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94-451: ICAO Doc 4444 requires that radar systems should provide for the display of safety-related alerts including the presentation of actual and predicted conflict. It is worth mentioning that ICAO Doc 4444 does neither provide definitions of the term STCA nor conflict alert . Instead the term STCA is ambiguously used in ATC community to identify such alerts as well as for data processing systems providing

188-470: A ' Flight Information Service ', which is similar to flight following. In the United Kingdom, it is known as a 'basic service'. En-route air traffic controllers issue clearances and instructions for airborne aircraft, and pilots are required to comply with these instructions. En-route controllers also provide air traffic control services to many smaller airports around the country, including clearance off

282-451: A 'Single European Sky', hoping to boost efficiency and gain economies of scale. The primary method of controlling the immediate airport environment is visual observation from the airport control tower. The tower is typically a tall, windowed structure, located within the airport grounds. The air traffic controllers , usually abbreviated 'controller', are responsible for separation and efficient movement of aircraft and vehicles operating on

376-400: A bordering terminal or approach control). Terminal control is responsible for ensuring that aircraft are at an appropriate altitude when they are handed off, and that aircraft arrive at a suitable rate for landing. Not all airports have a radar approach or terminal control available. In this case, the en-route centre or a neighbouring terminal or approach control may co-ordinate directly with

470-433: A certain airport or airspace becomes a factor, there may be ground 'stops' (or 'slot delays'), or re-routes may be necessary to ensure the system does not get overloaded. The primary responsibility of clearance delivery is to ensure that the aircraft has the correct aerodrome information, such as weather and airport conditions, the correct route after departure, and time restrictions relating to that flight. This information

564-472: A control tower. Many of these airports have an onsite FSS that pilots are required to contact, while others have Remote Aerodrome Advisory Services (RAAS) provided by an FSS in a different location. Rarely, an airport will have Mandatory Frequency Area rules, but no ground station. Until 1996, the Canadian federal government operated all air traffic services (FSS and air traffic control) through Transport Canada ,

658-416: A controller can review the last radar returns from the aircraft to determine its likely position. For an example, see the crash report in the following citation. RAS is also useful to technicians who are maintaining radar systems. The mapping of flights in real-time is based on the air traffic control system, and volunteer ADS-B receivers. In 1991, data on the location of aircraft was made available by

752-948: A cumulative nine months on strike between 2004 and 2016. Flight service station A flight service station ( FSS ) is an air traffic facility that provides information and services to aircraft pilots before, during, and after flights, but unlike air traffic control (ATC), is not responsible for giving instructions or clearances or providing separation. They do, however, relay clearances from ATC for departure or approaches. The people who communicate with pilots from an FSS are referred to as flight service specialists. The precise services offered by stations vary by country, but typical FSS services may include providing preflight briefings including weather and notices to airmen (NOTAMs); filing, opening, and closing flight plans ; monitoring navigational aids (NAVAIDs); collecting and disseminating pilot reports (PIREPs) and airport surface weather observations; offering traffic advisories to aircraft on

846-400: A distance of 100 nautical miles (185 kilometres; 115 miles). Terminal controllers are responsible for providing all ATC services within their airspace. Traffic flow is broadly divided into departures, arrivals, and overflights. As aircraft move in and out of the terminal airspace, they are 'handed off' to the next appropriate control facility (a control tower, an en-route control facility, or

940-500: A flight plan or have a flight itinerary with a responsible person for any flight greater than 25 nm from the departure aerodrome. Also, in Canada, flight plans are opened automatically at the estimated time of departure (ETD). Flight information centres play a prominent role managing flight plans, collecting position reports from pilots en route, and initiating commsearch procedures to locate pilots who have not closed flight plans. There

1034-731: A government department. Currently, a private non-profit corporation, Nav Canada, operates both FSS/FIC and air traffic control and has significantly modernized the system, which involved the closing of some local FSSs. However, the company in turn created six large Flight Information Centres (FICs) situated at airports in Halifax, Quebec City, London, Winnipeg, Edmonton and Kamloops. These provide standard en route flight services (weather briefing, flight-planning and commsearch). FSSs provide airport advisories, vehicle control, weather observations, clearance delivery, emergency assistance, and some provide Remote Aerodrome Advisory Services. FSSs are responsible for

