A-SMGCS Trainings Concept

Transcription

1 Contract No. TREN/04/FP6AE/SI / Jörn Jakobi Document No: D1.3.7 Version No. 1.0 Classification: Public Number of pages: 32 Project Funded by European Commission, DG TREN The Sixth Framework Programme Strengthening the competitiveness Contract No. TREN/04/FP6AE/SI / Project Manager M. Röder Deutsches Zentrum für Luft und Raumfahrt Lilienthalplatz 7, D Braunschweig, Germany Phone: +49 (0) , Fax: +49 (0) Web page: , - All rights reserved - Project Partners The reproduction, distribution and utilization of this document as well as the communication of its contents to other without explicit authorization is prohibited. This document and the information contained herein is the property of Deutsches Zentrum für Luft- und Raumfahrt and the project partners. Offenders will be held liable for the payment of damages. All rights reserved in the event of the grant of a patent, utility model or design. The results and findings described in this document have been elaborated under a contract awarded by the European Commission.

2 Distribution List Member Type No. Name POC Distributed Web Internet X Intranet X 1 Joern Jakobi X 2 AENA Mario Parra Martínez X 3 AIF Marianne Moller X 4 AMS Giuliano D'Auria X 5 ANS_CR Miroslav Tykal X 6 BAES Stephen Broatch X 7 STAR Jens Olthoff X 8 DSNA Nicolas Marcou X 9 ENAV Antonio Nuzzo X 10 NLR Juergen Teutsch X 11 PAS Alan Gilbert X Contractor 12 TATM Stephane Paul X 13 THAV Alain Tabard X AUEB Konstantinos G.Zografos X 16 CSL Libor Kurzweil X 17 DAV Rolf Schroeder X 18 DFS Klaus-Ruediger Täglich X 19 EEC Stephane Dubuisson X 20 ERA Jan Hrabanek X 21 ETG Thomas Wittig X 22 MD Julia Payne X 23 SICTA Salvatore Carotenuto X 24 TUD Christoph Vernaleken X Sub-Contractor CSA Karel Muendel X N.N. Customer EC Morten Jensen X Additional EUROCONTROL Paul Adamson X Save date: Public Page 2

3 Document Control Sheet SP1 Project Manager Jörn Jakobi Responsible Editor Jörn Jakobi Authors Fleur Pouw Jörn Jakobi Lubor Kozar Max Körte NLR ANS_CR STAR Reviewer Jan Joris Roessingh NLR Subject / Title of Document: Related Task('s): WP1.3 Deliverable No. D1.3.7 Save Date of File: Document Version: 1.0 Reference / File Name D137_TC_V1.0.doc Number of Pages 32 Dissemination Level Public Target Date Change Control List (Change Log) Date Release Changed Items/Chapters Comment Initial Draft from Supplements w.r.t. the ground side ANS_CR Further update Flight Crew Training Aspects STAR Training facilities Integration of all contributions Review STAR Review NLR Further update by NLR NLR Formal Review EC comments incorporated and version moved to the final version 1.0 Save date: Public Page 3

4 Table of Contents Distribution List... 2 Document Control Sheet... 3 Change Control List (Change Log)... 3 Table of Contents Introduction Background Goal of the Training Concept Method for Development of the Training Concept Scope of the Training Concept Structure of this Document Abbreviation Target Groups and Regulatory Framework for their Training and Licensing Target Groups ATCOs Flight Crew Vehicle Drivers Regulatory Framework for Training and Licensing ATCOs Flight Crew Vehicle Drivers Task Analysis for A-SMGCS level I and level II ATCOs Flight Crew Vehicle Drivers Overview of the new Tasks related to A-SMGCS Level I and II Identification of required Skills ATCO skills Flight crew skills Vehicle Driver Skills Training & Licensing Requirements Purpose of Training Training and Licensing of ATCOs Training Licensing Training and Licensing of Flight Crew Training Licensing Training and Licensing of Vehicle Drivers Training Licensing Preliminary Training for A-SMGCS level I & II Recommendations for Training and Licensing Recommendations for ATCOs Training Licensing Recommendations for Flight Crew Training Licensing Recommendations for Vehicle Drivers Training Licensing References Save date: Public Page 4

5 9 List of Figures Appendix A training facilities used for A-SMGCS training level I & II Appendix B Execution of preliminary training with ANS CR Save date: Public Page 5

