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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

NextGen Integration and Implementation Office800 Independence Avenue, SW

Washington, DC 20591202-493-4939

www.faa.gov/nextgen

Photographs provided by: ATO Communications

Shutterstock

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.


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


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.


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.


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.


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.


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


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.


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


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


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.


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.


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.


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.


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


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.


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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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-


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)

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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.


• 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

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• ADS-B, Traffic Information Services-Broadcast (TIS-B), Flight Information Services-Broadcast (FIS-B)

• Area Navigation (RNAV) and Required Navigation Performance (RNP)

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• Future Air Navigation System in oceanic airspace• RNAV and RNP

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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


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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


• ADS-B ground stations• ASDE-X• Data Comm• Integrated Departure and Arrival Coordination System• Modernized AIM • NNEW• STARS enhancements• SWIM• TBFM• TFDM• TFMS

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• ADS-B, TIS-B• Data Comm

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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)

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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.


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.


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.


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.


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


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.


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.


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


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


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.


Avionics Enablers



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


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.


Avionics Enablers



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


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%


Avionics Enablers



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


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.


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


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


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).


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 •


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).

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ory

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ed O

pera

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O) f

ield

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luat

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emph

is a

nd

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uman

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ulat

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olla

bora

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artu

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ulin

g

Implementation Pla

Man

agem

ent

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QM

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sion

2

at M

emph

is a

nd

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ndo

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0)

Dep

artu

re

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uenc

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tool

s an

d D

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l

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olla

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artu

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ulin

g•

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duct

HIT

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mul

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ased

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i R

oute

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egin

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agem

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w -

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a

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t-cen

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exte

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akeh

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duct

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ith

AS

DE

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dditi

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rpor

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ED

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capa

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ance

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irpor

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chan

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r ext

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xten

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e TF

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and

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din g

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mon

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e de

velo

pmen

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stal

latio

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st

and

oper

atio

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re-p

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ctio

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it of

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ith a

ppro

pria

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terfa

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with

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Rou

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atio

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d to

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posa

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sses

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quis

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s.

final

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abilit

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m th

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tore

duce

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rout

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sura

nce

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duce

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partu

re d

elay

so

Red

uce

depa

rture

que

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ngth

s to

re

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issi

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no

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s to

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pabi

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face

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stru

ctio

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form

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sim

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tran

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of 2

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se, r

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rem

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rogr

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sim

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face

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pdat

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se, r

equi

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ents

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roce

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r STB

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Mon

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onito

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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

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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

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rfor

man

ce (R

NP)

and

RN

P A

utho

rizat

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Req

uire

d (A

R)

App

roac

hes

Ake

yfe

atur

eof

RN

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dR

NP

AR

appr

oach

esis

the

abili

tyto

use

curv

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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

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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

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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

of n

avig

atio

n de

rived

from

aug

men

ted

GN

SS

or I

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

(201

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

Task

Fo

rce

Act

ivity

Des

crip

tion

OIs

FY 2

010

FY 2

011

FY 2

012

–M

id-te

rm

Flex

ible

Te

rmin

al

Env

ironm

ent

Sepa

ratio

n M

anag

emen

t, A

ppro

ache

s,

Gro

und

Bas

ed

Beg

ins

impl

emen

tatio

n of

GB

AS

at

the

natio

n’s

busi

est a

irpor

ts

(OE

P 3

5) to

ach

ieve

cap

acity

and

ef

ficie

ncy

bene

fits

by in

tegr

atin

g R

NA

Van

dR

NP

capa

bilit

ies

with

1071

07

Aw

arde

d C

ateg

ory

II/III

Lo

cal A

rea

Aug

men

tatio

n S

yste

m

grou

nd fa

cilit

y pr

otot

ype

cont

ract

•Fi

naliz

e C

ateg

ory

III g

roun

d fa

cilit

y sp

ecifi

catio

n•

Aw

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

Flex

ible

Te

rmin

al

Env

ironm

ent

Sepa

ratio

n M

anag

emen

t, A

ppro

ache

s,

Nex

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

•Im

plem

ent l

ower

RV

R

min

imum

s at

:o

Phi

lade

lphi

a (P

HL)

27R

oS

an F

ranc

isco

(SFO

) 28

L

•C

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

A

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


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

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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

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roce

dure

sTo

ols/

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omat

ion

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a N

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atio

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NA

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igat

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form

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e m

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ctor

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AV

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P,c

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cha

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ce e

ffici

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cap

acity

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sk F

orce

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ropl

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d O

vera

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imiz

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res

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hort-

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timiz

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orte

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y: A

eron

autic

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on S

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ceTa

sk F

orce

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imiz

e an

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crea

se R

NA

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oced

ures

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and

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e-Sc

ale

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min

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rans

ition

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m

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e Po

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PI i

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oth

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man

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r Cru

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on

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th

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ays

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orte

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orce

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igat

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em In

fras

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ture

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tGen

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ista

nce

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ope

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ppor

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ht C

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ervi

ce

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ition

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ME

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ted

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tes

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eede

d to

opt

imiz

e an

d ex

pand

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AV

rout

es b

y cl

osin

g co

vera

ge g

aps

at a

nd a

bove

Flig

ht L

evel

240

.