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1128-432: A large airspace area, they will typically use long-range radar, that has the capability, at higher altitudes, to see aircraft within 200 nautical miles (370 kilometres; 230 miles) of the radar antenna. They may also use radar data to control when it provides a better 'picture' of the traffic, or when it can fill in a portion of the area not covered by the long range radar. In the U.S. system, at higher altitudes, over 90% of

1222-414: A large amount of data being available to the controller. To address this, automation systems have been designed that consolidate the radar data for the controller. This consolidation includes eliminating duplicate radar returns, ensuring the best radar for each geographical area is providing the data, and displaying the data in an effective format. Centres also exercise control over traffic travelling over

1316-417: A map of the area, the position of various aircraft, and data tags that include aircraft identification, speed, altitude, and other information described in local procedures. In adverse weather conditions, the tower controllers may also use surface movement radar (SMR), surface movement guidance and control system (SMGCS), or advanced surface movement guidance and control system (ASMGCS) to control traffic on

1410-714: A new area control centre into service at the London Area Control Centre (LACC) at Swanwick in Hampshire, relieving a busy suburban centre at West Drayton in Middlesex, north of London Heathrow Airport . Software from Lockheed-Martin predominates at the London Area Control Centre. However, the centre was initially troubled by software and communications problems causing delays and occasional shutdowns. Some tools are available in different domains to help

1504-468: A number of airlines, particularly in Europe, have started using alphanumeric call signs that are not based on flight numbers (e.g. DLH23LG, spoken as Lufthansa -two-three-lima-golf , to prevent confusion between incoming DLH23 and outgoing DLH24 in the same frequency). Additionally, it is the right of the air traffic controller to change the 'audio' call sign for the period the flight is in his sector if there

1598-510: A radar control facility that is associated with that specific airport. In most countries, this is referred to as terminal control and abbreviated to TMC; in the U.S., it is referred to as a 'terminal radar approach control' or TRACON. While every airport varies, terminal controllers usually handle traffic in a 30-to-50-nautical-mile (56 to 93 km; 35 to 58 mi) radius from the airport. Where there are many busy airports close together, one consolidated terminal control centre may service all

1692-428: A seamless manner; in other cases, local agreements may allow 'silent handovers', such that the receiving centre does not require any co-ordination if traffic is presented in an agreed manner. After the hand-off, the aircraft is given a frequency change, and its pilot begins talking to the next controller. This process continues until the aircraft is handed off to a terminal controller ('approach'). Since centres control

1786-520: A single hole in a line of thunderstorms. Occasionally, weather considerations cause delays to aircraft prior to their departure as routes are closed by thunderstorms. Much money has been spent on creating software to streamline this process. However, at some ACCs, air traffic controllers still record data for each flight on strips of paper and personally coordinate their paths. In newer sites, these flight progress strips have been replaced by electronic data presented on computer screens. As new equipment

1880-480: A study that compared stress in the general population and this kind of system markedly showed more stress level for controllers. This variation can be explained, at least in part, by the characteristics of the job. Surveillance displays are also available to controllers at larger airports to assist with controlling air traffic. Controllers may use a radar system called secondary surveillance radar for airborne traffic approaching and departing. These displays include

1974-447: A target by interrogating the transponder, the ADS-B equipped aircraft 'broadcasts' a position report as determined by the navigation equipment on board the aircraft. ADS-C is another mode of automatic dependent surveillance, however ADS-C operates in the 'contract' mode, where the aircraft reports a position, automatically or initiated by the pilot, based on a predetermined time interval. It

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2068-415: A two or three letter combination followed by the flight number such as AAL872 or VLG1011. As such, they appear on flight plans and ATC radar labels. There are also the audio or radio-telephony call signs used on the radio contact between pilots and air traffic control. These are not always identical to their written counterparts. An example of an audio call sign would be 'Speedbird 832', instead of

2162-419: A unique callsign ( Mode S ). Certain types of weather may also register on the radar screen. These inputs, added to data from other radars, are correlated to build the air situation. Some basic processing occurs on the radar tracks, such as calculating ground speed and magnetic headings. Usually, a flight data processing system manages all the flight plan related data, incorporating, in a low or high degree,

2256-541: Is a risk of confusion, usually choosing the aircraft registration identifier instead. Many technologies are used in air traffic control systems. Primary and secondary radars are used to enhance a controller's situational awareness within their assigned airspace; all types of aircraft send back primary echoes of varying sizes to controllers' screens as radar energy is bounced off their skins, and transponder -equipped aircraft reply to secondary radar interrogations by giving an ID ( Mode A ), an altitude ( Mode C ), and / or

