Increase Flexibility in the
Terminal Environment
Solution Set Smart Sheet
Summary Description:
Increase Flexibility in the Terminal Environment solution set covers the terminal and airport operations ability to meet the need of both high-density terminals and other airports. Flexible terminal solutions focus on improvements to the management of separation at all airports. Such capabilities will improve safety, efficiency and maintain capacity in reduced visibility high-density terminal operations. Flexible terminal solutions will also improve trajectory management and advanced separation procedures employed when demand warrants. At airports where traffic demand is lower, and at high-density airports during times of low demand, operations requiring lesser aircraft capability are conducted, allowing access to a wider range of operators while retaining the throughput and efficiency advantages of high-density operations. Both trajectory and non trajectory-based operations may be conducted within flexible terminal operations. The activities do not rise to a level which requires flow management or flow tools.Background:
Flexible terminal operations are a mix of IFR/VFR traffic with aircraft types ranging from airline transport to low-end general aviation. Airports in these areas are towered and non-towered, depending on traffic demand. In the future, some satellite airports will experience higher traffic demand due to a migration of air traffic to these smaller airports in the effort to mitigate traffic congestion. In addition, there will be an increase in the use of personal aircraft for pleasure and business and the emergence of on-demand air taxi services using very light jets (VLJs).Improved access and safe operations in terminals areas and on the surface will be a requirement NAS-wide. Providing safe separation for aircraft, allowing departure and landing in lower visual conditions, will be required. Improved access to runways in a safe, fuel-efficient, and environmentally-sensitive (noise and emissions) operations across the airport environment is necessary to accommodate projected growth.
A primary NextGen objective will be to achieve the most efficient use of airspace and airports, based on actual needs, and where possible, to avoid permanent airspace and route segregation.Operational Capability Description:
Operational Improvements will include dynamically configurable airspace (flexible airspace), development of “equivalent visual” approach procedures, low visibility taxi and departure operations, net centric weather dissemination, appropriate wake vortex procedures, and efficient and environmentally sensitive continuous approaches. A major metric of this program will be increased capacity without a corresponding increase in human resources. The ultimate goal of flexible terminals will be to provide separation capabilities that support the full use of each runway in nearly all weather conditions. This is necessary if the highest density airports are to meet demand. At lower demand airports, such capabilities will provide viable business cases for users as alternatives for high-density airports, as well as provide new service to communities.A ground-based augmentation system will provide an optional lower cost alternative to ILS for CATII and CATIII-like approaches, extending operations into lower visibility conditions at many secondary airports. A ground-based augmentation system will also support higher precision approaches at major airports by providing for precision missed approaches at lower RNP. Finally, this system will enable offset landing thresholds for high-density airports, helping to implement wake-avoidance procedures on arrivals.
The goal of providing fuel-efficient, reduced emission and reduced noise precision approaches through high-density airspace to the runway is daunting. It will mean developing criteria for RNP 3D procedures with required time of arrival (RTA) objectives. These procedures will provide for energy-managed arrivals with a lower vertical containment than continuous descent arrivals (CDA) and an RTA that supports effective runway management.
Onboard displays of assigned taxi route, coupled with display of surface traffic and other hazards, will enable aircraft to safely taxi at or near normal taxi speeds in low visibility and at night. Such improvements will virtually eliminate runway incursions and other taxi errors.
Flight data management in the terminal and towers is still based on the exchange of flight strips. An improved, modern flight data management system for the terminal is critical. Currently, the ability to amend flight clearance/trajectories is limited. There is little or no insight into the status of aircraft until after they enter the airspace.Commitments:
- WAAS 200-Foot Minima: This will extend the use of the Wide-Area Augmentation System down to 200 feet above an airport’s elevation at runway ends without instrument landing systems in Alaska.
- Limited Use of Continuous Descent Arrivals: SDF, LAX, ATL: This will extend the use of Continuous Descent Arrivals during very low traffic situations at Louisville, Los Angeles, and Atlanta so that aircraft can perform efficient, low noise and low pollution arrivals.
- STL Revised Wake Separation Standards: This will provide for dependent, staggered operations at St Louis on closely-spaced parallels based on an understanding of wake transport limits.
- RNAV SIDs and STARs: This will provide additional Standard Instrument Departures and Standard Terminal Arrival Routes based on increased RNAV equipage at more locations.
