Airspace Article
Preliminary Per cent of Total Delay Minutes
2023 | 2022 National Airspace System (NAS) Delay Minutes
Credit: FAA
Source: Operations Network (OPSNET) Preliminary Data through July 30 of each year, updated on 6 August 2023
The pandemic did, however, leave ANSPs in a wide range of preparedness for the recovery, the effects of which are still being felt. Traffic volatility left all ANSPs uncertain about the future and increased the difficulty of effective planning. This is clearly seen in training.
ATCOs take about three years to train but the pandemic was still being felt globally just 12-18 months ago. Naturally, many ANSPs stopped training ATCOs during COVID-19 due to low traffic and uncertainty. Those who continued had training complicated by social distancing rules and the lack of live traffic.
The rules in place make it impossible to speed up training and the lack of training assets such as simulators exacerbates the problem. Nevertheless, ANSPs are doing what they can. For instance, the Federal Aviation Administration (FAA) plans to increase ATCO intake by about 20% in 2024 and hire 1,800 students. In its last round of intakes, it had 58,000 applicants, showing the industry is attractive to talent and has a strong future.
Indeed, the FAA serves as a good case study of the efforts being made by ANSPs to ensure adequate staffing levels. The FAA had to shut down its training academy for four months in 2020 but is now working hard to ramp up ATCO numbers. In addition to the recruitment drive, the agency has hired additional instructors at its academy in Oklahoma City and intensified on-the-job training at each of its air traffic facilities nationwide. Approximately 3,000 controllers are in various stages of training, and many are able to work some of the positions in the facilities where they are placed.
The FAA states that “data from the Bureau of Transportation Statistics (BTS) and a recent report from the independent Government Accountability Office (GAO) demonstrate a range of factors, notably airline deficiencies, have caused more delays and cancellations than controller staffing deficits”. In fact, the FAA’s operation network (OPSNET) data shows that about 5% of delay minutes can be attributed to FAA staff shortages.
The figures and the efforts to improve ATCO numbers can be seen throughout the world. Aviation is back on a strong growth path, and more ATCOs will certainly be needed. The FAA is working to implement a long-term solution to resolve ongoing low staffing levels at the New York Terminal Radar Approach Control, for example. However a lack of ATCOs is not inhibiting growth or even efficient operations. A host of other factors, some directly related to other industry partners, are the main causes of delays and cancellations.
Stepping-up training and recruitment
To begin with, delays or cancellations are caused by a variety of reasons, and extrapolating the need for more ATCOs from these figures is far from accurate. Airlines have their own staffing issues and many are proactively cancelling flights to compensate. Moreover, data on delays caused by ATCO staffing issues may not accurately reflect overall shortages but rather problems in a particular shift at a specific ANSP. Industrial action can further complicate this picture.
Also, in Europe, there is significant seasonality. Traffic volumes in July, at the height of the northern hemisphere summer and vacation period, are about 40% higher than in February. European ANSPs therefore have to juggle sufficient ATCO capabilities during peak periods with excess capacity and costs in quieter periods. Yet, calls for ANSPs to manage costs are frequent and loud.
This issue extends to the Single European Sky Performance and Charging Scheme. All ANSPs in the European Union are committed to this and it comprises annual targets in:
Capacity – Measured by average minutes delay in take-off attributable to air navigation services.
Cost efficiency – measured by determined unit costs to be charged to airspace users.
Sustainability – measured by deviation from the shortest route.
Safety – measured by the level of effectiveness of safety management.
Targets are set for a particular reference period, comprising four or five years. The criticism from industry partners on the last reference period targets is well documented. But that basic dilemma of ensuring both capacity and cost efficiency is plain to see. Capacity means long-term investment, but cost efficiency demands limits on overall spending.
A further point is illustrated by the pandemic when airlines and other industry partners were immediately able to shut down a large proportion of their services and furloughed or laid off huge swathes of staff. ANSPs, however, had to maintain safe skies for those flights still operating. Whether it is one flight or many, air traffic control services are essential.
Seasonal swings
The accepted story is that staff shortages and inefficiency at air navigation service providers (ANSPs) are largely to blame for air traffic delays and cancellations, and that – for aviation to continue to meet the high demand for its services – ANSPs must do more to recruit and train air traffic control officers (ATCOs).
Although there is no doubt that many ANSPs throughout the world are looking to increase the number of skilled ATCOs, the full story is nuanced. Only by dealing with those nuances can the situation be addressed in a coherent, effective manner.
