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and visual alarms when an aircraft is within 10 seconds
of penetrating the non-transgression zone. The additional controller staffing that comes along with PRM is
another major safety improvement. During PRM sessions, there is a separate controller monitoring each
final approach course and a coordinator managing the
overall situation.
PRM is an especially attractive technical solution for the
airlines and business aircraft because it does not require
any additional aircraft equipment, only special training
and qualifications. However, all aircraft in the approach
streams must be qualified to participate in PRM or the
benefits are quickly lost and controller workload
increases significantly. The delay-reduction benefits of
PRM can only be fully realized if everyone participates.
Operators that choose not to participate in PRM operations when arriving at an airport where PRM operations
are underway can expect to be held until they can be
accommodated without disrupting the PRM arrival
streams.
EQUIPMENT AND AVIONICS
By virtue of distance and time savings, minimizing
traffic congestion, and increasing airport and airway
capacity, the implementation of RNAV routes, direct
routing, RSVM, PRM, and other technological innovations would be advantageous for the current NAS.
Some key components that are integral to the future
development and improvement of the NAS are
described below. However, equipment upgrades require
capital outlays, which take time to penetrate the existing fleet of aircraft and ATC facilities. In the upcoming
years while the equipment upgrade is taking place, ATC
will have to continue to accommodate the wide range of
avionics used by pilots in the nation’s fleet.
ATC RADAR EQUIPMENT
All ARTCC radars in the conterminous U.S., as well as
most airport surveillance radars, have the capability to
interrogate Mode C and display altitude information to
the controller. However, there are a small number of airport surveillance radars that are still two-dimensional
(range and azimuth only); consequently, altitude information must be obtained from the pilot.
At some locations within the ATC environment,
secondary only (no primary radar) gap filler radar
systems are used to give lower altitude radar coverage between two larger radar systems, each of
which provides both primary and secondary radar
coverage. In the geographical areas serviced by secondary radar only, aircraft without transponders cannot
be provided with radar service. Additionally, transponder-equipped aircraft cannot be provided with radar
advisories concerning primary targets and weather.
An integral part of the air traffic control radar beacon system (ATCRBS) ground equipment is the decoder, which
enables the controller to assign discrete transponder
codes to each aircraft under his/her control. Assignments
are made by the ARTCC computer on the basis of the
National Beacon Code Allocation Plan (NBCAP). There
are 4,096 aircraft transponder codes that can be assigned.
An aircraft must be equipped with Civilian Mode A (or
Military Mode 3) capabilities to be assigned a transponder code. Another function of the decoder is that it is also
designed to receive Mode C altitude information from
an aircraft so equipped. This system converts aircraft
altitude in 100-foot increments to coded digital information that is transmitted together with Mode C
framing pulses to the interrogating ground radar
facility. The ident feature of the transponder causes
the transponder return to “blossom” for a few seconds on the controller’s radarscope.
AUTOMATED RADAR TERMINAL SYSTEM
Most medium-to-large radar facilities in the U.S. use
some form of automated radar terminal system (ARTS),
which is the generic term for the functional capability
afforded by several automated systems that differ in
functional capabilities and equipment. “ARTS” followed by a suffix Roman numeral denotes a specific
system, with a subsequent letter that indicates a major
modification to that particular system. In general, the
terminal controller depends on ARTS to display aircraft
identification, flight plan data, and other information in
conjunction with the radar presentation. In addition to
enhancing visualization of the air traffic situation,
ARTS facilitates intra- and inter-facility transfers and
the coordination of flight information. Each ARTS level
has the capabilities of communicating with other ARTS
types as well as with ARTCCs.
As the primary system used for terminal ATC in the
U.S., ARTS had its origin in the mid-1960’s as ARTS
I, or Atlanta ARTS and evolved to the ARTS II and
　
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