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Airport Commission UpdateAirport Commission Update Given By Rick King, Chad Leque, and Elaine Bukner Performance Based Navigation: r MSP Implementation Update Rick King — MAC Commissioner, District B Chad E. Leqve — Director of Environment Hopkins City Council March 5, 2013 SOUTHWEST " (;#IT CO%-%"" I"'!� • Federal Aviatio Administration 1i • Introduction • What is Performance Based Navigation (PBN) • Process through November 2012 • Tracks Considered over Hopkins • What is Next? • Qand A 1 Establish on the ILS i • i ' "Conventional" • Extended low level segment •� �.. pow Optimized Profile Descent (OPD) Benefits Aircraft is Higher, Longer y Less Engine Thrust r Less Noise Beyond 7 to 10 Miles from the Airport r Fuel Savings and Reduced Emissions — Fuel Burn Reduction • July 2007 — NOC began investigating aircraft navigation technology to reduce noise • 2010 — FAA airspace -wide initiative begins • March 2011 — NOC Noise Criteria forwarded to FAA • August 2012 — FAA procedure designs done • September 2012 — FAA requests MAC support by the end of November 2012 • November 19, 2012 — MAC supports partial implementation, excluding Runways 30L and 30R RNAV departures • Decisions about where and how aircraft fly are made solely by the FAA, not by the MAC or other airport authorities • The FAA is in the process of evaluating the possibility of partial implementation, as supported by the MAC — completion of the review is planned within 60 days • The future of possible RNAV departure procedures off Runways 30L and 30R to the northwest of MSP is unknown • The FAA is the agency responsible for the design, environmental review, and implementation of aircraft procedures, and will ultimately make the determination on possible future RNAV procedures off Runways 30L and 30R • Timing •Local FAA Leadership as a Critical Component • Holistic Outreach • Early Coordination with Local Community Leaders • Adequate Resource Allocation • www.macnoise.com • "MSP Noise News" Newsletter • Quarterly Public Input Meetings --'GifT CO"I • NOC Meetings ® w�rlMWana.� fw/Mrr w MSP NOISE NL,:\\%S aaa Navgation (R�h amceame o.wkpnw/rc rinse ia..,a ww.e r. xnnv arwgr LLNlManwart Th^13/1:RPf:Av paw< v1.r�YM ,ua ml/J., ymbw..g4...wp. u .R rtw �dJn 1 rm�.. 1-7 Question's . What Is PBN? Performance -Based Navigation (PBN) is comprised of Area Navigation (RNAV) and Required Navigation Performance (RNP) and describes an aircraft's capa- bility to navigate using performance standards. What Is RNAV? RNAV enables aircraft to fly on any desired flight path within the coverage of ground- or spaced -based navigation aids, within the limits of the capability of the self-contained systems, or a combination of both capabilities. RNAV aircraft have better access and flexibility for point-to-point operations. What Is OPD? Optimized Profile Descent (OPD) is designed to reduce fuel consumption, emissions, and noise dur- ing descent by allowing pilots to set aircraft engines near idle throttle while they descend. OPDs use the capabilities of the aircraft Flight Management System to fly a continuous, descending path without level seg- ments. Where possible, we are implementing OPDs with RNAV to make them environmentally -friendly or "green. - What Is RNP? RNP is RNAV with the addition of an onboard perfor- mance monitoring and alerting capability. A defining characteristic of RNP operations is the ability of the aircraft navigation system to monitor the navigation performance it achieves and inform the crew if the requirement is not met during an operation. This on- board monitoring and alerting capability enhances the pilot's situation awareness and can enable reduced obstacle clearance. Certain RNP operations require advanced features of the onboard navigation function and approved training and crew procedures. These operations must receive approvals that are characterized as Authorization Re- quired (AR), similar to approvals required for opera- tions to conduct Instrument Landing System Category II and III approaches. Evolution to PBN Current Ground NAVA— RNAV RNR �i> Resources FAA RNAV/RNP Group Web Site http //faa.gov/ato?k=pbn FAA Next Generation