6 1 Introduction 1.1 Background aims at maturing and validating the A-SMGCS concept as an integrated air-ground system. With A-SMGCS, four types of functional requirements can be distinguished, i.e. relating to (1) Surveillance, (2) Control, (3) Route Planning and (4) Guidance. With this respect outlined a comprehensive concept that considers all potential A-SMGCS services (e.g. planning, routing, onboard services) that includes the onboard users like the Flight Crew and the Vehicles Driver. However, s A-SMGCS implementation and V&V activities focussed on the EUROCONTROL level I&II concept, which focus on surveillance and control only. This includes: The improvement of the Surveillance function, available for ATCOs (A-SMGCS Level I) to mainly increase their situation awareness; Runway incursion monitoring and alerting through (local) implementation of a monitoring and alerting service, available for ATCOs (A-SMGCS Level II); Optional: Increased Situation Awareness (SA) for flight crew and vehicle drivers through implementation of an onboard service in the form of GPS- (or GNSS-) based electronic moving map displays (EMM). The A-SMGCS level I&II concept is also part of the SP1 concept documents D131u_OSED [4] and the D135u_ORD [5], which base on EUROCONTROL A-SMGCS level I&II concept documents. To implement a level I&II A-SMGCS at an airport additional training for the operators is needed to cope with the new service and procedures. This training concept document shall identify cornerstones that help to implement additional A-SMGCS training. 1.2 Goal of the Training Concept Use of A-SMGCS requires implementation of new technology and new procedures 1 and hence additional competencies by the end-user, possibly ATCOs, pilots, vehicle drivers, marshallers, emergency services, and other airport personnel. This report identifies the key parameters of training for A-SMGCS level I and II, in terms of main tasks, required core skills (or rather core competencies), and finally training needs. The report provides recommendations to regulators and training providers at ATS-providers, airlines and airport authorities. Also, this report will be of use in 2, in which a more advanced training concept will be developed for additional A-SMGCS services. 1.3 Method for Development of the Training Concept For development of the training concept, the following steps will be taken: Definition of the target groups, at least ATCOs, flight crew and vehicle drivers. Definition of the training needs, based on analysis of the (new) A-SMGCS tasks and resulting in a list of training objectives which can be further detailed into learning goals (in terms of skills that have to be mastered). These learning goals have different purposes: 1. To aid with the definition of the contents of the course; 2. To aid with the construction of tests (if any), exercises, instructions, training strategies, etc.; 3. For communication between the training developers and instructors, and possibly (but not necessarily) as a means of communication to the students (i.e. the ATCOs on the one hand and the flight crew on the other hand). Formulation of recommendations on the basis of the above, possibly resulting in recommendations for a suitable training programme and training media that will be needed in order to meet the training objectives and learning goals. 1 A procedure defines what the task is, when the task is conducted, by whom it is conducted, how the task is done, what the sequence of actions is and what type of feedback is required. [1] Save date: Public Page 6

7 1.4 Scope of the Training Concept This A-SMGCS training concept provides guidelines for the user training when implementing A-SMGCS level I and II. This concept addresses the training needs and training objectives of flight crew, ATCOs, and vehicle drivers. This concept does not provide an exhaustive training programme nor detailed descriptions of lessons or training media. 1.5 Structure of this Document Chapter 2 defines the target groups, i.e. ATCOs, flight crew and vehicle drivers and describes the current licensing procedures and regulations for these operators. In chapter 3 an analysis of (new) A- SMGCS tasks will be performed, resulting in respectively, a task list and a skill list. Subsequently, in chapter 4, the training needs will be defined which will result in a list of Training Objectives (TOs). In chapter 3 and 4, distinction will be made between tasks, skills and TOs at A-SMGCS level I and level II. In chapter 5, training and licensing requirements concerning ATCOs, flight crew and vehicle drivers will be outlined. To give an idea about the training possibilities, chapter 6 treats the preliminary training executed with ANS_CR in Prague Ruzyne Airport. In chapter 7, recommendations will be formulated and in chapter 8 bibliographical references will be listed. Finally chapter 9 list the used figures in this document. 1.6 Abbreviation Abbreviation Signification ADI/AIR Aerodrome Control Instrument/ Air ADI/GMC Aerodrome Control Instrument/ Ground Movement Control ADI/TWR Aerodrome Control Instrument/ Tower ADS-B Automatic Dependant Surveillance Broadcast ACAS Aeronautical Communication and Addressing System ACC Approach Control Centre AEA Association of European Airlines AFN Aeronautical Flight Network AIP Aeronautical Information Publication AMAN Arrival MANager ANSP Air Navigation Services Providers ANS CR Air Navigation Services Czech Republic AO Aircraft Operator APN Apron APP Approach control ARM Armed ASMGCS Advanced Surface Movement Guidance Control System AT Air Traffic ATC Air Traffic Control ATCO Air Traffic Controller ATFM Air Traffic Flow management ATIS Automatic Terminal Information System ATM Air Traffic Management ATS Air Traffic Services ATSU Air Traffic Service Unit Save date: Public Page 7

8 Abbreviation CDA CPDLC CTA CWP EMM EASA ELOFP FANS FIR FMC FMGCS FMS GH GMS GND HF HMI ICAO JAA LVO LVP MLAT MLS NDA NOTAM OCA OSED OTS RFC SELCAL SID SMGCS SMR SSR TIS-B TMA TO TOFT TWR TWY UAC VCI Signification Current Data Authority Controller Pilot Data Link Communication Control Terminal Area Controller Working Position Electronic Moving Map European Airport Movement Management by A-SMGCS European Aviation Safety Agency Electronic Flight Plan Future Air Navigation System Flight Information Region Flight Management Computer Flight Management Guidance And Control System Flight Management System Ground Handling Ground Movement Surveillance Ground High Frequency Human Machine Interface International Civil Aviation Organization Joint Aviation Authority Low Visibility Operation Low Visibility Procedures Multilateration Microwave Landing System Next Data Authority Notice To Airman Oceanic Airspace Operational Service And Environmental Description () Organized Track System on the North Atlantic Route Facility Chart Selective Call Standard Instrument Departure route clearance Surface Movement Guidance Control System Surface Movement Radar Secondary Surveillance Radar Traffic Information Service Broadcast Terminal Control Area Training Objective Take Off Time Tower Taxiway Upper Air Centre Voice Change Instruction Save date: Public Page 8

