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hubs. IFR-equipped and operating under IFR like
other air carriers, commuter aircraft cannot be used to
full advantage unless the airport at the other end of
the flight, typically a small community airport, also is
capable of IFR operation. Thus, the growth of commuter air service has created pressure for additional
SEA
PDX
SFO
SJC
LAX
SAN
LAS
SLC
PHX
DEN
DFW
IAH
MCI
STL
MEM
BNA
IND
ATL
TPA
MCO
FLL
MIA
CLT
RDU
CVG
IAD
DCA
BWI
CLE
DTW
PIT
TEB
EWR
PHL
LGA
JFK
BOS
ORD
MDW
MSP
Figure 1-7. A real-time Airport Status page displayed on the ATCSCC Web site
(www.fly.faa.gov/flyfaa/usmap.jsp) provides general airport condition status. Though not flight
specific, it portrays current general airport trouble spots. Green indicates less than five-minute
delays. Yellow means departures and arrivals are experiencing delays of 16 to 45 minutes. Traffic
destined to orange locations is being delayed at the departure point. Red airports are experiencing taxi or airborne holding delays greater than 45 minutes. Blue indicates closed airports.
1-9
instrument approach procedures and control facilities
at smaller airports. A growing trend among the major
airlines is the proliferation of regional jets (RJs). RJs
are replacing turboprop aircraft and they are welcomed by some observers as saviors of high-quality
jet aircraft service to small communities. RJs are
likely to be a regular feature of the airline industry for
a long time because passengers and airlines overwhelmingly prefer RJs to turboprop service. From the
passengers’ perspective, they are far more comfortable; and from the airlines’ point of view, they are
more profitable. Thus, within a few years, most
regional air traffic in the continental U.S. will be by
jet, with turboprops filling a smaller role.
FAA and industry studies have investigated the underlying operational and economic environments of RJs on the
ATC system. They have revealed two distinct trends: (1)
growing airspace and airport congestion is exacerbated by
the rapid growth of RJ traffic, and (2) potential airport
infrastructure limitations may constrain airline business.
The FAA, the Center for Advanced Aviation System
Development (CAASD), major airlines, and others are
working to find mitigating strategies to address airline
congestion. With nearly 2,000 RJs already in use—and
double that expected over the next few years—the success of these efforts is critical if growth in the regional
airline industry is to be sustained. [Figure 1-8]
CORPORATE AND FRACTIONAL OWNERSHIPS
Though technically considered under the GA umbrella,
the increasing use of sophisticated, IFR-equipped aircraft
by businesses and corporations has created a niche of its
own. By using larger high performance airplanes and
equipping them with the latest avionics, the business
portion of the GA fleet has created demands for ATC
services that more closely resemble commercial operators than the predominately VFR general aviation fleet.
GENERAL AVIATION
The tendency of GA aircraft owners to upgrade the performance and avionics of their aircraft increases the
demand for IFR services and for terminal airspace at airports. In response, the FAA has increased the extent of
controlled airspace and improved ATC facilities at major
airports. The safety of mixing IFR and VFR traffic is a
major concern, but the imposition of measures to separate and control both types of traffic creates more restrictions on airspace use and raises the level of aircraft
equipage and pilot qualification necessary for access.
MILITARY
From an operational point of view, military flight activities comprise a subsystem that must be fully integrated
within NAS. However, military aviation has unique
requirements that often are different from civil aviation
users. The military’s need for designated training areas
and low-level routes located near their bases sometimes
conflicts with civilian users who need to detour around
these areas. In coordinating the development of ATC
systems and services for the armed forces, the FAA is
challenged to achieve a maximum degree of compatibility between civil and military aviation objectives.
ATC FACILITIES
FAA figures show that the NAS includes more than
18,300 airports, 21 ARTCCs, 197 TRACON facilities,
over 460 air traffic control towers (ATCTs), 58 flight
service stations and automated flight service stations
(FSSs/AFSSs), and approximately 4,500 air navigation
　
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