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Charting/Database Inconsistencies . . . . . . . . . .A-10
Naming Conventions . . . . . . . . . . . . . . . . . .A-11
Issues Related to Magnetic Variation . . . . . .A-12
Issues Related to Revision Cycle . . . . . . . . .A-13
Evolution of RNAV . . . . . . . . . . . . . . . . . . . . . .A-14
Appendix B — Staying Within Protected
Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
Appendix C — Acronyms and Glossary . . C-1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1
1-1
Today’s National Airspace System (NAS) consists of a
complex collection of facilities, systems, equipment,
procedures, and airports operated by thousands of people to provide a safe and efficient flying environment.
The NAS includes:
• More than 690 air traffic control (ATC) facilities
with associated systems and equipment to provide
radar and communication service.
• Volumes of procedural and safety information necessary for users to operate in the system and for
Federal Aviation Administration (FAA) employees
to effectively provide essential services.
• More than 19,800 airports capable of accommodating an array of aircraft operations, many of
which support instrument flight rules (IFR) departures and arrivals.
• Approximately 11,120 air navigation facilities.
• Approximately 45,800 FAA employees who provide air traffic control, flight service, security,
field maintenance, certification, systems acquisitions, and a variety of other services.
• Approximately 13,000 instrument flight procedures as of September 2005, including 1,159
instrument landing system (ILS), 121 ILS
Category (CAT) II, 87 ILS CAT III, 7 ILS with
precision runway monitoring (PRM), 3 microwave
landing system (MLS), 1,261 nondirectional beacon (NDB), 2,638 VHF omnidirectional range
(VOR), and 3,530 area navigation (RNAV), 30
localizer type directional aid (LDA), 1,337 localizer (LOC), 17 simplified directional facility
(SDF), 607 standard instrument departure (SID),
and 356 standard terminal arrival (STAR).
• Approximately 48,200,000 instrument operations
logged by FAA towers annually, of which 30 percent are air carrier, 27 percent air taxi, 37 percent
general aviation, and 6 percent military.
America’s aviation industry is projecting continued
increases in business, recreation, and personal travel.
The FAA expects airlines in the United States (U.S.) to
carry about 45 percent more passengers by the year 2015
than they do today. [Figure 1-1]
Figure 1-1. IFR Operations in the NAS.
1-2
BRIEF HISTORY OF THE
NATIONAL AIRSPACE SYSTEM
About two decades after the introduction of powered
flight, aviation industry leaders believed that the airplane
would not reach its full commercial potential without federal action to improve and maintain safety standards. In
response to their concerns, the U.S. Congress passed the
Air Commerce Act of May 20, 1926, marking the onset of
the government’s hand in regulating civil aviation. The
act charged the Secretary of Commerce with fostering air
commerce, issuing and enforcing air traffic rules, licensing pilots, certifying aircraft, establishing airways, and
operating and maintaining aids to air navigation. As commercial flying increased, the Bureau of Air Commerce—
a division of the Department of Commerce—encouraged
a group of airlines to establish the first three centers for
providing ATC along the airways. In 1936, the bureau
took over the centers and began to expand the ATC system. [Figure 1-2] The pioneer air traffic controllers used
maps, blackboards, and mental calculations to ensure
the safe separation of aircraft traveling along designated
routes between cities.
On the eve of America’s entry into World War II, the
Civil Aeronautics Administration (CAA)—charged
with the responsibility for ATC, airman and aircraft
certification, safety enforcement, and airway development—expanded its role to cover takeoff and landing
operations at airports. Later, the addition of radar
helped controllers to keep abreast of the postwar boom
in commercial air transportation.
Following World War II, air travel increased, but with
the industry's growth came new problems. In 1956 a
midair collision over the Grand Canyon killed 128 people. The skies were getting too crowded for the existing
systems of aircraft separation, and with the introduction
of jet airliners in 1958 Congress responded by passing
the Federal Aviation Act of 1958, which transferred
CAA functions to the FAA (then the Federal Aviation
Agency). The act entrusted safety rulemaking to the
　
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