9 Abbreviation VFR VHF VOR WAIT Signification Visual Flight Rules Very High Frequency VHF Omni-directional Radio Range (OMNI) Wait Time Save date: Public Page 9

10 2 Target Groups and Regulatory Framework for their Training and Licensing 2.1 Target Groups The following groups, involved with surface movement on the movement area 2, will be presupposed to work with A-SMGCS after its introduction; ATCOs A-SMGCS will influence the tasks of ATCOs situated in the control tower. Medium to large airports will most benefit from the system. The size and composition of the ATC team depends on the size of the airport and the amount of air traffic. With larger airports, reduced visibility and during peak hours tasks will be more demanding and the need arises to spread these tasks and divide the airport into different areas to ensure that everything will go safe and smoothly. A situation like that requires more ATCOs compared with a quiet situation. The most common ATC team setting will consist of a runway controller, ground controller and start-up (clearance delivery) controller. These ATCOs all have their own CWP with according responsibilities and tasks, and with regard to A-SMGCS their task will be more or less influenced by the implementation of this system. With A-SMGCS, the movements of aircraft and vehicles are of interest. Aircraft or vehicles that are positioned at the manoeuvring area are controlled by ATC, but movements at the aprons are not necessarily controlled by ATC. Some airports have separate ground traffic controllers (or apron controllers) that regulate and supervise traffic at the apron areas. These apron or ground traffic controllers fall under the Airport Authority. When movements migrate from apron area to manoeuvring area, for example entering a taxiway, the supervision and responsibility will be transferred from apron control to ground control and vice versa Flight Crew Flight crew (both Captain and First Officer) are also considered as target group of possible A-SMGCS training Vehicle Drivers Vehicles may include those related to cargo, baggage handling, catering, ground transportation, maintenance, tank trucks, airport authorities, regulatory authorities, security services and emergency services, i.e. all vehicle drivers who are active at the movement area. However, in, which focuses on A-SMGCS Levels I and II, only changes in ATCO-tasks are noteworthy, since CWPs will be equipped with extra surveillance and control functions, providing identity-labels and positions of the traffic and providing alerts against imminent runway incursions. These means provide the ATCO with better Situation Awareness of the traffic on the movement area, and supports her/his control task. Flight crews and vehicle drivers only need to be cooperative insofar as they comply with the transponder operating procedures. Thus, the only change in tasks for vehicle drivers and flight crew is to make sure that the transponder is working as defined with the transponder operating procedures. 2 According to ICAO definitions, the movement area is that part of an aerodrome intended to be used for the taking off and landing and taxiing of aircraft consisting of the manoeuvring area and aprons. The manoeuvring area is that part of an aerodrome to be used for the take off, landing and taxiing of aircraft, excluding aprons. An apron is that part of an aerodrome, other than the manoeuvring area, intended to accommodate the loading and unloading of passengers and cargo, the refuelling, servicing, maintenance and parking of aircraft. Save date: Public Page 10

11 2.2 Regulatory Framework for Training and Licensing ATCOs EUROCONTROL, the European Organization for the Safety of Air Navigation, is the institute that standardises the training and licensing requirements for European Air Traffic Control. Regulatory aspects are nationally defined, mostly by the Ministries of Transport. Currently, Eurocontrol is defining training and licensing requirements [8] with regard to the implementation of A-SMGCS (level I and II only). At this moment, this document is not yet published, since it has still a preliminary status since 2002 and needs to be adapted to the current state-of-the-art, following the implementation of A-SMGCS (level I&II) at some major European airports (i.e. London - Heathrow, Paris - Charles de Gaulle, Milan - Malpensa and Prague - Ruzyne). The resulting information and requirements will provide the basis for a regulatory framework for ATC training and licensing for A-SMGCS that needs to be formulated by the designated regulatory authorities. The Ground Movement Surveillance (GMS) control endorsement 3 [8] indicates that an ATCO must have the skills to use aerodrome Surface Movement Guidance Systems in the provision of an aerodrome control service. The GMS control endorsement can only be issued to an ATCO with a Tower Control, Air Control, or Ground Movement Control endorsement. Every local ATC unit must have a unit training plan that organises which student ATCOs and/or trainees are trained by which senior ATCOs. Additionally, the plan describes the training standards to enable the students/trainees to provide safe air traffic control services Flight Crew In accordance with ICAO Annex 1 the Joint Aviation Authorities (JAA), which consists of countries that are member of the European Civil Aviation Conference (ECAC), has developed Joint Aviation Requirements for Flight Crew Licensing (JAR-FCL). For aeroplane flight crew JAR FCL - 1 is applicable [11] for training and licensing of private, commercial and airline flight crew Vehicle Drivers There is no international regulation for vehicle drivers. Every airport formulates its own rules and regulations, which every vehicle driver needs to comply with. Considering licensing, all vehicle drivers who are required to drive (on the movement area) need formal training and certification that they are qualified to drive the types of vehicles or equipment which they will operate. All vehicle drivers who are required to drive on the movement area should be tested to ensure that they meet the necessary medical requirements. 3 An endorsement is an entry in an ATC licence indicating the air traffic control Unit and the operational positions or sectors at which a ATCO may exercise the privileges of the valid rating or ratings included in the ATC licence. Endorsements fall into three categories as follows: (1) licence endorsement, (2) rating endorsement, (3) unit endorsement. Save date: Public Page 11

