Last week, a sit-down strike action by the Air Traffic Controllers affected all domestic flights nation-wide. The otherwise rarely-heard group plays one of the key functions that ensure hassle-free air-transport. But what exactly does an air traffic controller do?
ATCs, among other things, issue instructions, advice and information to pilots by radio to ensure flowing and safe air transport in an efficient and quick manner. They track the progress of pilots using the latest in radar and software technology
Although aircraft fly on pre-determined schedules, they don’t fly exactly the same way each day. Air traffic controllers need to deal quickly with these changing flight plans and unexpected events such as the weather, unscheduled traffic and emergency situations.
There are three broad categories of air traffic controllers. Area or en-route controllers deal with aircraft at high altitude. Approach controllers manage some of the busiest and most complex airspace in the world as air traffic is streamed for approach to these airports.
At the airports, tower controllers take over when aircraft are between 16 and 24 kilometres from landing. They manage the remainder of their flight, ensuring safe separation, until they land; and, in the busier airports, guide them to their stands.
Most air traffic controllers in our modern day do their jobs without ever seeing the aircraft they guide. They monitor radar screens to track aircraft. As aircrafts fly over radar sites, the data from the radar are communicated digitally via telecommunication lines to controllers hundreds or even thousands of miles away.
Now that we understand the role played by ATCs, what were their majors concerns which necessitated the sit-down strike?
Regaining of FAA category one status
One of the concerns of the striking ATCs is the regaining of the FAA Category 1 status by the country. What is the FAA Category One status?
The Federal Aviation Administration (FAA) of the United States conducts the International Aviation Safety Assessment Programme (IASA), to assess the Civil Aviation Authority (CAA) of each country that has carriers operating to the United States.
An IASA assessment determines if the foreign CAA provides oversight to its carriers that fly to the United States according to international standards. The International Civil Aviation Organisation (ICAO) -- a United Nations agency -- developed the standards.
If the CAA, in this case the Ghana Civil Aviation Authority (GCAA) which regulates the industry in Ghana, does not meet the standards, FAA gives that authority a Category 1 rating.
The granting of a Category 1 status to a country means the air carriers from the assessed state may initiate or continue service to the United States in a normal manner, and take part in reciprocal code-share arrangements with U.S. carriers.
“Category 2, on the other hand, means the air carriers from the assessed state cannot initiate new service and are restricted to current levels of any existing service to the United States while corrective actions are underway,†the FAA said on its website.
Ghana is currently graded as a Category 2 country. Cape Verde, Egypt, Ethiopia and Nigeria have Category 1 status.
The regaining of Category 1 status will enable indigenous carriers to operate flights to the US and also make a statement to the world aviation industry about our safety standards. This also means that all aspects of the country’s aviation industry must be strengthened -- be it air navigation, regulations, inspection, on-ground airport facilities and continuous training of professionals working with the regulator.
Appointment of a deputy DG (technical) of the GCAA
The striking workers are demanding the appointment of a Deputy Director-General (technical) of the GCAA to ensure technical matters are adequately considered and promptly addressed by management.
For reasons unknown, the position of a Deputy DG (technical) of the GCAA has been vacant for the past seven years. The sector minister Dzifa Attivor has subsequently submitted a proposal to the Presidency for action to be taken.
Indeed, as much as the striking workers’ concerns may be legitimate, the decision on the appointment of a new deputy DG (technical) lies not in the bosom of the sector ministry. The Presidency is expected to soon act on the request. What needs to be said, however, is that the workers must be patient and give a reasonable amount of time for their concerns to be addressed.
Who is responsible when passengers suffer?
The cancellation of domestic flights last week left hundreds of passengers stranded at the domestic terminal of the Kotoka International Airport. The visibly angry passengers were at sea as to what was happening or what they were to do.
Left unattended to by airline operators, with no support from the GCAA and GACL, they loitered about the terminal with complete disgust.
Admittedly, the airlines were responsible for informing its clients about the issue and either refunding their fares or rescheduling the flights -- the choice would be the consumers’. However, the airlines also had very limited information about measures being taken to address the issue, especially as no specific timeline could have been given since negotiations were still on-going between the GCAA and the striking air control officers.
The aviation industry thrives on collaboration between all players, and it’s important for all the entities to see a problem in the sector as their own. With passengers loitering about the airport, a packed domestic terminal, the GACL adopted a not-my-business posture. Its workers at the information desk were unhelpful. Additionally, why couldn’t they simply assist airlines organise and sit all waiting passengers in a comfortable area and relay information where/when available?
After all, GACL manages the airport, and dozens of passengers loitering around is a security issue, and doesn’t augur well for the KIA.
