What Are the Different Air Traffic Control Jobs?

Use communications, navigation technology and monitoring methods to monitor and control aircraft flight activities to ensure flight safety and orderly flight. In the airspace of flight routes, different management airspaces are divided, including routes, flight information management areas, approach management areas, tower management areas, waiting airspace management areas, etc., and different radar equipment is used according to different management areas. The interval is divided in the management airspace, and the horizontal and vertical intervals between aircraft form the basis of air traffic management. The air traffic management system is composed of navigation equipment, radar system, secondary radar, communication equipment, and ground control center to complete surveillance, identification, and guidance of aircraft within the coverage area.

Chinese name: Air traffic control
Foreign name: air traffic control
Purpose: Ensure flight safety and orderly flight

Principle: Addressing the Largest Need for Space Aircraft
Limiting factor: Restrictions on aircraft performance, etc.
Regulatory Classification: Program control radar control

Air traffic control definition

In the vast sky, the aircraft seems to be unrestrained

Air traffic control Fly at will, fly wherever you want. In fact, this is not the case: just like a vehicle traveling on the ground must obey traffic rules and be commanded by police and traffic lights, an aircraft flying in the sky must also obey air traffic rules and be commanded and dispatched by a specialized agency. -Air Traffic Control.

It refers to the use of technical means and equipment to monitor and manage the flight of the aircraft in the air to ensure its flight safety and flight efficiency. According to ICAO regulations, the main tasks of air traffic control are to prevent aircraft from colliding in the air, prevent aircraft from colliding with obstacles, and ensure unobstructed and orderly air traffic. With the advancement of science and technology, air traffic control methods have become increasingly advanced. Prior to the 1950s, positional reporting procedures were used. In the 1950s, primary and secondary surveillance radars were introduced, using radar control methods. Computer technology was introduced after the 1960s to automate air traffic control. ^[1]

Air traffic control principle

It is also called aviation management and air control to meet the requirements of flight safety and the development of air transportation, and to address the increasing needs of space aircraft. An overview of air traffic control is:

1. Monitor, control and direct the flight activities of the aircraft using professional means such as communication, navigation technology and monitoring, so as to ensure the flight safety of the aircraft and make the aircraft fly in a certain line order.

2. The airspace of the flight route is divided into different management airspaces, including routes , flight information management areas , approach management areas , tower management areas , waiting airspace management areas, etc., and different radars are selected according to the scope and situation of the management area. The equipment controls the aircraft.

3. The interval is divided in the management airspace, and the horizontal and vertical intervals between aircraft constitute the basis of air traffic management.

4. The air traffic management system is composed of navigation equipment, radar system, secondary radar, communication equipment, and ground control center. It completes surveillance, identification, and guidance of aircraft in the coverage area to ensure its normal and safe flight.

Air traffic control constraints

Aircraft flight limiting factors affect and restrict various factors of aircraft flight. include:

1. Restrictions on aircraft performance: Different types of aircraft have different business loads, takeoff and landing conditions, and cruise speed. Passenger aircraft before the 1950s were not able to fly to the Tibetan Plateau, and today there are many types of aircraft that can take off and land at the Plateau Airport.

2. Restrictions on meteorological conditions: Different types of aircraft have different flight meteorological standards. Because of the climatic changes, it is often windy and rainy, and various natural disasters such as tornadoes, so the absolute "all-weather aircraft" does not exist of.

3. Restrictions on flight missions of different natures: transport aircraft are required to fly at relatively fixed levels, and different types of aircraft have different optimal flight levels. Agricultural airplanes require low-level flight when spraying pesticides. Generally, the lower the flight, the better the spraying effect.

4. Limitation of time: In order to prevent dangerous approaching or collision of the aircraft in the sky, it is necessary to maintain the height difference and distance in the vertical and horizontal directions of the space, and to arrange the sequence reasonably in time to open the time interval.

5. Geographical restrictions: such as mountain peaks, high-voltage electrical towers, television towers and other protruding objects have an impact on flight, flight rules have various restrictions on this. In addition, important cities, urban areas, and military and airspace are not allowed to fly in, and are classified as "air restricted zones."

6. Limitation of ground support facilities: In order to complete the flight mission safely and reliably, the ground support facilities include communication and navigation, radar, weather, navigation command, search and rescue, etc. Once these equipments are incomplete or malfunction. There are more restrictions on flying activities.

