Post on 23-May-2020
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From the AdministratorMarch 2011
Dear Members of the Aviation Community:
The FAA made tangible and important NextGen progress in 2010. This was evident to me at the Experimental Aircraft Association’s AirVenture in Oshkosh, Wis., this past year. People were asking, “What does NextGen mean for me?” That’s significant. People are starting to see NextGen in action, and they want to know more about how the transformation of the National Airspace System (NAS) is going to enhance safety, increase access and efficiency, and improve aviation’s overall environmental footprint.
NextGen is enjoying forward momentum right now, and that means all of us – the FAA and the entire aviation community – need to continue to work to sustain this exciting progress. That means more than new technology and procedures; it means a new approach to the way we do business in the NAS. Within the FAA, I’ve launched Destination 2025, a vision for both transforming our national aviation system and the agency responsible for making it happen. We’re taking a hard look at how we do things, and making changes to ensure the FAA can meet the demands of a new century of aviation. We’ve elevated the executive leadership of NextGen to the deputy administrator level. With his confirmation last June, Michael Huerta became the highest ranking official with overall responsibility for NextGen in the federal government.
NextGen is helping usher in a new era of collaboration. We are building on the collaboration we began in 2009 through the RTCA task force with the newly established NextGen Advisory Committee, which Deputy Administrator Huerta is leading. Last April, the Department of Transportation chartered the Future of Aviation Advisory Committee, the membership of which spans the aviation community. Now, more than ever, the FAA and aviation stakeholders recognize that in order to succeed, NextGen must be a team effort. Everyone is being asked to make investments of time, money, equipage and human capital. I am encouraged that people from throughout the aviation community are doing their part.
In 2010, we also successfully integrated our new satellite-based aircraft tracking system, Automatic Dependent Surveillance-Broadcast (ADS-B), into all four air traffic control automation platforms at key sites across the country. We cleared the way to begin integrating ADS-B into FAA air traffic control facilities nationwide, and to train our workforce. We also issued our ADS-B Out rule requiring aircraft operating in most controlled airspace to be equipped to broadcast their position to the ADS-B network by the start of 2020. This rule allows manufacturers to start mass-producing certified ADS-B avionics, which we believe will drive prices down, addressing a key concern of the operators.
We have also been working hard at our nation’s airports to reduce delays and improve the environment with NextGen initiatives that help curb fuel burn and emissions by improving surface efficiencies. We move forward with these initiatives knowing we might have to make adjustments due to new information, program interdependencies, realignment of priorities and other changes that can’t always be anticipated as we pursue our mid-term operational vision.
2011 promises to be every bit as productive as last year. Design and implementation teams in Washington, D.C., and the Dallas area of north Texas will focus on streamlining arrival and departure traffic at clustered metroplex airports. Our work on Data Communications is setting the stage for the delivery of a NextGen technology that the 2009 RTCA task force identified as a priority. And the report of our ADS-B In rulemaking committee, due in September, will give us a clear indication of which cockpit-based ADS-B applications are most important to the aviation community.
The foundation of NextGen is collaboration and communication. NextGen will provide technology and tools, but NextGen will be delivered and operated by people. The dedication of people at every level of the aviation community will determine its success. I am certain that together, we will continue to meet the challenge of giving the world new ways to fly.
J. Randolph BabbittFAA Administrator
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NextGen Integration and Implementation Office800 Independence Avenue, SW
Washington, DC 20591202-493-4939
www.faa.gov/nextgen
Photographs provided by: ATO Communications
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NextGen Implementation PlanContents
5 Executive Summary
7 Introduction
10 NextGen Today
19 NextGen Benefits
26 NextGen: Operating in the Mid-Term
31 NextGen Ahead
35 Challenges
38 Appendix A: NextGen Investments for Operators and Airports
46 Appendix B: Delivering the Mid-Term Vision 93 Airport and Facility Identifiers
94 Acronyms
Why NextGen Matters
NextGen is a comprehensive overhaul of our National Airspace System to make air travel more convenient and dependable, while ensuring your flight is as safe, secure and hassle-free as possible.
In a continuous roll-out of improvements and upgrades, the FAA is building the capability to guide and track air traffic more precisely and efficiently to save fuel and reduce noise and pollution. NextGen is better for our environment, and better for our economy.
• NextGen will be a better way of doing business. Travel will be more predictable because there will be fewer delays, less time sitting on the ground and holding in the air, with more flexibility to get around weather problems.
• NextGen will reduce aviation’s impact on the environment. Flying will be quieter, cleaner and more fuel-efficient. We’ll use alternative fuels, new equipment and operational procedures, lessening our impact on the climate. More precise flight paths help us limit the amount of noise that communities experience.
• NextGen will help us be even more proactive about preventing accidents with advanced safety management to enable us, with other government agencies and aviation partners, to better predict risks and then identify and resolve hazards.
• NextGen boils down to getting the right information to the right person at the right time. It will help controllers and operators make better decisions. This data will assist operators in keeping employees and passengers better informed.
• Our nation’s economy depends on aviation. NextGen lays a foundation that will continually improve and accommodate future needs of air travel while strengthening the economy with one seamless global sky.
• NextGen will help communities make better use of their airports. More robust airports can help communities attract new jobs, and help current employers expand their businesses. By doing this the U.S. will strengthen its economy and help communities realize all the benefits that aviation can bring.
• NextGen will allow us to meet our increasing national security needs and ensure that travelers benefit from the highest levels of safety.
www.faa.gov/nextgen 5
The NextGen Implementation Plan provides an overview of the FAA’s ongoing transition to the Next Generation Air Transportation System. The Plan lays out the agency’s vision for transforming the way things work in our nation’s skies and at our nation’s airports by the end of the mid-term. The Plan further provides a status report on the NextGen deployments, capabilities and benefits we have already introduced into the National Airspace System (NAS), as well as the goals we have set and commitments we have made in support of our mid-term vision. Additionally, the Plan addresses the harmonization work we are doing with the global aviation community to ensure aircraft operating globally receive the operational benefits in various international air traffic environments.
The primary goals of NextGen are to enhance the safety and reliability of air transportation, to improve efficiency in the NAS and to reduce aviation’s impact on our environment.
NExTGEN TODAy
The FAA is continuing to achieve multiple critical NextGen milestones. Our deployment of the ground infrastructure that will support Automatic Dependent Surveillance-Broadcast (ADS-B) surveillance is on time and on budget. We are continuing to improve airspace efficiency and airport access. And we have enjoyed success in our early efforts to leverage surface data sharing in support of collaborative surface traffic management at select locations.
One of the FAA’s most important steps forward this year was its decision to approve the nationwide use of ADS-B to separate suitably equipped aircraft in areas with ADS-B coverage. Equally significant was our release of a final rule requiring aircraft operating in most controlled airspace to be equipped to transmit their position to the ADS-B network by Jan. 1, 2020.
Maintaining and enhancing safety remains fundamental to all NextGen improvements, as does the FAA’s commitment to environmental stewardship. Airspace improvements including Performance Based Navigation (PBN) are already reducing fuel burn and emissions. A new, cleaner-burning biofuel is expected to be approved for use by commercial aircraft early this year.
We also are striving to streamline our own internal processes to ensure that the NextGen capabilities emerging from our test beds and research centers begin producing operator benefits as quickly and safely as possible.
NExTGEN BENEFITS
As airports and operators reap the benefits of the investments and deployments we are making today, the FAA continues to sharpen its projections of the benefits we expect NextGen to provide during the mid-term. Our latest estimates, which are sensitive to traffic and fuel price forecasts, indicate that by 2018, NextGen will reduce total delays (in flight and on the ground) by about 35 percent compared with what would happen if we did nothing. That delay reduction will provide, through 2018, $23 billion in cumulative benefits to aircraft operators, the traveling public and the FAA. In the process, we will save about 1.4 billion gallons of aviation fuel during this period, reducing carbon dioxide emissions by 14 million tons.
The FAA expanded the demonstration activities and trials we use to develop NextGen capabilities, and which provide direct benefits to the members of the aviation community who partner with the FAA to conduct those activities. In Memphis, Tenn., both FedEx and Delta have reported savings from technologies and operational practices aimed at preventing long lines from forming at the end of the runway. Highly specialized Optimized Profile Descents known as Initial Tailored Arrivals have proven so successful, they are moving from demonstration to operational use at airports in San Francisco, Los Angeles and Miami. In addition to helping curb delays, surface management and Initial Tailored Arrivals help the environment by reducing fuel burn and emissions, and offering opportunities to manage noise.
NextGen technologies will work together to provide greater situational awareness both in the air and on the ground, enhancing safety throughout the system. Likewise, our efforts to collect, analyze and share information on aviation trends will assist us in identifying and mitigating any potential risk associated with NextGen implementation.
NExTGEN: OPErATING IN ThE MID-TErM
In this update, the FAA reiterates its vision for the operational capabilities we expect to have in place by the end of the mid-term. That vision includes changes at every phase of flight, and it fundamentally revamps the way things work in the NAS. Common weather and system status information will dramatically improve flight planning. Technologies such as ADS-B and Data Communications (Data Comm), combined with PBN, will increase safety and capacity and save time and fuel, decreasing carbon emissions and improving our ability to address noise.
Executive Summary
6 NextGen Implementation Plan
With NextGen, we must continue to advance safety as we look ahead at increasing air traffic and the introduction of very light jets, unmanned aircraft systems and commercial space flights. To continue to minimize risk as we introduce a wave of new NextGen capabilities over the next decade, the aviation community will continue to rely on Safety Management Systems, integrated safety cases and other proactive forms of management that allow us to assess the safety risk of all the proposed changes. Policies, procedures and systems on the ground and in the flight deck enable the mid-term system. We make the most of technologies and procedures that are in use today, as we introduce innovations that will fundamentally change air traffic automation, surveillance, communications, navigation and the way we manage information.
In addition to the advances we develop through the NextGen transformational programs and implementation portfolios, the mid-term system depends on coordination with and support from FAA specialists on safety, airports, the environment, policy development and the other building blocks of modern air traffic management. FAA information and management systems must keep these activities synchronized as we approach the mid-term, reach it and move forward. We will use a strategic Environmental Management System approach to integrate environmental and energy objectives into the planning, decision making and operation of NextGen. Under the Continuous Lower Emissions, Energy and Noise program, we are targeting partnerships with industry to advance noise and emissions reductions, while improving energy efficiency. We will continue to accelerate the certification and implementation of sustainable alternative fuels for use by aircraft fleets.
NExTGEN AhEAD
Several milestones key to the NextGen mid-term vision are right around the corner.
This fall, an Aviation Rulemaking Committee is expected to submit initial recommendations on how the aviation community should move forward with the technology that brings ADS-B information into the cockpit (ensuring compatibility with the ADS-B Out avionics detailed in the 2010 final rule). We are also moving forward with the development of Data Comm, which is expected to provide initial tower capabilities in 2015.
Over the next few years, we will be making more NAS systems compatible with the network structure that will serve as the backbone for the digital exchange of NextGen information, and we expect to update our policies to leverage satellite navigation technology to increase the capacity of closely spaced parallel runways during poor visibility.
The FAA recognizes the magnitude of the effort necessary to achieve our NextGen goals, and we have provided a highly effective, structured management and governance architecture to ensure the timely, cost-effective delivery of all NextGen capabilities.
ChAllENGES
While the FAA remains confident we will achieve NextGen success, we recognize that many technical, programmatic and organizational challenges lie ahead. NextGen success depends on public and private stakeholder investments moving forward together. Operators must equip to take advantage of the capabilities we provide. Additionally, we must contend with varying timelines and levels of maturity among the incremental achievements that NextGen capabilities are built on. As we work to introduce new equipment and procedures into a NAS that is active 24 hours a day, seven days a week, we face limitations in terms of how much change the system can accommodate at any one time. Our key to successfully dealing with challenges is to anticipate them and incorporate mitigation strategies into our NextGen planning. For example, we are studying a number of financial and operational incentives aimed at encouraging operator equipage. Further, we have taken an integrated portfolio management approach that recognizes the interdependent nature of NextGen, rather than trying to administer NextGen as a series of individual programs and initiatives.
Why NExTGEN MATTErS
The advantages of NextGen will benefit almost everyone, whether they frequently travel by air or never fly at all. Those who do fly will enjoy fewer delays, the highest level of safety and more predictable trips. Many people who live in neighborhoods near airports will experience less aircraft noise and fewer emissions. And communities will make better use of their airports, strengthening their local economy. Our nation’s economy depends on a healthy aviation industry.
www.faa.gov/nextgen 7
IntroductionThe NextGen Implementation Plan is the FAA’s primary outreach tool for communicating with the stakeholders and aviation partners working with us to develop and deploy the Next Generation Air Transportation System. The Plan is intended to provide stakeholders with an overview of NextGen, including a status report on the deployments, capabilities and benefits it has introduced into the National Airspace System (NAS) to date. The Plan update, as always, is consistent with budget assumptions that were current at the time of publication. The Plan underscores our unwavering focus on the mid-term system. It provides aviation community decision makers with up-to-date information about the investments operators and airports need to make to benefit from NextGen capabilities (Appendix A). It also summarizes the milestones and critical work that will be ongoing in pursuit of our mid-term goals (Appendix B).
Users of our airspace won’t have to wait until the mid-term to experience the advantages of NextGen. Across the country, operators are already reaping the benefits of NextGen capabilities. In Atlanta, arrivals making use of Performance Based Navigation (PBN) procedures have saved hundreds of thousands of gallons of fuel and thousands of tons of carbon dioxide and air pollutants.
Similar fuel savings and reductions in emissions have resulted from the use of precise, continuous descents into Los Angeles and customized descents into San Francisco. Preliminary results from a surface management initiative in Boston point to a fuel savings of 5,100 gallons and a reduction in carbon dioxide emissions of 50 tons during periods of heavy congestion. Shared surface surveillance data coupled with aircraft metering techniques are creating taxi-out time savings of up to 7,000 hours a year at New York’s John F. Kennedy airport and 5,000 hours a year at Memphis, Tenn. Equipped helicopters flying over the Gulf of Mexico are enjoying the safety and efficiency of radar-like coverage in poor weather conditions. And in Colorado, new surveillance technologies are enabling controllers to track aircraft flying through potentially treacherous mountain terrain.
These are just a few examples of early NextGen successes. In 2010, the FAA met 90 percent of our high-priority NextGen objectives. Many more benefits are still unfolding as the FAA and its partners continue to roll out new policies, procedures and technologies as part of the largest transformation of the NAS in history.
Since Congress passed the first NextGen budget appropriation in 2007, the FAA has been working
8 NextGen Implementation Plan
aggressively with the broader aviation community to revolutionize the way things work at our nation’s airports and in our nation’s skies. We are deploying innovative technologies and procedures that improve efficiency both on the ground and in the air, while offering greater environmental protections. We are laying the groundwork for the communications and information-sharing networks that will enable the FAA to collaborate with its stakeholders to align their preferences with the overall needs of the system. And we are working with our international partners to make sure it all works seamlessly beyond our borders.
Our investment in that work is already paying dividends. Our deployment of Automatic Dependent Surveillance-Broadcast (ADS-B) ground stations is on time and on budget. ADS-B, our satellite-based successor to radar, more accurately tracks traffic in areas such as Philadelphia, Louisville, Ky., and Juneau, Alaska, as well as the Gulf of Mexico. Operators of aircraft equipped with first-generation ADS-B avionics are singing the praises of the increased situational awareness offered by the free in-cockpit traffic and weather information provided under the FAA’s Surveillance and Broadcast Services program.
Operators also are benefiting from the increased runway access enabled by new approaches the FAA has published for scores of runway ends throughout the country. These approaches integrate several approach procedures with a common path over the ground. Each procedure allows a different level of access based on aircraft capability. These approach procedures include Lateral Navigation (LNAV), Lateral and Vertical Navigation (LNAV/VNAV), and Localizer Performance with Vertical Guidance (LPV). Additionally, operators are taking advantage of PBN procedures that use satellite guidance to follow more precise arrival and departure paths. PBN remains a key component of our efforts to deconflict traffic flows over busy metroplex areas – metropolitan centers that contain multiple airports and municipalities, as well as a diverse set of aviation customers and stakeholders.
Our metroplex work also goes to the heart of the partnerships forged between the FAA and the aviation community. In direct response to recommendations made in 2009 by the RTCA1 NextGen Mid-Term Implementation Task Force, two initial study sites – the Washington, D.C., and north Texas areas – served as prototypes for the broader implementation of PBN procedures in critical metroplex
areas, and five additional study teams are being dispatched this year.
The NextGen success enjoyed by the FAA and its partners has garnered the support of the White House and Congress. Funding for NextGen has increased significantly since the first appropriation of $128 million in 2007. Today, our funding requests are approximately $1 billion. The White House and the U.S. Department of Transportation have declared NextGen a top national transportation and infrastructure priority.
There is good reason for that. Aviation is crucial to our nation’s economy. As recently as 2009, civil aviation contributed $1.3 trillion annually to the national economy, and constituted 5.2 percent of the gross domestic product. It generated more than 10 million jobs, with earnings of $397 billion.2
NextGen is vital to protecting those contributions. The current system simply cannot accommodate anticipated growth in the aviation industry. Congestion continues to increase at many of our nation’s busiest hub airports, a problem that will only be exacerbated now that traffic levels are starting to rebound from the impact of the economic recession.
NextGen has further provided additional opportunities for environmental stewardship. Our efforts are enhancing energy efficiency and reducing aviation’s environmental footprint, while promoting increased energy security and diversity. Our plans promote the creation of green jobs, and support our nation’s farmers through the creation of sustainable fuels.
By providing greater safety, efficiency and environmental performance, NextGen plays a critical role in protecting America’s economic and environmental health.
While the FAA and the aviation community can take pride in all that NextGen has accomplished so far, we remain keenly aware of the challenges that remain. The interdependence of NextGen systems means that challenges faced by one program could create challenges for another. Some of the capabilities deployed by the FAA will not be able to provide benefits until sufficient numbers of operators have equipped to take advantage of them. New procedures implemented by the FAA will have no impact if controllers and pilots have not been trained in their proper execution. The FAA has anticipated these challenges and developed
1 RTCA, Inc. is a private, not-for-profit corporation that develops consensus-based recommendations regarding communication, navigation, surveillance and air traffic management system issues. RTCA functions as a Federal Advisory Committee and includes roughly 400 industry and academic organizations from the United States and around the world. Members represent all facets of the aviation community, including government organizations, airlines, airspace users, and airport associations, labor unions, aviation services and equipment suppliers.
2 “The Economic Impact of Civil Aviation on the U.S. Economy,” FAA, March 2011.
Across the country, operators are already
reaping the benefits of NextGen capabilities.
www.faa.gov/nextgen 9
risk mitigation strategies to keep NextGen on track and sustain its momentum.
With the publication of this 2011 update to the NextGen Implementation Plan, the FAA once again affirms its commitment to delivering the capabilities and benefits that comprise our mid-term operational vision, first outlined in 2009. At the same time, we remain focused on working with our partners to deliver early benefits leveraging existing aircraft capabilities. Key examples include our metroplex work, as well as our formation, in conjunction with the RTCA, of the NextGen Advisory Committee, a new senior-level advisory panel representing broad aviation community membership. This committee will focus on improvements to safety, airports, the environment and air traffic, as well as global harmonization. It also will work in conjunction with the FAA to develop performance metrics for measuring the success of NextGen initiatives. One addition to this year’s Implementation Plan is a new chapter called NextGen Ahead, in which we highlight some of the most significant NextGen milestones included in Appendix B.
As an overview document, the NextGen Implementation Plan both drives and draws upon many other NextGen plans and documents from throughout the agency, including the
agency’s detailed NAS Enterprise Architecture. The NAS Enterprise Architecture is a robust, comprehensive planning tool that the FAA uses to understand the interdependencies of capabilities on systems, procedures and policies, and to ensure their alignment. While not a set of commitments itself, the Enterprise Architecture serves as a cornerstone upon which the FAA bases many of the commitments included in Appendix B.
Our 2011 reporting does not end with the publication of this document. Throughout the year, you can access updated news and information at www.faa.gov/nextgen. The Web site offers access to additional FAA documents, including NextGen-related fact sheets, the Enterprise Architecture and last year’s FAA Response to the Recommendations of the RTCA NextGen Mid-Term Implementation Task Force.
The transformation of the NAS represents a monumental task. The challenges are great, but the need and the payoffs are even greater. Buoyed by the NextGen success we have achieved thus far, and backed by the confidence of our stakeholders, Congress and the administration, the FAA and the global aviation community are moving forward together, giving the world new ways to fly.
10 NextGen Implementation Plan
NextGen Today Deploying Operational Benefits
During 2010, NextGen made flying safer by giving pilots nearly total access to stabilized approach procedures with three-dimensional precision using Performance Based Navigation (PBN). It made air transportation more efficient by moving aircraft in and out of airports faster and by making better use of airspace. It gave pilots and air traffic controllers new capabilities that will allow them to see the exact location of surrounding aircraft. It reduced aviation’s environmental impact from some operations using capabilities that allow aircraft to burn less fuel, emit fewer greenhouse gases and reduce noise.
NextGen capabilities and technologies are strengthening the National Airspace System (NAS) today even as the FAA and its partners collaborate on further improvements that will benefit our aviation stakeholders in the mid-term and beyond. We made progress in many areas over the last year, including safety management, airport development, environmental management, international harmonization, workforce engagement and training, regulation and policy making, and incorporating the action plans laid out in our response1 to the 2009 recommendations of the RTCA NextGen Mid-Term Implementation Task Force.
Since maintaining and enhancing safety is fundamental to everything we do, we introduced these improvements into the NAS only after using a stringent process to ensure they are safe, will target key risk areas to reduce accidents and incidents, and limit environmental impact. We set robust standards for the capabilities and demonstrated that they will provide the intended benefits. We collaborated with our international counterparts to continue to harmonize our efforts so that aircraft will be able to operate using the same concepts, systems and procedures throughout the world.
Infrastructure helps us provide added benefits. In 2010, we commissioned a new runway at Charlotte, N.C., which enables the airport to handle three independent instrument landings at once. Charlotte will accommodate 80,000 more annual operations, an increase of more than 15 percent, with an estimated delay reduction of 1.5 minutes per flight, saving operators $41 million annually. We also rehabilitated runways and taxiways at a number of other airports. The map on page 17 highlights some of our 2010 accomplishments.
1 The full response to the task force is available at www.faa.gov/nextgen.
www.faa.gov/nextgen 11
BETTEr AWArENESS WITh ADS-B
One of the most significant developments in the last year was the FAA’s decision to approve the nationwide deployment of Automatic Dependent Surveillance-Broadcast (ADS-B). After extensive testing at four key sites, the FAA in September 2010 authorized air traffic controllers to use the foundational, satellite-based NextGen technology to separate suitably equipped aircraft in areas with ADS-B coverage. ADS-B will update activity on air traffic controller displays more frequently and with greater accuracy, providing information such as aircraft type, call sign, heading, altitude and speed. With ADS-B, controllers can use airspace more efficiently. The nationwide ADS-B ground infrastructure is expected to be completed in 2013.
In May 2010 we published a final rule that mandates aircraft broadcast ADS-B information in most airspace by Jan. 1, 2020. The FAA determined that the 2020 timeframe would give NAS users time to equip, with most air carriers using regularly scheduled maintenance to install or upgrade equipment, and it also would provide sufficient operational experience to make ADS-B the primary source of surveillance. The standards in the ADS-B Out avionics rule will ensure that aircraft are capable of providing air traffic control automation platforms with the precise position data necessary to support NextGen surveillance requirements.
In addition, research is being conducted into the appropriate role of ADS-B to contribute to the effort of safely incorporating Unmanned Aircraft Systems (UAS) into the NAS and to improving capacity on closely spaced parallel runways. A map of ADS-B surveillance coverage appears on page 16.
ENhANCING PErFOrMANCE BASED NAVIGATION
The FAA produced a significant number of PBN routes and procedures, exceeding our fiscal year 2010 goal. PBN procedures help reduce fuel use, emissions and miles flown at high altitudes and while transitioning during the arrival or departure phase of flight. These revisions could reduce delays during inclement weather. We published 51 high-altitude Area Navigation (RNAV) routes and 90 RNAV arrival and departure routes. We also published 59 Required Navigation Performance Authorization Required (RNP AR) approach procedures. Production of additional RNP
procedures will focus on those with the most significant benefit.
Of the 90 RNAV procedures published in fiscal year 2010, 10 were designed to accommodate an Optimized Profile Descent (OPD) for appropriately equipped aircraft. Traditional arrival procedures have multiple segments of level flight during the descent and each step down requires a change in power settings. OPD procedures enable arrival aircraft to descend from cruise altitudes to final approach with significantly fewer level-offs. Since aircraft can use lower and steady power settings, OPD procedures result in reduced fuel burn, lower emissions and reduced noise.
The various components of PBN facilitated more efficient design of airspace and procedures. This resulted in improved safety, airspace access and predictability of operations;
led to reduced delays; and contributed to more efficient routes, reducing fuel use, emissions and noise. PBN is the cornerstone of the agency’s metroplex effort, which seeks to deconflict traffic flows for more efficient operations in busy metropolitan areas with multiple airports (see sidebar on page 14).
Another type of OPD is the Initial Tailored Arrival (ITA). This type of procedure also saves fuel and reduces emissions and noise. Aircraft need to be equipped with Future
Air Navigation System (FANS) avionics to fly an ITA so that the desired flight path can be sent to the flight deck as data just before descent. Most oceanic aircraft including Boeing, Airbus and some business jet models are equipped with FANS.
ITAs will become operational at some international gateways including Miami, San Francisco and Los Angeles beginning in spring 2011.
Especially beneficial for smaller airports, where general aviation aircraft often operate, are the RNAV Wide Area Augmentation System (WAAS) Localizer Performance with Vertical Guidance (LPV) approach procedures. We published 500 WAAS LPVs in fiscal year 2010, bringing the total to more than 2,300 throughout the NAS. With LPVs, aircraft often can land in lower visibility conditions than with the previous approaches, providing more access to those airports throughout the year. WAAS LPVs provide satellite-based approaches primarily to airports and runways where no ground-based instrument landing systems exist. This means that aircraft can land at those airports even when visibility is limited, such as during poor weather.
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Operators are realizing the benefits of PBN: 92 percent of U.S. scheduled air carriers are equipped for some level of RNAV. About 53,000 general aviation aircraft are equipped with the Global Navigation Satellite System to utilize LPV approach procedures and RNAV.
ThE SAFETy FACTOr
To reduce accident and incident rates, NextGen technologies will target key risk areas, such as the compatibility between the Traffic Alert and Collision Avoidance System (TCAS) and future operations. Risk areas are identified through the Aviation Safety Information Analysis and Sharing system (ASIAS), a powerful tool for NextGen and Safety Management System (SMS) transformation. It enables better safety information management and data sharing as it proactively extracts knowledge from public and non-public data sources throughout the NAS on subjects including accidents, incidents, regulations, aircraft, aircraft operators, voluntary reporting and statistics. ASIAS’s advanced data-mining tools combined with system safety assessment analytical modeling and forecasting enable safety managers to identify and mitigate emerging risks.
We plan to increase the current 46 ASIAS safety databases to 64 by 2013, resulting in expanded trend analysis on critical risk factors as well as more in-depth hazard analysis capabilities. Thirty commercial carriers provide data to ASIAS through Aviation Safety Action Program
The FAA’s ongoing effort to make sure NextGen is a collaborative endeavor with all of our stakeholders is helping us provide early benefits with existing equipment as well as new capabilities with evolving technology.
We have spent the past year implementing the action plans that resulted from our work with the 2009 RTCA NextGen Mid-Term Implementation Task Force, a consortium of more than 300 members from the aviation community. Those action plans are fully integrated into the FAA’s NextGen work. We adjusted our budgets to accomplish work proposed in our response, which was published in January 2010. Appendix B of this document, as it did last year, includes activities in support of the task force’s operational recommendations.
We have made tremendous advances in a short time in implementing key recommendations on a wide range of topics that include metroplex and Relative Position Indicator (RPI) demonstrations, progress cited elsewhere in this document.
In our continuing approach to track progress, and as part of our NextGen portfolio management process,
(ASAP) and Flight Operational Quality Assurance (FOQA) programs, representing 80 percent of scheduled operations in U.S. airspace.
As of December 2010, more than 7 million FOQA flights, 86,000 ASAP reports and 16,000 reports from the FAA’s non-punitive safety reporting system, the Air Traffic Safety Action Program, were aggregated into ASIAS, where the data are analyzed to pinpoint trends. We plan to increase participation in ASIAS by commercial carriers and also include domestic corporate general aviation, military and helicopter operations.
In addition to implementing safety-enhancing technologies, ensuring safety is fundamental to all of the improvements planned in NextGen. Each of our initiatives is developed and analyzed to ensure that operational capabilities are inherently safe and that NextGen technologies and operations won’t be contributing causes to accidents. The FAA’s SMS employs safety risk management, safety assurance, safety policy and safety promotion, which including our data-sharing efforts are essential components of NextGen’s success and its ability to properly manage risk.
Because it operates under an SMS, the FAA identifies, assesses and manages the risks involved in changing the way we manage traffic in the NAS. Capabilities include installing, modifying and removing equipment, modifying and implementing procedures and airspace changes, and conducting demonstrations. As NextGen technologies are
we have developed and used a tracking mechanism that allows us to assess our progress against the task force recommendations.
We have followed the same process to determine the business case for each of the new capabilities recommended by the task force. Once we determine a business case exists for a recommended capability, we evaluate each proposed location on a case-by-case basis. We will give priority to task force-recommended locations when determining a deployment rollout.
The FAA will continue to collaborate with the aviation community while maintaining our responsibility to ensure that any work we undertake is fully vetted and tested, meets all safety requirements, and is fiscally responsible. We have established the NextGen Advisory Committee, a broad-based, senior-level advisory panel to which we turn for expertise and guidance. One of the first actions we requested of this new committee is to form a working group to develop recommendations on outcome-based performance metrics and goals for NextGen.
Collaboration Drives NextGen Progress
www.faa.gov/nextgen 13
introduced in the NAS, teams of safety experts throughout the FAA ensure that potential risks due to system changes are identified and adequately mitigated.
ENVIrONMENTAl STEWArDShIP
As we develop NextGen capabilities, the FAA is addressing aviation’s environmental impact up front and early.
Under the auspices of the International Civil Aviation Organization’s (ICAO) Committee on Aviation Environmental Protection, the FAA continued to pursue several measures to decrease aviation’s environmental footprint, including supporting development of an international standard for aircraft carbon dioxide emissions levels. The committee is working toward a 2013 completion date for the standard.
Through pilot studies and other stakeholder outreach, we worked to refine the NextGen Environmental Management System (EMS) framework. EMS allows the FAA to identify the environmental aspects and impacts of its operations, assess current performance, and formulate targets and plans to achieve improvements. We use this strategic approach to integrate NextGen environmental and energy objectives into the planning, decision making and operation of the NAS. The EMS framework is being coordinated among the various FAA lines of business, and with other government agencies and aviation community stakeholders.
A new tool, the Aviation Environmental Design Tool (AEDT), established regional modeling capabilities that will enable us to quantify the interdependencies of aircraft fuel burn, noise and emissions in the review of airspace redesign projects. We also began using AEDT to analyze the environmental consequences of future NextGen scenarios in support of the Joint Planning and Development Office’s (JPDO) NextGen vision and NASA’s research into advanced vehicle concepts.
We started a new process using a noise screening software tool to help mitigate the noise impacts of new PBN procedures. Noise screening saves us time and effort in complying with environmental regulations and standards.
We made great strides in a number of partnership initiatives that focus on environmental and energy sustainability, including the Continuous Lower Energy, Emissions and Noise (CLEEN) industry/government consortium. CLEEN is a five-year effort to accelerate commercialization of green technology to help achieve NextGen environmental and energy goals. CLEEN seeks to reduce fuel burn by
33 percent, to reduce nitrogen oxide emissions by 60 percent and to reduce aircraft noise levels by a cumulative 32 decibels. In fiscal year 2010, we awarded cost-share contracts to five companies to demonstrate technologies that will reduce subsonic commercial jet aircraft fuel consumption, emissions and noise. Technologies include sustainable alternative aviation fuels, lighter and more efficient gas turbine engine components, noise-reducing engine nozzles, adaptable wing trailing edges, optimized flight trajectories using onboard flight management systems and open rotor and geared turbofan engines. CLEEN will accelerate development of this technology for potential introduction into aircraft and engines beginning in 2015.
We also are working to enable use of sustainable alternative aviation fuels in concert with the Partnership for Aviation Noise and Emissions Reduction, the Commercial Aviation
Alternative Fuels Initiative (CAAFI) and the Transportation Research Board’s Airport Cooperative Research Program. We are leveraging overall federal efforts by partnering with the Environmental Protection Agency, NASA and the U.S. departments of Defense, Energy and Agriculture to meet research and development goals and achieve consensus on environmental and fuel standards and deployment.
In fiscal year 2010, we completed research with our CAAFI partners to support the establishment of a standard for biofuel (hydrotreated renewable jet, HRJ). Qualification and certification
testing is on track for approval of HRJ use in commercial aircraft in early 2011.
We have launched the Aviation Climate Change Research Initiative to better characterize aviation contributions to climate change and qualify relative importance and tradeoffs among non-carbon-dioxide aircraft emissions to determine options.
IMPrOVING APPrOVAl PrOCESSES
In response to recommendations from the RTCA task force, the FAA focused on a number of initiatives to ensure consistent and efficient evaluations and approvals of NextGen technologies and operations. With industry, the total time from submission of an initial application for RNP Special Aircraft and Aircrew Authorization Required (SAAAR) approaches dropped to a typical time of 45 days, down from 18 months. This dramatic improvement is due to increased maturity of the applications themselves, as well as FAA improvements in standardizing and coordinating the applications. The FAA instituted procedures to keep operators informed of the status of their RNP applications,
The FAA has begun designing integrated
airspace and new procedures to deconflict
arrivals and departures in metroplexes, improvements
recommended by the rTCA NextGen Mid-Term
Implementation Task Force.
14 NextGen Implementation Plan
implemented a national tracking and data repository system for applications, and authorized two new RNP SAAAR consultancies with recognized expertise in helping operators comply with the criteria.
The FAA has prioritized its resources on NextGen aircraft projects ahead of other non-safety aircraft changes. New coordination mechanisms will enable a more rapid transfer of responsibility from headquarters to field offices and early involvement from aviation safety representatives to avoid later delays.
Due to the criticality of enhancing PBN delivery, the FAA completed a cross-agency navigation procedures project that was co-chaired by the FAA’s Office of Aviation Safety and the Air Traffic Organization. The project reviewed all policies and processes used to request, prioritize, process, approve and implement operational air traffic navigation procedures. Resources are being identified to implement recommendations from the final report. Steps have already been taken to enhance the exchange of data, improve database management and advance the environmental compliance process.
The FAA is taking a major step to loosen key bottlenecks in metroplexes, the busy metropolitan areas where multiple airports and competing airspace lead to less-than-efficient operations.
We have begun designing integrated airspace and new procedures to deconflict arrivals and departures in an initiative that will reach 21 such areas by 2016. The 2009 RTCA NextGen Mid-Term Implementation Task Force recommended the concept, and the FAA included it in the 2010 response to the task force. We aim to deliver NextGen benefits to each area within three years of launching a study of potential improvements.
The improvements use existing aircraft equipment to enhance vertical profiles for descents and climbs, eliminating or reducing the need for airplanes to level off. They decouple traffic better between airports used mainly by commercial airlines and airports frequented by general aviation aircraft, provide more diverging departure paths that will get aircraft off the ground and heading toward their destination faster, and add more-direct high-altitude Area Navigation (RNAV) routes between two or more metroplexes.
The metroplex project takes a systems approach to Performance Based Navigation (PBN) initiatives and the design of airspace, providing a geographic focus to problem solving. A primary objective is to harness the
full power of PBN to compound the benefits of individual routes by tackling entire areas or regions in an integrated manner. This approach will unlock new efficiencies in these areas where several busy airports operate in close proximity, often with smaller general aviation and military airports in the vicinity.
In 2010, we developed an integrated National Airspace and Procedures Plan to implement more-efficient operations in metroplex areas. Study teams with representatives of the FAA, the National Air Traffic Controllers Association and the aviation community will provide an expeditious but comprehensive, front-end strategic look at each metroplex.
They will analyze operational challenges, assess current and planned airspace and procedures efforts, and explore new opportunities for solutions that are tailored individually to each metroplex. Once a study team has come up with the right changes for its metroplex, a design and implementation team will develop the changes and put them in place.
We launched this process in September 2010 by creating prototype study teams for our first two metroplex projects, in the Washington, D.C., and north Texas areas. Working with local facilities and stakeholders, the teams made recommendations in December that include converting conventional procedures to PBN, removing level-offs on
Finally, the FAA continues to publish the plan for future NextGen standards (see Appendix A). This schedule provides transparency for manufacturers who are developing the equipment and operators who are interested in scheduling aircraft modifications to bundle the technologies and reduce the overall cost of implementation.
VAlIDATING CONCEPTS
Once a concept is developed, we use simulations and demonstrations to pursue it further. The NextGen Integration and Evaluation Capability (NIEC) made its debut in June 2010 as an FAA research platform to explore, integrate and evaluate NextGen concepts through simulation activities. Located at the FAA’s William J. Hughes Technical Center, the NIEC houses interconnected labs that represent every facet of the NAS, including UAS operations. Attention to human-automation interface issues during NextGen development is critical to good design and the orderly introduction of NextGen systems and procedures. Research into human factors, and Human-in-the-Loop testing and demonstrations, are essential tools to validate
Easing Congestion in Metroplex Airspace
www.faa.gov/nextgen 15
NextGen concepts. NIEC’s UAS integration simulations and demonstrations were conducted in collaboration with industry, government and academic partners.
In fiscal year 2010, the National Air Traffic Controllers Association (NATCA) engaged the operational workforce in participating in a number of research and demonstration activities to validate NextGen concepts in real-world scenarios. Twelve NATCA controllers participated in a recent demonstration at a Dallas/Fort Worth International Airport (DFW) tower to show how a new surveillance display called the Tower Flight Data Manager (TFDM) system would present surveillance, flight data, weather, airport configuration and other information critical to controller situational awareness in a consolidated manner on just two displays instead of up to a dozen different displays. The new surveillance display used Airport Surface Detection Equipment-Model X data to show all aircraft operating on the surface at DFW and on short final approach or departure. Data flowed between the TFDM surveillance display and the one carrying electronic flight data, which is intended to replace the paper strips used by most U.S. towers today.
arrivals, segregating arrival routes to deconflict flows, expediting departures and realigning airspace to support those changes.
Following review and approval of these recommendations, design and implementation teams take over at each location. We expect to see operational change as early as March 2013.
In parallel with the prototype study team effort, the FAA continued to work collaboratively with industry through the NextGen Advisory Committee to develop a transparent, repeatable prioritization process to determine the study order for the remaining metroplexes. Using the prioritization criteria, we have selected the next five sites for deployment of study teams. These sites are Atlanta, Houston, Southern California, Northern California and Charlotte, N.C.
We are deploying study teams to all five sites this fiscal year. We expect to complete study team activities at all remaining metroplexes by 2013 and finish all implementation work by 2016.
This effort will help us improve today’s busy metropolitan airspace by reducing route conflicts between airports, adding routes and avoiding reroutes, eliminating altitude restrictions and reducing restrictions due to special use airspace.
The FAA, Airservices Australia and Airways New Zealand established the Asia and Pacific Initiative to Reduce Emissions (ASPIRE) in 2008 to reduce the impact of aviation on the environment in those regions through technological innovation and best-practice air traffic management. The effort includes demonstrations and implementation of key NextGen technologies and practices, including reduced separation, more efficient flight profiles and Initial Tailored Arrivals.
Through the Atlantic Interoperability Initiative to Reduce Emissions (AIRE), a joint project involving the FAA, the European Commission, and U.S. and European airlines, we conducted flight trials demonstrating how NextGen technology and procedures increase fuel efficiency and reduce emissions and noise. Those procedures included continuous climb and descent profiles, optimized oceanic routing and Initial Tailored Arrivals. Similarly, we completed two demonstration flights with our partners from Japan and Singapore, who joined ASPIRE in 2009 and 2010, respectively.
16 NextGen Implementation Plan 16 NextGen Implementation Plan
www.faa.gov/nextgen 17www.faa.gov/nextgen 17
18 NextGen Implementation Plan
In June 2010, the FAA chartered an Aviation Rulemaking Committee to provide a forum for the aviation community to define a strategy for incorporating ADS-B In technologies into the NAS.
Through the JPDO, we are working closely with our interagency partners, NASA and the U.S. departments of Commerce, Defense and Homeland Security, to develop and deliver NextGen capabilities.
GIVING ThE WOrlD NEW WAyS TO Fly
The FAA continued to partner with its international counterparts to ensure that NextGen concepts, systems and procedures match those under development elsewhere. The goal is to provide safe, seamless, efficient and environmentally responsible operations worldwide.
The FAA continues to work with ICAO, industry standard-making bodies and international civil aviation authorities to harmonize standards for NextGen technologies and procedures.
The United States and the European Union also agreed to improve interoperability of NextGen and its European equivalent, the Single European Sky Air Traffic Management Research (SESAR), by cooperating on civil aviation research and development through a new memorandum of cooperation and associated annex for global interoperability. Future cooperation annexes may include aviation research and alternative fuels.
The capabilities and technologies that the FAA developed and implemented in 2010 represent significant milestones in the ongoing transformation of the NAS through NextGen. They pave the way for further progress in the coming year and in the mid-term. Our focus will continue to be on mitigating risk to provide the safest possible air traffic management system while working closely with our aviation community partners and international counterparts to fully realize the benefits of NextGen.
Collaboration with several other government agencies including NASA and the departments of Defense and Homeland Security has helped us explore NextGen concepts. With NASA, we simulated implementing high-altitude airspace boundary changes in support of the NextGen Flexible Airspace concept of operations and conducted human factors testing of high-altitude RNAV operations. We also signed an interagency agreement with NASA to develop UAS modeling and simulation capabilities.