12 3 Task Analysis for A-SMGCS level I and level II With the implementation of A-SMGCS, task 4 changes will take place in four major area; Surveillance, Guidance, Control and Route Planning. These changes will affect the tasks of ATCOs, Flight crew and Vehicle Drivers. With the implementation of A-SMGCS Level I and Level II in, the only main task changes that will take place, concern ATCOs in the area of Surveillance and Control. With a task analysis, the aim is to establish task requirements and to carry out task assessments for training. However, the execution of such analysis was not foreseen during the conception. Therefore only a table-top task-analysis will be performed during, while a more profound analysis is foreseen with 2. This table-top analysis is based on documentation review and discussions with experts in order to discuss a problem perspective of the task, using taskscenarios to explore the problem and derive a solution. This technique seeks to aggregate expert opinion in a problem solving mode [12]. Method With the needed task analysis has been done by site visits and by interviews with the respective experts. Controllers were observed and interviewed in their real working environment - the visual control room in the Tower building. 3.1 ATCOs In the current SMGCS situation, the role of ATCO is to manage aircraft and vehicles in the movement area and in the vicinity of the airport in a safe and efficient way. The main tasks in relation with SMGCS are the following: Identification of aircraft and vehicles and their positions; Monitoring the execution of clearances; Monitoring traffic situation; Providing weather and traffic information by R/T; Issuance of clearances and instructions to all participating movements; Information of flight crew/ drivers about traffic surrounding their aircraft/ vehicle by R/T; Alerting the participating movements by R/T in case of conflict situations. With the implementation of A-SMGCS Level I [5], the role of the ATCO will not really change but will evolve with the new source of surveillance data provided. The new surveillance service that is implemented in this level of A-SMGCS will provide the ATCO with position and identity of all aircraft and cooperative vehicles in all visibility conditions. The new data source will complement existing sources. In A-SMGCS Level II [5] the ATCO tasks further evolve in the sense that the A-SMGCS control service provides the ATCO with a monitoring and alerting function, which issues warnings and alerts in case of conflict situations independent of visibility conditions. This monitoring and alert function complements the ATCO in analysing the traffic visually or using surveillance data. The ATCO uses the alerts as a safety net to: Anticipate runway and restricted area incursions; Anticipate risk of collision between movements on runways 4 A task is a set of related human activities, performed for an immediate purpose, i.e. in response to a specified input and yielding a specific output. [1] Save date: Public Page 12

13 3.2 Flight Crew In the current SMGCS situation, the role of the flight crews situated on the ground is to operate their aircraft following ATCO instructions and clearances provided through R/T and with help of visual ground guidance means. The main tasks related to SMGCS are the following: Report aircraft position to ATCO by R/T; Monitor surrounding traffic and obstacles to prevent collision by use of visual means and traffic information provided by ATCO. The role of the pilots will not change with the implementation of A-SMGCS level I and II. In contrary to the ATCO the flight crew will not have access to the surveillance service. However the use of A-SMGCS level I and II will have an impact on the flight crew work: Reduction of R/T report. Since the ATCO now knows position and identity of the aircraft (provided by A-SMGCS), it is possible that some aircraft position reports may not be necessary anymore. (This has yet to be confirmed by the definition of procedures); Complying with transponder 5 operating procedures [5]. Since aircraft are supposed to provide their identity through cooperative transponders, the flight crew must check if this sensor is activated and operates satisfactorily. They must use the equipment in the correct manner. 3.3 Vehicle Drivers The role of the drivers in the current SMGCS situation is to drive their vehicles following local safety procedures. The vehicle drivers only have access to airport paper maps and visual outside reference. The following main tasks are related to SMGCS: Report or confirm position to ATCO by R/T; Monitor surrounding traffic and obstacles by visual means and traffic information provided by ATCO to prevent collision. As for the flight crew, the role of the vehicle driver will not change with the implementation of A- SMGCS Level I&II. However, when the ATCO knows the position and identity of the vehicles (equipped with a transponder), it is possible that some vehicle position reports are no longer necessary anymore. The impact on the work of vehicle drivers with cooperative transponders will be the similar as mentioned above for flight crew; reduction of R/T reports and to check if the transponder is switched on and if it is working correctly. The vehicle driver optionally may be provided with an onboard guidance service, in the form of an electronic airport moving map display (EMM). The implementation of this guidance service is independent on the implementation of A-SMGCS level I and II and depends on the policy of the airport. The role of the vehicle driver will not really change but his tasks will evolve in the sense that the guidance service will provide the driver a new source of data that will give him information about its position related to the airport layout and fixed obstacles in all visibility conditions. The guidance service does not require any inputs neither from the driver nor the ATCO. The driver will use this new information about his position on the airport platform for the navigation of its vehicle. 5 Transponder a Mode S transponder; transmitter that (receives and) emits data about identity and position etc. Save date: Public Page 13

