Federal Aviation Administration

Initiate Trajectory Based Operations
Solution Set Smart Sheet

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  • |  Updated: 3:55 pm ET July 3, 2008

Summary Description:

Trajectory-based Operations (TBO) represent a shift from clearance-based to trajectory-based control. Aircraft will fly negotiated trajectories and air traffic control moves to trajectory management. The traditional responsibilities and practices of pilots/controllers will evolve due to the increase in automation, support, and integration inherent in management by trajectory.

This solution set focuses primarily on en route cruise operations, although the effects of the trajectory-based operations will be felt in all phases of flight.


Background:

Flights are managed in today’s Air Traffic Control (ATC) system primarily by voice communication. Clearances and vector coordinates are all handled by two- way radio. Separation is handled by controllers using radar screens to visualize trajectories and make cognitive operational judgments with some automation decision support to help identify and support the resolution of future conflicts. With the diversity of aircraft characteristics and navigational performance, a single set of equipment-based separation procedures and standards for all aircraft encounters is becoming increasingly inefficient and limits capacity. Human limitations constrain efficiency and expansion of service. In particular the need for low content complexity in voice communication limits capacity and efficiency. Although many aircraft are capable of precision flight, today a flight’s trajectory is still based on a series of charted and published airspace points with flexibility in-flight usually limited to the removal of intermediate points.   Human limitations drive costs as well. The ability to handle diverse traffic at lower cost with less impact to operator-desired performance profiles is demanded.

Operational Capability Description:

TBO is a critical NextGen capability that addresses performance gaps in the areas of capacity, productivity, efficiency, and safety. A major advantage of TBO is the ability to integrate trajectory planning, management, and execution from strategic planning to tactical decision-making. Strategic aspects of trajectory management include the planning and scheduling of flights and the corresponding planning and allocation of NextGen resources to meet demand. Overall flows are managed strategically and tactically to ensure safety, security, and efficiency of operations. Tactical components of trajectory management include the evaluation and adjustment of individual trajectories to provide appropriate access to airspace system assets (depending on aircraft capabilities) and separation assurance to ensure safe separation among all aircraft. The flexible management of aggregate trajectories enabled by TBO allows maximum access for all traffic, while giving advantage to those aircraft with advanced capabilities that support the Air Traffic Management (ATM) system.

TBO represents a shift from clearance-based control to trajectory-based control. In the new high-performance ATM environment, aircraft will transmit and receive precise digital data to include aircraft routes and the times aircraft will cross key points in the airspace.


Commitments:

  • 50 nmi Lateral Separation in WATRS: This reduces route separation in the Western Atlantic Track System (WATRS) to 50 nmi.

  • Separation Standards Reduction of at least 50 Longitudinal Miles in Anchorage Oceanic Airspace: In a trial environment, separation standards are reduced at least 50 longitudinal miles in Anchorage Oceanic airspace.

  • Air Traffic Control Surveillance Service in Non-Radar Areas (ADS-B): Air Navigation Service Provider (ANSP) automation uses Automatic Dependent Surveillance-Broadcast (ADS-B) in Gulf of Mexico non-radar airspace, which enables the ANSP to use radar-like separation standards and services.

Near-Term Demonstrations:

Oceanic Trajectory-based Operations Demonstration: This proof-of-concept demonstrates efforts to move towards 4 dimensional (4D) trajectory-based management. Trajectory-based flight uses individual flight plans that can be tailored as needed to avoid congestion and take advantage of shorter routes. Today’s air traffic control concept of operations does not make full use of advanced technology and oceanic procedures (ATOP), which allows for enhanced trajectory tracking, data communications and capabilities that predict conflicts when flight routes change. This demonstration will apply existing technology to develop trajectory-based requirements and procedures for oceanic flight. The results will be more efficient routes, reduced fuel burn, and environmental footprint.

Automatic Dependent Surveillance – Contract (ADS-C) Oceanic In-Trail Procedure (ITP) Demonstration: This demonstration will take advantage of enhanced separation standards and procedures to improve flight efficiency and capacity. It will achieve this by using reduced separation standards for climb-through and descend-through, supporting greater fuel efficiency.

