Review Working Hours Roster Atcos18713

ED/ATM/2010/V1.
01-WHRS-CRPT
DIRECTORATE OF AIR TRAFFIC MANAGEMENT
REVIEW OF WORKING HOURS & ROSTER OF

AIR TRAFFIC CONTROLLERS
REPORT OF THE COMMITTEE

REVIEW OF WORKING HOURS & ROSTER OF AIR TRAFFIC CONTROLLERS
1. Introduction
1.1 Air traffic services cover a broad range of operations. The industry
worldwide is also facing considerable challenges from increasing traffic volumes and rapid
technological change. The role of the ATCO is to ensure the safe and expeditious flow of
air traffic through the airspace for which they have responsibility. Air traffic controllers
(ATCs) are generally considered one of the groups having to deal with a highly demanding
job. In fact, it entails a complex set of tasks requiring very high levels of knowledge and
expertise, as well as the practical application of specific skills.
1.2 A controller must remain alert and effective throughout the operational duty,
ready to cope with unexpected or unforeseen situations such as the consequences of aircraft
emergency declarations or extreme weather conditions. This causes extreme anxiety leading
to stress. It is not easy to properly define what stress is, although it is quite a common
experience for everyone. Stress is a part of everyday life and not necessarily a negative
phenomenon, being a physiological stimulus usually connected with human-environment
interactions.
1.3 An important stressful factor is shift work, connected with the requirement of
an optimum use of all mental faculties at all hours of the day and night, sometimes
irrespective of the workload. It has to be taken into account that an ATCO‘s work
performance can be impaired at certain hours of the day by an excessive workload, but it
can also be lowered during the night by a decline in mental and physical functions, in spite
of a reduced air traffic density. In fact, a lack of stimulation from a low workload can
further increase the normal drop in physical and mental efficiency during the night hours.
This can be particularly harmful while handling aircraft emergencies.
2. Stress
2.1 Stress is primarily a liveware issue although any of the SHEL interfaces may
be relevant to it. The incidence of stress-related illnesses among air traffic controllers
compared with more general populations varies in different contexts and may not be the
same in all States. It has long been contended that air traffic controllers endure excessive
stress because of their occupation. This has been attributed to aspects of ATC jobs such as
high task demands, time pressures or responsibilities, or inadequate equipment.
Occasionally, it has been attributed to environmental influences or liveware-liveware
interfaces such as conditions of employment, poor relationships between management and
controllers, insufficient appreciation of controllers‘ skills, the allocation of blame for
failure, excessive hours of work, inadequacies in training, disappointed career expectations
or ill-informed and unfair public disparagement of ATC.
2.2 Two other factors may contribute to stress. One is shift work, which can
disrupt sleep patterns and affect domestic and social relationships. The other is the modern
lifestyle, which seems to induce stress related symptoms in some individuals almost
regardless of their jobs. A controller with stress-related symptoms may have to be removed
December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 3 of 39

from active duties. This can be a costly but essential remedy since the safety and efficiency
of ATC must not be put at risk and problems of stress can be difficult to solve. It is much
better to prevent them by good workspace and task design, sensible working hours and
work patterns, supportive and understanding management and concern for individual health
and welfare. Because stress can have so many different causes, the successful prevention or
reduction of stress in any given circumstances depends on the correct diagnosis of its
origins.
2.3 If the ATC demands of a particular job are excessive for nearly everyone
doing that job, the demands must be reduced by redesigning tasks and reallocating
responsibilities. If the ATC demands of a particular job have become excessive for an
individual controller but not for most controllers, the individual should be transferred to a
less demanding job. If conditions of employment such as the working hours or work-rest
cycles rather than the ATC itself impose unavoidable stress on individual controllers, the
remedy is to adjust the hours of work, the work-rest cycles or other stress inducing
conditions of employment. If the rostering and shift patterns, including occasional or
regular night work, are far from optimum and lead to domestic difficulties or disrupted
sleep, changes are needed in those areas.
2.4 Caution is required regarding the expected effects of alleviating stress. There
may be compelling medical or humanitarian reasons for doing so, and cost benefits may
accrue through reduced staff turn overrates and consequent lower recruitment and training
costs. There may be safety or performance benefits but stress conditions are not always
closely correlated with incidents and accidents and the reasons for the alleviation of stress
are not confined to performance and safety. There have been many extensive studies of
stress in ATC but it remains a lively and contentious issue, not yet fully resolved.
3. Fatigue
3.1 An important liveware issue in SHEL model is that of controllers becoming

