• Data Communications (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.
• The NextGen Distance Measuring Equipment (DME) Program implemented significant upgrades to en route and terminal DMEs, including frequency changes and enhancements to Standard Service Volume. Also, several new DMEs were installed.
• Through the Automatic Dependent Surveillance–Broadcast In Retrofit Spacing initiative, the FAA began operational evaluation of three advanced cockpit applications: Cockpit Display of Traffic Information (CDTI)-Assisted Visual Separation, CDTI-Assisted Separation on Approach, and Initial Interval Management.
• In 2025, the completion of En Route Automation Modernization Enhancements 2 delivered enhanced trajectory management, more efficient coordination between tactical and planning controllers, and improvements in flight data management and system support functions.
• System Wide Information Management (SWIM) deployments expanded further in 2025, including the full rollout of the SWIM Terminal Data Distribution System to 38 Terminal Radar Approach Control (TRACON) facilities.
• The NextGen Weather Processor capability completed full deployment to five en route centers and the Potomac TRACON. New aviation weather displays were also installed at the Air Traffic Control System Command Center, 21 en route centers, 3 Center Radar Approach Control facilities, and 45 TRACONs.
• The Aviation Safety Information Analysis and Sharing platform reached key milestones with the deployment of an updated analytical platform designed to process larger volumes of safety data and provide results more quickly and consistently.

• Five en route centers began full operation of Data Communications initial en route services, bringing the total to 16 centers with this capability.
• Nine new Distance Measuring Equipment (DME) stations were built, which will be used to back up area navigation for aircraft equipped for DME during satellite service disruptions.
• The first several airports received the Surface Awareness Initiative system, which takes advantage of Automatic Dependent Surveillance–Broadcast for an affordable and quick way to deploy runway safety technology to more airports.
• En Route Automation Modernization was enhanced with conflict probe and trajectory modeling capabilities.
• Four airports received Terminal Flight Data Manager, bringing the total to 10.
• The FAA selected and approved a new certificate authority product for identity and access management for System Wide Information Management.
• The NextGen Weather Processor and Common Support Services–Weather began operating at the national enterprise management centers in Atlanta and Salt Lake City.

Learn more about these accomplishments in the 2024 NextGen Annual Report.

• 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 Trajectory Based Operations (TBO), signaling a commitment to make TBO a global reality. A subsequent six-day live flight demonstration showed the benefits of coordinating trajectory information across multiple countries.
• Initial TBO capabilities continued to expand to the Northeast Corridor, Mid-Atlantic, Northwest Mountain, Southwest, and other operating areas. Initial TBO capabilities have also taken on emerging operational needs for airports in the Miami and Fort Lauderdale area in Florida, and Austin, TX, as well as departures from the Southeast operating area to Chicago.
• Pilots flying from Raleigh, NC, to Seattle, WA, accepted clearances from tower and en route controllers during the nearly 5-hour trip, marking the first time Data Communications (Data Comm) was used for a coast-to-coast flight.
• Data Comm en route services deployed to Atlanta, Denver, Houston, Salt Lake City, and Seattle en route centers, joining Chicago, Indianapolis, Kansas City, Miami, Minneapolis, Oakland, and Washington centers with this capability. The FAA also enabled the first increment of full Data Comm en route services for these 12 operational facilities.
• Area navigation arrival procedures using an optimized profile descent were added for 11 airports, bringing the total number of airports with the procedures to 64.
• Thirty new and 24 amended T-Routes were published as part of the Alaska Aviation Safety Initiative.
• The FAA made 169 new Q-Routes available along the East Coast.
• Six additional en route centers enabled track-based display mode technology to use Automatic Dependent Surveillance–Broadcast for a 3-nautical-mile (nm) separation standard instead of 5 nm below 23,000 feet in certain airspace.
• An enhancement to the En Route Automation Modernization system expanded the automated coordination of flight data and aircraft control with Nav Canada.
• The first piece of a multi-year enhancement for Advanced Technologies and Oceanic Procedures was implemented at Anchorage, New York, and Oakland en route centers.
• Testing was completed for the integration of Time Based Flow Management and Terminal Flight Data Manager (TFDM) decision support systems.
• TFDM Build 1 expanded, which includes electronic flight strip capabilities and required interfaces, enabling a total of five locations to access improved surface traffic management decision support technology.
• As part of a planned upgrade, the FAA released the fourth version of the System Wide Information Management Industry-FAA Team portal.
• System development testing was completed ahead of schedule for the NextGen Weather Processor and Common Support Services–Weather programs and began key site installation.
• A dependent departure procedure change, enabled by the Closely Spaced Parallel Operations initiative, was incorporated into the air traffic controller handbook.
• A dynamic wake solution simulation was conducted to determine the feasibility and complexities of the concept and how it affects controller workload and situational awareness as part of the final phase of the Wake Recategorization project.
• Construction started on a centralized test bed in Atlantic City, NJ, where future evaluations for the Remote Tower Pilot Program will take place.
• A National Airspace System-wide dashboard for airport hot spots was enabled in Airport Surface Anomaly Investigation Capability, and a new user interface in the Safety Information Toolkit for Analysis and Reporting enables users to define parameters for aircraft positions in time and space.
• DroneZone transitioned to the FAA Cloud Service and expanded Low Altitude Authorization and Notification Capability access to the Department of Defense.
• The project to develop the Airborne Collision Avoidance System X technology for small unmanned aircraft systems, known as Airborne Collision Avoidance System sXu, was completed.