Pre-Departure Oceanic 4D Trajectory Management Demonstration: This demonstration will be accomplished by enhancing flight profiles through oceanic entry optimization with planned step climbs beyond the oceanic entry point. By modifying the oceanic entry, capacity can be increased along with fuel efficiency.

Unmanned Aircraft Systems (UAS) 4D Trajectory-based Demonstration: This demonstration has two objectives. The first objective will apply the advanced capabilities of UAS to serve as a test bed for exploring future 4D trajectory-based operational concepts. The second objective examines potential concepts for the wide-spread integration of UAS into the future NextGen environment. Today’s generation of UAS offers a perfect test bed for “trajectory-based” concept validation, since they basically fly 4D trajectory profiles today and are equipped with toolsets (data link, GPS, etc.) needed for 4D. Use of UAS will allow the FAA to evaluate planned 4D automation toolsets evolving in the next few years. More importantly to the Department of Defense (DoD) community, these demonstrations will provide a platform for validation of RTCA SC-203 UAS performance requirements now under development. This validation will provide the FAA confidence in the safety case for UAS and allow the FAA to transition the Minimum Aviation System Performance Standards (MASPS) documents into guidance material, such as Advisory Circulars and Technical Standard Orders (TSO).

Mid-Term Capabilites (2012 - 2018):

  • Delegated Responsibility for Separation: Enhanced surveillance and new procedures enable the ANSP to delegate aircraft-to-aircraft separation. Improved display avionics and broadcast positional data provide detailed traffic situational awareness to the flight deck. When authorized by the controller, pilots will implement delegated separation between equipped aircraft using established procedures.

  • Oceanic In-trail Climb and Descent: ANSP automation enhancements will take advantage of improved communication, navigation, and surveillance coverage in the oceanic domain. When authorized by the controller, pilots of equipped aircraft will use established procedures for climbs and descents.

  • Automation Support for Mixed Environments: ANSP automation provides the controller with tools to manage aircraft in a mixed equipage environment.

  • Initial Conflict Resolution Advisories: The ANSP conflict probe is enhanced to not only recognize conflicts but to provide rank-ordered resolution advisories to the provider, who may select one of the resolutions to issue to the aircraft. Automation enables ANSP to better accommodate pilot requests for trajectory changes by providing conflict detection, trial flight planning, and development of resolutions and an optimal ranking of resolutions.

  • Flexible Entry Times for Oceanic Tracks: Flexible entry times into oceanic tracks or flows will allow greater use of user-preferred trajectories.

  • Point-in-Space Metering: ANSP uses scheduling tools and trajectory-based operations to assure a smooth flow of traffic and increase the efficient use of airspace.

  • Flexible Airspace Management: ANSP automation supports reallocation of trajectory information, surveillance, communications, and display information to different positions or different facilities.

  • Increase Capacity and Efficiency Using RNAV and RNP: Both Area Navigation (RNAV) and Required Navigational Performance (RNP) enable more efficient aircraft trajectories. RNAV and RNP combined with airspace changes, increase airspace efficiency and capacity.


Timeline:

Trajectory Based Operations Timeline
Initiate Trajectory Based Operations Timeline (PDF)



Benefits:

TBO benefits to operators include increased flexibility in obtaining preferred routing with reduced coordination. TBO productivity benefits to the FAA include increased training and staffing efficiencies.
  • Increased Operator Efficiency: Aircraft will be able to fly more efficient, user-preferred routes. Increased system precision and enhanced automation supports the most efficient use of flight levels so that aircraft can more closely fly routes that maximize the airlines’ goals of fuel efficiency, aircraft operations, and schedule. Reduced separation standards for aircraft that provide state and intent data will lead to fewer predicted problems, and as a result, fewer diversions from the preferred routing. Reduced separation standards will also result in increased capacity within flow constrained airspace, allowing more aircraft to fly through those areas, rather than being rerouted or delayed to avoid them.