OPErATIONAl WOrkFOrCE
The FAA launched a new effort to train the operational workforce on NextGen capabilities as they are implemented. The technical controller training office is working with NextGen program offices and with the human factors group to ensure that controllers and technicians get the right training at the right time. Training for aviation inspectors, engineers and flight test pilots is also being developed to ensure effective oversight of implementation. Early collaboration has ensured that the training development process will be streamlined to meet the NextGen implementation process.
In addition, a representative of NATCA was assigned to headquarters in fiscal year 2010 to enhance workforce engagement. This representative and additional labor representatives will provide operational expertise in the full cycle of development for NextGen concepts as well as guidance on optimal labor participation in NextGen initiatives.
STAkEhOlDEr COllABOrATION
NextGen is a collaborative endeavor, and the FAA is working with aviation community partners to lay the groundwork for successfully meeting our mid-term commitments. The FAA initiated a community engagement strategy involving a new senior-level advisory panel, the NextGen Advisory Committee, representing the broader aviation community on issues involving air traffic, safety, airports, the environment and international harmonization.
www.faa.gov/nextgen 19
NextGen Benefits Demonstrating Operational Savings and Improvements Today
The FAA has greatly expanded its work on demonstrations, trials and initial deployment of NextGen systems and procedures during the past year. National Airspace System (NAS) operators and users – particularly participants in the demonstrations and trials – are benefiting from them. But there is a chicken-and-egg nature to the economic and policy decisions that will have the most influence over the extent and timing of future benefits.
On the one hand, achieving NextGen’s benefits depends heavily on aircraft operators and other stakeholders investing in the avionics, ground equipment, staffing, training and procedures they will need to exploit the infrastructure that the FAA puts in place to transform the aviation system in the coming decade and beyond.
On the other hand, the willingness of operators and other stakeholders to make these investments depends critically on the business case for them – analyses of how valuable these benefits will be, and a clear demonstration that the analyses will turn out to be valid.
When costs are clear but benefits are even a little bit cloudy, there is an information gap that the FAA must help fill. We try to do this in two ways. First, we conduct broad, system-
level analyses, estimating how integrated NextGen benefits will develop and grow over a period of years. This work draws on modeling and simulations of how NAS operations will change and what effects the changes will have.
Second, we conduct a wide range of demonstrations and operational trials of specific NextGen systems and procedures. These demonstrations, conducted in real-world settings by operations and development personnel using prototype equipment, serve many purposes. They mitigate program risks and show us whether we are on the right track in our technical approaches. They provide valuable insight into how equipment should be designed for operability, maintainability and a sound human-automation interface. And they are instrumental in advancing our understanding of the benefits to be gained from the capabilities being demonstrated.
Each demonstration is specific to a time, place and set of operating conditions. The demonstrations enable us to tally benefits in ways that consumers and the aviation community understand and value – increasing efficiency, saving time and money, and reducing fuel consumption, greenhouse gas emissions and noise.
20 NextGen Implementation Plan
This information from the demonstrations helps us refine our models of NAS operations and how these operations will change, and thus our overall estimates of NextGen benefits. Further, it provides direct measurements of the ways specific NextGen capabilities can benefit NAS stakeholders and the public, enabling stakeholders to improve their own estimates of the benefits and costs of buying equipment for NextGen, and to be more confident of their analyses.
Our latest estimates show that by 2018, NextGen air traffic management (ATM) improvements will reduce total delays, in flight and on the ground, about 35 percent compared with what would happen if we did nothing. The delay reduction will provide $23 billion in cumulative benefits from 2010 through 2018 to aircraft operators, the traveling public and the FAA. We will save about 1.4 billion gallons of aviation fuel during this period, cutting carbon dioxide emissions by 14 million tons.
These estimates assume that flight operations will increase as projected in the FAA’s Aerospace Forecast for Fiscal Years 2010-2030. The forecast depends in turn on economic growth projections that may affect the demand for air transportation and the price of fuel. Another assumption is that operators will equip their aircraft gradually during the decade to take advantage of NextGen capabilities.
We believe these benefit estimates are somewhat understated, and we continue to refine them. These benefit models include major NextGen air traffic management improvements, major airport infrastructure projects and the carbon dioxide emission reductions that result from our advanced systems and procedures. These models do not yet include other environmental effects, emissions benefits from sustainable alternative fuels, the fuel-efficiency benefits of airframe and engine improvements, security benefits and infrastructure projects at smaller airports. We will continue to update our integrated NextGen benefits estimates as we develop and validate improved modeling capabilities, and as new economic or operational conditions warrant.
Aviation safety, the environment and airport operations throughout the NAS will benefit greatly from NextGen capabilities. At the same time, the FAA’s safety, environment and airports organizations, with industry and other government partners, are contributing greatly to making NextGen a reality.
SAFETy
Many NextGen operational capabilities will make the NAS safer. For example, broadcast services will improve the ability of appropriately equipped aircraft to display directly to the flight deck information about nearby traffic, weather and flight-restricted areas. Automatic Dependent Surveillance-Broadcast (ADS-B) improvements in situational awareness – on the ground and in cockpits – will increase controllers’ and pilots’ individual and combined ability to avoid potential danger and provide valuable time savings in search and rescue efforts.
More precise tracking and information-sharing will improve the situational awareness of pilots, enabling them to plan and carry out safe operations in ways they cannot do today. Air traffic controllers will become more effective guardians of safety through automation, implementation of the Safety
Management System (SMS) process and simplification of their most routine tasks, coupled with better awareness of conditions in the airspace they control.
Advances in tracking and managing operations on airport surfaces will make runway incursions less likely. Leveraging Airport Surface Detection Equipment-Model X (ASDE-X) surface radar coverage with ADS-B surveillance of aircraft and ground vehicles will increase situational awareness, particularly when linked with runway status lights. Collaborative decision making will increase everyone’s understanding of what others are doing.
Starting with pre-takeoff advisories, departure instructions and reroutes for pilots, we will use data messages increasingly
instead of most voice communications between pilots and controllers, reducing opportunities for error or misunderstanding. Voice channels will be preserved for the most critical information exchange.
ENVIrONMENTAs with safety, our work to enhance aviation’s influence on the environment also benefits – and is a beneficiary of – NextGen. The operational improvements that reduce noise, carbon dioxide and other greenhouse-gas emissions from aircraft are the tip of the FAA’s environmental iceberg. Equally important are the other four-fifths of the agency’s environmental approach – aircraft and engine technology advances, sustainable fuels, policy initiatives and advances in science and modeling.
www.faa.gov/nextgen 21
Environmental benefits of operational improvements are simple and direct. When we improve efficiency in the NAS, most of the time we save time and fuel. Burning less fuel produces less carbon dioxide and other harmful emissions. And some of our NextGen improvements, notably landing approaches in which aircraft spend less time maintaining level flight and thus can operate with engines at idle, reduce ground noise too. But operational benefits go only so far; their net system-wide effect can be offset by growth of the aviation system.
To accommodate system growth, we are looking to develop aircraft, engine and fuel technology. In 2009, we established the Continuous Lower Energy, Emissions and Noise program to bring promising new airframe and engine technologies to maturity, ready to be applied to commercial designs, within five to eight years. Similarly, we are part of a government-industry initiative, the Commercial Aviation Alternative Fuels Initiative, to develop sustainable low-emission alternative fuels and bring them to market.
We have developed and are using the NextGen Environmental Management System (EMS) to integrate environmental protection objectives into NextGen planning and operations. The EMS provides a structured approach for managing our responsibilities to improve environmental performance and stewardship. We also are analyzing the effect on aviation of environmental policy and standards and of market-based measures, including cap-and-trade proposals.
AIrPOrTS
Many airports will benefit from substantial improvements in efficiency, access, surveillance, environment and safety. Surveillance, situational awareness and safety will improve at airports with air traffic control (ATC) radar services as we deploy ADS-B ground stations across the NAS and update our automation systems, and as operators equip their aircraft for it. The FAA also plans to publish Wide Area Augmentation System (WAAS) Localizer Performance with Vertical Guidance (LPV) approach procedures for all suitable runway ends by 2016.
Additional Performance Based Navigation capabilities in busy metroplex areas will provide efficiency and reliability improvements during inclement weather, and will relieve or eliminate conflicts among routes into or out of airports that are close to one another. At the busiest airports, air traffic controllers, operators and airport personnel will share surface situational awareness information to reduce taxi times collaboratively. And NextGen will make the entire system more flexible, enabling it to respond to changing demands on flight operations, including the continued evolution of space transportation operations, and of unmanned aircraft systems operating in the NAS.
FlIGhT OPErATIONS
All aircraft operators in the NAS will benefit from two major categories of improvements – efficiency and capacity, and access. Much of the time, efficiency and capacity go together. When we reduce the distance needed for the safe separation of aircraft, reduce delays from weather and other disruptions, and increase flight-path and procedures options for controllers as they maintain the flow of traffic, we improve capacity as well. Surface initiatives like the ones we describe below make important contributions across the board – they improve situational awareness and safety, they reduce fuel consumption and carbon dioxide emissions and they reduce tarmac delays. And by improving the efficiency of surface operations, they increase capacity.
Access issues center on runways at major airports, affecting mainly airlines, and airports and airspace that lack radar coverage, a problem for general aviation. NextGen will improve efficiency in operations that involve closely spaced parallel runways and converging and intersecting runways. Area Navigation (RNAV) and Required Navigation Performance (RNP) will improve efficiency and capacity in departures and approaches. For general aviation, ADS-B will enable controllers to track properly equipped aircraft in non-radar areas covered by ADS-B ground stations. General aviation operators equipped for ADS-B In will receive traffic and weather information directly in the cockpit, providing them with greater situational awareness. LPV approach procedures will give properly equipped aircraft Instrument Landing System (ILS)-like capability at non-ILS airports.
In the 2010 update of the NextGen Implementation Plan, we surveyed a wide variety of demonstration programs and operational trials that illustrated benefits to the NAS and its stakeholders. For this year’s Plan, we will highlight surface collaboration and initial tailored arrivals, demonstration programs that advanced significantly during 2010.
SurFACE COllABOrATION
Getting aircraft into and out of our nation’s airports safely and efficiently is essential for smooth operations, and it begins on the ground. Improving operations on runways, taxiways and ramps is an important part of NextGen.
We have a number of efforts under way showing how better situational awareness and pacing on the ground will give operators and the traveling public more reliability and save them time, while also managing environmental impacts. We can cut fuel consumption and emissions by reducing the time and number of aircraft idling on taxiways waiting for takeoff, or for open gate slots upon arrival. Also, we can reduce equipment wear – stop-and-go accelerations are hard on engines and other parts, and they also emit significant additional amounts of carbon dioxide into the atmosphere.
22 NextGen Implementation Plan
A major success of the year was the minimal disruption that occurred during a four-month runway resurfacing and widening project in one of the nation’s busiest airspaces. The longest runway at New York John F. Kennedy International Airport (JFK) – 31L/13R, also known as the Bay Runway – had to be expanded to accomodate new, larger aircraft. The project also included taxiway improvements and construction of holding pads for parking delayed aircraft and enabling other aircraft to move ahead for takeoff.
To minimize disruption during construction, JFK’s operators turned to a collaborative effort using departure queue metering, in which each departing aircraft from JFK’s many airlines was allocated a precise departure slot and waited for it at the gate rather than congesting taxiways. The procedure limited delays so well, it was extended after the work on runway 31L/13R was completed. Preliminary estimates indicate that using this system could save 5 million gallons of fuel and 7,000 hours of taxi time a year. The runway improvements are estimated to reduce flight delays by 10,500 hours a year.
The JFK experience contributed to concepts of departure queue management. It drew on experience in an FAA demonstration of Collaborative Departure Queue Management (CDQM) in 2009 at Memphis International Airport in Tennessee, where we worked with FedEx. CDQM shares real-time data about the location of all aircraft and other vehicles on the airport surface among controllers, pilots, airline operations centers, airport operators and the FAA’s Air Traffic Control System Command Center. We took the success of the JFK system as a demonstration that CDQM will work in operations involving multiple airlines.
Another step toward CDQM is N-Control, a NextGen-funded initiative to reduce fuel burn, carbon dioxide emissions and taxi-out times by holding aircraft at the gate, as at JFK. While metering operations at JFK dealt with a specific problem, N-Control is meant for business-as-usual situations, too. The N in N-control refers to the maximum number of aircraft authorized to push back and enter an airport’s active movement area during a set time period. The goal is to feed the runway constantly, without getting into stop-and-go movement of aircraft. Preliminary findings from a one-month demonstration at Boston Logan International Airport, conducted August-September 2010, indicate reductions of nearly 18 hours of taxi-out time, 5,100 gallons of fuel and 50 tons in carbon dioxide emissions.
N-Control is meant to be a relatively simple, low-cost program for airports that may not require the highest CDQM capability, which entails more significant hardware/software investments and depends on surface decision support systems and user data-sharing interfaces. We are demonstrating such an advanced system at Memphis, where operators can manage their own takeoff slot allocations through automated metering. The demonstration reduced fuel consumption and carbon emissions during periods of heavy departure demand. Surface management demonstrations are continuing at Memphis, where we worked with Delta Air Lines as well as FedEx during 2010, and Orlando, Fla.
At JFK and Memphis, sharing surface surveillance data with airlines has reduced taxi times by more than one minute per departure on average. Surface metering techniques being demonstrated at these facilities appear to shift an additional
minute from the taxiways to the gates, conserving additional fuel. These results suggest that the combined annual savings from increased data sharing and metering could be about 7,000 hours of taxi time at JFK and 5,000 hours at Memphis.
For CDQM, the next step beyond Memphis was Orlando, where we conducted field evaluations in 2010. The environments of the two
airports differ greatly, enabling us to concentrate on different CDQM capabilities. At Memphis, FedEx conducts a massive hub operation overnight, when it is the only carrier operating there. During the day, Delta is the hub airline, with two high-density departure pushes. Delta and its regional affiliates account for nearly 85 percent of passenger-carrier departures at Memphis. By contrast, none of the airlines conduct hub operations at Orlando, and it takes the combined departures of Orlando’s eight biggest airlines – of a total of 39 airlines that serve the airport – to account for as great a percentage of departures as Delta’s at Memphis.
In these differing environments, we have pursued different objectives. Memphis is a test for systems to reduce departure queues in periods of high demand that involve essentially a single airline. Delta’s and FedEx’s ramp towers handle their own flights. The Memphis tower handles access for the other airlines at the airport.
At Orlando, the main focus of CDQM has been on automated identification of departure queue management
www.faa.gov/nextgen 23
issues involving traffic management initiatives – including flights with new estimated departure control times, flights affected by departure miles-in-trail restrictions and flights needing or already assigned approval requests – as well as extended departure delays related to weather and other disruptions, and surface data integrity.
All the surface data-sharing capabilities we are implementing support the development of the Tower Flight Data Manager (TFDM) system. TFDM will integrate a number of air traffic control tower systems and a suite of decision support tools, like CDQM, into a common information management platform and distribute the information on a common display platform. The various capabilities will be made available like applications on a smartphone, adding up to support for trajectory-based operations on the surface.
Our goal is not only a collaborative surface traffic management system that maximizes efficiency in surface traffic flow. We also seek increased situational awareness for controllers and pilots to improve safety.
Surface safety will be enhanced when we leverage modern ground-surveillance tools such as ASDE-X in combination with NextGen capabilities. In particular, the surveillance and situational awareness capabilities offered by ADS-B will enable pilots and controllers to see properly equipped ground vehicles as well as aircraft, even when weather reduces visibility. Using ASDE-X’s detailed coverage of movement on runways and taxiways, controllers can detect potential runway incursions. We have installed ASDE-X at 32 commissioned airports, and we expect to add three more airports this year.
To further leverage ASDE-X surface-movement information, we have installed Data Distribution Units (DDUs) at many ASDE-X locations. DDU data are shared through a nationwide network that will give operators access to surface-movement information from a single System Wide Information Management interface. In 2010, we worked on policies for data rights and data release in support of surface data-sharing goals, and we expect to establish these policies in 2011.
The FAA has established standards for a comprehensive Geographic Information System (GIS) program for collecting and maintaining safety-critical and facility data for airports. Airport GIS is part of an FAA-wide initiative to strengthen data quality, improve industry efficiencies and reduce data collection and management costs. It is a single, robust, Web-based system for airport-related data.
Thirty-seven airports across the country are the first to collect and input data into Airport GIS. These data are laying
the foundation for the creation of electronic Airport Layout Plans (eALPs). ALPs are scaled drawings of existing and proposed land and facilities needed to operate and develop the airport. They represent an understanding between the airport owner and the FAA on the development and operation of the airport. The eALP will be the basis for future collaborative decision making in airport development, and for ensuring safety through the implementation of safety management systems.
INITIAl TAIlOrED ArrIVAlS
An Initial Tailored Arrival (ITA) is a pre-negotiated arrival path through airspace of multiple ATC facilities. The ITA limits vectoring and minimizes the time the aircraft spends maintaining level flight during its descent. The concept has matured during four years of demonstrations, and we will make the transition to normal operations this year.
The pilot initiates an ITA with a request to ATC while the aircraft still is in its cruise phase. If an ITA is available, the controller sends the pilot a clearance that includes a descent profile with speed and altitude restrictions, as applicable. The clearance is sent as data, which limits ITAs at present
to aircraft equipped with the Future Air Navigation System (FANS) for communications over oceans. The pilot loads the clearance directly into the aircraft’s flight management system, which controls the descent.
ITAs differ from other types of Optimized Profile Descents (OPDs) in that they are assigned by controllers
to specific approaches and tailored to the characteristics of a limited number of FANS-equipped aircraft types – 747s, 777s, A330s, A340s and A380s. They begin at the top of the descent and, when completed, control the aircraft all the way down to the runway. By contrast, other types of OPDs, such as RNAV arrival procedures, are published for all users and must serve a wide variety of aircraft types.
Controllers monitor ITAs throughout the aircraft’s descent. Traffic conflicts, unfavorable weather or other factors often cause them to discontinue an ITA while it is in progress, converting it to a conventional arrival. Data show that even partial ITAs are beneficial to operators and the environment. A key feature of an ITA is that the aircraft descends from its cruise altitude more continuously, with a minimal requirement to maintain level flight. If an aircraft needn’t maintain level flight, its engines can be set at or near idle. This saves fuel and reduces emissions of carbon dioxide and other harmful gases.
We have conducted ITA flight demonstrations at San Francisco, Los Angeles and Miami, all in conjunction with our international green-aviation initiatives, the Asia and
Better situational awareness and pacing on the ground will
give operators and the traveling public more reliability and save them time, while also managing
environmental impacts.
24 NextGen Implementation Plan
Pacific Initiative to Reduce Emissions (ASPIRE) and the Atlantic Interoperability Initiative to Reduce Emissions (AIRE). Last fall, we completed a rough-order-of-magnitude life cycle business case estimate using data from 11,476 arrivals at San Francisco of 747-400 and 777-200 aircraft between December 2007 and September 2010.
We estimated that the 747s saved an average of 176 gallons of fuel per arrival in ITAs and 78 gallons per flight in partial ITAs, compared with conventional approaches. For 777s, the corresponding savings were 99 gallons in full ITAs and 43 gallons in partial ITAs.
To assess the business case, we estimated the costs of establishing ITAs and operating them through 2030 at 10 airports – the current three, plus Anchorage, Alaska; Honolulu; Orlando, Fla.; Portland, Ore.; San Juan, Puerto Rico; Seattle-Tacoma, Wash.; and Travis Air Force Base in California. Most Atlantic Coast airports are not near-term candidates now because the ITA clearance would have to be given in Canadian airspace.
We also estimated benefits over the 20-year period, based entirely on fuel savings. We did not try to put a value on the reduction in carbon dioxide emissions or noise.
We found very high benefit-to-cost ratios – 44:1, 33:1 and 22:1, depending on whether growth in Data Communications avionics equipage over 2010 levels is high, moderate or zero. In each case the payback year is 2012. The benefit-to-cost ratios are unusually high because the main driver of benefits is avionics – FANS and an advanced flight management system – and airlines already have incurred the cost of each. The remaining costs are very low relative to benefits.
When ITAs are fully operational, they still will be limited to aircraft with FANS. Also, ATC facilities still will need the Advanced Technologies and Oceanic Procedures system, which is the only automated platform that can send the ITA data messages. But all airlines with FANS-equipped aircraft, not just the airlines involved in the demonstration programs, will be able to use the procedure. And we will make it available at other international gateway airports.
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v03-
2011
26 NextGen Implementation Plan
NextGen Operating in the Mid-Term
This section describes how the FAA envisions airspace system operations in the mid-term by showing what an aircraft operator will experience through all phases of flight. As we transition to this state over the next several years, operators and the flying public will continue to reap the benefits of NextGen, including improved safety, increased capacity and efficiency, and better environmental performance. The mid-term system, in turn, will provide a foundation for a further evolution of the airspace system in the long term.
With NextGen, we must continue to advance safety in the face of increasing traffic and the introduction of very light jets, unmanned aircraft systems and commercial space flights. Further reductions in the accident rate are essential as the overall traffic increases, and achieving those reductions depends on focused safety initiatives and a pervasive approach to safety that is formalized through the safety management system.
NextGen will take full advantage of proactive safety management which allows us to analyze trends and uncover problems early on, so that preventive measures are put in place before any accident can occur. Our safety information sharing and analysis tools will evaluate data from a variety of FAA systems, a multitude of operators,
and international databases to monitor the effectiveness of safety enhancements and identify where new safety initiatives are warranted.
NextGen will accelerate efforts to improve aviation’s environmental and energy performance to be able to sustain growth and add capacity. A strategic Environmental Management System approach will be used to integrate environmental and energy objectives into the planning, decision making and operation of NextGen. We will realize emissions, energy and noise benefits from advanced systems and procedures, but more improvements will be needed than can be operationally achieved. A major NextGen initiative, the Continuous Lower Energy, Emissions and Noise (CLEEN) program, helps accelerate the development and certification of promising new engine and airframe technologies and sustainable alternative fuels. Entry into service of successfully demonstrated CLEEN technologies is expected in the mid-term. We also expect that, aided by the government-industry Commercial Aviation Alternative Fuels Initiative, sustainable alternative fuels will supply some of the civil jet fuel supply needs by the end of the mid-term, and this contribution will continue to increase in future years, improving air quality and reducing net carbon dioxide emissions while striving to achieve carbon-
www.faa.gov/nextgen 27
neutral growth by 2020, using 2005 as the baseline.
This mid-term system is enabled by policy, procedures and systems both on the ground and on the flight deck. It makes the most of technologies and procedures that are in use today, while introducing new systems and procedures that fundamentally change air traffic automation, surveillance, communications, navigation and the way we manage information.
In addition to the advanced systems and procedures we develop through the NextGen transformational programs and solution sets, the mid-term system depends on coordination with and support from FAA specialists on safety, security, airports, the environment, policy development and the other building blocks of a modern air traffic management system. FAA information and management systems must keep all these activities synchronized as we approach the mid-term, reach it and move on.
Key ground infrastructure and avionics are included here in tables for each of the flight phases. A more detailed description of the mid-term system, including the FAA’s National Airspace System Enterprise Architecture and other documentation, is available on the FAA’s NextGen Web site, www.faa.gov/nextgen.
While operators who adopt related new avionics will receive the greatest benefit in this time frame, lesser-equipped operators still will be accommodated. The investments for operators and airports to support these operations are discussed in Appendix A. Through international collaboration on standards, we make certain that avionics developed to take advantage of NextGen or other advanced infrastructures worldwide will be interoperable.
FlIGhT PlANNING
Flight planners in the mid-term will have increased access to relevant information on the status of the National Airspace System through a shared network-enabled information source. Operators will have access to current and planned strategies to deal with congestion and other airspace constraints. New information will include scheduled times of use for special activity airspace for military, security or space operations. It will describe other airspace limitations, such as those due to current or forecast weather or congestion. It also will show the status of properties and facilities, such as closed runways, blocked taxiways and out-of-service navigational aids. This shared information will enhance the ability of users to plan their flight operations according to their personal or business objectives. Updates will be available as individual flight-planning objectives are affected by changes in airspace system conditions. Operators will plan their flights with a
full picture of potential limitations, from ground operations to the intended flight trajectory.
An outcome of this planning process will be an electronic representation of the operator’s intended flight profile, updated for changing conditions that might affect the flight’s trajectory. Operators and air traffic management personnel will have common access to this real-time information, shared via a secure network. This information will provide each group with improved situational awareness for planning and for the ability to predict and resolve conflicts. Improvements in calculated schedule arrival times will enhance system-wide planning processes. Accomplishing this will give controllers automated information on airport arrival demand and available capacity to improve sequencing and the balance between arrival and departure rates. Later analysis of a substantial body of data – a full day’s, or more – will enable managers to apply lessons learned to future operations.
These advances will better accommodate operator preferences and improve the use of resources, even to the point of scheduling at the destination. For operators, they will mean more efficient traffic management and enhanced environmental performance by improving the ability to fine-tune and adjust schedules during planning and throughout the flight. For air traffic management, they will mean more comprehensive situational awareness, including user intent, and a capability to manage flights in groups as well as individually.
PuSh BACk, TAxI AND DEPArTurE
As the time for the flight approaches, the final flight path agreement will be delivered to the flight crew as a data message. Data communications will provide pre-departure clearances that allow amendments to flight plans. When the aircraft taxis out, the flight crew’s situational awareness will be improved by flight-deck displays that portray aircraft movement on a moving map that indicates the aircraft’s position on the airport surface and, at busy airports, the position of other aircraft and surface vehicles. In the tower, improved ground systems, such as surface-movement displays, will enable controllers to manage the use of taxiways and runways more efficiently; choosing the best
Key Ground Infrastructure
• Data Communications (Data Comm)• En Route Automation Modernization (ERAM)• Modernized Aeronautical Information Management (AIM)• NextGen Network Enabled Weather (NNEW)• NextGen Weather Processor (NWP)• System Wide Information Management (SWIM)• Tower Flight Data Manager (TFDM)• Traffic Flow Management System (TFMS)
FLIG
HT
PLA
NN
ING
28 NextGen Implementation Plan
runway and taxi paths based on the departing aircraft’s intended flight path and the status and positions of all other aircraft on the airport surface and in the terminal area.
These flight deck and tower displays are important safety tools that will improve our prevention of runway incursions and other surface conflicts, especially when visibility is low. More efficient management and the ability to revise departure clearances using data communications will mean fewer radio transmissions, shorter wait times, fewer departure delays and reduced fuel consumption and emissions. Weather information will be integrated into decision making for surface management.
Departure performance will be improved by using multiple precise departure paths from each runway end through Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures. Multiple departure paths will enable controllers to place each aircraft on its own separate track, avoiding known constraints, thunderstorms and other severe weather near the airport.
The ability to operate simultaneously on closely spaced parallel runways – through increased accuracy in surveillance and navigation, and through improved understanding of wake vortices – means airports in effect will gain capacity for
their existing runways. Together, these capabilities will enhance safety, improve environmental performance, and reduce operators’ delay and fuel costs.
Precise departure paths will optimize system operations for entire metropolitan areas, reducing delays by allowing each airport to operate more independently. This will better separate arrival and departure flows for airports in proximity to one another, which will provide more efficient access to both commercial service and general aviation airports in congested metropolitan regions. These precise departures also can be designed to support airports that are now limited by terrain and other obstacles or during periods of reduced visibility. Precise paths will reduce flight time, fuel burn and emissions. They may also decrease the impact of aircraft noise to surrounding communities.
ClIMB AND CruISE
As the aircraft climbs into the en route airspace, enhanced processing of surveillance data will improve position information and enable the flight crew and controllers to take advantage of reduced separation standards. Because the flight crew will be able to monitor the position of other aircraft from their own aircraft’s flight deck, air traffic personnel will be able to assign spacing responsibility to the flight crew as it climbs to its cruising altitude. The aircraft will be able to merge into the overhead stream with a minimum of additional maneuvers.
Key Ground Infrastructure
• Automatic Dependent Surveillance-Broadcast (ADS-B) ground stations
• Airport Surface Detection Equipment-Model X (ASDE-X)• Data Comm• Integrated Departure and Arrival Coordination System• Modernized AIM• NNEW• NWP• Satellite Based Augmentation System (SBAS) • Standard Terminal Automation Replacement System (STARS)
enhancements • SWIM• TFDM• TFMS
Avionics
• ADS-B, Traffic Information Services-Broadcast (TIS-B), Flight Information Services-Broadcast (FIS-B)
• Area Navigation (RNAV) and Required Navigation Performance (RNP)
• Data Comm
PusH
BA
ck,
TAxI
AN
d d
ePA
rTu
re
Key Ground Infrastructure
• ADS-B ground stations• Advanced Technologies and Oceanic Procedures• Data Comm• ERAM• NNEW• NWP• Time Based Flow Management (TBFM)• TFMS
Avionics
• ADS-B In and Out, with associated displays like Cockpit Display of Traffic Information
• Data Comm, including integration with the Flight Management System
• Future Air Navigation System in oceanic airspace• RNAV and RNP
cLIm
B A
Nd
cru
Ise
www.faa.gov/nextgen 29
Data communications will provide routine and strategic information to the flight crew and automate some routine tasks for both pilots and controllers. Controllers will be able to focus on providing more preferred and direct routes and altitudes, saving fuel and time. Fewer voice communications also will reduce radio-frequency congestion and spoken miscommunication. When weather affects many flights, clearances for aircraft equipped for data communications will be delivered automatically to the controller and uplinked, increasing controller and operator efficiency.
If a potential conflict with other aircraft, bad weather, homeland security interventions or other constraints develops along the aircraft’s planned path, automation will identify the problem and provide recommended changes in trajectory or speed to eliminate the conflict. If the aircraft is equipped for data communications, the controller will send the pilot the proposed change via a data message. Pilot and controller will negotiate the change, in coordination with the flight operations center. Agreed-on changes will be loaded into both ground and aircraft systems. Improved weather information, integrated into controller decision support tools, will increase controllers’ efficiency and greatly reduce their workload during bad weather.
At times, traffic delays, airspace restrictions or adverse weather will require additional changes to the flight path agreement. When rerouting is needed, controllers will be able to assign offsets to the published route. Tailored to each flight, these offsets will be a way of turning a single published route into a “multi-lane highway in the sky.” Use of offsets will increase capacity in a section of airspace. Since the final agreement will be reached via data messaging, complex reroutes can be more detailed than those constrained by the limitations of voice communications and reduce one source of error in communications.
In oceanic operations, air traffic management personnel will provide aircraft entering oceanic airspace with an optimized trajectory. Airspace entry will be specified by track entry time and the intended trajectory. As weather and wind conditions change, both individual reroutes and changes to the entire route structure will be managed via data communications.
DESCENT AND APPrOACh
NextGen capabilities will provide a number of improvements to terminal area operations that save fuel, reduce noise, increase predictability and minimize maneuvers such as holding patterns and delaying vectors. Enhanced traffic management tools
will analyze flights approaching an airport from hundreds of miles away, across facility boundaries, and will calculate scheduled arrival times to maximize arrival performance. These advances will improve the flow of arrival traffic to maximize use of existing capacity. Improvements in calculated schedule arrival times will enhance system-wide planning processes. Controllers will gain automated information on airport arrival demand and available capacity, enabling them to improve sequencing and the balance between arrival and departure rates.
Information such as proposed arrival time, sequencing and route and runway assignments will be exchanged with the aircraft via a data communications link to agree on a final flight path. The final flight path will ensure that the flight has no potential conflicts, and that there is an efficient arrival to the airport, while maintaining overall efficiency of the airspace operation.
With the improved precision of NextGen systems, separation between aircraft can be reduced safely. Suitably equipped aircraft will be able to fly precise vertical and horizontal paths, called Optimized Profile Descents, from cruise down to the runway. These precision paths, which may include precise inter-arrival spacing by the aircraft, will allow for more efficient transitions from cruise to the approach phase of flight into high-density airports. Controllers will be able to use multiple precision paths that maintain flows to each runway, using RNAV and RNP arrivals. Precise arrivals will save fuel and reduce emissions.
Today, the structure of arrival and departure routes does
Key Ground Infrastructure
ADS-B ground stations• ASDE-X•
• Data Comm• Ground Based Augmentation System (GBAS)• NNEW• NWP• SBAS• STARS enhancements• TBFM• TFDM• TFMS
Avionics
• ADS-B In and Out• Data Comm• GBAS avionics• RNAV and RNP• Vertical Navigation
des
ceN
T A
Nd
APP
roA
cH
30 NextGen Implementation Plan
not allow for the most efficient use of airspace. By redesigning airspace, new paths can be used to provide integrated arrival and departure operations. The FAA will provide users with better options to manage departure and arrival operations safely during adverse weather, maintaining capacity that otherwise would be lost. Poor-visibility conditions dramatically reduce the capacity of closely spaced runways, and the capacity losses ripple as delays throughout the airspace system. NextGen capabilities will make it possible to continue using those runways safely, by providing better-defined path assignments and appropriate separation between aircraft.
lANDING, TAxI AND ArrIVAl
Before the flight lands, the assigned runway, preferred taxiway and taxi path to the assigned parking space or gate will be available to the flight crew via data communications. This capability will be enabled by a ground system that recommends the best runway and taxi path to controllers, based on the arriving aircraft’s type and parking assignment, and the status and positions of all aircraft on the airport surface.
Flight deck and controller displays will monitor aircraft movement and provide traffic and incursion alerts, using the same safety and efficiency tools as during departure
Key Ground Infrastructure
• ADS-B ground stations• ASDE-X• Data Comm• Integrated Departure and Arrival Coordination System• Modernized AIM • NNEW• STARS enhancements• SWIM• TBFM• TFDM• TFMS
Avionics
• ADS-B, TIS-B• Data Comm
LAN
dIN
G,
TAxI
AN
d A
rrIv
AL
operations. This will reduce the potential for runway incursions. Appropriate surface and gate-area vehicle movement information will be shared among air traffic control, flight operations centers and the airport operator. Airport and airline ramp and gate operations personnel will know each inbound aircraft’s projected arrival time at the gate. Operators will be able to coordinate push backs and gate arrivals more efficiently.
Existing runway capacity will increase through the mid-term with more precise routing and separation of departing and arriving aircraft. Throughput rates will be similar during all weather conditions. Updated procedures for closely spaced parallel operations will allow simultaneous arrivals. Airports may be able to site new runways with greater flexibility and make better use of existing runways. Overall, airports will balance surface, gate and terminal capacity with the improved runway capacity afforded by NextGen. Planned airfield improvements that are expected to come online in the next several years include the following:
NEW RUNWAYS• Chicago (ORD)• Columbus (CMH)
RUNWAY EXTENSIONS• Anchorage (ANC)• Atlanta (ATL)• Fort Lauderdale (FLL)• San Antonio (SAT)
AIRFIELD RECONFIGURATION• Chicago (ORD)• Philadelphia (PHL)
AIr
FIeL
d Im
Pro
vem
eNTs
www.faa.gov/nextgen 31
NextGen Ahead Working Toward Tomorrow
The FAA is moving forward in a coordinated, integrated manner to deliver the capabilities necessary to enable the agency’s vision for NextGen.
Several important milestones are right around the corner. This section highlights a few of the key NextGen advances the FAA will be working on over the next couple years. Appendix B provides an overview of the FAA’s NextGen-related work activities between now and the mid-term.
Also in this section, we offer a look at the governance structure the FAA has put in place to manage such a massive undertaking as NextGen, and ensure the timely, cost-effective delivery of NextGen capabilities and benefits.
ADS-B IN
The FAA last year chartered an Aviation Rulemaking Committee (ARC) to provide a forum for the aviation community to define a strategy for incorporating Automatic Dependent Surveillance-Broadcast (ADS-B) In technologies into the National Airspace System (NAS). ADS-B In capability, combined with a cockpit display, provides greater situational awareness to both high- and low-altitude operators by providing highly accurate traffic. ADS-B In further offers low-altitude users essential flight
data such as weather and Special Activity Airspace (SAA) information. The ARC is composed of about two dozen representatives from various aviation user groups, as well as segments of industry and government.
The ADS-B In ARC’s initial recommendations are due to the FAA leadership in fall 2011. Those findings are expected to provide a clear definition on how the aviation community should proceed with ADS-B In, while ensuring compatibility with the ADS-B Out avionics standards detailed in the ADS-B Out final rule published in May 2010. Feedback provided by the aviation community in response to those recommendations will be incorporated into an ARC final report due by June 2012 that will detail suggested next steps.
The ARC’s work will set the stage for future ADS-B In applications, such as spacing and merging aircraft using flight deck interval management. This capability provides more precise aircraft-to-aircraft position information to the flight deck, enabling flight crews to line up their aircraft more efficiently on final approach, saving fuel and maximizing runway capacity. The FAA is currently working with industry on the initial development of flight deck interval management capabilities.
32 NextGen Implementation Plan
DATA COMMuNICATIONS
Data Communications (Data Comm) will enable digital air traffic control (ATC) information to be exchanged between controllers and pilots, and auto-loaded directly into aircraft flight management systems. This capability will decrease the reliance on voice communication and significantly reduce opportunities for error. On the ground, Data Comm will streamline departure clearances for aircraft sitting at the gate, and provide the ability to transmit revisions to those clearances. In the air, Data Comm will provide for the digital transmission of airborne reroutes. On arrival and landing, Data Comm will enable taxiway and gate assignment information to be sent directly to the flight deck.
A final investment decision slated for 2012 will enable us to contract with a vendor to provide the VHF radio network that will carry Data Comm messages. We also are moving forward with the development of Controller Pilot Data Link Communications, the application that will facilitate the integration of Data Comm into ATC automation platforms and the aircraft flight deck.
Towers are expected to begin offering departure clearances with revisions to Future Air Navigation System (FANS) 1/A+ equipped aircraft by 2015. En route centers are expected to be able to start issuing airborne reroutes via Data Comm in 2018. This planning date has been adjusted out two years as we continue to weigh the complexity of integrating enhancements into the NAS as well as budget adjustments.
SySTEM WIDE INFOrMATION MANAGEMENT
System Wide Information Management (SWIM) is the network structure that will carry NextGen digital information. SWIM will enable cost-effective, real-time data exchange and sharing among users of the NAS.
In October 2010, the Corridor Integrated Weather System (CIWS) became the first ATC system to share information via the SWIM interface. SWIM compliance means the weather information provided by CIWS to en route center traffic management units can now be made available to external users, such as airline operations centers, to create a common situational awareness. SWIM achieved the same milestone with the Integrated Terminal Weather System in January 2011. By 2015, all seven ATC systems targeted for SWIM’s initial implementation phase are expected to be SWIM compliant.
Throughout 2011, the SWIM program will continue the development work necessary to gather and share airport
surface data via SWIM surface information in 2012. By 2013, the SWIM program expects to have standardized its core information delivery service, meaning that custom interfaces will no longer have to be built for programs seeking SWIM compliance.
SPECIAl ACTIVITy AIrSPACE
The FAA is working closely with the Department of Defense (DoD) to improve information sharing on the status of Special Activity Airspace (SAA). Today, the DoD reserves large sections of airspace for mission purposes. Determining when that airspace is safely available for civilian use can be difficult. Being able to take advantage
of unused SAA offers the potential to reduce congestion, particularly at peak times.
Between now and 2014, the FAA will continue working with the DoD and industry stakeholders to leverage evolving digital communication capabilities to increase awareness and predictability of SAA usage. Operators will be able to more reliably plan and use flight routes that cross inactive SAA without affecting DoD mission needs. By 2014, we plan to have SAA status information integrated into air traffic decision support tools.
ClOSEly SPACED PArAllEl OPErATIONS
Closely Spaced Parallel Operations (CSPO) – dual independent approaches to runways spaced fewer than 4,300 feet apart – hold the promise of getting more aircraft on the ground more quickly in adverse weather conditions.
The FAA is taking a phased, incremental approach to CSPO. Over the next several years, we will be working to use existing technology and procedures to improve the efficiency of closely spaced runways. As we move closer to the mid-term and beyond, we will work to leverage advanced technology and Performance Based Navigation.
In 2011, the FAA will complete the blunder analyses we began last year. A blunder occurs when an aircraft on an approach to a parallel runway intrudes into the established safety buffer between the two runways. New data about actual blunder rates, as well as the angle at which those blunders occur, could establish the safety case for operating simultaneous, independent approaches with closer runway spacing than is currently allowed.
www.faa.gov/nextgen 33
Also this year, we will continue to conduct simulations and analyses in support of allowing the use of satellite-based procedures as an alternative to Instrument Landing System (ILS) approaches at airports that support such procedures. The option of satellite-based procedures would offer greater flexibility to both controllers and operators, and could potentially increase aircraft throughput under instrument conditions. Further, runways without ILS would not need to qualify for simultaneous or dependent approaches if satellite-based approaches were available. By 2012, we expect to be able to update FAA policies to approve simultaneous independent and dependent approaches to parallel runways for any combination of Area Navigation (with vertical navigation), Required Navigation Performance, Localizer Performance with Vertical Guidance, Ground Based Augmentation System Landing System and ILS.
MAkING IT hAPPEN
These advances, and the milestones and commitments such as those documented in Appendix B, represent a complex set of interrelated undertakings. The management of such a massive endeavor calls for a highly effective
management structure, and the FAA has provided one. The agency has taken a comprehensive, cross-agency portfolio approach to NextGen implementation that recognizes the implementation of NextGen as an integrated effort, rather than a series of independent programs. The NextGen
portfolio includes six transformational programs (ADS-B, Data Comm, SWIM, NextGen Network Enabled Weather, NAS Voice System, and Collaborative Air Traffic Management Technologies), seven solution sets and – new this year – a suite of implementation portfolios.
The NextGen solution sets contain interdependent projects that work together to provide capabilities to targeted user groups and areas. The
solution sets constitute the primary construct for NextGen pre-implementation budget development. Each solution set is administered by a qualified manager who coordinates all aspects of the projects that fall within his or her solution set, from concept to implementation readiness.
To provide even greater detail on our implementation activities of the NextGen mid-term, the FAA has introduced a series of implementation portfolios that are detailed in Appendix B.
