Guidelines for Use of FPL Messages for Domestic IFR Flights

Purpose

These guidelines provide key points to remember when filing a Domestic IFR flight plan using FAA Form 7233-4, International Flight Plan(PDF). A Domestic Flight is defined as one which is conducted wholly within U.S. Domestic airspace (i.e., the conterminous 48 states, Alaska, Hawaii and Puerto Rico), and does not enter international or foreign airspace at any point during the flight.  International airspace includes oceanic airspace controlled by FAA ARTCCs at Oakland, New York and Anchorage.

These guidelines supplement, but do not replace, information contained in the FAA ICAO Flight Planning Interface Reference Guide(PDF), and are consistent with detailed specifications for messages contained in ICAO Doc. 4444 (as amended) except as noted herein.

Acronyms

Filing Guidelines for Domestic FPLs

FPL with Minimum Required Information & No Remarks

Domestic FP IAW FAA Form 7233-1:
FF KZJXZQZX
232352 KGAITTTD
TTT2352230 FP TTT001 B722/W 475 TLH P0310 340
TLH..SZW.J41.VUZ.HLI1.MEM/0101

Equivalent FPL IAW FAA Form 7233-4:
FF KZJXZQZX
232352 KGAITTTD
(FPL-TTT001-IS
-B722/M-SW/C
-KTLH0310 
-N0475F340 DCT SZW J41 VUZ HLI1
-KMEM0101
-0)

FP/FPL Comparison Example: FPL with Optional Message Number (Field 3b) & Remarks (RMK)

Domestic FP IAW FAA Form 7233-1:
FF KZJXZQZX
231110 KTULTTTD
TTT1110010 FP TTT002 A320/Q 463 MCO P1225 360
MCO..CTY..SZW..MCB..UIM..TXO..ABQ..PGS.TYSSN1.LAS/0412 :NRP

Equivalent “PRESENT” FPL IAW FAA Form 7233-4: (Prior to ICAO Doc 4444, Amendment 1)
FF KZJXZQZX 
231110 KTULTTTD
(FPLTTT/KZJX010-TTT002-IS
-A320/M-SDIGRW/SJ
-KMCO1225
-K0463F360 DCT CTY DCT SZW DCT MCB DCT UIM DCT TXO DCT ABQ DCT PGS
 TYSSN1
-KLAS0412
-RMK/NRP)

Equivalent “NEW” FPL IAW FAA Form 7233-4: (After ICAO Doc 4444, Amendment 1)
FF KZJXZQZX 
231110 KTULTTTD
(FPLTTT/KZJX010-TTT002-IS
-A320/M-SADE3J2FIGRW/SU2
-KMCO1225
-K0463F360 DCT CTY DCT SZW DCT MCB DCT UIM DCT TXO DCT ABQ DCT PGS
 TYSSN1
-KLAS0412
-PBN/D2S1 NAV/GBAS RMK/NRP)

Filing Guidelines for Change (CHG), Delay (DLA) & Cancellation (CNL) Messages

Filing guidelines for CHG, DLA and CNL messages can be found at FAA ICAO Flight Planning Interface Reference Guide(PDF).

Guidelines for receipt of automatic acknowledgement (ACK) and/or rejection (REJ) messages for ICAO compatible messages can be found at Acceptance/Rejection of Domestic ICAO Messages. The link includes examples of ACK, CNL, CHG, DLA and REJ messages, and a chart outlining REJ error messages, their causes and suggested resolutions.

• Addressee – Domestic FPLs should ONLY be addressed to the U.S. Domestic departure ARTCC/FIR.  FPLs addressed to subsequent FIRs, including the destination FIR, may be rejected and may cause duplicate flight plans to be stored in ATC systems.
• Item 3, Message Type – An Optional Message Number (Field 3b) can be used to specify a 3-letter NADIN address where the filer would like acknowledgement and/or rejection messages sent. Please see Acceptance/Rejection of Domestic ICAO Messages for detailed instructions.
• Item 7, Aircraft Identification – If the ACID starts with a number, the FPL will be rejected by U.S. systems.  If this occurs, contact the Flight Data Unit at the ARTCC to which the flight plan was sent and request assistance. FAA is working to address this issue.
• Item 8, Field 8a, Flight Rules – IAW FAAO 7110.10, Appendix A, ICAO Flight Plans, Item 8(PDF): insert the following:

