Guidance on Training Requirements for Operational Users of A-SMGCS Levels 1 & 2

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL Guidance on Training Requirements for Operational Users of A-SMGCS Levels 1 & 2 Edition Number : 1.1 Edition Date : 27/11/2006 Status : Released Issue Intended for : General Public EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME

DOCUMENT CHARACTERISTICS TITLE Guidance on Training Requirements for Operational Users of A-SMGCS Levels 1 & 2 EATMP Infocentre Reference: 06/11/27-17 Document Identifier Edition Number: 1.1 Edition Date: 27/11/2006 Abstract The objective of this report is to provide guidance on the additional training requirements necessary in order to introduce A-SMGCS level 1 and 2 at an airport. These training requirements concern the training of: ATCOs who already hold an air traffic controller s licence with valid aerodrome control rating/endorsements ATCOs who are training towards the grant of a licence with a valid rating and associated unit endorsement(s) for the provision of an aerodrome control service. Keywords AIR/GMC/GMSTWR Ratings ATCO OJT/OJTI UTP Contact Person(s) Tel Unit Paul ADAMSON (A-SMGCS Project Manager) +32 2729 3308 DAP/AOE STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via Working Draft General Public Intranet Draft EATMP Stakeholders Extranet Proposed Issue Restricted Audience Internet (www.eurocontrol.int) Released Issue Printed & electronic copies of the document can be obtained from the EATMP Infocentre (see page iii) Other operational users of A-SMGCS, predominantly Apron Management Service personnel. ELECTRONIC SOURCE Path: I:\CND\COE\ATM\Airports\Internal\A-SMGCS\11_Implementation- Package\02_Old\Word Host System Software Size Windows_NT Microsoft Word 10.0 613 Kb Page ii Released Issue Edition Number: 1.1

EATMP Infocentre EUROCONTROL Headquarters 96 Rue de la Fusée B-1130 BRUSSELS Tel: +32 (0)2 729 51 51 Fax: +32 (0)2 729 99 84 E-mail: eatmp.infocentre@eurocontrol.int Open on 08:00-15:00 UTC from Monday to Thursday, incl. DOCUMENT APPROVAL The following table identifies all management authorities who have successively approved the present issue of this document. AUTHORITY NAME AND SIGNATURE DATE Please make sure that the EATMP Infocentre Reference is present on page ii. A-SMGCS Project Manager APR Programme Manager Paul ADAMSON Eric MIART AOE Head of Unit Paul WILSON Edition Number: 1.1 Released Issue Page iii

DOCUMENT CHANGE RECORD The following table records the complete history of the successive editions of the present document. EDITION NUMBER EDITION DATE INFOCENTRE REFERENCE REASON FOR CHANGE PAGES AFFECTED 0.1 23-07-06 Conversion into training requirements report All 0.2 10-08-06 Draft for staffing by working group All 0.3 26-09-06 0.4 04-10-06 Final draft, comments by working group have been integrated Additions and minor edits following project meeting on final draft 1.0 09-10-06 Final comments processed All 1.1 27-11-06 Internal review All Page iv Released Issue Edition Number: 1.1

CONTENTS DOCUMENT CHARACTERISTICS...ii DOCUMENT APPROVAL...iii DOCUMENT CHANGE RECORD...iv EXECUTIVE SUMMARY...1 LIST OF ABBREVIATIONS...3 1. EXPLANATION OF TERMS...5 2. Introduction...9 2.1 The EUROCONTROL A-SMGCS Project...9 2.2 Definition of A-SMGCS implementation levels...10 2.2.1 Level 1, Improved surveillance function...10 2.2.2 Level 2, added control functionality...11 2.2.3 Level 3, improvements in surveillance, control, guidance and route planning...11 2.2.4 Level 4, conflict resolution and transmission of route planning...12 2.3 Goal, method and scope of this report...12 2.4 Relevant reference material...13 2.5 Structure of the remainder of this report...14 3. Tasks related to A-SMGCS...15 3.1 General...15 3.2 ATCOs...15 3.3 Apron Management Service personnel...16 4. Present Training Requirements...17 4.1 Introduction...17 4.2 ICAO standards...17 4.3 Directive of the European Parliament and of the Council...18 4.4 EUROCONTROL Safety Regulatory Requirement 5...18 4.5 EUROCONTROL EATM Training Progression and Concepts...20 4.6 Initial training...20 4.6.1 Common Core Content for Initial Training...21 4.7 Unit training...22 4.7.1 The Unit Training Plan...23 Edition Number: 1.1 Released Issue Page v

4.7.2 Competence assessment and unit competence schemes...23 4.8 Continuation training...24 4.8.1 Refresher training...24 4.8.2 Emergency training...25 4.8.3 Conversion/upgrade training...25 4.9 Development Training...26 4.10 Implications for the introduction of A-SMGCS...26 5. A-SMGCS Training Issues...28 5.1 Introduction...28 5.2 Visibility, visual attention and head-down time...28 5.3 Alert management (A-SMGCS Level 2)...30 5.4 Emergencies, system failure...30 5.5 Principles of labelling and problems related to labelling...31 5.6 Team co-ordination and communication...31 5.7 User confidence...31 6. A-SMGCS Training Requirements...33 6.1 General...33 6.2 Common Core Content Initial Training...34 6.2.1 Basic training...34 6.2.2 Rating training...34 6.3 Unit training for Student Air Traffic Controllers and Trainee ATCOs...35 6.3.1 Transitional training at the Unit...35 6.3.2 Pre-On-the-Job Training at the Unit...35 6.3.3 On-the-Job Training at the Unit...35 6.3.4 The Unit Training Plan...36 6.4 Continuation Training...36 6.4.1 Refresher training...36 6.4.2 Conversion/ technology upgrade training...36 6.4.3 Emergency training...37 6.5 Unit Competence Schemes...38 6.6 Licensing...38 7. Acknowledgements...39 8. Reference Documents...40 Page vi Released Issue Edition Number: 1.1

