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Friday, 19 December 2014

Four years, no goods

   On the fifth of February four years will have passed since José Blanco, the ousted Minister for Transport, dictatorially removed almost all of Air Traffic Controllers' basic rights.
   Since then, some carriers have folded (notably Spanair), some others have removed operating hubs (easyJet). Others have substantially reduced their routes. In spite of Mr Blanco's promise to lower fares, these have risen notably. There are still bucketloads of useless airports. Spain's busiest airport has just reported a loss in traffic numbers of 10,2% in 2013, which piles upon further reductions in 2012, 2011, 2010...
   There were dozens of what we call near misses in 2010. They should really be called near crashes.
ATC training is rubbish, briefings are useless and the Single Sky novelties, such as AMAN (Arrivals MANagement) and CDM (Collaborative Decision Making) have been subsidised for their introduction but have been brought in with almost no training and no extra staffing.
   North of four hundred controllers are being subjected to lawsuits when what happened in December 2010 was not coordination industrial action, but a lockout. See http://www.lavozdegalicia.es/noticia/santiago/2014/01/18/vazquez-tain-decreta-archivo-causa-contra-controladores-santiago/00031390047071041389133.htm for example.
   Air Traffic Control schools have popped up like mushrooms, all of them quite bad but willing to take forty or fifty thousand euros for a three or four month course useful for practically nothing....
   Aena continues to be a quite obscure company with little or no transparency. And Aesa, the supervisory institution which is supposed to overlook it all, has done nothing to ensure Safety is not jeopardised. In fact, it is interesting to check how they performed regarding a Spanish carrier's accident in Ireland see http://www.iomtoday.co.im/news/isle-of-man-news/spanish-regulator-had-inadequate-oversight-on-company-that-operated-fatal-manx2-flight-1-6401872
   Amidst a society, the Spanish, with over five million unemployed and a huge crisis, Aena itself has a debt of well over 10,000 million euros. European competition favouring legislation has forbidden public aid, the picture is very grim.
   Fortunately accidents are few and far between, But the same higher institutions and philosophy are behind Spains air navigation sector and its railway system. The risks ALARP principle has been completely misunderstood as the administration is striving to substitute efficient, but expensive, operational personnel for inexperienced, but cheaper, engineers.
   This just proves that bringing "low cost" into air navigation services isn't at all reasonable.

Tuesday, 13 November 2012

Not allowed to strike

I have recently strayed somewhat from my centrel objective of portraying life as a Spanish air traffic controller. Tomorrow there's a general strike in Spain, as indeed in most of Europe. You must bear in mind that in Spain there are six million unemployed from a population of about 45 million. The quality of life is falling dramatically and job security is a dying concept. So there are many reasons to strike, but probably not enough cojones, considering that managers are looking for excuses to reduce their workforce and thereby improve the balance sheet, and compensation for redundancy is also endlessly falling.
What about controllers? Where do we stand on the strike? Two utterly useless questions because we are not allowed to strike at all in practical terms. Minimum services have been decreed above 100 %. Yes it is possible, the people forced to work include controllers who had had personal matters day leave granted. Now they've got no personal matters to deal with, at least tomorrow.
So, to summarise, tomorrow there will probably be about 50% of traffic and 110% of controllers. Why not decree less and show some respect for rights?
I shall write shortly about balancing family and work life. Or not.

Monday, 12 November 2012

Low cost, not always Easy


I have flown with EasyJet dozens of times and the overall experience has been quite satisfactory. It's a no-nonsense company: you arrive on time, check in and fly. Usually without delay. If you want to speed up the process you can print your own boarding pass. Until recently you could pay for speedy boarding and get on the plane before everybody else, now you book your seat. (By the way, row 6 is probably widest at the shoulders)
Nevrtheless, low cost has its glitches too. On my penultimate flight we were all speeded onto the plane so the "speedy" payers lost their privilege. On my last flight we got treated with disrespect by ground staff and were shoved around flock style.
But last Sunday has been so far the worst, and it helps to outline the difference between low cost and full service. My son was going to fly to London from Madrid on Easyjet 5478. Departure 17.10 local. After passport control the passengers were advised that the flight might be cancelled, but in any case was delayed until 22:30. After that a further delay was issued until 23:30, and then again until 00:15.
The first drawback is that there is no available information apart from that set out on the web pages. Of course you can phone, but the info is the same. As usually happens in these cases, the call centre is understaffed: I couldn't get through. When I finally did, in the evening, I heard a readout of their working hours, which had, appropriately, expired until 8 next morning.
We hung on for hours, until 00:00, when the web page suddenly conveyed that the "status" of 5478 was "on time". It flippin' well wasn't! We decided to collect our son, who couldn't be picked up at the other end anyway. Finally, the flight took off at twenty four to two, local.
I have filed a complaint and asked for compensation. As could be expected EasyJet states that the delay is no fault of theirs, citing a portuguese strike, a handling staff strike and a flow regulation from Spain. I have checked the data and the longest other delay that day was under an hour. A crew rotation was needed after excessive duty hours. Should that affect my rights?
I believe that all the mishaps, crew shortage, information staff shortage, webmaster deficiency and others are all accountable to EasyJet. I insist that they are quite good at what they do, but when they fail, they should pay the price.
I'll keep you posted if Easyjet complies with their duty and pays back the cost of the ticket my son finally needed to fly on a later date.
So far, the Jet company is taking this refund very easy. Thanks for reading.

Saturday, 3 November 2012

Briefening the briefing

Finally, years after the requirement had been enshrined in European regulations, Aena has introduced briefing in the workplace. We are expected to arrive 5 minutes prior to our watch, to share 30 computers between almost 90 controllers with different validations and sectors, and finish in time for the handover.
The info conveyed includes previously forsaken training and cannot be read in less than an hour.
Of course, the extra time has not been included in the timetable, what did you expect? We're broke.
This is Aena, squaring the circle.

