5-1

 

Chapter 5
 

Introduction 

In the upcoming years, exciting new technologies will 

be developed and implemented to help ease air traffic 

congestion, add to system capacity, and enhance safety. 

Some of these seamless changes will be invisible to 

pilots. Others will entail learning new procedures, aircraft 

equipment, and systems that will introduce powerful new 

capabilities and dramatically increase the safety of all flight 

operations. 

Improvement Plans 
Next Generation Air Transportation (NextGen) entire United States air transportation system. NextGen 

System consists of the following five systems: 

Next Generation Air Transportation System (NextGen) is a 

comprehensive overhaul of the National Airspace System 

(NAS) designed to make air travel more convenient and 

dependable, while ensuring flights are as safe and secure 

as possible. It moves away from ground-based surveillance 

and navigation to new and more dynamic satellite-based 

systems and procedures, and introduces new technological 

innovations in areas such as weather forecast, digital 

communications, and networking. [Figure 5-1] When fully 

implemented, NextGen will safely allow aircraft to fly more 

closely together on more direct routes, reducing delays, 

and providing unprecedented benefits for the environment 

and the economy through reductions in carbon emissions, 

fuel consumption, and noise. [Figure 5-2] 

Implementation in stages across the United States is due 

between 2012 and 2025. In order to implement NextGen, 

the FAA will undertake a wide-range transformation of the 

1. Automatic dependent surveillance-broadcast 

(ADS-B)—automatically broadcasts the aircraft’s 

position and other aircraft specific information to 

air traffic control (ATC) ground facilities and nearby 

aircraft equipped with ADS-B In. Effective January 

1, 2020 all aircraft operating in certain controlled 

U.S. airspace will be required to operate ADS-B Out 

equipment at all times. While Global Navigation 

Satellite System (GNSS) is not mandated by rule 

as the position sensor, it is currently the only 

position source that meets the rule’s performance 

requirements. Aircraft broadcasting ADS-B Out data 

provide ATC and cooperating ADS-B-In aircraft more 

precise on-the- ground or in-the-air positioning 

information based on the increased frequency of the 

data broadcasts and the accuracy of GNSS. ADS-B 

will provide a complete picture of air traffic for ATC 

and pilots of ADS-B In-equipped aircraft. The FAA’s 

DOT 

FAA DOD DHS DOC 

State/Local 

Government 

NASA OSTP 

NGATS 

Institute 

Industry & 

Community 

Air Navigation Operations and Support 

ICAO Flight Operations and Support 

Global 

Harmonization 

Super Density 

Operations Policy & Regulations 

Equivalent 

Visual Operations 

Airport Operations and Support 

Flight Planning Flight Data Aeronautical 

Information Enterprise Services 

Geospatial 

Information Communication Performance 

Metrics 

Environment Layered 

Adaptive Security Surveillance Position, Navigation, 

and Timing Safety Weather 

Net Centric Infrastructure Services Network-Enabled Information Acess 

Figure 5-1. Next Generation Air Transportation System (NEXGEN) introduces new technological innovations for weather forecasting, 

digital communications, and networking. 

5-2 
Figure 5-2. Satellite-based navigation and tracking allows more aircraft to fly closely together on more direct routes. 

Figure 5-3. Automatic Dependent Surveillance-Broadcast (ADS-B) 

systems. 

ADS-B ground infrastructure is complete and ATC 

now uses ADS-B for aircraft tracking both in the air 

and on the ground at many airports. 

2.	 System wide information management (SWIM)— 

will provide a single infrastructure and information 

management system to deliver high quality, timely 

data to many users and applications. By reducing 

the number and types of interfaces and systems, 

SWIM will reduce data redundancy and better 

facilitate multi- user information sharing. SWIM 

will also enable new modes of decision-making as 

information is more easily accessed. [Figure 5-4] 

3.	 Next generation data communications—current 

communications between aircrew and ATC, and 

between air traffic controllers, are largely realized 

through voice communications. Initially, the 

introduction of data communications will provide 

an additional means of two-way communication 

for ATC clearances, instructions, advisories, flight 

crew requests, and reports. With the majority of 

aircraft data link equipped, the exchange of routine 

controller-pilot messages and clearances via data 

link will enable controllers to handle more traffic. 

