High Altitude Redesign (HAR) Update for NBAA CONVENTION

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High Altitude Redesign (HAR)UpdateforNBAA
CONVENTION
October 2004
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National Airspace Redesign (NAR)

• Primary means of the FAA to modernize US
  airspace
• Migrating from constrained ground-based
  navigation to the freedom of an RNAV RNP
  satellite-based system
• Leveraging new technologies, equipage,
  infrastructure, and procedures to maximize
  benefits and efficiency

• Bottom up Optimize redesign local airspace
• Focused on key airports and associated airspace
  addresses new runways

• International Harmonization
• Leveraging benefits into the oceanic airspace
• Ensuring global compatibility and benefits

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High Altitude Redesign (HAR)

• Influenced by the airspace concepts recommended
  to FAA by RTCA
• Frequent meetings with user representatives
  advice on
• Consistency with original concepts
• Fleet capabilities and limitations
• Implementation impacts
• Evolutionary implementation based on technology
• Began implementing initial functions in initial
  airspace in 2003
• Expansion geographically, vertically and
  functionally planned through 2008 and beyond
• With each increment, benefits will increase
  consistent with user equipage

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RTCA SC192 High AltitudeConcept Summary
RTCA SC 192 examined the possibility of
defining a high altitude airspace structure where
the FAA could begin to implement many of the Free
Flight concepts... The High Altitude Airspace
Conceptcould provide more... freedomswhile
offering an opportunity to deploy new technology
and procedures in a controlled environment...
This airspace would allow properly equipped
users to begin achieving the economic benefits of
flying their preferred routes and altitudes with
fewer restrictions RTCA SC 192 envisions the
initial implementation of this airspace at the
higher flight levelsandat additional levels as
technology and procedures allow.
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High Altitude Redesign Vision
Balance flexibility and structure to obtain
maximum system efficiency

• Design Objectives
• Point-to-point navigation with pilot navigation
  in lieu of radar vectors
• Non-restrictive routing wherever efficient
• Efficient routing around active SUA/ATCAA
• Improved knowledge of SUA/ATCAA status

• Performance Objectives
• Improve system efficiency
• Reduce route structure
• Eliminate airspace miles-in-trail
• Increase flexibility for controllers and users

By ...
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Evolutionary High Altitude Redesign
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High Altitude RedesignPhase 1 Design Concepts

• ATCAA SUA waypoints and status information
• Mitigating SUA effects for civilian aviation

• Non-Restrictive Routing
• Providing users increased routing flexibility

• RNAV / closely-spaced parallel RNAV routes
• Using structure where most efficient

• Navigation Reference System
• Efficiently defining flight paths tactical and
  planned

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HAR Phase 1 Initial Airspace ZAU/ZMP/ZLC/ZSE/ZOA/Z
DV/ZKC FL 390 and above
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Mitigating the impact of SUA/ATCAA

• Waypoints published near SUA/ATCAA airspace to
  aid in avoidance of active areas
• Air Traffic Control Assigned Airspace (ATCAA) is
  being depicted via Internet WEB
  http//sua.faa.gov
• User interface consistency with TFR website
• Provides ability to filter data by altitude
• Capability to download schedule data

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SUA/ATCAA Websitehttp//sua.faa.gov
Restricted / Prohibited and not scheduled
Altitude Filtered FL290 600 Scheduled Active
within 8hrs
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SUA/ATCAA Avoidance Waypoints
Salt Lake Center w/waypoints
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SUA/ATCAA Website Area information
Cursor click Readout
Cursor roll over
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Non-Restrictive Routing (NRR)

• NRR builds on experiences of the North American
  Route Program (NRP) over the last decade.

• Established where on departure paths aircraft can
  routinely leave the prescribed structure and
  transition to most advantageous flight paths.
• Controllers, borrowing from baseball, call those
  spots pitch points to reflect, much the same
  when the ball leaves a pitchers hand, the point
  where flight paths begin.