2350-508: Is a service provided by ground-based air traffic controllers who direct aircraft on the ground and through a given section of controlled airspace , and can provide advisory services to aircraft in non-controlled airspace. The primary purpose of ATC is to prevent collisions, organize and expedite the flow of traffic in the air, and provide information and other support for pilots. Personnel of air traffic control monitor aircraft location in their assigned airspace by radar , and communicate with

2444-416: Is a wide range of capabilities on these systems as they are being modernised. Older systems will display a map of the airport and the target. Newer systems include the capability to display higher-quality mapping, radar targets, data blocks, and safety alerts, and to interface with other systems, such as digital flight strips. Air control (known to pilots as tower or tower control ) is responsible for

2538-510: Is also coordinated with the relevant radar centre or flow control unit and ground control, to ensure that the aircraft reaches the runway in time to meet the time restriction provided by the relevant unit. At some airports, clearance delivery also plans aircraft push-backs and engine starts, in which case it is known as the ground movement planner (GMP): this position is particularly important at heavily congested airports to prevent taxiway and aircraft parking area gridlock. Flight data (which

2632-461: Is also possible for controllers to request more frequent reports to more quickly establish aircraft position for specific reasons. However, since the cost for each report is charged by the ADS service providers to the company operating the aircraft, more frequent reports are not commonly requested, except in emergency situations. ADS-C is significant, because it can be used where it is not possible to locate

2726-402: Is brought in, more and more sites are upgrading away from paper flight strips. Constrained control capacity and growing traffic lead to flight cancellation and delays : By then the market for air-traffic services was worth $ 14bn. More efficient ATC could save 5-10% of aviation fuel by avoiding holding patterns and indirect airways . The military takes 80% of Chinese airspace, congesting

2820-568: Is for broadcasts) as well as 121.5 MHz, the emergency frequency. However, Canadian FIC have phased out the use of 126.7 MHz for FISE (en route flight information) and are instead utilizing discrete frequencies. This is to decrease the frequency congestion often experienced on 126.7. These frequencies are found in the Canada Flight Supplement (CFS). Unlike in the United States, even for VFR flights, pilots are required to file

2914-486: Is identified. In this case STCA will generate an alarm to inform the air traffic controller about the hazardous situation identifying the conflicting aircraft. Due to the uncertainty of trajectory prediction the look ahead time of STCA system is typically limited to approx. 2 minutes. Extending the look ahead time is not beneficial as more and more nuisance alerts will be generated. In addition to STCA, other ground-based safety net functions are typically implemented to support

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3008-532: Is inbound. The Leidos call tree has the ability to route calls to any flight service facility in the country. Inflight – which the pilots call “Radio” (which is the ICAO standard callsign for a generic air-to-ground advisory station and employed for a number of functions worldwide), activates, cancels, and alters VFR flight plans. They take position reports and changes of destination for both civilian and military aircraft. They relay IFR and SVFR clearances to aircraft on

3102-481: Is no per-use charge for flight services, but aircraft owners are required to pay Nav Canada a daily or annual fee, depending on aircraft weight, to support all air traffic services, both FSS and air traffic control (for a light private aircraft, the fee is approximately CAD 70/year). Foreign light aircraft entering Canada are billed a quarterly fee. Canada has many mandatory frequency airports, which have enough traffic to justify special rules, but not enough to justify

3196-518: Is required to have clearance from ground control. This is normally done via VHF / UHF radio, but there may be special cases where other procedures are used. Aircraft or vehicles without radios must respond to ATC instructions via aviation light signals , or else be led by official airport vehicles with radios. People working on the airport surface normally have a communications link through which they can communicate with ground control, commonly either by handheld radio or even cell phone . Ground control

3290-480: Is responsible for the airport movement areas, as well as areas not released to the airlines or other users. This generally includes all taxiways, inactive runways, holding areas, and some transitional aprons or intersections where aircraft arrive, having vacated the runway or departure gate. Exact areas and control responsibilities are clearly defined in local documents and agreements at each airport. Any aircraft, vehicle, or person walking or working in these areas

3384-438: Is routinely combined with clearance delivery) is the position that is responsible for ensuring that both controllers and pilots have the most current information: pertinent weather changes, outages, airport ground delays / ground stops, runway closures, etc. Flight data may inform the pilots using a recorded continuous loop on a specific frequency known as the automatic terminal information service (ATIS). Many airports have

