Communication between Air Traffic Controllers and Pilots - Essay Example

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Communication between Air Traffic Controllers and Pilots Table of Contents Introduction 4 Environment Information - Airport Mechanics 4 Air TrafficControl 7 Brief History of Air Traffic Control 8 Communication 12 Language Technology in Air Traffic Control - CPDLC 16 Free Flight 18 Problems Encountered 19 Solutions to Improving Communication 19 Conclusion 21 References 23 List of Abbreviations ATC – Air Traffic Control ATCO – Air Traffic Control Officer CPDL – Controller Pilot Data Link CPDLC – Controller Pilot Data Link Communications FAA – Federal Aviation Administration FIR – Flight Information Region GCA – Ground Controlled Approach ILS – Instrument Landing System NASA – National Aeronautics and Space Administration NDB – Non Directional Beacons PAR – Precision Approach Radar SOPs – standard operating procedures SSR – Secondary Surveillance Radar STCA – Short Term Conflict Alert Introduction Few can appreciate the skill needed to properly fly an aircraft, much less to properly land it. That people have come to take smooth landings for granted shows just how unlikely rough landings are – which should in turn hint at the amount of skill possessed even by the average airliner pilot. What looks so simple from a passenger's point of view is in fact much more difficult than it looks. It would thus be worth examining exactly how air transport works. Environment Information - Airport Mechanics Air transport is greatly reliant on good communication between three parties: the aircraft carrier, the airport administration and the air traffic controller1. The first of these is often synonymous with the pilot, who maneuvers the aircraft through the sky in order to safely reach his destination2. The role of the airport administration lies not only in the existence of the airport itself, but also the other aspects of its operation such as porters and flight attendants. Lastly, the importance of air traffic control (ATC) can be attributed to their important role of guiding and navigating the aircraft from liftoff to touchdown3. The most common conception pertaining to the airport is that it is the structure through which airplanes are able to convey travelers and goods to their destination, though it would be more accurate to ascribe such a term to the personnel involved4. These individuals are the ones who are responsible for making sure that air travel is as smooth and as safe as possible through the implementation of a myriad of complex processes and directives5. There are a number of factors essential to the efficient management of the airport, such as flight profile, airlines, handling agents, customs, security, catering, ground transportation, passageways and runways. The first of these generally refers to standard operating procedures adhered to during the operation of an aircraft, namely pre-flight, take off, departure, en route, descent, approach, and landing6. Pre-flight refers to the part up till the plane taxiing on the runway, during which the pilot submits his flight plan to whoever is in charge7. Signal for takeoff is given following the approval of the flight plan, with aircrafts taking off one after the other. This is done in order to ensure that one plane is well off the ground by the time the other is taxiing up the runway8. Following takeoff is the departure phase, wherein the pilot activates the aircraft's transponder in order to both receive incoming signals and broadcast its own, providing its controller with the relevant information9. The subsequent en route phase then has the aircraft subject to careful monitoring by the departure controller, while descent, as the name implies, is when the aircraft is beginning to descend and approach its destination10. Finally, the landing phase has the airplane touching down before taxiing to the gate and coming to a complete stop. The airport is also affected by the airlines who operate there and are responsible for the conveyance of passengers and goods11. Handling agents also come into play, especially when it comes to the boarding process such as luggage clearance and ticket control12. More than anything else, though, airport management needs to make absolutely sure that the premises are sufficiently secured, collaborating with the police where necessary. However, it would still be best if they were to hire the services of a private security company13. Customs officials also tend to frequent an airport, their job being to make sure that anyone who gets in or out of the country, does so in a lawful manager. In case of emergency, emergency response teams are scattered throughout the area and can be summoned at any time. And as with any building, there are those tasked with the disposal of waste and to maintain the cleanliness of the airport. Yet another concern is food, which is covered by the airlines who often hire catering companies to keep their passengers fed during the flights. In this regard, the management's job is to make sure that their passengers are as comfortable as possible. In fact, aside from food served during the flight, there are also instances wherein airports themselves have fully operational bars and restaurants. Airports rely heavily on transportation systems to get people from place to place as efficiently as possible, which should hint at the importance even of ground transport14. This includes roads, parking lots, drop-off and pickup points, shuttle and car rental services and public transport15. This is why most airports are replete with concourses – areas where passengers can relax before or after a flight – and terminals, for when it is time for them to board or disembark16. Runways are also