JANUARY 2010

FAA RESPONSE TO

RECOMMENDATIONS OF THE 

RTCA NEXTGEN MID-TERM

IMPLEMENTATION TASK FORCE

 www.faa.gov/nextgen 1

From the Administrator

J. Randolph Babbitt

January 2010

Dear Members of the Aviation Community:

Last February, more than 300 members of the RTCA NextGen Mid-Term Implementation Task Force began working 

to lay out how to achieve the operational benefits of NextGen on an aggressive timetable. It was not easy to find 

common ground among the diverse aviation community, but in September the Task Force presented the FAA 

with a unified set of priorities for NextGen’s next five years. We are all indebted to the Task Force for its thorough, 

hard work.

Our report provides responses and an action plan for each of the Task Force Tier One recommendations. The Task 

Force recommendations add significant value to the FAA’s overall NextGen strategy and are being incorporated 

into our NextGen Implementation Plan that summarizes the agency’s work to achieve the 2018 operational 

capabilities. The plan will be released in early March. 

When we talk about NextGen we are talking about both the present and the future. We are laying the groundwork 

now so the full benefits and efficiencies created by NextGen can be realized. But already many of our partners are 

seeing direct results from early applications of advanced NextGen concepts. Those benefits will soon be available 

to a broader community as we move these capabilities into full operation.

I believe the FAA’s dedication to NextGen is evident in the pages that follow. The entire agency had a hand in 

our progress so far and the whole workforce will be integral in our future success. We will need to assess the 

environmental impact of NextGen improvements, seek innovative ways to increase efficiency at our nation’s 

airports, and put new concepts to the safety management test.

The FAA is dedicated, but we cannot do it alone. We will need the help of the entire aviation community which 

proved its dedication and willingness to collaborate during the Task Force’s deliberations. Taking our plans and 

putting them into action will be challenging, but I know that we are all up to it. Along with our partners we have 

set a course for the future and we are committed to it. I’m looking forward to what we can accomplish together.

J. Randolph Babbitt

Administrator
2 FAA RESPONSE TO TASK FORCE 

FAA response to rtca task force recommendations

1 RTCA, Inc. is a private, not-for-profit corporation that develops consensus-based recommendations regarding communications, navigation, surveillance and air traffic management 

 system issues. RTCA functions as a federal advisory committee and includes roughly 400 government, industry and academic organizations from the United States and around the 

 world. Members represent all facets of the aviation community, including government organizations, airlines, airspace users, airport associations, labor unions, and aviation service and 

 equipment suppliers. More information is available at http://www.rtca.org.

In 2009, the FAA witnessed an unprecedented collaboration among members of a far-reaching aviation consortium that 

included representatives from commercial airlines, general aviation, the military, manufacturers and airports. The RTCA1

NextGen Mid-Term Implementation Task Force slate of recommendations is critical to the FAA’s approach to NextGen 

development and deployment. The Task Force reiterated, and the FAA agreed, that any NextGen benefits that can be 

achieved today need to be maximized while efforts continue to build toward longer-term capabilities. 

Since the report’s release, we have focused on integrating the Task Force recommendations into the agency’s planning 

activities. We have made significant adjustments where necessary to render a clear NextGen implementation strategy that 

addresses Task Force recommendations. 

FAA RESPONSE

The partnerships the FAA continues to cultivate with the greater aviation community take many forms and are key to the 

success of the Next Generation Air Transportation System. The FAA’s partners make important contributions to NextGen 

on a number of fronts: they serve in an advisory capacity, as demonstrated by the RTCA Task Force; they take an active role 

in the drafting of standards and requirements; they provide critical support to NextGen field demonstrations; and they take 

part in the operational testing of NextGen concepts and equipment. The sheer volume and diversity of the FAA’s stakeholder 

partnerships stand as a clear indication of industry’s commitment to realizing the full promise of NextGen.

In response to the RTCA report, the FAA has adjusted its planning to address the Task Force’s Tier One recommendations. 

Furthermore, the FAA is improving business processes to streamline its effectiveness and address the Task Force’s overarching 

recommendations.

The FAA will do its part to deliver the desired capabilities and associated benefits to operators. The agency appreciates 

that the aviation community, through the Task Force report, has committed to doing the same. “All capabilities considered 

[by the Task Force] had at least one operator committed to invest in its implementation,” the Task Force said in its report. 

“If the FAA implements the elements of a recommended operational capability for which it is responsible,” the Task Force 

continued, “the operators who requested that capability will commit to making all necessary investments (e.g., training and 

equipage) in coordination with a rational and definable plan to be able to fly and achieve the benefits of such capability.”

The agency’s responses take into consideration funding allocations, scheduling constraints, investment decisions, standards, 

training and other critical work that will be required by both the FAA and industry as well as the interdependencies that exist 

between systems. They also reflect differing levels of maturity among NextGen capabilities — some ripe for deployment 

and use today, and some still in development. In the latter case, we will conduct the work necessary to answer any open 

questions. In order to achieve success the FAA and its partners will have to work together. 
 www.faa.gov/nextgen 3

The recommendations included in the RTCA report were separated into operational areas including two that are crosscutting, Data Communications (Data Comm) and Integrated Air Traffic Management (ATM). The remaining overarching 

recommendations were aimed at issues that impact the successful integration of all NextGen capabilities, and we open 

our response with a general discussion of the FAA’s approach to addressing those. We follow with the FAA’s response to 

each operational recommendation followed by highlights of the FAA’s corresponding plan of action2. The recommendation 

categories are depicted by the icons below.

The multiple communities such as airports, air traffic, environment, and aircraft and operators, that will benefit from and 

share responsibility for implementing the Task Force recommendations are identified in the margins of the corresponding 

text. 

As the FAA moves forward on NextGen implementation, we will continue to evaluate and adjust our strategies, priorities 

and deployment timelines in full collaboration with aviation stakeholders.

2 All listed years under FAA Action Plans are fiscal years. 

Overarching Data Comm Integrated ATM Surface

Runway Access Metroplex Cruise NAS Access
4 FAA RESPONSE TO TASK FORCE 

OVERARCHING

Overarching recommendations included incentivizing equipage, streamlining 

operational approval and certification, achieving existing 3- and 5-mile separation 

standards, and establishing institutional mechanisms to continue transparency and 

collaboration in NextGen development and implementation. We address post-Task 

Force recommendations at the conclusion of this response.

CONSISTENTLY ACHIEVING EXISTING 3- AND 5-MILE

SEPARATION

The Task Force, under this heading, called upon the FAA to implement a 

more collaborative approach to our change management process and build on 

relationships increasing transparency, including robust use of the Air Traffic Safety 

Action Program (ATSAP) agreement. 

In March 2009, the FAA and the National Air Traffic Controllers Association 

signed the ATSAP agreement. ATSAP provides a systematic, non-punitive method 

to identify, evaluate and correct potential safety hazards. This approach fosters 

a collaborative approach to change management by identifying safety events 

and implementing skill enhancement and system corrective action to reduce the 

potential for compromising safety. We will analyze the information obtained through 

ATSAP to develop skill enhancement or system corrective action to help resolve 

safety issues. Where possible, we will eliminate deviations from, and deficiencies 

in, applicable air traffic control directives. We expect over time that ATSAP will 

enable a culture that minimizes separation uncertainty buffers enabling separation 

to approach the 3- and 5- mile standards. To date, we have briefed and trained 

more than 12,000 employees at about 245 facilities on ATSAP. ATSAP training is 

expected to be complete by June 2010. 