- RNP Public SAAAR Approaches: This will provides additional RNP public Special Aircraft and Aircrew Requirements based approaches at more locations.
- LPV Approaches: This will provide vertically guided approaches at more locations. When vertical guidance is not possible, an LP approach is provided.
- T Routes/GPS Minimum en Route Altitudes (MEAs): This will provide RNAV routes (Tango routes and GPS MEAs) in support of Airspace Management Program and industry requests.
- Expanded Traffic Advisory Services Using Digital Traffic Data (Nationwide): Surrounding traffic information will be available to the flight deck, including Automatic Dependent Surveillance (ADS) information and the broadcast of non-transmitting targets to equipped aircraft. Surveillance and traffic broadcast services will improve situational awareness in the cockpit with more accurate and timely digital traffic data provided directly to aircraft avionics for display to the pilot.
- Increase Access, Efficiency, and Capacity by Using Vision Systems in Reduced Visibility Conditions: Vision systems will enable more aircraft to land, roll out, taxi, and take off in reduced visibility conditions, thus increasing access, efficiency, and capacity.
Near-Term Demonstrations:
Optimized Profile Descent (also known as Continuous Decent Arrivals -- CDAs): This demonstration will use Area Navigation (RNAV) and Required Navigation Performance (RNP) to provide arrivals with an optimized vertical profile. This will allow full and efficient use of airport runways. It is expected to save 200 to 400 LBS of fuel per arrival. Flight test will occur at two airports in 2008, ATL in May and MIA in July.Mid-Term Capabilites (2012 - 2018):
- Wake Turbulence Mitigation for Departures (WTMD): Wind-Based Wake Procedures: Changes to wake rules will be implemented based on wind measurements. Procedures will allow more closely-spaced departure operations to maintain airport/runway capacity.
- Ground-Based Augmentation System (GBAS) Precision Approaches: Global Positioning System (GPS)/GBAS will support precision approaches to Category I (as a non-federal system), and eventually Category II/III minimums for properly equipped runways and aircraft. GBAS can support approach minimums at airports with fewer restrictions to surface movement and offers the potential for curved precision approaches. GBAS also can support high-integrity surface movement requirements.
- Use Optimized Profile Descent: Optimized Profile Descents (OPDs) (also known as Continuous Decent Arrivals -- CDAs) will permit aircraft to remain at higher altitudes on arrival at the airport and use lower power settings during descent. OPD arrival procedures will provide for lower noise and more fuel-efficient operations. The air navigation service provider procedures and automation accommodate OPDs will be employed, when operationally advantageous.
- Provide Full Surface Situation Information: Automated broadcast of aircraft and vehicle position to ground and aircraft sensors/receivers will provide a digital display of the airport environment. Aircraft and vehicles will be identified and tracked to provide a full comprehensive picture of the surface environment to the Air Navigation Service Provider (ANSP), equipped aircraft, and Flight Operations Centers.
- Enhanced Surface Traffic Operations: Data communication between aircraft and Air Navigation Service Provider (ANSP) will be used to exchange clearances, amendments, requests, NAS status, weather information, and surface movement instructions. At specified airports data communications is the principle means of communication between ANSP and equipped aircraft.
Timeline:
Increase Flexibility in the Terminal Environment Timeline (PDF)
Benefits:
Increasing flexibility in the Terminal Environment provides foundational tools to enhance pilot and controller situational awareness and improve surface event management. The activities support initial aircraft-to-aircraft ADS-B applications, a low-cost ground-based augmentation system, and more. The “other than” High-Density Airports which will see benefits for NextGen investments will be critical to system-wide efficiency and performance of the air transportation system as a whole. Basic benefits will include:- Increased efficiency of arrival and departure operations
- Improved usage of runway capacity
- Improved airport access
Dependencies:
This solution is dependant on ADS-B transmit (out) and receive (in), CDTI, SWIM, RNP, RNAV, 4D trajectories, NAS Voice Switch, data communications, GBAS, training, procedures, airspace redesign, Safety Management System processes, and terminal automation platform enhancements.The Increase Arrivals/Departures at High-Density Airports solution set is dependent on achieving the milestones and service capabilities associated with the Increased Flexibility in the Terminal Environment solution set.
