ATC feeling sleepy?
Join Date: Jan 2004
Location: The land down-under
Posts: 127
Likes: 0
Received 0 Likes
on
0 Posts
ATC feeling sleepy?
Fatigue fear for air traffic controllers: staff want changes to improve safety at Australia's airports | The Australian
Fatigue fear for air traffic controllers: staff want changes to improve safety at Australia's airports
Steve Creedy, Aviation writer
From: The Australian
April 29, 2011 12:00AM
AIR Services Australia has been urged to review its roster arrangements and night operations amid claims air traffic controllers have fallen asleep on the job.
The air traffic controllers' union, Civil Air, has warned that Australian air traffic controllers work alone at night in many locations without adequate breaks in a situation similar to those which have caused a furore in the US. It wants Australia to follow the US and ban single-person night operations.
Civil Air president Robert Mason said the combination of single-person operation, inadequate break provisions and understaffing was contributing to controller fatigue.
Mr Mason said even in major centres there were groups where only one traffic controller was responsible for "whole swags of airspace" without an available replacement.
He said there had been instances where controllers had dozed off and had to be nudged awake by colleagues. The situation was worse in smaller centres such as Perth, Cairns and Adelaide where single operators could be alone in one building.
"We've had a couple of instances over the past couple of years where someone has fallen asleep during the night and been unable to be roused by phone calls or normal intercom calls," he said.
The issue has generated a fiery debate in the US where a string of highly-publicised incidents involving sleeping controllers has claimed the scalp of the head of the Federal Aviation Administration's Air Traffic Organisation, Hank Krakowski.
The incidents led the FAA to ban single-controller overnight shifts but it has remained under fire for failing to previously address fatigue issues.
The termination of at least three controllers has also fuelled an angry debate between the FAA and the US air traffic controllers' union amid calls by the US safety watchdog, the National Transportation Safety Board, for updated fatigue rules.
Although against the decisions to sack controllers, Mr Mason applauded the FAA move to ban single-person overnight operations and said Airservices had been heading in the same direction but the move was wound back because of staff shortages.
He said Airservices had a fatigue risk-management system based on research done by the University of South Australia.
"That is in the process of being revamped at the moment and that certainly talks about the individual opportunity for sleep and designing rosters that should provide opportunity for people to sleep," he said. "But it doesn't measure real fatigue with all the variation patterns in the real world.
"For instance, I could have done the morning shift this morning and be back on the night shift tonight and the risk modelling would say I had 10 hours in which I could sleep across that period. Of course, the reality is that you may not sleep at all just because of what the real world is like -- kids screaming, someone digging up the road outside your house, those sorts of things."
The Civil Air official said short-comings in the fatigue risk-management system were compounded by the ongoing staff shortages and the pressure to keep airspace open.
"We've seen airspace closure in a couple of instances recently to the north of Sydney. They are simply unable to provide staffing," he said. But Airservices said it was unaware of any instances of sleeping controllers and it had in place a robust fatigue management system that ensured controllers were rostered for duty in a way that minimised fatigue.
It said this included a 10-hour break between shifts that was already in excess of recently extended nine-hour breaks in the US.
Spokesman Rob Walker said the Australian system was different and far more rigorous in terms of how it managed work flow and preparedness for work.
Even the systems the FAA was introducing now to counter its sleeping controller problem was not as robust as the current Australian system. "Airservices is confident that we have appropriate mechanisms in place to ensure that controllers are given opportunity for appropriate rest breaks while on shift and between shifts," Mr Walker said.
Mr Walker confirmed that tower and terminal control unit facilities at Cairns, Perth and Adelaide were staffed by single controllers during night-time operations but said staff in these facilities talked regularly to other Airservices staff located either in the same building or other Airservices facilities, as well as individual aircraft in flight.
Steve Creedy, Aviation writer
From: The Australian
April 29, 2011 12:00AM
AIR Services Australia has been urged to review its roster arrangements and night operations amid claims air traffic controllers have fallen asleep on the job.
The air traffic controllers' union, Civil Air, has warned that Australian air traffic controllers work alone at night in many locations without adequate breaks in a situation similar to those which have caused a furore in the US. It wants Australia to follow the US and ban single-person night operations.