In July 2009, the FAA significantly revised the way it reports operational errors 

by removing specific employee identification from reported operational errors/

deviations and proximity events. Additionally, the agency significantly eased the 

time requirements for reporting most operational errors to reduce potential impacts 

on air traffic control operations. 

In addition to implementing ATSAP, integrating and using new tools in the 

National Airspace System (NAS) will help optimize performance using the existing 

separation standards. Examples include the incorporation of Relative Position 

Indicator (RPI), a traffic management decision support tool, and the Automated 

Terminal Proximity Alert (ATPA), a safety alerting tool. We also currently use the 

Traffic Analysis and Review Program for data collection and trend analysis. 

RPI displays the relative spacing of aircraft on merging arrival flows. Terminal 

controllers can view this information to help them make control decisions regarding 

sequencing, spacing and merging traffic. We are planning RPI demonstrations at 

two terminal sites in 2010.

ATPA monitors all associated aircraft subject to Instrument Flight Rules separation 

that are located within the final approach course. We are implementing ATPA into 

two terminal automation systems: Common Automated Radar Terminal System 

(CARTS) with color displays (May 2010) and Standard Terminal Automation 

Replacement System (STARS) (2011). 

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic

Overarching
 www.faa.gov/nextgen 5

ATPA will support increased arrival rates by helping controllers consistently 

maintain the precise minimum separation standards. We have conducted controllerin-the-loop simulations to validate alert times and increased arrival rates.

Action Plan

• 2010: Complete ATSAP training

• 2010: Conduct RPI demonstrations at two sites

• 2010-2011: Implement ATPA in CARTS with color displays and STARS

INCENTIVIZING EQUIPAGE

The Task Force recommends that the FAA consider incentivizing equipage for 

planned NextGen capabilities in order to maximize benefits. The Administration 

has stated that it would like to expedite implementation of NextGen and continues 

to review timeframes on how best to meet that goal. We will explore both financial 

and operational incentives. On the operational side, streamlining operational 

procedure delivery — enabling operators to realize NextGen capabilities and 

their associated benefits more quickly — will encourage operators to equip with 

NextGen avionics. 

We are continuing discussions with the aviation community on what constitutes a 

“best-equipped/best-served” strategy, that will encourage NAS users to equip. As 

we implement new technologies, procedures and avionics equipage in the NAS, the 

system has to accommodate aircraft with NextGen technologies as well as those 

that have not begun the transition. When we all successfully resolve the mixed 

performance/equipage challenge, additional choices and improved levels of service 

will be available. “Best-equipped, best-served” requires analyses to determine the 

risks and opportunities that must be considered as controllers and operators deal 

with this mixed-equipage environment. In fiscal year 2009, the Data Comm and 

Automatic Dependent Surveillance - Broadcast (ADS-B) programs completed 

human-in-the-loop simulations to look at how a mixed-equipage environment 

(with or without Data Comm or ADS-B) affects controller tasks and workload. 

One of the important conclusions the Task Force reached was that the approach 

for incentivizing equipage would not necessarily be the same for every operational 

capability. The Task Force also recognized that during specific times some 

airspace would require specific NextGen capabilities to achieve greater system 

benefits within that environment. The FAA plans to continue this discussion 

with the aviation community to encourage NextGen equipage and the resulting 

operational benefits. The FAA will work with the aviation community on a 

strategy that adequately accommodates all types of operators with varying levels 

of equipage and maximizes overall system performance and enhancing safety at 

the same time. 

STREAMLINING

The Task Force recommends that the FAA identify and solve the operational 

approval and certification issues that may impede adoption and acceleration of 

NextGen capabilities. While recognizing that safety must be maintained and 

improved, the FAA must do so in ways that enable the changes necessary to 

implement NextGen capabilities. 

Most of the Task Force discussion focused on Performance Based Navigation 

(PBN). The FAA has identified activities that will contribute to the streamlining 

Overarching

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
6 FAA RESPONSE TO TASK FORCE 

effort in the following areas: organizational, resource requirements, procedures 

and regulatory guidance.

Due to the criticality of enhancing PBN delivery, the FAA’s NextGen Management 

Board, initiated a cross-agency Navigation Procedures project in the fall of 2009 

that is co-chaired by the FAA’s Office of Aviation Safety and the Air Traffic 

Organization. The project will review, improve and streamline all policies and 

processes used to request, prioritize, process, approve and implement operational 

air traffic navigation procedures. It will develop a program plan by March 2010, 

with a goal to begin implementation of all Lean-process changes before October 

2010.

The Office of Aviation Safety already has made several changes to improve 

coordination of NextGen-related projects. The Flight Standards Service has created 

new offices in each region focused on NextGen, and the Aircraft Certification 

Service has created a new team of experts from different offices to coordinate 

NextGen approvals.

In view of the number of potential actions that may require environmental review, 

streamlining the process by which we identify and conduct required environmental 

reviews is also a prime consideration. We are working to identify the scope of 

environmental reviews required under the National Environmental Policy Act 

(NEPA) for various NextGen actions and we are preparing an overall strategy and 

“roadmap” for performing more efficient NEPA reviews as we assure that required 

reviews are initiated to support the rollout of the initial components of NextGen. 

Our objective is to analyze the various NEPA assessments NextGen may require 

and recommend the most efficient level and scope of processes for NextGen NEPA 

activities. We plan to have our initial review and recommendations completed in 

September 2010. 

Action Plan

• 2010: Complete a Lean-process review, and begin implementation of identified 

process changes

• 2010: Publish a schedule for aircraft technologies required for NextGen to be 

included in the NextGen Implementation Plan

• 2010: Complete an integrated Aviation Safety plan for NextGen, to include a 

more detailed action plan for streamlining

• 2010: Complete initial review of NEPA and develop recommendations for 

NextGen NEPA activities

OTHER CONSIDERATIONS

The Task Force report identified additional considerations including unmanned 

aircraft systems (UAS) and the GPS constellation.

To successfully accommodate the growth of UAS operations, the FAA — in 

collaboration with industry — will have to implement policy decisions, minimum 

operational performance standards guidance, and technical requirements to support 

certification and operational approval for routine UAS operations in the NAS. The 

GPS constellation and its performance remains an important factor for NextGen. 

GPS is the foundation of our satellite-based NAS architecture. The FAA works with 

the U.S. transportation and defense departments to ensure continuity of services to 

the aviation community, and to provide for future capabilities.

Overarching

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic, 

Environment
 www.faa.gov/nextgen 7

RESPONSE TO OPERATIONAL RECOMMENDATIONS

What follows are details of the FAA’s responses to each of the Task Force’s Tier 

One operational recommendations. Our responses are organized under the same 

categories used in the Task Force report. Political, policy, environmental and rulemaking barriers, coupled with complexities associated with specific locations, may 

continue to limit or delay our ability to achieve some of the commitments we make 

here. Expenditure of appropriated funds, as always, is subject to requirements of 

the FAA’s Acquisition Management System and bodies such as the Joint Resources 

Council.

SURFACE

The Task Force recommendations in the Surface arena focus on creating a 

more efficient airport surface environment. We will accomplish this by sharing 

authoritative aircraft movement source data to foster common situational awareness 

among the FAA, flight operations centers and the airport. The data will contribute 

to more informed, collaborative surface decisions. Greater surface efficiency 

will, in turn, lead to higher throughput and decreased emissions, and could also 

provide opportunities to reduce noise and improve safety. Further collaboration is 

required on some issues, such as who will be responsible for surveillance in nonmovement areas. We will need to address the ownership and protection of spectrum 

supporting this recommendation. The FAA further recognizes the need to establish 

a single point of responsibility, authority and accountability for improving surface 

operations — a goal the agency intends to achieve during 2010.

