Fleet Upgrades: Share the Rewards—and the Cost

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Preparing a legacy fleet for the NextGen National Airspace System is, perhaps, the most pressing challenge facing fleet operators today, especially if they fly transport category aircraft of different makes and models. It is tempting to consider type individually. During aviation’s analog era this often made sense, given its electro-mechanical constraints, but it can be an extraordinarily expensive thought process in the second century of powered flight.

In the era of digital decision making, the goal—the desired capabilities—matters more than the legacy systems to be replaced, says ASIG Managing Partner Luke Ribich. The same hardware, connected with aircraft specific wiring harnesses, can serve any number of different aircraft. The displays ASIG uses in its STC for a four-screen DC-8 EFIS also fly in Barons and King Airs under STCs created by others. Software that defines an airplane’s “personality,” from number of powerplants to operational and performance data, is what makes it possible to share the rewards—and costs—of a whole fleet upgrade.

Upgrading a fleet across multiple types is “absolutely less expensive than the total cost of doing each type individually,” Ribich says. ASIG’s Fleet Planning and Support covers every step of the process, starting with a SEMPER (Systems Evolution, Modernization, Execution, and Realization) evaluation. “The likelihood of providing a common solution goes up exponentially if the fleet has a good CAS or reliability program,” Ribich says.

Cost is a big part of any upgrade equation. As the fleet shares in the rewards of its new capabilities, it also divides the cost of engineering and certifying them under a single STC approved model list. Certainly, Ribich says, operators must pay for “non-recurring engineering,” work specific to each model type. But that cost, too, is divided by the number of airframes involved.

Modernization costs can also be divided by time. ASIG’s SEMPER process builds a long-term integrated technical and business plan that incorporates lifecycle costs and open-system commercial off-the-shelf components. This allows a building-block plan that adds a particular NextGen capability to the fleet just before the FAA puts the service online.

Quantity discounts also apply, says William Helliwell, ASIG’s manager of engineering and programs, and they count more than airframes. Using the same boxes, the same screens, in every airframe reduces the overall cost of upgrade kitting as common fixtures and basic elements such as connectors and wire types remain static across the various kit packages. Equally important, operators “don’t need as many spares on the shelf to support the fleet.” The digital decision making process applies to all manner of fleet upgrades, including in-flight entertainment systems, he says, adding, “there isn’t very much we can’t do with an airplane.”

Until next time stay 5x5, Mission Ready & Wired!

NextGen at Busiest Airports by 2014: Will You Be Ready?

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The fundamental challenge of aviation has remained constant as it transitions from its first to second century: develop a safe, reliable, efficient, and economic system that moves people through the air from Point A to B. Only the specifics have changed. Developing a satellite-based digital infrastructure that makes safe and efficient use of the finite natural resource known as airspace has taken the place of airframes, powerplants, and paved runways.

Making this challenge more interesting for operators of Part-25 turbine aircraft are the economic constraints that assign more responsibilities to fewer people, all of whom are climbing the learning curve of digital aviation technology. Having climbed this curve, the experts at ASIG have amassed more than a century of avionics and systems experience. To help you make informed decisions, every two weeks they will share information and insights in the new ASIG Wired.

Take, for example, the headline of this post. As reported in the Washington Post, the US Senate approved a $34.5 billon FAA funding bill on March 23, 2010, that would have the navigation and surveillance elements of NextGen up and running at the nation’s 35 busiest airports by 2014. As a whole, NextGen is supposed to be online by 2020.

This news is not that big of a deal—unless you regularly fly to and from America’s busiest aviation hubs. In that case, 2014 doesn’t leave a lot of time to upgrade your fleet with the systems that deliver the required navigational performance NextGen demands. At the same time, rushing to upgrade a fleet can have dire, long-term operational—and financial—consequences, says Luke Ribich, ASIG’s managing partner.