Civil Air president Robert Mason said the combination of single-person operation, inadequate break provisions and understaffing was contributing to controller fatigue.
Mr Mason said even in major centres there were groups where only one traffic controller was responsible for "whole swags of airspace" without an available replacement.
He said there had been instances where controllers had dozed off and had to be nudged awake by colleagues. The situation was worse in smaller centres such as Perth, Cairns and Adelaide where single operators could be alone in one building.
"We've had a couple of instances over the past couple of years where someone has fallen asleep during the night and been unable to be roused by phone calls or normal intercom calls," he said.
The issue has generated a fiery debate in the US where a string of highly-publicised incidents involving sleeping controllers has claimed the scalp of the head of the Federal Aviation Administration's Air Traffic Organisation, Hank Krakowski.
The incidents led the FAA to ban single-controller overnight shifts but it has remained under fire for failing to previously address fatigue issues.
The termination of at least three controllers has also fuelled an angry debate between the FAA and the US air traffic controllers' union amid calls by the US safety watchdog, the National Transportation Safety Board, for updated fatigue rules.
Although against the decisions to sack controllers, Mr Mason applauded the FAA move to ban single-person overnight operations and said Airservices had been heading in the same direction but the move was wound back because of staff shortages.
He said Airservices had a fatigue risk-management system based on research done by the University of South Australia.
"That is in the process of being revamped at the moment and that certainly talks about the individual opportunity for sleep and designing rosters that should provide opportunity for people to sleep," he said. "But it doesn't measure real fatigue with all the variation patterns in the real world.
"For instance, I could have done the morning shift this morning and be back on the night shift tonight and the risk modelling would say I had 10 hours in which I could sleep across that period. Of course, the reality is that you may not sleep at all just because of what the real world is like -- kids screaming, someone digging up the road outside your house, those sorts of things."
The Civil Air official said short-comings in the fatigue risk-management system were compounded by the ongoing staff shortages and the pressure to keep airspace open.
"We've seen airspace closure in a couple of instances recently to the north of Sydney. They are simply unable to provide staffing," he said. But Airservices said it was unaware of any instances of sleeping controllers and it had in place a robust fatigue management system that ensured controllers were rostered for duty in a way that minimised fatigue.
It said this included a 10-hour break between shifts that was already in excess of recently extended nine-hour breaks in the US.
Spokesman Rob Walker said the Australian system was different and far more rigorous in terms of how it managed work flow and preparedness for work.
Even the systems the FAA was introducing now to counter its sleeping controller problem was not as robust as the current Australian system. "Airservices is confident that we have appropriate mechanisms in place to ensure that controllers are given opportunity for appropriate rest breaks while on shift and between shifts," Mr Walker said.
Mr Walker confirmed that tower and terminal control unit facilities at Cairns, Perth and Adelaide were staffed by single controllers during night-time operations but said staff in these facilities talked regularly to other Airservices staff located either in the same building or other Airservices facilities, as well as individual aircraft in flight.
Join Date: Jun 2010
Location: Orstraylia
Age: 60
Posts: 26
Likes: 0
Received 0 Likes
on
0 Posts
"Airservices is confident that we have appropriate mechanisms in place to ensure that controllers are given opportunity for appropriate rest breaks while on shift and between shifts," Mr Walker said.
I recall watching a video produced by the University of South Australia many years ago. They calculated that a night without sleep left one with the reactions the equivalent of a blood alcohol reading of .05%. From memory the "guinea pigs" were in their teens or early 20`s. After many years of shiftwork i can tell you my reactions at 5 a.m. are veeeeery sloooww.
The current calculations performed to assess fatigue take no account of age. The numbers are occasionally manipulated by standing you down early from a shift if you`re returning for a night shift. As little as 5 minutes from the end of your shift can see you drop below a trigger level and "hey presto" good to go for the night shift.
Join Date: May 2002
Location: australia
Posts: 606
Likes: 0
Received 0 Likes
on
0 Posts
But Airservices said it was unaware of any instances of sleeping controllers and it had in place a robust fatigue management system that ensured controllers were rostered for duty in a way that minimised fatigue.
