Air Traffic Control Agencies Over Iraq

During my many flying deployments to Iraq, I remember hearing two different air traffic control agencies over the radios. After takeoff and flying to our area of operation, we would be under Baghdad air traffic control (ATC)’s jurisdiction. However, once we were approaching our area of operation, we will check off from Baghdad ATC and switch frequencies to check in with Kingpin. Kingpin is an American tactical air traffic control agency not just for Iraq but for the whole Middle East where US military aircraft operate. They essentially control all US and allied aircraft conducting military operations in the Middle East. 

 

While military aircraft are still required to be under Baghdad ATC’s control while transiting through Iraqi airspace, it is Kingpin the controlling agency while conducting military operations. Baghdad ATC is composed of Iraqi nationals and expatriates that control all civilian air traffic over Iraq’s airspace. They have American-provided ASR-11 Airport Surveillance Radars, ATC Automation systems with controller stations, Auto Track Airfield Support and Navigation Suites, Primary Search Radars, and Mono-pulse secondary surveillance radars. Kingpin is the 727^th Expeditionary Air Control Squadron based on Al Dhafra air base, UAE. They depend on ground-based radars stationed at different military bases across the Middle East and Airborne Warning and Control Systems like E-3 AWACS aircraft to provide tactical air control.

 

It is interesting to see how the US military has established air traffic control capabilities that control its military aircraft conducting military operations around the world. Without having such capability, we will not have command and control capabilities through the battle space. 

(Iraqi civilian ATC. Courtesy: https://www.dvidshub.net/image/213542)

(Kingpin ATC. Courtesy: https://www.dvidshub.net/image/265961)

(E-3 AWACS aircraft. Courtesy: https://www.airforcemag.com/managing-the-centcom-air-battle/)

References:

Defense Security Cooperation Agency (DSCA). (2014). Iraq: Air Traffic Control and

    Landing System. https://www.dsca.mil/sites/default/files/mas/iraq_13-61.pdf

Hlad, J. (2017). Managing The CENTCOM Air Battle.

    https://www.airforcemag.com/managing-the-centcom-air-battle/

Hawaii's Large Birds Threaten Flight Operations On The Island Of Kauai

On the Island of Kauai, where I’m currently stationed, there are two large birds that like to nest at Lihue International Airport and at Pacific Missile Range Facility airfield (Cocke, 2011). These are the Hawaiian goose and the Laysan albatross (Cocke, 2011). The Hawaiian goose is endemic to the Hawaiian Islands and, in the mid-1900’s, it almost became extinct (Keirn, 2021). However, conservation efforts have introduced them into a golf course belonging to a resort located next to Lihue International Airport (Cocke, 2011). Ever since their introduction, the Hawaiian goose population has been growing at a rate of 20 percent per year, presenting a problem to planes coming in and out of the airport (Cocke, 2011).

 

The Laysan albatross spends most of its time at sea, only coming to shore when it’s time to nest (Keirn, 2021). When this happens, some of the 2.5 million birds that come to Hawaii to nest, land at Pacific Missile Range Facility airfield on the westside of Kauai (Keirn, 2021). These are no small birds. Adults are almost three feet long and have an average wingspan of six feet (Keirn, 2021). These birds like to nest along the grassy fields next to the runway at the Navy base and present a threat for aircraft coming in and out of the airfield (Keirn, 2021).

 

So, what is being done to protect the birds and prevent potential bird strikes? The U.S. Fish and Wildlife Service employs non-lethal methods to disperse them from these two airfields (Keirn, 2021). For the geese, they place transmitters so they can track the birds’ movements (Keirn, 2021). Then they use canine teams to haze and scare the geese living in areas surrounding Lihue International Airport (Keirn, 2021). For the Laysan albatross, the U.S. Fish and Wildlife Service works with local partners to relocate birds and eggs located along the runway to areas that pose no threat to flight operations (Keirn, 2021).