ASIG avoids the penalties of haste, and takes future requirements and upgrades into account, by creating comprehensive integration plans that look 10 to 15 years into the future. It creates them with SEMPER, a process for Systems Evolution, Modernization, Execution, and Realization that builds an integrated technical and business plan gives solutions based on a formal migration strategy, lifecycle costs as independent variables, and open system, commercial off-the-shelf components. (To learn more, request the SEMPER White Paper.)

Naturally, how much time and money it will take to connect your fleet to the second century of powered flight depends on variables unique to each operator.

There has been some talk of federal assistance to help operators equip their aircraft for NextGen. To be honest, we wouldn’t count on it. Airlines would be the primary recipients, and they are only slightly more popular than Wall Streeters right now. In an editorial about “The Future of Flight,” the Washington Post wrote that “some airlines are balking at having to pay for their end of the upgrade. But they will benefit from the implementation of NextGen and should ante up.”

For whatever reason, waiting is always an option: 2020 is still a ways away, and ATC will still have to handle analog aircraft for awhile after that, right? Yes, but remember when RVSM came online, and how those without it rarely climbed above fuel guzzling altitudes? If your fleet isn’t equipped for NextGen, take a number and be prepared to wait. ATC will work you into the flow as soon as it can, because as we all know, in aviation, timing is everything.

Until next time stay 5x5, Mission Ready & Wired!

Technorati Tags: NextGen National Airspace System,Avionics Upgrades,ATC,Busy Airports

Engineering Outsourcing Trends Rise in Aerospace and Defense

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What role does professional outsourced Engineering, Design & Certification services play in today’s industry which grapples daily to rise from the great recession of 2008/2009? Surprisingly, the outsource of systems design and engineering is on the rise. In this month’s edition of Wired, we’ll look at the contributing factors of this trend and establish the value of such services.

In reality there are two basic aspects to consider when considering virtual engineering services:

1. Experience & Proficiency of Talent
2. Capacity Management

First, the industry is grappling with budget cuts & job loses; however, there remains a capacity issue when it comes to retaining middle and junior lever engineers to do the bulk of the “trench” work. Senior design engineers are available and continue to be needed because of their domain knowledge and experience, but they are headed either to retirement or down a path that will require them to learn new technology and demands that come with it (design tools & applications, PLM platforms etc) with no guarantee of return on their continuing professional education investments. Those experienced designers that do update their skills are finding that their efforts are not enough as they, in the capacity of team leaders, do not have enough staff to pass on their acquired experience to. It is here that outsourcing plays a crucial role. Outsourcing helps to create a knowledge repository, as torch bearers if you will, as a part of transition process to offload bulk work. This realignment of capacity also helps create a capacity pool that will propel the new program initiatives when industry sees better days.

Just as compelling is the aspect that most aerospace & defense companies have started to move away from the long design and development cycles to shorter, more frequent new design introductions - not unlike the consumer electronics industry has done over the last two decades. Today’s technology enables these talented professional to carry much of the overall concept burden including: theory proof, system/component design, qualification of prototypes and final verification/validation/certification. That said, there is a lot of documentation and compliance that can be taken care of only with capacity (especially as relates to FAA/DoD certifications). Outsourcing these talents and requirements helps to bridge the gap by making available options to support these different functions.

ASIG’s Virtual Engineering Services Subscription Agreements (VESSA) yield a leveraged and scalable solution to the industry by allowing our clients to buy down the cost of their estimated capacity requirements. Whether your short and intermediate goals are geared toward platform sustainment, reliability improvement or rapid development of non-critical systems in support of operational requirements. Alternately, the VESSA frees up our clients homogenous resources to support daily logistics while our team of seasoned design and certification engineers create longer range solutions to regulatory compliance, operational convenience and new capabilities. ASIG’s VESSA subscribers experience a continuity of operation with experienced, customer-centered dedication to our client’s success. This commitment is levied with by-name talent and resources to support your scheduled, unscheduled and AOG operations 24/7/365 while achieving the greatest return on your engineering dollar investment. Best of all, VESSA agreements can be achieved with full multi-discipline and FAA DER/DAR capabilities with considerable savings for as little as your would normally pay for a single disciplined full-time professional employee annually.

