ATC at New Airports
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ATC at New Airports
I understand that a significant amount of the time spent training to be an ATCO is spent becoming validated for a particular airport. How is retraining undertaken when an airport changes site - I am thinking of the likes of Denver, Hong Kong & Munich? Can training for the new facility be undertaken by ATCOS whilst also undertaking duties at the old airport or would they be too busy for that so you would need to train new staff? Presumably you need a very good simulator for a new airport as you can't sit beside and learn from someone working at an airport that hasn't opened!
I have not experienced this event, so I can't give you a definitive answer. However, I was at Aberdeen when radar was introduced in the 1970s. The way validation on radar was handled was that an ATCO, who had previously validated on the 264 radar elsewhere, had a validation bestowed upon him without having to pass an examination & proceeded to train the other ATCOS one by one. I can't believe that this would happen today !
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I was involved in the process for Kuala Lumpur (KLIA) back in the mid 1990's.
It's not just the issue of a new site; there is the matter of sufficient traffic at the new site and in the new airspace. Guess what? Modern simulation technology is the answer.
With the benefit of the (then) Hughes (now MicroNav) FIRST we trained and then had the regulator rate a team of local controllers. They then went to the airport and with a combination of on site and in simulator activity the full team was trained, rated and "experienced" for the start of live operations 0600 on day 1.
I made several presentations about it at the time under the theme of "FIRST the simulator ; then the Airport". Catchy title, eh?
My guess is that other places use much the same process.
MJG
It's not just the issue of a new site; there is the matter of sufficient traffic at the new site and in the new airspace. Guess what? Modern simulation technology is the answer.
With the benefit of the (then) Hughes (now MicroNav) FIRST we trained and then had the regulator rate a team of local controllers. They then went to the airport and with a combination of on site and in simulator activity the full team was trained, rated and "experienced" for the start of live operations 0600 on day 1.
I made several presentations about it at the time under the theme of "FIRST the simulator ; then the Airport". Catchy title, eh?
My guess is that other places use much the same process.
MJG
Last edited by mgahan; 2nd Oct 2016 at 02:07. Reason: Amend KLIA to show Kuala Lumpur so our US cousins do not get too excited.
I have not experienced this event, so I can't give you a definitive answer. However, I was at Aberdeen when radar was introduced in the 1970s. The way validation on radar was handled was that an ATCO, who had previously validated on the 264 radar elsewhere, had a validation bestowed upon him without having to pass an examination & proceeded to train the other ATCOS one by one. I can't believe that this would happen today !
I was asked to apply for a 'greenfield' validation by a company starting an ATC unit and this was approved in principle by the CAA pending approval of a MATS Part 2. I would then have 'trained' myself and when satisfied, SARG would have come to confirm I was safe and then I would be able to train other controllers.
When Farnborough was starting LARS East and North, one controller (an LCE/LVE) was 'deemed' to be valid and trained and examined others. We each had to do 16 hours sim time for both those sectors too.
I've also held validations for 'temporary' ATC units set up for aviation special events whereby SARG come along and discuss the MATS Pt 2 with all controllers then off you go with SARG looking over your shoulder!
Last edited by chevvron; 1st Oct 2016 at 17:34.
