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From page 10... ... 8 \| AIRPORT PLANNING AND DEVELOPMENT 2 Chapter 2 describes NextGen technologies and operational capabilities of interest to airport planning practitioners and examines how they could impact and change the airport plan-ning and development process. The NextGen capabilities identified in this chapter are the result of the ACRP 03-33 team's research efforts into how these capabilities could functionally impact airport operations and the relationship between timing of implementation of the technology, the airport planning process, and strategic airport expansion decisions. Read the entire page →
From page 11... ... NextGen Technologies and Operational Improvements \| 9 ADS-B Out will emerge as the core surveillance tool in the future. Although aircraft equipage is required, FAA has mandated a requirement for all aircraft operating in certain airspace. Read the entire page →
From page 12... ... 10 \| AIRPORT PLANNING AND DEVELOPMENT NextGen Weather: The 4D Weather Cube According to FAA, weather accounts for about 70% of traffic delays in the NAS. The FAA is working in conjunction with the National Oceanic and Atmospheric Administration (NOAA) Read the entire page →
From page 13... ... NextGen Technologies and Operational Improvements \| 11 prepared for the NextGen Advisory Committee (NAC) established under the auspices of RTCA. Read the entire page →
From page 14... ... 12 \| AIRPORT PLANNING AND DEVELOPMENT FUNCTION CAPABILITY TIME FRAME Improved Landing Systems LPV (Localizer Performance with Vertical Guidance) NM LP (Localizer Performance) Read the entire page →
From page 15... ... NextGen Technologies and Operational Improvements \| 13 Near- and Mid-Term NextGen Capabilities with Benefits for Airports The following sections highlight the near and mid-term NextGen capabilities and describe their effects on airport planning and development. Wake Turbulence Recategorization Through research conducted by the FAA, the U.S.DOT Volpe National Transportation Systems Center, the aviation industry, and EUROCONTROL (the 39-nation European Organization for the Safety of Air Navigation) Read the entire page →
From page 16... ... 14 \| AIRPORT PLANNING AND DEVELOPMENT FACILITY REQUIREMENTS Wake RECAT is strictly a change in the ATC separation rules. No additional facility requirements are needed on the ground, and no additional equipment is needed in the airplane. Read the entire page →
From page 17... ... NextGen Technologies and Operational Improvements \| 15 • FAA Order 7110.308 (http://www.faa.gov/documentLibrary/media/Order/JO%207110.308.pdf) , 1.5-Nautical Mile Dependent Approaches to Parallel Runways Spaced Less Than 2,500 Feet Apart, allows a reduction in the required wake separations for dependent operations for runways spaced less than 2,500 feet apart when small or large category aircraft are leading in the dependent pair. Read the entire page →
From page 18... ... 16 \| AIRPORT PLANNING AND DEVELOPMENT foregoing potential rule changes affecting spacing requirements for CSPO assume that the associated parallel runways would be served by precision instrument approach procedures with vertical guidance, which could include ILS approaches, RNAV/RNP approaches, or RNAV (GPS) approaches such as LPV approaches and adequate terminal radar approach control (TRACON) Read the entire page →
From page 19... ... NextGen Technologies and Operational Improvements \| 17 concepts to include RPAT and paired approaches will likely be implemented in the long-term horizon. The most recent anticipated timing for the foregoing changes in the rules associated with CSPO is summarized in the FAA's NextGen Priorities Joint Implementation Plan. Read the entire page →
From page 20... ... 18 \| AIRPORT PLANNING AND DEVELOPMENT PBN PBN refers to instrument flight rules and procedures that primarily use satellite-based navigation and on board aircraft equipment to navigate with greater precision and accuracy than with electronic ground-based navigation. PBN defines the performance requirements for routes and procedures enabling aircraft to navigate directly to points in space. Read the entire page →
From page 21... ... NextGen Technologies and Operational Improvements \| 19 adverse community reaction and litigation in several PBN implementations. The current environmental screening methods used by the ATO do not capture noise effects below the DNL 65 level, which has been established as the federal threshold of significance for airplane noise by FAA. Read the entire page →
