# Presentation: 692179

## The Next Generation Air Transportation System“The Near Term and Beyond” Presented by Charles Leader, Director Joint Planning and Development Office

##  Expected Growth in the Aviation System

**Notes:**
There is one constant in aviation.  
Namely, that the world’s aviation industry is growing rapidly. But, this growth also represents a change in the character of the business models we’re going to see in the future. 
There will be new types of aircraft, such as light jets, and new larger aircraft such as the A380.  And we are also going to have deal with issues regarding commercial space operations.  All of this is going to impact the nation’s airspace.
Today, in the United States, there are 739 million passengers per year, with more than one billion passengers predicted by 2015.
The total fleet will more than double by 2025 growing from 17,300 airplanes to almost 36,000. (source Boeing Aircraft Company)
With that in mind, we need to anticipate growth in demand.  Perhaps as high as two or three times current levels.  In other words, the system of the future has to be “scalable” while at the same time always remaining safe and secure.

## Today’s Air Transportation Systemhas evolved to a primarily ground based, human centric communications, navigation and surveillance system

**Today’s Air Transportation System****has evolved to a primarily *****ground based, human***** centric***** *****communications, navigation and surveillance system**

**Notes:**
The current air transportation system has many constraints to supporting a the future economy and security:

An expensive fixed set of ground infrastructure with a structure that is not easily scaled to meet future demand
Where knowledge of the situation is hard to come by - geographically limited archaic communications, limited automation to pore through the data and a complex set of decision-making protocols
That treats all operators with a one-size fits all approach, in most cases ignoring the specifics of the situation 
Where security is an add-on

Yet with the dedication of a federal workforce that is 100,000 strong we are able to move millions of people and a lot of high value cargo every day with 40 thousand commercial flights and even more private flights. 

But to enable the future growth of this industry for the good of the economy and our security, we can’t simply rely on an ever larger workforce or set of ground infrastructure. To support double or triple some of those business sectors by 2025, we have to create the efficient operations that overcome these limitations.

## Doubling of Demand Quickly Overwhelms Near-Term Capacity(Current Sector Capacity Limits, 2010 Airport Capacities)

**2X Demand**

## What is NextGen?

**What is NextGen?**

**SatNav Constellation**
- (Positioning)

**SatComm **
**Constellation**
**(Data & Voice Digital Comm)**
**Aeronautical Information & **
**Curb-to-Curb 4-D Trajectory**

- Air Traffic Management
- Facilities
**Airborne & Surface**

- Airport

- Ground-Based Users
**AOC, FBO, Business,**
**Private, Etc.**

**ADS**

**ADS**

**ADS**

**Dynamic**
**Airspace**

**ADS**

- NETWORK CENTRIC INFORMATION

**Communication Constellation**

**Navigation Constellation**

**Secured Net-Centric Access Responsive to Needs**

**Notes:**
This chart paints an overarching theme to NextGen.

Broad-area or system-wide availability of services to rapidly and effectively meet changing user needs

Emphasis on satellite based navigation and networking technology serving a wide range of users.

## NextGen Goes a Long Way to Meeting Growth in Demand (

**3x Current Monitor Alert Parameter (MAP) Values, 1.3x 2010 Airport Capacities)**

**Notes:**
This chart is a good illustration of the scalability of NextGen.  Namely its ability to meet increasing capacity requirements.

## The Cost of “Not” Moving to NextGen 

**Demand by Year**

**Notes:**
Doing nothing and not moving forward with a transformation of the National Airspace system is not acceptable option.  The costs and impacts on our national economy and security are simply too great.
As economists like to say, this is an example of the opportunity cost.  Namely, there are substantial benefits that we forego if we don’t implement NextGen.

## Building the NextGen System:

***An Evolution***

-  **Deploy ADS-B, DataCom, RNP, NEO, SWIM**
** ****Establish equipage rules**
** ****Airspace/Route access based on RTSP**

**Establish NextGen Infrastructure**

**Develop: FY 06-11**

**Implement: FY 08-13**

-  **All aircraft equipped for NextGen**
** ****Increased capacity, improved safety, a **
**   ****lower controller workloads**

**Primary NextGen Operations**

**Develop: FY 12-17**

**Implement: FY 14-19**

-  **Airports network expanded**
** ****4DT Management (Gate-to-Gate)**
** ****Restructuring of NAV & **
**   ****surveillance**** ****infrastructure**

**Implement: FY 20-25**

**NextGen Super Density Operations**

**Develop: FY 18-21**

**Notes:**
NextGen is an evolution.  

A process of development and deployment

It can be explained in three basic phases.  First there is the establishment of the initial infrastructure, then the primary NextGen Operations and finally the NextGen Super Density Operations.

The initial infrastructure phase consists of the deployment of ADS-B, DataCom, RNP, NEO and SWIM.  It also focuses on equipage  and  RTSP access.  

Its during the Primary NextGen Operations phase the first substantial operational benefits of NextGen become apparent.  These include increases in capacity, more efficient and safer operations and reduced controller workloads.

The third phase, the NextGen Super Density Operations, represent the next level of evolution in NextGen. During this phase the basic airport network will have expanded.  This will involve benefits from more efficient use of our existing airports as well as expanding the activities of currently underutilized airports.  It will involve four dimensional trajectory management, (operating gate to gate), and a consolidation of facilities and a reduction of our NAV and surveillance infrastructure.

## Defining NextGen

- The Concepts of Operations
- Enterprise Architecture

**Notes:**
Critical to this discussion and to explaining NextGen is how does it all tie together? How are we turning the vision, the technology, and the resources into reality?