  • Increased Safety: The system will continuously check for problems independent of traffic volume or complexity. In addition, it will continue to provide information about the predicted problem until it is resolved, providing a constant reminder of the situation that needs to be addressed. The system will provide sufficient warning time to allow the controller to take action and prevent the loss of separation. Manual and assisted trial planning, as well as problem resolution, will inform a controller if an action may create a loss of separation, allowing the controller to choose or develop an alternative, problem-free resolution. Automation support for TFM flow constraint implementation can improve safety by enhancing the controller’s ability to avoid time-constrained tactical clearance changes that could result in operational errors.

  • Reduced FAA Cost/Increased Controller Productivity: Controller productivity will increase as automation performs routine tasks in both mixed- and high-equipage airspace, supports problem prediction in the mixed-equipage airspace, and becomes responsible for predicting problems in the high-equipage airspace. Electronic ground-ground communication and air-ground communication will lower controller task load by automating routine tasks, such as the transfer of communications, instructions, notifications and repetitive clearances. Automated problem prediction and resolution will allow the controller to handle more aircraft because predicted problems will be resolved strategically, reducing the number of situations that demand multiple time-critical actions. With enhanced airspace management capabilities (designed to take advantage of capabilities, more flexible sectorization of airspace), pressure from growing demand to increase the number of controllers needed to handle NAS-wide traffic will be reduced.

  • Other benefits: In addition to supporting increased flows, TBO enables collaboration between the ANSP and operators to maximize utility of airspace to meet ANSP productivity and operator goals. Around major airports, TBO would be flexibly managed, significantly reducing the “footprint” of today’s Class B airspace to only the active arrival and departure corridors, and allowing vastly improved access to other trajectory-based and non-trajectory-based flights in the vicinity. Finally, TBO has been named as a key enabler for increasing ANSP productivity, so services can be provided at reduced per-operation cost.

Dependencies:

The TBO solution set is dependent on: Data Communications, ADS-B transmit (out) and receive (in), CDTI, SWIM, ERAM, TFM-M, TMA, RNP, RNAV, Oceanic Avionics, 4D Trajectories, NAS Voice Switch, flight object, FMS Auto Load, training, procedures, airspace redesign, and automation enhancements, including those to meet more stringent safety requirements.

FY09 Key Enabling Activities:

Separation Management

  • Development of separation automation enhancements to conflict-alert and conflict-probe will be used to support separation standard changes related to performance -based navigation and new aircraft entrants into the enroute.

  • A required precursor to flexible airspace will be to identify cognitive support and display change requirements for early transition to support high altitude operations, reducing dependency on “local Knowledge” and increasing flexibility for managing high altitude airspace operations.

Trajectory Management

  • Development of point-in-space metering for Traffic Management Advisor (TMA) using research completed by NASA will be applied to enhance the use, capacity, and efficiency of the Airborne Flow Program

  • Continuation of the Oceanic Trajectory Management 4D pre-departure development

Capacity Management

  • Development of NextGen DME network to support the RNP/RNAV concept and roadmap

  • Procurement, testing and deployment of the first three DME systems

Flight and State Data Management

  • Complete specification and full set of requirements for Flight Object (a collection of common information elements describing an individual flight). This will support the exchange of advanced information required to improve the integration of ATC tools and enhance collaboration with NAS users


NextGen Transformational Program
Data Communications in Support of NextGen: Data communications will reduce controller workload by automating routine tasks, automating repetitive clearances, providing aircraft intent information, and enabling more complex 4D clearances. This will improve NAS capacity by enabling existing controller staffing to handle increased traffic, enhance safety by reducing operational errors associated with voice communications, and enable many of the NextGen operational improvements that require negotiation or exchange of information that cannot be efficiently delivered via voice.

Additional details for the Data Communications program can be found in the reference sheet.

FY09 Key Research:

New ATM Requirement: This requirement will enable strategic planning and execution of flight trajectories throughout the airspace for equipped aircraft. In 2009, the following will be accomplished related to trajectory-based operations: complete the investigation of compatibility of prototyped L-Band components with existing systems in the L-band particularly with regard to the onboard co-site interference and agree on the overall design characteristics; evaluate and validate the performance of the proposed solution in the relevant environments through trials and test bed development; and considering the design trade-offs, propose the appropriate L-Band solution for input to a global aeronautical standardization activity.

