Critical Interagency Focus Areas and FY10 Budget

1
NextGen Report
Doug Arbuckle NextGen Joint Planning
Development Office 12-Nov-2008
See http//www.jpdo.gov for the latest JPDO info
2
NextGen Planning Framework
3
IWP Planning Data Elements
4
OIs, Enablers Disclaimers

• Operational Improvements (OIs) are planning
  elements that describe results of initial
  realization of a specific NextGen operating
  capability or an improved level of performance at
  a defined time
• Enablers are planning elements that describe
  results of initial realization of a functional
  component of NextGen such as PNT systems
• IWP contains more Enablers than can be
  conveniently presented in any 30 min briefing
• Following 5 charts focus on OI groups or
  pathways for ADS-B RNP applications

5
Key
Note titles on the following four charts are
not explicit structure from the IWP -- it is the
inferred structure from the OI interdependencies
and for chart readability
OI-aaaa OI requiring RNAV/RNP
Linked in IWP
Not linked in IWP v1, but linkage should be
considered in a future IWP version
OI-bbbb OI requiring ADS-B-Out/In capability
Bold line around an OI box indicates repetition
on another chart
Red text outside of any box PDA notes of things
needing attention
OI-cccc OI requiring ADS-B-Out/In and
RNAV/RNP ltbriefer notegt
OI-ffff OI not requiring any of RNAV/RNP or any
form of ADS-B
102123 indicates that the IWP shows that this
OI exists in the FAA NAS architecture, with
reference number 102123
OI-dddd 102123 OI requiring ADS-B-Out only
102123 indicates that this OI exists in the FAA
NAS architecture, with reference number 102123,
but is not referenced by IWP
OI-dddd 102123 OI requiring ADS-B-Out only
OI-0359 should be merged with OI-0362 and given
OI-0362s name also believe that dates should be
2025(self-sep deleg sep complex)
Magenta box border indicates that OI used to
exist, but was removed from IWP v1 other color
box border indicates that the OI exists in IWP
v1, but links to/from other OIs need attention
OI-eeee An OI needing attention
6
Separation
OI-0353 Red Oceanic Separ - Alt Chg Pair-wise
Maneuv 2014
OI-0359 should be merged with OI-0362 and given
OI-0362s name also believe dates should be
2025(self-sep deleg sep complex) Should be
aligned with FAA NAS 102136
OI-0344 Red Oceanic Separ - 30-nm for Pair-wise
Maneuv 2009 ltpresupposes ADS-C, but could be
ADS-Bgt
OI-0354 Red Oceanic Separ - Co-Alt Pair-wise
Maneuv 2015
OI-0347 102123 ATC Surveil Service in Non-Radar
Areas (ADS-B) 2011
OI-0356 Deleg Separ - Pair-wise Maneuv 2014
OI-0363 Deleg Separ - Complex Proced 2025
OI-0355 102118 Deleg Respons for Separ 2015
From Corridors chart
OI-0348 Red Separ - High Density Term, Less than
3-nm 2025
OI-0343 102117 Red Separ - High Density En
