Air Traffic ManagementSteve BradfordChief Scientist – Architecture & NextGen DevelopmentApril 22, 2013

Trajectory Operations: Transformation Procedural Based Control:

Control on Where We Think the Aircraft Is

Landmark Navigation

Radio Beacons

Position Reports

Surveillance Based Control: Control on Where We Know the

Aircraft Is

VOR/DME

RADAR

Trajectory Based Control: Control on Where We Know

the Aircraft Will Be

RNP

ADS-B

DataComm

2

Questions

• Status and Direction for NextGen and what is the anticipated timing for implementation?

• How will NextGen handle UAVs and high speed flight?

• How will it integrate into the International Air Space• What impacts to airlines relative to necessary

changes they will have to implement to accommodate NextGen?

• What impacts, if any to the Business & General Aviation segments as a result of NextGen?

Increasing Imperative for Change

4

Trajectory TimelineCollision Avoidance

Separation Management

Trajectory Management

Flow ManagementAirspace Management

5

6

Realigned Elements of NextGen

Today’s National Airspace System NextGen

Inefficient routes & fuel consumption

Ground-based Navigation and Surveillance

Disconnected Information Systems

Cognitive-Based Air Traffic “Control”

Air Traffic Control Communications By Voice

Fragmented Weather Forecasting

Focus on major airports

Airport Operations Limited By Visibility Conditions

Forensic Safety Systems

Shorter flight paths/ fuel saving procedures; alternative fuels; reduced noise

Satellite-based Navigation and Surveillance

Information More Readily Accessible

Automation, Decision Support Tools

Routine Information Sent Digitally

Forecasts Embedded into Decisions

Focus on metropolitan areas

Operations Continue Into Lower Visibility Conditions

Prognostic Safety Systems

Overlay:RVFP/GVFP RNAV (RNP)

RNAV/RNP to ILS

Repeatable Track (LNAV/VNAV/SPD)Simultaneous Operations

ATC/Pilot/TFM Predictability

56.10%

19.70%17.00%

7.20%

5,000+ ft / 5+ nm 2,500+ ft / 3+ nm 800+ ft / 2+ nnm NA / 300 RVR

VisualCharted

RVFPGVFP RNP

ILS

One Track, Three Approaches, All Weather

RVFP / GVFP RNAV / RNP ILS / RNP to ILS

Why a Single Track Through the Bay in All Weather Conditions is Critical to Success

B6500A6000

6000

5000

12 milesfurther

Continuous 3 degreeGlideslope from HEDDR

ATC issues and pilots fly the same track every time, predictable and stabilizedSTAR connects to all approaches, continues the 3 degree glideslope, no level-offs or

t

A consistent thread• Advanced procedures to save fuel and time• Navigation to support advanced procedures –

APNT• Information that provides both aircraft and crew

capabilities• TBFM to TSS, from workload to sequencing and

spacing – beyond simple cognition• Datacomm to adjust, communicate, alleviate

storage issues• Work in all weather • High Volume traffic – Metroplex• Same pattern – all weather all visibility

2013

2014

Expansion of ADS‐B

CY 14 16 18 20 22 24 26 28 30

Segment 1 Phase 1- Tower Service

Segment 1 Phase 2- En Route Services

Departure Clearances (DCL)Tower IOC

Avionics

En Route IOCInitial En Route

Services

Full En Route Services

Transfer of CommunicationsInitial Check-InAltitudes / Altimeter SettingsGo Button / Airborne Reroutes

Tailored Arrivals Controller Initiated Routes Direct-to-FixCrossing RestrictionsAdvisory MessagesSpeed and Headings Beacon CodesStuck Microphone

DataComm Services Roadmap

TFM Data Comm (OI#44)

RTCA TF5 Operation

Data Comm RoutineCommunications (OI#17)

Reroutes (OI#16)

DepartureClearance (OI#39)

Ground SystemFANS

FANS 1/A+ over VDL-2 transitioning to ATN

ATN

Tailored Arrivals (OI#42)

Data Comm RoutineCommunications (OI#17)

Segment 2- Advanced Services

4D TrajectoriesD-TAXI

National SitesZLC and ZTL

Ground Infrastructure – Tower Data Link Service (TDLS)– En Route Automation Modernization (ERAM)– FAA Telecommunications Infrastructure (FTI)

Uplink/Downlink Infrastructure– Data Comm Integrated Services (DCIS/DCNS)

Aircraft Upgrades– FANS 1/A+ over VDL‐2, later adding ATN B2

Tower Service ‐ System Elements

UAS and ATM- Integration• Assumption 1: The aircraft needs to by flying a trajectory agreement.

• Assumption 2: The aircraft has an FMS

• Assumption 3: Most the communications will be by data

communications.

• Assumption 4: TCAS – the UAS needs to be able to automatically

execute TCAS logic.

• Assumption 5: NVS – the voice switch needs to treat the remote

operator as it that position is on the flight deck

• Assumption 6: The lost link procedure needs to be filed as an

alternate trajectory.

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Challenges to GlobalHarmonization

• It is critical that future ATM technologies be compatible and interoperable (Standards)

• Integration of new technologies, systems, procedures and concepts into domestic airspace (Mixing new with old)

• Regional collaboration to coordinate modernization technologies and time lines (Cross boundary and multilateral harmonization)

• Service Provider and Operator investment required to realize full benefits (Infrastructure and avionics)

• ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades)

16

Air Navigation Global Performance Improvement Roadmap

Block 0: 2013 to 2018

Block 1: 2018 to 2023

Block 2: 2023 to 2028

Block 3: 2028+

Each block describes the upgrade needed to support the overall effort in each time frame.