Task Force Recommendation 

(Operational Capability 40)3

Surface Situational Awareness, Phase 1: Deploy Airport Surface Detection 

Equipment – Model X (ASDE-X) — or other ground infrastructure — to capture 

surface activity in the movement and non-movement areas; install data distribution 

units at ASDE-X sites

Locations: OEP 35 airports and nearby satellite airports

FAA Response

Through this recommendation, the Task Force seeks to foster the ongoing 

deployment of the foundational technology that will enable shared situational 

awareness among key stakeholders at the nation’s 35 busiest airports and their 

nearby satellite airports.

The agency concurs with the thrust of this recommendation, and is committed to 

collaborating with industry and other stakeholders to enhance surface movement 

activity through shared situational awareness of all airport surface activity. Based on 

our demonstration work, we agree with the Task Force that meaningful reductions 

in delays, fuel burn and emissions can be achieved by sharing airport surface 

movement data with airport operators, air carriers and others. This will allow 

them to make better informed decisions to enhance their operations and betterDomains Impacted:

Aircraft & Operators, 

Airports, Air Traffic

surface

3 Numbers listed beneath the recommendations reference the operational capabilities enumerated in the 

 RTCA Task Force Report.
8 FAA RESPONSE TO TASK FORCE 

serve their passengers The FAA believes that surface movement infrastructure 

originally deployed to improve safety can be leveraged to enable new capabilities 

for operators. Therefore, the FAA will deploy the capability that will allow operators 

who execute data-sharing agreements with the FAA appropriate access to the data 

from the airport surface detection systems the FAA deploys.

In post-report discussions with the NextGen Implementation Workgroup sponsored 

by the Air Traffic Management Advisory Committee, the FAA learned that the 

Task Force was not seeking the installation of ASDE-X at satellite airports, but 

rather ensuring that a mechanism existed for sharing surveillance and event data 

with those airports. While adhering to its ASDE-X deployment schedule, as well 

as other surface surveillance technologies, the FAA will work with stakeholders to 

determine the most effective methods for extending common situational awareness 

to satellite airports not scheduled to be equipped with ASDE-X. We note that we 

will need to address the ownership and protection of spectrum supporting this 

recommendation. Likewise, the FAA must develop appropriate data rights and 

release policies for enabling appropriate access to operational data for the airport 

movement and non-movement areas, as well as flight data.

Action Plan

• 2010-2011: Evaluate the benefit of FAA-funded infrastructure to provide 

surface surveillance coverage in non-movement areas, taking into 

consideration any radio spectrum capacity constraints

• 2010-2011: Develop data rights and data release policies in support of data 

sharing goals

• 2010-2013: Execute the current ASDE-X, Airport Surface Detection 

Equipment - Model 3 (ASDE-3)/Airport Movement Area Safety System/

Multilateration implementation programs at 34 of the OEP 35 airports, and 

at six additional non-OEP airports

• 2010-2013: Install data distribution units at ASDE-X and ASDE-3/

Multilateration locations and provide initial data dissemination capability

• 2011+: Develop and implement the longer-term data dissemination 

capability needed to provide a more reliable and robust data infrastructure

Task Force Recommendation

(Operational Capabilities 43 & 38)

Traffic Flow Management Common Operational Picture: Define system 

requirements, metrics and consistent views for operational data for improving 

FAA-stakeholder collaborative decision making

Surface Connectivity: Define interoperability standards and requirements for 

sharing surface data among flight operations centers and the FAA

Locations: ATL, CLT, DEN, DTW, EWR, IAD, IAH, JFK, LAX, MEM, MSP, 

ORD, PHL, SDF, SFO

FAA Response

The Task Force seeks, through these recommendations, to define the system 

requirements and metrics that will render consistent views of surface operational 

data to enable improved collaborative decision making, as well as the interoperability 

requirements and standards that will enable data sharing.

surface

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
 www.faa.gov/nextgen 9

The agency concurs with these recommendations and believes that the actions 

necessary to implement them build upon the capabilities that will be enabled by the 

initial operational data sharing outlined in the previous response. Furthermore, the 

actions discussed here are necessary steps to enable the capabilities outlined in the 

next recommendation. The FAA’s proposed plan of action leverages an existing 

joint industry-government working group, the Surface Collaborative Decision 

Making Team (SCT), to foster the level of collaboration that will be necessary 

to achieving these mutually shared goals. The delivery of shared, authoritative 

operational data in a consistent format to displays and decision-support tools will 

improve collaborative decision making and enhance system safety while improving 

operational efficiency — decreasing fuel burn and carbon emissions.

Action Plan

• 2010: Work with the SCT to define and gain consensus on a work plan to 

develop information exchange requirements

• 2011-2012: Conclude and execute information exchange requirements work 

plan

• 2012-2014: Work with the SCT and the Tower Flight Data Manager 

(TFDM) development team to define interoperability standards for surface 

operational data exchange

• 2013-2015: Conduct interoperability testing between the FAA and flight 

operations centers

• 2014-2016: Execute field implementation of surface operational data 

sharing

Task Force Recommendation

 (Operational Capability 41)

Surface Situational Awareness, Phase 2: Implement integrated airport movement 

management decision support tools, standards and processes

Locations: ATL, CLT, DEN, DTW, EWR, IAD, IAH, JFK, LAX, MEM, MSP, 

ORD, PHL, SDF, SFO

FAA Response

This recommendation seeks to parlay the data-sharing standards and requirementbuilding activities of the previous recommendations into the operational 

environment, enabling the next level of surface collaborative decision making 

capability.

The FAA concurs with this recommendation, and will build on the definitions, 

requirements and standards developed under the previous recommendations to 

integrate shared surface operational data into the collaborative decision making 

and surface traffic management environment.

Action Plan

• 2010-2014: Leverage existing research and development activities and 

development plans to field integrated airport surface standards, processes 

and decision support tools by 2018

surface

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
10 FAA RESPONSE TO TASK FORCE 

RUNWAY ACCESS

Protecting and recapturing capacity and achieving the highest possible utilization 

rates — regardless of weather — constitute the focus of the Task Force 

recommendations in the area of Runway Access. Enhancement is needed to 

maximize the utilization of closely-spaced parallel runways, as well as converging 

or intersecting runways, to improve overall capacity at the nation’s busiest 

airports.

Task Force Recommendation

(Operational Capability 9)

Increase capacity and throughput for converging and intersecting runway 

operations

Locations: DEN, EWR, FLL, JFK, LAS, MEM, MIA, SDF

FAA Response

Through this recommendation, the Task Force seeks to maximize the utilization of 

runways that converge or intersect, or whose flight paths converge or intersect.

The agency concurs with this recommendation. The FAA believes that a phased 

approach can be used effectively to address this recommendation with tools that 

are in development. The agency seeks to protect and restore critical runway 

capacity by extending the use of the Converging Runway Display Aid (CRDA) 

— an automation tool for controllers that uses visual spacing cues on converging 

paths to provide spacing information and situational awareness. RPI extends the 

usefulness of CRDA by providing terminal controllers with an accurate depiction 

of the relative spacing between aircraft merging into the Area Navigation (RNAV) 

arrival flow. This information supports controller decisions regarding sequencing, 

spacing and merging traffic. The work outlined below in 2010 and 2011 is intended 

to provide a basis for follow-on investment decisions and subsequent deployments 

where warranted by a supporting business case. All airports listed above will be 

considered.

