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FIGURE 3-19 RNP approach into Ronald Reagan Washington National Airport, Washington, DC
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Further enhancements to the air traffic management system include the use of advanced digital data-link systems, known as automated dependent surveillance ADS-address (ADS-A) systems send digitally transmitted information between specific aircraft and ADS-broadcast
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ADS Receiver
FIGURE 3-20 Rendering of ADS-B system (Atcmonitorcom)
(ADS-B) systems broadcast information to all equipped aircraft and air traffic management facilities, identifying their locations to other traffic in the system, providing the added ability to safety avoid collisions even in poor visibility conditions Originally tested in Alaska between 2000 and 2003, ADS-B is quickly becoming a standard component of air traffic navigation systems in the United States A rendering of the ADS-B system is Fig 3-20
The Modernization of Air Traffic Management
Despite the proliferation of GPS-based navigation since the beginning of the twenty-first century, the principal aids for the control of air traffic by air traffic management personnel are still voice communication and radar Air traffic controllers monitor the spacing between aircraft on the radarscope and instruct pilots by means of voice communication Radar returns appear on the radarscope as small blips These are reflections from the aircraft body Primary radar requires the installation of rotating antennas on the ground and the range of the primary radar is a function of its frequency Secondary radar consists of a radar receiver and transmitter on the ground that transmits a coded signal to an aircraft if that aircraft has a transponder A transponder is an airborne receiver and transmitter which receives the signal from the ground and responds by returning a coded reply to the interrogator on the ground The coded reply normally contains information on aircraft identity and altitude Information from primary and secondary radar returns are provided to air traffic controllers via an alphanumeric display on their radar scopes, as illustrated in Fig 3-21 The first line shows the
FIGURE 3-21 Air route surveillance radar, Atlanta TRACON
A i r Tr a f f i c M a n a g e m e n t
identity of the aircraft, the second line its altitude and ground speed, and the third line gives the beacon code transponder number and the aircraft track number To be able to have this information presented on the radarscope, the aircraft must carry a mode-C or mode-S transponder that has the capability of altitude reporting along with aircraft identity All commercial airline aircraft carry a transponder, which satisfies the requirement for reporting altitude Further, all aircraft flying in Class A, B, or C airspace are required to have an operating transponder onboard
NextGen
For more than 50 years air traffic control systems have gone through a number of incremental technological enhancements, such as enhanced radar capabilities, automated flight service systems, and ground-based navigation systems Despite these upgrades, it has been widely recognized that the traditional radar and analog-based communication system will not be sufficient to accommodate the increasing demands on the system in the twenty-first century As part of the Vision 100 Century of Aviation Reauthorization Act of 2003, the US federal government called for a complete transformation of the national airspace system and a modernization of its air traffic control facilities This modernization has come to be known as the next generation air traffic system or NextGen Through the act, Congress directed the formation of a Joint Planning and Development Office (JPDO) to facilitate the mammoth task of converting the current system to a fully automated, digital, satellite-based air traffic management system The JPDO comprises of representatives from the FAA, NASA, The US Departments of Transportation, Defense, Homeland Security, Commerce, and the White House Office of Science and Technology Policy, and directed to develop a next generation air traffic system that is technologically advanced and fully integrates the interests of all who use the nation s aviation system NextGen will focus on making the satellite-based GPS system and digital data communications the backbone of air traffic management Integrated into NextGen are GPS, WAAS, and ADS-B technology to allow for digital surveillance of air traffic between both ground-based air traffic management facilities as well as among aircraft themselves In addition to ADS-B technology, NextGen features the following capabilities, as described by the FAA:
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