ATC Human Factors: Assess responsibilities to increase controller efficiency in use of automation, and develop guidance for implementing new automation and standardizing operations and procedures. Issues include display requirements and human error.

In 2009, research will begin to develop human factors guidance for integrated operator performance that can be used across capabilities and applications.

Mid-Term Capability (2012 – 2018) Details:

Capability details for trajectory-based operations follow.


Delegated Responsibility for Separation

Enhanced surveillance and new procedures enable the ANSP to delegate aircraft-to-aircraft separation. Improved display avionics and broadcast positional data provide detailed traffic situational awareness to the flight deck. When authorized by the controller, pilots will implement delegated separation between equipped aircraft using established procedures.

Needs/Shortfall: Controllers are responsible for maintaining radar separation of aircraft based on established standards. Delegating separation responsibility may increase capacity through the use of more precise surveillance and shorter reaction times.

Operational Concept: Broadcast surveillance sources and improved avionics capabilities provide ANSP and the flight deck with accurate position and trajectory data. Aircraft that are equipped to receive the broadcasts and have the associated displays, avionics, and crew training are authorized to perform delegated separation when recommended by the controller.
Delegated separation operations include separation authority for a specific maneuver (e.g., in-trail arrival). For aircraft not delegated separation authority, ANSP automation still manages separation. Aircraft performing delegated separation procedures separate themselves from one another

Aircraft & Operator: To participate in this limited delegated separation, the lead aircraft must be equipped with ADS-B (Out), in compliance with the FAA’s Notice of Proposed Rulemaking. The secondary aircraft must be equipped with an ADS-B (In) capability on the same frequency. The following aircraft must also be equipped with a cockpit display of traffic information (CDTI) and a display of the distance to the lead aircraft in the primary field of view.

Design/Architecture: New procedures permit air traffic controllers to authorize separation responsibility to pilots when it is operationally beneficial. Decision support tools are available to manage delegated separation.

Key Enabling Programs: En Route Automation Modernization Mid-Term work package (2013-2017)

Dependencies: Harmonize with the Airborne Surveillance Requirements Focus Group for United States/Europe and with International Civil Aviation Organization requirements

Benefits:

  • Improved efficiency
  • Increased capacity

First Initial Operational Capability: 2013–2018

Champions:

FAA: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group


Oceanic In-trail Climb and Descent

ANSP automation enhancements will take advantage of improved communication, navigation, and surveillance coverage in the oceanic domain. When authorized by the controller, pilots of equipped aircraft use established procedures for climbs and descents.

Needs/Shortfall: The current system optimizes user efficiency subject to constraints of the current system, including the very large (tens of miles) procedural separation standards. These standards often constrain aircraft to inefficient altitudes and undesirable speeds, as other aircraft are within the separation standard and block the aircraft from its desired operating profile.

Operational Concept: Improved ANSP automation provides the opportunity to use new procedures and reduce longitudinal spacing. Aircraft are able to fly the most advantageous trajectories with climb and descent maneuvers.

Aircraft & Operator: These procedures are intended for aircraft with existing Future Air Navigation System (FANS)-1/A capabilities.

Design/Architecture: Tools and procedures, for both aircrew and ground-based system will be needed to assist the controller in managing the delegation process. Procedures will be developed for the controllers that use surveillance information and Controller Pilot Data Link Communications (CPDLC) capability.

Key Enabling Programs: Advanced Technologies and Oceanic Procedures Technical Refresh (2008–2010)

Dependencies: International Civil Aviation Organization (ICAO) and Federal Aviation Administration (FAA) approval for separation reductions using these capabilities will be required 

Benefits:

  • Improved efficiency
  • Increased capacity
  • Reduced fuel-burn and engine emissions

First Initial Operational Capability: 2010–2013

Champions:

FAA: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group


Automation Support for Mixed Environments

The ANSP automation provides the controller with tools to manage aircraft in a mixed navigation and wake performance environment.