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

)

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Enab

lers

refe

renc

ed in

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e-S

cale

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esig

n of

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min

al a

nd T

rans

ition

Airs

pace

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erag

ing

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N

Tran

sitio

n to

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N R

outin

g fo

r Cru

ise

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ratio

ns

Opt

imiz

atio

n of

PB

N P

roce

dure

s

py

yg

()

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ndix

A:R

NA

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nd

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ith C

urve

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ath

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ibili

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heck

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nal

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elop

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once

pt

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te O

ffset

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cted

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k A

ctiv

ities

Bud

get

Line

Task

Fo

rce

Act

ivity

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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

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airs

pace

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ompl

eted

initi

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sign

s•

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tSta

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plem

entr

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k/N

ew

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litan

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rea

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edes

ign

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ncy

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ruct

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mod

ate

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th w

hile

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y an

d ta

king

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age

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ect

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r rem

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tage

s

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four

impl

emen

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n st

ages

sta

rted

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2007

and

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pla

nned

thro

ugh

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ew

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itiat

e ZA

U a

irspa

ce

dive

stitu

res

to G

risso

m A

ir R

eser

ve B

ase

to e

nabl

e a

10-s

ecto

r low

alti

tude

re

desi

gn w

hich

will

impr

ove

effic

ienc

yan

dre

duce

•Im

plem

ent S

tage

3

(coi

ncid

ent w

ith O

MP

runw

ay

10C

/28C

com

plet

ion)

runw

ays

at O

Har

e. T

he p

roje

ct a

lso

incl

udes

ef

ficie

ncie

s fo

r oth

er a

irpor

ts in

the

Chi

cago

are

a.

The

thre

e im

plem

enta

tion

stag

es s

tarte

d in

Mar

ch

2007

and

are

pla

nned

thro

ugh

2013

.

revi

ewef

ficie

ncy

and

redu

ce

com

plex

ity

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

Las

Vega

s P

rovi

des

near

-term

mod

ifica

tion

of a

irspa

ce a

nd

D

evel

oped

RN

AV

•

Com

plet

e La

s V

egas

•

Impl

emen

t Las

Veg

as

p21

a32

b

gO

ptim

izat

ion

Proj

ect

ppr

oced

ures

sup

porti

ng th

e La

s V

egas

Val

ley.

Thi

s ef

fort

is d

evel

opin

g ne

w P

BN

dep

artu

re a

nd a

rriva

l ro

utes

and

real

igni

ng a

irspa

ce to

incr

ease

effi

cien

cy

at M

cCar

ran

Inte

rnat

iona

l Airp

ort a

nd s

urro

undi

ng

sate

llite

airp

orts

. Th

e im

plem

enta

tion

is p

lann

ed to

st

art i

n Ju

ne 2

011

and

cont

inue

thro

ugh

2013

.

ppr

oced

ures

for

Hen

ders

on E

xecu

tive

Airp

ort s

ched

uled

to b

e pu

blis

hed

in 2

011

M

odifi

ed 2

exi

stin

g D

ME

to

acc

omm

odat

e cu

rrent

D

ME

ope

ratio

nal

requ

irem

ent

pg

optim

izat

ion

envi

ronm

enta

l as

sess

men

t•

Com

plet

e H

ende

rson

pr

oced

ure

optim

izat

ion

pg

proc

edur

e op

timiz

atio

n

Ope

ratio

ns32

a29

Met

ropl

ex

Opt

imiz

atio

n of

Airs

pace

an

d Pr

oced

ures

Exp

edite

s ve

rsio

ns o

f Int

egra

ted

Airs

pace

and

P

roce

dure

s pr

ojec

ts, b

ut w

ith a

n ex

pedi

ted

life

cycl

e of

two

to th

ree

year

s fro

m p

lann

ing

to

impl

emen

tatio

n. T

he fo

cus

of th

ese

effo

rts is

on

impl

emen

tatio

n of

opt

imiz

ed P

BN

arri

vals

and

de

partu

res

and

airs

pace

cha

nges

to s

uppo

rt op

timal

ro

utin

gs.

