CAD expresses regret over clandestine photographing of radar screen and unfounded allegations
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The new ATMS on November 28 detected that an aircraft outside the Hong Kong Flight Information Region (HKFIR) temporarily transmitted a radar code ("PAN") which stands for a panic situation in Hong Kong. Upon entering the HKFIR, air traffic control officers (ATCOs) in Hong Kong kept the aircraft under surveillance through the new ATMS and handled the situation in accordance with the established procedures, ensuring that there were no abnormalities in regard to the aircraft from its entry into the HKFIR to its safe landing. According to the international search and rescue practices, the CAD's new ATMS had pre-set the radar screen to keep track of the aircraft and show its latest location as detected by the radar (that is the location just before landing at the runway of Hong Kong International Airport (HKIA)). The "PAN" radar code was still shown on the radar screen after the aircraft landed was in fact a measure to confirm the last detected position of the aircraft, i.e. HKIA, in this case. Throughout the occurrence, the new ATMS had been operating normally and there were no split tracks or a false target displayed on radar screen. The allegation that a signal requesting urgent assistance was triggered as two aircraft were getting too close to each other was a sheer misinterpretation.
The Malaysia Airlines aircraft depicted in the photo of the media reports was only following the aircraft with the "PAN" radar code and had nothing to do with the occurrence. The duty ATCOs knew very clearly that the aircraft with the "PAN" radar code had landed safely and had vacated the runway and the code would be removed in due course. Furthermore, the radar screen, as captured in the photo in question, is designed to display aircraft of altitudes of 300 feet or above. ATCOs would continue to provide air traffic control (ATC) services to aircraft at lower altitudes or on the ground at HKIA with visual means and ground radar.
"The person concerned lacked the international search and rescue knowledge and experience, and provided biased and misleading information to the public. The CAD expresses regret over these irresponsible acts. The ATC service is premised on professional knowledge and experience. One can hardly grasp the whole process of an occurrence and the real meaning from a single radar photo. This would only arouse unnecessary misgivings among the public," the CAD spokesman said.
"The so-called 'frontline staff' was suspected of defying the CAD's internal guidelines on using smartphones inside the ATC centre and other related workplaces as it may cause interference to ATC equipment and jeopardise flight safety. The CAD will follow up on the issue in a solemn manner. Frontline staff can always relay their views on the new ATMS or daily operations to their supervisors. If necessary, they can also approach the Director-General of Civil Aviation or other senior management for direct dialogue. All CAD staff is encouraged to feedback to their supervisors about any teething issue observed on the ATMs after its commissioning," he added.
With regard to the "air traffic flow control measure", which is also known as "flow control" for short, it is in fact a means for ATC to manage air traffic. When an airport is subject to an unusual situation such as inclement weather, airway or airspace restrictions in adjacent airspace, or air traffic volume exceeding the handling capacity of an ATC unit at a particular point in time, the relevant ATC unit may consider implementing flow control, i.e. to reduce the number of aircraft entering its airspace during a particular period of time, to ensure the ATC unit has the capacity to maintain safe and orderly air traffic operations within its airspace. When encountering the above-mentioned unusual situations, the ATC units in different parts of the world, including Hong Kong, will consider implementing flow control to suit the actual operational needs of their airports at different times and their own handling capacity. It is an international practice to reduce slots and impose flow control during peak traffic in the transitional period of a new ATMS and it is not a unique practice in Hong Kong. The flow control will also be adjusted based on the live traffic situation, traffic complexity and weather within the FIR. Implementation of flow control is not related to the performance of the new ATMS.
The CAD emphasises that the overseas independent consultant of the Transport and Housing Bureau from the United Kingdom, National Air Traffic Services (NATS), has confirmed that the CAD's new ATMS is safe, stable and reliable. According to the experience of NATS, given the complexity of the new ATMS, even with all reasonable efforts and endeavours, there could still be the possibility of having setbacks during introduction of a new system. The CAD's fully trained and professional ATCOs are definitely capable of coping with these minor setbacks. The CAD has also set up an independent expert panel to offer objective advice to the CAD on the teething issues identified since the new ATMS' commissioning. Members of the expert panel will meet with frontline staff to gauge their views and to learn more about the operations of the new ATMS.
Ends/Monday, December 5, 2016
Issued at HKT 23:40
Issued at HKT 23:40
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