Route, 3-nm 2019
OI-4502 Integ Flt Risk Mgmt and Risk Mitig - Lvl
2 Dynamic 2025
OI-0350 Flexible Routing 2019
20xx IOC date from IWP v1, but may be revisited
in a future IWP version
Dont get this connection
lttextgt briefing note
7
Arrivals
OI-0311 108209 Increased Capac Effic Using
RNAV RNP 2010
OI-0330 Time-Based and Metered Routes w/ CDA
2016
OI-0325 104123 Time-Based Meter Using RNP
RNAV Route Assign 2014
OI-0331 Integ Arr/Dep Surface Ops 2018
OI-0309 104124 Use Optim Profile Descent 2010
OI-0329 Airborne Merg Spac w/ CDA 2015
OI-0326 Airborne Merg Spac - Single R/W 2014
OI-0333 102141 Improv Ops to Closely-Spaced
Parallel R/Ws 2016
OI-0316 Enhan Visual Separ for Successive Appr
2012
OI-0338 Efficient Metroplex Merging Spacing
2018
OI-0335 Depend Mult Appr in IMC 2017
To Corridors chart
To Corridors chart
OI-0334 102141 Indep Converg Appr in IMC 2017
8
Corridors
OI-0310 Improv GA Access to Traverse Term Areas
2013
From Arrivals chart
To Separation Services chart
OI-0339 Integ Arriv/Depart Surf Traffic Mgmt
for Metroplex 2022
OI-0370 Traj-Based Mgmt - Full Gate-to-Gate
2025
OI-0355 102118 Deleg Respons for Separation
2015
From Arrivals chart
OI-0337 Flow Corrid - Level 1 Static 2017
OI-0346 108212 Improv Mgmt of Airspace for
Special Use 2012
OI-0368 Flow Corrid - Level 2 Dynamic 2024
OI-0351 108206 Flexible Airspace Mgmt 2015
OI-0366 Dyn Airspace Reclass 2023
OI-0307 104122 Integ Arrival/Departure Airspace
Mgmt 2015
OI-0406 105104 NAS-Wide Sector Demand Pred
Resource Planning 2019
9
Surface Operations Tower
OI-0341 Limited Simultaneous Runway Occupancy
2020
Believe that there should be links between some
of the OIs on this chart and OI-0409/-0410
OI-0381 107107 GBAS Precision Approaches 2017
OI-0317 Near-Zero Ceil/Visib Airport Access
2020
OI-0322 Low-Visib Surface Ops 2017 ltADS-B/CDTIgt
OI-0320 104209 Init Surface Traffic Mgmt 2012
OI-0340 Near-Zero-Visib Surface Ops 2025
OI-0327 Surface Mgmt - Level 3 Arrivals/Winter
Ops/Runway Config 2018
OI-0321 104207 Enhanced Surface Traffic Ops
2014
OI-0370 Traj-Based Mgmt - Full Gate-to-Gate
2025
OI-0331 Integ Arriv/Depart Surface Ops 2018
OI-0332 Ground-Based On-Board R/W Incursion
Alerting 2016
OI-0339 Integ Arriv/Depart Surf Traffic Mgmt
for Metroplex 2022
OI-0409 109402 Net-Centric Virtual Facility
2018
Could be aligned with FAA NAS 102409 if it were
altered to included alerting
OI-0410 Automated Virtual Towers 2020 ltADS-B-In
capability neededgt
lttextgt briefing note
10
NextGen Integration and Implementation
Joint Planning and Development Office
(JPDO) Coordinates across US Government,
addressing cross-agency needs, issues, and
concerns Includes system users and
manufacturers Nine Government/Industry working
groups Define NextGen Vision and Concept of
Operations for 2025

