Personnel and Automation in Soviet Air Traffic Control
A Sclcnllflc In'elllBence
'national security information
UrnAhoriiadSubJKl la Criminal Sanction.
Personnel and Automation in Soviet Air Traffic Control
Central Intelllgenfe Aeency NatUmil Feeetpi Aueument Center
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PREFACE
In tho past few years thc Soviets have been studying ways to Improve thc quality of their dvillun air truffle control services in terms of increased capacity, decreased delays, expanded geographical coverage and improved conditions for greater flight sufcty. They urc improving their hardware und are strengthening their controller personnel program.
This report examines current Soviet practices with respect to personnel aspects of air traffic control. Personnel recruitment, selection procedures, and training programs are reviewed. Where appropriate, the impactewly obtained Swedish air traffic control system on these factors und on air traffic controller activities Is evaluated.
Since lhe Soviet ul' truffle control system Is under direct military control during military crisis situations, these chunges are of particular concern. Possible benefits to Soviet ulr defense hardware developments from Imports of Swedish air traffic control technology were discussedrevious study: Automated Air Traffic Control In the USSR.. The present report supplements the previous one wllh respect to the stutus and trends in personnel aspects of Soviet civil air traffic control system.
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CONFH^NTIAl
CONTENTS
SUMMARY AND CONCLUSIONS
DISCUSSION
Introduction
Recruitment and Selection Training
Team Composition Controller Activities-.
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CONrigfENriAi
Personnel and Automation in Soviet Air Traffic Control
SUMMARY AND CONCLUSIONS
Snvicls recently purchased an automatedcontrolRCAS) from Sweden thathe hi'tulled und operational byir traffic controlterminaland an urea control center. |Whileequipment will be Installed at only aof sites, these sites have high trafficfactors evidently stimulated this purchase:of continued Increases In domestic asinternational olr operations over the nestthe Soviet fearajor0 Olympics inheIn the International Civil Aviation(ICAO)hich has necessitatedof changes In the air trafficossible use by the military during
; The Introduction of automated equipment will Improve significantly the processing and handling of radar data and the recording of flight plan data. These Improvements will aid the controller In some decisionmaking responsibilities and should havemmediate effect of Increasing the number ofn operator can control safely,
Concurrently with the planned Introduction ofquipment, the Soviets are strengthening theirraffic control personnel program. They apparentlyith recruitment procedures butntroduced several modifications to therocess and the trainingecent significant modification Involves the additionsychological test apparently Intended to identify Individuals who
are unable to function reliably In high stress situations. This stepeparture from the Soviet position of the pastears concerning psychological testing und very likely steins from Increasing concern over operator performance during conditions of high traffic density.
As In many ureas requiring specific skills, the Soviets educate their controllersmonth program that Includes subject areas other than air (raffle control. This program appears to provide tho equivalentollege degree, but In subjects dealing directly with air traffic control, the scope of the ucadomlc education is rompareble to that given to USecent change In the training programn an Increase In the use of simulators, which shouH not only facilitate transfer of training to the Job but decrease training time and increase operator reliability as well.
When the Swedish system Is Introduced, the composition of Soviet air traffic control teams at the terminal control center will remainontrol position, however, will be added at the area control center for metering and spacing aircraft. This
! control position should Improve system efficiency In that It allows timely action to be taken In the area control center to avoid overloading terminal
, controllers.
The introduction of automated equipment ond the modification* to the personnel program shouldhe act effect of strengthening the controller training program and decreasingprobability of operator error.
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DISCUSSION
Air traffic control (ATC) In theurrently undergoing significantoviet ATC wwonautotnatcd operation. In an effort to handle the number of high perforrruince aircraft and continuing Increases In air traffic volume, the Soviets have focused on Improving air traffic control procedures Including moves towardair truffle control, utilizing computers and electronic displays to aid the controllers.