It said this included a 10-hour break between shifts that was already in excess of recently extended nine-hour breaks in the US.
It said this included a 10-hour break between shifts that was already in excess of recently extended nine-hour breaks in the US.
ASA are 'unaware of sleeping controllers' and will continue to be unaware until forced to admit it.
10 hours is in excess of nine hours (controllers are hired for spatial/time awareness and so must spokespersons), in Australia controllers can return for duty after 8 hours and overtime rates are paid. In actuality controllers can continue to seperate aircraft with your loved ones after any break period and get penalty rates as long as the controller who is offered the 'money' or other inducement considers themselves fit for duty. This is an ASA example of a robust system. Work 8 hours, have a 4 hour break and work unassisted for 6 hours. Don't worry a 'robust' system will protect your family and friends.
If we throw enough money at a controller, can they reasonably assess their fitness for duty and continue working? A theme that keeps coming through in all fatigue studies is that the fatigued person is the last person to realise that they are affected by fatigue. Alot like alcohol and its effects.
There are ASA managers on bonuses who will lose money if the airspace goes TIBA/TRA. They won't be happy if this happens, does the controller want/need them to be unhappy and make their immediate managers life miserable? If they make your 'contract based managers tenure' uncomfortable, may they re-assess your next advancement? Does the 2 year controller want this to happen? Is this robust?
From the Oxford Dictionary, robust in this instance means vigorous, sensible and straightforward. I understand that at some airlines that when your FAID score reaches a certain level that you are considered not 'fit for duty' there are no inducements or threats, you don't take the responsibilty of looking after other peoples lives, your companies robust Fatigue Risk Management Sysytem kicks in. This seems sensible and straightforward to me.
Join Date: Mar 2007
Location: Australia
Posts: 6
Likes: 0
Received 0 Likes
on
0 Posts
Mr Walker confirmed that tower and terminal control unit facilities at Cairns, Perth and Adelaide were staffed by single controllers during night-time operations but said staff in these facilities talked regularly to other Airservices staff located either in the same building or other Airservices facilities, as well as individual aircraft in flight.
As long as they are talking to other controllers, they must be awake and therefore can't possibly be fatigued...
I didn't realise that coord was able to be used that way.
Join Date: May 2002
Location: australia
Posts: 606
Likes: 0
Received 0 Likes
on
0 Posts
In relation to my above. The people in ASA who are responsible for the Fatigue Risk Management System (FRMS) have developed, alongside outside consultants, a reasonably decent system if it is followed properly.
The clincher in this whole system is that the controller (like the pilot) is given the responsibility as the final arbiter of their fitness for duty. This is seen as the linchpin of the FRMS and the reason the last hole in the Swiss cheese will not line up i.e. any inherent failings in the FRMS will always be saved because the individual will be able to assess their fitness for duty without fear or favour. The problem here is that the individual may already be fatigued, may be offered financial inducements, may be worried about being denied advancement,etc is exactly NOT the person you want forced to make the fitness for duty call. Unless they are guaranteed that nothing will come back on them for making that call.
CASA have advised that in regards to the above that they are monitoring the situation closely and would like to know when regulations are broken. This is all very nice, but CASA refuse to regulate your ATCs work hours. Thus absolving themselves from investigating any breaches of regulations.
Yes Minister anyone????????
The clincher in this whole system is that the controller (like the pilot) is given the responsibility as the final arbiter of their fitness for duty. This is seen as the linchpin of the FRMS and the reason the last hole in the Swiss cheese will not line up i.e. any inherent failings in the FRMS will always be saved because the individual will be able to assess their fitness for duty without fear or favour. The problem here is that the individual may already be fatigued, may be offered financial inducements, may be worried about being denied advancement,etc is exactly NOT the person you want forced to make the fitness for duty call. Unless they are guaranteed that nothing will come back on them for making that call.
CASA have advised that in regards to the above that they are monitoring the situation closely and would like to know when regulations are broken. This is all very nice, but CASA refuse to regulate your ATCs work hours. Thus absolving themselves from investigating any breaches of regulations.
Yes Minister anyone????????
Join Date: Jul 2002
Location: Australia
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
Is this tantamount to conspiracy?
