When FAA air traffic control radar detects aircraft, those aircraft targets ought to be displayed on the air traffic controller's scope who is providing radar service to pilots in that area. That sounds like a reasonable concept, but it isn't always the case. In the USA we have an abundance of radar installations with a considerable amount of overlapping coverage. Yet, how that radar data is utilized and/or processed is far from optimum.
Current methods of processing the voluminous amount of radar data leads to most of that data going unused. This web site's purpose is to bring attention to this fact in an effort to stimulate positive change. I also intend for this web site to eventually serve as a resource in the investigation of midair collisions.
Non-utilization of available radar data can lead to dire consequences. A perfect example of this problem is the fatal accident that occurred on October 21, 1988, when a Piper Arrow wandered off course in the clouds while flying the instrument approach procedure into Frederick, MD. The controller that was responsible for providing service to the pilot lost radar contact with the aircraft early on, yet the target was detected by a different facility's radar till the point of impact. No warning was issued to the pilot, as the controller charged with providing service didn't have access to the radar data. To this day the same conditions exist. [Read the article "Radar Service Terminated" from the July '91 issue of AOPA PILOT, page 18.]
That accident occurred in a single-sensor radar terminal environment. In the multi-sensor radar enroute environment similar conditions exist. The conditions I discovered in 1985, wrote an Unsatisfactory Condition Report about in 1988, and authored a paper and gave a presentation on in 1991, are as valid today as they have been in the past.
It was after a commuter aircraft narrowly missed having a midair collision with an aircraft that was NOT displayed on my scope that I began to question what was taking place in the bowels of the radar data processing computer. That was back in 1985. When I first voiced my concerns, and until I left Cleveland Center in '93, I was repeatedly assured that new computer equipment and updated software, part of the planned system-wide upgrades, would assuredly address these issues. Since 1985, the mainframe computer at Cleveland Center has been replaced not once, but twice (HOST & HOCSR), and the control room has been completely modernized (DSR). Yet, the problems I spoke up about back then still exist today. In fact, these problems exist throughout the entire ATC system by the mere fact that nearly all single-sensor radar systems (i.e. approach controls) are operated in areas where overlapping multi-sensor radar data exists, and multi-sensor radar systems (i.e. ARTCCs), for the most part (and to this very day), utilize radar data from one-and-only-one sensor at any given time or location. This fact has implications beyond displaying aircraft, as all available radar data is essential in supporting search and rescue operations.
Is this data processing requirement much too complex a problem to solve, given the hardware utilized? That question is beyond the scope of this treatise. Nevertheless, I certainly understand the shortcomings that exist when I, as an air traffic controller, do not have access to the radar data that is available and critically important for success in my mission.
It is folly to even begin to consider fusing tomorrow's additional surveillance data (i.e. ADS-B) with today's extensive and overlapping radar data...if complete data processing can't even be accomplished on the radar data that now exists.
I invite you to read my paper which first appeared in the Proceedings of the Sixth International Symposium on Aviation Psychology, Columbus, Ohio, April 30, 1991 (pgs 460-465). It was later reprinted in the Journal of Air Traffic Control, January-March 1992 issue (pgs 29-33). My concerns of yesterday are just as valid today. I also invite you to view my "Real Targets - Unreal Displays" slide show that I just put together. Further down the page I have included links to those items and more.
Understand as you read "Real Targets - Unreal Displays," that I am not a computer software programmer, nor a computer hardware expert, nor a radar technician. I am simply one of the many thousands of air traffic controllers that utilize a radar scope every day in our job. Air traffic controllers perform as an integral part of our air transportation system. We do our best to provide a safe, orderly, and expeditious flow of traffic in our skies. We accomplish this, to the extent provided, with the tools we currently posses. However, as you may ascertain after having read my paper, the very nature in the way ATC radar data is processed leads to less than acceptable consequences.