EXECUTIVE SUMMARY This report has been prepared for the EUROCONTROL Airport Operations and Environment Division as a study and report on additional training requirements for air traffic controllers (ATCOs), to enable the introduction and application of Advanced Surface Movement and Control Systems (A-SMGCS) in the provision of an Aerodrome Control Service. Many European airports also provide an Apron Management Service in parts of the movement area. The additional impact on the training requirements for the use of A-SMGCS by other operational users, predominantly Apron Management Service personnel, is also considered. The implementation of A-SMGCS will improve airport operations, especially during reduced visibility conditions and at night hours and A-SMGCS will be an important enabler in the development of the Gate-to-Gate concept. The introduction of A-SMGCS will make it possible for ATCOs to provide an aerodrome control service without continuous visual contact by using enhanced surveillance equipment. This report considers the implications of additional training requirements for working with A- SMGCS with respect to ATCOs who are already holding an air traffic controller licence with a valid aerodrome control rating/endorsement(s). It also considers the implications of additional training requirements with respect to student air traffic controllers and trainee air traffic controllers who are training towards the grant of an air traffic controller licence with a valid rating and associated endorsements for the provision of an aerodrome control service. The following can be concluded: For the definition of ATCO training requirements for A-SMGCS, a well-defined framework is in place at ICAO, ECAC, EUROCONTROL and EU-level, of which an overview is provided. The implications of A-SMGCS introduction for ATCO training are fully covered by EU Directive 2006/23/EC and ESARR 5 requirements for air traffic controllers. The existing standards and guidelines for ATCO training enable the definition of additional training requirements to ensure that ATCOs with appropriate license, ratings and endorsements have the skills and knowledge to operate in an A-SMGCS (level 1 & 2) environment. These training requirements can be defined to fit in the existing framework. With respect to training requirements for initial training, the Common Core Content (CCC) approach has been taken, i.e. the requirements fit into the EUROCONTROL framework for a harmonised core training content among providers of initial training in the ECAC member states. This report proposes extension of the existing CCC-guidelines with the set of A-SMGCS training objectives. For (site-specific) unit training, refresher training, and emergency training, the CCC approach has not been taken, but rather guidelines for the introduction of A-SMGCS in the Unit Training Plan have been stated, with suggestions for training topics. Also for the integration of A-SMGCS competencies in existing competence assessment and unit competence schemes, guidelines have been established. A system upgrade training shall have to be organised at operational ATC units, since the introduction of A-SMGCS will be accompanied by new operating procedures. The system upgrade training must ensure the ongoing competence of the licensed ATCO at the unit. Depending on the amount and scope of the changes in operating procedures, such up- Edition Number: 1.1 Released Issue Page 1

grade training could encompass a theory course, simulator training and On-the-Job Training (OJT). Where Apron Management Service personnel work with A-SMGCS in a way that is comparable with the way ATCOs work with A-SMGCS, they should have comparable competencies in working with the system. As a consequence, the training requirements for Apron Management Service personnel that operate in an A-SMGCS environment could be (partly) based upon the internationally accepted framework for training of ATCOs. For these purposes, the training requirements for A-SMGCS (level 1 & 2) provided in this report can be applied to the training of Apron Management Service personnel, where applicable. Where Apron Management Service personnel use A-SMGCS in a different way than ATCOs, training standards may be based on locally agreed operational tasks and responsibilities. This topic is considered to be beyond the scope of this report. To enable the safe and efficient use of A-SMGCS, all operational users should be competent to use the system. A license can be considered as a formal recognition of competencies demonstrated by the operational user. The licensing requirements related to the operational use of A-SMGCS (level 1 & 2) are described in a separate report, entitled Guidance on licensing and competence requirements for operational users of A-SMGCS levels 1 & 2 (EATMP, 2006). Page 2 Released Issue Edition Number: 1.1

LIST OF ABBREVIATIONS ADI ADS-B ADV AIR AO A-SMGCS ATC ATCO ATM ATS AVOL CBT CCC ECAC EMMA ESARR EATMP GMC GMS GNSS IANS ICAO Aerodrome Control Instrument (rating) Automatic Dependent Surveillance - Broadcast Aerodrome Control Visual (rating) Air Control (rating endorsement) Airport Operations (domain) Advanced Surface Movement Guidance and Control System Air Traffic Control Air Traffic Controller Air Traffic Management Air Traffic Services Aerodrome Visibility Operational Level Computer Based Training Common Core Content European Civil Aviation Conference European Airport Movement Management by A-SMGCS European Safety Regulatory Requirement European Air Traffic Management Program Ground Movement Control (rating endorsement) Ground Movement Surveillance (rating endorsement) Global Navigation Satellite System (EUROCONTROL) Institute of Air Navigation Services International Civil Aviation Organisation Edition Number: 1.1 Released Issue Page 3