  "I"           For Instrument Flight Rules (IFR);

  Note:  Although U.S. en route facilities may provide limited services (i.e. flight following) to VFR aircraft on a workload permitting basis, they do not provide the full range of services (e.g. weather briefings, Search and Rescue, etc.) provided by the FSS system.  Operators are required to file an IFR flight plan for portions of the flight that will be conducted under IFR.  It is also strongly recommended that operators file a VFR flight plan directly with an FSS, or other appropriate filing service, for any portion of the flight that will be conducted under VFR (Ref. AIM Section 5-1-4).  This will ensure that operators will receive VFR Search and Rescue Protection.

• Item 8, Field 8b, Type of Flight – IAW FAAO 7110.10, insert one of the following:

  "S"	Scheduled air service;
  "N"	Non-scheduled air transport operation;
  "G"	General aviation;
  "M"	Military; or
  "X"	Other than any of the above categories.

• Item 9, Field 9c, Wake Turbulence Category – WTC information is required in an FPL; consult ICAO Document 8643 if you do not know the approved ICAO WTC for your aircraft. The ICAO WTC categories are:

  "H"	Heavy – Greater than 300,000 lbs. maximum certificated take-off weight
  "M"	Medium – Between 15,000 and 300,000 lbs. maximum certificated take-off weight
  "L"	Light – Less than 15,000 lbs. maximum certificated take-off weight

• Fields 13a & 16a, Departure/Destination Aerodrome – File a 4-letter LOCID whenever available, as described in FAA Order (FAAO) 7350.8, Location Identifiers, Section 1.4.1.(PDF)

  For airports located within the 48 contiguous United States, convert a 3-letter LOCID by prefixing it with a “K” .

  Example:  Montgomery County Airpark (GAI) would convert to “KGAI”

  If the assigned LOCID contains a digit, or a LOCID has not been assigned for the airport, or the LOCID is unknown:

  Insert “ZZZZ” as the departure/destination aerodrome in Fields 13a/16a, as appropriate, and then...

  For a departure aerodrome, insert “DEP/” in Field 18, followed by the airport identifier/location

  Examples:  DEP/T23   DEP/TCC233016

  For a destination aerodrome, insert “DEST/” in Field 18, followed by the airport identifier/location

  Examples:  DEST/T23  DEST/TCC233016

• Item 15, Field 15b, Level – The following non-ICAO altitude formats are permissible in Field 15b of a Domestic IFR FPL.  Do not use these formats in an international FPL:

  OTP –  “OTP/” followed by the requested altitude.

  Example:  OTP/125

  Block Altitude – in the format “dddBddd” where the first “ddd” is the lowest altitude in the block and the second “ddd” is the highest altitude in the block

  Example:  210B290

• Item 15, Field 15c, Route – The following non-ICAO route elements are permissible in Field 15c for Domestic FPL.  Do not use these formats in an international FPL:

  Delay at a fix may be requested using the format “FIX/Dh+mm”

  Example:  KORRY/D0+25

  Coded Route Re-entry Indicator using the format “Route+Rd”

  Example:  IR107+R1

  Note:  Do not use these formats in an international FPL.

• Field 18, Other Information

  Although the ERAS will accept any Field 18 indicator(s) defined in ICAO Doc 4444, many of these indicators are not required when filing a U.S. Domestic FPL.  The following indicators are never required in a domestic FPL.  If an operator conducts both domestic and international flights and wishes to file consistently, it is acceptable to include these elements:

  • PBN/
  • COM/
  • DAT/
  • SUR/
  • DOF/
  • EET/
  • SEL/
  • OPR/
  • ORGN/
  • PER/
  • ALTN/
  • RALT/
  • TALT/
  • RIF/
  • CODE/

   

  Notes- When ADS-B is implemented, expect SUR/ and CODE/ to become required elements for domestic FPLs.

  General rules for Field 18 are the same as described in the ICAO Flight Planning Interface Reference Guide:

  • Insert a -0 if there is no information to file in Field 18
  • Use a hyphen only as a field delimiter; never use a hyphen as part of the text in Field 18
  • Use an oblique stroke only as part of an indicator; never as part of the text in Field 18
  • Use only indicators defined in the PANS-ATM; in a regional supplementary procedures (Doc. 7030) or in an Aeronautical Information Publication (AIP).