7. Restrictions on ground-to-air activities: If the airspace of the shooting range is active, aircraft are not allowed to fly in.

In short, the aircraft took off, landed, and flew under limited space, limited time, and limited conditions. As the flight of the aircraft was restricted and affected by many factors, people gradually formed a practice through the painful lessons of flight accidents. Set of rules and regulations governing air flight, namely air traffic control.

Air traffic control method

1. Procedure control

The program control method has lower requirements on the equipment and does not require the support of corresponding monitoring equipment. The main equipment environment is ground-to-air communication equipment. When working, the controller analyzes and understands the positional relationship between aircrafts through the pilot's position report, infers air traffic conditions and trends, and issues clearance to the aircraft to direct the flight of the aircraft.

Before the aircraft takes off, the captain must submit the flight plan to the report room, which can only be implemented after approval. The flight plan includes the flight route (route), the navigation platform used, the estimated time of flying over various points, the amount of fuel carried and the alternate airport. The air traffic controller fills in the flight schedule according to the contents of the approved flight plan. After receiving the position and relevant information reported by the aircraft captain, the air traffic controller immediately corrected the contents of the flight schedule. When it was found that the aircraft was less than the prescribed vertical, vertical, and lateral intervals, he immediately took measures to allocate the interval. This method is slow in speed and poor in accuracy. To ensure safety, it has a lot of restrictions on air flight. Just as the aircraft model needs to be separated by 10 minutes at the same route and the same altitude, fewer aircraft can be accommodated in the designated space. This method is the main method used in China's civil aviation control work for a long time in the past.

This method is also used when the radar in the radar control area fails. With the rapid development of the civil aviation industry and the continuous increase in flight volume, China Civil Aviation has strengthened the construction of radar, communication and navigation facilities, and has gradually cooperated with relevant departments to gradually reform the control system. Advanced radar control has been implemented in major routes and regions.

2. Radar Control

Based on the radar display, the radar controller can understand the precise positions of all aircraft within the coverage area of the radar airspace. Therefore, the interval between aircraft can be greatly reduced, the control work becomes proactive, and the control personnel changes from passive command to active command. , Improve the safety, orderliness and efficiency of air traffic control.

The types of radars used in civil aviation management are primary surveillance radars and secondary surveillance radars. A small portion of the radio pulses emitted by a surveillance radar was reflected back by the target and recovered by the radar for processing and display. Only a bright spot was displayed on the display without other data. The secondary surveillance radar is a radar system that coordinates the measured target with a device in the form of a transponder. It can display signs, symbols, numbers, flight numbers, altitudes, and trajectories on the display. Special number.

3.The difference between the two

Radar control is a huge improvement in air traffic control compared to procedural control.

The most obvious difference between procedural control and radar control is the difference in the minimum horizontal separation between aircraft allowed by the two control methods. Within the scope of regional control, program control requires a minimum horizontal interval of 10 minutes between aircraft on the same route and at the same altitude (for large and medium aircraft, equivalent to a distance of about 150KM). The program control interval under radar monitoring conditions only requires 75KM, and The radar control interval only needs 20KM.

The smaller the minimum allowable interval, the greater the effective utilization of the unit airspace and the larger the flight capacity. The more conducive it is to maintain smooth air route command, and the more it will improve flight safety and flight normality.

Countries with advanced air traffic control abroad have fully implemented radar control, and China's civil aviation is gradually implementing radar control on main routes.

Main area

China's airspace structure consists of the following levels: flight information area, high-altitude control area, and low- and medium-altitude control area .

China has nine existing flight information zones (except Taipei and Hong Kong): Shenyang, Beijing, Shanghai, Guangzhou, Kunming, Wuhan, Lanzhou, Urumqi, and Sanya.

Civil aviation control is divided into release, ground control, tower control, approach control and area control . Units that provide air traffic control services, flight information and warning services within the above designated airspace.

The tower control area generally includes landing and landing routes, instrument approach procedures, the first waiting height and below, and the airport maneuvering area.

The approach control area is the connection between the tower control area and the area control area. The approach control room is responsible for air traffic control services, flight information, and warning services in the approach control area. It sorts landing aircraft, adds routes to departing aircraft, and can be combined with the airport control tower as a unit according to the busyness of the flight.