Needs/Shortfall: Automation enhancements are needed in the en route airspace to manage operations in a mixed separation environment and improve controllers’ situational awareness of advanced capabilities. Controllers need to have tools that assist them in coordinating with other facilities or positions when aircraft are performing delegated separation maneuvers, parallel Area Navigation (RNAV) and Required Navigation Performance (RNP) routes, identifying equipped vs. non-equipped aircraft, and trajectory flight data management.

Operational Concept: Aircraft with various operating and performance characteristics will be operating within the same volume of airspace. Controllers will use ANSP automation enhancements to provide situational awareness of aircraft with advanced capabilities (e.g., delegated separation maneuvers, equipped vs. non-equipped aircraft, RNAV, RNP, and trajectory flight data management). These enhancements enable ANSP to manage the anticipated increase in complexity and volume of air traffic.

Aircraft & Operator: There are no aircraft or operator requirements associated with this capability.

Design/Architecture: En route decision support tools will be enhanced and the Human-Computer Interface designed to provide the ANSP with situational awareness to manage traffic with mixed equipage environment. The En Route Automation Modernization (ERAM) conflict alert and problem prediction capabilities will be augmented with additional algorithms to account for mixed equipage capabilities.

Key Enabling Programs:

  • En Route Automation Modernization Mid-Term Work Package 2013-2017
  • Key Decision #31 En Route Automation Modernization Mid-Term Work Package final investment decision (2011)

Dependencies: Separation Management – Automation enhancements to conflict alert, conflict probe and sector team displays

Benefits:

  • Improved efficiency
  • Enhanced safety
  • Enhanced situational awareness

First Initial Operational Capability: 2013–2014

Champions:

FAA: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group


Initial Conflict Resolution Advisories

The ANSP conflict probe is enhanced not only to recognize conflicts but to provide rank-ordered resolution advisories to the provider. The provider may select one of the resolutions to issue to the aircraft. Automation enables ANSP to better accommodate pilot requests for trajectory changes by providing conflict detection, trial flight planning, and development of resolutions, as well as an optimal ranking of resolutions.

Needs/Shortfall: Traffic is expected to increase in volume and complexity. ANSP will require additional automation support to help identify problems and provide efficient resolutions to those problems in order to safely manage the expected traffic levels. Controllers need automation support to help evaluate resolutions of conflicts. Today, the User Request Evaluation Tool (URET) notifies the en route controller of predicted problems, but trial planning for developing resolutions is workload intensive.

Operational Concept: ANSP resolves tactical trajectory management conflicts using en route automation. The resolution will be tailored to the communication medium (voice or data communication). In the mid-term, voice communication between ANSP and flight operators is expected to be the dominant communication medium; in the far-term, the role of voice communication will diminish.  As result, this capability will support integration with data communications. Automation provides problem prediction and resolution support to the controller position.

Aircraft & Operator: There are no aircraft or operator requirements for this capability.

Design/Architecture: A problem resolution capability based on the En Route Automation Modernization (ERAM) trajectory modeler will be added. Problem prediction will have migrated from the URET display to the display at the Radar Controller position. If air-ground data communication is available during this timeframe, it will be integrated with this capability to allow the ANSP to transmit the clearance (based on the resolution advisory) to capable aircraft.

Key Enabling Programs: En Route Automation Modernization mid-term work package (2013-2017)

Dependencies:

  • Separation Management Developmental Activities (future) - complete technology transfer of Conflict Resolution Research
  • Flight and State Data Developmental Activities - Flight Object

Benefits:

  • Enhanced safety
  • Improved efficiency

 First Initial Operational Capability: 2013–2017

Champions:

FAA: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group


Flexible Entry Times for Oceanic Tracks

Flexible entry times into oceanic tracks or flows allow greater use of user-preferred trajectories.

Needs/Shortfall: The current system optimizes user efficiency subject to constraints of the current system.  As fuel costs increase and as traffic increases, constraints need to be removed and traffic flows need to be improved to achieve further efficiencies (e.g., flight efficiency and system performance).