  The following indicators should be used as necessary in an FPL for a domestic United States flight:

  STS/	Include one (or) more of the reasons for special handling listed in ICAO Doc 4444, amendment 1, as described in the ICAO Flight Planning Interface Reference Guide.
  NAV/	Include RNAV capability information as described in the ICAO Flight Planning Interface Reference Guide.  This information is also available in the United States AIP and on the internet at: RNAV Requirements
  DEP/	File the departure point when ‘ZZZZ’ has been inserted in Field 13a.  Follow the instructions in the ICAO Flight Planning Interface Reference Guide.
  DEST/	File the destination when ‘ZZZZ’ has been inserted in Field 16a.  Follow the instructions in the ICAO Flight Planning Interface Reference Guide.
  IRMK/	Use IRMK/FRC to indicate when a Full Route Clearance must be delivered to the pilot.  Any information filed in IRMK/ will be displayed at the departure center only.  IRMK/ is a non-standard indicator, documented in the United States AIP.
  REG/	File the aircraft registration number if flying in RVSM airspace, per the North American (NAM) Regional Supplementary Procedures (Doc. 7030).
  TYP/	File the aircraft type when ZZZZ is filed in Field 09a.  Follow the instructions in the ICAO Flight Planning Interface Reference Guide.
  DLE/	File a delay at a fix as described in the PANS-ATM.  Note: For a domestic flight, it is possible to file a delay directly on a fix in Field 15c as described above.

Satellite Navigation - WAAS - Structure

Wide Area Augmentation System - Program Structure

To develop and field a system as complex as the Wide Area Augmentation System, there are a variety of underlying supporting activities.

The WAAS program consists of several functional areas:

• WAAS Research and Development - Focuses on ionospheric issues, antenna development to mitigate multi-path, Alaska connectivity, and the support of the WAAS Integrity and Performance Panel (WIPP). The National Satellite Test Bed (NSTB) enables a major part of R&D work.
• WAAS System Engineering -Provide oversight of the WAAS prime contractor's work to ensure that all aspects of the system engineering discipline are being met.
• WAAS System Architecture - Review and monitor the overall WAAS concept to ensure that WAAS is being properly implemented.
• WAAS Software Engineering - Review CDRLs and software-related contract deliverables from the prime contractor (Raytheon) to ensure appropriate S/W development procedures are being followed, including RTCA DO-178B.
• WAASWIPP Support - Guide development of S/W integrity monitors for WAAS. Co-chaired by FAA and Stanford University.
• WAAS Test and Evaluation - Ensure that WAAS testing is adequate and complete.
• WAAS System Security - Ensure entities without proper authorization cannot utilize or compromise the WAAS.
• WAAS Transition and Field Support - Ensure all supporting efforts are completed to move WAAS from R&D, through acquisition, and into an operational system.
• WAASGEOSAT Acquisition - Ensure the adequate number of geostationary satellites to provide required coverage and availability.
• WAAS Process Improvement/integrated Capability Maturity Model - enhance processes and continuous improvement of these processes related to the WAAS program.
• WAAS Risk Management - Identify, analyze categorize, mitigate, and track WAAS-related risks.
• WAAS Configuration Management - Ensure all WAAS components, both hardware and software, are managed and maintained in an appropriate manner and in accordance to FAA requirements.
• WAAS Contracts/Finance - Manage the prime contractor's cost, schedule, and performance; and review all deliverables.
• WAAS Business Management - Support and manage the WAAS budget process.
• WAAS Planning/Program Documentation - Develop and maintain strategic planning documents and Acquisition Management System (AMS) documents required by the AMS process.

The FAAWAAS Project Team is responsible for the development and acquisition of the WAAS; however, to ensure a smooth and successful transition of the WAAS into the FAA's other lines of business and into the National Airspace System, there are several other FAA organizations involved in the development and acquisition of the WAAS.

