Rebalancing NextGen to Transform the National Airspace System 08152013
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Rebalancing NextGen to Transform the National Airspace System 08152013

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Provides insights based on domain stakeholder information in an integrated portfolio to support effective decision-making in modernizing the National Airspace System

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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Rebalancing NextGen to Transform the National Airspace System 08152013 Rebalancing NextGen to Transform the National Airspace System 08152013 Presentation Transcript

  • Re-balancing NextGen to Transform the National Airspace System Ron Stroup Chief Systems Engineer Federal Aviation Administration NAS Implementation Harmonization, ANG-D3 Ronald.L.Stroup@faa.gov 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.
  • 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 Ecosystem Measurable 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. ANSP Infrastructure Airplane Capabilities 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
  • 8 FleetCapabilityReadiness 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.
  • NASCapabilityReadiness OPERATIONAL TIMEFRAME LEGACY NEAR EMERGING ADVANCED NextGen Operations vs NSIP Readiness Master DRAFT Ver 1.0 Updated: 8/6/2012 LowVisibilityTaxiRVR<600ft LowVisibilityTakeoffRVR>300ft/75m LowVisLdgat/belowCATI OptimizedProfileDescent RNAVSIDS RNAV/RNPRoutesRNAVSTARS RNAV/RNPApproachRNAV/RNPApproachw/CurvedPath RNAV/RNPRouteswithTBC RNAV/RNPSIDSw/Lat&VertConstraints OPDw/curvedRNPPaths RNAVSTARSw/CurvedPathandTBC RNPIndependentCSPODeparture<4300ft IndependentCSPOApproach<4300ft RNPIndependentCSPOApp<2500ft LowVisLdgusingEFVS/SVSto<CATII/III Sequence,Merging,andSpacingEnRoute Sequencing,Merging,andSpacingTerm LowVisibilityTakeoffRVR<300ft/75m RNPIndependentCSPODeparture<2500ft 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 CATM / HD- 104208 - Enhanced Departure Flow Operations FLEX - 102406 - Full Surface Situation Information FLEX - 103207 - Runway Safety Situational Awareness for Controllers FLEX - 103208 - Runway Safety Situational Awareness for Pilots FLEX - 104207 - Enhanced Surface Traffic Operations FLEX - 102140 - Wake Turbulence for Departures FLEX - 104124 - Optimized Profile Descent FLEX - 107107 - Ground-Based Augmentation Sys Precision Approaches FLEX - 107117 - Low Visibility/Ceiling Approach Operations FLEX - 107118 - Low Visibility/Ceiling Landing Operations FLEX - 107119 - Expanded Low Vis using Lower RVR Minima FLEX - 102154 - Wake Re-categorization FLEX - 107202 - Low Visibility Surface Operations FLEX - 102144 - Wake Turbulence Mitigation for Arrivals CSPR's FLEX - 107115 - Low Visibility/Ceiling Takeoff Operations HD - 104209- Initial Surface Traffic Management HD - 104123- Time Based Metering using RNAV/RNP Route Assignments HD - 104117- Management of Arrival/Surface/Departure Flow Operations HD - 102141- Parallel Runway Operations HD - 104122- Integrated Arrival/Departure Airspace Management HD - 104128- Time-Based Metering in Terminal Environment TBO - 104120- Point in Space Metering TBO - 108209- Increase Capacity/Efficiency using RNAV/RNP TBO - 102137- Automation Support for Separation Management TBO - 102108- Oceanic In-Trail Climb and Descent TBO - 104102- Flexible Entry Time for Oceanic Tracks TBO - 102114- Initial Conflict Resolution Advisory TBO - 102118- Delegated Responsibility for In-Trail Separation TBO - 108206- Flexible Airspace Management WX - 103119 - Integration of WX into Automation and Decision-Making WX - 103116 - Improved WX Information from non-ground based sensors SSE - 109302 - Operational Security Capability FAC - 109402- Remotely Staffed Tower Services FAC - 109405- Business Continuity Services 104115- Tactical Management of Flow in the Enroute Arrival/Departures 107103- RNAV SIDs/STARs and Approaches Legend Capability implemeneted (Minimum Requirement) Capability Planned Near and Mid-term (Minimum Requirement) Capability under analysis (Minimum Requirement) Legacy: Comm: Voice Radios Comm:Voice Radios Comm: Voice Comm: Voice, DC Seg 1-2(ATN) Automation: HOST, ERAM (Optional), STARS, ARTS, MICROEARTS Automation: HOST/ERAM (Optional), TMA, Automation: ERAM P3, TAMR P3, Automation: ENROUTE/TERM AUTOMATION STARS, ARTS II/IIIE, CATM WP 3/4, NG FAR TERM WP MICROEARTS Nav: GNSS,WAAS, DME, ILS Nav: GNSS, WAAS Nav: GNSS, WAAS, LAAS, DME, ILS Surv: ASDE-X (Optional), ASR 4/8/9/11, PRM Surv: ASR 4/8/9/11, PRM, ASDE-X Surv: ASR 4/8/9/11, PRM-A(MLAT) Surv: ASR 4/8/9/11, PRM-A(MLAT) TIS-B (Optional) ASDE-X, TIS-B ASDE-X, TIS-B Safety: MSAW, Conflict Alert, RWSL (Optional) Safety: MSAW, Conflict Alert, RWSL (Opt) Safety: MSAW, RWSL, Safety: RWSL, Integrated Safety Systems RWSL(Optional) Near Term Emerging Advanced Capability Level 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 AirportCapabilityReadiness 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 domains 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.
  • 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.