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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
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
　
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