The Soviets recently have negotiated with the Swedish company. Stansaab. for an automated tcrmlnul and enroute control systemKRCAS Initially will be Installed at four operational ATCterminal control centers (TCC) In Moscow, Kiev, and Mineral nyye Vody and an area control center (ACC) adjacent to the Moscow TCC* The Soviets also hive placed into operation In Leningrad what It purported torototype Soviet-designed icmlautomated ATC systemut no firm evidence is available to Indicate that further production Ii planned.
Concomitant with the decision to purchase hardwire, there hasenewed Interest In the ATC personnel program. The Sovietsontinuing concern with aviation safety and are particularly concerned about tbe possibilityajor Incident occurring during0 Olympic Games attributable to Inferior equipment or poorly trained ^controllers Ministry of Civil Aviation officials libeled the former training program Inadequate and called for ,ncw and effective methods of training, j ;
: Thr Soviet entry into the International Civil Avintion Organization (ICAO)0 alio ledumber of changes In the ATC lyitem thatirect Impact on personnel training. For example.
Th* Moscow un control omtrr vtrrtwn cMml mi th* Mtacsmr tlijM Information fVrVori Thi Moscow remontrol errttrrh* ntponifhthtv (or lh* control otut ft> lo and Irom MrncWi alrporti. Moscow TCC Iharriorr, has direct data communication boththc ACC and with lh* airport cvr.irn' |nwm.v andody TCC an rqulfalrnl In fynctlon lo lh* Moscown Ihouih their traffic ^Irn'ltirs "rr lowrr.
accordinglnlileriul offlciul. since Soviet entry Into ICAO, It has been necessury to renumber airways and to rework the "tables of communication" for air traffic on domestic and internationalontrollers, of course, would be required to assimilate ihese changes. The Soviets recently hove requested manuals on phraseology and probably arc going to retrain their controllers to use the standard ICAO recommmded phraseology.1
Current reports Indicate that the Soviets are reevaluating their entire personnel program. This includes personnel recruitment, selection procedures, and training. Additionally, the introduction of TERCAS will affect controller activities which. In turn, may Influence selection and training programs.
RECRUITMENT AND SELECTION
Recruitment procedures for Soviet ATC operators" will continue to parallel closely those used for civil aviation pilots and will be unaffected by the Introduction of TERCAS. DOSAAF aeroclubsrime source of new recruits, but civil aviation recruiters also work through schools and laborecruits often arc obtainedesult of advertisements placed In Aeroflot publications and special announcements posted In secondary schools. Undergraduates from ATC schools who lecture to secondary school graduating classes =re believed to proviZ* in additional source of recrjltment.areerontroller Is considered highly desirable, recruiters are reported to experience little difficulty filling their quotas.
The current techniques for selecting controller candidates, although generally similar to those used for the selection of rivll aviation pilots, also incorporate several-changes. One change has been the Inclusion of personalityhc renewed Interest In personality tests Ii relatively recent In the Soviet Union. Lacking an established lest development
r* divided LMo Tint and arvondirst Ire* conre prrtopoH *hn communkatr directly wllh and controlewind trer controUm are Miprrvhort and fllahranagers. For purpcon of ihu report.efer tn (tretdrtlf natrd.
program, the Soviets ufr reported to be administering translated versions of the Minnesota Multiphasic Personality Inventorylthough It Is not .Known whether thli tnt has hern validated for ihe Indigenous population. It nppeuri thai the Soviet! regard the MMPIseful diagnostic tool to identify Individuals unable to perform under high stress condition*.
A spatial relations aptitude test tbo has been Incorporated into ihr selection process. This test probably is simlUr to ihose sued In the US that test the controllers ability lo visualize object* and forms In three dimensional space. The task, for each Item. Is lo Indicate the number of the depicted solid figures that can be made from an unfolded pattern. US experience has been that this type of lest Is one of the more reliable predictors of successATC schools.
