Training of operational air transport control staff of South Ring States
European Commission EuropeAid
Service Contract N° TACIS / 2007 / 117-114
Deliverable 1 – Evaluation Report 20th August 2008 –version 1.1
ADB Aero Development Bureau A project implemented by the Consortium Egis Avia, ADB, Saint-Petersburg State University of Civil Aviation and the French National Institute for Civil Aviation Training of operational air transport control staff of South Ring States Deliverable 1 20th August 2008
DISCLAIMER :
The content of this report is the sole responsibility of the Contractor and can in no way be taken to reflect the views of the European Union.
Reference : Deliverable 1 Version : 1.1
Authors: Egis Avia - ENAC – UCA - ADB Date : 20/08/08
Approval : Egis Avia Date : 20/08/08
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Project Title Training of Operational air transport control staff of South Ring States Project Number TACIS / 2007 / 117-114
Beneficiary Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Tajikistan, countries Turkmenistan and Uzbekistan.
Project Egis Avia, France (Leader); implemented by Aero Development Bureau, Belgium; St Petersburg State University of Civil Aviation, Russian Federation, Ecole Nationale de l’Aviation Civile, France.
Address Egis Avia 4bis rue Paul Mesplé BP 20603 31106 TOULOUSE, Cedex 1 FRANCE
Contact person Antoine Bonnaud Project Manager
Tel number + 33 5 62 24 56 27 Fax number + 33 5 62 24 49 64 E-mail [email protected]
Date of Report: 30th of April 2008
Author of report: Egis Avia – Ecole Nationale de l’Aviation Civile – St Petersburg State University of Civil Aviation - Aero Development Bureau
Task Manager, Hélisène Habart Brussels (Signature) (Date)
Traceca Permanent Secretary Azerbaijan Rustan Jenalinov (Signature) (Date)
Traceca National Secretary Armenia Gagik Grigoryan (Signature) (Date)
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Traceca National Secretary Azerbaijan Akif Mustafaev (Signature) (Date)
Traceca National Secretary Georgia David Natroshvili (Signature) (Date)
Traceca National Secretary Murat Bekmagambetov Kazakhstan (Signature) (Date)
Traceca National Secretary Kyrgyzstan Temir Niyazbekov (Signature) (Date)
Traceca National Secretary Moldova Eduard Biriucov (Signature) (Date)
Traceca National Secretary Tajikistan Solih Muminov (Signature) (Date)
Traceca National Sec. Turkmenistan (Signature) (Date)
Traceca National Secretary Uzbekistan Olijmon Buranov (Signature) (Date)
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Table of Contents
1. INTRODUCTION ...... 5 1.1. PROJECT OBJECTIVES...... 5 1.2. PURPOSE OF THE DOCUMENT ...... 6 1.3. METHODOLOGY ...... 7 1.4. STRUCTURE OF THE DOCUMENT...... 8 1.5. REFERENCE DOCUMENTS...... 8
2. OVERVIEW OF REGIONAL CONTEXT...... 9 2.1. ARMENIA ...... 9 2.1.1. CIVIL AVIATION CONTEXT...... 9 2.1.2. INSTITUTIONAL AND ORGANISATIONAL CONTEXT...... 11 2.2. AZERBAIJAN...... 12 2.2.1. CIVIL AVIATION CONTEXT...... 12 2.2.2. INSTITUTIONAL AND ORGANISATIONAL CONTEXT...... 14 2.3. GEORGIA...... 16 2.3.1. CIVIL AVIATION CONTEXT...... 16 2.3.2. INSTITUTIONAL AND ORGANISATION CONTEXT ...... 18 2.4. KAZAKHSTAN...... 19 2.4.1. CIVIL AVIATION CONTEXT...... 19 2.4.2. INSTITUTIONAL AND ORGANISATIONAL CONTEXT...... 21 2.5. KYRGYZSTAN ...... 22 2.5.1. CIVIL AVIATION CONTEXT...... 22 2.5.2. INSTITUTIONAL AND ORGANISATIONAL CONTEXT...... 24 2.6. MOLDOVA...... 25 2.6.1. CIVIL AVIATION CONTEXT...... 25 2.6.2. INSTITUTIONAL AND ORGANISATIONAL CONTEXT...... 27 2.7. TAJIKISTAN ...... 28 2.7.1. CIVIL AVIATION CONTEXT...... 28 2.7.2. INSTITUTIONAL AND ORGANISATIONAL CONTEXT...... 30 2.8. TURKMENISTAN ...... 31 2.8.1. CIVIL AVIATION CONTEXT...... 31 2.8.2. INSTITUTIONAL AND ORGANISATION CONTEXT ...... 31 2.9. UZBEKISTAN ...... 33
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2.9.1. CIVIL AVIATION CONTEXT...... 33 2.9.2. INSTITUTIONAL AND ORGANISATIONAL CONTEXT...... 35 2.10. INTERNATIONAL MEMBERSHIP ...... 36 2.10.1. LINKS WITH INTERNATIONAL ORGANISATIONS...... 36 2.10.2. MEMBERSHIP OF BENEFICIARY COUNTRIES:...... 38 2.10.3. HARMONISATION WITH EUROPEAN STANDARDS ...... 39 2.11. RECOMMENDED EVOLUTIONS RELATED TO INSTITUTIONAL AND ORGANISATIONAL MATTERS ...... 39 2.11.1. CAUCASUS AND MOLDOVA...... 40 2.11.2. CENTRAL ASIA...... 41
3. OPERATIONAL AND TECHNICAL ENVIRONMENT...... 43 3.1. TRAFFIC DATA ...... 43 3.1.1. MOLDOVA ...... 43 3.1.2. CAUCASUS...... 43 3.1.3. CENTRAL ASIA...... 45 3.2. AIR TRAFFIC SERVICES...... 46 3.2.1. AIRSPACE ORGANISATION...... 46 3.2.2. MANAGEMENT PROCEDURES AND NAVIGATION SERVICES ...... 47 3.2.3. ATS FACILITIES FOR EN-ROUTE OPERATIONS ...... 50 3.3. ATM-CNS INFRASTRUCTURES ...... 52 3.3.1. COMMUNICATION INFRASTRUCTURE ...... 52 3.3.2. NAVIGATION INFRASTRUCTURE ...... 53 3.3.3. SURVEILLANCE INFRASTRUCTURES ...... 54 3.3.4. AIR TRAFFIC MANAGEMENT SYSTEMS ...... 56 3.4. REGIONAL AND/OR NATIONAL OPERATIONAL WAYS OF IMPROVEMENT ...... 58
4. HUMAN RESOURCES AND TRAINING ASPECTS...... 59 4.1. REVIEW OF OVERALL ORGANISATION AND STAFFING LEVELS ...... 59 4.2. ARMENIA ...... 60 4.2.1. TRAINING FACILITIES ...... 60 4.2.2. ATC TRAINING...... 60 4.2.3. ENGLISH TRAINING ...... 60 4.3. AZERBAIJAN...... 61 4.3.1. TRAINING FACILITIES ...... 61 4.3.2. ATC TRAINING...... 61 4.3.3. ENGLISH TRAINING ...... 64 4.4. GEORGIA...... 64
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4.4.1. TRAINING FACILITIES ...... 64 4.4.2. ATC TRAINING ...... 64 4.4.3. ENGLISH TRAINING ...... 65 4.5. KAZAKHSTAN...... 66 4.5.1. TRAINING FACILITIES ...... 66 4.5.2. ATC TRAINING ...... 67 4.5.3. ENGLISH TRAINING ...... 68 4.6. KYRGYZSTAN ...... 69 4.6.1. TRAINING FACILITIES ...... 69 4.6.2. ATC TRAINING...... 69 4.6.3. ENGLISH TRAINING ...... 70 4.7. MOLDOVA...... 71 4.7.1. TRAINING FACILITIES ...... 71 4.7.2. ATC TRAINING...... 71 4.7.3. ENGLISH TRAINING ...... 71 4.8. TAJIKISTAN ...... 71 4.8.1. TRAINING FACILITIES ...... 71 4.8.2. ATC TRAINING...... 72 4.8.3. ENGLISH TRAINING ...... 72 4.9. TURKMENISTAN ...... 73 4.9.1. TRAINING FACILITIES ...... 73 4.9.2. ATC TRAINING...... 73 4.9.3. ENGLISH TRAINING ...... 74 4.10. UZBEKISTAN ...... 74 4.10.1. TRAINING FACILITIES ...... 74 4.10.2. ATC TRAINING...... 75 4.10.3. ENGLISH TRAINING ...... 76 4.11. RECOMMENDATIONS RELATED TO TRAINING ASPECTS ...... 76
5. ATM SAFETY ...... 79 5.1. INTRODUCTION ...... 79 5.2. APPROACH...... 79 5.3. PRELIMINARY DATA COLLECTION ...... 80 5.4. SMS REFERENCE MODEL ...... 80 5.5. SAFETY SURVEY ...... 82 5.5.1. ORGANISATION OF SAFETY OVERSIGHT AND REGULATORY RESPONSIBILITIES ...... 82 5.5.2. EXISTING SAFETY OVERSIGHT PROCESSES...... 84 5.5.3. INTERNAL SAFETY PERFORMANCE MONITORING, HAZARD IDENTIFICATION, SAFETY ASSESSMENT, REPORTING PROCESSES AND TRAINING...... 86
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5.6. ANALYSIS OF CURRENT SITUATION IN TERMS OF SAFETY MANAGEMENT ...... 90
6. PROPOSED TRAINING PLAN ...... 95 6.1. MANAGER COURSE ...... 95 6.2. ENGLISH COURSE...... 97 6.3. ATC INSTRUCTOR COURSES ...... 97 6.4. ATCOS SURVEILLANCE COURSE...... 99 6.5. ATCOS RADAR VECTORING COURSES ...... 100 6.6. WORKSHOPS ...... 101 6.7. STUDY TOURS ...... 104 6.8. TRAINING SCHEDULE SYNTHESIS...... 105
ANNEX...... 106 A1 LIST OF ACRONYMS...... 106 A2 LIST OF FIGURES ...... 108 A3 LIST OF TABLES ...... 109
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1. INTRODUCTION
1.1. Project objectives
The project dedicated to the “Training of Air Transport Control Staff of South Ring States” is a TRACECA project performed under the umbrella of the European Commission. The overall objective of the project is to contribute to the development of air transport as a key means of increasing commercial exchange between Europe and the South Ring States. The focus of this project is set on capacity building for managers, trainers and operational staff, in both ATC operations and ATM safety oversight. The benefit of this project will go to the following countries from Caucasus and Central Asia: • Armenia,
• Azerbaijan,
• Georgia,
Kazakhstan • Kazakhstan, Kyrgyzstan • Kyrgyzstan, Moldova Tajikistan • Moldova, Uzbekistan Georgia • Tajikistan, Turkmenistan
• Turkmenistan, Armenia Azerbaijan • Uzbekistan.
The main results to be achieved through this project are the following: • Analysis of institutional and training needs for each target institution and group of beneficiaries, • Provide recommendations on further development needs to be addressed in a future technical assistance program, • Develop training curricula for ATC control staff, managers and trainers, • Improve ATC Staff skills with a specific focus on: − Use of ICAO phraseology and procedures with an upgraded level of English, − Working methods related to both traditional and data linked ATC environments, − Transition period management for ADS-B implementation. • Strengthen and upgrade safety regulatory framework of National Civil Aviation training institutions and Civil Aviation safety authorities and establish links with the relevant European agencies.
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The project can be split into the 2 following phases: • Phase 1: Audit and assessment:
− Audit of the ATC training organisation by a data collection mission in each area (Moldova, Caucasus and Central Asia), − Drafting of an audit report including recommendations for training improvement, − On-site presentations of the recommendations in each area through two working seminars. • Phase 2: Training courses, workshops and study tours organisation:
− Manager training, − English training (ATC phraseology), − ATC Trainer training, − Training Course for controllers (Radar Surveillance) − Training Courses for controllers (Radar Vectoring and datalink working methods), − Manager-oriented workshops, − Study tours. This project is implemented by the following Consortium:
ADB Aero Development Bureau
1.2. Purpose of the document
This document is the deliverable 1 – Evaluation Report issued at the end of the “Assessment Phase”. The main objectives of this report are: • to gather information related to institutional and organisation contexts within the beneficiary countries, • to get a picture of the operational and technical environments in which ATC operations are performed, • to assess the training means available in these countries regarding ATC and English training, • to describe the safety oversight processes implemented in these countries, • to propose recommendations towards possible improvement in all the fields covered (institutional aspects, training, safety oversight), • to define the training program which will be implemented within the project.
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1.3. Methodology
The methodology followed by the Consortium throughout this project is depicted in the graphic below:
Review of the current situation: ° Operational and technical environments ° Institutional and organisational issues ° Training means Current situation description ° Safety oversight Proposed training program Data Collection Phase Draft Evaluation Report
Working Seminars with the Almaty Tbilisi beneficiaries March 2008 March 2008
Integration of comments of the beneficiary countries
Draft Evaluation Report Review
European Commission Manager Training Course approval English Training Course
ATC Trainer Training Courses Review of the current situation ATCO Training Courses Tentative recommendations
Manager-oriented Workshops Training Plan
Study Tours Evaluation Report
Training Phase
Figure 1: Overall methodology applied to this project
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1.4. Structure of the document
This part provides an assessment of the current Air Traffic Services and Operations along with recommendations regarding their possible evolutions (short to long term period). This document is structured as follows: • Section 1 is the present introduction, • Section 2 provides an overview of the regional Civil Aviation context, country by country, • Section 3 contains the description of operational and technical environments in which ATC operations are performed, • Section 4 focuses on training aspects, detailing, country by country, the means and programs which are available for ATC and English training • Section 5 provides a description of the various safety oversight processes, • Section 6 details the proposed training program.
1.5. Reference documents
The reference documents are listed hereafter: [REF1]: Terms of Reference – EuropeAid/122862/C/SER/Multi [REF2]: Service Contract TACIS / 2007 / 117-114
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2. OVERVIEW OF REGIONAL CONTEXT
The purpose of this chapter is to provide, for each beneficiary country, an overview of institutional and organisational aspects including international membership or working group participations. The objective is to get a clear understanding of the different types of institutional organisation observed in the countries but also to reveal the discrepancies and their possible impact in the coordination with European institutions like Eurocontrol or ECAC. In this regard, an organisation chart of each country is presented below for a clear identification of key actors and separation between Air Navigation Service Providers (ANSP) and Regulators if any. On this subject, the situation in the region is heterogeneous ; some of the countries have already implemented a complete separation (including NSA) like Kazakhstan or Tajikistan while some others are under the process of separation like Azerbaijan or Turkmenistan. The achievement of a Supervisory Authority is being diversely understood by the Countries. The last part will provide some recommendations to increase the homogeneity and the coordination among the various states but also with European institutions pursuing the overall objective to make the Sky a safer place.
2.1. Armenia
2.1.1. Civil Aviation context
The size of the controlled airspace of Armenia is 30 000 km² with 40000 IFR flights in 2006. Yerevan is the main international airport. Regulatory functions are carried out by the General Department of Civil Aviation which is also in charge of surveillance. The table below gives a general overview of the Armenian context:
Table 1: Civil Aviation context – Armenia
Size of Int’l Domestic Regulatory IFR flights ANSP NSA controlled body controlled airspace Airports Airports
General General Department Yerevan 40000 in Department of ARMATS 30 000 km² - of Civil Gyumri 2006 Civil Aviation Aviation
As illustrated in the chart, the Armenian airspace is relatively small, controlled by Yerevan ACC with two major crossing points. The limits of airspace follow the terrestrial borders of the state, except for the border with Georgia where the limit has been operationally optimised. The Armenian airspace is depicted on the following picture:
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Figure 2: Armenian airspace
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2.1.2. Institutional and organisational context
° General organisation
The following diagram presents the different stakeholders involved in Armenian Civil Aviation1.
Government
General Department of the Civil Aviation
Airports ARMATS Airlines
Figure 3: Civil Aviation stakeholders in Armenia
° Regulatory Authority
The General Department of Civil Aviation (GDCA) has been the State Regulatory body in the field of civil aviation since 1993. The GDCA is under the responsibility of the Government. The GDCA has the following responsibilities/authorisations: • To approve the service provider organisations, • To licence the civil aviation staff (ATCOs, crew, aircraft maintenance staff), • To approve ANSPs’ operation manuals, • To issue airworthiness certificates, • To establish civil aviation requirements.
° Air Navigation Service Provider
Armenian Air Traffic Services (ARMATS) is the sole Air Traffic Services provider of Armenia.
1 The stakeholders directly involved into this project are colored in brown.
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ARMATS is responsible for the provision of air traffic services for en-route, approach and aerodrome operations as well as of flight information services (FIS) and aeronautical information services (AIS). ARMATS is also responsible for the provision and maintenance of infrastructures enabling the provision of above-mentioned services. ARMATS is a 100% State-owned Company, completely separated and independent from the regulatory body (GDCA). According to the legislation and the Aviation Law of Armenia, ARMATS reports to GDCA.
° National Supervisory Authority
GDCA also acts as the National Supervisory Authority (NSA) in Armenia, thus showing that, for the time being, there is no separation between the supervisory and regulatory authorities.
° Training facilities
Armenia benefits from the Aviation Training Centre, located in Yerevan which provides ab- initio training for air traffic controllers. As a EUROCONTROL member, Armenia also takes advantage of the IANS training program (especially for instructor training).
2.2. Azerbaijan
2.2.1. Civil Aviation context
The table below gives a general abstract of Azerbaijan airspace and institutions. It is important to take into account the fact that Azerbaijan institutions are currently moving towards the implementation of an independent Civil Aviation Authority. Historically, the AZAL State Concern was in charge of overall activities in civil aviation. The airspace is covered by a single FIR controlled from the Baku Area Control Centre.
