NextGen for Airports, Volume 5: Airport Planning and Development (2017)

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108 | AIRPORT PLANNING AND DEVELOPMENT NextGen Elements and Applicability by Airport Sizes and IssuesC The opportunities to enhance the NAS through the implementation of NextGen opera-tional improvement and technologies can vary significantly among airports, regardless of an airport’s size, role, and classification. There are numerous factors that will influ- ence the direct and indirect benefits associated with each of the various NextGen initiatives for any given airport or system of airports. Therefore, the application of NextGen technologies and operational improvements, and the resulting benefits, will be unique for each airport. Nevertheless, the opportunities to realize the benefits of NextGen at small commercial service and GA airports can be differentiated from those for large and medium airports that have a significant composition of air carrier and cargo aircraft, which is what this appendix is intend- ed to illustrate. It is important to understand that the success of NextGen at these airports is as much a func- tion of the equipage of the fleet operating at the airport as it is of the size or type of service the airport has. Any given small airport may be used by aircraft with Nav/Com capabilities ranging from minimal (no electrical system) to superior (full flat screen avionics suite). So, simply characterizing the impact of NextGen by airport size or type of service is difficult. Nevertheless, in keeping with this project’s directive to address issues at small airports, the research team has tried to generalize the issues. The following sections outline the general applicability of the various NextGen elements to airports based on airport size, although size alone is not the only criterion. While each airport’s ability to leverage NextGen operational improvements is unique, the information contained herein is intended to distinguish the NextGen initiatives that are most likely to be applied at the various airport types and sizes, based on, but not limited to, the following criteria: • Benefit/Cost—Prior to implementing any NextGen Initiative, the proponent needs to con- sider the benefit/cost relationships. Although achieving cost savings that outweigh the cost to implement and maintain equipment and facilities support a specific NextGen initiative is important, the evaluation of benefits should also consider other hard to quantify ben- efits, such as enhanced operational safety and reduction in emissions and noise exposure. Conducting a benefit/cost analysis, along with other economic and financial metrics (e.g., payback period, return on investment, etc.) can also assist in the evaluation of multiple solutions that are being considered to address a particular airfield or airspace need. • Aircraft Equipage Limitations—Some of the avionics platforms necessary to enable cer- tain NextGen initiatives are cost prohibitive to some aircraft owners and operators. While airlines and select cargo and GA aircraft operators can afford sophisticated avionics plat- forms, such as RNP, many smaller regional airlines, cargo operators, and other GA aircraft owners typically cannot justify the costs. • Aircraft Fleet Mix and Performance Characteristics—In particular, the potential benefits associated with Wake RECAT, wake turbulence avoidance and mitigation initiatives offered