tired or fatigued, because when people are over-tired, their judgement can be impaired, and
the safety and efficiency of the ATC service can be put at risk. This is unacceptable, in
terms both of safety and performance and of occupational health and well-being.
Controllers must not become over-tired because of excessive working hours or
unreasonable task demands, and so the prevention of fatigue among controllers should exert
an important influence on management decisions. Remedies include splitting jobs, adjusting
staffing levels, curtailing shift lengths, improving work-rest cycles, giving further training,
providing more computer assistance and installing modern equipment.
3.2 Staffing levels have to make provision for adequate rest breaks during each
shift. The maximum recommended continuous work period without a break is normally
about two hours, especially under high traffic demands. Rest should be away from the ATC
environment — sitting back and trying to relax within the work environment is not the same
as rest, since the controller is still on duty and may have to resume work quickly at any

time. The controller must not have any ATC responsibilities during the rest period. Even if
traffic demands have been light and the controller has been under-loaded and bored, rest
breaks are still needed. Under-activity is never a satisfactory substitute for a real rest break.
3.3 Provision for meal breaks is necessary within shifts. The maximum shift
length depends on traffic demands, on whether the shift includes periods on call but not
actually working, and on various logistic factors. It is not prudent to end any shift,
particularly a night shift, at a time when the tired controller has to drive a car home through
rush-hour traffic. Even with rest and meal breaks, more than about eight hours continuous
work is not normally recommended unless the air traffic is light or intermittent. Controllers
who work a statutory number of hours may prefer longer shifts in order to have longer
continuous periods away from work, and rostering that results in several consecutive days
off duty at regular intervals is often highly prized, but must not be achieved at the expense
of severe fatigue through excessive shift lengths.
3.4 ATC commonly includes some shifts at night. The relevant evidence is
contentious but on the whole favours rotating shift patterns rather than several consecutive
nights working. Shifts should rotate later — that is, a morning shift may be followed by an
afternoon shift the next day, but an afternoon shift should not be followed by a morning
shift the next day. Age must be considered; older controllers may become more tired by
shift work, particularly if they have to return to shift work after a spell of normal day work.
Less night work may be advisable as controllers approach retirement age. While no
recommendation can be applicable to all individuals, it is advisable to reallocate controllers,
if necessary, to jobs that remain within their capabilities as they become older. Their greater
experience may compensate for age-related deterioration in performance to some extent, but
continuous sustained high levels of effort may be more tiring for them.
4. Work requirements
4.1 A liveware attribute in SHEL model, relevant to ATC is that the human has
specific needs from work which are fundamentally different from those of machines. As we
know, a machine can tolerate protracted idleness, but a human cannot. A machine can be
employed indefinitely on routine, unskilled, undemanding, repetitive tasks, but these are not
suitable for the human. A machine can monitor endlessly without becoming overtired,
bored, distracted or sleepy, but a human is not an efficient monitor for long periods with
little happening. A machine seems indifferent to other machines whereas the controller
seeks the good opinion and respect of colleagues and others.
4.2 Being human controllers have job and career expectations; they need to be
able to plan their futures. They can become disillusioned if their actual career or their career
prospects are below their expectations, even though their expectations may seem unrealistic
to others. ATC jobs now and in the future should recognize human aspirations for job
satisfaction. Among the most effective advocates of ATC as a profession are the controllers
themselves, provided that their jobs seem satisfying and meet basic human needs at work. If

ATC is to thrive when it becomes more automated, controllers‘ attitudes towards its
automated forms should be as favourable as they are towards its more manual forms.
5. Objective
5.1 The senior management of AAI has recognized the ill effect of stress and
fatigue in shift work by ATCOs on their ability to perform their best. Therefore in order to
reduce the stress associated with shift duty work for controller‘s individual health which
will ultimately improve safety standards in the long run, a committee was constituted by ED
(ATM) comprising of following officers to rearrange the duty hours in the roster to provide
a clear off.
1. Shri D. Ghosh, GM (ATM-SQMS), CHQ Chairman

2. Shri Satyajit Dutta, Jt. GM (ATM-SQMS), CHQ Member
3. Shri D.S. Raghavan, Asstt. GM (AS), CHQ Member
6. Terms of Reference
6.1 The terms of reference to the committee are as follows:
i) One clear working day off in a week for ATCOs.