Operational Concept: Under the oceanic trajectory management four dimensional pre-departure (OTM4D pre-departure) concept, flexible entry times into oceanic tracks allow aircraft to fly minimum time/fuel paths. Air Navigation Service Provider (ANSP) automation reviews the request and negotiates adjustments to entry time requests. By incorporating entry optimization algorithms within the request review process, flights trade-off some near-term suboptimal profiles to achieve more optimal oceanic profiles.

Aircraft & Operator: There are no aircraft or operator requirements for this capability.

Design/Architecture: Ground-based automation develops trajectory information for each aircraft and determines opportunities for increased efficiencies. Decision support tools help the controllers ensure the accuracy of the trajectories and their implications on traffic and separation. They also help identify suggested control actions to satisfy the requested 4D trajectory and/or identify the emerging opportunities.

Key Enabling Programs: Advanced Technologies and Oceanic Procedures Enhancements (2013-2014)

Dependencies:

  • Trajectory Management Developmental Activities – Oceanic 4D trajectories – departure
  • Flight and State Data Developmental Activities - Flight Object

Benefits:

  • Greater use of user-preferred trajectories
  • Decreased flight time
  • Reduced fuel-burn and engine emissions
  • Increased user access and efficient use of oceanic airspace

First Initial Operational Capability: 2011–2013

Champions:

FAA: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group


Point-in-Space Metering

ANSP uses scheduling tools and trajectory-based operations to assure smooth flow of traffic and increase the efficient use of airspace.

Needs/Shortfall: As air traffic increases, flows into constrained resources must be strategically managed to minimize individual flight as well as system delays. Currently, a common way to do this is by using Miles-in-Trail (MIT) restrictions. However, MIT restrictions are controller-workload intensive and are often overly restrictive and not integrated. There is a need to manage flows into constrained resources in order to maximize the use of those resources, as well as minimize additional controller‑workload.

Operational Concept: Point-in-space metering can be associated with a departure fix, arrival fix, en route airspace volume or boundary, or point-in-space. Decision support tools will allow traffic managers to develop scheduled arrival times for constrained resources and allow controllers to manage aircraft trajectories to meet the scheduled meter times.

Aircraft & Operator: There are no aircraft or operator requirements associated with this capability.

Design/Architecture: Ground-based systems using system-wide shared trajectory-based operations information will create and maintain schedules at metering points and will disseminate the schedules to both air traffic controllers and to flight operators. Decisions need to be made on the allocation of functions among En Route Automation Modernization (ERAM) and Traffic Flow Management System (TFMS).

Key Enabling Programs:

  • Traffic Management Advisor – NextGen
    • Key Decision #44 Implementation of Mid-term TMA (2010)
  • Traffic Flight Management System WP 1 (2009-2011)
  • En Route Automation Modernization Release 4 (2013-2014)

Dependencies:

  • Trajectory Management Developmental Activities – Point-in-Space Metering
  • Flight and State Data Developmental Activities - Flight Object

Benefits:

  • Increased capacity
  • Improved efficiency
  • Reduced fuel burn and engine emissions

First Initial Operational Capability: 2012–2014

Champions:

FAA: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group


Flexible Airspace Management

ANSP automation supports reallocation of trajectory information, surveillance, communications, and display information to different positions or different facilities.

Needs/Shortfall: Today’s airspace configurations and sector boundaries are pre-determined based on historical flows and pre-defined boundaries. This imposes a capacity constraint on the system during periods of peak demand, airspace use restrictions, and convective weather. Currently, airspace management techniques are implemented by degrees; for example: flight data, other automation functions (e.g., automated handoff), and the controller’s map displaying changes when the airspace is reconfigured. In another example, only the map would display changes. Each of these implementations requires adaptation in advance of their use. They will be used to varying degrees by different facilities and individuals, according to standard and/or individual practices.

Operational Concept: The ANSP moves controller capacity to meet demand. Automation enhancements enable increased flexibility to change sector boundaries and airspace volume definitions in accordance with pre-defined configurations. The extent of flexibility has been limited due to limitations of automation, surveillance, and communication capabilities, such as primary and secondary radar coverage, availability of radio frequencies, and ground-communication lines. New automated tools will define and support the assessment of alternate configurations as well as re-mapping of information (e.g., flight and radar) to the appropriate positions.