Global, Interoperable ATM System

Challenges to GlobalHarmonization

• It is critical that future ATM technologies be compatible and interoperable (Standards)

• Integration of new technologies, systems, procedures and concepts into domestic airspace (Mixing new with old)

• Regional collaboration to coordinate modernization technologies and time lines (Cross boundary and multilateral harmonization)

• Service Provider and Operator investment required to realize full benefits (Infrastructure and avionics)

• ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades)

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ICAO Block Upgrades

NextGen and SESAR

• All items are aligned with NextGen and SESAR coordination plans

• ICAO Block timelines are more conservative than FAA

• Just as NextGen is not everything, for everyone, all the time, neither are the blocks

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Aligning with EuropeFull TB

O Ope

ratio

nal Capabilitie

s (OC)

SESARUS

FANS 1/A

ATNB1

2018+ EU SESAR 

IOC Dates

2023+ US Segment 2

Planned 

Baseline 2

2013 EU ATNB1 (Link 2000)

OC Gap

Harmon

ization Time Gap

 

US Desire

d BA

SELINE 2

Validated 

Baseline 2

Additional (US Desired) Baseline 2:

4 D Trajectory + Dynamic RNP2 & 3

Advanced Interval Mgt2

ATC Winds

Planned Baseline 2 Tower and Airborne Clearance Flight Information Services (NOTAM, VOLMET, Hazardous Weather, RVR)

Validated Baseline 24D Trajectory1

Interval Management Spacing4

In Trail Management4

Enhanced Clearance D- ATIS (text)D-Taxi clearance

• FANS 1/APartial 4D TrajectoryPosition Report Dep/Oceanic/En-Route ClearancesClimb & Descent ProcedurePosition Reporting

• ATN Baseline 1 (ATC COM)Information exchange/reportEn-Route Clearance Request/DeliveryCommunication ManagementMic Check

Notes:1 with ADS-C (Flight Path Intent)2 with ATC winds3 RNP by Leg Type; Variable Turns + ATC winds4 Voice replacement only

2016 US DCL 

CNS Avionics• Communication

Data Comm Aeronautical Telecommunications Network (ATN) Baseline 2

• Enables clearances and computer-to-computer (ATC-aircraft) data exchanges that are not possible via voice

• Navigation Advanced Required Navigation Performance (RNP)

• RNP equipment standards so aircraft will fly routes predictably and with precision; adds time-based navigation to current RNP capabilities

Alternative Position Navigation and Timing (PNT)• “Backup” approach that mitigates consequences of a Global Navigation Satellite System (GNSS)

service disruption

• SurveillanceADS-B-In applications per ADS-B-In ARC recommendations

• Advanced airborne surveillance applications using cockpit displays and automation supportAdvanced Traffic Collision Avoidance System (TCAS)

• Next-generation collision avoidance which reduces nuisance alerts and improves safety; also will be tailored to work with ADS-B-In systems for closely-spaced operations

ATN B2

ATN B2

JFK Model and Fully Functional TFDM

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DRM

Airport Authority

Flight OperatorsAir Traffic

ControlTMATs

ATM NAS Data

Aircraft status/intent

TMATs En route restrictions, TMIs

TMATs

NAS status

TMATsAirport status

Expected Additional BenefitsIntegration with Air Traffic Management Systems will improve coordination with system-wide restrictions and traffic flowProvide ATC with the right mix of aircraft to build efficient departure scheduleElectronic flight data (EFD) improves efficiency of communication and enables rapid and efficient departure queuing

TFDM

Actual BenefitsAllows scheduling departure releases prior to aircraft pushing back, letting aircraft take delay at gate, reducing fuel burn, taxi time, passenger frustration, and airframe timeReduces overall departure delay time (gate + taxi time)

DMCC

Airport Authority

Flight OperatorsAir Traffic

ControlTMATs

Air Traffic Management

Aircraft status/intent

TMATs En route restrictions, TMIs

NAS status

Airport status

JFK

Automated, comprehensive

Manual, limited

2017

Question 5

• What impacts, if any to the Business & General Aviation segments as a result of NextGen?

ADS-B Out Rule• Improved service in previously non-radar airspace

Gulf of Mexico, Alaska, Colorado, …ADS-B in services – traffic, Flight Information

ACAS-XpBlended Airspace – Collaborative with Colorado

LPV: Better Access to Small & GA Airports 

ACAS Architecture

MontroseConstellation

Aeronautical Fix5 nm Radius

Virtual Radar

RifleConstellation

Virtual Radar‐ TBD

GunnisonConstellation

TellurideConstellation

DurangoConstellation

HaydenConstellation

Phases I & IICoverage Areas

Aeronautical Fix

5 nm Radius

Phase I

Phase II

Surface Surveillance Sources  ADS‐B, MLAT, LCGS

ATCT Like Services Controlling Radar Facility

En Route and Local Surveillance Sources ‐Legacy Radars (SSR, PSR)

ADS‐B/WAM,  etc.

Hybrid Airspace 5 nm

Radius

Class A Airspace

Class E Airspace

Blended Airspace