Summary Description:
The Increase Arrivals/Departures at High-Density Airports solution set involves airports (and the airspaces that access those airports) in which:
- Demand for runway capacity is high
- There are multiple runways with both airspace and taxiing interactions, or
- There are close-proximity airports with the potential for airspace or approach interference.
The above-defined airports require all the capabilities of the flexible terminals and airspace plus integrated tactical and strategic flow capabilities. They may require higher performance navigation and communications capabilities for air traffic and the aircraft to support these additional operational requirements.
Background:
With increasing demand, an even greater need exists to achieve and maintain peak through-put performance at the busiest airports and in the busiest airspace. Capability improvement via new procedures to enhance airport surface movements, reduce spacing and separation requirements, and improve overall traffic flow management into and out of busy metropolitan airspace is needed to maximize traffic flow and airport usage.
Operations are conducted to achieve maximum throughput, while facilitating efficient arrival and departure profiles. Traffic Flow Management and overall planning for the entire airport complex are helping to achieve higher airport throughput, ensuring that arrival flows match the projected airport capacity.
Operational Capability Description:
High-density corridors will provide transitions to and from trajectory-based en route airspace. High-density operations will seamlessly integrate surface operations through transition altitudes to en route airspace. As illustrated in Figure 1a, aircraft arriving from all directions receive specific 4 dimensional (4D) Trajectory profiles via data communications as early as possible. As routes converge approaching the airport, arriving traffic conduct airborne spacing and merging procedures that reduce excess spacing between aircraft and maximize throughput. Air Navigation Service Provider (ANSP) personnel provide overall tactical separation in this airspace, making full use of aircraft capabilities. Wake vortex detection, tracking, dissipation, and prediction information is also provided to controllers, as well as arriving and departing aircraft, in the terminal area.
Depending on runway configuration at high-density airports, various arrival procedures may be employed. Specific configurations and routes will be chosen in near-real time to provide flexibility and maximize arrival and departure throughput, even when severe weather is present. Required Navigation Performance (RNP) and Area Navigation (RNAV) routes will be prevalent, allowing for closer route spacing than is available today. In trail aircraft approaching a single runway will achieve and maintain optimum spacing via airborne spacing procedures. Aircraft approaching closely spaced parallel runways may conduct parallel runway procedures. Other “equivalent visual” approach procedures may also be developed to remove the restrictions currently imposed during times of limited visibility and ceilings. At high-density airports, precision approaches will be available to every runway. Low-visibility landing procedures will also be conducted.
High Density Air Traffic (PDF)
High-density operations may be required at more than today’s Class B airports to handle the projected traffic increase; however, as high-density operations restrict access to high-capability aircraft, high-density operations will only be designated when warranted by demand (e.g., some airports may be high-density during peak traffic hours but not otherwise). Satellite airport operations will be incorporated into high-density operations if demand or operational conditions warrant. Otherwise, access will be provided via negotiation of an appropriate 4D trajectory.
Taxi operations will be integrated into an aircraft’s 4D trajectory, allowing the ANSP to complete capacity management and flow contingency management activities and provide streamlined departure management. Cockpit and ground automation will allow aircraft to plan for crossing active runways, and allow taxi across when the runway is clear, without tower intervention. Near-real time updates for airport surface maps (e.g. taxiway or runway closures) will be available to pilots via data communications.
The same level of shared situational awareness and collaborative planning between the ANSP and operators applied to high-density surface operations will be applied to the aircraft in flight. This will enable much more efficient use of airport facilities, such as gates, taxiways, ramps, fuel trucks, and deicing facilities than currently possible.
To accommodate high-density procedures, advanced technology may enable reduced same-runway separation standards and runway occupancy rules. These modifications may include use of active wake vortex detection systems and automated aircraft braking systems that could optimize brake application to safely reach a pre-coordinated runway exit. (Safety analysis will determine whether any of the preceding concepts can be safely implemented, both generally and at specific airports and runway ends.)
Commitments:
- HAATS: This is a redesign (in stages) of the Houston area airspace. In 2008, it will include the 5th departure routes. All elements will be complete in 2010.
- Chicago Airspace: This is a redesign of the Chicago airspace. In 2008, it will include southbound components. Improvements known as “High and Wide” will be complete in FY2009.