Table 2: Civil Aviation context – Azerbaijan
Size of Int’l Domestic Regulatory IFR flights ANSP NSA controlled body controlled airspace Airports Airports
AZANS AZAL State Baku Azeraeronav 165 400 Concern / CAA Nakhchivan - 70 000 -igation km² 2 CAA Ganja Enterprise
The airspace of Azerbaijan is depicted on the following picture:
2 Two more international airports will be implemented in a near future in Lenkaran and Zakatala.
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Figure 4: Azerbaijan airspace
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2.2.2. Institutional and organisational context
° General overview
The following diagram presents the different stakeholders currently involved in Civil Aviation in Azerbaijan:
Government
AZAL State Civil Aviation Concern Authority
Airlines Airport ANSP National Private operator Academy Sector
Figure 5: Civil Aviation Stakeholders in Azerbaijan – current organisation
° Regulatory Authority
The AZAL State Concern of Civil Aviation was created in 1992 and has progressively taken under control a number of civil aviation companies or organisations. The main responsibilities of the State Concern are: • To control the compliance of the activity of civil aviation companies and organizations with the aviation law and other legal requirements and especially: − air rules, − aerodrome standards, − aviation specialists certification requirements, − flight safety standards. A move towards a separation between the regulatory authority and the ANSP is to be underlined, following the creation of the Civil Aviation authority. The target organisation (which should be set up by mid 2008) is presented hereafter.
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Government
Civil Aviation Authority
AZAL State Private Sector Concern
Airlines Airport ANSP National operator Academy
Figure 6: Civil Aviation Stakeholders in Azerbaijan – future organisation
° Air Navigation Service Provider
Azeraeronavigation Enterprise (AZANS) is responsible for the provision of Air traffic services as well as provision of Meteorological service and Aeronautical Information Service. AZANS is directly dependent from the State Concern.
° National Supervisory Authority
Civil Aviation Authority is responsible for the supervision of ANSP activities through the Aviation Safety Inspection Department. After the complete implementation of the CAA (i.e. mid-2008), it will then act as both regulatory and supervisory authorities. When the data collection took place, the definition of responsibilities and tasks of each entity was not yet finalised between AZAL and the Civil Aviation Authority.
° Training Facilities
Azerbaijan benefits from the National Academy of Aviation which is part of AZAL. The Academy was created in 1996 and trains a wide range of aviation specialists (pilots, controllers, maintenance staff etc…).
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2.3. Georgia
2.3.1. Civil Aviation context
The table below gives a general abstract of the Georgian airspace and the institutional organisations which manages it.
Table 3: Civil Aviation context – Georgia
Size of Int’l Domestic Regulatory IFR flights ANSP NSA controlled body controlled airspace Airports Airports
Tbilisi Civil Aviation Sakaeron Civil Aviation 76 000 in 80 000 km² Kutaisi - Department -avigatsia Department 2007 Batumi
The Georgian airspace is depicted on the picture below. It is composed of a single FIR controlled from the Tbilisi Area Control Centre. The area of responsibility of this ACC follows the borders of the country with, in addition, part of the black sea in the western part of the country. The Georgian airspace is depicted on the following picture:
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Figure 7: Georgian airspace
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2.3.2. Institutional and organisation context
° General Information
The following diagram presents the different stakeholders involved in Georgian Civil Aviation:
Government
Ministry of Economical Ministry of Development Defense
United Transport Administration
Civil Aviation Department
Airlines Airport ANSP Training operator Organizations
Figure 8: Civil Aviation Stakeholders in Georgia
° Regulatory Authority
Since 1993, the Civil Aviation Department (CAD) has been the regulatory authority in Georgia. Existing regulatory framework enables CAD to carry out its authority in all civil aviation fields for public interest: • Personal licensing, • Certification of all civil aviation stakeholders to signify their abilities to provide specific services, • Rule making aiming focused on the harmonized implementation of international civil aviation standards and recommended practices within the national legislation, • Accident and serious incident investigations by means of ad-hoc commission, • Safety regulatory oversight in all civil aviation fields.
° Air Navigation Service Provider
Sakaeronavigatsia ltd is the Air Navigation Service Provider in Georgia. It is a self- financed, non-profit making and 100% State owned enterprise. Sakaeronavigatsia delivers en-route and terminal air traffic services as well as flight information and aeronautical information services. It is also responsible for the provision and maintenance of communication, navigation and surveillance infrastructures to enhance safety.
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The service provider is separated from the regulatory authority. The main source of income for Sakaeronavigatsia is air navigation charges collected for service delivery.
° National Supervisory Authority
Civil Aviation Department also acts as the National Supervisory Authority.
° Training Facilities
Georgia benefits from the SAKASTAC International Training Centre located in Tbilisi. SAKASTAC is a joint venture company between Sakaeronavigatsia, the Georgian ANSP, and ASTAC international (UK), a provider of ICAO compliant aviation training courses.
2.4. Kazakhstan
2.4.1. Civil Aviation context
The table below gives a general abstract of Kazakh airspace and institutional organisations which manages it. In the 90ies, after the break-up of the USSR, Kazakhstan decided to separate air navigation service providers and airspace users.
Table 4: Civil Aviation context – Kazakhstan
Size of Int’l Domestic Regulator IFR flights ANSP NSA controlled y body controlled airspace Airports Airports
13 international Ministry of Direction of airports, 131 000 in Transport Main among 2006 Kazaeron Inspection 2 717 000 which: 8 airports Committee -avigatsia on Aviation km² 151000 in of Civil Supervision Aktau 2007 Aviation (DMIAS) Almaty Astana Atyrau
Currently, Kazakh airspace is divided into six different areas of responsibility controlled by six different ACC’s. On-going projects aim at combining some of them. The target organisation is presented hereafter with 4 FIR’S. The main characteristic of Kazakhstan is the important traffic increase that the country has faced since 2002 (up to 15-20% per year).
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Figure 9: Airspace of Kazakhstan
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2.4.2. Institutional and organisational context
° General Information
The following diagram presents the different stakeholders involved in Civil Aviation in Kazakhstan:
Government
Ministry of Transport Ministry of Education and Communications
Committee of Civil Civilian Aviation Aviation Academy
ANS Training Centre Airlines KAZAERONA- Airport RSE operator VIGATSIA KAZAERONAVIGATSIA
Figure 10: Civil Aviation Stakeholders in Kazakhstan
° Regulatory Authority
The Committee of Civil Aviation (CCA) is the regulatory authority for civil aviation matters in Kazakhstan. The Committee is under the responsibility of the Ministry of Transport and Communications. The Committee’s headquarters are located in Astana.
° Air Navigation Service Provider
Air navigation services provision is under the responsibility of "Kazaeronavigatsia", a state company under the responsibility of the Ministry of Transport and Communications. Kazaeronavigatsia, created in 1995, is responsible for maintenance of technical infrastructures in the airspace of the Republic of Kazakhstan and manages six Area Control Centres providing Air Traffic Services in the six Flight Information Regions of the country. Kazaeronavigatsia has to comply with the established legislative and normative lawful reports of the Republic which determine requirements in terms of safety and effectiveness in the fields of aviation. It has also to ensure the fulfilment of the requirements undertaken by the State through the Convention on International Civil Aviation. Kazaeronavigatsia employs about 2700 people, among whom about 600 Air Traffic Controllers. Kazaeronavigatsia operates from Almaty where its headquarters are located.
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° National Supervisory Authority
The Department of Main Inspection on Aviation Supervision (DMIAS) acts as the NSA for Kazakhstan. The DMIAS Department is a division of the Committee, also located in Astana.
° Training Facilities
Kazakhstan benefits from the following training facilities: • Civil Aviation Academy which provides basic training in all civil aviation fields (including ATCOs), • Air Navigation Training centre RSE “Kazaeronavigatsia”, created in 2005 which provides advanced training for ATC and technical personal, • Rudloe College in Almaty, a fully ATC-oriented training centre which is a joint venture between Kazaeronavigatsia and ASTAC Ltd (UK).
2.5. Kyrgyzstan
2.5.1. Civil Aviation context
The table below gives a general abstract of Kyrgyz airspace and institutional organisations which manage it. In the 90ies, after the break-up of the USSR, Kyrgyzstan decided to separate the air navigation service provider and airspace users.
Table 5: Civil Aviation context – Kyrgyzstan
Size of Regulatory Int’l Domestic IFR flights ANSP NSA controlled body airports airports controlled airspace
Department Bishkek Department of Kyrgyzaero 200 000 of Civil Osh 8 airports 20 000 Civil Aviation -navigatsia km² Aviation Tamshy
The Kyrgyz airspace is divided in 3 FIR’s with an ACC for each of them. The main ACC is based at Manas airport. Communication and transfer of data are uneasy due to topographic environment. The Kyrgyz airspace is depicted on the picture below. It is important to note that all of the Kyrgyz airlines are “black listed” and banned for operations to the EU by the European Commission because of safety surveillance problems. This gives rise to a slowdown in traffic demand.
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Figure 11: Kyrgyzstan airspace
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2.5.2. Institutional and organisational context
° General Information
The following diagram presents the different stakeholders involved in civil aviation in Kyrgyzstan.
Ministry of Transport & Communications
Civil Aviation Authority & Safety inspection
KYRGYSAERONAVIGATSIA State Enterprise
Figure 12: Civil Aviation Stakeholders in Kyrgyzstan
° Regulatory Authority
The Department of Civil Aviation Department (CAD) of the Ministry of Transport and Communications of the Kyrgyz Republic is the regulatory and supervisory body in the field of civil aviation. The CAD has the following responsibilities/authorisations: • To approve the service provider organisations, • To licence the civil aviation staff (ATCOs, crew, aircraft maintenance staff), • To approve ANSPs operational manuals, • To issue airworthiness certificates, • To establish civil aviation requirements. In 2008 the CAD structure is meant to change (number of divisions and sections will be increased). The main objective is to remove Kyrgyz airlines from the European Commission “black list”.
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° Air Navigation Service Provider
State Enterprise “Kyrgyzaeronavigatsia” (SEK) is the sole Air Traffic Services provider of Kyrgyzstan. SEK is responsible for the provision of air traffic services for en-route, approach and aerodrome operations. It is also responsible for the provision and maintenance of infrastructures enabling the provision of the above-mentioned services. SEK is a 100% State-owned Company, completely separated and independent from the regulatory body (CAD). According to the legislation and the Aviation Law of Kyrgyzstan, SEK reports to CAD. Kyrgyzstan has airspace delegation agreements with Uzbekistan, Kazakhstan, Tajikistan and China ANS along the different borders.
° National Supervisory Authority
The Inspectorate Safety and Security (ISS) part of the DCA acts as the National Supervisory Authority in Kyrgyzstan. Its main responsibility is to investigate incidents and accidents with the participation, whenever necessary, of the Interstate Aviation Committee.
° Training Facilities
In terms of ATC training, Kyrgyzstan benefits from the following facilities: • The Kyrgyz Aviation College which was created after the independence, • The Aviation Training Centre, located in the premises of the Service Provider (Kyrgyzaeronavigatsia). Most of the ATCOs in Kyrgyzstan are trained by the Aviation Training Centre.
2.6. Moldova
2.6.1. Civil Aviation context
The table below gives a general abstract of the Moldavian airspace and institutional organisations which manages it.
Table 6: Civil Aviation context – Moldova
Size of Int’l Domestic Regulator IFR flights ANSP NSA controlled y body controlled airspace Airports Airports
Civil Aviation Balti 35 000 in MOLDATSA CAA 37 300km² Chisinau Administra- Cahul 2007 tion (CAA)
The airspace of Moldova is depicted on the following picture:
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Figure 13: Upper airspace of Moldova – Source AIP
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2.6.2. Institutional and organisational context
° General Organisation
The following diagram presents the different stakeholders involved in Moldovan Civil Aviation.
Government
Ministry of Civil Aviation Defence Administration Aviation (CAA) Department
Airport Operator Aircraft Operator MoldATSA
Figure 14: Civil Aviation Stakeholders in Moldova
° Regulatory Authority
Civil Aviation Administration (CAA) of Moldova is the regulatory body responsible for all aviation matters. The CAA is responsible for the certification of aircraft and equipment, personnel licensing, operational approvals of aircraft operators, ANS and airport service providers, aircraft accident and incident investigation and performs safety oversight for all certified or approved systems or processes.
° Air Navigation Service Provider
Air Navigation Services in Moldova are provided by MoldATSA, 100% state owned enterprise, fully separated from the regulatory authorities (complete separation has been implemented since 1994). MoldATSA is fully responsible for managing civilian air traffic in Chisinau FIR as well as military transport traffic. It provides en-route, TMA and aerodrome control services together with FIS, AIS, CNS and MET services. MoldATSA reports directly to Moldovan CAA, which in turn appoints the MOLDATSA Director General.
° National Supervisory Authority
Civil Aviation Authority also acts as the National Supervisory Authority.
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° Training facilities
There is no training facility in Moldova dedicated to air traffic control. The ATC ab-initio training is performed in Ukraine and the refresher training in Romania.
2.7. Tajikistan
2.7.1. Civil Aviation context
The table below gives an overview of Tajik airspace and institutions.
Table 7: Civil Aviation context – Tajikistan
Size of Regulatory Int’l Domestic IFR flights ANSP NSA controlled body airports airports controlled airspace
Dushanbe Transport Civil Aviation Khudjand Murgab Supervisory 500 km x 28 000 in Department Tajik Air Kuliyab Khorog Department 450 km 2006 (CAD) Kurgan- Garm (TSD) Tyube
The airspace of Tajikistan is depicted on the picture below:
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Figure 15: Airspace of Tajikistan
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2.7.2. Institutional and organisational context
° General Information
The following diagram presents the different stakeholders involved in Civil Aviation in Tajikistan.
Government
Transport Civil Aviation Supervisory Department Department
Tajik Air
Airlines Airport ANSP Training operator Centre
Figure 16: Civil Aviation Stakeholders in Tajikistan
° Regulatory Authority
The Civil Aviation Department (CAD) of Transport and Communication Ministry has been the State Regulatory body in the field of civil aviation since 1993. The CAD is under the responsibility of the Government. The CAD has the following responsibilities/authorisations: • To approve the service provider organisation, • To licence the civil aviation staff (ATCOs, crew, aircraft maintenance staff), • To approve ANSPs operation manuals, • To issue airworthiness certificates, • To establish requirements for civil aviation.
° Air Navigation Service Provider
Tajik Air Traffic Services (TATS) is the sole Air Traffic Services provider of Tajikistan. TATS is responsible for the provision of air traffic services for en-route, approach and airport operations and also meteorological service. It is also responsible for the provision and maintenance of infrastructures enabling the provision of above-mentioned services. Tajik Air is a 100% State-owned Company, completely separated and independent from the regulatory body (CAD).
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According to the legislation and the Aviation Law of Tajikistan, TATS reports to CAD. Former USSR regulatory framework is still in use (Directions on Flight Operation, Operations of ATC Controllers, Rules of Airspace Usage) even though Tajikistan publishes its own aviation rules. There is no AIP. There is a section for Tajikistan in Russian AIP. The update of this document is currently under progress. In April 2007 the Government decided to split Tajik Air into three independent enterprises which will remain owned by the State: Airline, ANS provider and airport. The reorganization is to be completed by the end of 2008. It is supposed to improve profitability of the aviation system.
° National Supervisory Authority
The Transport Supervisory Department (TSD) of the Transport and Communication Ministry has a Civil Aviation Section and acts as the National Supervisory Authority in Tajikistan.
° Training Facilities
Since the USSR period, Tajikistan has benefited from an Aviation Training Centre which trains various categories of aviation specialists in both operational and English fields. There are about 10 class rooms and a language laboratory. Regarding the ATC simulators, the training centre uses the means of the service provider.
2.8. Turkmenistan
2.8.1. Civil Aviation context
The table below gives an overview of Turkmenistan airspace and institutions.
Table 8: Civil Aviation context – Turkmenistan
Size of Regulatory Domestic IFR flights controlled ANSP NSA Int’l airports controlled body airspace airports
Ashkabat Turkmenbashi* State National Service Balkanabad - Dashoguz* 72000 “Turkmenhowayollary” Turkmenabat* Mary*
* airports currently under certification process for international operations.
2.8.2. Institutional and organisation context
° General Information
The following chart presents the stakeholders involved in Civil Aviation in Turkmenistan. The general organisation remains identical to former Soviet Union model, combining in a single entity the responsibilities for regulatory, supervision as well as operational functions.
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Ministry of Transport and Telecommunications
State National Service “Turkmenhowayollary”
Chairman
First Deputy Main Inspection
Flight Passenger ATM/ATC Operation and Cargo ATC / ATM Inspector Unit Traffic Unit Unit
“Turkmenistan Turkmenbashi Dashoguz Turkmenabat Airlines” including Airport Airport Airport Ashgabat Airport
Figure 17: Civil Aviation Stakeholders in Turkmenistan
° Regulatory Authority
The State National Service “Turkmenhowayollary” (General Department of Civil Aviation) is the regulatory authority within the Ministry of Transport and Telecommunications.
° Air Navigation Service Provider
Based on the former USSR model, the Air Navigation Service Provider is part of the State National Service “Turkmenhowayollary” (General Department of Civil Aviation).
° National Supervisory Authority
The Main Inspection Unit is part of the State National Service “Turkmenhowayollary”. Within the Civil Aviation Administration, this unit is independent from the operational services.
° Training Facilities
Turkmenistan benefits from the State Institute of Transport and Telecommunications in Ashgabat which provides high education for engineers, pilots, air traffic controllers, managers and administrative personnel. The Institute is under the responsibility of the Ministry of Higher Education. There is also a Training School (or Training Centre) of Aviation Personnel “SHPAP” which is a part of Turkmenistan Airlines located at the Ashgabat airport. These facilities are used for specialised training and professional English for all civil aviation duties, including air traffic controllers, pilots, commercial crews and ground staff.