ii) Reduction of stress and fatigue of the ATC including assessment of workload of
ATC
iii) Provision of relieve to ATCOs during shift so as to address stress and fatigue level.
iv) Study the roster pattern prevalent in other countries viz., USA, Europe & Australia etc.
7. General Consideration
7.1 Approaches for managing controller roster, will depend on watch hours at the
airport, number of ATS units, and available manpower at the airport. A clear disadvantage
of defining a new of roster pattern to provide a clear off in this environment is the lack of
availability of adequate manpower, though modernization of ATS facilities are taking place
at various airports rapidly. In India normally a uniform roster is followed wherever working
hours is 24 hours a day and 7 days a week. At other airports where watch hours is for
limited duration, rostering is based on the available manpower and as per the requirement of
the airport. In developing the working hours and rostering, fatigue was also taken into
consideration. The Group drew on available roster data from four metro airports, regulatory
guidelines from other countries, and current operational practice in India. Controllers in
India have a fixed place of work with relatively regular rosters for a reasonable period of
time, they have regular health and proficiency checks, safety is an extremely high priority in
the industry, and AAI is already accustomed to rigorous audit by the regulator (DGCA) and
international organisation like ICAO.

7.2 Work-rest cycles is a contentious issue in air traffic control. Some

recommended guidelines are available in ICAO documents and from working hour
regulations of other countries. As per these documents, the maximum working week should
be of the order of 32-40 hours. The maximum recommended shift length, including short
breaks and a longer break for a meal, lies between eight and ten hours, though night shifts
may be somewhat longer (10-12 hours) if they include more rest period. The maximum
period of continuous work without any break at all should not normally exceed two hours.
All rest breaks should be away from the air traffic control work environment so that the
controller can relax and don‘t have to watch the displays. It should never be necessary to
resume control duties immediately and unexpectedly during a break. Normally a rest break
should allow time for tea, coffee, and for the use of toilet facilities, and for brief
conversations without undue haste. Its actual length depends on how near these facilities are
to the place of work. Rest breaks should always be taken, whether the controller has been
busy or not. Obviously a busy controller needs a break after two hours. Less obviously a
controller who has had little to do while on duty also needs a break as the time will have
dragged. Light traffic loading is not an adequate reason for dispensing with rest breaks.
7.3 The group met several times to identify the core issue of stress and came to
the conclusion that a clear off day after night duty will help in considerably reducing the
same. The group came to the conclusion that workload assessment and relieve to ATCOs
during shift is an issue which should be considered in accordance with the watch hours,
number of ATS units, traffic scenario and available manpower. If the overall manpower
requirement to man all the channels is catered to, the issue would get resolved to a large
extent. However, in order to prepare a broad guide line it was decided to restrict the study to
number of ATS units, traffic scenario and available manpower at four metro airports (viz.,
Delhi, Mumbai, Kolkata and Chennai).
8. A Brief on Agreement between AAI Management & ATC Guild in 1994
8.1 As per agreement between AAI management and representatives of ATC

Guild India on 28th April 1994, it was decided that the duty hours of ATCOs working in
shift duties would gradually be reduced upto 36 hours per week, with a provision of one
weekly off. It was planned to achieve this through recruitment, training and rationalization
process in three years time from then.
9. A Brief on ICAO Guidelines
9.1 The ‗ICAO Manual for Professional career for Air Traffic Controllers
Guide‘, has recommended the following working conditions for ATCO doing shift duty:
i) Work shift cycles should be based on having at least two (2) consecutive days free
per week.
ii) Work shifts that include night work should have a morning, afternoon, and night
rotation system.

iii) Consecutive night shifts are not recommended.
iv) Shift systems should not include night work on the same day a morning shift ends.
v) At least thirty hours of rest are recommended after working a night shift.
vi) With alternate shifts, there should be no more than three consecutive morning shifts
per week.
vii) Operational time and its resting periods should not exceed thirty-two hours a week.
viii) Each daytime shift or shift of intense activity should not exceed eight hours
including rest period.
ix) At least twelve consecutive hours of rest should be provided for between shifts.
x) Operational controllers should spend no more than two consecutive hours at work
and this period should be reduced to 90 minutes for controllers working in a radar
environment. This operational time can be reduced according to the amount of traffic
being handled.
xi) Controllers should have at least one (1) hour for meals in the morning and evening
shifts and 40 minutes in the case of shifts of less than 8 hours.
xii) Controllers working night shifts should have at least one (1) hour of rest
9.2 The ILO recommendation says:
“the maximum hours of attendance at the place of work per week by ATCOs should
normally be less than the generally accepted number of attendance per week completed by
other workers in civil aviation in the state concerned.”
9.3 Thought it may not be possible to implement all the ICAO recommendations
while redefining the working hours and rosters of ATCOs with the present strength of
manpower. All efforts will be made to meet maximum number of recommendations.
10. Roster pattern of other countries
10.1 As per the terms of reference of the committee roster patterns of some of the
countries are appended below before reaching a conclusion:
10.1.1 Australia:
 Controllers work a 72 hour fortnight.