Learn more about these accomplishments in the 2023 NextGen Annual Report.

• Five Multi-Regional Trajectory Based Operations (TBO) scenarios were conducted in a laboratory at the Florida NextGen Test Bed to highlight the operational value and identify the technical capabilities of TBO.
• Jacksonville and Palm Beach International airports received Data Communications (Data Comm) tower service.
• Minneapolis en route center achieved initial operating capability for Data Comm initial en route services, and centers in Oakland and Miami began using the technology 24 hours a day, 7 days a week.
• After closing out the final project in South-Central Florida, the FAA completed the Metroplex program.
• Houston expanded Established on Required Navigation Performance operations, with aircraft now able to turn on all four available downwind directions.
• Initial Interval Management operations using Automatic Dependent Surveillance–Broadcast technology began in Albuquerque en route center’s airspace consisting of two clearance types: cross and maintain.
• In the Surveillance Portfolio Analysis program, the FAA developed requirements for surveillance services, architecture alternatives, and future technologies to enhance the existing infrastructure.
• The FAA finished replacing En Route Automation Modernization components that were nearing their end-of-service life or had degraded performance.
• System Wide Information Management (SWIM) Flight Data Publication Service (SFDPS) received new features, including enhanced location data, more sophisticated tracking data, wider access to aircraft transponder codes, and access to airport ramp data.
• A new SFDPS flight strip revision number will enable controllers to positively match SFDPS flight plan data with air traffic control flight plan data.
• The SWIM Terminal Data Distribution System was refreshed at 38 terminal radar approach control facilities with enhancements to the services for surface movement events, tower departure events, terminal automation information, and infrastructure, monitoring, and control.
• SWIM Identity and Access Management’s strong authentication capability was completed.
• SWIM National Airspace System Common Reference received a connection to the Aeronautical Common Services and performance improvements.
• The SWIM Industry-FAA Team portal received a refresh.
• A prototype application for digital taxi instructions was evaluated under the Flight Deck Collaborative Decision-Making program.
• Operational evaluations, a preliminary remote tower business case, and a surveillance system upgrade were completed for the remote tower at Leesburg Executive Airport in Virginia.
• A remote towers technical requirements document and an operational evaluation were completed for Northern Colorado Regional Airport in Fort Collins.
• A common logging and monitoring service was deployed for the Low Altitude Authorization and Notification Capability.

Learn more about these accomplishments in the 2022 NextGen Annual Report.

• Cincinnati/Northern Kentucky International Airport became the 63rd facility to activate Data Communications tower service.
• The Las Vegas Metroplex was completed.
• Los Angeles International Airport was approved for Established on Required Navigation Performance operations.
• New Distance Measuring Equipment stations began operating at eight locations.
• Cockpit Display of Traffic Information-Assisted Visual Separation operations started after American Airlines and ACSS partnered to install Automatic Dependent Surveillance–Broadcast (ADS-B) In avionics on the airline’s Airbus 321 aircraft.
• The FAA completed the Standard Terminal Automation Replacement System nationwide rollout, replacing the legacy Automated Radar Terminal System and incorporating ADS-B as a source.
• NASA collaborated with the FAA and industry to develop and demonstrate Terminal Flight Data Manager 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.
• The System Wide Information Management (SWIM) Industry-FAA Team portal evolved from the existing SWIM Cloud Distribution Service and was deployed.
• The SWIM Terminal Data Distribution System began providing track and flight plan data, real-time status updates, and alerts from tower and airport systems.
• The SWIM National Airspace System Common Reference service started operating through the Atlanta and Salt Lake City network enterprise messaging centers.
• The Enterprise Security Harmonization Proof of Concept activity demonstrated interoperability between the United States and Europe using digitally signed SWIM information.
• The FAA issued an operational viability decision on the Saab Remote Tower system and authorized the continued provision of air traffic control services using the system at Leesburg Executive Airport in Virginia.
• Low Altitude Authorization and Notification Capability, a capability that automates the FAA's ability to grant authorization for small unmanned aircraft systems (UAS) operations in controlled airspace, was enhanced.
• A UAS traffic management (UTM) identity management service that will implement the requirements, policies, and governance from the International Aviation Trust Framework for UTM was initiated.
• The minimum viable product for the Space Data Integrator was operationalized.

