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flight plans (with data blocks), plot routes of flight,
identify active SUA and display weather radar echoes.
Using information from the enhanced traffic management
system, AFSS specialists will see this information on a
combined graphic display. This data may also be transmitted and shown on cockpit displays in general and
commercial aviation aircraft.
The central altitude reservation function (CARF) coordinates military, war plans, and national security use of
the NAS. While SAMS handles the schedule information regarding fixed or charted SUA, CARF handles
unscheduled time and altitude reservations. Both subsystems deal with planning and tracking the military’s
use of the NAS.
The FAA and the U.S. Navy have been working together
to allow civilian use of offshore warning areas. When
adverse weather prevents the use of normal air routes
along the eastern seaboard, congestion and delays can
result as flights are diverted to the remaining airways.
When offshore warning areas are not in use by the
Navy, the airspace could be used to ease the demand
on inland airways. To facilitate the use of this airspace,
the FAA established waypoints in offshore airspace
along four routes for conducting point-to-point navigation when the Navy has released that airspace to the
FAA. The waypoints take advantage of RNAV capabilities and provide better demarcation of airspace
boundaries, resulting in more flexible release of airspace in response to changing weather. These new
offshore routes, which stretch from northern Florida
to Maine, are an excellent example of how close coordination between military and civil authorities can
maximize the utility of limited airspace.
HANDLING EN ROUTE SEVERE WEATHER
Interpreting written or spoken weather information is
not difficult, nor is visualizing the relationship of the
weather to the aircraft’s route, although verbal or textual
descriptions of weather have inevitable limitations.
Color graphics can show more detail and convey more
information, but obtaining them in flight has been
impractical, until recently. The graphical weather service (GWS) provides a nationwide precipitation mosaic,
updated frequently, and transmitted to the aircraft and
displayed in the cockpit. Whether the display is used to
strategize navigation, to avoid weather en route, or for
departures and approaches, consideration must always
be given to the timeliness of the graphic update. Pilots
can select any portion of the nationwide mosaic with
range options of 25, 50, 100, and 200 NM. In addition to
providing information on precipitation, this service can
be expanded to include other graphical data. Some systems will place the detailed weather graphics directly on
a moving map display, removing another step of interpretation and enabling pilots to see the weather in relation to their flight path. [Figure 6-11]
NATIONAL ROUTE
PROGRAM
In the U.S., the national route program (NRP), also
known as “Free Flight,” is an example of applying
RNAV techniques. The NRP is a set of rules and procedures that are designed to increase the flexibility of user
flight planning within published guidelines. The Free
Flight program allows dispatchers and pilots to choose
the most efficient and economical route for flights operating at or above FL 290 between city pairs, without
being constrained to airways and preferred routes.
Free Flight is a concept that allows you the same type of
freedom you have during a VFR flight. Instead of a NAS
that is rigid in design, pilots are allowed to choose their
own routes, or even change routes and altitudes at will
to avoid icing, turbulence, or to take advantage of
winds aloft. Complicated clearances become unnecessary, although flight plans are required for traffic planning purposes and as a fallback in
the event of lost communication.
Free Flight is made possible with
the use of advanced avionics, such
as GPS navigation and datalinks
between your aircraft, other aircraft, and controllers. Separation is
maintained by establishing two airspace zones around each aircraft, as
shown in Figure 6-12. The protected zone, which is the one closest to the aircraft, never meets the
protected zone of another aircraft.
The alert zone extends well beyond
the protected zone, and aircraft can
maneuver freely until alert zones
touch. If alert zones do touch, a
controller may provide the pilots
with course suggestions, or
onboard traffic displays may be
used to resolve the conflict. The size of the zones is
based on the aircraft’s speed, performance, and equipment. Free Flight is operational in Alaska, Hawaii, and
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Instrument Procedures Handbook (IPH)仪表程序手册上(152)