Appendix C: NextGen Elements and Applicability by Airport Sizes and Issues | 109 by NextGen are primarily intended to benefit airports with significant operations by Heavy jet and B757 aircraft. • ATC and Flight Crew Training Requirements—Certain NextGen initiatives, such as RNP, SOIA, and other closely spaced parallel runway operational enhancements require specialized ATC and/or flight crew training. • Airfield Configuration—Many of the NextGen initiatives are intended to reduce the lateral separa- tion requirements between parallel runways necessary to conduct independent or dependent op- erations. These initiatives may only benefit airfields with dual and triple parallel runway operations with sufficient lateral separations to meet the new requirements. • Airspace Constraints and Airport Dependencies—While certain NextGen initiatives may not directly benefit a certain airport, indirect benefits may be realized when the NextGen initiative enhances the capacity of the local terminal airspace that it shares with other airports. For instance, certain airports may be unable to achieve optimal airspace capacity due to constraints in the local terminal airspace. Through the adoption of PBN at nearby airports, the arrival and/or departure corridors could be decoupled, thereby enabling other airports within the airspace system to achieve their optimal airfield capacity. Airport system planning also may offer the opportunity to leverage NextGen technologies that otherwise could not be implemented for the benefit of a single airport. For instance, the adoption of WAM by CDOT yielded capacity benefits to multiple airports that otherwise might not be able to justify the cost for the benefit of only a single airport. While NextGen may provide opportunities to enhance the efficiency of an airport or airspace system, the surrounding airspace system could also impair the ability to implement or achieve the benefit of certain NextGen Initiatives. For example, if an airport has significant airspace constraints that adversely affect departures (e.g., limited departure headings), it might be difficult to achieve the full benefits from Wake RECAT even if it has significant Heavy jet and B757 operations. In ad- dition, airports that are in close proximity to other airports or nearby special use airspace, such as prohibited, restricted, military operations, and warning/alter areas, may inhibit or preclude certain NextGen technologies or procedures. • Surrounding Terrain and Obstacles—As demonstrated by the case study for the Friedman Memo- rial Airport, the terrain surrounding an airport or system of airports can significantly impair the abil- ity to either implement or utilize NextGen technologies. Airports that are located in or near areas designated as precipitous terrain or with a high concentration of obstacles could be precluded from realizing the benefits of certain NextGen initiatives. • Operational Needs—Some NextGen initiatives are intended to benefit only certain types of air- ports or operators. CDM, ASDE-X radar installations, Intelligent Routing and Guidance/A-SMGCS/ ALCMS systems, automated docking systems, and virtual ramp control towers are mostly limited to large constrained commercial service airports. • Airport Infrastructure Requirements/Funding Limitations—Certain NextGen initiatives require infrastructure improvements at or near the airport. These infrastructure needs can be cost pro- hibitive at small commercial service and GA airports. Even large commercial airports with severe real estate constraints may not be able to provide the infrastructure improvements to enable the benefits of a particular NextGen capability. For example, certain large constrained airports that could benefit greatly from NextGen surface management and data sharing procedures do not have adequate space for the infrastructure (e.g., gates and hold pads to support such an operation). To facilitate these discussions, the airport size classifications contained in the FAA’s NPIAS serve the basis for classifying airports by airport size. Furthermore, the NextGen initiatives have been segregated

110 | AIRPORT PLANNING AND DEVELOPMENT to differentiate between the FAA’s NextGen initiatives and other emerging technologies that are being developed by other organizations, but will either enhance or supplement the FAA’s NextGen initiatives. C.1 Airport Size Classifications for NextGen Applications The NPIAS categorizes public use airports by type of activities, including commercial service, primary, cargo service, reliever, and GA airports. For the purpose of discussion within this guidebook, large and small airports generally include the following NPIAS Classifications: Large Airports Large Hub Primary Commercial Service (≥ 1.0 percent of total passenger boardings in the United States; 1.5 million boardings in 2014). Medium Hub Primary Commercial Service (≥ 0.25 percent but less than 1.0 percent of total boardings in the United States; 380,000 and 1.5 million boardings, respectively in 2014). Small Airports • Small and Nonhub Primary Commercial Service (> 10,000 annual passenger boardings, but less than 0.25 percent of total passenger boardings in the United States; 380,000 boardings in 2014). • Non-primary Commercial Service (no more than 10,000 annual passenger boardings). • GA/reliever airports. While private-use cargo service and military airports could benefit from NextGen technologies, their application is excluded from these discussions. Table C-1 presents the overall NPIAS airport classifica- tions, while highlighting those that are considered as large and small airports. To better correlate the diverse range of GA airports with NextGen technologies, this guidebook further segregates GA airports in accordance with the four primary GA airport asset classifications defined in the FAA’s 2012 Asset Report. As of September, 2014, there were 3,283 airports contained in the NPIAS, and nearly 90 percent of these airports are classified as GA and/or reliever. GA airports either have no scheduled commercial service or less than 2,500 annual passenger boardings. Due to the unique physical constraints and demand characteristics, the operational complexities and aircraft fleet mix associated with GA airports can vary significantly. Many GA airports within urban areas have a high concentration of corporate jet activity, some with performance characteristics and avionics platforms similar to modern air carrier air- craft. Other municipal and rural airports may exclusively serve small piston and turboprop aircraft with limited avionics capabilities. Table C-2 correlates the subcategories of large and small airports with the typical aircraft fleet mix composition as it relates to NextGen opportunities.