This will improve ATC productivity, enhancing 

capacity and safety. [Figure 5-5] 

4.	 Next generation network enabled weather 

(NNEW)— seventy percent of NAS delays are 

attributed to weather every year. The goal of NNEW 

is to cut weather-related delays at least in half. Tens 

of thousands of global weather observations and 

sensor reports from ground, airborne, and spacebased sources will fuse into a single national weather 

information system updated in real time. NNEW 

will provide a common weather picture across the 

NAS and enable better air transportation decisionmaking. [Figure 5-6] 

5.	 NAS voice switch (NVS)—there are currently 

seventeen different voice switching systems in the 

NAS; some in use for more than twenty years. NVS 

will replace these systems with a single air/ground 

5-3 
ARTCCS

TRACONS

TOWERS 

Today Enterprise Management 

Existing systems communication Secure access points for NAS systems 

structure and data sharing 

En Route Data 

Surveillance Weather

SWIM 

Terminal Core

Radar Data Data ServicesServices

Traffic Flow Inter-Agency Management 

Aeronautical
 

Information
 

Figure 5-4. System wide information management (SWIM)—an information management system that helps deliver high quality, timely 

data to improve the efficiency of the national airspace. 

Trajectory Based Operations
 

High Performance Airspeed
 

Clearances WX Reroutes 

Time Based Metering 

Fix 

Optimized 

Descents 

(TAPs/CDAs) 

ARTCCs 

User Flight 

VDL-2 

Network VDL-2 

Operations 

Control Tower 

ARTCSCC 

Taxi Instructions TRACONs 

Digital ATIS Departure Clearance 

Figure 5-5. Next generation data communications provides an additional means of two-way communication for ATC clearances, 

instructions, advisories, flight crew requests, and reports. 

5-4 
 

 

Figure 5-6. Next generation network enabled weather (NNEW) provides a common weather picture across the NAS. 

Figure 5-7. National airspace voice switch (NVS) will replace 

existing voice switching systems with single air/ground and ground/ 

ground voice communication systems. 

and ground/ground voice communications system. 

[Figure 5-7] 

NextGen Existing Improvements 

The goal of NextGen is to provide new capabilities that 

make air transportation safer and more reliable while 

improving the capacity of the NAS and reducing aviation’s 

impact on the environment. Below is a list of some of the 

capabilities for operational use that have already been 

implemented through NextGen. 

1. Starting in December 2009, the FAA began

controlling air traffic over the Gulf of Mexico, an

area of active airspace where surveillance was

never before possible, using the satellite-based

technology of ADS-B. For aircraft flying over the

Gulf of Mexico, where no radar coverage is available, 

ATC can safely and more efficiently separate air

traffic with the real-time visual representation of air 

traffic provided by ADS-B. It also provides pilots with 

34 

Flight planning Push back Final approach/landing

Domestic/oceanic cruise 

Taxi

Takeoff 

Descent 

Figure
5-8.
ADS-B
services
provide
real-time
precise
positioning
capability
to
ATC
and
ADS-B
In-equipped
aircraft
throughout
the


NAS,
in
all
phases
of
flight
operations.


5-5
 

GPS satellites 

Barrow 

Kotzebue 

Bethel 

Fairbanks Iqaluit 

Anchorage 

Juneau 

Cold Bay Goose Bay 

Winnipeg Gander 

Auburn 

Billings 

Olathe 

Farmington Nashua 

Ronkonkoma 

Freemont Salt Lake Aurora Oberlin 

Longmont Leesburg 

Palmdale Memphis 

Fort Worth Hampton 

Albuquerque Houston Jacksonville 

Miami 

San Jose Del Cabo San Juan 

Honolulu 

GEO satellite Puert Vallarta 

Mexico City 

Merida 

Tapachula 

Legend GEO satellite 

Wide-area reference station (WRS) New WRSs 

Wide-area master station (WMS) Ground uplink station 

Figure 5-9. Wide Area Augmentation System (WAAS). 

more safety benefits such as improved situational 

awareness (SA), near real-time weather information, 

and additional voice communications. 

2. ADS-B services have been deployed to all 24

modernized enroute ARTCCs and the largest

terminal radar approach control facilities in the NAS. 

In 2020, ADS-B will be mandatory for all aircraft in

almost all NAS controlled airspace. [Figure 5-8]

3. Satellite-based technologies, including the Wide

Area Augmentation System (WAAS), are improving

access to runways at both large and small airports.