3478-538: Is the only facility with radio or phone coverage. The first airport traffic control tower, regulating arrivals, departures, and surface movement of aircraft in the US at a specific airport, opened in Cleveland in 1930. Approach / departure control facilities were created after adoption of radar in the 1950s to monitor and control the busy airspace around larger airports. The first air route traffic control center (ARTCC), which directs

3572-606: Is the position that issues route clearances to aircraft, typically before they commence taxiing. These clearances contain details of the route that the aircraft is expected to fly after departure. Clearance delivery, or, at busy airports, ground movement planner (GMP) or traffic management coordinator (TMC) will, if necessary, coordinate with the relevant radar centre or flow control unit to obtain releases for aircraft. At busy airports, these releases are often automatic, and are controlled by local agreements allowing 'free-flow' departures. When weather or extremely high demand for

3666-466: Is vital to the smooth operation of the airport because this position impacts the sequencing of departure aircraft, affecting the safety and efficiency of the airport's operation. Some busier airports have surface movement radar (SMR), such as ASDE-3, AMASS, or ASDE-X , designed to display aircraft and vehicles on the ground. These are used by ground control as an additional tool to control ground traffic, particularly at night or in poor visibility. There

3760-835: The Federal Aviation Administration to the airline industry. The National Business Aviation Association (NBAA), the General Aviation Manufacturers Association, the Aircraft Owners and Pilots Association, the Helicopter Association International, and the National Air Transportation Association, petitioned the FAA to make ASDI information available on a 'need-to-know' basis. Subsequently, NBAA advocated

3854-733: The pilots by radio . To prevent collisions, ATC enforces traffic separation rules, which ensure each aircraft maintains a minimum amount of 'empty space' around it at all times. It is also common for ATC to provide services to all private , military , and commercial aircraft operating within its airspace; not just civilian aircraft. Depending on the type of flight and the class of airspace, ATC may issue instructions that pilots are required to obey, or advisories (known as flight information in some countries) that pilots may, at their discretion, disregard. The pilot in command of an aircraft always retains final authority for its safe operation, and may, in an emergency, deviate from ATC instructions to

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3948-576: The ATCO. These in include The equivalent system on board an aircraft is TCAS . This system alerts pilots to possible conflicts, and suggests remedial actions, in the form of a climb or descent. Unlike TCAS, STCA does not normally suggest remedial action. If action is required, the controller will normally give a turn command to the aircraft, eliminating the possibility that his command will contradict that given by TCAS. Other concepts of air safety are: Air traffic control Air traffic control ( ATC )

4042-528: The EU called for a 'Digital European Sky', focusing on cutting costs by including a common digitisation standard, and allowing controllers to move to where they are needed instead of merging national ATCs, as it would not solve all problems. Single air-traffic control services in continent-sized America and China does not alleviate congestion. Eurocontrol tries to reduce delays by diverting flights to less busy routes: flight paths across Europe were redesigned to accommodate

4136-539: The HIWAS and TIBS recorded weather briefings, which pilots can access via radio or phone. The services are provided at no charge to the flying public. Preflight – Primarily responsible for filing flight plans , giving preflight weather briefings, and providing information concerning air traffic, they also take information from pilots coming into the US to notify the United States Customs Service that an aircraft

4230-518: The National Weather Service. LMFS added an option for pilots in 2013 called Surveillance Enhanced Search and Rescue, SE-SAR, which allows them to keep track of en route aircraft via satellite. Flight Data issues some types of Notices to Airmen (NOTAMs) through the FAA's E-Notam II computer system. In Canada, Flight Information Centres (FIC) monitor the FISE frequencies (frequency 126.7 MHz

4324-407: The U.S. airspace is covered by radar, and often by multiple radar systems; however, coverage may be inconsistent at lower altitudes used by aircraft, due to high terrain or distance from radar facilities. A centre may require numerous radar systems to cover the airspace assigned to them, and may also rely on pilot position reports from aircraft flying below the floor of radar coverage. This results in

4418-485: The U.S., TRACONs are additionally designated by a three-digit alphanumeric code. For example, the Chicago TRACON is designated C90. Air traffic control also provides services to aircraft in flight between airports. Pilots fly under one of two sets of rules for separation: visual flight rules (VFR), or instrument flight rules (IFR). Air traffic controllers have different responsibilities to aircraft operating under