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These two tests are additions lo the standing requirement lhat controllers be male, betweenf age. have completed secondary school and pass general aptitudence applicants have completed the test battery. Ihey are scheduledomplete medical examination and securityAs In the case of pilots, the medicalignificant factor in screening Inasmuch as applicants can be rejected solely on the basis of themlnntlon while allowances ere often made for poor or marginal performance on ihc other
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TRAINING
The Sovietsentralized approach lotraining In lhat approximatelyercent of the training Is conducted at one of four civil aviation institutes; the remainingercent Is conducted on the job "Accordingeading Soviet civil aviation training official, the Soviets opted for1 centralized training rather lhan extensive "on the Job" training because of lack of equipment, manpower, expertise, and standardization necessary for on-site training.'
The Soviets apparently have two separate ATC training progrums, one For pilotsecond for those who luive had no pilot training. The training for pilots Is relatively short, consistingday course followed by five lo six months of laboratory The second training program, which Is
*Drtj mmpMlvin. In the US.rrmil nfmnlmllrf'a (ruining Ii ciwhIuMmI at tht- MA Arwlrmy In Oklahoma CHyV r'inril"In| ft!r*|nhat wwnlill hnmtrH ATI. facllltkt thmimrcHjl iht country.
administered to the great majority of students.mutilh program conducted a' one of theor purposes of this report, all references lo controller training refer to thisrogram
The primary ATC training facilities are the civil aviation institutes at Riga. Ulyanovsk, and Klrovograd and ihe Leningrad Civil Aviation Academy. Students receive room, board, uniforms,onthly monclury allowance.
The program Includes three main groups of disciplines: general scientific (history of the Soviet society, philosophy, higher mathematics, andviation (aerodynamics and design ofnd subjects directly related to ATC (principles of ATC. organization ofhus, the Soviet controllerroader education than his US counterpart; In subjects dealing directly with ATC, however, the training to considered by some Western sources to be comparable.3
The Soviets use electronic response systems lo record individual responses to questions presented orally or visually lo the class by the Instructor While this technique ii not new, It facilitates the learning process by permitting all students lo answer questions simultaneously and identify for the Instructor the level of comprehension achieved by Ihe class. The Instructor thus can give Immediate feedback to students concerning Iheir performance."
The Initial cadre of TERCAS* controllers will be trained by Slaruaabacility Inhe Stansaab contract also callsimulation facility to be built In the Soviet Union for Ihe subsequentand training of traffic controllers as well as for testing and Improving technical traffictansaab officials estimate that this facility will have an educational capacity of aboutrospective controllerhis simulation facility, which will be located at tbe Vnukovo airport In Moscow, will house numerous controller and piloturthermore, accordingescription of the equipment to be supplied byspecial function" for training air traffic controllers will be provided at the terminal control cenlen In Kiev and Mlneral'nyye Vody. Implying lhal ilmulal-'on equipment may be installed al these sites abo."
The TERCAS simulator provides the saioe types ul displays as the actual equipment and Ii reported to br programmed to createralbtlc environment uny desired air traffiche student will be able to distinguish between those aircraft equipped with
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transponders and those not so ei|ulpped. thereby ullowing him to plan Interrogations. The useimulator allows the student controller to practice rcsjHinsr* to widely varied situations und facilitates transfer of training from classroom lo Job,
There is conflicting Information regarding exactly when on Job training Is Introduced In the curriculum. According to some reports. It Is reserved until the completion of ull ooursework at the end of the fourth year. Other reports indicate that such training Is interspersed with clussroom training during the third and fourthiven the length of the Soviet program, the proportion of lime spentlassroom environment und the overall training obJr:tive of reinforcing lecture material, the difference In reports probably reflects the simulation capabilityurticulur (ruining institute. Institutes having radar simulation capability probably relegate on-thr-Job training to the end of the curriculum while Institutesndnr simulation capability Intersperse this training with the course curriculum, t
The Soviets are also reexamining methods toontroller's performance duringo information Is available on exact performance criteria used, but categories on which controllers are evuluatcd are similar to those used In the United State*.'* For example, current evaluation categories Include theundamentals of ATC such as principles of flight, phraseology, andon-radar ATC such at the ability to complete area charts labeling center boundaries and navigational aids;adar ATC such as the sequencing of aircraftandoff position. Empharis Is placed on the controller's ability to visualize theaircraft traveling In different directions, and at different speeds and altitudes. The difficulty of this sort of spatial, visualization may be one of the reasons why the Soviet1 ATCncludesours of flight
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n Innovative process has been Introduced by the Soviets to evaluate the effectiveness; of this training program. Airport facility managers are required to provide performance feedback to an Institute on each: of Its graduates. This feedback Is Intended to provide Information dint will Indicate where training Is inadequate and where Increased emphasis Is required. The Information also may serveriterion to vulidate the selection procedures.
