Problems in Air Traffic Control and Proposed Solutions Essay -- Aviati

Problems in Air Traffic Control and Proposed Solutions In northern California this summer, the Federal Aviation Administration (FAA) unintentionally performed it's first operational test of "free flight"; aviation without direct air traffic control. This was an unintentional experiment because it was a result of a total shut-down of the Oakland Air Route Traffic Control Center (ARTCC). Although Oakland is only the 16th busiest ARTCC, it's responsible for the largest block of airspace of any ATC facility; 18 million square miles. Oakland directs all upper-level flight from San Luis Obispo, California to the California/Oregon boarder, including most Pacific oceanic routes. The failure happened at 7:13 a.m. local time during the morning "departure push". Controllers estimated there were 60-80 aircraft under their control when the power died. All radar screens went dark and all radios went silent. It took 45 minutes to restore radios and bring up a backup radar system. It was more than an hour before the main radar presentations came on line. One controller described the sudden quiet in the control suite as "the loudest silence I've ever heard" (UPI , 1995). He went on to say there was "panic on everybody's face" as they realized they had been rendered deaf, dumb, and blind by this catastrophic equipment failure. It took a few minutes for controllers to realize the shut-down had affected the entire facility. There was no book procedure to cover this emergency scenario, so most controllers improvised. Controllers in adjourning Los Angeles, Salt Lake, and Seattle ARTCCs and various Terminal Radar Approach Controls (TRACON; the level of radar coverage below upper-level ARTCC radar) were asked to take control over all airspace within their radar coverage, and divert aircraft under their control inbound to Northern California. Control towers in San Francisco, Oakland, San Jose, Sacramento, and other airports in the area were instructed to hold all IFR departures on the ground. The most difficult problem was getting notification to the airborne flight crews. In one case, controller Mike Seko said, "We had Napa tower telling high altitude aircraft Oakland Center had lost everything, and to switch to emergency frequencies" (Seko, UPI, 1995). But most airborne aircraft on Oakland Center frequencies were in a state of "l... ...ly privatize it, another to rework it from within, and a few other variations of those. Legislators have their own reasons to support certain bills; is our safety one of them? The Federal Times editorial sums up an everyday controllers concern. He's the one working with that aged computer equipment, he's the one working the unnecessarily long shifts, he's the one scared every day his screen will go dark during the morning rush hour. I would be inclined to listen very closely to his concerns and follow his recommendations towards a solution. The FAA's Quality statement declares the agency as an organization dedicated to "eliminating barriers, improving communication, providing additional opportunities for training, and constantly encouraging all personnel to seek ways to improve". The FAA is proud of its Quality activities because they "foster such initiatives as continuous improvement of work processes, empowerment of employees, partnering of labor and management, and re- engineering". (World Wide Web FAA Home-page, 1995) These are very lofty goals that always require improvement. But will disaster strike before their processes gets us a new ATC system?