Regional control areas refer to a number of high-altitude control areas divided by space above 6,600 meters (inclusive) in Chinese airspace. According to actual conditions, several low- and medium-altitude control areas divided below 6600 meters (excluding) are based on the scope of each control area Its regulatory capabilities and geographical characteristics are delineated. Responsible for high-altitude area management of air traffic control services for high-altitude or mid- and low-altitude control areas.

It can also be combined into a low-altitude area control room.

There are 8 high-altitude control areas divided in China (after the latest optimization of air control areas) : Beijing Control Area, Shanghai Control Area, Guangzhou Control Area, Chengdu Control Area, Shenyang Control Area, Xi'an Control Area, Sanya Control Area, and Urumqi Control Area. (Among them, Shenyang and Urumqi Control Zones are still under construction)

There are 8 low- and medium-altitude control areas : except for the Shenyang and Urumqi control areas that were still under construction before June 2014, they are all controlled by the high-altitude control areas in their areas.

Altitude and flight level

Altitude refers to the vertical distance from average sea level to a plane, a point, or an object as a point. Altitude can indicate the vertical position of the aircraft in flight. The flight level refers to an isobaric surface with a specific air pressure of 101.33.3 hectopascals, and there is a range of altitudes indicated by specific air pressure differences between various aspects. In order to ensure flight safety and smooth air traffic, aircraft must fly at a certain altitude or level, and maintain a certain height interval between each other.

Civil aircraft usually fly at the lowest available flight level (inclusive) or above the transition height, and use the flight level, at the lowest available flight level, or below the transition height. In the highlands and mountains. Its altitude should be at least 600 meters above the highest obstacle on the ground. In the plains, the altitude is at least 300 meters above the highest obstacle on the ground.

Altitude level equipment, within the range of the angle of the route, the space is divided into several altitude levels at a specific interval. China's high-level allocation method is:

On the course: The true course angle is 0 degrees-179 degrees, 900 meters to 8100 meters is a height layer every 600 meters, 8900 meters to 12500 meters is a height layer every 600 meters, and more than 12500 meters is a height layer. The route angle is 180 degrees-359 degrees. 600 meters to 8400 meters is a height layer every 600 meters, 9200 meters to 12200 meters is a height layer every 600 meters, and more than 13100 meters is a height layer.

There is also the concept of transition heights and transition heights:

The transition altitude is based on a certain altitude at the airport level. When the aircraft takes off and passes through the altitude, the barometric altimeter pressure is adjusted from the modified sea level pressure (QNH) to the standard sea pressure (QNE) 1013.3 hectopascals;

The transitional altitude is based on a specific altitude of standard sea level, and the barometric altimeter pressure value is adjusted from standard sea pressure to the corrected sea level air pressure of the landing airport when the aircraft enters and passes through this altitude.

The main tasks of air traffic control

To ensure flight

Air traffic control Safety, each country has strict air traffic management regulations, sound control agencies and corresponding equipment and facilities. In addition to ensuring the safety of air traffic, the air traffic control department is also responsible for coordinating the use of airspace by various departments, providing air target identification information for the homeland air defense system, forecasting the invasion of foreign aircraft, and unauthorized entry of domestic aircraft into restricted areas or illegally crossing national borders task.

Ensure that all aircraft's flight activities are managed by ground command and dispatch at any time, and fly strictly according to the plan (altitude and route); use space efficiently to ensure orderly air traffic; ensure accurate and safe navigation services to prevent aircraft from colliding in the air or Collision with obstacles on the ground; provide effective information and intelligence to help ensure flight safety; identify relevant data and codes for aircraft entering the air traffic control area in order to take necessary measures; provide information about trek and distress aircraft when necessary.

Air Traffic Control Classification

Air traffic control can be divided into:

General air traffic control, applicable to the whole country; Special air traffic control, suitable for

Air traffic control Over border areas, air corridors across national borders and certain special areas;

Temporary air traffic control, suitable for exercise, flight review, and spacecraft launch area;

Local air traffic control is suitable for the control of certain local routes and routes passing through the area.

In order to maintain flight order and ensure flight safety, air traffic control departments must delineate routes, stipulate that various types of aircraft collide in the air or collide with ground obstacles (such as hilltops, high-rise buildings, etc.). The aircraft has always been under air traffic control from take-off to landing, flying strictly according to the predetermined time, route, altitude and speed, and under the command and dispatch of the airport airspace control center, en route control center and terminal airport airspace control center.