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2.9. Uzbekistan
2.9.1. Civil Aviation context
The table below provides an overview of Uzbekistan context in terms of airspace and institutions.
Table 9: Civil Aviation context – Uzbekistan
Size of Regulatory Int’l Domestic IFR flights ANSP NSA controlled body airports airports controlled airspace
National Tashkent Committee for Samarkand Nukus Uzaerona 500 000 64 000 in Flight Safety NCFSS Bukhara Navoi -vigatsia km² 2007 Supervision Urgench Namangan (NCFSS) Termez
The upper airspace of Uzbekistan is depicted on the picture below:
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Figure 18: Uzbekistan airspace
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2.9.2. Institutional and organisational context
° General Information
The following diagram presents the different stakeholders involved in Uzbek Civil Aviation.
Government
National Committee on Flight Safety Supervision
Uzbekistan Havo Yullary
Airlines Airport ANSP Training operator Centre
Figure 19: Civil Aviation Stakeholders in Uzbekistan
° Regulatory Authority
The National Committee on Flight Safety Supervision (NCFSS) is the state regulatory body in the field of civil aviation. The NCFSS is under the responsibility of the Government. The NCFSS has the following responsibilities/authorisation: • To approve the service provider organisations, • To licence the civil aviation staff (ATCOs, crew, aircraft maintenance staff), • To approve ANSPs operation manuals, • To issue airworthiness certificates, • To establish civil aviation requirements.
° Air Navigation Service Provider
Uzaeronavigatsia is the sole Air Traffic Services provider of Uzbekistan responsible for the provision of air traffic services for en-route, approach and aerodrome operations. It is also responsible for the provision and maintenance of infrastructures enabling the provision of above-mentioned services. Uzaeronavigatsia is a part of Uzbekistan Havo Yullary (UHY). UHY is a 100% State-owned Company, completely separated and independent from the regulatory body (NCFSS). According to the legislation and the Aviation Law of Uzbekistan, UHY reports to NCFSS.
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° National Supervisory Authority
The National Committee on Flight Safety Supervision (NCFSS) is also responsible for flight safety supervision in Uzbekistan.
° Training Facilities
The Aviation Training Centre has existed since the USSR period as the Tashkent State Aviation Institute. It trains various categories of aviation specialists and also provides English training. Moreover, it delivers a 1-year ab-initio training course for ATC controllers. It can also provide different kinds of refresher training for ATCOs. Uzaeronavigatsia also acts as a Civil Aviation Training Centre which can provide both English and operational training.
2.10. International membership
2.10.1. Links with international organisations
This project involves nine partner countries which are part of different international organizations. Memberships have been acquired following the ongoing process of rebuilding national competencies after the break-up of USSR in early 90’s. The following paragraphs provide some general information regarding the major organisations in which partner countries are member states: • The International Civil Aviation Organisation, • The Interstate Aviation Committee (IAC), • The ATM Coordination Council “Eurasia”, • The European Civil Aviation Conference (ECAC), • Eurocontrol, • CANSO.
° International Civil Aviation Organisation (ICAO):
All countries are members of ICAO and should be compliant with related recommendations described in all corresponding annexes.
° The Interstate Aviation Committee (IAC):
The Committee was formed on the basis of the intergovernmental Agreement on Civil Aviation and Airspace Use signed on 30.12.91. By this agreement the IAC is designated as the agency of 12 states of former USSR on the functions delegated by the States in the field of civil aircraft and use of airspace. At present, the participants of the agreement are Azerbaijan, Armenia, Belarus, Georgia, Kazakhstan, Kyrgyzstan, Moldova, Russian Federation, Tajikistan, Turkmenistan, Uzbekistan and Ukraine. The objective of IAC is the coordination of aircraft, use of airspace, management of air traffic, the definition and implementation of rules of the organization, flight performance, as well as aircraft maintenance. IAC is the permanent agency, authorized to implement the rules agreed upon in the Agreement on civil aviation regarding the use of airspace, to ensure the missions of the Council on aviation and use of airspace.
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° ATM coordination Council “Eurasia”:
The ATM Coordination Council “Eurasia” aims at harmonizing the legislation acts in its member states (Byelorussia, Kyrgyzstan, Kazakhstan, Uzbekistan, Russian Federation and Tajikistan). The original name was “Coordination Council of the Heads of National Bodies on ATM and ASM “Eurasia”. The Council was created in 1997 under the initiative of the CIS countries aviation administration in order to introduce the “Concept of harmonization of national systems related to Air Traffic Management within these countries. The creation of the Council dates back to 1999 in Almaty with the signature of the regulations. “Eurasia” structure also includes some permanents observers such as IAC’s representatives, Azeraeronavigatsia (Azerbaijan). The overall objectives and tasks of the Council are to: • harmonize the national legislation of ANS activities, • increase safety as well as economic efficiency of flights in the eastern part of ICAO region. The activities of the Council should promote the further integration of the specified systems into the European framework.
° European Civil Aviation Conference (ECAC):
Founded in 1955 as an intergovernmental organisation, ECAC's objective is to promote the continued development of a safe, efficient and sustainable European air transport system. In doing so, ECAC seeks to: • Harmonize civil aviation policies and practices amongst its Member States. • Promote understanding on policy matters between its Member States and other parts of the world. ECAC has set up pragmatic and cooperative arrangements with other international organisations. For subjects on which work is being done in other organisations, ECAC's added value lies in its integrating policy on a wider geographical basis. ECAC regards itself as the representative voice of the pan-European civil aviation. ECAC actively seeks and promotes arrangements, memoranda of understanding and contacts with other regional organisations and States about civil aviation issues of common interest.
° Eurocontrol:
Eurocontrol is the European Organisation for the Safety of Air Navigation. Created in 1963 by six founding members, this civil and military intergovernmental organisation now counts 38 Member States from across Europe. It is based in Belgium with specialised offices in six other European countries. The overall objective is the development of a consistent pan-European Air Traffic Management (ATM) system, perfectly embodied in the concept of ”Single European Sky”. By benefiting from a fully integrated air traffic management system, the organisation also contributes to a safer, more secure and more environment-friendly European Aviation.
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2.10.2. Membership of beneficiary countries:
The following table presents the detail of international memberships of beneficiary countries:
Table 10: Membership of beneficiary countries
Interstate Aviation ATM Coord. Board EUROCONTROL Country ICAO Committee Eurasia ECAC
Armenia Since 1992 MS - Since 1996 Since March 2006
Azerbaijan Since 1992 MS - Since 2002 -
Georgia Since 1994 Since 1993 - Since 2005 -
Kazakhstan MS MS MS - -
Kyrgyzstan Since 1994 MS MS - -
Moldova MS MS - Since 1996 Since March 2000
Tajikistan MS MS MS - -
Turkmenistan Since 1992 MS - - -
Uzbekistan MS MS MS - -
MS: Member State - : Not member State
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The partner countries can be divided into the following different “categories”: 1. The Central Asia countries (except Turkmenistan) which are ICAO, IAC and ATM Coordination Board Eurasia member states, 2. Azerbaijan and Georgia which are ICAO, IAC and ECAC member states, 3. Armenia and Moldova which are ICAO, IAC, ECAC and Eurocontrol member States. Memberships are also defined according to regional requirements. Caucasian States are more involved with Eurocontrol organisations and practices. As detailed in the following chapters, all of them use “feet system” and RVSM procedures and two of them are member of EUROCONTROL. On the other hand, Central Asian countries are more oriented to the Russian federation and regional coordination procedures. Most of them are still working in metres and CVSM procedures which are more convenient to their environment requirements. However the discrepancies should not be a cause of misunderstanding regarding procedures. Therefore, efforts should be made to merge, share and integrate both regulations and practices, in particular regarding coordination with European requirements by introducing all countries to related working groups. On a regulatory basis, each membership implies different requirements to be fulfilled by the member States and sometimes coordination or requirement between IAC and EASA are not always compatible. A close cooperation and understanding of technical requirements of each entity should be more visible. Also EASA responsibilities are not well known by some countries of the region. Most of the beneficiary countries still refer to the former JAA.
2.10.3. Harmonisation with European Standards
None of the beneficiary countries is a member of the European Union. As a consequence, there is no obligation to apply the Single European Sky regulations or EASA specifications. However non compliance with EASA regulations could have some consequences in terms of flight restrictions in European States, for example. Moldova and Armenia, as Eurocontrol members, regularly review and amend their national legislations in compliance with SES requirements as far as it is practically applicable, the main illustrations are: • Publication of ANSP certification requirements, • Certification and designation of MoldATSA and Armats as Air Navigation Service Providers, • Provision of Safety oversight by CAA.
2.11. Recommended evolutions related to institutional and organisational matters
As shown by the different categories in which the beneficiary countries can be classified, the levels of development in terms of institutions and organisations are heterogeneous. Overall, Moldova and the three Caucasian countries have developed their regulations and organisations (especially Moldova and Armenian as Eurocontrol members) whereas the Central Asia countries have just started to modify their regulations recently with various results. Thus, some tentative recommendations are provided hereafter. Those recommendations are classified in the three following categories indicating the priority level: 1- Urgent: identifying improvements that are mandatory for safety reasons and to allow the ANSP to comply with European and international regulations. 2- Short term: identifying necessary improvements allowing the ANSP and/or CAA to ensure their mission properly in accordance with European and international regulations.
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3- Mid & long term: Identifying further evolutions, not necessary but recommended in order to comply with best European and international practices.
2.11.1. Caucasus and Moldova
Concerning Moldova and Caucasus, the major recommendation would be to ensure that the services, inside CAA, that are responsible for regulatory activities and surveillance activities are clearly separated. R1: To ensure the full separation between Regulatory and Supervisory activities inside the Regulatory Authority. Area: Caucasus & Moldova Country: All Priority level: Short term / necessary
The case of Azerbaijan is slightly different as Azerbaijan is under the process of separation but has not yet implemented it fully. In addition, the sharing of tasks between current AZAL and future CAA has to be defined or clarified.
R2: To finalise the implementation of Azerbaijan Civil Aviation Authority as Regulatory Authority independent from the Service Provider (AZANS / AZAL). Area: Caucasus & Moldova Country: Azerbaijan Priority level: Urgent / Mandatory R3: To ensure that recommendation 1 is valid inside the future CAA of Azerbaijan. Area: Caucasus & Moldova Country: Azerbaijan Priority level: Short term / Necessary R4: To define the future sharing of tasks between CAA of Azerbaijan and AZAL State Concern and relevant links to be established between these two entities. Area: Caucasus & Moldova Country: Azerbaijan Priority level: Short term / Necessary
Some other “common” recommendations can be formulated for the four countries; some recommendations aiming, on the one hand, at increasing the coordination between regulators and operators and, on the other hand, at standardising the use of English language in the reference documents. R5: To increase the communication between Service Provider and Regulatory Authority so that actions and development will be implemented in a coordinated manner. Area: Caucasus & Moldova Country: Azerbaijan and Georgia Priority level: Short term / Necessary R6: To standardise the use of English in the reference documents Area: Caucasus & Moldova
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Country: Georgia, Azerbaijan and Armenia Priority level: Mid term / Evolution
2.11.2. Central Asia
As a general rule, the recommendations applicable to Caucasus and Moldova are all applicable to Central Asia countries. Some countries of this area have not yet implemented the separation between operator and regulator. In these five countries, there is a real need to establish regulatory frameworks at both national and regional level as the concept of CAA is quite new for these countries which are still under the former USSR model. In addition, and compared to Caucasus, aeronautical information is not always available and whenever exists, needs to be developed and completed (except for Uzbekistan which has performed an important work in that domain). Thus, the following recommendations are formulated for Central Asia:
° Organisation aspects
R7: To ensure the full separation between Regulatory, Service Provision and Supervisory activities. Area: Central Asia Country: All Priority level: Urgent / Mandatory
R8: To ensure that Civil Aviation Code and regulations have been effectively developed and, according to international requirements. Area: Central Asia Country: All Priority level: Urgent / Mandatory
R9: To support and assist harmonisation of ANS rules and regulations within the TRACECA countries. Area: Central Asia Country: All Priority level: Mid term / Evolution
R10: To ensure that the National Supervisory Authorities have enough financial and human resources to carry out their supervisory missions. Area: Central Asia Country: All Priority level: Urgent / Mandatory
° Regional cooperation and development plans
R11: To support the beneficiary countries in the drafting, implementation and monitoring of their development plans for Air Navigation Services Area: Central Asia Country: All Priority level: Short term / Necessary
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R12: To develop regional cooperation among countries for coordination in terms of ANS development (e.g. supra national organisation or working groups). Area: Central Asia Country: All Priority level: Mid term / Evolution
R13: To support the beneficiary countries in the negotiation of Letters of Agreement with neighbouring countries.
Area: Central Asia Country: All Priority level: Short term / Necessary
° Cooperation with European Institutions
European institutions and international organisations have developed several programs, organisations and agencies which can give technical material and support for the beneficiary countries. This information is available but not always known.
R14: To ensure visibility and understanding of European Institutions, associated practices and available documentation (e.g. EASA, Eurocontrol).
Area: Central Asia Country: All Priority level: Short term / Necessary
R15: To support the development of Regional Institutions for R&D purposes in the fields of ANS. Area: Central Asia Country: All Priority level: Mid term / Evolution
R16: To improve cooperation with European institutions for R&D purposes in the fields of ANS. Area: Central Asia Country: All Priority level: Short term necessary
R17: To ensure visibility and understanding of European operational procedures or concepts such as Flexible Use of Airspace or Flow Management. Area: Central Asia Country: All Priority level: Mid term / Evolution
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3. OPERATIONAL AND TECHNICAL ENVIRONMENT
3.1. Traffic Data
3.1.1. Moldova
As highlighted by the picture below, the traffic characteristics for Moldova can be summarised hereafter: • A regular increase over the period 2000 – 2006, • A daily traffic between 60 and 100 flights per day, • A significant seasonal variation (+50% during the summer season).
Figure 20: Flight data Moldova (Source: LCIP of Moldova)
The projections, developed by EUROCONTROL STATFOR (Air Traffic Statistics and Forecasts), for the next years are based on growth rates between 5.7 and 7.3% over the period 2008 – 20011 (baseline).
3.1.2. Caucasus
In the Caucasus region, the traffic flows are concentrated on 2 main axes: • A North / South axis representing 30% of overflight traffic, that is made of two main following flows: − Between Russia and former CIS countries. Most of the flow is comprised of flights between Armenia and Russia; − Between Russia or former CIS countries and Middle East. Most of the flow is comprised of flights between Russia, Ukraine and United Arab Emirates, Iran. • An East/West axis representing 70% of overflight traffic, that is made of three main following flows:
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− Between Europe (Northern and Southern) and Asia (South and Southeast). Main traffic is between Western European countries such as UK, Germany, Netherlands, France and Singapore, Thailand, India − Between Europe (Northern and Southern) and former CIS countries. Main traffic is between UK, Germany, Turkey and Azerbaijan, Armenia; − Between Europe (Northern and Southern) and Middle East. Main traffic is between UK, Sweden, France and Afghanistan, Pakistan, United Arab Emirates. The following picture presents the main region flows with reference to the number of movements controlled by Tbilisi ACC:
Figure 21: Main flows in Caucasus area As for Moldova, the traffic has regularly increased over the 2002 – 2005 period. Nevertheless, the political situation with the Russian Federation may impact the traffic (only + 0.44% increase in Georgia between 2005 and 2006). The seasonal variation is not as important as in Moldova. The peak periods are generally recorded in August and December during the main holiday periods in Europe.
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3.1.3. Central Asia
Between Europe and Asia, Central Asia is located on one of the main air flows in the world.
Figure 22: Europe – South East Asia traffic flows The most significant flows are presented hereafter:
Russian Federation Asia
Northern Europe
Western Europe
Turkey Caucasus South East Asia India Australia
Figure 23: Main flows within Central Asia
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The major characteristics of air flows in the region are: • A number of over flights on two main groups of routes: − Between Europe and Asia, − Between Europe and South East Asia, • Differences among the five countries regarding air traffic demand, due to: − The balance between domestic and international traffic depending on the size of the country as well as on the economical development (Kazakhstan faces the most important traffic growth within the area - +15/20% per year), − Restrictions applied to airlines from Tajikistan and Kyrgyzstan which does not allow traffic development. • Regular connections between these five countries and the Russian Federation.
3.2. Air Traffic Services
3.2.1. Airspace organisation
The following table summarises and compares the airspace characteristics of each beneficiary countries.
Table 11: Airspace organisations
Country FIRs Nb of sectors3 Adjacent FIRs Class
Upper Lower/TMA (> FL195)
Ankara 2 Baku Armenia Yerevan 1 C, G APP/TWR Tbilisi Tehran
Rostov Yerevan Tbilisi Non Azerbaijan Baku 2 3 TMAs Tehran classified Aktau Turkmenbashi
Rostov Baku Georgia Tbilisi 2 3 TMAs Yerevan A, C, G Ankara
Currently 6 FIR, Turkmenbashi 4 in the near Nukus future: Tcheliabinsk Non- Kurgan classified4 Kazakhstan 16 20 TMAs Omsk Astana Barnaul Almaty Bishkek Shymkent Manas Aktobe Tashkent
3 Number of sectors indicated is the maximum number of civilian control sectors that can be operated simultaneously. 4 Implementation of the ICAO classification is currently under consideration.
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Country FIRs Nb of sectors3 Adjacent FIRs Class
Upper Lower/TMA (> FL195)
Dushanbe Bishkek Urumchi Non- Kyrgyzstan 2 3 TMAs Osh Almaty classified Tashkent
L’viv 5 Bucuresti Moldova Chisinau 2 1 TMAs Odesa C, G Kyiv
Termez Samarkand Non- Tajikistan Dushanbe 1 2 TMAs Tashkent Osh classified Kabul
Ashkhabad Theran Dashoguz Mukus Turkmenabad Baku Non- Turkmenistan 4 5 TMA Turkmenbashi Aktau classified Kabul Samarkand
Aktau Aktyubinsk Nukus Kyzylorda Shymkent Non- Uzbekistan Samarkand 7 10 TMAs Osh classified Tashkent Dushanbe Turkmenabat Dashoguz
In terms of airspace size and organisation, Kazakhstan and Uzbekistan have bigger airspaces with several FIRs. Other countries have rather similar organisations with a single FIR.