• FAAs Integration Implementation Office
• Integrates and manages FAA work required to
  implement operational capabilities, including

• Research
• Technical requirements
• ATC equipment
• Aircraft avionics

• Airspace redesign
• Procedures
• Rulemaking
• Certification

Operational Capabilities
Implementing NextGen
10
10
11
NextGen Integration Implementation

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

Implementing NextGen
11
11
12
FAAs NextGen Implementation Plan
Our focus is on integration and execution

• Airport Development
• OEP Airports
• OEP Metro Areas
• Air Traffic Operations
• Initiate Trajectory-based Operations
• Increase Arrivals and Departures at High
  Density Airports
• Increase Flexibility in the Terminal
  Environment
• Improve Collaborative Air Traffic Management
• Reduce Weather Impact
• Improve Safety, Security and Environmental
  Performance
• Transform Facilities
• Aircraft Operator Requirements
• Avionics

Implementing NextGen
12
12
13
NextGen Implementation TimelinesPortfolio
Operational Level Descriptions

• Separation Management
• Separation between aircraft, airspace and
  terrain
• Conflict Management
• Trajectory Management
• Provide the most efficient flow of
  aircraft
• Traffic Synchronization
• Flow Contingency Management
• Manage demand with flow exceed capacity
  (Strategic Flow)
• Demand Capacity Balancing
• Capacity Management
• Airspace Design and Management
• Airspace Organization and Management
• Flight and State Data
• Safe and Efficient Flight Planning and
  Execution
• Information Management

Implementing NextGen
13
13
14
Initiate Trajectory Based OperationsADS-B/RNP
related work only
FY
2008
2009
2011
2012
2013
2010
2014
2015
2016
2018
2025
2017
2004
Delegated Responsibility for Separation 102118
Tactical Trajectory Management 104121
Oceanic In-trail Climb and Descent 102108
ADS-B-based Separation 102123
Reduce Horizontal Separation Standards - 3 Miles
102117
NextGen Oceanic Procedures 102136
Separation Management
Use Aircraft-Provided Intent Data to Improve
Conflict Resolution 102122
Trajectory Management
Increase Capacity and Efficiency Using RNAV and
RNP 108209
Capacity Management
Implementing NextGen
14
14
15
Increase Flexibility in the Terminal
EnvironmentADS-B/RNP related work only
2004
2008
2009
2011
2012
2013
2010
2014
2015
2016
2017
2018
2025
FY
Separation Management
GBAS Precision Approaches 107107
Provide Situation to Pilots, Service Providers
and Vehicle Operators for All Weather Operations
102409
ADS-B Services to Secondary Airports 102138
Trajectory Management
Use Optimized Profile Descent 104124
RNAV SIDs and STARs
Capacity Management
50
50
50
50
50
50
50
50
RNP Public SAAAR Approaches
25
50
50
50
50
50
50
50
(OEP ILS runways)
(139 ILS runways)
T Routes/ GPS MEAs
12
Provide Full Surface Situation Information 102406
Flight and State Data Management
Enhanced Surface Traffic Operations 104207
Implementing NextGen
15
15
16
Increase Arrivals/Departures at High Density
Airports ADS-B/RNP related work only
2008
2009
2011
2012
2013
2010
2014
2015
2016
2017
2018
FY
2025
2004
2005
Delegated Responsibility for Separation 102118
Improved Operations to Closely Spaced Parallel
Runways 102141
Separation Management
Trajectory Management
Initial Surface Traffic Management 104209
Time Based Metering Using RNAV and RNP Route
Assignments 104123
Implement En Route Time Based Metering Procedures
Full Surface Traffic Management with Conformance
Monitoring 104206
Use Aircraft-Provided Intent Data to Improve Flow
and Conflict Resolution 102139
Capacity Management
Implementing NextGen
16
16
17
References

• JPDOs Concept of Operations, Enterprise
  Architecture, and IWP
• http//www.jpdo.gov/
• FAAs NextGen Implementation Plan
• http//www.faa.gov/nextgen
• FAAs Enterprise Architecture
• http//www.nas-architecture.faa.gov/nas/

