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aircraft prefer vertically guided procedures over non-vertically guided procedures, and majority of mainline airlines have VNAV capability (RJ aircraft are LNAV only). So, what happens now? In response to the concerns, NextGen Integration Performance Based Navigation Working Group (NIWG PBN WG) is looking into the issues, developing a data driven dialogue to address concerns, which includes asking for objective basis for challenges noted. While this activity is going on, the desire is to keep moving forward and not bring the evolution of PBN to a halt. Are there other means to provide vertical guidance while flying RNAV EoR style procedures? Of course, RNP to ILS. On Oct. 17 last year, AVS-1 requested PARC look into RNP to ILS procedures and operations in order to leverage RNAV procedures to an ILS approach. This was given to the PARC Navigation Working Group (PARC NAV WG) through a letter, which basically stated, "based on recent concerns raised by industry regarding pilot workload and the availability of vertical guidance when conducting simultaneous approaches, we request that the PARC Navigation Working Group review operational considerations that mitigate operational risk to ensure aircraft can safely transition from RNP to xLS guidance. Factors that may be elevated include, but are not limited to, the availability and necessity of vertical guidance, pilot workload required to transfer between guidance modes, potential benefits of a longer straight final approach segment, and risks associated with dual/parallel operations." Moving forward, the PARC NAV WG will review and provide a ToR for PARC SG which led to an Action Team and we just met for the first time on Feb. 21 in Atlanta. 3. Speed Cancellation Guidance - Recent concerns have been raised by controllers pertaining to current guidance in the 7110.65 regarding the issue of speed termination when a Descend Via (DV) clearance is issued and the STAR has no speed restrictions and pilots whose guidance is different within the Airmen's Information Manual (AIM). Based on the guidance contained within the FAA 7110.65, Paragraph 5-7-4 Speed Termination states: "Advise aircraft to "resume normal speed" when ATC-assigned speed adjustments are no longer required and no published speed restrictions apply." The AIM, Paragraph 5-5-9 Speed Adjustments, subparagraph 5(a) also has language that is similar to the language in the FAA 7110.65, which states how a controller will terminate ATC-assigned speed adjustments when no longer required; "Instructs pilots to "resume normal speed" when the aircraft is on a heading, random routing, charted procedure, or route without published speed restrictions." However, new language was recently added to the AIM under paragraph 4-4-12 f5, which states; "A climb via or descend via clearance cancels any previously issued speed restrictions and, once established on the depicted departure or arrival, to climb or descend, and to meet all published or assigned altitude and/or speed restrictions." This language is not found in the 7110.65 and is what has created some recent issues/concerns. The FAA 7110.65, Paragraph 4-5-7 h Note states: when cleared for STARs that contain published speed restrictions, the pilot must comply with those speed restrictions independent of any descend via clearance. Where STARS contain no published speed restrictions, the DV clearance doesn't cancel previously issued speed restrictions. One solution mentioned by Industry was to treat DV and Climb Via (CV) the same as those requirements pertain to Instrument Approach Procedures, which is covered under

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