3.2.2. Management Procedures and Navigation Services
The table hereafter aims at presenting the major differences concerning the working environments, focusing on procedures and separation standards that are applied. As an important factor of safety and expeditiousness of traffic, the need for transition areas is also presented (RVSM/CVSM transition as well as feet/metric transition).
Table 12: Management procedures and navigation services
Feet or RNP Longitudinal Country metric RVMS Status Transition Areas Level Separations ?
En-route: 5NM RVSM since Armenia Feet RNP 5 APP: 3NM for - 2005 final APP
5 ACC2 sector provides ATS from GND to FL285.
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Feet or RNP Longitudinal Country metric RVMS Status Transition Areas Level Separations ?
RVSM / CVSM with En-route: Turkmenistan RVSM since 17NM Azerbaijan Feet RNP 5 2005 Lower: 10 NM RVSM/CVSM + APP: 3NM Ft/Metric with Russia and Kazakhstan
En-route: RVSM/CVSM with RVSM since Georgia Feet RNP 5 10NM Rostov (North of 2005 APP: 5NM Georgia)
CVSM:
300m (up to CVSM/RVSM with 8100m) En-route: China 30km 500m (between RVSM/CVSM + 8100m and APP: 20km Kazakhstan Metric - Ft/Metric with 12100m) or 10km when Azerbaijan using 1000m (above automated Feet/Metric with 12100m) ATC systems Turkmenistan RVSM planned for 2009-2010
CVSM as applied As applied in CVSM/RVSM with Kyrgyzstan Metric - in Kazakhstan Kazakhstan China
RVSM since En-route: Moldova Feet RNP 5 No 2002 15NM
En-route: 30km
CVSM as applied APP: 20km or Ft/Metric with Tajikistan Metric - in Kazakhstan 10km when Afghanistan using automated ATC systems
Feet / Turkmenistan - - - - metric
En-route: 30km
CVSM as applied APP: 20km or Ft/Metric with Uzbekistan Metric - in Kazakhstan 10km when Afghanistan using automated ATC systems
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This table contributes to define two major groups of countries with two different working environments: • “Feet – RVSM “ group of countries composed of Caucasus countries and Moldova, • “Metric – CVSM” group of countries composed of Central Asia countries except Turkmenistan. It is to be noted that Turkmenistan uses both systems (feet/metric) depending on altitude. These two groups are in line with the International memberships. Indeed, Member States of the ATM Coordination Board are Russian-oriented countries while others are Eurocontrol-oriented. As shown on the map hereafter, Central Asia and Russia are the last areas in the world which have not implemented or do not plan to implement RVSM. This gives rise to important needs for transition, which impacts the safety levels. Nevertheless, the low traffic densities and the size of airspaces both minimize the impact of CVSM procedures.
Figure 24: RVSM Status world-wide – source FAA website
The working environments will have a deep impact on the training courses implemented within the project (described in the 6thpart of this document), especially for ATCOs courses, as controllers from different groups of countries will have difficulties to work together due to different working methods.
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3.2.3. ATS Facilities for en-route operations
The following map presents the Area Control Centres within the beneficiary countries:
Astana
Almaty
Bishkek Aktobe Kara-kul Chimkent Namangan
Osh Tashkent
Nukus Samarkand Chisinau Dushanbe Dashkhovuz Tbilisi Turkmenabad Baku Turkmenbashi
Ashgabat Yerevan
Figure 25: Location of Area Control Centres in the beneficiary countries
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The list of ACCs per country and the number of controllers working in these facilities are provided within the following table:
Table 13: ATS facilities
Service provided Number of Country ATS Units operational staff
En-route services in the whole FIR 90 ATCOs for En- Armenia Yerevan ACC route ,APP and ADC Yerevan APP services
En-route services in the whole 35 ATCOs for En- FIR route Azerbaijan Baku ACC Baku APP services 60 for APP/TWR
En-route services in the whole 41 for En-route FIR Services Georgia Tbilisi ACC Tbilisi / Kutaisi and Batumi APP 48 for APP Services services
Aktobe ACC En-route / APP services 135
Almaty ACC En-route / APP services 160 575 Kazakhstan ATCOs Astana ACC En-route / APP services 220
Chimkent ACC En-route / APP services 60
Bishkek ACC En-route / APP services 120 ATCOs (70 in Kyrgyzstan Karakol ACC En-route / APP services Bishkek) Osh ACC En-route / APP services
En-route in the whole FIR 62 ATCOs for En- Moldova Chisinau ACC route, APP and ADC Chisinau APP Services services
30 ATCOs for En- En-route in the whole FIR route Services Tajikistan Dushanbe ACC Dushanbe APP Services 95 ATCOs for APP (55 in Dushanbe)
Ashgabat ACC En-route / APP services
Dashkhovuz ACC En-route / APP services Turkmenistan 285 ATCOs Mary APP APP services
En-route / APP services Turkmenabad ACC
Turkmenbashi ACC En-route / APP services
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Service provided Number of Country ATS Units operational staff
Tashkent ACC En-route / APP services 150 ATCOs
Samarkand ACC En-route / APP services 46 ATCOs Uzbekistan Nukus ACC En-route / APP services 54 ATCOs
Namangan ACC En-route / APP services -
3.3. ATM-CNS Infrastructures
3.3.1. Communication infrastructure
The following table provides information regarding communication means available in the beneficiary countries:
Table 14: Communication infrastructures
Ground / Ground Air / Ground Country Additional information Communications Communications
AFTN + satellite links 8.33kHz capabilities (not Armenia with neighbouring Full VHF coverage currently used) countries
AFTN + satellite links 8.33kHz capabilities (not Azerbaijan with neighbouring Full VHF coverage currently used) countries
AFTN + satellite links 8.33kHz capabilities (not Georgia with neighbouring Full VHF coverage currently used) countries
Satellite channels implemented between 2 8.33 kHz capabilities Kazakhstan VHF (DENRO / USA) ACCs (Almaty/Astana) (not currently used) and China + ATN
Satisfactory VHF Kyrgyzstan AFTN + satellite links No 8.33 kHz capabilities coverage
2 links with Ukraine and 8.33kHz capabilities (not Moldova Full VHF coverage Romania currently used)
APP and ACC interconnected
AFTN – SITA VHF and HF Tajikistan No 8.33kHz capabilities Satellite communications to Azerbaijan, Kazakhstan, Kyrgyzstan, Afghanistan
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Ground / Ground Air / Ground Country Additional information Communications Communications
Turkmenistan - -
Satellite, AFTN, direct Uzbekistan VHF/HF communication lines
3.3.2. Navigation infrastructure
All the beneficiary countries are using conventional navigation means for both en-route and approach. No GNSS developments are performed within the region. All the routes are defined by ground means, mainly NDB, VOR and VOR/DME. The following table provides the types of radio aids that are available in the beneficiary countries for en-route and approach operations:
Table 15: Navigation infrastructures
Country VOR/DME VOR NDB TACAN ILS
Armenia 2 - 5 - 2
Azerbaijan 1 - 16 - 2
Georgia 2 - 8 - 3
Kazakhstan 13 1 74 - 25
Kyrgyzstan 1 - 16 1 2
Moldova 1 - 4 - 2
Tajikistan 1 - 10 - 3
Turkmenistan 3 - 12 - 1
Uzbekistan 4 - 36 1 5
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3.3.3. Surveillance infrastructures
All the beneficiary countries benefit from a radar coverage enabling to perform radar surveillance over the main air routes. The following table presents the number and types of radar for each country:
Table 16: Surveillance infrastructures
Type of equipment for Date of installation Country Coverage en-route operations
Full Radar Coverage above FL195 and in the TMA 2 PSR/SSR stations Recently for MLAT Redundant coverage Armenia 1 Multi-lateration system System through MLAT system (6 stations in Yerevan 5 stations in Gyumri) Possibility to implement A-SMGCS over Multi- lateration in the future
Azerbaijan 2 MSSR - Full Coverage
Full Coverage / double Georgia 3 MSSR and 2PSR 1998 at upper levels
4 SSR “raduga” Kazakhstan - Full Coverage 20 SSR mono pulse
Full coverage over 7000m due to mountains Kyrgyzstan 2 SSR - No link with OSHK
MSSR station at Moldova 67 November 2000 Full Coverage Chisinau for En-route
Full coverage above Tajikistan 3 SSR Monopulse 2005 5000m, 70% below due to mountains
Turkmenistan RSM 970 Thales 1997 Full Coverage
7 radar stations:
Uzbekistan “Trac-2400/RSM-970”, - Full Coverage
“Krona-T” for En-route
6 Chisinau ACC also processes Radar data received from Romanian MSSR located in Bacau and Bucharest. 7 The procurement of a new radar station has been planned.
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All the beneficiary countries have a satisfactory radar coverage enabling the provision of radar-based air traffic control services on major routes (at least for “Radar Surveillance”).
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3.3.4. Air Traffic Management Systems
The following table presents the Air Traffic Management Systems that are operated within the major Area Control Centres of the region. The purpose of such a table is to highlight the different technologies implemented and the potential differences in terms of working methods that may be induced by different technologies.
Table 17: Air Traffic Management Systems
Type of ATM Date of Radar Data Flight Data Stripping Safety ADS/CPDLC Country ATS Facility System / installation Processing Processing nets Capability Manufacturer System System
Yes Yes Electronic STCA EUROCAT 1000 Armenia Yerevan ACC 8 - Strips MSAW No / Thales APW
EUROCAT 1000 Yes Yes Paper strips Azerbaijan Baku ACC 2000 - 2001 - No / Thales
STCA 1999 MSAW Paper strips Yes Yes APW Northrop No Grumman Georgia Tbilisi ACC STCA 2007 – 2008 MSAW ? SELEX Electronic Not yet in Yes Yes APW Strips operations
Kazakhstan Almaty ACC Siemens 1996 Yes Yes E-Strips yes planned
Northrop Astana ACC Recently Yes Yes E-Strips yes - Grumman
8 PELENG System is also available as back up of the EUROCAT.
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Type of ATM Date of Radar Data Flight Data Stripping Safety ADS/CPDLC Country ATS Facility System / installation Processing Processing nets Capability Manufacturer System System
Shymkent Sintez (Russian) 2007 Yes Yes E-Strips yes -
Aktobe Siemens9 1997- Yes Yes E-Strips yes -
Norwegian No No Stripless 1980? No No Kyrgyzstan Bishkek ACC EUROCAT / Yes Yes Stripless 2002 No No Thales
STCA Moldova Chisinau ACC Alenia / SELEX 1999 Yes Yes Stripless MSAW No APW
Korinf (Russia STCA Tajikistan Dushanbe ACC 2005 Yes Yes Paper strips - made) MSAW
Turkmenbashi EUROCAT 200 2002 Yes Yes Stripless - No
Turkmenistan Ashgabat EUROCAT 200 1997 Yes Yes Electronic APW No
-Turkmenabat EUROCAT 200 2004 Yes Yes Stripless - No
Stripless or EUROCAT / Uzbekistan Tashkent ACC - Yes No - - Thales Electronic Strips
9 A new Northrop Grumman system will be installed in 2009.
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3.4. Regional and/or National operational ways of improvement
When collecting the data, some differences in the operational environments and practices were observed. As a result, coordination in the various countries and between the region and ICAO standards could be simplified. Regarding operational functionalities, some significant improvements can be proposed, mainly for Central Asia, in order to simplify and harmonize the transition procedures with border countries of the region. Also world wide RVSM rules have not been adopted in Central Asia, it can be considered as a major project for the region in terms of harmonization with ICAO recommendations.
R18: To consider the possibility of a feasibility study and eventually technical assistance with the aim of harmonising regional operational procedures and technical means including geographic references (WGS 84) and altimetry
Area: Central Asia Country: All Priority level: Short term / Necessary
R19: To ensure availability of standard procedures throughout the region for transition between metric and feet coordination as well as transponder coordination (effective application of ORCAM rules) Area: Central Asia and Caucasus Country: All Priority level: Short term / Necessary
R20: To implement a regional project for airspace organisation and classification according to ICAO standards with basis for SES conformity Area: Central Asia Country: All Priority level: Urgent / Mandatory
R21: To ensure CAA have coherent and available communication means for AIP including web site Area: Central Asia Country: All Priority level: Short term / Necessary
R22: To propose a regional project for convergence to RVSM procedures Area: Central Asia Country: All Priority level: Short term / Necessary
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4. HUMAN RESOURCES AND TRAINING ASPECTS
The objective of this section is, on one hand, to provide a description of existing means for ATC and English training and, on the other hand, to propose recommendations for further evolutions. In order to allow a clear understanding, the description of existing facilities, means and program will be provided country by country.
4.1. Review of overall organisation and staffing levels
The following table presents the number of operational staff in the beneficiary countries (ANSP).
Table 18: Operational staff
Operational Instructors ATCOs Average age of Country Managers ATCOs
En-route APP / TWR
3 (full time OJT 90 (35 for En-route / 70% of ATCOs between Armenia 4 instructors) 55 for APP/ADC) 35 – 45 years old
23 (3 Azerbaijan - permanent / 20 35 60 37 years old OJTI)
2 full time OJT Georgia 12 41 48 - instructors
Kazakhstan 23 35 575 40 years old
Kyrgyzstan 12 5 50 70 40 years old
2 full time OJT Moldova 5 62 - instructors
Tajikistan 16 16 30 95 27 years old
Turkmenistan - - - - -
Uzbekistan 65 45 383 About 45 years old
Except in Kazakhstan, no shortage of controllers has been reported during the missions on-site. Meanwhile it is important to notice that Kazakhstan is on the process of re- designing its airspace by combining some ACC’s to reduce number from 6 to 4 ACC’s.
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4.2. Armenia
4.2.1. Training facilities
The Aviation Training Centre in Yerevan is the only facility established by Armenian Republic Government Decision to ensure continuing training of a wide range of aviation personnel. Before 2007, ARMATS identified the number of applicants to be selected and trained at the Aviation Training Centre. Since 2007 the number of students who enter the training centre each year has been regulated by the government recruitment policy. From 8 to 10 applicants are annually selected by the ATC training centre. On average, only 40-50% of students ATCO reach graduation.
4.2.2. ATC training
° Training programs for controllers
Ab-initio training for full time student controllers is conducted at the Aviation Training Centre. Training course duration is 2 years and a half. The schedule includes 376 hours of general, aviation English and radio telephony. 522 hours devoted to ATC theoretical part and 180 hours for simulation training at ARMATS. The Aviation Training Centre provides only the theoretical part of the training. Practical training on ATC simulator is delivered within ARMATS facilities.
° Training programs for instructors
3 OJT instructors (for ACC, APP and TWR) have been trained at the EUROCONTROL Institute of ANS in Luxemburg. No training program for OJT instructors is available at the Aviation Training Centre yet.
° ATC training means available
ARMATS operates its own so as to ensure the continuing training of students as well as refresher training of ATCOs. There is one position for a pseudo-pilot and one position for the TWR controller training. It can simulate Approach and ACC working stations. There are 1200 practical exercises stored in the database.
4.2.3. English training
° Training for controllers
The level of English is assessed thanks to an entry test. However, no minimum entry level compliant with the ICAO scale is required. ARMATS developed its own English language training concept in 2005. The concept was approved by the CAA. The English language training program is divided into the following modules: • 12 weeks of training at ARMATS, • 8 weeks of training at the American University in Yerevan,
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• 8 weeks in UK. ARMATS has well equipped classrooms for English language learners with 7 working positions.
° ICAO language requirements (Level 4)
The implementation of the ATCO English language certification test is currently under process.
4.3. Azerbaijan
4.3.1. Training facilities
The National Academy of Aviation is the only educational institution that can train Civil Aviation specialists. It was established as the National Aviation Centre in 1992. With about 2000 students and 23 specialties, the NAA appears as a “General Aviation University”. The Academy has been divided into several faculties: • Flight Technical Operation of aircraft (including ATC and pilots training), • Air Transport Organisation, • Economics and Law, • Aviation personnel training centre. The Academy benefits from a huge campus with four well-equipped buildings and many specialised class rooms (meteorology, Boeing aircraft, Airbus aircraft, ATR aircraft etc…). The Academy has a modern electronic library that enables students to access to a great number of documents. The training program has been developed in cooperation with the Special Methodological Board in St Petersburg under the umbrella of the Ministry of Education of Azerbaijan which is responsible for approving the curricula.
4.3.2. ATC training
° Training programs for controllers
The initial training of air traffic controllers in the National Academy is done over a period of 5 years. The number of students who enter the Academy each year is regulated by the State Concern. Currently, there are 55 ab-initio air traffic controllers at the Academy; 4 of them are in the 1st year of their training (Y2:0, Y3:6, Y4: 22, Y5: 23). The controller’s curriculum is divided into the following main parts: • Humanities, social and economy subjects, • General Mathematics and natural sciences, • General vocational subjects (mechanics, strength of materials, electrical engineering, aircraft structure, …) • Speciality subjects: − Familiarization with the specialty − Basics of aerodynamics and dynamics of flight − Basics of aviation technique structure
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− Main aircraft performance − Aircraft and aerodrome electrics − Aviation and flight navigation equipment − ATC and navigation radio aids − ATC automated systems − Air navigation − Systems of satellite and mobile communication − Flight safety − AIS − Aviation meteorology − Organization of flight and ground services operation − Air traffic service − Aerodrome and airport operation − Technology of a controller rules of communication and radio telephony − Basics of ATC theory − Speech technique − Accident prevention in ATC − ICAO standards and recommended practices − Flight simulator training − ATC simulator training − Life safety principals − Regulations For the time being, only the theoretical part of ATC training is performed at the National Academy. ATC simulations are performed in the premises of AZANS (Service Provider). As for the refresher training, each controller benefits from a 2-week refresher course every two years.