Appendix C: NextGen Elements and Applicability by Airport Sizes and Issues | 111 1Medium and Large Airports generally include the following NPIAS Classifications: • Medium Hub Primary Commercial Service (at least 0.25% but less than 1% of annual passenger boardings). • Large Hub Primary Commercial Service (1% or more of annual passenger boardings). Small Airports generally include the following NPIAS Classifications: • Nonhub Primary Commercial Service (>10,000 annual passenger boardings, but less than 0.25% of total passenger boardings in the United States). • Non-primary Commercial Service (no more than 10,000 annual passenger boardings). • General aviation/reliever airports. Source: NPIAS, Federal Aviation Administration. Table C-1. FAA airport classifications.

112 | AIRPORT PLANNING AND DEVELOPMENT Table C-2. Categorization of airports for NextGen opportunities. CATEGORY/SUBCATEGORY NPIAS CRITERIA TYPICAL AIRCRAFT FLEET MIX COMPOSITION Large Airports Large Hub Primary Commercial Service ≥ 1.0% of Total U.S. Passenger Boardings Air Carrier, Cargo, and Corporate Medium Hub Primary Commercial Service < 1.0% of Total U.S. Passenger Boardings; ≥ 0.25% of Total U.S. Passenger Boardings Air Carrier, Cargo, Corporate, and Limited Piston Aircraft Cargo Service Airports > 100 Million Pounds Landed Weight1 Air Carrier, Cargo, Corporate, and Limited Piston Aircraft Small Airports Limited Commercial Service Small/Nonhub Primary Commercial Service 10,000 Annual Passenger Boardings - <0.25% of Total U.S. Passenger Boardings Limited Air Carrier, Limited Cargo, Corporate and Piston Aircraft1 Non-primary Commercial Service 2,500 – 9,999 Annual Passenger Boardings Limited Air Carrier, Corporate and Piston Aircraft GA National No Scheduled Service or < 2,500 Annual Passenger Boardings Very High Levels of Activity with Many Jets and Multiengine Propeller Aircraft; Averaging About 200 Based Aircraft, Including 30 Jets. Regional No Scheduled Service or < 2,500 Annual Passenger Boardings High Levels of Activity with Some Jets and Multiengine Propeller Aircraft; Averaging About 90 Based Aircraft, Including Three Jets. Local No Scheduled Service or < 2,500 Annual Passenger Boardings Moderate Levels of Activity with Some Multiengine Propeller Aircraft; Averaging About 33 Based Propeller-Driven Aircraft and No Jets. Basic No Scheduled Service or < 2,500 Annual Passenger Boardings Moderate to Low Levels of Activity; Averaging About 10 Propeller-Driven Aircraft and No Jets. Note: 1”Landed weight” means the weight of aircraft transporting only cargo in intrastate, interstate, and foreign air transportation. An airport may be both a commercial service and a cargo service airport. Source: NPIAS, Federal Aviation Administration; General Aviation Airports: A National Asset, Federal Aviation Administration.

Appendix C: NextGen Elements and Applicability by Airport Sizes and Issues | 113 C.2 Typical NextGen Technologies and Initiatives Application by Airport Size Tables C-3 and C-4 summarize the typical applicability of the various NextGen technologies and initia- tives by airport size. These tables present the FAA’s NextGen initiatives and other emerging technolo- gies that are being developed by other organizations, respectively. Chapters 4 and 5 of this guidebook provide additional information pertaining to the applicability to large and small airports, respectively. Table C-3. FAA NextGen operational benefits summary matrix (1 of 2). LARGE AIRPORTS SMALL AIRPORTS NEXTGEN INITIATIVE BY FUNCTION LARGE HUB MEDIUM HUB SMALL COMMERCIAL SERVICE AIRPORTS1 NATIONAL/ REGIONAL GENERAL AVIATION LOCAL/BASIC GENERAL AVIATION Improved Landing Systems RNP X X Limited Benefits to Small Airports Within a Constrained Airspace System LPV X X X X X LP X X X X X LNAV X X X X X LNAV/VNAV X X X X X Ground-Based Augmentation Systems (GBAS) CAT I Approaches (multiple runway ends)2 X X Limited Application due to Aircraft Equipage Limitations CAT II/III Approaches (multiple runway ends) X X Limited Application due to Aircraft Equipage Limitations Performance-Based Navigation (Terminal Area) RNAV X X X X X RNP X X Limited Benefits to Small Airports Within a Constrained Airspace System Multilateration (Surveillance) Wide Area Multilateration (WAM) - En Route and Terminal Airspace Not Applicable to Large Airports Potential Benefits to Small Airports with Limited Radar Coverage Surface Movement (ASDE-X) X X Not Applicable to Small Airports continued