This

con

cept

is b

ased

on

a tw

o-te

am

appr

oach

:stu

dyte

ams

and

desi

gn/im

plem

enta

tion

S

imul

ated

stu

dy te

am

proc

ess

to id

entif

y lim

itatio

ns a

nd

reco

mm

end

mod

ifica

tions

prio

r to

depl

oym

ent o

f act

ual

stud

y te

ams

In

itiat

ed2

prot

otyp

e

S

elec

ted

next

5 s

ites

for

depl

oym

ent o

f stu

dy te

ams.

Th

ese

site

s ar

e: A

tlant

a,

Hou

ston

, Sou

ther

n C

alifo

rnia

, Nor

ther

n C

alifo

rnia

and

Cha

rlotte

, N

.C.

•In

itiat

e2-

3de

sign

/

•C

ontin

ue

desi

gn/im

plem

enta

tion

team

s to

pro

vide

a s

yste

mat

ic,

effe

ctiv

e ap

proa

ch to

the

desi

gn, e

valu

atio

n an

d im

plem

enta

tion

of P

BN

-op

timiz

ed a

irspa

ce a

nd

proc

edur

esap

proa

ch: s

tudy

team

s an

d de

sign

/impl

emen

tatio

n te

ams.

Initi

ated

2 p

roto

type

st

udy

team

s in

nor

th

Texa

s an

d W

ashi

ngto

n,

D.C

., m

etro

plex

es

•In

itiat

e 2-

3 de

sign

/ im

plem

enta

tion

team

s to

pr

ovid

e a

syst

emat

ic,

effe

ctiv

e ap

proa

ch to

the

desi

gn, e

valu

atio

n an

d im

plem

enta

tion

of P

BN

-op

timiz

ed a

irspa

ce a

nd

proc

edur

es

proc

edur

es

Oti

32PB

NA

ddffi

iith

PB

Nd

d

Il

td

tt

lf

Cti

it

td

di

Cti

ti

lt

Ope

ratio

ns32

a29

PBN

Pr

oced

ures

Add

s ef

ficie

ncy

with

new

PB

N p

roce

dure

s an

d op

timiz

es e

xist

ing

initi

al c

apab

ility

PB

N p

roce

dure

s.

Mos

t of t

he p

roce

dure

s ha

ve p

ropo

nent

s fro

m

indu

stry

and

/or A

TC.

Thes

e P

BN

pro

cedu

res

addr

ess

loca

tion-

spec

ific

safe

ty is

sues

and

ef

ficie

ncie

s.

Im

plem

ente

d a

tota

l of

200

PB

N ro

utes

and

pr

oced

ures

incl

udin

g 51

ro

utes

, 90

RN

AV

S

tand

ard

Inst

rum

ent

Dep

artu

res

(SID

s) a

nd

Sta

ndar

d Te

rmin

al

Arr

ival

Rou

tes

(STA

Rs)

, an

d59

RN

P

•C

ontin

ue in

tegr

ated

des

ign

and

impl

emen

tatio

n of

the

PB

N p

roce

dure

s at

Den

ver

•C

ontin

ue to

impl

emen

t PB

N

rout

es a

nd p

roce

dure

s in

the

NA

S

•C

ontin

ue to

impl

emen

t use

r re

ques

ted

PB

N p

roce

dure

s

and

59 R

NP

A

utho

rizat

ion

Req

uire

d ap

proa

ch p

roce

dure

s

Dev

elop

ed in

itial

PB

N

rout

es a

nd p

roce

dure

s de

sign

s fo

r int

egra

ted

proc

edur

es a

nd a

irspa

ce

proj

ect a

t Den

ver

Ope

ratio

ns30

ER

tPB

NC

ontin

ues

deve

lopm

enta

ndim

plem

enta

tion

ofP

BN

D

evel

oped

adr

aft

Fina

lize

the

Qro

ute

Con

tinue

the

Qro

ute

Ope

ratio

ns30

En R

oute

PB

N

–Q

-Rou

tes

Con

tinue

s de

velo

pmen

t and

impl

emen

tatio

n of

PB

N

Q-ro

utes

as

the

natio

nal r

outin

g in

frast

ruct

ure.