14 3.4 Overview of the new Tasks related to A-SMGCS Level I and II User Surveillance Guidance Route Planning Level I ATCO Implementation of Same as currently Same as Surveillance system currently - Surveillance of airport traffic context -Surveillance of position and identity of all vehicles and aircraft in the manoeuvring area - Surveillance of position and identity of all aircraft in the movement area Control Same as currently Flight crew - Surveillance of identity of all cooperative vehicles -Comply with Transponder Operating Procedures Same as currently Same as currently Same as currently Vehicle Driver -Comply with A-SMGCS related instructions and alerts from ATC. - Comply with Transponder Operating Procedures Same as currently Same as currently Same as currently -Comply with A-SMGCS related instructions and alerts from ATC. Level II ATCO Identical to Level I tasks Same as currently Same as currently Implementation of Control function -ATCO reaction to warnings and alerts issued by a conflict monitoring and alert function by means of local working methods 6. Flight crew Identical to Level I tasks Same as currently Same as currently Vehicle Identical to Level I tasks Implementation of Same as Driver onboard guidance currently service (=optional!) - use of new onboard service provided by an EMM to navigate in all visibility conditions Same as currently Same as currently Table 3-1: Overview of the new tasks related to A-SMGCS Level I and II 6 Local working methods are methods or procedures individually described for each airport to provide efficiency and safety (like multiple line-ups, conditional clearances etc.). Save date: Public Page 14

15 4 Identification of required Skills In this chapter an attempt will be made to define the necessary skills 7 that are needed to accomplish the required tasks within A-SMGCS for the involved personnel. These skills will be extracted from the tasks defined in the previous chapter that follow from the implementation of A-SMGCS levels I and II. Skills can be defined as the product of the composition and interaction between the three components task, context and time-pattern; Skill = Task * Context * Time-Pattern The preferred outcome of the skill must comply with pre-defined criteria, i.e. a minimum skill level must be defined, but the actual skill level may depend on task-context and the time-pattern (e.g. in terms of frequency, speed, multi-task requirements and endurance) with which the task must be executed. Tasks in regard to A-SMGCS are described in the above paragraph. Relevant Context elements in regard to A-SMGCS are; visibility condition and other weather conditions, traffic density and structure (the mix of cooperative and non-cooperative vehicles), aerodrome layout and ATC team composition in Tower. The 2 project will go into further detail with concern to skills and training objectives in comparison to this training concept which provides a global outline. The difference between Skill and Training objective is that a skill is an organised and co-ordinated pattern of mental and physical activity that is built up gradually during the training course and training objectives are statements, which detail as precisely as possible the skills and knowledge that need to be acquired and the attitudes that need to be developed during the conduct of training. This implicates that skills are part of training objectives. In 2, the focus will be on the identification of SKA s (Skills, Knowledge and Attitudes) and competencies rather than on skills only. 4.1 ATCO skills For Level I, the ATCO is able to: Explain A-SMGCS (construction, functions, purpose, difference between current situation and situation with A-SMGCS implementation etc.); Explain the Surveillance function; Operate the Surveillance system according to requirements; Operate A-SMGCS display and identify, label and positioning of aircraft and vehicles Interpret and use these identity and positioning data for surveillance. Overview conflict situations and instruct flight crew and/ or vehicle drivers to solve the conflict. Identify buildings, areas and obstacles on the aerodrome layout. For Level II (besides the skills mentioned for Level I), the ATCO is able to: Explain the Control function; Interpret A-SMGCS alerts and to resolve these conflict situations by giving instructions. Explain alert signs according to procedures. 4.2 Flight crew skills For Level I, the flight crew is able to: Explain A-SMGCS (construction, functions, purpose, difference between current situation and situation with A-SMGCS implementation, able to describe the on-board A-SMGCS equipment and their function etc.); 7 A skill is an organised and co-ordinated pattern of mental and/or physical activity. Skills may be described as motor, manual, intellectual according to the context or the most important aspect of the skill pattern. [1] Skills are needed to perform a task. Save date: Public Page 15

16 Explain their tasks within A-SMGCS Operate the on-board equipment according to A-SMGCS requirements. For Level II: there are no additional skills needed compared to level I 4.3 Vehicle Driver Skills For Level I, the vehicle driver is able to: Explain A-SMGCS (construction, functions, purpose, difference between current situation and situation with A-SMGCS implementation, able to describe the on-board A-SMGCS equipment and their function etc.); Explain her/his tasks within A-SMGCS Operate the on-board equipment according A-SMGCS requirements (only suitable for cooperative vehicles in possession of a transponder). For Level II (besides skills mentioned for Level I): there are no additional skills needed compared to level I For vehicles provided with an onboard guidance service (EMM), vehicle drivers are able to: Explain the EMM Interpret the EMM and use this data to navigate safely Save date: Public Page 16

17 5 Training & Licensing Requirements 5.1 Purpose of Training The main objective of training is to enable employees to obtain the necessary qualifications which allow them to fulfil their tasks in an optimal manner [12]. In regard to the implementation of A- SMGCS and following new technology and procedures, additional or new training and licensing requirements are needed to provide the personnel with the necessary skills and knowledge to achieve full competence in the new situation. Unit training plans will have to be updated to ensure that ATCOs and trainees will be able to manage and control A-SMGCS technology and procedures. In the current situation, it is important for ATCOs to maintain their competence and skills. Without this maintenance they will not comply with the requirements for holding a valid rating associated with the ATC license. Maintenance of skills can be achieved with refresher training. In regard with new A- SMGCS technology and procedures, it will be necessary for current ATCOs already holding a valid rating to attend upgrade training. This enables them to meet the requirements for A-SMGCS operations. 5.2 Training and Licensing of ATCOs Training With the implementation of A-SMGCS Level I, the ATCO is provided with a surveillance service, which complements visual observation through display of the following information items: The position of all movements on the movement area; The identification ( and other parameters ) of aircraft movements in the movement area; The identification ( and other parameters ) of vehicle movements in the manoeuvring area; The status of runways, taxiways. Upgrade training for A-SMGCS Level I should at least cover the following training objectives: Concept and Architecture of A-SMGCS Level I; Responsibilities of Aerodrome Control in the use of A-SMGCS Level I; Operation of Surveillance equipment; Operational techniques and procedures, including any associated phraseologies; Operational criteria and limitations; System failures and fall back procedures; Familiarisation with equipment and procedures; Team operations; Assessment of Level I competence; With the implementation of A-SMGCS Level II a basic alerting function is introduced. This function detects conflicts and provides alerts to the users. In Level II the alert function is provided to ATCOs only. Upgrade Training for A-SMGCS Level II should at least cover the following training objectives: Concept and Architecture of A-SMGCS Level II; Responsibilities of Aerodrome Control in the use of A-SMGCS Level II; Operation of Surveillance and Alerting equipment; Operational techniques and procedures, including any associated phraseologies; Operational criteria and limitations; System failures and fall back procedures; Familiarisation with equipment and procedures; Team operations; Assessment of Level II competence. Save date: Public Page 17