Questions?
18
FAA NAS OIs in Numerical Order - 1 of 4

• 102108 Oceanic In-Trail Climb and Descent
• ANSP automation enhancements will take advantage
  of improved communication, navigation, and
  surveillance coverage in the oceanic domain. When
  authorized by the controller, pilots of equipped
  aircraft use established procedures for climbs
  and descents.
• 102117 Reduce Horizontal Separation Standards -3
  Miles
• The Air Navigation Service Provider (ANSP)
  provides reduced and more efficient separation
  between aircraft where the required performance
  criteria are met, regardless of location.
  Advances in Air Navigation Service Provider
  (ANSP) surveillance and automation allow
  procedures with lowerseparation minimums to be
  used in larger areas of the airspace. This
  reduces the incidence of conflicts and increases
  the efficiency of the conflict resolution
  maneuvers.
• 102118 Delegated Responsibility for Horizontal
  Separation
• Enhanced surveillance and new procedures enable
  the ANSP to delegate aircraft-to-aircraft
  separation. Improved display avionics and
  broadcast positional data provide detailed
  traffic situational awareness to the flight deck.
  When authorized by the controller, pilots will
  implement delegated separation between equipped
  aircraft using established procedures.
• 102122 Use Aircraft Provided Intent Data to
  Improve Conflict Resolution
• Air navigation service provider (ANSP)
  automation uses aircraft position broadcast
  reports, velocity, and both short- and long-term
  intent data to provide tactical and strategic
  separation services and more efficient flows.
  Aircraft exchange of short-term intent data
  enables aircraft-to-aircraft delegated separation
  authority when operationally advantageous.
• 102123 ADS-B Separation
• The air navigation service provider (ANSP)
  automation uses aircraft dependent surveillance
  broadcast in non-radar airspace to provide
  reduced separation and flight following. Improved
  surveillance enables ANSP to use radar-like
  separation standards and services.

19
FAA NAS OIs in Numerical Order - 2 of 4

• 102136 NextGen Oceanic Procedures
• Enhanced communication, surveillance, and flight
  deck avionics capabilities enable reduced oceanic
  separation minima when operationally advantageous
  and aircraft meet required total system
  performance requirements. Data communications
  between aircraft and between the aircraft and the
  air navigation service provider (ANSP) enable
  real-time control instructions by the ANSP and
  aircraft-to-aircraft delegation of separation
  authority. Accurate and immediate feedback of
  routing or altitude changes provides immediate
  acknowledgement for separation assurance,
  trajectory changes, and deviations around air
  traffic or weather.
• 102138 ADS-B Services to Secondary Airports
• Expanded Automatic Dependent Surveillance-Broadca
  st (ADS-B) coverage, combined with other radar
  sources, provides equipped aircraft with
  radar-like services to secondary airports.
  Equipped aircraft automatically receive airborne
  broadcast traffic information. Surface traffic
  information is available at select non-towered
  satellite airports.
• 102139 Use Aircraft Provided Intent Data to
  Improve Flow and Conflict Resolution
• Air navigation service provider (ANSP)
  automation uses aircraft provided short-term
  intent data (4D trajectory contracts) to improve
  modeling of conflict-free flows at high-density
  airports. Conformance monitoring tools ensure 4D
  trajectories reflect the aircrafts actual and
  intended state.
• 102141 Improved Operations to Closely Spaced
  Parallel Runways (CSPR)
• Enhanced procedures (including cockpit and
  ground improvements) enable parallel runway
  improvements, reducing impact to airport/runway
  throughput in lower visibility conditions.
• 102406 Provide Full Surface Situation Information
• Automated broadcast of aircraft and vehicle
  position to ground and aircraft sensors/receivers
  provides a digital display of the airport
  environment. Aircraft and vehicles are identified
  and tracked to provide a full comprehensive
  picture of the surface environment to ANSP,
  equipped aircraft, and flight operations centers
  (FOCs).

20
FAA NAS OIs in Numerical Order - 3 of 4

• 102409 Provide Surface Situation to Pilots,
  Service Providers and Vehicle Operators for
  All-weather Operations
• Aircraft and surface vehicle positions are
  displayed to air navigation service providers
  (ANSP) and equipped aircraft and vehicles. This
  capability increases situational awareness in
  restricted visibility conditions and provides
  more efficient surface movement.
• 103206 Expanded Traffic Advisory Services Using
  Digital Traffic Data
• Surrounding traffic information is available to
  the flight deck, including automatic dependent
  surveillance (ADS) information and the
  rebroadcast of non-transmitting targets to
  equipped aircraft. Surveillance and traffic
  broadcast services improve situational awareness
  in the cockpit with more accurate and timely
  digital traffic data provided directly to
  aircraft avionics for display to the pilot.
• 104121 Tactical Trajectory Management
• Tactical trajectory management adjusts
  individual aircraft within a flow to provide
  efficient trajectories, manage complexity, and
  ensure separation assurance. Flight deck and/or
  air navigation service provider (ANSP) automation
  resolves pair-wise conflicts. The ANSP role
  evolves into managing trajectory-based airspace
  by maintaining largely conflict-free,
  user-preferred flows. This evolution allows the
  flexibility required to maximize capacity and en
  route throughput.
• 104123 Time Based Metering Using RNAV and RNP
  Route Assignments
• RNAV, RNP, and time-based metering provide
  efficient use of runways and airspace in
  high-density airport environments. RNAV and RNP
  provide users with more efficient and consistent
  arrival and departure routings and fuel-efficient
  operations. Metering automation will manage the
  flow of aircraft to meter fixes, thus permitting
  efficient use of runways and airspace.