° Training programs for instructors
ATC instructors are recruited among the controllers of AZANS. A specific course is to be developed by the National Academy but for the time being, no instructors have been trained there. ATC instructors from AZANS have attended a specific course in Czech Republic. This course is 3-week long, 1 week dedicated to theoretical training and 2 weeks of OJT.
° ATC training means available
As mentioned above, no ATC simulators are currently available within the Academy. A procurement process has been initiated for a 270° tower simulator. This equipment should be operational by mid-2008. AZANS uses the following means to train their controllers (trainees and qualified controllers) • 2 positions for ACC or APP control (PC based simulators),
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• 2 pilot positions.
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4.3.3. English training
° Training for controllers
No minimum entry level is required for applicants. Only a short test is performed, so that the applicants are well aware of the importance of English in the day-to-day job of controllers. During this test, applicants have to choose proper synonyms, antonyms, articles, prepositions, pronouns, tense forms, questions, negative structures, modal verbs, logical endings or complete sentences. The English language is taught during the five years of the curriculum. The first three terms are dedicated to General English with a total of 327 hours including 196 classroom hours, four hours a week. An exam concludes the third term. Aviation English is taught during seven terms (from 4th to 10th) with a total of 565 hours including 339 classroom hours, 3 hours a week. Exams conclude terms 7 and 9. The final exam consists of three parts: • 1st part: radiotelephony which includes four tasks: − translate the pilot’s information into Russian − confirm the pilot’s info and give your instruction − answer the pilot’s question − translate into English • 2nd part: reading and comprehension of a text related to aviation English (e.g. Airspeed indicator), • 3rd part: Oral exam – open discussions related to a specific aviation subject.
° ICAO language requirements (Level 4)
6 instructors (4 from the Academy, 2 from AZANS) have already been designated and certified to test students and ATCOs to the ICAO level 4 requirement. English teachers have been trained in the United Kingdom. The implementation of the ATCo English Language certification test is currently under process.
4.4. Georgia
4.4.1. Training facilities
Georgia benefits from the Tbilisi International Aviation Training Centre, also called SAKASTAC, created in 2005 and located in Tbilisi, near the airport and the area control centre. This centre is fully “ATC-oriented”. SAKASTAC is a joint venture company between Sakaeronavigatsia, the Georgian ANSP, and ASTAC international (UK), a provider of ICAO compliant aviation training courses.
4.4.2. ATC Training
° Training for controllers
SAKASTAC has been contracted to train air traffic controllers for Georgian ANSP.
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All training materials & programs used within SAKASTAC are designed by ASTAC UK, “approved” by UK CAA (including the Aviation English accreditation) and “certified” by the Georgian CAA. SAKASTAC also offers a variety of specialized courses (Management / Supervisor training, Team Resource Management, ACAS / TCAS, ,…) An ab-initio training course has been designed, based on ICAO courses, to provide fully qualified trainees who can immediately start OJT to obtain the ratings. The first group of 12 controllers graduated at the end of 2006. 11 controllers will graduate at the end of 2007 and 14 have just been recruited for the 2008 campaign. The programme has been designed to last over one year, with 48 weeks of classroom teaching, practical training on simulators and field visits. The programme includes the following ICAO courses: • Basic course – 8 weeks: introduction to ATS, Aircraft operations, aerodromes, aviation law, meteorology, navigation, telecommunications etc… • Aerodrome Control: 2 weeks of classroom instructions and 6 weeks of simulations, • Approach procedural control: 2 weeks of classroom instructions and 6 weeks of simulations, • Area Radar Control: 2 weeks of classroom instructions and 6 weeks of simulations, • Approach Radar Control: 2 weeks of classroom instructions and 6 weeks of simulations, • Area Procedural Control: 2 weeks of classroom instructions and 6 weeks of simulations.
° Training for instructors
The SAKASTAC College has the capability to develop and conduct training sessions for OJT Instructors if necessary. 10 ATCO Instructors received OJTI training in the frame of the South Gate project in 2001- 2002. Course participants acquired theoretical knowledge of OJT techniques, have dealt with human factors issues regarding Teaching and Learning, along with basic pedagogy etc.
° ATC training means
SAKASTAC is a new facility (2005) with 3 classrooms and 4 simulation positions (potentially 4 more) and 4 pilot positions. The current simulator was provided by Micronav. SAKASTAC is currently in the process of upgrading the system with a new one from ADACEL (2008) that will offer the same training capacities in terms of numbers of students. The simulator training refers to a generic airspace (50%) and to a customized airspace (other 50%).
4.4.3. English Training
° Training for controllers
Sakastac is a full-English speaking environment (immersion). All courses are taught in English. SAKASTAC have native and non-native English speakers (30% local teachers). Their program covers: • General English, • Aviation language (phraseology),
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• Aviation English (ICAO doc 9835 LPR), • Technical English, • Business & management English, • ESP finance, legal. English level is the first requirement in student selection process. At least ICAO level 3 is required.
° ICAO language requirements (Level 4)
Concerning ICAO Language requirements (level 4), SAKASTAC has already developed its own test. Aviation English assessment shows the following status for Georgian controllers:
level 1; 10%
level 2; 22%
level 4 and above; 68%
level 1 level 2 level 4 and above
Figure 26: English level distribution of Georgian ATCOs In order to fulfil the ICAO level 4 requirement, the following action plans has been implemented, based on ASTAC experience: • 250 hours (10h per week) for level 2 upgrade into level 3, • 180 / 200 hours for level 3 upgrade into level 4.
4.5. Kazakhstan
4.5.1. Training facilities
There are several ATS facilities in Kazakhstan involved in the training process of air traffic controllers. The main training facility is the Civil Aviation Academy which trains a wide range of specialists in aviation engineering, Aircraft engineering, power plants and energy installations, avionics, maintenance, electrical equipment, security, air transportation organization, pilots and air traffic controllers. The Academy provides general aviation training up to a Bachelor (four years), Masters of aviation technique and technology (1-2 years), organization of transportation, traffic and transport operations (1-2 years).
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Due to important traffic increases over the last years, the service provider has had to cope with a growing demand in terms of controllers to be trained. Thus, some controllers have also been trained by the following organisations: • Rudloe College in Almaty located in Kazaeronavigatsia facilities which is a joint venture between Kazaeronavigatsia and ASTAC Ltd UK, • Rudloe College (Great Britain), • Riga’s Aeronautical Institute (RAI), • Air Navigation training centre RGP"Kazaeronavigatsiya", • Czech Republic ANS training centre (Praha).
4.5.2. ATC Training
° Training for controllers
At Civil Aviation Academy Intensive training courses are organized in short term sessions tailored for people with secondary professional education in similar specialties of the Academy. • Full time studies-3 years, • Distance learning - 4 years, for people with higher technical education-2 years. The Academy is the main entry point for the continuous training of aviation specialists. Professional training is provided by the Aviation College, which is a structural division of the Academy. It trains controllers, mechanics, pilots, technicians on radio-electronic equipment, airport services technicians, electrical technicians; the course duration is 2 years and 10 months for full time students. At Rudloe College Rudloe College trains air traffic controllers on a regular basis and graduate 14 ATCOs per year on average. Since 2002, 62 ATCOs have been trained in Rudloe College (96 ATCOs to be trained by 2009). The training program is ICAO compliant and divided into the following modules (for initial training only), the whole course is performed in English: • 16 weeks of English Language Training, • 8 weeks of Air Traffic Control ab-initio (general aviation subjects), • 10 weeks - Aerodrome Control, • 10 weeks – Non-Radar Approach Control, • 13 weeks – Radar Approach Control, • 10 weeks – En Route Non-Radar Control, • 13 weeks – En Route Radar Control, • 5 weeks – Operational Familiarization, • 12 weeks – On Job Training.
In the year 2007, a total of 48 controllers graduated from the different training centres, the distribution is as follows:
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13%
17% 41%
29%
Civil Aviation Academy Rudloe College Air Navigation Training Centre PWG "Kazaeronavigatsia" Riga Institute Aeronavigatsii
Figure 27: Distribution of training facilities used in Kazakhstan for training ATCOs (2007)
As for refresher training, each ATCO benefits, each year, from at least 8 hours of simulator. Over the period 2004 – 2007, 93 ATCOs attended courses related to emergency or unusual situations (Eurocontrol programs). 80% of the ATCOs attended RVSM courses.
° Training for instructors
7 instructors have attended OJTI courses in Rudloe College or Czech Republic.
° ATC Training means
There are 18 ATC simulators available in Kazakhstan. The simulators are located in the operational units (2 in Almaty and 1 in each other).
4.5.3. English training
° Training for controllers
The training courses performed at Rudloe College are conducted in English by native English speakers only. At the Aviation Academy, English is taught during the 4 years with a total of 630 hours. The distribution is 270 hours for general English (1 year) and 360 hours for Specific English and/or Phraseology (between the second and the fourth years). Students assessment is done by a credit system, final English test is a multiple choice written test. First year students have intermediate or upper-intermediate level according to the results of the entry test. ATCOs English training in Kazaeronavigatsia is provided by ASTAC instructors (in Almaty, Aktobe and Astana ACC).
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Ab-initio training is provided for cadets with higher education, knowledge of English is mandatory. There is an entry test for the English level and exit test on completion of the course. The course is 2-year long, starting with 4 months of General English. Then, Aviation English is taught simultaneously with phraseology course. In-service controllers improve their English once a week at individual classes. Every third year ATCOs have a 6 to 8-week refresher course of both General and Aviation English. Part of this course is conducted in an English-speaking country.
° ICAO language requirements (Level 4)
ATCOs have been benchmarked with the ICAO language proficiency scale, the results are as follows:
Level 2 Level 4 27% 35%
Level 3 38%
Level 2 Level 3 Level 4
Figure 28: English level distribution of Kazakh ATCOs
The objective is to reach 100% of level 4 controllers by 2011.
4.6. Kyrgyzstan
4.6.1. Training facilities
There are two different training centres involved in the process of training controllers in Kyrgyzstan: • The Aviation College which has been implemented after the USSR period, • The Aviation training centre which has been created by Kyrgyzaeronavigatsia.
4.6.2. ATC training
° Training programs for controllers
Ab-initio training of controllers is done at Aviation College for 2 years and 10 months. No further information on the College was available during data collection as the students and teaching staff were on winter holidays. Ab-initio training of controllers is also done by the Aviation training centre for 9 months, mainly focused on phraseology. The selection is based on different requirements, most often on the regional demands or requests.
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Refresher courses are provided every three years for about 120 hours.
° Training programs for instructors
Instructors are trained overseas. A 4-week training is performed every three years.
° ATC training means available
A training room is available in the premises of Kyrgyzaeronavigatsia. It can be used for both ab-initio and refresher trainings. The simulator is composed of 2 pilot positions and 2 controller positions enabling to simulate tower and approach operations.
4.6.3. English training
° Training for controllers
The initial English training is part of the general ab-initio training of controllers and represents about 500 hours. Refresher courses are performed every two years in Kyrgyzaeronavigatsia premises or overseas.
° ICAO language requirements (Level 4)
ICAO operational level 4 training has been developed by the Mayflower College which has 3 teachers certified for level 4 assessment. Training sessions are based on Computer programmes such as • Bridge to spoken English, • Oxford Platinum, • Interactive Cambridge, • “Airspeak” by Robertson, • “Universal course of radiotelephony for pilots and controllers”.
As for the ICAO level 4 certification, 40 controllers have undergone English course in the Mayflower College with the following results:
level 4; 20% level 2; 20%
level 3; 60%
level 2 level 3 level 4
Figure 29: English level distribution of Kyrgyz ATCOs
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It is to be highlighted that controllers on duty upgrade their English level before each shift through 2 hours of practice.
4.7. Moldova
4.7.1. Training facilities
No training facilities are available in Moldova for ATC training. Moldova uses foreign training facilities such as Bucharest Aviation Training Centre in Romania (ab-initio training for 10 months), Odessa ATC Training centre in Ukraine (Refresher training for one week) or ASTAC College in UK (English training).
4.7.2. ATC training
° Training programs for controllers
The training programs for controllers, both ab-initio and refresher, are based on ESARR 5.
° Training programs for instructors
ATC Instructors are trained at IANS in Luxembourg.
° ATC training means available
No ATC simulator is available in Moldova. Only on-the-job training is performed on the operational system as a complement to the refresher course in Odessa.
4.7.3. English training
° Training for controllers
All ATCOs follow a one-month training session every year.
° Training for instructors
One English teacher works in Moldatsa. He/she was trained at IANS.
° ICAO language requirements (Level 4)
No data available by the time of data collection.
4.8. Tajikistan
4.8.1. Training facilities
The National Academy of Aviation is the only educational institution that train specialists in Civil Aviation, as Pilots and Air Traffic Controllers. It was established as National Aviation Centre in 1992. The training program has been developed in cooperation with the Special Methodological Board in St Petersburg.
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4.8.2. ATC training
° Training programs for controllers
The ATC ab-initio training of air traffic controllers in the National Academy is done over a three-year period. The number of students who enter the Academy each year is regulated by the State. It is to be noted that an important number of controllers have been recruited over the last few years. The ATC theoretical training is performed within the National Academy, the practical training is delivered by using the training materials and simulators of Tajik Air ANS in Dushanbe. Radar rating can be obtained after a minimum of 450 hours of OJT. Each controller benefits from a 4-week refresher course every two years.
° Training programs for instructors
ATC instructors are recruited among the controllers and follow the instructor program provided by the St Petersburg State University of Civil Aviation.
° ATC training means available
Tajik Air ANS provided the Dushanbe unit with new equipment in 2005. 1. An ATC simulator (manufactured by “Aeron-Design” Company - Moscow) with one position for pseudo-pilot and one position for the trainee; it can simulate both Approach and ACC environments. This simulator is used for training ATCos from the Dushanbe ACC and of the four main airports (APP) of the country (Dushanbe, Khudjand, Kuliyab and Kurgan-Tyube). 2. A computer based training (CBT) used for English RTF and other theoretical subjects (meteorology, aerodynamics, aviation electronics etc.).
4.8.3. English training
° Training for controllers
The basic training program consists of 500 academic hours provided by the National Academy related to general, aviation and R/T English practice. There is no entry test for applicants; only a short interview is performed in order to get a first assessment of the applicants’ English level. The graduation from National Academy guarantees minimum ICAO level 2. English teachers have received special training on Aviation domains in the St Petersburg State University of Civil Aviation. Every ATCO benefits from a specific refresher course every two years. It is to be noted that English level is assessed once a year, through written and oral tests.
° ICAO language requirements (Level 4)
The English level of ATCOs has not been benchmarked with ICAO scale yet. The test for level 4 certification is currently under development.
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4.9. Turkmenistan
4.9.1. Training facilities
The State Institute of Transport and Telecommunications in Ashgabat provides high education for engineers, pilots and air traffic controllers and also for managers and administrative personnel. The Institute is under the responsibility of the Ministry of Higher Education. The number of controllers trained each year ranges from 12 to 20 depending on the needs expressed by CAA. There is also a Training School (or Training Centre) for Aviation Personnel “SHPAP” which is a part of Turkmenistan Airlines in Ashgabat Airport. These facilities are used for specialised training and professional English for all civil aviation duties, including ATC controllers. There are separate facilities with class rooms and training aids.
4.9.2. ATC training
° Training programs for controllers
All the air traffic controllers are trained in Ashgabat training centre “SHPAP” after graduating from the Institute of Transport and Communication as air traffic organisation engineers. The training programs are approved by the State National Service (GDCA) “Turkmenhawoyollari”. The ATCOs training starts with about 70 hours of on-the-job training dedicated to ground movement control only. This period ends with examinations by the Higher Qualification Commission and gives access to ground movement control certification. Then, the trainees attend further ATS rating processes through various OJT sessions: • 270 hours for aerodrome control certification, • 410 hours for approach control services (ADC certification being a prerequisite) • 410 hours for area control services provided in the ACC in which the trainee will be assigned. Except for the supervisors, all the ATCOs have to get qualification re-approval each year to extend their licence.
° Training programs for instructors
There are specific training programs for instructors and supervisors aiming at developing the skills for conducting tests and examinations, including ATC licence examination. The instructing licences are approved by the Higher Qualification Commission
° ATC training means available
There is no ATC simulator within the training centres. A simulator, based on Eurocat system, is available in the Ashgabat air traffic control centre (1 position). This simulator can be used for APP or en-route operations.
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4.9.3. English training
° Training for controllers
The initial English training is performed by the State Institute of Transport and Telecommunications in Ashgabat (up to level 2 ICAO). Upon completion of their studies at this Institute ATCO' candidates have to fulfil a 4-month training program at the Training Centre (SHPAP) in Ashgabat Airport. Periodically, the level of English proficiency of ATCOs is tested by English experts (from UK Mayflower College of English) who also propose recommendations for level upgrade. There are 3 different groups of English training: from level 1 to level 2, from 2 to 3 and from 3 to 4.
° Training for instructors
English instructors have been trained in the United States in the frame of aircraft purchase contracts. UK Mayflower College provides occasional on-site support for testing instructors and certifies them for English teaching.
