Hi everyone, I'm new here..I was wondering how does ATC keep track of where a plane under IFR is going i.e. fixes, airways, etc. if all the plane is is a dot with speed and altitude on it. I can't see how the controller knows how to keep track of an airplane he has given vectors to if there are 40-50 others in his sector at the same time. When does he know when do start a planes descent. Is there some way of organizing all of this info and having alerts or messages to the controller when to start all of this?? I imagine there is some way of having a plot for an airplanes course on the controllers screen if he needs it. Thanks!
How does ATC know??
- Thread starter beretta01
- Start date
TFaudree_ERAU
Mashin' dem buttons
This is a DSR data block. DSR is used by enroute centers (Air Route Traffic Control Center). You can see the callsign, the altitude to which the aircraft has been cleared, an up arrow indicating the aircraft is currently climbing, the current altitude, a computer generated ID code (779) and the current ground speed (250). The "blip" is the diamond on the left side of the picture, with the vector line indicating the aircraft is on a southeasterly heading. The /V next to the callsign is not seen on real world scopes, as this picture is taken from the documentation of an online ATC system known as VATSIM and indicates whether or not the pilot flying the aircraft is able to transmit on a voice frequency. If not voice, text is used.
An ARTS (Automated Radar Terminal System) data block is seen in the departure and approach facilities (TRACON) and displays similar data, but lacks information on what altitude to which the aircraft has been cleared as well as the computer code. It is only two lines instead of three, with the current altitude and ground speed being combined on the second line.
The host computer (mainframe for all ATC facilities) receives a flight plan from flight service and generates a computer ID and squawk code for that flight. The pilot calls clearance delivery and receives his route clearance and squawk code and then inputs that squawk code into his transponder. When the ATC radar system receives the squawk code reply from the transponder, it matches up that squawk code to the flight plan in the system and associates the two and displays the appropriate callsign on the controllers scope.
In addition to squawk codes, the host computer distributes a flight strip to each appropriate control facility along the route of flight. When it is printed off at the departure airport, a "strip runner" puts it in a strip holder and places it at the workstation of the first controller that the aircraft will talk to after departure. As the aircraft progresses on its flight, the strip is handed down the line of controllers at that specific facility. It could be just the one departure controller (if it is a relatively slow facility) or quite a few (at busy places like NY, DC, LA, etc). When the aircraft is handed off to another PHYSICAL control facility (such as Tampa TRACON handing off a southerly departure to Miami Center; they're in two separate buildings), the computer assists in this process by printing off a new strip for the other facility, since there is no way to send it other than having someone drive it there.
Thats "knowing who is who" in a nutshell. I'm sure others can add to or correct some things I've said, but it should help you get the idea.
Fox Xray
ATC
If need be we can do a route readout... we have a route key that we can press and it will draw a line of the A/C's route. It's really not used for IFR traffic, I often use it for VFR traffic that is proceeding direct somewhere. I'll enter his flight plan in direct and look at the line to see who's airspace he might hit. If a pilot requests direct somewhere I'm not familiar with I have a few options. I have a range bearing function in my radar scope, I can enter the fix name and get DME and heading to the fix. We also have something new called ERIDS, a drop down flat screen computer that has a massive database of every fix, airport, call sign, etc. in the NAS. I use that from time to time as well.
IFR's a lot different. In the center environment we don't really use strips anymore, we are using URET, a computer based strip system. For IFR traffic the route is verified before I take the handoff. IFR traffic is on a structured route, at the center I only see the routing through my airspace and a fix or two outside of it, nothing else. By the time an IFR flight enters my sector I already know the aircraft's route is good, where they are going, and what, if anything, I have to do with the flight via the LOA's.
Thanks for the help. Another thing...if you are doing an approach(VOR, ILS, GPS, etc.), does the controller have all the plates sitting next to him or can he overlay them on his screen somehow to see the fixes, and the altitudes he should put me at? Just random questions that I'm thinking up here lol..Thanks!
Fox Xray
ATC
No ... everything must be committed to memory. Our scopes show airways, airspace, VOR's etc, but no labels. Everything from frequencies, airways, MEA's, etc... EVERYTHING is from memory. Prior to training you are given a map test... basically a trainee is given a chart and about 2 weeks to study it. Then you are given a piece of blank paper and have to create the entire map from memory, you're allowed only a few mistakes. Fail the test and go home...
Wow! That's a lot to memorize!
On a Chicago TRACON tour they showed us a screen that displayed approaches on a screen above the scope - is that unique to Chicago or something?
mtsu_av8er
Well-Known Member
ATC knows the same way that Downy Ball knows when to release it's fragrant bouquet of fabric-softening goodness.
Fox Xray
ATC
No ... we have a ton of reference material around the sector both in print and in computer form. It's just that when you're plugged in and humping on a busy sector there is no time to look things up, you need to know everything off the top of your head.
There is a lot to learn, more so at the busier facilities. Way back when I got to my center we went to class for a few weeks before being assigned to the control room floor. We had to learn and take tests on the entire center airspace high and low. Those two test meant drawing and labeling every VOR (there were over 150 of them) every Jet and Victor route and labeling them. Then the area of specialty map, that had to be very detailed. Who owned every bit of airspace, every victor and jet route including labeling radial, MEA's, MOCA's, etc. Frequencies, military, everything. We had to take tests on every call sign that went through the center, every airport ID there, places surrounding, and international.
I'll never forget my first day there... I was so psyched that I had made it through OKC where a ton of people did not. They dumped this massive amount of info in front of me and told me I would start being tested in two weeks. If it was socially acceptable I would have openly cried...
Wow. Impressive.
So what's with the Boston Center controller who asked me to hold as published at an intersection, then asked me how the hold was depicted?
I don't blame him though - it was a pretty busy night - BOS had closed because snow removal vehicles were stuck on the runway and everyone had to hold.
So what's with the Boston Center controller who asked me to hold as published at an intersection, then asked me how the hold was depicted?
I don't blame him though - it was a pretty busy night - BOS had closed because snow removal vehicles were stuck on the runway and everyone had to hold.