These other FAA organizations include:

• ASU-240 (FAA Quality Assurance Division) - These are FAA personnel located on-site at Raytheon Corporation to ensure that Raytheon's products meets their quality and reliability contractual obligations to the FAA.
• AOP-1000 (FAANAS In-Service Management) - These are FAA personnel who support the Deployment Planning Process, Standard Operating Procedures, and WAAS Operations and Maintenance Plan.
• ASU-200 (FAA Quality Assurance Division) - These are FAA personnel who provide part-time support onsite at Raytheon Corporation to review software development activities.
• AND-720 (FAA Navigation Systems Implementation) - These are FAA personnel who support fielding activities, such as the commissioning and deployment planning process involved in the Transition and Field Support portion of the WAAS project.
• AND-702 (FAA Navigation Systems Engineering) - These are the FAA personnel who provide policy oversight on system engineering functions, such as security, configuration management, GPS Modernization, and participation in the Interagency GPS Executive Board (IGEB).
• AOS-240 (FAA National Airways Systems Engineering Division Operational Support Directorate) - These are the FAA personnel located at the FAA Mike Monroney Aeronautical Center in Oklahoma City, Oklahoma, and represent the concerns of system maintainers once the system is fielded. Support activities include software support activity, OT&E shakedown, technical instruction books (TIB), ESTS Tools, maintenance technical handbooks, and operational CM, and safety assurance.
• AIR-130 (FAA Aircraft Certification Service) - These are FAA headquarter personnel who set requirements based on FAA certification criteria to ensure the WAAS is safe to use by aircraft operating in the National Airspace System. Support activities include requirements documentation, safety assurance, and RTCA and GNSSP support.
• AFS-430 (FAA Flight Technologies Requirements) - This branch represents the pilot/user community.

Satellite Navigation - GBAS - Contacts

Nextgen Contacts

The Ground Based Augmentation System (GBAS) program is managed by the FAA Aviation NextGen and Operations Planning Service Unit (ANG-C32) at the FAA William J. Hughes Technical Center. More information can be found at http://laas.tc.faa.gov/.

Navigation Programs Organization Contact

• Jason Burns - GBAS Systems Engineer - Manages national ground facility specification and requirements
  jason.burns@faa.gov

Non-Federal Program Establishment Contacts

Are you considering establishing a GBAS? If so, your first step should be to contact a Non-Federal Program Implementation Manager (PIM).

• Joshua Eicher - Western Service Area (WSA)
  joshua.eicher@faa.gov
• Angie Anderson - Central Service Area (CSA)
  angie.anderson@faa.gov
• Robert Tomko - Central Service Area (CSA)
  robert.tomko@faa.gov
• Gail Hackbart - Eastern Service Area (ESA)
  gail.hackbart@faa.gov
• Pat Graham - Eastern Service Area (ESA)
  patricia.graham@faa.gov

For more information, please see the attached PIM Contact List(PDF).

Satellite Navigation - GBAS - Benefits

Ground Based Augmentation System - Benefits

The FAA is developing GBAS to expand upon the capabilities afforded by satellite navigation. Specifically, GBAS offers benefits in the areas of capacity, efficiency, user benefits, and airport/surrounding community benefits.

Capacity Benefits

GBAS will support complex procedures and terminal area paths that will compress the density of terminal operations without impacting safety, thus increasing capacity. It will de-conflict airspace through extended PVT ranges, reduce aircraft separation requirements and obstacle clearance requirements through more precise ground track paths. GBAS will provide the ability to change or create approach procedures without infrastructure changes, and also provide the ability to implement multiple, segmented, or variable glide slopes. In addition, a single GBAS system supports approaches at multiple runway ends, which will eliminate critical areas.

Efficiency Benefits

The efficiency benefits of the GBAS system include reduced air traffic controller workloads through reduced communications and radar vectoring. Other efficiency benefits include reduced time and distance in the terminal area, leading to fuel savings which is a huge cost savings to operators. The GBAS will allow for an increase in IFR availability, complex rollouts, and extended arrival procedures (50-160nm).

User Benefits

GBAS terminal area path (TAP) procedures will be uplinked to the aircraft, which eliminates the need for an in-aircraft procedure database. In addition, GBAS will eventually support low-powered continuous descent arrivals.

Uplinking the GBAS TAP procedures ahead of time allows the aircrew additional time to prepare the aircraft for landing and do it all in an optimal sequence will be truly beneficial to end users. Exacting aircraft locations and approximate times of arrival at key points along the TAP are critical to improving their operations in the terminal area and offer the user significant benefits.