(Courtesy: USDA)

 

References:

 

Cocke, S. (2011). Hawaii Nene Being Kicked Off Kauai.

            https://www.civilbeat.org/2011/09/12763-hawaiian-nenes-being-kicked-off-kauai/

 

Keirn, G. (2021). Protecting Hawaii’s Large Birds. 

            https://www.usda.gov/media/blog/2021/07/26/protecting-hawaiis-large-birds

 

14 CFR 91.225: Automatic Dependent Surveillance-Broadcast Out Equipment and Use

An Automatic Dependent Surveillance-Broadcast system, commonly known as ADS-B, is a system that continuously reports aircraft positional data to Air Traffic Control (ATC) ground stations and to other aircraft (FAA, 2021). This system complements ATC aircraft tracking radar systems and provides direct altitude and positional deconfliction with other aircraft. It’s very useful in areas with no ATC coverage, like on oceanic routes, by providing aircraft situational awareness on other aircraft’s positions flying in the area.

 

The requirement for aircraft to have an ADS-B system installed is mandated by 14 CFR 91.225. After January 1^st, 2020, this law states that no person may operate an aircraft without an ADS-B system under the following conditions (eCFR, 2021):

·      Flying in Class A airspace.

·      Under 18,000 feet MSL in Class B and C airspace areas.

·      Within 30 nautical miles of a Class B airport.

·      Class E airspace within the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface.

·      Class E airspace at and above 3,000 feet MSL over the Gulf of Mexico from the coastline of the United States out to 12 nautical miles.

 

This law further states that the ADS-B system must be operating in transmit mode at all times unless (eCFR, 2021):

·      Aircraft approved by the Federal Aviation Administration (FAA) performing national defense, homeland security, intelligence, or law enforcement duties.

·      When told by ATC that ADS-B transmission data would jeopardize the safe execution of air traffic control functions. 

(Courtesy of: http://www.ads-b.com)

References:

 

eCFR. (2021). Code of Federal Regulations: 14 CFR 91.225.

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-C/section-  91.225

 

FAA. (2021). Equip ADS-B.

            https://www.faa.gov/nextgen/equipadsb/

How CRM Optimizes Human Factors In Aviation

In aviation, human factors are the applied science that studies people working with machines. The goal is two enhance human interaction with machines by reducing error, increasing productivity, enhancing safety, and enhancing comfort. According to the Federal Aviation Administration (FAA), 60 to 80 percent of aviation incidents and accidents are due to human error. Poorly designed systems or inadequate training can contribute people to make errors that consequentially lead to system performance degradation. Additionally, deficient design and management of crew tasks can contribute to group errors that lead to system performance degradation. Knowing this, Crew Resource Management (CRM) training is used to improve crew performance through better crew coordination to eliminate human errors that can cause aviation accidents. CRM training enhances the interface between humans and machines and accompanying activities like: team building and maintenance, information transfer, problem solving, decision making, maintaining situation awareness, and dealing with automated systems. There are three components to CRM training: initial indoctrination and awareness, recurrent practice and feedback, and continual reinforcement. CRM is not only limited to pilots but is also used for flight attendants, aircraft dispatchers, maintenance personnel, and air traffic controllers. The training focuses in enhancing communication processes and decision behavior. It trains on the benefits of crewmembers advocating the course of action that they feel is best. Promotes crews to self-critique their decisions and actions allowing for recognition of good and bad communications and, effective and ineffective team behavior. Demonstrates effective techniques of resolving disagreements among crewmembers when deciding a course of action. Finally, shows effective techniques in gathering and evaluating critical information that can enhance a crew’s decision making process. As we can see, a well implemented CRM program can prevent aviation mishaps by optimizing human performance and minimizing human error.

References: 

FAA. (2004). Crew Resource Management Training. Retrieved from: 

https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_120-51E.pdf

Wickens; Gordon; Liu. (1997). An Introduction To Human Factors Engineering. Retrieved from: https://web.archive.org/web/20180619090847/http://opac.vimaru.edu.vn:80/edata/EBook/An%20intruduction%20to%20human%20factors%20engineering.pdf