[Figure 5-9] Directions and maps have been published 

for more than 500 precision-like approaches

enabled by WAAS. Localizer performance with

vertical guidance (LPV) procedures improves

access to airports in lower visibility conditions and

where obstacles are present. These procedures

are particularly valuable for smaller airports used

by general aviation. There are now oer 2,300

LPV procedures available at runways where no

instrument landing system (ILS) is present.

4. The Ground-Based Augmentation System (GBAS) has 

been approved for Category I operations and the

first satellite-based system has been approved for

this category of precision approach which enables

instrument-based operations down to 200 feet

above the surface even during reduced visibility.

[Figure 5-10] GBAS was installed at Houston, Texas

and Newark, New Jersey airport in 2009.

5. Multilateration, a ground-based surveillance

technology, is being implemented to help improve

runway access. The FAA installed and is now using

wide area multilateration (WAM) systems to control

air traffic in Juneau, Alaska, and at four airports in

Colorado. This allows air traffic to be safely separated 

by five miles whereas before each aircraft had to clear 

the airspace around the airport before the next could 

enter. 

6. New runways at Chicago O’Hare, Washington

Dulles, and Seattle-Tacoma Airports opened in

November of 2008, which are now beginning to

have a reduction in delays.

5-6
 

GPS satellites 

Ranging sources 

Differential corrections, integrity data and path definition

Omnidirectional VHF data broadcast (VDB) signal 

GBAS reference receivers 

GBAS ground facility 

Status information 

Figure 5-10. Ground-Based Augmentation System (GBAS). 

Benefits of NextGen 

The implementation of NextGen will allow pilots and 

dispatchers to select their own direct flightpaths, rather 

than follow the existing Victor, Jet, and LF/MF airways. 

Each aircraft will transmit and receive precise information 

about the time at which it and others will cross key 

points along their paths. Pilots and air traffic managers 

on the ground will have the same precise information 

transmitted via data communications. 

Major demand and capacity imbalances will be worked 

collaboratively between FAA air traffic managers and 

flight operations. The increased scope, volume, and 

widespread distribution of information by SWIM will 

improve decision- making and let more civil aviation 

authorities participate. The impact of weather on flight 

operations will be reduced through the use of improved 

information sharing, new technology to sense and 

Figure 5-11. NextGen improves airport surface movements, reduces 

spacing and separation requirements, and better manages the 

overall flows into and out of busy airports. 

mitigate the impacts of the weather, and to improve 

weather forecasts and decision-making. Better forecasts, 

coupled with greater automation, will minimize airspace 

limitations and traffic restrictions. 

The new procedures of NextGen will improve airport 

surface movements, reduce spacing and separation 

requirements, and better manage the overall flows into 

and out of busy airspace, as well as provide maximum use 

of busy airports. [Figure 5-11] Targeting NextGen at the 

whole of the NAS, rather than just the busiest airports, 

will uncover untapped capacity across the whole system. 

During busy traffic periods, NextGen will rely on aircraft to 

fly precise routes into and out of many airports to increase 

throughput. For more information on NextGen, visit www. 

faa.gov/nextgen. 

Head-Up Displays (HUD) 

As aircraft became more sophisticated and electronic 

instrument landing systems (ILS) were developed in the 

1930s and 1940s, it was necessary while landing in poor 

weather for one pilot to monitor the instruments to keep 

the aircraft aligned with radio beams while the second pilot 

divided time between monitoring the instruments and 

the outside environment. The pilot monitoring reported 

the runway environment in sight and the flying pilot 

completed the approach visually. This is still the standard 

practice used for passenger carrying aircraft in commercial 

service while making ILS landings. As single-piloted aircraft 

became more complex, it became very difficult for pilots 

to focus on flying the aircraft while also monitoring a large 

number of navigation, flight, and systems instruments. To 

overcome this problem, the head-up display (HUD) was 

5-7
200

 

Figure 5-12. Head-up guidance system (HGS). 

