![]() ![]() ![]() In the 1940s, ATC centres could and did take advantage of the newly developed radar and improved radio communication brought about by the Second World War, but the system remained rudimentary. The first region to have something approximating today’s ATC was New York City, with other major metropolitan areas following soon after. However, this purely visual system was useless in bad weather, and, by the 1930s, radio communication was coming into use for ATC. As early as the 1920s, the earliest air traffic controllers manually guided aircraft in the vicinity of the airports, using lights and flags, while beacons and flashing lights were placed along cross-country routes to establish the earliest airways. ![]() Rudimentary air traffic control (ATC) existed well before the Grand Canyon disaster. The resulting structure of air traffic control has greatly increased the safety of flight in the United States, and similar air traffic control procedures are also in place over much of the rest of the world. The candidate solution is expected to increase of controller productivity owing to a better balance of the demand and increase flight efficiency by removing the sectors entry/exit conditions.An accident that occurred in the skies over the Grand Canyon in 1956 resulted in the establishment of the Federal Aviation Administration (FAA) to regulate and oversee the operation of aircraft in the skies over the United States, which were becoming quite congested. Furthermore, these tools can help to allocate conflicts to controllers. In the event of a conflict for example, it is important to determine which controller is responsible for its resolution. Advanced conflict detection and resolution tools are required which may have multiple functions. The flight-centric candidate solution requires new tools relating to traffic allocation. The research includes validating procedures for conflict detection and resolution exploring different team set-ups and traffic allocation strategies defining tools and procedures for demand and capacity balancing and quantifying expected benefits. The candidate solution relies on the support of wide area communication over VHF in case the flight-centric area extends over approximately 200 NM, recognising that today the VHF radio coverage area is approximately 200 NM. This means that other controllers may also be working in the same airspace managing a certain number of different aircraft. Instead, he/she is now responsible for a certain number of aircraft throughout their flight segment within a given airspace. With flight-centric ATC, the controller is no longer in charge of managing the entire traffic within a given sector. SESAR researchers are validating the candidate solution in en-route environments where specific flights are assigned to controllers, who, unconstrained by geographical location or sector, are in charge of guiding each of these flights through a large airspace. Changing this to a flight-centric structure without reference to geographical sectors opens up the opportunity to distribute the traffic more evenly, and to avoid lost productivity in under-loaded sectors. European airspace is divided into flight information regions, which are subdivided into sectors to provide safe separation services for aircraft travelling through the airspace. ![]()
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