MIT ICATMIT ICAT

Airport CapacityLimits, Technology, Strategy

Prof. R. John HansmanMIT International Center for Air Transportation

Department of Aeronautics & Astronautics

rjhans@mit.edu 617-253-2271

MIT ICATMIT ICAT

Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT

Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT

ACARS Constraint Identification (Departure)

Normalized Total Departure Delay

0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

Ramp De la ysTaxi C

onges tClose out In

foFie ld TrafficATC Enrt C

lr

A/C Sys Check

TO Pe rf Re -Ca lc

Rnwy ChangeATC Hold Dep

Othr Flts L/D

TO Wx M

ins

BOS

ATL

ORD

DFW

One Airline, Ten Months (Jan-Oct. 97)

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Separation Requirements for Arrival (Same Runway)

� Wake Turbulence Requirement�Radar Separation requirements

�Visual Separation requirements� Pilots Discretion

� Preceding arrival must be clear of runway at touchdown�Runway Occupancy time

Leading Aircraft

Heavy Large SmallHeavy 4 5 5B757 4 4 5Large 3(2.5) 3(2.5) 4Small 3(2.5) 3(2.5) 3(2.5)

Trailing Aircraft

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Separation Requirements for Departure (Same Runway)

� Wake Turbulence is NOT a Factor- Takeoff roll after leading takeoff is airborne AND:

satisfied distance separations, ORcleared runway end or turned out of conflict

� Wake Turbulence Application- Trailing takeoff clearance min after leading Heavy or B757 takeoff roll, OR- Insure radar separations (miles), when trailing aircraft is airborne

� Takeoff clearance is granted when preceding landing is clear of the runway

Heavy Large SmallHeavy 4 5 5B757 4 4 5

Cat I Cat II Cat IIICat I (small, single prop) 3000 4500 6000Cat II (small, twin prop) 3000 4500 6000

Cat III (all other) 6000 6000 6000

Trailing departure

Leading departure

Trailing departure

Leading departure

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BOS Queuing Model 27/22L-22R Configuration

N

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Runway Configuration Capacity Envelops

Runway Configuration Capacity Envelops(Source: ETMS / Tower Records, 7-9 AM, 4-8 PM, July 1-15

1998 except Saturdays, Logan Airport)

0

5

10

15

20

25

0 5 10 15 20 25

Actual Departure Rate (per 15 minutes)

Act

ual A

rriv

al R

ate

(per

15

min

utes

) 4L/4R-9 (reportedaverage 68 AAR - 50DEP)

27/22L-22R (reportedaverage 60 AAR - 50DEP)

33L/33R-27 (reportedaverage 44 AAR - 44DEP)

Single Runway (January1999, reported average34 AAR 34 DEP)

MIT ICATMIT ICAT

Demand vs. Capacity at Logan Airport (1987)

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MIT ICATMIT ICAT

Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT

MIT ICATMIT ICAT

Variable Capacity Effects1995 Delays vs Operations

100000080000060000040000020000000

10

20

30

40

50

60

Total Operations (CY95)

SFO

LGA EWR STL

LAX

ORD

DFW

ATLBOS

JFK

PHX

LAS

SJU

HNLPIT DEN

CLT

IAH

MEM

Data from FAA Capacity Office, CY95

From John Andrews, MIT Lincoln Lab

MIT ICATMIT ICAT Weather Factors

� IMC/VMC Capacity Variability� Ceiling and Visibility

� Start Time� Finish Time

� Convective Weather� Airport� Arrival/Departure Gates

� Windshear

� Wind� Runway Configuration

� Precipitation� Breaking Action� Plowing

MIT ICATMIT ICAT

Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT

ACARS Constraint Analysis (Arrival)

Normalized Total Arrival Delay

00.10.20.30.40.50.60.7

Mech M

alfuncti

on

Red V

is , S

now, Ic

eFie ld T

raffic

Ramp C

onge st

Ga te Ass

ignmnt

Ga te Occ

upied

Wa it G

uidem

anTow-In

Pro

bs

BOS

ATL

ORD

DFW

One Airline, Ten Months (Jan-Oct. 97)

