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
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.
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,
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, geo-
Figure 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.
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
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
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
†6 HRS IN ADVANCE
R-2907 A TO FL 230 INTERMITTENT JACKSONVILLE CNTR
†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.