Learn more about these accomplishments in the 2021 NextGen Annual Report.

• Denver Metroplex was completed.
• Terminal Flight Data Manager launched an improved electronic flight data exchange capability.
• System Wide Information Management, Flight Information Service–Broadcast, and Traffic Information Service–Broadcast received improved access to National Airspace System (NAS) aeronautical, flight status, and constraint information.
• Integrated NAS automation system modeling and anomaly detection was implemented.
• The NextGen Enterprise System Safety handbook was published.
• The Aviation Environmental Design Tool released Version 3.

Learn more about these accomplishments in the 2020 NextGen Annual Report.

• Data Communications en route services were implemented at the first location.
• Airport Surface Surveillance Capability (ASSC) deployment was completed.
• The Surface Visualization Tool was launched at airports with Airport Surface Detection Equipment-X and ASSC.
• The En Route Automation Modernization system was enhanced to improve separation management, trajectory prediction, and human interface capabilities.
• Time Based Flow Management implemented path stretch, expanded integrated departure/arrival capability, and weather source migration.
• The Cyber Security Test Facility was certified at the William J. Hughes Technical Center.

Learn more about these accomplishments in the 2018-2019 NextGen Implementation Plan.

• Data Communications tower service was completed at seven more airports.
• Cleveland-Detroit Metroplex was completed.
• Time Based Flow Management (TBFM) implemented an improved demand prediction capability.
• TBFM deployed integrated departure/arrival capability to the first sites.
• A policy was completed to grant unmanned aircraft systems access to airspace when operating within visual line of sight.

Learn more about these accomplishments in the 2018-2019 NextGen Implementation Plan.

• Charlotte and Southern California metroplexes were completed.
• Automatic Dependent Surveillance–Broadcast oceanic in-trail procedures were implemented at Anchorage, New York, and Oakland centers.
• System Wide Information Management completed the National Airspace System data-sharing infrastructure.

• Data Communications tower service deployment finished at all 55 planned airports.
• Atlanta Metroplex was completed.
• The Established on Required Navigation Performance national standard was approved for widely spaced operations.
• The area navigation Wide Area Augmentation System program was established.
• More Performance Based Navigation routes and procedures were published.
• Automatic Dependent Surveillance–Broadcast coverage was expanded in the Gulf of America, enabling 5 nautical mile (nm) separation.
• 106 Common Automated Radar Terminal System sites were modernized.
• A policy for a 1 nm diagonal separation was implemented for parallel runways spaced between 2,500 and 3,600 feet apart at Dallas, Memphis, Minneapolis-St. Paul, New York-Kennedy, Portland, Raleigh-Durham, and Seattle.
• Simultaneous dual approaches with offset and simultaneous triple approaches were implemented for parallel runways at Chicago-O'Hare International Airport.
• Aviation Safety Information Analysis and Sharing, Integrated Safety Assessment Model, and Airport Surface Anomaly Investigation Capability were implemented.

Learn more about these accomplishments in the 2016 NextGen Implementation Plan.

• Data Communications tower service began operating at the first site.
• Washington, DC, and Northern California metroplexes were completed.
• Equivalent Lateral Spacing Operations were approved as a national standard.
• Automatic Dependent Surveillance–Broadcast implementation was completed for en route centers.
• Collaborative decision-making was deployed to airport operators.
• Wake Recategorization Phase 1 was implemented at Charlotte, Chicago-Midway, Chicago-O'Hare, Denver, New York-LaGuardia, New York-Kennedy, and Newark airports.
• The Aviation Environmental Design Tool was introduced for integrated environmental modeling.
• Sustainable alternative jet fuels were approved using novel feedstocks and conversion processes.
• NextGen environmental policies, standards, and measures were implemented that evaluate the environmental performance of NextGen programs.

Learn more about these accomplishments in the 2015 NextGen Implementation Plan.