D

evel

oped

a d

raft

Q-ro

ute

impl

emen

tatio

n pl

an

In

itiat

ed d

evel

opm

ent o

f Q

-rout

es

•Fi

naliz

e th

e Q

-rou

te

impl

emen

tatio

n pl

an a

nd

initi

ate

the

impl

emen

tatio

n pr

oces

s

•C

ontin

ue th

e Q

-rou

te

impl

emen

tatio

n pl

an


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

Perf

orm

ance

Bas

ed N

avig

atio

n (c

ont’d

)Se

lect

ed W

ork

Act

iviti

es

62 NextGe

Ope

ratio

nsN

atio

nal A

irspa

ce

and

Proc

edur

es

Plan

Rep

rese

nts

the

agre

emen

ts a

nd

com

mitm

ents

of t

he F

AA

to

mod

erni

ze th

e ai

rspa

ce

and

proc

edur

es to

sol

ve

prob

lem

s in

cor

e ar

eas.

A

lso,

it in

clud

es

evol

utio

nar y

act

iviti

es s

uch

P

ublis

hed

Ver

sion

1 a

s th

e ba

selin

e of

th

e cu

rrent

N

AS

•C

ontin

ue A

irspa

ce M

anag

emen

t P

rogr

am le

gacy

pro

ject

s•

Com

plet

e an

nual

PB

N p

roce

dure

de

velo

pmen

t goa

ls; t

rans

ition

to

bene

fits-

base

d se

rvic

e go

als

•Fo

cus

on o

ptim

al a

ltitu

de p

roce

dure

s•

Use

met

ropl

ex te

ams

to d

rive

tii

tid

di

i

•Tr

ansi

tion

to In

tegr

ated

Airs

pace

and

P

roce

dure

s ap

proa

ch fo

r airs

pace

and

PB

N

proc

edur

es e

fforts

•U

se re

sults

of d

emon

stra

tion

effo

rts a

nd

conc

ept e

xplo

ratio

n ex

perim

ents

, whi

ch s

houl

d be

ava

ilabl

e to

info

rm d

ecis

ions

abo

ut in

clus

ion

of fu

ture

con

cept

s (e

.g.,

Inte

grat

ed

Arr

ival

/Dep

artu

reO

pera

tions

and

Hig

hA

ltitu

de

en Implementation

yas

con

cept

s an

d de

mon

stra

tions

rela

ted

to

airs

pace

and

PB

N.

optim

izat

ion

and

deci

sion

s on

In

tegr

ated

Airs

pace

and

Pro

cedu

res

proj

ects

•E

xecu

te m

ulti-

year

pla

n fo

r Q-r

oute

de

velo

pmen

t and

impl

emen

tatio

n

Arr

ival

/Dep

artu

re O

pera

tions

and

Hig

h A

ltitu

de

Traj

ecto

ry B

ased

Airs

pace

)

Traj

ecto

ry

Bas

ed

Ope

ratio

ns

Cap

acity

M

anag

emen

t -N

extG

enD

ME

Pro

vide

s th

e ne

cess

ary

equi

pmen

t enh

ance

men

ts,

relo

catio

ns,a

nd

1082

09•

Aw

ard

cont

ract

•D

evel

op re

com

men

datio

n on

futu

re p

rogr

am

plan

s ba

sed

on F

Y 20

10-2

011

deliv

erab

les

and

asso

ciat

edre

quire

men

tsto

fillt

hega

psto

Plan

Ope

ratio

nsN

extG

en D

ME

relo

catio

ns, a

nd

repl

acem

ents

to e

nsur

e th

at D

ME

faci

litie

s ar

e av

aila

ble

in a

ccor

danc

e w

ith th

e FA

A's

Nex

tGen

Im

plem

enta

tion

Pla

n.

asso

ciat

ed re

quire

men

ts to

fill

the

gaps

to

enab

le P

erfo

rman

ce B

ased

Nav

igat

ion

in th

e hi

gh a

ltitu

de ro

ute

stru

ctur

e•

Dep

loy

Nex

tGen

DM

E

Flex

ible

Te

rmin

al

Env

ironm

ent

9Se

para

tion

Man

agem

ent,

Per

form

s an

alys

is,

syst

ems

engi

neer

ing

and

supp

ortm

odifi

catio

nsan

d

1082

09

Dev

elop

ed

dem

onst

ratio

n/H

uman

inth

e

•D

evel

op P

roto

type

de

mon

stra

tion/

HIT

L co

nsol

idat

ed

repo

rtE

nviro

nmen

tEn

hanc

ing

Term

inal

s an

d A

irpor

ts -

Term

inal

En

hanc

emen

ts fo

r R

NA

V A

TC

supp

ort m

odifi

catio

ns a

nd

impr

ovem

ents

to S

TAR

S

and

CA

RTS

to s

uppo

rt m

ergi

ng m

ultip

le R

NA

V

rout

ings

in th

e te

rmin

al

envi

ronm

ent.