F09 Key Enabling Activities:
Separation Management- Departures, Precision Departure, and Wake - implement weather observations and algorithms for prediction of wake presence – will reduce delays and increase capacity of closely-spaced parallel runways
- Precision Approaches: Development of CAT II/III–like ground-based GPD augmentation (LAAS). Low cost alternative for ILS. The FAA will develop an operational system and certifiable standards for such a system.
Trajectory Management
- Arrivals – RNAV and RNP with 3D and required time of arrival. Criteria and ground automation requirements to extend noise, fuel, capacity, and emission-efficient flight paths to higher volume operations
Flight and State Data Management
- Develop the engineering requirements and system prototypes to support full Flight Data Management, Clearance Delivery, and Monitoring in terminal and tower
- Avionics- Develop standards of taxi instructions on Flight Deck Moving maps to supporting surface situation awareness
Local Area Augmentation System – ATDP: This Ground-Based Augmentation System (GBAS) will provide all-weather approach capabilities to aircraft within line-of-sight distances from airports using Global Positioning System (GPS) error corrections and integrity information. This will improve aircraft safety during approaches and landings at airports that currently do not have precision guidance available. The FAA may benefit from reduced operating costs, because a single LAAS will be able to provide service to several precision-instrument runways at an airport versus the need to install an ILS at every runway.
Upcoming activities on the LAAS program include completing the certification of a Part 171 Non-Federal LAAS installation at Memphis International Airport. Requirements development and research will continue to achieve a Cat II/III precision-approach performance capability with a LAAS system. There will be flight tests to demonstrate fuel savings from using LAAS guidance for precision approach.
Runway Incursion Reduction Program (RIRP): This program will continue research, development, and operational evaluation of technologies to increase runway safety. It will also explore alternative small airport surface detection technology and the application of these technologies to pilot, controller, and vehicle operator situational awareness tools. Initiatives include operational evaluation of runway intersection lights (RIL), low cost ground surveillance (LCGS), final approach runway occupancy signal (FAROS) awareness tools, and upgrading capabilities of runway status lights (RWSL). The two LCFGS systems being evaluated are the Critical Area Management System, which is based on distributed radar using millimeter wave sensors, and an X-band radar called the NOVA 9000 Surface Management System.
FY09 Key Research:
Wake Turbulence: The program, in FY 2009, will address the broader research agenda required to progress to the envisioned NextGen. The Wake Turbulence Research Program will address how to mitigate wake turbulence and collision risk impacts to enable more efficient use of congested airspace and existing/future runways at the nation’s busiest airports. Program outcomes include: increased NextGen capability for more flights during less-than-visual flight rules conditions, and aircraft will be able to fly closer together with the same or reduced safety risk.Wake Turbulence – Recategorization: This project will contribute to a 2015 target to demonstrate NextGen capability to handle growth projections. Recategorization of aircraft will occur in three steps: By 2010, it will permit static changes using six current aircraft weight categories, as well as adjust wake separation distances to account for fleet mix changes. By 2014, an alternate set of flexible aircraft classifications will be developed. The purpose will be for specific conditions where more aircraft might be accommodated in the same volume of airspace. By 2020, recategorization will support dynamic, pair-wise separation. Research will support operational implementation by 2025.
New ATM Requirement: Dynamic management of airspace will provide greater capacity, efficiency, and safety. This requirement will be applicable to lower density terminal areas, trajectory-based, or classic operations. Dynamic management of airspace and surface operations will require changes to procedures for low or zero visibility conditions, as well as related decision-support tools for both air and ground applications. Research will target wireless mobile C-band communications for the airport surface.
Air Traffic Control/Technical Operations Human Factors – Controller Efficiency: This program will accelerate and expand research addressing human performance issues in NextGen concepts. This will occur by modeling controllers workload benefits from digital data link for mixed-equipage aircraft in the terminal area.
