Beginning in 2008, Performance Based Navigation (PBN) routes were established (570 in 2008), and Advanced Technologies and Oceanic Procedures (ATOP) became available for the Western Atlantic Route System, Miami en route center, and San Juan Flight Information Region airspace. Traffic Management Advisor, the precursor to Time-Based Flow Management (TBFM), was implemented at 20 en route centers.

By 2009, hundreds more PBN routes had been established, an initial set of wake separation categories and minimums were delivered, and the NextGen Integration and Evaluation Capability laboratory opened at the William J. Hughes Technical Center for Advanced Aerospace. 

Between 2010 and 2011 Automatic Dependent Surveillance-Broadcast (ADS-B) equipment became available for airport vehicles, as well as various technologies (Reroute Data Exchange, Flight Data Publication Service, Integrated Terminal Weather System Data Publication, and Terminal Weather System Data Publication) launched through System Wide Information Management (SWIM). In addition to even hundreds more PBN routes being established in 2012, the Traffic Flow Management System (TFMS) was upgraded with electronic negotiation capability.

By 2013, ADS-B oceanic in-trail procedures and automation had been implemented at all oceanic en route centers. By the same year, NAS status via digital Notices to Air Missions (NOTAM) began for flight operations centers, as well as electronic flight data exchange being implemented, and simultaneous approaches getting authorized for parallel runways spaced more than 3,600 feet apart.

In 2014, ADS-B completed ground station infrastructure deployment, and the En Route Automation Modernization (ERAM) system started operating at the final en route center. Significantly, this year, TBFM data began flowing through SWIM. Data Comm tower service began operating at the first site in 2015. In the same year, Washington, DC, and Northern California metroplexes were completed, and ADS-B implementation was completed for en route centers.

By 2016, Data Comm tower service deployment was completed at all 55 planned airports, and Aviation Safety Information Analysis and Sharing (ASIAS), Integrated Safety Assessment Model, and Airport Surface Anomaly Investigation Capability (ASAIC) were implemented. Further improvements to NAS data-sharing infrastructure occurred in 2017. Further Data Comm advances occurred in 2018, along with new policy on UAS flight within visual line of sight. 2019 saw Data Comm en route services being implemented at the first location, and enhancements made to the ERAM system to improve separation management, trajectory prediction, and human interface capabilities.

In 2020, NAS aeronautical, flight status, and constraint information were provided to SWIM, Flight Information Service–Broadcast, and Traffic Information Service–Broadcast initiatives, while TFDM launched an improved electronic flight data exchange capability.

In 2021, the FAA completed the nationwide rollout of the Standard Terminal Automation Replacement System (STARS), replacing the legacy Automated Radar Terminal System and incorporating ADS-B as a source. Additionally, in that year, NASA collaborated with the FAA and industry to develop and demonstrate TFDM technology during the Airspace Technology Demonstration-2 field demonstrations, which led to NASA’s transfer of Integrated Arrival, Departure, and Surface technology to the FAA. 2022 saw five multi-region test scenarios for TBO set up and conducted, along with the final part of the metroplex project completed.

In 2023, the FAA joined the Aeronautical Radio of Thailand, Civil Aviation Authority of Singapore, Japan Civil Aviation Bureau, and Boeing to sign a declaration of intent on Multi-Regional TBO, signaling a commitment to make TBO a global reality. Initial TBO capabilities continued to expand to the Northeast Corridor, Mid-Atlantic, Northwest Mountain, Southwest, and other operating areas. System development testing was completed ahead of schedule for the Common Support Service–Weather (CSS-Wx) & NextGen Weather Processor (NWP) programs and key site installation began. Significant work continued in 2023 on remote towers and en route capabilities.

In 2024, five en route centers began full operation of Data Comm initial en route services, bringing the total to 16 centers with this capability, and the first several airports received the Surface Awareness Initiative system, which takes advantage of ADS-B for an affordable and quick way to deploy runway safety technology to more airports. Also in this year, the FAA selected and approved a new certificate authority product for identity and access management for SWIM. Additionally, progress was made in 2024 on Beyond Visual Line of Sight (BVOL) flight for UAS at the North Texas site, pointing the way forward for such flights without waivers.

As of 2025, ADS-B infrastructure and equipage are mature and operational throughout most controlled airspace. SWIM deployments expanded significantly this year. Also in 2025, Data Comm En Route services now operate continuously across all 20 Air Route Traffic Control Centers, supporting 68 commercial operators and more than 8,000 equipped aircraft.

These NextGen capabilities improve operations for users across the NAS:

• Adaptive Compression
• Additional Aviation Safety Information Analysis and Sharing (ASIAS) Participants:
  • Enable data sharing relationships and/or capability with new communities such as rotorcraft and international operators.
• Advanced and Efficient Required Navigation Performance
• Airborne Access to Information Portal
• Airborne Rerouting
• Aircraft Access to Flight Planning Information
• Airspace Flow Program
• Analytical Capabilities in Support of NextGen:
  • Develop time-series forecasting capability to address data latencies that impact ASIAS metrics.
• Architecture Evolution and NextGen Support:
  • Deploy an architecture to support general aviation (GA) and Rotorcraft safety analyses. Develop collaboration enclaves for FAA, airlines, research institutions, or government agencies which enable cross-institutional collaboration and sharing of safety information.
• Area Navigation Standard Instrument Departures and Standard Terminal Arrival Routes at Single Sites for suitably equipped operators
• Automated Vulnerability Discovery:
  • Develop artificial intelligence/advanced technologies to advance predictive capabilities.
• Automatic Dependent Surveillance–Broadcast (ADS-B) Coverage
• Aviation Environmental Design Tool Version 2B
• Broadcast Flight and Status Data to Pilots
• Cockpit Display of Traffic Information with Traffic Information Service-Broadcast and ADS-B for Surface
• Collaborative Airspace Constraint Resolution
• Collaborative Information Exchange
• Collaborative Trajectory Options Program
• Collision Avoidance for Unmanned Aircraft Systems:
  • Completion of Airborne Collision Avoidance for Remotely Piloted Aircraft Systems (ACAS Xu) Minimum Operational Standards (MOPS).
  • Completion of FAA Technical Standard Order and Advisory Circular for ACAS Xu.
• Collision Avoidance for Small Unmanned Aircraft Systems:
  • Completion of FAA Technical Standard Order and Advisory Circular for ACAS sXu.
• Continued Studies and Results:
  • Provide FAA controlled access to Aviation Safety Information Analysis and Sharing (ASIAS) safety information through expanded use of Summary Information Request process.
• Corridor Integrated Weather System
• Delivery of Pre-Departure Reroutes to Controllers
• Dependent Stagger Departures for Closely Space Parallel Operations (CSPO):
  • Dependent Stagger Departures for CSPO Document Change Proposal (DCP) Published.
• En Route Automation Modernization
• Enhanced Automated Winter Weather Information: 
  • Technical transfer of performance requirements for the detection of multiple simultaneous precipitation types (up to three).
• Enhanced Congestion Prediction / ReRoute Impact Assessment
• Enhanced Flight Vision Systems for Takeoff, Approach, and Landing for suitably equipped operators
• Equivalent Lateral Spacing Operation Standard
• Execution of Flow Strategies
• Expanded Analytical Capabilities to Include New Entrants:
  • Implement a cloud-based IT system to support analytic tools for rotorcraft safety analyses.
• Expanded Ceiling and Visibility Information:
  • Demonstrate and evaluate visibility estimates from weather cameras using image processing.
  • Increase the temporal resolution of C&V forecast grids to 15-minute valid time windows and transition to NWS operations.
• Expanded Collaboration Environments:
  • Establish a shared analytical enclave where approved data can be shared and stored.
• Explore and Demonstrate New Technologies Under CLEEN – Phase II:
  • Engine test of compact high-pressure compressor and advanced acoustics fan technologies (TRL 6 – System/subsystem model or prototype demonstration in a relevant environment).
• EUROCONTROL-FAA Joint Analytical Platform Development and Deployment:
  • Joint acceptance by FAA and EUROCONTROL of web-based platforms blending technical aspects of the Integrated RISK picture (IRIS) software from EUROCONTROL with the Integrated Safety Assessment Model (ISAM) from the FAA.
  • Joint acceptance by FAA and EUROCONTROL of an Integrated Assessment Safety Model (ISAM) / web-based platform incorporating models for Air Traffic focused events.
  • Joint acceptance by FAA and EUROCONTROL of a set of long-term capabilities to be implemented within web-based platforms representing commercial air carrier operations.
• Further Reductions to Departure Divergence Requirements for Closely Space Parallel Operations (CSPO):
  • Further Reductions to Departure Divergence Requirements for Closely Space Parallel Operations (CSPO) Document Change Proposal (DCP) Published.
• GA and Rotorcraft safety analyses architecture evolution and NextGen Support
• Improved Access to NAS Information for Authorized NAS Users and Subscribers through Aeronautical Common Services (ACS):
  • Provide static airport reference and configuration information utilizing the  Aeronautical Information Exchange Model (AIXM) standard to provide improved situational awareness to AOCs/FOCs via System Wide Information Management (SWIM) and achieve full operational capability for ACS. 
• Improved Access to Special Activity Airspace (SAA) Information:
  • Provide partially digital Military Training Routes through ACS. 
• Improved Terminal Precipitation on the Glass:
  • NWP Echo Tops/Bottoms Mosaics available from CSS-Wx/SWIM.
• Integrated Tool for Safety Risk Assessment Modeling:
  • In cooperation with Systems Safety Management Transformation (SSMT) Stakeholders Group, identifies and prioritizes analytical capabilities, reporting formats, and safety risk models (commercial, general aviation, unmanned airspace operations) for future releases of the SSMT Tool. 
  • Release new versions of ISAM (7.5), ASAIC (4.5), and SITAR (4.5), incorporating new analytical capabilities and reporting formats identified and prioritized by the SSG to support safety risk assessment and candidate safety event detection. Use Natural Language Processing technologies to extract safety data from accident reports and other text narratives in combination with utilizing a Large Language Model (chatbot) to “answer” questions from aviation safety incident reports, specifically in the application of sequencing of events risk assessment.
  • Implement SSMT 2.0 system architecture, to include a centralized, cloud-based model to support data storage, data analytics, and customized / partitioned versions of its tools, which is necessary to support improved NAS safety analyses.
• Moving Map with Own-Ship Position for suitably equipped operators
• NextGen Enabled Data:
  • Assess gaps in ASIAS data sources and collect additional data.
• Optimized Profile Descents
• Performance Based Navigation (PBN) Airways:
  • Create an initial PBN Airways Plan for removal of J routes and Q routes and conversion of J to Q routes where appropriate.
  • Complete initial conversion or removal of 52 V routes.
• Provide NAS Status via Digital Notice to Airmen for Flight Operators Centers / Airline Operations Centers
• Required Navigation Performance Authorization Required Approaches for suitably equipped operators
• Reroute Impact Assessment
• Time-series forecasting analytical capabilities in support of NextGen
• Traffic Flow Management Remote Site Re-engineering Phase 1
• Traffic Flow Management Remote Site Re-engineering Phase 2
• Traffic Flow Management System and Time-Based Flow Management New Data Sharing via SWIM Subscription
• Traffic Situational Awareness with Alerts
• Unified Delay Program
• User Input to Improve Departure Predictions