- •Unit 1 history of aviation
- •1.1 Aviation History
- •1.2.Eurocontrol
- •The Single European Sky
- •Unified Air Traffic Management
- •1.3 Supplementary Reading texts
- •International Civil Aviation Organization (part I)
- •International Civil Aviation Organization (part II)
- •International Standards and Recommended Practices (sarPs)
- •Procedures for Air Navigation Services
- •International Air Transport Association (Iata)
- •1.4 Topics for Discussion
- •Unit 2 air traffic service
- •2.1 Air Traffic Service
- •Icao; sarps; fiRs; ifr; vfr; ats; atc.
- •2.2 How Air Traffic Controllers Operate
- •2.3 English Is the Language of Communication
- •Atc; r/ t; atis; volmet; bbc.
- •2.4 Supplementary Reading texts Language as a Factor in Aviation Incidents and Accidents
- •General and Aviation-Specific English Language Training
- •2.5 Topics for Discussion
- •Unit 3 aircraft types and construction
- •3.1 Principle Structural Units of the Aircraft
- •3.2 Heavy Wide-body Transport Aircraft
- •Aircraft of a New Generation
- •Airbus a330
- •A330 mrtt
- •3.3 Supplementary Reading texts Aircraft – General
- •Vertical and Short take-off and Landing Aircraft
- •3.4 Topics for Discussion
- •Unit 4 airport design
- •4.1 Airport Design
- •4.2 Baggage Carriage
- •4.3 Classification of Air Transportations
- •4.4 Carriage of Dangerous Goods
- •4.5 Airport Vehicles
- •4.6 Landing Area
- •4.7 Taxiways
- •4.8 Supplementary Reading Texts Airport
- •From the History of Hangars
- •Borispil Airport
- •4.9 Topics for Discussion
- •Unit 5 atco’s workload
- •5.1 Atc Centre. Air Traffic Control Specialist
- •Nature of the work
- •Terminal (Tower) Controller
- •Area Control Centre Controller
- •Working conditions
- •Certificate and Rating Requirements
- •Physical Requirements
- •Written test and Interview
- •5.2 Controller’s Automated Workstation
- •5.3 Simulator Training of Aviation Specialists
- •5.4 Supplementary Reading Texts
- •Attenuation
- •Other features
- •5.5 Topics for Discussion
- •Unit 6 human factor
- •6.1 The Meaning of Human Factors
- •6.2 Human Factors Within Systems
- •6.3 Speaking over the Telephone Part I
- •Making an Appointment
- •Being Unable to Keep an Appointment
- •Part II
- •An Applicant’s Passport is not Available
- •Congratulations on a Promotion
- •Booking a Plane Reservation
- •6.4 Controller Proficiency
- •6.5 Supplementary Reading Texts Human Factor
- •Crew Interaction Capability
- •Communication, Navigation and Surveillance /Air Traffic Management Interface
- •Error Management
- •Crew Information Requirements Analysis
- •Training Aids
- •Human Factor and Aviation Safety Problems
- •Los Rodeos Runway Collision
- •Cali b757 Terrain Crash
- •German Midair Collision
- •It's Not All About Accidents
- •My Best Profession
- •An Air Traffic Controller’s Job
- •6.6 Topics for discussion
- •Unit 7 health problems in aviation
- •7.1 Health as One of the Criteria of Air Traffic Controller Professional Selection
- •7.2 Holistic Medicine
- •7.3 Supplementary Reading Texts
- •7.3.1 The Spheres of Health
- •7.3.2 A Country’s Biggest Killer…
- •7.3.3 Stress: is your life a blur?
- •How to avoid hurry sickness and lead a better life
- •7.3.4 Yoga helps to relax
- •7.3.5 Alternative Cure 1 An unusual present
- •7.3.6 Alternative Cure 2 Extreme methods sometimes work
- •7.3.7 Alternative Cure 3 An allergic person’s confession
- •7.3.8 Alternative Cure 4 Macrobiotics as it is
- •7.3.9 Alternative Cure 5 Acupuncture – will it suit you?