- NY/NJ/PHL Metro Area Airspace: This includes a series of airspace design improvements in the New York, New Jersey, and Philadelphia areas (all elements will be completed in 2011.).
- Implement En Route Time-Based Metering Procedures: This provides the Traffic Management Advisor capabilities to R-controllers so that they can better match aircraft flows to airport resources.
- Implement ASDE-X: During 2008, this will provide improved surveillance information of aircraft on the surface at two airports (all OEP 35 airports by 2011).
- Cockpit Display of Traffic Information (CDTI) Assisted Visual Separation (CAVS): This will increase the opportunities to land at VMC capacities, or increase the capacity during IMC, based on cockpit-based technology applications at Louisville.
Accelerating NextGen: Near-Term Activities (2008-2009):
The FAA is applying NextGen capabilities today to relieve congestion.
- Develop low-visibility tower operations at a high-density airport using ASDE-X to provide improved throughput
- Implement an RNP Special Aircraft and Aircrew Authorization-Required (SAAAR) approach which enables a curved path to be flown with a vertical profile, reducing conflicts between O’Hare and Midway during specific runway configurations under certain conditions
Integrated Arrival/Departure Management at New York Area Airports:
- In conjunction with an accelerated ASDE-X deployment at JFK, additional equipment is being installed to surveil into the ramp areas, enabling surface management capabilities.
- RNAV and RNP are being used to deconflict arrivals/departures between JFK and La Guardia.
- Prototype predictive weather tools will be used in the New York area to provide more accurate 2-4 hour forecast, allowing better strategic planning of traffic flows.
Integrated Test Bed at Florida Airports
NextGen integrated test bed at Florida airports will be used to demonstrate integrated gate-to-gate NextGen operations, which includes trajectory-based operations, oceanic procedures/arrivals, integrated arrival/departure management, improved weather decision-making, and data-enabled operations. The resulting data will be used to evaluate integration and deployment issues.
Near-Term Demonstrations:
Tailored Arrivals (TAs): These demonstrations will integrate automation tools to provide cleared trajectory path, which are uplinked to aircraft and flown by Flight Management System (FMS), to support Atlantic Interoperability Initiative to Reduce Emissions (AIRE). This demonstration will integrate automation tools and Data Communications to provide a cleared trajectory path, which will be uplinked to the aircraft and flown by its FMS. It is expected to save 400 to 600 LBS of fuel per arrival in the end-state environment. Demonstrations are scheduled for late 2008 at MIA.
Surface Management with Airport Surface-Detection Equipment-Model X (ADSE-X): This initiative leverages ASDE-X installation as part of the High-Density solution set resulting in a collaborative environment at airports, as well as fuel emissions reduction. To accomplish this, the ASDE-X schedule will be accelerated and a demonstration of initial operational capability will occur in 2008 at JFK, MEM, and Orlando International Airports.
3 Dimensional Path Arrival Management (3D PAM): This demonstration will test a new method to deliver aircraft from the top of descent to a metering fix, which could be more predictable than today’s procedures. This concept will integrate a new automation decision-support tool into the current Traffic Management Advisory system. It would indicate optimal flight path advisories to the metering fixes surrounding larger airports. In 2008, there will be a human-in-the-loop simulation. Live trials will be conducted at DEN in FY09.
Mid-Term Capabilities (2012 – 2018):
- Improved Operations to Closely-Spaced Parallel Runways: Enhanced procedures (including cockpit and ground improvements) will allow improvements in operations to parallel runways. This will reduce the impact to airport/runway throughput in lower visibility conditions.
- Initial Surface Traffic Management: Departures are sequenced and staged to maintain throughput. ANSP automation will use departure-scheduling tools to flow surface traffic at high-density airports. Automation will provide surface sequencing and staging lists for departures and average departure delay (current and predicted).
- Time-Based Metering Using RNP and RNAV Route Assignments: RNAV, RNP, and time-based metering provide efficient use of runways and airspace in high-density airport environments. RNAV and RNP provide users with more efficient and consistent arrival and departure routings and fuel-efficient operations. Metering automation will manage the flow of aircraft to meter fixes. This will provide more efficient use of runways and airspace.