Action Plan

• 2010: Analyze operations at BOS, BWI and JFK to determine potential 

CRDA operational benefit

• 2010: Demonstrate RPI at a minimum of two terminal sites to support 

future NextGen capabilities

• 2011: Leverage data collected from demonstration activities to develop an 

RPI requirements document to enable field implementation in 2012

Task Force Recommendation 

(Operational Capability 12)

Implement Closely Spaced Parallel Operations (CSPO) in a phased manner:

Increased use of staggered approaches

Locations: ANC, ATL, BNA, DFW, DTW, IAH, LAS, LAX, MCO, MDW, MEM, 

MIA, PHX, PIT, SAT, SDF, SEA, SFO, EWR (already under development)

runway access

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
 www.faa.gov/nextgen 11

FAA Response

Through this recommendation, the Task Force seeks the authorization of additional 

dependent, staggered approaches to runways spaced less than 2,500 feet apart, as 

allowed under FAA Order 7110.308.

The FAA concurs with this recommendation. Authorizing additional such 

approaches will increase runway capacity at the airports where these procedures 

can be beneficial and can be safely implemented. 

Action Plan

• 2010: Approve additional dependent, staggered approaches (7110.308) for 

additional runway ends at airports already using the procedure, as well as at 

other qualifying airports:

o EWR 4/22

o MEM

o SEA 34C/34R

o IAD and DEN are under review

Task Force Recommendation

(Operational Capability 13)

Implement CSPO in a phased manner:

Revise the blunder assumptions

Locations: CMH, DAL, FLL, IND, JFK, MEM, MSP, PDX, PHX, RDU, SLC, 

and all other airports that have (or will have in the future) parallel runways with 

centerlines spaced between 2,500 and 4,300 feet apart (defined as closely spaced 

parallel runways).

FAA Response

Through this recommendation, the Task Force is asking the FAA to re-evaluate 

its severity and frequency assumptions about aircraft blunder rates. A blunder 

occurs when an aircraft on an approach to a parallel runway intrudes into the 

established safety buffer between the two parallel runways. A revision in the 

blunder assumptions could establish the safety case for operating simultaneous 

independent approaches to closer runway spacing than is currently allowed.

The FAA concurs with this recommendation. The FAA views this as the first stage 

in a multi-stage effort to improve the efficiency of closely spaced parallel runway 

operations. Safely decreasing the spacing minimums for simultaneous independent 

approaches can increase capacity and reduce delays in the near-term, while 

providing for airport growth in the future. Today, a significant amount of capacity 

is lost in instrument conditions where parallel runways are spaced less than today’s 

4,300 feet standard. This results in delays that can ripple through out the system. 

In addition to immediate capacity benefits, revisions to CSPO standards may 

allow airports to build new runways within their existing boundaries, which will 

provide for long-term capacity growth and avoid land-use impacts to neighboring 

communities. The first stage, outlined below, relies only on current aircraft and 

infrastructure capabilities – we believe that the data we are developing will support 

some reduction in the current runway spacing requirement of 4,300 feet minimum 

runway access

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
12 FAA RESPONSE TO TASK FORCE 

spacing for independent approaches. Careful review and consideration of the data 

will determine the safe minimum. 

The FAA is also pursuing follow-on work later in the mid-term that leverages 

ADS-B, PBN and automation enhancements for paired approaches. This work is 

aimed at reducing the minimum separation requirement below 1,000 feet.

Action Plan

• 2010: Continue blunder testing for CSPO

• 2011: Complete analyses to re-evaluate the blunder model for CSPO and 

determine the operational impact in support of decreased minimums

• 2011: Implement an update to FAA Order 7110.65

Task Force Recommendation 

(Operational Capability 14)

Implement CSPO in a phased manner:

Multilateration

Locations: DTW, CMH, DAL, FLL, IND, JFK, MEM, MSP, PHX, PHL, RDU, 

SLC (Parallel runways with centerlines spaced less than 4,300 feet apart, but greater 

than 2,500 feet). Simultaneous Offset Instrument Approaches at BOS, EWR and 

other locations with runway separation less than 2,500 feet.

FAA Response

Through this recommendation, the Task Force seeks to expand the use of Precision 

Runway Monitor – Alternative (PRM-A) for CSPO currently supported by Precision 

Runway Monitor. PRM-A is a certified multilateration system that provides 

controllers with the precise aircraft position information needed to simultaneously 

separate aircraft on approaches to closely spaced parallel runways. Successful 

implementation will require training of controllers, airlines and operators.

The FAA recognizes the potential of PRM-A to enable simultaneous independent 

operations on closely spaced parallel runways at additional locations. Further 

business case study is required before the agency can commit resources to additional 

site-specific implementations, as suggested above.

Action Plan

• 2010: Perform data collection to support a business decision on extended 

use of multilateration using PRM-A on a case-by-case basis

• 2011: Evaluate collected data in support of additional potential deployment

runway access

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
 www.faa.gov/nextgen 13

Task Force Recommendation 

(Operational Capability 37a)

Implement CSPO in a phased manner:

Satellite Navigation or Instrument Landing System (ILS)

Locations: All sites currently conducting simultaneous independent and dependent 

approaches

FAA Response

With this recommendation, the Task Force is looking to allow the use of satellite 

navigation-based procedures as an alternative to ILS during simultaneous and/or 

dependent parallel approaches at airports that support such procedures. The Task 

Force believes the option of satellite navigation-based procedures would offer 

greater flexibility to both controllers and operators, as well as the potential for 

increasing throughput under instrument conditions.

The FAA agrees with this recommendation and under the proposed action plan 

the FAA will conduct the work required to achieve its intent. When an ILS is out 

of service, throughput can plummet by as much as 50 percent. Enabling the use 

of satellite navigation-based procedures during simultaneous and/or dependent 

approaches holds the potential to preserve throughput during ILS outages. Further, 

runways without ILS would not need ILS to qualify for simultaneous and/or 

dependent approaches if satellite navigation-based approaches were available.

Action Plan

• 2010: Conduct simulations and safety analysis of using any combination 

of ILS, RNAV, Required Navigation Performance (RNP), Localizer 

Performance with Vertical Guidance (LPV) and Global Navigation Satellite 

System Landing System (GLS) during simultaneous and/or dependent 

approaches to closely spaced parallel runways

• 2011: Update FAA Order 7110.65 to approve any combination of RNAV 

(with vertical navigation)/RNP/LPV/GLS/ILS for simultaneous independent 

and dependent approaches to closely spaced parallel runways

runway access

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
14 FAA RESPONSE TO TASK FORCE 

METROPLEX

Congestion, airports in close geographical proximity, and other limiting factors 

reduce efficiency in busy Metroplex airspace. Separation rules and environmental 

concerns also add to operational inefficiencies. Optimized use of performancebased procedures and associated separation rules will improve throughput while 

also potentially reducing fuel burn, emissions and noise.

Task Force Recommendation 

(Operational Capabilities 32a & 29)

Optimize and increase the use of RNAV operations, institute tiger teams that focus 

on quality at each location.

Locations: NAS-wide, with an emphasis on metroplex sites with the 

greatest need

FAA Response

In making this recommendation, the Task Force is looking to expand 

implementation of RNAV terminal procedures, not necessarily overlaying existing 

conventional procedures (unless that constitutes the most efficient routing). The 

Task Force is further calling for procedures that can connect to high-altitude Q and 

T routes (where structure is needed), or expand the use of the National Reference 

System (NRS) to enable greater flexibility of routing in en route airspace (where 

structure is not needed).

The agency agrees that a new strategic approach is needed for PBN procedures in 

metroplex areas. The FAA believes that this new approach will increase efficiency 

and reduce delays by maximizing the use of the limited airspace in congested 

metroplex environments. Leveraging our cross-agency navigation procedures 

streamlining project, the FAA will pursue an integrated airspace procedures 

deployment framework. Furthermore, the FAA concurs with the tiger team concept 

suggested by the Task Force. We intend to transition to this new deployment 

framework in 2010, and will initiate the initial joint agency-stakeholder teams. 