Air traffic control conditions

Air traffic control is a complex systems project. To complete this task, you should have the following conditions:

Have a comprehensive set of aviation regulations, procedures and methods that are suitable for the national conditions and in line with ICAO standards;

Clearly divide airspace, provide for regulated and unregulated airspace, and have a comprehensive air route and route network;

There must be a sound management system and management organization;

Have a modern air traffic control equipment, including communication equipment (ground-air / air-ground communication and satellite communication), short-range, long-range and approach landing navigation equipment, radar surveillance equipment covering the entire airspace, these devices are networked by computers Implement highly automated control and management;

A trained air traffic controller is required to ensure the high quality and efficiency of air traffic control;

It is necessary to establish an air traffic control scientific research institution and continuously research and develop new air traffic control systems to meet the needs of the increasing air traffic flow.

Air traffic control is to prevent aircraft from colliding, prevent aircraft from colliding with ground obstacles, maintain air traffic order, and ensure a fast and efficient air traffic flow. The person performing this task is the air traffic controller (ATC, AirTrafficController) As the saying goes, "Air Traffic Police".

Air traffic control consists of four parts: area control, approach control, tower control and air traffic reporting services. Regional control includes high-altitude area control and low- and medium-altitude area control. In some areas, these two functions are performed by the same department. In areas with low air traffic, approach control and tower control are combined into one.

Air traffic control related cases

China vigorously straightens out the air traffic control system China's air traffic control system was formed under the condition of underdeveloped civil aviation in the 1950s and 1960s. Today, with the sharp increase in civil aircraft and the rapid increase in flight volume, the air traffic control system that continues the past is obviously not suitable. In 1993, the State Council and the Central Military Commission determined the development direction of China's air traffic management system, and proposed the goal of implementing the air traffic management system reform in three steps. The first step was to hand over the Beijing-Guangzhou-Shenzhen route to the pilot pilot of civil aviation control. This step has been implemented since April 1, 1994.

Air traffic control The second step is to hand over the country's air routes to civil aviation control and command. Under the unified leadership of the National Air Traffic Management Committee, civil aviation and military aviation provide air traffic control systems for air routes inside and outside of the air route to achieve "one control command in one airspace." The completion of the Beijing-Shanghai, Shanghai-Guangzhou route under the control of civil aviation on June 30, 1996, marked the official launch of the second step of the air traffic control system reform. In the third step, in the long run, China's air traffic control system should follow the practices of advanced countries in the world and adopt a unified state control model. Such reform ideas and practices are undoubtedly correct. The problem is to step up the reform and achieve the second and third steps of the reform as soon as possible. As far as civil aviation is concerned, the air traffic control system has not been rationalized, and the hierarchical management method is not conducive to the formation of centralized and unified control command and the system supporting the construction of air traffic control facilities. It is necessary to study the establishment of a unified management and centralized command air traffic control system with reference to international common practices.

Actively promote airspace management reform

China's airspace management methods are relatively backward and need to be improved. As an important resource of a country, airspace should ensure its safe, orderly and efficient use. First, the military and civil aviation control areas should be as consistent as possible. In most countries in the world, the military and civil aviation control areas are completely consistent. However, the division of China's control areas, civil aviation and administrative areas, military aviation and the establishment of military forces are linked. This has artificially caused inconsistencies in the division of control areas. From the overall consideration of national airspace resources, the control area should be scientifically and uniformly divided to achieve the same consistency between military and civil aviation control areas. This is an effective way to improve the utilization of airspace and facilitate mutual coordination between military and civil aviation. The second is to further reform the flight level. Under the leadership of the National Air Traffic Management Committee, the flight altitude allocation method for China's air routes has completed the first step of reform, that is, flight altitude allocation methods below 6000 meters (inclusive) are consistent with international standards; 6000 meters (not Including) to 12,000 meters (inclusive) The flight altitude has been reduced from 1,000 meters to 600 meters. The next step of reform will be to use 300 meters for flight altitudes below 9000 meters (inclusive) and 600 meters for flight altitudes from 9,000 meters (excluding) to 12,000 meters (inclusive) in accordance with international standards. This can further increase the air flow of the route (route). The third is to rationally restructure the route (route). The structure of China's air routes (routes) was gradually developed with the needs of civil aviation transportation, and its direction was restricted by the training airspace of military airports. There were many turns and flight flight was not economical. In recent years, it has optimized the departure and departure routes of busy areas such as Beijing, Guangzhou, and Shanghai, and has received good safety and economic benefits. The planning and modification of routes (routes) should focus on the economic benefits of the country and implement overall planning to shorten the voyage between cities as much as possible. In addition, airspace management must be flexible. When military airfield training airspace is inactive, civil aircraft should be allowed to use in order to improve airspace utilization.

