1. Federal Aviation Administration Navigation Services Overview Briefing to Air Traffic Management Bureau of the Civil Aviation Administration of China (CAAC) at Stanford University JC Johns Director Navigation Services

2. 1 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Navigation Services Vision safeandcost effective PNTProvide safe and cost effective position, navigation, and timing services (PNT) to meet the operational needs of aviation customers. Streamlined Departures Vector - Free Arrivals All - Weather Approaches Efficient, Flexible Routing

3. 2 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 FAA Satellite Navigation Program

4. 3 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Localizer (Lateral Guidance - VHF Frequencies) Glideslope (Vertical Guidance - UHF Frequencies) VHF Omnidirectional Range Distance Measuring Equipment (Slant Range - UHF) Ground-Based Navigation Aides Only a handful of ILS are being added (congressional) Sustainment effort is minimal and focused on MK-1D and MK-1E systems Long Term sustainment effort will be focused on Cat II/III runways DME service continues well into the future Sustainment effort robust, replacing obsolete systems Establishing efforts ongoing in support of CFIT(CAST) NextGen initiative to support enroute and terminal solutions VOR drawdown has begun Each legacy VOR that is eliminated reduces overall cost to FAA Critical VORs will be maintained at certain waypoints and facilities for the foreseeable future

5. 4 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Lighting Systems Maintaining Safety Standards and Requirements – To help enable instrument approaches at airports Types of Airport lighting currently being addressed – PAPI, VASI, MALSR, ALSF, REIL, Taxiway Indicators New Initiative – Reducing Life-Cycle Cost of Lighting Systems: Maintenance costs – Energy consumption reduction LEDs

6. 5 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Wide Area Augmentation System (WAAS) Architecture 38 Reference Stations 3 Master Stations 4 Ground Earth Stations 2 Geostationary Satellite Links 2 Operational Control Centers

7. 6 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 WAAS GEOs Telesat 107  W PanAmSat 133  W

8. 7 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 WAAS LPV Service Area

9. 8 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Global SBAS Coverage

10. 9 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 WAAS Benefits Serves all classes of aircraft during flight operations in all weather conditions at all locations throughout the National Airspace System (NAS) Provides precise navigation and landing guidance to pilots at all airports, including thousands that have no ground-based navigation aids Overcomes obstacles to ground-based systems, such as mountainous terrain Reduces operating and maintenance costs associated with ground-based navigation aids Makes more airspace usable to pilots, provides more direct en route paths, and provides new precision approach services to runway ends Through international cooperation provides a global navigation system for all users WAAS addresses the following performance gaps: –Lack of precise navigation capabilities that can handle the continuing growth in air traffic –Lack of stable vertical guidance in all weather conditions –Inconsistencies in global use of GPS and its augmentations –Aging of navigation systems that are expensive to maintain

11. 10 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Ground Based Augmentation System (GBAS) Capabilities Represented in the US by Local Area Augmentation System (LAAS) One LAAS covers multiple runway ends LAAS eliminates ILS critical areas Supports offset landing thresholds and flexible glide-path to mitigate wake turbulence Contributing technology for high precision terminal area navigation services –Closely Spaced Parallel Approach –Simultaneous Independent Approach Precise positioning for terminal area navigation RNAV and RNP Benefits: –Replaces aging navigation systems that are expensive to maintain –Increases efficiency of arrival and departure operations and improves usage of runway capacity –Supports fuel efficiency and noise abatement initiatives –Improves access to airports during extremely low visibility operations

12. 11 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 GBAS, GBAS Prototypes, and SCAT-1 Installations Multiple companies researching/developing versions of GBAS USA – Honeywell / Raytheon (JPALS) - France - Thales Russia - NPPF Spectr - Denmark – GM Merc/Lens, Japan – JCAB/ENRI - Korea - KARA, S-CAT I Installed Planned

13. 12 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Airline Commitments Aircraft with GBAS capability today: 53(Continental, Qantas, Air Berlin, TuiFly, Sonair, Air Vanatu, FedEx) 60+ Airlines have ordered GBAS capable Boeing/Airbus aircraft Boeing orders estimated at 1000+ airplanes (B787, B747-8, B737NG) GBAS standard on B787 and B 747-8 B 787 ordersA 380 orders with GBAS option 895 orders by 57 customers

14. 13 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Automatic Dependent Surveillance (ADS-B)

15. 14 Federal Aviation Administration CAAC Air Traffic Management Bureau Visit to Stanford University April 20, 2009 Questions