The FAA is moving forward in a coordinated, integrated
manner to deliver the capabilities necessary to
enable the agency’s mid-term vision for NextGen.
34 NextGen Implementation Plan
Integrating New Capabilities
NextGen capabilities aren’t turned on all at once. Before the FAA can deliver each new capability, a myriad of activities has to be accomplished, some of which include:
• safety management system and risk assessments;
• environmental management system and impact assessments;
• demonstrations to ensure the capability delivers its intended benefits;
• tests to determine how the capability affects the workload of FAA technicians, air traffic controllers and pilots;
• training so that controllers and operators know how to use the capability;
• identification, development and installation of needed infrastructure and software;
• development and installation of new aircraft equipment, if needed; and
• changes to orders and policies to conform to federal and international standards.
The development of NextGen capabilities is not carried out in a vacuum. Throughout the process, the FAA collaborates with aviation community stakeholders, including operators, equipment manufacturers, academia and other federal agencies. We work with the international community, including air navigation service providers, to make sure that equipped aircraft can take advantage of similar capabilities around the world. And we carefully plan how to integrate new capabilities into the airspace, which is active around the clock.
Two teams of FAA executives, the NextGen Management Board and the NextGen Review Board, constitute a governance structure that works to ensure that the capabilities that grow out of the NextGen portfolio are delivered in a timely, coordinated and cost-effective manner.
The NextGen Management Board is chaired by the deputy administrator, the federal official with overall responsibility for NextGen. Composed of the heads of the FAA lines of business with primary responsibility for delivering NextGen, the Management Board provides executive oversight of NextGen progress and performance metrics, and makes strategic policy decisions that drive implementation forward. The Management Board is supported by the NextGen Review Board, which resolves cross-agency implementation issues and identifies and formulates positions on critical policy issues.
While we have crafted our governance structure to ensure our NextGen plans remain on track, we have also built in flexibility and adaptability commensurate with the
challenges posed by the breadth and magnitude of the NextGen transformation, including varying maturity among interdependent systems and operator equipage rates. A deeper examination of these challenges can be found in the next chapter. As new information emerges, and alternative solutions arise from our various aviation community collaborations, our governance structure allows for course shifts as necessary to ensure the most timely, cost-efficient delivery of NextGen capabilities and benefits.
The NextGen progress made by the FAA, the goals the agency has set for itself, and the work plan we have committed to in pursuit of those goals are summarized in the document you are reading now, the NextGen Implementation Plan, which is updated annually. The Plan pulls together NextGen information from a number of other key FAA documents. The result is a high-level overview of all the FAA’s NextGen planning and execution efforts in a plain-language document intended to inform a wide audience of NextGen stakeholders.
www.faa.gov/nextgen 35
Challenges Tackling a Complex Suite of Initiatives
To accomplish an undertaking as large and complex as NextGen, the FAA must overcome many technical, programmatic and organizational challenges. Some are present from the start; others develop along the way. The key to success is to understand the many things NextGen depends on, anticipate the challenges and know what to do about them. We must manage complexity and uncertainty.
Taken together, FAA investments in NextGen will be unprecedented, but this is only the beginning. Even with unequivocal support for NextGen, budget constraints will continue to place pressure on FAA’s funding levels. Our planning, as reflected in this plan, allows us to remain on track to deliver the FAA’s core framework for NextGen implementation, particularly the capabilities requested by the aviation community. These core elements include improving surface operations, freeing up metroplex congestion and implementing ADS-B ground infrastructure, progress that focuses on delivering capabilities to operators and benefits to the public.
Just as we rely on funding for our own work as a Department of Transportation agency, we must synchronize our investments with those of other government agencies, airport authorities and the private-sector aviation
community. If one of the major contributors falters in its commitment to NextGen, the effectiveness of the others’ commitments could be at risk. In particular, achieving NextGen’s promise requires that operators equip their aircraft to use the systems and procedures that NextGen delivers. For some capabilities, that means they also must invest in associated ground equipment, procedures development and personnel training.
The FAA is addressing this challenge in several ways. We are adhering to our schedules for deployment of NextGen infrastructure, showing operators that they can be confident that the capabilities for which they equip will be ready when their aircraft are ready. In support of the best-equipped, best-served concept, we are analyzing near-term opportunities that would provide meaningful operational incentives to operators that adopt NextGen avionics. We are exploring specific operational incentive candidates based on situation, location and operational capability. Also, in collaboration with the Department of Transportation and the White House, we continue to research potential mechanisms for financial incentives to reduce equipage costs.
Each of these measures is intended to improve the business case for investing in NextGen. Increasing benefits through
36 NextGen Implementation Plan
operational incentives would increase the value of investing. Financial incentives might reduce the cost or address other business risks. Demonstrations can clarify NextGen capabilities, also reducing risk.
Capabilities, like investments, must be synchronized. Each NextGen system and procedure depends on previous or concurrent achievements, and each in turn helps establish a foundation for those that follow. It is an integrated, interdependent structure, available in this Plan and on the FAA’s National Airspace System Enterprise Architecture Web site, https://nasea.faa.gov. But its interdependencies and complexities entail a risk – when so many capabilities depend on so many building blocks and so much coordination, a single problem could reverberate across the enterprise and require schedule changes or other adjustments. Proper recognition and management of uncertainty is a central feature of the overall approach to NextGen development and deployment.
The En Route Automation Modernization (ERAM) is a case in point. We have taken longer than originally planned with activation and operational testing of ERAM at the en route centers. We can’t always predict that schedule shifts will occur, so we must respond swiftly and decisively when it does. The FAA is working to ensure we minimize the program risks as we move forward, and we are confident that our revised scheduled for ERAM will allow us to remain on track to deploy the core NextGen framework.
Bringing our technical concepts to maturity and integrating them into functioning systems and procedures are challenging tasks. We are prepared for the possibility that not everything we conceptualize will work as initially planned, and that some of these pieces might not work together easily. Only an incremental, adaptable implementation strategy can succeed over time.
We must also concern ourselves with implementation bandwidth, the organizational limits on our ability to introduce multiple new equipment and procedures into National Airspace System (NAS) operations simultaneously. We must consider how much equipment – ground and air, used by the FAA and operators – we can certify at once for safety and suitability. We must evaluate how many capability introductions we can accomplish in a given time, considering our capacity to train our operating and supporting personnel to use them. We also have to weigh the implementation bandwidth of all the other NAS stakeholders. Here, too, our incremental approach is vital.
NextGen’s many interdependencies challenge us to manage NextGen as a portfolio of programs and initiatives, not as a collection of separate efforts. Central to this concept is the Enterprise Architecture, which integrates the plans and schedules of all NextGen acquisitions into a unified
planning tool, and the NextGen solution sets, which are categories of interdependent operational changes across the NAS. As a technology matures, we apply it to NextGen programs that deliver advanced capabilities to the field.
Our approach to NextGen places many demands on the FAA workforce:
• We must integrate the disciplines and skills of the FAA’s core communities – acquisition, operations, safety, environment, airports, international affairs, regulation and certification – into our overall planning and management of NextGen development and deployment. These disciplines all contribute to NextGen throughout our management system, starting with the NextGen Management Board. Working groups at all levels ensure that NextGen will reflect all our institutional points of view. We have launched an initiative to increase and improve the data we collect to measure and analyze the effectiveness of NextGen systems and procedures. Recognizing that our implementation plans call for multiple, sometimes simultaneous changes to the NAS, we have established teams of safety experts from each FAA line of business to identify and mitigate cross-cutting safety risks.
• We must recruit, train, engage and retain employees who have the capabilities we need, or acquire these capabilities by contracting with private companies. Late in 2008, the National Academy of Public Administration submitted recommendations on NextGen acquisition staffing needs that identified specific workforce skills that we should bolster. Since then, we have developed and implemented – and we continue to develop – staffing plans that follow the academy’s advice. We are actively working on plans for training, development and human resources services throughout our workforce. For example, in 2010 our safety organization issued a plan to sustain its standards, certification and inspection workforce through retirements and attrition, and to accommodate increasing demands as NextGen proceeds. Also, during 2010, we issued a series of systems engineering contracts to industry that, taken together, comprise the largest support program of this type the FAA has ever undertaken.
• Attention to human-automation interface issues during development is critical to good design and the orderly introduction of NextGen systems and procedures into the NAS. Research into human factors, and Human-in-the-Loop testing and demonstrations, are essential tools to achieving this. Operators face corresponding challenges as they equip aircraft with cockpit systems their crews will have to operate, and the FAA will help them through standards and safety evaluations.
www.faa.gov/nextgen 37
The FAA will continue to involve operating personnel earlier in the acquisition process, to obtain their insights into system requirements and to improve the ability of field personnel to operate and maintain the equipment once it is developed and deployed.
• We will adhere during NextGen deployment to our record of compliance with the National Environmental Policy Act (NEPA), but many of NextGen’s operational improvements will require major environmental reviews. In addition, emerging issues such as climate and greenhouse gases raise new policy and analytical concerns. Some of our most valuable initiatives, such as precision-navigation departures and approaches, will have favorable impacts on greenhouse gases but mixed results regarding noise. We are working to increase our staff and develop analytical models to deal with these issues. Also, we are researching planned NextGen activities and the most efficient and effective approaches for completing environmental reviews required under NEPA.
• Our workforce must adapt our regulatory and administrative procedures to deliver NextGen initiatives incrementally, under a complex deployment schedule. We must work with industry and our global partners to develop timely standards, and continue to find ways to streamline the approval of new systems and procedures. Manufacturers of NextGen avionics and other products depend on us for the standards and certification processes they need to design and develop their equipment.
One of the most difficult challenges is inserting all the NextGen advances, from the simplest to the most complex, into an aviation system that continues to function 24 hours a day, 365 days a year. We cannot shut down the system while we upgrade it. When NextGen capabilities go operational, we will work incrementally. No one will throw a switch that turns on NextGen. Capabilities will come on line gradually. And we take a cautious approach to the infrastructure that enables NextGen advances. For
example, we will continue to extract position, navigation and timing services from the Global Positioning System, but we will retain all necessary backup capabilities.
Similarly, we must develop and integrate NextGen capabilities into our air traffic facilities while still maintaining safe and reliable NAS operations. In 2010 we launched a dedicated program office to manage facilities transformation. Our goal is to align NextGen operational capabilities with facilities requirements, and ensure the safe transition between legacy and future services. The program office will design fit-for-purpose facilities that fully realize NextGen concepts, improve employee working conditions, meet environmental goals and provide resilient services. In addition, we will deploy configurable automation systems and robust communications to ensure service continuity.
The FAA will manage NAS operations for many years when NextGen capabilities are being introduced and deployed throughout the system, and when aircraft equipage for these capabilities is mixed. We have always accommodated aircraft of widely varying capabilities, and we will continue to do so where it does not compromise achieving our goals. This mixed equipage poses technical and operational challenges that we must overcome, due to the complexity of the mixed operation. A related challenge
is the implementation of best-equipped, best-served incentives that would result in net efficiency enhancements but would disadvantage aircraft that are not equipped.
To achieve global aviation objectives and meet the needs of airspace users around the world, NextGen must be interoperable with corresponding systems throughout the international community. Key strategic areas are the harmonization of global air traffic management initiatives as well as the harmonization of standards for technologies that support communication, navigation, surveillance and air traffic management. The FAA and the Single European Sky Air Traffic Management Research (SESAR) Joint Undertaking are collaborating on air traffic management research, development and validation for global interoperability.
To achieve global aviation objectives
and meet the needs of airspace users around the world, NextGen will
have to be interoperable with corresponding
systems throughout the international community.
38 NextGen Implementation Plan
Appendix A NextGen Investments for Operators and Airports
NextGen system benefits depend on FAA ground-based systems, space-based systems, alternative fuels to reduce environmental impact, advanced avionics capabilities and airport infrastructure. This appendix outlines the opportunities for investment by operators and airports. It provides an overview of current and planned capabilities and relates them to the benefits that they enable.
This appendix uses enablers – Automatic Dependent S u r v e i l l a n c e - B r o a d c a s t (ADS-B) Out or Localizer Performance with Vertical Guidance (LPV) avionics, for example – to describe the technologies required for an aircraft and operator, or an airport, to implement a NextGen capability. Each enabler is defined by a set of performance and functional requirements that allow market flexibility whenever possible. We guide operators in satisfying these requirements and deploying the enablers through Advisory Circulars (ACs) and
Technical Standard Orders (TSOs). The enablers are linked to operational improvements that provide benefits and build on capabilities already installed or available for today’s
aircraft. This appendix provides an overview of the major categories of enablers for operators and airports.
Three different areas are targeted for aircraft operators: aircraft avionics; flight planning and routing support systems; and fuels and engines. Airports also will be an active participant in deployment of some improvements. For other improvements, such as ADS-B in the terminal area, the deployment of the system will take place without substantial actions by airports.
For each enabler, icons provide a quick look at key information, including:
• Target Users: The target users for each enabler can include air transport, business jet, general aviation
Icon Legend
Targ
et u
sers
Air Transport
Business Aviation
General Aviation
Rotorcraft
Targ
et A
reas
Nationwide
Metroplex Areas or Major Airports
Oceanic
mat
urit
y
Available
In Development
In Concept Exploration
www.faa.gov/nextgen 39
fixed-wing and rotorcraft. These categories of target users represent generalized modes of operation and may not apply exactly to every civil or military operator. The FAA does not limit the NextGen capabilities to these targeted users groups. In addition to the specified user groups, some users may still find it worthwhile to invest in a particular enabler in order to meet their specific operational objectives.
• Target Areas for Implementation: The general strategy for deployment can include nationwide, in oceanic areas or in metroplex terminal areas with large and medium hub airports and satellite airports.
• Maturity: An enabler may already be available for operator investment, in development (including standards development) or in concept exploration.
Tables throughout this appendix summarize the enablers. A description of each enabler can be found in NextGen Operator and Airport Enablers, a supplement to this appendix that is available at www.faa.gov/nextgen. Additional detail concerning the operational improvements, and the FAA implementation plan for each improvement, is provided in Appendix B. ADS-B Out capability is the only
enabler selected as a mandatory capability for all aircraft in a given airspace. It will be required in designated airspace on Jan. 1, 2020.
In addition to expanding the scope of this appendix from last year’s plan, there are several changes in schedule, notably:
• Surface Indications and Alerts: Deferred in concept exploration due to technical challenges receiving the ADS-B messages on the airport surface.
• Deconfliction guidance: Deferred in concept exploration due to need for further definition of the operational concept, including integration with trajectory operations.
• Data Communications: Aligned the third version of domestic data communications (Aeronautical Telecommunications Network Baseline 3) with European plans.
• Ground Based Augmentation System Landing System (GLS) III: Deferred in concept exploration due to operational challenges in fielding the Category I system and the need to align the schedule with an aircraft program.
PErFOrMANCE BASED NAVIGATION
Performance Based Navigation (PBN) encompasses a set of enablers with a common underlying capability to construct a flight path that is not constrained by the location of ground navigation aids. There are varying performance and functional requirements in the PBN family, from the 10 nautical mile (nm) course width accuracy and few waypoints required by Required Navigation Performance (RNP) 10 to the 0.1 nm precision and curved paths of RNP 0.1 Authorization Required (AR) approaches. For oceanic en route navigation, RNP 10 and RNP 4 will continue to be the standards. Domestically, Area Navigation (RNAV) 2 provides the required capability en route.
RNAV 1 is the mainstay in the terminal area, except where obstacles or airspace conflicts demand the improved performance provided by RNP 1. To achieve access to runways during limited visibility (instrument conditions), three capabilities offer different advantages and costs. The most basic, RNP 0.3, is a conventional non-precision approach capability that can be achieved with GPS alone. Vertical guidance can be added with either barometric Vertical Navigation (VNAV), or with a Satellite Based Augmentation System (SBAS). A basic VNAV capability can be used with RNP 0.3, and tighter Lateral and Vertical Performance can provide access to RNP AR approaches. The lowest approach minima are typically offered by LPV, which provides a satellite-based equivalent to conventional Category I Instrument Landing Systems (ILS).
Overview of Aircraft Operator Enablers
Avionics Enablers
Aircraft and OperatorCapability Overview Target Users Target
Area MaturityGuidance Schedule
Performance Based Navigation
RNP 10 Order 8400.12A Complete Reduced oceanic separation
RNP 4 Order 8400.33 Complete
Further reduced oceanic separation (in conjunction with FANS 1/A)
RNAV 1, RNAV 2 AC 90-100A Complete Ability to fly on more efficient routes and procedures
RNP with Curved Path AC 90-105 Complete
Ability to precisely fly departure, arrival and approach procedures including repeatable curved paths
Vertical Navigation
AC 90-105,AC 20-138A Complete Ability to fly defined climb and
descent paths
LPV AC 20-138B CompleteImproved access to many airports in reduced visibility, with an approach aligned to the runway
RNP Approaches (Authorization Required)
AC 90-101 Complete
Improved access to airports in reduced visibility with an approach that can turn to the runway; improved procedures to separate traffic flows
40 NextGen Implementation Plan
The current aircraft fleet is well equipped with PBN capability. For example, in the air transport community, the heart of the PBN capability is the Flight Management System (FMS). The FMS uses input from the Global Navigation Satellite System (GNSS) – either GPS or Wide Area Augmentation System (WAAS) sensor – or multiple Distance Measuring Equipment (DME). DME has coverage limitations, and will not be supported on every published procedure. Most FMS installations can support RNAV operations and RNP with curved path, but less than half can support RNP AR approaches. LPV requires a WAAS receiver and integration with the displays.
In the general aviation community, the PBN enablers are typically implemented in a GNSS navigator installed in an aircraft’s instrument panel. These systems have become increasingly complex and capable, integrating other types of navigation, voice communication and uplinked weather information. Most of these installations can support RNAV, and those equipped with WAAS can support LPV. Some of these configurations have fully implemented RNP with curved path or RNP AR approach capability and others may be upgradeable to RNP with curved path capability.
The primary equipage strategy for the PBN enablers has been operational incentives; aircraft that equip obtain a direct efficiency and access benefit because of the new routes, procedures and approaches. However, in some instances the new route or procedure cannot be designed or used optimally because of the need to accommodate traffic that is not equipped with these enablers. In addition, the legacy ground
infrastructure for navigation will not be fully replaced, so a further incentive for PBN capability will come through the reduction of services to the non-equipped aircraft.
AuTOMATIC DEPENDENT SurVEIllANCE-BrOADCAST
There are many different ADS-B enablers, with different cost and benefit implications. The most basic participation with ADS-B is ADS-B Out, where the aircraft’s position and certain other data are broadcast by avionics. Ground receivers and other aircraft within range can receive these broadcasts and use them for their own applications. ADS-B Out enables the next generation of air traffic surveillance. Using ground receivers across the country, controllers will receive and process precise ADS-B broadcasts to provide air traffic separation and advisory services.
Building on the ADS-B Out capability, ADS-B avionics can be integrated with different controls and displays to implement ADS-B In enablers. The most basic types of enablers provide enhanced situation awareness, improving the ability of the flight crew to identify where aircraft are around them and the direction they are headed. This technology works in the air or on the ground, although the ground capability may be limited by coverage issues and the availability of quality airport surveys (see airport enhancements on page 44). This basic type of display is referred to as a Cockpit Display of Traffic Information (CDTI). A CDTI may be a new display, or it may be integrated with a conventional Traffic Alert and Collision Avoidance System (TCAS) traffic display.
Overview of Aircraft Operator Enablers
Avionics Enablers
Aircraft and OperatorCapability Overview Target Users Target
Area MaturityGuidance Schedule
Automatic Dependent Surveillance-Broadcast
ADS-B Out AC 20-165 CompleteEnables improved air traffic surveillance and automation processing
Airborne/Ground CDTI (ADS-B In)
AC 20-172,TSO-C195 Complete Improved awareness of other
traffic
Surface Indications/Alerts (ADS-B In)
AC, TSO 2014 Displays and provides alerts based on non-normal traffic status
In-Trail Procedure (ITP)(ADS-B In)
Policy Memo Complete Oceanic in-trail climb/descent
AC, TSO 2011
Interval Management (ADS-B In)
AC, TSO 2012 Display of along-track guidance, control and indications, and alerts
Airborne-CDTI with Conflict Detection (ADS-B In)
AC, TSO 2014Displays and alerts crew to airborne conflicts independent of TCAS alerting
Paired Parallel Approach Guidance and Alerting (ADS-B In)
AC, TSO 2014Guidance information for aircraft participating in paired approaches to closely spaced runways
www.faa.gov/nextgen 41
Another set of ADS-B In enablers uses the ADS-B data for speed or timing guidance, typically maintaining spacing or separation from another aircraft. This includes both algorithms for oceanic In-Trail Procedures (ITP) and display of along-track guidance cues for interval management. Beyond these lie advanced alerting to improve airport safety and reduce the risk of collision for aircraft without TCAS. Eventually, ADS-B integrated with other capabilities is expected to support all-weather access to closely spaced runways and to enable airspace with self-separation similar to visual operations today.
The equipage for ADS-B is just beginning, with rule-compliant ADS-B equipment gaining approval in late 2010.
In air transport aircraft, ADS-B is expected to be implemented as upgrades to the Mode S transponder and aircraft displays. This equipment can be upgraded or replaced to support ADS-B as well as their original function. The various ADS-B In capabilities reflect different levels of integration with the controls and displays in the cockpit. Situational awareness can be achieved with side-mounted displays that are not integrated, along-track guidance can be implemented with front-mounted displays that are not integrated, and longer-term capabilities will require integration with other navigation data in front of the flight crew.
For general aviation operating below 18,000 feet, ADS-B can be implemented through the transponder or through a new radio, called the universal access transceiver (UAT). The UAT also provides access to weather and other aeronautical data services provided by the FAA. ADS-B In capabilities are implemented in general aviation with displays similar to those in use by air transport.
The FAA mandated ADS-B Out equipage in most controlled airspace starting in 2020. The agency is encouraging operators to equip portions of their fleets with ADS-B before the nationwide rule goes into effect by providing early benefits. As the operators experience the operational benefits, they will have an incentive to accelerate and expand the ADS-B equipage to the rest of their fleet.
For air transport operators, this strategy uses memorandums of agreement to accomplish this goal, where each party provides in-kind contributions critical to the success of the project. Each agreement is unique, reflecting the specific operator’s business model, route structure and existing avionics infrastructure, among other factors. For general aviation operators, deployment of Traffic Information Services-Broadcast (TIS-B) and Flight Information Services-Broadcast (FIS-B), uplinked over the UAT, will enhance benefits and motivation to equip. The FAA is also evaluating additional locations where surveillance may be provided through ADS-B.
Overview of Aircraft Operator Enablers
Avionics Enablers
Aircraft and OperatorCapability Overview Target Users Target
Area MaturityGuidance Schedule
Data Communications
FANS 1/A (Satcom)
AC 20-140A,AC 120-70B Complete
Oceanic data communications and surveillance, transfer of communications
FANS 1/A+ (VDL mode 2)
AC 20-140A,AC 120-70B Complete Expansion of FANS to domestic
clearances
ATN Baseline 2AC 20-140B 2013
Clearances, terminal informationAC 120-70C 2014
ATN Baseline 3 AC 20-140C 2015 Expansion of ATN to trajectory operations
42 NextGen Implementation Plan
In 2010, the FAA convened an Aviation Rulemaking Committee (ARC) to develop recommendations for the implementation of ADS-B In capabilities. The ARC is expected to complete a final report in 2012.
DATA COMMuNICATIONS
Data Communications were first deployed as part of the Future Air Navigation System (FANS) program. Boeing and Airbus developed integrated communication and navigation capabilities (FANS 1 and FANS A, respectively), providing a pilot-and-controller data link and the ability to autonomously send some data from the aircraft to the air traffic control (ATC) system through Automatic Dependent Surveillance-Contract (ADS-C). These new navigation and communication capabilities were primarily targeted to oceanic airspace, where they provided the greatest initial benefits, enabling a safe reduction in separation between aircraft from 100 nm to as low as 50 nm.
As the FAA moves forward with deploying a domestic ATC data link system, it is important to make use of the FANS capabilities already installed on many aircraft. As such, the domestic program will use an adaptation of FANS appropriate for high-density, surveilled environments through FANS 1/A+ over VHF Data Link (VDL) mode 2. These aircraft will be able to receive departure clearances and airborne reroutes.
A newer capability, called the Aeronautical Telecommunications Network (ATN), was developed through the International Civil Aviation Organization (ICAO) to provide a more universally capable and reliable ATC data communications system. The capability that will be needed for full participation in NextGen in continental U.S. airspace will be the third version, called ATN Baseline 3. The standards for this version are under development and are being harmonized internationally.
Two earlier versions of ATN provide interim capabilities. Europe has begun to implement ATN Baseline 1, which
can be retrofitted into aircraft without modification of the navigation system. The FAA plans to implement ATN Baseline 2 with a larger set of operational capabilities, such as revised departure clearances, to provide greater incentive for retrofitting aircraft.
FANS 1/A for oceanic operations has already been adopted widely by the fleet of aircraft operating internationally. The implementation strategy for domestic ATC data communications is primarily based on providing operational incentives to equipped operators. The FAA is evaluating potential scenarios for best-equipped, best-served in which aircraft with this capability may receive more rapid or efficient reroutes during inclement weather.
lOW-VISIBIlITy OPErATIONS
The FAA is supporting several different capabilities for operators who need to access an airport during low visibility – when the cloud ceiling is below 200 feet above the runway or the visibility is less than one-half surface mile. Enhanced Flight Vision Systems (EFVSs) provide the greatest level of access, enabling lower approach minima, regardless of the navigation aid or airport infrastructure, by enabling the flight crew to literally see through the clouds using the EFVS technology.
At many airports the FAA has approved the use of a heads-up display (HUD) on a precision approach to lower minima. While this capability does not provide the ubiquitous access of EFVS, it can be implemented in many aircraft at lower cost.
Another enabler is GLS. This program is researching the use of differential corrections to GPS to support Category II and III approaches. This capability will be the same as Category II and III ILS, without the need to restrict taxiing aircraft near antennas and at reduced cost to the FAA.
EFVS has been adopted by the high-end business community, while HUD has begun to spread to the air carrier fleet. The GLS program is still in research and
Current Equipage Levels of Available EnablersEnabler Air Transport General Aviation
RNP 10 58% <5%
RNP 4 58% <5%
RNAV 1, RNAV 2 92% 80%
RNP with RF 57% <5%
VNAV 45% 0%
LPV <5% 30%
RNP AR 36% <5%
ADS-B Out 0% 0%
Airborne/Ground CDTI <5% <5%
ITP 0% 0%
FANS 1A (Satcom) 36% 0%
FANS 1A+ (VDL mode 2) 12% 0%
HUD/ILS 15% 0%
EFVS 0% <5%
FIS-B 0% <5%
Overview of Aircraft Operator Enablers
Avionics Enablers
Aircraft and OperatorCapability Overview Target Users Target
Area MaturityGuidance Schedule
Low-Visibility Operations
HUD/ILS Order Complete Reduced minima at qualifying runways
EFVS AC 20-167,AC 90-106 Complete
Uses enhanced flight visibility to continue approach below minimums
GLS IIIProject specific policy
2014 Autoland in very low visibility
Avionics Safety Enhancements
FIS-B TSO-C157,TSO-C154c Complete Weather and aeronautical
information in the cockpit
www.faa.gov/nextgen 43
development, but new aircraft are being manufactured with the basic capability to reduce the costs of transitioning from ILS when GLS is mature.
The low-visibility enablers are implemented through best-equipped, best-served incentives, so that aircraft with the capability can gain airport access when other operators cannot.
AVIONICS SAFETy ENhANCEMENTS
FIS-B provides ground-derived weather data to aircraft lacking airborne weather radar, and real-time National Airspace System (NAS) status information. These data are primarily intended to improve safety of operations for general aviation aircraft and are provided over the same UAT signals used for ADS-B.
EquIPAGE lEVElS
The following table summarizes the current equipage levels of the mature avionics enablers among civil operators. These estimates are based on coordination with air transport operators and the annual FAA general aviation and air taxi survey. The high penetration of PBN enablers reflects the maturity of those capabilities, which have been delivered in various forms for over 10 years. Other enablers, such as ADS-B Out, are only recently available and have not been installed.
ENGINES AND FuEl TEChNOlOGIES
Alternative jet fuels research continues with the intent of approving a range of ASTM International-qualified “drop-in” fuels that reduce the carbon footprint of commercial aircraft operations without compromising safety or requiring changes in aircraft, engines or fuel supply infrastructure. Fischer Tropsch alternative fuels, made from a variety of feedstocks including sustainable biomass, blended with
Jet A already are approved for commercial use by ASTM International. Blends of sustainable hydrotreated renewable jet (HRJ) alternative fuels are expected to be approved for use in 2011. We are beginning to test additional advanced alternative fuels in support of eventual approval. Operator investment is limited to purchasing alternative jet fuels and fuel blends as they become available in commercial quantities. Airlines already have signed agreements to do so.
Extensive research of unleaded aviation gasoline has not yet identified a drop-in replacement for leaded aviation gas. The deployment of new unleaded aviation gasolines may require modifications to the existing fleet of reciprocating-engine-powered aircraft.
Overview of Aircraft Operator Enablers
EnablersOperator or Airport
Capability Overview Target Users Target Area Maturity
Guidance Schedule
Engine and Fuel Technologies
Drop-In Renewable Jet Fuel
Modified ASTM
specification
201120132015
Expansion of jet fuel specification to allow production via alternative processes and feedstocks
Engine Efficiencies
Technology available
for aircraft design
2015Engine technology demonstrated with lower fuel burn, noise and emissions
44 NextGen Implementation Plan
Some airframe and engine technologies may be retrofitted on existing aircraft in order to speed technology insertion. However, other technologies such as the high-bypass-ratio geared turbofan and open-rotor engines would only be expected on future generations of aircraft.
FlIGhT OPErATIONS CENTErS
Flight operations centers (FOCs) have a significant role in Collaborative Air Traffic Management (CATM) initiatives. The FOC could be specific to the operator (e.g., an airline) or a company providing value-added flight planning support. To fully participate in CATM, FOCs need to develop and maintain information technology systems to achieve three basic objectives: data connectivity to the FAA through Collaborative Information Exchange (CIX), processing of aeronautical status and weather information in flight planning software, and development of user-preferred routes. The FAA plans to implement a CIX to provide increased situational awareness and improved constraint prediction by incorporating data made available via System Wide Information Management (SWIM) mechanisms. Examples are Special Use Airspace (SUA) status and surface event information.
In the near term, the Flight Planning Services software will be enhanced to generate a prioritized list of trajectory options for each flight. These lists will be used by the FAA’s Traffic Flow Management System (TFMS) to ensure that operator priorities are appropriately considered. These trajectory option sets can be forwarded to the TFMS when traffic management initiatives are issued due to volume or weather conditions. They can also be forwarded for reconsideration whenever operator flight priorities change.
AIrPOrT ENhANCEMENTS
Airports are active participants in the implementation of NextGen across the NAS. While many investments in NextGen technologies are the responsibility of FAA or aircraft operators, airports will also have opportunities to advance NextGen.
PBN instrument flight procedures are a key component of NextGen because they can improve the efficiency of airport arrivals and departures. For general aviation operators and some regional air carriers, WAAS/LPV approach procedures can provide near Category I minimums. Business jet operators and air carriers are more commonly equipped for RNAV and RNP, which can support Category I minimums. The FAA may opt for an incremental phaseout of the ILS Category I installations by 2025, as both WAAS/LPV and RNAV/RNP provide for more cost-effective and flexible instrument approach procedures. In addition, in 2012-2014 the FAA will decide on the deployment of GBAS equipment, which is planned to provide Category II and III capabilities. As such, GBAS could augment or replace the existing ILS Category II and III installations at airports throughout the NAS.
Airports have the key role of discussing with their users the need for new or additional PBN procedures. A hub airport may serve air carriers that are actively seeking to expand the use of RNAV or RNP procedures, while a general aviation airport may benefit from a new WAAS/LPV approach procedure. An airport can request that the FAA initiate consideration and design of these procedures. Airports can facilitate the aeronautical survey, and obstruction-mitigation and runway-lighting actions that may be needed to achieve lower minimums. The surveys, obstruction mitigation and runway lighting could be eligible for Airport Improvement Program (AIP) funds.
Surface surveillance and management is another key area for airport involvement in NextGen. The FAA plans to complete deployment of Airport Surface Detection Equipment-Model X (ASDE-X) at 35 airports by 2013. Additionally, the agency aims to install enhancements to airport surface detection equipment at nine other airports by 2015. At these facilities, airports can install ADS-B squitters on airport-owned vehicles that regularly operate in the movement area. The squitters would broadcast vehicle positions to ATC, aircraft equipped with ADS-B In and the airport operations center. This would improve situational awareness and safety, particularly during construction
Overview of Airport Enablers
Avionics EnablersOperator or Airport
Guidance Capability Overview Target Users Target Area Maturity
Guidance Schedule
Airport Enhancements
Geographic Information System
AC 150-5300-16,-17,
-18Ongoing Detailed geospatial data on
airports and obstructions
ADS-B for Surface Vehicles AC 2011
ADS-B squitter equipage for surface vehicles operating in the movement area
Airport rescue firefighting equipment, snowplows,
inspection trucks
www.faa.gov/nextgen 45
projects and winter weather events. AIP eligibility for the ADS-B squitters is being evaluated.
FAA continues to research the need and technology options for non-movement area surface surveillance, particularly in support of NextGen surface traffic management concepts that are also still in development. For airports that will not receive ASDE-3/X, the FAA is also researching low-cost technologies and systems that could provide a surface surveillance capability.
Some airports have elected to install surveillance systems to complement ASDE-3/X and provide coverage of non-movement areas. Because airports are able to monitor operations on the airport surface more precisely, situational awareness is improved.
The FAA recognizes and appreciates the efforts of airports and vendors to develop systems and tools to improve surface situational awareness. To date, the results show substantial promise, but challenges with data sharing and dependencies have emerged. As a result, the FAA requests that airports considering investments in surface surveillance technologies coordinate with us in advance on system design – particularly for vendor systems that rely on FAA data sources such as ASDE-3/X. The FAA still is shaping the policy and processes to enable improved access to NAS data to support the emerging surface operational concepts
under NextGen. We plan to streamline the approval processes to give aviation users access to NAS data through the new NAS Enterprise Services Gateway. With advance coordination, vendor systems can be designed with an architecture that is compatible with emerging FAA surface operational plans.
Because new runway and taxiway infrastructure is critical to capacity and efficiency, the continued transition of airport layout plans into the Airport Geographic Information System application will improve the airport planning process. The FAA is also proceeding with research to revise the separation standards for Closely Spaced Parallel Operations (CSPO) on parallel runways. The revisions to CSPO standards will be incremental throughout the mid-term and far-term periods to incorporate both existing and new technologies. An initial revision to the current 4,300-foot minimum separation for independent arrivals is planned for 2012 as a result of revisions to blunder standards and with use of existing technologies such as Dual ILS. Other revisions will follow and may be dependent on PBN and aircraft equipage. As revisions to CSPO standards become available, airports will be able to incorporate these improvements into their long-term planning. (Appendix B highlights the FAA’s work on CSPO).
46 NextGen Implementation Plan
Appendix B Delivering the Mid-Term Vision
This appendix provides a timeline and a summary of the FAA’s key work plans in support of delivering the operational improvements necessary to achieve our vision of operations for the NextGen mid-term. The integrated work plans developed by the agency to deliver the mid-term system support the required tracking, planning, reporting and execution needed to successfully implement an integration project of the magnitude of NextGen.
This year we have chosen an operational orientation for presenting the highlighted work activities that support our mid-term vision, rather than the budget orientation we offered last year. Our work activity tables do, however, provide a reference to the funding mechanisms which support those particular projects.
Each mid-term operational improvement, as identified in the National Airspace System Enterprise Architecture (NAS EA), has been broken down into a series of capabilities that can be deployed as they reach maturity. In many cases, these capabilities provide immediate user benefits while contributing to the development of the operational improvements they support. The capabilities we expect to achieve operational status or be available to NAS users by the mid-term have been defined and are organized into the following nine implementation portfolios:
Improved Surface Operations• Improved Approaches and Low Visibility• Closely Spaced, Parallel, Converging, and •
Intersecting Runway OperationsPerformance Based Navigation • Time Based Flow Management • Collaborative Air Traffic Management • Automation Support for Separation Management• On-Demand NAS Information• Environment and Energy •
www.faa.gov/nextgen 47
Additionally, our Common Services and Infrastructure portfolio documents cross-cutting enablers that support the capabilities included in the implementation portfolios.
Operational improvements and associated capabilities that are still being clearly defined are included in our NextGen Maturity and System Development portfolio.
As we continue our development work in support of those later capabilities, we may need to make adjustments to our portfolio structure as well as our schedules. A variety of factors such as program interdependencies, a realignment of priorities or other external drivers could potentially impact the assumptions under which this work plan has been crafted.
At the top of each portfolio is a visual representation of the relationship between the operational improvements and affected phases of flight. Below this graphic is the list and description of the operational improvements and the supporting capabilities. Where appropriate, these descriptions include a reference to the supporting Common Services, as well as an indication as to whether
that operational improvement or capability supports a recommendation of the RTCA NextGen Mid-Term Implementation Task Force.
In the next section, we provide timelines for the implementation of the operational improvements and supporting capabilities. Capability timelines are color-coded to make it easier to discern when a project is in the concept phase or the development phase, or when it will be operational or available for use in the NAS. Operational improvement timelines illustrate the date range during which the operational improvement will reach initial operational capability in the NAS. An arrow indicates that the improvement or capability continues in operation.
Finally, the bottom section lists selected elements of the work being done to achieve the NextGen mid-term operational vision. It also indicates an activity’s budget line as well as the activity’s relationship to the RTCA task force recommendations and to the NAS EA, as denoted by the operational improvements (OIs).
Impr
oved
Sur
face
Ope
ratio
ns
12
34
23
4
48 NextGen
OI 1
0420
9: In
itial
Sur
face
Tra
ffic
Man
agem
ent
Dep
artu
res
are
sequ
ence
d an
d st
aged
to m
aint
ain
thro
ughp
ut. A
ir N
avig
atio
n S
ervi
ce
Phas
es o
f Flig
ht
12
34
1
23
4
Exte
rnal
Dat
a Ex
chan
ge
The
FAA
will
est
ablis
h a
data
exc
hang
e in
frast
ruct
ure
as w
ell a
s in
tegr
ated
dec
isio
n su
ppor
ttoo
lsst
anda
rds
and
proc
esse
sth
atre
lyon
agre
edto
info
rmat
ion
exch
ange
Implementation Pla
OI1
0320
7:Im
prov
edR
unw
ayS
afet
yS
ituat
iona
lAw
aren
ess
forC
ontro
llers
pq
gg
pg
Pro
vide
r (A
NS
P) a
utom
atio
n us
es d
epar
ture
-sch
edul
ing
tool
s to
flow
sur
face
traf
fic a
t hig
h-de
nsity
airp
orts
.Ta
sk F
orce
: Sur
face
Airp
ort C
onfig
urat
ion
Man
agem
ent
To im
prov
e re
spon
sive
ness
and
effe
ctiv
e us
e of
airp
ort r
esou
rces
, and
rapi
dly
coor
dina
te a
irpor
t con
figur
atio
n ch
ange
s ac
ross
mul
tiple
AN
SP
act
iviti
es, t
his
capa
bilit
ypr
ovid
esau
tom
atio
nas
sist
ance
fors
ettin
gup
asse
ssin
gan
dch
angi
ngth
e2
supp
ort t
ools
, sta
ndar
ds a
nd p
roce
sses
that
rely
on
agre
ed-to
info
rmat
ion
exch
ange
am
ong
stak
ehol
ders
.Su
ppor
ted
By:
Aer
onau
tical
, Flig
ht a
nd S
urve
illan
ce C
omm
on S
ervi
ces
Task
For
ce: S
urfa
ce S
ituat
iona
l Aw
aren
ess
Phas
e 1
(40)
, TFM
Com
mon
O
pera
tiona
l Pic
ture
(43)
, Sur
face
Con
nect
ivity
(38)
and
Sur
face
Situ
atio
nal
Aw
aren
ess
Phas
e 2
(41)
an
OI 1
0320
7: Im
prov
ed R
unw
ay S
afet
y S
ituat
iona
l Aw
aren
ess
for C
ontro
llers
At l
arge
airp
orts
, cur
rent
con
trolle
r too
ls p
rovi
de s
urfa
ce d
ispl
ays
and
can
aler
t con
trolle
rs
whe
n ai
rcra
ft ta
xi in
to a
reas
whe
re a
runw
ay in
curs
ion
coul
d re
sult.
Add
ition
al g
roun
d-ba
sed
capa
bilit
ies
will
be
deve
lope
d to
impr
ove
runw
ay s
afet
y th
at in
clud
e ex
pans
ion
of
runw
ay s
urve
illan
ce te
chno
logy
(i.e
., A
irpor
t Sur
face
Det
ectio
n E
quip
men
t-Mod
el X
(A
SD
E-X
)) to
add
ition
al a
irpor
ts.
Task
For
ce: S
urfa
ce
capa
bilit
y pr
ovid
es a
utom
atio
n as
sist
ance
for s
ettin
g up
, ass
essi
ng a
nd c
hang
ing
the
airp
ort c
onfig
urat
ion.
Su
ppor
ted
By:
Aer
onau
tical
and
Sur
veill
ance
Com
mon
Ser
vice
s
Run
way
Ass
ignm
ents
To a
ssis
t in
effic
ient
runw
ay a
lloca
tion
and
use,
the
auto
mat
ion
assi
gns
an a
ircra
ft to
a
runw
ay b
ased
on
the
fligh
t’s d
epar
ture
fix
and
enab
les
AN
SP
per
sonn
el to
acc
ept o
r m
odify
the
runw
ay a
ssig
nmen
t.
