Bringing a major air traffic control system
into operational use – a personal view
Derek Barnes
H&W Branch – 12th February 2014
Disclaimer
• I’m not an expert in air traffic control
• The views expressed here are my personal views and
recollections
• They must not be taken as the views of any company,
organisation or government involved
• Nevertheless they represent my understanding of the
situation and what happened
Note: Some of the terminology and operational concepts
have changed in the last 15 years!
Recent Press
Who provides air traffic control in the UK
• CAA – Civil Aviation Authority
• NATS – National Air Traffic Services
+ Eurocontrol
An introduction to Air Traffic Control video at:
http://www.youtube.com/watch?v=V1hCY1lHlkU
How I got involved
• Spring 1998 - Working in the Defence Evaluation and
Research Agency - heading towards privatisation
Just finished 5 years setting up and running the Systems
and Software Engineering Centre (SEC)
Was Managing Director Sensors & Processing Sector
• Phone call from my Chief Executive along the lines:
“We’ve got a software problem for you to look at.
Be at Heathrow building X at 7:00 tonight.”
• I duly went to what turned out to be the old control tower
Outline of brief
• We have got a software problem at Swanwick. Over 3,000
known software bugs and testing is typically finding another
300 each week. When is it likely to be fixed?
• London Air Traffic Control is failing & need more capacity.
• We have invested £760M in Swanwick – What do we do?
• Main options for Swanwick system:
• Fix the problems – how and by when
• Scrape the current system and replace it
What is the solution (Swanwick, London Air Traffic Control
Centre, etc.) and what operational date?
Answers to John Reid (Minister for Transport) please ASAP
UK Air Traffic Control (1998)
• London Air Traffic Control Centre - upper level en-route traffic
across England and Wales and lower level traffic around
London and the south east, including aircraft making
approaches to the main London airports.
• Swanwick was initially to replace just the en-route function
(with other functions to be added later). Start of open systems.
• The Prestwick Centre was home to the Scottish Area Control
Centre (Scotland & Northern Ireland) and the Oceanic Area
Control Centre which provides procedural control for traffic
crossing the north Atlantic.
• The Prestwick Centre was planned to be upgraded after
Swanwick was successfully introduced
Background 1
1987-90
• The Civil Aviation Authority (CAA) presents its case to
government for a new air traffic control centre and system.
The operational date is set in stone as 1996, by which time
it is said that the London Air Traffic Control Centre will have
reached the end of its life.
1990-91
• An independent study casts major doubt on the feasibility of
it becoming operational in 1996.
• By the end of 1991 a competitive system definition contract
is let to IBM and Thomson CSF. The New En Route Centre
(NERC) is needed to "yield a 40% increase in capacity".
Background 2
1992
• A systems implementation contract is let to IBM and a
team of subcontractors. Based on IBM's RS/6000, AIXbased architecture, on a Token Ring network, the system
comprises about 200 workstations, displaying both
aircraft data and radar information.
• US company Loral acquires IBM's air traffic division
(including the Swanwick contract)
• Failures at the London Air Traffic Control Centre start to
become common, leading to delays that are widely
reported
Background 3
1995
• Problems with the project start to become clear to those
involved with the project and those monitoring it
1996
• Lockheed Martin acquires Loral.
• By the end of 1996, the December 1997 operational date
is put back to March 1998.
1997 – 98
• London Air Traffic Control Centre problems get worse
• Swanwick issues and delays became very public
Therefore important to resolve the issues ….
Approach
• Make some of my time available
Formation of QinetiQ & DSTL
27
< 1990s
Air Force
Navy
Army
Radar
1997
1995
RAE
ARE
RARDE
1991
DERA
DRA
DRA
RSRE
DERA
• Air Systems
• Land Systems
DSTL
DERA
Security
Security
• Sea Systems
• Weapons
DG/T&E
DTEO
INM
APRE
DRPS
2001
2000
• Command & Info Systems
• Electronics
• Sensors & Processing
Protection &
Life Sciences
• Structural Materials
PLSD
• Ranges
• Air Capabilities
CBDE
• Engine Test
• Chemical & Biological
DOAC etc
CDA
QinetiQ
Sensors &
Electronics
• Human Sciences
• Chemical & Electronics
• Defence Analysis
Knowledge
Information
Systems
Future
Systems
Technology
Through Life
Services
&
Sensors &
Electronics
Knowledge
& Information
Systems
Future
Systems
Technology
Through Life
Services
Approach
• Make some of my time available
• Assembled a core team and have access to others (very
multi-disciplinary)
• Obvious places to start were:
• Swanwick – particularly software team, but also other
aspects of the project
• London Air Traffic Control Centre
• Stakeholders (CAA, NATS, Unions, companies, HMG,
etc.)
Software summary
• The number of reported ‘problems’ with the software were
correct – but several recorded ‘problems’ could relate to the
same issue/module
• Essentially some prior software was being used in a new
context (leading to anomalies) and bespoke software had
the usual bugs
• Lockheed Martin / Loral had a very good and robust system
in place – don’t change it
Given time the software will work!
Swanwick Summary
• Bespoke building finished
• Hardware all in and working
• Other systems in and working
• Some human factors concerns about displays
Training on the new system was on the critical path
−At the current rate, would not have enough air traffic
controllers to run the new system at planned date
−No more air traffic controllers available to train
−Recruitment and retention of air traffic controllers big issue
LATCC Summary
• Handling airport, approach and en-route functions
• Running at capacity for current system
• Computer support very unreliable and prone to breakdown
(last 1960s generation multi-processor mainframe of its
type operating in the world)
En-route was approaching melt down
Stakeholders Summary
• CAA and NATS naturally very defensive
• Air Traffic Control Unions really concerned about their
members jobs and future
• Airlines and airports worried about capacity
• Swanwick contractors – we just need time
• Ministry of Transport under pressure
Needed to effectively manage and engage with all the
stakeholders
Central Issues
• Allow time for the software to be tested and debugged
properly
• Get sufficient air traffic controllers recruited and then
trained to be able to operate the new system
• Get better support for the London Air Traffic Control Centre
system
• Get all the stakeholders on board and agree an overall plan
• Map out a date for the new system to become operational
Recommendations Summary
Summer 1998
• Keep going and do these additional things:
• Recruit X air traffic controllers and get them properly
trained (existing and new systems)
• New support contract for London Air Traffic Control Centre
system
 Operational transfer will occur in late January / early
February 2002
Outcome 1
• Recommendations accepted and adopted by all
• London Air Traffic Control Centre reliability improved
considerably – contract support for 4 years
• In 1999 Arthur D Little report critically on the finances and
management of the Swanwick project
• 27 January 2002: The Swanwick safety case is approved by
the Civil Aviation Authority and the National En-Route
Centre (Swanwick) becomes operational
Outcome 2
• As many European centres are facing major problems with
air traffic control systems, the UK is one of the first to have
a "new" system in operation
• En-route airspace over England and Wales reconfigured to
significantly increase capacity
• Progressively Swanwick takes on more functions from the
former London Air Traffic control Centre
• Prestwick subsequently successfully upgraded
Today’s UK Air Traffic Control successfully established
+ DERA’s credibility enhanced ahead of split and privatisation
BBC Swanwick video
http://www.youtube.com/watch?v=dyDXCwe1REQ
Questions?