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NextGen for Airports, Volume 3: Resources for Airports (2016)

Chapter: Chapter 3 NextGen Programs and Portfolios

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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
×
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Suggested Citation:"Chapter 3 NextGen Programs and Portfolios." National Academies of Sciences, Engineering, and Medicine. 2016. NextGen for Airports, Volume 3: Resources for Airports. Washington, DC: The National Academies Press. doi: 10.17226/24659.
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22 | RESOURCES FOR AIRPORTS NextGen Programs and Portfolios3 This chapter presents tabular fact sheets about major NextGen programs and program portfo-lios, with an analysis of each program’s impacts on airports, from the present to 5 to 10 years out. The FAA distinguishes between programs and program portfolios: a NextGen program is a distinct project that either provides critical NextGen capabilities or the infrastructure on which critical NextGen capabilities will be built. A NextGen portfolio is a set of related programs, including proce- dures, that incrementally transform operation of the national airspace and airport system. In addition, this chapter describes six near-term NextGen technologies that are part of the programs and portfo- lios. Each of these technologies is an important part of NextGen capabilities infrastructure, and is often discussed in isolation. This presentation identifies key aspects of each major NextGen program, portfolio, or technology: What the names of the NextGen programs are. Why a particular program is being undertaken, such as what it fixes or improves. How the program is being implemented, in terms of procedures and equipment. Who is implementing it, and whom it will affect? Where any physical equipment will be installed, where procedures will be changed, and which airports will be affected. When the program will be implemented, and separately, when airports will notice an impact or when action will be required. The time frames are near term (2015–2018), midterm (2019–2022), and far term (2022 onward). When available, the exact schedule is reproduced. The tables also identify the effect on airports, actions that airports can take, whether it belongs to a NextGen prioritized major program, and where to find more information.

NextGen Programs and Portfolios | 23 The chapter includes fact sheets on the following programs, portfolios, and technologies: NextGen programs: – ADS-B Out. – DataComm. – ERAM. – Terminal Automation Modernization and Replacement (TAMR). – SWIM. – NAS Voice System (NVS). NextGen portfolios: – Improved Surface Operations. – Improved Approaches and Low-Visibility Operations. – Improved MRO. § 1: Closely Spaced Parallel Runways Procedures. § 2: Wake Turbulence Mitigations. – PBN. – Time-Based Flow management (TBFM). – Collaborative Air Traffic Management. – Separation Management. § 1: Wake RECAT. § 2: Oceanic In-Trail Procedure. – On-Demand NAS Information. – Environment and Energy. – System Safety Management. – NAS Infrastructure. Related technologies: – Cockpit Display of Traffic Information (CDTI). – WAAS. – GBAS. – WAM. – Flight-Deck Interval Management (FIM). – Surface Management. – Airport Geographical Information System (GIS).

24 | RESOURCES FOR AIRPORTS What Automatic Dependent Surveillance-Broadcast Out (ADS-B Out) Why ADS-B Out is the NextGen surveillance component that requires aircraft to broadcast identity, position, and velocity, and other data that are picked up by ground stations and transmitted to controllers. ADS-B Out 1-sec update-rate and GPS-based flight data are major improvement over radar. Also, ADS-B provides essentially universal geographic coverage and provides a major surveillance improvement in areas where radar coverage is spotty or non-existent. How ADS-B Out consists of aircraft broadcasting their GPS-based position and speed, along with barometric altitude and aircraft ID, every 1–2 seconds. This provides higher accuracy, broader geographic coverage, and higher update rates than current radar surveillance. ADS-B Out equipment has aircraft and ground infrastructure components. Who Commercial jetliners must carry ADS-B Out–capable Mode S transponders to transmit their position. A lower-cost universal access transceiver (UAT) radio is available to GA aircraft. Where Ground-based ADS-B is in place throughout the United States and the Gulf of Mexico. When Ground-based ADS-B Out equipment is in place now. The FAA has mandated that all aircraft operating in controlled airspace must have ADS-B Out by January 1, 2020. Effect on Airport ADS-B Out can potentially provide data for ground tracking surveillance at airports not having ASDE-X, and increased instrument capacity at airports without radar coverage. ADS-B Out should be able to provide high update- rate precision surveillance to support instrument approaches to closely spaced parallel runways. Action Needed by Airport No action is needed by airports for installation, but equipage of ground vehicles with ADS-B Out is available for improved safety benefits. An FAA contract is in place to install nationwide transceivers and repeaters to share information across the several channels that ADS-B uses. Priority Area PBN More Info NextGen_ADS-B (http://www.faa.gov/nextgen/programs/adsb/) 14 CFR 91.225 ADS-B Out Equipment and Use and 14 CFR 91.227 ADS-B Out Performance Requirements both at Federal_Law (http://www.ecfr.gov/cgi-bin/text-idx?SID=adcd42bf1eae841 7436c765b02aae2f8&mc=true&tpl=/ecfrbrowse/Title14/14tab_02.tpl)

NextGen Programs and Portfolios | 25 What Data Communications (Data Comm) Why Data Comm is the NextGen communications component that enables controllers and pilots to communicate with text messages, rather than rely solely on voice communications. This will result in fewer errors (read- back, for example) and greater safety, particularly for complex ground taxi instructions and flight rerouting. It also provides another way for controllers to communicate when the voice channel is crowded. How Also known as controller-pilot data link communications (CPDLC), the first application is airport data link delivery of surface departure clearances (DCLs), which is being tested at the Memphis (MEM) and Newark (EWR) airports. Other near-term applications are (1) flight rerouting negotiation and (2) traffic information service, in which aircraft can see other aircraft on a radar-like display in the cockpit. Who Data Comm and CPDLC require digital radios, associated communications control avionics and data displays that typically exist only on air carrier and high-end business aircraft. Where Rockwell Collins ARINC and SITA VHF ground stations cover the U.S. fairly well. FAA CPDLC equipment is installed on an airport-by-airport basis. When Pre-departure clearance and traffic information service for pilots are scheduled for the near term (2016 at 56 airports); the en route data link is slated for the far term. Effect on Airport In the near term, gate agents and ramp towers will communicate with an aircraft with a text message. (Radio frequency interference concerns are similar to the current ones, as these are not new band channels.) This improves efficiency in airport taxi by reducing controller voice workload. In the midterm, this could reduce workload for gate staffing. In the far term, Data Comm is one of several technologies that will improve on-time schedule reliability, especially during weather events. Action Needed by Airport Aircraft at the gate must be able to communicate with ATC; communications links that are lacking may need to be installed. Priority Area Data Comm More Info FAA_DataComm (http://www.faa.gov/about/office_org/ headquarters_offices/ato/service_units/techops/atc_comms_services/ datacomm/)