Until next time stay 5x5, Mission Ready & Wired!

To learn more about ASIG’s approach to aircraft modernization programs, virtual engineering services subscriptions or other products and services available from the Avionics & Systems Integration Group, please visit us online at www.asigllc.com, via email at info@asigllc.com, or contact us toll-free at 866.890.ASIG [2744].

ASIG Joins the Astroincs AES EmPower® Dealer Network

PRESS RELEASE

North Little Rock, AR: March 20, 2009 - Avionics & Systems Integration Group, LLC (ASIG), a leading provider of integrated solutions and certification services for the aviation, aerospace and defense market, today announced, effective immediately, a dealer agreement has been completed with Astronics AES (Advanced Electronics Systems) to represent the EmPower® 28vdc to 115vac In-Seat Power Supply (ISPS) and provide integration, installation, kit fabrication and front-line sales support. Recognized as a premiere third party independent systems integrator, ASIG provides high quality, sustainable, supportable and efficient products and services across the globe in sustainment and retrofit of aircraft and flight operations. The company now serves as a non-exclusive representative for the Astronics AES EmPower® system.

"Our new partnership with ASIG will be mutually beneficial," said Astronics AES Manager of Sales & Marketing, Mr. Jeff Kroeller. "Their extensive industry experience along with our industry leading EmPower® system offering will facilitate our steady growth in the in-seat power distribution market."

"The Astronics AES EmPower® system is an important addition to our product portfolio," said ASIG Managing Director, Luke Ribich "Our sales team is excited to distribute a product that delivers highly reliable, secure, and cost-effective in-seat power supply system solutions for use with passenger personal electronic device applications."

EmPower® In-Seat Power Supply systems are installed on over 114 airline and OEM customers and more than 240,000 seats. Astronics AES is the market leader in bringing power to passengers and airlines personnel - power to run laptops, entertainment equipment and other portable electronic devices as well as aircraft in-seat functions. With the expansive certification leadership and airline experience of ASIG’s management team; and, their comprehensive SEMPER planning and implementation process, the ASIG and Astronics AES pairing is well positioned to expand current installations of EmPower® system well beyond 1 Million in-seat emplacements.

About Astronics AES

Astronics Corporation is a trusted leader in innovative, high performance lighting and power management systems for the global aerospace industry; automated diagnostic test systems, training and simulation devices for the defense industry; and safety and survival equipment for airlines. Astronics’ strategy is to develop and maintain positions of technical leadership in its chosen aerospace and defense markets, and leverage those positions to grow at a rate greater than the industries it serves. Astronics Corporation, and its wholly-owned subsidiaries, Astronics Advanced Electronic Systems Corp., DME Corporation, and Luminescent Systems Inc., have a reputation for high quality designs, exceptional responsiveness, strong brand recognition and best-in-class manufacturing practices. The Company routinely posts news and other important information on its website at www.Astronics.com.

About ASIG

ASIG, independently owned and operated, performs integration engineering, certification & program management, PMA manufacturing of modifications installation kitting, structural components, switching matrices, wire and cable harness assemblies; and, performs installations in support of CNS/ATM and IFE/C-C equipment for aircraft & other air vehicles. Additionally, ASIG performs research and development of emerging technologies in support of aircraft operations, maintenance, modification and repair for civil, commercial, government and foreign flight departments. To learn more, please visit http://www.asigllc.com/.