Aircraft & Operator: There are no aircraft or operator requirements associated with this capability.

Design/Architecture: Tools will be developed to define and support the assessment of alternate configurations as well as re-mapping of flight information, radar information, etc., to the appropriate positions. 

Key Enabling Programs:

  • En Route Automation Modernization Release 3 (2011-2012)
    • Key Decision #43 En Route Automation Modernization Release 3 Package Contents (2009)
  • Traffic Flow Management System Work Package 2 (2011-2016)
  • En Route Automation Mid-term Work Package (2013-2017)
  • National Voice Switch (2013-2015)

Dependencies:

  • Certification and training programs for controllers will be redefined.
  • Separation Management – High-Altitude Operations

Benefits:

  • Improved efficiency
  • Maintained throughput
  • Increased flexibility
  • Facilitating reallocation of resources

First Initial Operational Capability: 2015–2018

Champions: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group


Increase Capacity and Efficiency Using Area Navigation (RNAV) and Required Navigational Performance (RNP)

Both RNAV and RNP will enable more efficient aircraft trajectories. RNAV and RNP combined with airspace changes, increase airspace efficiency and capacity

Needs/Shortfall: Traditional airways are based on a system of routes among ground-based navigational aids (NAVAIDS). These routes require significant separation buffers. The constraint of flying from one navigational aid to another generally increases user distance and time. It can also create choke points and limit access to National Airspace System (NAS) resources, for example, when severe weather forces the closure of some airport arrival routes. Terminal operations today are also constrained by ground-based arrival and departure procedures and airspace design. This limits terminal ingress/egress and access to and from the overhead streams. Additionally, terminal operations are constrained by terrain, environmental requirements/restrictions, special use airspace, and adjacent airport traffic flows.

Operational Concept: RNAV and RNP will permit the flexibility of point-to-point operations and allow for the development of routes, procedures, and approaches that are more efficient and free from the constraints and inefficiencies of the ground-based NAVAIDS. This capability can also be combined with an Instrument Landing System (ILS), to improve the transition onto an ILS final approach and to provide a guided missed approach. Consequently, RNAV and RNP will enable safe and efficient procedures and airspace that address the complexities of the terminal operation through repeatable and predictable navigation. These will include the ability to implement curved path procedures that can address terrain, and noise-sensitive and/or special-use airspace. Terminal and en route procedures will be designed for more efficient spacing and will address complex operations.

Aircraft & Operator: Current terminal and en route procedures are based on RNAV-1 and RNAV-2 capability, as defined in Advisory Circular 90-100A. Participating aircraft are required to equip with Global Navigation Satellite System (GNSS) or Distance Measuring Equipment (DME)/DME/inertial positioning capability, a suitable RNAV system, and to comply with the published operational guidance.
RNAV approaches can be flown by aircraft equipped with suitable GNSS and RNAV equipment. RNP Special Aircrew and Aircraft Authorization Required (SAAAR) approaches require more sophisticated aircraft capability and operator training, as defined in Advisory Circular 90-101.
Requirements for curved-path routes and procedures will be developed to support initial implementation in the mid-term.

Design/Architecture: RNAV will be implemented at and above flight level 180 by the end of the mid-term. RNP-2 will be implemented at and above flight level 290 by the end of the mid-term. A decision on mandating these capabilities will be made in the near-term.

Key Enabling Programs:

  • En Route Automation Modernization Release 2 (2010-2011)
  • En Route Automation Modernization Release 3 (2011-2012)
    • Key Decision #43 En Route Automation Modernization Release 3 Package Contents (2009)

Dependencies: Capacity Management Developmental Activities – NextGen RNAV and RNP Network – DME

Benefits:

  • Improved efficiency
  • Increased access and capacity
  • Reduced fuel-burn and engine emissions

First Initial Operational Capability: 2010–2013

Champions:

FAA: ATO Chief Operating Officer and the Senior VP for NextGen

External User: RTCA ATMAC Requirements and Planning Work Group.