Airport and Community Benefits

While many airports seek to expand their facilities and operations to serve current and expected future demand for air travel, the communities surrounding airports also continue to expand, filling previously unused land in the vicinity of the airports. One result is a growing concern about aviation related noise and its impact on these communities. Airlines and airframe manufacturers have worked together to significantly reduce the noise produced by modern aircraft, but noise generation remains a problem for many airports. More precise navigation offered by GBAS in the terminal area may provide an opportunity to greatly reduce the impact of aviation related noise by restricting aircraft to defined three dimensional routes designed to reduce the noise effects. Through the flexibility offered by GBAS to construct complex, defined, highly repeatable flight paths that can be used during all weather conditions, the current costs associated with noise mitigation and noise abatement may be reduced.

Alaska Volcano Information

The links below provide additional advisories about Alaskan volcano activity.

• Volcanic Ash Advisory Center
• Alaska Volcano Observatory
• USGS Volcano Website
• Interagency Volcano Plan 2011(PDF)

Ground Based Augmentation System (GBAS)

There are a variety of essential activities that must take place in order to develop a safety-critical precision navigation system, such as GBAS. To address these activities, the GBAS program consists of several functional areas:

• GBAS Research and Development (R&D) – GBAS R&D currently focuses on Category II/III Specification Development.
• GBAS System Engineering (SE) – GBASSE activities support the Category I GBAS Honeywell contract for the development of the provably safe prototype (PSP) at Memphis, and System Design Approval Process related to obtaining a CAT I Non-Federal Regulatory Approval. Specific tasks include:
  • Development of GBAS specifications
  • Coordination of GBAS siting issues
  • Consideration of safety issues
  • Review of contract execution for the PSP development
  • Conduct contractual flight evaluations and analyses
  • Conduct contract stability testing and analyses
• GBAS System Operational Implementation – This function helps to ensure that the overall GBAS concept is being properly implemented.
• GBAS System Security – The GBAS security function helps to ensure entities without proper authorization cannot utilize or compromise the GBAS.
• GBAS Contracts/Finance – The contracts/finance function manages the activities pertaining to CAT I development contract cost, schedule, and performance; and also reviews all deliverables.
• GBAS Business Management – This function supports and manages the GBAS budget process.

To ensure a smooth and successful transition of the GBAS into the FAA's other lines of business and into the National Airspace System, there are several other FAA organizations involved in the development, acquisition, and commissioning of the GBAS.

These other FAA organizations include:

• FAANAS In-Service Management – These are FAA personnel who support the Deployment Planning Process, and Standard Operating Procedures.
• FAA Navigation Systems Engineering – These are the FAA personnel who provide policy oversight on system engineering functions, such as human factors, security, and configuration management.
• FAA National Airways Systems Engineering Division – These are the FAA personnel located at the FAA Mike Monroney Aeronautical Center in Oklahoma City, Oklahoma, who support software and system design activities.
• FAA Aircraft Certification Service – These are FAA headquarter personnel who set requirements based on FAA certification criteria to ensure the GBAS is safe to use by aircraft operating in the National Airspace System. Support activities include requirements documentation, safety assurance, and RTCA and GNSSP support.
• FAA Flight Procedure Standards Branch – This group is responsible for developing rules, standards, policies, and criteria governing the operational aspects of en route, terminal, and instrument flight procedures (except air traffic control procedures), and also develops and establishes criteria for civil and military terminal instrument procedures.
• Aviation System Standards National Flight Procedures Office – This FAA group, located in Oklahoma City, performs instrument flight procedures development and maintenance functions.
• Air Traffic – This FAA group helps to ensure that FAA Air Traffic Services' operational needs are satisfied.
• William J. Hughes Technical Center – Supports GBAS system engineering activities and provides GBAS ground facility and GBAS avionics test support.

Performance Data Analysis and Reporting System (PDARS)

The Performance Data Analysis and Reporting System (PDARS) is a FAA NAS System designed as an integrated performance measurement tool that facilitates operational analysis to improve the NAS. The system consists of a dedicated network of computers located at FAA sites that use specialized software for collecting detailed air traffic management system data.

The PDARS system includes 20 domestic Air Route Traffic Control Centers (ARTCC's), 28 Terminal Radar Approach Control (TRACON) facilities, 27 ASDE-X equipped airports.  PDARS is also used at FAA Service Area Offices, the Air Traffic Control System Command Center, the Mike Monroney Aeronautical Center, and FAA Headquarters.

As a NAS system, the data contained in the PDARS system is intended for government use only. The PDARs data differs from other NAS data in that it is enhanced to provide quality controlled flight track data.

