Eric Flint: Grantville Gazette Volume 24

So how will this work? The typical flight would begin with the pilot getting as much information on the weather as he could, then performing his ground checks on his aircraft, starting the aircraft and taking off. Once in the air, the pilot would set course for his destination, and en route make allowances for the drift caused by crosswinds or headwinds slowing them. During the flight, navigation would be checked by using his radio direction finder to get directions or bearings on various beacons and radio stations within the USE.

When a pilot is close to his destination, he would begin to scan the area for the various indicators of where the airstrip is. On a good clear day, the airstrip should put up enough smoke in a column to let them know where it is, or use the flashing lights of the beacon tower or even the run of lights of the VASI. Setting his instrument landing system for the proper frequencies and using the directions given by the ILS, the pilot would bring his airplane in for a successful landing. This all presumes a good weather day. Navigation instrument landing systems will provide really big benefits when the weather gets bad or if the pilot is caught in the air after dark. These instruments and landing navigation aids could make the difference between life and death

Finally, as traffic increases it may become necessary to have some form of air traffic control. In the beginning air traffic control may be limited to tower operators at the individual airports. These tower operators will determine which aircraft has priority in landing. An increase in traffic will eventually bring the need for enroute air traffic control, definition of traffic routes, and all of the modern systems that we have in place in our timeline. However, all this will not come until air-traffic levels are much higher.

While the above information is moderately simplified, it should serve to give you a feeling for the difficulties involved in aerial navigation. The navigational aids described here are those most familiar to small aircraft pilots. As the existing up-time pilots are primarily of small aircraft, that is where we would start.

Of course, one large concern is going to be: who is going to pay for all this? This is a question that will have to be addressed by the local governments and the organizations of pilots themselves. In the early days, a subscription service supported by the pilots themselves is most likely. But as the control becomes more and more complicated, the expense will need to be borne by a larger part of the flying public. But then we are in the area of taxes and that is up to the politicians.

References:

2001 Federal Radionavigation Plan (FRP)-FRS publication has detailed description of ILS and other navigational systems

Thales ATM ILS page-Manufacturer of ILS equipment; includes pictures of antenna systems

Antenna Products-ILS antenna page-Manufacturer of ILS antennas (V-ring and traveling-wave antennas)

History of Aircraft Landing Aids-U. S. Centennial of Flight Commission