vital to any airport, as these are what airplanes use when taxiing for takeoff or after landing. While doing so, they are directed by ground controllers, who in turn are assisted by ground personnel charged with directing traffic through the use of glowing wands17. Air Traffic Control The deregulation of the airline industry in the 70s has caused air travel to become much more prevalent in the United States, but not enough new airports and runways are not being constructed to accommodate such a phenomenon. As a result, air traffic control systems are having a hard time managing the 50,000 flights said to occur per day – a number that is even said to increase in the future18. Brief History of Air Traffic Control Air traffic and civil aviation came not long after commercial Air Mail, which flourished during World War I as Europeans were forced to further refine on the airplane design as first conceptualized by the Americans19. The airplanes that had served as light bombers during the war were converted into cargo planes afterwards, mostly carrying mail from place to place20. Local rules were then formulated within various places in the UK with the aim of guiding airplanes, such as using the word 'mayday' to signal for an emergency and the conceptualization of the role of radio operators in the guidance of airplanes in flight21. But while it cannot be denied that the airmail industry in Britain had been thriving even there, it was in the United States where it truly prospered. Even then, the demand for mail practically required couriers to fly in all weathers, which necessitated radio contact as backup for when the weather offered poor visibility22. The year 1927 saw the creation of a system of light beacons, which would then be modified in 1930 in order to better accomplish its tasks when it came to air navigation. From there, airways were born and continued to develop, until eventually becoming what we know today. This is doubtlessly an indirect result of the establishment of the US Airways Division23. In relation to the above is Archie League, widely considered to have pioneered both aerodrome control and Air Traffic Control24. League guided pilots using nothing but flags, which was the norm at the time due to the nonexistence of high-tech guidance systems. His system would continue to be used until 1930, which saw the advent of wooden structures containing all the devices needed for aircraft guidance – in other words, these were the first aerodrome towers25.  Another name to remember is Earl Ward, once a humble airmail pilot belonging to the Chicago-based American Airlines. What made him stand out happened one day, where he thought that the upsurge in flights would make an eventual collision inevitable without the implementation of appropriate policies – which he himself came up with. Among other things, it was he who came up with the idea of maintaining radio contact with airplanes in flight26. Glen Gilbert took this one step further, insisting that ground personnel ensure that pilots follow their directions and maintain the appropriate altitude – something taken up even by today's aspiring traffic controllers27. He came up with the Traffic Separation Rules in their earliest form, just as Ward is credited with the first ever Control Center – making both of them fit to be known as the “Fathers of Air Traffic Control”28. Which of them deserves more credit is still a subject of fierce debate, even today29. Even as early as 1936, the ATC service was already being run by the most well-known air companies of its day30. This was also when the Air Commerce Department Established the Civil Aviation Authority, which would incorporate standard-issue ATC equipment in order to achieve its purpose31. Only three years later, the UK likewise made progress of their own as they established their first ATCO (Air Traffic Control Officer) school. Control was usually shared between Area Control and the Aerodrome, whose tasks included guiding takeoff and landing traffic for 3-5 miles around the airfield. The end of World War II saw the invention of radar, which would eventually become the most ubiquitous of the ATC's tools32. This invention worked particularly well in allowing pilots to more easily navigate regardless of visual conditions, as well as in allowing controllers to consistently detect the positions of airplanes33. The radio device as first made famous by Ward also became especially helpful in allowing pilots to track ground-bound radio beacons, and eventually evolved to become more complex and sophisticated34. The light beacons, having become obsolete, were then replaced with radio beacons that worked even better to reach any decision regardless of height35. These types of beacons, named Non Directional Beacons (NDB), were initially based on the Medium Frequency radio technology that was well known those days. They were very simple transmitters, easy to install and maintain with important coverage. However, this system still had a lot of setbacks as it cannot function well under bad weather and calls on a lot of radio signal interference36. Then in 1946, first FIR (Flight Information Region) was created. At around this time, the United States decided to use the radio signal only for aircrafts approaching their final landing track. This so-called Ground Controlled Approach (GCA) also made use of antennae, and was very flexible in that the plane only needed a radio for ground control to be able to guide it. Unfortunately, its drawback is that it cannot handle more than one aircraft at a time, and that the pilot has to handle the final descent by himself37. GCA would later become more well-known as the Precision Approach Radar (PAR), just before the Instrument Landing System (ILS) was developed as a backup