Friday, 12 October 2012

SDP, low cost in ATC

When you accrue a debt of 13500 million €, you've obviously got to do something. Aena has decided to jeopardise safety. The cost reduction from swapping controllers with undertrained personnel from an engineering consultancy is actually peanuts compared with he size of the debt. Ground movements are left to the discretion of ill-informed ( and imminently under-rested) pilots. The consequence is depicted below and happened just a week ago. Aena struck lucky once again, i just wonder what would have happened if the broken bit had been a wing instead of the tail...

Sunday, 16 September 2012

Controversial text

I have been away for a long time, but I think it's time to return. I recently posted a text on one of our forums, the copy of a letter I have sebt to several European authorities. Some of my colleagues have opposed because they think some parts may be taken out of context. Here goes the letter, so as to clarify what the context, given the case, was. I'll write ore shortly
Dear Sir/ Madam
May I begin by confessing a secret? Many air traffic controllers in Spain are hoping for an accident to happen. The trampling over our working terms and conditions has been so painful and the passivity of supervisory institutions (not to mention the lack of independence between providers and supervisors) has been such, that we believe that only the investigation of an accident by different international bodies will unravel the mess and "normalise" our situation. To talk about a death toll of 500 passengers would be scaremongering, but to ignore what has recently happened would be plainly foolish. And I think we have already been foolish enough!
In any case, it is not my intention to write about conditions, I would just prefer to outline the shortcomings of an air traffic control service provider, even if there is much more to be said about the former.
I was initially going to write what I hoped would be an enlightening report about the events of the 26th of July, when three (Ryanair) aircraft landed in an emergency, a further one from Air Nostrum crossed clouds depicted in red on its weather radar screen and quite a few other, perhaps minor, incidents happened. But after some consideration, I believe all the following is part of the same global situation, upon which I have occasionally written before to several addressees.
Unfortunately I seldom receive a response, and this makes me wonder if there is anyone really interested in Safety, or are all parties just relying on the number of filters embedded in the system being enough to ensure that everything turns out fine. (This, of course, would possibly be true if everyone complied with their obligations) Eventually, there will be a true accident and someone will have to be held accountable. Of course, the first attempt will be to place the blame on the dead victims, as is often the case, but this cannot be endlessly swallowed, and the blame will have to be placed elsewhere. Do you think that undertrained, under-assessed and overworked air traffic controllers will be responsible? Of course they may (try to) be held responsible, but that will be unfair. Is your job just another cog in the wheels of relentless efficiency following the rules of unbridled capitalism and money making? Or are you in some way related to the improvement of Safety in the system?
It’s difficult to explain air traffic control to the layman, and I have addressed diverse policy-makers apart from controllers, but I’ll try. I attended a course on the 7th August last at my workplace (Aena, Madrid). The main object was a new layout of the Madrid Terminal Area, where there have been variations on many different aspects. All were presented as projects where, contrary to the presentation, no consultation to the air traffic controllers who work there every day has been effected (thank you!), but I digress… Some procedure flight levels change, some VFR flight routes are added, there have also been changes in airspace classification and procedure names. They are not projects at all and will be imposed on Sept 20th.
My personal opinion, that I voiced in the classroom, is that the course should have taken three or four mornings instead of one. There was not enough time to take on board all the information provided. I also believe that where procedures are included there should be additional training in a simulator. None of this has happened. Be it the current economic crisis or just pressure from the actors to improve profit-making efficiency, there is lately a worrying tendency to reduce instruction/training times and to implement anything without the prior preparation.
After the course a test is taken. The instructors are aware of the contents of the test (I suggest this should not be so). They explain their own mnemonics during the lessons in order to permit controllers (my opinion) not to learn the basics, but rather just to pass the test. But more significantly, as time was running short, no discussion was allowed, and many of the powerpoint presentation screenshots were just skipped over. Furthermore, I am aware of having failed some of the test questions. I should therefore have to retake the test or the course, or even have my license withdrawn, but no-one has yet even acknowledged my result. How many examples are needed to prove that Aena just follows a cost cutting schedule, regardless of its effect on excellence.
Allow me to take a few moments to compare Spanish Air traffic Control (and its controllers) with that of other similar countries. As far as I can gather (the info is on public websites) initial training with the main providers outside Spain is a process which takes around three years and carries a failure rate of between 35% and 60%. Within Spain the course takes around a year less (in spite of usually needing additional training in English) and the failure rate is around 5%!. I have sometimes enquired why, and the response has been that Spanish ATC students have been more carefully selected. This is tantamount to saying that the English or the Americans are stupid for wasting their resources on underqualified students. The underlying truth must be that in Spain some people not valid for the job are in it. (Admittedly, some others may have acquired the tools eventually, albeit in a much longer time period than reasonable).
This is a deplorable state of events that will lead to a very low level of operational competency in the Spanish skies. Our safety record is already far from being amongst the best. This text is just an attempt at gaining some insight into the workings of a progressively failing system, with the idea of fixing it. I apologise for not having the latest numbers, but in 2009 Spain declared 47 airproxes (potential collisions) whilst there were none in, for example, the British airspace serviced by NATS.
As you have learned, three Ryanair aircraft landed in Valencia on the evening of July 26th after declaring emergency on the air traffic control frequency. They were running extremely short on fuel, after being stuck –for a variable period of time- in some sort of a holding pattern prior to trying to land at Madrid. I happened to be one of the two Supervisors on watch in the Madrid Terminal Area at the time. We did our best to get those aircraft on the ground in time, but the weather was (not unprecedented but) terrible.