From page 22... ... 20 \| AIRPORT PLANNING AND DEVELOPMENT The FAA's plans call for PBN procedures to be implemented at all 35 Operational Evolution Plan (OEP) / Core 30 airports, 35 Non-OEP/Non-Core airports, and other airports throughout the NAS. Read the entire page →
From page 23... ... NextGen Technologies and Operational Improvements \| 21 PBN procedures. However, they may assume responsibility for increased obstacle clearance if the procedures result in lower minimums. Read the entire page →
From page 24... ... 22 \| AIRPORT PLANNING AND DEVELOPMENT • Advanced technological solutions that evolve the NAS and influence global CDM for all stakeholders. Surface operation and CDM data sharing technology track the movement of surface vehicles and aircraft, incorporating the movement data into the airport surveillance infrastructure and sharing the information with controllers, pilots, and airline operations managers. Read the entire page →
From page 25... ... NextGen Technologies and Operational Improvements \| 23 DEMAND/CAPACITY Benefits include increased flexibility, efficiency, safety, and operational validation. These potential benefits are further described below: Flexibility • Improve the timely exchange of data to enable aircraft operators to more accurately adjust their departure and arrival times for the most efficient use of available runways, taxiways, and gates. Read the entire page →
From page 26... ... 24 \| AIRPORT PLANNING AND DEVELOPMENT Alternatives Surface movement data may assist in the development of metrics for the evaluation and selection of conceptual alternatives to accommodate future airport needs over the Master Plan planning horizon. However, traditional metrics on ramps and gates may not meet CDM needs. Read the entire page →
From page 27... ... NextGen Technologies and Operational Improvements \| 25 DEMAND/CAPACITY Implementation of PBN-enabled landing systems has already proven to provide access to airports in low-visibility conditions where no access was available previously, reduce noise and emissions, and increase the efficiency of the airspace in multiple locations. Current initiatives are focused on providing improved capacity for closely spaced parallel runways for arrivals and departures. Read the entire page →
From page 28... ... 26 \| AIRPORT PLANNING AND DEVELOPMENT serves several runway ends, eliminating the need for multiple expensive CAT II/III ILS systems. As GBAS is implemented into the FAA inventory and aircraft equipage expands, it will likely replace CAT II/III ILS systems in the long term. Read the entire page →
From page 29... ... NextGen Technologies and Operational Improvements \| 27 Effects on Airport Planning and Development Separation management could significantly affect the following major elements of airport planning and development programs: DEMAND/CAPACITY Separation management will enhance the NAS by providing controllers the ability to safely reduce separation between aircraft, resulting in increased efficiency and capacity. Increased airport throughput via TRACON facilities and managed final approach procedures will be of great benefit to airports and the NAS as a whole. Read the entire page →
From page 30... ... 28 \| AIRPORT PLANNING AND DEVELOPMENT of a transmitter, receiving antenna sensors, a central processor, and an optional interrogator system. The sensors and transmitters send out signals interrogating the transponder that, in turn, transmits a response. Read the entire page →
From page 31... ... NextGen Technologies and Operational Improvements \| 29 ing. High costs associated with radar installations will be reduced as cheaper remote sensing units can be installed in less accessible areas. Read the entire page →
From page 32... ... 30 \| AIRPORT PLANNING AND DEVELOPMENT DEMAND/CAPACITY The capability would provide a significant capacity increases at airports that (1) have significant volumes of Heavy jet aircraft, (2) Read the entire page →
From page 33... ... NextGen Technologies and Operational Improvements \| 31 ALTERNATIVES The potential changes in the rules for the minimum spacing between parallel runways required for dependent or independent approaches could open up new opportunities at airports that previously would not qualify for such approaches. Therefore, new alternatives could be considered in the airport planning and development process for such airports. Read the entire page →