26 | RESOURCES FOR AIRPORTS What En Route Automation Modernization (ERAM) Why Host computers could accept only radar surveillance data; moving to satellite-based position reports requires a replacement. How This program is the replacement for the host computer. ERAM is in place in all continental en route traffic control centers. It is required to enable ADS-B, SWIM, and Data Comm. Who This is the largest project the FAA has undertaken in air traffic automation in recent decades and is the “infrastructure” of NextGen. Where New equipment has been installed in en route ATC facilities. When ERAM is near term. Effect on Airport Although airports are not directly affected, everything in NextGen depends on ERAM as a first step. Action Needed by Airport Airport managers should keep abreast of any developments because ERAM full functionality and completion precedes most other NextGen initiatives. As of May 2015, ERAM is fully functional at every en route center in the contiguous states. Priority Area PBN More Info FAA_ERAM (http://www.faa.gov/air_traffic/technology/eram/)

NextGen Programs and Portfolios | 27 What Terminal Automation Modernization and Replacement (TAMR) Why Use of updated common terminal automation computers and displays is required to meet core NextGen capabilities. How TAMR converts terminal ATC facilities to the STARS, enabling use of ADS-B, adding data recording, allowing individual controller preferences, and increasing reliability. Who FAA facilities are affected. Where STARS is currently at 54 facilities and is planned for 108 additional ones. When Now through 2020. Effect on Airport Although airports are not directly affected, much in NextGen depends on TAMR as an enabler. Action Needed by Airport No action is needed by airports. Priority Area PBN More Info FAA_TAMR (http://www.faa.gov\air_traffic\technology\tamr\) Old (Left) and new (right) STARS terminals. (Source: www.faa.gov/air_traffic/technology/tamr/)

28 | RESOURCES FOR AIRPORTS What System Wide Information Management (SWIM) Why SWIM transforms aeronautical, airport, and weather data, previously communicated largely by voice, into a digital repository to make them available to more people in real-time and on-demand. How SWIM is the digital data sharing backbone of NextGen. It provides secure transmission of weather, flight, airport, and aeronautical (airspace) information among NAS operators and users. With SWIM, airport-based airport surface detection equipment, Model X (ASDE-X) surveillance data ground scheduling information, and en route flight status data are available to controllers and other airports, enabling accurate information sharing of airport impacts on related airports (such as the effect of fog or snow delays at one airport on related destination or origin airports). Who System wide information is available to airports, pilots, airline operational centers, air traffic personnel, military ATC, NAV CANADA, and European airspace managers for situational awareness. Where Portals will be established, including a web-based portal. Surveillance capability surface data are available from SFO. CLE, CVG, PIT, and MCI are planned for 2015 and 2016. When Sharing ASDE-X data to SWIM subscribers has begun. Effect on Airport Airports can use data from the system wide portal to integrate with the flight information display system and provide more reliable gate departure time information to delayed passengers. Opportunities for further development (like apps that notify passengers of wait time to departure) are likely. Action Needed by Airport Airports need to investigate access to SWIM data and be cognizant of airport CDM data requirements. Priority Area CDM More Info NextGen_SWIM (http://www.faa.gov/nextgen/programs/swim/) FAA_SWIM_Products (https://www.faa.gov/nextgen/programs/swim/ products/) ASDE and ASDE-X displays, which present a situational view of all aircraft on the surface and their data tags. Photo by FAA.30 30http://lessonslearned.faa.gov/ll_main.cfm?TabID=1&LLID=55&LLTypeID=10. Accessed April 15, 2015.

NextGen Programs and Portfolios | 29 What NAS Voice System (NVS) Why Currently, each communication to other airspaces and other controllers requires phone calls on unconnected networks, so a separate phone or network is used for each type of call. Switch replacements make it easier for controllers to talk with other users, such as airport operations centers, directly. More efficient and reliable communication supports safer operations. How The NVS replaces the current independent voice switches with a unified system that will enable a controller to talk with other controllers and pilots anywhere in the NAS, using the flight telecommunications infrastructure network. Who ATC facilities will install the NVS, which may include tower communications equipment. The maintenance responsibility is not yet specified. Where NVS primarily affects ATC facilities. Towers may require fiber-optic installation if they do not already have it, which is an FAA responsibility. When The telecommunication update is ongoing; the airport impact is in the far term. Effect on Airport This change enables ATC personnel to talk to more people and may someday include airport operations centers. Action Needed by Airport No near-term action is needed. At some point, as the SWIM is implemented, airports may be responsible for providing collaborative personnel to provide ground awareness, such as better weather information, to ease national traffic planning. Priority Area CDM More Info FAA_NVS (http://www.faa.gov/nextgen/programs/nvs/)

30 | RESOURCES FOR AIRPORTS What Improved Surface Operations (Portfolio) Why Improved Surface Operations will improve safety, efficiency, and flexibility via data exchange between controllers, pilots, and air traffic managers, to support better predictions of and adjustments to departure and arrival times. There are some places on an airport surface where tower controllers do not have good visibility, and these electronic tools provide an enhancement. How ADS-B position reporting and airport surface detection equipment and radar are used to better track the position and movement of aircraft on the airport surface. This program includes an allowance for airports to equip on-surface vehicles with ADS-B Out and allows for advances from enhanced flight vision systems (EFVSs). Who ADS-B, multilateration and transponder tracking, and primary surface radar, singly or in combination, generate information that can be used to improve surface operations and reduce potential collisions. Data feeds to airports can enhance their situational awareness. Where Improved Surface Operations are recommended where surface operation conflicts are a problem, where significant areas are blocked from tower or ramp control view, and where operating in low visibility is a priority. When In the near term to midterm, airports may acquire commercial surface tracking products to enhance the surface view available from ADS-B tracking. Effect on Airport ADS-B Out equipment will be available, but is not required, for ground vehicles. If acquired, it can enable all-weather tracking of vehicles in the movement area. To enact an approved surface movement guidance and control system, some airport painting, lighting, signage, or other investments may be required. Action Needed by Airport To enable low-visibility operations, the airport must convene a surface movement guidance and control system working group of airport personnel, aircraft operators, and FAA representatives. This group will plan the operating systems and procedures for the airport. (See Advisory Circular 120-57A for a sample and guidance.) Priority Area Surface operations and information sharing More Info NextGen_Surface_Ops (http://www.faa.gov\nextgen\snapshots\ portfolios\?portfolioId=7)