 4 on 2 off cycle - this may vary 3 on 3 off, 3 on 2 off.
 Required days off are 1 after 4 shifts, or 2 after 5 shifts or 3 after 6 shifts (rostered).
 Maximum run of shifts (including overtime) is 10 hours.

 Shift lengths are between 6 and 10 hours - average 7 to 8 hours.

 During a shift controllers normally work for about 2 hours at the console then have a
half hour break - if staffing permits time at console is shorter/breaks are longer.
 The breaks don't apply on the overnight shifts.
 Controllers have a minimum 10 hour break between shifts - most cycles have "quick
changes" so we start a cycle on a late shift then finish on a morning/overnight shift. End
result is an apparently longer "weekend".
 Alternatively the roster may be for a block of mornings/afternoons/nights.
 Controllers occasionally get called in on days off to cover absences - this is generally
optional and paid at about time and a half, plus travelling time.
10.1.2 USA
10.1.2.1 In the United States, work-rest schedules for ATCs are comprised of
8-hour shifts (limited to a maximum of 10 hours with overtime) with a minimum of eight
hours off duty between shifts. Over the course of a shift, ATCs are allotted one cumulative
hour for breaks and the maximum time on position between breaks is limited to two hours.
A commonly used Federal Aviation Administration (FAA) ATC schedule involves working
two eight hour evening shifts, then rotating to two eight hour day shifts followed by a single
eight hour night shift. Shift intervals are often rotated counter-clockwise within this
schedule, resulting in a compressed work week often referred to as a 2-2-1 counter-
clockwise rotation. For example, an ATC may work the following typical duty rotation:
Day 1: 1600-0000
Day 2: 1400-2200
Day 3: 0800-1600
Day 4: 0600-1400
Day 5: 0000-0800
10.1.3 Italy:
10.1.3.1 Most of the air traffic control centres have adopted a very rapidly-
rotating shift system with daily rotation (1 Afternoon – 1 Morning – 1 Night), followed by 2
days-off, in order to cause less disturbance to the normal circadian rhythm (describes a
pattern repeated approximately every 24 hours ) of body functions, including performance.
The night shift is followed by two rest days, to minimise sleep deficit and fatigue and allow
an immediate recovery of lost sleep. Moreover, there is an adjustment of the length of the
shifts according to the workload: 6 hours on the busiest morning shift (from 0700 to 1300),
7 hours on afternoon shift (from 1300 to 2000) and 11 hours on night shift (from 2000 to
0700). During the night shift, the controllers are entitled to a rest break of 2-3 hours during
which they can sleep in rest rooms next to the control room. ― As many of them are long-
distance commuters and have to spend about two hours travelling from home to work, they

prefer in some cases to concentrate morning and night shifts on the same day to reduce
journeys and have a longer rest period. In fact, the 6-day shift cycle changes from scheme A
to scheme B (shown in Table below), having 3 work shifts concentrated in 42 hours (instead
of 66 hours), thus allowing three complete rest days, instead of two, before the beginning of
the following cycle. The controllers greatly appreciate this opportunity as it gives them
extra time for leisure and social activities.‖
Different shift schemes adopted by air traffic controllers in Italy
Scheme A Scheme B
1st day Afternoon (1300-2000) Afternoon (1300-2000)
2nd day Morning (0700-1300) Morning (0700-1300) and

Night (2000-0700)
3rd day Night (2000-0700) (Night ends at 0700)
4th day (Night ends at 0700) Rest

5th day Rest Rest
6th day Rest Rest
10.1.4 New Zealand
10.1.4.1 Hours of work
10.1.4.1.1 The maximum rostered hours of work shall normally be 7 hours 30 minutes
per shift, except that this maximum may be varied with the agreement of a majority of the
staff concerned. Extension of any shift shall be to a maximum of 9 hours 30 minutes. The
ordinary hours of work in any equivalent week shall not exceed 35 averaged over three shift
cycles, or 36 days, whichever is the lesser.
10.1.4.1.2 All Shift workers - Where the ordinary hours of work in any equivalent week
are rostered at less than the maximum of 40 hours, time worked as extended duty but not as
recall duty up to the appropriate maximum ordinary hours in any shift shall count as
ordinary time worked until eight hours is exceeded (8 hours 5 minutes for ATC Trainees),
or the maximum of 40 hours is exceeded within the equivalent working week.
10.1.4.1.3 All the above-mentioned hours exclude meal breaks. Any extended duty after
8 hours of work, excluding meal breaks (if any), is overtime.
10.1.4.1.4 Notwithstanding anything in this clause and with the agreement of 75% of
the staff concerned, and after consultation with the Association, a night shift of ten hours
ordinary time may be worked provided that each employee has the opportunity for a
horizontal rest of not less than three hours duration during the shift. For the purposes of this
sub-clause a night shift shall be worked wholly between the hours of 8pm to 8am.