21
FAA NAS OIs in Numerical Order - 4 of 4

• 104206 Full Surface Traffic Management with
  Conformance Monitoring
• Improved surveillance tools for airport surface
  traffic management provide the air navigation
  service provider (ANSP), equipped aircraft, and
  airport operators the capability to predict,
  plan, and manage surface movements. Equipped
  vehicles provide surface traffic information in
  real-time to all parties of interest. A
  comprehensive view of aggregate traffic flows
  enables ANSP traffic management to project
  demand, balance runway assignments, and
  facilitate more efficient arrival and departure
  flows. Automation monitors surface operations
  conformance and updates the estimated departure
  clearance times to renegotiate the 4DT.
• 104207 Enhanced Surface Traffic Operations
• Data communication between aircraft and ANSP is
  used to exchange clearances, amendments,
  requests, and surface movement instructions. At
  specified airports, data communications is the
  principle means of communication between ANSP and
  equipped aircraft.
• 104209 Initial Surface Traffic Management
• Departures are sequenced and staged to maintain
  throughput. ANSP automation uses
  departure-scheduling tools to flow surface
  traffic at high-density airports. Automation
  provides surface sequencing and staging lists for
  departures and average departure delay (current
  and predicted).
• 107107 Ground-Based Augmentation System (GBAS)
  Precision Approaches
• Global Positioning System (GPS)/GBAS support
  precision approaches to Category I and eventually
  Category II/III minimums, for properly equipped
  runways and aircraft. GBAS can support approach
  minimums at airports with fewer restrictions to
  surface movement, and offers the potential for
  curved precision approaches. GBAS also can
  support high-integrity surface movement
  requirements.
• 108209 Increase Capacity and Efficiency Using
  Area Navigation (RNAV) and Required Navigation
  Performance (RNP)
• Both RNAV and RNP will enable more efficient
  aircraft trajectories. RNAV and RNP combined with
  airspace changes, increase airspace efficiency
  and capacity.

22
OIs in Numerical Order - 10 of 12

• OI-0362 Self-Separation - Self-Separation
  Airspace 2022
• In self-separation airspace, capable aircraft
  are responsible for separating themselves from
  one another, and the ANSP provides no separation
  services, enabling preferred operator routing
  with increased ANSP productivity. Research will
  determine whether the ANSP will provide any
  traffic flow management services within
  self-separation airspace. Aircraft must meet
  equipage requirements to enter self-separation
  airspace, including transmission of trajectory
  intent information through cooperative
  surveillance. Transition into self-separation
  airspace includes an explicit hand-off and
  acceptance of separation responsibility by the
  aircraft. Transition into ANSP-managed airspace
  is facilitated through assigned waypoints with
  Controlled Time of Arrivals (CTAs), allowing the
  ANSP to sequence and schedule entry into
  congested airspace, and self-separating aircraft
  are responsible for meeting assigned CTAs.
  Self-separating aircraft execute standardized
  algorithms to detect and provide resolutions to
  conflicts. Right-of-way rules determine which
  aircraft should maneuver to maintain separation
  when a conflict is predicted. Contingency
  procedures ensure safe separation in the event of
  failures and operational errors.
• OI-0363 Delegated Separation - Complex Procedures
  2025
• In ANSP-managed airspace, the ANSP delegates
  separation responsibilities to capable aircraft
  to improve operator routing, enhance operational
  efficiency, or increase ANSP productivity. This
  Operational Improvement involves more complex
  delegated separation responsibilities that may be
  supported in ANSP-managed En Route and transition
  airspace. After early concept exploration and
  feasibility research, an implementation decision
  will be made by 2015 to determine whether it is
  cost beneficial to develop additional delegated
  separation responsibilities beyond those covered
  in OI-0356 taking advantage of advanced airborne
  technologies, such as conflict detection and
  alerting.

