The Airport Traffic Control System and Its Elements - Report Example

Heading: System Case Study Your name: Course name: Professors’ name: Date Executive summary In the US, the National Airspace System consists of 6,500 public –use airports linked by an arrangement of air routes explained by navigational supports. Aircrafts running along the routes and in terminal locations adjacent are watched and controlled by a system of ground-based communication and surveillance equipment. This report provides an analysis of an engineering system in the transport sector, airport traffic control (ATC) system. This system consists of various elements including communication equipment, communication procedures, communication facilities, ATC In-flight Weather Avoidance Assistance, approach control advances, as well as control sequence. Nevertheless, the report analyses communication equipment, and communication facilities. In terms of the communication equipment, the report examines its components that include navigation/communication (NAV/COM) equipment, radar and transponders, and Mode C/Altitude Reporting. Regarding communication facilities, the report addresses Airport Traffic Control Tower (ATCT), AFSS, Air Route Traffic Control Center (ARTCC), and Terminal Radar Approach Control (TRACON). Introduction In order to fulfill significant societal functions, it is crucial to develop certain engineering systems that feature high level of social intricacy, technical complexity, and detailed processes. The understanding and proper use of these systems ensures safety and efficiency in the societal operations. This report intends to analyze the Airport Traffic Control (ATC) system in terms of its elements, as well as the context of operation of each element. In a National Airspace System (NAS), the ATC consists of certain elements involved include communication equipment, communication procedures, communication facilities, ATC In-flight Weather Avoidance Assistance, approach control advances, as well as control sequence. The report aims at analyzing the ATC in relation to the communication equipment and the communication facilities. Communication equipment 1. Navigation/communication (NAV/COM) equipment According to Gibbons (1-147), resident pilots correspond with ATC on frequencies within the Very High Frequency that ranges from 118.000 to136.975 MHz. To enhance the effectiveness of the ATC, it is necessary to have use radios with a spacing of 25 kHz. If ATC allocates a frequency that cannot be chosen, it is critical to ask for a substitute frequency. This also involves an ordinary radio panel installation, on which navigational receiver is on the right, while communication transreceiver is on the left. Several radios enable the pilot to have at least one frequency kept in memory, as well as one frequency active for the transmission and reception, also known as simplex operation. Through the transmission on 122.1MHz, communication with certain Automated Flight Service Stations (AFSS) is possible. Moreover, this also allows reception on VHF omnidirectional range (VOR) frequency, also called duplex operation. In addition, the panel enables a pilot to change the volume the chosen receivers, and chose the needed transmitter. This panel consists of two slots meant for the receiver cabin amplifier, receiver selection, as well as headset. Using the cabin speaker and hand-held microphone introduces the interruption of using microphone. An earpiece that contains a microphone is vital for comprehensible communications. When using a microphone, it is crucial to placed next to the user’s lips to minimize the chance of flight deck noise that may distract communications directed to the controller (Gibbons 1-147). Figure 1: Typical NAV/COM Installation The alteration of the receiver and transmission frequencies can take place by turning the transmitter selector COM1 and 2.This is highly indispensable in a situation that a pilot needs to check the frequency whilst broadcasting on the other system. Additionally, the switch board is critical in checking for appropriate identification by watching a navigation receiver. Majority of switch panels consist of a marker beacon receiver that transmits on 75 MHz. A popular NAV/Com radio has a communications transreceiver and Global Positioning System (GPS) receiver. By use of its navigational ability, the unit determines when flight transverses airspace border or fix, and mechanically selects the suitable communications frequency for that place within the communications radio (Button 571-590). Figure 2: Microphone, Push-To-Talk Switch, and Headset Figure 3: Combination GPS-Com Unit 2. Radar and Transponders According to Gibbons (1-147) ATC radars have little capacity to show primary returns, but the potential to show secondary returns enables the several computerization advantages. Besides, transponder entails a transmitter fixed within the gadget section. While the radar antenna is rotating, beacon transmitters constantly transmit interrogation signs. Upon the reception of signal, an implicit response is conveyed to the station at the ground, and shown on the scope of the regulator. Whenever a transponder receives a sign, it shows a response light, while responding to a radar examination. ATC is responsible for allocating transponder codes. Whenever there is a need to ident by a pilot, and the pilot presses the ident button, there is a stronger return on range of the controller in order to achieve accurate flight identification. If asked, it is imperative that pilots briefly press ident button for feature’s activation. It is a great performance for pilots to prove orally their compliance with the controller’s instructions. 3. Mode C/Altitude Reporting Main radar returns show just bearing ranging between the radar antenna and aim; a minor radar returns may show Mode C or altitude on control range, in case the airplane is set with a blind encoder, or with encoding altimeter. If the transponder’s application button is on the ALT point, the airplane force height is conveyed to the regulator. Changing the Kollsman window of the altimeter does not affect the altitude that the controller reads. When installed, transponders should be ON always when functioning in restricted airspace. It is necessary to report the elevation in compliance with the rules in Classes B and C, as well as in a circle of 30 miles around the main airport within airspace of Class B. it is imperative that the system that reports altitude is always ON (Gibbons1-147). Communication Facilities Button (571-590) maintains that the controller’s basic duty is to separate airplane that operates within IFR. This is possible by use of ATC facilities including Airport Traffic Control Tower, AFSS, and Air Route Traffic Control Center, and Terminal Radar Approach Control. 