Continuous improvement of ATC infrastructure

First, we must strengthen the construction of airway control centers, focusing on the construction of three major control centers in Beijing, Shanghai, and Guangzhou. Earnestly learn from the lessons learned from the construction of large-scale control centers in advanced countries, resolutely abandon the wrong ways of doing things differently, and adopt a unified system structure, a unified technical standard, a unified equipment model, and a unified construction model to lay a good foundation for future system-wide networking. basis. The second is to continue to do a good job of radar coverage and networking. On the basis of the "Eighth Five-Year Plan" period, additional secondary radars will be added on the main routes to the east of the Harbin-Shenyang-Xi'an-Chengdu-Kunming line to make up for blind spots. Regional and key airports have achieved multiple coverage. At the same time, with the control center as the unit, the relevant radars will be networked to create conditions for the system-wide radar information networking and the implementation of radar control. The third is to strengthen the construction of communication networks, improve existing long-distance dedicated lines, build optical communication cables and other ground communication lines, open a C-band satellite dedicated communication network, expand the existing satellite ground stations, and build a new KU-band satellite network, so that civil aviation control transfer, Information transfer is based on rapid and reliable communication. The fourth is to start the construction of a flight flow management system, and establish a main control center and a number of sub-control centers. The main control centers are located at the Air Traffic Management Bureau of the Civil Aviation Administration of China, and the sub-control centers are located at each airway control center. It is used to implement effective pre-management of civil airliner flights across the country, and promptly guide the situation of air traffic congestion in some routes and time periods, so that air flights are always in an orderly and appropriate amount.

Air traffic control (4) Develop new navigation systems in a planned way. The development of the new navigation system of the air traffic control system is a major change. The new navigation system plan has been approved by the 10th ICAO Navigation Conference. The United States, Australia, Russia and other countries have studied and prepared the new navigation system for a long time. The United States and Russia respectively launched the GPS and GLONASS global satellite systems, which provided the possibility for the development and promotion of new navigation systems. The development of a new navigation system for China's air traffic control system is planned to be carried out in three steps. First, before 2000, the main test of the new navigation system will be conducted, and new navigation system routes will be established in western China to provide experimental services to accumulate experience. Before 2010, formulate and improve new navigation system standards and operating regulations, complete the transformation of existing aircraft, gradually build new subsystems of the new navigation system, co-exist with the current system, and serve as auxiliary facilities for the current system. Thirdly, after 2010, the new navigation system will be fully developed and promoted, and the existing system will be fundamentally transformed to gradually integrate with international standards. Create conditions for the short-haul and free flight that aviation departments and enterprises expect.

Air Traffic Control in China

(1) Air traffic control system. Nationally, a system of " unified control and separate command " is implemented. That is, under the leadership of the State Council and the Air Traffic Control Committee of the Central Military Commission, the Air Force is responsible for implementing national flight control. Military aircraft are commanded by the Air Force and the Navy, and civil aviation and foreign aviation are commanded by the Civil Aviation. Due to some limitations of this system, reforms are currently under way. As far as civil aviation is concerned, the air traffic control system implements a "hierarchical management" system, that is, the air traffic management departments at all levels are affiliated to the General Administration of Civil Aviation, the Regional Administration, the provincial (municipal, district) bureau and the terminal. The Air Traffic Management Bureau of the General Administration of the People's Republic of China implements business leadership of the civil aviation management system. The rest of the work, including personnel, finance, administrative management, and capital construction, is the responsibility of the regional administrations, provincial (municipal, and district) bureaus and terminals.
(2) Airspace management. Nine flight information zones have been designated nationwide, namely Beijing, Shanghai, Guangzhou, Wuhan, Lanzhou, Shenyang, Kunming, Urumqi, and Taipei. After the optimization of the national air traffic control area in May 2014, eight high-altitude control areas (also low- and medium-altitude control areas) have been designated over the mainland, which are respectively Beijing Control Area, Shanghai Control Area, Guangzhou Control Area, Chengdu Control Area, and Shenyang Control Area. , Xi'an Control Area, Sanya Control Area, and Urumqi Control Area (Shenyang and Urumqi Control Area are still under construction); most civil airports (including military and civilian airports) have tower control areas .
(3) Air traffic control facilities. After continuous construction, a relatively complete communication, navigation, intelligence, and weather protection system has basically been formed. In terms of communication guarantee, most of the civil airports in the country are equipped with satellite voice ground stations and satellite data ground stations. Each control unit is equipped with more than two sets of VHF air-to-air communication stations, and some areas with weak air-to-air communications are equipped with With high-frequency relay stations, the eastern part of China has achieved coverage of VHF air-to-air communications over 7000 meters. In terms of navigation support, most civil airports are equipped with instrument landing systems, omnidirectional beacons and rangefinders. Most of the high-altitude, middle- and low-altitude control areas are equipped with secondary or primary or secondary radars, and the eastern part of China has basically reached 7000. Radar coverage above meters. In the area of aviation information support, an automated aviation information system is under construction, and the technology for producing navigational notices and navigational data has been significantly improved. In terms of meteorological support, each airport is equipped with meteorological observation and forecasting equipment, and some airports are equipped with meteorological radar, automatic observation system, and meteorological satellite cloud image receiving equipment, which provide the required meteorological data for flight flight in time.