LOA MLAT OJT OJTI R/T SMGCS SMR SRC TIS-B TWR UTP Letter of Agreement Multilateration On-the-Job Training On-the-Job Training Instructor (license endorsement) Radiotelephony Surface Movement Guidance and Control System Surface Movement Radar Safety Regulation Commission Traffic Information Services Broadcast Tower (rating endorsement) Unit Training Plan Page 4 Released Issue Edition Number: 1.1

1. EXPLANATION OF TERMS This section provides the explanation of terms required for a correct understanding of the present document. Most of the following explanations are taken from the A-SMGCS manual (ICAO, 2004), the ICAO Annex 11 (ICAO, 2001b) or the EUROCONTROL EATMP Definition of A-SMGCS Implementation Levels (EATMP, 2005a). The definitions of training terms have been adopted from the EATM Training Progression and Concepts (EATMP, 2004e). Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Systems providing routing, guidance, surveillance and control to aircraft and affected vehicles in order to maintain movement rates under all local weather conditions within the Aerodrome Visibility Operational Level (AVOL) whilst maintaining the required level of safety (ICAO, 2004). Aerodrome Control Service. Air traffic control service for aerodrome traffic (ICAO, 2001b). Aerodrome Traffic All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome (ICAO, 2001b). Air Traffic Control Service A service provided for the purpose of a) preventing collisions between aircraft and on the manoeuvring area between aircraft and obstructions; and b) expediting and maintaining an orderly flow of air traffic (ICAO, 2001b). Alert An indication of an existing or pending situation during aerodrome operations, or an indication of abnormal A-SMGCS operation, that requires attention/action (ICAO, 2004). Apron A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance (ICAO, 2001b). Apron Management Service A service provided to regulate the activities and the movement of aircraft and vehicles on an apron (ICAO, 2001b). Conflict A situation when there is a possibility of a collision between aircraft and/or vehicles (ICAO, 2004). Continuation Training Training given to licensed or certificated personnel designed to augment existing knowledge and skills. It includes refresher, emergency and conversion training. Edition Number: 1.1 Released Issue Page 5

Control Application of measures to prevent collisions, runway incursions and to ensure safe, expeditious and efficient movement (ICAO, 2004). Controlled Aerodrome An aerodrome at which air traffic control service is provided to aerodrome traffic (ICAO, 2001b). Conversion Training Type of continuation training designed to provide knowledge and skills appropriate to a change in job category (new rating discipline, rating endorsement or unit endorsement), environment (new procedures) or system (system upgrade or change) (EATMP, 2004e). Co-operative Mobile Mobile which is equipped with systems capable of automatically and continuously providing information including its Identity to the A-SMGCS (EATMP, 2005a). Co-operative Surveillance The surveillance of mobiles is co-operative when a sensor, named co-operative surveillance sensor, collects information about the mobiles from an active element of the transponder type, with which the mobiles are equipped. This technique allows collecting more mobile parameters than the non-co-operative surveillance, for instance the mobiles identity. The co-operative surveillance may be either: Dependant on the co-operative mobile, when the mobile automatically generates the information and transmits it to the surveillance sensor, for instance via ADS-B; or Non-dependant on the co-operative mobile, when the mobile is interrogated by the surveillance sensor, for instance Mode-S multilateration (EATMP, 2005a). Emergency Training Type of continuation training that shall be given to all controllers on a regular basis. It includes training in emergencies, in unusual situations and in degraded systems. Most of this training will be site-specific (EATMP, 2004e). False Alert Alert which does not correspond to an actual alert situation (EATMP, 2005a). Guidance Facilities, information and advice necessary to provide continuous, unambiguous and reliable information to pilots of aircraft and drivers of vehicles to keep their aircraft or vehicles on the surfaces and assigned routes intended for their use (ICAO, 2004). Identification The correlation of a known aerodrome movement callsign with the displayed target of that mobile on the display of the surveillance system (ICAO, 2004). Identity A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the mobile call sign to be used in air-ground communications, and which is used to identify the mobile in ground-ground air traffic services communications (EATMP, 2005a). Page 6 Released Issue Edition Number: 1.1

Incursion The unauthorised entry by an aircraft, vehicle or obstacle into the defined protected areas surrounding an active runway, taxiway or apron (ICAO, 2004). Initial Training Training including technical subjects and ATC theory and simulator practice. The object of initial training is to prepare an ab initio for training at an ATC unit. It includes two phases (basic and rating) leading to a student licence. Rating training might also be provided as training for conversion to another rating (EATMP, 2004e). Manoeuvring Area That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons (ICAO, 2001b). Mobile A mobile is either an aircraft or a vehicle (EATMP, 2005a). Movement Area That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron(s) (ICAO, 2001b). Non-Co-operative Mobile Mobile which is not equipped with systems capable of automatically and continuously providing information including its identity to the A-SMGCS (EATMP, 2005b). Non-Co-operative Surveillance The surveillance of mobiles is non-co-operative when a sensor, named non-co-operative surveillance sensor, detects the mobiles, without any action on their behalf. This technique allows determining the position of any mobile in the surveillance area and in particular to detect intruders. Examples of non-co-operative surveillance sensors are the Primary Surveillance Radars (EATMP, 2005a). Normal Visibility Visibility conditions sufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (corresponding to visibility condition 1 defined by ICAO (ICAO, 2004)) (EATMP, 2005a). Nuisance Alert Alert which is correctly generated according to the rule set but are inappropriate to the desired outcome (EATMP, 2005a). Performance Objective A clear and unambiguous statement of what a learner is expected to do (behaviour or Performance) with the minimum level of acceptable performance (Standard in terms of quality, quantity and time allowed for completion) and conditions under which the performance is to be carried out (Conditions). The performance objective clearly establishes a link between the training objective and the method to assess if this training objective has been reached. Edition Number: 1.1 Released Issue Page 7