1. AFSS Every initial communication between pilots and ATC is via AFSS’s telephone or radio. The main duty of AFSSs is to give briefings to pilots, send ATC clearances, obtain and process flight arrangements, originate Notices to Airmen (NOTAMs), as well as transmit aviation weather. Certain facilities are responsible for offering En Route Flight Advisory Service, taking weather surveillance, and advising the country on international flights (Dillingham 1-20). To obtain a telephone contact with Flight Service, there is a certain number to dial, for instance, 1-800-WX-BRIEF in US is utilized anywhere and links the adjacent AFSS depending on where the call originates. Different methods of connecting on radio exist including express transmissions, Ground Communications Outlets (GCOs), remote communication outlets (RCOs), as well as through duplex messages via navigational aids (NAVAIDs). One of the most suitable sources of data about frequency utilization involves Airport/Facility Directory (A/FD), as well as the known part upon sectional plans (Gibbons 1-147). 2. ATC Towers The towers allow controllers to handle instrument flights. Where is a committed clearance delivery location, the frequency is based on A/FD and other instrument advance plan for exit airport. If there is no authorization delivery location, the ground regulator conducts the task. For the most active airports, pre-taxi authorization is necessary, and its frequency is found in the A/FD. This approval must be asked not at most 10 minutes prior to the planned taxi period. Pilots ought to communicate their IFR approval to the approval delivery regulator. Mechanism clearances may be overpowering when trying to duplicate them to word, however, they use a plan for preparation when replying “Ready to Copy.” This layout involves authorization boundary; first altitude; route; frequency; and transponder system. Except transponder code, pilots should know these items prior to starting the engine (Gibbons 1-147). 3. Terminal Radar Approach Control (TRACON) These are seen as end amenities as they link exit airport and the NAS’s en route structure. End airspace usually expands by 30 nautical miles from the service with 10,000 feet perpendicular degree. Nevertheless, magnitudes differ extensively. Aeronautical plans give classes B and C airspace measurements. Airspace has segments involving certain divisions at the end of radar facilities, with one regulator, and a separate radio frequency per segment (Teperi and Leppänen 426-436). Figure 4: Combined Radar and Beacon Antenna End facilities entail approach controls and require ‘Approach’ handling apart from when given different instructions. Besides, end radar antennas are situated on the airport, or adjoining the airport. Terminal controllers may allocate heights lower than available technical elevations termed as Minimum Vectoring Altitudes (MVAs). When a pilot agrees to clearance and communicates that he is prepared to takeoff, a controller calls the TRACON for a discharge (Bernabei 25-27). An aircraft is not allowed to take off before a departure regulator fits the flight in the leaving plan. Upon receiving takeoff clearance, the departure controller waits for a call, as he is aware of the flight. The information required by controllers is on the computer screen or departure strip. The computer at the terminal facility receives the transponder and introduces tracking immediately it senses the allocated code (Ashford, Mumayiz, and Wright 200-220). Figure 5: flight strip Figure 6: Minimum Vectoring Altitude Chart 4. Tower En Route Control (TEC) In various areas, instruments flights may be performed completely within terminal airspace. These paths are common for plane functioning under 10,000 feet, and may be located in A/FD. For the pilots that need to utilize TEC, they should include the description in the flight schedule’s comments segment (Ashford, Mumayiz, and Wright 200-220). 5. Air Route Traffic Control Center (ARTCC) This is suitable for the maintenance distinction amid IRF voyages within the en route arrangement. In addition, core radars attain and track transponder returns utilizing a similar primary technology as end radars. Previous Center radars show weather as a place of slashes, or light rain, as well as Hs, or fair rainfall. Since controllers do not sense higher degrees of precipitation, pilots must beware of places indicating moderate rainfall. Modern radar shows weathers as three heights of blue. Weather exhibits of greater degrees of strength may hamper the controller’s perception of airplane information blocks, and thus, pilots should desist from expecting ATC to maintain weather showed constantly (Button 571-590). 6. Center Approach/Departure Control Ashford, Mumayiz, and Wright (200-220) say that most of the airports with instruments advances are outside the airspace, and while pilots operate to and from the airport, they speak straight to the Center regulator. When exiting the tower-controlled airfield, the tower regulator offers guidelines for accessing the suitable Center director. If leaving an airfield with no airport monitoring tower, the authorization entails certain orders. Every pilot is liable for ground approval until getting to the regulator’s MVA, as simple “radar contact” has no liability from them. Conclusion Effectiveness and safety in air transport is facilitated by introduction and implementation of appropriate engineering systems. The ATC system is necessary in the any national airspace in order to avoid unnecessary accidents, or delays. The ATC involves various elements including communication equipment, procedures, and facilities. The communication apparatus entails navigation/communication equipment, transponders, radar, and Mode C/Altitude Reporting. The report has indicated that communication facilities consist of Airport Traffic Control Tower AFSS, Air Route Traffic Control Center, and Terminal Radar Approach Control. Therefore, it is imperative that pilots and controllers are well conversant with the system in order to ensure safety and efficiency in air transport operations. References A. Teperi and A. Leppänen. “From crisis to development – Analysis of air traffic control work processes”. Applied Ergonomics, vol.42 (3), pp. 426-436, March 2011. C.Bernabei. “Airports: an integral part of the air traffic management system”. Air & Space Europe, vol. 3, (1–2), pp. 25-27, Jan.–Apr.2001. G. Dillingham. National Airspace System: Regional Airport Planning Could Help Address Congestion If Plans Were Integrated with FAA and Airport Decision Making. New York: DIANE Publishing, 2011. Pp.1-20. J. H. Gibbons (1982, Jan.). “Airport and Air Traffic Control System.” (online). Pp. 1-147. Accessed on August 22, 2012 from http://www.fas.org/ota/reports/8202.pdf K. J. Button. Handbook of Transport Systems and Traffic Control Amsterdam; London: Elsevier Science, 2001.Pp. 571-590. N. J. Ashford, Saleh Mumayiz, and Paul H. Wright. Airport Engineering: Planning, Design and Development of 21st Century Airports. Hoboken, NJ: Wiley, 2011. Pp.200-220. Read More