When thunderstorms appear improvisation is inevitable, but it should always be kept to a minimum. In Spain (call it the idiosyncracy of the latin character if you will) it is becoming the norm. Just a few data: of the dozens of aircraft that were circling around Madrid airport, most had Valencia as their alternative landing field. But the Valencia capacity, it shortly transpired, was for four (4) aircraft. Of course, more could have landed in an emergency and occupied taxiways, but this is exactly what happened prior to the 1977 accident in Tenerife, surely it’s best to avoid any coincidence. So a couple dozen aircraft were calculating their remaining fuel based upon an inexistent possibility; they would need to fly to other, farther, airports. (The possibility of near-by Zaragoza and Salamanca, both military, had already been explored)
Had this eventuality been reported previously? I have done it myself, both verbally and in writing. Have the Madrid ATCOs (Air Traffic Controllers) been trained to advise traffic of the additional –life threatening- difficulty? No.
Furthermore, the clouds on July 26th, as you might already presume, were dense and wide stretching. The additional flying time to avoid them was at least ten minutes. Were the flight crews informed? The answer depends on the level of experience and momentaneous inspiration of the ATCO involved. This happens, but the impending question is Has Aena trained controllers and done the necessary drills in order to foresee and better act in these situations? Once again, the answer is No.
I feel it necessary to inform you of the latest setback and preceding events. Spain is in economic turmoil and Aena isn’t exactly the most affluent company in the business. Cost cutting has its effects. Around two years ago, Aena decreed that the minimum training time (hours of On Job Training) was from thereon to be considered maximum training time. The Head of training then objected and refused to sign his part; he was immediately removed and degraded, subsequently falling into depression.
And the very latest scandal, Aena is currently in the process of revalidating ATCOs from the recently privatised towers in order to work in the Centres. Their new job is arguably more difficult. In any case, the retraining of ATCOs who have been working for decades in a tower is a difficult aim and some failures are bound o occur. The latest Aena decree has been that, instead of passing three exams out of three, which was the norm, it now suffices to pass just two. In other words, if you prove being unable to do the job once out of three times, you can still get validated. I don't know of any broken rule, but this is contrary to common sense. Quality is being constantly degraded, and someone should do something about it.
Three emergencies, three disasters. These were due to human factors combined with spending cuts. It is beyond me to know whether these Ryanairs were running with the required fuel or not, but I do know that they would have taken a better informed decision had controllers been better trained, rostered and rested (Spanish controllers continue to be amongst the most prolific in Europe). It comes as a great fortune that at least they were all very experienced: Aena has trained no new controllers for about seven years; this will in turn pose its problems in the future. I believe it is our/your duty to consider emergencies as actual accidents insofar as improvement can be gained from them. "Just Culture" is just a vague, empty expression in Spain, as it coexists with other rulings such as the Ley de Seguridad Aérea (Air Safety Bill) which is just a handcuffing rule decreed to keep air traffic controllers quiet whilst the impending privatisation is carried out, it is worth less than the paper it is printed on. Just for tasters (amongst many other absurd rulings), the fine for faking illness unjustifiably is 4.500.000 euros ( yes, four and a half million!). The obvious consequence is that people are working through any illness or fatigue.
Let me turn to English proficiency. As you know, communication in air traffic control is in English (or local tongue for local pilots and controllers). Air Navigation Service Providers (ANSPs), such as Aena, assess prospective controllers before hiring them. As regular workplace language usage is based upon little more than increasing or decreasing speeds, heights, headings or reading out procedure names, it seems evident that ANSPs where English is not the mother tongue should have in place programmes for refreshing the English of their workers, as indeed some English mother tongue providers have workshops for the proper usage of aeronautical phraseology. Aena, once again, fails and has not had such a programme available since I joined, fifteen years ago. When ICAO required controllers to prove their language proficiency via the approved exams, Aena suddenly made an online plan available, just to abide by the ICAO rules. It was to be carried out in spare time and you would be made redundant if you didn't pass...
My view is that any exam system smells if everyone passes at first shot, and a company fails if it doesn't provide the basic training before assessment. This is the case of Aena. But Spain goes much further than that: the Development Minister José Blanco decreed (by law) that Spanish controllers were "operational" level 4 out of 6 just for not having had incidents, completely forgetting that the whole ICAO requirement was based upon incidents in "non standard" situations, which may crop up very rarely.
This decreed level eventually expired, but the system still stinks, for the simple reason that the Spanish regulator (AESA) is now accepting exams that were enacted over a telephone, with no ID provided by the examinees!. This is contrary to requirements. These "validations" expire some time in 2013. Even though excellence is beyond the realms of utopia, why doesn't Aena strive for excellence and introduce a language programme with the aim of improving the English level of all controllers (including myself)? The compulsory training in English was somehow "ommitted" when the relevant ICAO ruling was translated for Spain. Why?
Let me finish talking about the, also compulsory, briefing. Additional to Eurocontrol, common sense dictates that certain operational info needs to be known by ATCOs before they start their watch. Aena does nothing of the sort, but they will probably have stated that the briefing requirement has been satisfied because the information is made available via a sheet of paper handed out to controllers on each watch.
The controllers will oppose: the paper is sometimes received, seldom read, hardly ever properly understood (it uses somewhat cryptic language and there are no experts standing by to clarify). No time is assigned for reading said document (so it has to be done whilst separating aircraft), no provision is made for supervisors to actually hand out the self-called "briefing". No acknowledgement is required, so there is no accountability. I believe that no further comment is needed from my part.
I sincerely thank you very much for reading thus far. Would you now please take some time to imagine how the validation of new controllers in the recently privatized control towers is going. Previous controllers have been obliged to act as instructors, even if they have only been validated themselves for few weeks! Plus all the above.
Keep your fingers crossed, even if you probably could do more!


Simon A.Rance.
Air Traffic Controller. Supervisor. Madrid Terminal Area.