(D) the quality of personnel. The civil aviation management system currently has about 12,000 personnel in control, aeronautical information, communications, navigation, and meteorology, including about 3,000 control personnel. Some personnel have received advanced training, and the rest have received secondary professional education. In particular, the training of controllers has been paid more attention at all levels. There are colleges and universities that specialize in training controllers, a relatively complete training program for controllers, good modern teaching facilities, and a strict controller evaluation system. The training of controllers is intended to be carried out in three steps, namely, development training, qualification training and improvement training. The development training is mainly held by the Civil Aviation University of China, Guanghan Flight Academy and Nanjing University of Aeronautics and Astronautics, and about 1,500 graduates each year from the School of Air Management. Qualification training and improvement training are organized by air traffic control departments at all levels and are carried out through follow-up apprenticeships, license evaluation, foreign training, and special seminars. A regulated student usually takes 1 to 2 years of training to formally assume the duty of a regulatory position.

(5) Control methods. Although most of the control areas are equipped with secondary or primary or secondary radars, the control method has not been fundamentally changed. Except for radar control in Beijing terminal area and Shenzhen approach control area, most units still use procedures. Control, or procedural control to reduce the interval under radar surveillance conditions. ^[2]

Regulatory agency

Route traffic control centers , approach control rooms and airport control towers are generally set up.

Air Traffic Control Center : Also called area control. Guide and monitor controlled aircraft as they fly along routes and other parts of the airspace. Each regional control center has a clear geographical area, which is divided into sectors for the geographical area under its jurisdiction. If radar equipment is available, the radar must be able to detect the entire sector and monitor the space between aircraft within the sector. Radiotelephones are used for communication between aircraft crews and controllers. At the boundary point marking the boundary of the control area of the center, the aircraft was handed over to the adjacent air traffic control center or to the approach control room.

Approach control room : Approach control is to control from the border of the airport control tower to a distance of 50-100 kilometers from the airport, receive the aircraft from the air traffic control center, and guide it to one of the airports under its jurisdiction. airport. When providing such guidance, arrange the aircraft in order so that they fly to their destinations evenly and orderly. The area under the control of the approach control room is also divided into sectors to share the workload of the controller. When the aircraft flies towards or away from the airport approximately 10 kilometers, the approach control room "delivers" the arriving aircraft to the airport control tower; or the airport control tower "departs" the departing aircraft to the approach control room. When radar is used for approach control, it is called "TRACON".

Airport control tower : Controls the aircraft taking off and landing on the airfield and in the airspace specified in the airfield area, and provides the crew with information about wind, temperature, air pressure and other meteorological elements and flight-related information and control on the airfield. All aircraft on the ground except the parking area.

The air traffic control center and the approach control room can be located in the air traffic control building of the airport, or they can be built separately outside the airport. Some of the airport control towers are independent buildings, and some are built on the top floor of the air traffic control building. Small airports will generally have approach control tasks and not only approach control rooms within the airport control tower. The airfield control tower should be arranged at a place where it is convenient to watch the take-off and landing of the take-off and landing aircraft, preferably near the middle of the runway, combined with the planning of the terminal area, and obeying the overall planning of the airport.