10.1.4.2 Breaks between work periods: The minimum break between

consecutive work periods or shifts shall be 12 hours, provided that, with the agreement of
all staff working the cycle, the minimum break period may be reduced to not less than nine
hours on not more than one occasion in each shift cycle.
10.1.4.3 Rosters
10.1.4.3.1 At ATS facilities where the pattern of work or coverage required makes the
2/1 roster concept unsuitable, or extra staffing cannot be justified, other roster sequences
such as 5/2 may be utilised after agreement with the Association.
10.1.4.3.2 Rosters, and any subsequent general amendments thereto, shall normally be
promulgated four weeks prior to their effective date. Employees shall be given at least 24
hours notice of any change in their rostered duty. These periods of notice may be reduced
with the agreement of the employee(s) concerned.
10.1.4.3.3 Where rosters are to be constructed on the 2/1 concept, the following cycles
are available:
a) 3 day shiftcycle - 2 shifts on, 1 day off
b) 6 day shiftcycle - 4 shifts on, 2 days off
c) 9 day shiftcycle - 6 shifts on, 3 days off
d) 15 day shiftcycle - 5 shifts on, 2 days off followed by 5 shifts on, 3 days off
e) 36 day shiftcycle –
10.1.4.3.4 A combination of working days and off duty days of which not
more than 24 are working days and not less than 12 are off duty days, to be agreed by the
majority of the staff working the roster at the time it is designed.
10.1.4.3.5 The number of consecutive day duties worked shall not exceed seven,
including recalls and the number of consecutive rostered duty days shall not exceed six.
10.1.4.3.6 As far as practicable all rosters should be designed using one of (b), (c), (d)
or (e). Shiftcycle (a) is restricted to cycle changes where it is necessary to preserve the unit
pattern or where an employee takes up an alternative sequence. [The two most common
shiftcycles by far are the 6 day shiftcycle (4:2) and the 9 day shiftcycle (6:3).]
10.1.4.3.7 Where a roster provides for two consecutive off duty days, the minimum
break shall be 60 hours. Where a roster provides for three consecutive off duty days, the
minimum break shall be 84 hours. These minimums may be reduced where agreed by the
majority of staff working the roster at the time it is designed.
10.1.4.4 Shift Cycles - Maximum Hours of Duty.

10.1.4.4.1 Except in emergency situations, the maximum hours of duty in each shift
cycle including extended duty and recall duty (but excluding meal breaks) shall be as
follows:
a) 3 day shiftcycle 22.5 Hours
b) 6 day shiftcycle 39.5 Hours
c) 9 day shiftcycle 58.5 Hours
d) 15 day shiftcycle 98 Hours
e) 36 day shiftcycle 225 Hours
For ATC employees in area control centres, provision shall be made for a rest break after
two hours of radar duty or after 2.5 hours of other controller duty.
10.1.5 NATS, UK
 Maximum time on radar is 2 hours, and then a 30 minute break is provided.

 Most positions, including planner positions, have enhanced relief during the day (7am
to 8pm) of 1 and 1/2 hours max.
 12 hours minimum off between shifts. Max shift length is 10 hours.
 Normal cycle pattern is:
2 x mornings - (7 hours),
2 x afternoons - (8 1/2 hours),
2 x nights - (8 1/2 hours) or
4 days off
 No more than 6 consecutive days can be worked in a row.

 After nights a period of 56 hours is needed before next shift (in the case of overtime).
 On night shifts we comply with the standard SCRATCOH rules above, each doing 2
hours on maximum with a 30 minutes minimum break.
 Controllers do combine sectors down to the minimum, but all must be manned with
both a Tactical and Planner controller.
10.1.6 Maastricht (Eurocontrol)
 Controllers work a 4 on 2 off shift cycle.

 It is backward rotating i.e. starting on an afternoon and finishing on a night after a
morning on the 3rd day or a morning duty 6:30 to 12:30 on the 4th day.
 Shift lengths are calculated to average out to the equivalent of a 36 hour working week
with 1.5 hours allowed for self briefing and administration etc. So a total 37.5 week.
 The minimum time between shifts is 10 hours.
 On the day shifts a maximum of 2.5 hours without a break is permitted. On the night
shifts that becomes four hours.

