NextGen for Airports, Volume 3: Resources for Airports (2016) / Chapter Skim
Currently Skimming:
Pages 11-24
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8 | RESOURCES FOR AIRPORTS NextGen Architecture2 NextGen encompasses both communication, surveillance, and navigation technologies (CNS) and a wide range of other related initiatives.
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NextGen Architecture | 9 Major NextGen Programs NextGen consists of nearly 100 different modernization programs.18 To identify the NextGen capabilities that render the highest value to pilots, aircraft owners, and travelers, the FAA established the NAC -- a federal advisory committee consisting of aviation industry and FAA experts, overseen by standards-making body RTCA, Inc., to review FAA modernization plans and recommend priorities for development and implementation. The committee recommended the following four major NextGen priority focus areas.
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10 | RESOURCES FOR AIRPORTS The RTCA Committee's recommendations are documented in the RTCA NextGen Integration Working Group Final Report, October 2014. The FAA is currently implementing the RTCA recommendations.
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NextGen Architecture | 11 it achieves and inform the crew if the requirement is not met during an operation. The performance requirements of PBN are conveyed to the operators through navigation specifications.
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12 | RESOURCES FOR AIRPORTS RNAV avionics also allows use of "direct" routes where the aircraft can fly from an arbitrary staring point to a real or virtual waypoint. The use of RNAV operations enabled by modern avionics has been supported by upgrades to the air traffic management computers and displays.
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NextGen Architecture | 13 Figure 2-3. Conventional STAR for Dallas-Ft.
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14 | RESOURCES FOR AIRPORTS routes to reduce time and fuel burn and also enables an increase in the potential number of flight routes. Approach and Landing Phase In the approach airspace, controllers vector the arrivals to intercept the final approach path or to a charted arrival procedure.
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NextGen Architecture | 15 Raw GPS data are not sufficiently accurate to support low-visibility RNAV/RNP instrument approach procedures. The WAAS and the GBAS both provide corrections to the GPS position data.
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16 | RESOURCES FOR AIRPORTS Airports for which noise is an issue should know that they may be able to influence the placement of new RNP routes and NextGen Metroplex routes if they engage in the planning process before a new route is finalized. Both RNAV SIDs and RNAV STARs can be designed to require an aircraft to operate over non-noise-sensitive areas and avoid noise-sensitive areas.
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NextGen Architecture | 17 General SWIM information and status can be seen at the FAA website "System Wide Information Management" SWIM_Progress_&_Plans (http://www.faa.gov/nextgen/update/progress_and_plans/ swim/)
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18 | RESOURCES FOR AIRPORTS 7110.659C, Wake Turbulence Recategorization. Practically, RECAT removes the additional wake vortex separation requirement that existed for Large class aircraft following Boeing 757 aircraft, and reduces the separation requirements for certain Heavy class aircraft following smaller Heavy class aircraft.
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NextGen Architecture | 19 Figure 2-6. Typical Data Comm display shows pre-departure clearance from tower.
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20 | RESOURCES FOR AIRPORTS GPS-based position of the aircraft, by January 1, 2020. Broadcasting the aircraft's position is commonly referred to as "ADS-B Out," for outbound communication.
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NextGen Architecture | 21 available at the FAA website Airports_AIP (http://www.faa.gov/airports/aip/)
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