18 Initial unit training plans for student and trainee ATCOs for the validation of ADI ratings shall have to be updated to include the A-SMGCS Level I and Level II training objectives. Additional training will be necessary for the implementation of A-SMGCS services beyond levels I and II (e.g. routing or CPDLC). This will be elaborated in Licensing The European Manual of Personnel Licensing [7] states that the Ground Movement Surveillance Control endorsement can only be issued to an ATCO with a Tower Control or Ground Movement control endorsement. With the introduction of new operating procedures for A-SMGCS Level I/II, unit training plans shall have to be upgraded to ensure that trainees receive proper training towards achieving full competence. Successful completion of the A-SMGCS Level I and Level II upgrade training shall be reported to the Designated Licensing Authority. Subsequently, and associated with a valid ADI/TWR, or ADI/GMC rating, a GMS rating endorsement is entered in the ATCOs Licence. 5.3 Training and Licensing of Flight Crew Training Because the role of flight crew will not change with the implementation of A-SMGCS, there is not much training needed to upgrade the flight crew s skills and knowledge. However, awareness and knowledge of A-SMGCS are important for the system to work properly, because of the cocooperativeness needed from flight crew. The A-SMGCS surveillance function with level I&II is dedicated to ATCOs only. However flight crew have to comply with the transponder operating procedures. With the implementation of A- SMGCS level I and level II, flight crews should be trained for; Concept and Architecture of A-SMGCS Level I and II Operational techniques and procedures of on-board equipment (Mode-S, ADS-B out transponder, EMM [optional]), Equipment failures of the transponder and fall back procedures Additional training will be necessary for the implementation of A-SMGCS onboard services beyond levels I&II (e.g. CPDLC, traffic display, onboard surface alerts, etc.). This will be elaborated in Licensing The ICAO Annex 1 Personnel Licensing discusses the required licensing for flight crew. With the implementation of A-SMGCS level I and level II upgrade training, as mentioned in the previous paragraph, will be necessary. Successful completion of the transponder operating procedure upgrade training shall be reported to the designated licensing authority and flight crews will be provided with a supplementary certificate for the use of A-SMGCS. 5.4 Training and Licensing of Vehicle Drivers Training This will be comparable to the flight crew role, because the role of vehicle drivers will not change with the implementation of A-SMGCS and there is not much training needed to upgrade the vehicle driver s skills and knowledge without new A-SMGCS onboard services. However, awareness and knowledge of A-SMGCS are important for the system to work properly, because of the cooperativeness needed from vehicle drivers. Vehicle drivers are optionally provided with an Save date: Public Page 18

19 electronic moving map display. When provided, relevant skills and knowledge need to be included in the training. With the implementation of A-SMGCS level I and level II, vehicle drivers will be trained for; Concept and Architecture of A-SMGCS Level I and II Operational techniques and transponder operating procedures of on-board equipment, Equipment failures and fall back procedures Additional training will be necessary for the implementation of A-SMGCS onboard services beyond levels I & II (e.g. CPDLC, traffic display, onboard surface alerts, etc.). This will be elaborated in Licensing The ICAO A-SMGCS Manual [10] states that all vehicle drivers who are required to drive on the movement area should receive formal training and certification that they are required to drive the types of vehicles or equipment which they will operate. Such training should include all rules and procedures applicable to the aerodrome and knowledge of those aspects of an A-SMGCS which apply to vehicle drivers, including the use of R/T and moving map displays. Successful completion of the A- SMGCS upgrade training shall be reported to the designated licensing authority (most of the time this will be Airport Authority) and vehicle drivers will be provided with a supplementary certificate for the use of A-SMGCS. Save date: Public Page 19

20 6 Preliminary Training for A-SMGCS level I & II In, preliminary training for ATCOs has been executed in three major airports; Prague Ruzyne (ANS_CR), Toulouse-Blagnac (DSNA) and Milan Malpensa (ENAV). These preliminary trainings are outlined in the technical annex of [3]. These trainings are composed of different components; Written information material (user manual for equipment, procedure documents etc.), A workshop (presenting the project and the test methods, discussion on site specific conditions and project goals), Real-time-simulator training On-site training (just before the tests) Preliminary training shows aspects that need further attention. The training is split into different phases aiming to equip the personnel with the skills and knowledge necessary to deal with A-SMGCS. A more extensive description of the training facilities and scheme can be found in the Appendix A. In addition, a Czech ATC field expert gives an overview of the ATCO on site training executed in Prague (Appendix B) Within this preliminary training, already licensed ATCOs were trained in simulation and on-site. All ATCOs involved in operational testing where trained with the level I and II system, which has a look and feel like the original on-site system. After simulator training, on-site training followed. The introductory trainings only concerned ATCOs and not flight crew and vehicle drivers. In 2 all target groups should be included in the training plan. Experience, remarks and points of interest gathered during these preliminary trainings will be considered during further training development in 2. Save date: Public Page 20

