. Care must be taken to select points of intersection of the routes of departure and arrival in order to avoid possible interference with the arriving and departing aircraft. In Russia the PBN concept is introduced in accordance with the Plan of implementation of PBN in airspace of the Russian Federation (Protocol dated 15.11.2013 No. 3-62-etc.). Guidance for the use of PBN, in airspace, is included in Doc.9992 AN/494 and Guidelines for operational approval based navigation (PBN), Doc. 9997. The process of improving the airspace structure provides for the testing of schemes of maneuvering in the terminal area. The aim of the study is the need to address the risk factors are considered necessary for the Flight Operational Safety Assessment (FOSA when implementing PBN and also to address the need for ATM to apply FOSA. The application of FOSA ensures that in respect of a particular set of operating conditions, system capability of air traffic control and environmental conditions is was evaluated for all situations and, if necessary, steps were are taken to reduce risk for meeting criteria of safety.

Abstract: Performance Based Navigation (PBN) is a concept developed by ICAO (International Civil Aviation Organization) that specifies the operational performance required in an airspace, route or approach procedure. A Satellite Based Augmentation System (SBAS) enhances the performances of the existing satellite navigation system. It is used to deploy Global Navigation Satellite System (GNSS) approach for PBN procedures. The required performance level for vertical guidance is directly linked to approach category criteria. The real performance provided by an SBAS for a single-frequency user depends on the physical characteristics of the ionospheric layer. As Sub-Saharan Africa corresponds to geomagnetic equator region, the question of ionosphere dynamics characterization in equatorial zone is central to gauge what SBAS performance level can be achievable. In the equatorial zone the dynamics of the ionosphere is subject to complex physical phenomena, involving rapid recombination of ion-electron pairs. Moreover these phenomena are transient with high local spatial and temporal gradients. These zones promote the occurrence of scintillation phenomena, bubbles (strong local fall of TEC (Total Electron Content)), and small scale gradients, which must be evaluated for the ionosphere modeling and integrity data generation. Based on a large volume of GNSS measurements covering more than four years of data collected, Thales Alenia Space associated with IRAP (Astrophysics and Planetology Research Institute, Toulouse, France), present a panorama of observed physical events through the ionosphere in Sub-Saharan Africa zone. The main purpose of this study is to establish a clear view on the physical mechanisms that drive the equatorial ionosphere dynamics and the effects on GNSS measurements. This study is supported by information coming from TEC values, TEC gradients amplitudes, and the nature of scintillation events as intensity, impact area and occurrence in time. Conclusion of these activities is to highlight that ionosphere conditions above sub-Saharan area are consistent with the performances level of SBAS approach with vertical guidance. Indeed scientific analyses show that a precise service level is possible on this zone with a very good level of availability above the main airports.