 Break percentages are 25% during the day and 33% at night with a minimum of 30
minutes per break.
 There are also rules for the maximum number of consecutive shifts. 6 operational
duties are allowed with more allowed if the last ones are office duties for meeting etc.
 This allows us to swap duties or to work overtime which is voluntary and
compensated at 150% weekdays and 200% weekends.
 Minimum breaks are specified after working 6 days (30 hours) and for longer periods.
There are also limits for the minimum number of rest days per month.
10.1.7 Republic of Cyprus
10.1.7.1 Air Traffic Controllers are civil servants and part of the work force of
the Department of Civil Aviation, at the Ministry of Communications and Works of the
Republic of Cyprus. The places of employment are initially the airports of Larnaca or
Paphos.
10.1.7.2 The nature of the job requires Controllers to work around the clock,
on weekends and on public holidays. Day shift at the airports is from 08:00 in the morning
until 19:00 in the evening. The Night shift is from 19:00 to 08:00 next morning. Typically,
two controllers are on duty on each shift. Working conditions at Nicosia Area Control
Center is slightly different, since the 24hour cycle is split into three shifts of eight hours
each (morning, afternoon and night). The normal work cycle is two days of work (one day
and one night shift) and then two days of rest.
11. Proposal received from various airports
11.1 Chennai
11.1.1 Chennai has proposed a five roster pattern by adding one more shift with
the existing shift with no change in timings, and demanded additional manpower for
manning the fifth shift.
11.2 Kolkata
11.2.1 Kolkata has also proposed a five roster pattern like Chennai by adding
one more shift with the existing shift with no change in timings, and demanded
additional manpower for manning the fifth shift.
11.3 Delhi
11.3.1 Delhi has proposed two types of roster pattern. One is seven shift roster and
the other one is 10 shift roster with overlapping duty hours and shifts.

11.3.2 Seven shift roster is presented below:
1 2 3 4 5 6 7 8 9 10 11 12 13 14
TEAM A M LM N LN Off Off Off M LM N LN Off Off Off
TEAM B LM N LN Off Off Off M LM N LN Off Off Off M
TEAM C N LN Off Off Off M LM N LN Off Off Off M LM
TEAM D LN Off Off Off M LM N LN Off Off Off M LM N
TEAM E Off M LM N LN Off Off Off M LN N LN Off Off
TEAM F Off Off M LM N LN OFF Off Off M LM N LN Off
TEAM G Off Off Off M LM N LN Off Off Off M LM N LN
M=0730-1800=1030HRS
LM=0900-1930=1030HRS
N=1800-0730=1330HRS
LN=1930-0900=1330HRS
CYCLE OF 5+2 DUTY WITH 5 DAYS DUTY OF TOTAL 48 HRS AND 2 DAYS OFFS IN 7 DAYS
WSO, TSUP, ARO WILL DO 0730-1930 DUTY SO TOTAL 4 EACH
TWR-N TAR JCAC

MINIMUM RATED IN A TEAM
TWR-M SA BFG-A
TAR =2
TWR-S RSR-E AIS
SMC-N RSR-W DEP RSR=2
SMC-M PLC-E EEP PLC=2
SMC-S PLC-W FIC TWR=7

CLD A-E NONRATED=9
ALPHA A-W WSO, TSUP, ARO WILL DO 0730-1930 DUTY
SO TOTAL 4 EACH
TOTAL REQUIREMENT IN EACH TEAM=22
TOTAL STRENGTH REQUIRED=176+4=180
In this proposal, effectively there are two shifts:
day : two shift combined in 12 hours (from 0730 – 1930)
night: two shift combined in 14 hours (from 1800 – 0900)
11.3.2.1 In this pattern a controller performs continuously two day duty of 1030 hours
and then two night duty of 1330 hours and then gets two clear off and performs 48 hours
duty in 7 days.
11.3.2.2 Performing two night duties of 1330 hours duration on two consecutive days
may be very tiring. This would be in violation of ICAO recommendations. Further as per
the proposal WSO, TSUP and ARO will perform duty from 0730-1930 only. The proposal
does not consider the period between 1930-0730. Moreover, leave and training reserve was

