# Presentation: 475738

##  NextGen 

**Presentation to:**
** ****Southwest Region Consultant Conference **
**Name: ****G. Thomas Wade, P.E.**
**Date:  ****December 2, 2008**

*** ******NextGen ***

- Coming to an Airport Near You

## Today’s Presentation

- Overview Airports Geographic Information System
- Introduce A-GIS/Electronic ALP Pilot Program
- Outline March 11, 2009, ASW Surveying Workshop

## Next Generation Air Transportation System

- The Next General of Air Transportation System (NextGen) is the FAAs initiative to modernize and transform the National Airspace System through 2025.
- NextGen includes a _portfolio_ of technologies, operational procedures and infrastructure improvements applied in the air traffic, aircraft and airports domains.

## Why NextGen

- 2025 Forecast
- Operations (at Towered Airports) – 84 million
- Passenger Boardings – 1.3 b
- Carriers Demand NextGen to Reduce Costs
- FAA Needs NextGen to increase Capacity and Safety
- Airports Need NextGen to Increase Capacity and Safety
- Flying Public Requires NextGen to Reduce Travel Time/Frustration

## What is NextGen

- Satellite-Based Navigation
- Automatic Dependent Surveillance Broadcast (ADS-B)
- RNAV/RNP/Continuous Decent Approaches
- Lateral Precision with Vertical (LPV) Approaches to 250-3/4
- Better Weather Information
- Moving Maps
- Airports Geographic Information System (A-GIS)

## Airports-GIS

- Is an FAA-wide initiative supporting NextGen to improve aviation efficiency by consolidating airport and related terrestrial data into a _single_, _robust_, GIS database for providing information to support airport operator needs, air carrier requirements and FAA responsibilities,
- Is necessary to fully leverage satellite-based navigation,
- Has a website portal, controlled by the airport operator for access by authorized users,
- Has tested surveying standards and quality control procedures to ensure integrity of safety critical data,
- Will have tools to create and use on-line Airport Obstruction Charts (OC) and Electronic Airport Layout Plans (e-ALP) and
- Became an FAA Flight Plan Goal in FY-2006
- Office of Airports
- Air Traffic Organization
- Flight  Standards

## What Is The Length Of This Runway? 

**The answer depends on who you ask !!!!**

**Notes:**
This image and measurement in the lower left hand corner of the slide was captured off Google Earth. 

## Which Data Is Correct? 

**NFDC NASR Data**

**iOE/AAA**

**NFPG Data**

_**3335**_** Feet**

_**3545**_** Feet**

**Landing Length = **_**3145**_** Feet**

**Notes:**
These screenshots are from three (3) FAA web sites were collected at the exact same date and time and supposedly describe the same runway end at the same airport

But why do all three have different values?  

Is it because of the proposed runway end location shown in iOEAAA? 

No, because the current data doesn’t even match. 

## AIRPORTS GIS

**AIRPORTS GIS**

**CAD vs. GIS**

- Data that may come from many different sources is geographically projected to line up together
- Metadata: data about data

- In GIS, data is layered like a stack of transparencies

**WHAT IS GIS?**

**AIRPORTS GIS?**

- A single, web-based database system for validated data in support of airport design & construction programs
- A GIS planning tool to help airport planners visualize the characteristics of a airport facilities & features (runway length, width, surface type)
- A tool to help field personnel address & coordinate airport changes in a timely manner in an _integrated_ environment

**Notes:**
AIRPORTS-GIS will benefit all FAA lines of business, as well as stakeholders (Airport Sponsor, State Agencies, consultants) with imagery and geospatial data and increased web-based accessibility to a wide-range of data sets.

ARP will see immediate benefits via the inclusion of the upcoming e-ALP drawing set.

