Data Management

It is the FAA's intent to terminate point to point (local) connections between FAA NAS systems and outside entities as soon as possible and to replace them with connections made via secure gateway. The FAA will work with aviation partners to accomplish their transition within a reasonable period of time, consistent with each aviation partner's particular situation. The FAA is willing to meet with aviation partners collectively or individually to discuss surveillance technologies available.

What is the definition of a "secure gateway"?
A secure gateway blocks or filters access between two networks, often between a private network and a larger, more public network such as the Internet; allowing internal users to connect to external networks while protecting internal systems from compromise (NIST Special Publication 800-14, 1996). The National Airspace System (NAS) Enterprise Security Gateway (NESG) infrastructure provides a framework for compliance with boundary protection service requirements between NAS and non-NAS systems/networks in accordance with FAA Order 1370.114. The NESG infrastructure includes a layered security scheme to facilitate defense in depth security controls and provides a buffer between the NAS and external systems/networks to ensure no direct service connections to NAS systems. This follows the National Institute of Standards' approach to network security, which is mandatory for all agencies.

How will the FAA achieve NESG redundancy and ensure data feed availability?
NAS data feed redundancy will be achieved through duplication of NAS data service collections points behind the NESGs and dynamic data rerouting to the available gateway location. The FAA recommends NAS data consumers connect to multiple NESG physical locations by the following methods: Use of internet-based virtual private network (VPN), user-provided dedicated transmission service (DTS), or user-provided local Ethernet connection. However, the FAA does not guarantee or warrant NAS data feed availability to any external user.

What are the "no cost" NAS surveillance data feeds and where are they located?
No-cost FAA data sources available through the NESG include Aircraft Situational Display to Industry (ASDI) and Airport Surveillance Detection Equipment, Model X (ASDE-X) data. ASDI provides NAS air surveillance data, while ASDE-X provides NAS ground surveillance data for 28 of the 35 ASDE-X-equipped airports. Both data feeds are available through the NESG at the FAA Technical Center, Atlantic City, NJ (Primary) and the FAA Aeronautical Center, Oklahoma City, OK (Backup).

Where will ARTS data be available after transition to a secure gateway?
ARTS data is presently available within the ASDI feed through the NESG.

Will secure gateway data feeds retain the same data sets and the level of data fidelity as local connections?
NAS data feeds provided through a secured gateway will generally retain the same level of fidelity as previously experienced with a local connection, but may not contain all data sets previously available. As noted above, the FAA does not warrant or guarantee the availability of NAS data feeds.

Why do vendors charge for access to surveillance products when the data is provided by the FAA at no-cost?
NAS surveillance data is made available at no cost to aviation partners. Commercial vendors charge to recover their investment during the collection and distribution of NAS data, including any conversion to commercial information products.

How will the FAA treat Memoranda of Agreement (MOA) for local connections that have not expired?
The FAA will attempt to honor existing MOAs for local connections, assuming efforts are being made to transition to a secured gateway before MOA expiration. Each situation is different and will be evaluated as such.

Should aviation partners work directly with the FAA Service Area representatives to develop their transition plans?
The FAA highly recommends collaboration with Service Area representatives for transition plan development guidance and procedures for removal of equipment from TRACONs.

When does the FAA expect to receive transition plans?
As previously discussed, the FAA has requested submission of transition plans to the Service Areas before December 15, 2012. The objective is to complete aviation partner transition to secure gateway by the end of Fiscal Year 2013.

If an aviation partner's Memorandum of Agreement (MOA) for local connection expires before their transition to a secure gateway, will the aviation partner be required to submit a new MOA for the local connection?
The FAA will require submission of a new FAA Form 1200-5 and MOA. The FAA Form 1200-5 must indicate the aviation partner's intent to transfer to a secure gateway by the date specified in their transition plan.

After transition to secure gateway, will a MOA between the FAA and aviation partners be required?
In the end state, the MOAs between the FAA and aviation partners will not be required, but replaced by an "on-line terms of use." The FAA is attempting to coordinate a transition to secure gateway connections and a revised "agreements" process. The transition to secure gateway connections has greater priority. FAA SysOps will continue to monitor the transition.

