Federal Aviation Administration PBN Route Structure
Concept of Operations Overview Presented to: Aeronautical Charting Forum By: Sharon Abhalter, Manager, AJV-14 Date: October, 30, 2014
2 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
PBN Route Structure CONOPs (PBN-RS) • Background
– PBN is envisioned to be the primary means of navigation across the NAS. The PBN-RS is a component of a foundational PBN network and can optimize the use of airspace in specified areas with PBN ATS route structure while providing point to point flexibility elsewhere.
• CONOPs Scope – Describes a NAS wide end-state route structure concept consisting of
both PBN Air Traffic Service (ATS) routes (i.e., Q-routes, T-routes & Y routes) and point-to-point navigation.
• Guiding principle – “Structure where structure is necessary and, point-to-point where
it is not.” – Route structure requirements will be based on factors such as
traffic demand, airspace utilization, ATC task complexity, airspace access and user operational efficiencies.
3 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Why Establish Q and T Routes
• High Altitude (Q’s) – Publish high altitude PBN ATS routes precisely where needed to…
• Increase airspace capacity and reduce complexity in high volume corridors • Procedurally deconflict and segregate flows onto more numerous route
options. • Improve flight path predictability in congested airspace via optimized routes • Retain flexibility via point to point flight path options in less congested
airspace.
• Low altitude (T’s) – Publish low altitude PBN ATS routes precisely where needed to…
• Access rather than circumvent Class B/C airspace • Lower minimum altitudes in areas of high terrain to improve access and
avoid icing • Circumvent Special Use Airspace in safe and optimal manner
4 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Why establish Q and T routes
• Rightsizing - Obsolescence of ground based navigation – VHF VOR facilities support the over 1000 conventional ATS routes
that crisscross the NAS today
– Retaining a full VOR-based route structure in addition to a more optimal and dynamic PBN structure is counter-productive and wasteful due to recapitalization and maintenance costs to support the aging ground infrastructure
– Due to reliance on ground-based structure, these routes are limited in where they can be located and contribute to system inefficiencies
– Minimal usage and in many cases near zero usage of low altitude victor airways validate obsolescence
• EXCEPTION: For safety purposes, legacy victors airways may be retained to provide all users navigational guidance in areas of high terrain.
5 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Today – 699 Victor Airways Class E airspace below FL180
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PBN Route Structure CONOPs September 2014
Average Daily Utilization: 22 Average Daily Utilization: 8 Average Daily Utilization: 6 Average Daily Utilization: 4
Top 100 Most Used V-Routes
Top 1-20 Top 21-40 Top 41-60 Top 61-80
Airway FY 2013 V3 50.8
V16 45.7 V39 37.4 V1 29.3
V229 26.9 V44 24.8 V23 21.1 V123 20.3 V139 19.0 V2 18.5
V433 17.6 V66 17.4 V157 16.7 V143 14.2 V495 14.1 V4 12.8 V8 12.0
V170 11.5 V20 10.4 V210 10.4
Airway FY 2013 V29 10.2 V374 10.2 V166 8.8 V6 8.8
V21 8.5 V12 8.5 V64 8.0 V165 7.9 V459 7.8 V7 7.7
V30 7.5 V106 7.5 V34 7.5 V613 7.3 V325 7.2 V141 7.2 V489 7.1 V167 7.0 V386 7.0 V14 6.8
Airway FY 2013 V126 6.7 V186 6.4 V93 6.4 V27 6.1 V252 6.1 V419 6.0 V308 5.8 V198 5.7 V378 5.6 V499 5.4 V204 5.4 V51 5.3 V94 5.3 V97 5.2 V162 5.2 V137 5.1 V437 5.0 V128 4.9 V213 4.9 V222 4.8
Airway FY 2013 V445 4.8 V25 4.7 V595 4.7 V140 4.7 V56 4.6 V188 4.6 V184 4.4 V58 4.4 V214 4.3 V276 4.3 V479 4.2 V112 4.1 V417 4.1 V273 4.1 V441 4.1 V159 4.1 V454 4.0 V268 3.9 V249 3.9 V152 3.8
Airway FY 2013 V46 3.8 V267 3.7 V54 3.6 V312 3.6 V257 3.5 V37 3.5 V17 3.5 V292 3.3 V266 3.3 V144 3.3 V70 3.2 V187 3.2 V475 3.2 V146 3.1 V581 3.0 V68 3.0 V394 2.9 V431 2.9 V55 2.9 V317 2.8
Average Daily Utilization: 3 Top 81-100
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PBN Route Structure CONOPs September 2014
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Example of high usage victor airway “V2” Anchored by 30 VOR’s, little use along most segments
0
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10000
15000
20000
25000
30000
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ELN
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MSO