Figure 5-13. HGS using a holographic display. 

developed. By showing airspeed, altitude, heading, and 

aircraft attitude on the HUD glass, pilots were able to keep 

their eyes outside of the flight deck rather than have to 

continuously scan from outside to inside to view the flight 

instruments. [Figure 5-12] Collimators make the image on 

the glass appear to be far out in front of the aircraft so that 

the pilot need not change eye focus to view the relatively 

nearby HUD. Today’s head-up guidance systems (HGS) 

use holographic displays. [Figure 5-13] Everything from 

weapons status to approach information can be shown 

on current military and civilian HGS displays. 

160 

140 

100 

80 

60 

10 

10 

11 4

7800 

7600 

7400 

7 

20 

00 

75 

220

240

Figure 5-14. A synthetic vision system (SVS) is an electronic means to 

display a synthetic vision image of the external scene topography to the 

flight crew to assist during takeoffs, landings, and en route operations. 

Figure 5-15. An aircraft on an approach equipped with a SVS. 

Synthetic and Enhanced Vision Systems 

Synthetic Vision System (SVS) 

A synthetic vision system (SVS) is an electronic means 

to display a synthetic vision image of the external scene 

topography to the flight crew. [Figure 5-14] It is not a 

real-time image like that produced by an enhanced flight 

vision system (EFVS). Unlike EFVS, SVS requires a terrain 

and obstacle database, a precise navigation solution, and 

a display. The terrain image is based on the use of data 

from a digital elevation model (DEM) that is stored within 

the SVS. With SVS, the synthetic terrain/vision image is 

intended to enhance pilot awareness of spatial position 

relative to important features in all visibility conditions. 

This is particularly useful during critical phases of flight, 

5-8 
 

 

 

 

 

 

such as takeoff, approach, and landing where important 

features such as terrain, obstacles, runways, and landmarks 

may be depicted on the SVS display. [Figure 5-15] During 

approach operations, the obvious advantages of SVS are 

that the digital terrain image remains on the pilot’s display 

regardless of how poor the visibility is outside. An SVS 

image can be displayed on either a head-down display or 

head-up display (HUD). Development efforts are currently 

underway that would combine SVS with a real-time sensor 

image produced by an EFVS. These systems will be known 

as Combined Vision Systems (CVS). 

Synthetic Vision Guidance System (SVGS) 

SVGS is a combination of flight guidance display technology 

and high precision position assurance monitors. The SVGS 

flight instrument display provides a continuous, geoFigure 5-16. Enhanced and synthetic vision displayed on primary 

flight displays. 

spatially correct, database driven, computer-generated 

synthetic depiction of the nearby topography, including 

obstacles, and a display of the landing runway. The SVGS 

display may be implemented on a head down Primary Flight 

Display, and/or a Head-Up Display (HUD). SVGS includes 

additional symbology, integrity and performance monitors 

and annunciations that enable low visibility operations. 

These additional monitors assure an accurate depiction of 

the external scene. An SVGS differs from an EFVS in that it 

does not produce a real-time image of the external scene. 

SVGS may not be used in lieu of natural vision. SVGS is 

intended to be used to increase situational awareness 

on the straight-in final approach segment of published 

instrument approaches and requires Special Authorization. 

Enhanced Flight Vision System (EFVS) 

For an in-depth discussion regarding Enhanced Flight 

Vision Systems, see Chapter 4 of this handbook as well as 

AC 90-106 (current version). 

Figure 5-18. Portable flight bag. 

Figure 5-19. Installed flight bag. 

Combined Vision System Technology 

The FAA’s NextGen program will transform the NAS to 

accommodate a projected three-fold increase in air 

operations in the coming decade. Technological and 

systemic changes are being developed to significantly 

increase the capacity, safety, efficiency, and security of air 

operations in the NAS. The FAA will continue to evaluate, 

standardize and regulate emerging and enhanced 

technologies to ensure their safe and advantageous use 

in the NAS. One key capability envisioned to achieve these 

goals is the concept of equivalent visual operations (EVO), 

where flight operations continue irrespective of the actual 

weather conditions. One way EVO might be attained is by 

using a combined vision system (CVS) which combines 

real-time EFVS imagery with a database-derived synthetic 

rendering of surrounding terrain, obstacles, and flight 

environment, to provide a virtual visual flight depiction 

for the pilot. 

5-9 
 

Electronic Flight Bag (EFB) 

The electronic flight bag (EFB) is a system for pilots or 

crewmembers that provide a variety of electronic display, 

content manipulation, and calculation capabilities. 