Sunday, 14 August 2011

Moral decay and greedy politicians

I just read an article so good that I have to share it with you, It speaks about the moral decay at the top of society in comparison with the events that affected London and other cities in the UK last week.
I can't hel believing that in Spain things may not be so obvious, but that is merely because the Press is much more closely controlled and because the Judiciary isn't an independent power. Here, politicians privatize huge companies and help thenselves to hefty commisions. How can you understand that the Barajas Airport improvement budget was initially 1.750 million euros and ended at 6.200. Just an example of a corrupt system. Here goes my promised article:

The moral decay of our society is as bad at the top as the bottom

Tottenham ablaze: the riots began early on Sunday (Photo: AP)
Tottenham ablaze: the riots began early on Sunday (Photo: AP)
David Cameron, Ed Miliband and the entire British political class came together yesterday to denounce the rioters. They were of course right to say that the actions of these looters, arsonists and muggers were abhorrent and criminal, and that the police should be given more support.
But there was also something very phony and hypocritical about all the shock and outrage expressed in parliament. MPs spoke about the week’s dreadful events as if they were nothing to do with them.
I cannot accept that this is the case. Indeed, I believe that the criminality in our streets cannot be dissociated from the moral disintegration in the highest ranks of modern British society. The last two decades have seen a terrifying decline in standards among the British governing elite. It has become acceptable for our politicians to lie and to cheat. An almost universal culture of selfishness and greed has grown up.
It is not just the feral youth of Tottenham who have forgotten they have duties as well as rights. So have the feral rich of Chelsea and Kensington. A few years ago, my wife and I went to a dinner party in a large house in west London. A security guard prowled along the street outside, and there was much talk of the “north-south divide”, which I took literally for a while until I realised that my hosts were facetiously referring to the difference between those who lived north and south of Kensington High Street.
Most of the people in this very expensive street were every bit as deracinated and cut off from the rest of Britain as the young, unemployed men and women who have caused such terrible damage over the last few days. For them, the repellent Financial Times magazine How to Spend It is a bible. I’d guess that few of them bother to pay British tax if they can avoid it, and that fewer still feel the sense of obligation to society that only a few decades ago came naturally to the wealthy and better off.
Yet we celebrate people who live empty lives like this. A few weeks ago, I noticed an item in a newspaper saying that the business tycoon Sir Richard Branson was thinking of moving his headquarters to Switzerland. This move was represented as a potential blow to the Chancellor of the Exchequer, George Osborne, because it meant less tax revenue.
I couldn’t help thinking that in a sane and decent world such a move would be a blow to Sir Richard, not the Chancellor. People would note that a prominent and wealthy businessman was avoiding British tax and think less of him. Instead, he has a knighthood and is widely feted. The same is true of the brilliant retailer Sir Philip Green. Sir Philip’s businesses could never survive but for Britain’s famous social and political stability, our transport system to shift his goods and our schools to educate his workers.
Yet Sir Philip, who a few years ago sent an extraordinary £1 billion dividend offshore, seems to have little intention of paying for much of this. Why does nobody get angry or hold him culpable? I know that he employs expensive tax lawyers and that everything he does is legal, but he surely faces ethical and moral questions just as much as does a young thug who breaks into one of Sir Philip’s shops and steals from it?
Our politicians – standing sanctimoniously on their hind legs in the Commons yesterday – are just as bad. They have shown themselves prepared to ignore common decency and, in some cases, to break the law. David Cameron is happy to have some of the worst offenders in his Cabinet. Take the example of Francis Maude, who is charged with tackling public sector waste – which trade unions say is a euphemism for waging war on low‑paid workers. Yet Mr Maude made tens of thousands of pounds by breaching the spirit, though not the law, surrounding MPs’ allowances.
A great deal has been made over the past few days of the greed of the rioters for consumer goods, not least by Rotherham MP Denis MacShane who accurately remarked, “What the looters wanted was for a few minutes to enter the world of Sloane Street consumption.” This from a man who notoriously claimed £5,900 for eight laptops. Of course, as an MP he obtained these laptops legally through his expenses.
Yesterday, the veteran Labour MP Gerald Kaufman asked the Prime Minister to consider how these rioters can be “reclaimed” by society. Yes, this is indeed the same Gerald Kaufman who submitted a claim for three months’ expenses totalling £14,301.60, which included £8,865 for a Bang & Olufsen television.
Or take the Salford MP Hazel Blears, who has been loudly calling for draconian action against the looters. I find it very hard to make any kind of ethical distinction between Blears’s expense cheating and tax avoidance, and the straight robbery carried out by the looters.
The Prime Minister showed no sign that he understood that something stank about yesterday’s Commons debate. He spoke of morality, but only as something which applies to the very poor: “We will restore a stronger sense of morality and responsibility – in every town, in every street and in every estate.” He appeared not to grasp that this should apply to the rich and powerful as well.
The tragic truth is that Mr Cameron is himself guilty of failing this test. It is scarcely six weeks since he jauntily turned up at the News International summer party, even though the media group was at the time subject to not one but two police investigations. Even more notoriously, he awarded a senior Downing Street job to the former News of the World editor Andy Coulson, even though he knew at the time that Coulson had resigned after criminal acts were committed under his editorship. The Prime Minister excused his wretched judgment by proclaiming that “everybody deserves a second chance”. It was very telling yesterday that he did not talk of second chances as he pledged exemplary punishment for the rioters and looters.
These double standards from Downing Street are symptomatic of widespread double standards at the very top of our society. It should be stressed that most people (including, I know, Telegraph readers) continue to believe in honesty, decency, hard work, and putting back into society at least as much as they take out.
But there are those who do not. Certainly, the so-called feral youth seem oblivious to decency and morality. But so are the venal rich and powerful – too many of our bankers, footballers, wealthy businessmen and politicians.
Of course, most of them are smart and wealthy enough to make sure that they obey the law. That cannot be said of the sad young men and women, without hope or aspiration, who have caused such mayhem and chaos over the past few days. But the rioters have this defence: they are just following the example set by senior and respected figures in society. Let’s bear in mind that many of the youths in our inner cities have never been trained in decent values. All they have ever known is barbarism. Our politicians and bankers, in sharp contrast, tend to have been to good schools and universities and to have been given every opportunity in life.
Something has gone horribly wrong in Britain. If we are ever to confront the problems which have been exposed in the past week, it is essential to bear in mind that they do not only exist in inner-city housing estates.
The culture of greed and impunity we are witnessing on our TV screens stretches right up into corporate boardrooms and the Cabinet. It embraces the police and large parts of our media. It is not just its damaged youth, but Britain itself that needs a moral reformation.