NextGen Programs and Portfolios | 31 What Improved Approaches and Low-Visibility Operations Why Delays from instrument meteorological conditions, such as fog and marine layer conditions, have impacts across the country. U.S. air travel schedules are based on clear conditions, so delays can quickly become significant. These improvements reduce delays due to bad weather. More efficient descents save fuel and can reduce noise exposure. How The GBAS enhances basic GPS signals to a produce 1meter position accuracy and provide an alternative to the ILS, with less stringent siting requirements and lower maintenance. Technologies such as synthetic vision systems (SVSs) and EFVSs in the cockpit and GBASs at the airport enable arrival, departure, and taxi in low-visibility conditions. Required navigation procedures support OPDs and reduce lengthy fuel-inefficient flight at low altitudes during approach. Who Aircraft operators with proper equipment and training can serve an airport, including the taxiing process, in low visibility (such as a quarter mile), and some already do so. Aircraft vision equipment used with ILSs has enabled descent to 100 feet altitude before the runway must be acquired with natural vision. Where In the near term, ground augmentation is in place at two airports. The SLS- 4000 CAT I GBAS system is currently available for purchase and installation by airport authorities as a non-federal navigation aid. The FAA does not plan to procure any systems for airports. The FAA has a CAT III GBAS Research and Development Project underway, but it currently has no plans to develop or field any federal GBAS facilities. Several high-end GA aircraft are equipped with synthetic and enhanced vision systems. When Anyone can purchase and install an approved non-federal GBAS CAT I system now. To use it under instrument meteorological conditions (IMC), the owner must follow FAA guidance and evaluation on siting, GLS (GBAS Landing System) procedure development, installation approval, final flight inspection of the station, and each GLS procedure. After final approval, the station would be subject to annual non-federal ground inspections and periodic flight inspections just like any other NAVAID serving in the NAS. Effect on Airport One ground augmentation station can support multiple runway ends for ILS-like approaches from several approach paths. This reduces the VHF requirements and simplifies airport infrastructure. The GBAS has more flexible siting criteria, enabling it to serve runways that ILS is unable to support. It requires less frequent flight inspections than ILS. Fewer passengers are stranded in bad weather. SVSs rely on accurate airport geospatial data. Action Needed by Airport The FAA does not currently fund GBAS installations. Airports wishing to install GBAS would need to purchase an FAA approved GBAS system and pay for its installation, flight check, and maintenance costs. Priority Area Low-visibility operations More Info ACRP Report 150: NextGen for Airports, Volume 1: Understanding the Airport’s Role in Performance-Based Navigation: Resource Guide ACRP Project 03-34 FAA_SatNav (http://www.faa.gov\about\office_org\headquarters_offices\ ato\service_units\techops\navservices\gnss\library\satnav\) FAA_GBAS (http://www.faa.gov\about\office_org\headquarters_offices\ ato\service_units\techops\navservices\gnss\laas\)

32 | RESOURCES FOR AIRPORTS What Improved Multiple Runway Operations (MRO) 1: Closely Spaced Parallel Multiple Runway Procedures Why This technology allows increased radar arrival capacity on parallel runways. How Improved wake and blunder analysis for MRO improve the capacity of closely spaced parallel runways by: (1) Reducing runway centerline separation minimums for simultaneous independent and dependent (staggered) approaches and (2) Reducing aircraft stagger distance minimums for dependent approaches. The research covers both dual and triple parallel runways. Some dual runways (3,600 feet apart) can implement simultaneous independent procedures without new equipment. More closely spaced runways (>3,000 feet) need special equipment (such as high-update-rate radar or high- definition displays) to precisely track landing aircraft positions. Dependent approaches for runways <2,500 feet are approved under JO 7110.308A for specific airport and aircraft weight classes. Use of reduced separations requires pilot and air traffic controller training. Who The FAA is implementing this program through its ATC guidance. Where Every airport with parallel runways can potentially employ this technology. When Operation type Centerline separations (feet) Effective date Dependent arrivals behind large and small category aircraft <2,500 BOS, CLE, EWR, MEM, SEA, SFO, and STL included on FAA JO 7110.308 Simultaneous independent parallel operations with advanced controller monitoring displays ≥3,600 included in FAA JO 7110.65W Triple independent parallel operations with advanced controller monitoring displays ≥3,900

NextGen Programs and Portfolios | 33 When Operation type Centerline separations (feet) Effective date Dual and triple independent parallel operations with 2.5°- 3.0° offset approach for runways with advanced controller monitoring displays ≥3,000 Dependent runway stagger distance reduction from 1.5 nm to 1.0 nm ≥2,500 <3,600 Dependent runway stagger distance reduction from 2.0 nm to 1.5 nm >4,300 <7,300 Not yet approved Effect on Airport This technology significantly increases capacity in instrument meteorological conditions (IMC) by enabling simultaneous (independent) arrival operations on parallel runways that previously could only use dependent (staggered) arrival operations and the use of dependent parallel operations on closely spaced parallel runways which were previously limited in IMC to single runway operations. In conjunction with high- speed taxiways, this could increase the maximum number of operations at peak periods 1 to 4 percent during the relevant instrument conditions. Action Needed by Airport The amount of the increase depends on airport-specific layout, terrain, and other factors. A feasibility study can reveal the extent to which runway operations could be increased. Priority Area MRO More Info NextGen_MRO_priorities (http://www.faa.gov\nextgen\snapshots\ priorities\?area=mro)

