Single man operations in ATC
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Single man operations in ATC
LH2 asked :
In a nutshell :
In almost all large ATC centers in Europe there are 2 equally qualified controllers sitting on a busy position ( mainly a radar sector) This is following the ICAO 4 yes principle and is based on years of data, to ensure maximum safety and high capacities ( i.e number of aircraft that can be safely handled though your sector )
Single man operations concept is basically having a single controller in a working position, under certain conditions.
Those conditions are variable : there can be traffic level related ( e.g at night, when the predicted traffic fall below a certain figure ( say 10 a/c an hour) you can remove the second person and one controller is alone, or you have it sector related ( that particular sector will be open from say, 15:00 to 17:00 ) with only one controller per position . You can put a procedure in place where the Supervisor (if he hold a valid licence ) can act as the second man in case traffic raise above what was predicted.
But it can also be structural : you replace the second controller by an Assistant , someone who is not a controller, but that can help with telephone calls, etc..)
This last option is done in places where you have a serious lack of staff and not so complex traffic ( good example is Norway, who does this ) .
This last option is very cheap, as the Assistant is someone off the street that can be trained in a few months , has no licence and does not bear any direct responsibility with regard to traffic, as he/she works under the full responsibility of the controller.
That option is looked with great interest by everyone as it will allow ANSPs to reduce overninght their required ATCOs numbers and be much cheaper on the process , ( less training times , less salaries for the Assistants )
.
Norway I beleive started this concept some 15 years ago. It was followed by many centres , especially during Night ops, while some others, like Zurich used it even during the day , until Ueberlingen came . That stoped it .
Now Ueberlingen is 8,5 years ago ( times flyies isn't it ) and AENA has said would love to re-install the concept with better rules . They call it " monosectores " If they get they way, the concept will definitively be revived elsewhere.
Could you please give a brief description of that single-man operation stuff for non-ATC types like me? Perhaps on a separate thread to avoid cluttering this one up even more.
In almost all large ATC centers in Europe there are 2 equally qualified controllers sitting on a busy position ( mainly a radar sector) This is following the ICAO 4 yes principle and is based on years of data, to ensure maximum safety and high capacities ( i.e number of aircraft that can be safely handled though your sector )
Single man operations concept is basically having a single controller in a working position, under certain conditions.
Those conditions are variable : there can be traffic level related ( e.g at night, when the predicted traffic fall below a certain figure ( say 10 a/c an hour) you can remove the second person and one controller is alone, or you have it sector related ( that particular sector will be open from say, 15:00 to 17:00 ) with only one controller per position . You can put a procedure in place where the Supervisor (if he hold a valid licence ) can act as the second man in case traffic raise above what was predicted.
But it can also be structural : you replace the second controller by an Assistant , someone who is not a controller, but that can help with telephone calls, etc..)
This last option is done in places where you have a serious lack of staff and not so complex traffic ( good example is Norway, who does this ) .
This last option is very cheap, as the Assistant is someone off the street that can be trained in a few months , has no licence and does not bear any direct responsibility with regard to traffic, as he/she works under the full responsibility of the controller.
That option is looked with great interest by everyone as it will allow ANSPs to reduce overninght their required ATCOs numbers and be much cheaper on the process , ( less training times , less salaries for the Assistants )
.
Norway I beleive started this concept some 15 years ago. It was followed by many centres , especially during Night ops, while some others, like Zurich used it even during the day , until Ueberlingen came . That stoped it .
Now Ueberlingen is 8,5 years ago ( times flyies isn't it ) and AENA has said would love to re-install the concept with better rules . They call it " monosectores " If they get they way, the concept will definitively be revived elsewhere.
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And then there are some other ANSPs who only do single person ops (totally ignoring the 4 eyes concept); no planners no assistants... One controller to talk to aircraft and make all the phone calls etc.
But somewhere they have a safety case with all the right boxes ticked to justify it.
But somewhere they have a safety case with all the right boxes ticked to justify it.
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LTMA...
Fairly busy, slightly complex. Once controller per position is standard manning, with loose ATSA support (the ATSA will be covering several positions and has his/her back to the radar screens, and is anything from 4 to 20 feet away).
If it gets busy, coordinator is available, usually on the busy sectors one coordinator for 4 radar positions.
If it gets busy, coordinator is available, usually on the busy sectors one coordinator for 4 radar positions.
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Bren,
I was including the LTMA app guys... one room, one workforce (for now), though the ATSA who services the Thames guys is more like 40 feet away and will be looking after Thames, EGLL, EGKK, EGSS and EGGW ...
