Remote Tower Centre (RTC)

Overview of an RTC

In order to maximise the benefits proposed by the concept it is likely that in many instances the provision of a remote ATS from an RTM will be from a centralised facility to be known as a RTC. The centralisation of many RTMs in one RTC will bring about increased cost effectiveness due to economies of scale brought about through increased sharing. It is likely that an RTC would contain several RTMs, similar to sector positions in an Area Control Centre (ACC / ATCC).

An RTC could be laid out as shown in Figure 6, with multiple RTMs and one or more supervisor positions (depending on the size and requirements of the RTC). As detailed above a unified and standardised RTM would be required to provide the most efficient setup, facilitating sharing and thus economies of scope.

Figure 6 – Illustration of an RTC layout

Depending primarily on the traffic density, it can be decided to open, close or merge the number of aerodromes handled by a single ATCO / AFISO in an RTM. The ability to merge will be reliant on many factors such as ATCO license, size of the aerodromes and technical ability to add aerodromes (with the key constraint being number of screens, as this will limit how many aerodromes can be viewed in one RTM).

Depending primarily on the traffic density, it can be decided to open, close or merge the number of RTM and staffing levels.

The number of available RTMs in an RTC depends of the following factors:

• The number of aerodromes connected;

• The maximum number of parallel movements possible (per each ATCO / AFISO / RTM);

• Another number, depending on ability to combine RTM and aerodromes. Note: Additional/Spare RTMs to be considered based on contingency requirements.

ATCOs / AFISOs would be required to obtain a full license for every aerodrome they are to provide and ATS. In order to maximise the utility of an RTC it would be beneficial for ATCOs operating from one RTC to hold a license for all the aerodromes being provide with an ATS from the RTC.

Operating methods and Roles within the RTC

The configuration of the RTC and operating methods applied within shall be non-prescriptive, with RTCs being fully flexible and configurable to many applications under the Remote Provision of ATS concept.

It is expected that there will be up to three different primary roles in an RTC (not necessarily all at once, in the same RTC or to the same aerodrome):

• ATCO;

• AFISO;

• RTC supervisor.

The ATCOs / AFISOs main responsibility will be regarding the provision of ATS. The (optional) RTC supervisors main responsibilities will be with regard to staff/RTM allocation.

At RTC level it is expected that management would conduct a study to determine the optimal number of staff according to their own configurations. A more efficient shift pattern with reduced overall staffing is envisaged. This would be especially efficient in large RTCs if ATCOs / AFISOs held licenses for all aerodromes being provided with an ATS from that RTC. If the RTC ATCOs / AFISOs only held licenses for specific aerodromes RTC resource management would be limited in the combination of aerodromes to operators they could provide.

During a shift, an RTC supervisor role can be used to manage the allocation of staff and RTM at any one time during the shift in order to provide an efficient set up at and guarantee a flexible system. The RTC supervisor role can be performed by a dedicated person or can be handled by one of the shift staff in addition to their ATCO/AFISO role.

The RTC will have a predefined number of ATCO/AFISO resources available during a shift period. Shift configuration and resource pool size should consider:

• Expected traffic load;

• The number of RTMs;

• The ability to combine aerodromes to be controlled using one RTM;

• ATCO licenses;

• Relief staff requirements.

Aerodrome Clustering within an RTC

Within an RTC, the multiple aerodromes may be grouped into sub-sets. These sub-sets may be used to decide:

• Which aerodromes would be used in a Multiple Tower configuration with several ATCO/AFISO;

• Which multiple aerodromes a single ATCO/AFISO could provide ATS to in parallel;

• How any internal RTC “sub-centres” might be organised or managed in larger RTC. Aerodromes could be clustered according to (with reference to Figure 7 below):

• Their location, where aerodromes in the same geographic area or which share the same TMA/APP are grouped (as shown in Example 1);

• Their size, where large aerodromes are in smaller clusters and small aerodromes are more often grouped together in large clusters (as shown in Example 2);

• Their runway characteristics, where aerodromes with the same runway numbers/direction are clustered together (as shown in Example 3).

Figure 7 – Examples of aerodrome clusters

One ATCO will be providing ATS to all the aerodromes in one “cluster” and hence from one RTM, there are other factors to consider. These include consideration for:

• Human performance - considering the influence that traffic level and hence aerodrome combination will have on ATCO/AFISO capacity/ability to handle the traffic at all aerodromes;

• Weather and visibility conditions – as reduced conditions will influence the maximum capacity that one RTM with one operator. Also differences in visibility and weather between aerodromes may negatively impact on ATCO situational awareness and ability to maintain a high standard of service provision.