21 7 Recommendations for Training and Licensing 7.1 Recommendations for ATCOs Training For already licensed ATCOs, implementation of A-SMGCS will require upgrade training. It is recommended to develop training associated with the subsequent levels of A-SMGCS implementation. For student and trainee ATCOs, the unit training plans shall have to be amended to reflect the competence required to operate the implemented levels of A-SMGCS. [8] It is recommended to periodically refresh knowledge and skills through refresher training and assessment of competence to maintain competence in the operation of A-SMGCS. Because maintenance of competence in the handling of unusual incidents (like system failures and emergencies) is even more important, it is recommended to give particular attention to these special situations Licensing It is recommended to implement A-SMGCS licensing as an endorsement within ATCO ratings. Successful completion of the A-SMGCS Level I and Level II upgrade training for already licensed ATCOs shall be reported to the Designated Licensing Authority. Subsequently, and associated with a valid ADI/TWR, or ADI/GMC rating, an A-SMGCS (level I & II) rating endorsement is entered in the ATCOs licence. 7.2 Recommendations for Flight Crew Training It is recommended for the implementation of A-SMGCS that flight crew training should include the knowledge of those A-SMGCS aspects relevant for flight crew. Flight crew should be provided with the training necessary for them to understand the system and their associated duties in terms of the introduced transponder operating procedures. It is necessary that training permit flight crew to comply with aerodrome-, A-SMGCS- and ATC- procedures Licensing In accordance with ICAO Annex 1 the Joint Aviation Authorities (JAA) has developed Joint Aviation Requirements for Flight Crew Licensing (JAR-FCL). For aeroplane flight crew JAR FCL - 1 is applicable [11] for training and licensing of private, commercial and airline flight crew. It is recommended that the JAA would incorporate relevant provisions in JAR FCL-1 for the use of A- SMGCS, e.g. required minimum level of theoretical and practical knowledge, training syllabi, skill test contents, and requirements considering up-to-date knowledge for the prolongation and renewal of licenses. Up to now no specific licensing requirements in regard to A-SMGCS are developed. 7.3 Recommendations for Vehicle Drivers Training It is recommended for the implementation of A-SMGCS that training should include the knowledge of those A-SMGCS aspects that are relevant for vehicle drivers active on the movement area, including the use of radiotelephony and navigation competencies. Vehicle drivers should be provided with the training necessary for them to understand their duties and to permit them to comply with aerodrome-, A-SMGCS-, ATC- procedures. Save date: Public Page 21

22 7.3.2 Licensing The ICAO A-SMGCS Manual [10] states that all vehicle drivers should receive formal training and certification that they are required to drive the types of vehicles or equipment which they will operate. For the implementation of A-SMGCS it is recommended that (up-grade) training should include all rules and procedures applicable to the aerodrome and knowledge of those aspects of an A-SMGCS, which apply to vehicle drivers, including the use of R/T, transponder operations, and electronic moving map displays [optional]. Successful completion of the A-SMGCS Level I and Level II (upgrade) training shall be reported to the designated licensing authority (most of the time this will be Airport Authority) and vehicle drivers will be provided with a supplementary certificate for the use of A-SMGCS. Save date: Public Page 22

23 8 References [1] CAST, Consequences of future ATM systems for air traffic controller Selection and Training. CAST Glossary [2] Deutsche Lufthansa AG: Training Guide and Flyaway, ADS and CPDLC in the NAT Area, FRA NA/NJ, 10/2005 [3] Annex 1 Description of Work, European Commission - Sixth Framework Programme, Aeronautic and Space, [4] D131u Air-Ground Operational Service and Environmental Description (OSEDupdate) Version 1.0, M. Moller (AIF) et al., Toulouse, 2006, [5] D135u Operational Requirements Document, Version 1.0, O. Delain (EEC) et al., Paris, 2006, [6] EUROCONTROL D4 A-SMGCS Level II Operational Concept and Requirements Version 1.0 Edition Brussels, 2004 [7] EUROCONTROL; European Manual of Personnel licensing- Air Traffic Controllers, Edition number 2, [8] EUROCONTROL: Implementation of A-SMGCS ATCO Training and Licensing Requirements, Version 0.1, [9] EUROCONTROL, Link CPDLC Training Guide [10] ICAO, Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Manual, First edition 2004, Doc 9830 AN/452 [11] JAR Joint Aviation Requirements for Flight Crew Licensing, JAR FCL-1, Engl. Version 1.001, [12] Kessels, J.W.M. & Smit, C.A.( 1989), Educational Science;, Organization orientated approach towards learning processes (in Dutch), Kluwer Bedrijfswetenschappen, Deventer, The Netherlands [13] Kirwan, B. & Ainsworth, L.K. (1992), A Guide to Task Analysis, London/ Washington: Taylor & Francis Ltd. Save date: Public Page 23

