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Centers and TRACONs now have a computer graphic
that can show every aircraft on a flight plan in the U.S.
as to its flight plan information and present position.
Despite their sophistication, center computers do not
overlap in coverage or information with other Centers,
so that flight requests not honored in one must be
repeated in the next.
RELEASE TIME
ATC uses an IFR release time 2
in conjunction with
traffic management procedures to separate departing
aircraft from other traffic. For example, when controlling departures from an airport without a tower, the
controller limits the departure release to one aircraft at
any given time. Once that aircraft is airborne and radar
identified, then the following aircraft may be released
for departure, provided they meet the approved radar
separation (3 miles laterally or 1,000 feet vertically)
when the second aircraft comes airborne. Controllers
must take aircraft performances into account when
releasing successive departures, so that a B-747 HEAVY
aircraft is not released immediately after a departing
Cessna 172. Besides releasing fast aircraft before slow
ones, another technique commonly used for successive
departures is to have the first aircraft turn 30 to 40
degrees from runway heading after departure, and then
have the second aircraft depart on a SID or runway heading. Use of these techniques is common practice when
maximizing airport traffic capacity.
EXPECT DEPARTURE CLEARANCE TIME
Another tool that the FAA is implementing to increase
efficiency is the reduction of the standard expect departure clearance time 3
(EDCT) requirement. The FAA has
drafted changes to augment and modify procedures contained in Ground Delay Programs (GDPs). Airlines may
now update their departure times by arranging their
flights’ priorities to meet the controlled time of arrival.
In order to evaluate the effectiveness of the new software and the airline-supplied data, the actual departure
time parameter in relation to the EDCT has been
reduced. This change impacts all flights (commercial
and GA) operating to the nation’s busiest airports.
Instead of the previous 25-minute EDCT window (5
minutes prior and 20 minutes after the EDCT), the new
requirement for GDP implementation is a 10-minute
window, and aircraft are required to depart within 5 minutes before or after their assigned EDCT. Using reduced
EDCT and other measures included in GDPs, ATC aims
at reducing the number of arrival slots issued to accommodate degraded arrival capacity at an airport affected
by weather. The creation of departure or ground delays
is less costly and safer than airborne holding delays in
the airspace at the arrival airport.
MANAGING SAFETY AND CAPACITY
SYSTEM DESIGN
The CAASD is aiding in the evolution towards free flight
with its work in developing new procedures necessary
for changing traffic patterns and aircraft with enhanced
capabilities, and also in identifying traffic flow constraints that can be eliminated. This work supports the
FAA’s Operational Evolution Plan in the near-term.
Rapid changes in technology in the area of navigation
performance, including the change from ground-based
area navigation systems, provide the foundation for aviation’s global evolution. This progress will be marked by
combining all elements of communication, navigation,
and surveillance (CNS) with air traffic management
(ATM) into tomorrow’s CNS/ATM based systems. The
future CNS/ATM operating environment will be based
on navigation defined by geographic waypoints
expressed in latitude and longitude since instrument
procedures and flight routes will not require aircraft to
overfly ground-based navigation aids defining specific
points.
APPLICATION OF AREA NAVIGATION
RNAV airways provide more direct routings than the
current VOR-based airway system, giving pilots easier
access through terminal areas, while avoiding the circuitous routings now common in many busy Class B
areas. RNAV airways are a critical component to the
transition from ground-based navigation systems to GPS
navigation. RNAV routes help maintain the aircraft flow
through busy terminals by segregating arrival or departure traffic away from possibly interfering traffic flows.
Further, RNAV provides the potential for increasing airspace capacity both en route and in the terminal area in
several important ways.
Strategic use of RNAV airways nationwide is reducing
the cost of flying and providing aircraft owners more
benefits from their IFR-certified GPS receivers. Several
scenarios have been identified where RNAV routes provide a substantial benefit to users.
　
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