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information about WAAS and LAAS is contained in
Chapters 5 and 6.
The Automatic Dependent Surveillance (ADS) system, currently being developed by the FAA and several
airlines, enables the aircraft to automatically transmit
its location to various receivers. This broadcast mode,
commonly referred to as ADS-B, is a signal that can
be received by other properly equipped aircraft and
ground based transceivers, which in turn feed the
automation system accurate aircraft position information. This more accurate information will be used to
improve the efficiency of the system—the third category of modernization goals.
Other key efficiency improvements are found in the
deployment of new tools designed to assist the controller. For example, most commercial aircraft
already have equipment to send their GPS positions
automatically to receiver stations over the ocean. This
key enhancement is necessary for all aircraft operating in oceanic airspace and allows more efficient use
of airspace. Another move is toward improving text
and graphical message exchange, which is the ultimate goal of the Controller Pilot Data Link
Communications (CPDLC) Program.
In the en route domain, the Display System
Replacement (DSR), along with the Host/Oceanic
Computer System Replacement (HOCSR) and
Eunomia projects, are the platforms and infrastructure for the future. These provide new displays to the
controllers, upgrade the computers to accept future
tools, and provide modern surveillance and flight
data processing capabilities. For CPDLC to work
effectively, it must be integrated with the en route
controller’s workstation.
RNAV PLANS
Designing routes and airspace to reduce conflicts
between arrival and departure flows can be as simple as
adding extra routes or as comprehensive as a full redesign
in which multiple airports are jointly optimized. New
strategies are in place for taking advantage of existing
structures to departing aircraft through congested transition airspace. In other cases, RNAV procedures are used
to develop new routes that reduce flow complexity by
permitting aircraft to fly optimum routes with minimal
controller intervention. These new routes spread the flow
across the terminal and transition airspace so aircraft can
be separated with optimal lateral distances and altitudes in
and around the terminal area. In some cases, the addition
Figure 1-4. Modernization Activities Provide Improved Weather Information.
1-5
of new routes alone is not sufficient, and redesign of existing routes and flows are required. Benefits are multiplied
when airspace surrounding more than one airport (e.g., in
a metropolitan area) can be jointly optimized.
SYSTEM SAFETY
Although hoping to decrease delays, improve system
capacity, and modernize facilities, the ultimate goal of the
NAS Plan is to improve system safety. If statistics are any
indication, the beneficial effect of the implementation of
the plan may already be underway as aviation safety
seems to have increased in recent years. The FAA has
made particular emphasis to not only reduce the number
of accidents in general, but also to make strides in curtailing controlled flight into terrain (CFIT) and runway
incursions as well as continue approach and landing
accident reduction (ALAR).
The term CFIT defines an accident in which a fully
qualified and certificated crew flies a properly working
airplane into the ground, water, or obstacles with no
apparent awareness by the pilots. A runway incursion is
defined as any occurrence at an airport involving an aircraft, vehicle, person, or object on the ground that creates
a collision hazard or results in a loss of separation with an
aircraft taking off, attempting to take off, landing, or
attempting to land. The term ALAR applies to an accident
that occurs during a visual approach, during an instrument
approach after passing the initial approach fix (IAF), or
during the landing maneuver. This term also applies to
accidents occurring when circling or when beginning a
missed approach procedure.
ACCIDENT RATES
The NTSB released airline accident statistics for 2004
that showed a decline from the previous year. Twentynine accidents on large U.S. air carriers were recorded in
2004, which is a decrease from the 54 accidents in 2003.
Accident rates for both general aviation airplanes and helicopters also decreased in 2004. General aviation airplane
accidents dropped from 1,742 to 1,595, while helicopter
accidents declined from 213 to 176. The number of accidents for commuter air services went up somewhat, from
2 accidents in 2003 to 5 in 2004. Air taxi operations went
　
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