114 | AIRPORT PLANNING AND DEVELOPMENT LARGE AIRPORTS SMALL AIRPORTS NEXTGEN INITIATIVE BY FUNCTION LARGE HUB MEDIUM HUB SMALL COMMERCIAL SERVICE AIRPORTS1 NATIONAL/ REGIONAL GENERAL AVIATION LOCAL/BASIC GENERAL AVIATION Surface Operations & Data Sharing Collaborative Decision Making X X Not Applicable to Small Airports SWIM X X X X X Independent Runways Wake Turbulence Recategorization Phase I (Aircraft Grouping Reclassification) X X Limited to Non Hub Airports that Serve Heavy Aircraft Operations or Part of a System of Airports with a Significant Share of Heavy Aircraft Operations in the Terminal Airspace Potential Benefit to General Aviation Airports That Are Part of a System of Airports with a Significant Share of Heavy Aircraft Operations in the Terminal Airspace Phase II (Aircraft Specific) X X Potential Benefit to Small Airports That Are Congested or Part of a System of Airports with Congested Terminal Airspace Table C-3. Continued.

Appendix C: NextGen Elements and Applicability by Airport Sizes and Issues | 115 Table C-3. FAA NextGen operational benefits summary matrix (2 of 2). LARGE AIRPORTS SMALL AIRPORTS NEXTGEN INITIATIVE BY FUNCTION LARGE HUB MEDIUM HUB SMALL COMMERCIAL SERVICE AIRPORTS1 NATIONAL/ REGIONAL GENERAL AVIATION LOCAL/BASIC GENERAL AVIATION Dependent Runways Wake Turbulence Avoidance Procedures: Wake Turbulence for Parallel Runways (< 2,500’ spacing - small/large leading) X X Limited to Small Airports that May Serve Heavy Aircraft Operations Not Applicable Wake Turbulence Mitigation for Arrivals-Procedures (<2,500’ spacing - B757/heavy leading) X X Limited Wake Turbulence Mitigation for Departures (Upwind runways) X X Limited to Small Airports that May Serve Heavy Aircraft Operations Not Applicable Closely Spaced Parallel Operations: Dual Independent Parallel Operations (>3,600’ spacing) X X Limited to Small Airports with Closely Spaced Parallel Runways Served by Precision Instrument Approach Procedures Not Applicable Dual Dependent Parallel Operations (2,500’ - 3,600’ spacing) X X Limited to Small Airports with Closely Spaced Parallel Runways Served by Precision Instrument Approach Procedures Not Applicable Triple Dependent Parallel Operations (>3,900’ spacing) Limited to Airports Configured with Triple Parallel Runways Not Applicable to Small Airports Dual Independent Parallel Operations with Offset (>3,000’ spacing) X X Not Applicable to Small Airports Dependent Parallel Operations (>4,300’ spacing) X X Not Applicable to Small Airports RNP Parallel Approaches with Transition (RPAT) X X Not Applicable to Small Airports Separation Management Advanced Technologies and Oceanic Procedures (ATOP) En Route Benefits Only - Not Directly Associated with Airport Operations continued