to be used alongside it38. The Secondary Surveillance Radar (SSR) that followed made it even easier to detect aircraft, and even made altitude verification automated, working by displaying the aircraft's ID number on the radar screen39. Secondary functions were also developed in this regard, but given their importance, they may as well have been primary functions. Time was especially important, with most tasks left to the computer which could perform them faster than any one person40. Basic software was developed around this time that made it possible to perform tasks such as clear printing, calculation and proper distribution of paper slips, as well as delivering transmissions and ground messages between the many existing sectors of control41. Multi-radar coverage also made its debut as the need for increased radar coverage became more and more urgent. Before long, computers gained the ability to display full fight numbers rather than mere SSR code numbers – also known as the Short Term Conflict Alert (STCA). The increased prevalence of computers in this day and age extends even to ATC, where computers are used to handle radar data, aircraft trajectories, alerts, and other information otherwise related to flight planning42. Satellites have also become more prevalent, and are a great help in channeling communications between pilots and controllers as well as in making aircraft much more simple – all despite having little to no effect on traffic demand. This was also when what is now termed the ATC Modernization took place. Among the many changes that came as a result is the newfound capability of flow management to use flight plans in anticipating pre-departure traffic capacity and overflow, and from there use that information to come up with appropriate departure schedules – which should be especially useful in problematic regions43. ATC is expected to become revolutionized in the foreseeable future as the commercial air transport industry grows44. As more and more airliners continue to fly more and more passengers across destinations, delays and collisions have become a greater cause for concern – which is why the Federal Aviation Administration (FAA) and the National Aeronautics and Space Administration (NASA) have come up with improved software meant to make it easier to communicate with airliners and track their location45. The increased traffic has made it necessary to remap and redesign United States airspace, which should momentarily ease traffic and minimize delay while newer runways and airports have yet to be constructed. Communication That the success of air transport depends on clear communication between the ATC and pilots cannot be denied. Similarly, it cannot be disputed that poor communication between these parties can and often does result in accidents46. Communication is essential for organizational and managerial performance and success in any endeavor, including aviation environment47. After all, in order for decision makers to arrive at the best possible decisions from a set of alternative decisions, accurate information is a necessity and this is the important of communication. This in turn requires attention from the aviation management, who must then come up with and implement best ways of remedying communication problems. Effective communication has always been important, but this becomes all too apparent in the aviation industry where it becomes a requirement for safety48. The aviation industry would definitely be accident-free if communication problems were never to arise; however, our flawed nature as humans means that we will inevitably fail in this regard at least once in a while, innocuous or harmless though that failure may be. Yet even then, the astounding rate at which technology has advanced should keep such communication problems within the aviation industry to a minimum, and the accidents resulting from such problems should be much less likely to occur49. Figure 1. Controller-pilot communication loop. Source: http://www.tc.gc.ca/eng/civilaviation/publications/tp185-2-08-printable-694.htm (Transport Canada 2011) Communication can be either written or verbal, and both forms can consistently be observed to occur in the aviation industry as in any other field50. Written communication takes place wholly by means of written words, as can be seen in the use of SOPs (standard operating procedures), flight plans and flight manuals as well as checklists to name a few51. The main purpose of such written documents is to provide information and instruction as to what to do in a given situation. On the other hand, verbal communication can also occur between personnel at any and all levels of the aviation industry, and is said to take place when they actually speak to each other. As with written communication, being able to communicate properly using spoken words should help to drastically reduce the chance for accidents to happen, which makes it something all employees should have a good grasp of52. This becomes even more important when one considers how most aviation disasters and accidents came about because of poor communication between pilots and ATCOs. The aviation industry has been making many innovations in the pursuit of a system that enjoys increased quality of communication especially where ATCs and pilots are concerned. Among other things, for instance, they have come up with unique jargon terms exclusive to the aviation industry. Language Technology in Air Traffic Control - CPDLC Unique to the aviation industry is the Controller Pilot Data Link Communications (CPDLC) or Controller Pilot Data Link (CPDL), through which ATCs and pilots can communicate using a specialized language. Generally, these two parties communicate by means of the radio53. However, the