Sunday, 7 August 2011

Historical insight: end of middle class

Sometimes you would like to go further in the understanding of certain issues, and it seems hard to dissect the forces or tensions between markets, social classes, balance sheets or trends. Fortunately Michael Moore has given me a huge hand by publishing this article, the day before yesterday. Everything else falls in naturally.

Saturday, 6 August 2011

Early retirement: the new picture.

My friend L. became an ATCO in 1974. Ever since she started she was promised that she would be allowed to retire from her shift activity after a certain number of  years. The latest agreement allowed her to retire -keeping her pay- at 52 after 30 years of shifts, or at 55 after 17 years. She could have done either, but she decided to stay: her working conditions and rest were such that her night-time recovery was OK, and she still enjoyed her job and could do it safely. 
Recently there has been a change in timetables (once again, imposed). Mornings start at 6.45 or 7.30 instead of 8. Evenings end at 10.30 or 11.30 instead of 10. Under the new conditions, she now wants to leave -her pay halved- as she is over 60.
L. has decided that she has had enough, and she should be able to retire. She deserves it and she has already done her share. Aena has said that 62 years of age is enough. But they have told L. that, considering she is still operational, she can't go. 
Mr Lema still hasn't admitted there is a severe shortage of ATCO's. Eurocontrol has. Even the Press has. But Mr Lema won't. Conditions are so bad in Spain that colleagues are fleeing to Germany, Switzerland, even Bahrein. Others are reducing their hours, according to legislation, to care for their children or their ageing parents. 
Aena has to keep as many ATCO's on board as possible. But the ship is still sinking. Spain is (i would add arguably, but I believe it's beyond argument) now the most understaffed, undertrained, under-rested and overworked airspace in Europe. It beholds more delays and near misses than anywhere else. I dare not say any more, lest I be accused of scaremongering…

Thursday, 4 August 2011

Phone hacking

I know this post is long overdue. Have you heard about the phone hacking scandal in UK? It's made a one hundred and sixty eight year old paper disappear, a police chief resign, quite a few Press bosses dump their careers, and it's even shaken the ground Prime Minister Cameron treads upon.
Phone hacking happened to Spanish air traffic controllers last year. My own phone used to receive calls from non existing numbers. The battery suddenly heated up unexpectedly (meaning the phone was being used as a remote microphone). All of this happened before phone tapping was finally authorised by a Judge.
The person responsible for this is now the PSOE candidate for the next General Election in Spain, due for 20th November.

Sunday, 26 June 2011

Forty seven near misses.

The Performance Review report for 2010 has just been published. It highlights one main point regarding safety, but first let me tell you, to my knowledge, how the reports are done. If you are really interested you can check the Eurocontrol PRR 2010, available on the internet. I am obviously only going to disclose the important data from my (admittedly biased) position.
That said, the data Eurocontrol publishes has previously been forwarded by the Air Navigation Service Providers, they usually follow Eurocontrol criteria for category classification, and they are also usually backed by the expertise of the national safety supervising authority (in Spain, AESA, Agencia Española de Seguridad Aérea). There are occasional discrepancies from the general rule, but basically the data is perfectly comparable.
Regarding the classification criteria, suffice it to say that, to avoid being too technical, they are class A (near collision), class B (Safety not guaranteed), and others. Either of the two former are very serious incidents. Of course, where humans operate the system, mistakes are prone to occur. So I’ll just give you the data for class A incidents for countries comparable to Spain and let you arrive at your own conclusions.
France ---14
Germany --- 4
UK (Nats) --- 0
SPAIN --- 47
I was going to leave it there, but Aena adds a line saying that none of the Spanish near collisions was due to ATM (Air Traffic Management). Yes, I also wondered at first whether pilots had just gone berserk and had decided to ram into each other. Obviously, our magnificent management staff had just decided that having Spanish controllers work half as much more than British or German controllers, or calling them for duty on their day off (compulsory attendance, remember), or cancelling their holidays once their plane tickets and hotels were booked, or leaving them for years on end without touching a simulator, or allowing one day’s rest out of each six; or endorsing their English level, not because they had had enough training but because they have never been entangled in a language related incident before, had nothing to do with their professional capacity.
Fortunately, we know the figures and we are doing our best to improve safety, but it isn’t easy. I’ll write about that soon.