- •Modern reflexology
- •7.3.10 The worst pain I have ever had (Four people’s experience)
- •7.4 Topics for Discussion
- •Unit 8 geography
- •8.1 The earth. Volcanoes. Volcano Activity Warning System for Pilots
- •Icao, iavw
- •8.2 The Effects of the Weather on Aviation
- •8.3 Natural Catastrophes
- •8.4 Supplementary Reading Texts The Atmosphere
- •Weather
- •8.5 Topics for Discussion
- •9.1 Transponders Were Switched off to Prevent Aircraft Being Tracked by Air Traffic Control
- •9.2 Status Report
- •Investigation
- •Vor; acc; tcas; stca; uacc; atc
- •9.3 Loss of Separation
- •9.4 Controlled Flight into Terrain
- •9.5 Flight Chaos Across Europe After Air Traffic Control Strikes
- •9.6 Airplane Hijacking
- •9.7 Supplementary Reading texts Flight Security
- •Aviation Security
- •Civil Aviation Security Regulations
- •Civil Aviation Security
- •9.8 Topics for Discussion
- •Unit 10 emergency
- •10.1 Drama as Pilot is Sucked out of Plane at 23.00 ft (The error that could not happen)
- •10.2 Communication Failure
- •10.3 Distress and Urgency Messages
- •10.4. What is a Near-Miss?
- •Ins; ifr; vfr; tcas; ra; ft; km; n; m; fl.
- •10.5 Supplementary Reading Text the search for a legendary fugitive - d.B. Cooper
- •10.6 Topics for Discussion
- •Word list
- •Subject index
- •References
Other features
Up to this point we have only been discussing primary radar returns (actual reflections from a target), but a controller sees a lot more than raw radar returns on his/her radar display. The total presentation is made up of a combination of real-time information, video map overlays, and processed information that includes some or all of the following items:
Passive radar reflections or what we have been referring to as primary radar returns. This type of target is only found on surveillance radar systems and is not associated with digital radar equipment. With digital radar, all of the processed information on the radar display would be displayed in a symbolic and graphic format.
An interchangeable video map overlay which usually depicts obstructions, airports, airspace boundaries, airways and/or navigational aids, and instrument approach courses. A controller has the ability to select from the several maps, including an emergency map which shows highway markings and an exploded view of airports and emergency landing areas.
Secondary, or active radar returns, which are electronic signals from a transponder and are referred to as beacon replies. The target associated with this signal overlies the primary target return from those aircraft that are equipped with and using a transponder. The resultant target is called a beacon control slash and looks like a longer, slightly fat-in-the-middle, primary return. (This is a good place to mention a very important aspect of active radar returns. In order for this type of target to be displayed, both radar and transponder have to be working together. If the transponder is not broadcasting an identifiable reply, it might as well be turned off. This is one reason that we sometimes cannot find an aircraft that is receiving an interrogation signal on its transponder, and it is the most important reason to keep that thing calibrated.) When this beacon control slash is displayed on a radar scope using selected beacon code enhancement features, the target has two slashes. The second of these targets is always in a direct line between the radar antenna and the aircraft and positioned beyond the real target. The space between these slashes will fill in when the controller asks a pilot to ident. This type of system is normally only used when a facility is not equipped with or is not using a numeric or alphanumeric tracking system.
• Numeric or alphanumeric characters which provide information about the aircraft's call sign, speed, and altitude.
There are several other enhancements associated with this system so let's talk a little more about this system.
Most ATC facilities are now equipped with some type of numeric or alphanumeric tracking system that is associated with the transponder or beacon reply, and some even have systems that will track primary targets. In the terminal environment, there is a wide range of equipment sophistication in use depending on the complexity level and needs of the facility and the type of equipment that was in use at the time it was installed. This equipment is constantly being upgraded as technology improves, as FAA funds permit, and as the needs of the facility dictate.
TPX-42
One of the earlier, older systems, called TPX-42, uses a numeric readout on the radar scope and will only depict transponder codes and, in those cases where the transponder has Mode C capability, the altitude of a target. Another, slightly more sophisticated system, called direct altitude and identity readout (DAIR), is essentially an enhanced TPX-42 system capable of tracking a target and using alphanumeric characters to depict call sign, altitude, ground speed, and some additional information associated with that flight. This system is used primarily within the military and will interface with some of the systems in use at ARTCCs.
ARTS
The most commonly used types of alphanumeric tracking systems in use in the terminal environment are called ARTS. There are several different generations of ARTS, suffixed 1, 2, 3, and 3A, depending on the generation being used. All of these systems have a wide range of services available to the controller and, indirectly, the pilot. As an example, ARTS-3A has the capability of tracking a target while displaying, through the use of a data block which follows the target, the following information:
the target's call sign
type of aircraft
Answer the questions.
1. What is the total presentation made up of?
2. What can be found on surveillance radar only?
3. What way would all information with digital radar be displayed?
4. What does a video map depict?
5. What ability does a controller have?
6. What does ”beacon replies” mean?
7. What target is ”a beacon control slash” called
8. When does the target have two slashes?
9. When is this type of system used?
10. What is most ATC facilities equipped with?
11. What is TXP-42?
12. What is ARTS?