DHMI GENERAL DIRECTORATE OF STATE AIRPORTS AUTHORITY Suat YILDIRIM ATC Expert
INSTITUTIONAL ORGANISATION Ministry of Transport, Maritime Affairs and Communuication (M of TMAC) Ministry of Defence (M of D) Directorate General of Civil Aviation ANS Division DHMİ Airport Division Civil Military Co-ordination Group
DHMI 100% state-owned government organisation, Provides nation wide air navigation services, Operates aerodromes, Installs and ensures the maintenance of air navigation systems and facilities
AIRPORT OPERATIONS Including Built Operate Transfer (BOT) model operating 47 Airports according to ICAO rules and procedures
Number of Passengers 2006 to 2012 Total passengers 62,271,876 in 2006, and 130,630,154 in 2012 % 110 increase in 2012 compared to the year 2006 Domestic International Direct Transit Total 2006 28774857 32880802 616217 62271876 2007 31949341 38347191 418731 70715263 2008 35832776 43605513 526608 79964897 2009 41226959 44281549 615638 86124146 2010 50575426 52224966 736121 103536513 2011 58258324 59362145 671531 118292000 2012 64548932 65408929 672293 130630154
EUROPE BUSIEST AIRPORTS LIST
AIR TRAFFIC CONTROL 2 Area Control Centers - Size of 982.286 km² Ankara ACC İstanbul ACC 31 Approach Operational Units 44 Aerodrome Control Towers 7
Number of Traffic - 2006 to 2012 Total traffic 852,175 in 2006, and 1,373,640 in 2012 % 61 increase in 2012 compared to the year 2006 Domestic International Transit Total 2006 341262 286139 224774 852175 2007 365177 323291 247099 935567 2008 385764 356001 269172 1010937 2009 419422 369047 277584 1066053 2010 497862 421549 293714 1213125 2011 579488 462881 292816 1335185 2012 599670 490962 283008 1373640
Runway incursions 2008-2012 Rate of incidetns per 10.000 flights 0,1 0,09 0,08 0,07 0,06 0,05 0,04 0,03 0,02 0,01 0 2008 2009 2010 2011 2012 The Runway Incursion trend line show an increase
LRSTs were established in 2003
LRST a) The team comprise of representatives from ATCOs,PILOTS and DRIVERS b)regarding safety matters, the head of TEAM has direct access to Accountable Executive c) If neccesary.the experts from other departments,units or institutions are able to employed within the TEAM d) Similar settlement is constituted in all airports
Runway Incursions Perception???? 90 80 70 Yes No Blank Number of Responses 60 50 40 30 20 10 0 Did you fail to see or hear information clearly or correctly? Did you forget the information? Did you forget you had already done something? Did you mean to make a decision but didn't? Did you mean to make a wrong decision? Did you intend to do something but forgot? Did you mean to do, write or say one thing but actually did, said or wrote something else? Did you misjudge something? Did you miss out an action? Factors
RUNWAY INCURSIONS MAIN FACTORS COMMUNICATION PROBLEMS
RUNWAY INCURSIONS IN-DEPTH ANALYSIS CUMULATED FIGURES 2008 2012 Loss of Awareness 2% Detection 4% Workload issues 2% Planning 11% Judgement 7% Misunderstanding 4% Forgetting 4% Monitoring 2% No ATC clearance 2% Handling of Radio communication failure/unusual situations 4% Hearback ommited 12% Phraseology 2% Transfer of communications 4% Call sign confusion 2% High R/T workload 2% Information wrongly associated 2% Failure to monitor 2% Situation not conveyed by pilots 11% Other pilot problems 5% Misunderstanding/in terpretation 21%
Runway Incursions main contributors 2008-2012 Traffic Information Lapses Mistakes 2012 2011 2010 2009 2008 Air-ground Communications 0 0,005 0,01 0,015 0,02 0,025 0,03 0,035 Rate of incidents per 10.000 flights Yearly data shows that in 90% of the Runway Incursions the landing clearance was issued when the other aircraft was still occupying the runway
COMMUNICATIONS: LANGUAGE Respect RT phraseology Prohibit the use of local languages at international airports Use one common aeronautical language and Improve the aviation language proficiency (English)
Phases of flight Taxiing 16% Take-off 4% Phases of flight 2008-2011 Approach 37% Landing 2% En-route 41% 22 different airlines provided ASRs 9 main locations
Lack of SA or reduced SA can led to; Ground proximity to other aircraft Air proximity filed as near-miss High workload Split cockpit operation Being established on the localizer of the wrong runway Clears another aircraft to enter the active runway SOLUTIONS?? Standart Operatıng Procedures (SOPS) Team Resorce Management (TRM) Crew Resource Management (CRM) Safety Nets
PREVENTION STRATEGIES Ground Surveillance tools I.e. ASMGCS Markings and signage (RWSL,) Consider routings of aircraft during construction planning Training of ground crew Comply with ICAO Annex 14 SARPS Publish HOTSPOT maps Perimeter taxiways
ATC Avoid conditional clearances and clearances to follow another aircraft Precise instructions and standard phraseology Require accurate readback Mention closed runway exits, regardless of ATIS
RWY Safety in Turkey Main issues related to the RWY safety in Turkey provided by pilots are related to: RWY Marks, Signs and Lights - need for the compliance with Annex 14 Stop Bars - Usage on all runway-taxiway intersections 24 hours (day and night, VMC and IMC) to prevent runway incursions. Start-up, pushback procedures Determination and recording (in AIP) of holding points, markings, signs, lighting, hot spots and items which will assist in preventing RWY incursion and excursion - the majority was done but still improvement can be done De-icing procedures.
Runway Safety data collection Mandatory Voluntary REPORTING SYSTEM
Safety information/data sharing include occurence,investigation and hazard reports
All safety risks and potential hazards concerning ATM can also reported via COREFORM(Confidental Reporting Form) as a part of SMS
What is the alternative?
A-SMGCS SYSTEMS
RWSL RWSL reduce frequency and severity of RWY incursions and prevent RWY accidents by increasing pilot and vehicle operator situational awareness RELs provide a direct indication that it is unsafe to cross or enter a RWY THLs provide a direct indication that it is unsafe to takeoff from a RWY
ISTANBUL NEW AIRPORT PROJECT
THANK YOU 30