Traffic Regulations

I am aware that most of my readers are aviation specialists, but some are not. Therefore I apologise for some layman explanations I sometimes prefer to make.
Air traffic control basically is no more than the surveillance of traffic flow to ensure that safety is always guaranteed along the flight path. National airspaces are covered by different companies (ANSPs), usually just one per country. Then they are divided into different regions (FIR, Flight Information Regions). Each one of these is usually managed from one workplace (Control Centre), which, in turn, is subdivided into different sectors, each one managed by one team of controllers, comprising from one to three ATCOs. Sometimes (in low traffic periods, such as night-times) these sectors are merged, forming a new sector, with a different name.
Each sector (or resulting sector) has a declared maximum overall capacity, which has theoretically been determined through workload studies, considering optimum conditions. When being licensed, controllers train in a simulator that reproduces the normal traffic flow. The trainees commence with a low traffic exercise and increase their skill by increasing traffic until the maximum capacity (or even further in simulators) and then contingencies are introduced). These could be anything from a radio failure to aircraft in an emergency, bad weather, ash clouds, malfunctioning equipment such as radar or radio beacons, etc. It could also be industrial action or, even fatigued ATCOs.
Controllers are not endorsed until they prove they can manage any situation that could crop up. As you may have guessed, many of these contingencies would reduce the maximum capacity of any given sector where real traffic is concerned.
That’s where regulations enter the picture. Obviously a traffic in emergency (as the name suggest) appears suddenly, and controllers have to improvise. If proper training has been undertaken, improvisation will be kept to a minimum.
But poor weather can usually be forecast, and therefore measures can be taken to reduce sector capacity. These will involve delaying take-off times or modifying flight plan levels or even routes. These are the so called regulations. They can also apply in conjuction with other circumstances (on the job training, illness, equipment failure…)
The local Flow management unit works closely together with Eurocontrol Central Flow Management Unit. Sophisticated computers calculate how each glitch in different airspaces affects any given flight, and calculates, with amazing precision, how much traffic will affect certain sector at a given time.
Where I work, in Madrid, the local flow management unit is situated in a corner of the operations room, and supervisors and the head can easily access the data (workload patterns) that flow management officers have at their disposal. But that is about to be a thing of the past.
Te flow unit is going to be removed from the operations room, to complicate matters for supervisors and controllers, to make it harder to regulate when the weather gets tough, to avoid controllers being aware of their impending workload. Once again, Efficiency before Safety.
Sadly, even considering that Spain has a pretty poor aviation safety record, the authorities can afford loss of lives, but not of money. Even so, they’re mucking it all up, as I will show in my next post.

Monday, 9 May 2011

Ryanair to leave Spain

That's what they claim. Unless they're relieved from paying fines and compensation for not complying with Spanish regulations. As with most Ryanair announcements, I don't believe a word. We'll see...

Thanks for reading.

The glorious land of golden opportunities

So you're thinking about coming to Spain to become an Air Traffic Controller? Maybe you're thinking about imparting some lessons at Senasa or the Universidad Camilo José Cela, where Air Traffic Controller lessons are available.
Be aware of what awaits you. If you work as an ATCO here, your wages or working hours, or retirement age are in the hands of the government. Literally. We used to negotiate our conditions, but a Royal Decree (contrary to the Spanish Constitution) came in giving all the power to Aena's management team. Our new bargaining "agreement" which has been imposed, is available on internet, albeit in Spanish: check it HERE
It's a well known fact that Mr Lema Devesa, Aena's Director General President, is a personal friend to Mr José Blanco, the Development Minister who signed all the new regulations that stripped us of our basic rights. So there's no logical reason to think that this wouldn't happen to you.
If you decide to work with an Air Traffic Control Academy, you might find that it isn't even certified. Therefore, there may be legal prosecution from alumni -as I understand is the case- claiming not only the return of their fees, but also compensation for misleading ads or brochures.
By the way, at this point you may wish to check the fees HERE
A colleague's daughter has decided that training in Spain is basically rubbish, and she has gone to Skyguide in Switzerland, where she does a proper 15 month course (instead of our useless 22 weeks!) and earns a decent wage instead of having to dish out fifty grand without any guarantee of work at the end.
You might be inclined to thinking that all I say is basically crap in order to defend our "privileged" position, as has been portrayed in the media, and that you could always refer to the Spanish Judiciary to solve any dispute and introduce Justice. Just check what has happened to British buyers of Spanish property, as reported in The Daily Telegraph. I hope seeing is believing: Here's the report
This sort of action by the incompetent Spanish Government is what led Spanish controllers to the anger which led to the events of the past 3rd and 4th of December, when the Spanish Government, through Aena, closed Spanish airspace to create even greater rage against Spanish ATCO's. Why?
More about that in a future post

Imaginative rostering

Well informed sources tell me that in a few units, including Valencia and Palma, new working schedules are to be introduced. Basically, they'll be six consecutive working days, ending with a night shift. After the sleeping day, there'll be just one day off, and then back to the next six.
Of course, under the new regulations, we have no say. So if you fly to the east of Spain this summer, be considerate to your pilots if they suddenly give the plane a beating in order to avoid disaster amongst knackered controllers.

Thursday, 31 March 2011

Is efficiency always the way forward?

I've previously made my posts too long, so I'll try to make this one short!
Air Traffic Control is based on Safety, Orderly and Expeditious flow. We accept no compromise on the former, The other two come in variable amounts according to qualification, experience and sometimes even guts of the controller.
A year ago we could sustain heavy work with minimum separation between aircraft. And provide lots of direct routes on top of that. It represents a larger effort from the controller, but it's worth it. I used to save more time and money on fuel than I earned.
Then came José Blanco, decided to change everything: more hours, less rest, more traffic, less vacation, compulsory immediate attendance, less pay; all with no previous advice. The circumstance became unbearable. 70% pay reduction in my case. This obviously brought a struggle to pay bills. I'm not disputing the need for it, but surely there had to be a different way.
I personally spent five months off, on a stress related medical leave. I'm still troubled balancing my life. I would prefer to be able to focus completely on my job.
Satisfied controllers are always going to be more efficient controllers, there's no way around it.
Or is there? What will the next step be? Pay per plane per hour? Will they create a struggle to cram as many aircraft as possible into the smallest space in order to increase efficiency? What about Safety? We've just gone crazy!