4512-495: The absence of air traffic controllers, and may take over a control tower frequency at a controlled airport when the tower is closed. In most cases, it is possible to reach flight service stations either by radio in flight, or by telephone on the ground. Recently, some countries, such as Canada and the United States, have been consolidating flight services into large regional centres, replacing former local flight service stations with remote communications outlets (RCOs) connected to

4606-465: The active runway surfaces. Air control gives clearance for aircraft takeoff or landing, whilst ensuring that prescribed runway separation will exist at all times. If the air controller detects any unsafe conditions, a landing aircraft may be instructed to ' go-around ', and be re-sequenced into the landing pattern. This re-sequencing will depend on the type of flight, and may be handled by the air controller, approach, or terminal area controller. Within

4700-471: The air by holding over specified locations until they may be safely sequenced to the runway. Up until the 1990s, holding, which has significant environmental and cost implications, was a routine occurrence at many airports. Advances in computers now allow the sequencing of aircraft hours in advance. Thus, aircraft may be delayed before they even take off (by being given a 'slot'), or may reduce speed in flight and proceed more slowly thus significantly reducing

4794-465: The air controllers aware of the traffic flow towards their runways to maximise runway utilisation through effective approach spacing. Crew resource management (CRM) procedures are often used to ensure this communication process is efficient and clear. Within ATC, it is usually known as 'team resource management' (TRM), and the level of focus on TRM varies within different ATC organisations. Clearance delivery

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4888-900: The air traffic control system are primarily related to the volume of air traffic demand placed on the system, and weather. Several factors dictate the amount of traffic that can land at an airport in a given amount of time. Each landing aircraft must touch down, slow, and exit the runway , before the next aircraft crosses the approach end of the runway. This process requires at least one, and up to four minutes for each aircraft. Allowing for departures between arrivals, each runway can thus handle about 30 aircraft arrivals per hour. A large airport with two arrival runways can handle about 60 arrivals per hour in good weather. Problems arise when airlines schedule more arrivals into an airport than can be physically handled, or when delays elsewhere cause groups of aircraft – that would otherwise be separated in time – to arrive simultaneously. Aircraft must then be delayed in

4982-454: The air, a ground delay programme may be established, delaying aircraft on the ground before departure due to conditions at the arrival airport. In Area Control Centres, a major weather problem is thunderstorms , which present a variety of hazards to aircraft. Airborne aircraft will deviate around storms, reducing the capacity of the en-route system, by requiring more space per aircraft, or causing congestion, as many aircraft try to move through

5076-412: The aircraft approaches its destination, the centre is responsible for issuing instructions to pilots so that they will meet altitude restrictions by specific points, as well as providing many destination airports with a traffic flow, which prohibits all of the arrivals being 'bunched together'. These 'flow restrictions' often begin in the middle of the route, as controllers will position aircraft landing in

5170-481: The aircraft operator, and identical call sign might be used for the same scheduled journey each day it is operated, even if the departure time varies a little across different days of the week. The call sign of the return flight often differs only by the final digit from the outbound flight. Generally, airline flight numbers are even if east-bound, and odd if west-bound. In order to reduce the possibility of two call signs on one frequency at any time sounding too similar,

5264-527: The airports. The airspace boundaries and altitudes assigned to a terminal control centre, which vary widely from airport to airport, are based on factors such as traffic flows, neighbouring airports, and terrain. A large and complex example was the London Terminal Control Centre (LTCC), which controlled traffic for five main London airports up to an altitude of 20,000 feet (6,096 metres) and out to

5358-415: The alert function. As an implementation STCA is part of the predictive safety net functions. It uses surveillance information derived from radars , ADS-B or multilateration as well as environmental data and optional flight plan information in order to predict the movement of aircraft. This process is usually working unnoticeably to the air traffic controller unless a (potential) separation infringement

5452-564: The amount of holding. Air traffic control errors occur when the separation (either vertical or horizontal) between airborne aircraft falls below the minimum prescribed separation set (for the domestic United States) by the US Federal Aviation Administration. Separation minimums for terminal control areas (TCAs) around airports are lower than en-route standards. Errors generally occur during periods following times of intense activity, when controllers tend to relax and overlook

5546-470: The broad-scale dissemination of air traffic data. The Aircraft Situational Display to Industry ( ASDI ) system now conveys up-to-date flight information to the airline industry and the public. Some companies that distribute ASDI information are Flightradar24 , FlightExplorer, FlightView, and FlyteComm. Each company maintains a website that provides free updated information to the public on flight status. Stand-alone programmes are also available for displaying