The Soviets do not rely upon selection tests and trulnlng techniques alone to provide capable
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controllers. Controllers are coveredivil aviation medical program, which Is strongly oriented toward preventive techniques. At the Vnukovo airport in Moscow, controllers nnw receive preshift examinations that require little time and can be easily administered by paramedics. These examinations include an electrocardiogram ondulse rate, blood pressure, body temperature, and alcohol vapor In exhaled ulr. Dutu ure enteredomputer thateadout comparing the measures with prestorcd "normal" values for each individual. In addition, controllers arc given two reaction-time tests. These tests are designed to measure an individuals ability to coordinate perceptual and motor abilities und Include un oculomotor reaction and tracking test, These tests appear toeasonable amount of face validity. The system is still in the trial phase; data arc being collected to support the validity and practicality of Installing such preshift testingarge
TEAM COMPOSITION
ATC teams are divided Into twowho work at the terminal control centers and those who work at the area control centers. Area control centersarger number of controllers because they are responsiblearger section of the airspace. For both, the number of controllers assigned depends on the division of the airspace and the traffic density.
The Introduction of automated equipment should have little impact on the team composition at terminal control centers. These centers will remain stalled by arrival/departure controllers, approach/final control* lers. assistant controllers, and flight data specialists.
The area control centers will continue to be staffed by radar controllers, procedural controllers, and assistantignificant addflfon to the nrci control center manning will be thatontroller responsible for the metering and spacing ofn the US, this controller Is referred tolow controlleroordinator, depending on the area of responsibility. The basic objective of flow control Is to regulate the flow of air traffic so that It does not exceed the maximum number of aircraft that con be accommodated safelyiven airspace This position Is commonly added lo ATC teams operating In high density areas. The addition nf this position al the Moscow ACC shnuld Improveem efficiency In thai It allows timely action to be taken In the area "ontrol center so that the terminal controllers are not overloaded.
CONrTOENTIAl
CONHuENTIAl
in Ihr West, tlti- skill loveli for IhpiIi terminal mid urea control centers range from iKe highest skilledhose who ure responsihlp for separation ussuruiKT und who have direct cnrnmuntcallnn with aircraft. In specialists who perform support functions Unlike In thc US, cnnliollen In thc Soviet Union ure not minted lielsveen the radar room nnd tower. The mtntlon of aunt rollers umong different positions within Ihe rudur room Is for longer periods of time thnn for their US* The purpose oi conlro!ler rotation Is lo relieve radar controllers whose position* place themonstantly demanding situation, Given thc low density of Soviet air traffic, it muy he thai Ihc controllers have nnt required frequent rnln (Ions.
CONTROLLER ACTIVITIKS
Introduction of TERCAS will significantly Improve the proceoslng of rudur data and the presentation of these data to controllers. This feature should In turn decrease the probability of controller error.
Radur controllers ut the enroute and terminal facilities will perform Ihe tome functions using TERCAS as they did using the nonautomated system. The jobs will be chunged mainly In terms of lhe types of information displayed that must be assimilated by lhe controller nnd (he methods of recording and communicating Information.
