Performance Based Navigation (PBN) Criteria
Bennie Hutto is the Article 114 National PBN Criteria Representative.
Background: PBN design criteria can have a significant impact to instrument flight procedures and routes as they interact with ATC operations. As a result, the Agency and NATCA agreed that having bargaining unit representation is essential in ensuring the success of the Agency’s PBN NAS Navigation Strategy.
Standard Instrument Departure Criteria WG
We continue to meet weekly discussing concerns raised by both ATO and Industry regarding when an aircraft is considered on or off a Standard Instrument Departure (SID). These discussions get very in-depth going over the various Federal Aviation Regulations (FARs) as well as the TERPS criteria and air traffic rules and responsibilities. At this time, we are now ensuring what has been discussed and the road traveled is covered correctly throughout the various documents (Aeronautical Information Manual (AIM), Instrument Procedures Handbook (IPH), FAAO 8260.3 (United States Standard for Terminal Instrument Procedures), FAA 8260.46 (Departure Procedure Program), and FAAO 8260.58 (United States Standard for Performance-Based Navigation (PBN) Instrument Procedure Design). Additionally, several airports and how aircraft are being cleared for take-off by Air Traffic Control (ATC) issuing an initial heading, therefore taking an aircraft off a SID has come up, especially when those facilities don’t have a Diverse Vector Area (DVA), or the prominent obstacles charted on a video map.
Based on information from this group, FAA Terminal Policy Group (AJV-P31) has created Document Change Proposals (DCP’s) concerning paragraph changes regarding departures within the FAA Order 7110.65 that should become effective in June 2021.
Performance Based Operations Aviation Rulemaking Committee (PARC) Navigation (NAV) WG
Due to the COVID-19 pandemic, our face-to-face meetings have been canceled and we are conducting the meetings via video conference and during our last meeting, we discussed the following:
- Obstacle Evaluation Harmonization
The PARC NAV WG Chair had planned to brief our work to the PARC Steering Group on January 8, 2021, however it was not presented due to time constraints. During our meeting it was brought by the National Business Aircraft Association (NBAA) if any smaller airports had been analyzed, which they were not. NBAA will provide a list of airports with less refined obstacle environments that should be included for analysis and MITRE agreed to reanalyze these airports using the same methodologies used at the larger airports. We should receive a briefing of the results during our next meeting.
- Standards for Continued Guidance into Visual Segment: The NAV WG Chair presented the recommendation to the PARC Steering Group on January 8, 2021. The WG recommendations were accepted and will be forwarded to AVS-1. If accepted by AVS-1, then it should be worked in collaborative manner to ensure everything has been discussed and researched before updating criteria and guidance material in various Advisory Circulars, FAA Orders, AIM, etc.
- Advanced RNP (A-RNP) Concept of Use: The work performed by the A-RNP Action Team has reached a point where this topic can be brought into the full NAV WG for further discussions. The basis of this Navigational Specification (NavSpec) and the worked that has been performed by the Action Team was to reach an agreement that would allow A-RNP to be added to an already published RNAV (RNP) Authorization Required (AR) Standard Instrument Approach Procedure (SIAP). More work is required because there’s currently no International Civil Aviation Organization (ICAO) Flight Plan (FPL) Code nor is there a code within En Route Automation Modernization (ERAM) or Standard Terminal Automation Replacement System (STARS). We will also need to understand how this could impact or tie into Decision Support Tools such as Time-Based Flow Management (TBFM) and Terminal Spacing and Sequencing (TSAS).
- DME Facilities Used on RNAV Procedures: The NAV WG Chair presented the recommendation to use only 5-letter waypoints to the PARC Steering Group on January 8, 2021. It was accepted and will be forwarded to AVS-1. If accepted by AVS-1, then it should be worked in collaborative manner to ensure everything has been discussed and researched before updating criteria and guidance material in various Advisory Circulars, FAA Orders, AIM, etc.
- Temperature Compensation on RNP AR Procedures: We received a briefing from Southwest Airlines (SWA) that at SWA there are several questions coming from aircrews when there are two temperatures published on an Instrument Flight Procedure (IFP) chart and they don’t know which temperature is applicable. It was agreed that this would be worked into the 2021 work to be done by the PARC Nav WG.