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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
underway is the installation and upgrading of airport
surface radars to reduce runway incursions and prevent
accidents on airport runways and taxiways. The FAA is
also placing a high priority on speeding the application of
the GPS satellite technology to civil aeronautics. Another
notable ongoing program is encouraging progress toward
the implementation of Free Flight, a concept aimed at
increasing the efficiency of high-altitude operations.
NATIONAL AIRSPACE SYSTEM PLANS
FAA planners’ efforts to devise a broad strategy to
address capacity issues resulted in the Operational
Evolution Plan (OEP)—the FAA’s commitment to meet
the air transportation needs of the U.S. for the next ten
years.
To wage a coordinated strategy, OEP executives met with
representatives from the entire aviation community—
including airlines, airports, aircraft manufacturers, service
providers, pilots, controllers, and passengers. They agreed
on four core problem areas:
• Arrival and departure rates.
• En route congestion.
• Airport weather conditions.
• En route severe weather.
The goal of the OEP is to expand
capacity, decrease delays, and
improve efficiency while maintaining safety and security. With
reliance on the strategic support of
the aviation community, the OEP is
limited in scope, and only contains
programs to be accomplished over a
ten-year period. Programs may move
faster, but the OEP sets the minimum
schedule. Considered a living document that matures over time, the OEP
is continually updated as decisions
are made, risks are identified and
mitigated, or new solutions to operational problems are discovered
through research.
An important contributor to FAA plans
is the Performance-Based Operations
Aviation Rulemaking Committee
(PARC). The objectives and scope of
PARC are to provide a forum for the
U.S. aviation community to discuss
and resolve issues, provide direction
for U.S. flight operations criteria, and produce U.S. consensus positions for global harmonization.
The general goal of the committee is to develop a
means to implement improvements in operations that
address safety, capacity, and efficiency objectives,
as tasked, that are consistent with international implementation. This committee provides a forum for the
FAA, other government entities, and affected
members of the aviation community to discuss issues
and to develop resolutions and processes to facilitate
the evolution of safe and efficient operations.
Current efforts associated with NAS modernization
come with the realization that all phases must be integrated. The evolution to an updated NAS must be well
　
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