For additional information regarding ASIG's operating activities, product & services offerings contact Mr. Luke Ribich, Managing Director of ASIG, toll-free at (866) 890-ASIG or via email at info@asigllc.com. ### END OF RELEASE

Class 1 and 2 EFBs not Certifiable for use with Aircraft PSS or Lithium Batteries

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Last month the FAA issued a policy memorandum providing additional guidance on the certification of Class 1 and 2 portable Electronic Flight Bags (EFBs). The memorandum cites a potential safety hazard in the use of EFBs with rechargeable lithium batteries, and requires that such systems meet minimum performance standards or that warning placards be added to prevent their connection to aircraft electrical power.

"An aircraft electrical power source may provide power to Class 1 and 2 EFB systems with lithium batteries. Lithium batteries and charging circuitry may be flammable under certain conditions and could cause an unsafe condition during flight operations," states the memorandum.

"In particular, lithium battery systems have the potential to pose a safety hazard when recharging. The aircraft electrical power source is not certified to mitigate unsafe conditions that occur when connected to portable equipment which contains lithium batteries and charging circuitry."

The memorandum requires that EFBs containing lithium batteries are tested to RTCA DO-311, "Minimum Operational Performance Standards for Rechargeable Lithium Battery Systems," which was intended to test permanently installed equipment.

EFBs that do not meet the standards are not eligible for connection to aircraft electrical power sources. FAA says a warning placard should be added as part of the supplemental type certification, defining what type of equipment can be connected to aircraft power. "The placard, must be legible, easy to see and as close as practical to the docking location(s)," the memorandum states.

So what does all this mean? Simply put, when considering power supply systems (PSS) for use with personal electronic devices (PEDs) it is necessary to ensure that your installation considers the operational ramifications and forward looking system scalability needs of your operations early in the design process to ensure that you customers, air/cabin crew and ground maintenance crew needs are being met. This will aid your organization in garnering the greatest return on the capital improvement dollars you invest in your aircraft modifications program. ASIG is experienced in the design and certification of PSS for use with PEDs, as well as other CNS/ATM & IFE upgrades and enhancements.

Until next time stay 5x5, Mission Ready & Wired!

To learn more about ASIG's approach to aircraft modernization programs, virtual engineering services subscriptions or other products and services available from the Avionics & Systems Integration Group, please visit us online at www.asigllc.com, via email at info@asigllc.com, or contact us toll-free at 866.890.ASIG [2744].

NextGen Governing Principles for Avionics Equipage

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As the United States, and other world governments, face a deepening economic situation it is becoming more clear that both politicians and constituents must do all they can to improve their national and international air traffic infrastructures in order to maximize on each elements operational efficiencies. To that end, the aviation community has long been at work seeking to maximize the safety, efficiency and cleanliness of aircraft operation from flight origin to termination. As we have discussed previously in Wired, the United States' initiative is called NextGen, whereas the European initiative is designated SESAR. As usual we at ASIG will start this year's discussion by reviewing these global harmonization efforts. Going forward this year we will explore the methods and philosophies that contribute to ensuring the greatest path of acceptance across all sectors of constituents and what efficiencies exist that can help operators achieve the greatest return on their capital investment dollars.

NextGen will require investment by both the government and the private sector to be successful in delivering the desired National Air Space (NAS) performance improvements; and, towards contributing to both a technological and economic strengthening of the global economy. These investments will be largely in the areas of avionics technology, operational procedures and flight planning processes. And while lesser equipped aircraft will still be accommodated in the NAS, the FAA and private partners such as ASIG will be working to ensuring that a significant portion of the aircraft fleet is appropriately equipped to take advantage of NextGen infrastructure improvements, which is perhaps the most critical issue in achieving success. Change is necessary for a variety of reasons, and change seldom evolves without its detractors. The paramount of which is the cost to both aircraft operators and the FAA, in order to realize the NextGen benefits. But, with the enhancements offered by the installation of the equipment and technologies described in the FAA's NextGen roadmap, prices will fall as the industry base broadens. Therefore, private partners in this transformation process, such as ASIG, recognize that through partnership and proactive planning through processes like ASIG's SEMPER model. Those companies specializing in technology insertion and operational certifications, such as ASIG, have a responsibility to help its customer's internal program managers to build the strong business cases that is necessary for operators to equip their aircraft. By sharing the "map through the mine-field," we as an industry ensure that the challenges and proposed solutions are matured with the benefit of fulfilling the needs of each unique constituent in the cycle. Therefore, as we start 2009, we've decided pause to take a look back at the governing principles and technology that will improve the safety and experience we encounter when we fly, so that we can establish a good foundational underpinning for future discussions, where we will address the "How" questions.

