NextGen, shorthand for the Next Generation Air Transportation System, refers to a wide-ranging initiative to transform the air traffic control system. It focuses on leveraging new technologies, such as satellite-based navigation, surveillance, and networking. The initiative involves meaningful collaboration among government departments and agencies as well as companies in the aerospace and related industries.

Currently, the U.S. air transportation system handles roughly 50,000 flights over a 24-hour period. By 2025, air traffic is projected to increase two-to-three fold, equating to 100,000-150,000 flights every 24 hours. It is acknowledged that the current U.S. air transportation system will not be able to meet these air traffic demands.

Under enabling legislation, the Joint Planning and Development Office (JPDO) was established to facilitate NextGen activities. Its task is to create and carry out an integrated plan for NextGen, spearhead planning, and coordinate research, demonstrations and development in conjunction with relevant programs of other departments and agencies, and with the private sector.

In transforming the national airspace system, JPDO is working with the FAA, NASA, the Departments of Transportation, Defense, Homeland Security, Commerce, and the White House Office of Science and Technology Policy.

The Senior Policy Committee of JPDO directs the NextGen initiative. The committee is chaired by the Secretary of Transportation, and includes the Undersecretary for Policy of the Department of Transportation; Administrator of the Federal Aviation Administration; Administrator of the National Aeronautics and Space Administration; Secretary of the United States Air Force, representing the Department of Defense; Deputy Secretary of the Department of Commerce; Deputy Secretary of the Department of Homeland Security; and the Director of the White House Office of Science and Technology Policy.

There are nine capabilities that will enable the transformation of the national air transportation system. The NextGen capabilities are as follows:

1. Provide Collaborative Capacity Management
   Collaborative capacity management provides the ability to dynamically balance anticipated/forecasted demand and utilization, and allocate National Airspace System (NAS) resources through proactive and collaborative strategic planning with enterprise stakeholders and automation (e.g., decision-support systems), using airspace and airport design requirements, standards, and configuration conditions with the consideration of other air transportation system resources.
   
   
2. Provide Collaborative Flow Contingency Management
   Flow contingency management provides optimal, synchronized, and safe strategic flow initiatives, and ensures the efficient management of major flows of traffic while minimizing the impact on other operations in collaboration with enterprise stakeholders, through real- or near-real-time resolutions informed by probabilistic decision making within established capacity management plans.
   
   
3. Provide Efficient Trajectory Management
   Efficient trajectory management provides the ability to assign trajectories that minimize the frequency and complexity of aircraft conflicts within the flow through the negotiation and adjustment of individual aircraft trajectories and/or sequences when required by resource constraints.
   
   
4. Provide Flexible Separation Management
   Flexible separation management establishes and maintains safe separation minimums from other aircraft, vehicles, protected airspace, terrain, weather, etc., by predicting conflicts and identifying resolutions (e.g., course, speed, altitude, etc.) in real time, and accommodates increasing capacity demands and traffic levels by using automation (e.g., decision-support systems) while also introducing reduced separation standards.
   
   
5. Provide Integrated NextGen Information
   Integrated NextGen information provides authorized aviation stakeholders timely, accurate, and actionable information (e.g., weather, surveillance, aeronautical information, operational and planning information, and position, navigation and timing information) to shorten decision cycles and improve situational awareness using a net-centric environment managed through enterprise services that meets the information exchange requirements of the NextGen stakeholder community
   
   
6. Provide Air Transportation Security
   The capability to provide air transportation security relies on the concept of layered, adaptive security based on risk assessment and risk management thus yielding the ability to identify, prioritize, and assess national defense and homeland security situations and appropriately adjust resources to facilitate the defeat of an evolving threat to critical NAS infrastructure and key resources using a collaborative approach (e.g., appropriate tactics, techniques, and procedures) without unduly limiting mobility, making unwarranted intrusions on civil liberties, and minimizing impacts to airline operations or aviation economics.
   
   
7. Provide Improved Environmental Performance
   Improved environmental performance ensures environmental management considerations, including flexibility in identifying, preventing, and proactively addressing environmental impacts, are fully integrated throughout the air transportation system decision-making process, through increased collaboration and improved tools, technologies, operational policies, procedures, and practices that are consistent and compatible with national and international regulations.
   