Rating Training (training in the rating discipline) Specialised ATC training to provide knowledge and skills related to a job category and appropriate to the discipline to be pursued in the ATS environment (EATMP, 2004e). Reduced Visibility Visibility conditions insufficient for personnel of control units to exercise control over all traffic on the basis of visual surveillance (correspond to visibility conditions 2, 3, and 4 defined by ICAO (ICAO, 2004)) (EATMP, 2005a). Refresher Training A type of continuation training that is designed to review, reinforce or upgrade existing knowledge and skills (including team skills). (EATMP, 2004e). Routing The planning and assignment of a route to individual aircraft and vehicles to provide safe, expeditious and efficient movement from its current position to its intended position (ICAO, 2004). Runway Incursion The unintended presence of an aircraft, vehicle or person on the runway or runway strip (EATMP, 2005a). Surveillance A function of the system which provides identification and accurate positional information on aircraft, vehicles and obstacles within the required area (ICAO, 2004). Training Objective A clear statement based on a description of the learner performance and the limits of this performance. It always includes an action verb to ensure that the outcome is observable. The performance level is stated according to a EUROCONTROL defined taxonomy (on a scale from 0 to 5) (EATMP 2004e). Unit Competence Scheme An approved scheme indicating the method by which the unit maintains the competence of its licence holders. Unit Training Training comprising transitional training, pre-on-the-job-training and On-the-Job-Training leading a learner to obtaining an air traffic controller licence, with appropriate rating and with appropriate rating endorsements and unit endorsements (EATMP, 2004e). Unit Training Plan An approved plan detailing the processes and timing required to allow the unit procedures to be applied to the local area under the supervision of an on-the-job-training instructor. Page 8 Released Issue Edition Number: 1.1

2. INTRODUCTION 2.1 The EUROCONTROL A-SMGCS Project One of the main activities of the Airport Operations Programme, which falls within the Airport Operations Domain (AO) of the EUROCONTROL European Air Traffic Management Programme (EATMP), is support of the gradual implementation of Advanced Surface Movement Guidance and Control Systems (A-SMGCS). A-SMGCS aims to improve airport operations, especially during reduced visibility conditions or at night hours, when traffic may be difficult to detect and identify with the naked eye from the visual control room, particularly at large distances and/or with a restricted view. A-SMGCS is also mentioned as an important enabler in the development of the Gate-to-Gate concept (EATMP, 2003b). In order to keep up with future demands in traffic throughput and to improve safety, several airports in Europe have now implemented A-SMGCS for monitoring and guidance of traffic in the airport manoeuvring area. A-SMGCS is a further development of the present day Surface Movement Guidance and Control Systems (SMGCS) concept. It is described and detailed in the ICAO Doc. 9830 Advanced Surface Movement Guidance and Control Manual. It has been identified that, in the future, SMGCS will no longer be sufficient to meet the required traffic capacity and/or required safety standards. This applies especially to the major and complex airports and in situations with adverse weather conditions (low visibility). The major expected operational benefits of the introduction of A-SMGCS are: Improvement of the aerodrome control service on the manoeuvring area; Improvement of conflict detection and alert for all traffic on the movement area; Improvement of planning and routing of traffic on the movement area (A-SMGCS Level 3); Improvement of guidance and control in the movement area (A-SMGCS Level 4). Note ICAO Annex 11 defines that an aerodrome control service on the ground is provided to aerodrome traffic in the manoeuvring area, which excludes the aprons. With the introduction of A-SMGCS, ATCOs will be able to provide an aerodrome control service and issue air traffic control clearances, instructions and information to aerodrome traffic, without having continuous visual contact by using enhanced surveillance equipment. A-SMGCS will enable Apron Management Service (see ICAO Annex 14 9.5) personnel, at airports where such a service is established, to more accurately monitor the position and movement of aircraft and vehicles within their delegated area of responsibility and use this information to improve the service provided. Edition Number: 1.1 Released Issue Page 9