° ICAO language requirements (Level 4)
The overall distribution of ATCOs level of English regarding ICAO scale is as follows: • Level 4: 10 %, • Level 3: 20%, • Level 2 and below: 70%.
level 4; 10%
level 3; 20%
level 2 and below; 70%
level 2 and below level 3 level 4
Figure 30: English level distribution of ATCOs in Turkmenistan
4.10. Uzbekistan
4.10.1. Training facilities
ATCO training in Uzbekistan involves two main actors: • The Tashkent State Aviation Institute which provides ab-initio training,
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• The Uzaeronavigation centre which provides on-the-job and refresher training for controllers. The Tashkent State Aviation Institute, established in 1995, is divided into 4 main departments, called « faculties »: • General technology, • Aerospace, • Civil aviation, • Air transport management and continuous training. These faculties involve 16 professorial chairs, where students may attend 9 bachelor programs and 10 master courses. Uzbekistan has a two-level higher education system, consisting of a bachelor (4 years) and a master’s degree (2 years). The Institute has a long history of aerospace engineering development, and has strong connections with Tashkent aircraft companies as it supplies many workers for these companies The teaching is sometimes done by experts from external companies, so that the Institute remains in close contact with them; and students are well prepared and familiar with their future activities. The Civil Aviation Department provides the following modules for master courses (2 years): • ATC systems, • Systems of management, • Air navigation, • Aviation meteorology, • Computer systems, • ICAO standards. The Institute also has a regional role as it regularly welcomes some students from Kyrgyzstan and Kazakhstan.
4.10.2. ATC training
° Training programs for controllers
Ab-initio training of controllers corresponds to a bachelor (4 years) performed at the Tashkent State Aviation Institute. The “non-rated” controllers will then attend the master course (2 more years) and especially the following modules: • Air Traffic Management, • Regulations, • Flight Safety, • Air Traffic Services, • Aerodynamics, • Psychology, • Management of Human Resources. Upon graduation from the Institute, ATCOs move to Uzaeronavigation Centre for on-the-job training.
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° Training programs for instructors
Instructors are trained in St Petersburg at the State University of Civil Aviation. OJTI Refresher training is performed on a regular basis (at least every five years) at the Tashkent State Aviation Institute. Training sessions are delivered to OJTIs by instructors from the National Aviation University of Kiev.
° ATC training means available
Tashkent ACC uses computer-based training tools as well as ATC simulators. The ATC simulator has two positions.
4.10.3. English training
° Training for controllers
After their ab-initio training at the Civil Aviation Institute, ATCOs have usually reached level 2. Then Uzaeronavigation Centre provides them with 120 hours of English training (mainly phraseology). Concerning General English, ATCOs may train themselves twice a week, 2 or 3 hours thanks to a multimedia programme (9-step programme). Each ATCO is registered in the computer’s database and can, as a consequence, have his/her own progression. These multimedia courses are divided into 3 different levels: basic, intermediate and advanced.
° ICAO language requirements (Level 4)
There are 12 English instructors employed in the training institutes, 4 of them have already been certified to deliver ICAO level 4 assessment. A survey performed in January 2008 highlighted that, among 300 controllers, 40 have already met the level 4 requirement (13%).
4.11. Recommendations related to training aspects
The training facilities and programs for air traffic controllers are heterogeneous within the beneficiary countries in general and even inside some of the countries in particular (e.g. Kazakhstan). The duration of the training, as well as training programs are very different from one country to another. The duration ranges from 1 year, for very practical training as performed in Georgia, to 5 years for “Academic” training as performed in the majority of countries. Regional cooperation for ATC training would be of a great interest as it would enhance the training programs and practices’ harmonisation. Nevertheless, as this question is a very sensitive one, only a “feasibility study” is recommended so as to highlight the opportunity of such cooperation in each sub region.
° Regional cooperation
R23: To initiate a feasibility study regarding regional cooperation in terms of ATC training within the Caucasus area. Area: Caucasus Country: All
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Priority level: Short term / Necessary
R24: To initiate a feasibility study regarding regional cooperation in terms of ATC training within Central Asia Area: Central Asia Country: All Priority level: Short term / Necessary
R25: To develop distance learning capabilities Area: Central Asia, Caucasus and Moldova Country: All Priority level: Mid term / Evolution
° Training programs
R26: To harmonise the training programs inside each sub-region Area: Central Asia and Caucasus Country: All Priority level: Short term / Necessary
R27: To perform a gap analysis between ATCOs training program in the different beneficiary countries and Eurocontrol Common Core Content Area: Central Asia, Caucasus and Moldova Country: All Priority level: Mid term / Evolution
° English training
R28: To set a minimum entry level requirement in English for applicants Area: Central Asia and Caucasus Country: All Priority level: Urgent / Mandatory
R29: To standardise the use of listening and comprehension tests in the final exams for controllers Area: Caucasus Country: Azerbaijan Priority level: Urgent / Mandatory
° Training needs
R30: To extend the existing project with further training sessions enabling to train more ATC staff (both English and operational ATC courses) Area: Central Asia, Caucasus and Moldova Country: All Priority level: Short term / Necessary
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R31: To develop training for Managers through specific courses (e.g. Operational Management) Area: Central Asia, Caucasus and Moldova Country: All Priority level: Short term / Necessary
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5. ATM SAFETY
5.1. Introduction
The main goal of the safety activities in the framework of the Project is to contribute to the improvement of safety processes in ATC practices in 9 countries of the South- Ring Area. For this purpose, an objective-driven approach has been proposed. In this approach, after an initial global oversight of current practices in the 9 countries, a set of very interactive Safety Workshops has been planned. Indeed, the intend of the proposed approach is to be, as far as possible, very pragmatic in the sense that return field experiences are initially favoured before building a common framework for Safety Management Systems (SMS) improvements. For instance, the development of ATM incident investigation could be explored as part of a basic case study. The definition of common guidelines for the development of safety monitoring and reporting procedures, both within the ANSP and towards the CAA as the national regulatory body, should be the practical outcome of the conclusions gathered from such a basic case study.
5.2. Approach
The progressive assessment and improvements of current South-Ring Area SMS practices is addressed through the ATM safety workshops. The progress on practices assessment and information dissemination is illustrated below with a schematic presentation of the scheduled workshops (Figure 31).
Conclusions on SM S Program and A xes of Im provem ents
V alid. of A P on Sub. 2. Conclusions/A ction Plan on Subject 4. Fourth Workshop (M arch-A pril 2009)
V alid. of A P on Sub. 1. Conclusions/A ction Plan on Subject 3 T hird Workshop (M arch-A pril 2009)
Conclusions/A ction Plan on Subject 2 Second Workshop (Sept.-O ct. 2008)
Conclusions/A ction Plan on Subject 1 First Workshop (Sept.-O ct. 2008)
Figure 31: Safety Workshops progress
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5.3. Preliminary Data Collection
Previous to the workshops, a Data Collection phase has been undertaken end-2007 and pursued during the first semester 200810. One of the main benefits is the onward-look of potential case studies and potential unsafe conditions. The approach followed for the data collection process encompasses the SMS Risk Control Process proposed by the ICAO and defined by a set of activities with data flows linking them (see Figure 32). This process is useful to systematically process safety information, both proactively and reactively, in order to develop safety plans, programs, and specific actions that get results in terms of risk reducing.
Latent Unsafe Conditions Collect Re-Evaluate Additional Situation Data Collect Data Implement Strategies SMS Risk Control Assign Process Analyze Responsibilities Data
Risk Control Process Information Flow
Prioritize Approve Develop Unsafe Strategies Strategies Situations
Figure 32: ICAO SMS Risk Control Process
5.4. SMS Reference model
The initial Data Collection and the construction of a common framework for Safety Management Systems (SMS) improvements on the South Ring area countries, has been driven by ICAO and/or EUROCONTROL regulatory standards and recommended activities. Here again, to make sure that an SMS Risk Control Process works as intended we adopted the organization proposed by the ICAO and reproduced in the Figure 33 below. The SMS organizational items are designed to facilitate the flow of safety information and turn information into actions. Every SMS organizational item contributes to the control of the risk through the Risk Control Process in Figure 32.
10 An interactive one-day session aiming at collecting additional data enabling to draw up current Safety Management Processes in the Caucasus, has been performed during the days seminar held in Tbilisi (Georgia) in March 26th 2008.
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Figure 33: The ICAO Safety Management System organizational components Last but not least, the “SMS reference Model” and the supporting activities (i.e. items) are completed by the definition of the phases required for its implementation. The ICAO- phased model is again taken as a reference:
• Phase 1: − Identify the accountable executive and the safety accountabilities of managers, − Identify the person (or planning group) within the organization responsible for implementing the SMS, − Describe the system (Air operator, ATC services provider, approved maintenance organization, certified aerodrome operator), − Conduct a gap analysis of the organization’s existing resources compared with the national and international requirements for establishing a SMS, − Develop an SMS implementation plan that explains how the organization will implement the SMS on the basis of national requirements and international SARPs, the system description and the results of the gap analysis, − Develop documentation relevant to safety policy and objectives, − Develop and establish means for safety communication. • Phase 2: − Puts into practice those elements of the SMS implementation plan that refer to: 1. Safety risk management component. Ë Reactive processes Ë Investigation and analysis Ë Hazard identification and risk management 2. Training relevant to: Ë The SMS implementation plan components. Ë The safety risk management component (Reactive processes). 3. Documentation relevant to:
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Ë The SMS implementation plan components. Ë The safety risk management component (Reactive processes). • Phase 3: − Puts into practice those elements of the SMS implementation plan that refer to: 1. Safety risk management component. Ë Proactive and Predictive processes Ë Investigation and analysis Ë Hazard identification and risk management 2. Training relevant to proactive and predictive processes. 3. Documentation relevant to proactive and predictive processes.
• Phase 4: 1. Operational safety assurance Ë Development of acceptable level (s) of safety Ë Development of safety indicators and targets Ë SMS continuous improvement 2. Training relevant to operational safety assurance 3. Documentation relevant to operational safety assurance
The following sections report the main safety related characteristics issued from South Ring states survey.
5.5. Safety Survey
5.5.1. Organisation of safety oversight and regulatory responsibilities
The objective of the safety oversight is to verify compliance with the following relevant issues: • ICAO SARPs and procedures; • National legislation and regulations; • National and International good practices. The methods of safety oversight may include safety inspections and/or safety audits of the organizations concerned. Safety oversight should also involve a systematic review of significant safety occurrences. The safety oversight procedures should be standardized and documented to ensure consistency in their local application. Procedures should also be easily understandable, mandatory, and form a complete documented system. The survey of the safety oversight organisation in the south-ring countries led to the following conclusions.
° Armenia
The GDCA (see Figure 3) is the regulatory authority of Armenia and is responsible for the rule making, safety oversight, safety performance monitoring, accident and incident investigation, setting of ATM Safety minima / Tolerable Safety Levels for the provision of services. The main statements of the safety policy are clearly stated by the NSA (a department of the GDCA) and reviewed every year. The Armenian NSA established compliance with safety regulatory requirements derived from EUROCONTROL ESARR1 regulatory requirements.
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° Azerbaijan
The CAA of Azerbaijan (see Figure 6) reorganization and separation from the State Concern AZAL is under going. This should enable it to carry out its regulatory activity, in an independent way, against all civil aviation stakeholders. Given this reorganisation work, regulatory responsibilities of the CAA will be clarified and developed in the next document issue.
° Georgia
The Georgian Civil Aviation Department (CAD in Figure 8)) is the regulatory authority in Georgia and is responsible for accidents, serious incidents and ATM safety occurrences investigation and analysis. Georgian CAD reports to ICAO. CAD main role is the supervision of the implementation of regulations, certification and licensing and for monitoring flight safety. The Georgian CAD is developing a certification process applicable to the Georgian ANSP. The Georgian organisation allocates to the Director General the role of Chairman of the Safety Committee created in order to develop a forum for strategic safety discussions across organizational divisions.
° Kazakhstan
The Department of Main Inspection on Aviation Supervision (DMIAS) a division of the Committee of Civil Aviation (CCA in Figure 10), is the National Supervisory Authority in the Republic of Kazakhstan which carries out ATM safety oversight in public interest.
° Kyrgyzstan
The Civil Aviation Department (CAD) of the Ministry of Transport and Communications of the Kyrgyz Republic (see Figure 12) is the regulatory and supervisory body in the field of civil aviation. The CAD delegates its inspectorial supervision over all aircraft operators, airports and ATS provider.
° Moldova
Regulatory responsibilities of the CAA of Moldova (see Figure 14) are certification of aircraft and equipment, personnel licensing, operational approvals of aircraft operators, ANS and airport service providers, aircraft accident and incident investigation and safety oversight for all certified or approved systems or processes.
° Tajikistan
For the time being, there are two bodies responsible for safety in ANS matters. They are the Internal Tajik Air Inspectorate (one of ATC supervisor works for it) and the Transport Supervisory Department of Transport and Communications Ministry. There is a Civil Aviation Section in this Department (see Figure 16). Tajikistan Aviation Authorities and enterprises are getting ready for the ICAO Safety Audit planned for summer 2008.
° Turkmenistan
The State National Service “TURKMENHAWOYOLLARY" (see Figure 17) is the national regulatory and flight safety supervision authority of Turkmenistan, including ATC/ATM issues.
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° Uzbekistan
At present there are two bodies responsible for safety in ANS matters (see Figure 19): the Internal Uzbekistan Havo Yullary Inspectorate (one of ATC supervisor works for it) and the National Committee on Flight Safety Supervision (NCFSS), the state regulatory body in the field of civil aviation. The Internal Uzbekistan Havo Yullary Inspectorate has a position to plan an SMS implementation after the enhancement of the National Safety Program (currently available in Russian). At the time being, there is no safety policy available at the ANSP.
5.5.2. Existing safety oversight processes
The survey of the existing safety oversight processes in the south-ring countries led to the following conclusions:
° Armenia
The GDCA (see Figure 3) carries out ATM safety oversight in public interest. Oversight is performed on regular basis and an annual plan is defined for this purpose. In addition, it could also be performed randomly and/or after an occurrence of a safety serious incident/accident. GDCA conducts (once a year) inspections and audits. A report with recommended actions and deadlines for their implementation is sent after each inspection/audit and a follow-up action is set in order to check if all recommendations have been implemented in due time. Due to the limited resources of GDCA systematic inspections are conducted only twice a year. According to the Law, GDCA carries out the oversight function on ARMATS (Service provider) and airports. All ESARR2 (EUROCONTROL Safety Regulatory Requirements) related reports are sent to the GDCA. Based on the severity of the reported occurrence, GDCA makes recommendations and actions to be implemented with clear commonly agreed time frames; a follow-up project is set up at the GDCA which is closed with the full implementation of recommended actions. There is no formal obligation to report less serious incidents to GDCA, consequently the investigations of the less serious incidents are usually conducted by ARMATS. For all mentioned occurrences there are reporting templates and the list of occurrences to be reported. The entity responsible for Accident and serious incident Investigation is an independent unit in GDCA, which reports directly to the Director of GDCA. To guarantee an independent position, the flight safety inspection has been put under the direct surveillance of the Authority of the Director General of GDCA (different from the regulation Deputy Director of GDCA.) According to the Aviation Law, the GDCA can involve other organizations in the process of safety oversight; but so far this was not used.
° Azerbaijan
As for the other countries the CAA (see Figure 5) is responsible for the supervision of ANSP activities through the Aviation Safety Inspection Department. The reorganization under going (see Figure 6) will allocate regulatory and supervisory mission to the CAA. The sharing of responsibilities is not yet formalized between AZAL and the Civil Aviation Authority.
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° Georgia
The CAD (see Figure 8) is responsible for monitoring and investigations. Reporting of events is set by the “Rules of Investigation of Aviation Occurrences with Civil Aircraft in Georgia”. According to this document any safety related occurrence is subject to an investigation. Current performance of the ATM system is assessed by the regulatory authority on the basis of regular and seasonal Safety compliance reports. These reports provide information about safety related incidents, if any, within reporting period, analysis of causes, recommendations and actions taken by the ATM organization. In the same spirit, mandatory information pertaining to everyday preventive procedures is processed. The resulting actions are follow-up as well. If required, special reports can be issued at any time. The Georgian CAD performs systematic audits of ATC units as part of the procedure of certification of airports. It also performs systematic verifications during the period of validity of the certificates. In case of incident/accident, recommendations developed during the investigation are also distributed to all stakeholders.
° Kazakhstan
The DMIAS (a division of the CAA, see Figure 10) is the National Supervisory Authority in the Republic of Kazakhstan which carries out ATM safety oversight in public interest. Oversight is performed on a regular base and planed through an annual plan. DMIAS exercises the oversight function on KAZAERONAVIGATIA, airlines and airports DMIAS conducts regular inspections and audits. Recommended actions and deadlines for their implementation are traced and followed-up. The entity responsible for accident and serious incident investigation is an independent unit.
° Moldova
The CAA (see Figure 14) performs the safety oversight for all certified or approved systems and processes. The regulatory aspects of the organization and management of Moldova’s national airspace and airports used by civil aviation are also tasked to CAA. According to above mentioned rules ATM Safety Oversight is done on a regular basis by CAA Air Navigation Department. The Safety Oversight covers the ATM system and elements (organization, equipment, procedures and staff). The CAA Air Navigation Division regularly reports directly to the Director General of the CAA regarding Safety Oversight. The Air Navigation Division is responsible for safety rules preparation and safety oversight. In accordance with Moldova’s Civil Aviation Law, which permits the introduction of safety regulatory framework, the CAA DG is entrusted for promulgation on ATM safety rules to be included in the National Air Navigation Rules.
° Uzbekistan
The National Committee for Flight Safety Supervision (NCFSS, see Figure 19) is responsible for the monitoring and investigations. Reporting of occurrences is set by the “Rules of Investigation of Aviation Occurrences with Civil Aircraft in Uzbekistan”. According to this document any safety related occurrence is subject to investigation. Safety investigators received formal training on the Safety Management System implementation conducted by the ICAO in Tashkent in 2007. The entity responsible for Accident and serious incident Investigation is an independent unit in NCFSS, which reports directly to the Chairman of National Committee for Flight Safety Supervision.
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NCFSS conducts (once a year) inspections and audits. The Department responsible for Licensing and certification of equipment and organizations forms part of NCFSS and is in charge of Safety Audits. The Audit procedure is developed and documented. Uzbekistan will benefit from safety staff training sessions on technical audits delivered by internal or external sources. The draft National Safety Program is already developed and submitted for further approval by the Government of the republic of Uzbekistan. The safety levels are identified and forms part of the National Safety Program. The service provider is responsible for developing and implementing the SMS.
