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The most capable EFBs are Class 3. These are built into
the panel and require a Supplemental Type Certification
(STC) or certification design approval with the aircraft
as part of its equipment. Paper charts may not be
required. Depending on the model, it may be connected
to the GPS or Flight Management System (FMS), and it
may be able to combine GPS position with the locations
and speed vectors of other aircraft and graphic weather
information into a single, detailed moving map display.
Its detailed database can also provide obstacle and terrain warnings. It is important to remember that an EFB
does not replace any system or equipment required by
the regulations.
INCREASING CAPACITY AND SAFETY
Safety is, and will remain, the highest priority in all
plans to increase capacity for the future. As demand for
air travel continues to rise, it is clear that the NAS capacity must grow. Both the number of airport operations and
en route capacity must increase simultaneously to
accommodate the expanding needs. Neither can realistically be treated separately from the other, but for the
sake of convenience, this chapter first discusses increasing the arrival/departure rate, then en route issues.
The number of aircraft operations is expected to increase
by about 30 percent over the next decade. Although most
parts of the NAS are able to handle current traffic,
increasing operations will strain system capabilities
unless capacity grows to match demand. The FAA has
identified and corrected several existing “choke points”
in the NAS. While relatively few airports and airways
experience large numbers of delays, the effects snowball
into disruptions throughout the rest of the system, especially in adverse weather. Capacity must be increased to
manage future growth. The FAA is implementing a
number of programs to increase the capacity and efficiency of the NAS. Industry itself is also taking specific
actions to address some of the problems.
INCREASING THE
DEPARTURE/ARRIVAL RATE
Relatively few routes and airports experience the majority of congestion and delays. In the case of airports, peak
demand occurs for only a few, isolated hours each day,
so even the busiest hubs are able to handle their traffic
load most of the time. Adjusting the number of arrivals
and departures to get rid of those peak demand times
would ease congestion throughout the system.
MORE RUNWAYS
At some major hubs, adding new runways or improving
existing runways can increase capacity by as much as 50
percent, but the process is complex and time-consuming. During the planning phase, the appropriate FAA
offices must review the new runway’s impact on airspace, air traffic control (ATC) procedures, navigational
aids (NAVAIDs), and obstructions. New instrument procedures must be developed, and economic feasibility
and risk analysis may be required.
The next phase includes land acquisition and environmental assessment. Often, the airports that most need
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,
　
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