I was including the LTMA app guys... one room, one workforce (for now), though the ATSA who services the Thames guys is more like 40 feet away and will be looking after Thames, EGLL, EGKK, EGSS and EGGW ...
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I usually don't trust much the STCA to save my day... not to mention TCAS-RA which is nothing more than an airbag : last and only remaining slice of cheese.
I've sometimes (not often, I admit) asked for a third qualified controller. Just and only to check I've seen everything. Because six eyes may sometimes do better than four...
Controllers anticipate when machines only react.
I've sometimes (not often, I admit) asked for a third qualified controller. Just and only to check I've seen everything. Because six eyes may sometimes do better than four...
Controllers anticipate when machines only react.
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USA
I used to work in Chicago ARTCC where we had a position normally staffed by:
Radar Controller
Coordinator/Supervisor
Tracker
"D" Side
Assistant
It could get crowded around the scope!
In Denver ARTCC right after the PATCO strike we worked mostly one-person sectors. One day I developed laryngitis and lost my voice. Since there were no controllers to take over the sector, I slid over and we plugged in a new assistant controller, a guy with no experience at all. I wrote clearances on a scratch pad and the kid transmitted them to the planes.
Radar Controller
Coordinator/Supervisor
Tracker
"D" Side
Assistant
It could get crowded around the scope!
In Denver ARTCC right after the PATCO strike we worked mostly one-person sectors. One day I developed laryngitis and lost my voice. Since there were no controllers to take over the sector, I slid over and we plugged in a new assistant controller, a guy with no experience at all. I wrote clearances on a scratch pad and the kid transmitted them to the planes.
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I wrote clearances on a scratch pad and the kid transmitted them to the planes.
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Kontrolor,
yes and no : STCA stops either when the conflict is over OR when the machine decides it's too late anyway. That means when the distance between conflicting traffics is already below the minima.
Blockla and Wlatc,
I don't know for USA, but I think now in Europe, as I understand European Control License, the controller must say he's unable to control and the supervisor must find a plan B (find another controller, or implement flow management procedures, or another configuration, or ...).
yes and no : STCA stops either when the conflict is over OR when the machine decides it's too late anyway. That means when the distance between conflicting traffics is already below the minima.
Blockla and Wlatc,
I don't know for USA, but I think now in Europe, as I understand European Control License, the controller must say he's unable to control and the supervisor must find a plan B (find another controller, or implement flow management procedures, or another configuration, or ...).
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Some years back, I was alone on duty, working APP+TWR, early in the morning when I felt a personal physical emergency. Still an hour to go before colleagues arrive.
I changed my control position, turned the radio level up and as the mike's wire was still a bit too short to reach the outside, I eased myself through the alleyway's door.
Can't say if there was someone 30 m below. Don't know if pilots knew about my situation.
I imagine I was not the first nor the last.
This kind of things can happen when there's only one crew on board.
I changed my control position, turned the radio level up and as the mike's wire was still a bit too short to reach the outside, I eased myself through the alleyway's door.
Can't say if there was someone 30 m below. Don't know if pilots knew about my situation.
I imagine I was not the first nor the last.
This kind of things can happen when there's only one crew on board.
On a less humourous note, some years ago there was an ATCO in a tower 'somewhere in southern England' on his own manning TWR/APP after midnight. No traffic expected immediately so he decided to go downstairs for (I think) a cup of coffee. He slipped on the stairs and broke his leg and was only found some time later when an arriving aircraft, unable to make 2-way contact, called the ATCC who called the airport duty officer.
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60068,
Wise beancounters call this "cost-effectiveness".
The controller works and takes a break at the same time (hence 15 minutes late).
Doesn't turn the lights on until you request.
This way, electricity bill will be cheaper, thus incomes will be higher. Next year, overfly taxes will be lower or shareholders will be wealthier.
In the end, controller says "my mistake" because that's his duty to take the responsability...
I'm joking, of course
... (,am I not ?
)
Indeed, obvious single-controller-on-duty symptom.
Wise beancounters call this "cost-effectiveness".
The controller works and takes a break at the same time (hence 15 minutes late).
Doesn't turn the lights on until you request.
This way, electricity bill will be cheaper, thus incomes will be higher. Next year, overfly taxes will be lower or shareholders will be wealthier.
In the end, controller says "my mistake" because that's his duty to take the responsability...
I'm joking, of course
... (,am I not ?)Indeed, obvious single-controller-on-duty symptom.
