National Academies Press: OpenBook

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

Chapter: Chapter 4 NextGen Airport by Airport

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Suggested Citation:"Chapter 4 NextGen Airport by Airport." 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 4 NextGen Airport by Airport." 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 4 NextGen Airport by Airport." 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 4 NextGen Airport by Airport." 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 4 NextGen Airport by Airport." 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 4 NextGen Airport by Airport." 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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NextGen Airport by Airport4 NextGen Airport by Airport | 53 General Considerations NextGen benefits will apply differently to different airports. The applicability of NextGen tech-nologies for airports is affected by such characteristics as type of traffic, existing navigation aids, and terrain. For example, • Airports with high traffic demand can benefit from improved surface operations and data sharing and surface collaborative decision making (Surface CDM). • Airports with all levels of traffic can benefit from the ability of Data Comm to support higher depar- ture rates and the ability to recover from convective weather events. • Airports with high traffic demand that includes larger fractions of Heavy and B757 Class aircraft can benefit from the increased capacity provided by Wake RECAT. • Airports with high traffic demand and constrained departure paths can benefit from additional equivalent lateral spacing operation (ELSO)-enabled departure paths. • Airports with parallel runways having centerline separations of less than 4,300 feet can benefit from increased capacity in instrument conditions. • Airports without ILS due to economics or geographic limitations can benefit from satellite-based instrument approaches. The potential use of NextGen procedures at an airport is also dependent on the equipage of the aircraft using the airport. Table 4-1 shows the equipage levels reported on the FAA PBN website as of June 2016. Table 4-1. FAA PBN equipage levels. CURRENT EQUIPAGE LEVELS OF AVAILABLE ENABLERS Enabler Air Transport Air Taxi Helicopter RNP 4 45%*** 49%*** AAR** RNAV 1 97% 98% 67% RNAV 2 98% 98% 67% continued

54 | RESOURCES FOR AIRPORTS CURRENT EQUIPAGE LEVELS OF AVAILABLE ENABLERS Enabler Air Transport Air Taxi Helicopter RNP Approach 88% 98% 67% RNP 1 with Curved Path 59% 8% <1% VNAV 87% 30% 1% LPV Approach AAR** AAR** AAR** RNP AR Approach 62% 5% <1% ADS-B Out (rule compliant) 5% 8% 5% Airborne/Ground CDTI, ADS-B In 1% 4% 2% ITP, ADS-B In 1%*** 4%*** AAR** FANS 1/A (SATCOM) 32%*** 14%*** AAR** FANS 1/A (VDL Mode 2) 12% 2% <1% HUD/ILS 23% N/A* N/A* EFVS 1% N/A* N/A* EFB 88% N/A* N/A* *N/A means flight plan data for specific capability is unavailable. **AAR indicates additional analysis is required. ***This indicates oceanic capability and percentage represents equipage for aircraft seen operating over oceanic airspace. Source: https://www.faa.gov/nextgen/update/operator_investments_and_airports/operator_investments/equipage_levels/. Airports Near a Major Hub with Overlapping Approaches As discussed in Chapter 1, PBN RNAV/RNP can be used to develop additional arrival and departure waypoints and flight corridors, in order to de-conflict traffic to adjacent airports and increase capac- ity. This has been experienced at DFW and DAL, JFK and LGA, and ORD and MDW. The additional flight corridors enabled by ELSO have increased departure capacity at ATL. Major hubs and Metroplex airports are used primarily by commercial aviation and aircraft can be expected to be equipped, quali- fied, and motivated to use the PBN procedures, and all commercial flights are required to file instru- ment flight plans and follow instrument flight procedures. Table 4-1. Continued

NextGen Airport by Airport | 55 Airports with One or No ILS NextGen technologies can provide a range of low-visibility approaches on all runways, without the installation and recurring calibration expense of an ILS. Lights and markings may still be required. Curved RNP routes can be designed to avoid terrain obstacles and provide instrument approaches for runways that do not have sufficient straight line obstacle clearance for ILS installation. The GA aircraft that typically use the smaller airports are not as likely as commercial aircraft to be equipped to use the NextGen technologies; however, there is a trend toward WAAS equipage in the GA fleet and the ADS-B mandate will also likely increase the fraction of adequately equipped GA aircraft • LPV minimums, usually 200 or 250 feet above ground level, are typically the lowest available on a GPS approach. Other less demanding technologies have higher minimums and may only provide lateral guidance, but still provide improvements over existing procedures • GBAS is currently available for CAT I equivalent approaches; higher categories are being studied for future availability. GBAS potentially can provide ILS CAT II/III equivalent approaches at all runways of an airport. Lights and markings will still be required in accordance with FAA Order 8900.40 LNAV minimums are used to fly a series of stair steps until you reach a minimum descent altitude. They are the only straight-in GPS minimums that can be flown with a non-WAAS, approach-certified GPS. Circling minimums permit you to circle to land on any runway, except those prohibited in the chart notes. Note that as the FAA digitizes and updates its own digital obstacle database, particularly if an airport applies for a new approach, the FAA flight procedures office may require the airport to clear an obsta- cle on the approach path or mitigate its risk to the approach (e.g., displaced threshold.). AIP funding can be used to fund a survey of a known or suspected obstacle to determine whether it impinges the flight path. Airports with Multiple ILS Commercial airports that currently have multiple obstacle-free, Category II/III ILS may not be inter- ested in the curved approach benefits of RNAV/RNP and the potential low ceiling and visibility ca- pability of GBAS because they have adequate all-weather capability, but they may find GBAS-based approaches (GLS) useful back-ups to cover ILS outages. The RNAV/RNP approaches are also designed with seamless connections to the RNAV STARs. Airports with Predominantly GA Traffic GA traffic, like all traffic in the specified controlled airspace, falls under the mandate to equip with ADS-B Out. Aircraft that fly under 18,000 feet have the choice of acquiring UATs that operate at 978 40FAA Order 8900.1, Flight Standards Information Management System, Volume 4, Chapter 2, Section 7, 4-337B.