- Integrated Arrival/Departure Airspace Management: New airspace design will take advantage of expanded use of terminal procedures and separation standards. This is particularly applicable in major metropolitan areas supporting multiple high-volume airports. This capability will increase aircraft flows and introduce additional routes and flexibility to reduce delays. ANSP decision-support tools currently schedule and stage arrivals and departures based on airport demand, aircraft capabilities, and gate assignments.
Timeline:
Increased Arrivals/Departures at High Density Airports Timeline (PDF)
Benefits:
The benefits of the previously described technology innovations will include increased capacity and efficiency at high-density terminal areas, improved ANSP productivity for managing taxi operations, and environmental advantages, such as reduced emissions-per-flight and reduced airport noise. Benefits to the operator will be better taxi efficiency and access to airport facilities.
These initiatives will increase the throughput at the nation’s busiest airports and metroplex areas, as well as increase capacity, with minimal to no increase in human resources. These benefits, itemized below, include:
- Improved prediction of wheels-off times resulting in a more accurate load prediction for NAS resources due to the provision of surface information to traffic flow management
- Increased flexibility in obtaining user-preferred routing with reduced coordination.
- Decreased average taxi-out times due to better sequencing and load balancing at departure points because of increased departure throughput facilitated by optimized surface movement and runway utilization.
- Integrated arrival/departure airspace structure (including the use of dynamic airspace reconfiguration). This will reduce arrival delays due to earlier sequencing, increase capacity of the airspace, reduce airspace volume use and increase access to non-commercial classes of operators in metro areas. It will also reduce complexity due to more efficient traffic flow-management, effect additional and integrated arrival/departure routes, as well as improve smaller terminal separation standards.
- Increased use of data communication departure clearances and departure clearance revisions will reduce controller and pilot workload and voice channel occupancy, and will increase pilot awareness of taxi instructions.
Dependencies:
This solution set is dependent on data communications, terminal automation platform enhancements, RNP and RNAV, ADS-B transmit (out) and receive (in); SWIM, TFM-M, flight object, data communications, NAS Voice Switch, FMS Auto Load, 4D trajectories, training, Safety Management System processes, procedures, and airspace redesign.
This solution set depends on (and expands on) the capabilities of the Increased Flexibility in the Terminal Environment solution set.
FY09 Key Enabling Activities:
Separation Management
- Closely-Spaced Parallel Runways - Develop procedures to guide development of systems for 4D terminal operations, reduced spacing of aircraft, and increasing operations at closely-spaced parallel runways Develop avionics and automation requirements, including cockpit-cockpit monitoring and advanced navigation requirements
Trajectory Management
- Surface Tactical Flow - Surface Traffic Management System - Leverage the Memphis and Louisville research systems to develop requirements, design, and initial business case for an investment decision in FY10 to implement surface traffic-flow management at major US airports
- Surface Conformance Monitoring - Develop a concept of operations, requirements, standards, and procedures for taxi conformance. Expanding the capabilities of STMS will require monitoring support of controllers.
- Time-based metering- Complete the requirements for inclusion of NASA developed multi-center capabilities and logic for assigning RNAV routings to meet meter times into Traffic Management Advisor (TMA).
NextGen Transformational Program
Automatic Dependent Surveillance Broadcast (ADS-B): The Surveillance and Broadcast Services (SBS) program office is implementing Automated Dependant Surveillance – Broadcast (ADS-B), which is the cornerstone technology for the Next Generation Air Transportation System. This new system promises to significantly reduce delays and enhance safety by using aircraft broadcasted positions based on precise signals from the Global Navigation Satellite System instead of from traditional radar. This will pinpoint aircraft locations to more effectively track and manage air traffic. ADS-B receives flight data from aircraft, via a data link, derived from on-board position-fixing and navigational systems. The information will be used for surveillance applications and air traffic services displays on automation systems. In 2009, activities will target surface alerting by operational service and environment definition, hazard analysis, and an operational performance assessment. A Phase III Rulemaking Project Record (RPR) for ADS-B final rule has been submitted for approval by the agency's Rulemaking Management Council. In 2009, the program will also complete the initial modeling of ADS-B broadcast positions and associated surveillance errors in support of a decision on use of ADS-B as a surveillance source for terminal and en route separation procedures.
Additional details for the ADS-B program can be found in the reference sheet.