ONE PORTAL: a single, information depository, via GIS website, with data managed by ARP

## How The Program Is Designed To Help

**Airports-GIS provides the foundation for connecting the airports, FAA, and other agencies**

**A central database for storing survey, charting, analysis, and planning data**

**The Airport Surveying-GIS program provides a **_***single portal***_** for the collection and dissemination of standards based verified source data to support future design, mapping, surveying, and construction activities from a known good (independent verification and validation) and maintained data set.**

## Program Benefits

## Why Implement Such A Process? 

-  To provide a common platform for the collection, maintenance, and dissemination of airport and aeronautical information and sharing of the data for improved efficiency of airport operations for both the sponsor and the FAA.
-  To support current initiatives within aviation industry (moving maps, electronic flight information, advanced avionics) require a data centric airport environment, as opposed to the traditional product based environment.
- To meet the challenges of the changing role of aeronautical data in the system, the FAA needed to rethink the way it collects, stores, and maintains the data about airports.
- Need to focus on _**managing**_ our airport and aeronautical data.

## Airport Sponsor Benefits

- Provides a single point of entry for the submission and maintenance of _***AIRPORT DATA ***_and to communicate the changes electronically to the FAA
- Provides non-GIS Equipped Airports with a GIS Foundation for:
- Airport Layout Plans,
-  Obstruction Charts,
-  Construction plans, and other airport mapping products
- Planning
- Zoning
- Improves Response time to Airport Changes (NRA Studies)
- Provides On-line Access to Electronic Obstruction Charts and Airport Layout Plan Data to FAA, Airports, and Consultants
- Provides the sponsor access to FAA data
- Speeds Production and Currency of FAA Charts and publications
- Speeds review and acceptance of ALP updates

## Airport Surveys ... What is required? 

**Airport Surveys ... What is required? **

**The Airports-GIS program is required for all **_***FAA funded***_** surveys including:**
- Airport Planning and Design Activities
- ALP updates
- Airport Master Plans
- Environmental and Noise Analysis
- Airspace evaluation (obstructions to navigable airspace)
- Airport Operating Area (AOA) construction activities (i.e. runway/taxiway)
- NAVAID installation/relocation
- Instrument procedure obstruction data
**Guidance is published in AC 150/5300-16/17/18**
**Recommended for all public use airports  **
**Encouraged and available for all airports including private**

## Geodetic Control 

**Geodetic Control **
**AC 150/5300-16**

## National Spatial Reference System 

**NATIONAL SPATIAL REFERENCE SYSTEM (NSRS). **
**All** surveying and positioning must be tied to the NSRS.
**HORIZONTAL CONTROL. **
- The only nationally recognized horizontal datum is North American Datum of (NAD) 83 (YYYY), where YYYY is the year of the most recent observations. Note: The year of observations is on the NGS datasheet next to the latitude and longitude.
**VERTICAL REFERENCE. **
- Use North American Vertical Datum (NAVD) 88. For information on NAVD 88, refer to the following website_: _http://www.ngs.noaa.gov/PUBS_LIB/NAVD88/navd88report.htm.

**Notes:**
We have provided in your student materials background information the National Spatial Reference System.  The article is by Mr. Dave Doyle of NGS and is titled , “Development of the National Spatial Reference System”. We are also excerpted and provided the NGS ‘one pager” on contributing to the NSRS.  

AC 150/5300-16 requires all surveying performed on and for an airport be tied to the NSRS.  

This provides for a consistent coordinate system (linking all pieces of the national airspace system to a single framework  

## How Is An Airport Tied To The NSRS? 

- Airports are tied to the NSRS in two ways
- Permanent Geodetic Control (PACS)
- Temporary Control with an OPUS solution
- OPUS - Online User Positioning System

## ARP Policy on Permanent Geodetic Control (PACS/SACS)

**Permanent Control. **FAA Regional Airports Divisions will determine which airports require permanent geodetic control monumentation in the form of PACS or SACS based on the activity (operational or proposed future construction) at the airport. However, for all airports in the National Plan of Integrated Airport Systems (NPIAS), we strongly recommend that at least the PACS be established.

