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actual instrument meteorological conditions (IMC) can
drastically reduce system capacity. Many parallel runways cannot be used simultaneously in IMC because of
the time delay and limited accuracy of terminal area
radar, and the runways are spaced closer than the minimum allowable distance for wake vortex separation.
LAAS AND WAAS IMPLEMENTATION
The wide area augmentation system (WAAS) became
available at most locations in 2003. Additional ground
reference stations are expected to become operational
in Canada, Mexico, and Alaska by 2008, providing
more complete WAAS coverage for the continental
United States. The local area augmentation system
(LAAS) provides even greater accuracy and may be
certified for use in precision approaches at some locations beginning in 2007.
Another benefit of LAAS and WAAS is that better
position information can be sent to controllers and
other aircraft. Automatic dependant surveillancebroadcast (ADS-B) uses GPS to provide much more
accurate location information than radar and
transponder systems. This position information is
broadcast to other ADS-equipped aircraft (as well as
ground facilities), providing pilots and controllers
with a more accurate real-time picture of traffic.
For full safety and effectiveness, every aircraft under
the control of ATC will need ADS-B. Until that occurs,
controllers must deal with a mix of ADS-B and
transponder-equipped aircraft. Equipment is already
available that can fuse the information from both
sources and show it on the same display. Traffic information service-broadcast (TIS-B) does just that.
Although TIS-B is primarily intended for use on the
ground by controllers, the information can be transmitted to suitably equipped aircraft and displayed to pilots
in the cockpit. The cockpit display of traffic information (CDTI) provides information for both ADS-B and
non-ADS-B aircraft on a single cockpit display.
[Figure 6-7] Since this information is shown even
while the aircraft is on the ground, it also improves situational awareness during surface movement, and can
help prevent or resolve taxiing conflicts.
090
HGD MAG
GS 215 TAS 229
105/15
12 6
114.3
CRS 055
DME 27.9
VOR R
FROM
RW23
9
+04
DAL117
-09
UPS350
-09
Radar
Target
ADS-B Target
UPS Flight 350
900 ft below
and descending
Flight Track
ADS-B Target
DAL Flight 117
900 ft below
and climbing
Figure 6-7. Cockpit Display of Traffic Information. This
display shows both ADS-B and other aircraft radar targets.
6-8
REDUCING EN ROUTE CONGESTION
In addition to the congestion experienced at major hubs
and terminal areas, certain parts of the en route structure have reached capacity. Easing the burden on
high-volume airways and eliminating airborne choke
points are some of the challenges addressed by new
airspace plans.
MATCHING AIRSPACE
DESIGN TO DEMANDS
More new RNAV routes are being created, which are
essentially airways that use RNAV for guidance instead
of VORs. They are straighter than the old VOR airways,
so they save flight time and fuel costs. By creating additional routes, they reduce traffic on existing airways,
adding en route capacity. As new routes are created near
existing airways, chart clutter will become more of an
issue. Electronic chart presentations are being developed
that will allow pilots to suppress information that is irrelevant to their flight, while ensuring that all information
necessary for safety is displayed. The high degree of
accuracy and reliability of RNP procedures offers
another means of increasing capacity along popular
RNAV routes. Instead of having all the aircraft that are
using the route fly along the same ground track, RNP
allows several closely spaced parallel tracks to be created for the same route. In essence, this changes a
one-lane road into a multi-lane highway. [Figure 6-8]
REDUCING VOICE COMMUNICATION
Many runway incursions and airborne clearance mistakes are due to misunderstood voice communications.
During busy periods, the necessity of exchanging
dozens of detailed instructions and reports leads pilots
and controllers to shorten and abbreviate standard
phraseology, often leading to errors. It stands to reason
that better ways to transfer information could reduce
voice communications, and thus reduce the incidence of
communication errors. One such innovation is similar to
the display screen at fast-food drive-up windows. As the
cashier punches in the order, it is displayed on the monitor so the customer can verify the order. This kind of
　
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