Air Transportation System hftD://www. faa. a ov/a bout/in itiatives/n extoen ICAO PBN Programme Office www.icao.int/Dbn Contact us at: 9-AJR-37-PBN@faa.gov PBN Implementation in the U.S. 1 P.pi--RMVS1MTARs RNAV En - route Green - AM—vith RNAV a � RNP aVpm hes •. RNAV and RNP procedures in the terminal and en route domains have demonstrated benefits by ♦ Reducing miles flown, saving fuel and time ♦ Reducing fuel burn and emissions with more continuous climbs and descents ♦ De -coupling traffic flows in complex airspaces ♦ Decreasing required air/ground voice communications PBN Implementation Challenges Takeoff -d Deperlwe Ch.le ,.s • comp.. now: �n-laao rerorne aepon Tani- opera ae��aas an pa aia • !ra ningr r Awoncs egmpaq+.ar.1— V E. R*I Chhl"— es �E Inte9laEgwMaomhon ,ane Arrival and Approach Challenges airport now interanions • Environmental ane noise raslnciiona • COMroling and marepeg a mrptl ppaey�.irpa�M pl-pnap,�rtle-,abn aappon mda Atlanta (ATL) OPD RNAV Arrivals Atlanta designed RNAV Standard Terminal Arrival (STAR) procedures with OPD to reduce emissions and environ- mental impact. Eventually, these RNAV OPD procedures could generate approximate benefits of: ♦ 700,000 gallons of fuel savings per year ♦ 4.500 metric tons of carbon dioxide emissions saved per year ATL NOTRE OPD STAR amval Fuel Efficient Operations in the Terminal Environment Complete implementation of OPDs and uninterrupted climb operations at some of the busiest airports would generate benefits of approximately: Benefit analyses conducted by The MITRE Corporation/Center for Advanced Aviation System Development New York (JFK) Traffic Decoupling Using RNP AR RNP AR approaches to Runway 13L at JFK would eliminate conflicts with traffic using the Instrument Landing System (ILS) on Runway 4 at LaGuardia. r JFK ILS RWY 13L LaGuardia I, Airport (LGA) LGAILS Approaches John F. Kennedy � _Airport (JFK) N JFK RNP !� Approaches Dallas -Fort Worth (DFW) RNAV Departures RNAV allowed DFW to implement initially diverging, fanned routes in September 2005. These new RNAV Standard Instrument Departures (SIDS) resulted in benefits of: ♦ 45% reduction in delay during peak demand ♦ $25 million in operator benefits through 2008 ♦ 10 additional departures per hour per runway What Is PBN? Performance -Based Navigation (PBN) is comprised of Area Navigation (RNAV) and Required Navigation Performance (RNP) and describes an aircraft's capa- bility to navigate using performance standards. What Is RNAV? RNAV enables aircraft to fly on any desired flight path within the coverage of ground- or spaced -based navigation aids, within the limits of the capability of the self-contained systems, or a combination of both capabilities. RNAV aircraft have better access and flexibility for point-to-point operations. What Is OPD? Optimized Profile Descent (OPD) is designed to reduce fuel consumption, emissions, and noise dur- ing descent by allowing pilots to set aircraft engines near idle throttle while they descend. OPDs use the capabilities of the aircraft Flight Management System to fly a continuous, descending path without level seg- ments. Where possible, we are implementing OPDs with RNAV to make them environmentally -friendly or ..green. - What Is RNP? RNP is RNAV with the addition of an onboard perfor- mance monitoring and alerting capability. A defining characteristic of RNP operations is the ability of the aircraft navigation system to monitor the navigation performance it achieves and inform the crew if the requirement is not met during an operation. This on- board monitoring and alerting capability enhances the pilot's situation awareness and can enable reduced obstacle clearance. Certain RNP operations require advanced features of the onboard navigation function and approved training and crew procedures. These operations must receive approvals that are characterized as Authorization Re- quired (AR), similar to approvals required for opera- tions to conduct Instrument Landing System Category II and III approaches. Evolution to PBN Current Ground NAVAID, RNAV RNP Resources FAA RNAVJRNP Group Web Site http//faa.ciov/ato?k=obn FAA Next Generation Air Transportation System htta _p s//www.faa.aov/abouUinitiatives/nextaen