• Automatic Dependent Surveillance–Broadcast completed ground station infrastructure deployment.
• The En Route Automation Modernization system started operating at the final en route center.
• The enhanced flight vision system was approved for takeoff and approach.
• A Terminal Flight Data Manager prototype was implemented.
• Time Based Flow Management (TBFM) data started flowing via System Wide Information Management (SWIM).
• TBFM extended metering, adjacent center metering, and ground-based interval management tools were implemented at more locations.
• Area navigation route data was used for the first time to calculate trajectories in TBFM.
• Runway visual range and traffic flow information were published in the SWIM National Airspace System Enterprise Messaging System.
• SWIM Flight Data Publication Service began.
• Simultaneous dual approaches for parallel runways spaced more than 3,600 feet apart were implemented at Atlanta.
• Wake Recategorization Phase 1 began at Atlanta, Cincinnati, Houston-Bush, and Houston-Hobby.

Learn more about these accomplishments in the 2014 NextGen Implementation Plan.

• Automatic Dependent Surveillance–Broadcast oceanic in-trail procedures and automation were implemented at all oceanic en route centers.
• NAS Enterprise Messaging System dynamic subscription capability and the Enhanced Weather Information Network System were added to System Wide Information Management.
• National Airspace System status via digital Notices to Air Missions began for flight operations centers.
• Electronic flight data exchange was implemented.
• Simultaneous approaches were authorized for parallel runways spaced more than 3,600 feet apart.
• Wake turbulence mitigation was implemented for departures at Houston, Memphis, and San Francisco.
• Enhanced turbulence, ceiling, and visibility forecasts and graphical guidance were deployed.

Learn more about these accomplishments in the 2013 NextGen Implementation Plan.

• 500 Performance Based Navigation routes and procedures were published.
• Airport Surface Detection Equipment-X was installed at the last of 35 sites.
• En Route Automation Modernization Phase 3 improvements began to support Automatic Dependent Surveillance–Broadcast at Houston en route center.
• The Traffic Flow Management System was upgraded with electronic negotiation capability.
• System Wide Information Management Terminal Data Distribution System started operating.
• Notice of proposed rulemaking was issued for the enhanced flight vision system.
• Aviation Safety Information Analysis and Sharing agreements were established with Embry-Riddle Aeronautical University and University of North Dakota.
• A policy was issued on aviation environment and energy.
• The NextGen National Environmental Policy Act Plan was completed.

Learn more about these accomplishments in the 2012 NextGen Implementation Plan.

• 685 Performance Based Navigation routes and procedures were published.
• Automatic Dependent Surveillance–Broadcast equipment became available for airport vehicles.
• Reroute Data Exchange, Flight Data Publication Service, Integrated Terminal Weather System Data Publication, and Terminal Weather System Data Publication were launched through System Wide Information Management.

Learn more about these accomplishments in the 2011 NextGen Implementation Plan.

• 200 Performance Based Navigation routes and procedures were published.
• The Automatic Dependent Surveillance–Broadcast Out final rule was published in the Federal Register.
• Wide Area Multilateration Phase 1 was completed in Colorado.
• The Corridor Integrated Weather System and Special Use Airspace Data Exchange information were added to System Wide Information Management.
• Joint gate-to-gate separation management was demonstrated with Single European Sky Air Traffic Management Research.
• The Aviation Safety Information Analysis and Sharing system implemented an enhancement.
• A report was published on the environmental management system, including the Continuous Lower Energy, Emissions, and Noise Program; carbon dioxide emissions standard metrics; and opportunities for operational procedures.

Learn more about these accomplishments in the 2010 NextGen Implementation Plan.

• 612 Performance Based Navigation routes and procedures were published.
• Automatic Dependent Surveillance–Broadcast began ground infrastructure deployment.
• An initial set of wake separation categories and minimums was delivered.
• A new policy was approved for 1.5 nautical mile diagonal separation to parallel runways at Boston, Cleveland, Philadelphia, St. Louis, and Seattle.
• The NextGen Integration and Evaluation Capability laboratory opened at the William J. Hughes Technical Center.

Learn more about these accomplishments in the 2009 NextGen Implementation Plan.

• 570 Performance Based Navigation routes and procedures were published.
• Nine international reference stations were integrated, and two new geostationary Wide Area Augmentation System satellites were deployed.
• Advanced Technologies and Oceanic Procedures 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, was implemented at 20 en route centers.
• Time-based metering procedures were implemented at four en route centers.
• Adjacent center metering for arrivals was implemented at Newark and Philadelphia.
• The adaptive compression tool was implemented for the Airspace Flow Program.

Learn more about these accomplishments in the 2008 NextGen Implementation Plan.