5640-528: The centre provides a clearance. Centre controllers are responsible for issuing instructions to pilots to climb their aircraft to their assigned altitude, while, at the same time, ensuring that the aircraft is properly separated from all other aircraft in its immediate area. Additionally, the aircraft must be placed in a flow consistent with the aircraft's route of flight. This effort is complicated by crossing traffic, severe weather, special missions that require large airspace allocations, and traffic density. When

5734-838: The centres. As of 2005, the FAA federal contractor for their flight service function throughout the continental U.S., Hawaii and the Caribbean was Lockheed Martin (LMFS). Leidos has taken over as of 17 August 2016, following a merger with Lockheed Martin Information Systems & Global Solutions Business. (AFSS used to refer to the Automated Flight Service Station. ) The FAA still oversees flight service in Alaska. At this time Leidos operates two large hub facilities. Flight service duties and responsibilities are divided into preflight, inflight and flight data. They also monitor

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5828-405: The cockpit, or having low fuel and needing directions to the nearest airport with fuel, they call flight service for assistance. In addition, some (often more remote) airports now also have stations called AFIS in accordance with international nomenclature, but this is implemented as an ATIS or AWOS-like recording, not a live service. Radio can take flight plans and give pre-flight briefings over

5922-676: The computer for transmission to the National Weather Service. The Flight Data position in flight service is an informational clearinghouse that pilots seldom speak to unless they are calling for an IFR clearance by telephone. Flight Data is responsible for coordination with other air traffic facilities, U.S Customs and Homeland security , the Fire Service, military baseops, airport managers and law enforcement. Search and rescue activities are initiated at Flight Data when VFR aircraft become overdue. Weather observers and airport tower operators call them to input weather observations or pilot reports to

6016-590: The controller further: In the United States, some alterations to traffic control procedures are being examined: In Europe, the Single European Sky ATM Research (SESAR) programme plans to develop new methods, technologies, procedures, and systems to accommodate future (2020 and beyond) air traffic needs. In October 2018, European controller unions dismissed setting targets to improve ATC as "a waste of time and effort", as new technology could cut costs for users but threaten their jobs. In April 2019,

6110-472: The different sets of rules. While IFR flights are under positive control, in the US and Canada, VFR pilots can request 'flight following' (radar advisories), which provides traffic advisory services on a time permitting basis, and may also provide assistance in avoiding areas of weather and flight restrictions, as well as allowing pilots into the air traffic control system prior to the need to a clearance into certain airspace. Throughout Europe, pilots may request

6204-598: The equivalent term air route traffic control center. Each centre is responsible for a given flight information region (FIR). Each flight information region typically covers many thousands of square miles of airspace, and the airports within that airspace. Centres control IFR aircraft from the time they depart from an airport or terminal area's airspace, to the time they arrive at another airport or terminal area's airspace. Centres may also 'pick up' VFR aircraft that are already airborne, and integrate them into their system. These aircraft must continue under VFR flight rules until

6298-554: The extent required to maintain safe operation of the aircraft. Pursuant to requirements of the International Civil Aviation Organization (ICAO), ATC operations are conducted either in the English language, or the local language used by the station on the ground. In practice, the native language for a region is used; however, English must be used upon request. In 1920, Croydon Airport near London, England,

6392-523: The following provides a general concept of the delegation of responsibilities within the air traffic control tower environment. Remote and virtual tower (RVT) is a system based on air traffic controllers being located somewhere other than at the local airport tower, and still able to provide air traffic control services. Displays for the air traffic controllers may be live video, synthetic images based on surveillance sensor data, or both. Ground control (sometimes known as ground movement control , GMC)

6486-432: The geographic location of airborne instrument flight rules (IFR) air traffic anywhere in the FAA air traffic system. Positions are reported for both commercial and general aviation traffic. The programmes can overlay air traffic with a wide selection of maps such as, geo-political boundaries, air traffic control centre boundaries, high altitude jet routes, satellite cloud and radar imagery. The day-to-day problems faced by

6580-427: The ground and clearance for approach to an airport. Controllers adhere to a set of separation standards that define the minimum distance allowed between aircraft. These distances vary depending on the equipment and procedures used in providing ATC services. En-route air traffic controllers work in facilities called air traffic control centres, each of which is commonly referred to as a 'centre'. The United States uses