   
8. Provide Improved Safety Operations
   Improved safety operations ensure safety considerations are fully integrated throughout the air transportation system through increased collaboration and information sharing, improved automation (e.g., decision-support systems), prognostic safety risk analysis, and enhanced safety promotion and assurance techniques that are consistent and compatible with national and international regulations, standards, and procedures.
   
   
9. Provide Flexible Airport Facility and Ramp Operations
   Flexible airport facility and ramp operations provides the ability to reallocate or reconfigure the airport facility and ramp assets to maintain acceptable levels of service that will accommodate increasing passenger and cargo demand levels, or changes in operational requirements, through infrastructure development, predictive analyses, and improvements to technology (e.g., automation and decision-support systems) and procedures.
   

Providing a high level of security in air transportation is a major goal for NextGen, which envisions a layered, adaptive security system.  This means a system that depends on multiple technologies, policies, and procedures that adapt to individual situations, and can change according to the threat level.  Other security measures will be in place as additional roadblocks to neutralize the threat, whether it is in the airport, on the plane, or in the air.

A key objective of NextGen is to develop environmental protection that allows sustained aviation growth. In this regard, JPDO is working to set "green goals." Specifically, JPDO and its government and industry partners are focusing on four major environmental concerns: aviation noise, air quality, water quality, and fuel consumption.

• Preservation of Small Airports. JPDO recognizes the importance of the 20,000-plus airfields which support the General Aviation community.
  
  
• Equivalent Visual Operations in Marginal IMC. With NextGen, for example, bad weather will not have an adverse impact on flight.  In most situations, pilots will be able to proceed with operations as if the weather is clear.
  
  
• Better Weather Information. Better weather information will help disseminate weather situational awareness and create a common weather picture for all pilots.
  
  
• Greater Access to Terminal Airspace. The flexible management of the airspace, coupled with improved weather forecast accuracy, new communications, and surveillance and navigational capabilities, allows access to more airspace, more of the time, with reduced impact on traffic flows.  This will maximize access for all traffic, while supporting the principle of giving an advantage to those aircraft with advanced capabilities that support the air traffic management system.  In addition, because of the reduced "footprint" required for these operations, classic VFR operations will have more access around major airports.
  
  
• Security Targeted to Risk.  The assessment of risks under NextGen provides a prioritized list of vulnerabilities and potential mitigation.  For example, external attacks on aircraft may be an issue at some airports, requiring mitigation.  Fortunately, this means that most General Aviation airports will not be as vulnerable to these risks.  

The Working Groups are made up of government and industry experts. Each Working Group specializes in developing one of NextGen’s key capabilities. There are nine working groups dealing with the following subject areas:

1. Aircraft
2. Airports
3. Navigation Services
4. Environment
5. Global Harmonization
6. Net-Centric Operations
7. Safety
8. Security  
9. Weather

The Working Groups are comprised of expert teams whose work results in specific fact-based conclusions. The conclusions lead to recommendations that can be integrated into current NextGen development programs. At the same time, Working Group recommendations are different than those in current programs that could be catalysts for a change of direction in certain areas of development. Each Federal agency within JPDO leads one of the Working Groups that best utilizes its area of knowledge. Access additional information on the Working Groups here.

Intercontinental travel is, of course, a key element of the world’s air transportation system.  “Global Harmonization” is the technical term for coordinating NextGen activities with our counterparts throughout the world.

The FAA entered into an agreement with the European Commission (EC), which formalized cooperation between the NextGen initiative and its European counterpart, the Single European Sky Air Traffic Management Research (SESAR) program.  The FAA and EC are following through to identify opportunities and, as appropriate, establish timelines to implement common, interoperable, performance-based air traffic management systems and technologies.

To further promote the public/private industry partnership, the NextGen Institute was created to incorporate the expertise of industry, state and local government, and academia into the NextGen planning process.  The major functions of the Institute are to (1) find private sector expertise and services to execute formal tasks and activities; (2) establish processes and procedures to support private sector engagement in JPDO; and (3) enable full and open private sector involvement in JPDO working groups and divisions. 

The Institute Management Council (IMC) oversees the policy, recommendations, and products of the NextGen Institute.  The IMC is also responsible for reviewing the Institute’s contract selection to ensure it remains fair and effective.  IMC members are selected to provide a broad representation of the civil aviation community and a commitment to the transformation of the national air transportation system.  It is co-chaired by the presidents of the Aerospace Industries Association and the Air Transport Association.     

