Early knowledge of how many aircraft and what pathways they are flying provide the sector controllers opportunity to mitigate problems before they arise.
Really busy sectors and times of day may necessitate a third controller who stands behind the other two providing another set of eyes. This person makes coordination calls as needed. In addition to actively controlling the aircraft, controllers take PIREPS about flight conditions and weather reports and pass them to their Flight Data Assistants to be entered into the national weather service database.
They coordinate non-control information with other air traffic facilities, such as parachute jumping activity to assure the appropriate sectors are aware of when and where this will take place. During times of light traffic— such as during midnight shifts— one person may handle all the duties for several combined sectors. The Flight Data assistants determine which sectors or staff could be affected by the information and distribute it accordingly.
They also track flight planned proposal times of aircraft wanting to join the dance aloft. If projected volume exceeds established parameters, or if weather causes difficulties in certain areas, the Flow controllers initiate departure or arrival delays. The aircraft show up as small arrow like icons with data blocks appended. Controllers can extend a line forward along the route of the aircraft to see if it will conflict with other aircraft.
As the aircraft approaches the invisible boundary of Approach airspace, the computer screen starts flashing its data block on the display to alert the controller.
Simultaneously the equipment at the sector receiving the aircraft will pick up the signal and flash to alert that controller of an incoming aircraft. If no further coordination is required, the incoming sector controller keys the accept key and the outgoing sector controller instructs the pilot to change frequencies.
If the sector controller sees a problem with the aircraft approaching his airspace he calls the controller currently handling the aircraft to have it put on an alternate heading or altitude before it enters his airspace. Only after this change is made will the incoming controller accept the handoff. Fort Worth sees the aircraft handoff, but has traffic at FL Once Fort Worth sees the altitude information in the data block has been changed to reflect the new clearance altitude, they accept the handoff.
Fort Worth will allow the air carrier to continue the climb once the conflicting aircraft is no longer a factor. Similarly, when handing the aircraft off to an approach control, the data block will flash H for handoff plus the ID for that facility. The further ahead an action can be taken to avoid aircraft coming into conflict, the easier it is on the pilots.
For instance, if the computer shows a potential conflict miles from the conflict point, one or both aircraft may be asked to alter their heading by only five degrees, then be set on course once the required separation is achieved.
Each computer screen in the facility can show just one sector or be expanded to include the surrounding sectors as well. This comes in handy for midnight shifts when sectors are combined or during emergencies such as when Chicago ARTCC was shut down after an intruder started a fire in the facility. Air Traffic radar is normally set to minimize weather displays unless there are major systems transiting the area.
Separate monitors in each grouping of sectors are set to display weather continuously. ERAM has increased the ability of controllers to route aircraft around congested airspace, and weather safely. This Next Generation technology has the capability to determine how closely an aircraft is following its flight plan, which will improve the efficiency of the ATC system.
To do this, the system needs to know the sophistication level of each aircraft and the capabilities of the pilots using it. The current aircraft separation rules require at least five miles laterally at the same altitude or feet vertically. If aircraft at the same altitude look to be converging, the computer will generate a five-mile ring around those targets affected alerting the controllers to a possible situation. With the transition from a radar-based monitoring system to one that combines radar, satellite returns and ADS-B Out, new procedures will allow aircraft to be run closer together.
The equipment is in place, the procedures defined, and the controllers have received training. The NextGen concept is on time for implementation in Follow us facebook twitter instagram pinterest youtube.
Search Search for: Search. Top 24 U. See more Previous article Top 24 U. What do you think? Close ATC News? Log In Sign In. Forgot password? Enter your account data and we will send you a link to reset your password. We're not talking or feet. Cox also points out that every aircraft has a traffic collision avoidance system TCAS and that those systems monitor the airspace around an aircraft for other aircraft equipped with a corresponding TCAS. This is independent of ATC and it's designed to warn pilots and prevent midair collisions.
There's also newer ATC technology, called NextGen, which uses both radar and satellite-based technology, " an "attempt to move the FAA out of 's methodology of aircraft separation.
Air traffic controllers are glued to a screen and never see the aircraft they're working with. It's true that air traffic controllers monitor radar screens to track aircraft. As aircraft fly over radar sites, the data from those radars is communicated digitally via telecommunications lines to controllers hundreds or even thousands of miles away.
But Sully says that many people imagine that an ATC center is like something out of CSI , showing highly advanced graphic displays in real time. The reality is that the technology in use today is older and is not yet as good as depicted in movies and television. It's a two-prong system: Radar controllers may be watching blips on a screen, but tower controllers, if the weather is good, are watching the actual aircraft. Air traffic controllers, says Sully rely on good training and judgment and "good human performance.
Automation will not do everything for us. As long as aircraft are safely landing and taking off, air traffic controllers have done their job. At larger airports, ATC is responsible for all movements and for making sure that not only aircraft but airport vehicles are doing what they are assigned to do on specific routes. They may be too close to an active runaway. ATC has to deconflict these movements.
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