NAS Defense Programs

Mission:

Execute the DOT commitment to support national security by minimizing the vulnerability of the National Airspace System (NAS) to disruption, damage, or exploitation through crime or terrorism by providing sensitive and classified flight data, surveillance, and communications services to the DoD, DHS, and Federal law enforcement agencies in support of military activities, homeland security, POTUS movements, and national security events.

Strategy:

Utilize external funding and existing federal infrastructure and human resources to expand voice, flight data, and surveillance services to meet external requirements. Evaluate current and planned federal assets, plans, policies and procedures for application in developing and sustaining National Air Security capability.

NDP Roles & Responsibilities

• Immediate Response to National Security and Disaster Assistance Requests
• National coordination of operational issues and restoration activities with Operational Control Centers (OCC's)
• Serves as the agency focal point for NAS Defense policy and procedures
• Develops, consolidates, and services inter-agency and international agreements
• Integrates new external services and equipment into the NAS operational and support architecture
• Supports FAA intra-organization/inter-agency coordination of National Security activities
• Life-Cycle Management of NAS Defense Services & Equipment
• ATO Technical Operations Preventive and Corrective Maintenance of NAS Defense Equipment
• Logistical support via FAA Logistics Center of all NAS Defense Equipment
• Provides dedicated FAA program staffing and resources to support internal and external customer requirements
• Promotes continuous external customer feedback for product and service improvement
• Management of FAA Order 6000.198 "FAA Maintenance of NAS Defense Facilities and Services"

POC for more information about NAS Defense Programs (NDP) contact Tom Sylvia or call 202-409-0515

Navigation Programs - GNSS Outreach & Public Relations

Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - RNAV (RNP) IAPs

Required Navigation Performance (RNP) is similar to Area Navigation (RNAV); but, RNP requires on-board navigation performance monitoring and alerting capability to ensure that the aircraft stays within a specific containment area.

There are several different levels of RNP. Examples of RNP levels used for approach include RNP 0.1, RNP 0.3, and RNP 1.0 (There are also RNP 4.0 and RNP 10.0 levels that apply in the en route environment). "A performance value of RNP 0.3, for example, assures that the aircraft has the capability of remaining within 0.3 of a nautical mile to the right or left side of the centerline 95 percent of the time." (FAA Instrument Procedures Handbook, p. 5-12)

Two typical applications of RNP for approach are shown in the table below. These are:

• RNP Authorization Required (AR) Approach Segments
• RNP Approach Segments

RNP Authorization Required (AR) Approach IAPs

RNP Authorization Required (AR) Approach IAPs require authorization analogous to the Special Aircraft Authorization Required (SAAR) for Category II or III Instrument Landing System (ILS) procedures.

Authorization Required (AR) procedures may only be conducted by aircrews meeting special training requirements in aircraft that meet the specified performance and functional requirements.

The minima line will include a performance value, RNP 0.30 for example. GPS with WAAS can support RNP 0.3 and above.

Example: RNAV (RNP) Z RWY 24 at Carlsbad/McClellan-Palomar (CRQ)

RNP Approach IAPs

At present, there are no RNP Approach IAPs that are not of type AR. This may change in the future.

More information about RNAV (RNP) IAPs can be found the AIM.

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - RNAV (GPS)

Area Navigation (RNAV) a method of navigation that permits aircraft operation on any desired flight path within the coverage of ground or space based navigation aids or within the limits of the capability of self-contained aids, or a combination of these. (AIM, section 1-2-1)

Reliance on RNAV systems for instrument operations is becoming more commonplace with the use of systems such as GPS and augmented GPS, such as WAAS and GBAS. (For more information, see the AIM, section 5-4-5)

For RNAV (GPS) IAPs, there can be up to four lines of minima for pilots to consider depending upon aircraft equipage, certification, and pilot training.

These lines of minimum include:

• LPV
• LNAV/VNAV
• LP
• LNAV

More information can be found in the RNAV (GPS) Approaches fact sheet(PDF).