• As for arrivals, once again controllers used a
  baseball term and called the spot where flights
  need to rejoin structure catch points.

• Provides users with
• Widespread flexibility to vary flight paths based
  on current conditions.
• Increased predictability that the route filed
  will be the one flown.

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Non Restrictive Routing Example (Newark San
Francisco)
Pitch point
Catch point
EWR
SFO
Route Flexibility
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Routing Example Confined Airspace
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Q Routes

• Historically in the U. S., IFR navigation has
  been through ground-based navigation aids using
  Federal Airways/Jet Routes.
• This results in less-than-optimal routes and
  contributes to the inefficient use of the NAS.
• Area navigation (RNAV) provides users with an
  ability to fly direct routes between any two
  points.
• FAA adopted ICAO definition of Air Traffic
  Service Route to include Federal Airway, Jet
  Route and RNAV route
• US and Canada use "Q" as a designator for RNAV
  routes (US 1-499/Canada 500-999).
• Initially GNSS required becoming GNSS or
  DME/DME/IRU

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High Altitude Q Route
Current Route StructureJet Routes
RNAV/RNP Route StructureQ Routes
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Navigation Reference System (NRS)

• An organized set of regularly spaced waypoints
• Using a unique naming convention that describes
  where to find the waypoint
• Waypoints are not associated with ground based
  NAVAIDS
• Waypoints overlay latitude / longitude positions.

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Navigation Reference System Waypoint Naming
Waypoints every 30 minutes of latitude, every 2
degrees longitude (Initial population)
K D 54 W
Longitude Increment
Center Identifier
Latitude Increment
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NRS VIDEO
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HAR Expansion A Airspace Design
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Expansion Q Routes
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Expansion Q Routes (cont)
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Expansion Q Routes (cont)
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Expansion Q Routes (cont)
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Direction Specific Routes
South/Eastbound North/Westbound
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HAR Phase 2/3 Concepts

• Work has begun on Phase 2 concept exploration
• NRS waypoint resolution
• Nonrestrictive Routing Controlled time of
  Arrival
• Route spacing based on RNP procedural separation
• Flight management computer offsets routes and
  procedures
• Flex routes
• Standardized stratification HAR altitude floor
• New high altitude sector structures (potential
  Phase 3 candidate)
• Dynamic sectorization (potential Phase 3
  candidate)
• Preliminary discussions about need to develop
  plans for those portions of the Phase 3
  environment having potential for ground or
  airborne equipage changes

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Analytic Foundation for Decisions

• Each phase supported by modeling
• Proof of concept modeling
• Designs modeled for benefits and workability
• After implementation of each phase, post-analysis
  will
• Validate concept and design
• Measure benefit

Picture by Mary Yee
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Information Sources

• HAR/NAR website
• http//www.faa.gov/ats/nar/har_section.htm
• HAR ADVISORY CIRCULAR http//www.airweb.faa.gov/
  Regulatory_and_Guidance_Library/rgAdvisoryCircular
  .nsf/0/f7fb15477756420086256dea005d704d/FILE/AC90
  -99.pdf
•  
• RVSM website
• http//www.faa.gov/ats/ato/rvsm1.htm
•  
• SUA/ATCAA info website
• http//sua.faa.gov
• Airport/Facility Directory AFD info
• Routes/Waypoints section PREFERRED IFR
  ROUTES High Altitude Redesign HAR, Phase 1
  RNAV routing, pitch and catch points
• Contacts
• John Timmerman Program Manager
• john.timmerman_at_faa.gov ph 202-267-7247
• Bill Shedden NATCA Article 48 Representative
• shedden_at_natca.net

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Summary

• Flexible, efficient satellite based navigation
  replaces structured ground-based navigation
• National Airspace Resign leverages technology to
  accommodate aviation growth
• Changes will be on-going through rest of decade
  and beyond

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www.ato.faa.gov