Hum

an-in

-the-

Loop

(HIT

L)

test

pla

n

repo

rt•

Con

duct

impa

ct a

sses

smen

t –tra

de

stud

y fo

r HIT

L

Traj

ecto

ry

Sepa

ratio

n M

ana g

emen

t, P

erfo

rms

pre-

impl

emen

tatio

n ac

tiviti

es

1082

09

Del

iver

ed

varia

ble

•C

ontin

ue d

evel

opm

ent o

f PB

N

Con

form

ance

Mon

itor a

nd A

lert

•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

Bas

ed

Ope

ratio

ns

g,

Mod

ern

Proc

edur

es

(Sep

arat

ion

Aut

omat

ion

Enha

ncem

ents

, D

ata-

Side

and

R

adar

-Sid

e)

nece

ssar

y to

tran

sitio

n se

para

tion

man

agem

ent

auto

mat

ion

enha

ncem

ents

fo

r im

plem

enta

tion

and

cont

inue

d fu

nctio

nalit

y fo

r P

BN

rout

e el

igib

ility

chec

king

for i

nclu

sion

in

En

Rou

te A

utom

atio

n M

oder

niza

tion

Rel

ease

3

sepa

ratio

n co

ncep

t of

oper

atio

ns

algo

rithm

s, th

e tra

ject

ory

mod

el, a

nd th

e co

nflic

t ale

rt al

gorit

hms

•D

evel

op, e

valu

ate

and

valid

ate

the

requ

irem

ents

for f

light

dat

a di

spla

y en

hanc

emen

ts to

sup

port

elim

inat

ion

of fl

ight

st

rips

in n

on-s

urve

illanc

e ai

rspa

ce•

Pro

vide

regu

late

d ac

cess

to s

peci

fic a

ircra

ft us

ing

dyna

mic

spe

cial

act

ivity

airs

pace

to

prom

ote

fulle

ruse

ofav

aila

ble

airs

pace

Mod

erni

zatio

n R

elea

se 3

. pr

omot

e fu

ller u

se o

f ava

ilabl

e ai

rspa

ce•

Com

plet

e pr

otot

ype

deve

lopm

ent f

or F

MC

R

oute

Offs

et

Dem

onst

ratio

nR

NA

V/R

NP

Dem

onst

ratio

nD

emon

stra

tes

the

safe

and

ef

fect

ive

inte

grat

ion

of

publ

ic R

NP

ope

ratio

ns in

a

mix

ed-e

quip

age

traffi

c en

viro

nmen

t at a

ll/

dii

t

•In

itiat

e R

NA

V/R

NP

term

inal

are

a de

mon

stra

tion

at a

sm

all/m

ediu

m

airp

ort

•C

ondu

ct d

emon

stra

tions

and

ope

ratio

nal t

rials

on

tech

nolo

gies

, sup

porti

ng s

afet

y lo

gic,

air

traffi

c m

anag

emen

t and

airc

raft

perfo

rman

ce to

id

entif

y an

y un

certa

inty

or d

efic

ienc

y (r

isks

) to

perfo

rman

ce a

nd/o

r to

valid

ate

the

inte

grat

ion

d/i

lt

tifN

tGsm

all/m

ediu

m a

irpor

t.an

d/or

impl

emen

tatio

n of

Nex

tGen

te

chno

logi

es, a

pplic

atio

ns, p

roce

dure

s an

d/or

st

anda

rds

Tim

e B

ased

Flo

w M

anag

emen

t

24

11

24

44

3

1

Phas

es o

f Flig

ht 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

tsO

I 104

115:

Cur

rent

Tac

tical

Man

agem

ent o

f Flo

w in

the

En

Rou

te

for A

rriva

ls/D

epar

ture

sA

rea

Nav

igat

ion

(RN

AV

), R

equi

red

Nav

igat

ion

Per

form

ance

(RN

P) a

nd T

ime-

Bas

ed

Met

erin

g (T

BM

) pro

vide

effi

cien

t use

of r

unw

ays

and

airs

pace

in h

igh-

dens

ity a

irpor

t en

viro

nmen

ts.

Met

erin

g au

tom

atio

n w

ill m

anag

e th

e flo

w o

f airc

raft

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


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


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

dat

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

the

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

crem

ent p

rovi

des

fligh

t pla

nner

s w

ith in

form

atio

n ab

out

cong

estio

n al

ong

thei

r int

ende

d ro

utes

and

pro

pose

s fli

ght-s

peci

fic re

rout

ing.