Surface/Runway Operations Awareness: This program will address human factors issues. It will introduce aircraft and ground vehicle cockpit display for guiding surface movement during low-visibility conditions. This will also apply to runway queuing and runway configuration change. Other activities will include developing human factors criteria for conflict alerting. This will reduce collision risk in surface movement. Another aspect of this program will be development of aircrew requirements for aircraft display, as well as certification criteria necessary for use in staffed NextGen towers.Mid-Term Capability (2012 – 2018) Details:
The following are the capability details for developing flexibility in the terminal environment:- WTMD: Wind-Based Wake Procedures
- GBAS Precision Approaches
- Use Optimized Profile Descent
- Provide Full Surface Situation Information
- Enhanced Surface Traffic Operations
Wake Turbulence Mitigation for Departures (WTMD): Wind-Based Wake Procedures
Changes to wake rules are implemented based on wind measurements. Procedures allow more closely spaced departure operations to maintain airport/runway capacity.
Needs/Shortfall: Departure service is part of an integrated air traffic control approach and departure procedures provided for airports. These procedures have proved safe, for airports with closely-spaced parallel runways (CSPR). They do, however, limit capacity and create significant delays associated with their application during times of heavy airport departure demand, making it difficult for air carriers to maintain scheduling integrity. CSPR departure capacity limitations created by wake vortex separation standards are a liability to the NAS.
Operational Concept: Procedures are developed at applicable locations based on the results of analysis of wake measurements and safety analysis using wake modeling and visualization. During peak demand periods, these procedures allow airports to maintain airport departure throughput during favorable wind conditions.
A staged implementation of changes in procedures and standards, as well as the implementation of new technology will safely reduce the impact of wake vortices on operations. This reduction applies to specific types of aircraft and is based on wind blowing an aircraft’s wake away from the parallel runway’s operating area.
Aircraft & Operator: There is no aircraft or operator investment for this capability.
Design/Architecture: Weather sensors and algorithms are used to predict stable wind conditions that allow reduced separations due to wake movement. Procedures based on site-specific wake measurement and safety analysis will be developed.
Key Enabling Programs:
- Tower Flight Data Management System (2011 – 2013)
- Key Decision #115 Tower Flight Data Manager 2 (2010)
Dependencies: Separation Management Developmental Activities - Precision Departure and Wake
Benefits:
- Improved efficiency
- Increased capacity
- Reduced fuel-burn and engine emissions
First Initial Operational Capability: 2011–2016
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group
Ground Based Augmentation System (GBAS) Precision Approaches
Global Positioning System (GPS)/GBAS support precision approaches to Category I and eventually Category II/III minimums, for properly equipped runways and aircraft. GBAS can support approach minimums at airports with fewer restrictions to surface movement, and offers the potential for curved precision approaches. GBAS also can support high-integrity surface movement requirements.
Needs/Shortfall: There is a need for a system that will allow a facility to accommodate complex approaches (i.e., curved paths, short finals) to Category III minima at multiple runway ends, as well as support surface operations requiring high accuracy and integrity. A Category I capability is viewed as a stepping stone to a future Category II/III GBAS.
Operational Concept: GBAS would provide Category I and Category II/III precision approach and landing services and position information for surface operations. GBAS Category I systems may be installed at airports requiring a stand-alone augmented GPS navigation and landing capability, or at airports where Satellite-Based Augmentation System (SBAS) coverage is unable to meet existing navigation and landing requirements due to insufficient satellite coverage or availability (e.g., some locations in Alaska). GBAS Category II/III systems may be installed at higher usage airports that require more capable navigation and landing services.
A single GBAS system provides precision-approach capabilities to multiple runways or landing areas. GBAS provides precision-approach service that is robust to atmospheric phenomena that might cause loss of SBAS vertical guidance.
Aircraft & Operator: In order to achieve Category I GPS Landing System (GLS), aircraft need to equip with a GLS receiver (may be integrated in a multi-mode receiver), as well as upgrade controls and displays. Category III GLS will leverage additional aircraft capabilities, and will likely require modification to the GLS receiver and the auto/land system (flight control system) including integrated inertial Navigation and radio altimetry. Training requirements for GLS are expected to be similar to Instrument Landing System (ILS).
Design/Architecture: The GBAS system collects data from GPS satellites in view, computes the necessary differential corrections, and transmits them along with integrity data via Very High Frequency (VHF) broadcast to aircraft for multiple runways or landing areas. Standards for Category I GBAS have been adopted by the International Civil Aviation Organization (ICAO). Consistent with these standards, the Local Area Augmentation System (LAAS) is being modified. LAAS avionics are already available for transport category aircraft. A Category I LAAS ground facility has been developed, and FAA approval as a non-federal system is currently pending.
