Re-balancing NextGen to Transform the National Airspace System Ron Stroup Chief Systems Engineer Federal Aviation Administration NAS Implementation Harmonization, ANG-D3 [email protected]202 385-6721 August 15, 2013 Facilitating the evolution of ideas to operations The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
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Rebalancing NextGen to Transform the National Airspace System 08152013
Provides insights based on domain stakeholder information in an integrated portfolio to support effective decision-making in modernizing the National Airspace System
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Re-balancing NextGen to Transform the
National Airspace System
Ron StroupChief Systems EngineerFederal Aviation AdministrationNAS Implementation Harmonization, [email protected] 385-6721 August 15, 2013
Facilitating the evolution of ideas to operations
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
NextGen Challenges are not new
In the early days of High Definition (HD) television, if a consumer wanted an HD experience, he or she went out and bought an HD TV and cables. There was a noticeable improvement in image resolution relative to older models, but it was not as great as advertisers claimed. To get the full HD experience, one needs an HD receiver, an HD transmission from a local service provider, and the original programming available in HD (The HD Ecosystem).
The transformation to NextGen is analogous to the HD transformation; there are services and capabilities across the airborne, airspace, air traffic and airport domains enables by technologies, procedures, policies and systems that must be incorporated into the broader air transportation system to enable benefits.
To experience the full benefits of NextGen, all stakeholders (i.e., operators, airframe and avionics manufacturers, the Air Navigation Service Provider, and airport operators and users) need to be involved in the planning, development, and implementation phases of this transformation
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
Airports
ATC
Cross-Cutting Factors
• Environmental
• Safety
• Information Security
• Economic
• International
• Regulation
Private Sector
FAA (USG)
Local entities
Legend: Equity
Airspace
Aircraft
D
o
m
a
i
n
Enablers
• People
• Procedures
• Technology
• Data/Information
• Policy
NextGen Operations
Understanding the NAS EcosystemMeasurable
Benefits
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
Where Success Occurs
Success only
occurs here.
ANSPInfrastructure
AirplaneCapabilities
Airports Infrastructure
• There are four key questions: – Where does the air transportation
community want to go?
– What is needed to achieve the NextGen vision?
– What is there to leverage today?
– How best can NextGen capabilities be implemented?
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
Where does the Air Transportation Community want to Go?
Operational Stakeholders
Stakeholders Needs
Shared Philosophy
Stakeholder Outcomes
Airborne AirportsAir Traffic
Customer Service
System Capacity
Operational Efficiency
Better Schedule Reliability
Improved System and Airport Flow Management
Apply Preferred Trajectories Operations
Implement Mixed Performance Management (BEBS)
Reduce System Uncertainty
Maximize the total value of the NAS by exploiting stakeholder synergies to optimize the performance of the shared environment for both the “transition period” and “future state”.
Low Visibility Taxi, Takeoff, Landing
RNAV/RNP Approaches
RNAV Routes
RNAV SIDS & STAR’s
Sequencing, Merging, Spacing
CSPO Arrivals & Departures
System Safety
Improve System Safety
OPD’s
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
What is needed to achieve the NextGen Vision?
Strategy: Leverage existing capabilities to support user-defined NextGen operations to enable users to accrue benefits today, while providing a systemic pathway to transform the NAS and capture greater benefits tomorrow
Ideas to Operations Analysis:1) Define terms for common reference, then conducting an assessment of the
operations NAS users identified during outreach activities.2) Evaluated each operational instantiation to define the trade space for each
operation, for the purpose of identifying opportunities to leverage existing equipage and emerging technologies.
3) Map the operations to supporting domain capabilities and enabling elements.4) Conducted a gap analysis to compare what we have with what we need with
regard to equipment, capabilities, technologies, procedures, regulations and training
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
What is there too Leverage Today?
The Gap Analysis allowed us to bucket the user-defined operations with evolving suites of technologies.
We were able to then develop domain (airborne, air traffic, and airport readiness sheets to begin to identify opportunities to leverage existing capabilities while deriving a pathway for the future
The next set of slides represents the domain readiness profile.
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
Legend Meaning
Fully Configured with Enablers
Partially Configured with Enablers
Not Configured with Enablers
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Fle
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The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
NA
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OPERATIONAL TIMEFRAME LEGACY NEAR EMERGING ADVANCED
NextGen Operations vs NSIP Readiness
Master DRAFT Ver 1.0
Updated: 8/6/2012
Low
Vis
ibil
ity
Tax
i R
VR
<6
00 f
t
Low
Vis
ibil
ity
Tak
eoff
RV
R >
300
ft/
75
m
Low
Vis
Ld
g at
/be
low
CA
T I
Op
tim
ize
d P
rofi
le D
esce
nt
RN
AV
SID
S
RN
AV
/RN
P R
ou
tes
RN
AV
STA
RS
RN
AV
/RN
P A
pp
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chR
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NP
Ap
pro
ach
w/
Cu
rved
Pa
th
RN
AV
/RN
P R
ou
tes
wit
h T
BC
RN
AV
/RN
P S
IDS
w/
Lat
& V
ert
Co
nst
rain
ts
OP
D w
/cu
rve
d R
NP
Pat
hs
RN
AV
STA
RS
w/
Cu
rve
d P
ath
an
d T
BC
RN
P In
de
pen
de
nt
CSP
O D
ep
artu
re <
43
00
ft
Ind
ep
en
den
t CS
PO
Ap
pro
ach
< 4
300
ft
RN
P In
de
pen
de
nt
CSP
O A
pp
< 2
500
ft
Low
Vis
Ld
g u
sin
g E
FVS/
SVS
to <
CA
T II
/III
Seq
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ce,
Me
rgin
g, a
nd
Sp
acin
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ute
Seq
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g, M
ergi
ng
, an
d S
pa
cin
g T
erm
Low
Vis
ibil
ity
Tak
eoff
RV
R <
300
ft/
75m
RN
P In
de
pen
de
nt
CSP
O D
ep
artu
re <
25
00
ft
Capability LevelOperational Improvements (OI's)CATM - 105208 - TMI with flight specific trajectories
CATM - 105302 - Continuous Flight Day Evaluaton
CATM - 101102 - Full Flight Plan Constraint Evaluation with Feedback
CATM - 108212 - Management of Special Activity Airspace
CATM - 103305 - On-Demand NAS Information
CATM - 105207 - Full Collaborative Decision Making
Notes: The NSIP Alpha, Bravo, and Charlie OI Increments were mapped to NextGen Operations based on Required Functions to support the Operations. The OI increments were then assessed to
determine if the planned capability is an Enhanced Functions vs. Required Functions for the NextGen Operations. Highlighted Boxes indicate the timeframe for delivery of a NextGen Capability linked to
the NextGen Operations.
