NextGen: The Next Generation Air Transportation System

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NextGenThe Next Generation Air Transportation
System
Barry Scott, Director Research and Technology
Development Office NextGen and Operations
Planning Service Air Traffic Organization Federal
Aviation Administration August 26, 2008 AAAE/
ITSA Intelligent Transportation Systems
Conference Los Angeles, CA
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The NextGen Vision
A system that is based on satellite navigation
and control, digital non-voice communication and
advanced networking, and a sharing of decision
making between the ground and the cockpit.
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NextGen is

• Reduction of delays and system gridlock
• Integration of weather information into decision
  support tools to reduce weather-related delays
• Reduced adverse impacts to environment
• Reduced fuel consumption
• Precise trajectory-based operations
• Network-enabled real-time information access by
  air traffic control and system users
• Moving more and varied air vehicles through the
  National Airspace System.
• Moving more and happy passengers from gate to
  gate!

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NextGen What It Isnt

• NextGen is not a single project It is the
  integration of many projects, concepts, and
  technologies.
• NextGen is not a program plan It is the
  integration of many program plans to deliver new
  service capabilities to meet increasing demand.
• NextGen is not simply a new system It is the
  integration of new systems, new procedures, new
  aircraft performance capabilities, new supporting
  infrastructure and a new way to do business as
  the Air Transportation System.

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NextGen Improving Efficiency Capacity
Ground-based Navigation and Surveillance Air
Traffic Control Communications By
Voice Disconnected Information Systems Air
Traffic Control Fragmented Weather
Forecasting Airport Operations Limited By
Visibility Conditions Forensic Safety Systems
Satellite-based Navigation and Surveillance Routin
e Information Sent Digitally Information More
Readily Accessible Air Traffic Management Foreca
sts Embedded into Decisions Operations Continue
Into Lower Visibility Conditions Prognostic
Safety Systems
The transition to NextGen has already begun.
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Pillars of NextGen
Integration and Implementation
Operations Planning
J P D O
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Joint Planning Development Office

• JPDO has delivered
• Concept of Operations (ConOps)
• Enterprise Architecture (EA)
• RD Plan
• Integrated Work Plan (IWP)
• IWP represents the work that must be done by all
  JPDO partner agencies
• FAAs NextGen Implementation Plan details how the
  FAA will implement NextGen over a ten year
  planning horizon
• FAA budgets to this plan
• JPDO should influence the partner agencies to
  develop and budget to their own implementation
  plans

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NextGen Integration Implementation

• Effective and efficient application, planning,
  programming, budgeting and execution of FAAs
  NextGen portfolio
• Focus on near mid-term (now 2018) NextGen
  implementation
• NextGen portfolio management across FAA lines of
  business
• Service-level agreements
• Program-level agreements
• Cross-agency decision-making processes
  accountability
• Industry partnerships
• Key to successful NextGen implementation

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Legacy Operations Planning Organization

• RD to support NextGen
• Human Factors
• Wake Turbulence
• Environment
• Aviation Safety
• Weather
• Advanced Technology Development Prototyping
• Integrated Test Bed
• Pilot Projects
• Demonstrations
• Pre-implementation

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Legacy Operations Planning Organization

• Aviation Weather for NextGen
• Legacy weather programs
• NextGen Network Enabled Weather (NNEW)
• Interagency cooperation via JPDO Wx Working Group
• Systems Engineering support
• National Airspace System (NAS) Enterprise
  Architecture
• NextGen Modeling Simulation
• Systems Test Evaluation

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Research Facilities Partnerships
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NextGen II Domains

• Airport Development
• New concrete
• Focus on OEP 35 airports
• Adds 15 metropolitan regions
• Aircraft Operator Requirements
• New Avionics
• Determines requirements that will enable NextGen
  capabilities
• Air Traffic Operations
• Transformational programs and capabilities
• Integrated cross-agency activities produce
  solutions to support JPDO vision

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Fire Safety
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Propulsion and Fuel Systems
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Atmospheric Hazards
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Aging Aircraft
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Aircraft Catastrophic Failure Prevention
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Operation of New Large Aircraft
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Operation of NLA
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NLA Access
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Fire Research Mock-up Section
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Phase of Flight - Surface

• Technologies
• ASDE-X
• LCGS
• ADS-B
• RWSL
• Information Sharing
• Surface data to support surface taxi operations
• Surface data to support accurate demand forecast

Runway Status Lights
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Phase of Flight - Departure

• Procedures
• Wind Based Wake Procedures
• WTMD
• RNAV Departures
• Initial Surface Traffic Management
• Sequenced departures
• Expanded use of terminal procedures and
  separation standards
• Technologies
• Data Communication

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Phase of Flight - Approach

• Procedures
• RNAV Approaches
• GBAS Precision Approaches
• Continuous Descent Arrivals
• RNP Public SAAAR Approaches
• 3 Dimensional Path Arrival Management
• Technologies
• GBAS
• Time Based Metering
• ADS-B
• ASDE-X

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The Challenge of Controlled Descent
Continuous Descent Arrivals (CDA)

• Use RNAV/RNP arrivals with optimized vertical
  profile
• Benefit to airlines 200 400 LBS of fuel per
  arrival
• Benefit to airports reduced emissions and
  reduced noise

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Airport MarkingsEnhanced Taxiway Centerline
The enhanced taxiway centerline marking begins
150 feet prior to holding position markings and
must be installed at all holding positions for
runways on the entire airport.
http//www.faa.gov/airports_airtraffic/airports/ai
rport_safety/signs_marking/
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Runway Status Lights (RWSL) Configurations
Runway Entrance Lights (RELs)
Takeoff Hold Lights (THLs)
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RWSL Runway Entrance Lights (RELs)
Alternating Yellow and Green