MIT ICATMIT ICAT Gate Dynamics

Low Predictability of Departure Demand based on Schedule

"Scheduled Departure Tim e" to "Ready for Push or Taxi"

0

10

20

30

40

50

60

70

80

0:00 0:08 0:16 0:24 0:32 0:40 0:48 0:56 1:04 1:12 1:20 1:28 1:36

Tim e (hr:m in)

Freq

uenc

y

Mean = 14 min (absolute)Std. Dev = 17 min 22 sec

MIT ICATMIT ICAT On Gate Departure Preparation

Petri Net Analysis

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Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT

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Downstream RestrictionsGround Stops

Downstream Restrictions Effect on Departure Rate(source: CODAS/ETMS, Logan Airport, July 17-1998)

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

18.00

6:00:00 8:24:00 10:48:00 13:12:00 15:36:00 18:00:00 20:24:00 22:48:00

Time (Local)

Dep

artu

re R

ate

(per

15

min

utes

)

Average Departure Rate July 17, All day restrictions

GS to EWR, LGA, IAD, PHL, ORD and BWI 15:15 - 21:00, ACK GS 11:00 - 13:00

ADP

ADP

Downstream Restrictions Effect on Delays(Source: ASQP, Logan Airport, All Airlines, July 17-1998)

-50-30-101030507090

110130150

6:00:00 8:24:00 10:48:00 13:12:00 15:36:00 18:00:00 20:24:00 22:48:00

Time (Local)

Tim

e (m

inut

es)

Taxi Out Push Delay

GS to EWR, LGA, IAD, PHL, ORD and BWI 15:15 - 21:00, ACK GS 11:00 - 13:00

MIT ICATMIT ICAT

Downstream RestrictionsLocal Departure Fix (MHT)

Downstream Restrictions Effect on Delays(Source: ASQP, Logan Airport, All Airlines, July 23-1998)

-50-30-101030507090

110130150

6:00:00 8:24:00 10:48:00 13:12:00 15:36:00 18:00:00 20:24:00 22:48:00

Time (Local)

Tim

e (m

inut

es)

Taxi Out Push Delay

Thunderstorms, BOSOX, MHT and PSM (exit gates): GS and INTRAIL 12:30 - 20:30

Downstream Restrictions Effect on Departure Rate(source: CODAS/ETMS, Logan Airport, July 23-1998)

0.002.004.006.008.00

10.0012.0014.0016.0018.0020.00

6:00:00 8:24:00 10:48:00 13:12:00 15:36:00 18:00:00 20:24:00 22:48:00

Time (zooloo)

Dep

artu

re R

ate

(per

15

min

utes

)

Average Departure Rate July 23, All day restrictionsThunderstorms, BOSOX, MHT and PSM: GS and MINIT 12:30 - 20:30

ADPADP ADP

ADP ADP

MIT ICATMIT ICAT

Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT

ATC Workload as aSystem Constraint

MIT ICATMIT ICAT

Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT Landside Limits

� Passenger System Throughput

� Road Access Limits� 1000 Originating Seats/15 min/Terminal� Parking

� Security Throughput� Passengers� Baggage (x 20)

MIT ICATMIT ICAT

Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT

BOS (4R Departure)

Community Noise Impact

� Example: Louisville Runway� 30 > 70 ops/hr� Runway

� $447 M� Property within 65 DNL

� $350 M

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Runway Departure Queue CostsBoston, Logan Airport

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Airport SystemCapacity Limit Factors

� Runways

� Weather� Capacity Variability

� Gates

� Downstream Constraints

� Controller Workload

� Landside Limits� Terminals� Road Access

� Environmental� Community Noise� Emissions

� Safety

MIT ICATMIT ICAT Safety vs Capacity

� The current airborne system is extremely safe but conservative

� Runway Incursions are an area of concern

� Increased capacity with current infrastructure implies Reduced Operational Separation� Airborne Separation Standards� Runway Occupancy Times� Wake Vortex� Controller Personal Buffers� ...

� How do you dependably predict the safety impact of changes in a complex interdependent system?� Statistics of small numbers� Differential analysis limited to small or isolated changes� Models??