I call upon the FAA, the software engineers, the bureaucrats, and all concerned, to finally address this problem. Challenge yourselves to bring about a paradigm shift within this seemingly unmovable bureaucracy, and develop a truly integrated aircraft tracking system, one that will utilize ALL the available radar data, ALL the time, and therefore not allow these unsatisfactory conditions to exist. ALSO, UNTIL WE ACHIEVE THAT GOAL, and before an accident focuses an unforgiving light on this subject, LET'S "PATCH" THIS PROBLEM. Such a temporary fix, as suggested in the Recommendations portion of my "Real Targets - Unreal Displays" paper and slide show, could be implemented relatively easily. It would simply involve more extensive use of an existing patch that is currently limited to use for airspace that lies directly over radar sites. Basically, such a fix allows more than one radar's data to be displayed at a time in the low-altitude environment of ARTCC airspace. Center controllers can deal with some extra"clutter" caused by such a fix, especially if that "clutter" is an airplane that would have otherwise not been displayed. It simply isn't worth it to have a completely "clutter free" presentation, if that results in some aircraft becoming invisible on our scopes.
Thank you for taking the time to read and ponder my points. I welcome your feedback and discussion.
Tom Lusch tomlusch@columbus.rr.com*
In aviation we utilize a considerable number of acronyms. If you are unfamiliar with any of these terms, an excellent glossary can be found in the Pilot/Controller Glossary. This is found in the Aeronautical Information Manual. It, and many other references can be found on the FAA's Air Traffic Publications page at http://www.faa.gov/atpubs.
ADS-B (Automatic Dependent Surveillance-Broadcast)
ATCA (Air Traffic Control Association) http://www.atca.org
DSR (Display System Replacement)
FAA Tech Center http://www.tc.faa.gov
HOCSR (Host and Oceanic Computer Replacement System)
International Symposium on Aviation Psychology
[Updated 2007-11-07] Welcome to my web site! My last name is pronounced "Loosh". I first applied to become an air traffic controller in 1976. A couple years later, when the FAA finally got around to offering me a position, I went through the entire pre-employment screening, but was turned down due to my myopia. It was bizarre, as the FAA certified me as able to hold a First Class Medical Certificate (with a Statement of Demonstrated Ability), but they wouldn't hire me with their SODA. I appealed my case thru the Equal Employment Opportunity Commission. On Aug 3, 1981, while my case was working its way thru the bureaucracy, PATCO controllers walked off the job. I reapplied, and went thru the whole process again, this time squinting enough to pass the 20/200 uncorrected distant vision requirement. I was hired in late January '82, and my case was finally decided upon just over 4 weeks later. Follow this link to read the EEOC's decision.
I worked at Cleveland Center (ZOB) for the first 11 years of my career. I currently work at Port Columbus Tower/Tracon. In 1999 & 2000 I was proud to serve as an air traffic controller at EAA's Airventure Oshkosh!
My enjoyment of aviation goes back to my first ride in an airplane with an assistant scoutmaster of Boy Scout Troop 8 of Columbus, Ohio. Thank you Mr. Wilson!. Mr.Wilson also took me on a tour of Port Columbus Tower/Tracon, and from that day on my desire was to become a pilot and air traffic controller. It is from that experience that I am absolutely positive the EAA is on the right track with the Young Eagle Program. I have been proud to assist in the Young Eagle mission. To learn more about the Young Eagle Program here in Columbus, Ohio, check out EAA Chapter 9.
It was in 1974 that I really jumped in to aviation...literally...by jumping out of perfectly good airplanes! Then in 1976 my college roommate introduced me to soaring. I went on to earn my wings in a glider with COSA. I then went on to earn my license in powered aircraft, eventually earning an instrument rating with COFA. To date I've logged just over a thousand hours of flight (however, I've not been actively flying since 2001). I served as AOPA's Airport Support Network representative for CMH from 1998 thru 2005. I have also been a long-standing member of Columbus Flight Watch, and served on its Board of Directors. I also served as an Aviation Safety Counselor with CMH Flight Standards District Office.
I am a member of both ATCA and NATCA. I enjoy my work as an air traffic controller, and within this web medium I'll attempt to share with you my enjoyment of aviation, as well as my concerns about aviation safety. This web site will be a continuing work, as we never do stop learning.
I created an email announcement service for Central Ohio aviators, which I call NOTAM-KCMH. Drop by and check it out. If you're a local aviator or have an interest in aviation, you may wish to subscribe.
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