For ctample. terminal control centerund approach controller* ond area control center rudar ainlrollcrs have to assimilate and organize all pertinent data on positions und tracks of aircraft In order to assure safe separation between aircraft In their respective control Jurisdictions. Although this responsibility will still be present when TERCAS Is used, the type of Information appearing on lhe radar scope assists thc operator In aircraft Identification and flight path predictions. TERCAS provides for automatic tracking of transponder-equipped aircraft and automatic flight plan probes to identify conflict-freehis function goes beyond the mere organization of data (as In the preparation of flight strips) to aiding the controller by checking separation assurance. The display of seai.idnry surveillance radar data riependi on the extent to which aircraft In Ihe truffle environment are equipped with the necessary airborne transponders. It Is believed thatoercent of Soviet dvtl aircraft ore not equippeduns ponders. Nevertheless, com men ts by Ministry of Civil Aviation nfffcJal* Indicate that these figures will decrease significantly during lhe neat couple of yenrs.'"
The heart system thnt
advanced graphic display. Secondary rudur displays ol aircraft ul'llude. computer dcrlsrd airspeed, andransponder code or aircraft call sign will be displayed on lhe radar scope alongside lhe appropriateintrollers using the Soviet automated sysiem (START) receive Information on furl remaining and ulrportiml'ar Information prohulily will be presented on the TERCAS dliplays since Soviet civil aviation officials emphasize the Importance of this type of Information.
Using TERCAS. the controller canredicted position for selected aircraft basedinear extrapolation of flight pathhis position prediction capability and an uulnmallc tracking capability for transponder-equipped ulrcraft moke automatic collision prediction or conflictogical next step for Inclusion Inonflict alert probaMy would rati be generated more than two minules In advance since doing so would Increase the likelihoodalseonflict-alert capability would aid the controller and Increase flight safety by assisting (he controller in one type nf decisionmaking task.
Thc communication proccd'ire for transferring aircraft control responsibility from one sector to another (hand-off) will be ch'nged significantly by the Introduction of automated equipment. Previously controller* engagedreal deal of Interphoneca!mo to coordinate handoffv In TERCAS. the hundnff procedure has been automated; coordination between controller* Is effected by each controller depressing keys on his console to indicate transference or acceptance.
The TERCAS equipment also will bring changes In Ihe tasks of the flight data assistunU. Previously, flight plan and aircraft track Information were recorded manuallyime-distance plottinghe chart, which was aboutnches square, wrs the primary means by which the controller kept track of thc flight activity in hli sector. This manual method can become very cumbersome In high traffic density areas and, therefore, has ben replaced by strip morklng procedures In TERCAS.
It has been Western experience that the flightn effective device even though It requires many manual operations. The strip must he torn fmm printers, stuffed In holders, placed In strip bays, passed betweenarked for bookkeeping and record purposes, und manually counted to develop facility
truffle statistics. The system organizes portions of each flight plun In accordance with the established sectors of responsibility; for eachlight strip Is printed Ircludlng the aircraft's time of arrival to or departur-from the sector. Controllers usually mark the strips with special symbols denoting their control actions. US experience has been that (his practice often detracts from time that could be spent on other control functions. Consequently, research Is being conducted on direct "touch" displaysimple touchinger on the controller display will cause the
Immediate displayull flight plan. The Soviets are aware of this research but have Indicated that they prefer the manual strip method since Itegul record of controlathe than overload the radar controller with this task, however, theyelegated this responsibility to acontroller."
The introduction of TERCAS will aid the controller In some decisionmaking responsibilities and alio should have the immediate effect of Increasing the number of aircraft an operator can control safely.
Thit report not prepared ihe Office of Scientific Intel addressed to I
REFERENCES
The tourer references tupporllng this paper are tdenttiedit publtthed teparaiely. Copies of ihe list ate aoatlable lo authorized ptnonnel and may be obtained from the originating officethrough regular channels. Requett for the Hit of references should Include the publication number and date of thit report.
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