Calling all lawyers.
Roger Sir says: "The numbers are occasionally manipulated by standing you down early from a shift if you`re returning for a night shift. As little as 5 minutes from the end of your shift can see you drop below a trigger level and "hey presto" good to go for the night shift."
This seems to be manipulation of the FRMS to achieve a result significantly different to the purpose of the system. If, indeed, it is being done to endure airspace is kept open and consequently, bonuses are protected, then to this layperson it sounds a lot like conspiracy to defraud the taxpayer. Of course, I didn't go to university and I didn't study law, so maybe common sense doesn't apply to this.
Roger Sir says: "The numbers are occasionally manipulated by standing you down early from a shift if you`re returning for a night shift. As little as 5 minutes from the end of your shift can see you drop below a trigger level and "hey presto" good to go for the night shift."
This seems to be manipulation of the FRMS to achieve a result significantly different to the purpose of the system. If, indeed, it is being done to endure airspace is kept open and consequently, bonuses are protected, then to this layperson it sounds a lot like conspiracy to defraud the taxpayer. Of course, I didn't go to university and I didn't study law, so maybe common sense doesn't apply to this.
Join Date: Aug 2007
Location: Running up that hill
Posts: 308
Likes: 0
Received 0 Likes
on
0 Posts
The clincher in this whole system is that the controller (like the pilot) is given the responsibility as the final arbiter of their fitness for duty. This is seen as the linchpin of the FRMS and the reason the last hole in the Swiss cheese will not line up i.e. any inherent failings in the FRMS will always be saved because the individual will be able to assess their fitness for duty without fear or favour.
.
...robust fatigue management system that ensured controllers were rostered for duty in a way that minimised fatigue.
Whatever happened to the para in AOI's which said something like.........
'Staff shall report for duty only if they are medically fit and in a condition to do so'....or words to that effect..??
Is it not an 'offence' to report for duty if medically or otherwise unfit...??
Cheers
'Staff shall report for duty only if they are medically fit and in a condition to do so'....or words to that effect..??
Is it not an 'offence' to report for duty if medically or otherwise unfit...??
Cheers
Join Date: Aug 2007
Location: Running up that hill
Posts: 308
Likes: 0
Received 0 Likes
on
0 Posts
Ex FSO GRIFFO - very much so, the only credible fatigue management we have is "sick leave as required". However, if you do say NO
- your colleges may have to work the same traffic/airspace short handed and without breaks (airspace will not be closed, by ASA policy)
- you may be required to explain why you were fatigued to an internal kangaroo court (it cannot be because of rostering because ASA has a robust fatigue management policy)
- your line manager in his/her annual review may decide you won't be getting your pay increment
- your next level up manager may decide you can't be released to take up the position you won elsewhere in the foreseeable future
- you may be deemed to be taking too much sick leave, and be required to obtain doctors certificates for ALL sick leave
On the other hand, if you are already on the top pay band, aren't chasing promotion/transfer and haven't needed much sick leave, its a LOT easier
- your colleges may have to work the same traffic/airspace short handed and without breaks (airspace will not be closed, by ASA policy)
- you may be required to explain why you were fatigued to an internal kangaroo court (it cannot be because of rostering because ASA has a robust fatigue management policy)
- your line manager in his/her annual review may decide you won't be getting your pay increment
- your next level up manager may decide you can't be released to take up the position you won elsewhere in the foreseeable future
- you may be deemed to be taking too much sick leave, and be required to obtain doctors certificates for ALL sick leave
On the other hand, if you are already on the top pay band, aren't chasing promotion/transfer and haven't needed much sick leave, its a LOT easier
Join Date: May 2002
Location: australia
Posts: 606
Likes: 0
Received 0 Likes
on
0 Posts
Whatever happened to the para in AOI's
What happened to the days when no-one questioned the Captains decision to carry extra fuel?
Join Date: May 2002
Location: australia
Posts: 606
Likes: 0
Received 0 Likes
on
0 Posts
Griffo,
You might be under the misapprehension that the super experienced SAAC/STAC is still in the room and considers themselves responsible for whatever happens in their FIR.