Air traffic control chinese control facility

In the 1980s, air traffic control facilities were mainly voice communications and radar.

Voice communication The airport communication control tower and the approach control room use VHF transceivers for voice communications. In addition to the VHF transceivers, the air traffic control center is also equipped with short-wave single-sideband transceivers. Airplane calls or announcements over long distances.

Radar and radar station radar The role of the radar is to allow the controller to visually observe and monitor the aircraft's position in the air based on the radar display. Divided by equipment: primary radar and secondary radar; by effective range: short-range radar (about 100 km), medium-range radar (about 200 km) and long-range radar (350 km). Short-range and medium-range radars are generally used in the airfield area, while long-range radars are mostly used in air routes.

The site where the radar station is located should be open, flat, and not flooded, and the elevation of the midpoint of the antenna at an angle above 0.5 ° can directly look around the headroom. The distance of the radar antenna to any building or other object must be greater than 450 meters, and at least 800 meters apart from any electronic equipment. The installation height of the radar antenna is generally selected between 7.5 and 25.5 meters, so as to look around the clearance within 360 °. Where there are many buildings, the radar antenna can be installed on the roof of the tallest building, and the equipment installation of the radar station and its auxiliary rooms are set in the building.

component

In civil aviation, an ATC is not responsible for the entire range of an aircraft. They accomplish their tasks separately.

Release

ATC: Confirm the route. The clearance should include: destination, use of runway, scheduled flight, cruising altitude, departure procedure, transponder code, and sometimes also include: starting altitude, departure frequency, special requirements, etc. After the clearance is granted, the aircraft Begin preparations for take-off, loading passengers, loading, etc. After all are ready, ask for permission to launch.

Ground

ATC: The engine can only be started after the aircraft has been approved for launch, which is called launch driving. After the launch is completed, you must apply for and obtain permission before taxiing.

Ground taxi: Apply to the ground clearance department for a taxi permit. The taxi permit should include the use of a taxiway, the runway number to which the taxi will arrive, and sometimes additional requirements. Tower

ATC: Entering the runway: When taxiing outside the runway, you should wait at the marked waiting position outside the runway. You can only enter the runway after obtaining the clearance to enter the runway. It is strictly forbidden to enter the runway without permission! Sometimes it is said that "waiting on the runway" is to allow entry to the runway, but it is necessary to wait on the runway and not take off. Others said that "entering the runway, ..., can take off runway XX" means that you can take off directly on the runway.

Take-off permission: After the tower controller issues a permission to enter the runway, the aircraft can enter the runway and wait for take-off instructions. After obtaining the take-off permission and reciting the take-off permission (including take-off, correction of sea pressure, control mentioned (except ground Outside the wind) should be recited) can take off off the ground.

When the aircraft leaves the ground, if it is procedural control, it should report that the aircraft has left the ground. If it is radar control, wait for the controller to issue a frequency conversion permit to contact the departure (approach) department.

Approach / departure ATC: After contacting the approach / departure control, follow the instructions given by the controller to ascend or descend to the prescribed height and follow the approach / departure procedure (STAR / SID) given by the controller Departure flight.

Area Control

ATC: After the aircraft leaves the approach control area, it will contact the area control center frequency according to the frequency conversion permission issued by the controller, obey the area control command, and enter the cruise phase.

The aircraft is handed over by the approach control unit or the tower control unit to the area adjustment control unit and informed of the frequency change contact. It should immediately contact the xx area adjustment and report its altitude, position and answering machine code. The area adjustment is issued after confirmation. New instructions, then cruise in accordance with the instructions given by the zone control.

1. When divided into multiple sectors in the same control area, the controller will usually issue "contact the front xxx.x". At this time, although the frequency change is required to contact the next control unit, the call should still keep the original call sign. .

2. Before the aircraft flies over one control area to the next control area, the controller will send out "Contact xx zone tuning, frequency xxx.x". At this time, after reciting with the controller in this area and seeing you again, you should immediately and actively contact the next control. Divide the controllers, report height and position, and report all the answering machine codes.

3. When the aircraft is about to reach a certain distance from the destination airport, the aircraft will be lowered to the prescribed height according to the altitude commanded by the zone, to prepare the aircraft for the approach. Just chant the controller instructions.

The landing process is reversed. (Exit control is changed to entry control. No need to contact release control.)

In addition to the above, there are station, management, general, weather, communications and navigation controllers, and so on.