Key Features of PDARS
The addition of event information to the flight track data provides data that can be readily analyzed and support metric and reporting needs. It is the FAA’s only mechanism to provide Gate to Gate analysis. FAA personnel use the PDARS system extensively to assist in monitoring, measuring, analyzing, and managing operations on a day-to-day basis.

Flight Trajectory Synthesis: Collects flight data from multiple surveillance systems, merging track points into end-to-end trajectories, and producing quality-controlled analysis-ready data

Comprehensive View of the NAS: performs a complex coordination and integration of processed flight data with cyclical geo-referenced data sources including weather, airspace, airports, navigational objects, traffic flow management, and geographic data

Key Flight Event Detection: detects key flight events using business rules and metric definitions verified over 15 years of operation, including Airspace Crossings, Runway Assignment, Modes of Flight, Level Flight, Go-Arounds, Handoffs, Holding, and Fix Passing

Visualization and Animation: Displays multi-dimensional viewing of flight activity and airspace, animation replays of historical data using 3D and 4D visualization for operational analysis, and flightdata filtering

Performance Databases

The Federal Aviation Administration maintains four core databases that are used to produce the operational metrics that are tracked and reported in order to manage and improve FAA efficiency. The Aviation System Performance Metrics (ASPM) database is the most comprehensive flight database with key event times and operational information necessary for producing most performance measures. The OPSNET database contains FAA imposed delay, often at the flight level. Flight Trajectory contains key event times extracted from archived flight plan messages as well as from flight position data. Fuel Burn data is provided by the airlines for key city pairs and is used to meet congressional requirements to evaluate fuel trends experienced by the airline industry.

ASPM constitutes the most comprehensive flight level database used for performance analysis within FAA.It contains a host of key event times including actual, scheduled as well as the airline reported gate and runway times. It also synthesizes key times from the traffic flow management system and links flight level information from the National Traffic Management Log (NTML).

OPSNET provides the official source for traffic operations and reportable delay. Reportable delay includes the causal information such as the constrained facility, the reason for delay (weather, equipment, runways etc.) and the traffic management initiative employed in delaying the aircraft.

Flight Trajectory database is used for performance measures that assess if flights are obtaining more efficient trajectories or if problem areas are emerging. The flight level data compares actual trajectories to both direct flight or a best achieved flight. In response to congressional request, the flight level data also tracks continuous ascent and continuous descent operations.

Fuel Burn database contains per flight fuel consumption data for select city pairs. The data is provided on a voluntary basis by airlines and air cargo operators in response to a congressional requirement, and is used to analyze the operational performance of the NAS and the benefits of operational improvements.

Simulation Tools

The Performance Analysis Office has developed a suite of simulation tools that allows FAA management to evaluate changes in operational efficiency due to anticipated changes in the NAS. This data allows the program office to address problems prior to the day of operations. Specific tools have been developed for the NAS system, the airport level and the oceanic environment. The models use airspace/airport capacities, traffic schedules and weather as input and produce delay, throughput statistics and other performance measures as output.

The office also produces standardized operational schedules that are provided for all FAA planning and investment analysis projects. These baseline and future projection schedules are updated annually using optimization software that selects 16 sample days that best approximate flight activity (Airport and Center) and delay (Total Delay, Weather Delay) across all FAA facilities. The sample includes 2 uniform busy days that can be used for benchmarking. The schedules are provided for both fast-time and human in the loop simulation projects.

NEXTOR

The National Center of Excellence for Aviation Operations Research (NEXTOR) was established on June 26, 1996 as one of the five Centers of Excellence created by the Federal Aviation Administration (FAA). This program is managed by the ATO Office of Performance Analysis and allows FAA and other government agencies to partner with leading universities in research that furthers improvements in aviation efficiency.

Since 1996, NEXTOR has produced numerous papers, theses and doctoral dissertations and has engaged in formal knowledge and personnel exchange activities. These initiatives have been instrumental in the successful transfer and sharing of new technologies and have helped to educate and prepare the next generation of aviation professionals.

Principle areas of NEXTOR research include tactical and strategic traffic management, safety and security, system performance, weather impact, aviation infrastructure, economic analysis, model development and training.

For more details on NEXTOR, please visit the website below:

Center of Excellence University Research Studies (NEXTOR)