That if an ATC says I am not right to continue, I have had an incident and need to be stood down, I am ringing up not fit for duty, etc that the SAAC/STAC/ Centre Co-ord considers and also takes responsibility for that decision. If the SAAC/STAC considered that the controller was in the right they would back them.
Those days are gone. Woe betide any Mondays Expert who tried to intimidate those Supervisors. Woe betide any controller who tried to BS those Supervisors. They understood that sometimes people needed a mental health day, and also the that the controller is the final arbiter of their own fitness for duty.
It is now a sham.
You might be under the misapprehension that the super experienced SAAC/STAC is still in the room and considers themselves responsible for whatever happens in their FIR.
That if an ATC says I am not right to continue, I have had an incident and need to be stood down, I am ringing up not fit for duty, etc that the SAAC/STAC/ Centre Co-ord considers and also takes responsibility for that decision. If the SAAC/STAC considered that the controller was in the right they would back them.
Those days are gone. Woe betide any Mondays Expert who tried to intimidate those Supervisors. Woe betide any controller who tried to BS those Supervisors. They understood that sometimes people needed a mental health day, and also the that the controller is the final arbiter of their own fitness for duty.
It is now a sham.
Join Date: Mar 2007
Location: Australia
Posts: 6
Likes: 0
Received 0 Likes
on
0 Posts
Taken from Civil Air Australia
Night Shift Facts
Australia has 6 airports serviced by Air Traffic Control 24 hours a day.
Australia has 2 Major Air Traffic Control Centers that monitor 11% of the Worlds Airspace.
Australian Airspace is divided into 29 sectors for the night shift.
These sectors are monitored by 46 Air Traffic Controllers in 12 different facilities.
Australia as of 30 June 2010 has 959 Air Traffic Controllers.(source 2010 AirservicesAustralia Annual Report).
The night shift for most sectors is between 10 pm and 6 am.
4.8% (46 of 959) Air Traffic Controllers are rostered on for 33% of the day (8 of 24 hours).
13 of 29 sectors are staffed by a single Air Traffic Controller.
5 of the 13 work alone for up to 7 hours. 8 of the 13 work in the Major Centers alongside other Air Traffic Controllers.
To provide for two person night shifts would require 13 of the remaining 913 Air Traffic Controllers rostered for the night shift.
Two person night shifts will provide for greater safety and allow for better fatigue management.
Australia has 6 airports serviced by Air Traffic Control 24 hours a day.
Australia has 2 Major Air Traffic Control Centers that monitor 11% of the Worlds Airspace.
Australian Airspace is divided into 29 sectors for the night shift.
These sectors are monitored by 46 Air Traffic Controllers in 12 different facilities.
Australia as of 30 June 2010 has 959 Air Traffic Controllers.(source 2010 AirservicesAustralia Annual Report).
The night shift for most sectors is between 10 pm and 6 am.
4.8% (46 of 959) Air Traffic Controllers are rostered on for 33% of the day (8 of 24 hours).
13 of 29 sectors are staffed by a single Air Traffic Controller.
5 of the 13 work alone for up to 7 hours. 8 of the 13 work in the Major Centers alongside other Air Traffic Controllers.
To provide for two person night shifts would require 13 of the remaining 913 Air Traffic Controllers rostered for the night shift.
Two person night shifts will provide for greater safety and allow for better fatigue management.
Join Date: Jul 2001
Location: On a different Island
Age: 52
Posts: 311
Likes: 0
Received 0 Likes
on
0 Posts
4.8% (46 of 959) Air Traffic Controllers are rostered on for 33% of the day (8 of 24 hours).
5 of the 13 work alone for up to 7 hours. 8 of the 13 work in the Major Centers alongside other Air Traffic Controllers.
5 of the 13 work alone for up to 7 hours and will not see another person for the majority of that time unless a cleaner or technician also is working that night. 8 of the 13 work alone in the Major Centers alongside other Air Traffic Controllers but have no break relief provisions and go to the toilet get coffee etc. in quiet periods...
Join Date: Jan 2011
Location: Australia
Posts: 313
Likes: 0
Received 0 Likes
on
0 Posts
The federal government organisation I work for has shift workers who look after our datacentre, and fix anything that breaks overnight.