slightly problematic part of this setup is that since all the pilots assigned to a given controller are tuned to the same frequency. Such a setup only serves to aggravate the risk of one pilot overriding another, which then requires the controller to repeat himself – a complication which could very well be deadly54. A tried-and-tested way to get around the aforementioned issue is to divide the ATC sector into two separate groups, each with their own controllers and voice communications channel55. However, this method has its own flaws, the first being that the existence of two separate divisions has a side effect of aggravating handover traffic, which requires additional work on the part of both the pilot and the controller. Secondly, dividing the ATC sector into two would not have the net effect of increasing the number of available voice channels; thus, attempting to solve the problem this way does not help much in high density airspace. Aside from the above, it may not always be worth further dividing a section. This being the case, it would be best to come up with a new strategy through which Air Traffic Control can better cope with the increased demands. Data link-based communication would work wonders in this case as the communications channel will end up benefiting from an increased effective capacity56. The three main roles of the CPDLC application pertain to the exchange of controller and pilot messages with currently existing data authority, which would then be transferred in favor of the next; similarly, it is also in charge of delivering downstream clearance with a downstream data authority. According to most simulations, the use of this application has the effect of drastically reducing voice channel occupancy when aircraft are currently in busy en route airspace57. As a result, flights become much safer and much more efficient as communication becomes clearer and more effective58. Figure 2. Cumulative minutes saved (right axis) is shown over 12 months using CPDLC. Voice channel time spared suggests that the controller may re-focus on other tasks. Source: http://www.mitre.org/news/digest/aviation/01_04/a_cpdlc.html Free Flight Another term for free flight, a method of air traffic management that lacks centralized control, is user-defined trajectory. In lieu of air controllers, the airspace itself is used dynamically and automatically with the help of the computer59. However, such a setup may ultimately cause more harm than good. While it is true that this method does away with ATC operators entirely, allowing the pilot to change trajectory as he pleases and make independent flight path decisions, such may not always be advisable60. Problems Encountered Despite the numerous advances in technology, the complex nature of the airport administration has still somehow resulted in a more progressive crisis, which manifests in the form of setbacks that cannot completely be eliminated even by the use of methodical language and communication between ATC personnel and pilots. The latter in particular is extremely important, as failure of communication between these two parties can have grave consequences. Such communication failures tend to occur as a result of malfunctioning equipment on one or both sides, radio interference, blocked transmissions, missent messages or mismanagement on the part of the flight crew. These can in turn happen as an indirect consequence of (1) workload of the pilot; (2) ATC officer workload; (3) insufficient language proficiency; (4) frequency congestion; (5) non-standard phraseology; (6) radio interference; (7) distractions and disturbances; (8) overwork; or (9) weather or crisis communications61. Solutions to Improving Communication It can thus be assumed that communication failure can occur either as a consequence of human factors or technical problems62. And while human errors can only be diminished as opposed to completely eliminated, the system is definitely something that can be improved. For one thing, it would be worth improving the training programs offered to both pilots and ATCO personnel, not least because they would be better equipped for emergencies or other unexpected scenarios63. It would also be worth assessing the working environment experienced by both parties in order to heighten situational awareness by identifying the constraints and limitations these individuals often have to deal with64. Yet another possible solution would be to improve the quality of communication by first minimizing the confusion that may stem from the use of call signs – which can be done by restricting the transmissions between a specific ATCO and pilot. Yet another option would be to come up with a specialized unit intended to enforce adherence to regulations and SOPs among pilots and ATCOs, which would definitely be appropriate considering any deviation from the standard could become cause for confusion and misunderstanding65. Additionally, this sector could also enforce adherence to submitted flight plans – which is arguably more important as straying from what has been approved may very well have deadly consequences. Another of their tasks would be to constantly monitor the stress levels and workload of ATCO personnel in order to set a standard with respect to workload, work hours, language and systemic proficiency and effectivity. It would also be a great help if ATCO and pilots alike were to have easy access to the list of Radio Communication Procedures as they will then be able to understand and adhere to these rules. Last but not least, it would likewise be helpful if refresher courses on the above would be conducted on a regular basis66. Conclusion Air traffic control has always been reliant on radio communication from the very beginning, as can be seen most