2 ASD
E-X
to A
dditi
onal
Airp
orts
This
incr
emen
t ena
bles
air
traffi
c co
ntro
l (A
TC) t
o de
tect
pot
entia
l run
way
con
flict
s by
pr
ovid
ing
deta
iled
cove
rage
of m
ovem
ent o
n ru
nway
s an
d ta
xiw
ays.
Supp
orte
d B
y: S
urve
illan
ce C
omm
on S
ervi
ceTa
sk F
orce
: Sur
face
Situ
atio
nal A
war
enes
s, P
hase
1 (4
0)
Supp
orte
d B
y: A
eron
autic
al a
nd S
urve
illan
ce C
omm
on S
ervi
ces
Sche
dulin
g an
d Se
quen
cing
The
capa
bilit
y di
spla
ys th
e de
partu
re s
urfa
ce s
eque
nce
and
runw
ay q
ueue
s as
a
reco
mm
enda
tion
to th
e co
ntro
ller t
o im
prov
e th
roug
hput
. The
cap
abili
ty p
rovi
des
Traf
fic F
low
Man
agem
ent (
TFM
) con
stra
ints
to to
wer
con
trolle
rs. T
he c
apab
ility
prov
ides
est
imat
ed fl
ight
-spe
cific
eve
nt ti
mes
nec
essa
ry to
mee
t the
dep
artu
re s
urfa
ce
sequ
ence
and
sche
dule
Thes
eev
entt
imes
are
shar
edw
ithus
ers
OI 1
0320
8: Im
prov
ed R
unw
ay S
afet
y S
ituat
iona
l Aw
aren
ess
for P
ilots
3se
quen
ce a
nd s
ched
ule.
The
se e
vent
tim
es a
re s
hare
d w
ith u
sers
.Su
ppor
ted
By:
Aer
onau
tical
and
Sur
veill
ance
Com
mon
Ser
vice
s
Taxi
Rou
ting
For i
mpr
oved
taxi
rout
e ef
ficie
ncy,
this
cap
abili
ty p
rovi
des
dyna
mic
info
rmat
ion
on
airp
ort t
axiw
ays
and
runw
ays
inte
grat
ed w
ith c
ontro
ller d
ispl
ays.
Supp
orte
d B
y: A
eron
autic
al a
nd S
urve
illan
ce C
omm
on S
ervi
ces
Dep
art
reR
otin
g
Run
way
saf
ety
oper
atio
ns a
re im
prov
ed b
y pr
ovid
ing
pilo
ts w
ith im
prov
ed a
war
enes
s of
th
eir l
ocat
ion
on th
e ai
rpor
t sur
face
as
wel
l as
runw
ay in
curs
ion
aler
ting
capa
bilit
ies.
A
dditi
onal
enh
ance
men
ts m
ay in
clud
e th
e de
pict
ion
of o
ther
traf
fic w
ithin
the
airp
ort s
urfa
ce
envi
ronm
ent.
Surf
ace
Indi
catio
ns a
nd A
lert
sS
urfa
ce In
dica
tions
and
Ale
rts (S
UR
F IA
) is
a ru
nway
saf
ety
appl
icat
ion
for f
light
cre
ws
fi
ftith
Ck
itD
il
fTffi
If
ti(C
DTI
)/Tffi
If
tiD
epar
ture
Rou
ting
For i
mpr
oved
dep
artu
re o
pera
tions
, thi
s ca
pabi
lity
prov
ides
tow
er c
ontro
llers
with
el
ectro
nic
fligh
t dat
a m
anag
emen
t and
an
inte
rface
to a
sses
smen
ts o
f wea
ther
and
Tr
affic
Man
agem
ent I
nitia
tive
(TM
I) im
pact
s on
dep
artu
re ro
utes
and
ass
ocia
ted
fligh
ts.
Supp
orte
d B
y: S
urve
illan
ce C
omm
on S
ervi
ce
o f a
ircra
ft w
ith C
ockp
it D
ispl
ay o
f Tra
ffic
Info
rmat
ion
(CD
TI)/T
raffi
c In
form
atio
n S
ervi
ces-
Bro
adca
st (T
IS-B
)/Aut
omat
ic D
epen
dent
Sur
veill
ance
-Bro
adca
st (A
DS
-B),
whe
re s
ituat
ions
that
may
lead
to o
r alre
ady
repr
esen
t a c
ollis
ion
risk
are
high
light
ed
on th
e m
ovin
g m
ap.
Avi
onic
s fo
r SU
RF
IA a
re li
kely
to re
quire
sof
twar
e an
d di
spla
y qu
ality
ass
uran
ce le
vels
hig
her t
han
thos
e fo
r CD
TI o
nly.
Mov
ing
Map
with
Ow
n-Sh
ip P
ositi
onC
ockp
itdi
spla
ys,f
orin
stan
ceE
lect
roni
cFl
ight
Bag
s(E
FBs)
,may
inco
rpor
ate
airp
ort
Coc
kpit
disp
lays
, for
inst
ance
Ele
ctro
nic
Flig
ht B
ags
(EFB
s), m
ay in
corp
orat
e ai
rpor
t m
ovin
g m
ap d
ispl
ays
that
pro
vide
con
stan
tly c
hang
ing
view
s of
an
airp
ort’s
runw
ays,
ta
xiw
ays
and
stru
ctur
es to
hel
p pi
lots
iden
tify
the
airp
lane
’s lo
catio
n on
the
surfa
ce.
Supp
orte
d B
y: A
eron
autic
al C
omm
on S
ervi
ce
OI 1
0420
7: E
nhan
ced
Sur
face
Tra
ffic
Ope
ratio
nsC
ont’d
CD
TI w
ith T
IS-B
and
AD
S-B
for S
urfa
ceS
urfa
ce tr
affic
info
rmat
ion
for m
ovin
g m
ap d
ispl
ays
is a
vaila
ble
via
TIS
-B a
nd fr
om
airc
raft
o per
atin
g w
ith a
ppro
ved
AD
S-B
cap
abili
ty. U
sing
TIS
-B a
nd A
DS
-B, C
DTI
will
Term
inal
aut
omat
ion
prov
ides
the
abili
ty to
tran
smit
auto
mat
ed te
rmin
al in
form
atio
n, d
epar
ture
cl
eara
nces
and
am
endm
ents
, and
taxi
rout
e in
stru
ctio
ns v
ia d
ata
com
mun
icat
ions
, inc
ludi
ng
hold
-sho
rt in
stru
ctio
ns.
43
pg
ppp
yg
,pr
ovid
e a
grap
hica
l dep
ictio
n of
gro
und
and
air t
raffi
c, w
hich
will
impr
ove
situ
atio
nal
awar
enes
s fo
r a v
arie
ty o
f ope
ratio
ns.
Supp
orte
d B
y: S
urve
illan
ce C
omm
on S
ervi
ce
Enha
nced
Vis
ion
Syst
ems
(EVS
s) fo
r Tax
iTh
e FA
A a
nd in
dust
ry a
re p
artn
erin
g to
dev
elop
a ta
xi b
enef
it fo
r airc
raft
equi
pped
with
ce
rtifie
d en
hanc
ed v
isio
n sy
stem
s w
hen
grou
nd v
isib
ility
at a
Par
t 139
airp
ort i
s be
low
th
em
inim
mis
ibili
tre
qire
dfo
rsrfa
ceop
erat
ions
aso
tline
din
the
airp
ort’s
Task
For
ce: C
ross
-Cut
ting
Rev
ised
Dep
artu
re C
lear
ance
via
Dat
a C
omm
A R
evis
ed D
epar
ture
Cle
aran
ce (D
CL)
Dat
a C
omm
cap
abili
ty w
ill a
llow
the
FAA
to ra
pidl
y is
sue
depa
rture
cle
aran
ce re
visi
ons,
due
to w
eath
er o
r oth
er a
irspa
ce is
sues
, to
one
or
mor
e ai
rcra
ft eq
uipp
ed w
ith F
utur
e A
ir N
avig
atio
n S
yste
m (F
AN
S) w
aitin
g to
dep
art.
Supp
orte
d B
y: C
omm
unic
atio
ns C
omm
on S
ervi
ceTa
skFo
rce
Dat
aC
omm
nica
tions
forR
eis
edD
epar
tre
Cle
aran
ceW
eath
erth
e m
inim
um v
isib
ility
requ
ired
for s
urfa
ce o
pera
tions
, as
outli
ned
in th
e ai
rpor
t’s
Sur
face
Mov
emen
t Gui
danc
e an
d C
ontro
l Sys
tem
pla
n.Ta
sk F
orce
: Dat
a C
omm
unic
atio
ns fo
r Rev
ised
Dep
artu
re C
lear
ance
, Wea
ther
R
erou
tes
and
Rou
tine
Com
mun
icat
ions
(39)
2010
2011
2012
2013
2014
2015
2016
2017
OI 1
0420
9: I
nitia
l Sur
face
Tra
ffic
Man
agem
ent (
2010
-201
7)1
Airp
ort C
onfig
urat
ion
Man
agem
ent
Run
way
Ass
ignm
ents
Sch
edul
ing
and
Seq
uenc
ing
Taxi
Rou
ting
Taxi
Rou
ting
Dep
artu
re R
outin
g
Ext
erna
l Dat
a E
xcha
nge
OI1
0320
7:Im
prov
edR
unw
ayS
afet
yS
ituat
iona
lAw
aren
ess
forC
ontro
llers
(201
2-20
16)
2A
SD
E-X
to A
dditi
onal
Airp
orts
(not
par
t of N
extG
en b
udge
t)
Enab
lers
refe
renc
ed in
App
endi
x A:
Airb
orne
CD
TI,
Gro
und
CD
TI w
ith S
urfa
ce In
dica
tions
and
Ale
rts, a
nd
EFV
S
SU
RF
IA
OI 1
0320
8: Im
prov
ed R
unw
ay S
afet
y S
ituat
iona
l Aw
aren
ess
for P
ilots
(201
2-20
16)
3
OI 1
0320
7: Im
prov
ed R
unw
ay S
afet
y S
ituat
iona
l Aw
aren
ess
for C
ontro
llers
(201
2-20
16)
2
Mov
ing
Map
with
Ow
n-S
hip
Pos
ition
CD
TI w
ith T
IS-B
and
AD
S-B
for S
urfa
ce
EV
Ss
for T
axi
www.faa.gov/
Rev
ised
Dep
artu
re C
lear
ance
via
Dat
a C
omm
OI 1
0420
7: E
nhan
ced
Sur
face
Tra
ffic
Ope
ratio
ns (2
014-
2018
) 4
49/nextgen
Ope
ratio
nal
Dev
elop
men
tC
once
pt
Enab
lers
refe
renc
ed in
App
endi
x A:
ATN
Bas
elin
e 3
over
VD
L m
ode
2, A
TN B
asel
ine
2 ov
er V
DL
mod
e 2,
and
FA
NS
1/A
+ (V
DL
mod
e 2)
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
Impr
oved
Sur
face
Ope
ratio
ns (c
ont’d
)
50 NextGen
Arr
ival
s/
Dep
artu
res
at H
igh
Den
sity
A
irpor
ts
40 43 38 41
Traj
ecto
ry M
anag
emen
t -Su
rfac
e Ta
ctic
al F
low
Focu
ses
on th
e de
velo
pmen
t of
sur
face
-bas
ed tr
ajec
tory
op
erat
ions
and
pro
vide
s a
road
map
for t
he d
evel
opm
ent
of a
col
labo
rativ
e S
urfa
ce
Traf
fic M
anag
emen
t Sys
tem
.
1042
09
Con
duct
ed fi
eld
eval
uatio
n of
Flig
ht
Ope
ratio
n S
urfa
ce
App
licat
ion
(FO
SA
) ve
rsio
n 2
and
Col
labo
rativ
e D
epar
ture
Que
ue
Man
agem
ent
•C
ondu
ct fi
eld
eval
uatio
ns o
f 2D
Ta
xi R
oute
G
ener
atio
n,
Dep
artu
re R
unw
ay
Ass
ignm
ent,
Airp
ort
Con
figur
atio
n,
Dep
artu
re
•S
uppo
rt te
chno
logy
tran
sfer
of m
atur
e su
rface
ca
pabi
litie
s to
Tow
er F
light
Dat
a M
anag
er
(TFD
M) s
yste
m•
Con
tinue
Sur
face
Tra
ject
ory
Bas
ed O
pera
tion
(STB
O) f
ield
eva
luat
ions
at M
emph
is a
nd
Orla
ndo
•C
ondu
ct H
uman
-in-th
e-Lo
op (H
ITL)
sim
ulat
ion
ofC
olla
bora
tive
Dep
artu
reS
ched
ulin
g
Implementation Pla
Man
agem
ent
(CD
QM
) ver
sion
2
at M
emph
is a
nd
Orla
ndo
(11/
30/1
0)
Dep
artu
re
Seq
uenc
ing
tool
s an
d D
eice
Too
l
of C
olla
bora
tive
Dep
artu
re S
ched
ulin
g•
Con
duct
HIT
L si
mul
atio
n of
Tim
e-B
ased
Tax
i R
oute
Gen
erat
ion
Tool
•B
egin
HIT
L si
mul
atio
n of
STB
O T
axi R
oute
G
ener
atio
n
Arr
ival
s/
Dep
artu
res
at H
igh
Den
sity
40Tr
ajec
tory
Man
agem
ent -
Surf
ace
Tact
ical
Flo
w -
Enha
nced
Dat
a
Est
ablis
hes
a ne
t-cen
tric
appr
oach
to d
eliv
er A
SD
E-X
to
exte
rnal
avi
atio
n st
akeh
olde
rs.
1042
09
Con
duct
ed
oper
atio
nal
prot
otyp
e w
ith
AS
DE
Xda
tare
ady
•A
dd a
dditi
onal
ai
rpor
ts to
ED
X
capa
bilit
y•
Enh
ance
an
Den
sity
A
irpor
tsEx
chan
ge (E
DX)
for
Airp
ort S
urfa
ce D
ata
Dis
trib
utio
n
AS
DE
-X d
ata
read
y fo
r ext
erna
l use
rs•
Enh
ance
In
frast
ruct
ure
to
impr
ove
relia
bilit
y
Flex
ible
Te
rmin
al
Env
ironm
ent
43 38 9 41
Flig
ht a
nd S
tate
Dat
a M
anag
emen
t, Su
rfac
e/To
wer
/Ter
min
al
Syst
ems
Engi
neer
ing
Red
efin
es a
nd e
xten
ds th
e TF
DM
and
Arr
ival
/Dep
artu
re
Man
agem
ent T
ool (
A/D
MT)
co
ncep
t of o
pera
tions
, fun
din g
1032
07
1042
0910
2406
•C
ondu
ct T
FDM
ev
alua
tions
and
de
mon
stra
tions
•C
ondu
ct H
ITLs
to
•C
ontin
ue th
e de
velo
pmen
t, in
stal
latio
n, te
st
and
oper
atio
n of
a p
re-p
rodu
ctio
n un
it of
A
/DM
T w
ith a
ppro
pria
te in
terfa
ces
with
En
Rou
te A
utom
atio
n M
oder
niza
tion
Syst
ems
Engi
neer
ing
gw
ill be
use
d to
upd
ate
curre
nt
anal
ysis
pro
posa
ls a
nd a
sses
s ac
quis
ition
risk
s.
final
ize
TFD
M
conc
ept o
f use
(ER
AM
)/Tra
ffic
Man
agem
ent A
dvis
or (T
MA
), TF
M/ I
nteg
rate
d D
epar
ture
/Arr
ival
Cap
abilit
y (ID
AC
), TR
AC
ON
, Rou
te A
vaila
bilit
y P
lann
ing
Tool
(RA
PT)
•C
oord
inat
e w
ith a
n ai
rpor
t aut
horit
y an
d ai
rcra
ft/ai
rline
s at
an
oper
atio
nal s
ite to
sup
port
anal
ysis
and
ass
essm
ent o
f nea
r-te
rm b
enef
its
avai
labl
e fro
m th
e A
/DM
T in
clud
ing:
oD
epar
ture
rout
eas
sura
nce
tore
duce
oD
epar
ture
rout
e as
sura
nce
to re
duce
de
partu
re d
elay
so
Red
uce
depa
rture
que
ue le
ngth
s to
re
duce
em
issi
ons/
fuel
bur
no
Taxi
con
form
ance
mon
itorin
g to
impr
ove
airp
ort o
pera
tions
oE
nhan
ced
situ
atio
nal a
war
enes
s to
en
hanc
e ai
rpor
t saf
ety
•D
evel
o p c
once
pt o
f ope
ratio
ns fo
r TFD
M
pp
pP
hase
2•
Dev
elop
TFD
M P
hase
2 p
roto
type
•C
ondu
ct d
emon
stra
tions
of T
FDM
Pha
se 2
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Arr
ival
s/
Traj
ecto
ry M
anag
emen
t -Fo
cuse
s on
the
pote
ntia
l 10
4209
C
ondu
cted
sec
ond
•C
ondu
ct th
ird S
urfa
ce
•C
ontin
ue c
ondu
ctin
g S
urfa
ce C
onfo
rman
ce
Dep
artu
res
at H
igh
Den
sity
A
irpor
ts
jy
gSu
rfac
e C
onfo
rman
ce
Mon
itorin
g
psa
fety
and
wor
kloa
d be
nefit
s th
at c
an b
e ac
hiev
ed th
roug
h a
com
preh
ensi
ve ta
xi ro
ute
man
agem
ent a
nd
conf
orm
ance
mon
itorin
g ca
pabi
lity.
Sur
face
C
onfo
rman
ce (2
D)
HIT
L si
mul
atio
ns
usin
g ho
ld s
hort
and
give
way
in
stru
ctio
ns
Con
form
ance
(2D
) H
ITL
sim
ulat
ions
g(2
D) H
ITL
sim
ulat
ions
•
Tech
tran
sfer
of 2
D S
urfa
ce C
onfo
rman
ce
Mon
itorin
g co
ncep
t of u
se, r
equi
rem
ents
, ATC
P
roce
dure
s to
TFD
M p
rogr
am•
Initi
al H
ITL
sim
ulat
ion
of S
TBO
Sur
face
C
onfo
rman
ce M
onito
ring
•U
pdat
e co
ncep
t of u
se, r
equi
rem
ents
, ATC
P
roce
dure
s fo
r STB
O S
urfa
ce C
onfo
rman
ce
Mon
itorin
gM
onito
ring
www.faa.gov/ 51/nextgen
Impr
oved
App
roac
hes
and
Low
-Vis
ibili
ty O
pera
tions
12
34
21
75
6
52 NextGen
Phas
es o
f Flig
ht
23
4
OI 1
0711
9: E
xpan
ded
Low
-Vis
ibilit
y O
pera
tions
Usi
ng L
ower
RV
R M
inim
a
Low
erin
g R
unw
ay V
isua
l Ran
ge (R
VR
) min
ima
from
2,4
00 fe
et to
1,8
00 fe
et (o
r low
er,
1
21
56
Req
uire
d N
avig
atio
n Pe
rfor
man
ce (R
NP)
and
RN
P A
utho
rizat
ion
Req
uire
d (A
R)
App
roac
hes
Ake
yfe
atur
eof
RN
Pan
dR
NP
AR
appr
oach
esis
the
abili
tyto
use
curv
edgu
ided
path
Implementation Pla
OI 1
0412
4: U
se O
ptim
ized
Pro
file
Des
cent
4 Opt
imiz
edP
rofil
eD
esce
nts
(OP
Ds)
perm
itai
rcra
ftto
rem
ain
athi
gher
altit
udes
onar
rival
to
gy
g(
)(
depe
ndin
g on
the
airp
ort a
nd re
quire
men
t) at
sel
ecte
d ai
rpor
ts u
sing
RV
R s
yste
ms,
airc
raft
capa
bilit
ies,
and
pro
cedu
ral c
hang
es p
rovi
des
grea
ter a
cces
s to
Ope
ratio
nal E
volu
tion
Par
tner
ship
(OE
P),
relie
ver a
nd fe
eder
airp
orts
dur
ing
low
-vis
ibili
ty c
ondi
tions
.
Add
ition
al R
VR S
enso
rs
Supp
orte
d B
y: A
eron
autic
al a
nd W
eath
er C
omm
on S
ervi
ces
A k
ey fe
atur
e of
RN
P a
nd R
NP
AR
app
roac
hes
is th
e ab
ility
to u
se c
urve
d, g
uide
d pa
th
segm
ents
(kno
wn
as ra
dius
-to-fi
x, o
r RF;
cur
rent
ly, a
n op
tiona
l cap
abili
ty in
airc
raft
fligh
t m
anag
emen
t sys
tem
s). A
noth
er im
porta
nt a
dvan
tage
of R
NP
AR
app
roac
hes
is th
e po
tent
ial f
or d
ecou
plin
g op
erat
ions
ass
ocia
ted
with
adj
acen
t run
way
s or
airp
orts
.Su
ppor
ted
By:
Aer
onau
tical
Com
mon
Ser
vice
an
OI 1
0711
7: L
ow-V
isib
ility/
Cei
ling
App
roac
h O
pera
tions
Th
e ab
ility
to c
ompl
ete
appr
oach
es in
low
-vis
ibili
ty/c
eilin
g co
nditi
ons
is im
prov
ed fo
r airc
raft
equi
pped
with
som
e co
mbi
natio
n of
nav
igat
ion
deriv
ed fr
om a
ugm
ente
d G
loba
l Nav
igat
ion
Sat
ellit
e S
yste
m (G
NS
S) o
r Ins
trum
ent L
andi
ng S
yste
m (I
LS) a
nd o
ther
coc
kpit-
base
d te
chno
logi
es o
r com
bina
tions
of c
ockp
it-ba
sed
tech
nolo
gies
and
gro
und
infra
stru
ctur
e.
Enha
nced
Flig
ht V
isio
n Sy
stem
(EFV
S) to
100
Fee
t
2O
ptim
ized
Pro
file
Des
cent
s (O
PD
s) p
erm
it ai
rcra
ft to
rem
ain
at h
ighe
r alti
tude
s on
arri
val t
o th
e ai
rpor
t and
use
low
er p
ower
set
tings
dur
ing
desc
ent.
Ta
sk F
orce
: Cro
ss-C
uttin
g
OPD
s U
sing
RN
AV
and
RN
P ST
AR
sO
PD
pro
cedu
res
are
bein
g im
plem
ente
d as
RN
AV
STA
Rs
(eve
ntua
lly a
s R
NP
STA
Rs,
w
here
nec
essa
ry) w
ith v
ertic
al p
rofil
es th
at a
re d
esig
ned
to a
llow
airc
raft
to d
esce
nd
usin
g re
duce
d or
eve
n id
le th
rust
set
tings
from
the
top
of d
esce
nt to
poi
nts
alon
g th
e Th
e FA
A is
eng
aged
in m
akin
g ne
w ru
les
to e
nhan
ce th
e be
nefit
s of
hav
ing
EFV
S
capa
bilit
y by
allo
win
g op
erat
ors
to d
ispa
tch
and
begi
n in
stru
men
t app
roac
hes
in m
ore
wea
ther
con
ditio
ns th
an c
urre
ntly
aut
horiz
ed.
Synt
hetic
Vis
ion
Syst
em (S
VS) f
or L
ower
Tha
n St
anda
rd A
ppro
ach
Min
ima
Ope
ratio
nsTh
e FA
A is
eva
luat
ing
vario
us c
once
pts
for a
llow
ing
SV
S te
chno
logy
to b
e us
ed to
co
nduc
t ins
trum
ent a
ppro
ach
proc
edur
es w
ith lo
wer
than
sta
ndar
d m
inim
a (e
.g.,
Cat
II,
SA
Cat
IS
AC
atII)
orin
lieu
ofce
rtain
grou
ndin
frast
ruct
ure
gg
pp
gdo
wnw
ind
or fi
nal a
ppro
ach.
Supp
orte
d B
y: A
eron
autic
al C
omm
on S
ervi
ce
Initi
al T
ailo
red
Arr
ival
s (IT
As)
ITA
s ar
e pr
e-pl
anne
d, fi
xed
rout
ings
ass
igne
d by
oce
anic
air
traffi
c co
ntro
l fac
ilitie
s an
d se
nt fr
om th
e O
cean
ic A
utom
atio
n S
yste
m (O
cean
21) v
ia d
ata
com
mun
icat
ions
to
suita
bly
equi
pped
(i.e
., FA
NS
1/A
) airc
raft
as a
n ar
rival
cle
aran
ce in
to c
oast
al a
irpor
ts.
Supp
orte
dB
y:C
omm
unic
atio
nsC
omm
onSe
rvic
e
OI 1
0710
7: G
roun
d B
ased
Aug
men
tatio
n S
yste
m (G
BA
S) P
reci
sion
App
roac
hes
GB
AS
sup
port
prec
isio
n ap
proa
ches
to C
ateg
ory
I and
eve
ntua
lly C
ateg
ory
II/III
min
imum
s,
forp
rope
rlyeq
uipp
edru
nway
san
dai
rcra
ftG
BA
Sca
nsu
ppor
tapp
roac
hm
inim
ums
at
SA
Cat
I, S
A C
at II
), or
in li
eu o
f cer
tain
gro
und
infra
stru
ctur
e.
5
Supp
orte
d B
y: C
omm
unic
atio
ns C
omm
on S
ervi
ceTa
sk F
orce
: Com
mun
icat
ions
for R
evis
ed D
epar
ture
Cle
aran
ce, W
eath
er R
erou
tes
and
Rou
tine
Com
mun
icat
ions
(42a
)O
I 107
103:
Are
a N
avig
atio
n (R
NA
V) S
tand
ard
Inst
rum
ent D
epar
ture
s (S
IDs)
, S
tand
ard
Term
inal
Arri
val R
oute
s (S
TAR
s) a
nd A
ppro
ache
sTa
sk F
orce
: NA
S A
cces
s
Loca
lizer
Per
form
ance
with
Ver
tical
Gui
danc
e (L
PV) A
ppro
ach
Proc
edur
esLP
Vap
proa
chpr
oced
ures
whi
char
eav
aila
ble
toai
rcra
fteq
uipp
edw
ithG
PS
/Wid
eA
rea
3
for p
rope
rly e
quip
ped
runw
ays
and
airc
raft.
GB
AS
can
sup
port
appr
oach
min
imum
s at
ai
rpor
ts w
ith fe
wer
rest
rictio
ns to
sur
face
mov
emen
t, an
d of
fers
the
pote
ntia
l for
cur
ved
prec
isio
n ap
proa
ches
. G
BA
S a
lso
can
supp
ort h
igh-
inte
grity
sur
face
mov
emen
t re
quire
men
ts.
GB
AS
Cat
egor
y I N
on-F
eder
al S
yste
m A
ppro
val
GB
AS
Cat
egor
y I i
s be
ing
impl
emen
ted
as a
non
-fede
ral s
yste
m o
n a
per-a
irpor
t req
uest
ba
sis.
LPV
app
roac
h pr
oced
ures
, whi
ch a
re a
vaila
ble
to a
ircra
ft eq
uipp
ed w
ith G
PS
/ Wid
e A
rea
Aug
men
tatio
n S
yste
m (W
AA
S),
are
mor
e co
st-e
ffect
ive
to im
plem
ent i
n co
mpa
rison
with
th
e in
stal
latio
n of
add
ition
al g
roun
d-ba
sed
navi
gatio
n ai
ds (N
AV
AID
s) a
nd th
e de
velo
pmen
t of a
ppro
ach
proc
edur
es fo
r tho
se N
AV
AID
s. In
add
ition
to L
PV
app
roac
h pr
oced
ure
impl
emen
tatio
n, th
e FA
A w
ill d
eliv
er L
P a
ppro
ache
s to
runw
ays
that
do
not
qual
ify fo
r LP
Vs
due
to o
bsta
cles
. Su
ppor
ted
By:
Aer
onau
tical
Com
mon
Ser
vice
Task
For
ce: I
mpl
emen
t LPV
App
roac
h Pr
oced
ures
to A
irpor
ts w
ithou
t Pre
cisi
on
GB
AS
Cat
egor
y II/
IIIIC
AO
-com
plia
nt s
tand
ards
for o
pera
tiona
l use
of G
BA
S C
ateg
ory
II/III
sys
tem
s w
ill be
pu
blis
hed
by 2
015.
ppp
pA
ppro
ach
Cap
abili
ties
(22)
OI 1
0711
8:Lo
w-V
isib
ility
/Cei
ling
Land
ing
Ope
ratio
ns
The
abili
ty to
land
in lo
w-v
isib
ility
/cei
ling
cond
ition
s is
impr
oved
for a
ircra
ft eq
uipp
ed w
ith
6O
I 107
115:
Low
-Vis
ibilit
y/C
eilin
g Ta
ke-o
ff O
pera
tions
Leve
ragi
ng a
com
bina
tion
of h
ead-
up g
uida
nce
syst
ems,
EFV
S, S
VS
, or a
dvan
ced
visi
on
7y
yg
pq
ppso
me
com
bina
tion
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avig
atio
n de
rived
from
aug
men
ted
GN
SS
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LS, a
nd h
ead-
up
guid
ance
sys
tem
s, E
FVS
, SV
S, a
dvan
ced
visi
on s
yste
m, a
nd o
ther
coc
kpit-
base
d te
chno
logi
es th
at c
ombi
ne to
impr
ove
hum
an p
erfo
rman
ce.
EFVS
to T
ouch
dow
nTh
e FA
A is
eng
aged
in ru
lem
akin
g th
at w
ould
per
mit
EFV
S to
be
used
to to
uch
dow
n.
gg
pg
y,
,,
syst
em c
apab
ilitie
s w
ill a
llow
app
ropr
iate
ly e
quip
ped
airc
raft
to c
ondu
ct ta
keof
f ope
ratio
ns w
ith
low
er v
isib
ility
min
ima.
EFVS
for T
akeo
ffTh
e FA
A is
eva
luat
ing
the
use
of E
FVS
for l
ow-v
isib
ility
take
off o
pera
tions
.
2010
2011
2012
2013
2014
2015
2016
2017
Enab
ler r
efer
ence
d in
App
endi
x A:
Hea
ds-U
p D
ispl
ay (H
UD
)O
I 107
119:
Exp
ande
d Lo
w-V
isib
ility
O
pera
tions
Usi
ng L
ower
RV
R
Min
ima
(200
9-20
11)
OI 1
0711
9: E
xpan
ded
Low
-Vis
ibili
ty
Ope
ratio
ns U
sing
Low
er R
VR
Min
ima
(200
9-20
11)
1N
ote:
OI 1
0711
9 is
read
y fo
r con
tinue
d ex
pans
ion.
Enab
ler r
efer
ence
d in
Ap
pend
ix A
:EFV
SE
FVS
to 1
00 F
eet
Not
e: E
FVS
to 1
00 fe
et is
app
rove
d an
d re
ady
for
cont
inue
dex
pans
ion
Add
ition
al R
VR
Sen
sors
OI 1
0711
7: L
ow-V
isib
ility
/Cei
ling
App
roac
h O
pera
tions
(201
0-20
15)
2
SV
S fo
r Low
er T
han
Sta
ndar
d A
ppro
ach
Min
ima
Ope
ratio
ns
LPV
App
roac
h P
roce
dure
s
cont
inue
d ex
pans
ion.
OI 1
0710
3: R
NA
V S
IDs,
STA
Rs
and
App
roac
hes
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0-20
15)
3En
able
rs re
fere
nced
in
Appe
ndix
A:R
NA
V,
RN
P w
ith C
urve
d P
ath,
R
NP
AR
App
roac
hes,
d
LPV
OP
Ds
Usi
ng R
NA
V a
nd R
NP
STA
Rs
RN
P a
nd R
NP
AR
App
roac
hes
OI 1
0412
4:U
se O
PD
(201
0-20
18)
4
Enab
lers
refe
renc
ed in
Ap
pend
ix A
:RN
AV
and
R
NP
ithC
dP
th
and
LPV
ITA
s GB
AS
Cat
egor
y I N
on-F
eder
al S
yste
m A
ppro
val
OI 1
0710
7:G
BA
S P
reci
sion
App
roac
hes
(201
3-20
18)
5En
able
r ref
eren
ced
in A
ppen
dix
A: G
BA
S/G
LS
www.faa.gov/
RN
P w
ith C
urve
d P
ath
GB
AS
Cat
egor
y II/
III
Ope
ratio
nal
Dev
elop
men
tC
once
pt
53/nextgen
2010
2011
2012
2013
2014
2015
2016
2017
OI1
0711
8:Lo
wV
isib
ility
/Cei
ling
Land
ing
Ope
ratio
ns(2
015
2018
)6
Enab
lerr
efer
ence
din
Appe
ndix
A:E
FVS
Impr
oved
App
roac
hes
and
Low
-Vis
ibili
ty O
pera
tions
(con
t’d)
54 NextGen
EFV
S to
Tou
ch d
own
OI 1
0711
8:Lo
w-V
isib
ility
/Cei
ling
Land
ing
Ope
ratio
ns (2
015-
2018
)6
Enab
ler r
efer
ence
d in
App
endi
x A:
EFV
S
EFV
S fo
r Tak
eoff
OI 1
0711
5: L
ow-V
isib
ility
/Cei
ling
Take
off O
pera
tions
(201
5-20
18)
7En
able
r ref
eren
ced
in A
ppen
dix
A:E
FVS
Implementation Pla
Sele
cted
Wor
k A
ctiv
ities
Ope
ratio
nal
Dev
elop
men
tC
once
pt
an
Bud
get L
ine
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rce
Act
ivity
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crip
tion
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FY 2
010
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011
FY 2
012
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id-te
rm
Flex
ible
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rmin
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ratio
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anag
emen
t, A
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ache
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und
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ed
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ins
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emen
tatio
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AS
at
the
natio
n’s
busi
est a
irpor
ts
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ef
ficie
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fits
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tegr
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dR
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1071
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arde
d C
ateg
ory
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rea
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men
tatio
n S
yste
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grou
nd fa
cilit
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otot
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ract
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naliz
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ateg
ory
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roun
d fa
cilit
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ecifi
catio
n•
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ard
cont
ract
to v
alid
ate
Cat
egor
y III
avi
onic
s st
anda
rds
and
inte
rope
rabi
lity
Aug
men
tatio
n Sy
stem
(GB
AS)
RN
AV
and
RN
P c
apab
ilitie
s w
ith
the
Cat
egor
y 1
GB
AS
Lan
ding
S
yste
m c
apab
ility.
cont
ract
inte
rope
rabi
lity
•C
ompl
ete
oper
atio
nal f
easi
bilit
y de
term
inat
ion
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ible
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rmin
al
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ironm
ent
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ratio
n M
anag
emen
t, A
ppro
ache
s,
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tGen
N
avig
atio
n
Dev
elop
s an
d ba
selin
es
spec
ifica
tions
and
initi
ates
so
lutio
n de
velo
pmen
t inc
ludi
ng
acqu
isiti
on a
nd te
stin
g of
na
viga
tion
aid
equi
pmen
t.
1071
19
Com
plet
ed in
itial
co
ncep
t of o
pera
tions
fo
r nav
igat
ion
surfa
ce
requ
irem
ents
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plem
ent l
ower
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R
min
imum
s at
:o
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lade
lphi
a (P
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oS
an F
ranc
isco
(SFO
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ompl
ete
initi
al c
once
pt o
f op
erat
ions
for N
avig
atio
n S
urfa
ce
Req
uire
men
ts•
Bas
ed o
n th
e Fl
ight
Sta
ndar
ds N
AS
-w
ide
impl
emen
tatio
n sc
hedu
le fo
r N
avig
atio
n In
itiat
ives
oD
enve
r (D
EN
) 16R
oH
oust
on In
tern
atio
nal
(IAH
) 9o
Cle
vela
nd (C
LE) 2
4L
term
inal
RN
AV
, dev
ise
the
roll-
out
sche
dule
for r
equi
red
navi
gatio
n sy
stem
s•
Def
ine
curr
ent a
rriv
al v
aria
bilit
y,
runw
ay o
ccup
ancy
tim
es (d
ay/li
ght,
clea
r/low
-vis
ibilit
y) a
s a
base
line
to
impr
ovin
g ex
iting
from
the
runw
ay•
Def
ine
a fu
ture
set
of t
axi-o
ut a
nd
taxi
-intim
e-ba
sed
perfo
rman
ceta
xi-in
tim
e-ba
sed
perfo
rman
ce
requ
irem
ents
that
redu
ce v
aria
bilit
y in
sur
face
ope
ratio
ns. U
se th
ese
requ
irem
ents
to a
sses
s th
e cu
rren
t pe
rform
ance
at O
EP
airp
orts
to
defin
e ho
w m
uch
chan
ge w
ill be
ne
eded
and
the
feas
ibilit
y of
thos
e ch
ange
s
Bud
get L
ine
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Flex
ible
Se
para
tion
Dev
elop
s an
d ba
selin
es
1071
18
Com
plet
ed E
nhan
ced
•C
ontin
ue in
itial
dev
elop
men
t •
Com
plet
e M
ALS
R L
ED
/Infra
red
Term
inal
E
nviro
nmen
t
pM
anag
emen
t, A
ppro
ache
s,
Opt
imiz
e N
avig
atio
n Te
chno
logy
spec
ifica
tions
and
initi
ates
so
lutio
n de
velo
pmen
t inc
ludi
ng
acqu
isiti
on a
nd te
stin
g of
na
viga
tion
aid
equi
pmen
t.
1071
19Lo
w V
isib
ility
oper
atio
nal
impr
ovem
ents
and
desi
gn o
f Med
ium
-In
tens
ity A
ppro
ach
Ligh
ting
Sys
tem
with
Run
way
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lignm
ent I
ndic
ator
(MA
LSR
) Li
ght-E
mitt
ing
Dio
de (L
ED
) La
mp
Sol
utio
n•
Con
tinue
initi
al d
evel
opm
ent
and
desi
gn o
f LE
D P
reci
sion
A
ppro
ach
Pat
hIn
dica
tor
lam
ps p
roto
type
des
ign
•C
ompl
ete
func
tiona
l con
figur
atio
n au
dit f
or L
ED
PA
PI
App
roac
h P
ath
Indi
cato
r (P
AP
I) S
yste
m S
olut
ion
Dem
onst
ratio
ns42
aH
igh
Den
sity
Airp
ort
Cap
acity
and
Ef
ficie
ncy
Impr
ovem
ent
Proj
ect
Mak
es a
rriv
als
to h
igh
dens
ity
airp
orts
mor
e ef
ficie
nt; i
t has
se
vera
l im
plic
atio
ns s
uch
as
redu
ced
time
and
dist
ance
of
fligh
ts in
clud
ing
the
optim
izat
ion
of th
e la
tera
l and
ver
tical
pat
hs.
C
ontin
ued
TAs
at L
AX
, S
FO a
nd M
IA
www.faa.gov/ 55/nextgen
Clo
sely
Spa
ced,
Par
alle
l, C
onve
rgin
g an
d In
ters
ectin
g R
unw
ay O
pera
tions
31
31
2
56 NextGen
OI 1
0820
9:In
crea
se C
apac
ity a
nd E
ffici
ency
Usi
ng A
rea
Nav
igat
ion
(RN
AV
) an
d R
equi
red
Nav
igat
ion
Per
form
ance
(RN
P)
This
impr
ovem
ent w
ill e
xplo
re c
once
pts
to re
cove
r los
t cap
acity
thro
ugh
redu
ced
sep
arat
ion
td
di
dli
tifd
dt
di
dd
tti
bld
Bot
hR
NA
Van
dR
NP
will
enab
lem
ore
effic
ient
airc
raft
traje
ctor
ies
RN
AV
and
RN
P
31
13
1
Phas
es o
f Flig
ht
2
OI 1
0214
1: Im
prov
ed P
aral
lel R
unw
ay O
pera
tions
Implementation Pla
stan
dard
s, in
crea
sed
appl
icat
ions
of d
epen
dent
and
inde
pend
ent o
pera
tions
, ena
bled
op
erat
ions
in lo
wer
vis
ibili
ty c
ondi
tions
and
cha
nges
in s
epar
atio
n re
spon
sibi
lity
betw
een
air
traffi
c co
ntro
l (A
TC) a
nd th
e fli
ght d
eck.
Task
For
ce: R
unw
ay A
cces
s
Add
ition
al 7
110.
308
Airp
orts
This
incr
emen
t pro
vide
s ai
rpor
ts w
ith m
axim
um u
se o
f clo
sely
spa
ced
para
llel r
unw
ays
byau
thor
izin
gpa
rtici
patin
gai
rcra
ftto
oper
ate
atre
duce
dla
tera
land
long
itudi
nal
Bot
h R
NA
V a
nd R
NP
will
ena
ble
mor
e ef
ficie
nt a
ircra
ft tra
ject
orie
s. R
NA
V a
nd R
NP
co
mbi
ned
with
airs
pace
cha
nges
, inc
reas
e ai
rspa
ce e
ffici
ency
and
cap
acity
.Ta
sk F
orce
: Run
way
Acc
ess
Use
Con
verg
ing
Run
way
Dis
play
Aid
(CR
DA
) Th
is in
crem
ent w
ill a
dd C
RD
A fu
nctio
nalit
y in
to te
rmin
al a
utom
atio
n sy
stem
s an
d ex
pand
its
use
at m
ore
airp
orts
, as
wel
l as
leve
rage
the
arriv
al/d
epar
ture
win
dow
tool
.Ta
sk F
orce
: Inc
reas
e C
a pac
ity a
nd T
hrou
ghpu
t for
Con
verg
ing
and
Inte
rsec
ting
an
by a
utho
rizin
g pa
rtici
patin
g ai
rcra
ft to
ope
rate
at r
educ
ed la
tera
l and
long
itudi
nal
spac
ing
on d
epen
dent
, ins
trum
ent a
ppro
ach
proc
edur
es to
runw
ays
with
cen
terli
ne
spac
ing
less
than
2,5
00 fe
et.