34 | RESOURCES FOR AIRPORTS What Improved MRO 2: Wake Turbulence Mitigation Why Wake turbulence mitigation eliminates wake vortex separation requirements imposed by operations on one runway of a parallel pair, which impact operation on the other parallel runway, and increases departure and arrival capacity. How Wake turbulence mitigation for arrivals (WTMA) provides that operations on the upwind runways can proceed at minimum diagonal (cross- runway) radar separations instead of observing elongated cross-runway wake-vortex-driven separations. WTMA – Procedures (WTMA-P) allows dependent parallel operations on runways separated by <2,500 feet for specific airports without regard to wind. WTMD allows independent departures on an upwind runway when wind conditions ensure wakes from aircraft on the downwind runway will not affect the upwind parallel runway. Who The FAA is implementing this program through its ATC guidance. Where WTMA-P is being implemented for parallel runways with <2,500 feet of centerline separation at PHL and DTW, with ATL planned for future. WTMD was authorized for IAH, SFO, and MEM by FAA JO 7110.316, but only SFO appears to be continuing. No implementation information is available for wind-dependent WTMA. When As of October 2015, WTMD was determined to be generally not cost effective and was not being pursued. FAA JO 7110.308A, June 1, 2015, authorized WTMA-P at PHL and DTW. Effect on Airport Closer spacing may enable 1–10 percent more capacity at no additional cost, depending on the percentage of heavy aircraft traffic. Action Needed by Airport These implementations leverage previous airport analyses of layouts and operations. Departure operations require short-term wind productions and use current weather systems. Arrivals require longer-term predictions and may require additional weather equipment. Additional equipment may require electrical and communication cables. Priority Area MRO More Info https://www.faa.gov/nextgen/snapshots/priorities/?area=mro

NextGen Programs and Portfolios | 35 What Performance-Based Navigation (PBN) Why PBN allows aircraft to fly more efficient routes through a combination of area navigation, lateral navigation, and vertical navigation capabilities. Area navigation enables use of virtual waypoints. Lateral navigation enables aircraft to conform precisely to the lateral path of a flight procedure. Vertical navigation enables aircraft to (1) conform to altitude restrictions of flight procedures for precise clearance of obstacles and traffic and (2) plan and execute fuel-efficient arrival descents and departure climbs. These and other FAA NextGen initiatives—FIM, trajectory-based operations, and time-based flow management (TBFM)—enable aircraft to fly more efficient routes through a combination of closer separations enabled by self-separation, conflict-free 4D trajectory planning for smooth and direct routes, and taking advantage of time-specific arrival slots in busy airports or busy multi-airport Metroplex airspace. How PBN improves capacity and reduces fuel use by enabling more and better optimized departure, en route, and arrival routes due to improved aircraft flight precision. Changes in procedures for RNAV and RNP-equipped aircraft reap these benefits. PBN can also include RNAV or RNP-based curved precision approaches that permit reduced minimums. The FAA can implement these approaches near an airport through the Metroplex program. It can institute Metroplex under a reduced environmental review process, but these approaches have real or perceived noise impacts on the community. Who Much planning goes into new satellite-based routes around airports, from FAA flight procedures to ATO mission support. Airport personnel at large and small airports are invited to participate in planning and need to express route concerns through these venues. Where PBN Metroplex implementation is complete at Houston. It is being installed at Atlanta, Charlotte, Florida, Northern California, North Texas, Southern California, and Washington, D.C. It is under consideration at Seattle, Las Vegas, Phoenix, Minneapolis, Chicago, Cleveland/Detroit, New York, and Boston. When RNAV and RNP have already begun. Establishing new terminal approach routes using RNAV and RNP at major metropolitan areas has been accomplished at North Texas and Houston; other areas are planned for 2015–17. Effect on Airport PBN will have potential impacts on capacity, local air quality, noise impacts on the local community, aircraft operator safety, and airport operational costs. Types and degrees of impact vary by implementation, but noise impacts have caused significant public controversy at several locations. Action Needed by Airport Large and small airports must stay involved with route planning and be cognizant of the number of routes and use for airport configurations. Some noise-impacted areas will have greatly increased noise. Mitigated noise areas may need to shift, and some people may be exposed to noise for the first time. Priority Area PBN continued

36 | RESOURCES FOR AIRPORTS More Info ACRP Report 150: NextGen for Airports, Volume 1: Understanding the Airport’s Role in Performance-Based Navigation: Resource Guide ACRP Project 03-34 FAA_PBN_Progress_and_Plans (http://www.faa.gov/nextgen/update/ progress_and_plans/pbn/) PBN_Status_and_Capabilities (https://www.faa.gov/nextgen/update/ operator_investments_and_airports/operator_investments/pbn/) NextGen_Aircraft_Equipage_Levels (https://www.faa.gov/nextgen/ update/operator_investments_and_airports/operator_investments/ equipage_levels/) Metroplex sites (graphic by FAA.)

NextGen Programs and Portfolios | 37 What Time-Based Flow Management (TBFM) Why Time-based metering can provide smooth flows into the terminal area, minimizing terminal area delays and avoiding lost arrival slot opportunities. Arrival metering can potentially be integrated with departure scheduling to support efficient takeoff and merging into busy overhead airflows. Time-based interval management automation improves arrival capacity by increasing spacing precision and reducing spacing buffers. How This program includes upgrades and extensions to the current traffic management advisor (TMA) time-based metering (TBM) system. TBM capability will be enhanced with expanded TMA locations, extended range, incorporation of RNAV/RNP routes and performance, and use of improved data and automation to maximize use of departure slots in congested airspace. Interval management automation enables controllers to safely reduce spacing buffers. This change primarily adds tools to the terminal airspace to complement earlier tools in the en route space. Who Northeast and East Coast airports under a busy flow to New York (such as PHL, DTW, MDW, and CLE) have trouble with this now and will experience the benefit. Arrival TBM is anticipated as a far-term improvement. Where Installation is limited to computer equipment and displays in air control facilities. When This program will take place in the near term (2015–18). Effect on Airport This program should streamline arrival and departure flows, increasing capacity to an airport by a small percentage in visual conditions. Interval management tools can potentially support significant improvements in instrument arrival capacity. Action Needed by Airport Airports consider this when planning. Priority Area PBN More Info NextGen_TBFM (https://www.faa.gov/nextgen/snapshots/ portfolios/?portfolioId=11) NextGen_Decision_Support_Tools (https://www.faa.gov/nextgen/update/ progress_and_plans/decision_support_systems/)