Developmental Principles

The following high-level governing principles establish a foundation for an integrated avionics equipage strategy aimed at accelerating NextGen and SESAR operational capabilities in the 2012-2018 mid-term timeframe. These principles span possible operational, financial and regulatory actions, and will serve as the basis for future FAA, and international, decision-making, specific policy development activities, and engagement with industry stakeholders:

• Target equipage and associated capabilities to maximize operational benefits for the specific locations or airspace that require a higher performance level in order to elevate system performance and to satisfy demand.
  
  • Leverage and maximize the benefit of existing equipage.
    
  • Take advantage of normal maintenance cycles to minimize disruptions to operators when installing new equipment.
    
  • Leverage operational evaluations and other cooperative arrangements with industry to accelerate NextGen equipage.
    
• Consistent with safe and efficient operations, provide "best-equipped, best-served" priority in the NAS to early adopters.
  
• Minimize the business risk associated with early deployment of NextGen equipage, such as those resulting from application of initial certification standards; FAA may assume portions of that risk or otherwise incentivize operators.
  
• Target government provided financial incentives for new equipment toward aircraft that will meet evolving environmental requirements.
  
• Harmonize operations, performance requirements and avionics solutions globally to ensure maximum benefits to operators who fly internationally.
  

Supporting Technologies

Because of the volume of available detail concerning these emerging technologies, and to some degree the absence of operational maturity in them, we have limited the following expanse of them to those areas that are currently available, or, at a minimum, currently planned for implementation by 2018. To garner more specific information on these capabilities, we encourage our readers to review past issues of Wired, which are available online.

• Automatic Dependent Surveillance – Broadcast (ADS-B): Is a capability where aircraft are equipped to determine their own position automatically and to broadcast this information to interested listeners at regular time intervals. Recipients of the broadcast position information are other nearby aircraft and ground ATC systems.
  
• System Wide Information Management (SWIM): Is a NAS-wide information system that supports NextGen information and data delivery goals. SWIM will enable increased common situational awareness and improved NAS agility to deliver the right information to pilots and controllers at the right time – before issues occur.
  
• Enhanced Vision Systems (EVS): Is a technology designed to allow greater situational awareness through visual medium using advanced imaging technologies such as forward looking infrared, sonagraphic imaging and thermal visioning to name a few. EVS will allow aircraft to commit to flight operations and flight procedures beyond today's minimums and in inclement weather by giving pilots real-time visual data when their natural view is obstructed by weather, darkness or other traditional/nontraditional impediments.
  
• NextGen Network Enabled Weather (NNEW): Will serve as the infrastructure core of the NextGen aviation weather support services, providing access to a NAS-wide common weather picture. NNEW will identify, adapt and use standards for system-wide weather data formatting and access. A virtual 4-D Weather Data Cube with aviation weather information from multi-agency sources is being developed. The virtual 4-D Weather Data Cube provides improved aviation weather data which can be directly and commonly accessed by and integrated into user decision support tools. The virtual database will consolidate a vast array of ground-, airborne-, and space-based weather observations and forecasts. This will provide a single, national—eventually global—picture of the atmosphere, updated as needed in real-time.
  