clearly from how ATC personnel and pilots interact. However, judging from its growth throughout the past decades, a lot of problems can be observed that could be caused by human factors. This is especially plausible, considering that communication often occurs between humans67. In the current setup, clear communication between ATCO and pilot is especially integral to the success of air transport. This holds true from the very beginning of the pre-flight stage, wherein the pilot submits his flight plan, up till he lands the aircraft and parks it in the terminal. This being the case, it would not at all be an exaggeration to note that these two individuals are responsible for the safe conveyance of both the passengers and cargo. However, because communication is a human undertaking, it is far from being immune to flaws; if anything, they tend to occur on a regular basis. Such flaws may arise as a result of technical problems, whether in the tower or in the aircraft, or may otherwise arise as part of human nature. In the case of the latter, a number of root causes can be identified such as overwork, poor language proficiency, deviation from standard expressions and statements, fatigue, distractability and other, unspecified factors. As such, the only solution that is seen to eliminate such setbacks is the utilization of a more automated response unit, or otherwise to completely remove the human component from the equation68. With this in mind, a new breakthrough has been made with respect to air traffic control administration. This has come to be known as the free flight approach, wherein the pilots themselves are responsible for coming up with and sticking to their own flight plans69. This is in stark contrast to the present situation, in which a pair of individuals – the pilot and the air traffic controller – work together in order to ensure that the aircraft experiences a smooth flight to its destination. Under the free flight scheme, air traffic controllers will be done away with, as will all interaction between them. This means that, among other things, pilots are free to alter the course of their air travel as they see fit, albeit still adhering to certain limitations, and without forsaking the guidance offered by computer systems such as GPS70. That said, free flight has its own set of issues to consider. Since the communication between ATC personnel and pilots tends to be rather delicate, it should follow that this would still be the case were the system to be automated – maybe even more so, considering that computers and machines do break down from time to time. In case the worst case scenario comes to pass and the aircraft’s guidance systems shut down, there would be no one to guide it to its destination. In short, it can be assumed that air traffic controllers are not, in fact, obsolete, nor will they become obsolete anytime soon. Despite the fact that technology has rapidly advanced to the point that air travel has become much easier as a result, there will always be a purpose for the effective communication between a pilot and his air traffic controller. Modern technology may diminish their roles somewhat, but it can never render them obsolete. While technology has advanced enough that it can supplant humans in some of the tasks they used to do, it can never completely replace us – though this does not mean that it must not be subject to continuous development, improvement and refinement. This especially true when it comes to aviation, where communication is an overriding factor that may at times quite literally decide whether that particular flight lives or dies. This being the case, it would definitely be worthwhile to heed the ever-growing demand for greater performance and security. Thus, each aviation organization is tasked with coming up with safety nets that ensure that not only do their employees refrain from becoming liabilities and contributing to the already far-too-many communication problems that occur everyday, but also that they perform to the best of their ability. Air transport as a whole is not just about the company; it is about the people it conveys from place to place, who will doubtlessly remember the company based on whether or not they enjoyed traveling with them. References Adelman, FK, 2010, The Growing Concern: Automated Pilot. Holden & Sons, Lisbon. Aimee R, 2010, Aviation Language. Prit and Donnahue, New York. Alden R 2010, Aviation Language. Prit and Donnahue, New York. Baron R 2005, Barriers to Effective Communication: Implications for the Cockpit. Routledge, London. Brandon, M 2008, The Air Traffic Control Dilemma. Chicago: 542 Press, 2008. Chen 2009, V & Owen, J 2009, Autopilot! Klaspersky and Donn, Atlanta. Gilson 2008, G & Michaels, E 2008, Airport Management: What is the Real Deal? Gropper & Sons, London. Hayes, N 2006, Safe Travels. The McAvery Press, London. Klansky, JD 2007, The Pilot Speaks. Grant Publishing, Alberta. Maximillian A, 2009, The Issue High Up. Washington Publishers, New York. Maxwell, I 2010, Effective Aviation: Is CPDLC the Answer? Orville Lark Press, Gary. Neils, D 2008, Secrets to Highly Effective Aviation Communication. Paragon Group, Chicago. Klansky, S 2007, Communication in Aviation. Northern Publishers, Chicago. Mitre.org 2004, New method helps air traffic controllers and pilots communicate more efficiently. [Online] Available at: http://www.mitre.org/news/digest/aviation/01_04/a_cpdlc.html Singhes, H 2011, Air Traffic Management. Alvinda Press, New Jersey. Toscano, M 2010. Effective Airways, Efficient Communication. Faraday and Smith, London. Transport Canada 2011 Best practices in controller-pilot communications [Online] Available at: http://www.tc.gc.ca/eng/civilaviation/publications/tp185-2-08-printable-694.htm Read More