38 | RESOURCES FOR AIRPORTS What Collaborative Air Traffic Management (CATM) Why Lack of coordination and data sharing between the FAA and NAS users results in inefficient traffic flow management and avoidable operator costs. Costs include delays and fuel burned when making up time on a longer route. How CATM improves NAS operating efficiency and compliance with operator preferences, especially in response to congestion and disruptions, by using up-to-date flight data and collaboration between operator flight planners and FAA traffic managers. Who Air traffic controllers, FAA traffic managers, and operators are the intended users. Operators benefit by having their preferences known. Where NAS-wide. When CATM is currently operational with increasingly better data availability. Effect on Airport CATM can improve the service of airport operators. Action Needed by Airport The FAA/Industry CDM Stakeholder Surface Team recommended improved data sharing through CDM membership for airports under a revised CDM memorandum of understanding (MOU).31 Airport data could include construction, snow removal, and, depending on gate ownership agreements, ramp management. Airports should take steps to join the CDM process (telephone calls, meetings, and data sharing), when invited, to enable shared situational awareness. Priority Area CDM More Info NextGen_CATM (http://www.faa.gov/nextgen/snapshots/ portfolios/?portfolioId=12) FAA_CATM_work_packages (http://www.faa.gov/nextgen/programs/ catmt/) 31 31Surface Team, “Airport CDM Membership and Improved Data Availability,” briefing, RTCA NAC Sub-committee Meeting, Au- gust 13, 2014.

NextGen Programs and Portfolios | 39 What Separation Management 1: Wake Recategorization (Wake RECAT) Why Because of the reduced separation requirements, more aircraft can land and depart on a runway in an hour, increasing capacity. How New studies of wake vortex hazards revealed traditional wake hazard separation standards for certain aircraft pairs to be overly conservative, and separations can be safely reduced. Separation reductions focus on Boeing 757 and heavy class aircraft, but some small-behind-heavy separations increase, and benefits depend on the airport traffic mix. Who A government-industry working group formulated the recategorization, which will be implemented by FAA through its ATC guidance. Reference JO 7110.659B, Wake Turbulence Recategorization, March 1, 2015. Where MEM was the prototype, and SDF, ATL, CLT, CVG, ORD, IAH, CVG, EWR, JFK, and LGA have also implemented it. Implementation will be extended to other airports over time. When Limited implementation will began in 2015; consult with the FAA for airport use. Effect on Airport Closer spacing may enable 1–10 percent more capacity. MEM achieved a large increase in throughput (19 percent) because it has many lighter heavy class aircraft and could reduce separations on departure. Simulation modeling is used to estimate airport throughput change. Action Needed by Airport Airports need to include Wake RECAT in planning analyses, conduct simulation as appropriate, and advocate for recategorization, working with aircraft operators, stakeholders, and the FAA. Priority Area Airport enhancement continued

40 | RESOURCES FOR AIRPORTS More Info Adapted from Table 5-5-2, JO 7110.659C, Wake Turbulence Separation on Approach Follower (nm) Leader A B C D E F A MRS 5 6 7 7 8 B MRS 3 4 5 5 7 C MRS MRS MRS 3.5 3.5 6 D MRS MRS MRS MRS MRS 4 E MRS MRS MRS MRS MRS MRS F MRS MRS MRS MRS MRS MRS Note: MRS = minimum required separation of 2.5 or 3.0 nm. Categorya Capable of an MTOW of (lb.) Wingspan length (ft.) A At least 300,000 Greater than 245 B At least 300,000 Greater than 175, less than or equal to 245 C At least 300,000 Greater than 125, less than or equal to 175 D Less than 300,000 Greater than 125, less than or equal to 175 Greater than 41,000 Greater than 90, less than or equal to 125 E Greater than 41,000 Greater than 65, less than or equal to 90 F Less than 41,000 Less than or equal to 125 Less than 15,500 Any Any powered sailplane Note: MTOW = maximum takeoff weight. a Aircraft categories A through F are defined by weight and wingspan dimensions (both dimensions must be true to fit that category). http://www.faa.gov/documentLibrary/media/Order/JO_7110_659C.pdf FAA_Wake_RECAT_Fact_Sheet (http://www.faa.gov/news/fact_sheets/ news_story.cfm?newsId=18676)

NextGen Programs and Portfolios | 41 What Separation Management 2: Oceanic In-Trail Procedure Why Because there is no radar over the ocean, aircraft are required to maintain 60 miles of separation from aircraft at a similar altitude over the ocean. Because of the limited information, aircraft have to wait to change altitude until a leader aircraft also changes altitude. ADS-B allows aircraft to see each other and change altitude without waiting for the aircraft in front of them to ascend. How The cooperative use of ADS-B between leader and follower aircraft over the ocean allows them to ascend to more efficient flight levels when they can establish no aircraft are nearby to interfere with the new altitude. Who Aircraft operators that travel over the ocean are affected. This capability uses a different radio and frequency than en route ADS-B. FANS-1A is the oceanic standard, which has been in place for years. Where No additional equipment needs to be installed. When This program will take place in the near term. Effect on Airport International traffic capacity can increase in small amounts. The primary effect is slightly more efficient fuel use by oceanic flights. More international service is possible as a result of lowering the flight operation cost. Action Needed by Airport No action needed. Priority Area PBN More Info FAA_7110.661_ADS-B_In_trail_Procedure_(ITP) (https://www.faa.gov/ regulations_policies/orders_notices/index.cfm/go/document.information/ documentID/1025688)

42 | RESOURCES FOR AIRPORTS What On-Demand NAS Information Why Critical airport information, such as NOTAMs, are not available electronically at all airports. Digitizing all airport information gives flight crews better and safer flight planning and more seamless taxiing after landing, as part of electronic flight bags. How On-demand NAS information supplies digitized data to SWIM, similar to a website for aeronautical information, on the current state of NAS airspace and airports. It includes runway closures, construction, special use airspace closure, temporary availability of special use airspace, and equipment outages. Useful for planning flights, it includes updated airport digital maps and obstacle maps. Who Airports are responsible for submitting and updating an airport layout plan to reflect the configuration of the airfield, as well as NOTAMs when operational changes occur. When new flight procedures are designed or a runway configuration changes, airports are also required to submit specific safety-critical data. Increasingly, these data are submitted in an electronic form via the FAA’s Airports GIS Program. Where This program involves all public airports. When Midterm Effect on Airport Airports may choose to invest in technologies that enable them to update NOTAMs directly from operations vehicles on the airfield. The method for transmitting and using these data is not yet defined. Action Needed by Airport Airports need to obtain an electronic map or plan to gain one through a near-term survey and improvements. They may also invest in additional technologies. The FAA site Airports_GIS (https://airports-gis.faa.gov/public/ airportsSteps.html) contains instructions for covering an electronic airport layout plan (eALP) in AIP funding. Priority Area Airport enhancement More Info NextGen_On-Demand_NAS_Info (http://www.faa.gov/nextgen/snapshots/ portfolios/?portfolioId=16)

