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Room with a View?
Another architectural masterpiece joins the Harbour Bridge and the Opera House on Sydney’s skyline. The new control tower at Sydney airport is a vital component in the parallel runway system – a system designed to increase aircraft handling capacity to 80 movements per hour. Like the Opera House, the new tower has been plagued with problems which started almost before the ink had dried on the plans. The control tower has been enjoying some bad press lately and has joined the growing list of controversial issues surrounding Kingsford Smith Airport; noise, delays, parallel runway operations, closing 07/25, industry and public attitudes to Sydney West airport at Badgerys Creek and privatisation. Embarrassingly for AirServices Australia, several attempts to commission the tower in traditional ‘ribbon cutting and champagne’ style have been dashed by technical problems which inside sources believe should have been ironed out well before now. The last bug to be rectified before final operational and technical user acceptance testing (UAT) relates to the voice switching system, and in particular, the software driving it. The voice switch is like a computerised telephone exchange through which controllers communicate and coordinate with one another. It also controls the intercoms, phones and VHF radio switching. The software suppliers, Rockwell, has appointed its fourth project manager to oversee the project. As AirServices rightly points out, problems associated with commissioning high-tech, computer driven equipment can be expected, especially when it has to perform to the high standard required for the safe and expeditious flow of air traffic. There have been several attempts to officially open the new complex this year, however, AirServices are not making any further predictions on exactly when the real opening will be. A software failure in mid October has delayed further UAT to mid November to the frustration of all concerned. This could mean final acceptance and commissioning may not occur this year. But other problems experienced in the new tower, most of which have been rectified, relate to basic design and ergonomic faults which Australian Aviation sources believe shows a “gross lack of correct system engineering processes”. One of the first and most obvious ergonomic faults was to do with the positioning of the computer screens and VDUs. Due to the angle of the screens in the work-station consoles around the perimeter of the tower cabin, light from outside reflected on the screens in such a way as to make the information unreadable. One logical solution was to lower the tinted blinds which are normally used to stop direct sunlight in the early morning and late afternoon. However, it was discovered that the fine metallic filament in the blind material prevented hand-held radios and mobile phones being used in the unlikely event of a total power failure. There are back up generators and battery power supplies throughout the complex, nevertheless, even backup systems must have backup systems in the interest of safety. As the blinds were electrically driven, a total power failure would have prevented the blinds from being raised. The solution to that problem; provide Stanley knives for the slashing of blinds to let the radio signals get out. The solution finally adopted; purchase new blinds from the US without a metallic thread. 82 Australian Aviation December 1995 Our source predicts the tower will continue to present problems before everyone is comfortable with its operation. It is anticipated the ergonomic operation and human/machine interface will continue to be a ‘human factors nightmare’ even after its eventual commissioning.
Radar to Speed up Landings
AlliedSignal of the US is providing some of the technology to help increase the capacity at Sydney’s Kingsford Smith Airport. In the only installation outside the US, the Parallel Approach Runway Monitor (PARM) is expected to allow simultaneous parallel approaches in Instrument Meteorological Conditions (IMC). For those interested in the technology rather than the controversy surrounding Sydney Airport, this is how PARM works. On parallel runways spaced less than 1310 metres apart (as at KSA), dependent parallel approach operations are required. During dependent parallel approaches, separation of aircraft on the approach path depends on the position of aircraft on the parallel, or adjacent approach. During IFR conditions, current radar systems allow simultaneously independent approaches to parallel runways spaced at least 1310 metres apart. The PARM safely allows simultaneous independent instrument approaches to parallel runways spaced as close as 1036 metres. Current airport surveillance radars rotate, providing target updates to controllers every 4.8 seconds. The PARM uses a stationary electronically steered antenna which provides updates every second. The PARM electronic scan antenna is a computer driven radar that can place an interrogation beam in 4096 discrete positions and it can move the beam from any one position to any other position in a few millionths of a second. The system continually searches 360 degrees to locate aircraft and place them in the computer track file. Approaching aircraft are displayed to the controller and updated every second. While tracking approaching aircraft, the system continually searches for new targets. The PARM nominal operating range is 32 nautical miles. The PARM interrogates transponder equipped aircraft in Air Traffic Control Radar Beacon System (ATCRBS) mode 3A and C and displays target information on the controller consoles. The controller’s high definition colour display shows the runways, approach paths and mile markers. The No Transgression Zone (NTZ) between runways defines hazard areas for deviating aircraft. Parallel lines show 200 foot increments between the centreline of the flightpath and the NTZ. The display clearly shows the position of the target along with relevant aircraft data as shown on normal radar screens. A projected track vector displays where the aircraft will be in 10 seconds and a history trail shows where the aircraft has been in the last 10 updates (10 seconds). If an aircraft’s projected track vector enters the NTZ the aircraft data block changes to yellow and a voice alert states the aircraft is deviating. If the aircraft continues to deviate and enter the NTZ, the data block changes to flashing red. The controller instructs any aircraft which may be in danger of the deviating aircraft to break out of the approach according to an established procedure. Because the PARM works with the aircraft’s transponder, there is no extra avionics required to be purchased by airline operators. All going well, Sydney’s PARM is expected to be commissioned early next year.
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