not taken into consideration. The requirement of manpower shown is much less than the
actual need. Therefore, it may not be possible to accept the pattern.
Instead of following such a complicated pattern, duties may be divided into four shifts, day
and night of 12 hours each followed by two clear off.
11.3.2.3 The other proposal of nine shifts is also very confusing and may not be
practical to implement at busy airports.
11.3.2.4 Annexure-1 is enclosed with the complete proposal of all the four metro
airports (Delhi, Mumbai, Chennai and Kolkata).
11.4 Mumbai
11.4.1 Mumbai has proposed several new working positions which require a large
number of additional man-power. This proposal may not be possible to implement at
present, however when sufficient man-power is available the proposal may be studied
further.
Total Operational ATC Working Positions = 50
Multiplication factor for required manpower for H24 OPS = 10 (Approx.)
Total Operational Manpower Required for H24 Ops = 500
Total available manpower in general duty = 12
Required Manpower in general duty = 40
TOTAL MANPOWER REQUIRED = 500+42 = 542
EXISTING MANPOWER AT CSI = 220
DEFICIT IN MANPOWER AT CSI = 322
Therefore Mumbai did not provide any input to prepare roster with the existing manpower
to provide a clear off in a week.
12. The Proposal of the committee
12.1 The scheduling of shifts and breaks should accommodate relevant factors
external to air traffic control.
 One of the most important factors is the traffic conditions while travelling to and from
work, particularly when going home after a busy shift. Driving home in the morning
rush hour after working all night is not a good idea.
 Another factor is the scheduling of work, so that it does not cause more domestic
difficulties, particularly if a partner has a day job with normal hours. Work-rest cycles
should treat particular individual difficulties sympathetically wherever this can be done
without unfairness or special privileges. For example, older people returning to night
shifts after remaining away from night duty for some time may need extra time to
readapt to the cycle, and may experience initial difficulties in remaining alert all night.
A few may find it impossible to readapt, but most can, given time and patience. The
personality dimension of morningness, which may have a physiological basis and makes

some livelier in the mornings and others livelier in the evenings, has interacting effects
with work-rest cycles among controllers.
 A further factor is the feasible extent of job rotation within the watch. A rest break of
20-30 minutes after every 2 hours in channel is recommended in most countries.
12.2 The existing roster system
12.2.1 In fact no concrete proposal is received from any of the busy airports which
may be implemented with the existing manpower to provide a clear off. Before we come
out with a proposal let us recall and review the present roster system. In the present roster
system, wherever there are round the clock duties, four days four shift cycle is followed as
shown below:
DATE Cycle Shift Timings Total Working Hours

Monday Afternoon 13:30-19:30 6:00
Tuesday Morning 07:30-13:30 6:00
Wednesday/ Thursday Night 19:30-07:30 12:00
Thursday Night Off Duty already performed Duty already performed
Friday Afternoon 13:30-19:30 6:00
Saturday Morning 07:30-13:30 6:00
Sunday Night 19:30-07:30 12:00
Monday/ Tuesday Night Off Duty already performed Duty already performed
Timings Working Hours 1 2 3 4 5 6 7 8 9 10

1330-1930 0600 A D C B A D C B A D
0730-1330 0600 B A D C B A D C B A
1930-0730 1200 C B A D C B A D C B
N. Off - D C B A D C B A D C
12.2.2 Salient features:
a) In the above roster pattern a controllers performs 6 hours of duty per day without
any clear off.
b) In two roster cycle (i.e., in eight days) a controller performs 48 hours of duty.
c) In ten days a controller performs 60 hours of duty.
d) In five roster cycle (i.e., in 20 days) a controller performs 120 hours of duty.
e) In a month (say in 30 days) a controller performs 180 hours of duty.
f) This roster pattern does not provide any clear day off to ATCOs.

12.3 The Proposed Roster patterns
12.3.1 Proposal No. 1
12.3.1. 1 If we have to provide a clear off following the present roster pattern then we
have to create one additional shift with the same manpower. It will be a five day roster
pattern instead of present four day roster pattern with five shifts. This pattern is proposed by
Chennai and Kolkata airport. The duty pattern for a controller should be as under:
Days Cycle Shift Timings Working Hours
Monday Afternoon 13:30-19:30 6:00
Tuesday Morning 07:30-13:30 6:00
Friday Clear Off Not/Applicable Nil
Saturday Afternoon 13:30-19:30 6:00
Sunday Morning 07:30-13:30 6:00
Monday / Tuesday Night 19:30-07:30 12:00
Wednesday Clear Off Not/Applicable Nil
12.3.1.2 Salient features:
i) In this roster pattern a controller performs 6 hours of duty per day with a clear off on
the fifth day. Controller does not perform any duty on clear off day.
ii) This roster pattern provide one day clear day off to ATCOs in each roster cycle of
five days.
iii) Controller performs 36 hours of duty in seven days (one week).
iv) In two roster cycle (i.e., in 10 days) a controller performs 48 hours of duty with two
clear off.
v) In four roster cycle (i.e., in 20 days) a controller performs 96 hours of duty with four
clear off.
vi) In a month (say in 30 days) a controller performs 144 hours of duty with six clear
off.

