1. 1 NextGen Report Doug Arbuckle NextGen Joint Planning & Development Office 12-Nov-2008 See http://www.jpdo.govhttp://www.jpdo.gov for the latest JPDO info

2. 2 NextGen Planning Framework

3. 3 IWP Planning Data Elements

4. 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. 5 OI-bbbb OI requiring ADS-B- Out/In capability OI-dddd [102123] OI requiring ADS-B-Out only Red text outside of any box PDA notes of things needing attention Linked in IWP OI-eeee An OI needing attention Not linked in IWP v1, but linkage should be considered in a future IWP version OI-0359 2022 Self-Sep Airspace – Oceanic [2022] OI-0362 2022 Self-Sep - Self-Separation Airspace [2022] OI-cccc OI requiring ADS-B- Out/In and RNAV/RNP Bold line around an OI box indicates repetition on another chart OI-0359 should be merged with OI-0362 and given OI-0362’s name; also believe that dates should be 2025 (self-sep = deleg sep complex) Key OI-aaaa OI requiring RNAV/RNP OI-ffff OI not requiring any of RNAV/RNP or any form of ADS-B 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 [102123] indicates that the IWP shows that this OI exists in the FAA NAS architecture, with reference number “102123” 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-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

6. 6 OI-0356 Deleg Separ - Pair-wise Maneuv [2014] OI-0363 Deleg Separ - Complex Proced [2025] 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-0347 [102123] ATC Surveil Service in Non- Radar Areas (ADS-B) [2011] 20xxIOC date from IWP v1, but may be revisited in a future IWP version OI-0355 [102118] Deleg Respons for Separ [2015] OI-0359 2022 Self-Sep Airspace – Oceanic [2022] OI-0362 2022 Self-Sep - Self-Separation Airspace [2022] OI-0353 Red Oceanic Separ - Alt Chg Pair-wise Maneuv [2014] OI-0344 Red Oceanic Separ - 30-nm for Pair-wise Maneuv [2009] OI-0354 Red Oceanic Separ - Co- Alt Pair-wise Maneuv [2015] OI-0359 should be merged with OI-0362 and given OI-0362’s name; also believe dates should be 2025 (self-sep = deleg sep complex) Should be aligned with FAA NAS [102136] Separation From “Corridors” chart OI-0350 Flexible Routing [2019] OI-4502 Integ Flt Risk Mgmt and Risk Mitig - Lvl 2 Dynamic [2025] Don’t get this connection briefing note

7. 7 Arrivals OI-0338 Efficient Metroplex Merging & Spacing [2018] To “Corridors” chart OI-0326 Airborne Merg & Spac - Single R/W [2014] OI-0329 Airborne Merg & Spac w/ CDA [2015] OI-0333 [102141] Improv Ops to Closely-Spaced Parallel R/Ws [2016] OI-0316 Enhan Visual Separ for Successive Appr [2012] OI-0325 [104123] Time-Based Meter Using RNP & RNAV Route Assign [2014] OI-0334 [102141] Indep Converg Appr in IMC [2017] OI-0335 Depend Mult Appr in IMC [2017] OI-0311 [108209] Increased Capac & Effic Using RNAV & RNP [2010] OI-0330 Time-Based and Metered Routes w/ CDA [2016] OI-0331 Integ Arr/Dep & Surface Ops [2018] OI-0309 [104124] Use Optim Profile Descent [2010] To “Corridors” chart

8. 8 “Corridors” OI-0337 Flow Corrid - Level 1 Static [2017] OI-0339 Integ Arriv/Depart & Surf Traffic Mgmt for Metroplex [2022] OI-0370 Traj-Based Mgmt - Full Gate-to-Gate [2025] OI-0346 [108212] Improv Mgmt of Airspace for Special Use [2012] OI-0368 Flow Corrid - Level 2 Dynamic [2024] OI-0366 Dyn Airspace Reclass [2023] OI-0310 Improv GA Access to Traverse Term Areas [2013] OI-0355 [102118] Deleg Respons for Separation [2015] To “…Separation Services” chart OI-0307 [104122] Integ Arrival/Departure Airspace Mgmt [2015] OI-0351 [108206] Flexible Airspace Mgmt [2015] OI-0406 [105104] NAS-Wide Sector Demand Pred & Resource Planning [2019] From “Arrivals” chart