5.5.3. Internal safety performance monitoring, hazard identification, safety assessment, reporting processes and training
The survey of the existing safety performance monitoring and reporting processes in the ANSP of the south-ring countries led to the following conclusions:
° ARMATS (Armenia)
The Safety Department (integrated to the Development and Corporative Strategy Division) makes use of all data collected through the different safety management elements which are structured in a way to be input in the monitoring process. The Occurrence Reporting Scheme (mandatory and voluntary) is an essential part of the Safety Department’s monitoring function. It aims at identifying those occurrences where the routine control procedures have failed. Internal incident investigation provides an appropriate response to safety occurrences at both operational and technical levels. It has been observed that the voluntary approach is the most efficient. Besides, manuals reports are coupled with automatic safety reporting tools.
Internal investigation processes takes into account the implementation of national occurrence reporting and assessment schemes for ATM-related occurrences in accordance with EUROCONTROL ESARR 2 (safety regulatory requirements). That requirement includes harmonized terminology and a list of ATM-related occurrences which shall, as a minimum, be reported and assessed by Armenia. According to existing procedures, ARMATS investigates ATM related incidents while the CAA is responsible for accident and serious incident investigation. The Safety Department has made use of the EUROCONTROL TOKAI tool for safety data collection, assessment and analysis since mid 2006. Internal safety audits are performed regularly by the Safety Department with as the main purpose the confirmation that an existing situation is satisfactory. Audits are complementary to incident investigation, since they examine systems under normal conditions to identify weaknesses that have not yet been seen to contribute directly or indirectly to an unsafe state occurrence. The audits review operational units, particular operational and engineering activities or facilities. The objectives are to assess factors affecting safety in operational units, significant activities and SMS safety processes, and to facilitate the identification of corrective actions wherever necessary. ARMATS has implemented provisions ensuring risk assessment and mitigation processes, in line with EUROCONTROL ESARR 4 safety regulatory requirements, that support decision-making on the introduction of new systems and changes. All changes to the ATM system are assessed for their safety significance and the criteria have been defined. Potential hazards are identified according to their safety severity. A list of generic hazards has been formally identified (e.g. loss of radar information for a given period of time). The results of risk assessment and mitigation processes are recorded and documented in a Unit
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Safety Case. This was exemplified during the construction and implementation of a new Control Tower at the Yerevan Zvartnost airport.
° AZANS (Azerbaijan)
Formal means of reporting and assessment of ATM-related safety occurrences is implemented through the internal and external inspection department. Resources for safety occurrences investigation are allocated. Safety occurrences are reviewed on the basis of ATCOs and safety responsible manager’s reports and appropriate actions are taken to meet fulfill the raised failures conditions. Means of reporting are formalized. People are encouraged to improve the safety occurrence data gathering and investigation.
Safety occurrences classification and methods used (e.g. investigation methods) at European level are under harmonization with local methods for a better use in the local context. A list of generic hazards has not been still formalized.
The Safety Inspection Group Manager is responsible for performing the safety assessment. Needs of staffing for training in Safety related matters have been reviewed within AZANS. Regular training program is established and reviewed accordingly.
° SAKAERONAVIGATSIA (Georgia)
The safety monitoring procedure is under development. This procedure will include the following steps, in order to identify safety significant trends and degradation of the organisation safety performance: • Identify trends by finding common elements between data gathered through the different safety management elements. • Find explanations to all identified common elements and analyse them considering the commonalities in the data. • Propose proper remedial actions and ensure that the necessary organisation is in place to make sure that the proposed remedial action will be fulfilled. • Monitor the implementation of remedial actions. If the proposed remedial action is insufficient or does not have the intended effect, additional remedial actions shall be defined.
The Safety Department carries out internal safety inspections. The seasonal inspections are performed twice a year and include all the elements of the safety management system. SAKAERONAVIGATSIA is in a position to update current provisions with the objective to carry out safety surveys as a matter of routine. The goal is to verify safety in internal ongoing activities. Managers shall ensure that the activities within their areas of responsibilities meet the agreed standards and target levels. SAKAERONAVIGATSIA plans to develop and implement a Safety Assessment procedure. Descriptions, assumptions, results and conclusions of Safety Assessments will be specifically documented. The documentation shall to be maintained throughout the effective lifetime of the assessed system. The process specifying safety assessment is currently under evaluation in the case of they ATC TWR unit.
A list of generic hazards guiding the safety assessment process for each major change of the ATM system has not been still formalized. In addition, criteria for characterising major changes will be formalized, as well.
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The Georgian ANSP is under a process leading to ESARR 4 (risk assessment and mitigation) compliance, even if there is no particular procedure coming from the CAA.
The Occurrence Reporting Scheme is an essential part of the Safety Department’s monitoring function. It aims to identify those occurrences where the routine control procedures have failed. The objective of the Mandatory Occurrence Reporting Scheme is to contribute to the improvement of air safety by ensuring that ATM/CNS related information on safety is reported and collected. The objective of the Voluntary Reporting System is to facilitate the collection of information that may not be captured by a mandatory reporting system. The Mandatory reporting procedure is depicted below:
Figure 34: Safety reporting process – Georgia
The plan aiming at recording this process is under implementation. It has been observed that the voluntary approach is the not very efficient and that the better results are given through the mandatory process described above. In a mid-term delay, procedures will evolve towards ESARR2 compliant procedures.
SAKAERONAVIGATSIA will benefit from safety staff training sessions on occurrence reporting and investigation, safety audit, safety assessment and trend analyses. SMS training plan and documentation outlines the levels, requirements and contents of various training activities. SAKAERONAVIGATSIA has developed the Safety Expert recruitment paper, creating an overview of the recruitment and introduction phases for the Safety Expert (Safety Assessment and Trend Analysis), who is to be employed in the Safety Department.
SAKAERONAVIGATSIA has established Safety Committees in order to create a forum for strategic safety discussions across organizational divisions at the highest management level.
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° MOLDATSA (Moldova)
Internal safety audit is performed on a regular basis, according to the predetermined 2-year plan. The plan covers communication, navigation, surveillance infrastructure, ATS systems and procedures. The safety manual contains principal procedures, for pre audit planning, audit performance and sample checklists, and on post audit report preparation. Audit reports are communicated to the respective unit managers. Unit managers are responsible for developing a corrective action plan. The reports are stored at the Safety Department for two years. ATM operational and technical occurrence reporting and investigating procedures form part of the safety manual. Internal reporting procedures consist of mandatory and voluntary occurrence reporting schemes. The list of reportable occurrences is in compliance with ESARR2 requirements. Internal investigation procedure aims at identifying the causes, circumstances and the contributory factors of the reported occurrence. The punitive approach is not encouraged. MOLDATSA uses the EUROCONTROL toolkit (TOKAI) for ATM investigation purposes. A list of generic hazards has been identified in the safety manual.
° State Enterprise “KYRGYZAERONAVIGATSIA” (Kyrgyzstan)
The Civil Aviation Department (CAD) of the Ministry of Transport and Communications (see Figure 12) performs an annual inspection of all aircraft operators, airports and ANSP for certification purposes. The CAD issues a report on flight safety, including actions plans, every six months. These reports are submitted to the Ministry of Transport and Communications The monitoring of safety performance is under the responsibility of the Inspection Unit of “KYRGYZAERONAVIGATSIA”, which keeps under its surveillance the compliance with safety requirements. The inspection duties are based on incident/accident occurrences. In such a case, an Investigation Commission is set up to investigate. The members of such a Commission depend on the severity of the incident/accident and can be taken among specialists from CAA, ANSP, Interstate Aviation Committee or other institutions concerned. The output of this Commission is a report submitted to CAD, including recommendations to eliminate the discrepancies and remedy to the deficiencies revealed.
° State National Service “Turkmenhawoyollary” (Turkmenistan)
The Main Inspection Unit is part of the State National Service “Turkmenhowayollary” (General Department of Civil Aviation, see Figure 17). Within the civil aviation administration, it is a unit independent from the operational services. As for Kyrgyzstan, the inspection duties are based on incident/accident occurrences. In such a case, an Investigation Commission is set up to investigate. The members of such a Commission depend on the severity of the incident/accident. The output of this Commission is reported to the GDCA.
° UZANS (Uzbekistan)
UZANS is in a position to plan and implement the Safety Management System after the introduction of the National Safety Program.
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5.6. Analysis of current situation in terms of safety management
The safety activity undertaken until now has encompassed the data collection aspects. The information gathered enabled to build a first picture of the Safety Oversight, the Monitoring approaches (mainly in Caucasus and Moldova), the Organisation around the safety activities developed by the investigated countries. The seminar programmed in Tbilisi, end- March 2008 with Caucasus countries and Moldova was a good opportunity for gathering additional data before planning the first Workshop. An open discussion driven by a set of selected items of a questionnaire (a non exhaustive check-list) was provided to the stakeholders. The most relevant observation is the heterogeneity of the current situations between the Caucasian region and Moldova and the Central Asian region. This is one of the challenges to deal with for the mid-term, during workshops preparation. Another relevant point concerns the good safety culture level of some countries already involved in different international programs, or beneficiating of high relevant support since they recently joined international organisation promoting safety (e.g. EUROCONTROL). These countries should be taken as initial point of reference for a process aiming at come close to recommendations, requirements and guidelines of European organisations promoting safety: EC, EUROCONTROL, EASA and ECAC. With respect to the organization, the Safety Departments of ARMATS, AZANS, SAKAERONAVIGATSIA and MOLDATSA are organizationally separated from the operational and technical units. The safety managers are appointed and are part of the management team. The safety departments have organizational responsibility for the implementation, development and maintenance of the Safety Management Systems, while the operational and technical units hold individual responsibility for the safety performance of services. The Safety Departments serve as a direct link within ANSPs and respective CAA's on ATM related safety matters. Within some ANSPs (Georgia for instance) Safety Committees are established in order to create a forum for strategic safety discussions across organizational divisions at the highest management level. Regular meetings are performed according to forwarded agendas. The functions of the Safety Committee are described in the Terms of References. A wide agreement exists about the sensitiveness of the ATM safety occurrence reporting item. It was observed that the situation is not homogeneous over the beneficiary countries. For instance, states that are EUROCONTROL member beneficiate of tools (TOKAI), support and return field experience provided for this SMS process. Since this subject appears as very sensitive, the first workshop to be organized will probably address it. Even if, for practical reasons and/or lack of availability of the relevant personal of the beneficiary countries, we can not consider the survey performed as very exhaustive, we believe that the gap analysis is complete enough for identifying the items pointed out as missing or deficient for forming the basis of the safety workshops program. These gap analysis and project plan will be however refined during the next weeks. The Table 19 below aims at synthesizing the “Maturity Level” of each stakeholder, based on the provided answers to questionnaires, group or individual discussions during the survey. The purpose is not to organize them in a hierarchy but to organize homogeneous workshops responding to the most relevant benefits of each country. Each row of the table addresses an element characterising a given Safety Maturity Level (ranged from 1 to 3, at most):
• When it was judged that the target country addresses the item, an X mark fill out the cell.
• When it does not (whatever the reason is) there is no mark.
• When the item is partially addressed or addressed but an explanation is deemed required for better clarification, an index is added to the X mark (e.g. X4). The index point out an entry in
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• Table 20.
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Table 19: Assessed Level of Safety Health Maturity based on Safety Survey Safety Health Maturity Countries ARM. AZE. GEO. KAZ. KYR. MOL. TAJ. TUR. UZB. Level 1
Safety Accountability of Managers is clearly stated. X X2 X1 X2 X2 X X2 X2 X2
Person in charge of the SMS implementation within the organization are X3 X2 X1 X2 X2 X2 X2 X2 X2 identified. System is described. X X X X X X X X X
Gap analysis of the organization and comparison with international X4 X X X4 requirements for SMS implementation.
SMS implementation plan. X3 X1 X3 X5 Documents relevant to safety policy and objectives. X X Existing means for safety communication and dissemination. X X X Level 2 Reactive processes are in place Investigation and analysis procedures X X X X Hazard Identification and risk management in a Preventive way. X X
Training in line with the SMS implementation plan. X7 X8 X7
Training in line with the reactive processes in place. X7 X8 X7 Documentation relevant for the SMS implementation plan.
Documentation relevant for the reactive processes in place. X3 X1 X3 Level 3 Proactive processes are in place
Investigation and analysis procedures in a proactive way (audits, X6 X X X inspections).
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Safety Health Maturity Countries ARM. AZE. GEO. KAZ. KYR. MOL. TAJ. TUR. UZB.
Training in line with the SMS implementation plan. X7 X8 X7
Training in line with the reactive processes in place. X7 X8 X7 Documentation relevant for the SMS implementation plan. Documentation relevant for the reactive processes in place.
Table 20: Comments on Table 19 above 1 SMM under development should stress management responsibilities. There is no clear evidence about SMS processes. 2 Responsibilities are clear between the CAA, NSA and ANSP. However, inside these entities, the responsibilities are less clear. 3 Many SMS processes are mature enough and seem to be efficient. However no reference has been mentioned formally to an existing SMM manual. 4 EUROCONTROL member. 5 SM Plan will be implemented. 6 Judged by the stakeholder as ESARR2 compliant. 7 Benefits from some training action plan coordinated by EUROCONTROL (e.g. IANS training coming out from SASI programme). 8 Training program established. No cooperation with international bodies.
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According to the approach proposed in the section 5.2, the items pointed-out will be assessed to determine how the organization will create or modify policies, procedures or processes to incorporate the required SMS components and elements. Components and elements could be grouped and assigned to a local (project) manager who will oversee the development and implementation of the identified actions. Each component, element or project should be linked to a milestone that could (ideally) be the following meeting (from the first workshop to the second one, as shown in the section 5.2). In order to ensure their completion, actions identified shall be on line with delays and resources locally available. According to the objectives of the phased approach addressing a progressive safety level improvement of the “SMS reference model” presented in the section 5.4 and based on the results of the safety survey synthesized in Table 19: , the following elements of the SMS will be addressed during two series of safety workshops:
• Workshop 1 (Reactive Processes): reporting systems and investigation.
• Workshop 2: WS1 conclusions and Preventive processes: safety assessments- competency.
• Workshop 3: WS2 conclusions and Proactive processes: safety surveys-voluntary reporting system.
• Workshop 4: WS3 conclusions and identification of additional axes of improvements: definition of an Action Plan aiming at the elaboration of an initial draft of Safety Management Program.
The detailed program of Workshops is provided in the following section of the document.
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6. PROPOSED TRAINING PLAN
The purpose of this section is to describe the training program that will be implemented within the second phase of the Project (mid-2008 / mid-2009).
6.1. Manager course
1 manager-oriented training course will be organised in the frame of the Project.
° Objectives
The objective of this course is to increase the level of awareness of CAA and ANS Managers in respect of on-going institutional, regulatory and technical evolutions. It is proposed to focus on interactivity in order not only to provide rough training materials but also to help local managers to develop their own opinion based on their own environment with additional examples from “western Europe” practices.
° Audience
2 Managers per country will be invited to the course. Ideally, the target audience should include one representative from the Regulatory authority and one representative from the service provider (or training unit).
° Proposed program
Based on the data collection, we propose the following work program:
Table 21: Manager Course – Proposed program
Day Subject
General Presentation of the Project D1 morning Presentation of the Training Course
Institutional and Regulatory aspects
° Presentation of European framework D1 afternoon ° Single European Sky (history, objectives, requirements)
° Relationship between Regulator, Operator and surveillance authorities
Institutional and Regulatory aspects
° Presentation of regional organisations (IAC / ATM Coord. D2 morning Board etc…) and interactions between these organisations and with the member states.
° Situation within the area
Institutional and Regulatory aspects (Discussions and D2 afternoon Working groups)
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Day Subject
° Comparison of both frameworks
° The situation in the area and the ways of improvement.
Air Traffic Management and Aeronautical Information Services
° Air Traffic Control D3 morning ° Airspace Management
° Air Traffic Flow Management
° Aeronautical Information Services
CNS technical aspects
° General concepts and trends
D3 afternoon ° Communication
° Navigation
° Surveillance
CNS/ATM Strategic Planning
° CNS/ATM, the need for long-term planning?
° Identification of operational needs
° Consequences on CNS infrastructures D4 Morning ° Needs for Regional Cooperation (example of SESAR project)
° Brainstorming related to operational needs in the area
° Brainstorming related to technical improvements in the area
CNS/ATM Strategic Planning
° The financial aspects D4 afternoon ° The implementation plan
° Brainstorming focused on local situation
CNS/ATM Strategic Planning
D5 morning ° Presentation of SESAR project
Conclusion of the training course
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° Schedule and location
The Manager Course will be organised in Tashkent, Uzbekistan between 07th and 11th of July 2008.
6.2. English course
° Objectives
The objective is to conduct one intermediate level course for 18 ATCOs or ATC instructors.
° Audience
2 people per country will be invited to join the course. It is strongly recommended to focus on those operational staff and on-the-job trainers who have already a certain degree of familiarity with English applied to traditional ATC procedures, yet who would need refreshment course so as to be able to take full advantage of the rest of the training activities.
° Proposed program
The course will cover Plain / Common English and Aviation English (Phraseology, the language of R/T and related Aviation English Vocabulary). All six skills described in the ICAO language proficiency scale will be extensively practiced. Although it is not envisaged to carry out a formal evaluation of the trainees’ ICAO levels, an initial diagnostic test will reveal the elements of each skill that most needs practice and specific targets will be set for each trainee. A personalised monitoring of each trainee’s progress will allow instructors to ensure trainees take full advantage of the course. The course will be divided into 3 modules: • Plain / Common English, • R/T and Phraseology, • Comprehension of aeronautical messages and oral expression. Language learning facilities will be made available for further personal work in the afternoons and evenings.