FY09 Key Research:
Wake Turbulence: This program will develop air traffic control decision support tool prototypes for evaluation. If these prototypes are demonstrated to safely meet the predicted NextGen demand for projected capacity increase in national airspace and airports, additional flights could be accommodated in the existing airspace. That would be possible because required wake mitigation separations between aircraft could be safely reduced. In 2009, an RE&D program completes its feasibility modeling of the wake turbulence management for arrivals (WTMA) system and operational concept.
New ATM Requirement: Using trajectory-based terminal operations and flow management, spacing between aircraft must be reduced. This would require implementation of high-density corridors with reduced separation and matching aircraft in transition to airport arrival capacity. It would also involve enhancing surface technologies and parallel runway operations with reduced lateral separation, digitizing taxi clearance and conformance, and expanding terminal separation procedures throughout arrival and departure airspace. Higher performance navigation and communication capabilities will also be necessary. Projected initiatives include:
- Determining compatibility of ground-based elements with airborne elements when using new High-Density trajectory-based procedures; and
- Determining TCAS effectiveness in the NextGen environment and defining requirements for improved performance.
Operations Concept Development (Validation Modeling): This research will identify and validate changes to current air traffic management operations that will foster increased system capacity, efficiency, and throughput. The validated operational concept will identify system-level requirements, airspace changes, and procedural changes that will need to be implemented. Capacity improvements are expected when concepts are implemented. One area of focus is validating operational assumptions for independent closely-spaced parallel runway operations.
Air Traffic Control/Technical Operations Human Factors – Controller Efficiency: Merging and spacing simulations will evaluate the effects of dissimilar aircraft converging on a metering fix, and the ability of flight crews and ANSP personnel to cooperate, using planned merging and spacing procedures. A simulation study evaluating merging and spacing decisions, and performance using different company aircraft will also be conducted. Simulation scenarios will evaluate efficiencies of procedures when multiple competing aircraft arrive at the metering fix at the same time. This work will identify recommendations for improved procedures and training required to achieve controller efficiency objectives.
Delegated Separation (Reduced-Separation): This program will assess human system integration issues in use during airborne NextGen concepts, capabilities, as well as procedures and ATM. The assessment will lead to a full mission simulation in 2016. In 2009, the program will investigate human factors issues in cockpit display requirements. Results could transition from current operations to the 2016 goal of reduced-arrival and departure spacing, including variable separation in a mixed-equipage environment. Other activities would develop human factors criteria for pilot training in areas of limited separation authority delegation in the oceanic environment. Modeling and simulation will be conducted to assess human factors issues for airborne delegated separation in classic and high-performance airspace involving high-density en route corridors.
Mid-Term Capability (2012 – 2018) Details:
The following are the capability details for increase arrivals/departures at high-density airports:
Improved Operations to Closely-Spaced Parallel Runways
Enhanced procedures (including cockpit and ground improvements) enable parallel runway improvements, reducing impact to airport/runway throughput in lower visibility conditions.
Needs/Shortfall:
Currently, dependent (staggered) operations are allowed in Instrument Meteorological Conditions (IMC) on parallel runways between 2500 feet and 4300 feet. Improved throughput is needed during ceiling and visibility conditions that are less than Visual Meteorological Conditions (VMC) on these runways, as well as those more closely spaced than 2500 feet. Establishing criteria for closely-spaced runways will allow airports to include new runway construction plans compatible with long-term NextGen operations.
Operational Concept:
Maintaining access to closely-spaced parallel runways in limited visibility conditions by integrating new aircraft technologies will ensure safety through precision navigation, aircraft-based monitoring of the aircraft on the parallel approach, and flight guidance to avoid wake vortex generated by parallel traffic. This capability will apply aircraft-based technologies to maintain access in IMC, as well as support a new IFR standard for runway spacing. A number of other intermediate concepts for maintaining access to parallel runways continue being explored (e.g., use of RNP approaches to define parallel approaches with adequate spacing and visual transition to the runway).
Aircraft & Operator:
Alternative solutions are being evaluated, with different implications for aircraft. Precision navigation guidance and Automatic Dependent Surveillance–Broadcast (ADS-B) will be required, with implications for flight guidance automation and displays. The initial phase of this project will evaluate several alternatives to determine candidates for early implementation.