**AC 150/5300-16, paragraph 2.2**
**Airports Requiring Geodetic Control Monumentation **

## Imagery Requirements

**Imagery Requirements**
**AC 150/5300-17B **

## AC 150/5300-17B 

**Principal Changes****.  **
- Reformatted entire document for readability, usability, and to provide clarification of some criteria.
- Added requirement for submission and approval of an imagery plan prior to imagery acquisition.
- Clarified requirement of flying height to consider the use of the imagery of further endeavors such as future engineering or planning activities.
- Eliminated requirement for a final report except under most conditions unless there is a change from the provided plan or an unusual circumstance was encountered during the collection effort.
- Add requirement for development and delivery to FAA of digital orthoimagery.
- Added a requirement for the use of the Airports GIS to submit and track project requirements such as the plan and deliverables
- Changes the exterior orientation reporting units for omega, phi, kappa, from radians to decimal degrees.
- Allows the use of state plane coordinates, reported in meters

## Why Do We Require Imagery? 

- The role and importance of airport and aeronautical data in meeting the safety, regularity and efficiency of air navigation changed significantly with the implementation of area navigation (RNAV), required navigation performance (RNP) and airborne computer based navigation systems.
- There are 2 reasons we require imagery.
- For projects involving safety critical data - to ensure the _***quality of the aeronautical information***_ collected.
- Secondly, the FAA believes that the use of imagery is an accurate and cost effective method of collecting this type of data.

**Notes:**
As you are aware, the FAA is charged with 

## Verification vs. Validation

**Verification:**
- The confirmation by examination and provision of _objective evidence that the specified requirements are fulfilled_. Verification is necessary to ensure the data set accurately represents the specifications and is uncorrupted.
- Testing against an independent measurement set (different tools or software)
- Safety Critical Data
**Validation:**
- Confirmation by examination and provisions of objective evidence showing the data set _**meets the particular requirements of the intended use**_. The purpose of the validation process is to demonstrate the data set has sufficient overall integrity to satisfy the requirements for its intended application. Validation answers the questions “is the data reasonable when compared against known data” and “does it meet the identified need.”
- Data reasonable and acceptable

**Notes:**
This is the ICAO definition of data verification 

In English it means we are going to use the raw data to TEST the answer you gave us.  

We are consistently asked why we require all the raw data (distances, angles, elevations) etc. and this is the reason so that NGS can take the raw data and compute the position of an object independently to see how it compare with the answer given by the surveyor. 

It goes to our responsibility of safety.  We want to make sure the data is correct before we use it in the NAS. Especially in these days of computer databases and flight management systems. 

## I’m a licensed professional! 

- I’m a licensed professional!
- Why do you have NGS checking my work?

## Field Data Collection and Geographic Information System (GIS) Standards 

**Field Data Collection and Geographic Information System (GIS) Standards **
**AC 150/5300-18B **

## Organization of AC 150/5300-18B

**Organization of AC 150/5300-18B**

- Though it looks daunting from the outside ... it’s not really that bad!
- The AC has five (5) chapters and appendices
- Chapter 1 discusses general survey guidance and specifications
- Chapter 2 discusses specific survey specifications and standards
- Chapter 3 discusses geospatial standard and specifications (GIS rules)
- Chapter 4 discusses data translation and existing data
- Chapter 5 discusses specific about the airport features
- Chapter 1 – 4 cover about 100 pages the rest is chapter 5!

**Notes:**
About Chapter 5, it breaks down each feature in detail

In some cases a single feature could take up many, many pages such as runway end point and navaid equipment

It was broken down this way because we found out that many surveyors were unfamiliar with airport and aviation terms such as the localizer being at the end of the serviced runway. 

##  Vision for Geospatial Data

** ****Vision for Geospatial Data**

- 	Provide an interoperable web-based system for the collection, management, maintenance and sharing of airport data addressing the needs of all FAA offices and Airport Sponsors ***collectively*** rather than individually.

**Notes:**
This initiative is part and parcel of the Geo-Spatial One-Stop and the effort to centralize all geographic information developed or used by the government

## Geospatial (Digital) Data ...the opportunity

**Geospatial (Digital) Data ...the opportunity**

- The Airports Division currently funds Airport Authority geodetic surveys for ALP development, and the survey results are often delivered with varying degrees of accuracy, media formats, and related data.
- Airport Layout Plans (ALP) are a graphic representation of current and future airport development as formally adopted by the sponsor and approved by FAA.
- Airport Layout Plans (ALP) are required by the Airport Improvement Program (AIP). Each NPIAS airport must maintain a current ALP.
- The FAA funds data acquisition - technology now allows the data to be  reusable from a validated source data.