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HLN
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SRI
LVM
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BKY
NAR
UW
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ASHL
I-MLS
RUN
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HIPN
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TAPN
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TILE
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V2 Segment-Level Usage (Navaid Anchors Only)
Segment
8 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Today – 301 Jet Routes Class A airspace at and above FL180
9 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Q Routes Implemented – 114 Clusters of short routes show low usage
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PBN Route Structure CONOPs September 2014
T Routes Implemented - 99
11 Federal Aviation Administration
National Route Structure Plan September 2014
High Equipage Rate Estimate for T routes Equipage for top 20 victor airways shows 80-90% of victor airway users are equipped to fly T routes
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0102030405060708090
100
V3 V16 V39 V1 V229 V44 V23 V123 V139 V2 V443 V66 V157 V143 V495 V4 V8 V170 V20 V210
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Type
Airways
Equippage of Top-20 Most used Victor Airways
Unknown
RVSM No RNAV
No DME
DME
TACAN Only
RNAV
Advanced RNAV
12 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Point to Point Navigation • Legacy programs have become less relevant
– North American Route Program (NRP) • Initiated 200nm from origin, terminates 200nm from dest
– Non-restrictive routing (NRR) • Established or traditional “pitch” and “catch” points
– Navigation Reference System (NRS) • Grid of waypoints across NAS
• Today – Users file any combination of route segments, NAVAIDs, & waypoints
when not route restricted by ATC and automation
• PBN-RS CONOPs – Retire NRP and NRR – Work with stakeholders to place network of optimally placed waypoints – ATC IFR preferred routes will be primary method of communicating where route
structure utilization is required. Point to point available elsewhere
13 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Benefits of strategically placed PBN ATS Routes – Increased # of parallel route options through high density airspace – Reduced separation between centerlines of published routes (8nm) – Reduction in the number of chokepoints in the system – Establishing operational independence between air traffic flows – Enhanced sector throughput – Reduced propagation of delay caused by high-density airspace
constraints – Reduces controller and pilot/crew task complexity – More optimal climbs to, descents from, and transitions through the
established route structure by segregating traffic across multiple flows – Circumnavigate Special Activity Airspace (SAAs) – Optimally define playbook routes, CDRs, and preferred IFR routes – Greater predictability (less variability) with block times
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PBN Route Structure CONOPs September 2014
Case Study Examples around the NAS
15 Federal Aviation Administration
National Route Structure Plan September 2014
J-route Q-route
Patuxent W386
Eastern Seaboard Case Study (High Altitude) Airspace utilization, ATC complexity, operational efficiency
16 Federal Aviation Administration
National Route Structure Plan September 2014
CLT Deps
ATL Deps
CLT and ATL northeast-bound departures (New England, DC Metro, southeastern Virginia, and overseas destinations)
CLT Deps
ATL Deps
These departures pass through three ZDC sectors on their northeast: ZDC32, ZDC 36, and ZDC38
CLT Deps
ATL Deps
These departures pass through three ZDC sectors on their northeast: ZDC32, ZDC 36, and ZDC38
ZDC 32
ZDC 38
ZDC 36
Boston Metro Arrs
NY Metro Arrs
EWR Arrs
DC Metro Arrs
Tidewater Arrs
The current route structure is insufficient to adequately segregate traffic based on destination, so there is a great deal of traffic mixing.
ZDC 32
ZDC 38
ZDC 36
The current route structure is insufficient to adequately segregate traffic based on destination, so there is a great deal of traffic mixing.
ZDC 32
ZDC 38
J14
J208
J207
J209
J209
J207
DC Metro, NY Metro, EWR, PHL, Boston Metro, RIC,
Tidewater, Boston Metro, NY Metro, Overseas
ZDC 36
J-route Q-route
The proposed route structure would segregate the traffic and provide more corridors for traffic.
