NextGen for Airports, Volume 5: Airport Planning and Development (2017) / Chapter Skim
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Pages 63-74
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From page 63... ...
4Applicability of NextGen to Medium- and Large-Airport Planning and Development | 61 This section will clarify the traditional airport size classifications with respect to the types of NextGen capabilities and issues that are likely to be of most import to the larger facilities. The guidance for medium and large airports will consider the typically greater availability of staff and consultant resources at medium and large airports.
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From page 64... ...
62 | AIRPORT PLANNING AND DEVELOPMENT efits 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.
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From page 65... ...
Applicability of NextGen to Medium- and Large-Airport Planning and Development | 63 • Benefit/Cost, • Aircraft Equipage Limitations, • Aircraft Fleet Mix and Performance Characteristics, • ATC and Flight Crew Training Requirements, • Airfield Configuration, • Airspace Constraints and Airport Dependencies, • Surrounding Terrain and Obstacles, and • Operational Needs. Each of these criteria is discussed in greater detail in Appendix C
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From page 66... ...
64 | AIRPORT PLANNING AND DEVELOPMENT ILS localizer and glide slope antennas. At most medium and large airports that already have RNAV and RNP approach procedures, ILS approaches still exist.
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From page 67... ...
Applicability of NextGen to Medium- and Large-Airport Planning and Development | 65 Environmental Impacts The possibility of significant environmental impacts could arise from implementation of RNAV SIDS and STARs, RNAV and RNP instrument approach procedures, and/or RNAV-enabled departure separations. There could be significant concerns over increased noise exposure at some medium and large airports because of the associated concentration of flight paths over a narrow geographic area characteristic of all three of these PBN procedures.
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From page 68... ...
66 | AIRPORT PLANNING AND DEVELOPMENT Surface operation and CDM data sharing technology could track the movement of surface vehicles and aircraft at medium and large airports, incorporating the movement data into the airport surveillance infrastructure and sharing the information with controllers, pilots, and airline operations managers. As such, at constrained airports, improved surface operations could substantially increase facility requirements on the airfield, or at the terminal if new gates are required.
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From page 69... ...
Applicability of NextGen to Medium- and Large-Airport Planning and Development | 67 Financial/Business Impacts To leverage the benefits of surface operations and data sharing applications, medium and large airports would need to include the acquisition costs of these technologies into their airport capital, operating, and maintenance budgets. Ground vehicle tracking and the associated traffic display and analysis systems will also require investment into the associated technologies, including GPS receivers/ transmitters, graphics, and database systems.
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From page 70... ...
68 | AIRPORT PLANNING AND DEVELOPMENT Environmental Impacts Wake RECAT is not expected to have significant adverse environmental effects even at airports where it could result in a significant increase in arrival and departure capacity. On the contrary, the potential reduction in in-trail separation between aircraft, and the corresponding reduction in aircraft delays, could shorten aircraft traffic patterns on arrival and reduce aircraft hold times for departure, which could ultimately (1)
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From page 71... ...
Applicability of NextGen to Medium- and Large-Airport Planning and Development | 69 ment of airport facilities between those runways and also how the new capabilities could affect noise exposure in the surrounding communities and operations at other nearby airports. For example, with the reduction in spacing between parallel runways required to accommodate simultaneous independent parallel instrument approaches, medium and large airports considering such operations will have less difficulty fitting such parallel runways on their existing property or acquiring additional property for a new runway.
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From page 72... ...
70 | AIRPORT PLANNING AND DEVELOPMENT almost certainly have to undertake either an EA study or an EIS study in order to obtain the necessary environmental approvals for implementing either (1) a new CSPO-enabled parallel runway, or (2)
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From page 73... ...
Applicability of NextGen to Medium- and Large-Airport Planning and Development | 71 urations supporting surveillance are referred to as WAM, whereas airport installations supporting surface movement, virtual air traffic control towers, and noise monitoring systems are referred to as MLAT. Operational Impacts The position information provided by MLAT and ADS-B is fused with existing radar systems, providing a "target" on the radar screen, enabling air traffic controllers to provide positive control of the aircraft and properly equipped surface vehicles.
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From page 74... ...
72 | AIRPORT PLANNING AND DEVELOPMENT frame for ADS-B applications remain an active discussion between FAA and industry, through industry organizations such as RTCA. CDTI is an avionics system that, 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, provide speed or maneuver guidance to the crew.
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