***What if... the FAA could capture and validate against a defined standard important data from the ALP and make it available electronically for whoever needs it?***

**Notes:**
This is a high level overview of an FAA Airports initiative to standardize and share the information that is generated by Airport Layout Plans (ALP).  

The ALP is a document that is required by the Airport Improvement Program (AIP).  A current, FAA approved ALP  is required by 49 USC 47107(a)(16).   It identifies projects that are eligible for AIP grants and must be kept up to date as a condition of the grant

##   Geospatial Data Objectives

- Consolidate all FAA airport data requirements into a new standard for airport layout data to support FAA and industry
- Develop a comprehensive airport geo-spatial data standard
- RTCA DO-272, “User Requirements for Aerodrome Mapping Information”
- RTCA DO-276, “User Requirements for Terrain and Obstacle Data”
- AirMAT Model
- EuroControl AICM/AIXM
- Collect and maintain airport data digitally
- Eliminate redundancy
- Fewer airport surveys
- Standard feature identification methodology
- Eliminate disparate data sets

## Types of Surveys

- Surveys are on completed on airports for many different reasons
- Boundary
- Construction
- Utilities
- Obstruction
- Each served a single purpose, each was not coordinated sometimes collecting similar or the exact same data
- Some even happening at the same time!

## New Philosophy on Airport Surveys

- AC 150/5300-18 is designed to collect data about the airport as a whole rather than as a group of individual projects.
- Since most everything on an airport is interconnected or has a relationship to other things and these relationships should be preserved.
- Data collection projects should build on one another.
- Data provided as part of a design should be incorporated  into the airport data set and later verified rather than collected new.

## Alphabet Soup Eye Chart or Survey Requirements ???

**Alphabet Soup Eye Chart or Survey Requirements ???**

- ANA-LPV
- ANAPC
- PIR
- CGR
- BV

- NP-D
- AV
- C
- D

**Obstruction Surveys**

**Notes:**
Every time the FAA had a new requirement it developed a new survey specification to meet the need.  

The ANALPV was designed to meet the requirements for LPV approaches specifically

The CGR was a survey specification in response to Congressional requirements

## Types of Surveys

- Under the previous standard (FAA 405) there were as many different types of surveys
- These multiple types did not always provide the information required and most were based on 14 CFR 77
- AC 150/5300-18B has only two types of “obstruction surveys” ... it is a single multifaceted surface not individual pieces
- Vertically Guided
- Non-Vertically Guided

## Vertically Guided Airport Airspace Analysis Surface

- These specifications support the airport’s planning and design activities for the development of vertically guided instrument approaches such as ILS, PAR, MLS, LPV, TLS, RNP and Baro/VNAV

## Non-Vertically Guided Airport Airspace Analysis Surface

- Use the following specifications and associated figures to complete object identification on and surrounding airports to runways designed for visual or non-vertically guided (NVG) operations (Lateral Navigation (LNAV), Localizer Performance (LP), VOR, NDB, Localizer, Localizer Directional Aid (LDA), etc.)

## What does Satellite Navigation (WAAS) Bring to Airports? 

**Increase Safety**
- Continuous Descent Procedures reduce CFIT/ALA
- Improved Pilot/Controller Situational Awareness
**Greater Capacity**
- All Weather Operations
- Reduced lateral separation
- Precise arrival, approach, and departure procedures
- Parallel Routing
- Flexible Routing / Improved Re-routing capabilities
**No navigational equipment on the airport**
- No critical area protection required
***Near***** Precision approach capability to appropriate runways**

**Notes:**
RNAV operations and approaches enable us to accomplish several objectives.  A recent study headed by the Flight Safety Foundation, of which the FAA was a major player, identified that establishing continuous descent procedures and most airports reduces the likelihood of Controlled Flight Into Terrain and Approach to Landing Accidents.  If also improved pilot, controller situational awareness through more precise routing.

Furthermore, it will enable us to increase capacity in the system by reducing delays during all weather operation and providing definitive re-routing capabilities for severe weather or problems within the airspace system.  In the future, RNP will enable us to reduce lateral separation.