NextGen Programs and Portfolios | 43 What Environment and Energy Why The FAA is improving fuel choices for air travel to reduce greenhouse gas emissions and the amount of lead in our environment. The FAA has chosen to bundle many of these programs under NextGen. How This program addresses aircraft noise, air quality, climate, energy, and water quality with scientific research, technology and engineering improvements, and environmental management. Who Commercial jetliners will increasingly use biofuel. Researchers funded by FAA and NASA are designing technologies to make jet engines more fuel efficient and quieter. Where Biofuel refineries are being built around the country. When they reach sufficient capacity, pipeline distributions may need to be constructed, either to connect to existing pipelines or supplement them. When Near term. FAA has a goal of production and use of 1 billion gallons of biofuel by 2018. Advanced technology engines are being added to new aircraft as manufacturers offer new aircraft types, so the entire fleet is continuously becoming quieter and more fuel efficient on average. Effect on Airport Drop-in fuels are derived from plant matter instead of petroleum reserves. Their reduced environmental footprint comes from recycling greenhouse gases instead of net release. In some cases, drop-in fuels recycle more carbon than they release. Engine technology will reduce the demand for new fuel farms. Low-lead fuels used by GA are targeted for phase-out, and a law phasing out low-lead GA fuel is likely by 2020. Action Needed by Airport Drop-in jet fuels are compatible with and designed to mix with commercial jet fuel. No emptying, cleaning, or replacement of existing fuel tank farms is required to use drop-in fuels. Certification testing standards for specific jet fuel blends containing biofuels have been released. Ground vehicles can also run on biofuel. Biofuel use by jets and ground surface equipment will generally not fix a non-attainment zone. Priority Area Energy and environment More Info NextGen_Environment_&_Energy (http://www.faa.gov/nextgen/ snapshots/portfolios/?portfolioId=15) The Voluntary Airport Low Emissions (VALE) program that supports on-airport projects, such as alternate fuel vehicles, at airports in U.S. Environmental Protection Agency non-attainment zones is not part of NextGen. For information on VALE, see FAA_VALE (http://www.faa.gov/ airports/environmental/vale/).

44 | RESOURCES FOR AIRPORTS What System Safety Management Why To ensure greater safety, FAA is creating prognostics to predict accident precursors. Use of predictive risk tools should allow FAA to target enhancement measures. How This program aims to improve safety through data collection and analysis. The primary tool is the Aviation Safety Information and Analysis System (ASIAS). Who ASIAS is a data collection and evaluation program conducted by FAA at its headquarters. Where Data on the top 50 airports are collected. When This program will take place in the near term. Effect on Airport Safety data will be collected and made available to interested stakeholders for evaluation and planning. Action Needed by Airport No action is needed by airports. More Info NextGen_System_Safety_Management (http://www.faa.gov/nextgen/ snapshots/portfolios/?portfolioId=17) FAA ASIAS: www.asias.faa.gov/pls/apex/f?p=100:1: (http://www.asias.faa. gov/pls/apex/f?p=100:1) FAA Safety Management System: NextGen_Safety (http://www.faa.gov/ nextgen/update/progress_and_plans/safety/)

NextGen Programs and Portfolios | 45 What NAS Infrastructure Why Bringing NextGen tools to fruition in the field requires study, analysis, planning, drafting of procedures, assessment, and testing. These activities also have to be funded to best implement NextGen technologies. How NAS infrastructure provides research, development, and analysis of capabilities that depend on and impact more than one NextGen portfolio. Focus areas include weather and terminal area data production and dissemination, and future ATC technologies. Who FAA is assisted by contractors and researchers, who study problems in the airspace, propose a solution, and test its effectiveness before fielding. Where All NAS airports are candidates for infrastructure improvements. This work leads to improved systems and data in the en route ATC centers and TRACON facilities. When The program will take place in the midterm and far term. Effect on Airport Research leads to programs and procedures to respond to weather and disruption, while reducing emissions and flight delay. Action Needed by Airport No action is needed by airports. More Info NextGen_NAS_Infrastructure (http://www.faa.gov/nextgen/snapshots/ portfolios/?portfolioId=14)

46 | RESOURCES FOR AIRPORTS What ADS-B In/Cockpit Display of Traffic Information (CDTI) Why ADS-B In is a capability that provides safety benefits on its own and enables airborne separation management capabilities. How ADS-B In consists of an ADS-B Mode S or UAT receiver and a CDTI. The CDTI displays ADS-B traffic information directly from other ADS-B– equipped traffic and radar data from non-ADS-B transponder-equipped aircraft transmitted by the ground-based FAA traffic information system–broadcast (TIS-B). The ground-based traffic information system– rebroadcast (TIS-R) broadcasts data from Mode A, C, and S transponder- equipped aircraft to UAT equipped aircraft, and vice versa. CDTI data can be displayed on a multifunction display with a moving map and weather data from the ground-based FAA flight information system–broadcast (FIS-B). ADS-B In enhances safety by giving pilots visibility of traffic in the air and with ADS-B–equipped surface vehicles on the ground. Regarding efficiency, pilots with CDTI can follow traffic on approach through intermittent losses in visibility, thus extending the use of visual approaches and, with additional automation, pilots can perform precision airborne merging and spacing with other traffic. Who Aircraft with Mode S or UAS ADS-B equipment aircraft can add CDTI. FIS-B data are only broadcast to UAT transceivers. Where ADS-B In can provide traffic information from ADS-B–equipped aircraft using the same radios (Mode S or UAT) without ground equipment. When ADS-B In is optional; there are no mandates for ADS-B In. Effect on Airport ADS-B In improves safety both on the surface and in the terminal airspace by providing traffic and weather information to pilots. Action Needed by Airport No action is needed by airports. Equipage of surface vehicles with ADS-B Out to enhance surface movement safety is an optional step. More Info ACRP Report 150: NextGen for Airports, Volume 1: Understanding the Airport’s Role in Performance-Based Navigation: Resource Guide (ACRP Project 03-34) NextGen_ADS-B (http://www.faa.gov/nextgen/update/ operator_investments_and_airports/operator_investments/adsb/)