This
incr
emen
t will
exp
and
the
appl
icat
ion
of F
AA
Ord
er
7110
.308
bey
ond
the
loca
tions
and
runw
ay e
nds
alre
ady
appr
oved
.Ta
sk F
orce
: Inc
reas
e U
se o
f Sta
gger
ed A
ppro
ache
s (1
2)
Wak
e Tu
rbul
ence
Miti
gatio
n fo
r Arr
ival
s-Pr
oced
ures
(WTM
A-P
) for
Hea
vy/7
57 A
ircra
ft Th
is in
crem
ent e
xpan
ds th
e us
e of
pro
cedu
ral d
epen
dent
sta
gger
ed a
ppro
ach
tit
llB
i75
7d
hi
ftt
ld
thi
d
py
gp
gg
gR
unw
ays
(9)
OI 1
0214
0:W
ake
Turb
ulen
ce M
itiga
tion
for D
epar
ture
s (W
TMD
): W
ind-
Bas
ed W
ake
Pro
cedu
res
Pro
cedu
res
are
deve
lope
d at
app
licab
le lo
catio
ns b
ased
on
the
resu
lts o
f ana
lysi
s of
wak
e m
easu
rem
ents
and
saf
ety
anal
ysis
usi
ng w
ake
mod
elin
g an
d vi
sual
izat
ion.
Dur
ing
peak
de
man
d pe
riods
, the
se p
roce
dure
s al
low
airp
orts
to m
aint
ain
airp
ort d
epar
ture
thro
ughp
ut
2
sepa
ratio
n to
allo
w B
oein
g 75
7 an
d he
avy
airc
raft
to le
ad th
is p
roce
dure
.
Am
end
Inde
pend
ent a
nd D
epen
dent
Run
way
Sta
ndar
ds in
Ord
er 7
110.
65 (I
nclu
ding
B
lund
er M
odel
Ana
lysi
s)Th
is in
crem
ent a
men
ds ru
nway
spa
cing
sta
ndar
ds to
ach
ieve
incr
ease
d ac
cess
to
para
llel r
unw
ays
with
cen
terli
ne s
paci
ng le
ss th
an 4
,300
feet
and
impl
emen
ts th
is
chan
ge a
t app
rove
d lo
catio
ns.
Task
Forc
e:R
evis
eth
eB
lund
erA
ssum
ptio
ns(1
3)
durin
g fa
vora
ble
win
d co
nditi
ons.
WTM
D Pro
cedu
res
are
deve
lope
d th
roug
h an
alys
is o
f wak
e m
easu
rem
ents
and
saf
ety
anal
ysis
usi
ng w
ake
mod
elin
g an
d vi
sual
izat
ion.
Dur
ing
peak
dem
and
perio
ds, t
hese
pr
oced
ures
allo
w a
irpor
ts to
mai
ntai
n ai
rpor
t dep
artu
re th
roug
hput
dur
ing
favo
rabl
e w
ind
cond
ition
s. A
sta
ged
impl
emen
tatio
n of
cha
nges
in p
roce
dure
s an
d st
anda
rds,
as
wel
las
the
impl
emen
tatio
nof
new
tech
nolo
gyw
illsa
fely
redu
ceth
eim
pact
ofw
ake
Task
For
ce: R
evis
e th
e B
lund
er A
ssum
ptio
ns (1
3)
Impl
emen
t SA
TNA
V or
ILS
for P
aral
lel R
unw
ay O
pera
tions
This
incr
emen
t will
ena
ble
polic
y, s
tand
ards
and
pro
cedu
res
to a
llow
use
of S
atel
lite
Nav
igat
ion
(SA
TNA
V) o
r Ins
trum
ent L
andi
ng S
yste
m (I
LS) w
hen
cond
uctin
g si
mul
tane
ous
inde
pend
ent a
nd d
epen
dent
inst
rum
ent a
ppro
ache
s, a
nd im
plem
ent t
his
new
cap
abili
ty a
t app
rove
d lo
catio
ns.
Task
For
ce: I
mpl
emen
t CSP
O: S
ATN
AV
or IL
S (3
7a)
wel
l as
the
impl
emen
tatio
n of
new
tech
nolo
gy, w
ill s
afel
y re
duce
the
impa
ct o
f wak
e vo
rtice
s on
ope
ratio
ns.
This
redu
ctio
n ap
plie
s to
spe
cific
type
s of
airc
raft
and
is b
ased
on
win
d bl
owin
g an
airc
raft’
s w
ake
away
from
the
para
llel r
unw
ay’s
ope
ratin
g ar
ea.
2010
2011
2012
2013
2014
2015
2016
2017
OI 1
0820
9:In
crea
se C
apac
ity a
nd E
ffici
ency
Usi
ng R
NA
V a
nd R
NP
(201
0-20
14)
1En
able
rs re
fere
nced
in
Appe
ndix
A:R
NA
V a
nd
RN
P w
ith C
urve
d P
ath
Use
CR
DA
WTM
D
OI 1
0214
0:W
TMD
: Win
d-B
ased
Wak
e P
roce
dure
s (2
011-
2016
) 2
Add
ition
al 7
110.
308
Airp
orts
WTM
A-P
for H
eav y
/757
Airc
raft
OI 1
0214
1: Im
prov
ed P
aral
lel R
unw
ay O
pera
tions
(201
2-20
18)
3En
able
r ref
eren
ced
in A
ppen
dix
A:P
aire
d A
ppro
ach
Gui
danc
e an
d A
lerti
ng
y
Am
end
Inde
pend
ent a
nd D
epen
dent
Run
way
Sta
ndar
ds in
Ord
er 7
110.
65 (I
nclu
ding
Blu
nder
Mod
el A
naly
sis)
Impl
emen
t SA
TNA
V o
r ILS
for P
aral
lel R
unw
ay O
pera
tions
Sele
cted
Wor
k A
ctiv
ities
Ope
ratio
nal
Dev
elop
men
tC
once
pt
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Col
labo
rativ
e A
ir Tr
affic
M
anag
emen
t
Flig
ht a
nd S
tate
Dat
a M
anag
emen
t, C
once
pt
Dev
elop
men
t for
In
tegr
ated
NA
S D
esig
n an
dPr
oced
ure
Plan
ning
Dev
elop
s a
fram
ewor
k fo
r in
tegr
ated
Nat
iona
l Airs
pace
Des
ign
and
Pro
cedu
res
plan
ning
, en
hanc
emen
ts to
exi
stin
g in
frast
ruct
ure
to s
uppo
rt im
pact
t
dd
li
itil
1082
0910
2141
•In
itiat
e an
alys
is o
f equ
ipag
e an
d av
ioni
cs c
apab
ilitie
s re
quire
d th
roug
h th
e m
id-
term
to s
uppo
rt be
st-
equi
pped
, bes
t-ser
ved
•C
ondu
ct fe
asib
ility
asse
ssm
ent o
f sim
ulta
neou
s IL
S, R
NP
AR
des
cent
•C
ondu
ct re
sear
ch a
nd
anal
ysis
ass
ocia
ted
with
the
and
Proc
edur
e Pl
anni
ng
asse
ssm
ents
, and
dev
elop
s in
itial
co
ncep
t for
bes
t-equ
ippe
d, b
est-
serv
ed.
feas
ibilit
y of
the
elim
inat
ion
of
the
requ
irem
ent o
f 1,0
00 fe
et
of a
ltitu
de s
epar
atio
n du
ring
sim
ulta
neou
s tu
rn o
nto
final
ap
proa
ch
Flex
ible
Te
rmin
al
Env
ironm
ent
Sepa
ratio
n M
anag
emen
t, W
ake
Turb
ulen
ceM
itiga
tion
Eva
luat
es W
TMA
feas
ibilit
y pr
otot
ype
at a
can
dida
te a
irpor
t. C
oncl
udes
det
aile
d be
nefit
and
1021
4110
2144
•C
ompl
ete
WTM
A fe
asib
ility
prot
otyp
e ev
alua
tion
usin
g im
plem
enta
tion
on c
hose
n
•C
ompl
ete
WTM
A c
once
pt
feas
ibilit
y pr
otot
ype
eval
uatio
n in
sim
ulat
ed c
andi
date
air p
ort
Turb
ulen
ce M
itiga
tion
for A
rriv
als
(WTM
A)
safe
ty a
sses
smen
ts fo
r the
im
plem
enta
tion
of W
TMA
pr
oced
ures
.
psi
mul
ated
aut
omat
ion
syst
em
pen
viro
nmen
ts•
Com
plet
e an
alys
es a
nd
docu
men
tatio
n of
WTM
A
requ
irem
ents
•
Eva
luat
e w
ake
miti
gatio
n te
chno
logy
sol
utio
ns
www.faa.gov/ 57/nextgen
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
Clo
sely
Spa
ced,
Par
alle
l, C
onve
rgin
g an
d In
ters
ectin
g R
unw
ay O
pera
tions
(con
t’d)
58 NextGen
Flex
ible
Te
rmin
al
Env
ironm
ent
Sepa
ratio
n M
anag
emen
t, W
ake
Turb
ulen
ce
Miti
gatio
n fo
r Dep
artu
res
(WTM
D)
Per
form
s sa
fety
risk
man
agem
ent
anal
ysis
, tes
ts a
nd e
valu
atio
ns o
f w
ake
turb
ulen
ce m
itiga
tion
and
depa
rture
pro
cedu
res.
1021
41
Com
plet
ed p
roto
type
of
WTM
D d
emon
stra
tion
syst
em a
t Willi
am J
. H
ughe
s Te
chni
cal
Cen
ter
•D
eliv
er d
emon
stra
tion
to
first
site
, Hou
ston
(IA
H)
•C
ompl
ete
regi
onal
ser
vice
cen
ter
engi
neer
ing
and
inst
alla
tion
of
WTM
D c
ompo
nent
s in
Mem
phis
(M
EM
) and
San
Fra
ncis
co (S
FO)
ATC
tow
ers
•In
stal
l dat
a lin
ks n
eces
sary
for
WTM
D o
pera
tion
at M
EM
and
S
FO
Implementation Pla
SFO
•A
t IA
H, M
EM
and
SFO
con
tinue
pr
ovid
ing:
WTM
D s
oftw
are
adap
tatio
n, s
oftw
are
mai
nten
ance
, har
dwar
e m
aint
enan
ce (p
reve
ntiv
e an
d co
rrect
ive)
on
any
WTM
D u
niqu
e sy
stem
com
pone
nts,
and
dai
ly
serv
ice
certi
ficat
ion
an
Flex
ible
Te
rmin
al
Env
ironm
ent
37a
13Se
para
tion
Man
agem
ent,
Clo
sely
Spa
ced
Para
llel
Run
way
Ope
ratio
ns
(CSP
O)
Exa
min
es a
ltern
ate
prop
osal
s fo
r fu
rther
redu
ctio
ns o
f sep
arat
ion
stan
dard
s in
runw
ay s
paci
ng, a
nd
cond
ucts
sim
ulat
or tr
ials
to c
olle
ct
data
and
con
duct
ana
lysi
s.
1021
41
Upg
rade
d C
SP
O
mod
elin
g an
d si
mul
atio
n to
ol w
ith v
ersi
on 2
so
ftwar
e en
hanc
emen
ts
•C
ompl
ete
first
sta
ge
anal
yses
to re
-eva
luat
e th
e bl
unde
r mod
el fo
r CS
PO
an
d de
term
ine
the
impa
ct
on re
duci
ng la
tera
l run
way
se
para
tion
stan
dard
s
•C
ondu
ct fu
rther
Hum
an-in
-the-
Loop
(HIT
L) te
sts
to e
valu
ate
oper
atio
nal a
pplic
atio
n fo
r Dua
l IL
S/R
NA
V/ P
reci
sion
Run
way
M
onito
r (P
RM
)/W
ake/
Blu
nder
/AD
S-B
•D
evel
op S
afet
y M
anag
emen
t S
yste
m re
quire
men
ts fo
r y
qap
proa
ches
at r
educ
ed
sepa
ratio
n st
anda
rds
in ru
nway
sp
acin
g•
Det
erm
ine
min
imum
spa
cing
for
sim
ulta
neou
s in
depe
nden
t ap
proa
ches
•C
ondu
ct d
emon
stra
tions
to
valid
ate
conc
ept a
nd
it
dbt
ib
ire
quire
men
ts a
nd o
btai
n bu
y-in
fro
m s
take
hold
ers
•D
evel
op a
nd c
oord
inat
e S
afet
y R
isk
Man
agem
ent D
ocum
ent
(SR
MD
) for
app
roac
hes
at
redu
ced
sepa
ratio
n st
anda
rds
for
runw
ay s
paci
ng•
Con
tinue
CS
PO
blu
nder
mod
el
enha
ncem
ents
enha
ncem
ents
•C
ontin
ue H
ITL
activ
ities
to
supp
ort C
SP
O•
Con
tinue
to im
plem
ent
proc
edur
es fo
r CS
PO
at
addi
tiona
l airp
orts
Perf
orm
ance
Bas
ed N
avig
atio
n
11
1
Phas
es o
f Flig
ht
OI 1
0820
9: In
crea
se C
apac
ity a
nd E
ffici
ency
Usi
ng R
NA
V a
nd R
NP
1
Inte
grat
ed A
irspa
ce a
nd P
roce
dure
sTo
ols/
Aut
omat
ion
Are
a N
avig
atio
n (R
NA
V) a
nd R
equi
red
Nav
igat
ion
Per
form
ance
(RN
P) c
an e
nabl
e m
ore
effic
ient
airc
raft
traje
ctor
ies.
RN
AV
and
RN
P,c
ombi
ned
with
airs
pace
cha
nges
, inc
reas
e ai
rspa
ce e
ffici
ency
and
cap
acity
.Ta
sk F
orce
: Met
ropl
ex, C
ruis
e an
d O
vera
rchi
ng
Opt
imiz
atio
n of
Per
form
ance
Bas
ed N
avig
atio
n (P
BN
) Pro
cedu
res
Add
ition
al te
ams
of s
take
hold
ers
will
be
crea
ted
to a
ddre
ss s
hort-
term
PB
N p
roce
dure
s op
timiz
atio
n.
Supp
orte
d B
y: A
eron
autic
al C
omm
on S
ervi
ceTa
sk F
orce
: Opt
imiz
e an
d In
crea
se R
NA
V Pr
oced
ures
(32a
and
29)
Larg
e-Sc
ale
Red
esig
n of
Ter
min
al a
nd T
rans
ition
Airs
pace
Lev
erag
ing
PBN
The
Inte
grat
edA
irspa
cean
dP
roce
dure
sap
proa
chpr
ovid
esa
geog
raph
icfo
cus
topr
oble
m
Rel
ativ
e Po
sitio
n In
dica
tor (
RPI
)R
PI i
s a
tool
that
can
ass
ist b
oth
the
cont
rolle
r and
traf
fic m
anag
emen
t in
man
agin
g th
e flo
w o
f tra
ffic
thro
ugh
a te
rmin
al a
rea
mer
ge p
oint
.
Aut
omat
ed T
erm
inal
Pro
xim
ity A
lert
(ATP
A)
ATP
A is
an
air t
raffi
c co
ntro
l (A
TC) a
utom
atio
n to
ol th
at p
rovi
des
situ
atio
nal a
war
enes
s an
d al
erts
to c
ontro
llers
on
colo
r dis
play
s of
Com
mon
Aut
omat
ed R
adar
Ter
min
al S
yste
m
(CA
RTS
)and
onS
tand
ard
Term
inal
Aut
omat
ion
Rep
lace
men
tSys
tem
(STA
RS
)dis
play
sTh
e In
tegr
ated
Airs
pace
and
Pro
cedu
res
appr
oach
pro
vide
s a
geog
raph
ic fo
cus
to p
robl
em
solv
ing,
with
a s
yste
ms
view
of P
BN
initi
ativ
es, t
o th
e de
sign
of a
irspa
ce.
Supp
orte
d B
y: A
eron
autic
al C
omm
on S
ervi
ceTa
sk F
orce
: Int
egra
te P
roce
dure
Des
ign
to D
econ
flict
Airp
ort,
Impl
emen
t RN
P w
ith
RF
Cap
abili
ty, a
nd E
xpan
d U
se o
f Ter
min
al S
epar
atio
n R
ules
(4, 2
1a a
nd 3
2b),
Incr
ease
Cap
acity
and
Thr
ough
put f
or C
onve
rgin
g an
d In
ters
ectin
g R
unw
ays
(9)
Tran
sitio
n to
PB
N R
outin
g fo
r Cru
ise
Ope
ratio
ns
(CA
RTS
) and
on
Sta
ndar
d Te
rmin
al A
utom
atio
n R
epla
cem
ent S
yste
m (S
TAR
S) d
ispl
ays.
Ta
sk F
orce
: Ach
ievi
ng E
xist
ing
3-an
d 5-
Mile
Sep
arat
ion
Stan
dard
s
FMC
Rou
te O
ffset
Aut
omat
ion
prov
ides
con
trolle
rs w
ith s
uppo
rt to
am
end
an a
ircra
ft’s
fligh
t pla
n to
indi
cate
th
at it
has
bee
n pl
aced
on,
or h
as b
een
take
n of
f, a
Flig
ht M
anag
emen
t Com
pute
r (FM
C)
late
ral o
ffset
.Su
ppor
ted
By:
Flig
ht C
omm
on S
ervi
ceTh
is a
ppro
ach
augm
ents
the
conv
entio
nal N
AV
AID
-bas
ed J
et a
nd V
icto
r airw
ays
with
R
NA
Vs,
incl
udin
g Q
-rout
es a
nd T
-rout
es.
Supp
orte
d B
y: A
eron
autic
al C
omm
on S
ervi
ceTa
sk F
orce
: Dev
elop
RN
AV-
Bas
ed E
n R
oute
Sys
tem
(30)
Nav
igat
ion
Syst
em In
fras
truc
ture
Nex
tGen
En
Rou
te D
ista
nce
Mea
surin
g Eq
uipm
ent (
DM
E) In
fras
truc
ture
Add
ition
alD
ME
cove
rage
over
the
cont
inen
talU
nite
dS
tate
sis
need
edto
optim
ize
and
PBN
Rou
te E
ligib
ility
Che
ckE
n R
oute
Aut
omat
ion
will
che
ck th
e el
igib
ility
of a
ircra
ft to
ope
rate
on
perfo
rman
ce-
rest
ricte
d ro
utes
. Su
ppor
ted
By:
Flig
ht C
omm
on S
ervi
ce
Add
ition
al D
ME
cov
erag
e ov
er th
e co
ntin
enta
l Uni
ted
Sta
tes
is n
eede
d to
opt
imiz
e an
d ex
pand
RN
AV
rout
es b
y cl
osin
g co
vera
ge g
aps
at a
nd a
bove
Flig
ht L
evel
240
.
www.faa.gov/ 59/nextgen
2010
2011
2012
2013
2014
2015
2016
2017
OI 1
0820
9: In
crea
se C
apac
ity a
nd E
ffici
ency
Usi
ng R
NA
V a
nd R
NP
(201
0-20
14)
1
Perf
orm
ance
Bas
ed N
avig
atio
n (c
ont’d
)
60 NextGe
Enab
lers
refe
renc
ed in
Larg
e-S
cale
Red
esig
n of
Ter
min
al a
nd T
rans
ition
Airs
pace
Lev
erag
ing
PB
N
Tran
sitio
n to
PB
N R
outin
g fo
r Cru
ise
Ope
ratio
ns
Opt
imiz
atio
n of
PB
N P
roce
dure
s
py
yg
()
en Implementation
Appe
ndix
A:R
NA
V a
nd
RN
P w
ith C
urve
d P
ath
RP
I
Nex
tGen
En
Rou
te D
ME
Infra
stru
ctur
e
ATP
A
Plan
FMC
Rou
teO
ffset
PB
N R
oute
Elig
ibili
ty C
heck
Ope
ratio
nal
Dev
elop
men
tC
once
pt
FMC
Rou
te O
ffset
Sele
cted
Wor
k A
ctiv
ities
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Ope
ratio
ns4
New
York
/New
Incr
ease
sef
ficie
ncy
and
relia
bilit
yof
the
airs
pace
C
ompl
eted
initi
alde
sign
s•
Impl
emen
tSta
ge2A
•Im
plem
entr
emai
ning
stag
esO
pera
tions
4 21a
32b
New
Yor
k/N
ew
Jers
ey/
Phila
delp
hia
Met
ropo
litan
A
rea
Airs
pace
R
edes
ign
Incr
ease
s ef
ficie
ncy
and
relia
bilit
y of
the
airs
pace
st
ruct
ure
and
ATC
to a
ccom
mod
ate
grow
th w
hile
en
hanc
ing
safe
ty, r
educ
ing
dela
y an
d ta
king
ad
vant
age
of n
ew te
chno
logi
es. T
his
proj
ect
enco
mpa
sses
a c
ompl
ete
rede
sign
of t
he a
irspa
ce in
th
e N
ew Y
ork
and
Phi
lade
lphi
a m
etro
polit
an a
reas
. It
capi
taliz
es o
n P
BN
, hig
her d
ownw
ind
segm
ents
for
arriv
al a
ircra
ft, u
nres
trict
ed d
epar
ture
clim
bs, f
anne
d de
partu
re h
eadi
ngs
and
hold
ing
in te
rmin
al a
irspa
ce.
C
ompl
eted
initi
al d
esig
ns
supp
ortin
g S
tage
2A
im
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nned
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revi
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ficie
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redu
ce
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plex
ity
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to m
eter
fixe
s, th
us
perm
ittin
g ef
ficie
nt u
se o
f run
way
s an
d ai
rspa
ce.
UR
NA
VR
tD
tt
Cl
lt
Tj
ti
Ud
tC
dtT
BM
Oti
Pro
per s
paci
ng e
nd s
eque
ncin
g of
air
traffi
c m
axim
izes
Nat
iona
l Airs
pace
Sys
tem
(NA
S)
effic
ienc
y an
d ca
paci
ty in
the
arriv
al a
nd d
epar
ture
pha
ses
of fl
ight
.Ta
sk F
orce
: Cru
ise
Impl
emen
tTra
ffic
Man
agem
entA
dvis
or’s
(TM
A)A
djac
entC
ente
rMet
erin
g(A
CM
)
21
OI 1
0412
0: P
oint
-in-S
pace
Met
erin
g
Use
RN
AV
Rou
te D
ata
to C
alcu
late
Tra
ject
orie
s U
sed
to C
ondu
ct T
BM
Ope
ratio
nsTh
e Te
rmin
al R
adar
App
roac
h C
ontro
l (TR
AC
ON
) RN
AV
rout
es fo
r bot
h S
tand
ard
Inst
rum
ent D
epar
ture
s (S
IDs)
and
Sta
ndar
d Te
rmin
al A
rriv
al R
oute
s (S
TAR
s) w
ill b
e us
ed to
cal
cula
te th
e te
rmin
al c
ompo
nent
of a
ircra
ft tra
ject
orie
s.Su
ppor
ted
By:
Aer
onau
tical
Com
mon
Ser
vice
Impl
emen
t Tra
ffic
Man
agem
ent A
dvis
ors
(TM
A) A
djac
ent C
ente
r Met
erin
g (A
CM
) C
apab
ility
at A
dditi
onal
Loc
atio
ns
To e
xpan
d th
e be
nefit
s of
tim
e-ba
sed
met
erin
g an
d Ti
me
Bas
ed F
low
Man
agem
ent’s
(T
BFM
) oth
er a
dvan
ced
flow
man
agem
ent c
apab
ilitie
s, A
CM
will
be
impl
emen
ted
at
the
follo
win
g ad
ditio
nal l
ocat
ions
: LA
X —
AC
M fr
om Z
AB
and
ZLA
; SFO
—A
CM
from
ZS
E, Z
OA
, ZLA
and
ZLC
; SA
N —
AC
M fr
om Z
LA a
nd Z
OA
; ATL
—A
CM
from
ZD
C
and
ZHU
; and
IAD
—A
CM
from
ZN
Y.Su
ppor
ted
By:
Wea
ther
and
Flig
ht C
omm
on S
ervi
ces
Tk
FE
dU
fTi
Bd
Mt
i(2
4)
3 Air
Nav
igat
ion
Ser
vice
Pro
vide
r (A
NS
P) u
ses
sche
dulin
g to
ols
and
traje
ctor
y-ba
sed
oper
atio
ns to
ass
ure
smoo
th fl
ow o
f tra
ffic
and
incr
ease
the
effic
ient
use
of a
irspa
ce.
Exte
nded
Met
erin
gW
ill p
rovi
de fl
ow d
econ
flict
ion
for m
eter
ed a
ircra
ft at
the
met
er re
fere
nce
poin
ts
(ups
tream
from
the
met
er fi
xes)
.Su
ppor
ted
By:
Wea
ther
and
Flig
ht C
omm
on S
ervi
ces
Task
For
ce: E
xpan
d U
se o
f Tim
e-B
ased
Met
erin
g (2
4)
Impl
emen
t TM
A a
t Add
ition
al A
irpor
tsTo
exp
and
the
bene
fits
of ti
me-
base
d m
eter
ing
and
TBFM
’s o
ther
adv
ance
d flo
w
man
agem
ent c
apab
ilitie
s, T
BFM
will
be
impl
emen
ted
at th
e fo
llow
ing
addi
tiona
l lo
catio
ns:
Bal
timor
e, M
d. (B
WI);
Cle
vela
nd, O
hio
(CLE
); W
ashi
ngto
n, D
.C. (
DC
A);
San
D
iego
, Cal
if. (S
AN
); M
orris
tow
n, N
.J. (
MM
U);
Tete
rbor
o, N
.J. (
TEB
).Su
ppor
ted
By:
Wea
ther
and
Flig
htC
omm
onSe
rvic
esO
I 104
117:
Impr
oved
Arri
val,
Sur
face
, Dep
artu
re, F
low
Ope
ratio
ns
This
inte
grat
es a
dvan
ced
arriv
al/d
epar
ture
flow
man
agem
ent w
ith a
dvan
ced
surfa
ce
oper
atio
n fu
nctio
ns to
impr
ove
over
all a
irpor
t cap
acity
and
effi
cien
cy.
Inte
grat
ed D
epar
ture
/Arr
ival
Cap
abili
ty (I
DA
C)
Incr
ease
s N
AS
effi
cien
cy a
nd re
duce
s de
lays
by
prov
idin
g de
cisi
on-m
akin
g su
ppor
t bi
liti
fd
tfl
IDA
Ct
tth
fit
id
t
Supp
orte
d B
y: W
eath
er a
nd F
light
Com
mon
Ser
vice
sTa
sk F
orce
: Exp
and
Use
of T
ime-
Bas
ed M
eter
ing
(24)
4
capa
bilit
ies
for d
epar
ture
flow
s. ID
AC
aut
omat
es th
e pr
oces
s of
mon
itorin
g de
partu
re
dem
and
and
iden
tifyi
ng d
epar
ture
slo
ts fo
r tow
er p
erso
nnel
.Su
ppor
ted
By:
Wea
ther
and
Flig
ht C
omm
on S
ervi
ces
www.faa.gov/ 63/nextgen
2010
2011
2012
2013
2014
2015
2016
2017
Tim
e B
ased
Flo
w M
anag
emen
t (co
nt’d
)
1
64 NextGen
Impl
emen
t TM
A a
t Add
ition
al A
irpor
ts
Impl
emen
t TM
A’s
AC
M C
apab
ility
at A
dditi
onal
Loc
atio
ns
OI 1
0411
5: C
urre
nt T
actic
al M
anag
emen
t of F
low
in th
e E
n R
oute
for A
rriv
als/
Dep
artu
res
(201
0-20
14)
1
Implementation Pla
Use
RN
AV
Rou
te D
ata
to C
alcu
late
Tra
ject
orie
s U
sed
to C
ondu
ct T
BM
Ope
ratio
nsEn
able
r ref
eren
ced
in
Appe
ndix
A:R
NA
V
OI 1
0412
3: T
ime-
Bas
ed M
eter
ing
Usi
ng R
NA
V a
nd R
NP
Rou
te A
ssig
nmen
ts (2
012-
2016
)
OI 1
0412
0: P
oint
-in-S
pace
Met
erin
g (2
012-
2016
)32
an
Ext
ende
d M
eter
ing
IDA
C
OI 1
0411
7:Im
prov
ed A
rriva
l, S
urfa
ce, D
epar
ture
, Fl
ow O
pera
tions
(201
5-20
18)
4
Bd
tT
k
Sele
cted
Wor
k A
ctiv
ities
Ope
ratio
nal
Dev
elop
men
tC
once
pt
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Traj
ecto
ry
Bas
ed
Ope
ratio
ns
Traj
ecto
ry
Man
agem
ent,
En
Rou
te
(Poi
nt-in
-Spa
ce
Met
erin
g)
Sup
ports
the
FAA
Air
Traf
fic
Org
aniz
atio
n m
issi
on b
y in
crea
sing
the
effic
ienc
y of
the
air
traffi
c op
erat
ions
and
redu
cing
us
ers’
del
ays
thro
ugh
the
use
of
TBM
1041
20
Com
plet
ed T
BFM
con
cept
of
oper
atio
ns
Dev
elop
ed c
oupl
ed
sche
dulin
g de
sign
and
re
quire
men
ts d
ocum
enta
tion
g)TB
M.
Arr
ival
s/
Dep
artu
res
at
Hig
h D
ensi
ty
Airp
orts
7b 8 46 24
Traj
ecto
ry
Man
agem
ent –
Arr
ival
Tac
tical
Fl
ow (T
BO
–En
Rou
te
Poin
t-in-
Spac
e M
eter
ing)
Pro
vide
s a
cons
iste
nt fl
ow o
f tra
ffic
to th
e ru
nway
usi
ng T
BM
. TM
A/T
BFM
is a
n A
ir R
oute
Tr
affic
Con
trol C
ente
r (A
RTC
C)-
base
d de
cisi
on-s
uppo
rt to
ol
desi
gned
to o
ptim
ize
the
flow
of
airc
raft
into
cap
acity
con
stra
ined
1041
15
Dev
elop
ed T
BFM
bus
ines
s ca
se d
ocum
enta
tion
(sho
rtfal
l an
alys
is, c
once
pt o
f use
, cos
t R
ough
Ord
ers
of M
agni
tude
, pr
ojec
ted
bene
fits,
ar
chite
ctur
e ar
tifac
ts,
impl
emen
tatio
n st
rate
gy) a
nd
bli
lM
eter
ing)
area
s.
prog
ram
bas
elin
e ap
prov
al
Dev
elop
ed T
BFM
trai
ning
re
quire
men
ts
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Tim
e B
ased
Ti
me
Bas
ed F
low
P
rovi
des
a co
nsis
tent
flow
of
1041
15•
Dev
elop
, tes
t and
dep
loy
coup
led
•D
evel
op, t
est a
nd d
eplo
y Fl
ow
Man
agem
ent
Man
agem
ent
(TB
FM)
traffi
c to
the
runw
ay u
sing
TB
M.
TMA
/TB
FM is
an
AR
TCC
-bas
ed
deci
sion
-sup
port
tool
des
igne
d to
op
timiz
e th
e flo
w o
f airc
raft
into
ca
paci
ty c
onst
rain
ed a
reas
.
pp
yp
sche
dulin
g ca
pabi
lity,
in
corp
orat
ing
deco
nflic
ted
met
erin
g po
ints
in A
RTC
C
airs
pace
and
ena
blin
g th
e su
bseq
uent
ext
ende
d m
eter
ing
capa
bilit
y •
Initi
ate
site
sur
vey
and
adap
tatio
n ac
tiviti
es to
impl
emen
t AC
M a
t ad
ditio
nall
ocat
ions
and
TMA
at
pp
yex
tend
ed m
eter
ing,
IDA
C a
nd
the
capa
bilit
y to
app
ly R
NA
V
rout
es to
cal
cula
te tr
ajec
torie
s •
Dep
loy
AC
M a
nd th
e TM
A
capa
bilit
ies
to a
dditi
onal
lo
catio
ns in
the
NA
S
addi
tiona
l loc
atio
ns a
nd T
MA
at
addi
tiona
l airp
orts
•
Initi
ate
deve
lopm
ent o
f det
aile
d re
quire
men
ts a
naly
sis
for t
he
IDA
C
Flex
ible
Te
rmin
al
Env
ironm
ent
43 38 9
Flig
ht a
nd S
tate
D
ata
Man
agem
ent
Red
efin
es a
nd e
xten
ds th
e To
wer
Flig
ht D
ata
Man
ager
(T
FDM
)and
Arr
ival
/Dep
artu
re
1041
17
Com
plet
ed T
FDM
In
vest
men
t Ana
lysi
s R
eadi
ness
Dec
isio
n
•C
ondu
ct T
FDM
eva
luat
ions
and
de
mon
stra
tions
•C
ondu
ctH
uman
-in-th
e-Lo
opte
sts
•D
evel
op c
once
pt o
f ope
ratio
ns
for T
FDM
Pha
se 2
•D
evel
opop
erat
ion
eval
uatio
nE
nviro
nmen
t9 41
Man
agem
ent,
Surf
ace/
Tow
er/
Term
inal
Sys
tem
s En
gine
erin
g
(TFD
M) a
nd A
rriv
al/D
epar
ture
M
anag
emen
t Too
l (A
/DM
T)
conc
ept o
f ope
ratio
ns. F
undi
ng
will
be u
sed
to u
pdat
e cu
rrent
an
alys
is p
ropo
sals
and
ass
ess
acqu
isiti
on ri
sks.
Rea
dine
ss D
ecis
ion
Con
duct
Hum
anin
the
Loop
test
s to
fina
lize
TFD
M c
once
pt o
f use
D
evel
op o
pera
tion
eval
uatio
n m
odel
•D
evel
op T
FDM
Pha
se 2
pr
otot
ype
•C
ondu
ct d
emon
stra
tions
of
TFD
M P
hase
2
Col
labo
rativ
e A
ir Tr
affic
35
Flig
ht a
nd S
tate
D
ata
Add
ress
es in
form
atio
n an
d ca
pabi
lity
gaps
with
in
1041
17
Dev
elop
ed c
once
pt o
f op
erat
ions
and
Ent
erpr
ise
•D
eliv
er d
igita
l airp
ort s
truct
ure
and
conf
igur
atio
n in
form
atio
n to
•
Dev
elop
con
cept
s fo
r com
mon
ad
apta
tion
to s
uppo
rt ba
se
Man
agem
ent
Man
agem
ent,
Com
mon
Sta
tus
and
Stru
ctur
e D
ata
aero
naut
ical
info
rmat
ion
to
achi
eve
Nex
tGen
sha
red
situ
atio
nal a
war
enes
s.
Arc
hite
ctur
e fo
r a n
atio
nal
Spe
cial
Act
ivity
Airs
pace
supp
ort s
ituat
iona
l aw
aren
ess
info
rmat
ion
for T
BFM
act
iviti
es•
Initi
ate
limite
d de
ploy
men
t of
stan
dard
s-ba
sed
com
mon
ad
apta
tion
to N
AS
Dem
onst
ratio
nsD
emon
stra
tions
an
d In
fras
truc
ture
D
evel
opm
ent
Test
s an
d de
mon
stra
tes
emer
ging
tech
nolo
gies
as
they
ar
e de
velo
ped
to a
llow
the
FAA
to
mee
t the
Nex
tGen
mid
-term
go
als
and
obje
ctiv
es.
C
ondu
cted
2D
Airc
raft
Flig
ht T
rial i
n D
enve
r
www.faa.gov/ 65/nextgen
Col
labo
rativ
e A
ir Tr
affic
Man
agem
ent
32
31
3
66 NextGen
32
3
OI 1
0530
2: C
ontin
uous
Flig
ht D
ay E
valu
atio
ns
Con
tinuo
us (r
eal-t
ime)
con
stra
ints
are
pro
vide
d to
Air
Nav
igat
ion
Ser
vice
Pro
vide
r (A
NS
P)
tffi
tdi
itt
ld
thN
tilA
iS
t(N
AS
)
1
1
Phas
es o
f Flig
ht OI 1
0520
8: T
MIs
with
Flig
ht-S
peci
fic T
raje
ctor
ies
This
cap
abili
ty w
ill in
crea
se th
e ag
ility
of t
he N
AS
to a
djus
t and
resp
ond
to d
ynam
ical
ly
hi
diti
hi
tith
tid
tt
3
Implementation Pla
traffi
c m
anag
emen
t dec
isio
n-su
ppor
t too
ls a
nd th
e N
atio
nal A
irspa
ce S
yste
m (N
AS
) use
rs.
Enha
nced
Con
gest
ion
Pred
ictio
nTh
e E
nhan
ced
Con
gest
ion
Pre
dict
ion
incr
emen
t pro
vide
s im
prov
ed c
apab
ilitie
s to
as
sess
the
impa
ct o
f a s
et o
f rer
oute
s on
the
leve
l of d
eman
d an
d ot
her p
erfo
rman
ce
met
rics
for a
poi
nt o
f int
eres
t.Su
ppor
ted
By:
Aer
onau
tical
and
Wea
ther
Com
mon
Ser
vice
s
c han
ging
con
ditio
ns s
uch
as im
pact
ing
wea
ther
, con
gest
ion
and
syst
em o
utag
es.
Task
For
ce: I
nteg
rate
d A
ir Tr
affic
Man
agem
ent a
nd D
ata
Com
m
Bas
ic R
erou
ting
Cap
abili
tyTh
is c
apab
ility
is th
e m
eans
by
whi
ch T
raffi
c Fl
ow M
anag
emen
t Sys
tem
(TFM
S)-
gene
rate
d re
rout
es a
re d
efin
ed a
nd tr
ansm
itted
via
Sys
tem
Wid
e In
form
atio
n M
anag
emen
t (S
WIM
).Su
ppor
ted
By:
Flig
ht a
nd W
eath
er C
omm
on S
ervi
ces
an
OI 1
0110
2: P
rovi
de F
ull F
light
Pla
n C
onst
rain
t Eva
luat
ion
2
Aut
omat
ed C
onge
stio
n R
esol
utio
nTh
e A
utom
ated
Con
gest
ion
Res
olut
ion
incr
emen
t rec
omm
ends
rero
utes
for f
light
-sp
ecifi
c Tr
affic
Man
agem
ent I
nitia
tives
(TM
Is).
This
allo
ws
the
traffi
c m
anag
er to
adj
ust
the
targ
et p
aram
eter
s an
d ev
alua
te th
e re
quire
d tra
ject
ory
adju
stm
ents
.Su
ppor
ted
By:
Aer
onau
tical
and
Wea
ther
Com
mon
Ser
vice
s
Supp
ote
dy
gta
dea
te
Co
oSe
ces
Del
iver
y of
Pre
-Dep
artu
re R
erou
tes
to C
ontr
olle
rsTh
is in
crem
ent w
ill g
ive
En
Rou
te A
utom
atio
n M
oder
niza
tion
(ER
AM
) add
ition
al
capa
bilit
ies
to re
ceiv
e am
ende
d ro
utes
pre
-dep
artu
re a
nd p
rovi
de u
pdat
ed fl
ight
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a to
the
tow
er.
Supp
orte
d B
y: F
light
Com
mon
Ser
vice
Task
For
ce: I
mpr
ove
CA
TM A
utom
atio
n to
Neg
otia
te U
ser-
Pref
erre
d R
oute
s an
d A
ltt
Tj
ti
(7b
8d
46)
dD
iit
lAi
Tffi
Ct
lg
Con
stra
int i
nfor
mat
ion
that
impa
cts
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prop
osed
rout
e of
flig
ht is
inco
rpor
ated
into
AN
SP
au
tom
atio
n, a
nd is
ava
ilabl
e to
use
rs.
Task
For
ce: I
nteg
rate
d A
ir Tr
affic
Man
agem
ent
Elec
tron
ic N
egot
iatio
nsTh
e E
lect
roni
c N
egot
iatio
ns in
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ent p
rovi
des
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t pla
nner
s w
ith in
form
atio
n ab
out
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estio
n al
ong
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r int
ende
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utes
and
pro
pose
s fli
ght-s
peci
fic re
rout
ing.
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rnat
e Tr
ajec
torie
s (7
b, 8
and
46)
and
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ital A
ir Tr
affic
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trol
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omm
unic
atio
ns fo
r Rev
ised
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artu
re C
lear
ance
s, R
erou
tes
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tine
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mun
icat
ions
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orte
d B
y: W
eath
er C
omm
on S
ervi
ceTa
sk F
orce
: Int
egra
ted
Syst
em-W
ide
App
roac
h (C
DM
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/ATC
) (47
) and
Impr
ove
CA
TM A
utom
atio
n to
Neg
otia
te U
ser-
Pref
erre
d an
d A
ltern
ativ
e Tr
ajec
torie
s (7
b, 8
and
46) 20
1020
1120
1220
1320
1420
1520
1620
17
Enh
ance
d C
onge
stio
n P
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n
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utio
n
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0530
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ontin
uous
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ht D
ay E
valu
atio
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Aut
omat
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onge
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n R
esol
utio
n
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ctro
nic
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otia
tions
OI 1
0110
2: P
rovi
de F
ull F
light
Pla
n C
onst
rain
t Eva
luat
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3-20
18)
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ic R
erou
ting
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abili
ty
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OI 1
0520
8:TM
Is w
ith F
light
-Spe
cific
Tr
ajec
torie
s (2
014-
2015
)3
Sele
cted
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kA
ctiv
ities
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iver
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-Dep
artu
re R
erou
tes
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ontro
llers
Ope
ratio
nal
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elop
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tC
once
pt
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Col
labo
rativ
e A
ir Tr
affic
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anag
emen
t
7b 8 46
Flow
Con
trol
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anag
emen
t, St
ti
Fl
Ref
ines
act
ive
airc
raft
rero
utes
co
ncep
ts; d
evel
ops
activ
e ai
rcra
ft re
rout
ere
quire
men
ts;a
naly
zes
1052
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elop
ed c
once
pt o
f op
erat
ions
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irbor
ne
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utes
altit
ude
•C
ondu
ct a
naly
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orne
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ute
requ
irem
ents
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ondu
ct ri
sk re
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ysis
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inte
grat
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neer
ing
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ucts
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Sele
cted
Wor
k A
ctiv
ities
Man
agem
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46St
rate
gic
Flow
M
anag
emen
t In
tegr
atio
n (In
tegr
atio
n Ex
ecut
ion
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low
St
rate
gies
into
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ontr
olle
r Too
ls)
rero
ute
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irem
ents
; ana
lyze
s,
sim
ulat
es a
nd d
evel
ops
whi
te
pape
rs o
n ac
tive
airc
raft
rero
utes
.
rero
utes
, alti
tude
m
odifi
catio
n, e
tc.
requ
irem
ents
engi
neer
ing
prod
ucts
for
stra
tegi
c flo
w u
se o
f airb
orne
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rout
es in
sup
port
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grat
ed a
rriva
l/dep
artu
re
man
agem
ent
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plem
ent p
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ture
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AM
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mat
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oord
inat
ion
with
Te
rmin
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imul
atio
ns o
f ai
rbor
ne re
rout
e pr
oced
ures
Col
labo
rativ
e A
ir Tr
affic
M
anag
emen
t
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ow C
ontr
ol
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agem
ent,
Stra
tegi
c Fl
ow
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agem
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ncem
ent
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anci
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e
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ines
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cept
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pera
tions
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anag
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alys
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te p
aper
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trate
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anag
emen
t, an
d m
odel
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sim
ulat
ion.