6674-822: The ground either by phone or through their frequencies when there is no direct method of communication with the air traffic control facility governing the area. At border stations, Radio also takes information from aircraft crossing into the U.S., and issues transponder squawk codes to VFR aircraft which identify them to Homeland Security's radar. They relay information on forest fires to the U.S. Forest Service. Inflight monitors VHF and UHF frequencies, VOR voices, and emergency frequencies – from 60 to 100 different frequencies per area. The United States FSS radio frequencies are published in several FAA publications, including airport facility directories (AFD), VFR sectional maps, and IFR low and high altitude en route charts. When pilots have an inflight emergency, such as being lost, having smoke in

6768-467: The ground or in flight; relaying instructions or clearances from air traffic control; relaying information from or about airborne aircraft to their home bases, military bases or homeland security , providing weather advisories to aircraft inflight, initiating search and rescue on missing VFR aircraft, and providing assistance in an emergency. In many countries, flight service stations also operate at mandatory frequency airports to help co-ordinate traffic in

6862-408: The information of the track once the correlation between them (flight plan and track) is established. All this information is distributed to modern operational display systems , making it available to controllers. The Federal Aviation Administration (FAA) has spent over US$ 3 billion on software, but a fully automated system is still yet to be achieved. In 2002, the United Kingdom commissioned

6956-559: The infrastructure for a radar system (e.g., over water). Computerised radar displays are now being designed to accept ADS-C inputs as part of their display. This technology is currently used in portions of the North Atlantic and the Pacific by a variety of states who share responsibility for the control of this airspace. 'Precision approach radars' (PAR) are commonly used by military controllers of air forces of several countries, to assist

7050-424: The last three numbers (e.g. three-four-five for N12345). In the United States, the prefix may be an aircraft type, model, or manufacturer in place of the first registration character, for example, 'N11842' could become 'Cessna 842'. This abbreviation is only allowed after communications have been established in each sector. Before around 1980, International Air Transport Association (IATA) and ICAO were using

7144-517: The manoeuvring area (taxiways and runways). The areas of responsibility for tower controllers fall into three general operational disciplines: local control or air control, ground control, and flight data / clearance delivery. Other categories, such as airport apron control, or ground movement planner, may also exist at extremely busy airports. While each tower may have unique airport-specific procedures, such as multiple teams of controllers ( crews ) at major or complex airports with multiple runways,

7238-461: The movement of aircraft between departure and destination, was opened in Newark in 1935, followed in 1936 by Chicago and Cleveland. Currently in the US, the Federal Aviation Administration (FAA) operates 22 Air Route Traffic Control Centers . After the 1956 Grand Canyon mid-air collision , killing all 128 on board, the FAA was given the air-traffic responsibility in the United States in 1958, and this

7332-521: The new airport in Istanbul, which opened in April, but the extra capacity will be absorbed by rising demand for air travel. Well-paid jobs in western Europe could move east with cheaper labour. The average Spanish controller earn over €200,000 a year, over seven times the country average salary, more than pilots, and at least ten controllers were paid over €810,000 ($ 1.1m) a year in 2010. French controllers spent

7426-438: The overall capacity for any given route. The North Atlantic Track system is a notable example of this method. Some air navigation service providers (e.g., Airservices Australia, the U.S. Federal Aviation Administration, Nav Canada , etc.) have implemented automatic dependent surveillance – broadcast (ADS-B) as part of their surveillance capability. This newer technology reverses the radar concept. Instead of radar 'finding'

7520-482: The pilot in final phases of landing in places where instrument landing system and other sophisticated airborne equipment are unavailable to assist the pilots in marginal or near zero visibility conditions. This procedure is also called a 'talk-down'. A radar archive system (RAS) keeps an electronic record of all radar information, preserving it for a few weeks. This information can be useful for search and rescue . When an aircraft has 'disappeared' from radar screens,

7614-544: The presence of traffic and conditions that lead to loss of minimum separation. Beyond runway capacity issues, the weather is a major factor in traffic capacity. Rain, ice , snow, or hail on the runway cause landing aircraft to take longer to slow and exit, thus reducing the safe arrival rate, and requiring more space between landing aircraft. Fog also requires a decrease in the landing rate. These, in turn, increase airborne delay for holding aircraft. If more aircraft are scheduled than can be safely and efficiently held in

7708-430: The radio in extenuating circumstances. Leidos until early 2016 had another inflight position called Flight Watch, which was dedicated to updating weather for aircraft en route. Radio now performs that function. Enroute Flight Advisory Service (EFAS) or Flight Watch was designed to give pilots who are already airborne updates on weather during their current flight, and take pilots' reports or PIREPS, which they enter into