° Schedule and location
The course will be organised in St Petersburg UCA from the 14th until the 25th of April 2008.
6.3. ATC Instructor courses
° Objectives
The objective of these courses is to train the trainers in terms of pedagogy, theoretical training and trainee evaluation (as in most countries the trainers will be familiar only with On-The-Job training) and also to start making them familiar with advanced ATM/CNS subjects, in particular ADS and CPDLC services. 2 courses will be organised in the frame of the project. 1 representative from each beneficiary country will be invited to each course. In ATC training, different elements should be taken into account, such as: • For the trainee :
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- Know and know-how necessary to provide efficient ATC services, - Development of professional behaviour, - Development of safety culture. • For the organisation : - Harmonized training to reach pre defined standards, - Good success rate. In that respect, the value of the training should represent a constant goal for the institution. For instance, the quality of coaching on operational position and a systematic approach to design training schemes are major issues. An efficient coaching should include different steps and processes. The fact that OJTI endorsement is fully integrated in EU ATCO Licence Directive has also to be underlined. As a matter of interest all new OJTI working for the French ANSP attend this kind of course. It will represent a main axis of the proposed training. On other hand, the main difference between training on simulation and on the job is the capability to manage the level of complexity of presented situations to adjust to the level of expertise of the trainee. To reach this goal, a systematic approach is highly recommended. Translation of ATCO task analysis into pedagogical objectives, organisation of these objectives to respect a structured training strategy, design of simulation exercises to ensure efficient practical training and optimization of simulation resources will be the second axis of the proposed action.
° Audience
It is recommended to focus on experienced ATC instructors who will be able to share and spread out the results of this course within their respective organisations (i.e. ANSP). It is also necessary that the participants should be sufficiently proficient in English to enable them to exchange and understand human factors principles.
° Proposed program
Based on the assessment of training needs in the beneficiary countries, it is proposed to divide the instructor courses into the following modules: • On the Job Training Course (duration 25 hours), • Simulation design training course (25 hours), • CNS/ATM lectures and visit of an operational unit (10 to 15 hours).
The details of each module are described hereafter:
Table 22: ATC Instructor Course – Proposed program
Module Programme Pedagogical Methods
OJT Training course ° Elements of pedagogical situation, ° Lectures,
° Relational aspects ° Discussions, management, ° Case studies, ° Pedagogical communication; Instructor attitudes; Learning ° Situational exercises. process
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Module Programme Pedagogical Methods
° Technical and pedagogical aspects management: - Objective oriented pedagogy; Taxonomy; Briefing; Pedagogical guidance; Debriefing, etc. - Assessments - Coaching specificities
° Training course evaluation.
Simulation Design ° Principles of pedagogical Training course structure ° Lectures, ° Principles of airspace design ° Drills, ° Simulation exercise design ° Computer based design. ° Simulation exercise progression management.
° Schedule and location
The two courses will be organised at ENAC, Toulouse. The tentative schedule is as follows: • From 23rd of June to 04th of July 2008, • From 20th to 31st of October 2008.
6.4. ATCOs surveillance course
° Objectives
The objective is to organise a 2-week training course for a subgroup of 15 air traffic controllers aiming at strengthening ATC working methods for en-route operations. This course will focus on the use of radar data for “surveillance” purposes only (no vectoring).
° Audience
3 rated en-route controllers from each beneficiary country will be invited to the course (15 ATCOs). Taking into account the working environments of the beneficiary countries and the training facilities of UCA, it is proposed to dedicate this training course to controllers from Central Asia. This would allow the trainees to fully benefit from the course, minimising the “adaptation” constraints.
° Proposed program
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The proposed training program is based on a mix of ATC simulations and theoretical lectures including at least the following modules: • ATCO surveillance Training – Theoretical Part: − Principles of Radar, − Characteristics of Working Positions, − Radar Separation, − Radar Operating Procedures. • ATCO Surveillance Training – Practical Part − ATC simulations with progressive introduction of conflicting traffic, − Emergency situations and degraded modes. • ADS/CPDLC “awareness”: − ADS principles, operational and working position characteristics, − CPDLC principles, operational and working position characteristics. The simulations will be performed in a CVSM/Metric environment.
° Schedule and location
The course will be provided by the St Petersburg State University of Civil Aviation. The precise dates have not yet been defined. The training period ranges from September to November 2008.
6.5. ATCOs radar vectoring courses
° Objectives
The objective is to organize two sessions of 2 training weeks for air traffic controllers to strengthen the working methods regarding approach radar vectoring. Apart from the use of radar data in “vectoring”, the courses will highlight the use of ADS and CPDLC in order to improve the safety and efficiency of Air Traffic Management
° Audience
Based on the comments collected during the seminars, it is proposed that these courses should focus on approach control. On one hand, vectoring is not yet used in the area for en-route control due to low density of traffic. On the other hand, approach vectoring is critical in most of these countries, due to mountainous area. The course will be provided in English.
° Proposed program
The proposed training program is based on a mix of ATC simulations and theoretical lectures aiming at, not only strengthening the working methods for radar vectoring but also at introducing the benefits of ADS and CPDLC. The training program will mainly include the following modules: • ATCO Radar vectoring – Theory, • ATCO Radar vectoring – Simulations with a smooth progression in terms of difficulty (density of traffic / conflicts etc…),
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• CNS/ATM evolutions and especially ADS and CPDLC: − ADS/CPDLC benefits, − Simulations dedicated to ADS/CPDLC, − Transition procedures. So as to take into account the working methods that are different in the beneficiary countries, it is proposed to “specialise” each session: • 15 controllers from Central Asia (3 controllers per country) would attend one of the two sessions, • 16 controllers from Caucasus and Moldova (4 controllers per country) would attend to the other one. As far as possible ENAC will adapt the training methods to the beneficiary countries’ needs.
° Schedule and location
The courses will be provided by ENAC in Toulouse, France. The precise dates have not been planned yet. Training sessions could take place in the period January-June 2009.
6.6. Workshops
° Objectives
6 manager-oriented workshops will be organised during the “training phase” of the project. The objectives of these 2-day workshops will mainly be to develop synergy amongst the beneficiaries and to share information regarding the European Organisations and their current practices mainly in terms of safety management. It is proposed to dedicate 4 of these workshops to safety aspects (2 for each sub-region) and then to create links between these workshops so that it will represent the opportunity to provide a follow-up of safety improvements.
° Audience
For safety workshops, it is proposed to invite 2 representatives of each country, one from the regulator side, and one from the service provider. It is strongly recommended to ensure that the same representatives will participate to both workshops so that a follow-up of activities will be possible. For the two others workshops, 1 representative from each country will be invited.
° Proposed program
Based on the survey outcomes and the feedback of the beneficiaries who participated to working seminars, it is proposed to dissociate the objectives of safety workshops for each sub-region to take into account the different safety health maturities. The safety workshops shall support the efforts of Central Asia countries in reaching “level 2” compliance whereas they shall be focused on “level 3-4” in the Caucasus area and in Moldova. Hence, the proposed program sketched before tries to cope with these objectives. Another important point is the “origin” of the safety workshops attendees: either regulatory prerogative or a Service Provider mission?
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In order to address the widest audience, it is proposed to mix representatives from regulatory bodies and service providers for both areas. The proposed program for safety workshops is detailed hereafter:
Table 23: Proposed program for safety workshops
Workshop Proposed Program Participants
Workshop 1 – Reactive processes: September-October Central Asian 2008 Information-sharing on current practices countries: in safety monitoring and reporting and incident investigation (both at ANSP and - 1 representative CAA level) and assessment of these from the practice against regulatory standards regulatory body, (e.g. ICAO and/or ESARR standards) with selection of a small set of top priority - 1 representative actions. from service provider.
Workshop 2 – Proactive processes: safety surveys- Moldova and September-October and voluntary reporting system track Caucasus countries: 2008 information from a variety of sources that could be indicative of emerging safety - 1 representative problems. The main points to be from the addressed should be: regulatory body, • hazard and incident reporting systems; - 1 representative • safety surveys aiming at provoking from service feedback from front-line personnel provider. in a well-identified unsatisfactory areas; • Flight data recorder analysis; • Operational inspections or audits
Workshop 3 – Preventive processes: safety Central Asian March-April 2009 assessments-competency. countries
The goal is to able to provide the means - 1 representative for the adoption or improvement of an from the approach which emphasizes prevention regulatory body, through the identification of hazards and the introduction of risk mitigation - 1 representative measures before the event occurs and from service adversely affects safety performance. provider.
Workshop 4 – Action Plan for Safety Improvements Moldova and March-April 2009 toward a better compliance to Caucasus countries international regulatory requirements (e.g. ESARR1, 2, 3, 4) and an SMS Plan - 1 representative definition from the
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Workshop Proposed Program Participants
• Identification of global and common regulatory body, safety requirements (responsibilities, priorities...), - 1 representative • Requirements for Safety Achievement: from service competence, training, Quantitative provider. safety target levels, Assessment, documentation), • Safety Assurance: survey, monitoring, recording, promotion, dissemination, communication.
The first day of the 3rd and 4th workshops, the discussions will address progress made from the previous workshop, with respect to top priority actions identified. Work on case studies (e.g. starting from one serious incident report, for instance an AIRPROX in the case of the Workshop 1, provided by every beneficiary state) will be exemplified, conclusions will be reported and experiences shared between the participants. Remaining difficulties will be identified and, whenever necessary, further actions required will be raised (ranging from legislative/regulatory action to safety training).
The proposed program for other workshops is detailed hereafter:
Table 24: Proposed program for others workshops
Workshop Proposed Program Participants
Workshop 5 – March Single European Sky 1 representative from 09 all the beneficiary History, regulatory framework, countries. stakeholder responsibilities, implementation roadmap, associated interoperability standardisation processes.
Discussions related to local perspectives
Workshop 6 – May To be determined. 1 representative from 09 all the beneficiary The program of this workshop has not countries. yet been determined.
Based on data collections and working seminars, the following subjects may be interesting for beneficiaries:
• Human Resources management in Civil Aviation, • ATC system engineering, • ATM concepts, • … ° Schedule and location
The workshops will be mainly organised in Tbilisi. Nevertheless, the possibility of organising some of these events in other beneficiary countries will be studied, regarding the visa requirements as well as flight possibilities.
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The foreseen periods for performing these workshops are as follows: • Safety workshops: − 2 workshops in September-October 2008, − 2 workshops in March-April 2009, • Other workshops: − March 2009, − May 2009.
6.7. Study tours
° Objectives
2 study tours will be organised in the frame of this project: • One in a country that joined the European Union in 2004, • One in Western Europe. The objectives will be to organise conferences and meetings with representatives from Civil Aviation Training Centres and Operational Units in order to share the experiences and compare the practices to the situation in the South Ring States. Each study tour will last between 5 and 8 days depending on the final program.
° Audience
2 representatives per country will be invited to each study tours.
° Proposed program
The detailed program has not been determined yet and will be subject to approval by the EC Program Manager. Nevertheless, it is proposed to organise the first study tour in Latvia. This country, and especially the ANSP, has invested a lot of resources over the last 15 years, to drive the transition from the USSR model to the European framework. The main subject of this study tour might be the “transition from USSR framework to the European one”, addressing at least the following aspects: • The Institutional and regulatory aspects, • The Operational and technical evolutions, • The Organisation of ANSP / CAA and associated staffing issues, • The Training aspects (facilities / requirements etc.), • The SMS implementation.
The program of the second study tour (Western Europe) will be built in cooperation with the EC Program Manager. The target organisations/companies for organising visits and conferences are ICAO, Eurocontrol, Airbus, ENAC, French air traffic control centres etc…
° Schedule
It is proposed to organise the first study tour in September 2008 and the second one at the end of the project (June 2009).
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6.8. Training schedule synthesis
The tentative schedule for training activities is presented hereafter:
Figure 35: Safety reporting process – Georgia
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ANNEX
A1 List of acronyms
ACAS Airborne Collision Avoidance system ACC Area Control Centre ADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance Broadcast AFTN Aeronautical Fixed Telecommunication Network AIP Aeronautical Information Publication AIS Aeronautical Information Services ANSP Air Navigation Service Provider APP Approach ASM Airspace Management ATC Air Traffic Control ATCO Air Traffic Controller ATFM Air Traffic Flow Management ATM Air Traffic Management ATS Air Traffic Services CAA Civil Aviation Authority CAD Civil Aviation Department CANSO Civil Air Navigation Service Organisation CEAC European Civil Aviation Conference CIS Commonwealth Independent State CPDLC Controller Pilot Data Link Communication CVSM Conventional Vertical Separation Minima DME Distance Measuring Equipment EASA European Aviation Safety Agency ECAC European Civil Aviation Conference FAA Federal Aviation Authority FIR Flight Information Region FUA Flexible Use of Airspace GDCA General Department of Civil Aviation GNSS Global Navigation Satellite System HF High Frequency IAC Interstate Aviation Committee IANS Eurocontrol Institute of Air Navigation Services ICAO International Civil Aviation Organisation IFR Instrument Flight Rules
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ILS Instrument landing System MLAT Multi-lateration MS Member State MSSR Monopulse Secondary Surveillance Radar NCFSS National Committee for Flight Safety Supervision NDB Non Directional Beacon NSA National Supervisory Authority OJT On Job Training OJTI On Job Training Instructor ORCAM Originating Region Code Assignment Method PC Personal Computer PSR Primary surveillance Radar RNP 5 Required Navigation Performance RVSM Reduced Vertical Separation Minima SARP Standard and Recommended Practices SEK State Enterprise “Kyrgyzaeronavigatsia” SHPAP School (or Training Centre) of Aviation Personnel SITA Société Internationale de Télécommunication Aéronautique SMQS Safety management Quality System SMS Safety Management System SSR Secondary Surveillance Radar TACAN Tactical Air Navigation TATS Tajik Air Traffic Services TCAS Traffic Collision Avoidance System TRACECA Transport Corridor Europe Causasus Asia TSD Transport Supervisory Department TWR Tower UHY Uzbekistan Havo Yullary UK United Kingdom USSR Union of Soviet Socialist Republics VHF Very High Frequency VOR VHF Omni Range
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A2 List of figures
Figure 1: Overall methodology applied to this project ...... 7 Figure 2: Armenian airspace ...... 10 Figure 3: Civil Aviation stakeholders in Armenia...... 11 Figure 4: Azerbaijan airspace...... 13 Figure 5: Civil Aviation Stakeholders in Azerbaijan – current organisation...... 14 Figure 6: Civil Aviation Stakeholders in Azerbaijan – future organisation...... 15 Figure 7: Georgian airspace...... 17 Figure 8: Civil Aviation Stakeholders in Georgia...... 18 Figure 9: Airspace of Kazakhstan ...... 20 Figure 10: Civil Aviation Stakeholders in Kazakhstan...... 21 Figure 11: Kyrgyzstan airspace...... 23 Figure 12: Civil Aviation Stakeholders in Kyrgyzstan...... 24 Figure 13: Upper airspace of Moldova – Source AIP...... 26 Figure 14: Civil Aviation Stakeholders in Moldova ...... 27 Figure 15: Airspace of Tajikistan ...... 29 Figure 16: Civil Aviation Stakeholders in Tajikistan ...... 30 Figure 17: Civil Aviation Stakeholders in Turkmenistan...... 32 Figure 18: Uzbekistan airspace...... 34 Figure 19: Civil Aviation Stakeholders in Uzbekistan...... 35 Figure 20: Flight data Moldova (Source: LCIP of Moldova) ...... 43 Figure 21: Main flows in Caucasus area ...... 44 Figure 22: Europe – South East Asia traffic flows...... 45 Figure 23: Main flows within Central Asia ...... 45 Figure 24: RVSM Status world-wide – source FAA website ...... 49 Figure 25: Location of Area Control Centres in the beneficiary countries...... 50 Figure 26: English level distribution of Georgian ATCOs...... 66 Figure 27: Distribution of training facilities used in Kazakhstan for training ATCOs (2007) ...... 68 Figure 28: English level distribution of Kazakh ATCOs...... 69 Figure 29: English level distribution of Kyrgyz ATCOs...... 70 Figure 30: English level distribution of ATCOs in Turkmenistan...... 74 Figure 31: Safety Workshops progress...... 79 Figure 32: ICAO SMS Risk Control Process...... 80 Figure 33: The ICAO Safety Management System organizational components...... 81 Figure 34: Safety reporting process – Georgia ...... 88 Figure 35: Safety reporting process – Georgia ...... 105
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A3 List of tables
Table 1: Civil Aviation context – Armenia...... 9 Table 2: Civil Aviation context – Azerbaijan ...... 12 Table 3: Civil Aviation context – Georgia ...... 16 Table 4: Civil Aviation context – Kazakhstan ...... 19 Table 5: Civil Aviation context – Kyrgyzstan ...... 22 Table 6: Civil Aviation context – Moldova...... 25 Table 7: Civil Aviation context – Tajikistan...... 28 Table 8: Civil Aviation context – Turkmenistan ...... 31 Table 9: Civil Aviation context – Uzbekistan ...... 33 Table 10: Membership of beneficiary countries ...... 38 Table 11: Airspace organisations ...... 46 Table 12: Management procedures and navigation services...... 47 Table 13: ATS facilities...... 51 Table 14: Communication infrastructures...... 52 Table 15: Navigation infrastructures...... 53 Table 16: Surveillance infrastructures...... 54 Table 17: Air Traffic Management Systems ...... 56 Table 18: Operational staff ...... 59 Table 19: Assessed Level of Safety Health Maturity based on Safety Survey ...... 92 Table 20: Comments on Table 19 above ...... 93 Table 21: Manager Course – Proposed program...... 95 Table 22: ATC Instructor Course – Proposed program...... 98 Table 23: Proposed program for safety workshops ...... 102 Table 24: Proposed program for others workshops ...... 103
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