� Safety Veto Effect

MIT ICATMIT ICAT

RUNWAY INCURSION STATISTICS

28 51 50 60 7351

8466

125146 132 18374 83

65

69 87

91

0

50

100

150

200

250

300

350

1993 1994 1995 1996 1997 1998

Vehicle/pedestrian deviations Pilot deviations Operational errors

Source: FAA

MIT ICATMIT ICAT

SEPARATION ASSURANCE BUDGET COMPONENTS

NOTE: budget components not to scale (relative sizes have changed over time)

CONTROLLER:• DETECTION

• COMPREHENSION• RESOLUTION

(INTENT) COMMUNICATION

SAFETY BUFFER

PILOT:• DETECTION

• COMPREHENSION• ACTION (AIRCRAFT

DYNAMICS)

SURVEILLANCE SYSTEM:• POSITION UNCERTAINTY

• UPDATE RATE• VELOCITY & ACCEL

UNCERTAINTY

MIT ICATMIT ICAT

Potential Technology ImpactExamples

� Runway Efficiency, Reduced Volatility� Single Stream Compression� Close Parallel Approach� Wake Vortex Sensing (Dynamic)� Pairwize Self Separation� VFR Performance in IFR

� Terminal Area Efficiency� Flow to Final� Load Balancing� Multi-Runway Coordination

� More Efficient Use of Resources (Systemwide and Local)� Collaborative Decision Making� Information Sharing� Wx Prediction

� Environmental Benefits� Minimal Noise Procedures� Minimal Surface Runtime/Emissions

MIT ICATMIT ICAT ATM Technology Components

� Physical Infrastructure� Runways� Gates� Terminals� Landside

� Communication

� Navigation

� Surveillance

� Information Architecture� Information Sharing Tools� Decision Support� Weather� Databases

� Control Systems/Procedures

MIT ICATMIT ICAT Infrastructure

� Runways (Concrete)� Marginal Increase in Peak Capacity Available at Existing High Demand

Airports (less than 40%)� New Runways Politically Difficult

� Noise� Emissions

� Gates

� Terminals

� Landside

� Direct Impact on Capacity

MIT ICATMIT ICAT

ACARS Messages

-

2,000,000

4,000,000

6,000,000

8,000,000

10,000,000

12,000,000

14,000,000

16,000,000

Year

Communications

� Satellite Communications

� Datalink

� CPDLC� Latency Problems

� Terminal Area� Approach Routing� Taxi Routing

� ACARS� PDC Clearance� Airline Coordination

� Limited direct impact on Airport Capacity

� Relives VHF Channel Saturation

MIT ICATMIT ICAT Navigation

� GPS� Initial Approach (CA)� Cat I (WAAS)� Cat II, III (LAAS)� Surface (WAAS)

� WAAS� In trouble, integrity Issues

� LAAS� Carrier Phase� Code Based

� Approach Guidance Potential Benefits� Noise, Close Parallel Approaches

� Surface Guidance� Issues

� Jamming� Surveying, TERPS� Lighting

MIT ICATMIT ICAT

3° Decelerating ApproachExisting ILS Approach

3° Decelerating Approach (JFK 13L)

MIT ICATMIT ICAT Surveillance

� Enhanced Digital Radar Performance� Precision, Weather

� ADS-B (Compression Benefits)

� AMSS (Safety, Runway Incursions)� Radar� Multilateration

� AVOSS (Dynamic Vortex Separation)

� Synthetic/ Enhanced Vision� Aircraft (VMC Separation in IMC) (Compression)� Tower (Safety)

� Compression Benefits� Tighter Control Loops� Close Parallel Approaches� Pairwize Self Separation� Dynamic Vortex Separation

MIT ICATMIT ICAT

Vectors

AircraftFlight

Management Comp uter

State

Navigation

Flight Plan Amendments

Autop ilot Autothrust

MCP Controls

ATCFlight Strip s

Surveillance: Enroute: 12.0 s Terminal: 4.2 s

State Commands

Trajectory Commands

Initial Clearances

CDU

ADS: 1 sDisp lays

AOC: Airline Operations Center

Pilot

Disp laysManual Control

Voice

ACARS (Datalink)

Decision Aids

ATM Basic Control Loops

MIT ICATMIT ICAT Radar Display Example

CO 123350CB757 310

MIT ICATMIT ICAT Information Architecture

� Information Sharing� Collaborative/Informed Decision Making

� Strategic� Tactical

� Decision Support Tools

� Weather

� Databases

� Improved/Use of Existing Resources� Capacity� Predictability, volatility

� Note: Must consider degraded mode operation� If high Traffic Density or Reduced Separation are Dependant on

Surveillance, Navigation, Information Sharing, or Decision Support Tools need recovery strategy for failures.