To enable the safe and efficient use of the A-SMGCS tools, operational users shall have to be properly trained and licensed (where appropriate). The next paragraphs describe the present ICAO, EU and EUROCONTROL concepts and requirements for the training of ATCOs, focussing in particular on the aerodrome control service. Thereafter, attention will be given to the implications of the introduction of A-SMGCS for ab initio training of air traffic control students, as well as for the training of already licensed aerodrome controllers. The possible application of similar provisions for Apron Management personnel is also highlighted, where appropriate. Figure 2.1: Visual Display of the A-SMGCS system at Paris-CdG airport 2.2 Definition of A-SMGCS implementation levels In this section an outline description of A-SMGCS levels 1 to 4 is provided. However, the reader should note that the definitions for level 3 and 4 have yet to be agreed and are beyond the scope of the current document. 2.2.1 Level 1, Improved surveillance function At level 1, the ATCO will be assisted by a surveillance service, which complements visual observation by displaying (see figure 2.1): The airport traffic context (predominantly airport layout); Position of all vehicles in the manoeuvring area; Position of all aircraft in the movement area; Page 10 Released Issue Edition Number: 1.1

Identity of all aircraft in the movement area; Identity of all co-operative vehicles. Since ATC is responsible for the manoeuvring area, the surveillance service should cover all mobiles in this area. In the same way, the surveillance service should also cover aircraft in the apron area, as controllers deliver push-back clearances when aircraft are located in that area. At level 1, aircraft and vehicles are expected to be co-operative. As a result, the surveillance service will automatically provide their identity. However, it should also be possible for ATC to cope with a very limited number of non-co-operative mobiles (grass cutting vehicle, aircraft with transponder out of service). These non-co-operative mobiles will not be labelled. 2.2.2 Level 2, added control functionality In addition to the level 1 functionality, level 2 entails an initial control function dedicated to runway incursion alerting, taking benefit of the harmonisation of local working methods (multiple line-ups, conditional clearances, etc.) in major airports. The function will not detect all runway conflicts, but only the more hazardous ones (runway incursion), and will alert controllers in due time 1. 2.2.3 Level 3, improvements in surveillance, control, guidance and route planning Surveillance In addition to the previous levels, the surveillance information provided to the controller will be delivered to and shared with pilots and drivers. This function requires the implementation of technologies such as ADS-B / TIS-B to transmit the traffic information. All participating mobiles will be required to be co-operative in order to automatically provide the mobile identity on the user displays. At this level, a non-co-operative sensor will still be necessary in order to detect intruders. Control On the basis of the Level 3 surveillance information, described in the previous section, the control function will be able to detect any conflict concerning mobiles in the movement area. The alarms will be provided to the controller as in Level 2 but also to pilots and drivers. The conflict detection information should be customised depending on the users (controllers, vehicle drivers, and aircrew). Guidance The guidance function implemented at level 2, may be improved by: Display of the airport map showing taxiways, runways, obstacles and the mobile position to both aircrew and drivers; providing dynamic map with updates of the runway status for instance, through the use of technology like TIS-B; automatic triggering of dynamic ground signs (stop bars, centreline lights, ) according to the route issued by the controller. 1 In level 2, also a guidance service may be provided to vehicle drivers as an option. This service is based on GNSS technology, which consists of a display in the vehicle showing an airport map, taxiways, runways, obstacles and the mobile position. With this system, the vehicle driver could visualise his position and his destination on a display. This may reduce navigation mistakes, which may occur in low visibility conditions. Edition Number: 1.1 Released Issue Page 11

Route planning The route planning function, which is meant for airports with a complex layout, shall determine the best route to users, which is calculated by minimising the delay according to planning, ground rules and potential conflict with other mobiles. This function will be provided only to those controllers, who will issue ATC clearances to pilots and give instructions to drivers. 2.2.4 Level 4, conflict resolution and transmission of route planning In addition to level 3, the control function will be complemented by a conflict resolution function. The route planning function will be extended to equipped mobiles. This implies that the route proposed by the route planning function and validated by controllers will be transmitted via data-link to pilots and drivers. 2.3 Goal, method and scope of this report Goal The goal of this report is to describe additional training requirements necessary in order to introduce A-SMGCS level 1 and 2 at an airport. These training requirements concern the training of: ATCOs who already hold an air traffic controller s licence with valid aerodrome control rating/endorsements 2, ATCOs who are training towards the grant of a licence with a valid rating and associated unit endorsement(s) for the provision of an aerodrome control service. Other operational users of A-SMGCS, predominantly Apron Management Service personnel. The EUROCONTROL APR produced a proposed issue report, in 2002, on training and licensing issues for Air Traffic Controllers related to the implementation of A-SMGCS at ECAC airports (EATMP, 2002). Due to the limited scale of implementation of A-SMGCS within the ECAC region at that time, this older report focussed on potential licensing issues, particularly in relation to ESARR 5 and the European Manual of Personnel Licensing ATCOs. Following a period of more wide-scale implementation of A-SMGCS at European airports and EUROCONTROL sponsored simulations and operational trials (at London Heathrow, Frankfurt, Vienna, Zurich and Paris CDG), the current report will now add more detail with regard to training issues. Method and scope The EATMP (2002) report into ATCO training and licensing requirements (proposed issue) was reviewed and more detailed requirements for initial, unit and continuation training for A- SMGCS (level 1 and 2) implementation provided. More detail concerning the effects of A- SMGCS (level 1 and 2) implementation on Unit Competence Schemes is also included. 2 In accordance with the European Manual of Personnel Licensing - Air Traffic Controllers (EATMP, 2004e) these are the Aerodrome Control Instrument (ADI) rating, and additionally, either the Ground Movement Control (GMC) endorsement or the Tower (TWR) endorsement, and additionally, the Ground Movement Surveillance Control (GMS) endorsement. It is assumed that the use of A-SMGS is covered by these ratings/endorsements. Further information can be found in Licensing and competence requirements for operational users of A-SMGCS levels 1 & 2 (EATMP, 2006). Page 12 Released Issue Edition Number: 1.1