Additional follow-on metroplex locations and teams will be initiated based on 

business assessments and industry-government resource availability.

Action Plan

• 2010: Create initial set of stakeholder tiger teams to address PBN 

procedure optimization at locations prioritized by need, cost benefit, budget 

and other considerations

• 2010: Assemble expert procedure design teams to facilitate the long-term 

development, integration and optimization of PBN procedures

• 2010: Continue to review existing work plans and make adjustments as 

appropriate to ensure the development of high-value procedures

• 2011: Create implementation teams that execute the results of the initial set 

of tiger teams

• 2011: Leverage expert design team structure to complete development on 

remaining scheduled legacy procedures 

• 2012+: Leverage expert design team structure in moving toward 

implementation of integrated airspace procedures

metroplex

Domains Impacted:

Airports, Air Traffic, 

Aircraft & Operators, 

Environment
 www.faa.gov/nextgen 15

Task Force Recommendation 

(Operational Capabilities 4, 21a and 32b)

Integrate procedure design to deconflict airports, implement RNP with radius-tofix (RF) capability, and expand use of terminal separation rules

Locations: Metroplex areas including Atlanta, Chicago, Dallas, Denver, Florida, 

Houston, New York, Northern California, Ohio Valley, Seattle, Southern 

California, Southern Nevada and Washington, D.C.

FAA Response

With this recommendation, the Task Force seeks to deconflict metroplex airports 

by publishing, enabling and providing training for new airspace and procedures, 

with an emphasis on procedures that use RF turns and RNP values less than 1.0. 

The implementation of these procedures holds the potential to optimize climb 

and descent profiles, maximize use of arrival and departure airspace, maximize 

efficiency in and out of metroplex areas and city pairs, enable greater use of 

overhead streams and balance runway and fix loading.

As discussed in the previous response, the agency concurs with the ideas presented 

in this recommendation. We believe we must execute the transition to the new 

integrated airspace and procedures strategy in a disciplined way. Due to the current 

timescales involved, we believe we must leverage ongoing activities, particularly 

those with ongoing or completed environmental reviews, to deliver the desired 

capabilities in the most timely way. Additional metroplex locations will be initiated 

as follow-on activities, based on business assessments and industry-government 

resource availability. As discussed earlier, we believe we must enhance our 

engagement with stakeholders as we work toward the large-scale redesign of 

terminal and transition airspace leveraging PBN, including broader use of existing 

separation rules, to maintain efficiency into the en route environment. The FAA 

recognizes that these procedures are subject to NEPA review. The agency further 

recognizes that lateral separation standards must be addressed to realize increased 

efficiency and throughput, and that proposed procedures and targeted benefits 

will have to be blended into a mixed-equipage environment (PBN and non-PBN). 

These standards will help identify the appropriate value of RNP needed to achieve 

the desired benefits.

Action Plan

• 2010-2012: Complete airspace redesign projects in New York, Chicago, 

Houston and Southern Nevada. These projects include the broad use of 

RNAV, the deconfliction of airports and the realignment of airspace to 

optimize flight and flows.

metroplex

Domains Impacted:

Airports, Air Traffic, 

Aircraft & Operators, 

Environment
16 FAA RESPONSE TO TASK FORCE 

Action Plan (continued)

• 2010-2012: Initiate integrated airspace and procedure projects at key sites. 

Candidate sites include all metro areas cited in the recommendation. The 

concurrent development and implementation of RNAV Standard Instrument 

Departures (SIDs) and Standard Terminal Arrival Routes (STARs) will 

ensure an integrated approach to procedural optimization. Decouple 

operations between primary and secondary/satellite airports located in 

complex terminal airspace. Advanced features, such as RNP radius-to-fix, 

may be required (initially with RNP 1).

• 2013-2015: Complete integrated airspace and procedure projects at key 

sites. Begin next increment of integrated airspace and procedure projects. 

Expand the use of three-mile separation and controller techniques as 

appropriate.

• 2013-2015: Complete studies and further refine expanded use of reduced 

separation rules, surveillance data fusion and automation convergence in 

support of future NextGen applications.

metroplex

Domains Impacted:

Airports, Air Traffic, 

Aircraft & Operators, 

Environment
 www.faa.gov/nextgen 17

CRUISE

The Task Force recommendations on the cruise environment aim for better 

utilization of available airspace to increase capacity and reduce delays. The 

development of high-altitude RNAV (Q) routes coupled with better information 

sharing on the status of Special Activity Airspace (SAA) holds the potential for 

introducing new flexibility into the NAS. Expanding the use of Time-Based 

Metering and advancing Required Time of Arrival (RTA) capabilities will enable 

a new level of predictability that will greatly enhance collaborative planning. The 

FAA is moving forward on all of these fronts.

Task Force Recommendation

(Operational Capability 24)

Expand use of Time-Based Metering (TBM)

Locations: All NAS-wide locations where Traffic Management Advisor (TMA) 

— an en route decision support tool — is currently deployed, but not in full use

FAA Response 

Through this recommendation, the Task Force seeks to expand the streamlined 

traffic flows associated with TBM, the practice of limiting the number of aircraft 

moving from the en route environment into constrained Terminal Radar Approach 

Control airspace over a set time. TMA is currently deployed to all 20 domestic en 

route centers, but not all major OEP airports.

The agency concurs with this recommendation and intends to leverage the 

capabilities enabled by the new Time Based Flow Metering (TBFM) to meet 

its intent. As part of its capabilities, TBFM will provide more efficient flow 

management and maximize available airspace, reducing delays while reducing fuel 

burn and emissions. TBFM is scheduled for a final investment decision during the 

first quarter of calendar year 2010. Each site-selection decision leverages a costbenefit analysis to ensure positive benefits. Additionally, the FAA is developing 

the necessary policy for TMA data-sharing, and the training requirements for the 

use of TBFM data by flight operators.

Action Plan

• 2010: Conduct cost-benefit analysis of implementing additional Adjacent 

Center Metering (ACM) capabilities, which extends TBM beyond the 

boundaries of a single en route center. Pending positive results, 

expand ACM to:

o LAX — ACM from ZAB and ZLA

o SFO — ACM from ZSE, ZOA, ZLA and ZLC

o SAN — ACM from ZLA and ZOA

o ATL — ACM from ZDC and ZHU

o IAD — ACM from ZNY

• 2012: Complete an improved training program for FAA traffic management 

coordinators at sites where TMA is deployed, with the goal of increasing the 

consistent use of TBM

• 2012-2015: Dependent on first quarter calendar year 2010 final investment 

decision on TBFM and a positive cost/benefit analysis, deploy TMA to 

additional OEP airports: TPA, CLE, DCA, BWI, SAN

cruise

Domains Impacted:

Aircraft & Operators, 

Air Traffic
18 FAA RESPONSE TO TASK FORCE 

Action Plan (continued)

• 2013: Dependent on first quarter calendar year 2010 Final Investment 

Decision on TBFM, make a final investment decision on the integration of 

TMA data with the traffic flow management systems

Task Force Recommendation 

(Operational Capability 25)

Utilize RTA procedures to leverage collaborative arrival planning

Locations: All en route centers

FAA Response

In making this recommendation, the Task Force seeks to leverage RTA capabilities 

in the development of collaborative arrival planning (CAP) processes. An aircraft 

with an RTA-capable flight management system would be able to automatically 

adjust its speed in order to arrive at a specified waypoint at a specified time.