MIT ICATMIT ICAT

Proposed CNS/ATM Information Technologies

AircraftGuidance and

Navigation

AC StateSensor

Traffic Control

TrafficSensor

VectorsClearances

SectorTraffic

Planning

NationalFlow

Planning

ApprovedFlight Plans

ApprovedHandoffs

DesiredSectorLoads

ClearanceRequests

Other AircraftStates

FlightPlanning

WeatherNAS Status

FlightSchedule

FiledFlight Plans

NegotiateHandoffs

Schedule ofCapacities

< 5 min5 min5-20 minhrs - day

FacilityFlow

Planning

hrs

ExecutionPlanning

PlannedFlowRates

CTAS

CTAS

AOCNETCDMASDI

ATNRadar Net

CPDLC

CPDLC

ADS-BCDTI

TrackerADS-AADS-B

AOC

CTAS

Voice

Voice

NASWIS

Delay Est.

Information Sharing

Surveillance

Decision Support

SMA

UPRURET

SMA

Adapted from; A. Haraldsdottir Boeing

MIT ICATMIT ICAT Collaborative Decision Making

� Strategic Level� Schedule� Cancellations� Response to Severe Weather� Response to Capacity Restrictions

� Airport� Enroute

� Tactical Level� Diversions� Prioritization� Routing� Sequencing

� Arrival� Departure

Airlines

ATC/AirportFacilities

FlowControl

AOCDispatch

Aircraft

ATC

InformationSharingPaths

MIT ICATMIT ICAT

CDM ToolsAOC Net

ETMS

ATM Strategic Information Architecture

Airline C

AirlineOperationsCenter

CentralFlow

Control

Host

TMC

Tower CTower B

TMC

Tower ASupervisor

TMC

TRACON CTRACON B

TMC

TRACON ASupervisor TMC

ARTCC CARTCC B

TMC

ARTCC ASupervisor

Airline B

AirlineOperationsCenter

Airline A

AirlineOperationsCenter

NADIN

MIT ICATMIT ICAT

ETMS Traffic Situation Display

MIT ICATMIT ICAT

ATM Tactical Information Architecture

Future Controller

AirlineDispatch

AOC

Active Controller

Host Computer and ATC Information Network

Flight Crew

ACARSFlight Plan

OAGFlight Plan

Decision Aids (CTAS)Procedures

Flight Strips, Flight Information Object

Information Sharing and Decision Support Tools

MIT ICATMIT ICAT

CTASDecision Aid/Information Sharing

ExampleTMA Traffic Management AdvisorDA Descent AdvisorFAST Final Approach Spacing Tool

p FASTa FAST

UPR User Preferred RoutingD2 Direct-To ToolEDP Expedite Departure PathCAP Collaborative Arrival

Future (?)SMS Surface Movement SystemDP Departure PlannerDAG Distributed Air Ground

MIT ICATMIT ICAT

ATC Coordination Example CTASTraffic Management Advisor (TMA)

TMA Provides- Decision Support

- Scheduling- Resource Allocation (Runways)

- Information Sharing- TRACON- Center (ARTCC)- TMU/TMC

ETA STA

MIT ICATMIT ICAT CTAS Load Graph

Arriv

al R

ate

(per

10 m

in)

MIT ICATMIT ICAT FAST

p FASTSequencingRunway Advisory

a FASTSpeed AdvisoryTurn Advisory

MIT ICATMIT ICAT

Passive FAST vs. CurrentPassive FAST vs. Current(DFW Trials)(DFW Trials)

020406080

100120140160

IFR, 2Runways

IFR, 3Runways

VFR, 3Runways

Arr

ival

Rat

e (a

ircra

ft/ho

ur)