A focus on training requirements was achieved through stakeholder workshops held by operational and training experts. The aim of these workshops was to support the training requirements development by consolidating results obtained from the operational live trials and simulations while addressing impacts and issues highlighted in the EUROCONTROL Human Factors Case for A-SMGCS (EUROCONTROL, 2006). The indication of requirements for levels 3 and 4, as listed in EATMP (2002), is not detailed. The initial conclusions on licensing requirements that were listed in EATMP (2002) was also be reviewed and revised where applicable. The licensing requirements for A-SMGCS (levels 1 & 2) are now detailed in a separate EATMP report entitled Licensing and competence requirements for operational users of A-SMGCS levels 1 & 2 (EATMP, 2006). 2.4 Relevant reference material Since the proposed issue report, in 2002, on training and licensing issues related to the implementation of A-SMGCS, a number of internationally significant documents related to A- SMGCS were published, the most relevant being used in this report: In 2003, EUROCONTROL published the A-SMGCS Project Strategy (EATMP, 2003) with the aim to propose a strategy for A-SMGCS implementation. In 2004, ICAO released the first edition of the A-SMGCS Manual (ICAO, 2004), which provides operational requirements, performance requirements and interoperability requirements that help operators, manufacturers and certifying authorities to develop, introduce and implement A-SMGCS. In 2005, EUROCONTROL issued edition 1.1 of the definition of A-SMGCS Implementation Levels (EATMP, 2005a). In 2006, EUROCONTROL plans to release the Human Factors Case for A-SMGCS (EUROCONTROL, 2006), which was made available to the project team. This Human Factors Case follows the more general guidance for human factors integration described in EATMP (2004c). A general framework for ATCO training development is given in EATM Training Progression and Concepts (EATMP, 2004e), while a more specific training plan for aerodrome rating training is laid down in ATCO Rating Training Plans Aerodrome Training (EATMP, 2004f). For the current purposes of defining training requirements for A-SMGCS, use will be made of general training guidelines outlined by EUROCONTROL, which have been issued in recent years (and after the proposed issue report in 2002): Guidelines for Controller Training in the Handling of Unusual/Emergency situations (EATMP, 2003a); Guidelines for Refresher Training for Air Traffic Controllers (EATMP, 2003c); Guidelines for ATCO Common Core Content Initial Training (EATMP, 2004a,b); Guidelines for the development of Unit Training Plans (EATMP, 2005b); Guidelines for Competence Assessment (EATMP, 2005c); as well as the older guidelines-document: Guidelines for ATS Upgrade Training (EATMP, 1996). In the proposed issue report of 2002, reference was made to the Safety Regulatory Requirement ESARR 5 (EUROCONTROL, 2002), as well as the European Manual of Personnel Licensing, which is now available in a more recent version (EATMP 2004d). Both documents, Edition Number: 1.1 Released Issue Page 13

focussing on licensing, will be partly superseded by the EU Directive on a Community air traffic controller license (European Union, 2006). Finally, a high-level A-SMGCS training concept has been drafted in the context of the EMMA (European Airport Movement Management by A-SMGCS) R&D project (EMMA, 2006). 2.5 Structure of the remainder of this report The following chapter (Ch. 3) considers the tasks and working methods implied by A-SMGCS introduction. Thereafter, Ch. 4 considers the present framework of training for aerodrome control and the implications for this framework when introducing A-SMGCS. Having identified the tasks and the current training structure, the training-related issues raised by the introduction of A-SMGCS will be described in Ch. 5, predominantly using the outcomes of simulations and operational trials as reported in the A-SMGCS Human Factors Case. Subsequently, these training-issues must be resolved by changes in training, for which training requirements will be determined in Ch. 6. Finally, Ch. 7 provides the list of reference documents. Page 14 Released Issue Edition Number: 1.1

3. TASKS RELATED TO A-SMGCS 3.1 General With the implementation of (full) A-SMGCS, task 3 changes will take place in four major areas: surveillance, guidance, control and route planning. These changes will affect the tasks of operational users, i.e. ATCOs, Apron Management Service personnel, flight crew and vehicle drivers. Since this report is only considering implementation of A-SMGCS levels 1 & 2, which will hardly affect the tasks of vehicle drivers and flight crew, only the tasks of ATCOs and Apron Management Service personnel will be briefly described in the following sections. 3.2 ATCOs The implementation of A-SMGCS Level 1 and Level 2 concerns ATCO tasks related to surveillance and control only. In the current SMGCS situation, the role of the ATCO is to manage aircraft and vehicles in the movement area and in the vicinity of the airport in a safe and efficient way. The main tasks in relation with SMGCS are the following: Identification of aircraft and vehicles and their positions; Monitoring the execution of clearances; Monitoring the traffic situation; Providing weather and traffic information by R/T; Issuance of clearances and instructions to all participating mobiles; Traffic Information of flight crew/ drivers about traffic surrounding their aircraft/ vehicle by R/T; Alerting the participating mobiles by R/T in case of conflict situations. With the implementation of A-SMGCS Level 1, the tasks of the ATCO will evolve in the sense that, with reduced visibility, the additional source of surveillance information, in the form of an A-SMGCS display, enables the ATCO to perform aforementioned tasks with higher movement rates than with SMGCS. The new surveillance service that is implemented at this level of A-SMGCS will provide the ATCO with position and identity of all co-operative mobiles in all visibility conditions. This new source of information will complement existing information. In A-SMGCS Level 2, the ATCO tasks further evolve in the sense that the A-SMGCS control service provides the ATCO with a monitoring and alerting function, which issues warnings and alerts in case of conflict situations, independent of visibility conditions. This monitoring and alert function complements the ATCO in analysing the traffic visually or using surveillance information. The ATCO uses the alerts as a safety net to detect a risk of collision be- 3 A task is a set of related human activities, performed for an immediate purpose, i.e. in response to a specified input and yielding a specific output. Edition Number: 1.1 Released Issue Page 15