The Enterprise Architecture is a blueprint of NextGen.  As the consolidated “picture” of the future, it provides a general description of NextGen’s abilities, how they work together as a total package, and what it will look like upon completion.  It comprehensively defines the future system, the timetable for implementation, and its impact on the aviation community.

The NextGen Concept of Operations (ConOps), likened to an architect’s preliminary drawings, is a technical document that describes how NextGen will work from an operational standpoint, and what it will look like in the year 2025. Developed concurrently with the Enterprise Architecture, ConOps is critical to developing NextGen’s specific requirements.  ConOps forms a technological baseline to help stimulate the development of policies that can further improve NextGen.

The Integrated Work Plan (IWP) is an evolutionary plan that describes how NextGen is being developed to meet the nation’s need for air transportation safety, security, mobility, efficiency, and capacity.  It provides the integrated framework to achieve the NextGen vision.  It describes the transition from the current to the end state defined in the Concept of Operations and Enterprise Architecture.  It will continually be refined and enhanced to reflect current priorities, budgets, and programs.  In short, the IWP is the JPDO plan to achieve NextGen.

As part of its mission to shape the air transportation system of the future, the JPDO launched version 2.0 of the Joint Planning Environment (JPE) in 2008.

The JPE is a Web-accessible application that serves as a foundation for product and program management, development, and integration. This application allows the JPDO to communicate NextGen planning information in a clear and concise way to partner agencies and stakeholders, with additional features not possible via paper-based publications.

Using the JPE, NextGen partner agencies and stakeholders may search across NextGen work products, view data by agency, data element type, or agency specific framework. Users also have the ability to view detailed reports, charts, and graphs.

The JPE is available on: http://jpe.jpdo.gov/ee. Access the site as a “Guest Browser,” and download a Quick Start Guide, which offers tips on how to effectively navigate the JPE.

One of NextGen’s most promising initiatives with potential for broad operational applications is Automatic Dependent Surveillance-Broadcast (ADS-B), a technology that could revolutionize air navigation and surveillance, and be the backbone of the future system.  In fact, some companies, such as United Parcel Service (UPS), are already using ADS-B in their operations, and are realizing savings in jet fuel and faster delivery schedules.

ADS-B uses GPS satellites and ground-based equipment to allow aircraft to broadcast their transmissions with greater frequency and accuracy than the current land-based legacy radar systems.  With ADS-B, pilots will see exactly what the air traffic controller sees.

The Capstone program is a long-term, highly successful application of ADS-B in a non-radar environment.  ADS-B, one of NextGen’s essential foundational technologies, will continue its development with the goal of deployment throughout Alaska.  Since initial deployment, general aviation accidents have decreased by 40%.  The practical information provided by this FAA program has also proven invaluable in guiding the development of NextGen.

The United Parcel Service (UPS) is using ADS-B in trials at its hub in Louisville, Kentucky. The company is realizing savings while simultaneously reducing the adverse environmental impact of its flight operations.  The traditional “step-down” landing approach requires planes to use high thrust to level off at different stages, resulting in more fuel burn and additional noise and pollution.  ADS-B allows for an improved landing procedure called Optimized Profile Descents.

Taking advantage of improved situational awareness, Optimized Profile Descents permit planes to constantly descend from cruise altitude all the way to touch-down.  Using Optimized Profile Descents, UPS reduced flight time, allowing more planes to land, while cutting back on emissions and noise.  Once ADS-B is fully implemented, UPS anticipates an annual fuel reduction of 800,000 gallons.  Furthermore, the company forecasts a 30% decrease in noise and an emissions reduction of 34% in the vicinity of airports (3,000 feet or below).        

The FAA signed a Memorandum of Agreement with helicopter operators, and oil and gas platform owners in the Gulf of Mexico to improve air traffic control in the region. 

Currently, most helicopters operating offshore in the Gulf cannot communicate or be seen by air traffic controllers, requiring pilots to rely mostly on visual flight rules.  As a result, helicopter service to offshore platforms is severely curtailed in poor visibility conditions. 

With ADS-B equipment installed on aircraft and platforms, helicopters are able to transmit critical position information to the Houston Air Route Traffic Control Center, resulting in improved communications.  This allows for continued helicopter activity on platforms in poor visibility in contrast to periodic weather-related stoppages.

Network-Enabled Operations (NEO) refers to the ability to link together information from a wide range of sources.  It is a high priority for JPDO and NextGen partner agencies.  NEO provides a platform for interested parties to have consistent, up-to-date, secure, and simultaneous access to the same information.