1052
08
1011
02
Dev
elop
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itial
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ffic
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agem
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TFM
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ncep
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pera
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cum
ent
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itiat
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d an
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ncin
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stra
tion
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eliv
er re
port
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luat
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ness
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c fo
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lanc
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city
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de
man
d pr
edic
tions
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evel
op m
ore
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ient
and
ta
ilore
d co
mbi
natio
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f tra
ffic
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agem
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nitia
tives
for
stra
tegi
c flo
w m
anag
emen
t th
roug
h co
ncep
t eng
inee
ring,
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clud
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otyp
es tr
affic
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alys
isto
ols
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an-in
-St
rate
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ogra
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ysis
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d H
uman
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e-Lo
op (H
ITL)
sim
ulat
ions
Col
labo
rativ
e A
ir Tr
affic
M
anag
emen
t
47Fl
ight
and
Sta
te D
ata
Man
agem
ent,
Com
mon
Sta
tus
and
Stru
ctur
e D
ata
Add
ress
es in
form
atio
n an
d ca
pabi
lity
gaps
with
in a
eron
autic
al in
form
atio
n to
ach
ieve
Nex
tGen
sha
red
situ
atio
nal a
war
enes
s an
d Tr
ajec
tory
B
ased
Ope
ratio
ns v
isio
n.
1053
0210
5208
D
evel
oped
con
cept
of
oper
atio
ns a
nd E
nter
pris
e A
rchi
tect
ure
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Nat
iona
l S
peci
al A
ctiv
ity A
irspa
ce
•D
eliv
er d
igita
l airp
ort
stru
ctur
e an
d co
nfig
urat
ion
info
rmat
ion
to s
uppo
rt si
tuat
iona
l aw
aren
ess
•D
evel
op c
once
pts
for c
omm
on
adap
tatio
n to
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port
base
in
form
atio
n fo
r CA
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ctiv
ities
•B
egin
lim
ited
depl
oym
ent o
f st
anda
rds-
base
d co
mm
on
dt
tit
NA
S
www.faa.gov/
adap
tatio
n to
NA
S
67/nextgen
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
Col
labo
rativ
e A
ir Tr
affic
Man
agem
ent (
cont
’d)
68 NextGen
Line
Forc
e
Col
labo
rativ
e A
ir Tr
affic
M
anag
emen
t
Flig
ht a
nd S
tate
Dat
a M
anag
emen
t, A
dvan
ced
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hods
Inte
grat
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eath
er in
to a
ir tra
ffic
man
agem
ent (
ATM
); pr
obab
ilistic
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M A
rea
Flow
Pro
gram
will
de
velo
p ad
vanc
ed a
lgor
ithm
s to
su
ppor
t the
are
a flo
w s
uppo
rt to
ol.
Cre
ates
a u
nifie
d fli
ght p
lann
ing
filin
g by
con
tinui
ng a
sses
smen
t of
ff
d
1053
02
1052
08
1011
02
D
evel
oped
requ
irem
ent
reco
mm
enda
tions
for
inte
grat
ed w
eath
er in
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•A
pply
indu
stry
sta
ndar
ds
exch
ange
form
ats
for
incl
usio
n in
dec
isio
n-su
ppor
t to
ols
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ompl
ete
prot
otyp
es,
conc
epts
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se a
nd
dem
onst
rate
uni
fied
fligh
t pl
anni
ng a
nd fi
ling
mak
ing
use
of c
onst
rain
t man
agem
ent
thro
ugh
a hy
perc
ube
and
supp
ortin
g pr
obab
ilistic
TFM
d
lith
it
td
Implementation Pla
fuzz
y pe
rform
ance
and
com
mon
re
fere
nce
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e A
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omai
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odel
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ith in
tegr
ated
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eath
er
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rativ
e A
ir Tr
affic
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anag
emen
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ht a
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tate
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anag
emen
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ight
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bjec
t
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litat
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e sh
arin
g of
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mon
fli
ght i
nfor
mat
ion
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een
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ems
and
enab
les
colla
bora
tion
usin
g co
mm
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fere
nce
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ewor
k. T
he
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ht O
bjec
t is
an e
xten
sibl
e an
d
1011
02
Hos
ted
the
Flig
ht O
bjec
t In
dust
ry D
ay
Com
plet
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evel
opm
ent o
f an
initi
al F
light
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ect D
ata
Dic
tiona
r y
•D
eliv
er th
e Fl
ight
Obj
ect
glob
al fl
ight
iden
tifie
r rep
ort
•D
eliv
er th
e hi
gh-le
vel F
light
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bjec
t ben
efit
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oach
re
port
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ontin
ue to
dev
elop
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ht
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ect D
ata
Dic
tiona
ry•
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tinue
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odel
Flig
ht
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ect d
ata
•H
ostj
oint
Flig
htO
bjec
tand
an
dyna
mic
col
lect
ion
of d
ata
elem
ents
th
at d
escr
ibes
an
indi
vidu
al fl
ight
th
roug
hout
its
life
cycl
e. It
is th
e si
ngle
com
mon
refe
renc
e fo
r all
syst
em in
form
atio
n ab
out t
hat f
light
. It
asso
ciat
es a
nd m
erge
s di
spar
ate
data
into
a c
ohes
ive
pict
ure
of th
e fli
ght.
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horiz
ed s
yste
m
stak
ehol
ders
and
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SP
may
yp
Hos
t joi
nt F
light
Obj
ect a
nd
aero
naut
ical
info
rmat
ion
Indu
stry
Day
s•
Con
duct
inte
rnat
iona
l de
mon
stra
tion
of F
light
Obj
ect
with
Asi
a P
acifi
c pa
rtner
s
stak
ehol
ders
and
the
AN
SP
may
el
ectro
nica
lly a
cces
s co
nsis
tent
fli
ght d
ata
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is ta
ilore
d to
thei
r sp
ecifi
c ne
ed a
nd u
se. A
Flig
ht
Obj
ect i
s cr
eate
d fo
r eac
h pr
opos
ed
fligh
t. Th
e Fl
ight
Obj
ect d
escr
iptio
n do
es n
ot in
clud
e en
viro
nmen
t or
wea
ther
info
rmat
ion
sinc
e th
ese
are
syst
em-w
ide
elem
ents
whi
ch a
ffect
m
ultip
le fl
ight
s.
Sys
tem
D
evel
opm
ent
ATM
Req
uire
men
ts,
Airb
orne
Sys
tem
Wid
e In
form
atio
n M
anag
emen
t (SW
IM)
Dev
elop
s co
ncep
tsan
d re
quire
men
ts fo
r an
airb
orne
exch
ange
of N
AS
info
rmat
ion
via
the
SW
IM n
etw
ork
for f
light
, ae
rona
utic
alan
dw
eath
er
1053
02
Dev
elop
ed a
nd d
eliv
ered
in
itial
airb
orne
SW
IM
conc
ept o
f use
Dev
elop
ed w
hite
pap
er
iden
tifyi
ngte
chni
cal
•C
ondu
ct a
irbor
ne a
cces
s to
S
WIM
con
cept
of u
se v
2 (In
dust
ry R
evie
w)
•C
ondu
ct a
irbor
ne a
cces
s to
S
WIM
Ope
ratio
nala
nd
•C
ondu
ct a
irbor
ne a
cces
s to
S
WIM
labo
rato
ry s
imul
atio
ns•
Con
duct
airb
orne
acc
ess
to
SW
IMIn
itial
Ver
ifica
tion
and
Val
idat
ion
aero
naut
ical
and
wea
ther
in
form
atio
n be
twee
n ai
rcra
ft an
d gr
ound
-bas
ed F
AA
sys
tem
s.
iden
tifyi
ng te
chni
cal
impa
cts
to S
WIM
por
tals
S
WIM
Ope
ratio
nal a
nd
Tech
nica
l Req
uire
men
ts
Indu
stry
Day
Val
idat
ion
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Col
labo
rativ
e D
ynam
ic A
irspa
ce a
nd
Pro
vide
s th
e to
ols
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ffic
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evel
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ti-ye
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op p
relim
inar
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evel
op A
RM
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valu
atio
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ir Tr
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anag
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tC
apac
ity M
anag
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tm
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ers
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conf
igur
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rspa
ce,
expa
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atch
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evel
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ctiv
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e fa
cilit
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airs
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mic
ally
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ctiv
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rictio
ns.
The
Airs
pace
Res
ourc
e M
anag
emen
t Sys
tem
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MS
) will
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tool
s fo
r con
trollin
g th
e re
conf
igur
atio
nof
the
Nex
tGen
prog
ram
pla
nco
ncep
t of o
pera
tion
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men
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iver
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te p
aper
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tiona
l des
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tion
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onst
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roto
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urat
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atio
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erat
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uire
men
t for
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igur
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evel
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hnic
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uman
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ctor
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ters
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lem
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rmat
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e N
AS
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ent o
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itial
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grat
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ulat
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op N
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en c
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o di
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emon
stra
te C
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ctor
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ficie
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und
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grat
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tGen
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com
mon
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atio
nal
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twee
n fli
ght
oper
ator
s an
d co
ntro
llers
www.faa.gov/ 69/nextgen
Aut
omat
ion
Supp
ort f
or S
epar
atio
n M
anag
emen
t
21
70 NextGen
OI 1
0210
8: O
cean
ic In
-Tra
il C
limb
and
Des
cent
Air
Nav
igat
ion
Ser
vice
Pro
vide
r (A
NS
P) a
utom
atio
n en
hanc
emen
ts w
ill ta
ke a
dvan
tage
of
21
AN
SP
aut
omat
ion
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ides
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rolle
r with
tool
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age
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raft
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mix
ed
Phas
es o
f Flig
ht
OI 1
0213
7: A
utom
atio
n S
uppo
rt fo
r Sep
arat
ion
Man
agem
ent
Implementation Pla
g(
)g
impr
oved
com
mun
icat
ion,
nav
igat
ion
and
surv
eilla
nce
cove
rage
in th
e O
cean
ic d
omai
n.
Whe
n au
thor
ized
by
the
cont
rolle
r, pi
lots
of e
quip
ped
airc
raft
use
esta
blis
hed
proc
edur
es fo
r cl
imbs
and
des
cent
s.
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omat
ic D
epen
dent
Sur
veill
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-Con
trac
t (A
DS-
C) O
cean
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limb/
Des
cent
Pr
oced
ure
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P)Th
e A
DS
-C C
DP
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viou
sly
know
n as
AD
S-C
In-T
rail
Pro
cedu
re (I
TP))
is a
new
co
ncep
ttha
tallo
ws
apr
oper
lyeq
uipp
edai
rcra
ft(e
gFu
ture
Air
Nav
igat
ion
Sys
tem
pg
navi
gatio
n an
d w
ake
perfo
rman
ce e
nviro
nmen
t.
Airc
raft-
to-A
ircra
ft A
lert
s fo
r 3-n
m S
epar
atio
n A
reas
En
rout
e co
nflic
t ale
rt w
ill b
e en
hanc
ed to
sup
port
wak
e vo
rtex
sepa
ratio
n re
quire
men
ts in
3-n
m s
epar
atio
n ar
eas
and
trans
ition
airs
pace
. Pro
blem
det
ectio
n an
d tri
al p
lann
ing
capa
bilit
ies
will
als
o be
enh
ance
d to
sup
port
airc
raft-
to-a
ircra
ft al
erts
in 3
-nm
sep
arat
ion
area
s an
d tra
nsiti
on a
irspa
ce, t
o in
clud
e al
erts
bas
ed o
n w
ake
vorte
xse
para
tion
requ
irem
ents
an
conc
ept t
hat a
llow
s a
prop
erly
equ
ippe
d ai
rcra
ft (e
.g.,
Futu
re A
ir N
avig
atio
n S
yste
m
(FA
NS
) 1/A
equ
ipag
e) to
clim
b or
des
cend
thro
ugh
the
altit
ude
of a
noth
er p
rope
rly
equi
pped
airc
raft
with
a re
duce
d lo
ngitu
dina
l sep
arat
ion
dist
ance
(com
pare
d w
ith th
e re
quire
d lo
ngitu
dina
l sep
arat
ion
min
ima
for s
ame-
track
, sam
e-al
titud
e ai
rcra
ft).
This
pr
oced
ure
allo
ws
mor
e ai
rcra
ft to
reac
h th
eir p
refe
rred
altit
ude.
AD
S-C
Aut
omat
ion
for O
cean
ic C
DP
The
auto
mat
ion
enha
ncem
ents
to O
cean
21 in
clud
e ca
pabi
litie
s to
allo
w a
con
trolle
r to
wak
e vo
rtex
sepa
ratio
n re
quire
men
ts.
Wak
e Vo
rtex
Sep
arat
ion
Indi
cato
rTo
sup
port
the
en ro
ute
cont
rolle
r in
appl
ying
wak
e tu
rbul
ence
sep
arat
ion
stan
dard
s, th
e ra
dar d
ispl
ay w
ill in
dica
te s
tatic
wak
e vo
rtex
sepa
ratio
n re
quire
men
ts fo
r any
giv
en p
air o
f airc
raft.
Ass
iste
d Tr
ial P
lann
ing
Ont
o th
e R
adar
and
Dat
a C
onso
les
pse
lect
two
airc
raft
and
ensu
re th
ey a
re e
ligib
le fo
r AD
S-C
CD
P, s
end
conc
urre
nt o
n-de
man
d po
sitio
n re
ports
to tw
o ai
rcra
ft, d
eter
min
e if
the
min
imum
sep
arat
ion
dist
ance
be
twee
n th
e tw
o ai
rcra
ft is
gre
ater
than
the
AD
S-C
CD
P s
epar
atio
n di
stan
ce (e
.g.,
grea
ter t
han
15 n
autic
al m
iles
(nm
)), d
ispl
ay th
e A
DS
-C C
DP
con
flict
pro
be re
sults
to a
co
ntro
ller,
and
build
an
uplin
k cl
eara
nce
mes
sage
to th
e A
DS
-C C
DP
requ
estin
g ai
rcra
ft an
d an
upl
ink
traffi
c ad
viso
ry m
essa
ge to
the
bloc
king
airc
raft.
Aut
omat
icD
epen
dent
Surv
eilla
nce
Bro
adca
st(A
DS
B)O
cean
icIT
Pan
dA
utom
atio
n
gA
ssis
ted
Tria
l Pla
nnin
g w
ill b
e in
tegr
ated
on
the
en ro
ute
rada
r and
the
data
co
nsol
es. I
nteg
ratin
g th
is c
apab
ility
into
the
cons
oles
ass
ists
rada
r con
trolle
rs in
de
term
inin
g po
ssib
le p
robl
em-fr
ee fl
ight
pla
n ch
ange
s w
ithou
t hav
ing
to u
se th
e da
ta c
onso
les
to c
reat
e tri
al p
lans
. A c
ontro
ller w
ill a
lso
be a
ble
to u
se th
is
capa
bilit
y to
sim
ulta
neou
sly
exam
ine
the
prob
lem
sta
tus
of a
set
of p
ossi
ble
clea
ranc
es.
Aut
omat
ion
Supp
ortf
orN
onSu
rvei
llanc
eA
irspa
ceA
utom
atic
Dep
ende
nt S
urve
illan
ce-B
road
cast
(AD
S-B
) Oce
anic
ITP
and
Aut
omat
ion
The
AD
S-B
ITP
will
ena
ble
airc
raft
equi
pped
with
AD
S-B
and
app
ropr
iate
onb
oard
au
tom
atio
n to
clim
b an
d de
scen
d th
roug
h al
titud
es w
here
cur
rent
non
-AD
S-B
sep
arat
ion
stan
dard
s w
ould
pre
vent
des
ired
altit
ude
chan
ges.
Su
ppor
ted
By:
Sur
veill
ance
Com
mon
Ser
vice
Aut
omat
ion
Supp
ort f
or N
on-S
urve
illan
ce A
irspa
ceTh
e en
rout
e au
tom
atio
n w
ill p
rovi
de a
n in
dica
tion
of p
ossi
ble
non-
surv
eilla
nce
sepa
ratio
n vi
olat
ions
usi
ng a
bas
e se
t of n
on-s
urve
illan
ce s
epar
atio
n ru
les.
Thi
s ca
pabi
lity
will
als
o ut
ilize
ele
ctro
nic
fligh
t dat
a, e
limin
atin
g th
e ne
ed fo
r pap
er fl
ight
st
rips.
2010
2011
2012
2013
2014
2015
2016
2017
2010
2011
2012
2013
2014
2015
2016
2017
AD
S-C
Oce
anic
CD
P
OI 1
0210
8: O
cean
ic In
-Tra
il C
limb
and
Des
cent
(201
0-20
13)
1En
able
rs re
fere
nced
in A
ppen
dix
A:A
DS
-B
Out
, In-
Trai
l Pro
cedu
re a
nd F
AN
S 1
/A (S
atco
m)
AD
S-C
Aut
omat
ion
for O
cean
ic C
DP
AD
S-B
Oce
anic
ITP
and
Aut
omat
ion
OI 1
0213
7:A
utom
atio
n S
uppo
rt fo
r Sep
arat
ion
Man
agem
ent
(201
4-20
15)
2
Wak
e V
orte
x S
epar
atio
n In
dica
tor
Ass
iste
d Tr
ial P
lann
ing
onto
the
Rad
ar a
nd D
ata
Con
sole
s
At
tiS
tfN
Sill
Ai
Airc
raft-
to-A
ircra
ft A
lerts
for 3
-nm
Sep
arat
ion
Are
as
Aut
omat
ion
Sup
port
for N
on-S
urve
illan
ce A
irspa
ce
Sele
cted
Wor
k A
ctiv
ities
Ope
ratio
nal
Dev
elop
men
tC
once
pt
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Traj
ecto
ry
Bas
ed
Ope
ratio
ns
Oce
anic
Tac
tical
Tr
ajec
tory
M
anag
emen
t
Add
ress
es c
urre
nt p
erfo
rman
ce g
aps
in th
e ar
eas
of c
apac
ity, p
rodu
ctiv
ity,
effic
ienc
y, s
afet
y an
d en
viro
nmen
tal
impa
cts
in o
cean
ic e
nviro
nmen
t.
1021
08
Del
iver
ed c
once
pt
of o
pera
tions
for I
n-Fl
ight
Ope
ratio
ns
Re-
Pro
file
Ale
rt ca
pabi
lity
•In
itiat
e pl
anni
ng fo
r 20
12 o
pera
tiona
l tri
als
•C
ompl
ete
func
tiona
l req
uire
men
ts fo
r AD
S-C
cl
imb
and
desc
ent p
roce
dure
•C
ompl
ete
prel
imin
ary
requ
irem
ents
for p
re-
depa
rture
and
Web
-ena
bled
Col
labo
rativ
e Tr
ajec
tory
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nnin
g (C
TP)
capa
by
ajec
oy
ag
(C)
•C
ondu
ct la
b de
mon
stra
tion
for p
re-d
epar
ture
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TP•
Initi
ate
oper
atio
nal t
rial f
or T
raje
ctor
y Fe
edba
ck In
-Flig
ht O
pera
tions
Dem
onst
ratio
nIn
tern
atio
nal A
ir T
ffiC
ontri
bute
s di
rect
ly to
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tGen
co
ncep
tsan
dsu
ppor
tsin
tern
atio
nal
C
ondu
cted
join
t ga
teto
gate
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ondu
ct tr
ans-
ocea
nic
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ondu
ct tr
ans-
ocea
nic
optim
izat
ion
dem
onst
ratio
nsTr
affic
In
tero
pera
bilit
yco
ncep
ts a
nd s
uppo
rts in
tern
atio
nal
colla
bora
tion
and
harm
oniz
atio
n, th
us
assi
stin
g th
e FA
A a
nd in
tern
atio
nal
com
mun
ities
to v
alid
ate
4D T
raje
ctor
y B
ased
Ope
ratio
ns a
ltern
ativ
es
(AIR
E/A
SP
IRE
).
gate
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ate
dem
onst
ratio
n w
ith
Sin
gle
Eur
opea
n S
ky A
ir Tr
affic
M
anag
emen
t R
esea
rch
(SE
SA
R)
ocea
nic
optim
izat
ion
dem
onst
ratio
ns
dem
onst
ratio
ns
•D
eliv
er tr
ans-
ocea
nic
dem
onst
ratio
n re
port
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eliv
er tr
ans-
ocea
nic
dem
onst
ratio
n m
etric
s re
port
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olla
bora
te in
tern
atio
nally
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ecto
ry
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ed
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ratio
ns
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ratio
n M
anag
emen
t, M
oder
n Pr
oced
ures
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epar
atio
n A
utom
atio
n En
hanc
emen
ts,
Dev
elop
s a
sepa
ratio
n m
anag
emen
t co
ncep
t of o
pera
tions
. Dev
elop
s in
itial
au
tom
atio
n re
quire
men
t to
assi
st in
se
para
tion
of a
ircra
ft in
trad
ition
al
traffi
c si
tuat
ions
.
1021
37
Del
iver
ed
sepa
ratio
n m
anag
emen
t co
ncep
t of
oper
atio
ns
•In
itiat
e pr
e-im
plem
enta
tion
prot
otyp
e de
velo
pmen
t for
W
ake
Vor
tex
Sep
arat
ion
and
exte
nd3-
nm
•D
evel
op, e
valu
ate
and
valid
ate
impr
ovem
ents
to
the
stra
tegi
c co
nflic
t det
ectio
n an
d pr
edic
tion
algo
rithm
s, th
e tra
ject
ory
mod
el, a
nd
the
conf
lict a
lert
algo
rithm
s•
Dev
elop
, eva
luat
e an
d va
lidat
e th
e re
quire
men
ts fo
r flig
ht d
ata
disp
lay
enha
ncem
ents
tosu
ppor
telim
inat
ion
offli
ght
www.faa.gov/
,D
ata-
Side
and
R
adar
-Sid
e), V
ertic
al
Sepa
ratio
n
exte
nd 3
-nm
se
para
tion
enha
ncem
ents
to s
uppo
rt el
imin
atio
n of
flig
ht
strip
s in
non
-sur
veilla
nce
airs
pace
•D
ynam
ic s
peci
al a
ctiv
ity a
irspa
ce to
pro
mot
e th
e fu
ller u
se o
f ava
ilabl
e ai
rspa
ce b
y pr
ovid
ing
regu
late
d ac
cess
to s
peci
fic a
ircra
ft
71/nextgen
On-
Dem
and
NA
S In
form
atio
n
12
12
72 NextGen
OI 1
0821
2: Im
prov
ed M
anag
emen
t of A
irspa
ce fo
r Spe
cial
Use
OI 1
0330
5: O
n-D
eman
d N
AS
Info
rmat
ion
NA
S a
nd a
eron
autic
al in
form
atio
n w
ill b
e av
aila
ble
to u
sers
on
dem
and.
NA
S a
nd a
eron
autic
al
12
12
Cha
nges
to s
tatu
s of
airs
pace
for s
peci
al u
se a
re re
adily
ava
ilabl
e fo
r ope
rato
rs a
nd A
ir
Phas
es o
f Flig
ht
Implementation Pla
info
rmat
ion
is c
onsi
sten
t acr
oss
appl
icat
ions
and
loca
tions
, and
ava
ilabl
e to
aut
horiz
ed
subs
crib
ers
and
equi
pped
airc
raft.
Pro
prie
tary
and
sec
urity
-sen
sitiv
e in
form
atio
n is
not
sha
red
with
una
utho
rized
age
ncie
s/in
divi
dual
s.
Bro
adca
st F
light
and
Sta
tus
Dat
a to
Pilo
ts/A
irlin
e O
pera
tions
Cen
ters
(AO
Cs)
This
incr
emen
t pro
vide
s na
tionw
ide
serv
ice
cove
rage
to d
eliv
er T
raffi
c In
form
atio
n S
ervi
ces-
Bro
adca
st (T
IS-B
) for
bot
h U
nive
rsal
Acc
ess
Tran
scei
ver (
UA
T) a
nd 1
090
MH
z M
ode
SE
xten
ded
Squ
itter
(109
0E
S)
Nav
igat
ion
Ser
vice
Pro
vide
rs (A
NS
Ps)
. The
sta
tus
chan
ges
are
trans
mitt
ed to
the
fligh
t de
ck v
ia v
oice
or D
ata
Com
mun
icat
ions
. Fl
ight
traj
ecto
ry p
lann
ing
is m
anag
ed
dyna
mic
ally
bas
ed o
n re
al-ti
me
use
of a
ir-sp
ace.
AN
SP R
eal-T
ime
Stat
us fo
r Spe
cial
Use
Airs
pace
(SU
A)
Airs
pace
use
is o
ptim
ized
and
man
aged
in re
al ti
me,
bas
ed o
n ac
tual
flig
ht p
rofil
es
and
real
-tim
e op
erat
iona
l use
par
amet
ers.
Airs
pace
rese
rvat
ions
for m
ilitar
y op
erat
ions
unm
anne
dai
rcra
ftsy
stem
sfli
ghts
spac
efli
ghtr
een
tryan
dre
stric
ted
or
an
Mod
e S
Ext
ende
d S
quitt
er (1
090
ES
).Su
ppor
ted
By:
Sur
veill
ance
and
Wea
ther
Com
mon
Ser
vice
s
Prov
ide
Impr
oved
Flig
ht P
lann
ing
and
In-F
light
Adv
isor
ies
for F
light
Ope
ratio
ns C
ente
rs
(FO
Cs)
/AO
Cs
This
incr
emen
t ens
ures
that
NA
S a
nd a
eron
autic
al in
form
atio
n is
con
sist
ent,
allo
win
g us
ers
to s
ubsc
ribe
to a
nd re
ceiv
e th
e m
ost c
urre
nt in
form
atio
n fro
m a
sin
gle
sour
ce.
Info
rmat
ion
is c
olle
cted
from
gro
und
syst
ems
and
airb
orne
use
rs (v
ia g
roun
d su
ppor
t
oper
atio
ns, u
nman
ned
airc
raft
syst
ems
fligh
ts, s
pace
flig
ht re
-ent
ry a
nd re
stric
ted
or
war
ning
are
as a
re m
anag
ed o
n as
-nee
ded
basi
s.Su
ppor
ted
By:
Aer
onau
tical
Com
mon
Ser
vice
Spec
ial A
ctiv
ity A
irspa
ce (S
AA
) For
ecas
t of C
apac
ity C
onst
rain
tsTh
is in
crem
ent t
rans
late
s th
e S
UA
act
ivat
ion
sche
dule
and
kno
wle
dge
of th
e ai
rspa
ce c
onfig
urat
ions
into
pre
dict
ed tr
affic
flow
con
stra
ints
. Su
ppor
ted
By:
Aer
onau
tical
Com
mon
Ser
vice
serv
ices
), ag
greg
ated
and
pro
vide
d th
roug
h sy
stem
-wid
e in
form
atio
n en
viro
nmen
t, D
ata
Com
mun
icat
ions
, or o
ther
mea
ns.
Supp
orte
d B
y: A
eron
autic
al a
nd W
eath
er C
omm
on S
ervi
ces
Prov
ide
NA
S St
atus
via
Dig
ital N
otic
es to
Airm
en (N
OTA
Ms)
This
incr
emen
t ena
bles
the
issu
ance
of D
igita
l NO
TAM
s fo
r tho
se a
irspa
ce c
onst
rain
ts
affe
ctin
g a
fligh
t bas
ed o
n its
traj
ecto
ry.
The
initi
al im
plem
enta
tion
incl
udes
inte
rnal
di
strib
utio
nw
ithin
AN
SP
ofth
ose
notic
esth
atw
ould
bedi
strib
uted
via
the
Flig
htdi
strib
utio
n w
ithin
AN
SP
of t
hose
not
ices
that
wou
ld b
e di
strib
uted
via
the
Flig
ht
Info
rmat
ion
Ser
vice
s-B
road
cast
(FIS
-B) s
ervi
ce.
Supp
orte
d B
y: A
eron
autic
al C
omm
on S
ervi
ce
2010
2011
2012
2013
2014
2015
2016
2017
AN
SP
Rea
l-Tim
e S
tatu
s fo
r SU
As
SA
A F
orec
ast o
f Cap
acity
Con
stra
ints
OI 1
0821
2: I
mpr
oved
Man
agem
ent o
f Airs
pace
for
Spe
cial
Use
(201
2-20
14)
1
py
OI 1
0330
5: O
n-D
eman
d N
AS
Info
rmat
ion
(201
3-20
18)
2En
able
r ref
eren
ced
in A
ppen
dix
A:FI
S-B
Bro
adca
st F
light
and
Sta
tus
Dat
a to
Pilo
ts/A
OC
s
Pro
vide
Impr
oved
Flig
hts
Pla
nnin
g an
d In
-Flig
ht A
dvis
orie
s fo
r FO
Cs/
AO
Cs
Pro
vide
NA
S S
tatu
s vi
a D
igita
l NO
TAM
s
Ope
ratio
nal
Dev
elop
men
tC
once
pt
Sele
cted
Wor
k A
ctiv
ities
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Col
labo
rativ
e35
Flig
htan
dSt
ate
Dat
aA
ddre
sses
info
rmat
ion
and
1033
05
Con
duct
edco
ncep
tof
•D
eliv
erdi
gita
lairp
ort
•D
evel
opco
ncep
tsfo
rC
olla
bora
tive
Air
Traf
fic
Man
agem
ent
35Fl
ight
and
Sta
te D
ata
Man
agem
ent,
Com
mon
St
atus
and
Str
uctu
re
Dat
a
Add
ress
es in
form
atio
n an
d ca
pabi
lity
gaps
with
in a
eron
autic
al
info
rmat
ion
to a
chie
ve N
extG
en
shar
ed s
ituat
iona
l aw
aren
ess.
1033
0510
8212
C
ondu
cted
con
cept
of
oper
atio
ns a
nd E
nter
pris
e A
rchi
tect
ure
for a
Nat
iona
l S
AA
Del
iver
dig
ital a
irpor
t st
ruct
ure
and
conf
igur
atio
n in
form
atio
n to
sup
port
situ
atio
nal a
war
enes
s
Dev
elop
con
cept
s fo
r co
mm
on a
dapt
ion
to s
uppo
rt ba
se in
form
atio
n fo
r O
n-D
eman
d N
AS
act
iviti
es•
Lim
ited
depl
oym
ent o
f st
anda
rds-
base
d co
mm
on
adap
tatio
n to
NA
S
Dem
onst
ratio
nJo
int N
etw
ork
Enab
led
Oti
(NEO
)D
evel
ops
info
rmat
ion
exch
ange
pr
otoc
olan
dar
chite
ctur
ew
ith10
8212
•C
ondu
ct in
itial
pro
gram
pla
n f
dt
h•
Initi
ate
conc
ept o
f ope
ratio
ns
tf
fl
iO
pera
tions
(NEO
) Pr
ogra
m
(Spi
ral 3
)
prot
ocol
and
arc
hite
ctur
e w
ith
inte
rage
ncy
avia
tion
stak
ehol
ders
, an
d co
nduc
ts fl
ight
ope
ratio
nal t
rials
as
nee
ded.
for d
ata
exch
ange
de
mon
stra
tion
com
bini
ng
net-c
entri
c ca
pabi
litie
s an
d ap
plic
atio
ns w
ith U
nman
ned
Airc
raft
Sys
tem
s (U
AS
)
or c
once
p t o
f use
for a
pply
ing
net-c
entri
c co
ncep
ts to
UA
S•
Initi
ate
the
deve
lopm
ent o
f a
conc
ept o
f ope
ratio
ns
desc
ribin
g N
EO
ope
ratio
ns in
U
AS
env
ironm
ent
•In
itiat
e sa
fety
and
haz
ard
anal
ysis
•In
itiat
ede
mon
stra
tion
Initi
ate
dem
onst
ratio
n st
rate
gies
•
Con
duct
dem
onst
ratio
n to
illu
stra
te N
EO
cap
abilit
ies
oper
atin
g in
UA
S e
nviro
nmen
t
www.faa.gov/ 73/nextgen
Bud
get L
ine
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
On-
Dem
and
NA
S In
form
atio
n (c
ont’d
)
Sele
cted
Wor
k A
ctiv
ities
74 NextGen
Forc
eS
yste
m
Dev
elop
men
tN
ew A
ir Tr
affic
M
anag
emen
t (A
TM)
Req
uire
men
ts,
Airb
orne
Sys
tem
W
ide
Info
rmat
ion
Man
agem
ent (
SWIM
)
Dev
elop
s co
ncep
tsan
d re
quire
men
ts fo
r an
airb
orne
exch
ange
of N
AS
info
rmat
ion
via
the
SW
IM n
etw
ork
for f
light
, ae
rona
utic
al a
nd w
eath
er
info
rmat
ion
betw
een
airc
raft
and
grou
nd-b
ased
FA
A s
yste
ms.
1033
05
1082
12
Dev
elop
ed a
nd d
eliv
ered
in
itial
airb
orne
SW
IM
conc
ept o
f use
Dev
elop
ed w
hite
pap
er
iden
tifyi
ng te
chni
cal
impa
cts
to S
WIM
por
tals
•C
ondu
ct a
irbor
ne a
cces
s to
S
WIM
con
cept
of u
se v
2 (in
dust
ry re
view
) •
Con
duct
airb
orne
acc
ess
to
SW
IM O
pera
tiona
l and
Te
chni
cal R
equi
rem
ents
In
dust
ry D
ay
•C
ondu
ct a
irbor
ne a
cces
s to
S
WIM
labo
rato
ry s
imul
atio
ns•
Con
duct
airb
orne
acc
ess
to
SW
IMin
itial
ver
ifica
tion
and
valid
atio
n
Implementation Pla
Col
labo
rativ
e A
ir Tr
affic
M
anag
emen
t
Flig
ht a
nd S
tate
Dat
a M
anag
emen
t, Fl
ight
O
bjec
t
Faci
litat
es th
e sh
arin
g of
com
mon
fli
ght i
nfor
mat
ion
betw
een
syst
ems
and
enab
les
colla
bora
tion
usin
g co
mm
on re
fere
nce
fram
ewor
k. T
he
Flig
ht O
bjec
t is
an e
xten
sibl
e an
d dy
nam
ic c
olle
ctio
n of
dat
a el
emen
ts
that
des
crib
es a
n in
divi
dual
flig
ht
thro
u gho
ut it
s lif
e cy
cle.
It is
the
1033
05
Hos
ted
the
Flig
ht O
bjec
t In
dust
ry D
ay
Com
plet
ed d
evel
opm
ent o
f an
initi
al F
light
Obj
ect D
ata
Dic
tiona
ry
•D
eliv
er th
e Fl
ight
Obj
ect
glob
al fl
ight
iden
tifie
r rep
ort
•D
eliv
er th
e hi
gh-le
vel F
light
O
bjec
t ben
efit
appr
oach
re
port.
•C
ontin
ue to
dev
elop
Flig
ht
Obj
ect D
ata
Dic
tiona
ry•
Con
tinue
to m
odel
Flig
ht
Obj
ect d
ata
•H
ost j
oint
Flig
ht O
bjec
t and
ae
rona
utic
al in
form
atio
n in
dust
ry d
ays
Cd
tit
til
an
gy
sing
le c
omm
on re
fere
nce
for a
ll sy
stem
info
rmat
ion
abou
t tha
t flig
ht.
It as
soci
ates
and
mer
ges
disp
arat
e da
ta in
to a
coh
esiv
e pi
ctur
e of
the
fligh
t. A
utho
rized
sys
tem
st
akeh
olde
rs a
nd th
e A
NS
P m
ay
elec
troni
cally
acc
ess
cons
iste
nt
fligh
t dat
a th
at is
tailo
red
to th
eir
ifid
dA
Fli
ht
•C
ondu
ct in
tern
atio
nal
dem
onst
ratio
n of
Flig
ht O
bjec
t w
ith A
sia
Pac
ific
partn
ers
spec
ific
need
and
use
. A F
light
O
bjec
t is
crea
ted
for e
ach
prop
osed
fli
ght.
The
Flig
ht O
bjec
t des
crip
tion
does
not
incl
ude
envi
ronm
ent o
r w
eath
er in
form
atio
n si
nce
thes
e ar
e sy
stem
-wid
e el
emen
ts w
hich
affe
ct
mul
tiple
flig
hts.
Envi
ronm
ent a
nd E
nerg
y
1
1
11
12
2
23
3
3
45
55
Phas
es o
f Flig
ht
OI 1
0930
9: Im
plem
ent E
MS
Fra
mew
ork
Ena
ble
the
use
of th
e E
nviro
nmen
tal M
anag
emen
t Sys
tem
(EM
S) f
ram
ewor
k, in
clud
ing
envi
ronm
enta
l goa
ls a
nd d
ecis
ion-
supp
ort t
ools
, to
addr
ess,
pla
n an
d m
itiga
te
envi
ronm
enta
l iss
ues.
Envi
ronm
enta
l Pol
icy
Thi
it
illfi
df
liN
tGi
tl
dli
1A
viat
ion
Envi
ronm
enta
l Des
ign
Tool
(AED
T) –
Reg
iona
lA
ED
T w
ill p
rovi
de c
apab
ilitie
s fo
r int
egra
ted
envi
ronm
enta
l ana
lysi
s at
regi
onal
leve
ls
for f
uel b
urn,
em
issi
ons
and
nois
e.
Envi
ronm
enta
l Goa
ls a
nd T
arge
ts P
erfo
rman
ce T
rack
ing
Syst
emA
sys
tem
will
be
esta
blis
hed
that
will
sup
port
the
syst
emat
ic id
entif
icat
ion
of
This
incr
emen
t will
refin
e an
d fo
rmal
ize
Nex
tGen
env
ironm
enta
l and
ene
rgy
polic
y in
clud
ing
Nex
tGen
env
ironm
enta
l goa
ls.
Envi
ronm
enta
l Tar
gets
This
incr
emen
t will
expl
ore,
test
and
refin
e qu
antit
ativ
e N
extG
en e
nviro
nmen
tal t
arge
ts
for n
oise
, air
qual
ity, c
limat
e, e
nerg
y an
d w
ater
qua
lity.
Nat
iona
lEnv
ironm
enta
lPol
icy
Act
(NEP
A)S
trat
egy
and
Proc
esse
s
envi
ronm
enta
l ben
efits
acr
oss
the
Nat
iona
l Airs
pace
Sys
tem
(NA
S),
enab
ling
the
FAA
to
mea
sure
pro
gres
s to
war
d ac
hiev
ing
Nex
tGen
env
ironm
enta
l goa
ls. T
his
syst
em m
ay
incl
ude
busi
ness
pra
ctic
es, a
utom
atio
n ca
pabi
litie
s an
d in
terfa
ces
with
oth
er
auto
mat
ion
syst
ems.
Nex
tGen
EM
S Fr
amew
orks
and
Sta
keho
lder
Col
labo
ratio
nS
tand
ardi
zed
appr
oach
es w
ill b
e id
entif
ied
for a
viat
ion
stak
ehol
ders
(e.g
., m
anuf
actu
rers
airp
orts
airli
nes
and
the
FAA
)to
iden
tify
and
addr
ess
key
Nat
iona
l Env
ironm
enta
l Pol
icy
Act
(NEP
A) S
trat
egy
and
Proc
esse
sTh
is in
crem
ent e
stab
lishe
s ef
fect
ive
stra
tegi
c ap
proa
ches
for a
ddre
ssin
g th
e N
EP
A
requ
irem
ents
of N
extG
en im
prov
emen
ts.
Dec
isio
n Su
ppor
t Ass
essm
ent
This
incr
emen
t add
ress
es m
issi
on-le
vel N
extG
en d
ecis
ion
supp
ort c
apab
ilitie
s (e
.g.,
capa
bilit
ies
that
sup
port
FAA
pla
nnin
g de
cisi
ons
such
as
thos
e re
late
d to
cap
acity
m
anag
emen
t) an
d op
erat
iona
l-lev
el c
apab
ilitie
s (e
.g.,
thos
e re
late
d to
flow
con
tinge
ncy
td
tj
tfl
)
man
ufac
ture
rs, a
irpor
ts, a
irlin
es a
nd th
e FA
A) t
o id
entif
y an
d ad
dres
s ke
y en
viro
nmen
tal i
ssue
s cr
itica
l to
stak
ehol
der e
nviro
nmen
tal p
rogr
ams
or E
MS
s. T
hese
ap
proa
ches
are
inte
nded
to a
llow
avi
atio
n st
akeh
olde
rs to
col
labo
rate
and
add
ress
cr
oss-
cutti
ng e
nviro
nmen
tal c
halle
nges
.
AED
T –
Airp
ort
AE
DT
will
pro
vide
cap
abili
ties
for i
nteg
rate
d en
viro
nmen
tal a
naly
sis
at a
irpor
t lev
els
for
fuel
bur
n, e
mis
sion
s an
d no
ise.
OI 1
0931
5: Im
plem
ent N
extG
en E
nviro
nmen
tal E
ngin
e an
d A
ircra
ft Te
chno
logi
esm
anag
emen
t and
traj
ecto
ry fl
ow).