BaselineFAST

11:30 am rush, VFR corrected for inboard landingsFrom Tom Davis (NASA Ames)

MIT ICATMIT ICAT

Passive FAST vs. Current Passive FAST vs. Current (Excess in(Excess in--trail Separations)trail Separations)

0.0

1.0

2.0

3.0

Baseline P-FAST Baseline P-FASTIFR VFR

4.0

5.0

-1.0

DFW11:30 am rush,measured at Outer Marker

From Tom Davis (NASA Ames)

MIT ICATMIT ICAT Departure Planning Tools

� Decision Aiding Tools to Improve the Efficiency of the DepartureProcess

� Meter and Sequence Departure Queues to:� Utilize system resources efficiently (primarily at peak traffic)

� Maximize runway throughput� Minimize taxi time delays (pushback and other clearances)� Balance runway loads

� Minimize environmental impact � Engine emissions during taxiing� Noise regulations

� Reduce economic inefficiencies� Minimize “engine-run” (taxi) times

� Guarantee fair treatment among all airport users

� “Virtual Queue”

MIT ICATMIT ICAT

Departure Planning Tool 1(N Control)

Runway 9-4R Configuration 34 departures/hr

MIT ICATMIT ICAT

340263_15.PPTCBS 4-05-2000

Weather Decision Aid ExampleNew York City ITWS

Sensor Fusion CommonUser Displays

NYC SituationalDisplay

One-MinuteCoverage Region

PHL

JFK ISP

HVNSWP

EWR

ITWSDisplays

Source: MIT Lincoln Laboratory

CommandCenter

Washington Center

Newark

Teterboro

Boston Center

La Guardia Airport

JFKNY TRACON

NY Center

Source: MIT Lincoln Laboratory

MIT ICATMIT ICAT Future Synoptic Civil Weather

340522_1.pptCBS 4-7-2000

GOES-P GOES-0

Thunderstorms

NEXRAD

TDWR

Source: MIT Lincoln Laboratory

MIT ICATMIT ICAT

Database ExampleFlight Information Object (FIO)

FlightInformation

Object

Airline

Aircraft Station/Ramp

Air Traffic Control

Customers& Family

PassengerService

Providers

MIT ICATMIT ICAT

Capacity Increase Potential Free Flight Phase 1

� Collaborative Decision Making� Improved Coordination of Limited Resources

� URET Conflict Probe� No Direct Impact

� Traffic Management Advisor� Improved Runway Balancing� Flow Coordination

� p FAST� Runway Load Balancing � Runway Schedule Compression (10-15%)

� Surface Movement Advisor� Limited Gate Coordination

� Controller Pilot Datalink Communication (CPDLC)� No Direct Impact

MIT ICATMIT ICAT

Potential Future Improvements to Capacity Management

� Time Based ATM Operations� Required Time of Arrival (RTA)

� Formation Approach Procedures

� Integrated Terminal Multi-Airport Operations

� Airport Capacity Markets� Arrival Departure Balancing

� Automated Passenger Screening

� Integrated Multi-Modal Transportation Systems

MIT ICATMIT ICAT

Suggested PoliticalSolutions to Capacity Shortfall

� Privatization, the silver bullet?� May improve modernization,costs and strategic management� Limited impact on capacity

� Re-regulation� Increased Costs

� Peak Demand Pricing� Reduced service to weak markets

� Run System Tighter� Requires improved CNS� Safety vs Capacity Trade

� Build more capacity� Local community resistance

� Multi-modal transportation networks

MIT ICATMIT ICAT Conclusion

� Technology in Pipeline will have limited impact on peak Capacity at Currently Stressed Airports� 20% to 40%

� System will become (is) Capacity Restricted

� Airlines will Schedule in Response to Market Demand� Delay Homeostasis� Increased Traffic at Secondary Airports� High Frequency Service

� Technology will not be a panacea

� Overall system response is not clear

� Need for leadership

MIT ICATMIT ICAT Capacity Limit Factors

� Airport Capacity� Runways� Gates� Landside Limits� Weather

� Airspace Capacity � Airspace Design� Controller Workload

� Demand� Peak Demand� Hub & Spoke Networks

� Environmental Limits � Noise (relates to Airport)� Emissions (local, Ozone, NOX, CO2)