Wednesday, 30 March 2011

EUROCONTROL

The European Organisation for the Safety of Air Navigation.
The European Organisation for What?
Check their website. You will probably be amazed or surprised to see that "safety" only appears -title excepted- once on the home page of the website. I'm neither.
Eurocontrol has grown from being what it probably was initially, fifty years ago, into a pressure group from aircraft manufacturers, airline operators, indeed the industry in general and even Governments, with the purpose, first and foremost, of increasing efficiency and the new great word, "sustainability".
So, what is sustainable? Whatever makes more money. No interest whatsoever in the Safety side of the sector. That's just taken for granted. The decision makers are absolutely convinced that the appearance of new technologies such as TCAS guarantees Safety. They need to look closer into this. Meanwhile, why bother, let's move on to the ultimate goal: money making. I already wrote about fuel saving: no further comment.
I can admit I'm biased. I still can't understand why buses don't have conductors. Maybe someone can prove me wrong, but has the bus travel sector gained anything from the disappearance of conductors, apart from making more money?. Where does this lead us to?. Is everything going to veer into the so called New World Order, in which more money is going to reside in fewer hands, middle classes tend to disappear and workers will see their conditions endlessly deteriorate?
Sorry for straying off from my object: Eurocontrol. Let's remember "safety" is mentioned once.
That one time refers to Safety Management. Click on it.(Activities, bottom of page). You'll eventually find :
"support to the implementation and operation of safety management systems and application of best practices in the field of human factors".

Human factors? Do I need to believe that not a single one of the workers at Eurocontrol knew of the havoc that was created by the Spanish Government last year? How many people work at Eurocontrol? Do they think there was no Safety issue whatsoever? Or perhaps, on the other hand, they thought efficiency was being pursued and presumed it would be better to refrain from acting?
Not a single word has been uttered from Eurocontrol to defend collective bargaining of working conditions and wages, abiding of Law, compliance with regulations regarding rest time, rostering practice, and many other human factor issues which have clearly affected Safety and continue to affect efficiency in the Spanish skies.
Sadly, Eurocontrol, the European Organisation for the Safety of Air Navigation, kept silent because their concern is mainly making sure everything remains efficient.
Prove me wrong. Maybe Eurocontrol spoke to my deaf ears. Send me the links or articles published by Eurocontrol to defend their safety culture in Spain last year. I really hope you can.

Monday, 28 February 2011

Arbitration: first contact

I just had a quick read through the arbitration agreement, published this morning. It’s called the II Collective Bargaining Agreement. But it’s neither collective, nor has much bargaining been included. And it certainly is not an agreement: it’s an imposition.
All the media are reporting that it means a reduction in the hours to work, now 1500. There is a provision for only 1500 to be scheduled, but different articles within the ruling also admit a maximum of 1670 hours of aeronautical activity, plus a further 40 for training, plus up to 80 for overtime. I’m pleased at finally seeing a provision for training hours. But why just 40? And furthermore, why are they further reduced, to 25 in 2012 and 20 in 2013? Is that the importance conceded to training? And the hours are even more than before.
Regarding English and it’s own training, the provision is for Aena to hand out and finance the training, which is to be carried out in one’s spare time. I haven’t yet seen if a decision has been made over controllers’ fate if their exams are failed, but I still think that all essential training for the workplace should be carried out and supervised within the workplace and considered working hours
I’ve also calculatedt how close I am to the 200.000 euros “average” yearly pay promised. From my position I should be comfortably on top of that, but according to my situation in the salary tables, I’m just about on 60 per cent of that, considering before tax numbers. Of course amidst the present crisis it’s hard to complain, but it does prove that the media campaign to demonise controllers is still going strong. And far too many lies are still being told.
It seems like there may be a large quantity of money spared by the company to use discretionally.
This was just a very speedy report. After a couple of days I’ll let you know if things are looking any less gloomy. So far it looks like it's going to be even worse than it was last year. I hope someone can prove me wrong.

Saturday, 26 February 2011

The arbitrator's job

His name is Manuel Pimentel, and he’s a former Work Minister from the conservative Government of José María Aznar. He faces a tough decision. Aena (our employer) and Usca (our union) have been unable to reach an agreement after over a year of negotiation. It’s easy to say why. Basically there was some discrepancy between the different positions. The company wanted us to be slaves working h24 with resting rights cropped, and everything else subject to “the provider’s obligation to guarantee continuity of service”. This was interpreted as 100% capacity service, when everyone should know, by now, that there is a shortage of air traffic controllers in Spain.
What about the Union’s requests. If you consider that the agreements between British, French, Portuguese or German controllers were laid upon the table and Usca would accept signing any of them, it doesn’t seem like our position was too radical.
So, what’s going to happen? Will Mr Pimentel refer to before February 5th last, when the agreement between Usca and Aena was legitimate, or will he allow all the illegal Royal Decrees imposed since then to influence his final ruling?
I’m afraid the end result, whether the whole system is going to work, depends not only on this, but also upon whether Aena has enough capacity to implement the changes and comply with it’s part of the Mr Pimentel’s arbtrarion award. Personally, I feel they haven’t and things are going to be rough regardless of the arbitration outcome.

Tuesday, 22 February 2011

Thank Mr Blanco for the new ATM efficiency!