Alte

rnat

e Tr

ajec

torie

s (7

b, 8

and

46)

and

Dig

ital A

ir Tr

affic

Con

trol

C

omm

unic

atio

ns fo

r Rev

ised

Dep

artu

re C

lear

ance

s, R

erou

tes

and

Rou

tine

Com

mun

icat

ions

(39)

Supp

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

/TFM

/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

redi

ctio

n

Aut

omat

edC

onge

stio

nR

esol

utio

n

OI 1

0530

2: C

ontin

uous

Flig

ht D

ay E

valu

atio

ns (2

012-

2018

) 1

Aut

omat

ed C

onge

stio

n R

esol

utio

n

Ele

ctro

nic

Neg

otia

tions

OI 1

0110

2: P

rovi

de F

ull F

light

Pla

n C

onst

rain

t Eva

luat

ion

(201

3-20

18)

2

Bas

ic R

erou

ting

Cap

abili

ty

g

OI 1

0520

8:TM

Is w

ith F

light

-Spe

cific

Tr

ajec

torie

s (2

014-

2015

)3

Sele

cted

Wor

kA

ctiv

ities

Del

iver

y of

Pre

-Dep

artu

re R

erou

tes

to C

ontro

llers

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

7b 8 46

Flow

Con

trol

M

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

08

Dev

elop

ed c

once

pt o

f op

erat

ions

for a

irbor

ne

rero

utes

altit

ude

•C

ondu

ct a

naly

sis

for

airb

orne

rero

ute

requ

irem

ents

•C

ondu

ct ri

sk re

duct

ion

anal

ysis

and

inte

grat

ion

engi

neer

ing

prod

ucts

for

Sele

cted

Wor

k A

ctiv

ities

Man

agem

ent

46St

rate

gic

Flow

M

anag

emen

t In

tegr

atio

n (In

tegr

atio

n Ex

ecut

ion

of F

low

St

rate

gies

into

C

ontr

olle

r Too

ls)

rero

ute

requ

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

re

rout

es in

sup

port

of

inte

grat

ed a

rriva

l/dep

artu

re

man

agem

ent

•Im

plem

ent p

re-d

epar

ture

re

rout

es in

ER

AM

with

no

auto

mat

ed c

oord

inat

ion

with

Te

rmin

al a

nd s

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

47Fl

ow C

ontr

ol

Man

agem

ent,

Stra

tegi

c Fl

ow

Man

agem

ent

Enha

ncem

ent

(Enh

anci

ng th

e

Ref

ines

con

cept

of o

pera

tions

for

stra

tegi

c flo

w m

anag

emen

t, an

alys

is

and

whi

te p

aper

of s

trate

gic

flow

m

anag

emen

t, an

d m

odel

ing

and

sim

ulat

ion.

1052

08

1011

02

Dev

elop

ed in

itial

Tra

ffic

Flow

Man

agem

ent (

TFM

) co

ncep

t of o

pera

tions

do

cum

ent

•In

itiat

e de

man

d an

d ca

paci

ty

bala

ncin

g de

mon

stra

tion

•D

eliv

er re

port

that

eva

luat

es

the

busi

ness

logi

c fo

r ba

lanc

ing

capa

city

and

de

man

d pr

edic

tions

•D

evel

op m

ore

effic

ient

and

ta

ilore

d co

mbi

natio

ns o

f tra

ffic

man

agem

ent i

nitia

tives

for

stra

tegi

c flo

w m

anag

emen

t th

roug

h co

ncep

t eng

inee

ring,

in

clud

ing

prot

otyp

es tr

affic

an

alys

isto

ols

and

Hum

an-in

-St

rate

gic

Flow

Pr

ogra

m)

anal

ysis

tool

s an

d H

uman

inth

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

for a

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

sup

port

base

in

form

atio

n fo

r CA

TM a

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

Met

hods

Inte

grat

es w

eath

er in

to a

ir tra

ffic

man

agem

ent (

ATM

); pr

obab

ilistic

TF

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

ATM

•A

pply

indu

stry

sta

ndar

ds

exch

ange

form

ats

for

incl

usio

n in

dec

isio

n-su

ppor

t to

ols

•C

ompl

ete

prot

otyp

es,

conc

epts

of u

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

to th

e A

TM d

omai

n.m

odel

s w

ith in

tegr

ated

w

eath

er

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

1011

02

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

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

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

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.