Capability Required for Operations
TBFM WP3
Nav: GNSS, WAAS, LAAS, ILS
Enhanced Safety Systems
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
10
Air
po
rt C
ap
ab
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y R
ead
iness
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
How Best can NextGen Capabilities be implemented?
� Focus efforts on those operations that can be realized in the near to Mid-Term (Legacy and Near-Term) to provide benefits to operators- incentivizing capability maturity.� Prioritize delivery of Legacy and Near-term PBN-based operations at core locations. Supports legacy and emerging equipage.� Procedures, Airspace and technology need to be developed in a collaborative manner with full consideration of stakeholders needs (Operators/ Air Traffic/ Airports, etc.)� Plan priority delivery of OI Increments that support Legacy and Near-Term Operations� Defer initiatives that are high risk with low equipage projections and readiness (Far-Term Operations)� Identify Key Research to mature Far-Term Operations.
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
NextGen Stakeholder Trends
• Airlines have moved from an increasing market-share to a maximizing profit strategy and remain focused on reducing operating costs.
• Stakeholder reluctance to invest – uncertainty - due to rising fuel prices, emissions regulations, availability of mature technology. Industry is targeting investments with minimal dependency on other stakeholders efforts:
• OEM’s designing and building aircraft with composites that are more fuel efficient, environmentally friendly and move D-checks from every 6 yrs. to 10/12 yrs.
• Terminal upgrades, introduction of passenger entertainment (wi-fi), upgrading of overhead bins to improve customers flying experience (CY12 - $870M)
• Incorporation of blended-wing and wing-lets designs to improve fuel efficiency by 20%.• Rulemaking for runway safety zones and ICAO Emissions Framework will likely drive investments prioritization.
• Airport privatization appears to be evolving. The trend the past couple of decades has been taking on more service contracts, management contracts, and “finance-build-operate-transfer”. This will put even more pressure successfully executing a collaborative approach to NextGen as the airport business case will move away state and local set of criteria to pure privatization criteria.
• Airlines will find satellite-based in-flight entertainment appealing because they are increasingly seeking other revenue sources that will require more broadband bandwidth, including streaming videos, online shopping, booking hotels and local destination coupons. This is a potential opportunity to develop an overall NextGen information exchange concept to share much needed data/information to support emerging and advanced NextGen capabilities.
• SESAR Master Plan which was supposed to be up a running in 2020, now has a revised date of 2030. Consolidation of Functional Airspace Blocks has not been completed. The EU has announce a revised plan dubbed SESII+. Technology is devolving from the center to the edge, services are being re-validated and allocated between central and regional control as Europe recognizes technology as an enabler of capabilities to support user services and needs.
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
Deriving a Pathway Forward
• Optimize Concept – Operations centric vs capability - and technology-centric
• Define NextGen functional requirements vs improvement statements
• Across Air Transportation Ecosystem
• Leverage R&D partnerships to
mature capabilities towards vision
Vision Thread
Strategic Planning Thread
• Right size – Define Latent, Development, R&D Buckets
• Allocate Requirements
TomorrowExecution Thread: Today
• ERAM: Baseline Stabilized
• PBN: Optimize Procedures
• TBFM: Baseline Stabilized
• TAMR: Common Baseline
• Facilitate implementation of operations
at locations enabled by a suite of
capabilities across the air
transportation domainsOperations
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.
Acronyms• ANSP – Air Navigation Service Provider (Air Traffic)• ATC– Air Traffic Control• CSPO – Closely Space Parallel runway Operations• Data Comm - NextGen Data Communication• DOD – Department of Defense• ERAM – En Route Automation Modernization• FAA – Federal Aviation Administration• ICAO – International Civil Aviation Organization• NAS – National Airspace System• NextGen – Next Generation Air Transportation System• OI – Operational Improvement• OPD – Optimized Profile Descent• PBN – Performance Based Navigation• RNAV/RNP – Area Navigation/Required Navigation Performance• SID – Standard Instrument Departure • STARS – Standard Terminal Arrival Route• SWIM - System Wide Information Management• TAMR – Terminal Automation Modernization Replacement • TBFM – Trajectory-Based Flow Management
The concepts presented here are those of the author and have not been established in formalized policy. These views do not represent the official position of the FAA.