From page 34... ... 32 \| AIRPORT PLANNING AND DEVELOPMENT Cockpit Display of Traffic Information (CDTI) CDTI is an airborne system which, when combined with ADS-B In and Out, displays neighboring aircraft information, on the ground or in the air, to the flight crew as well as automation functions that, in some cases, provides speed or maneuver guidance to the crew. Read the entire page →
From page 35... ... NextGen Technologies and Operational Improvements \| 33 FACILITY REQUIREMENTS A CDTI will be required to take full advantage of the benefits provided by ADS-B In. Aircraft equipage levels of the fleet will drive the various capabilities available through the technology. Read the entire page →
From page 36... ... 34 \| AIRPORT PLANNING AND DEVELOPMENT FUNCTION CAPABILITY Improved Landing Systems Synthetic Vision, Enhanced Vision Systems, and Heads-Up Displays LED Precision Approach Path Indicator (PAPI) LED Approach Lighting Separation Management NA Multilateration (Surveillance) Read the entire page →
From page 37... ... NextGen Technologies and Operational Improvements \| 35 • Permit taxi operations to occur that support low-visibility operations for takeoff, improving access during those times. • Reduce the effect of weather-related delays. Read the entire page →
From page 38... ... 36 \| AIRPORT PLANNING AND DEVELOPMENT Alternatives Surface movement data may assist in the development of metrics for the evaluation and selection of conceptual alternatives to accommodate future airport needs over the Master Plan planning horizon. Timing and Implementation The SWIM program currently collects and provides ASDE-X data to industry users. Read the entire page →
From page 39... ... NextGen Technologies and Operational Improvements \| 37 SMGCS hardware and software, integration with surface radar, and integration with ATC automation. The system will also need to have dedicated and backup power. Read the entire page →
From page 40... ... 38 \| AIRPORT PLANNING AND DEVELOPMENT LED Airfield Lighting Technology (Ground-Based Lighting) Over the past decade, airports have slowly been adopting LED technology to replace runway, taxiway, and obstruction lights. Read the entire page →
From page 41... ... NextGen Technologies and Operational Improvements \| 39 location and identifying features of a vehicle may be transmitted to ATC, airport operations, aircraft cockpits, lap tops, tablets, and cell phones in real time. The systems can be integrated to other onairport GIS-based systems and can be used to coordinate rescue efforts, lead aircraft in low visibility, and manage ground vehicle fleets: snow removal, mowing, construction, and pavement maintenance. Read the entire page →
From page 42... ... 40 \| AIRPORT PLANNING AND DEVELOPMENT systems are called Airport Avian Radar Systems. Advisory Circular 150/5220-25, Airport Avian Radar Systems, provides guidance on the implementation of these technologies. Read the entire page →
From page 43... ... NextGen Technologies and Operational Improvements \| 41 Demand/Capacity SVS may improve access in low-visibility conditions as the runway environment is visible to the pilots. FAA currently allows lower visibility on approach for aircraft equipped with HUD systems depicting airport lighting infrastructure. Read the entire page →
From page 44... ... 42 \| AIRPORT PLANNING AND DEVELOPMENT to reduce operating costs. FAA estimates a 2.5 times savings for an LED system versus a traditional system. Read the entire page →
From page 45... ... NextGen Technologies and Operational Improvements \| 43 Demand/Capacity Virtual airport traffic control tower (ATCT) systems may increase capacity and safety at airports that are currently not towered. Read the entire page →
From page 46... ... 44 \| AIRPORT PLANNING AND DEVELOPMENT Timing and Implementation Noise monitoring systems have been deployed at airports since the 1990s. These systems continue to evolve from large-server single-user–based to Internet-based applications, incorporating new surveillance capabilities including multilateration and other trajectory and time-based system technologies. Read the entire page →

From page 10...

... 8 | AIRPORT PLANNING AND DEVELOPMENT 2 Chapter 2 describes NextGen technologies and operational capabilities of interest to airport planning practitioners and examines how they could impact and change the airport plan-ning and development process. The NextGen capabilities identified in this chapter are the result of the ACRP 03-33 team's research efforts into how these capabilities could functionally impact airport operations and the relationship between timing of implementation of the technology, the airport planning process, and strategic airport expansion decisions.