24 9 List of Figures Figure 1: 300 visual system of the Apron- and Tower Simulator (ATS) Figure 2: Arrangement of Tower and Apron Simulator Figure 3: Time Table for an A-SMGCS Level I&II Operational Trainings Course Figure 4: Technical Contents of ANS_CR Trainings Plan Save date: Public Page 24

25 APPENDIX A TRAINING FACILITIES USED FOR A-SMGCS TRAINING LEVEL I & II Appendix A.1 Handbooks or E-Learning Handbooks or E-Learning are mostly the starting point for training of personnel. It is very costeffective and easy to organise because each trainee can decide when to read the handbook. Handbooks are provided by the system manufacturers, whereas E-learning facilities, like interactive DVDs or small videos are very helpful to supplement the theoretical handbook, but are seldom provided by the manufacturer. Appendix A.2 Classroom Lessons Classroom lessons are often the second stage of a trainings program. A trainer, who is mostly coming from the manufacturers itself, explains the new system step by step, uses media like PowerPoint slides or if possible the system (new display mock-up installed on a PC) itself, and answers specific questions regarding the new system. Appendix A.3 Real Time Simulations Sessions Real Time Tower Simulators are one of the best training facilities to train ATCOs or flight crews so that they get practical experience with the new system under simulated traffic conditions. Definite traffic scenarios can be replayed easily, critical weather conditions and safety critical traffic situations can be trained without jeopardising the real world. The Apron and Tower Simulator (ATS) for vision-based air traffic control, i.e. for tower, apron, and ground control, is a typical example of a tower simulator. Its flexibility and scalability makes the ATS an appropriate training facility for a variety of ATM-related new systems. Basically, the ATS consists of two dynamic modules that generate aircraft movements according to aircraft dynamic models and two visual systems that generate and display the synthetic vision. The simulated aircraft are controlled by pseudo flight crews in an adjacent control room who communicate with the ATCOs via a simulated radio transmission line. The supervisor uses a master station to control the simulation. A variety of editing tools is available for the modelling and generating of scenarios in preparation of simulations (see Figure 1). Save date: Public Page 25

26 Figure 1: 300 visual system of the Apron- and Tower Simulator (ATS) The visual system consists of a six-channel and a four-channel image generator based on two independent Linux PC clusters and two projection systems in separate halls where the images are projected on spherical screens with a diameter of six metres. The projection systems are identical with the exception of the visual angle of 200 and 300 horizontally, displaying four and six channels respectively. Using 10 overlap and specific image transition hardware, no image boundaries are visible. The vertical angle of vision is 48. Up to four ATCO working positions can be integrated in each of the simulation halls equipped with approach radar, airport surface detection equipment (ASDE), flight strips and a lighting panel. Additional consoles permit the installation of airport-specific systems and the systems to be tested. Both simulation halls are connected by telephone lines to permit the co-ordination between the ATCO teams. Furthermore, both simulation halls are connected to the pseudo flight crew stations via a sixchannel intercom facility in order to simulate radio transmissions. Save date: Public Page 26

27 Tower Controller )))) (((( Pseudo Pilots Vis-System 1 LAN Apron controller )))) handover (((( Vis-System 2 Figure 2: Arrangement of Tower and Apron Simulator While air traffic control agencies are controlling approaching and departing aircraft as well as aircraft on the taxiway system, the airport authority is usually responsible for all aircraft and vehicles manoeuvring on the apron. The introduction of new procedures and systems at an airport often affects both authorities. Therefore, simulations with ATCOs of both authorities are often required. With two separate simulation halls and a sufficient number of pseudo flight crew, distributed simulations can easily be performed involving both apron and tower controllers. As the ATS uses two independent synthetic visions in the both halls, the apron and tower control centres can be located at two different positions on the airport. Appendix A.4 Shadow Mode Sessions Shadow Mode Sessions can be applied when a visual test bed or contingency Control Tower is available locally. There the new system is integrated into a copied environment of the currently used ATM system. The new system can then be used by the trainee ATCOs who are working with the regular traffic but do not influence it actively. Shadow mode sessions are an additional opportunity to get familiar with the system by using it in the actual environment. Appendix A.5 Training on the Job Finally and the last phase of a training plan must (according to who?) be the on-the-job training, that is, the ATCO, flight crew, or vehicle driver uses the new system while doing her/his normal job. A trainer is available who monitors the application of the new system and can intervene in case of safety critical situations caused by failures of the trainee. Save date: Public Page 27

28 APPENDIX B EXECUTION OF PRELIMINARY TRAINING WITH ANS CR The overall training commenced with the initial training of local A-SMGCS trainers. Six ANS-CR ATCOs attended a 3-days course organised by the company of the local A-SMGCS manufacturer. The schedule of the course is shown in the below table (Figure 3). For the A-SMGCS training ANS_CR ATCOs could benefit from earlier A-SMGCS experiences, which have been gained in the BETA project. Due to similar concepts and the same A-SMGCS manufacturers BETA and A-SMGCS equipment and procedures were rather similar so that many ATCOs were already familiar with the new system. Further on, all ATCOs were trained to use a primary SMR. When the design of new displays is harmonised with current Tower displays, a training transfer can be expected too, e.g. use of the same buttons on the mouse for the same action. Finally, the duration of the training depends on the background and experience of ATC. With Prague ATCOs, one day was sufficient. Figure 3: Time Table for an A-SMGCS Level I&II Operational Trainings Course The following table (Figure 4) outlines the technical contents of an A-SMGCS Training course, which was established and applied by ANS_CR. Save date: Public Page 28