116 | AIRPORT PLANNING AND DEVELOPMENT LARGE AIRPORTS SMALL AIRPORTS NEXTGEN INITIATIVE BY FUNCTION LARGE HUB MEDIUM HUB SMALL COMMERCIAL SERVICE AIRPORTS1 NATIONAL/ REGIONAL GENERAL AVIATION LOCAL/BASIC GENERAL AVIATION En Route Automation Modernization (ERAM) En Route Benefits Only - Not Directly Associated with Airport Operations Terminal Automation Modernization and Replacement (TAMR) X X Possibly Applicable to Small Airports Within a Congested Airspace System Established on RNP (EoR) X X Possibly Applicable to Small Airports Within a Congested Airspace System CDTI Based Separation X X Limited Use Due to Aircraft Equipage Limitations Equivalent Lateral Spacing Operations (ELSO) National Standard (reduced divergence angle) X X Limited Use Due to Aircraft Equipage Limitations Unified Departure Operation Spacing (UDOS) X X Not Applicable to Small Airports Established-on- Departure Operation (EDO) X X Not Applicable to Small Airports ADS-B Traffic Information Services Broadcast (TIS-B) X X Limited Use Due to Aircraft Equipage Limitations Automatic Dependent Surveillance- Rebroadcast (ADS-R) X X Limited Use Due to Aircraft Equipage Limitations Flight Information Services Broadcast (FIS-B) X X Limited Use Due to Aircraft Equipage Limitations Cockpit Display of Traffic Information X X Limited Use Due to Aircraft Equipage Limitations Notes: 1Per the FAA’s airport size classifications prescribed in the NPIAS, small commercial service airports includes small hub, nonhub primary and limited commercial service airports. 2Currently available for Category (CAT) I Instrument Landing Systems as a non-federal system. Research and development ongoing for CAT II/III operations. Source: NPIAS, Federal Aviation Administration. Table C-3. Continued.

Appendix C: NextGen Elements and Applicability by Airport Sizes and Issues | 117 Table C-4. Non-FAA NextGen operational benefits summary matrix. LARGE AIRPORTS SMALL AIRPORTS OTHER TECHNOLOGY INITIATIVES BY FUNCTION LARGE HUB MEDIUM HUB SMALL COMMERCIAL SERVICE AIRPORTS1 NATIONAL/ REGIONAL GENERAL AVIATION LOCAL/BASIC GENERAL AVIATION Improved Landing Systems LED PAPI X X X X X LED Approach Lighting X X X X X Performance-Based Navigation (Terminal Area) NA Non-FAA Programs Currently Unavailable Multilateration (Surveillance) Virtual Air Traffic Control Towers X X X X X Virtual Ramp Control X X Noise Monitoring Systems X X X X Not Applicable Surface Operations & Data Sharing Collaborative Decision Making X X Possibly Applicable to Small Airports Within a Congested Airspace System Intelligent Routing and Guidance/ A-SMGCS/ALCMS Systems X X Not Applicable to Small Airports Automated Docking Systems X X Not Applicable to Small Airports LED Lighting Technology X X X X X Ground Vehicle Tracking X X X X X Traffic Display and Analysis Systems (Non-ATC Automation) X X X X X Independent Runways NA Non-FAA Programs Currently Unavailable Dependent Runways NA Non-FAA Programs Currently Unavailable

118 | AIRPORT PLANNING AND DEVELOPMENT LARGE AIRPORTS SMALL AIRPORTS OTHER TECHNOLOGY INITIATIVES BY FUNCTION LARGE HUB MEDIUM HUB SMALL COMMERCIAL SERVICE AIRPORTS1 NATIONAL/ REGIONAL GENERAL AVIATION LOCAL/BASIC GENERAL AVIATION Closely Spaced Parallel Operations NA Non-FAA Programs Currently Unavailable Separation Management NA Non-FAA Programs Currently Unavailable ADS-B NA Non-FAA Programs Currently Unavailable Notes: 1Per the FAA’s airport size classifications prescribed in the NPIAS, small commercial service airports includes small hub, nonhub primary, and limited commercial service airports. Source: NPIAS, Federal Aviation Administration. Table C-4. Continued.