Aut

horiz

ed s

yste

m

stak

ehol

ders

and

the

AN

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

that

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

to a

ir tra

ffic

D

evel

oped

mul

ti-ye

ar

•D

evel

op p

relim

inar

y A

RM

S

•D

evel

op A

RM

S e

valu

atio

n A

ir Tr

affic

M

anag

emen

tC

apac

ity M

anag

emen

tm

anag

ers

to re

conf

igur

e ai

rspa

ce,

expa

nd o

r con

tract

con

trol s

ecto

rs

to m

atch

the

over

all l

evel

of a

ctiv

ity

in th

e fa

cilit

y’s

airs

pace

, and

to

dyna

mic

ally

dea

ctiv

ate

rest

rictio

ns.

The

Airs

pace

Res

ourc

e M

anag

emen

t Sys

tem

(AR

MS

) will

prov

ide

the

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

docu

men

t•

Del

iver

whi

te p

aper

on

AR

MS

func

tiona

l des

crip

tion

mod

el•

Con

duct

dem

onst

ratio

n of

A

RM

S p

roto

type

reco

nfig

urat

ion

of th

e N

extG

en

netw

orke

d co

mm

unic

atio

ns

infra

stru

ctur

e in

resp

onse

to a

n op

erat

iona

l req

uire

men

t for

re

conf

igur

able

airs

pace

.

Sys

tem

D

evel

opm

ent

ATC

/Tec

hnic

al

Ope

ratio

ns H

uman

Fa

ctor

sC

ontr

olle

r

Cen

ters

on

the

hum

an e

lem

ent i

n th

e tra

nsfo

rmat

ion

of th

e N

AS

le

adin

g to

the

achi

evem

ent o

f the

1011

02

Dev

elop

ed in

itial

ai

r/gro

und

inte

grat

ion

sim

ulat

ion

road

map

•D

evel

op N

extG

en c

omm

on

wor

ksta

tion

dem

o di

spla

y si

mul

atio

n

•D

emon

stra

te C

olla

bora

tive

Air

Traf

fic M

anag

emen

t ef

ficie

ncie

s en

able

d by

Fa

ctor

s, C

ontr

olle

r Ef

ficie

ncy/

Air

Gro

und

Inte

grat

ion

Nex

tGen

vis

ion.

com

mon

situ

atio

nal

awar

enes

s be

twee

n fli

ght

oper

ator

s an

d co

ntro

llers


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

prov

ides

the

cont

rolle

r with

tool

s to

man

age

airc

raft

in a

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.

Aut

omat

ic D

epen

dent

Sur

veill

ance

-Con

trac

t (A

DS-

C) O

cean

ic C

limb/

Des

cent

Pr

oced

ure

(CD

P)Th

e A

DS

-C C

DP

(pre

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

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ept t

hat a

llow

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prop

erly

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ippe

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rcra

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.g.,

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re A

ir N

avig

atio

n S

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2014

2015

2016

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2011

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2016

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erdi

gita

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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

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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•

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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•

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ate

conc

ept o

f ope

ratio

ns

tf

fl

iO

pera

tions

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ogra

m

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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


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

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Ann

ular

Pre

mix

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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.

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s in

crem

ent a

lso

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ores

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er b

lend

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enta

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r qua

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cycl

e em

issi

ons

anal

yses

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ine

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valu

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nd g

roun

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sts

and

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onst

ratio

ns b

y 20

13. T

hese

ff

till

dd

lt

fth

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bllt

tif

li

ldi

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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

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ef

ficie

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tem

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Arr

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stru

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at m

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vers

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proc

esse

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rts in

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envi

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per

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perfo

rman

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valu

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sts

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15. T

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rts w

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e de

ploy

men

t of t

hese

su

stai

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e al

tern

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els,

incl

udin

g en

viro

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tal a

ccep

tabi

lity

and

AS

TM

appr

oval

. 2010

2011

2012

2013

2014

2015

2016

2017

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2011

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2013

2014

2015

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Env

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Man

ages

env

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pact

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MS

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ed o

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lutio

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miti

gate

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se a

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sion

s as

wel

l as

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mis

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anda

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oppo

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MS

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tudi

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alua

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tech

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form

ance

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airc

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form

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naly

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s an

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truc

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omm

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ervi

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form

atio

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anag

emen

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omat

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infra

stru

ctur

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quire

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plem

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tand

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ente

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ong

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pace

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tem

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utom

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stem

s, s

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rovi

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vice

s: T

erm

inal

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istri

butio

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light

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a P

ublic

atio

n, R

erou

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ata

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mon

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sur

veill

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chno

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pplic

atio

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ill b

e de

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ove

situ

atio

nal a

war

enes

s.