Design/Architecture:
To achieve closely-spaced parallel approaches, it is assumed responsibility for separation between aircraft would be delegated to the aircraft, minimizing the latency of any corrective actions. Aircraft may need assistance during initiation of a paired-approach to ensure they maintain an acceptable along-track tolerance. This maintenance will support other runway procedures (as close as 700 feet) in IMC conditions.
Key Enabling Programs:
Automatic Dependent Surveillance –Broadcast (ADS-B)
Dependencies: Separation Management Developmental Activities – Closely- Spaced Parallel Runways
Benefits:
- Improved efficiency
- Increased capacity
- Decreased user operational costs
- Reduced fuel-burn and engine emissions
First Initial Operational Capability: 2013–2018
Champions:
FAA: FAA Associate Administrator for Aviation Safety
External User: RTCA ATMAC Requirements and Planning Work Group
Initial Surface Traffic Management
Departures are sequenced and staged to maintain throughput. ANSP automation uses departure-scheduling tools to flow surface traffic at high-density airports. Automation provides surface sequencing and staging lists for departures and average departure delay (current and predicted).
Need/Shortfall:
Currently, air traffic demand exceeds inadequate NAS resources. Traffic-flow managers apply a variety of tools, particularly various types of traffic management initiatives (TMIs), to handle departure runways at high-density airports. These initiatives depend upon the capability of controllers. Managing surface traffic to enable aircraft to depart or land at airport runways within tightly scheduled time windows is a daunting task. There is an increasing demand for decision-support tools to assist controllers in accomplishing this daunting task. Appropriate surface data, when developed, will be shared with flight planners, flight operations centers (FOCs), as well as airport authorities.
Operational Concept:
ANSP automated decision support tools integrate surveillance data. This includes weather data, departure queues, aircraft flight plan information, runway configuration, expected departure times, and gate assignments. Automation provides surface sequencing and staging lists for departures and average departure delay (current and predicted). Local collaboration between ANSP and airport stakeholders improves information flow to decision support as well as the ability for aircraft operators to meet their operational and business objectives.
Aircraft & Operator:
This capability does not require any aircraft equipage or changes in flight crew procedures.
Design/Architecture:
The surface traffic management tool suite will receive data from and provide data to automation systems using application programming interfaces (APIs) and services provided by those systems. Information must be shared with the appropriate systems, such as Traffic Flow Management System (TFMS) infrastructure and En Route Automation Modernization (ERAM). Appropriate surface management tools may be distributed as needed to support required response times.
Key Enabling Programs:
- Tower Flight Data Management System (2011 – 2013)
o Key Decision #115 Tower Flight Data Manager 2 (2010)
Dependencies:
- Trajectory Management Developmental Activities - Surface Traffic Management System
- Trajectory Management Developmental Activities – Surface Conformance Monitoring
- Adequate surveillance coverage of non-movement areas
Benefits:
- Improved efficiency
- Reduced fuel-burn, airport noise, and engine emissions
First Initial Operational Capability: 2012–2016
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group
Time-Based Metering Using RNP and RNAV Route Assignments
RNAV, RNP, and time-based metering provide efficient use of runways and airspace in high-density airport environments. RNAV and RNP provide users with more efficient and consistent arrival and departure routings and fuel-efficient operations. Metering automation will manage the flow of aircraft to meter fixes, thus permitting efficient use of runways and airspace.
Needs/Shortfall:
The current airport environment requires additional capacity. In addition, orderly arrival-spacing of traffic is necessary if congestion, delays, and risky terminal area maneuvering are to be avoided. Currently, spacing is monitored though a series of vectors and speed changes, based on existing fixes.
Operational Concept:
Building on increased capacity in terminal separation procedures, time-based metering will facilitate efficient arrival and departure flows. This will be accomplished using RNAV and RNP routings, coupled with meter fix crossing times. These will be issued to the flight crew via voice or data communications for input into the Flight Management System (FMS). Arrivals will be issued a RNAV routing to link arrival procedures to designated runways. Aircraft will navigate from en route to approach and landing phases with minimal adjustments (i.e., speed adjustments) or changes to flight trajectories by Air Navigation Service Provider (ANSP).