9. 9 Surface Operations & “Tower” OI-0322 Low-Visib Surface Ops [2017] OI-0340 Near-Zero-Visib Surface Ops [2025] OI-0320 [104209] Init Surface Traffic Mgmt [2012] OI-0327 Surface Mgmt - Level 3 Arrivals/Winter Ops/Runway Config [2018] OI-0321 [104207] Enhanced Surface Traffic Ops [2014] briefing note OI-0317 Near-Zero Ceil/Visib Airport Access [2020] OI-0331 Integ Arriv/Depart & Surface Ops [2018] OI-0339 Integ Arriv/Depart & Surf Traffic Mgmt for Metroplex [2022] OI-0370 Traj-Based Mgmt - Full Gate-to-Gate [2025] OI-0409 [109402] Net-Centric Virtual Facility [2018] OI-0410 Automated Virtual Towers [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-0332 Ground-Based & On- Board R/W Incursion Alerting [2016] OI-0341 Limited Simultaneous Runway Occupancy [2020] Could be aligned with FAA NAS [102409] if it were altered to included alerting

10. FAA’s Integration & Implementation Office Integrates and manages FAA work required to implement operational capabilities, including: 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 Research Technical requirements ATC equipment Aircraft avionics Airspace redesign Procedures Rulemaking Certification Operational Capabilities NextGen Integration and Implementation 10 Federal Aviation Administration Implementing NextGen

11. NextGen Integration & Implementation Ensures effective and efficient application, planning, programming, budgeting and execution of FAA’s 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 11 Federal Aviation Administration Implementing NextGen

12. 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 FAA’s NextGen Implementation Plan 12 Federal Aviation Administration Implementing NextGen

13. NextGen Implementation Timelines Portfolio – 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 13 Federal Aviation Administration Implementing NextGen

14. Initiate Trajectory Based Operations ADS-B/RNP related work only 2004 FY 2008200920112012201320102014 2025 Increase Capacity and Efficiency Using RNAV and RNP 108209 Tactical Trajectory Management 104121 2015 2016 2017 2018 Separation Management Trajectory Management Capacity Management 14 Federal Aviation Administration Implementing NextGen Use Aircraft-Provided Intent Data to Improve Conflict Resolution 102122 NextGen Oceanic Procedures 102136 Delegated Responsibility for Separation 102118 ADS-B-based Separation 102123 Oceanic In-trail Climb and Descent 102108 Reduce Horizontal Separation Standards - 3 Miles 102117

15. Increase Flexibility in the Terminal Environment ADS-B/RNP related work only 2004 2008200920112012201320102014 2025 Provide Full Surface Situation Information 102406 Use Optimized Profile Descent 104124 GBAS Precision Approaches 107107 ADS-B Services to Secondary Airports 102138 Provide Situation to Pilots, Service Providers and Vehicle Operators for All Weather Operations 102409 20152016 2017 2018 Expanded Traffic Advisory Services Using Digital Traffic Data (Nationwide) 103206 FY RNP Public SAAAR Approaches 2550 (OEP ILS runways) (139 ILS runways) T Routes/ GPS MEAs RNAV SIDs and STARs 50 Separation Management Trajectory Management Capacity Management Flight and State Data Management Enhanced Surface Traffic Operations 104207 12 15 Federal Aviation Administration Implementing NextGen

16. Increase Arrivals/Departures at High Density Airports ADS-B/RNP related work only 20042005 2008200920112012201320102014 2025 Use Aircraft-Provided Intent Data to Improve Flow and Conflict Resolution 102139 Full Surface Traffic Management with Conformance Monitoring 104206 Time Based Metering Using RNAV and RNP Route Assignments 104123 Improved Operations to Closely Spaced Parallel Runways 102141 Northern California 3 Tier Airspace Chicago Airspace NY/NJ/PHL Metro Area Airspace Implement ASDE-X CAVS at Louisville 2015201620172018 FY Initial Surface Traffic Management 104209 Separation Management Trajectory Management Capacity Management Implement En Route Time Based Metering Procedures 16 Federal Aviation Administration Implementing NextGen Delegated Responsibility for Separation 102118

17. 17 References JPDO’s Concept of Operations, Enterprise Architecture, and IWP http://www.jpdo.gov/ FAA’s NextGen Implementation Plan http://www.faa.gov/nextgen FAA’s Enterprise Architecture http://www.nas-architecture.faa.gov/nas/ Questions?

18. 18 FAA NAS OI ’ s 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. 19 FAA NAS OI ’ s 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-Broadcast (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 aircraft’s 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. 20 FAA NAS OI ’ s 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. 21 FAA NAS OI ’ s 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. 22 OI ’ s 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. 23 OI ’ s 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. 24 OI ’ s 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.