ICAO PBN Programme Office www.icao.int/Dbn Contact us at: 9-AJR-37-PBN@faa.gov Resources FAA RNAVJRNP Group Web Site http//faa.ciov/ato?k=obn FAA Next Generation Air Transportation System htta _p s//www.faa.aov/abouUinitiatives/nextaen ICAO PBN Programme Office www.icao.int/Dbn Contact us at: 9-AJR-37-PBN@faa.gov PBN Implementation in the U.S. Pupl,:-RNAV SIesrSTARa - RNAV E-. Green - hT—.0 RNAV a RNP appmachas RNAV and RNP procedures in the terminal and en route domains have demonstrated benefits by ♦ Reducing miles flown, saving fuel and time ♦ Reducing fuel burn and emissions with more continuous climbs and descents ♦ De -coupling traffic flows in complex airspaces ♦ Decreasing required air/ground voice communications PBN Implementation Challenges Arrival and Approach Challenges • Ads—, alrpon lbw inte,enions • Environmental antl noise,oslridions • Cantrolang eM msnping a mixed equipage environment yolcnnl,nlMr tlecision eoppgeiroma Atlanta (ATL) OPD RNAV Arrivals Atlanta designed RNAV Standard Terminal Arrival (STAR) procedures with OPD to reduce emissions and environ- mental impact. Eventually, these RNAV OPD procedures could generate approximate benefits of: ♦ 700,000 gallons of fuel savings per year ♦ 4,500 metric tons of carbon dioxide emissions saved per year ATL NOTRE OPD STAR arrival Fuel Efficient Operations in the Terminal Environment Complete implementation of OPDs and uninterrupted climb operations at some of the busiest airports would generate benefits of approximately: 3 L 1 �Veaulrea Mrcaan ro�me j[a� t •PaemalFW eenerir i t 5 tlet�a�f;tEcit�ae3�01Eaa3s��i.e�aa:P Benefit analyses conducted by The MITRE Corporation/Center for Advanced Aviation System Development New York (JFK) Traffic Decoupling Using RNP AR RNP AR approaches to Runway 13L at JFK would eliminate conflicts with traffic using the Instrument Landing System (ILS) on Runway 4 at LaGuardia. Takeoff and Departure Challenges JFK ILS • comate. now: Irrcluae :steam .irPon vamp • terrain avnia.n�a • rnvironmanlal elle neiaa raamctinna • opammr roaebnae elle approvala �`�p-f?}�� • ireining A.romca awroage yari,alone En Routs Challenges •Mogi-Iaclly mordinalron �' • Temarol M1ansiaons romom en.roule • Inle ping reatndeo ai,space greang wm, eWomanon / John F. Kennedy Arrival and Approach Challenges • Ads—, alrpon lbw inte,enions • Environmental antl noise,oslridions • Cantrolang eM msnping a mixed equipage environment yolcnnl,nlMr tlecision eoppgeiroma Atlanta (ATL) OPD RNAV Arrivals Atlanta designed RNAV Standard Terminal Arrival (STAR) procedures with OPD to reduce emissions and environ- mental impact. Eventually, these RNAV OPD procedures could generate approximate benefits of: ♦ 700,000 gallons of fuel savings per year ♦ 4,500 metric tons of carbon dioxide emissions saved per year ATL NOTRE OPD STAR arrival Fuel Efficient Operations in the Terminal Environment Complete implementation of OPDs and uninterrupted climb operations at some of the busiest airports would generate benefits of approximately: 3 L 1 �Veaulrea Mrcaan ro�me j[a� t •PaemalFW eenerir i t 5 tlet�a�f;tEcit�ae3�01Eaa3s��i.e�aa:P Benefit analyses conducted by The MITRE Corporation/Center for Advanced Aviation System Development New York (JFK) Traffic Decoupling Using RNP AR RNP AR approaches to Runway 13L at JFK would eliminate conflicts with traffic using the Instrument Landing System (ILS) on Runway 4 at LaGuardia. Dallas -Fort Worth (DFW) RNAV Departures RNAV allowed DFW to implement initially diverging, fanned routes in September 2005. These new RNAV Standard Instrument Departures (STDs) resulted in benefits of ♦ 45% reduction in delay during peak demand ♦ $25 million in operator benefits through 2008 ♦ 10 additional departures per hour per runway JFK ILS RWY 13L La Guardia Airport(LGA) / John F. Kennedy / Airport(JFK) LGAILS Approaches JFK RNP Approaches Dallas -Fort Worth (DFW) RNAV Departures RNAV allowed DFW to implement initially diverging, fanned routes in September 2005. These new RNAV Standard Instrument Departures (STDs) resulted in benefits of ♦ 45% reduction in delay during peak demand ♦ $25 million in operator benefits through 2008 ♦ 10 additional departures per hour per runway