## What Airport Owners and Consultants Should Know about WAAS

- FAA goal is to increase publication of WAAS procedures to 500 per year
- FAA strives to provide the best approach, and lowest minimums for each WAAS procedure
- New WAAS procedures at airports can have a _profound_ affect on Design Standards

**RPZ with Upgraded Approach Minima**

## Glidepath Qualification Surface

- The GQS applies to approach procedures providing vertical path guidance.
- It limits the magnitude of penetration of the obstruction clearance surfaces overlying the final approach course.
- The intent is to provide a descent path from DA to landing free of obstructions that could destabilize the established glidepath angle.

## The GQS is centered on a course from the DA point to the runway threshold. 
If the GQS is penetrated, vertical guidance instrument approach procedures (ILS/MLS/WAAS/LAAS/Baro-VNAV) are not authorized

- If the GQS is penetrated, vertical guidance instrument approach procedures (ILS/MLS/WAAS/LAAS/Baro-VNAV) are not authorized

**Glidepath Qualification Surface**

## Using

**Using**
** ****Airports GIS **

## User Registration

**Notes:**
Airports GIS - Login Entry Screen
This is the entry screen to get into the system. 

If you are a registered user, enter your username and password. 

The login page also provides you with the self-help functions to reset your password or to recall your username if you forgot them. 

The system will communicate with you via e-mail using the e-mail account that you had provided during registration. 

If you have not yet registered, you can click on the New User Registration link to start for your registration process from the Airport GIS login page.

## Initiating a project...

**Notes:**
System will acknowledge your project initiation request by assigning a project number and presents you with the "New Airport Survey Project" page, that has "Pending Approval" status indicator on the Approval/Verification column for the project concurrence . At this point, You or your designated consultant/surveyor must provide Statement of Work and any supporting documents for the FAA Airport GIS to set concurrence to your project. Once your project get concurred, system will guide you through the subsequent steps for submitting plan and data requirements that you had specified during the project initiation time. 

**Assigning A Consultant To A Project**

**Notes:**
From "Surveyors/Consultants" list, select the surveyor/consultant's last-name link to assign his/her role to your related project 

## My Projects

**Notes:**
My Projects
The “My Projects” page is the heart of the system.  Everything flows this this page.  If you’re familiar with using the iOEAAA system, using Airports GIS will be a breeze. That is by design!

The 'My Projects' page contains the collection of all projects that fall within the users area of responsibility with respect to their registered role and access level. You can access 'My Projects' from the 'My Tools' navigation bar, or from the 'My Tools' pane on the FAA Airport Surveying homepage. 

All columns on 'My Projects' are sort-able. To sort on a column, simply perform a single click on the column's heading. To filter the list of projects, click on the gray filter bar and enter the filter criteria in the appropriate column. You can also browse through the project list and select the survey of your interest by clicking on the hyperlink of "project number" to open the project summary page.

The columns displayed in the 'My Projects' table are useful for locating the particular project that the user needs to work on. These fields include 'Project Number', 'Airport ID', 'Project Type', 'Sponsor', 'State', 'Region', 'Date', 'Status', and 'User Action'.

## Uploading the Statement of Work...

**Notes:**
After a new project is created, a Statement of work should be provided for the ADO to review and set the project concurrence. Click on the “View/Edit” 

Providing the SOW is important because others will be working on the project (HQ contractor support staff, NGS) so it is important to know what the consultant was asked to do. 

It is also important that the SOW provide details on what the entire project or the end goal of the project will be so it can be appropriately evaluated. 

For example, if the consultant hires a subcontractor for the survey work, we want to see both SOW’s not just the surveyors, so the big picture is available to us. We need to know the end goal. If the survey supports a threshold displacement and runway safety area improvement, we need to know this, whereas many of the surveyors SOW’s may only identify the requirement to complete the survey. 

## Data and Plan Submission

- 	Click on the active “Plans” button to upload a Survey and Quality Control Plan and any associated documents

**Notes:**
Click on the "Pending Data" link under the Data & File Submission column of the Survey & Quality Control section to submit the "Plan" item. 