The FAA concurs with this recommendation. The predictability offered by RTA 

capabilities would enhance traffic flow management procedures, and significantly 

contribute to CAP efforts. The FAA recognizes the need to review and refine 

existing CAP data sharing policy, and the need to develop air traffic control 

standard operating procedures and training for the safe and efficient use of RTAs 

for all stakeholders.

Action Plan

• 2010: Analyze and review CAP performance at Memphis and Atlanta 

centers with the goal of expanding CAP to additional locations

• 2010: Develop data rights and sharing policies for CAP

• 2010: Work with industry to develop RTA/CAP performance metrics

• 2010: Deliver RTA Safety Management System (SMS) analysis

• 2011: Conduct RTA proof-of-concept demonstration

• 2011-2014: Leverage demonstration results to conduct engineering and 

analysis necessary to support the development of initial RTA capability

• 2015-2018: Implement limited RTA capability (dependent on the 

establishment of a positive business case, approved SMS analysis, 

automation system enhancements and aircraft equipage)

Task Force Recommendation 

(Operational Capability 30)

Develop RNAV-based en route system

Locations: NAS-wide

FAA Response

Through this recommendation, the Task Force seeks to replace existing “Jet” and 

“Victor” airway routes with performance-based routing systems, using RNAV 

and RNP. It further seeks the publication of low-altitude NRS waypoints with 

cruise

Domains Impacted:

Aircraft & Operators, 

Air Traffic
 www.faa.gov/nextgen 19

appropriate grid spacing and the creation of performance-based routes that lower 

Minimum En Route Altitudes to support use by low-altitude piston engine airspace 

users.

The FAA concurs with this recommendation. We believe we must transition to a 

strategic direction that integrates a performance-based en-route route structure with 

a new approach to developing and deploying integrated airspace and procedures 

in our nation’s metroplexes. We believe this transition requires the development 

of a new nationwide strategy for prioritizing and deploying performance-based 

navigation capability to achieve the highest system benefits by the most effective 

means possible. The transition to performance-based routing in the en route 

environment will increase capacity and efficiency, reducing delays, fuel burn and 

carbon emissions. The FAA will engage with stakeholders in prioritizing PBN 

route placement while exploring the potential utility of the NRS for low-altitude 

general aviation (GA) operators. The FAA views this recommendation — and the 

resulting FAA action plan — as consistent with our responses under the metroplex 

heading.

Action Plan

• 2010: In collaboration with stakeholders, deliver a nationwide strategy 

for the implementation of RNAV Q (18,000 feet and above) and T (below 

18,000 feet down to 1,200 feet) routes

• 2011: In collaboration with stakeholders, determine the usefulness of the 

NRS to the GA community, and/or determine an alternative for lowaltitude users

Task Force Recommendation 

(Operational Capability 35)

Special Activity Airspace (SAA) real-time status and scheduling: Increase 

awareness and predictability of SAA usage

Locations: All en route centers, with priorities listed 

FAA Response

Today, the Department of Defense (DoD) reserves large sections of airspace for 

mission purposes. It can be difficult to determine when that airspace might be 

available for civilian use. With this recommendation, the Task Force, seeks to 

increase the awareness and predictability of SAA usage so that flight operators 

can more reliably plan and utilize flight routes that cross through inactive SAA 

without affecting DoD mission needs. 

The FAA concurs with this recommendation and believes that the RTCA 

recommended sites are appropriate for initial consideration. As noted in the action 

plan, the FAA must work with our industry stakeholders and the DoD as we move 

forward in this area. The FAA will leverage capabilities that are under development 

in the FAA’s Aeronautical Information Management (AIM) and System Wide 

Information Management (SWIM) programs to achieve the desired capabilities. 

NAS users need common, accurate and timely information on the status of SAA 

to improve collaborative decision making and planning. This will allow users 

to take greater advantage of available SAA when not being used by the military. 

cruise

Domains Impacted:

Aircraft & Operators, 

Air Traffic
20 FAA RESPONSE TO TASK FORCE 

To ensure maximum use of SAA is achieved, the FAA will collaborate with DoD 

and industry stakeholders to reach agreement on protocols and an implementation 

timeline to resolve zero-notice scheduling conflicts, and on developing automation 

support tools to ensure real-time sharing of airspace. 

Action Plan

• 2010-2014: Conduct business case assessments for implementation at 

RTCA recommended priority sites (Minneapolis, Denver, Albuquerque, Los 

Angeles, Seattle, Salt Lake City) for implementation in coordination with 

the DoD and industry stakeholders

• 2010-2014: Conduct the following activities under the AIM 

modernization program:

o 2010: In collaboration with the SAA community, develop a concept of 

operations to integrate diverse SAA functions

o 2011: In collaboration with the SAA community, conduct an initial 

benefits analysis and review policy, and develop metrics 

and requirements

o 2010-2014: Develop common digital information exchange services 

for coordinating and disseminating SAA usage and activation data for 

planning and tactical use

• 2010: Enable SWIM exchange of SAA data

• 2010-2011: Conduct demonstrations of SWIM exchange of SAA 

data to external users; Volk Combat Readiness Training Center, 

Juneau County, Wis.; Luke Air Force Base, Maricopa County, Ariz.; 

Jefferson Range/Jefferson Proving Ground, Madison, Ind.; Eastern 

Air Defense Sector, Rome, N.Y.

• Other sites under consideration for demonstration activity: Holloman 

Air Force Base, Alamogordo, N.M.; Cannon Range, Fort Leonard 

Wood, Mo.; White Sands Missile Range, White Sands, N.M.

• 2013-2014: Make integrated SAA data available to NAS systems 

such as En Route Automation Modernization (ERAM) and traffic 

flow management

o 2011-2014: Implement a measurement system validating real-time use 

of SAA data

o 2014: Integrate SAA status information into air traffic decision 

support tools to enable strategic and tactical airspace management

cruise

Domains Impacted:

Aircraft & Operators, 

Air Traffic
 www.faa.gov/nextgen 21

NAS ACCESS

Increased safety, efficiency and access to airspace and airports constrained by 

conventional radar’s terrain and distance limitations form the basis of the Task 

Force’s NAS Access recommendations. During periods of low ceilings and 

visibility, capacity is constrained at many airports used primarily by GA aircraft 

due to onerous procedural separation standards that allow only one aircraft 

to land or depart at a time. The FAA is addressing this issue through a twopronged approach of deploying new surveillance capabilities such as ADS-B 

and Multilateration, coupled with an aggressive deployment of new Wide Area 

Augmentation System (WAAS)-enabled LPV approaches. As of December 31, 

2009, the agency has published 1,929 LPV approaches at 1,023 airports. In 2010 

the agency intends to work collaboratively with the user community to identify 

and prioritize additional airspace with underlying airports that would benefit from 

an expanded ADS-B surveillance capability. Concurrently, we will be looking to 

expand our state and local partnership agreements similar to the Colorado Wide 

Area Multilateration (WAM) initiative4 that has been quite effective in enhancing 

safety and reducing delays. 

Task Force Recommendation 

(Operational Capability 22)

Implement LPV approaches to airports without precision approach capabilities

Locations: NAS-wide

FAA Response

Through this recommendation, the Task Force seeks to increase the rate at which 

the FAA is improving non-OEP airport access for GA aircraft by publishing WAASenabled LPV procedures at airports that lack vertically guided approaches.

