What are the components of air traffic control?
Air traffic control includes four parts: area control, approach control, tower control and air traffic report service. Area control also includes high-altitude area control and low-altitude area control. In some areas, these two functions are undertaken by the same department. In areas with low air traffic flow, approach control and tower control are integrated.
Current situation of air traffic control in China.
(1) air traffic control system. As far as the whole country is concerned, the 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 naval aviation, and civil and foreign flights are commanded by civil aviation. Because this system has some limitations, it is currently undergoing reform. As far as civil aviation is concerned, the air traffic control system implements a "hierarchical management" system, that is, air traffic control departments at all levels are subordinate to the General Administration of Civil Aviation, regional administrations, provincial (city, district) bureaus and terminal buildings. The Air Traffic Control Bureau of the General Administration of Civil Aviation shall exercise business leadership over the air traffic control system of civil aviation, and the rest of the work, including personnel, finance, administrative management and capital construction, shall be undertaken by regional administrations, provincial (city, district) bureaus and terminals.
(2) airspace management. China has nine flight information regions, namely, Beijing, Shanghai, Guangzhou, Wuhan, Lanzhou, Shenyang, Kunming, Urumqi and Taipei. There are 28 height control zones over the mainland, including 4 in Northeast China, 3 in North China, 6 in East China, 8 in Central South China, 4 in Southwest China, 2 in Northwest China, and Xinjiang 1. 37 low-altitude control zones; Most civil airports (including military-civilian airports) have set up tower control areas.
(3) Air traffic control facilities. After continuous construction, a relatively perfect communication, navigation, information and meteorological support system has basically been formed. In terms of communication guarantee, most civil airports in China have deployed 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 communication are equipped with VHF relay stations, achieving VHF air-to-air communication coverage of more than 7,000 meters in East China. In terms of navigation support, most civil airports are equipped with instrument landing systems, omni-directional beacons and rangefinders, and most high-altitude and low-altitude control areas are equipped with secondary or primary and secondary radars, basically reaching the radar coverage of more than 7,000 meters in East China. In the aspect of navigation information support, the automation system of navigation information is under construction, and the production technology of navigation notice and navigation data is obviously improved. In terms of meteorological support, airports are equipped with meteorological observation and forecast equipment, and some airports are equipped with meteorological radar, automatic observation system and satellite cloud image receiving equipment, which provide necessary meteorological data for flight in time.
(4) personnel quality. At present, there are about 12000 people in the civil aviation air traffic control system, including about 3000 controllers. Some people have received higher education, while others have received secondary professional education. In particular, the training of controllers has always been attached great importance at all levels. There are colleges and universities specializing in training controllers, a relatively complete training program for controllers, good modern teaching facilities and a strict evaluation system for controllers. The training plan for controllers is divided into three steps, namely formative training, qualification training and improvement training. Training and training are mainly provided by Civil Aviation Institute of China, Civil Aviation Flight Academy and Nanjing University of Aeronautics and Astronautics, with about 200 graduates each year. Qualification training and improvement training are organized by air traffic control departments at all levels in the form of probation, license examination, overseas training and special seminars. Generally, a control student has to go through 1-2 years of training before he can formally assume the responsibilities of the control post.
(5) control method. At present, although most control areas are equipped with secondary or primary secondary radars, the control mode has not been fundamentally changed. Except for radar control in Beijing terminal area and Shenzhen approach control area, most units still adopt program control or program control to reduce the interval under radar monitoring.
Prospect of air traffic control in China.
1) efforts should be made to rationalize the air traffic control system. The current air traffic control system in China was formed in 1950s and 1960s, when civil aviation was still underdeveloped. Today, with the rapid increase of civil aircraft and flights, the air traffic control system that still continues in the past is obviously not suitable. From 65438 to 0993, the State Council and the Central Military Commission determined the development direction of China's air traffic control system and put forward the goal of implementing the air traffic control system reform in three steps. The first step is to hand over the Beijing-Guangzhou-Shenzhen Airlines Road to the civil aviation control pilot. This step has been implemented since 1 April, 9941day. The second step is to hand over the national air route to civil aviation control and command, and form an air traffic control system under the unified leadership of the National Air Traffic Control Committee, in which civil aviation and military aviation provide internal and external control services respectively, thus realizing "one airspace and one control and command". On June 30th, 1996, the Beijing-Shanghai and Shanghai-Guangzhou routes were handed over to the civil aviation control command, marking the official start of the second step of air traffic control system reform. Third, in the long run, China's air traffic control system should follow the practice of advanced countries in the world and adopt the mode of unified national control. Such reform ideas and practices are undoubtedly correct. The problem now is to intensify the reform and realize the second and third reform goals as soon as possible. As far as civil aviation is concerned, the air traffic control system has not been straightened out, and the current hierarchical management mode is not conducive to the formation of centralized and unified air traffic control command, nor to the system supporting the construction of air traffic control facilities. Referring to the international common practice, study and establish an air traffic control system with unified management and centralized command.