ZDC 32
ZDC 36
ZDC 38
J14
J208
J207
J209
J209
J207
J-route Q-route
BOS, BDL, TEB, MMU, HPN, PHL, EWR…
IAD, LGA, RIC…
BWI, ADW
JFK, ISP, FRG, Overseas
ORF, PHF, NGU, NTU, LFI…
DCA
Q22
Q60
Q56 Q5
8
Q54
Q64
The proposed route structure would segregate the traffic and provide more corridors for traffic.
ZDC 32
ZDC 36
ZDC 38
Q-route
BOS, BDL, TEB, MMU, HPN, PHL, EWR…
IAD, LGA, RIC…
BWI, ADW
JFK, ISP, FRG, Overseas
ORF, PHF, NGU, NTU, LFI…
DCA
Q22
Q60
Q56 Q5
8
Q54
Q64
These Q-routes will also work well with an existing SID (MERIL) and two new SIDs (KILNS, BARMY) off CLT.
ZDC 32
ZDC 36
ZDC 38
Q-route CLT SIDs
Q22
Q60
Q56 Q5
8
Q54
Q64
Notional: Segregation of CLT, DC & NY metro flows in high volume ZDC sectors
17 Federal Aviation Administration
National Route Structure Plan September 2014
T-route
Currently, aircraft traversing Atlanta’s Class B airspace receive radar vectors through a corridor extending 5nm east or west of a centerline. With T319, A80 controllers have an easy method for transitioning aircraft over the top of ATL.
T Route traversing center of Atlanta Class B
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National Route Structure Plan September 2014
W283
W532
Victor airway T-route
Hunter MOA/ATCAA 8,000ft and above
Today, aircraft flying the California coast between Hunter MOA /ATCAA and W283/W532 SUAs utilize V27 and must fly at or below 7000 ft. T261 permits aircraft to fly down the coast with no altitude restrictions.
Traversing California Coast below FL230
19 Federal Aviation Administration
National Route Structure Plan September 2014
Ortiz Mountains
San Pedro Mountains
V190 ABQ
DULKE
CAYAL
Sandia Mountains
8,897ft.
8,760ft. 10,678ft.
8,930ft.
Victor Airway Retention in High Terrain V190 across New Mexico between ABQ and Sante Fe
20 Federal Aviation Administration
National Route Structure Plan September 2014
Heat Map of High Altitude Tracks
21 Federal Aviation Administration
National Route Structure Plan September 2014
3. Big Mountain
4. Western Pacific
& Alaska
2. Mississippi Valley
5. Offshore, Caribbean
& Hawaii
1. East Coast
CONOPs Proposes 5 Regional Q Route Workgroups
22 Federal Aviation Administration
National Route Structure Plan September 2014
CONOPs Proposes 3 T-Route Workgroups One per Service Area
23 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
Strategic Alignment of PBN ATS Routes Development
• Central clearinghouse for establishing decision criteria and ensuring strategic alignment
• Ensures integration of NAS-wide initiatives and addresses disjointed route structure
– Integrates Metroplex & non-Metroplex initiatives with route structure in adjacent airspace
• Removal of obsolete infrastructure – Supports divestment of VORs and Minimum Operation Network – Removal of unnecessary conventional route structure (right-sizing)
• Enabling FAA and operators to leverage investments in modern avionics
24 Federal Aviation Administration
PBN Route Structure CONOPs September 2014
CONOPs Proposes National Workgroup Ensures strategic alignment between 8 regional Q & T workgroups
5 Regional Q-Route Development Workgroups
3 T-Route Development Workgroups
National Workgroup Ensures Integration
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PBN Route Structure CONOPs September 2014
Considerations for GNSS Outages
• High user equipage with DME/DME/IRU and near seamless DME/DME coverage above FL240 will support continued PBN route operations
• Network of VOR’s assumed at MON end-state will be sufficient for limited operations and provide a safe means for aircraft to land anywhere in the NAS
• Ground based airways will be retained in areas of non-radar and mountainous terrain
• Looking ahead…NextGen Alternative Positioning, Navigation, and Timing (APNT) will enable PBN operations to continue in the event of a GNSS outage
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PBN Route Structure CONOPs September 2014 26
DME/DME Coverage Map FL240 & Above
Coverage per AC 90-100A (RNAV 2) The coverage map reflects coverage as seen by a DME/DME RNAV system that minimally conforms with AC 90-100A (RNAV 2.
Redundant coverage (no critical facilities)Single critical facilityTwo critical facilitiesNo coverage
Redundant coverage (no critical facilities)Single critical facilityTwo critical facilitiesNo coverage