Think of it as a set of plans or the Definition.

The answer: two very important documents, which are now in the works. The Concepts of Operations, and the Enterprise Architecture. Both are essential to guiding the future investment and capabilities, both in terms of research and systems development.

The Concepts of Operations, or CONOPS, is a document that describes the basic operational description of how the Next Generation System will function. 

The Enterprise Architecture, meanwhile, is a recognized tool for reengineering business practices and the underlying technology that supports them. The Enterprise Architecture represents the actual plan for how the system will be developed, much like a set of blueprints. It is, essentially a capabilities based document.  
These documents are being developed concurrently. They are both iterative. They will, by their very nature, continue to evolve and develop.
We have worked closely, through our Integrated Product Teams and our stakeholder reviews, to get as much input and collaborative involvement as possible.  And I want to emphasize that this process is continuing. 
You can review the latest CONOPS by visiting our web site, www.jpdo.aero.

## Trajectory-Based Operations (TBO) in High Altitude Airspace – Mid-Term

**Automation**
**ADS-B**
**SWIM**
**Weather**

**Ground Station**

**Data **
**Communications**

**ADS-B & CDTI**
**-In trail climb/descent**
**-Passing Maneuvers**

**Automation Decision Support**
**-ERAM**
**-TFM**
**-TMA**

**National Data**

**Local Data**

**Wx Data**

**SWIM Connectivity**

**Notes:**
Notes:

Automation
-Integrate 4D data into decision support tools to reduce “human-in-the-loop”

ADS-B
-Focus on CDTI applications
-Data Comunication
-Rule-based high alt equipage

SWIM
-Data management toolsets

Weather
-Integrate multi-agency point-to-point systems –the common weather database. 

## Increased Throughput at High Density Airports – Mid-term

**Surface**
**Management**
**System**

**National**
**Data**

**Local Data**

**ADS-B Integration**
** ****into ATC Automation**

**RNAV/RNP**

**Continuous**
** ****Descent**
**Arrival**
**(CDA)**

**ADS-B & CDTI**
**  ****Merging & Spacing**
**  ****CDTI-Assisted Visual**
**    ****Separation (CAVS)**

**SWIM**
**Connectivity**

**ADS-B**
**Precision Landing/Departure**
**SWIM**
**Surface Management**
**Automation Decision Support**

**Notes:**
Notes:

ADS-B
-Begin transition to cockpit CDTI applications

Precision Landing/Departure
-Integrate continuous descent approaches with RNAV/RNP
SWIM
-Enable data management of terminal data into other NAS-level decision support tools 

Surface Management
-Provide “missing link” of surface data enabling airline tools and better surface mgt

Automation Decision Support
-Integration of initial 4DT toolsets into existing Terminal ATC systems 

## NextGen Operational View

**NextGen Operational View**

- NGATS Community Model View

**Notes:**
Perhaps the best way to sum this up is to emphasize the integrated nature of NextGen.

This chart is an illustration developed based on our Enterprise Architecture.

It shows the various types of operations in the airspace system, from high altitude activities to the gate itself.  It also reflects the capabilities that will go into making the NextGen system functional in this environment.

## Discussion

**Notes:**
So that’s where we are today and what we plan to achieve in the short- and long-term. It’s very ambitious, bold and without precedent. 
As children are fond of saying on long trips, “Are we there yet?”  No, but we have taken the first important steps that with your continued help and support will help us get there. And I am convinced more than ever that we will reach our ultimate goal.
Thank you.

## The following were slides we developed that

- give a slightly more program by program review.
- For backup, if you want use them.

## FY 08 is the start of a Critical Investment Period that Supports the Mid and Longer-Term future of NextGen

## Current Programs

**●**  **TFM-M**
**●**  **STARS/CARTS**
**●**  **RNP/RNAV**

_**Current Programs**_

**●** **Initial ADS-B**
**●** **Initial SWIM**
**●** **Airspace Mgmt **
**   ****Program**

## Essential Near-Term Investments

* *
**●** **Concept Demonstrations**
**●** **Infrastructure for Trajectory Based Operations**
**●** **TFM-M Enhancements**
**●** **Terminal Enhancements**

**●** **RNP/RNAV Expansion**
**● ****Data Communications**
**● ****ADS-B**
**● ****SWIM/Net-Enabled Weather**

_**Essential Near-Term Investments**_

## NextGen

**   ****Operations**
**●** **Aircraft Data **
**   ****Communications**
**●** **Performance-Based  **
**  ****Operations and Services**
**●** **Separation Management**
**●** **Collaborative TFM**

**● ****Precision Navigation **
**● ****Weather Integration**
**● ****Surveillance Services**
**● ****Network-Centric **
**Information Sharing**

_**NextGen**_

## NextGen Activities Over the Reauthorization Period 

**Oceanic**

**En Route**

**En Route**

**Departure**

**Arrival**

**Airlines**

**Traffic Flow Management**

**Gate to Takeoff**

**Landing to Gate**

**System-Wide Information Sharing**
**(Surveillance, trajectory, weather, NAS resources)**

**RNAV/RNP**
**In High Density**

**Oceanic 4D**
**Trajectories**

**Enroute 4D**
**Trajectories**

**(Predictable / Guarantee / Time of Take-Off / Arrival)**

**Integrates foundational NGATS technologies (i.e. SWIM, ADS-B, RNP) with new procedures and operations across the route of flight**

**  ****NNEW**

**   ****NEO**

**  ****Other Agency**

**Industry Sponsored**

**High Density Airspace**

**High Altitude Airspace**

**High Density Airspace**