Avionics News April 2013 - 47

NextGen’s Component Programs
While NextGen might first seem monolithic and seamless, it isn’t. Instead, it can be thought of as several individual, interdependent programs involving new systems,
technologies and procedures, each with their own size and
scope and proceeding at their own pace. Some of these programs include:
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Automatic Dependent Surveillance-Broadcast.
ADS-B is NextGen’s surveillance component, where
airborne GPS receivers identify an aircraft’s position
and trajectory, then transmit their data to nearby ground
stations. With that information, air traffic controllers
ensure aircraft are safely separated while airborne and
on runways. Information on nearby aircraft and other
operational data also are broadcast back to suitably
equipped aircraft.

•

System Wide Information Management.
SWIM is designed to be a unified infrastructure and
information management system, reducing the number
and different types of data interfaces and networks. It
can be thought of as the information management architecture for the national airspace system. The SWIM program is being implemented in two different segments.

•

Data Communications.
Despite growing use of datalinks between air traffic
control, aircraft and facilities, ATC communication
remains largely voice-based. When fully implemented,
routine ATC communications will be text-based and
transmitted directly to a capable aircraft’s flight management system, minimizing the current “party-line”
environment and, it is hoped, enabling controllers to
handle more traffic while improving their productivity,
enhancing capacity and safety.

•

Time-Based Flow Management.
This tool expands upon the FAA’s existing traffic management advisor program, which enhances aircraft arrival
and departure sequence planning by using time-based metering. The TBFM program is designed to help optimize
aircraft flow into capacity-constrained terminal areas,
resulting in reduced delays through better predictability
of airspace use and improved fuel efficiency.

•

En Route Automation Modernization.
The current system used at the FAA’s en route centers,
known as the host computer, is some 40 years old. As its
replacement, ERAM is designed to increase capacity and
improve efficiency by tracking 1,900 aircraft at a time
instead of the current 1,100, and by processing data from
64 radars instead of the current 24.

The avionics manufacturer or
installer hoping to capitalize
on NextGen’s advanced
capabilities – those exceeding
the current standards for
ADS-B In and Out – would
do well to closely monitor
the program’s progress
before making substantial
investments in new
technologies or products.
Cash And Calendars
Because of the interdependence of many NextGen components with each other – before Program B can be completed,
Program A must be operational – determining the extent to
which NextGen itself is on track and on budget can be like trying to nail Jell-O to a wall. In addition, progress reports prepared
by the Joint Program Development Office – the multiagency
body created by Congress to manage NextGen’s implementation – are heavy on program descriptions and business cases but
light on milestones and metrics.
For example, the most-recent JPDO progress report covers
fiscal year 2011 and was released in May 2012, almost a year
ago. Nearly half of fiscal year 2013 is behind us, and the five
major programs highlighted above are well underway or nearing
their scheduled completion. An apples-to-apples list of initial
project completion dates and budgets compared with their actual
outcomes over time would be nice to have but isn’t available,
at least from the JPDO. Thankfully, the U.S. Government Accountability Office took a snapshot of NextGen program progress last summer and presented the results in testimony before
Congress. The conclusion? The FAA “faces implementation
challenges.”
For example, as of July 2012, the ADS-B program was $45
million over its projected cost, according to the GAO. Ground
stations supporting ADS-B already are in place at many locations throughout the U.S., and complete coverage is on schedule
for September 2014. By Jan. 1, 2020, all aircraft wishing to operate in specified U.S. airspace must be equipped with avionics
meeting the ADS-B Out standard.
The SWIM program is slightly more problematic. Work on
Continued on following page
avionics news

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april

2013

Avionics News April 2013

Table of Contents for the Digital Edition of Avionics News April 2013