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From page 25... ... 22 \| RESOURCES FOR AIRPORTS NextGen Programs and Portfolios3 This chapter presents tabular fact sheets about major NextGen programs and program portfo-lios, with an analysis of each program's impacts on airports, from the present to 5 to 10 years out. The FAA distinguishes between programs and program portfolios: a NextGen program is a distinct project that either provides critical NextGen capabilities or the infrastructure on which critical NextGen capabilities will be built. Read the entire page →
From page 26... ... NextGen Programs and Portfolios \| 23 The chapter includes fact sheets on the following programs, portfolios, and technologies: NextGen programs: – ADS-B Out. Read the entire page →
From page 27... ... 24 \| RESOURCES FOR AIRPORTS What Automatic Dependent Surveillance-Broadcast Out (ADS-B Out) Why ADS-B Out is the NextGen surveillance component that requires aircraft to broadcast identity, position, and velocity, and other data that are picked up by ground stations and transmitted to controllers. Read the entire page →
From page 28... ... NextGen Programs and Portfolios \| 25 What Data Communications (Data Comm) Why Data Comm is the NextGen communications component that enables controllers and pilots to communicate with text messages, rather than rely solely on voice communications. Read the entire page →
From page 29... ... 26 \| RESOURCES FOR AIRPORTS What En Route Automation Modernization (ERAM) Why Host computers could accept only radar surveillance data; moving to satellite-based position reports requires a replacement. Read the entire page →
From page 30... ... NextGen Programs and Portfolios \| 27 What Terminal Automation Modernization and Replacement (TAMR) Why Use of updated common terminal automation computers and displays is required to meet core NextGen capabilities. Read the entire page →
From page 31... ... 28 \| RESOURCES FOR AIRPORTS What System Wide Information Management (SWIM) Why SWIM transforms aeronautical, airport, and weather data, previously communicated largely by voice, into a digital repository to make them available to more people in real-time and on-demand. Read the entire page →
From page 32... ... NextGen Programs and Portfolios \| 29 What NAS Voice System (NVS) Why Currently, each communication to other airspaces and other controllers requires phone calls on unconnected networks, so a separate phone or network is used for each type of call. Read the entire page →
From page 33... ... 30 \| RESOURCES FOR AIRPORTS What Improved Surface Operations (Portfolio) Why Improved Surface Operations will improve safety, efficiency, and flexibility via data exchange between controllers, pilots, and air traffic managers, to support better predictions of and adjustments to departure and arrival times. Read the entire page →
From page 34... ... NextGen Programs and Portfolios \| 31 What Improved Approaches and Low-Visibility Operations Why Delays from instrument meteorological conditions, such as fog and marine layer conditions, have impacts across the country. Read the entire page →
From page 35... ... 32 \| RESOURCES FOR AIRPORTS What Improved Multiple Runway Operations (MRO) 1: Closely Spaced Parallel Multiple Runway Procedures Why This technology allows increased radar arrival capacity on parallel runways. Read the entire page →
From page 36... ... NextGen Programs and Portfolios \| 33 When Operation type Centerline separations (feet) Effective date Dual and triple independent parallel operations with 2.5°3.0° offset approach for runways with advanced controller monitoring displays ≥3,000 Dependent runway stagger distance reduction from 1.5 nm to 1.0 nm ≥2,500 <3,600 Dependent runway stagger distance reduction from 2.0 nm to 1.5 nm >4,300 <7,300 Not yet approved Effect on Airport This technology significantly increases capacity in instrument meteorological conditions (IMC) Read the entire page →
From page 37... ... 34 \| RESOURCES FOR AIRPORTS What Improved MRO 2: Wake Turbulence Mitigation Why Wake turbulence mitigation eliminates wake vortex separation requirements imposed by operations on one runway of a parallel pair, which impact operation on the other parallel runway, and increases departure and arrival capacity. How Wake turbulence mitigation for arrivals (WTMA) Read the entire page →
From page 38... ... NextGen Programs and Portfolios \| 35 What Performance-Based Navigation (PBN) Why PBN allows aircraft to fly more efficient routes through a combination of area navigation, lateral navigation, and vertical navigation capabilities. Read the entire page →
From page 39... ... 36 \| RESOURCES FOR AIRPORTS More Info ACRP Report 150: NextGen for Airports, Volume 1: Understanding the Airport's Role in Performance-Based Navigation: Resource Guide ACRP Project 03-34 FAA_PBN_Progress_and_Plans (http://www.faa.gov/nextgen/update/ progress_and_plans/pbn/) PBN_Status_and_Capabilities (https://www.faa.gov/nextgen/update/ operator_investments_and_airports/operator_investments/pbn/) Read the entire page →
