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The range statement relates to the unit of competency as a whole. It allows for different work environments and situations that may affect performance. |
Operations may be conducted: | by day and night in variable weather conditions that will be associated with particular psychological and/or physiological limitations to performance |
Performance may be demonstrated in: | simulated air traffic control situations an operational air traffic control environment through a range of real or simulated problem-based scenarios at air traffic service operational units and/or aerodrome control towers |
Acute stress is: | stress suffered in the short term |
Chronic stress is: | stress suffered over a long period of time. Chronic stress must be treated clinically or it might lead to medical conditions that render a person incapable of performing ATS duties |
Air traffic control operations may be conducted: | in both normal and emergency/abnormal situations leading to some stress related behaviours |
Air traffic control workplace may be a workstation in: | Area Control Approach Control Aerodrome Control |
Deterioration of physiological condition may result from such causes as: | physical illness injury disease fatigue poor posture lack of rest substance abuse (e.g. drugs and alcohol) other potential physiological hazards of prolonged sedentary activity |
Deterioration of psychological condition may result from such causes as: | mental illness grief trauma interpersonal conflict overwork anxiety uncontrolled stress psychological effects of substance abuse (e.g. drugs and alcohol) secondary effects of illness, disease or injury |
Causes of stress may include: | emergency situations poor planning and prioritisation of tasks interpersonal conflict fear and anxiety insufficient knowledge to adequately manage tasks and contingencies inability to carry out simultaneous multiple tasks time pressures weather conditions unfamiliar situations illness |
Errors are made: | either unintentionally or intentionally and need to be managed |
Intentional errors are termed: | violations, and are underpinned by cultural and attitudinal factors. The remedial strategies to address intentional error are different to those addressing unintentional error. Intentional error or violation can be treated by addressing motivation, shifting culture and beliefs and/or reviewing the construction of written procedures to improve understanding and application such that workaround tactics are not necessary |
Unintentional error is treated by: | training to improve competence through increased knowledge and practice, recency, improved communication and decision-making ability |
Threat and error management categorises error into: | intentional non-compliance (violations) procedural error (operational deviation) communication error (miscommunications or lack thereof) proficiency-based error (lack of recency or currency) operational decision error (flawed decision-making processes) |
Intentional non-compliances involve: | a wilful deviation from regulation and/or operator procedures and might include using non-standard phrases (when standard phrases are available) or conducting checklists from memory |
Procedural errors are: | unintentional operating deviations from regulations and/or operator procedures in which the intention is correct but the execution is flawed |
Communication errors include: | miscommunications, incorrect interpretations, or failure to communicate pertinent information. Typically in ATS this might involve failure to read back and hear back correct instructions |
Proficiency errors involve: | a deficiency of knowledge or skills in the application of ATS duties. This might involve insufficient knowledge of ATS systems and equipment to produce a safe and efficient air traffic service |
Operational decision errors result from: | a non-standard decision making process and might include ignoring a more conservative option for a risky decision, taking a decision and not communicating this, or not effectively using the available time to make a decision. Decisions made in teams might be affected by group think |
Teamwork in an air traffic control environment includes: | coordinating operational information with the wider air traffic services community. The concept of a team should be extended beyond the immediate working team to include adjacent sectors and pilots within the jurisdiction airspace. This wider concept of teamwork will improve synergies and increase effectiveness and efficiencies. The immediate working team should exhibit shared situation awareness. For example, the Terminal Control Area (TMA) team will know the runway mode/Automatic Terminal Information Service regardless of the endorsed position worked |
Aeronautical decision making (ADM) enhances: | the basic concept of the conventional decision-making process by providing a structured and systematic approach to analysing changes. This includes an awareness of the importance of attitudes in the decision-making process; the need to assess alternatives; the ability to seek and consider all relevant information; the motivation to consider alternatives and to action the least commercially desirable but safest strategy. Furthermore, the time constraints that often characterise the nature of safety critical decisions also form an integral part of the ADM process |
Operators have a duty of care to: | take reasonable care to give all instructions and advice as is necessary to promote the safety of aircraft within the ATC area of responsibility. In practical terms this includes the obligation to comply with the operational responsibilities contained in operator s manuals and any other relevant instructions. The duty of care also includes an obligation to: (a) provide information that is accurate and not misleading, (b) warn of known hazards and (c) warn of potential hazards |
Situational leadership is: | is the skill needed to influence other members of the team and external people by using local knowledge and conditions. Situational leadership might exist in a position offered by the organisation. Furthermore, this type of leadership might exist only within certain situations that require a particular skill or knowledge as in a particular type of emergency |
Followership is important in the evaluation of team performance, the efficient use of team resources and improving team outputs, and is exhibited by: | being non-reactive offering information making particular suggestions offering constructive criticism solving confrontation and conflict |
Team behaviours will involve and should manifest as: | interaction between members with high levels of communication cohesion and team spirit resulting in high morale high productivity high levels of energy common and purpose-centred team activity shared responsibility and rewards within the team regular monitoring of team s performance by all members |
Dependent on the type of organisation concerned and the local terminology used, workplace procedures may include: | company procedures enterprise procedures organisational procedures established procedures regulatory standards and recommended practices |
Information/documents may include: | training curricula and syllabi Civil Aviation Safety Authority (CASA) regulations and Manuals of Standards (MOS) Local Instructions (LI) and Temporary Local Instructions (TLI) equipment manufacturers specifications and instructions Manual of Air Traffic Services (MATS) Aeronautical Information Publication (AIP) workplace procedures, instructions Training Standards Manual (TSM) ICAO Document 4444, ATM/501, Procedures for Air Navigation Services, Air Traffic Management occupational specification for air traffic controllers industrial certified agreements and awards training and assessment records documented learning and assessment strategies |
Applicable regulations and legislation may include: | International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARP) Civil Aviation Safety Regulations (CASR) and Manuals of Standards (MOS) relevant Defence Orders and Instructions Airservices Act (Cth) 1995 OH&S Legislation (state and federal) Civil Aviation Act (Cth) 1988 and the Civil Aviation Amendment Act 1995 |