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(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
FAA, which also held the sole responsibility for developing and maintaining a common civil-military system
of air navigation and air traffic control. In 1967, the new
Department of Transportation (DOT) combined major
federal transportation responsibilities, including the
FAA (now the Federal Aviation Administration) and a
new National Transportation Safety Board (NTSB).
By the mid-1970s, the FAA had achieved a semi-automated ATC system based on
a marriage of radar and
computer technology. By
automating certain routine
tasks, the system allowed
controllers to concentrate
more efficiently on the task
of providing aircraft separation. Data appearing directly
on the controllers’ scopes
provided the identity, altitude, and groundspeed of
aircraft carrying radar
beacons. Despite its effectiveness, this system required
continuous enhancement to
keep pace with the increased
air traffic of the late 1970s,
due in part to the competitive
environment created by airline deregulation.
To meet the challenge of
traffic growth, the FAA
unveiled the NAS Plan in
January 1982. The new plan
called for more advanced
systems for en route and terminal ATC, modernized
flight service stations, and
improvements in ground-to-air surveillance and communication. Continued ATC modernization under the
NAS Plan included such steps as the implementation of
Host Computer Systems (completed in 1988) that were
able to accommodate new programs needed for the
future. [Figure 1-3]
1935
1946
1970-2000
Figure 1-2. ATC System Expansion.
1-3
In February 1991, the FAA replaced the NAS Plan with
the more comprehensive Capital Investment Plan (CIP),
which outlined a program for further enhancement of the
ATC system, including higher levels of automation as
well as new radar, communications, and weather forecasting systems. One of the CIP’s programs currently
　
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