tween movements on runways and possibly (depending on the local A-SMGCS implementation) to detect a risk between movements in other areas.. 3.3 Apron Management Service personnel Services in aerodrome apron areas are known as Apron Management Services. Some States authorise a dedicated unit to exert these services. This unit often is a division of the local Airport Authority, whilst in other States or at specific airports the ATC authority provides Apron Management Service. Apron Management is not a part of the air traffic services as defined by ICAO. Therefore, international requirements and regulations for the air traffic services, which include air traffic control, are not applicable to apron management. On a controlled aerodrome, the air traffic control service is provided to all mobiles in the manoeuvring area. As the aprons are excluded from the manoeuvring area, no air traffic control service can be provided on those areas. However, on many airports the movements of aircraft at the aprons are delegated to air traffic control, whereas the movements of service traffic (passenger and luggage transport, refuelling vans, etc.) remain the responsibility of an Apron Management Service. Whenever it is required to safeguard apron operations, coordinative action between Apron Management Service and air traffic control will be taken. Page 16 Released Issue Edition Number: 1.1

4. PRESENT TRAINING REQUIREMENTS 4.1 Introduction This chapter describes the present training requirements, relevant to ground operations at airports and in particular relevant to the introduction of A-SMGCS. It will be based upon, and restricted to, existing international standards, training requirements and guidelines for AT- COs working towards an Aerodrome Control Instrument rating, or already in the possession of such. It will also be investigated whether such standards, requirements and guidelines exist for Apron Management Service personnel. 4.2 ICAO standards Annex I to the Convention on International Civil Aviation (ICAO, 2001a) contains standards and recommended practices for personnel licensing. Chapter 4 details licences and ratings for personnel other than flight crewmembers, i.e. aircraft maintenance personnel, ATCOs, flight operations officers/flight dispatchers, aeronautical station operators and meteorological personnel. No standards or recommended practices concerning Apron Management Service personnel are included. With respect to ATCOs applying for an aerodrome control rating, the following knowledge, experience and skill requirements are listed in chapter 4, paragraph 4.4: Knowledge: The applicant shall have demonstrated a level of knowledge appropriate to the privileges granted, in at least the following subjects in so far as they affect the area of responsibility: a. Aerodrome layout; physical characteristics and visual aids; b. Airspace structure; c. Applicable rules, procedures and source of information; d. Air navigation facilities; e. Air traffic control equipment and its use; f. Terrain and prominent landmarks; g. Characteristics of air traffic; h. Weather phenomena; and i. Emergency and search and rescue procedures Experience: For an aerodrome control rating, the applicant shall have: a. satisfactorily completed an approved training course; b. provided, satisfactorily, under the supervision of an appropriately rated air traffic controller an aerodrome control service, for a period of not less than 90 hours or one month, whichever is longer, at the unit for which the rating is sought. The experience specified above under b. shall have been completed within the 6-month period immediately preceding application. Edition Number: 1.1 Released Issue Page 17

Skill: The applicant shall have demonstrated, at a level appropriate to the privileges being granted, the skill, judgement and performance required to provide a safe, orderly and expeditious control service. 4.3 Directive of the European Parliament and of the Council On 27 April 2006, Directive 2006/23/EC of the European Parliament and of the Council was published in the Official Journal of the European Union (European Union, 2006), with the purpose of introducing a Community ATCO license. The introduction of such licence is considered as a means of recognising the specific role that air traffic controllers play in the safe provision of air traffic control. The establishment of Community competence standards will also reduce fragmentation in this field, allowing for more efficient organisation of work in the framework of growing regional collaboration between air navigation service providers. Directive 2006/23/EC is therefore an essential part of the Single European Sky legislation. It is based on paragraph 4.4 of the aforementioned ICAO-document (ICAO, 2001a) as well as those parts of EUROCONTROL s Safety Regulatory Requirement No 5 (ESARR 5, EUROCONTROL, 2002) that are relevant to ATCOs. Directive 2006/23/EC prescribes a licensing structure that is in accordance with the European Manual of Personnel Licensing (EATMP, 2004d), i.e. for the Aerodrome Control Instrument rating (ADI), the following endorsements are possible: (1) Tower Control endorsement (TWR), (2) the Ground Movement Control endorsement (GMC), (3) the Ground Movement Surveillance endorsement (GMS), (4) the Air Control endorsement (AIR), and (5) the Aerodrome Radar Control endorsement (RAD). Generally, it is noted that training of air traffic controllers, including related assessment procedures, shall be subject to certification by the national supervisory authorities, and that the requirements for certification shall relate to technical and operational competence and suitability of training providers to organise training courses. The suitability of training providers to provide training courses is further detailed in Annex IV of the directive. Certificates may be issued for each type of training or in combination with other air navigation services, whereby the type of training and the type of air navigation service shall be certified as a package of services. It is further noted, that the objectives of initial training are described in the EUROCONTROL guidance material, which are considered the appropriate standards, and that for unit training the lack of generally accepted standards needs to be offset by a range of measures, including the approval of examiners, which should guarantee high standards of competence. This is all the more important as unit training is very costly and decisive in terms of safety. The directive lists general (i.e. not specific for aerodrome control) training requirements, which will be cited in the subsequent paragraphs. 4.4 EUROCONTROL Safety Regulatory Requirement 5 The aforementioned European Union Directive 2006/23/EC notes that In accordance with Article 4 of Regulation (EC) No 550/2004 this Directive transposes the requirements laid down in EUROCONTROL Safety Regulatory Requirement No 5 (ESARR 5) relevant to air traffic controllers. In other words, the training and licensing requirements for ATCOs listed in Page 18 Released Issue Edition Number: 1.1