I’ve been working as a controller for about thirteen years. Until a couple of years ago, in Madrid (my closest example) we used to try to get as many aircraft as possible onto the left runway (shortest taxi). Until a couple of years ago all of us endeavoured to shorten routes as much as possible. Indeed, each traffic –as we say- arriving at Madrid Barajas International Airport probably saved more than ten minutes on average if we take flying and taxi time into account. I have no reason to suppose events didn’t happen likewise in the rest os Spain.
This meant a huge effort by controllers. But we are well aware that each flying minute might mean 50 kilos (or around 25 pounds sterling) of fuel. It was a time of happy crews and passengers. And we, the controllers, ended our workday with a grimace of satisfaction after a very beneficial day of work.
Since then we’ve had to read circulars about noise reduction compelling us to even out traffic between the runways, reprimands from Flow Control trying to ensure that routes are not shortened lest overcrowding occur further along the line, letters by operations managers, or even by Eurocontrol, underlining the need to attentively follow the flight plan in all of its terms.
But above everything else, we have lately had to withstand the impositions of the Minister of Development. With the intention of “optimising” the system, and failing completely to take a grasp of the basic evidence that there’s a shortage of air traffic controllers, he has imposed an increase in working hours together with a reduction in the resting periods.. He has also handed operational management to irresponsible and incompetent engineers who are incapable of changing configurations, or regulating traffic sector capacities at the right time, or giving priority to the necessary flights. On top of this, no consideration at all to human factors. Consequently, we have had overloads, delays and, worst of all, far many more near misses than before.
The ATCOs employer, Aena, enjoying the company of it’s ‘new’ bully cousin, has exerted all kinds of abuse, amongst them, disposing of workers’ days off with no previous advice. What we called the “express shifts”.
Endured we have the draconian impositions, which probably haven’t been equalled in any other civilised country in the world. But it hasn’t been without consequences. Depression and resort to tranquillisers or sleeping pills has been the norm. And the medical leaves, hundreds of them. Some for heart attacks or angina pectoris or even controllers having been stretchered out of their workplace, consciousless. Fortunately, there have been no suicides committed, as did happen in France Télécom, who had used the same consultancy company, McKinsey, as the Spanish Government.
To solve the medical leave problem (absenteeism, they called it), instead of reducing the exerted pressure, the State machinery decided to impose fines of up to 4.500.000 € for faking illness. No typing error. As you might have guessed, the workplace doctor is who’s in charge of deciding whether you’re fit or you’re pretending to be ill. He/she is paid by the same employer, Aena. The doctor has his own pressure in order to keep people at work. And you can’t even get a straightforward report immediately, you need to go through a lengthy process that involves complaining to the Head of the operations room and collecting the final report, many hours later, from the Human Resources department
Sometimes the medical service commits the atrocity of sending controllers with extremely high blood pressure back to their sectors. This isn’t the place to dispute the professionalism of doctors, but it’s a basic fact that they are unable to determine whether one is able to work; they have never seen a cotroller at work (I asked them). Their job depending on it, they would rather exert pressure upon us than the Company. Why don’t they share the responsibility if serious illness or even an airprox results from their decisions? They state that they are not under pressure to give us the thumbs up to go home, but they also express the fact that the report needs “objective parameters” and it is also complicated and five pages long!
Controllers in Spain have been struggling to cope with the pressure for over a year now. Under these circumstances, the only way to try to guarantee safety to both traffic and ourselves is to shield ourselves behind procedures and increase traffic separation, thereby hugely reducing efficiency in favour of safety.
In this environment I casually encounter an envelope in my letterbox. It contains a Eurocontrol project, called AIRE (air, in Spanish). It proposes lots of analyses of aircraft trajectories under “continuous descent”. The same idea of “free flight” created decades ago. The project’s aim is fantastic: considering that aviation contaminates, both atmospheric and acoustically, let’s enforce measures through which all pollution is reduced. Thereafter, hordes of Eurocontrol bureaucrats and technocrats involve dozens of civil servants who devote loads of hours filling in stacks of paperwork, so as to lead to multiple conferences that will show air traffic controllers the best way to do what we already did, very much more profficiently, a couple of years ago.
Controllers are well aware of what needs to be done in order to save fuel, time, noise and money. In fact, it wouldn’t be hard to prove that what has now been saved in controllers’ wages has been squandered many times over in broken shedules, crew hotels, controllers’ medical treatments, illness and leave paid for by the Social Security system and compensation to airlines for excessive fuel waste. Almost all these costs, as opposed to controllers’ pay, come from the taxpayer’s pocket. Probably, billions of euro. There is one person at the end of the responsibility chain for all this: the Development Minister José Blanco López.
And that is where I wonder: what has Mr Blanco, apart from destroying the efficiency of the Spanish Air Traffic Control System and and using the whole issue as a smoke curtain to hide all sorts of antisocial measures, achieved with all this? Ah, yes, he managed to increase the vote expectancy of the Socialist Party for a few moments.
Returning to my ecology argument, how are controllers going to be motivated and retrained now in order to get back to what we previously did quite well? When are we going to be left alone to work efficiently once again? When are these useless politicians going to admit that all this nonsense of flight fee control was absurd and inconsistent demagoguery (as well as admitting that if Airport fees are considered, they really have not been reduced at all). Honestly, will anyone change their business or holiday destination for the fifference of 20 or 30 cents in the price of their ticket?
These excesses of shortsighted and incompetent politicians have probably had the worst ever effect on one of the Spain’s most effective and reliable means of income: Tourism. I’m afraid we will all be paying the price for years to come.
Why didn’t they just state the end to be achieved and leave the pros (pilots and sontrollers) to do it?
If, on the other hand, their real intention was just to destroy the system, to make it less valuable in order to facilitate the sale to private groups, thereby diluting colossal investment errors or budget noncompliances, or just to show a pleasant face to the equally incompetent european bureaucrats, then forget all I’ve said, because from that viewpoint the job has been excellent. I just don’t understand it.
Nevertheless, I feel that citizens have the right to know that they have had their pockeys emptied for the squandering in absurd infrastructures, in budget excesses, and they’re still bearing the burden. And flights are delayed and probably not as safe. In exchange, they can feel happy because the average family is going to make a huge saving on next Summer’s holidays to Spain : exactly one euro!.