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vice

s: S

urfa

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urve

illanc

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urfa

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enso

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face

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port

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nal D

ata

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prov

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atio

n in

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ion

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hang

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low

Info

rmat

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Pub

licat

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Tra

ck In

form

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ervi

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sk F

orce

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mun

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vice

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iona

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AO

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light

and

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tatu

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form

atio

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Pilo

ts, O

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utom

atio

n S

uppo

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arat

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agem

ent

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ce: N

AS

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ess

ente

rpris

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mpl

iant

fash

ion.

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vice

s: C

omm

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et-c

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isse

min

atio

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roac

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ifica

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igni

fican

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pera

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ject

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ailo

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umet

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vals

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vatio

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form

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hara

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oten

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onst

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infra

stru

ctur

e an

d te

chno

logi

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ill p

rovi

de a

sup

plem

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ns fo

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ay e

xcha

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rolle

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ight

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ws

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tical

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mon

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vice

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tical

Info

rmat

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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

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ingl

e au

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itativ

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urce

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eron

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form

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vice

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irspa

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rmat

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ata,

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tic

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ata

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agem

ent,

Dig

ital N

otic

es to

Airm

en (N

OTA

Ms)

Task

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ce: S

urfa

ce a

nd C

ruis

e


Bud

get

Line

Task

Fo

rce

Act

ivity

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crip

tion

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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


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

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2011

2012

2013

2014

2015

2016

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plem

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get

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k A

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get

Line

Task

Fo

rce

Act

ivity

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crip

tion

OIs

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010

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011

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012

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id-te

rm

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labo

rativ

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ir Tr

affic

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anag

emen

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acity

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anag

emen

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ynam

ic

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pace

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vide

s th

e to

ols

to a

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ffic

man

ager

s to

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nfig

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airs

pace

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xpan

d or

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ntra

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l sec

tors

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atch

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over

all l

evel

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ctiv

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faci

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rspa

ce a

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ally

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rictio

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Airs

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ourc

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06

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ti-ye

ar

prog

ram

pla

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elop

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elim

inar

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RM

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once

pt

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pera

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men

t•

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valu

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odel

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ct d

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stra

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of A

RM

S p

roto

type

pM

anag

emen

t Sys

tem

(AR

MS

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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

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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

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nctio

nal

desc

riptio

n

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labo

rativ

e A

irTr

affic

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ht a

nd S

tate

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ata

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elop

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fram

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iona

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pace

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ate

anal

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of

equi

page

and

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dapt

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stin

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tom

atio

n di

spla

ys to

pro

vide

ai

rpor

tsur

face

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eilla

nce

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fic

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agem

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pt

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tegr

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iona

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pace

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and

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men

ts to

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g in

frast

ruct

ure

to s

uppo

rt im

pact

as

sess

men

ts, a

nd d

evel

op in

itial

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cept

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r bes

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d.

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quip

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nics

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pabi

litie

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quire

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e m

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su

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est-

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ce s

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artu

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ensi

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acity

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tegr

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roce

dure

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one

serv

ice

volu

me.

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22

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plet

ed a

pr

elim

inar

y op

erat

iona

l saf

ety

asse

ssm

ent a

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n as

sess

men

t of

proc

edur

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hang

es

need

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port

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ept

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veilla

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t dat

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ts

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ct te

chni

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rans

fer o

f aut

omat

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su

rvei

llanc

e an

d fli

ght d

ata

requ

irem

ents

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port

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vide

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thro

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e m

ajor

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litan

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ce b

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and

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one

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me.

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22

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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

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ce a

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e in

tegr

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nsiti

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and

over

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viro

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ecto

ry

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ed

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ratio

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ecia

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acity

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celle

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ast-

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e A

naly

ses

for

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grat

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pace

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efin

e th

e H

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anag

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as re

quire

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www.faa.gov/

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ratio

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re

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plet

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ther

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evel

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men

datio

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ans

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ding

s

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Task

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rce

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ivity

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OIs

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010

FY 2

011

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012

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id-te

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men

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tory

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anag

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rriv

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AV/

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ith

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equi

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luat

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raft

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ccur

atel

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eet

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cal c

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rain

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me

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valu

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posi

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light

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con

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and

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dard

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posi

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m th

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valu

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tegr

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luat

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mer

ging

and

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quen

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tool

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at w

ill em

ploy

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ntro

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ify

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requ

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ents

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ctor

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alys

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al

thro

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loop

thro

ugh

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rolle

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loop

si

mul

atio

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trial

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duct

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mat

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grity

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onst

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ves

the

viab

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to

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saf

ely

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2137

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sk.

tech

nolo

gies

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m (N

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erat

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expl

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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


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


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


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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FeedbackIs this the information you need? If you have a suggestion for how we can

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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

http://www.faa.gov/nextgen

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