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new runways are “landlocked” by surrounding developed areas, so obtaining land can be difficult. On top of
that, residents and businesses in the area sometimes
resist the idea of building a new runway. Concerns range
from increased noise to safety and environmental
impact. While environmental assessments and impact
statements are essential, they take time. The FAA is
working with other federal authorities to streamline
the process of obtaining permits. Good community
relations are extremely important, and working with
airport neighbors can often address many of the questions and concerns.
The next phase of development involves obtaining the
funding. A new runway typically costs between 100 million and one billion dollars. Money comes from airport
cash flow, revenue and general obligation bonds, airport
improvement program grants, passenger facility
charges, and state and local funding programs.
The last phase includes the actual construction of the
new runway, which may take as many as three years to
complete. In all, over 350 activities are necessary to
commission one new runway. The FAA has created the
6-5
Runway Template Action Plan to help airport authorities
coordinate the process.
SURFACE TRAFFIC MANAGEMENT
In cooperation with the FAA, the National Aeronautics
and Space Administration (NASA) is studying
automation for aiding surface traffic management at
major airport facilities. The surface management
system is an enhanced decision support tool that will
help controllers and airlines manage aircraft surface
traffic at busy airports, thus improving safety, efficiency,
and flexibility. The surface management system provides tower controllers and air carriers with accurate
predictions of the future departure demand and how the
situation on the airport surface, such as takeoff queues
and delays at each runway, will evolve in response to
that demand. To make these predictions, the surface
management system will use real-time surface surveillance, air carrier predictions of when each flight will
want to push back, and computer software that accurately predicts how aircraft will be directed to their
departure runways.
In addition to predictions, the surface management system also provides advisories to help manage surface
movements and departure operations. For example, the
surface management system advises a departure
sequence to the ground and local controllers that efficiently satisfies various departure restrictions such as
miles-in-trail and expected departure clearance times
(EDCTs). Information from the surface management
system is displayed in ATC towers and airline ramp towers, using either dedicated surface management system
displays or by adding information to the displays of
other systems.
Parts of the system were tested in 2003 and 2004, and
are now ready for deployment. Other capabilities are
accepted in concept, but are still under development.
Depending on the outcome of the research, the surface
management system might also provide information to
the terminal radar approach control (TRACON) and
center traffic management units (TMUs), airline operations centers (AOCs), and ATC system command
centers (ATCSCCs). In the future, additional developments may enable the surface management system to
work with arrival and departure traffic management
decision support tools.
The surface movement advisor (SMA) is another program now being tested in some locations. This project
facilitates the sharing of information with airlines to
augment decision-making regarding the surface movement of aircraft, but is concerned with arrivals rather
than departures. The airlines are given automated radar
terminal system (ARTS) data to help them predict an air-
craft’s estimated touchdown time. This enhances airline
gate and ramp operations, resulting in more efficient
movement of aircraft while they are on the ground.
Airline customers reported reduced gate delays and
diversions at the six locations where SMA is in use.
TERMINAL AIRSPACE REDESIGN
The FAA is implementing several changes to improve
efficiency within terminal airspace. While some methods increase capacity without changing existing routes
and procedures, others involve redesigning portions of
the airspace system. One way of increasing capacity
without major procedural changes is to fill the gaps in
arrival and departure streams. Traffic management advisor (TMA) is ATC software that helps controllers by
automatically sequencing arriving traffic. Based on
flight plans, radar data, and other information, the software computes very accurate aircraft trajectories as
　
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