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ASR also can be used as an instrument approach aid.
Terminal radar approach control facilities (TRACONs)
provide radar and nonradar services at major airports.
The primary responsibility of each TRACON is to
ensure safe separation of aircraft transitioning from
departure to cruise flight or from cruise to a landing
approach.
Most ASR facilities throughout the country use a form
of automated radar terminal system (ARTS). This system has several different configurations that depend on
the computer equipment and software programs used.
Usually the busiest terminals in the country have the
most sophisticated computers and programs. The type of
1-17
system installed is designated by a suffix of numbers
and letters. For example, an ARTS-IIIA installation can
detect, track, and predict primary, as well as secondary,
radar returns. [Figure 1-13]
On a controller’s radar screen, ARTS equipment automatically provides a continuous display of an aircraft’s
position, altitude, groundspeed, and other pertinent
information. This information is updated continuously
as the aircraft progresses through the terminal area. To
gain maximum benefit from the system, each aircraft in
the area must be equipped with a Mode C altitude encoding transponder, although this is not an operational
requirement. Direct altitude readouts eliminate the need
for time consuming verbal communication between controllers and pilots to verify altitude. This helps to
increase the number of aircraft that may be handled by
one controller at a given time.
The FAA has begun replacing the ARTS systems with
newer equipment in some areas. The new system is
called STARS, for Standard Terminal Automation
Replacement System. STARS is discussed in more
detail later in this chapter.
AIR ROUTE SURVEILLANCE RADAR
The long-range radar equipment used in controlled airspace to manage traffic is the air route surveillance radar
(ARSR) system. There are approximately 100 ARSR
facilities to relay traffic information to radar controllers
throughout the country. Some of these facilities can
detect only transponder-equipped aircraft and are
referred to as beacon-only sites. Each air route surveillance radar site can monitor aircraft flying within a
200-mile radius of the antenna, although some stations
can monitor aircraft as far away as 600
miles through the use of remote sites.
The direction and coordination of IFR traffic in the U.S. is assigned to air route traffic
control centers (ARTCCs). These centers
are the authority for issuing IFR clearances
and managing IFR traffic; however, they
also provide services to VFR pilots.
Workload permitting, controllers will provide traffic advisories and course guidance,
or vectors, if requested.
PRECISION RUNWAY MONITORING
Precision runway monitor (PRM) is a high-update-rate
radar surveillance system that is being introduced at
selected capacity-constrained U.S. airports. Certified to
provide simultaneous independent approaches to closely
spaced parallel runways, PRM has been operational at
Minneapolis since 1997. ILS/PRM approaches are conducted at Philadelphia International Airport.
Simultaneous Offset Instrument Approach (SOIA)/PRM
operations are conducted at San Francisco International
and Cleveland Hopkins International Airports. Since the
number of PRM sites is increasing, the likelihood is
increasing that you may soon be operating at an airport
conducting closely spaced parallel approaches using
PRM. Furthermore, St. Louis Lambert International
Airport began SOIA/PRM operations in 2005, and
Atlanta Hartsfield International Airport will begin PRM
operations in 2006. PRM enables ATC to improve the
airport arrival rate on IFR days to one that more closely
approximates VFR days, which means fewer flight cancellations, less holding, and decreased diversions.
PRM not only maintains the current level of safety, but
also increases it by offering air traffic controllers a
much more accurate picture of the aircraft’s location
on final approach. Whereas current airport surveillance
radar used in a busy terminal area provides an update
to the controller every 4.8 seconds, PRM updates every
second, giving the controller significantly more time to
react to potential aircraft separation problems. The
controller also sees target trails that provide very accurate trend information. With PRM, it is immediately
Figure 1-13. ARTS-III Radar Display.
apparent when an aircraft starts to drift off the runway
centerline and toward the non-transgression zone.
PRM also predicts the aircraft track and provides aural
　
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