7802-665: The safe and efficient movement of aircraft on manoeuvering areas and within their designated control zone. Most FSS stations are open 24/7; some have limited hours. They are no longer responsible for flight planning, except for sending departure and arrival messages to the appropriate FIC. The FICs have assumed the responsibility for flight plans, filing, in-flight alerting, flight plan closures, interpretive weather briefings and NOTAM (NOtices To AirMen) management. The FICs also have large areas they are overseeing and have networks of RCOs, some of which are co-located with FSS or air traffic control sites. The FICs are similar in function and scope to

7896-400: The same destination so that when the aircraft are close to their destination they are sequenced. As an aircraft reaches the boundary of a centre's control area, it is 'handed off' or 'handed over' to the next area control centre . In some cases, this 'hand-off' process involves a transfer of identification and details between controllers so that air traffic control services can be provided in

7990-495: The same two-letter call signs. Due to the larger number of new airlines after deregulation, the ICAO established the three-letter call signs as mentioned above. The IATA call signs are currently used in aerodromes on the announcement tables, but are no longer used in air traffic control. For example, AA is the IATA call sign for American Airlines ; the ATC equivalent is AAL. Flight numbers in regular commercial flights are designated by

8084-418: The taxiways and runways of the airport itself, and aircraft in the air near the airport, generally 5 to 10 nautical miles (9 to 19 kilometres ; 6 to 12 miles ), depending on the airport procedures. A controller must carry out the job using the precise and effective application of rules and procedures; however, they need flexible adjustments according to differing circumstances, often under time pressure. In

8178-418: The thin corridors open to airliners. The United Kingdom closes its military airspace only during military exercises. A prerequisite to safe air traffic separation is the assignment and use of distinctive call signs . These are permanently allocated by ICAO on request, usually to scheduled flights , and some air forces and other military services for military flights . There are written call signs with

8272-452: The tower on the airport and vector inbound aircraft to a position from where they can land visually. At some of these airports, the tower may provide a non-radar procedural approach service to arriving aircraft handed over from a radar unit before they are visual to land. Some units also have a dedicated approach unit, which can provide the procedural approach service either all the time, or for any periods of radar outage for any reason. In

8366-432: The tower, a highly disciplined communications process between the air control and ground control is an absolute necessity. Air control must ensure that ground control is aware of any operations that will impact the taxiways, and work with the approach radar controllers to create gaps in the arrival traffic; to allow taxiing traffic to cross runways, and to allow departing aircraft to take off. Ground control needs to keep

8460-557: The world's ocean areas. These areas are also flight information regions (FIRs). Because there are no radar systems available for oceanic control, oceanic controllers provide ATC services using procedural control . These procedures use aircraft position reports, time, altitude, distance, and speed, to ensure separation. Controllers record information on flight progress strips , and in specially developed oceanic computer systems, as aircraft report positions. This process requires that aircraft be separated by greater distances, which reduces

8554-492: The written 'BAW832'. This is used to reduce the chance of confusion between ATC and the aircraft. By default, the call sign for any other flight is the registration number (or tail number in US parlance) of the aircraft, such as 'N12345', 'C-GABC', or 'EC-IZD'. The short radio-telephony call signs for these tail numbers is the last three letters using the NATO phonetic alphabet (e.g. ABC, spoken alpha-bravo-charlie for C-GABC), or

8648-503: Was created in 1922, after World War I, when the U.S. Post Office began using techniques developed by the U.S. Army to direct and track the movements of reconnaissance aircraft . Over time, the AMRS morphed into flight service stations . Today's flight service stations do not issue control instructions, but provide pilots with many other flight related informational services. They do relay control instructions from ATC in areas where flight service

8742-670: Was followed by other countries. In 1960, Britain, France, Germany, and the Benelux countries set up Eurocontrol , intending to merge their airspaces. The first and only attempt to pool controllers between countries is the Maastricht Upper Area Control Centre (MUAC), founded in 1972 by Eurocontrol, and covering Belgium, Luxembourg, the Netherlands, and north-western Germany. In 2001, the European Union (EU) aimed to create

8836-415: Was the first airport in the world to introduce air traffic control. The 'aerodrome control tower' was a wooden hut 15 feet (5 metres) high with windows on all four sides. It was commissioned on 25 February 1920, and provided basic traffic, weather, and location information to pilots. In the United States, air traffic control developed three divisions. The first of several air mail radio stations (AMRS)

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