Departures will be issued clearances that specify departure routings linked from RNAV routes into the en route phase of flight. This will reduce ANSP and flight crew workload, providing flexibility as well as maximizing arrival and departure throughput at high-density airports.
Aircraft & Operator:
The new arrival and departure airspace structure will be based on RNAV-1 capability, as defined in Advisory Circular 90-100A. Participating aircraft will be required to equip with Global Navigation Satellite System (GNSS) or Distance Measuring Equipment (DME)/DME/inertial positioning capability, as well as a suitable RNAV system, and will be expected to comply with the published operational guidance. Participation in the time-based metering program will require single time of arrival control (TOAC), also known as Required Time of Arrival in the FMS.
Design/Architecture: Additional RNAV and RNP routes will be defined that will provide longer and shorter paths. Controller tools will suggest from among the pre-defined RNAV and RNP routes those that efficiently ensure adequate spacing between aircraft. Sites will be selected based on available high levels of equipage to support this operation. Metering will occur in en route airspace in the mid-term.
Key Enabling Programs:
- Traffic Flow Management System Work Package 2 (2011-2016)
- ERAM Mid-Term Work Package (2013-2017)
Dependencies:
Trajectory Management Developmental Activities – Traffic Management Advisor – NextGen
Benefits:
- Improved efficiency
- Increased capacity
- Reduced fuel-burn and engine emissions
First Initial Operational Capability: 2012–2014
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group
Integrated Arrival/Departure Airspace Management
New airspace design takes advantage of expanded use of terminal procedures and separation standards. This is particularly applicable in major metropolitan areas supporting multiple high-volume airports. This increases aircraft flow and introduces additional routes and flexibility to reduce delays. ANSP decision support tools are instrumental in scheduling and staging arrivals and departures based on airport demand, aircraft capabilities, and gate assignments.
Needs/Shortfall:
Current airspace structure in high-density terminal areas is complex and inefficient and does not provide the structure to support the demands for increased capacity. Complexity is created by the closeness and interaction between arrival/departure flow of several major airports, satellite airports, and over flight flow.
Operational Concept:
This capability expands the use of terminal separation standards and procedures (e.g., 3 nm, degrees divergence, and visual separation) within the newly defined transition airspace. It extends further into current en route airspace (horizontally and vertically). A redesign of the airspace will permit a greater number of RNAV and RNP procedures within the transition airspace to allow for increased throughput. Extended application of terminal procedures and separation standards allows greater flexibility for traffic to be re-routed during severe weather and other disruptions to normal flows. Certain routes can be bi-directional and are used for either arrival or departure, depending on the traffic situation and the location of the severe weather.
Aircraft and Operator: RNAV capability, as described in Advisory Circular 90-100A, will be required of all participating aircraft. Participating aircraft are required to equip with Global Navigation Satellite System (GNSS) or Distance Measuring Equipment (DME)/DME/inertial positioning capability, a suitable RNAV system, and comply with the published operational guidance. This expanded use of 3 nm separation is based on improvements in secondary surveillance radar and does not require any new aircraft equipage or changes in flight crew procedures.
Design/Architecture:
The integrated arrival/departure airspace structure and supporting infrastructure is primarily applicable to high-density, complex metropolitan areas. RNAV-equipped aircraft and trained crew and controllers (on new RNAV procedures) are essential. In order to take full advantage of these capabilities and to increase flexibility over time, terminal separation procedures are linked to a required surveillance performance for the positional information, rather than an equipment-specific requirement.
Key Enabling Programs:
- En Route Automation Modernization Release 3 (2011-2012)
- Traffic Management Advisor Upgrades (2008-2011)
Dependencies:
- Trajectory Management Developmental Activities – Traffic Management Advisor – NextGen
- Capacity Management (Trajectory-Based Operations Solution Set) Developmental Activities – NextGen RNAV/RNP Network – DME
- This capability is linked to (must be implemented with) capabilities “Point-In-Space Metering”, “Increase Capacity and Efficiency Using RNAV/RNP” and is the follow-on step to the capability: “Increased Use of Terminal Procedures and Separation Standards”.
Benefits:
- Maximizes throughput
- Improves efficiency
- Reduces flight time
- Reduces noise
- Reduces fuel-burn and engine emissions
First Initial Operational Capability: 2012–2017
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group