NextGen Programs and Portfolios | 47 What Wide-Area Augmentation System (WAAS) Why The basic GPS/GNSS navigation accuracy is not good enough to support precision approaches. How WAAS provides corrections to GPS/GNSS data that increase accuracy from 20 meters to 1.5–2 meters, which is sufficient to enable approaches with ILS CAT I minimums. Ground stations throughout the U.S. record GPS/GNSS signals and transmit them to a central facility that processes correction data. The correction data are transmitted to satellites that broadcast them to aircraft on the GPS L1 frequency. Who Aircraft with WAAS-augmented GPS/GNSS can use LPV guidance approaches that have minimums equivalent to ILS CAT I, without an installed ILS localizer or glide slope. Where WAAS covers the entire continental U.S. including Alaska. When As of May 26, 2016, there were 3,678 LPV approaches, serving 1,790 airports, including 1,041 non-ILS airports.32 There were more than 77,500 GA aircraft equipped with WAAS.33 Effect on Airport WAAS-enabled ILS CAT I equivalent approaches significantly increase arrival capacity at non-ILS airports and runways. Action Needed by Airport No action is needed by airports. However, if a new GPS approach reduces minimums it may trigger more stringent obstacle clearance requirements, which may need to be undertaken by the airport. Priority Area PBN More Info ACRP Report 150: NextGen for Airports, Volume 4: Leveraging NextGen Spatial Data for Airports: Guidebook (ACRP Project 09-12) ACRP Report 150: NextGen for Airports, Volume 1: Understanding the Airport’s Role in Performance-Based Navigation: Resource Guide (ACRP Project 03-34) SatNav: GNSS_Library_SatNav_News (http://www.faa.gov/about/office_ org/headquarters_offices/ato/service_units/techops/navservices/gnss/ library/satnav/) WAAS: FAA_WAAS (http://www.faa.gov/about/office_org/ headquarters_offices/ato/service_units/techops/navservices/gnss/waas/) 3233 32FAA Satellite Navigation—GPS/WAAS Approaches, www.faa.gov/about/office_org/headquarters_offices/ato/service_units/ techops/navservices/gnss/approaches/. 33NextGen Performance-Based Navigation, www.faa.gov/nextgen/update/progress_and_plans/pbn/.

48 | RESOURCES FOR AIRPORTS What Ground-Based Augmentation System (GBAS) Why WAAS is not accurate enough the support ILS CAT II/III equivalent approaches. How GBAS provides corrections to GPS/GNSS data that increase accuracy. Current GBAS systems allow ILS CAT I equivalent approaches, but the research goal is to enable ILS CAT III approaches. GBAS uses three or more ground stations in the vicinity of the airport to record GPS/GNSS signals and transmit them to a central facility that processes correction data. The correction data are transmitted to aircraft by VHF radio. A single VHF can support up to 48 procedures on different runways.34 The locally generated corrections are more accurate than the broadly based WAAS corrections. Who Aircraft with GBAS-augmented GPS/GNSS can use GLS approaches without an installed ILS localizer or glide slope. Where GBAS will be most useful for airports needing ILS CAT III capability that cannot support an ILS. GBAS is also useful in areas not covered by WAAS, such as the Caribbean. When GBAS ground equipment and avionics are commercially available. Current GBAS Approach Service Type–Level C (GAST-C) supports ILS CAT I equivalent approaches, and ICAO GAST-D standards supporting CAT III equivalent approaches are expected to be finalized by 2019.35 Effect on Airport GBAS-enabled ILS CAT III equivalent approaches will significantly increase arrival capacity at non-ILS airports and runways. Action Needed by Airport Currently, all GBAS systems are non-federal, purchased by airport authorities or other private parties. The purchasers must coordinate receiver locations and other implementation details with the FAA to qualify for use of GAST approaches.36 Priority Area PBN More Info SatNav: GNSS_Library_SatNav_News (http://www.faa.gov/about/office_ org/headquarters_offices/ato/service_units/techops/navservices/gnss/ library/satnav/) GBAS: FAA_GBAS (http://www.faa.gov/about/office_org/ headquarters_offices/ato/service_units/techops/navservices/gnss/laas/) 34,35,36 34FAA, GNSS Frequently Asked Questions—GBAS, www.faa.gov/about/office_org/headquarters_offices/ato/service_units/ techops/navservices/gnss/faq/laas/. 35FAA, GNSS Frequently Asked Questions. 36FAA, GNSS Frequently Asked Questions.

NextGen Programs and Portfolios | 49 What Wide-Area Multilateration (WAM) Why WAM provides radar-like surveillance of transponder-equipped aircraft where radar coverage is not available, such as in mountainous terrain. How WAM uses multiple sensors to interrogate aircraft transponders and send the timed returns to a central processor to triangulate the position of the aircraft. In the future, ADS-B will provide similar coverage to WAM, and WAM can serve as a back-up to ADS-B. Who All aircraft with transponders can be tracked by WAM. Where WAM is beneficial for areas where terrain prohibits the use of radar. When WAM systems are currently in use at Juneau, AK, and several airports in the Colorado Rocky Mountains.37 Effect on Airport WAM in Colorado has enabled 12–17 operations per hour in bad weather compared with 4 without it. At Juneau, WAM enables use of 5-mile radar- equivalent separations through the Gastineau Channel. Action Needed by Airport Local purchase may be required. The Rocky Mountain WAM system was purchased by the State of Colorado and turned over to the FAA.38 Priority Area PBN More Info ACRP Report 150: NextGen for Airports, Volume 1: Understanding the Airport’s Role in Performance-Based Navigation: Resource Guide (ACRP Project 03-34) FAA_WAM 37,38 37FAA WAM Project, www.faa.gov/nextgen/programs/adsb/wsa/wam/. 38Ibid.