Functions include, but are not limited to, aeronautical 

charts, documents, checklists, weight & balance, fuel 

calculations, moving maps, and logbooks. 

EFB systems may manage information for use in the 

cockpit, cabin, and/or in support of ground operations 

and planning. The use of an EFB is unique to each aircraft 

operator and, depending on the type of operation, EFB use 

may require an authorization for use from the FAA issued as 

either an operations specification (OpSpec), maintenance 

specification (MSpec), or letter of authorization (LOA). 

EFBs can be portable [Figure 5-18] or installed [Figure 

5-19] in the aircraft. Portable EFBs may have a provision for 

securing in the cockpit for use during all phases of flight. 

The hardware device, whether it’s an installed avionics 

display or portable commercial-off-the-shelf (COTS) 

device, commonly referred to as a portable electronic 

device (PED), is not considered to be an EFB unless the 

Figure 5-27. Restricted airspace. 

Figure 5-28. Prohibited airspace. 

Figure 5-29. Military operations area (MOA). 

Figure 5-30. Warning area. 

hardware device hosts and actively displays either Type 

A or B software application(s). A non-inclusive list of Type 

A and B software application examples can be found in 

appendix 1 and 2 of FAA Advisory Circular (AC) 120-76. 

The purpose, technology, and functions for EFB use are 

rapidly evolving. New and advanced software applications 

and databases beyond traditional flight bag uses continue 

to be developed. The FAA has published and continues 

to update EFB policy and guidance to educate and assist 

aircraft operators interested in using or obtaining an EFB 

5-10 
 

 

Figure 5-31. Alert area. 

authorization as appropriate. The most current editions of 

the following FAA guidance and policy can be accessed 

from the FAA’s website (http://www.faa.gov) or FAA’s 

Flight Standards Information Management System (FSIMS 

http://fsims.faa.gov). 

•	 AC 120-76, Guidelines for the Certification, 

Airworthiness, and Operational Use of Electronic 

Flight Bags; 

•	 AC 91-78, Use of Class 1 or Class 2 Electronic Flight 

Bag (EFB); 

•	 AC 20-173, Installation of Electronic Flight Bag 

Components; 

•	 FAA Order 8900.1 Volume 4, Chapter 15, § 1, 

Electronic Flight Bag authorization for use; and 

•	 FAA Order 8900.1 Volume 3, Chapter 18, § 3, Part A 

Operations Specifications - General 

Access to Special Use Airspace 

Special use airspace consists of airspace of defined 

dimensions identified by an area on the surface of the earth 

wherein activities must be confined because of their nature, 

or wherein limitations are imposed upon aircraft operations 

that are not a part of those activities, or both. Special use 

airspace includes: restricted airspace, prohibited airspace, 

Military Operations Areas (MOA), warning areas, alert areas, 

temporary flight restriction (TFR), and controlled firing 

areas (CFAs). [Figures 5-27 through 5-32] Prohibited and 

restricted areas are regulatory special use airspace and 

are established in 14 CFR Part 73 through the rulemaking 

Figure 5-32. Temporary flight restriction (TFR). 

process. Warning areas, MOAs, alert areas, and CFAs are 

non-regulatory special use airspace. All special use airspace 

descriptions (except CFAs) are contained in FAA Order JO 

7400.8, Special Use Airspace, and are charted on IFR or 

visual charts and include the hours of operation, altitudes, 

and the controlling agency. [Figure 5-33] 

The vertical limits of special use airspace are measured 

by designated altitude floors and ceilings expressed as 

flight levels or as feet above mean sea level (MSL). Unless 

otherwise specified, the word “to” (an altitude or flight level) 

means “to and including” (that altitude or flight level). The 

horizontal limits of special use airspace are measured by 

boundaries described by geographic coordinates or other 

appropriate references that clearly define their perimeter. 

The period of time during which a designation of special 

use airspace is in effect is stated in the designation. 