Old Standard
New Standard
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RWSL Take-Off Hold Lights (THLs)
Alternating Yellow and Green

Old Standard
New Standard
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Successful EMAS Capture
EMAS capture of a Falcon 900 at Greenville
Downtown Airport, SC July 17, 2006
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NAPTF Test Vehicle
Instrumented Test Track at the NAPTF, FAA
Technical Center
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Wildlife Hazard Mitigation
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FOD Detection Radar another promising
innovation.
Stratech
QinetiQ
XSight
Trex FOD Finder
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Integration Deploying good ideas across the
aviation enterprise.
Thermoplastic Marking
Standard Marking
Partnering with USDA, Embry-Riddle, Smithsonian
Institute, Univ. of Illinois Port of NY / NJ on
bird detection, mitigation and prediction and an
on-line Wildlife Strike Database.
Remote Airfield Lighting GA airports with
limited or no airfield lighting (teaming w/
Rensselaer Polytechnic Institute).
Install 4 corner lights Green, Battery Powered,
plus Edge Markers Retro-Reflective (unpowered)
at 500 foot spacing - White -
Yellow for Mid-Point Marker - Permanent
Installation (covered when not in use)
Positioned on request and removed after operation
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2025
14 airports that need additional capacity
After Planned Improvements

• ATL
• EWR
• FLL
• JFK
• LAS
• LGA

• LGB
• MDW
• OAK
• PHL
• PHX
• SAN

• SFO
• SNA

8 metro areas that need additional capacity
Atlanta Las Vegas Los Angeles New
York Philadelphia Phoenix San Diego San Francisco

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2025
27 airports that need additional capacity
If Planned Improvements Do Not Occur

• ATL
• BOS
• CLT
• EWR
• FLL
• HOU
• IAD
• IAH
• JFK

• LAS
• LAX
• LGA
• LGB
• MDW
• MSP
• OAK
• ORD
• PBI

• PHL
• PHX
• PVD
• SAN
• SAT
• SEA
• SFO
• TUS
• SNA

15 metro areas that need additional capacity
ATL CLT ORD HOU LAS LAX MSP
NY PHL PHX SEA SAN SFO SFLA
DC
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OEP/NextGen 2025 Metro Areas
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Airport Development - Runway Projects
Generalized Schedule, 10-15 years
Design
Construction
Planning
Support/Opposition
Environmental
3-5 years
2-3 years
2 years
2-3 years
1-2 years
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BUILDING CAPACITY FOR THE FUTURENew Runways at
Major U.S. Airports (13 recently opened)
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BUILDING CAPACITY FOR THE FUTURENew Runways at
Major U.S. Airports (6 under construction)
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BUILDING CAPACITY FOR THE FUTUREPlanning and
Environmental
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BUILDING CAPACITY FOR THE FUTUREPlanning and
Environmental
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Source Concept adapted from Figure 15 - JFK
Airport Layout with proposed new parallel runway,
Increasing Airport Capacity Without
Increasing Airport Size, Viggo Butler, Reason
Foundation Policy Study 368, March 2008
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Key Lessons Learned - FACT 2 Next Steps

• Most of the 14 airports agree that regional
  solutions (e.g. greater use of secondary
  commercial service airports within the metro
  area) must be pursued.
• Multi-modal solutions would benefit most of the
  14 airports (e.g. regional rail links in Southern
  Cal, high-speed rail between North and Southern
  Cal, and transit connections between McCarran and
  Ivanpah).
• Most of the 14 airports have studied, or are
  reconsidering, new runways. However, local
  sensitivities may constrain review and
  progression of such options.
• Closely spaced parallels on existing airport
  property could reduce local sensitivities and
  provide additional capacity at several airports.
• Additional terminal area airspace capacity is
  critical to future runway capacity at most of the
  14 airports.
• Additional taxiway capacity and improved ramp
  circulation is needed at most of the 14 airports
  to take advantage of maximum runway capacity.
• Additional gates will be needed at most of the 14
  airports to take advantage of maximum runway
  capacity.
• Relaxation/reduction of runway occupancy
  requirements is widely supported but the ability
  to implement is questioned by most of the 14
  airports.
• NextGen is strongly supported by the airports but
  benefits will vary.

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Airport Planning

• How will airport planning be impacted by
  NextGen?
• Modified planning process (dynamic, agile,
  flexible).
• Shorter forecast horizons consistent with
  shifting trends.
• Increased focus on metro and regional aviation
  system planning.
• Increased concentration on short-term solutions
  (technology and operational procedures).
• Better integration with beyond the fence issues
  (land use and transportation).
• More tools to assess uncertainty and risk.
• Greater reliance on position analysis and
  strategy for effective infrastructure investment
  decision-making.

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Airport of the Future Perspective

• Airspace
• Technology (ADS-B, satellite-based navigation,
  RNAV, RNP, CDA)
• Procedures (reduced separation standards)
• Airfield
• Technology (ASDE-X, satellite-based navigation)
• Enhanced communications and integrated weather
  information
• Standards and design modifications (closely
  spaced parallel runways)
• Terminal
• Seamless layered adaptive security screening
  (biometrics)
• Automated concessions
• Terminals w/flexible design
• Landside
• Enhanced multi-modal/Intermodal access and
  connectivity
• Metro Area/Region
• Integrated multi-modal regional planning (land
  use, zoning and transportation)
• Use of metro area secondary, GA/reliever and
  former military airfields