Impr
oved
Sci
entif
ic K
now
ledg
eTh
is in
crem
ent w
ill im
prov
e kn
owle
dge
of a
ircra
ft so
urce
-leve
l noi
se a
nd e
mis
sion
s of
ai
r pol
luta
nts
and
gree
nhou
se g
ases
, the
ir at
mos
pher
ic e
volu
tion,
and
impa
cts
on
hum
an h
ealth
and
wel
fare
and
clim
ate
chan
ge.
Ana
lysi
sto
Supp
ortI
nter
natio
nalE
nviro
nmen
talS
tand
ard-
Setti
ng
Red
uctio
ns in
airc
raft
nois
e, e
mis
sion
s an
d fu
el b
urn
thro
ugh
impr
ovem
ents
in a
ircra
ft en
gine
and
airf
ram
e te
chno
logi
es a
nd a
ltern
ativ
e fu
els.
Tec
hnol
ogie
s w
ill b
e at
suf
ficie
nt
read
ines
s le
vels
to a
chie
ve th
e go
als
of th
e FA
A’s
Con
tinuo
us L
ower
Ene
rgy,
Em
issi
ons
and
Noi
se (C
LEE
N) p
rogr
am.
OR
t
2
Ana
lysi
s to
Sup
port
Inte
rnat
iona
l Env
ironm
enta
l Sta
ndar
dSe
tting
Ana
lysi
s an
d be
nefit
ass
essm
ent w
ill b
e pe
rform
ed to
sup
port
the
deve
lopm
ent a
nd
impl
emen
tatio
n of
Inte
rnat
iona
l Civ
il A
viat
ion
Org
aniz
atio
n en
viro
nmen
tal s
tand
ards
, su
ch a
s fo
r airc
raft
carb
on d
ioxi
de e
mis
sion
s an
d m
ore
strin
gent
noi
se le
vels
.
Avi
atio
n En
viro
nmen
tal P
ortfo
lio M
anag
emen
t Too
l -Ec
onom
ics
Cap
abilit
ies
of th
e av
iatio
n en
viro
nmen
tal p
ortfo
lio m
anag
emen
t too
l will
be
enha
nced
co
ntin
uous
ly th
roug
h 20
15 to
ena
ble
anal
ysis
of a
irlin
e an
d av
iatio
n m
arke
t res
pons
es
ti
tl
ititi
dli
tid
fl
iU
Si
tl
Ope
n R
otor
Twin
Ann
ular
Pre
mix
ing
Swirl
er II
Lea
n C
ombu
stor
Ada
ptiv
e Tr
ailin
g Ed
ges
Cer
amic
Mat
rix C
ompo
site
Tur
bine
Bla
de T
rack
sC
eram
ic M
atrix
Com
posi
te A
cous
tic N
ozzl
eEn
gine
Wei
ght R
educ
tion
and
Hig
h-Te
mpe
ratu
re Im
pelle
rD
ual-W
all T
urbi
ne B
lade
Fli g
ht M
anag
emen
t Sys
tem
(FM
S) -
Air
Traf
fic M
anag
emen
t (A
TM) I
nteg
ratio
n
www.faa.gov/
to e
nviro
nmen
tal m
itiga
tion
and
polic
y op
tions
, and
for a
naly
zing
U.S
. env
ironm
enta
l is
sues
crit
ical
to N
extG
en u
nder
var
ious
flee
t gro
wth
and
evo
lutio
n sc
enar
ios.
gg
y(
)g
()
gU
ltra
Hig
h-B
ypas
s R
atio
Gea
red
Turb
o Fa
n
75/nextgen
OI 1
0931
6: In
crea
sed
Use
of A
ltern
ativ
e A
viat
ion
Fuel
s
Det
erm
ine
the
feas
ibili
ty a
nd m
arke
t via
bilit
y of
alte
rnat
ive
avia
tion
fuel
s fo
r civ
ilian
avi
atio
n us
e. O
btai
n A
STM
cer
tific
atio
n of
hyd
rotre
ated
rene
wab
le je
t (H
RJ)
fuel
s fro
m fo
ssil
and
rene
wab
lere
sour
ces
that
are
com
patib
lew
ithex
istin
gin
frast
ruct
ure
and
fleet
thus
mee
ting
3O
I 109
311:
Env
ironm
enta
lly a
nd E
nerg
y Fa
vora
ble
En
Rou
te O
pera
tions
This
will
opt
imiz
e en
rout
e op
erat
ions
to re
duce
em
issi
ons,
fuel
bur
n an
d no
ise.
New
op
erat
iona
l cap
abili
ties
will
be
appl
ied,
suc
h as
adv
ance
d ai
rcra
ft te
chno
logi
es, i
nclu
ding
ca
pabi
litie
sfo
rFM
San
dav
ioni
csto
achi
eve
mor
eef
ficie
nten
rout
eop
erat
ions
Impr
oved
4
Envi
ronm
ent a
nd E
nerg
y (c
ont’d
)
76 NextGen
OI 1
0931
3: E
nviro
nmen
tally
and
Ene
rgy
Favo
rabl
e Te
rmin
al O
pera
tions
Opt
imiz
e ai
rcra
ft ar
rival
, dep
artu
re a
nd s
urfa
ce o
pera
tions
to re
duce
em
issi
ons,
fuel
bur
n an
d no
ise
thro
ugh
the
use
of e
nviro
nmen
tally
frie
ndly
pro
cedu
res.
Dev
elop
Sta
ndar
d Te
rmin
alA
rriv
alR
oute
(STA
R)p
roce
dure
sth
atpe
rmit
use
ofth
eO
ptim
ized
Pro
file
Des
cent
rene
wab
le re
sour
ces
that
are
com
patib
le w
ith e
xist
ing
infra
stru
ctur
e an
d fle
et th
us m
eetin
g re
quire
men
t to
be a
“dro
p-in
” alte
rnat
ive
fuel
.
Dro
p-In
HR
J B
lend
Fue
lsTh
is in
crem
ent w
ill re
sult
in A
STM
app
rova
l in
2011
of a
50-
50 b
lend
of H
RJ
and
Jet-A
al
tern
ativ
e fu
els.
Thi
s in
crem
ent a
lso
expl
ores
oth
er b
lend
s fo
r env
ironm
enta
l and
pe
rform
ance
feas
ibili
ty th
roug
h ai
r qua
lity
and
life-
cycl
e em
issi
ons
anal
yses
, eng
ine
perfo
rman
ce e
valu
atio
n, a
nd g
roun
d te
sts
and
fligh
t dem
onst
ratio
ns b
y 20
13. T
hese
ff
till
dd
lt
fth
ti
bllt
tif
li
ldi
5capa
bilit
ies
for F
MS
and
avi
onic
s to
ach
ieve
mor
e ef
ficie
nt e
n ro
ute
oper
atio
ns. I
mpr
oved
ef
ficie
ncy
in o
pera
tions
will
pro
vide
sys
tem
-wid
e be
nefit
s, in
clud
ing
bene
fits
to s
ensi
tive
area
s (e
.g.,
natio
nal p
arks
).
Implementation Pla
Term
inal
Arri
val R
oute
(STA
R) p
roce
dure
s th
at p
erm
it us
e of
the
Opt
imiz
ed P
rofil
e D
esce
nt
(OP
D) t
echn
ique
(als
o kn
own
as C
ontin
uous
Des
cent
Arr
ival
). D
evel
op A
rea
Nav
igat
ion
(RN
AV
) Sta
ndar
d In
stru
men
t Dep
artu
re (S
ID) p
roce
dure
s th
at m
inim
ize
leve
l seg
men
ts o
n cl
imb-
out.
Dev
elop
enh
ance
d su
rface
ope
ratio
n m
echa
nism
s an
d pr
oced
ures
to m
axim
ize
airp
ort t
hrou
ghpu
t whi
le fu
rther
redu
cing
airc
raft
fuel
bur
n an
d em
issi
ons.
e ffo
rts w
ill a
dvan
ce d
eplo
ymen
t of t
hese
sus
tain
able
alte
rnat
ive
fuel
s, in
clud
ing
envi
ronm
enta
l acc
epta
bilit
y an
d A
STM
app
rova
l.
Oth
er A
dvan
ced
Avi
atio
n A
ltern
ativ
e Fu
els
This
incr
emen
t will
exp
lore
and
qua
lify
addi
tiona
l cla
sses
of s
usta
inab
le a
viat
ion
alte
rnat
ive
fuel
s bl
ends
that
use
nov
el fe
edst
ocks
and
con
vers
ion
proc
esse
s (e
.g.,
adva
nced
ferm
enta
tion,
alc
ohol
olig
omer
izat
ion,
pyr
olys
is, e
tc.).
Effo
rts in
clud
e en
viro
nmen
tala
ndpe
rform
ance
feas
ibili
tyth
roug
hai
rqua
lity
and
life-
cycl
eem
issi
ons
an
envi
ronm
enta
l and
per
form
ance
feas
ibili
ty th
roug
h ai
r qua
lity
and
life
cycl
e em
issi
ons
anal
yses
, fue
l pro
perti
es a
naly
sis,
eng
ine
perfo
rman
ce e
valu
atio
n, a
nd g
roun
d te
sts
and
fligh
t dem
onst
ratio
ns b
y 20
15. T
hese
effo
rts w
ill ad
vanc
e de
ploy
men
t of t
hese
su
stai
nabl
e al
tern
ativ
e fu
els,
incl
udin
g en
viro
nmen
tal a
ccep
tabi
lity
and
AS
TM
appr
oval
. 2010
2011
2012
2013
2014
2015
2016
2017
2010
2011
2012
2013
2014
2015
2016
2017
Env
ironm
enta
lTar
gets
Not
e:U
pdat
es a
re p
lann
ed to
OI
1093
09 in
clud
ing
exte
ndin
g th
e im
plem
enta
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dule
th
roug
h 20
15E
nviro
nmen
tal P
olic
y
OI 1
0930
9: I
mpl
emen
t EM
S F
ram
ewor
k (2
011)
1
NE
PA
Stra
tegy
and
Pro
cess
es
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oved
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entif
ic K
now
ledg
e
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isio
n-S
uppo
rt A
sses
smen
t
Env
ironm
enta
l Tar
gets
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lysi
s to
Sup
port
Inte
rnat
iona
l Env
ironm
enta
l Sta
ndar
d S
ettin
g
AE
DT-
Reg
iona
l
Avi
atio
n E
nviro
nmen
tal P
ortfo
lio M
anag
emen
t Too
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Env
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enta
l Goa
ls a
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arge
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erfo
rman
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rack
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tem
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tGen
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ram
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take
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olla
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tion
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n R
otor
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0931
5: Im
plem
ent N
extG
en E
nviro
nmen
tal E
ngin
e an
d A
ircra
ft Te
chno
logi
es (2
010-
2015
)2
AE
DT-
Airp
ort
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Ann
ular
Pre
mix
ing
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irler
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ean
Com
bust
or
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ptiv
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ailin
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dges
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amic
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rix C
ompo
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bine
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rack
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amic
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rixC
ompo
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amic
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rix C
ompo
site
Aco
ustic
Noz
zle
Eng
ine
Wei
ght R
educ
tion
and
Hig
h-Te
mpe
ratu
re Im
pelle
r
Dua
l-Wal
l Tur
bine
Bla
de
FMS
–A
TM In
tegr
atio
n
Dro
p-In
HR
JB
lend
Fuel
s
Ultr
a H
igh-
Byp
ass
Rat
io G
eare
d Tu
rbo
Fan
OI 0
9316
: Inc
reas
ed U
se o
f Alte
rnat
ive
Avi
atio
n Fu
els
(201
1-20
15)
3
Dro
pIn
HR
J B
lend
Fue
ls
Oth
er A
dvan
ced
Avi
atio
n A
ltern
ativ
e Fu
els
OI 1
0931
1: E
nviro
nmen
tally
and
Ene
rgy
Favo
rabl
e E
n R
oute
Ope
ratio
ns (2
015)
4
Not
e:In
crem
ents
ass
ocia
ted
with
OI 1
0931
1 an
d O
I 109
313
are
addr
esse
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roug
h ot
her
portf
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s th
at a
ffect
ope
ratio
nal e
ffici
ency
, cap
acity
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/or f
lexi
bilit
y
OI 1
0931
3: E
nviro
nmen
tally
and
Ene
rgy
Favo
rabl
e Te
rmin
al O
pera
tions
(201
5)5
www.faa.gov/
Ope
ratio
nal
Dev
elop
men
tC
once
pt
77/nextgen
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
Envi
ronm
ent a
nd E
nerg
y (c
ont’d
)
78 NextGen
Sys
tem
D
evel
opm
ent
Envi
ronm
ent a
nd
Ener
gy-E
MS
and
Adv
ance
d N
oise
and
Em
issi
on R
educ
tion
Man
ages
env
ironm
enta
l im
pact
s of
N
extG
en th
roug
h E
MS
bas
ed o
n de
velo
pmen
t and
dem
onst
ratio
n of
so
lutio
ns to
miti
gate
noi
se a
nd
emis
sion
s as
wel
l as
incr
easi
ng fu
el
burn
effi
cien
cy.
Res
earc
h,
deve
lopm
ent,
dem
onst
ratio
n an
d te
stin
ghe
lpsu
ppor
tope
ratio
n
1093
0910
9310
1093
1110
9313
1093
1510
9316
D
evel
oped
repo
rt on
EM
S
fram
ewor
k de
velo
pmen
t; ac
tiviti
es o
f CLE
EN
C
onso
rtium
; met
rics
for
carb
on d
ioxi
de e
mis
sion
s st
anda
rd; a
nd
oppo
rtuni
ties
for
oper
atio
nalp
roce
dure
s
•C
ondu
ct E
MS
refin
emen
t an
d pi
lot s
tudi
es•
Test
, dem
onst
rate
and
ev
alua
te N
AS
-wid
e en
viro
nmen
tal b
enef
its o
f C
LEE
N a
ircra
ft an
d fu
el
tech
nolo
gies
•R
esea
rch
pote
ntia
l pol
icie
s an
d pr
oced
ures
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duce
en
viro
nmen
tal i
mpa
cts
beyo
nd c
urre
nt s
et o
f op
erat
iona
l pro
cedu
res
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naliz
e N
extG
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MS
im
plem
enta
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itial
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A
orga
niza
tions
Implementation Pla
test
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help
sup
port
oper
atio
n im
plem
enta
tion
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015.
op
erat
iona
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cedu
res
orga
niza
tions
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sses
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e im
pact
s on
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e op
erat
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ng
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ronm
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form
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ide
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fits
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ircra
ft te
chno
logi
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nd a
ltern
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tify
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rtuni
ties
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ronm
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ns fo
r ta
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mp,
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onst
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ironm
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MS
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met
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naly
ze N
EP
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ompl
ianc
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ithin
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amew
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mon
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d In
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es o
f Flig
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ht C
omm
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ervi
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ht In
form
atio
n M
anag
emen
t aut
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stru
ctur
e w
ill b
e ac
quire
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plem
ente
d in
a s
tand
ardi
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ente
rpris
e-co
mpl
iant
fash
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pro
vidi
ng a
com
mon
inte
rface
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ong
Nat
iona
l Airs
pace
Sys
tem
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S) a
utom
atio
n sy
stem
s, s
ervi
ce p
rovi
ders
and
use
rs.
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vice
s: T
erm
inal
Dat
a D
istri
butio
n, F
light
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a P
ublic
atio
n, R
erou
te D
ata
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eilla
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chno
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pplic
atio
ns w
ill b
e de
ploy
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impr
ove
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atio
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war
enes
s.
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Ser
vice
s: S
urfa
ce S
urve
illanc
e, S
urfa
ce S
enso
rs a
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face
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urfa
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urfa
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ill p
rovi
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prov
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hang
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low
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rmat
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form
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ervi
ceTa
sk F
orce
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ss-C
uttin
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mun
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tatu
s In
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ts, O
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utom
atio
n S
uppo
rt fo
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arat
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ce: N
AS
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ess
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eco
mpl
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ion.
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vice
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omm
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ictu
re, N
et-c
entri
c D
isse
min
atio
n, P
roac
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r Tra
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ailo
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umet
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orec
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form
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n, C
hara
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oten
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onst
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irspa
ce
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ctur
e an
d te
chno
logi
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ill p
rovi
de a
sup
plem
enta
l mea
ns fo
r tw
o-w
ay e
xcha
nge
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cont
rolle
rs a
nd fl
ight
cre
ws
for a
ir tra
ffic
cont
rol (
ATC
) cle
aran
ces,
inst
ruct
ions
, ad
viso
ries,
flig
ht c
rew
requ
ests
and
repo
rts.
New
Ser
vice
s: T
ower
Dat
a C
omm
unic
atio
ns fo
r Rev
ised
Dep
artu
re C
lear
ance
s, O
cean
ic
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a C
omm
unic
atio
nsTa
sk F
orce
: Cro
ss-C
uttin
g
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onau
tical
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mon
Ser
vice
New
Aer
onau
tical
Info
rmat
ion
Man
agem
ent a
utom
atio
n in
frast
ruct
ure
will
be
acqu
ired
and
impl
emen
ted
in a
sta
ndar
dize
d en
terp
rise-
com
plia
nt fa
shio
n, p
rovi
ding
a s
ingl
e au
thor
itativ
e so
urce
for a
eron
autic
al d
ata
man
agem
ent.
New
Serv
ices
:Airs
pace
Con
figur
atio
nS
tatu
sIn
form
atio
nan
dR
oute
/Pro
cedu
res
Dat
aS
tatic
New
Ser
vice
s: A
irspa
ce C
onfig
urat
ion,
Sta
tus
Info
rmat
ion,
and
Rou
te/P
roce
dure
s D
ata,
Sta
tic
Airp
ort D
ata
Man
agem
ent,
Dig
ital N
otic
es to
Airm
en (N
OTA
Ms)
Task
For
ce: S
urfa
ce a
nd C
ruis
e
www.faa.gov/ 79/nextgen
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
80 NextGen
Com
mon
Ser
vice
s an
d In
fras
truc
ture
(con
t’d)
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S-B
28A
utom
atic
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epen
dent
Su
rvei
llanc
e-B
road
cast
(AD
S-B
) N
AS-
wid
e Im
plem
enta
tion
Pro
vide
s hi
ghly
acc
urat
e an
d m
ore
com
preh
ensi
ve s
urve
illanc
e in
form
atio
n vi
a a
broa
dcas
t com
mun
icat
ion
link.
AD
S-
B re
ceiv
es fl
ight
dat
a fro
m a
ircra
ft, v
ia a
da
ta li
nk, d
eriv
ed fr
om o
n-bo
ard
posi
tion-
fixin
g an
d na
viga
tiona
l sys
tem
s. A
ircra
ft po
sitio
n (lo
ngitu
de, l
atitu
de, a
ltitu
de a
nd
time)
isde
term
ined
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gG
PS
anin
tern
al
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ompl
eted
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ervi
ce
Dec
isio
n fo
r Crit
ical
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ervi
ces
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ontin
ued
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eplo
y A
DS
-B g
roun
d in
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ruct
ure
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rovi
ded
Initi
al
Oi
Cbi
li
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ontin
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tern
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16 17 39 44 42
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get
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rce
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ivity
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crip
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010
FY 2
011
FY 2
012
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uppo
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form
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anag
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porti
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tegr
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rce
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010
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011
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ontin
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defin
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litie
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and
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live
data
cap
abilit
y•
Sup
port
stan
dard
s an
d al
tern
ativ
es
deve
lopm
ent
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Net
wor
ked
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reFa
cilit
ies
Sup
ports
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imiz
atio
n of
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repa
re in
itial
bus
ines
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se fo
r Fa
cilit
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re F
acili
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stm
ent
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ppp
traffi
c se
rvic
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sour
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ders
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stru
ctur
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tern
ativ
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nd a
ssoc
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nefit
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hich
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ude
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oved
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k en
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t, re
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e an
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st
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rolle
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eral
l air
traffi
c se
rvic
e pr
ovid
er
thi
ltil
lii
thl
l
pse
gmen
t 1
cost
s w
hile
stil
l inc
reas
ing
the
leve
l of
ser
vice
.
Airp
ort
Impr
ovem
ent
Pro
gram
*
Airf
ield
D
evel
opm
ent
Con
tinue
s th
e de
velo
pmen
t of n
ew
runw
ays
and
exte
nsio
ns to
incr
ease
ca
paci
ty a
nd e
ffici
ency
.
C
ondu
cted
Fut
ure
Airp
ort
Cap
acity
Tas
k 2
(FA
CT2
) ne
xt s
teps
, inc
ludi
ng
coor
dina
tion
of a
irpor
t ac
tion
plan
s
Com
plet
ed C
harlo
tte-
C
ompl
eted
Por
tland
Inte
rnat
iona
l ru
nway
10L
/28R
Ext
ensi
on
Com
plet
ed P
hila
delp
hia
Inte
rnat
iona
l E
nviro
nmen
tal I
mpa
ct S
tate
men
t and
si
gned
a R
ecor
d of
Dec
isio
n•
Beg
in F
AC
T3 to
iden
tify
capa
city
-
•C
ompl
ete
Atla
nta
Har
tsfie
ld-J
acks
on
Inte
rnat
iona
l run
way
9L/
27R
ext
ensi
on•
Com
plet
e FA
CT3
and
iden
tify
follo
w-o
n st
rate
gic
plan
ning
initi
ativ
es•
Con
tinue
pla
nnin
g an
d en
viro
nmen
tal
proj
ects
Dou
glas
Inte
rnat
iona
l ru
nway
18R
/36L
C
ompl
eted
re
cons
truct
ion
of N
ew
York
JFK
runw
ay
13R
/31L
and
ass
ocia
ted
taxi
way
impr
ovem
ents
cons
train
ed a
irpor
ts in
202
0 an
d 20
30•
Com
plet
e A
ncho
rage
Inte
rnat
iona
l ru
nway
7R
/25L
ext
ensi
on•
Con
tinue
New
Yor
k JF
K ta
xiw
ay
impr
ovem
ents
•C
ompl
ete
Pha
se II
of t
he S
an
Fran
cisc
o B
ay A
rea
Reg
iona
l Airp
ort
Pla
n•
Com
plet
eP
hase
IIof
the
Atla
nta
•C
ompl
ete
San
Ant
onio
Inte
rnat
iona
l ru
nway
3/2
1 ex
tens
ion
•C
ompl
ete
Por
t Col
umbu
s In
tern
atio
nal
Airp
ort r
unw
ay 1
0R/2
8L re
loca
tion
•C
ompl
ete
Chi
cago
O’H
are
runw
ay
10C
/28C
•C
ompl
ete
Fort
Laud
erda
le/H
olly
woo
d In
tern
atio
nal A
irpor
t run
way
9R
/27L
•
Com
plet
e P
hase
II o
f the
Atla
nta
Met
ropo
litan
Avi
atio
n C
apac
ity S
tudy
•C
ontin
ue s
urve
ys to
sup
port
deve
lopm
ent o
f Wid
e A
rea
Aug
men
tatio
n S
yste
m
(WA
AS
)/Loc
aliz
er P
erfo
rman
ce w
ith
Ver
tical
Gui
danc
e (L
PV
) app
roac
h pr
oced
ures
to in
crea
se a
cces
s to
ai
r por
ts.
Con
side
r obs
truct
ion
pre
mov
al n
eeds
so
that
airp
orts
with
LP
V a
ppro
ach
proc
edur
es c
an
achi
eve
low
er m
inim
ums
•Fu
nd m
etro
are
a ai
rpor
t inf
rast
ruct
ure
impr
ovem
ents
at o
ther
than
OE
P
airp
orts
*Not
con
side
red
Nex
tGen
fund
ing
www.faa.gov/ 83/nextgen
Nex
tGen
Con
cept
Mat
urity
and
Sys
tem
Dev
elop
men
t
1
12
44
66
67
8
78
78
9
79
710
1111
10
1212
1212
12
13
1414
1515
1515
1516
1718
1916
1718
1916
1718
19
1617
1819
1617
18198
89
99
55
84 NextGen
33
3
OI 1
0311
6:In
itial
Impr
oved
Wea
ther
Info
rmat
ion
from
Non
-Gro
und-
Bas
ed
Sen
sors
Phas
es o
f Flig
ht
17
1212
1415
1515
1617
1819
1617
1617
1819
1617
1819
Implementation Pla
OI 1
0211
4:In
itial
Con
flict
Res
olut
ion
Adv
isor
ies
Aut
omat
ion
enab
les
the
Air
Nav
igat
ion
Ser
vice
Pro
vide
r (A
NS
P) t
o be
tter a
ccom
mod
ate
pilo
treq
uest
sfo
rtra
ject
ory
chan
ges
bypr
ovid
ing
conf
lictd
etec
tion
trial
fligh
tpla
nnin
gA
dditi
ons
toth
ese
nsor
netw
ork
from
non-
grou
nd-b
ased
sens
ors
(eg
sate
llite
and
28
an
pilo
t req
uest
s fo
r tra
ject
ory
chan
ges
by p
rovi
ding
con
flict
det
ectio
n, tr
ial f
light
pla
nnin
g,
and
deve
lopm
ent a
nd ra
nk-o
rder
ing
of re
solu
tions
taki
ng in
to a
ccou
nt a
ircra
ft ca
pabi
litie
s an
d pi
lot a
nd A
NS
P p
refe
renc
es.
OI 1
0211
8:D
eleg
ated
Res
pons
ibilit
y fo
r In-
Trai
l Sep
arat
ion
Enh
ance
d su
rvei
llanc
e an
d ne
w p
roce
dure
s en
able
the
AN
SP
to d
eleg
ate
airc
raft-
to-
airc
raft
sepa
ratio
n. Im
prov
ed d
ispl
ay a
vion
ics
and
broa
dcas
t pos
ition
al d
ata
prov
ide
deta
iled
traffi
csi
tuat
iona
law
aren
ess
toth
efli
ghtd
eck
Whe
nau
thor
ized
byth
eco
ntro
ller
OI 1
0311
9:In
itial
Inte
grat
ion
of W
eath
er In
form
atio
n in
to N
atio
nal A
irspa
ce
Sys
tem
(NA
S) A
utom
atio
n an
d D
ecis
ion
Mak
ing
Add
ition
s to
the
sens
or n
etw
ork
from
non
grou
ndba
sed
sens
ors
(e.g
., sa
telli
te a
nd
airc
raft)
pro
vide
ope
rato
rs a
nd th
e A
NS
P w
ith e
nhan
ced
wea
ther
info
rmat
ion
to im
prov
e fli
ght a
nd c
lear
ance
pla
nnin
g, tr
ajec
tory
-bas
ed o
pera
tions
and
flow
man
agem
ent.
Adv
ance
s in
wea
ther
info
rmat
ion
cont
ent a
nd d
isse
min
atio
n pr
ovid
e us
ers
and/
or th
eir
deci
sion
sup
port
with
the
abili
ty to
iden
tify
spec
ific
wea
ther
impa
cts
on o
pera
tions
(e.g
.,
39
deta
iled
traffi
c si
tuat
iona
l aw
aren
ess
to th
e fli
ght d
eck.
Whe
n au
thor
ized
by
the
cont
rolle
r, pi
lots
will
impl
emen
t del
egat
ed s
epar
atio
n be
twee
n eq
uipp
ed a
ircra
ft us
ing
esta
blis
hed
proc
edur
es.
OI 1
0212
3:A
utom
atic
Dep
ende
nt S
urve
illanc
e-B
road
cast
(AD
S-B
) Sep
arat
ion
AN
SP
aut
omat
ion
uses
AD
S-B
in n
on-r
adar
airs
pace
to p
rovi
de re
duce
d se
para
tion
and
fligh
t fol
low
ing.
Impr
oved
sur
veill
ance
ena
bles
AN
SP
to u
se ra
dar-
like
sepa
ratio
n st
anda
rds
and
serv
ices
dec
so
supp
oe
aby
ode
ysp
ecc
eae
pac
so
ope
ao
s(e
g,
traje
ctor
y m
anag
emen
t and
impa
cts
on s
peci
fic a
irfra
mes
, arri
val/d
epar
ture
pla
nnin
g) to
en
sure
con
tinue
d sa
fe a
nd e
ffici
ent f
light
.
OI 1
0320
6:E
xpan
ded
Traf
fic A
dvis
ory
Ser
vice
s U
sing
Dig
ital T
raffi
c D
ata
Equ
ippe
d ai
rcra
ft re
ceiv
e br
oadc
asts
and
dis
play
traf
fic d
ata
to th
e fli
ght c
rew
. G
roun
d-ba
sed
syst
ems
rece
ive
surv
eilla
nce
broa
dcas
t rep
orts
and
pro
vide
them
to th
e su
rvei
llanc
eda
tane
twor
kfo
rdis
tribu
tion
410
stan
dard
s an
d se
rvic
es.
Task
For
ce: N
AS
Acc
ess
OI 1
0214
4:W
ake
Turb
ulen
ce M
itiga
tion
for A
rriva
ls: C
lose
ly S
pace
d P
aral
lel
Run
way
s (C
SPR
s)C
hang
es to
wak
e se
para
tion
min
ima
are
impl
emen
ted
base
d on
mea
sure
d an
d pr
edic
ted
airp
ort a
rea
win
ds. S
uppo
rting
pro
cedu
res,
dev
elop
ed a
t app
licab
le lo
catio
ns b
ased
on
anal
ysis
of w
ake
mea
sure
men
ts a
nd s
afet
y, a
llow
mor
e cl
osel
y sp
aced
arr
ival
ope
ratio
ns
ii
it/
iti
It
tMt
li
lCdi
ti
surv
eilla
nce
data
net
wor
k fo
r dis
tribu
tion.
OI 1
0412
2:In
tegr
ated
Arri
val/D
epar
ture
Airs
pace
Man
agem
ent
New
airs
pace
des
ign
take
s ad
vant
age
of e
xpan
ded
use
of te
rmin
al p
roce
dure
s an
d se
para
tion
stan
dard
s. T
his
capa
bilit
y ex
pand
s th
e us
e of
term
inal
sep
arat
ion
stan
dard
s an
d pr
oced
ures
(e.g
., 3
nm, d
egre
es d
iver
genc
e) w
ithin
the
new
ly d
efin
ed tr
ansi
tion
airs
pace
. It
exte
nds
furth
er in
to c
urre
nt e
n ro
ute
airs
pace
(hor
izon
tally
and
ver
tical
ly).
Task
Forc
e:In
tegr
ated
ATM
511
incr
easi
ng a
irpor
t/run
way
cap
acity
in In
stru
men
t Met
eoro
logi
cal C
ondi
tions
.Ta
sk F
orce
: Run
way
Acc
ess
OI 1
0240
6:P
rovi
de F
ull S
urfa
ce S
ituat
ion
Info
rmat
ion
Sur
face
Situ
atio
n In
form
atio
n w
ill c
ompl
emen
t vis
ual o
bser
vatio
n of
the
airp
ort
surfa
ce.
Dec
isio
n su
ppor
t sys
tem
alg
orith
ms
will
use
enha
nced
targ
et d
ata
to s
uppo
rt id
entif
icat
ion
and
aler
ting
of th
ose
airc
raft
at ri
sk o
f run
way
incu
rsio
n.Ta
skFo
rce:
Surf
ace
Task
For
ce: I
nteg
rate
d A
TM
OI 1
0412
8:Ti
me-
Bas
ed M
eter
ing
in th
e Te
rmin
al E
nviro
nmen
t A
ircra
ft ar
e tim
e-ba
sed
met
ered
insi
de th
e te
rmin
al e
nviro
nmen
t, en
hanc
ing
effic
ienc
y th
roug
h th
e op
timal
use
of t
erm
inal
airs
pace
and
sur
face
cap
acity
. Thi
s ex
tend
s cu
rren
t m
eter
ing
capa
bilit
ies
into
the
term
inal
env
ironm
ent a
nd fu
rther
s th
e pu
rsui
t of e
nd-to
-end
m
eter
ing
and
traje
ctor
y-ba
sed
oper
atio
ns.
Tk
FI
tt
dA
TM
612
Task
For
ce: S
urfa
ce
OI 1
0310
4:D
eplo
y Fl
ight
Info
rmat
ion
Ser
vice
s-B
road
cast
(FIS
-B) N
atio
nally
FIS
-B w
eath
er p
roce
ssor
s ge
nera
te g
raph
ical
and
text
ual p
rodu
cts
for b
road
cast
to
equi
pped
airc
raft
in c
over
age
area
s. F
IS-B
pro
duct
s in
clud
e pr
ecip
itatio
n, c
onve
ctiv
e ac
tivity
, in-
fligh
t ici
ng, l
ow-c
eilin
g/vi
sibi
lity
map
s, tu
rbul
ence
info
rmat
ion
and
site
-spe
cific
w
eath
er re
ports
and
fore
cast
s.
Task
For
ce: I
nteg
rate
d A
TM
OI 1
0620
2:E
nhan
ce E
mer
genc
y A
lerti
ngC
ontro
llers
and
sea
rch
and
resc
ue s
uppo
rt, u
sing
AD
S-B
to p
rovi
de lo
catio
n in
form
atio
n an
d di
scre
te a
ircra
ft id
entif
icat
ion,
are
abl
e to
qui
ckly
loca
te d
istre
ssed
or d
owne
d ai
rcra
ft w
ithou
t res
ortin
g to
1,2
00 b
eaco
n tra
cks
and
supp
ort f
rom
Civ
il A
ir P
atro
l sea
rch
fligh
ts.
OI 1
0711
6:Lo
w-V
isib
ility/
Cei
ling
Dep
artu
re O
pera
tions
OI 1
0930
4:E
nhan
ced
Avi
atio
n S
afet
y In
form
atio
n an
d A
naly
sis
and
Sha
ring
(AS
IAS
)17
13 Leve
rage
s au
gmen
ted
Glo
bal N
avig
atio
n S
atel
lite
Sys
tem
cap
abili
ties
to a
llow
ap
prop
riate
ly e
quip
ped
airc
raft
to d
epar
t in
low
-vis
ibili
ty c
ondi
tions
. D
ue to
onb
oard
i
ith
ift
illb
blt
dti
li
ibili
tdi
tii
AN
iti
AS
IAS
will
impr
ove
syst
em-w
ide
risk
iden
tific
atio
n, in
tegr
ated
risk
ana
lysi
s an
d m
odel
ing,
an
d im
plem
enta
tion
of e
mer
gent
risk
man
agem
ent.
18
14avio
nics
the
airc
raft
will
be
able
to d
epar
t in
low
-vis
ibili
ty c
ondi
tions
usi
ng A
rea
Nav
igat
ion
(RN
AV
)/Req
uire
d N
avig
atio
n P
erfo
rman
ce (R
NP
) Sta
ndar
d In
stru
men
t Dep
artu
res,
E
lect
roni
c Fl
ight
Vis
ion
Sys
tem
, Syn
thet
ic V
isio
n S
yste
m, o
r adv
ance
d vi
sion
sys
tem
s.
OI 1
0720
2:Lo
w-V
isib
ility
Sur
face
Ope
ratio
nsA
ircra
ft an
d gr
ound
veh
icle
mov
emen
t on
airp
orts
in lo
w-v
isib
ility
con
ditio
ns is
gui
ded
by
accu
rate
loca
tion
info
rmat
ion
and
mov
ing
map
dis
play
s.T
kF
Sf
ad
pe
ea
oo
ee
ges
aag
ee
OI 1
0930
5:Im
prov
ed S
afet
y fo
r Nex
tGen
Evo
lutio
n
This
OI m
itiga
tes
safe
ty ri
sk a
ssoc
iate
d w
ith th
e ev
olut
ion
of N
extG
en b
y pr
ovid
ing
enha
nced
saf
ety
met
hods
that
sup
port
mak
ing
chan
ges
to th
e ai
r tra
nspo
rtatio
n sy
stem
, in
clud
ing:
adv
ance
d ca
pabi
litie
s fo
r int
egra
ted,
pre
dict
ive
safe
ty a
sses
smen
t; im
prov
ed
valid
atio
n an
d ve
rific
atio
n pr
oces
ses
supp
ortin
g ce
rtific
atio
n; a
n en
hanc
ed fo
cus
on s
afe
oper
atio
nalp
roce
dure
s;an
den
hanc
edtra
inin
gco
ncep
tsfo
rsaf
esy
stem
oper
atio
n
15 16
19
Task
For
ce: S
urfa
ce
OI 1
0820
6:Fl
exib
le A
irspa
ce M
anag
emen
tA
NS
P a
utom
atio
n su
ppor
ts re
allo
catio
n of
traj
ecto
ry in
form
atio
n, s
urve
illanc
e,
com
mun
icat
ions
, and
dis
play
info
rmat
ion
to d
iffer
ent p
ositi
ons
or d
iffer
ent f
acilit
ies.
OI 1
0930
2:S
ecur
ity –
Ope
ratio
nal C
apab
ility
for T
hrea
t Det
ectio
n an
d T
kiN
AS
IA
li
dR
ik
Bd
A
oper
atio
nal p
roce
dure
s; a
nd e
nhan
ced
train
ing
conc
epts
for s
afe
syst
em o
pera
tion.
OI 1
0931
0:Im
plem
ent E
nhan
ced
EM
S F
ram
ewor
kFu
rther
ena
ble
the
use
of th
e E
nviro
nmen
tal M
anag
emen
t Sys
tem
(EM
S) f
ram
ewor
k fo
r su
bseq
uent
app
licat
ions
, inc
ludi
ng re
fined
env
ironm
enta
l goa
ls a
nd d
ecis
ion-
supp
ort t
ools
, to
add
ress
, pla
n an
d m
itiga
te e
nviro
nmen
tal i
ssue
s th
roug
h im
plem
enta
tion
of o
ngoi
ng
EM
S im
prov
emen
ts a
nd a
vaila
bilit
y of
enh
ance
d en
viro
nmen
tal i
nfor
mat
ion.
16
Trac
king
, NA
S Im
pact
Ana
lysi
s an
d R
isk-
Bas
ed A
sses
smen
t Th
e O
pera
tiona
l Sec
urity
Per
sonn
el o
f the
AN
SP
add
ress
NA
S s
ecur
ity th
reat
s by
mor
e ef
fect
ive
and
effic
ient
pre
vent
ion,
pro
tect
ion,
resp
onse
and
reco
very
bas
ed o
n ne
t-en
able
d sh
ared
situ
atio
nal a
war
enes
s an
d a
risk-
info
rmed
dec
isio
n-m
akin
g ca
pabi
lity.
Fl
ight
risk
pro
files
are
der
ived
from
traj
ecto
ry-b
ased
risk
ass
essm
ent p
rovi
ded
by th
e A
NS
P a
nd ri
sk le
vels
pro
vide
d by
the
Sec
urity
Ser
vice
Pro
vide
r.
2010
2011
2012
2013
2014
2015
2016
2017
OI 1
0211
4:In
itial
Con
flict
Res
olut
ion
Adv
isor
ies
(201
3-20
17)
OI 1
0211
8:D
eleg
ated
Res
pons
ibili
ty fo
r In-
Trai
l Sep
arat
ion
(201
3-20
18)
1 2En
able
rs re
fere
nced
in A
ppen
dix
A:In
terv
al M
anag
emen
t
OI1
0240
6:P
rovi
deFu
llS
urfa
ce
OI 1
0214
4:W
ake
Turb
ulen
ce M
itiga
tion
for A
rriva
ls: C
SP
Rs
(201
5-20
18)
OI 1
0212
3:A
DS
-B
Sep
arat
ion
(200
8-20
10)
3
4
Enab
ler r
efer
ence
d in
App
endi
x A:
AD
S-B
Out
OI 1
0240
6:P
rovi
de F
ull S
urfa
ce
Situ
atio
n In
form
atio
n (2
016-
2019
)
OI 1
0311
6:In
itial
Impr
oved
Wea
ther
Info
rmat
ion
from
Non
-Gro
und-
Bas
ed S
enso
rs (2
013-
2018
)
www.faa.gov/
OI 1
0310
4: D
eplo
y FI
S-B
Nat
iona
lly (2
009-
2013
)
5
6
7
Enab
ler r
efer
ence
d in
App
endi
x A:
Gro
und
Coc
kpit
Dis
play
of T
raffi
c In
form
atio
n
p(
)
OI 1
0311
9:In
itial
Inte
grat
ion
of W
eath
er In
form
atio
n in
to N
AS
Aut
omat
ion
and
Dec
isio
n M
akin
g (2
011-
2018
)
85/nextgen
7
8
2010
2011
2012
2013
2014
2015
2016
2017
Nex
tGen
Con
cept
Mat
urity
and
Sys
tem
Dev
elop
men
t (co
nt’d
)
86 NextGen
OI 1
0320
6:E
xpan
ded
Implementation Pla
OI 1
0412
2:In
tegr
ated
Arri
val/D
epar
ture
A
irspa
ce M
anag
emen
t (20
16-2
019)
10
pTr
affic
Adv
isor
y S
ervi
ces
Usi
ng D
igita
l Tra
ffic
Dat
a (2
009-
2010
)
9
Enab
ler r
efer
ence
d in
Ap
pend
ix A
:RN
AV
an
OI 1
0620
2:E
nhan
ce E
mer
genc
y A
lerti
ng (2
010-
2016
)
OI 1
0412
8:Ti
me-
Bas
ed M
eter
ing
in th
e Te
rmin
al E
nviro
nmen
t (2
015-
2018
)11
12
OI 1
0720
2:Lo
w-V
isib
ility
Sur
face
Ope
ratio
ns (2
015-
2018
)
OI 1
0711
6:Lo
w-V
isib
ility
/Cei
ling
Dep
artu
re O
pera
tions
(2
015-
2018
)13 14
OI 1
0820
6:Fl
exib
le A
irspa
ce M
anag
emen
t (20
15-2
018)
OI 1
0930
2:S
ecur
ity –
Ope
ratio
nal S
ecur
ity C
apab
ility
for T
hrea
t D
etec
tion
and
Trac
king
, NA
S Im
pact
Ana
lysi
s an
d R
isk-
Bas
ed A
sses
smen
t (20
15-2
018)
15 16
OI 1
0930
5:Im
prov
ed S
afet
y fo
r N
extG
en E
volu
tion
(201
6-20
17)
OI 1
0930
4:A
SIA
S (2
013-
2014
)17
18
OI 1
0931
0:Im
plem
ent
EM
S
Fram
ewor
k-E
nhan
ced
(201
820
18)
() 19
(201
8-20
18)
Bud
get
Task
Sele
cted
Wor
k A
ctiv
ities
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Col
labo
rativ
e A
ir Tr
affic
M
anag
emen
t
Cap
acity
M
anag
emen
t, D
ynam
ic
Airs
pace
Pro
vide
s th
e to
ols
to a
ir tra
ffic
man
ager
s to
reco
nfig
ure
airs
pace
to e
xpan
d or
co
ntra
ct c
ontro
l sec
tors
to m
atch
the
over
all l
evel
of a
ctiv
ity in
the
faci
lity’
s ai
rspa
ce a
nd to
dyn
amic
ally
dea
ctiv
ate
rest
rictio
ns.