Civilians Using Special Use Airspace 

The FAA and the Department of Defense (DOD) work 

together to maximize the use of special use airspace 

by opening such areas to civilian traffic when they are 

not being used by the military. The military airspace 

management system (MAMS) keeps an extensive database 

of information on the historical use of special use airspace, 

as well as schedules describing when each area is expected 

to be active. MAMS transmits the data to the special use 

airspace management system (SAMS), an FAA program 

that provides current and scheduled status information 

on special use airspace to civilian users. The two systems 

work together to ensure that the FAA and system users 

have current information on a daily basis. This information 

is available 24 hours a day at the following link: http://sua. 

faa.gov. The website merges information for both special 

5-11 
 

SPECIAL USE AIRSPACE ON JACKSONVILLE SECTIONAL CHART 

Unless otherwise noted are MSL and in feet. † Other times by NOTAM.
 

Time is local. “TO” an altitude means “To and including.” NOTAM – Use of this term in Restricted Areas 

FL – Flight Level indicates FAA and DoD NOTAM systems. 

NO A/G – No air to ground communications. Use of this term in all other Special Use areas indicates 

Contact nearest FSS for information. the DoD NOTAM system.
 

U.S. P–PROHIBITED, R–RESTRICTED, W–WARNING, A–ALERT, MOA–MILITARY OPERATIONS AREA 

NUMBER ALTITUDE TIME OF USE CONTROLLING AGENCY/

CONTACT FACILITY FREQUENCIES 

P-50 TO BUT NOT CONTINUOUS NO A/G 

INCL 3,000 

R-2903 A TO BUT NOT INTERMITTENT JACKSONVILLE CNTR 

INCL 23,000 0700-1900 TUE-SUN 

†24 HRS IN ADVANCE 

R-2903 C TO 7,000 INTERMITTENT JACKSONVILLE TRACON 

0700-1900 TUE-SUN 

†24 HRS IN ADVANCE 

R-2903 D TO 5,000 INTERMITTENT JACKSONVILLE TRACON 

0700-1900 TUE-SUN 

†24 HRS IN ADVANCE 

R-2904 A TO BUT NOT 0800-1700 (APR-AUG) JACKSONVILLE TRACON 

INCL 1,800 0800-1700 SAT-SUN (SEP-MAR) 

†24 HRS IN ADVANCE 

R-2906 TO 14,000 INTERMITTENT JACKSONVILLE TRACON 

0500-0100 

†6 HRS IN ADVANCE 

R-2907 A TO FL 230 INTERMITTENT JACKSONVILLE CNTR 

0500-0100 

†6 HRS IN ADVANCE 

Figure 5-33. Special use airspace charted on an aeronautical chart. 

use airspace and TFR making it a single comprehensive 

source to review airspace closure information. 

The website contains two tabbed pages, List and Map, that 

display the scheduling and Notice to Airmen (NOTAM) data 

for SUAs, military training routes (MTRs), and TFRs. [Figure 

5-34] By default, the List tabbed page displays all airspace 

types, and the Map tabbed page displays all airspace types 

apart from MTRs and ATC Assigned Airspaces (ATCAAs). 

Both the List and Map tabbed pages can be filtered to 

display specific data for an airspace name, type, or group. 

Groups include SUA, MTR, or TFR. The Map tabbed page 

provides a graphical depiction of scheduled airspaces 

that may be customized using a fly-out menu of map 

display options. This tabbed page also contains look-up 

functionality that allows a user to locate one or more 

airports within the map. [Figures 5-35 through 5-38] 

Additional navigation features are included which allows 

the user to pan in any direction by dragging the cursor 

within the map. A permalink feature is also available that 

enables a user to bookmark a customized set of map layers 

that can easily be added to their Internet browser favorites 

list. Once a specific set of customized map layers has been 

bookmarked, a user may open that customized map display 

using the favorites option within their browser menu. The 

List tabbed page allows a user to view all SUA and MTR 

scheduling data and NOTAM text for a TFR. This text may 

be viewed for each NOTAM ID by expanding the NOTAM 

text section within the List grid or clicking the NOTAM ID 

to open a TFR Details page. The TFR Details page displays 

NOTAM text in a form layout for easy reading and includes 

a mapped image and sectional navigation map if available 

for the TFR. 

5-12 
Figure 5-34. FAA website providing information for both special use airspace and temporary flight restrictions. 

5-13 
Figure 5-35. Center locations and information available to pilots through the FAA website. 

5-14 
Figure 5-36. State information available to pilots through the FAA website. 

5-15 
Figure 5-37. Map layer options and information available to pilots through the FAA website. 

5-16 
Figure 5-38. Airport information available to pilots through the FAA website. 

5-17 
5-18