Read full article
Preliminary Per cent of Total Delay Minutes
2023 | 2022 National Airspace System (NAS) Delay Minutes
Credit: FAA
Source: Operations Network (OPSNET) Preliminary Data through July 30 of each year, updated on 6 August 2023
To begin with, delays or cancellations are caused by a variety of reasons, and extrapolating the need for more ATCOs from these figures is far from accurate. Airlines have their own staffing issues and many are proactively cancelling flights to compensate. Moreover, data on delays caused by ATCO staffing issues may not accurately reflect overall shortages but rather problems in a particular shift at a specific ANSP. Industrial action can further complicate this picture.
Also, in Europe, there is significant seasonality. Traffic volumes in July, at the height of the northern hemisphere summer and vacation period, are about 40% higher than in February. European ANSPs therefore have to juggle sufficient ATCO capabilities during peak periods with excess capacity and costs in quieter periods. Yet, calls for ANSPs to manage costs are frequent and loud.
This issue extends to the Single European Sky Performance and Charging Scheme. All ANSPs in the European Union are committed to this and it comprises annual targets in:
Capacity – Measured by average minutes delay in take-off attributable to air navigation services.
Cost efficiency – measured by determined unit costs to be charged to airspace users.
Sustainability – measured by deviation from the shortest route.
Safety – measured by the level of effectiveness of safety management.
Targets are set for a particular reference period, comprising four or five years. The criticism from industry partners on the last reference period targets is well documented. But that basic dilemma of ensuring both capacity and cost efficiency is plain to see. Capacity means long-term investment, but cost efficiency demands limits on overall spending.
A further point is illustrated by the pandemic when airlines and other industry partners were immediately able to shut down a large proportion of their services and furloughed or laid off huge swathes of staff. ANSPs, however, had to maintain safe skies for those flights still operating. Whether it is one flight or many, air traffic control services are essential.
Seasonal swings
The pandemic did, however, leave ANSPs in a wide range of preparedness for the recovery, the effects of which are still being felt. Traffic volatility left all ANSPs uncertain about the future and increased the difficulty of effective planning. This is clearly seen in training.
ATCOs take about three years to train but the pandemic was still being felt globally just 12-18 months ago. Naturally, many ANSPs stopped training ATCOs during COVID-19 due to low traffic and uncertainty. Those who continued had training complicated by social distancing rules and the lack of live traffic.
The rules in place make it impossible to speed up training and the lack of training assets such as simulators exacerbates the problem. Nevertheless, ANSPs are doing what they can. For instance, the Federal Aviation Administration (FAA) plans to increase ATCO intake by about 20% in 2024 and hire 1,800 students. In its last round of intakes, it had 58,000 applicants, showing the industry is attractive to talent and has a strong future.
Indeed, the FAA serves as a good case study of the efforts being made by ANSPs to ensure adequate staffing levels. The FAA had to shut down its training academy for four months in 2020 but is now working hard to ramp up ATCO numbers. In addition to the recruitment drive, the agency has hired additional instructors at its academy in Oklahoma City and intensified on-the-job training at each of its air traffic facilities nationwide. Approximately 3,000 controllers are in various stages of training, and many are able to work some of the positions in the facilities where they are placed.
The FAA states that “data from the Bureau of Transportation Statistics (BTS) and a recent report from the independent Government Accountability Office (GAO) demonstrate a range of factors, notably airline deficiencies, have caused more delays and cancellations than controller staffing deficits”. In fact, the FAA’s operation network (OPSNET) data shows that about 5% of delay minutes can be attributed to FAA staff shortages.
The figures and the efforts to improve ATCO numbers can be seen throughout the world. Aviation is back on a strong growth path, and more ATCOs will certainly be needed. The FAA is working to implement a long-term solution to resolve ongoing low staffing levels at the New York Terminal Radar Approach Control, for example. However a lack of ATCOs is not inhibiting growth or even efficient operations. A host of other factors, some directly related to other industry partners, are the main causes of delays and cancellations.
Stepping-up training and recruitment
Although there is no doubt that many ANSPs throughout the world are looking to increase the number of skilled ATCOs, the full story is nuanced. Only by dealing with those nuances can the situation be addressed in a coherent, effective manner.
The accepted story is that staff shortages and inefficiency at air navigation service providers (ANSPs) are largely to blame for air traffic delays and cancellations, and that – for aviation to continue to meet the high demand for its services – ANSPs must do more to recruit and train air traffic control officers (ATCOs).
Airspace Article