The shifties are NEVER, EVER rostered on alone, despite the fact they don't really have a lot to do during the night, and the job they do isn't even safety critical. This arrangement exists for OH&S reasons, on the grounds that if one of them were to have a heart attack or the like, nobody would be around to raise help for up to 12 hours until the day shift showed up.
I find it a bit concerning that air traffic controllers do get rostered on alone.
The shifties are NEVER, EVER rostered on alone, despite the fact they don't really have a lot to do during the night, and the job they do isn't even safety critical. This arrangement exists for OH&S reasons, on the grounds that if one of them were to have a heart attack or the like, nobody would be around to raise help for up to 12 hours until the day shift showed up.
I find it a bit concerning that air traffic controllers do get rostered on alone.
Join Date: May 2002
Location: australia
Posts: 606
Likes: 0
Received 0 Likes
on
0 Posts
The federal government organisation I work for has shift workers who look after our datacentre, and fix anything that breaks overnight.
This arrangement exists for OH&S reasons, on the grounds that if one of them were to have a heart attack or the like, nobody would be around to raise help for up to 12 hours until the day shift showed up.
We have one organisation that looks after 1's and 0's in computers and monitors systems overnight. It puts two people on overnight, not because two people are required to consistently interact and control the system, but because they are concerned with the health of their employees.
We have another organisation that is entrusted, through Federal Legislation, to have 'fit for duty' employees who are required to intervene and correct situations that have, in every situation hundreds of lives involved ,that are expected to work in stand-alone environments with no provision for relief for 7-8 hours overnight.
Is your Mum, Dad, Grandparents, Kids, etc a binary 1 or a 0?????
Google Skyguide
Then ask your local MP, why does ASA deliver a multi million dollar return to the Federal Government and bonuses to managers when it doesn't have enough controllers to do what it is required to do by Federal Legislation?
You may also ask how does ASA reconcile bonuses (at risk components, haha) against profits in a safety based environment, and good luck in getting an answer to that one.
Join Date: Jul 2008
Location: Perth
Posts: 6
Likes: 0
Received 0 Likes
on
0 Posts
What if the single controller becomes I'll? Has a heart attack, stroke or some other debilitating illness with little or no notice? What if they just need a toilet break
As for the going to the toilet, you time it so that there are no planes due for departure or landing grab the hand held radio and run down to the loo. Luckily I have never had to do this.
As for ASA's fatigue management, it's a great system. The precious managers go home to bed (this is in direct reference to the tower in which I used to work I cannot speak for the rest of ASA), and in the tower you have 2 people on shift. The first person goes down to the break out room (he/she will have usually have done the morning shift) pulls out the fold out couch and sleeps for a few hours. Then at a pre-agreed time he/she gets up and takes over from the other controller who then goes down to occupy the warm spot left on the couch. He/She gets up prior to the morning shift rocking up and you have 2 fatigue managed controllers.
Join Date: May 2005
Location: Brisbane
Posts: 131
Likes: 0
Received 0 Likes
on
0 Posts
Not all toilet breaks can be taken at a time that is 'convenient' to your employer or the job at hand. There are times when you just got to go and there is no waiting for a time when there are not departures.
As for the comments on controllers becoming incapacitated whilst on the job and working solo, the concern was not really for the airspace they are controlling but for the controller themselves. Ie immediate and urgent medical attention. If you are there by yourself it may be some time before someone in another location works out that your on the floor out cold and requiring medical attention. Then with modern security measures, how does medical help actually get to you at 2am when you are locked inside by yourself?
As for the comments on controllers becoming incapacitated whilst on the job and working solo, the concern was not really for the airspace they are controlling but for the controller themselves. Ie immediate and urgent medical attention. If you are there by yourself it may be some time before someone in another location works out that your on the floor out cold and requiring medical attention. Then with modern security measures, how does medical help actually get to you at 2am when you are locked inside by yourself?
Join Date: May 2008
Location: Australia
Posts: 429
Likes: 0
Received 0 Likes
on
0 Posts
Not all toilet breaks can be taken at a time that is 'convenient' to your employer or the job at hand. There are times when you just got to go and there is no waiting for a time when there are not departures.