56 | RESOURCES FOR AIRPORTS MHz or a Mode S that operates at 1,090 MHz. On January 1, 2020, aircraft without ADS-B Out equi- page will not have access to most controlled airspace. Aircraft that also install the receiving capability (ADS-B In) can receive traffic awareness from TIS-B and weather information maps from FIS-B. TIS-B and FIS-B services are available across most of the U.S. The ADS-B In avionics needed to provide TIS-B traffic awareness capability cost less than other traffic awareness systems available. In addition, the use of FIS-B weather data involves no monthly subscrip- tion fee. For some GA operators, the ability to receive free traffic and weather information is a welcome change. Mixed equipage, in which some aircraft are equipped and some are not, is likely for the foreseeable future. This may be a topic of discussion at non-towered airports, with one set of pilots self-separating with heavy reliance on their traffic display, and another set self-separating using traditional methods. Airports Without Radar Surveillance These airports benefit from increased capacity due to improved surveillance. Without radar, WAM, or ADS-B surveillance, IFR traffic operates as one-on, one-off. WAM and ADS-B enable capacities close to radar-IFR levels. Installation of WAM allows controllers to guide transponder-equipped (ATC Radar Beacon System Mode C transponders or better) aircraft safely where low-lying radar coverage does not exist. Using triangulation, ATC can locate and separate aircraft, enabling approach in low ceilings, particularly in mountainous terrain where lack of radar and weather previously required greater spacing and caused long delays. WAM must be purchased by the airport, state, or local aviation authority, for integration to FAA ATC. Airports Planning Improvements In accordance with FAA guidance mentioned in previous chapters, as of FY 2015, Part 139 airports with ATC towers are required to provide GIS data for all safety-critical and non-safety-critical chang- es.41 Some airports with a high number of operations will need to file GIS information with their master plan update. Most airports will need only to file GIS information relevant to the improvement being planned, such as GIS information on the runway end being improved. GIS information in this case includes exact location of the runway end, runway threshold, centerline, and location of any obstacles on the approach path. Improved GIS information is provided to enable certain GPS-based procedures such as RNP approach- es and departures, situational awareness, digital NOTAMs for the airport digital flight bag information, and updated maps to avionics when the aircraft supports it. For example, more exact information about runway thresholds and ends allows ATO to approve tighter spacing of aircraft on approach or departure, particularly in MRO. The ACRP NextGen initiative reports listed below contain information specific to the array of airports in the NAS. 41FAA_GIS_policy_memo, and Part_139_airports.

NextGen Airport by Airport | 57 ACRP Report 150: NextGen for Airports, Volume 1: Understanding the Airport’s Role in Perfor- mance-Based Navigation: Resource Guide (ACRP Project 03-34) ACRP Report 150: NextGen for Airports, Volume 2: Engaging Airport Stakeholders: Guidebook (ACRP Project 01-28) 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 5: Airport Planning and Development (ACRP Project 03-33) Table 4-2 lists the airports and agencies surveyed as case studies in the ACRP Report 150: NextGen for Airports series, along with the type of information addressed in the survey. Table 4-2. Case study survey airports. AIRPORT CODE AIRPORT NAME GIS PBN PLANNING STAKEHOLDERS ATL Atlanta Hartsfield, GA Departure BFI Boeing Field, WA NextGen Plans DEN Denver International, CO Departure, Arrival, Approach Metroplex DFW Dallas-Ft. Worth, TX X RNAV EWR Newark, NJ GBAS HEN Henderson, NV Departure, Arrival, Approach IAH Houston International, TX Metroplex, Departure, Arrival, Approach JFK New York Kennedy, NY CDM LGA New York LaGuardia, NY TNNIS Departure BVY Beverly, MA RNAV, STARS, LPV MSP Minneapolis-St. Paul, MN Departure, Arrival PAE Paine Field, WA PBN PDX Portland, OR X ORD Chicago O’Hare, IL New Runways SEA Seattle-Tacoma, WA X Departure, Arrival, Approach PBN continued

58 | RESOURCES FOR AIRPORTS AIRPORT CODE AIRPORT NAME GIS PBN PLANNING STAKEHOLDERS SFO San Francisco International, CA SOIA SUN Friedman Memorial, ID RNP Approach CDOT, CO WAM Puget Sound, WA NextGen Eurocontrol Collaboration TXDOT, TX X Washington State, WA X Table 4-2. Continued

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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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