Also, for a current list of LPVs, LNAV/VNAVs, LPs, and LNAVs; please visit our GPS/WAAS Approaches page.

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - Localizer Performance (LP)

Localizer Performance (LP) approaches are non-precision approaches with Wide Area Augmentation System (WAAS) lateral guidance. They are added in locations where terrain or obstructions do not allow publication of vertically-guided LPV procedures.

Both LP and LNAV lines of minima are Minimum Descent Altitudes (MDA) rather than DAs. It is possible to have LP and LNAV lines of minima published on the same approach chart. An LP is published if it provides lower minima than the LNAV. See AIM 1-1-20.

Example: RNAV (GPS) RWY 18 at Independence Municipal, Iowa (IIB)

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - Lateral Navigation (LNAV) approaches

Lateral Navigation (LNAV) approaches are non-precision approaches that provide lateral guidance. The pilot must check RAIM (Receiver Autonomous Integrity Monitoring) prior to the approach when not using the Wide Area Augmentation System (WAAS) equipment.

Both LP and LNAV lines of minima are Minimum Descent Altitudes (MDA) rather than Decision Altitude (DA). It is possible to have LP and LNAV lines of minima published on the same approach chart. An LP is published if it provides lower minima than the LNAV. See AIM 1-1-20.

Please note: The chart below is just an example and not to be actually used. There are approaches where the LP is lower. 

Example: RNAV(GPS) Y RWY 17 at York, PA (THV)

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - GPS Overlay

GPS Overlay Instrument Approach Procedures (IAPs) were the result of an FAA initiative in the 1990s to add "or GPS" to the name of an already existing VOR, VOR/DME, VOR/DMERNAV or NDB approach. The designation allowed the use of certified GPS receivers to fly the approach rather than relying on the VOR, VOR/DME or NDB signal.

"GPS overlay approaches are predicated upon the design criteria of the ground-based NAVAID used as the basis of the approach." (Aeronautical Information Manual (AIM) , section 1-1-19).

GPS Overlay IAPs are being phased out and replaced by newer types of approach procedures.

Example: VOR/DMERNAV or GPS Rwy 16 at Amelia Earhart, Atchinson, KS (K59)

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - GPS Stand-Alone

Stand-alone GPS approaches are also an older type of approach procedure. Today, there are less than 200 GPS stand-alone IAPs in the U.S. and this number continues to decline.

"Stand-alone GPS procedures are not based on any other procedures … The naming convention used for stand-alone GPS approaches is 'GPSRWYXX' … These procedures will eventually be converted to RNAV (GPS) approaches." (FAA Instrument Procedures Handbook, p. 5-11).

Example: GPSRWY 16 in Gambell, Alaska (GAM)

For a current list of GPS Stand Alone IAPs, please visit our GPS/WAAS Approaches page

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Satellite Navigation - NAS Implementation

NAS Implementation - Procedures - Ground Based Augmentation System (GBAS) Landing System (GLS)

"GLS" is the acronym for Ground Based Augmentation System (GBAS) Landing System.

GLS was originally published as a placeholder for both Wide Area Augmentation System (WAAS) and GBAS minima and marked as N/A since no minima was published.

As the concepts for GBAS and WAAS procedure publication have evolved, it was decided that GLS will now only be associated with GBAS and will be on a separate approach chart. For more information on GLS approach procedures, please refer to the AIM section 1-1-21 and section 5-4-5.

Example: GLSRWY 4L at Newark Liberty International (EWR)

The Ground Based Augmentation System (GBAS) program is managed by the FAA Aviation NextGen and Operations Planning Service Unit (ANG-C32) at the FAA William J. Hughes Technical Center. More information about GBAS can be found at http://laas.tc.faa.gov/.

Note: The U.S. version of the Ground Based Augmentation System (GBAS) was formerly referred to as the Local Area Augmentation System (LAAS). The worldwide community adopted GBAS as the official term for this type of navigation system. To coincide with international terminology, the FAA also adopted the term GBAS to be consistent with the international community.

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