• Airport Surface Detection Equipment – Mode X (ASDE-X): is a surveillance system using radar and satellite technology that allows air traffic controllers to track surface movement of aircraft and vehicles. ASDE-X enables air traffic controllers to detect potential runway, and taxiway, conflicts by providing detailed coverage of movement on runways and taxiways. By collecting data from a variety of sources, ASDE-X is able to track vehicles and aircraft on the airport movement area and obtain identification information from aircraft transponders.
  

In all, these and other TBD technologies and procedures will pave the way for a safer, more efficient, greener and a more user friendly air travel experience in the years and decades to come. Now, in 2009, is the time to start fleet planning exercises to ensure the timeliest NextGen/SESAR compliance readiness for aircraft and fleets. If your organization is interested in learning about ASIG's Systems Evolution/Modernization Planning, Execution & Realization (SEMPER) process; or, to learn ways to fiscally justify the up-front expense of these technologies, we encourage you to contact our modification project managers. In our next edition we will start evaluating how these capital improvement projects can be accomplished most efficiently, using available and scalable products and methodologies that will help your team to expedite the developmental and certification processes supporting these alterations.

Until next time stay 5x5, Mission Ready & Wired!

To learn more about ASIG's approach to aircraft modernization programs, virtual engineering services subscriptions or other products and services available from the Avionics & Systems Integration Group, please visit us online at http://www.asigllc.com/, via email at info@asigllc.com, or contact us toll-free at 866.890.ASIG [2744].

Modern Avionics + RNP Navigation = “Triple-Double” for Investment Returns

Welcome to WIRED!

This year the ASIG team has spent lots of time advising our readers and clients about the actual technologies and integrated systems that make up an RNP capable flight deck. However, it was recently asked of our program management team, "What do all these capital improvements really achieve other than preferred placement by ATC?" What a great question. The fact is the improvement in flight operations safety alone are reason enough to invest in the lives of your crew and passengers, just ask your Risk Managers. However, if your Financial Managers haven't yet been convinced of the overall value of the capital improvements, the following list might help those of you trying to make the case, or at least start a compelling dialogue.

1. Safety Benefits
   
1. Safer Flight for Everyone
   Safety is the first concern of every aircraft operator, air traffic manager and regulator not to mention passengers, and

RNP fits the bill. With carefully engineered landing and takeoff procedures precisely repeated every time, RNP is greatly increasing the safety of transporting people and goods by air.

1. CFIT Reductions: Controlled Flight Into Terrain (CFIT) is the leading cause of aircraft accidents today. The vertical and lateral path guidance of RNP procedures—accurately repeated with every flight—avoids all obstacles, virtually eliminating the possibility of CFIT.
   


2. Stabilized Approaches: With RNP, aircraft arrive at the runway aligned with the centerline, in the same configuration and at the same speed every time. Variations in altitude and speed are virtually eliminated, touchdowns with adequate runway to slow the plane are ensured.
   
3. Safer Missed Approaches: All RNP approach procedures are designed with an automatic missed approach at any point along the path, even beyond the Decision Altitude.
   
4. Safer Non-Normal Procedures: When an engine is lost, Tailored RNP takes over, allowing crews to focus on flying rather than complex emergency navigation procedures—particularly helpful in complex terrain and/or poor weather or low visibility. In some cases the Tailored RNP guidance will route an aircraft over a less obstacle-challenged path to account for degraded performance.
   
5. Less Stress on Flight Crews: Pre-loaded RNP approaches and departures are much easier and more straightforward than traditional procedures.
   
6. More Consistency: Operators using RNP throughout their network enhance safety by employing approach and departure procedures that are consistent from airport to airport—a key component of safe operations.
   
7. No ILS Signal Distortion: Instrument Landing System (ILS) glide paths can be severely distorted by temporary obstructions such as taxiing aircraft or even snow piles near the ILS transmitter. Satellite-based RNP does not suffer from these ground-based interferences.
   
   

Access Benefits

1. Go Where and When You Want - Go where passengers want to go and cargo needs to go! Reliable service rain or shine. Don't let construction or ground-based navigation outages disrupt your schedule.
   