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single man ops
My airport carry our single man ops to save cash. They also insist on turning lights off to save cash etc. The management are non ATC and their agenda is totally different to the safety culture of ATC. They are more than happy for controllers to stay on consol for 4 hours without another controller in the tower.
As a result whenever managment finish early, I turn the lights and heating up as much as poss to push their budgets. Very sad but I feel better for it.
As a result whenever managment finish early, I turn the lights and heating up as much as poss to push their budgets. Very sad but I feel better for it.
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Kontrolor
As BrATCO states
Having worked in a centre that does the above, it is a dangerous precedent to start trying to separate when there is potential that the TCAS is already going off in the cockpit. I currently work in a completely different centre which gives at least a 2 min warning and is based on radar derived information with at least 9 filters to give the most accurate assessment. This gives the controllers (2) more than enough time to react to alleviate the potential conflict.
BrATCO
I totally agree with your philosophy but the STCA can be an extremely useful extra safety buffer for an ATCO if it is developed to rectify the situation/oversight rather than a reporting device. More tools to help an ATCO especially when operating on a single sector, can only enhance safety. Its better than only 1 set of eyes.
I trust my ability, experience and training to rectify conflicts but it is nice to know that I have a system that will give me the ability to change my actions with plenty of notice. We are, as we all know,fallible and no-one is on their game 24/7 365 days a year and if people think they are, then they are in the wrong job (not aimed at BrATCO just a generalisation )
As BrATCO states
yes and no : STCA stops either when the conflict is over OR when the machine decides it's too late anyway. That means when the distance between conflicting traffics is already below the minima.
BrATCO
I usually don't trust much the STCA to save my day... not to mention TCAS-RA which is nothing more than an airbag : last and only remaining slice of cheese.
I trust my ability, experience and training to rectify conflicts but it is nice to know that I have a system that will give me the ability to change my actions with plenty of notice. We are, as we all know,fallible and no-one is on their game 24/7 365 days a year and if people think they are, then they are in the wrong job (not aimed at BrATCO just a generalisation )
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Euronator,
I don't feel aimed at all : I'm fallible and I never forget it.
I just meant that I don't want to rely ONLY on electronic devices to "correct" me afterwards when a colleague can stop me before I transmit a rotten clearance.
Exemple:
Potential single-manned sector RA sequence :
Controller gives rotten clearance.
Pilot reads back and starts climb. Controller listens to read-back while preparing next clearance.
When traffic leaves level (2 or 300 feet) and/or sufficient vertical speed, STCA triggers.
Controller sees the problem / analyses / provides "immediate" descent clearance
Pilot reads back and anounces "TCAS-descent"
Controller says "Roger", STCA stops.
Controller advises supervisor, looks around, would like someone to take the mike, but there's no-one.
Controller stays on frequency until next break, when he'll have to file papers and papers and papers. He'll have to throw up his breakfast, too. Next time he sleeps for real is in three months.
Shouldn't lose his job. Smallest concern right now.
Potential 2-manned sector RA sequence :
Controller transmits rotten clearance.
While pilot reads back, second controller says : "You sure ?"
Controller says "...(nothing)...", transmits immediate correction.
Pilot reads back correction and thinks about the way he will write that on PPRuNe this evening.
Controller says "Thank you" and goes to next conflict.
Controller will pay both coffees during break. Second controller will accept.
I don't feel aimed at all : I'm fallible and I never forget it.
I just meant that I don't want to rely ONLY on electronic devices to "correct" me afterwards when a colleague can stop me before I transmit a rotten clearance.
Exemple:
Potential single-manned sector RA sequence :
Controller gives rotten clearance.
Pilot reads back and starts climb. Controller listens to read-back while preparing next clearance.
When traffic leaves level (2 or 300 feet) and/or sufficient vertical speed, STCA triggers.
Controller sees the problem / analyses / provides "immediate" descent clearance
Pilot reads back and anounces "TCAS-descent"
Controller says "Roger", STCA stops.
Controller advises supervisor, looks around, would like someone to take the mike, but there's no-one.
Controller stays on frequency until next break, when he'll have to file papers and papers and papers. He'll have to throw up his breakfast, too. Next time he sleeps for real is in three months.
Shouldn't lose his job. Smallest concern right now.
Potential 2-manned sector RA sequence :
Controller transmits rotten clearance.
While pilot reads back, second controller says : "You sure ?"
Controller says "...(nothing)...", transmits immediate correction.
Pilot reads back correction and thinks about the way he will write that on PPRuNe this evening.
Controller says "Thank you" and goes to next conflict.
Controller will pay both coffees during break. Second controller will accept.