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Evolution of first come, first served to best capable, best served

机译：“先到先得，先到先得”的演变

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Since the advent of aerial navigation in the United States and through the formation of the FAA in 1958 until the present day, an under-lying principle of airspace management has always been for controllers to issue clearances and optimize traffic flow on a “first come — first served” basis. Regardless of the equipment or the size of the aircraft, air traffic services were afforded in the order a request was received. As the efficiency of the national airspace system (NAS) is stretched to unprecedented levels, airspace capacity is reaching its limits. Equipment that mitigates this capacity shortfall is available — at a cost. Not all aircraft will be able to equip with this high-end automation, which begs the questions: In these instances is ‘first-come, first served’ the most just policy? Is it possible to replace ‘first-come, first served’ with ‘best capable, best served’ without materially affecting how air traffic control services are provided? Is it possible to provide multiple levels of service to aircraft based upon the equipment aboard in an efficient and safe manner? Is it fair to provide additional benefits to those who can afford to equip? This paper will explore each of these questions in turn. Examinations will include the airborne components and ground components and how the evolution from “first-come, first-served” to “best-capable, best-served” can be made to be beneficial to all.
机译：自从美国航空导航的出现并在1958年通过形成FAA之前，直到现在一天，空域管理的不明显原则一直是控制器来解决“第一次来的交通流量”，首先是“基础。无论设备还是飞机的尺寸，都在收到请求的订单中提供了空中交通服务。随着国家空域系统（NAS）的效率被拉伸到前所未有的水平，空域能力达到其极限。减轻这种容量缺口的设备可用 - 以费用为准。并非所有飞机都可以通过这种高端自动化装备，这引出了问题：在这些实例中是“先到来的，首先服务”最常见的政策？是否有可能用“最佳有能力，最佳服务”更换“先到先得”，而不会物质影响提供空中交通管制服务的情况？是否有可能以有效和安全的方式基于设备提供对飞机的多个服务水平？提供给能够装备的人提供额外的福利吗？本文依次探讨这些问题中的每一个。考试将包括空中部件和地面组成部分以及如何从“先到第一服务”到“最能力，最佳的”的进化如何使所有人都有利于所有人。

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