23
OIs in Numerical Order - 11 of 12

• OI-0368 Flow Corridors - Level 2 Dynamic 2024
• High density En Route dynamic flow corridors
  accommodate separation-capable aircraft traveling
  on similar wind-efficient routes or through
  airspace restricted by convective weather cells,
  Special Use Airspace (SUA), or overall
  congestion. Dynamic high density flow corridors
  are defined daily and shifted throughout the
  flight day to avoid severe weather regions and
  airspace restrictions (e.g., SUA) or take
  advantage of favorable winds. Dynamic corridor
  entry and exit points are also defined. This
  extends static flow corridor technology (see
  OI-0361) via dynamic airspace design capabilities
  to provide more En Route capacity to
  trajectory-based aircraft when the available
  airspace is restricted. Real-time information on
  corridor location, and logistics and procedures
  for dynamically relocating a corridor while it is
  in effect must be developed. If corridor use is
  to be widespread, techniques for merging,
  diverging, and crossing corridors may also be
  required. Implementation decision required to
  determine if this is feasible and cost effective.
• OI-0369 Trajectory-Based Mgmt - Level 4 Automated
  Negotiation/Separation Mgmt 2024
• Trajectory management is enhanced by automated
  negotiation of 4DTs between properly equipped
  aircraft and ground automation for separation
  management. All aircraft in TBO airspace must be
  equipped for this function. The ANSP Separation
  Management function is fully automated, and
  separation responsibility is delegated to
  automation. For specified operations, tasks are
  delegated to the flight crew to take advantage of
  aircraft capabilities. To manage separation, ANSP
  automation negotiates short-term, conflict-driven
  updates to the 4DT agreements with the aircraft.
  This will enable higher density of operations
  thus higher capacity as well as a decrease in
  human errors in trajectory negotiation and entry.
  This Operational Improvement requires a
  Policy/Implementation Decision to determine
  appropriate roles/responsibilities allocated
  between humans/automation and air/ground.

24
OIs in Numerical Order - 12 of 12

• OI-0370 Trajectory-Based Management - Level 5
  Full Gate-to-Gate 2025
• All aircraft operating in high density airspace
  are managed by 4DT in En Route climb, cruise,
  descent, and airport surface phases of the
  flight. This is the end state 4DT-based
  capability. This would require the ability to
  calculate, negotiate, and perform conformance
  monitoring by ANSPs including the integration of
  separation assurance and traffic management time
  constraints (e.g., runway times of arrival, gate
  times of arrival). This will be enabled by the
  trajectory exchange through electronic data
  communications, as well as many new surface
  automation and 3D (x, y, and time) trajectory
  operations. In high-density or high-complexity
  airspace, precise 4DTs will be used, dramatically
  reducing the uncertainty of an aircraft's future
  flight path, in terms of predicted spatial
  position (latitude, longitude, and altitude) and
  times along points in its path. This enhances the
  capacity and throughput of the airspace to
  accommodate high levels of demand. In
  trajectory-based airspace, differing types of
  operations are conducted with performance-based
  services applied based on the anticipated traffic
  characteristics. User preferences are
  accommodated to the greatest extent possible, and
  trajectories are constrained only to the extent
  required to accommodate demand or other national
  concerns, such as security or safety.