(2) Actively promote the reform of airspace management. At present, China's airspace management methods are relatively backward and need to be improved. As an important national resource, airspace should be used safely, orderly and efficiently. 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 zones are completely consistent, but in China, the division of control zones is linked to the organizational scope of civil aviation and administrative regions, and military and civil aviation and troops, which artificially causes the contradiction of inconsistent division of control zones. Overall consideration of national airspace resources, scientific and unified division of control zones, as far as possible to achieve the consistency of military and civil aviation control zones. This is an effective way to improve the utilization rate of airspace and facilitate the coordination of military and civil aviation. The second is to further reform the flight altitude. Under the leadership of the National Air Traffic Management Committee, the first step of the reform of the allocation method of flight altitude layers in China's air routes has been completed, that is, the allocation method of flight altitude layers below 6000 meters (inclusive) is in line with international standards; The flying height is reduced from 6000m (exclusive) to12000m (inclusive) and from1000m to 600m. In the next step of reform, according to international standards, the flight altitude below 9000m is 300m, and the flight altitude from 9000m (excluding) to12000m (including) is 600m. This can further increase the air flow of the air route (route). Third, the route (route) structure should be reformed reasonably. China's route structure is gradually developed with the needs of civil air transport, and its trend is limited by the training airspace of military airports, with many turns and uneconomical flight. In recent years, the inbound and outbound routes in busy areas such as Beijing, Guangzhou and Shanghai have been adjusted and optimized, and good safety and economic benefits have been achieved. Planning and modifying air routes (routes) should focus on national economic benefits, implement overall planning, and shorten the voyage between cities as much as possible. In addition, it is necessary to be flexible in airspace management. When there is no activity in the training airspace of military airports, civil aircraft are allowed to use it to improve airspace utilization.
(3) Continuously improve the air traffic control infrastructure. First of all, we should strengthen the construction of air route control centers, focusing on the construction of three control centers in Beijing, Shanghai and Guangzhou. Earnestly learn from the experience and lessons of advanced countries in building large-scale control centers, resolutely abandon the wrong practice of fragmented management, and adopt unified system architecture, unified technical standards, unified equipment models and unified construction modes to lay a solid foundation for future system-wide networking. Second, continue to do a good job in radar coverage and networking. On the basis of the Eighth Five-Year Plan, some secondary radars were added to the main air routes of Harbin-Shenyang -Xi- Chengdu-eastern Kunming to make up for the blind spots and achieve multiple coverage of important areas and key cities. At the same time, the related radars are networked with the control center as a unit, thus creating conditions for the radar information networking and radar control of the whole system. Third, strengthen communication network construction, improve existing long-distance private lines, build ground communication lines such as optical cables, open special communication networks using C-band satellites, expand existing satellite ground stations, and build new KU-band satellite networks, so that the transfer of civil aviation control and information transmission can be based on fast and reliable communication. Fourth, we should start to build a flight flow management system, and establish a main control center and several sub-control centers. The main control center is located in the Air Traffic Control Bureau of the Civil Aviation Administration of China, and the sub-control centers are located in the air route control centers. It is used to effectively manage the national civil aviation flights in advance, relieve the air traffic congestion on some routes and in some time periods in time, and make the aviation flights always in an orderly and appropriate state.
(4) Develop a new navigation system in a planned way. The development of new navigation system is a major change in air traffic control system. The scheme of the new navigation system has been approved by the 10th ICAO Navigation Conference, and 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 launched GPS and GLONASS global satellite systems respectively, which made it possible to develop and popularize new navigation systems. The development plan of the new navigation system of China air traffic control system is divided into three steps. First, before the year 2000, new navigation system routes will be built in the western region of China, focusing on new navigation system experiments, so as to provide test services for accumulating experience; Secondly, before 20 10, the standards and operating rules of the new navigation system should be formulated and improved, and the existing aircraft should be transformed, and the subsystems of the new navigation system should be gradually built to coexist with the existing system and serve as auxiliary facilities of the existing system. Third, after 20 10, we will comprehensively develop and popularize the new navigation system, fundamentally reform the existing system, and gradually integrate with the international community. Create conditions for the shortcut flight and free flight that aviation departments and enterprises expect.