Let all players collaborate more and be each other’s keeper.
By:Dominick Andoh
ATCs, among other things, issue instructions, advice and information to pilots by radio to ensure flowing and safe air transport in an efficient and quick manner. They track the progress of pilots using the latest in radar and software technology
Although aircraft fly on pre-determined schedules, they don’t fly exactly the same way each day. Air traffic controllers need to deal quickly with these changing flight plans and unexpected events such as the weather, unscheduled traffic and emergency situations.
There are three broad categories of air traffic controllers. Area or en-route controllers deal with aircraft at high altitude. Approach controllers manage some of the busiest and most complex airspace in the world as air traffic is streamed for approach to these airports.
At the airports, tower controllers take over when aircraft are between 16 and 24 kilometres from landing. They manage the remainder of their flight, ensuring safe separation, until they land; and, in the busier airports, guide them to their stands.
Most air traffic controllers in our modern day do their jobs without ever seeing the aircraft they guide. They monitor radar screens to track aircraft. As aircrafts fly over radar sites, the data from the radar are communicated digitally via telecommunication lines to controllers hundreds or even thousands of miles away.
Now that we understand the role played by ATCs, what were their majors concerns which necessitated the sit-down strike?
Regaining of FAA category one status
One of the concerns of the striking ATCs is the regaining of the FAA Category 1 status by the country. What is the FAA Category One status?
The Federal Aviation Administration (FAA) of the United States conducts the International Aviation Safety Assessment Programme (IASA), to assess the Civil Aviation Authority (CAA) of each country that has carriers operating to the United States.
An IASA assessment determines if the foreign CAA provides oversight to its carriers that fly to the United States according to international standards. The International Civil Aviation Organisation (ICAO) -- a United Nations agency -- developed the standards.
If the CAA, in this case the Ghana Civil Aviation Authority (GCAA) which regulates the industry in Ghana, does not meet the standards, FAA gives that authority a Category 1 rating.
The granting of a Category 1 status to a country means the air carriers from the assessed state may initiate or continue service to the United States in a normal manner, and take part in reciprocal code-share arrangements with U.S. carriers.
“Category 2, on the other hand, means the air carriers from the assessed state cannot initiate new service and are restricted to current levels of any existing service to the United States while corrective actions are underway,†the FAA said on its website.
Ghana is currently graded as a Category 2 country. Cape Verde, Egypt, Ethiopia and Nigeria have Category 1 status.
The regaining of Category 1 status will enable indigenous carriers to operate flights to the US and also make a statement to the world aviation industry about our safety standards. This also means that all aspects of the country’s aviation industry must be strengthened -- be it air navigation, regulations, inspection, on-ground airport facilities and continuous training of professionals working with the regulator.
Appointment of a deputy DG (technical) of the GCAA
The striking workers are demanding the appointment of a Deputy Director-General (technical) of the GCAA to ensure technical matters are adequately considered and promptly addressed by management.
For reasons unknown, the position of a Deputy DG (technical) of the GCAA has been vacant for the past seven years. The sector minister Dzifa Attivor has subsequently submitted a proposal to the Presidency for action to be taken.
Indeed, as much as the striking workers’ concerns may be legitimate, the decision on the appointment of a new deputy DG (technical) lies not in the bosom of the sector ministry. The Presidency is expected to soon act on the request. What needs to be said, however, is that the workers must be patient and give a reasonable amount of time for their concerns to be addressed.
Who is responsible when passengers suffer?
The cancellation of domestic flights last week left hundreds of passengers stranded at the domestic terminal of the Kotoka International Airport. The visibly angry passengers were at sea as to what was happening or what they were to do.
Left unattended to by airline operators, with no support from the GCAA and GACL, they loitered about the terminal with complete disgust.
Admittedly, the airlines were responsible for informing its clients about the issue and either refunding their fares or rescheduling the flights -- the choice would be the consumers’. However, the airlines also had very limited information about measures being taken to address the issue, especially as no specific timeline could have been given since negotiations were still on-going between the GCAA and the striking air control officers.
The aviation industry thrives on collaboration between all players, and it’s important for all the entities to see a problem in the sector as their own. With passengers loitering about the airport, a packed domestic terminal, the GACL adopted a not-my-business posture. Its workers at the information desk were unhelpful. Additionally, why couldn’t they simply assist airlines organise and sit all waiting passengers in a comfortable area and relay information where/when available?
After all, GACL manages the airport, and dozens of passengers loitering around is a security issue, and doesn’t augur well for the KIA.
Let all players collaborate more and be each other’s keeper.
By:Dominick Andoh
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