   
   
   1. New Market Access: Because it can allow consistent takeoff and landing in difficult terrain and weather, RNP gives access to markets previously lacking regularly scheduled service which can be a source of high yields and passenger volumes.
      
   2. Lower Minima: RNP "fits" into obstacle-restricted areas, lowering landing minima (the height at which crews must be able to see the runway to carry out the landing). Lower landing minima reduce flight diversions and cancellations due to weather.
      
   3. Increased Reliability: RNP does not rely on ground-based navigation aids, whether radar control or radio-beacon-based. Even when those services are not present, RNP still functions normally.
      
      

Efficiency Benefits

1. RNP Makes Cents for the Bottom Line: The efficiency benefits of RNP are truly compelling. Fuel, insurance, engine maintenance and disruption costs go down. Asset utilization goes up. In a tough aviation market, RNP provides a competitive edge.
   
   
   
   1. Lower Fuel Consumption: Because RNP shortens flight tracks and allows for Continuous Descent Approaches (CDAs) it saves fuel. Traditional procedures often involve unnecessarily long flight paths and utilize "dive and drive" descents which require higher thrust settings. RNP can be designed to take the most efficient course to the runway—day in and day out.
      
   2. Tax Credits: With heightened awareness of environmental concerns, some governments are offering financial incentives to go green. RNP fuel efficiency means lower emissions—which can mean environmental tax credits.
      
   3. Lower Insurance Premiums: Airline hull and liability insurance underwriters understand that RNP lowers risk which results in lower premiums for users.
      
   4. Lower Thrust, Lower Rates: By avoiding paths with onerous climb requirements RNP allows for lower thrust settings on take-off. These de-rates can be used to reduce engine power-by-the-hour maintenance rates.
      
   5. Reduced Variance: Traditional navigation procedures add uncertainty requiring longer block times to compensate for the outliers. RNP mitigates this, resulting in higher gate and aircraft utilization as well as increased on-time performance.
      
   6. Higher Crew, Gate and Aircraft Utilization: Crews, gates and aircraft are utilized at higher rates because of shorter more predictable block times.
      
      

Capacity Benefits

1. Fill Aircraft & Maximize Airspace: By carefully engineering flight paths to avoid obstacles aircraft can utilize their full payload potential. Thousands of flights and years of data show that RNP operations produce extremely consistent flight tracks. This precision combined with RNP crew alerting features gives confidence to reduce aircraft separation standards, thereby increasing the capacity of busy terminal environments around the world.
   
   
   
   1. Increased Payload Limits: RNP operations can raise payload limits—meaning more fuel, freight or passengers—by avoiding paths with onerous climb requirements.
      
   2. Assured Separation Equals Airspace Efficiency: Traditional navigation procedures and radar vectoring require large distances between aircraft in terminal environments. By utilizing RNP technology, which offers precision measured in meters, the airspace in busy metropolitan areas can be much more efficiently utilized.
      
      

Environmental Benefits

1. RNP is Easy on the Earth: Saving fuel means saving money, but it also means lower emissions and reduced fuel consumption — both crucial in a world with increased awareness of global warming and other environmental concerns.
   
   
   
   1. Lower Emissions: The combination of continuous descent approaches and shorter tracks built into RNP procedures can reduce emissions by thousands of tons per year per aircraft.
      
   2. Less Noise: Continuous Descent Approaches (CDAs) use lower, quieter thrust levels. Because of their precision and ability to curve, RNP paths can also be designed to avoid noise-sensitive areas.
      

Until next time stay 5x5, Mission Ready & Wired!

To learn more about ASIG's approach to aircraft modernization programs, virtual engineering services subscriptions or other products and services available from the Avionics & Systems Integration Group, please visit us online at http://www.asigllc.com/, via email at info@asigllc.com, or contact us toll-free at 866.890.ASIG [2744].