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for each aircraft over time, and this time history is used
to establish short-term intent and short-term conflict
detection. Radars are expensive to maintain, and position information interpolated from radars is not as good
as what the aircraft can obtain with SATNAV. ADS-B
technology may provide the way to reduce the costs of
surveillance for air traffic management purposes and to
get the better position information to the ground.
New aircraft systems dependent on ADS-B could be
used to enhance the capacity and throughput of the
nation’s airports. Electronic flight following is one
example: An aircraft equipped with ADS-B could be
instructed to follow another aircraft in the landing pattern, and the pilot could use the on-board displays or
computer applications to do exactly that. This means
that visual rules for landing at airports might be used in
periods where today the airport must shift to instrument
rules due to diminishing visibility. Visual capacities at
airports are usually higher than instrument ones, and if
the airport can operate longer under visual rules (and
separation distances), then the capacity of the airport is
maintained at a higher level longer. The CAASD is
working with the Cargo Airline Association and the
Figure 1-16. Airline Flight Deck Instrument Displays
Primary Flight Displays (PFD) Navigation Displays (ND)
Engine Indicating and Crew
Alerting System (EICAS)
Multifunction Display (MFD)
Flight Management Control
Display Units (CDU)
Photo and graphic courtesy of Boeing
Commercial Airplane Group
1-23
1-24
FAA to investigate these and other applications of the
ADS-B technology.
OPERATIONAL TOOLS
Airports are one of the main bottlenecks in the NAS,
responsible for one third of the flight delays. It is widely
accepted that the unconstrained increase in the number
of airports or runways may not wholly alleviate the congestion problem and, in fact, may create more problems
than it solves. The aim of the FAA is to integrate appropriate technologies, in support of the OEP vision, with
the aim of increasing airport throughput.
The airport is a complex system of systems and any
approach to increasing capacity must take this into
account. Numerous recent developments contribute to
the overall solution, but their integration into a system
that focuses on maintaining or increasing safety while
increasing capacity remains a major challenge. The
supporting technologies include new capabilities for
the aircraft and ATC, as well as new strategies for
improving communication between pilots and ATC.
IFR SLOTS
During peak traffic, ATC uses IFR slots to promote a
smooth flow of traffic. This practice began during the
late 1960s, when five of the major airports (LaGuardia
Airport, Ronald Reagan National Airport, John F.
Kennedy International Airport, Newark International
Airport, and Chicago O’Hare International Airport)
were on the verge of saturation due to substantial flight
delays and airport congestion. To combat this, the FAA
in 1968 proposed special air traffic rules to these five
high-density airports (the “high density rule”) that
restricted the number of IFR takeoffs and landings at
each airport during certain hours of the day and provided
for the allocation of “slots” to carriers for each IFR landing or takeoff during a specific 30 or 60-minute period.
A more recent FAA proposal offers an overhaul of the
slot-reservation process for JFK, LaGuardia, and
Reagan National Airport that includes a move to a 72-
hour reservation window and an online slot-reservation
system.
The high density rule has been the focus of much
examination over the last decade since under the
restrictions, new entrants attempting to gain access to
high density airports face difficulties entering the
market. Because slots are necessary at high density
airports, the modification or elimination of the high
density rule could subsequently have an effect on the
value of slots. Scarce slots hold a greater economic
value than slots that are easier to come by.
The current slot restrictions imposed by the high density
rule has kept flight operations well below capacity,
especially with the improvements in air traffic control
technology. However, easing the restrictions imposed
by the high density rule is likely to affect airport oper-
ations. Travel delay time might be affected not only at
the airport that has had the high density restrictions
lifted, but also at surrounding airports that share the
same airspace. On the other hand, easing the restrictions on slots at high density airports should help
　
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