Key Enabling Programs:
- Ground-based Augmentation System - LAAS
- Key Decision #24 – Decision on next generation Category II/III service
Dependencies: Separation Management Developmental Activity - Precision Approaches: Development of CAT II/III –like ground-based GPD augmentation (LAAS).
Benefits:
- Improved efficiency
- Increased availability of precision approaches
- Increased safety
- Reduced fuel-burn and engine emissions
First Initial Operational Capability: 2013–2018
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group
Use Optimized Profile Descent
Optimized Profile Descents (OPDs) (also known as Continuous Decent Arrivals-- CDAs) permit aircraft to remain at higher altitudes on arrival to the airport and use lower power settings during descent. OPD arrival procedures will decrease noise and be more fuel-efficient. The air navigation service provider procedures and automation accommodate OPDs when operationally advantageous.
Needs/Shortfall: Predominantly, NAS-published arrival procedures contain combinations of descending and level segments when defining paths from cruise airspace to a runway-approach procedure. Level segments require use of higher engine power settings, resulting in excess fuel consumption and noise. There is a critical need for procedures that optimize aircraft fuel efficiency resulting in reduced user operating costs and less emissions and noise.
An initial step toward providing such procedures is to design conventional or area navigation (RNAV) arrival (Standard Terminal Arrival Route [STAR]), designed to allow aircraft equipped with Flight Management System (FMS) Vertical Navigation (VNAV) to fly a more fuel-efficient and less noisy trajectory.
Operational Concept: An OPD, in its optimal form, is an arrival where aircraft is cleared to descend from cruise altitude to final approach using the most economical power setting at all times. Based on published arrival procedures at final approach, aircraft begin a continuous rate of descent using a window of predetermined height and distance. Thrust may be added to permit a safe, stabilized approach-speed and flap-configuration down a glide slope to the runway.
As an initial step, conventional or RNAV STARs can be defined with vertical constraints incorporated as crossing restrictions. Careful selection of constraints allows most aircraft FMS VNAV systems to calculate a continuously descending flight path, although the flight path may require a slightly non-optimal power setting. In addition, static spacing guidance, based on weight class and winds, as well as speed commands for descending traffic, allows STAR to be used with minimal impact to airport throughput, although with a slight additional environmental penalty compared to the ideal STAR OPD.
At busy airports, achieving full fuel/emissions/noise benefits will be difficult without impacting capacity, unless advanced avionics and/or ground capabilities, and perhaps larger-scale airspace redesign are added.
Aircraft & Operator: In the near-term, aircraft participating in OPD are required to have RNAV route capability (in accordance with Advisory Circular 90-100A), barometric VNAV capability, and the ability to determine a fuel-efficient descent.
Design/Architecture: This initial step only requires the design of a STAR that incorporates well-chosen crossing restrictions, along with FMS VNAV capability (e.g., as found in much of the air carrier fleet today). The Air Navigation Service Provider (ANSP) can be provided static guidance for spacing based on winds and aircraft wake category, and can also issue speed commands, to minimize impact on throughput at a slight environmental penalty from optimum.
This capability can be implemented immediately at low-density airports, and can also be added to medium-and-high density airports, provided the overall airspace design can accommodate or be reconfigured to permit design of a suitable STAR. In medium–and-high density applications, more advanced metering and spacing tools than are currently available may be required.
Key Enabling Programs:
- En Route Automation Modernization Release 3 (2011-2012)
- Key Decision #43 En Route Automation Modernization Release 3 Package Contents (2009)
Dependencies:
- Trajectory Management Developmental Activity - RNAV/RNP with 3D and required time of arrival.
- Flight and State Data Management Developmental Activity (Trajectory- Based Operations) – Flight Object
- Flight and State Data Management
- Flight Data Management, Clearance Delivery, and Monitoring in terminal and tower - Developing the engineering requirements and system prototypes to fully support these programs full Flight Data Management, Clearance Delivery and Monitoring in terminal and tower
- Avionics- Developing standards of taxi instructions on Flight Deck Moving maps to supporting surface situation awareness
Benefits:
- Reduced noise
- Reduced fuel-burn and engine emissions
First Initial Operational Capability: 2010–2017
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group 0
Provide Full Surface Situation Information
Automated broadcast of aircraft and vehicle position to ground and aircraft sensors/receivers provides a digital display of the airport environment. Aircraft and vehicles are identified and tracked to provide a full comprehensive picture of the surface environment to ANSP, equipped aircraft, and flight operations centers (FOCs).Needs/Shortfall: Service providers, FOCs, and equipped aircraft need an accurate real-time view of airport surface traffic and movement, as well as obstacle location to increase situational awareness of surface operations. Currently, this is difficult because of several factors, including (but not limited to): Poor visibility caused by weather or nighttime conditions; poor sight lines; fast-moving surface traffic; no automated capability to predict movement of surface traffic; limited conflict detection; and the volume of moving vehicles in a limited geographic area.