MIT ICATMIT ICAT Schedule Factors

� Peak Demand/Capacity issue driven by airline Hub and Spoke scheduling behavior� Peak demand often exceeds airport IFR capacity (VFR/IFR Limits)� Depend on bank spreading and lulls to recover� Hub and Spoke amplifies delay

� Hub and spoke is an efficient network� Supports weak demand markets

� Schedules driven by competitive/market factors� Operations respond to marketing� Trend to more frequent services, smaller aircraft� Ratchet behavior� Impact of regional jets

� Ultimately, airlines will schedule rationally� To delay tolerance of the market (delay homeostasis)

� Limited federal or local mechanisms to regulate schedule

MIT ICATMIT ICAT

Capacity Limits as Market Drivers for Large Aircraft ?

� Do large aircraft increase passenger throughput?� Wake Vortex Separation Requirements� Runway Occupancy Time � Taxi Speeds� Aircraft Turn Time

� Southwest (25-30 min)� International (3-5 hours)

� Can you incentivize/require larger aircraft?� Landing Fees

� Currently charge by weight/size (disincentive)� Peak period pricing

Impact on secondary markets (cost, schedule)Political Issues

� Slots� Used in Europe (still have large delays)� Not used in US except (LGA,DCA,ORD,JFK)

MIT ICATMIT ICAT Airport Issues

� Gate Design� 80m box, jetways,

� Taxiway Design (80m box)

� Runway Loading/Wear

� Taxiway Loading� Tenerife

� Emergency Response Capacity

� Community Noise

� Landside limits

� Maintenance Facilities

MIT ICATMIT ICAT Atlanta Hartsfield (ATL)

MIT ICATMIT ICAT

WEATHER

SYNTHETIC VISION (LANDING)

SINGLE STREAM COMPRESSION

TERMINAL AREA SYSTEM LEVEL

CDTI/ELECTRONIC VFR

DYNAMIC WAKE SPACING - ARRIVALS

WAKE VORTEX DEPARTURE AID

FMS/ATM INTEGRATION

CONVERGING RWY SPACING AID

DEPARTURE SEQUENCE OPTIMIZATION

HOLDING STACK MANAGEMENT DST

ADVANCED TFM DSTsFINAL SPACING DST

DECELERATION OPTIMIZATION

HIGH SPEED EXITS

LANDING SEQUENCE OPTIMIZATION

WINDS ALOFT

NEW TFM PROCEDURESRWY ASSIGNMENT DST

DYNAMIC RESECTORIZATION

RWY CONFIGURATION DSTPARALLEL RWY MONITORING

WORKLOAD REDUCTION

TAXI GUIDANCE

WX IMPACTED ROUTING DSTCONVECTIVE WEATHER PREDICITON

CEILING/VISIBILITY PREDICTION

ARRIVAL COMPRESSION

DEPARTURE COMPRESSION

MULTI-RUNWAY INTERACTIONS

SURFACE

CURVED APPROACHES

ARRIVAL/DEPARTURE PLANNING

LOW/ZERO VISIBILITY TOWER

NOISE REDUCTION

MISSED APPROACH GUIDANCE

- improved CHI

AIRSPACE REDESIGN

- datalink

SURFACE SURVEILLANCE

GENERAL

ARRIVAL FLOW MANAGEMENT

WX FORECAST PRODUCTS

RWY EXIT GUIDANCE

PAIRED PARALLEL APPROACHES

REVISED IN-TRAIL SEP STANDARDS

REVISED MULTI-RWY STANDARDS

REVISED DEPARTURE STANDARDSWEATHER PENETRATION

SURFACE MOVEMENT DSTs

CAPACITY ENHANCEMENT

FLOW TO FINAL

MIT ICATMIT ICAT

PAIRED PARALLEL APPROACHES

A->B blunder protection

A->B wake protection

A

B

C

D

B->D wake protection

A->C wake protection

DEPENDENT PARALLEL APPROACHES

22

2

INDEPENDENT PARALLEL APPROACHES

3

3