50 | RESOURCES FOR AIRPORTS What Flight-Deck Interval Management (FIM) Why Improved spacing precision and reduced controller workload will be necessary to handle increased future demands and PBN trajectory management. How FIM uses ADS-B In data from leader aircraft to accomplish precision in-trail and merge point spacing. Aircraft automation calculates speed commands to maintain controller-assigned in-trail and merging time intervals. Precision is increased due to the accuracy and low latency of ADS-B data, and controller workload is reduced because the aircraft are controlling spacing without controller speed or vectoring commands. Who FIM equipped aircraft can establish spacing on ADS-B–equipped leader aircraft. Where FIM operations would be available both en route and in the terminal area. FIM has been flight tested by NASA and UPS has used FIM procedures experimentally at Louisville. When NASA and FAA research is ongoing to develop procedures for in-trail spacing, merging, and paired approaches to closely spaced parallel runways, but no implementation dates are set. Effect on Airport FIM operations could substantially increase runway and airport arrival capacity in instrument conditions. Action Needed by Airport No action is needed by airports. More Info FAA_ADS-B (http://www.faa.gov/nextgen/update/ operator_investments_and_airports/operator_investments/adsb/)

NextGen Programs and Portfolios | 51 What Surface Management Why Queuing aircraft on taxiways to await runway departures is inefficient, wastes fuel, creates emissions, and frustrates passengers. Departure metering keeps aircraft at the gate until they can taxi unimpeded to the runway for takeoff. How Administered at the airport during runway or taxiway closures, this program uses historical data under various weather conditions to predict departure demand and determines 15-minute departure slots, 2 hours in advance. It then assigns these departure slots to aircraft operators on the basis of their scheduled number of departures. In some instances, the aircraft operator is free to assign any of its company’s flights to the departure slot. This gives the aircraft operator, ramp towers, or airport operator the tools to make key decisions on the most efficient movement of the airplanes. Who JFK provided a prototype operation. SFO and EWR are using the system to diminish queuing and congestion during runway reconstruction, on a trial basis. Variants of the concept, in which aircraft operators had more decision space about which flight would taxi, were also tested at BOS and MCO. A test is planned at LGA. Where The JFK system uses ASDE-X radar, an FAA data feed, and commercial software tools in an airport operations center. When JFK has used departure metering since 2010. SFO and EWR started in summer 2014. Effect on Airport The primary benefit is reduced time in departure queues and reduced emissions. Shorter queues may also provide more flexibility for dealing with taxi disruptions and configuration changes. Action Needed by Airport If gate space is over capacity, additional parking stands may be needed to “hold” aircraft that under today’s procedures would have pushed back and waited on the ramp and apron. The airport operators may also be directly involved in ramp management and need to add personnel and software to support coordination. Priority Area Surface operations and information sharing More Info FAA JFK: NextGen_Surface_Management_at_JFK (http://www.faa.gov/ nextgen/snapshots/stories/?slide=2)

52 | RESOURCES FOR AIRPORTS What Airport Geographical Information System (GIS) Why Accurate geophysical (aka, geospatial) data are essential for safe surface and airborne operations. Both safety-critical and non-safety-critical data are being collected in electronic databases for both current and future airport operations including those using NextGen technologies. How “Geospatial data consists of airport features such as navigational aids, taxiways, and aprons as well as potential obstacles and features of landmark value used for general orientation, including shorelines, roads, and railroads. The collection of the features must adhere to these topological and cartographic rules to ensure quality. These geospatial data features, when entered into the FAA Airport Surveying–GIS Program database, provide a foundation for GIS analysis, approach procedure design, and content to create electronic Airport Layout Plans (eALPs) and aeronautical charts.”39 Who The FAA Office of Airport Safety and Standards (AAS-1) administers the program. Airports are responsible for airport GIS development and updating. Where This program involves all public airports. When Current Effect on Airport The FAA memo, “Airports GIS Transition Policy for Non-Safety Critical Projects,” August 23, 2012, provides guidance for the provision of safety- critical data for certain new undertakings into the GIS for all airports in the NPIAS and phased incorporation of non-safety-critical data for specific airport classes in the NPIAS. Cost is recognized as a major issue, and is discussed in the accompanying ACRP Project 09-12 report: ACRP Report 150: NextGen for Airports, Volume 4: Leveraging NextGen Spatial Data for Airports: Guidebook. Action Needed by Airport Airports should develop mapping data in accordance with the requirements of the FAA’s Airports GIS Program. The Airport_GIS web links below provide information on GIS, eALP, and funding. More Info ACRP Report 150: NextGen for Airports, Volume 4: Leveraging NextGen Spatial Data for Airports: Guidebook (ACRP Project 09-12) FAA_GIS_policy_memo (http://www.faa.gov/airports/planning_capacity/ airports_gis_electronic_alp/media/airportsGISTransitionPolicy.pdf) http://www.faa.gov/airports/aip/aip_handbook/ FAA_Implementation_Guidance_for_Airports_GIS_and_eALP (http://www. faa.gov/airports/planning_capacity/airports_gis_electronic_alp/) FAA_GIS_Advisory_Circulars (http://www.faa.gov/airports/resources/ advisory_circulars/index.cfm/go/document.list/parentTopicID/187)FAA_ Airports_GIS_Survey (https://airports-gis.faa.gov/public/airportsSteps.html) FAA_Airports_GIS_Public (https://airports-gis.faa.gov/public/airportsSteps. html) FAA_GIS_Info (http://airports-gis.info/) NPIAS_airports (http://www.faa.gov/airports/planning_capacity/npias/) Part_139_airports (http://www.faa.gov/airports/airport_safety/ part139_cert/) 39 39FAA AC 150/5300-18B, Dated 5/21/2009, Section 3.1, pg 67.

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TRB's Airport Cooperative Research Program (ACRP) Report 150: NextGen for Airports, Volume 3: Resources for Airports presents an overview of the many elements of NextGen, in terms and context that are relevant, familiar, and understandable to airport operators. This guide and associated primer broadly address potential airport impacts and include background information so that airport personnel can discern which NextGen programs will impact them and how. The report includes a list of NextGen technologies and initiatives as well as a likely timeline for implementation. Appendices include a glossary of terms and a Public Information Toolkit for communicating about the NextGen initiative to the broad spectrum of external stakeholders. This Public Information Toolkit is listed below.

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