ESARR 5 are have been incorporated into European legislation by regulation (EC) No 550/2004 and Directive 2006/23/EC, of which the relevant parts are listed in the previous paragraph. The Safety Objective statement of ESARR 5 is defined as follows: The overall safety objective is to ensure the competence and, where applicable, the satisfaction of medical requirements, of ATM services personnel responsible for safety related tasks within the provision of ATM services. ESARR 5 does not contain requirements that specifically apply to Apron Management Services. However, with reference to the safety objective, when the responsibility for apron management would be assigned to ATM services personnel, the General (Safety) Requirements, which are contained in paragraph 5.1 of ESARR 5, would be applicable: A designated authority shall ensure, through the application of appropriate regulatory principles and processes, that organisations and personnel responsible for tasks in the provision of air traffic services or supporting the provision of air traffic services, which are considered to be related to safety of air traffic, are competent to carry out those tasks. The designated authority shall assist the ATM provider in identifying those tasks which, in providing or supporting the provision of air traffic services, are considered to be safety related. Figure 4.1: The training structure for ATCOs, taken from EATMP (2004e) Edition Number: 1.1 Released Issue Page 19

An air traffic services provider at an ATS unit shall ensure, as part of its overall safety responsibilities, that all ATM services personnel responsible for tasks in the provision of air traffic services or supporting the provision of air traffic services, which are considered to be related to the safety of air traffic, are competent to carry out those tasks and satisfy applicable medical fitness requirements. Hence, ESARR 5 does not specifically cover the implications of A-SMGCS (level 1, 2) introduction. However, where the introduction of A-SMGCS (level 1, 2) assists Apron Management Service personnel in the provision of services that are considered to be related to the safety of air traffic, then the General (Safety) Requirements of ESARR 5 may be deemed to be applicable. 4.5 EUROCONTROL EATM Training Progression and Concepts The document Training Progression and Concepts (EUROCONTROL 2004e) supersedes the information that was disseminated in several earlier documents. However, it only provides information on training of ATCOs and Air Traffic Safety Electronic Personnel (AT- SEPs), not on training of Apron Management Service personnel. It defines the progression of ATCOs through the several stages or phases of training, as depicted by the pyramid in figure 4.1. These stages (initial-, unit-, continuation- and development- training) and more detailed guidelines will be described in the subsequent paragraphs. The document further introduces the concept of objective-based training. In earlier EATM training documentation, reference is made to several definitions of training objectives. For the purposes of this document, the definition of training objective is in accordance with one of these definitions, namely: A training objective is a clear statement based on a description of the learner performance and the limits of this performance. It always includes an action verb to ensure that the outcome is observable. The performance level is stated according to a EUROCONTROL defined taxonomy (on a scale of 0 to 5) (EATMP 2004e). 4.6 Initial training According to EATMP (2004e), initial training for ATCOs includes theory, part-task practice and simulation. The object of initial training is to prepare an ab initio student for training at an Air Traffic Control (ATC) unit. It includes two phases (basic and rating training, to be explained hereafter) leading to a student licence. Basic training is designed to impart fundamental knowledge and skills to enable an ab initio student to progress to specialised ATC training. Rating training is specialised ATC training to provide knowledge and skills related to a job category and appropriate to the discipline to be pursued in the ATS environment. Rating training is not only provided as part of initial training, but might also be provided as training for conversion to another rating. EU-directive 2006/23/EC requires that initial training ensures that student air traffic controllers satisfy at least the objectives for basic and rating training, as described in EUROCON- TROL's Guidelines for air traffic controller Common Core Content Initial Training (EATMP, 2004g), so that air traffic controllers are capable of handling air traffic in a safe, quick and efficient way. Initial training will cover the following thirteen subjects: (1) aviation law, (2) air traffic management, including procedures for civil-military co-operation, (3) meteorology, (4) navigation, (5) aircraft and principles of flight, including an understanding between air traffic Page 20 Released Issue Edition Number: 1.1