The
Airs
pace
Res
ourc
e
1082
06
Initi
ated
mul
ti-ye
ar
prog
ram
pla
n•
Dev
elop
pr
elim
inar
y A
RM
S c
once
pt
of o
pera
tion
docu
men
t•
Del
iver
whi
te
•D
evel
op A
RM
S e
valu
atio
n m
odel
•C
ondu
ct d
emon
stra
tion
of A
RM
S p
roto
type
pM
anag
emen
t Sys
tem
(AR
MS
) will
prov
ide
the
tool
s fo
r con
trollin
g th
e re
conf
igur
atio
n of
the
Nex
tGen
ne
twor
ked
com
mun
icat
ions
infra
stru
ctur
e in
resp
onse
to a
n op
erat
iona
l re
quire
men
t for
reco
nfig
urab
le a
irspa
ce.
pape
r on
AR
MS
fu
nctio
nal
desc
riptio
n
Col
labo
rativ
e A
irTr
affic
Flig
ht a
nd S
tate
D
ata
Dev
elop
s a
fram
ewor
k fo
r int
egra
ted
Nat
iona
lAirs
pace
Des
ign
and
1082
09•
Initi
ate
anal
ysis
of
equi
page
and
•A
dapt
exi
stin
g au
tom
atio
n di
spla
ys to
pro
vide
ai
rpor
tsur
face
surv
eilla
nce
Air
Traf
fic
Man
agem
ent
Dat
a M
anag
emen
t, C
once
pt
Dev
elop
men
t for
In
tegr
ated
NA
S D
esig
n an
d Pr
oced
ure
Plan
ning
Nat
iona
l Airs
pace
Des
ign
and
Pro
cedu
res
plan
ning
, enh
ance
men
ts to
ex
istin
g in
frast
ruct
ure
to s
uppo
rt im
pact
as
sess
men
ts, a
nd d
evel
op in
itial
con
cept
fo
r bes
t-equ
ippe
d, b
est-s
erve
d.
of e
quip
age
and
avio
nics
ca
pabi
litie
s re
quire
d th
roug
h th
e m
id-te
rm to
su
ppor
t bes
t-eq
uipp
ed, b
est-
serv
ed
airp
ort s
urfa
ce s
urve
illanc
e•
Dev
elop
“ble
nded
airs
pace
” pro
cedu
res
Arr
ival
s/
Dep
artu
res
at
Hig
h D
ensi
ty
Airp
orts
4 21a
32b
Cap
acity
M
anag
emen
t -In
tegr
ated
Arr
ival
an
d D
epar
ture
O
pera
tions
(Big
A
irspa
ce)
Pro
vide
s an
inte
grat
ed a
ppro
ach
to
arriv
al a
nd d
epar
ture
man
agem
ent
thro
ugho
ut th
e m
ajor
met
ropo
litan
ai
rspa
ce b
y in
corp
orat
ing
term
inal
and
tra
nsiti
on a
irspa
ce a
nd p
roce
dure
s in
to
one
serv
ice
volu
me.
1041
22
Com
plet
ed a
pr
elim
inar
y op
erat
iona
l saf
ety
asse
ssm
ent a
nd a
n as
sess
men
t of
proc
edur
al c
hang
es
need
ed to
sup
port
this
conc
ept
•D
evel
op a
nd m
atur
e in
itial
aut
omat
ion,
sur
veilla
nce
and
fligh
t dat
a re
quire
men
ts
•C
ondu
ct te
chni
cal t
rans
fer o
f aut
omat
ion,
su
rvei
llanc
e an
d fli
ght d
ata
requ
irem
ents
•
Sup
port
airs
pace
des
ign/
anal
ysis
, tra
nsiti
on
stra
tegy
pla
ns a
nd p
roce
dure
s de
velo
pmen
t for
in
itial
sel
ecte
d lo
catio
nsth
is c
once
pt
Arr
ival
s/
Dep
artu
res
at
Hig
h D
ensi
ty
Airp
orts
Cap
acity
M
anag
emen
t -In
tegr
ated
Arr
ival
an
d D
epar
ture
C
ontr
ol S
ervi
ce
Pro
vide
s an
inte
grat
ed a
ppro
ach
to
arriv
al a
nd d
epar
ture
man
agem
ent
thro
ugho
ut th
e m
ajor
met
ropo
litan
ai
rspa
ce b
y in
corp
orat
ing
term
inal
and
tra
nsiti
on a
irspa
ce a
nd p
roce
dure
s in
to
one
serv
ice
volu
me.
1041
22
Con
duct
ed p
re-
impl
emen
tatio
n an
alys
es o
n fli
ght
data
pro
cess
ing
due
to th
e la
rge
volu
me
of a
irspa
ce a
nd th
e in
tegr
atio
n of
t
il
titi
term
inal
, tra
nsiti
on
and
over
fligh
t en
viro
nmen
ts
Traj
ecto
ry
Bas
ed
Ope
ratio
ns
Sepa
ratio
n M
anag
emen
t, H
igh
Alti
tude
Iden
tifie
s co
gniti
ve s
uppo
rt an
d di
spla
y ch
ange
requ
irem
ents
nec
essa
ry fo
r a
trans
ition
to a
hig
h-al
titud
e sp
ecia
lty th
at
addr
esse
s th
e FA
A’s
Flig
ht P
lan
goal
s fo
r cap
acity
and
org
aniz
atio
n ex
celle
nce.
1082
09
Con
duct
ed F
ast-
Tim
e A
naly
ses
for
Traj
ecto
ry B
ased
O
pera
tions
(TB
O) i
n hi
gh-a
ltitu
de a
irspa
ce
•C
ondu
ct
inte
grat
ed
Hum
an-in
-the-
Loop
(HIT
L)
sim
ulat
ion
of
•C
ondu
ct c
once
pt v
alid
atio
n ac
tiviti
es to
sup
port
refin
emen
t of h
igh-
altit
ude
conc
ept e
lem
ents
suc
h as
gen
eric
airs
pace
and
flex
ible
airs
pace
•R
efin
e th
e H
igh-
Alti
tude
Res
earc
h M
anag
emen
t P
lan
as re
quire
d ba
sed
on th
e fin
ding
s of
con
cept
www.faa.gov/
high
-alti
tude
co
ncep
tva
lidat
ion
activ
ities
•U
pdat
e th
e hi
gh-a
ltitu
de c
once
pt o
f ope
ratio
ns to
re
flect
resu
lts o
f com
plet
ed h
igh-
altit
ude
sim
ulat
ions
, fas
t-tim
e an
alys
es a
nd o
ther
rese
arch
ac
tiviti
es
•D
evel
op re
com
men
datio
ns o
n fu
ture
pro
gram
pl
ans
base
d on
FY
2011
-201
2 fin
ding
s
87/nextgen
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
Nex
tGen
Con
cept
Mat
urity
and
Sys
tem
Dev
elop
men
t (co
nt’d
)
88 NextGen
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ible
Te
rmin
al
Env
ironm
ent
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ajec
tory
M
anag
emen
t, A
rriv
als
(RN
AV/
RN
P) w
ith
3D a
nd R
equi
red
Tim
e of
Arr
ival
(R
TA)
Eva
luat
es th
e ab
ility
of
airc
raft
to a
ccur
atel
y m
eet
verti
cal c
onst
rain
ts a
nd ti
me
of a
rriv
al. E
valu
ates
the
adva
ntag
es a
nd
disa
dvan
tage
s w
ith im
posi
ng
verti
cal c
onst
rain
ts a
nd R
TA
indi
ffere
ntco
nges
tion
P
erfo
rmed
initi
al 4
D F
light
M
anag
emen
t Sys
tem
(FM
S)
TBO
con
cept
val
idat
ion
and
anal
ysis
of p
erfo
rman
ce
capa
bilit
ies
and
stan
dard
s
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ct R
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roof
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ept d
emon
stra
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rm in
itial
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con
cept
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lidat
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yses
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anda
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ate
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abilit
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eet v
ertic
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onst
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requ
ired
time
of a
rriva
lE
lt
thd
td
Implementation Pla
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in d
iffer
ent c
onge
stio
n sc
enar
ios.
Als
o ev
alua
tes
Dat
a C
omm
cap
abili
ties
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mes
sagi
ng fo
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d re
rout
es.
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valu
ate
the
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ntag
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nd
disa
dvan
tage
s as
soci
ated
with
im
posi
ng v
ertic
al c
onst
rain
ts a
nd
requ
ired
time
of a
rriv
al in
diff
eren
t co
nges
tion
scen
ario
s fro
m th
e ai
rcra
ft op
erat
or a
nd a
ir tra
ffic
man
agem
ent (
ATM
) per
spec
tives
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valu
ate
Dat
a C
omm
for a
ircra
ft m
essa
ging
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rout
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d
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mes
sagi
ng fo
r RTA
, rer
oute
s an
d w
aypo
int v
erifi
catio
n da
ta in
tegr
ity•
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luat
e gr
ound
mer
ging
and
se
quen
cing
tool
s th
at w
ill em
ploy
co
ntro
l by
time
of a
rriv
al (i
dent
ify
enab
ling
requ
irem
ents
)•
Con
duct
hum
an fa
ctor
s an
alys
is
shift
ing
to c
ontro
l by
time
of a
rriv
al
thro
ugh
cont
rolle
r-in
-the-
loop
thro
ugh
cont
rolle
r-in
-the-
loop
si
mul
atio
ns a
nd fi
eld
trial
s•
Con
duct
ana
lysi
s of
hum
an fa
ctor
s an
d fli
ght d
eck
auto
mat
ion
requ
irem
ents
to m
inim
ize
erro
rs a
nd
prov
ide
inte
grity
ass
uran
ce
Dem
onst
ratio
nU
nman
ned
Airc
raft
S yst
ems
(UA
S)
Pro
ves
the
viab
ility
of U
AS
to
ope
rate
saf
ely
in th
e N
AS
10
2137
C
ondu
cted
UA
S d
emon
stra
tion
inco
rpor
atin
g tw
o N
extG
en
•In
itiat
e U
AS
dem
onst
ratio
n th
at w
ill ex
plor
e N
extG
en
•D
emon
stra
tion
4: C
ondu
ct in
tegr
ated
op
erat
iona
l UA
S d
emon
stra
tion
with
y
()
Dem
onst
ratio
nw
ithou
t und
ue ri
sk.
tech
nolo
gies
, AD
S-B
and
NA
S
Voi
ce S
yste
m (N
VS
), to
miti
gate
op
erat
iona
l iss
ues:
o
Enh
ance
d tra
ffic
situ
atio
nal
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enes
s fro
m a
coc
kpit
disp
lay
of tr
affic
info
rmat
ion
(CD
TI)
oP
roof
of c
once
pt fo
r NV
S
4D tr
ajec
tory
con
cept
s4D
T FM
S, A
DS
-B/T
raffi
c In
form
atio
n S
ervi
ces-
Bro
adca
st (T
IS-B
)/FIS
-B
and
NV
S-p
roto
type
Voi
ce o
ver
Inte
rnet
Pro
toco
l
Red
uce
Wea
ther
Im
pact
Red
uce
Wea
ther
Im
pact
(Nex
tGen
W
eath
er P
roce
ssor
)
Pro
vide
s im
prov
ed w
eath
er
obse
rvat
ions
and
fore
cast
s an
d ta
ilors
wea
ther
dat
a fo
r in
tegr
atio
n in
to d
ecis
ion
supp
ort t
ools
for
colla
bora
tive
and
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mic
N
AS
dec
isio
n m
akin
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stab
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en W
eath
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st b
ed•
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arke
t sur
vey
for N
extG
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ther
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cess
or
capa
bilit
ies
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itial
inve
stm
ent a
naly
sis
•C
ompl
ete
Nex
tGen
Wea
ther
P
roce
ssor
risk
miti
gatio
n st
rate
gy
Pha
se 2
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Saf
ety,
S
ecur
ityan
dSe
curit
y In
tegr
ated
T
lSt(
SITS
)Fi
naliz
es th
e bu
sine
ss c
ase,
sa
fety
man
agem
ent
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ompl
eted
SIT
S c
once
pt
expl
orat
ion
and
busi
ness
case
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evel
op a
n im
plem
enta
tion
stra
tegy
and
plan
ning
•A
war
d co
ntra
ct fo
r SIT
S
deve
lopm
ent
and
initi
ate
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urity
and
E
nviro
nmen
tal
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form
ance
Tool
Set
(SIT
S)sa
fety
man
agem
ent
docu
men
t, N
AS
ent
erpr
ise
arch
itect
ure
artif
acts
, and
re
quire
men
ts d
ocum
ents
.
expl
orat
ion
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busi
ness
cas
e m
etho
dolo
gy/ a
naly
sis
stra
tegy
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pla
nnin
g do
cum
ent
deve
lopm
ent,
and
initi
ate
deve
lopm
ent a
ctiv
ities
•C
ontin
ue d
evel
opm
ent o
f ini
tial S
ITS
ca
pabi
litie
s•
Tran
sitio
n to
initi
al o
pera
tiona
l ca
pabi
lity
Sys
tem
D
evel
opm
ent
Ope
ratio
nal
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essm
ents
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duct
s in
tegr
ated
as
sess
men
ts to
ens
ure
that
sa
fety
, env
ironm
enta
l and
sy
stem
per
form
ance
co
nsid
erat
ions
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perly
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dres
sed
thro
ugho
ut th
e in
tegr
atio
n an
d im
plem
enta
tion
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extG
en
D
evel
oped
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lied
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els
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uppo
rt th
e op
erat
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rform
ance
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ety
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ronm
enta
l int
egra
ted
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ents
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extG
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airs
pace
/pro
cedu
re a
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yste
m
chan
ges
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sses
s an
d in
tegr
ate
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l, re
gion
al, N
AS
-wid
e an
alys
is c
apab
ility
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Avi
atio
n E
nviro
nmen
tal
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ign
Tool
(AE
DT)
and
de
velo
p pl
ans
for f
urth
er
enha
ncem
ents
•A
sses
san
din
tegr
ate
the
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evel
op, e
valu
ate
and
impl
emen
t fu
rther
enh
ance
men
ts fo
r the
N
extG
en lo
cal,
regi
onal
, NA
S-w
ide
scal
e an
alys
is c
apab
ility
in th
e A
ED
T•
Dev
elop
, eva
luat
e an
d im
plem
ent
furth
er e
nhan
cem
ents
for t
he
Nex
tGen
loca
l, re
gion
al, N
AS
-wid
e sc
ale
anal
ysis
capa
bilit
yin
the
AP
MT
impl
emen
tatio
n of
Nex
tGen
.•
Ass
ess
and
inte
grat
e th
e lo
cal,
regi
onal
, NA
S-w
ide
anal
ysis
cap
abilit
y of
A
viat
ion
Por
tfolio
M
anag
emen
t Too
l (A
PM
T)
and
deve
lop
plan
s fo
r fur
ther
en
hanc
emen
ts•
Dev
elop
opt
ions
to in
tegr
ate
envi
ronm
enta
l ass
essm
ent
scal
e an
alys
is c
apab
ility
in th
e A
PM
T•
Per
form
Nex
tGen
env
ironm
enta
l an
alys
es fo
r fle
et a
nd o
pera
tions
se
quen
cing
•E
nhan
ce s
afet
y m
odel
to s
uppo
rt N
extG
en o
pera
tiona
l ass
essm
ents
•E
nhan
ce o
pera
tiona
l per
form
ance
m
odel
to s
uppo
rt N
extG
en
oper
atio
nal a
sses
smen
tsca
pabi
lity
with
Nex
tGen
NA
S
mod
els
•D
evel
op N
extG
en N
AS
-wid
e en
viro
nmen
tal m
itiga
tion
and
cost
-ben
efic
ial o
ptio
ns fo
r de
cisi
on s
uppo
rt•
Enh
ance
saf
ety
mod
el to
su
ppor
t Nex
tGen
ope
ratio
nal
asse
ssm
ents
asse
ssm
ents
•E
nhan
ce o
pera
tiona
l pe
rform
ance
mod
el to
su
ppor
t Nex
tGen
ope
ratio
nal
asse
ssm
ents
Sys
tem
D
evel
opm
ent
Air
Traf
fic C
ontr
ol
(ATC
)/Tec
h O
ps
Hum
anFa
ctor
s
Con
duct
s sy
stem
en
gine
erin
g an
d ot
her
tech
nica
l sup
port
to fu
lly
D
eliv
ered
initi
al N
extG
en
com
mon
wor
ksta
tion
requ
irem
ents
doc
umen
t
•D
evel
op c
omm
on
auto
mat
ion
plat
form
re
quire
men
ts d
evel
opm
ent
•C
ompl
ete
a st
rate
gic
job
anal
ysis
of
the
new
role
s of
air
traffi
c se
rvic
e pr
ovid
ers
usin
g a
high
ly a
utom
ated
H
uman
Fac
tors
inte
grat
e hu
man
fact
ors
cons
ider
atio
ns in
to th
e N
extG
en p
ortfo
lio a
nd
cond
ucts
focu
sed
hum
an
fact
ors
stud
ies
in a
reas
suc
h as
con
trolle
r wor
kloa
d an
d w
ork
stat
ion
inte
rface
s.
D
eliv
ered
initi
al h
uman
err
or
safe
ty a
naly
sis
of m
id-te
rm
oper
atio
ns
Del
iver
ed in
itial
tow
er
wor
ksta
tion
requ
irem
ents
and
sim
ulat
ion
•D
evel
op T
raffi
c Fl
ow
Man
agem
ent h
uman
fact
ors
oper
atio
nal s
eque
nces
•D
evel
op a
ir/gr
ound
in
tegr
atio
n H
ITL
sim
ulat
ion
plan
syst
em, s
harin
g se
para
tion
resp
onsi
bilit
ies
with
pilo
ts, a
nd
mov
ing
tow
ard
perfo
rman
ce-b
ased
se
rvic
es•
Dem
onst
rate
col
labo
rativ
e ai
r tra
ffic
man
agem
ent e
ffici
enci
es•
Dem
onst
rate
inte
grat
ion
of a
ir an
d gr
ound
func
tiona
l cap
abilit
ies
•Id
entif
ych
ange
sin
cont
rolle
r
www.faa.gov/
•Id
entif
y ch
ange
s in
con
trolle
r pr
oced
ures
to s
uppo
rt pi
lot
sepa
ratio
n re
spon
sibi
lity
whe
n us
ing
cock
pit d
ispl
ay o
f tra
ffic
info
rmat
ion
•D
emon
stra
te c
ontro
ller u
se o
f N
extG
en c
once
pts,
cap
abilit
ies
and
proc
edur
es s
uppo
rting
tran
sitio
n of
se
lf se
para
tion
resp
onsi
bilit
y to
pilo
ts
89/nextgen
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
Nex
tGen
Con
cept
Mat
urity
and
Sys
tem
Dev
elop
men
t (co
nt’d
)
90 NextGen
Sys
tem
D
evel
opm
ent
Syst
ems
Safe
ty
Man
agem
ent
Tran
sfor
mat
ion
•D
evel
ops
tool
s an
d su
ppor
ting
proc
esse
s le
adin
g to
a
com
preh
ensi
ve a
nd p
roac
tive
appr
oach
to a
viat
ion
safe
ty in
co
njun
ctio
n w
ith im
plem
enta
tion
of
Nex
tGen
cap
acity
and
effi
cien
cy
capa
bilit
ies.
The
impl
emen
tatio
n of
th
ese
capa
bilit
ies
will
requ
ire
B
egan
impl
emen
ting
enha
nced
AS
IAS
, in
clud
ing
the
sele
cted
sup
port
arch
itect
ure
and
requ
irem
ents
for
info
rmat
ion
secu
rity,
ne
arre
al-ti
me
AS
IAS
•P
rovi
de c
apab
ility
acro
ss a
ll co
mm
erci
al
avia
tion
node
s to
fuse
dat
a fro
m p
ublic
an
d no
n-pu
blic
sou
rces
whi
le
mai
ntai
ning
dat
a pr
otec
tion
•E
volv
e m
ore
soph
istic
ated
text
min
ing
capa
bilit
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acro
ss d
ata
sour
ces,
in
clud
ing
fligh
tope
ratio
ns
•C
reat
e po
licy,
pro
cess
st
anda
rds,
risk
as
sess
men
t/man
agem
ent
tool
s, a
naly
sis
infra
stru
ctur
e an
d ru
dim
enta
ry s
afet
y as
sura
nce
fram
ewor
k•
Dem
onst
rate
a n
atio
nal-l
evel
S
SA
wor
king
prot
otyp
eth
at
Implementation Pla
thes
e ca
pabi
litie
s w
ill re
quire
ch
ange
s in
the
proc
ess
of s
afet
y m
anag
emen
t, th
e de
finiti
on a
nd
impl
emen
tatio
n of
risk
man
agem
ent
syst
ems,
and
man
agem
ent o
f the
ov
eral
l tra
nsfo
rmat
ion
proc
ess
to
ensu
re th
at s
afet
y is
not
onl
y m
aint
aine
d bu
t im
prov
ed.
•D
evel
ops
and
impl
emen
ts th
e
near
real
time
oper
atio
ns a
nd n
ew
and
expa
nded
pa
rtici
pant
s
incl
udin
g fli
ght o
pera
tions
, m
aint
enan
ce, d
ispa
tch,
ATC
ope
ratio
ns
and
avia
tion
safe
ty re
porti
ng s
yste
m•
Pro
vide
initi
al a
bilit
y to
aut
omat
ical
ly
mon
itor f
or u
nkno
wn
risk
base
d on
co
mpl
ex te
xt m
inin
g ca
pabi
litie
s an
d se
amle
ss d
ata
sour
ces
•In
tegr
ate
data
from
at l
east
one
ad
ditio
nal c
lass
of o
pera
tions
in th
e
SS
A w
orki
ng p
roto
type
that
w
ill pr
oact
ivel
y id
entif
y em
ergi
ng ri
sk a
cros
s th
e N
extG
en•
Dev
elop
pro
of o
f con
cept
for
Nex
tGen
SM
S in
clud
ing
a pr
otot
ype
to im
plem
ent o
n a
trial
bas
is w
ith s
elec
ted
parti
cipa
nts
that
invo
lve
a
an
AS
IAS
sys
tem
, whi
ch p
rovi
des
the
capa
bilit
y to
inte
grat
e da
ta fr
om
publ
ic a
nd n
on-p
ublic
sou
rces
sp
anni
ng c
omm
erci
al a
viat
ion,
w
hile
mai
ntai
ning
dat
a pr
otec
tion.
Th
is c
apab
ility
and
the
use
of
adva
nced
dat
a m
inin
g to
ols
allo
w
the
early
iden
tific
atio
n an
d m
itiga
tion
ofem
ergi
ngris
ksto
the
U.S
. dom
estic
airs
pace
•C
ondu
ct d
emon
stra
tion
proj
ect w
ith
limite
d se
t of J
oint
Pla
nnin
g an
d D
evel
opm
ent O
ffice
par
ticip
ants
for
anal
ysis
of s
afet
y m
etric
s an
d di
rect
ed
stud
ies
Sys
tem
Saf
ety
Ass
essm
ent (
SS
A)
•D
evel
opus
eran
dsy
stem
requ
irem
ents
cros
s-se
ctio
n of
air
serv
ice
prov
ider
s
miti
gatio
n of
em
ergi
ng ri
sks
to th
e av
iatio
n sy
stem
.•
Cre
ates
sys
tem
-wid
e ris
k ba
selin
es, a
nd a
nnua
l im
pact
as
sess
men
t of c
hang
es, i
nclu
ding
N
extG
en, o
n sa
fety
risk
.•
Ens
ures
hig
hly
capa
ble
and
cons
iste
nt ri
sk a
sses
smen
t pr
oces
ses
thro
ugh
Saf
ety
Ris
k
•D
evel
op u
ser a
nd s
yste
m re
quire
men
ts
for s
yste
m b
asel
ine
risk
estim
atio
n•
Dev
elop
sta
ndar
d us
er re
quire
men
ts fo
r de
velo
pmen
t and
inst
alla
tion
of a
risk
an
alys
is fu
nctio
n an
d ap
plic
atio
n to
N
extG
en c
once
pt in
sur
face
ope
ratio
ns
into
the
oper
atio
nal A
SIA
S p
latfo
rm
SM
SM
anag
emen
t (S
RM
) pro
cess
es a
nd
taxo
nom
y, a
naly
tical
met
hods
and
in
tegr
ated
eva
luat
ion
appl
icat
ions
.•
Dev
elop
s ne
w m
etho
ds to
ens
ure
cont
inua
l sur
veilla
nce
of D
esig
n A
ppro
val H
olde
r com
plia
nce
with
S
afet
y M
anag
emen
t Sys
tem
(SM
S)
requ
irem
ents
.
•D
evel
op a
met
hod
that
can
be
used
for
cont
inua
l sur
veilla
nce
of D
esig
n A
ppro
val H
olde
r com
plia
nce
with
SM
S
SR
M•
Dev
elop
gui
danc
e on
taxo
nom
y,
anal
ytic
al m
etho
ds a
nd in
tegr
ated
ev
alua
tion
appl
icat
ions
that
ens
ure
that
co
nsis
tent
risk
asse
ssm
entp
roce
sses
cons
iste
nt ri
sk a
sses
smen
t pro
cess
es
are
empl
oyed
thro
ugho
ut th
e FA
A
Offi
ce o
f Avi
atio
n S
afet
y
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sys
tem
N
ew A
TM
Con
duct
s re
sear
ch a
cros
s al
l
Pro
vide
d •
Con
duct
sys
tem
des
ign
for f
utur
e Te
rmin
al C
ollis
ion
Avo
idan
ce S
yste
my
Dev
elop
men
tR
equi
rem
ents
solu
tion
sets
, foc
used
on
mat
urin
g co
ncep
ts a
nd
tech
nolo
gies
targ
etin
g ap
plic
atio
n to
war
d th
e en
d of
the
Nex
tGen
m
id-te
rm.
reco
mm
enda
tions
for a
n ae
rona
utic
al m
obile
ai
rpor
t com
mun
icat
ions
sy
stem
sta
ndar
d
Def
ined
bas
elin
e R
equi
rem
ents
for F
utur
e Tr
affic
Ale
rt an
d C
ollis
ion
Avo
idan
ce S
yste
m
D
evel
oped
initi
alai
rbor
ne
yg
air-g
roun
d da
ta c
omm
unic
atio
ns
requ
irem
ents
impl
emen
ting
flexi
ble
airs
pace
man
agem
ent
•B
egin
requ
irem
ents
def
initi
on fo
r co
mm
on tr
ajec
tory
impl
emen
tatio
n•
Con
duct
initi
al a
naly
sis
of c
omm
on
traje
ctor
y ne
eds
and
deve
lop
initi
al
impl
emen
tatio
n st
rate
gy•
Con
duct
engi
neer
ing
trade
stud
y
y•
Def
ine
base
line
requ
irem
ents
for
futu
re C
ollis
ion
Avo
idan
ce S
yste
ms
•D
evel
op a
n in
tegr
ated
app
roac
h be
twee
n se
para
tion
assu
ranc
e an
d co
llisio
n av
oida
nce
with
spe
cial
at
tent
ion
to s
afet
y
Traj
ecto
ry M
odel
ing
•D
eter
min
eco
nflic
tres
olut
ion
D
evel
oped
initi
al a
irbor
ne
SW
IM c
once
pt o
f use
•C
ondu
ct e
ngin
eerin
g tra
de s
tudy
fo
r wea
ther
rada
r rep
lace
men
t•
Pro
vide
ana
lysi
s, re
quire
men
ts,
pseu
do-c
ode-
supp
orts
for e
ffect
ive
collis
ion
risk
safe
ty n
et in
an
envi
ronm
ent o
f clo
sely
spa
ced
para
llel R
NP
rout
e fro
m to
p-of
-de
scen
t to
the
runw
ay
•D
eter
min
e co
nflic
t res
olut
ion
appr
oach
es u
sing
airc
raft
inte
nt
data
•D
evel
op e
valu
atio
n m
odel
to
asse
ss c
omm
on tr
ajec
tory
•D
evel
op N
AS
-wid
e tra
ject
ory
pred
ictio
n re
quire
men
ts in
the
mid
-te
rm•
Dev
elo p
com
mon
traj
ecto
ry
pj
ym
essa
ge fo
rmat
and
sta
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elop
saf
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asse
ssm
ents
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ther
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ompl
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co
nduc
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luat
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onst
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D
evel
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ent
Ope
ratio
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lidat
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evel
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d va
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-end
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emph
asis
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chan
ges
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and
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ies
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the
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1082
06
Gen
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ime
Bas
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lysi
s re
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effe
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nece
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peci
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su
ppor
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docu
men
tatio
n fo
r, S
NT.
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T m
ay a
llow
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effe
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ion
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ervi
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imat
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NT
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tegr
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n, D
ata
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m
inte
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cost
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ate
Ent
erpr
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ntai
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equi
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ield
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rt W
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grat
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and
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neer
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rocu
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l Dec
isio
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uppo
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ce m
onito
ring,
incl
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g ha
rdw
are
and
softw
are
•C
ontin
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rem
ent a
nd
inst
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ST
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u ppo
rt th
e de
velo
pmen
t of
www.faa.gov/
ppp
conc
ept o
f ope
ratio
ns fo
r fle
xibl
e S
NT
and
valid
atio
n of
flex
ible
SN
T
91/nextgen
Bud
get
Line
Task
Fo
rce
Act
ivity
Des
crip
tion
OIs
FY 2
010
FY 2
011
FY 2
012
–M
id-te
rm
Sele
cted
Wor
k A
ctiv
ities
Nex
tGen
Con
cept
Mat
urity
and
Sys
tem
Dev
elop
men
t (co
nt’d
)
92 NextGen
Sys
tem
D
evel
opm
ent
Wak
e Tu
rbul
ence
R
ecat
egor
izat
ion
Dev
elop
s ne
w s
ets
of ta
ilore
d “le
ader
airc
raft”
and
“fol
low
er
airc
raft”
wak
e se
para
tion
stan
dard
s w
hose
app
licat
ion
wou
ld d
epen
d on
flig
ht
cond
ition
s an
d ai
rcra
ft pe
rform
ance
to e
nabl
e in
crea
sed
capa
city
offli
ghts
D
evel
oped
re
com
men
datio
n fo
r an
alte
rnat
ive
set o
f wak
e se
para
tion
stan
dard
s
Pro
vide
d re
com
men
datio
n to
In
tern
atio
nal C
ivil
Avi
atio
n O
rgan
izat
ion
(ICA
O)f
or
•D
eter
min
e op
timal
set
of a
ircra
ft fli
ght c
hara
cter
istic
s an
d w
eath
er
para
met
ers
for u
se in
set
ting
wak
e se
para
tion
min
imum
s•
Dev
elop
met
rics
for s
ettin
g ta
ilore
d le
ader
/follo
wer
airc
raft
wak
e m
itiga
tion
sepa
ratio
n st
anda
rds
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eter
min
e ch
ange
s to
FA
A a
ir tra
ffic
cont
rol s
yste
ms
that
will
be
requ
ired
in th
e IC
AO
im
plem
enta
tion
of th
e re
vise
d w
ake
sepa
ratio
n st
anda
rds
deve
lope
d ea
rlier
by
this
pro
gram
•D
evel
op a
sam
ple
set o
f le
ader
/follo
wer
airc
raft
wak
e
Implementation Pla
incr
ease
d ca
paci
ty o
f flig
hts
into
and
out
of a
irpor
ts to
ac
com
mod
ate
futu
re d
eman
ds.
Org
aniz
atio
n (IC
AO
) for
ac
tion
lead
er/fo
llow
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ircra
ft w
ake
miti
gatio
n se
para
tion
stan
dard
s•
Det
erm
ine
the
chan
ges
to F
AA
air
traffi
c co
ntro
l sys
tem
s re
quire
d to
im
plem
ent t
he le
ader
/follo
wer
ta
ilore
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rcra
ft w
ake
sepa
ratio
n st
anda
rds
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ompl
ete
deve
lopm
ent o
f the
le
ader
/follo
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tailo
red
airc
raft
an
wak
e se
para
tion
stan
dard
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ong
with
the
plan
ning
for i
mpl
emen
ting
the
asso
ciat
ed p
roce
dure
s an
d pr
oces
ses
•C
ontin
ue d
evel
opm
ent o
f wak
e se
para
tion
proc
esse
s th
at a
ccou
nt
dyna
mic
ally
for t
he w
ake
gene
rate
d by
the
lead
airc
raft
•D
evel
open
hanc
emen
tsto
•D
evel
op e
nhan
cem
ents
to
mod
elin
g th
at w
ill en
able
thei
r use
in
eva
luat
ing
the
prop
osed
dyn
amic
w
ake
miti
gatio
n se
para
tion
proc
esse
s•
Per
form
sim
ulat
ions
to v
alid
ate
the
oper
atio
nal f
easi
bilit
y of
dyn
amic
w
ake
sepa
ratio
n pr
oces
ses
and
proc
edur
es
www.faa.gov/nextgen 93
Airport and Facility Identifiers
OEP AIrPOrTSATL AtlantaBOS Boston BWI Baltimore-Washington CLE ClevelandCLT CharlotteCVG Cincinnati/Northern Kentucky DCA Washington National DEN Denver DFW Dallas/Fort Worth DTW Detroit EWR NewarkFLL Fort Lauderdale-Hollywood HNL Honolulu IAD Washington DullesIAH Houston IntercontinentalJFK New York Kennedy LAS Las Vegas LAX Los Angeles LGA New York LaGuardiaMCO OrlandoMDW Chicago MidwayMEM Memphis MIA Miami MSP Minneapolis-St. Paul ORD Chicago O’Hare PDX Portland (Oregon)PHL Philadelphia PHX Phoenix PIT Pittsburgh SAN San Diego SEA Seattle-Tacoma SFO San Francisco SLC Salt Lake City STL St. Louis TPA Tampa
OThEr AIrPOrTSANC Anchorage CMH Columbus (Ohio)MMU Morristown (New Jersey)SAT San Antonio TEB Teterboro (New Jersey)
FAA FACIlITIES
ZAB Albuquerque ARTCCZAU Chicago ARTCCZDC Washington ARTCCZDV Denver ARTCCZHU Houston ARTCCZLA Los Angeles ARTCCZLC Salt Lake City ARTCCZNY New York ARTCCZOA Oakland ARTCCZSE Seattle ARTCC
94 NextGen Implementation Plan
Acronyms
2D Two-Dimensional4D Four-Dimensional4DT Four-Dimensional Trajectory A/DMT Arrival/Departure Management ToolAC Advisory CircularACM Adjacent-Center MeteringADS-B Automatic Dependent Surveillance-BroadcastADS-C Automatic Dependent Surveillance-ContractAEDT Aviation Environmental Design ToolAIM Aeronautical Information Management AIP Airport Improvement Program AIRE Atlantic Interoperability Initiative to Reduce EmissionsALP Airport Layout PlanANSP Air Navigation Service ProviderAOC Airline Operations CenterAPMT Aviation Portfolio Management ToolAR Authorization RequiredARC Aviation Rulemaking CommitteeARMS Airspace Resource Management SystemARTCC Air Route Traffic Control CenterASAP Aviation Safety Action ProgramASDE-3 Airport Surface Detection Equipment-Model 3ASDE-X Airport Surface Detection Equipment-Model XASIAS Aviation Safety Information Analysis and Sharing ASPIRE Asia and Pacific Initiative to Reduce EmissionsASTM Standard-setting organizationATC Air Traffic ControlATM Air Traffic ManagementATN Aeronautical Telecommunications NetworkATPA Automated Terminal Proximity Alert
CAAFI Commercial Aviation Alternative Fuels InitiativeCARTS Common Automated Radar Terminal System CATM Collaborative Air Traffic ManagementCATMT Collaborative Air Traffic Management TechnologiesCDM Collaborative Decision MakingCDP Climb/Descent ProcedureCDQM Collaborative Departure Queue ManagementCDTI Cockpit Display of Traffic InformationCIWS Corridor Integrated Weather System CIX Collaborative Information ExchangeCLEEN Continuous Lower Energy, Emissions and Noise CO2 Carbon DioxideCRDA Converging Runway Display AidCSPO Closely Spaced Parallel OperationsCSPR Closely Spaced Parallel RunwaysCTP Collaborative Trajectory PlanningData Comm Data Communications DCL Departure Clearance DDU Data Distribution UnitDME Distance Measuring Equipment DoD Department of DefenseDST Decision Support TooleALP Electronic Airport Layout Plan EDX Enhanced Data ExchangeEFB Electronic Flight BagEFVS Enhanced Flight Vision SystemEMS Environmental Management SystemERAM En Route Automation ModernizationES Extended Squitter (Mode S)EVS Enhanced Vision System FAA Federal Aviation AdministrationFACT Future Airport Capacity TaskFANS Future Air Navigation SystemFIS-B Flight Information Services-Broadcast
www.faa.gov/nextgen 95
FMC Flight Management ComputerFMS Flight Management System FOC Flight Operations CenterFOQA Flight Operational Quality AssuranceFOSA Flight Operator Surface ApplicationFY Fiscal YearGBAS Ground Based Augmentation System GIS Geographic Information SystemGLS GBAS Landing SystemGNSS Global Navigation Satellite SystemGPS Global Positioning SystemHITL Human-in-the-LoopHRJ Hydrotreated Renewable JetHUD Heads-Up DisplayICAO International Civil Aviation Organization IDAC Integrated Departure/Arrival CapabilityILS Instrument Landing SystemITA Initial Tailored ArrivalITP In-Trail ProcedureJPDO Joint Planning and Development OfficeJRC Joint Resources CouncilLAAS Local Area Augmentation SystemLED Light-Emitting DiodeLNAV Laternal NavigationLP Localizer Performance LPV Localizer Performance with Vertical Guidance MALSR Medium-Intensity Approach Lighting System with Runway Alignment Indicator MHz MegahertzNAS National Airspace SystemNASA National Aeronautics and Space AdministrationNAS EA National Airspace System Enterprise ArchitectureNATCA National Air Traffic Controllers AssociationNAVAID Navigation AidNEO Network Enabled OperationsNEPA National Environmental Policy ActNextGen Next Generation Air Transportation SystemNIEC NextGen Integration and Evaluation Capability
NM Nautical MilesNNEW NextGen Network Enabled WeatherNOTAM Notice to AirmenNVS NAS Voice SystemNWP NextGen Weather Processor Ocean21 Oceanic Automation SystemOEP Operational Evolution PartnershipOI Operational ImprovementOMP O’Hare Modernization ProjectOPD Optimized Profile DescentPAPI Precision Approach Path IndicatorPBN Performance Based NavigationRAPT Route Availability Planning Tool RF Radius-to-fixRNAV Area NavigationRNP Required Navigation PerformanceRPI Relative Position IndicatorRTA Required Time of ArrivalRTCA Aviation industry group RVR Runway Visual RangeRVSM Reduced Vertical Separation MinimumSAA Special Activity AirspaceSAAAR Special Aircraft and Aircrew Authorization Required Satcom Satellite CommunicationsSATNAV Satellite Navigation SBAS Satellite Based Augmentation SystemSESAR Single European Sky Air Traffic Management ResearchSID Standard Instrument DepartureSITS Security Integrated Tool SetSMS Safety Management System SNT Staffed NextGen Towers SRM Safety Risk Management SRMD Safety Risk Management DocumentSSA System Safety AssessmentSTAR Standard Terminal Arrival RouteSTARS Standard Terminal Automation Replacement System STBO Surface Trajectory Based Operations SUA Special Use AirspaceSURF IA Surface Indications and Alerts SVS Synthetic Vision System
96 NextGen Implementation Plan
SWIM System Wide Information ManagementTBFM Time Based Flow Management TBM Time Based MeteringTBO Trajectory Based OperationsTCAS Traffic Alert and Collision Avoidance SystemTFDM Tower Flight Data Manager TFM Traffic Flow ManagementTFMS Traffic Flow Management System TIS-B Traffic Information Services-BroadcastTMA Traffic Management AdvisorTMI Traffic Management InitiativeTRACON Terminal Radar Approach Control TSO Technical Standard OrderUAS Unmanned Aircraft System UAT Universal Access Transceiver VDL VHF Data Link VHF Very High Frequency VNAV Vertical NavigationWAAS Wide Area Augmentation SystemWTMA Wake Turbulence Mitigation for ArrivalsWTMA-P Wake Turbulence Mitigation for Arrivals-ProceduresWTMD Wake Turbulence Mitigation for Departures
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Why NextGen Matters
NextGen is a comprehensive overhaul of our National Airspace System to make air
travel more convenient and dependable, while ensuring your flight is as safe, secure
and hassle-free as possible.
In a continuous roll-out of improvements and upgrades, the FAA is building the
capability to guide and track air traffic more precisely and efficiently to save fuel and
reduce noise and pollution. NextGen is better for our environment and better for our
economy.
• NextGen will be a better way of doing business.
• NextGen will reduce aviation’s impact on the environment.
• NextGen will help us be even more proactive about preventing accidents with advanced safety management.
• NextGen will get the right information to the right person at the right time.
• NextGen will lay a foundation to continually improve air travel and strengthen the economy.
• NextGen will help communities make better use of their airports.
• NextGen will enable us to meet our increasing national security and safety needs.
• NextGen will bring about one seamless global sky.
NextGen Integration and Implementation O�ce800 Independence Avenue, SW
Washington, DC 20591
www.faa.gov/nextgen