## NGS Verification and Approval

**Notes:**
Open "My Projects" list from "My Tools" Navigation bar or from "My Tools" pane on the homepage, and select the project number that would be required of your “Pending Approval” action 

## Viewer

**Notes:**
Open "My Projects" list from "My Tools" Navigation bar or from "My Tools" pane on the homepage, and select the project number that would be required of your “Pending Approval” action 

## ELECTRONIC-ALP

**ELECTRONIC-ALP**

- Develop capability within the Airports-GIS application for electronic Airport Layout Diagrams (e-ALPs) and digital obstruction charts by AUG 31, 2009

***FLIGHT PLAN TARGET                 ******STATUS: IN PROGRESS***

- e-ALP National Standards Development Team created to:
- Ultimately, e-ALP will provide regional and district personnel with a simplified electronic gateway for ALP creation, amendment, & validation

- Policy implications?
- Version control?
- Pen-and-ink changes?
- Security? Sensitivity?
- Financial eligibility?
- Education available?
- Implementation plan?
- Technical capability?

- Define what is e-ALP
- Develop requirements for the drawing set
- Standardize checklists
- Approve design layouts

- Provide inputs to initial program guidance and rewrites of ACs
- Re-define data standards
- Re-design coordination processes (pen-and-ink, review, approval, e-sign)

## A-GIS/eALP Pilot Program

- Southwest Region (only)
- 6 Airports Targeted
- DFW	HRL   GA TBD
- OKC
- XNA
- MSY
- FY-2009  Issue Grants
- FY-2010  Complete

## Pilot Program Objectives

- To implement A-GIS into standard airport and FAA business practices in a planned and orderly manner for all parties to develop critical skills and make appropriate modifications for Nation-wide deployment
- To evaluate, test and improve tools/software being developed by the FAA to create electronic ALPs
- Develop FAA internal/external electronic coordination procedures, e‐ALP version control, electronic signatures and to improve A-GIS portal
- Develop coordination and version control procedures

_**1965 ALP**_

## Pilot Program Scope

- Conduct an Obstruction Survey for the airport
- Set Primary Airport Control (PAC) and Secondary Airport Controls (SAC) (per AC 150/5300-16) – if not already present
- Collect Aerial Photogrammetry (per AC 150/5300-17B)
- Validate existing FAA/NGS safety critical data (NAVAIDS, Runway Ends etc)
-  Collect object data (per AC 150/5300-18B)
- Utilize A-GIS portal to coordinate SOW, Plans and data submission
- Evaluate translation tools to bring existing electronic date into A-GIS
- Beta Test FAA-developed e-ALP software to identify needed software/process improvements and enhancements
- Incorporate into e-ALP existing
- Land use information,
- Property map and
- Boundary surveys
- Create a complete and useable e-ALP
- Provide FAA cost/time information related to data acquisition and e-ALP creation
- Provide FAA recommendations for requirements and process improvements

## Expectations

- Airport secure qualified resources (outside consultant(s)/surveyors and/or in-house) to conduct obstruction survey and create e-ALP
- Work with FAA to develop airport-specific scope of work
- Submit AIP Application based on negotiated fees
- FAA will work to secure AIP funding and issue grant offers in the second quarter of FY-2009.
- Receive Initial Data – Late Summer 2009
- Beta Test e-ALP – Summer/Fall 2009 and into FY-2010
- Complete grants by end of FY-2010
- Identify Additional Airports for eALP updates funded in FY-2010

## Surveying Workshop

**March 11, 2009, Partnership Conference – Full Track**
- Target Audience – Practitioners
- Consultants, Surveyors and Airport personnel involved in conducting surveying and Master Plan Updates (ALPs)
- Topics
- Survey Requirements, -16, -17B & -18B
- LPV Approach Requirements
- A-GIS Portal – Features and Use
- Statement of Work, Plan and Final Reports (templates)
- Conducting the surveys, forms, common errors, lessons learned
- Q&A panel with speakers and experienced experts
- Outreach to Surveying Community

## Thank You

- G. Thomas Wade, P.E.
- Capacity/Planning Program Manager
- Planning and Programming Branch, ASW-610
- Airports Division
- FAA SW Regional Office
-  Fort Worth, TX  76193-0600
- 817.222.5613
- _[thomas.wade@faa.gov](mailto:thomas.wade@faa.gov)_
- _[http://www.faa.gov](http://www.faa.gov/)_
- Airports/Air Traffic
- Airports
- Southwest Region