The agency concurs with this recommendation. The currently installed 

foundation of nearly 2,000 WAAS-enabled LPV procedures at more than 1,000 

airports provides a solid basis for continuing to develop and implement high 

value procedures that improve the safety and efficiency of operations. The FAA 

believes that we must focus on delivering new LPV procedures at locations that 

can provide the highest value to the aviation community. Providing non-ILS 

airports with vertical guidance-capable approaches will provide more predictable 

and efficient service for aircraft that operate in those locations. LPV approaches, 

which are available to aircraft equipped with GPS/WAAS, increase safety and 

provide access at many airports that otherwise would not be able to offer precision 

capability. Increasing the number of LPV approaches will provide greater utility to 

the approximately 30,000 GA aircraft that are already WAAS-capable, as well as 

further encourage other operators to equip. In meeting this recommendation, the 

FAA will increase airspace capacity while limiting the need to install and maintain 

costly ground-based infrastructure. The FAA will collaborate with stakeholders in 

prioritizing sites for LPV deployment. 

NAS Access

4 Under the Colorado WAM initiative, the state of Colorado in 2009 shared the cost of implementing WAM at four airports 

where rugged terrain impedes radar coverage. WAM uses multiple sensors to determine aircraft position through the 

monitoring of transponder signals.

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
22 FAA RESPONSE TO TASK FORCE 

Action Plan

• 2010-2015: Maintain a goal of at least 300 new LPV approaches per year, 

placing highest priority on the value of new procedures

• 2010: Work with the aviation community to prioritize the schedule of runway 

ends slated to receive LPV procedures 

Task Force Recommendation

(Operational Capability 28)

Low-Altitude, Non-Radar Access: Provide radar-like services for reduced time 

and distance flown in non-radar airspace at low altitudes (using ADS-B Out)

Locations: Airports and low-altitude en route and terminal airspace where radar 

service is not currently available

FAA Response

At airports outside of radar coverage, current operations are typically limited to 

one aircraft landing or one aircraft departing at any given time. This limitation 

significantly impedes access and efficiency. The Task Force seeks to use ADS-B 

Out to provide radar-like services to non-radar airspace in an effort to reduce time 

and distance flown. 

The agency concurs with the intent of this recommendation. We share the Task 

Force’s view that introducing air traffic control services into non-radar airspace 

will enable increased safety, capacity and efficiency at airports which currently, 

due to a lack of surveillance, must employ procedural separation, particularly 

during periods of adverse weather. As the FAA explores the potential for 

expanding ADS-B infrastructure deployment in the future, we will maximize 

the capabilities of ADS-B infrastructure as a means to expand surveillance 

coverage in collaboration with the aviation community. We are further committed 

to exploring state and local cost-sharing partnerships, modeled on the Colorado 

WAM initiative, which could expand surveillance services into low-altitude, nonradar airspace.

Action Plan

• 2010-2013: Continue to deploy ADS-B ground infrastructure

• 2010+: Explore state and local cost-sharing partnerships which could expand 

surveillance services (e.g., Colorado WAM initiative) into low-altitude, nonradar airspace

• 2011+: Pursue ADS-B program expansion to provide surveillance services in 

non-radar airspace

NAS Access

Domains Impacted:

Aircraft & Operators, 

Airports, Air Traffic
 www.faa.gov/nextgen 23

CROSS-CUTTING

The Task Force’s cross-cutting recommendations are aimed at implementing 

the communication and data sharing capabilities that will render more flexible, 

efficient collaborative air traffic management. Today we depend almost solely on 

voice communication, which results in delays and inefficiencies both on the ground 

and in flight, reducing opportunities to adjust for weather or other variables that 

might necessitate a reroute. The effectiveness of air traffic management can be 

impaired by inadequate communication capabilities as well as poorly understood 

communications. By employing advanced digital communication and information 

sharing technologies, the FAA and industry will be able to work together to respond 

in real time to changing NAS conditions, protecting capacity while minimizing 

excess fuel burn, carbon emissions and noise. 

Task Force Recommendation

(Operational Capabilities 16, 17, 39, 44 and 42)

Digital air traffic control communications for revised departure clearances, 

reroutes and routine communications

Locations: NAS-wide, incremental implementation

FAA Response

Through this recommendation, the Task Force seeks to expedite the implementation 

of Data Comm Segment 1 to provide near- to- mid-term benefit in both the terminal 

and en route environments, capitalizing on current standards for equipage. The 

Task Force also seeks the expanded use of Tailored Arrivals at coastal U.S. 

airports. Tailored Arrivals are descent procedures that can be customized for a 

specific aircraft and current weather conditions, making them more time- and 

fuel-efficient, and more beneficial in the areas of noise and emissions.

The agency concurs with this recommendation and is working to accelerate Data 

Comm Segment 1 implementation and to leverage existing aircraft capabilities to 

provide revised departure clearance capabilities. By 2014 we plan to implement the 

ability to issue revisions to departure clearances due to weather or other airspace 

issues to one or more aircraft waiting to depart. This capability will provide 

immediate benefits as a result of reduced delays, fuel burn and emissions. Later in 

the mid-term, Data Comm will enable more efficient airborne reroute capabilities 

that will increase the ability to optimize across all phases of flight whenever the 

need for reroutes exists. This capability will require additional equipage.

FAA demonstrations of Tailored Arrivals have yielded positive results and 

provided both economic and environmental benefits when the procedures were 

implemented. The agency concurs with the Task Forces position on Tailored 

Arrivals and will complete the transition of all findings to meet the requirements 

for full operational use in specific locations by 2011. 

cross-cutting

Domains Impacted:

Aircraft & Operators, 

Air Traffic
24 FAA RESPONSE TO TASK FORCE 

Action Plan

Data Comm Segment 1

• 2011: Deliver a final investment decision on Data Comm Segment 1

• 2014: Enable revised departure clearance capability in the tower environment 

via VHF Data Link – Mode 2 (VDL-2) for aircraft equipped with Future Air 

Navigation System (FANS) 1/A+

• 2016: Enable revised departure clearance capability via VDL-2 for aircraft 

equipped with Aeronautical Telecommunications Network (ATN) 

• 2016: Provide airborne reroutes for traffic flow management (TFM) in

 the en route environment for Data Comm equipped aircraft (FANS 1/A+ or 

ATN) via VDL-2

Tailored Arrivals

• 2011: Transition Tailored Arrivals from a demonstration project to full 

operational use (Miami, San Francisco, Los Angeles)

• 2011: Identify potential required changes to automation platforms necessary 

to support operational implementation of use of Oceanic Tailored Arrivals 

• 2011-2014: Collaborate with industry to identify additional coastal airports 

where there is a positive business case for the implementation of Tailored 

Arrivals. Due to the dependence of Tailored Arrivals on FANS equipment, 

these procedures are currently limited to use at airports that support 

transoceanic traffic.

Task Force Recommendation 

(Operational Capability 47)

Integrated air traffic management: Facilitate an integrated system-wide approach 

(Collaborative Decision Making/Traffic Flow Management/Air Traffic Control)

Locations: NAS-wide

FAA Response

This Task Force recommendation seeks the continued enhancement of aviation 

stakeholders’ ability to collaborate on real-time responses to enable an integrated 

approach to shifting air traffic flows, both in U.S. airspace and throughout the 

world.

The FAA concurs with this recommendation and will pursue implementation of 

an integrated system-wide approach to manage the flow of traffic throughout the 

system. Building on collaborative decision making (CDM) initiatives, the agency 

will implement improved real-time collaboration decision support tools and the 

availability to share common data between industry and air navigation service 

providers. The advancement of real-time collaboration capabilities enables 

more efficient aircraft movement and improves the use of all available airspace. 