From page 40... ... NextGen Programs and Portfolios \| 37 What Time-Based Flow Management (TBFM) Why Time-based metering can provide smooth flows into the terminal area, minimizing terminal area delays and avoiding lost arrival slot opportunities. Read the entire page →
From page 41... ... 38 \| RESOURCES FOR AIRPORTS What Collaborative Air Traffic Management (CATM) Why Lack of coordination and data sharing between the FAA and NAS users results in inefficient traffic flow management and avoidable operator costs. Read the entire page →
From page 42... ... NextGen Programs and Portfolios \| 39 What Separation Management 1: Wake Recategorization (Wake RECAT) Why Because of the reduced separation requirements, more aircraft can land and depart on a runway in an hour, increasing capacity. Read the entire page →
From page 43... ... 40 \| RESOURCES FOR AIRPORTS More Info Adapted from Table 5-5-2, JO 7110.659C, Wake Turbulence Separation on Approach Follower (nm) Leader A B C D E F A MRS 5 6 7 7 8 B MRS 3 4 5 5 7 C MRS MRS MRS 3.5 3.5 6 D MRS MRS MRS MRS MRS 4 E MRS MRS MRS MRS MRS MRS F MRS MRS MRS MRS MRS MRS Note: MRS = minimum required separation of 2.5 or 3.0 nm. Read the entire page →
From page 44... ... NextGen Programs and Portfolios \| 41 What Separation Management 2: Oceanic In-Trail Procedure Why Because there is no radar over the ocean, aircraft are required to maintain 60 miles of separation from aircraft at a similar altitude over the ocean. Because of the limited information, aircraft have to wait to change altitude until a leader aircraft also changes altitude. Read the entire page →
From page 45... ... 42 \| RESOURCES FOR AIRPORTS What On-Demand NAS Information Why Critical airport information, such as NOTAMs, are not available electronically at all airports. Digitizing all airport information gives flight crews better and safer flight planning and more seamless taxiing after landing, as part of electronic flight bags. Read the entire page →
From page 46... ... NextGen Programs and Portfolios \| 43 What Environment and Energy Why The FAA is improving fuel choices for air travel to reduce greenhouse gas emissions and the amount of lead in our environment. The FAA has chosen to bundle many of these programs under NextGen. Read the entire page →
From page 47... ... 44 \| RESOURCES FOR AIRPORTS What System Safety Management Why To ensure greater safety, FAA is creating prognostics to predict accident precursors. Use of predictive risk tools should allow FAA to target enhancement measures. Read the entire page →
From page 48... ... NextGen Programs and Portfolios \| 45 What NAS Infrastructure Why Bringing NextGen tools to fruition in the field requires study, analysis, planning, drafting of procedures, assessment, and testing. These activities also have to be funded to best implement NextGen technologies. Read the entire page →
From page 49... ... 46 \| RESOURCES FOR AIRPORTS What ADS-B In/Cockpit Display of Traffic Information (CDTI) Why ADS-B In is a capability that provides safety benefits on its own and enables airborne separation management capabilities. Read the entire page →
From page 50... ... NextGen Programs and Portfolios \| 47 What Wide-Area Augmentation System (WAAS) Why The basic GPS/GNSS navigation accuracy is not good enough to support precision approaches. Read the entire page →
From page 51... ... 48 \| RESOURCES FOR AIRPORTS What Ground-Based Augmentation System (GBAS) Why WAAS is not accurate enough the support ILS CAT II/III equivalent approaches. Read the entire page →
From page 52... ... NextGen Programs and Portfolios \| 49 What Wide-Area Multilateration (WAM) Why WAM provides radar-like surveillance of transponder-equipped aircraft where radar coverage is not available, such as in mountainous terrain. Read the entire page →
From page 53... ... 50 \| RESOURCES FOR AIRPORTS What Flight-Deck Interval Management (FIM) Why Improved spacing precision and reduced controller workload will be necessary to handle increased future demands and PBN trajectory management. Read the entire page →
From page 54... ... NextGen Programs and Portfolios \| 51 What Surface Management Why Queuing aircraft on taxiways to await runway departures is inefficient, wastes fuel, creates emissions, and frustrates passengers. Departure metering keeps aircraft at the gate until they can taxi unimpeded to the runway for takeoff. Read the entire page →
From page 55... ... 52 \| RESOURCES FOR AIRPORTS What Airport Geographical Information System (GIS) Why Accurate geophysical (aka, geospatial) Read the entire page →

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... 22 | RESOURCES FOR AIRPORTS NextGen Programs and Portfolios3 This chapter presents tabular fact sheets about major NextGen programs and program portfo-lios, with an analysis of each program's impacts on airports, from the present to 5 to 10 years out. The FAA distinguishes between programs and program portfolios: a NextGen program is a distinct project that either provides critical NextGen capabilities or the infrastructure on which critical NextGen capabilities will be built.