Why do OSL controllers do such a g**f****d*** sh**a** lousy job at moving traffic, while their cousins in cph are first class and hyper efficient?
- Work Situation:
Budget cuts in Avinor (the norwegian ATS provider), where the ATC-Center in Oslo is in the progress of beeing shut down and moved to the west coast of norway. This has of course an noticable effect on human factors in the environment.
- Staff shortage:
Lack of personell generates flow from time to time, and Avinor is planning to cut even further. This kind gift of appreciation to all the extra hours and effort the controllers has sacrifised over the years is packed with uncertainty and frustration.
- Approach Manager:
Lack of a simple computer, which have been promised us from 1996. The calculation-tasks of an automated manager is instead delegated to the APP-Planner, which normally is open only 3hrs a day. (due to staff shortage..)
- SID/STAR system:
We are still waiting to get our new and more efficient system implemented, but this requires the Approach Manager.
- Workload:
As mentioned, we have TMA-sectors considered at traffic peaks to be at severe overload with mixed ARR/DEP conflicts. Naturally this could downgrade the qualitylevel of the service provided to our customers on behalf of the safety. A departure-workstation would be a great relief, but then again, this requires of course the new traffic-system.
- Final spaceing:
As opposed to other places, 3NM is the minimum spaceing delivered from Director to Tower at touchdown at OSL. Normally this should be at 4NM final. This complicates the speed-control timing. And for many reasons we often need to operate with different day to day spaceings. Btw., have anyone seen any high-speed rwy-exit's at OSL?
- Speed Restrictions:
In our Charlie-airspace we have 250kts below FL100, even for departures. Some people think that this will make the noise dissapear form the sensitive areas more quickly, and all the TCAS-encounters does not even count in this matter. In stead, it has actually been proposed to extended the vertikal separation in these areas to 2000FT.
- Snow and fog:
I sincerly belive that we have more of that white powder and other freezing stuff than for example at CPH. Naturally this effects the traffic-flow capacity during 6 months of the year. And when the whole long rock is naked, a tiny little dot is likely to be covering just the premises of the landing-strips.
- Radar equipment:
We actually had to close the airport this winter du to failure on one of the Surface Movement Radar channels during LVP. Also the TMA-radars have been unstable in periods, which then requires extended separation.
- NAP:
No, controllers dont't make the stupid rules, and it's almost like we need to take an effort to bend them, just to keep all the fuzz on a bearable level.
Well that's some of the bugs we hava at OSL. I'll guess some
here is also most likely unaware of the fact that
OSL in four of the last succsessive five years, still is on top of AEA'a statistics of punctuality.
With regards from an oslo-approach controller.