Implementation of these CDM capabilities will allow system-wide traffic flow 

adjustments as required during daily operations to improve both efficiency and 

capacity. Through continued collaboration with industry a CDM/TFM roadmap 

will be developed to establish a multiyear plan to ensure continuous capability 

improvements. By 2012, the existing traffic flow management system (TFMS) 

will initiate electronic negotiation capability which will allow more efficient 

cross-cutting

Domains Impacted:

Aircraft & Operators, 

Air Traffic
 www.faa.gov/nextgen 25

flight planning. In addition to the cost and environmental benefits associated with 

reduced fuel burn, this approach to air traffic flow management allows for optimal 

use of available surface resources. 

Action Plan

• 2010-2011: Continue the analysis necessary to develop the requirements 

needed to implement proven decision support tools and data sharing 

capabilities

• 2011: In collaboration with aviation stakeholders, deliver a mid-term traffic 

flow management capabilities roadmap that outlines improvements that can 

be accomplished in the 2014-2018 timeframe

• 2012: Upgrade the existing TFMS to include an initial electronic negotiation 

capability for more efficient flight planning

Task Force Recommendation

 (Operational Capabilities 7b, 8 and 46)

Improve Collaborative Air Traffic Management automation to negotiate userpreferred routes and alternative trajectories

Locations: NAS-wide

FAA Response

Through this recommendation, the Task Force seeks the implementation of 

Collaborative Air Traffic Management capabilities that will allow operators and 

air traffic control to negotiate user-preferred routes and alternative trajectories 

during times of high congestion.

The FAA concurs with this recommendation. The ability to negotiate user-preferred 

routes and alternative trajectories in-flight increases NAS flexibility and will allow 

for more efficient use of available airspace. Such capability would render benefits 

in the form of reduced delays, as well as the economic and environmental benefits 

associated with reduced fuel burn.

Action Plan

• 2011-2016: Deploy the ability for traffic managers to electronically transmit 

reroutes from the traffic flow management automation to en route automation 

for delivery to the pilot and dispatcher:

o 2011: Predeparture reroutes (Tower)

o 2014: Airborne reroutes (En Route)

o 2016: More complex RNAV clearances, dependent on Data Comm

• 2011: Institute TBFM, a series of enhancements to the TMA decision support 

tool (dependent on first quarter calendar year 2010 TBFM final investment 

decision)

• 2012: Upgrade the existing TFMS to include an initial electronic negotiation 

capability for more efficient flight planning

cross-cutting

Domains Impacted:

Aircraft & Operators, 

Air Traffic
26 FAA RESPONSE TO TASK FORCE 

Post-Task Force Recommendation

The Task Force report included several recommendations about continuing to 

work together. In particular, the report called for the FAA to establish institutional 

mechanisms to facilitate continued transparency and collaboration in the planning, 

implementation and post-execution assessment of future activities. Since many of 

the recommendations suggested collaboration between government and industry, 

we wish to use already developed forums when appropriate and initiate new 

forums only when necessary. In May 2010, the FAA will provide a comprehensive 

proposal for future NextGen engagement with the aviation community. We expect 

that this proposal will be informed by discussion at the RTCA Spring Forum 

scheduled for April 6-7, 2010, when the FAA will present our responses to Task 

Force recommendations, including the agency rationale for not adopting a limited 

number of proposed activities.

The FAA enlisted the assistance of the Task Force leadership in clarifying Task 

Force recommendations as the agency was completing this edition of the NextGen 

Implementation Plan. We acknowledge the need for continued coordination for 

both planning and execution of NextGen capabilities.

Finally, the report recommended that the FAA and the aviation community track 

the progress of NextGen plans and operations. By spring 2010, the FAA will 

initiate work with the aviation community to determine which metrics to use and/

or develop to track NextGen performance from the stakeholder, programmatic and 

operational perspectives.

Action Plan

• 2010: Provide comprehensive proposal for future NextGen engagement with 

the aviation committee
 www.faa.gov/nextgen 27

Acronyms

ACM Adjacent Center Metering

ADS-B Automatic Dependent Surveillance – 

 Broadcast

AIM Aeronautical Information Management 

ASDE-3 Airport Surface Detection Equipment – 

 Model 3

ASDE-X Airport Surface Detection Equipment – 

 Model X

ATM Air Traffic Management

ATN Aeronautical Telecommunications 

 Network

ATPA Automated Terminal Proximity Alert

ATSAP Air Traffic Safety Action Program

CAP Collaborative Arrival Planning

CARTS Common Automated Radar Terminal 

 System

CDM Collaborative Decision Making

CRDA Converging Runway Display Aid

CSPO Closely Spaced Parallel Operations

DoD Department of Defense

ERAM En Route Automation Modernization

FAA Federal Aviation Administration

FANS Future Air Navigation System

GA General Aviation

GLS Global Navigation Satellite System 

 Landing System

GPS Global Positioning System

ILS Instrument Landing System

LPV Localizer Performance with Vertical 

 Guidance 

NAS National Airspace System

NEPA National Environmental Policy Act

NextGen Next Generation Air Transportation 

 System

NRS National Reference System

OEP Operational Evolution Plan

PBN Performance Based Navigation

PRM-A Precision Runway Monitor-Alternative 

RF Radius-to-fix

RNAV Area Navigation

RNP Required Navigation Performance

RPI Relative Position Indicator

RTA Required Time of Arrival

RTCA Aviation industry group; www.rtca.org

SAA Special Activity Airspace

SCT Surface Collaborative Decision Making 

 Team

SID Standard Instrument Departure

SMS Safety Management System

STAR Standard Terminal Arrival Route

STARS Standard Terminal Automation 

 Replacement System

SWIM System Wide Information Management

TBFM Time Based Flow Management

TBM Time Based Metering

TFDM Tower Flight Data Management

TFM Traffic Flow Management

TFMS Traffic Flow Management System

TMA Traffic Management Advisor

UAS Unmanned Aircraft Systems

VDL-2 VHF Data Link Mode-2

VHF Very High Frequency

VNAV Vertical Navigation

WAAS Wide Area Augmentation System

WAM Wide Area Multilateration
28 FAA RESPONSE TO TASK FORCE 

AIRPORT AND

FACILITIES IDENTIFIERS

OEP Airports

ATL Atlanta

BOS Boston

BWI Baltimore/Washington

 CLE Cleveland

 CLT Charlotte

 CVG Cincinnati/Northern 

 Kentucky

 DCA Washington national

 DEN Denver

 DFW Dallas/Fort Worth

 DTW Detroit

 EWR Newark

FLL Fort Lauderdale

HNL Honolulu

 IAD Washington Dulles

 IAH Houston International

JFK New York Kennedy

LAS Las Vegas

LAX Los Angeles

LGA New York LaGuardia

 MCO Orlando

 MDW Chicago Midway

 MEM Memphis

 MIA Miami

 MSP Minneapolis/St. Paul

 ORD Chicago O’Hare

 PDX Portland (Ore.)

 PHL Philadelphia

 PHX Phoenix

 PIT Pittsburgh

 SAN San Diego

 SEA Seattle/Tacoma

 SFO San Francisco

 SLC Salt Lake City

 STL St. Louis

 TPA Tampa

Additional Airports

ANC Anchorage

BNA Nashville

 CMH Columbus

 DAL Dallas Love

 IND Indianapolis

 RDU Raleigh/Durham

 SAT San Antonio

 SDF Louisville

Air Route Traffic Control Centers

ZAB ALBUQUERQUE CENTER

ZLA LOS ANGELES CENTER

ZSE SEATTLE CENTER

ZOA OAKLAND CENTER

ZLC SALT LAKE CITY CENTER

ZDC WASHINGTON CENTER

ZHU HOUSTON CENTER

ZNY NEW YORK CENTER