Operational Concept: Surface Situation Information will complement visual observation of the airport surface. Decision support system algorithms will use enhanced target data to support identification and alerting of those aircraft at risk of runway incursion.
In addition, non-ANSP functions, such as airport (movement and non-movement areas) and security operations will benefit from information exchange and situational awareness of aircraft and equipped vehicle surface position and movement.
Aircraft & Operator: For aircraft to employ this service, it will require an aerodrome moving map display, and integration of that moving map with ADS-B (including Traffic Information Service-Broadcast [TIS-B]) to depict other traffic. Operators choosing to participate in this capability must interface their FOC with the ANSP automation.
Design/Architecture: This capability will be accomplished through use of multiple ground-based receivers on the airport surface that capture aircraft transponder broadcasts. These sensors will be strategically placed on the airport surface for maximum surface coverage. The sensors will receive transponder signals and, with supporting automation, time-stamp and fuse this information with other sensor information to determine target positions, velocity, and identity. This information will be provided to the ANSP and the FOCs. This will extend the capability beyond the Airport Surface Detection Equipment Model X (ASDE-X) sites.
Key Enabling Programs: Automatic Dependant Surveillance-Broadcast (2008-2014)
Dependencies: Criteria for purchase are to be determined.
Benefits:
- Improved safety
- Improved efficiency
- Increased situational awareness
First Initial Operational Capability: 2016–2018
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group
Enhanced Surface Traffic Operations
Data communication between aircraft and ANSP is used to exchange clearances, amendments, requests, and surface movement instructions. At specified airports, data communications is the principle means of communication between ANSP and equipped aircraft.Needs/Shortfall: There is a need for enhanced surface operations to reduce delay and environmental impacts while increasing throughput at target airports.
Operational Concept: Terminal automation provides the ability to transmit automated terminal information, departure clearances and amendments, and taxi route instructions via data communications, including hold-short instructions. The taxi route instruction data communication function reduces requests for progressive taxi instructions. Benefits arising from this capability, in conjunction with other NAS investments, include enhanced airport throughput, controller efficiency, enhanced safety, as well as reduced fuel-burn and emissions.
At the outset, the current system will be expanded to include provision of initial and revised departure clearances directly to the aircraft. Initial and revised taxi route instructions will be added, replacing today’s use of voice to accomplish these activities. As a second step, Aeronautical Telecommunication Network (ATN) based capabilities will be added, replacing much of today’s system.
Aircraft & Operator: Digital taxi clearance will require modification to existing communication management units (CMU), and can initially use either Aircraft Communications Addressing and Reporting System (ACARS) or Very High-Frequency Digital Link (VDL) mode 2/ATN.
Design/Architecture: The following portfolio of elements is required to deliver this Data communications air/ground sub network infrastructure; Data communication-capable avionics infrastructure; and automation infrastructure; Data communication-capable avionics and automation infrastructure to support tower operations using data communications. Cockpit displays – electronic flight bags or CDTI’s will display the clearance on the moving map.
Key Enabling Programs:
- Data Communications Segment 1 (2012-2016)
- Key Decision #158 Final Investment Decision: Data Communications (2010)
Dependencies:
- Flight and State Data Management Developmental Activity - Flight Data Management, Clearance Delivery and Monitoring
- Flight and State Data Developmental Activities (Trajectory-based Operations) - Flight Object
Benefits:
- Improved efficiency
- Reduced frequency congestion
- Enhanced safety due to avoided readback/hearback operational errors
First Initial Operational Capability: 2014–2018
Champions:
FAA: ATO Chief Operating Officer and the Senior VP for NextGen
External User: RTCA ATMAC Requirements and Planning Work Group