12.3.2.1 The proposed five days five shift roster cycle above is the extension of the
present system and makes a controller work for 12 hours during night shift, which does not
meet ICAO requirement and practice in many advanced countries where traffic volume is
more. In fact wherever traffic volume is more 6 hours shift is recommended. To cater to this
requirement the night shift of 12 hours may be divided into two shift of 6 hours each with a
clear off on the sixth day with six shifts as shown below:

Monday Morning 07:30 – 13:30 6:00
Tuesday Afternoon 13:30 – 19:30 6:00
Wednesday/ Thursday Late Afternoon 19:30 – 0130 6:00
Friday Night 01:30 – 0730 6:00
Saturday Clear Off Not/Applicable Nil
Sunday Morning 07:30 – 13:30 6:00
Monday Afternoon 13:30 – 19:30 6:00
Tuesday/ Wednesday Late Afternoon 19:30 – 0130 6:00
Thursday Night 01:30 – 0730 6:00
Friday Clear Off Not/Applicable Nil
Shift Timings Working Hours 1 2 3 4 5 6 7 8 9 10

0730 – 1330 0600 A F E D C B A F E D
1330 – 1930 0600 B A F E D C B A F E
1930 – 0130 0600 C B A F E D C B A F
0130 – 0730 0600 D C B A F E D C B A
Night Off ---- E D C B A F E D C B
Clear Off ---- F E D C B A F E D C

i) In this roster pattern a controller performs 6 hours of duty per day with a clear off on
the sixth day. Controller does not perform any duty on clear off day.
ii) This roster pattern provide one day clear day off to ATCOs in each roster cycle of
six days.
iii) Controller performs 30 hours of duty in seven days (one week).
iv) In two roster cycle (i.e., in 12 days) a controller performs 48 hours of duty with two
clear off.
v) In four roster cycle (i.e., in 30 days) a controller performs 120 hours of duty with
four clear off.

12.3.3.1 Most of the countries including USA, UK, Europe and Australia, 8 hours
roster pattern is followed. Taking feedback from all major stations, studying roster pattern
of four metro airports (Delhi, Mumbai, Kolkata & Chennai) and lot of deliberation and
discussion amongst the committee members the following proposal is made:

Monday Morning 07:00-15:00 8:00
Tuesday Afternoon 15:00-23:00 8:00
Friday Clear Off N/A Nil
Saturday Morning 07:00-15:00 8:00
Sunday Afternoon 15:00-23:00 8:00
Monday/ Tuesday Night 23:00-07:00 8:00
Wednesday Clear Off N/A Nil
Timings Working Hours 1 2 3 4 5 6 7 8 9 10

0700-1500 0800 A E D C B A E D C B
1500-2300 0800 B A E D C B A E D C
2300-0700 0800 C B A E D C B A E D
N.OFF - D C B A E D C B A E
C.OFF - E D C B A E D C B A
a) In this roster pattern a controller performs 8 hours of duty per day with a clear off on
the fifth day. Controllers do not perform any duty on clear off day.
b) This roster pattern provide one day clear day off to ATCOs in each roster cycle of
five days.
c) In each roster cycle of five days controller performs 24 hours of duty out of total 110
hours.
d) Total duty hours per week will depend on from which duty the first day of the week
is counted, with maximum of 40 hours duty;
e) In two roster cycle (i.e., in 10 days) a controller performs 48 hours of duty with two
clear off.
f) In four roster cycle (i.e., in 20 days) a controller performs 96 hours of duty with four
clear off.
g) In a month (say in 30 days) a controller performs 144 hours of duty with six clear
off.

12.4 Comparison of Current and Proposed Shift Pattern
12.4.1 Comparison between 4 shift/days, 5 shift/days and 6 shift/days roster cycle
Total handover/takeover
Sl. Shift pattern Clear
working briefing
No. off
hours in 30 before taking over shift
days
1. 4 shift/4 day roster cycle
180 6 hours in 30 days No
(6hr - 6hr – 12hr - 0)
144 6 hours in 30 days Yes
(6hr - 6hr - 12hr - 0 - 0)
(8hr - 8hr - 8hr - 0 - 0)
(6hr - 6hr – 6hr – 6hr – 0 - 0)
12.4.2 It may be noted that the hours of duty per 30 days is reduced from present
180 to 144 hours in 5 days/ 5 shift roster cycle and which gets further reduced to 120 hours
in case of 6 days/ 6 shift roster cycle. However, these working hours do not include hand
over/ take over and briefing period in the beginning of the shift as enumerated in DARA
Circular 2 of 1997. Therefore, the working hours is catering to the international standards
also.
12.4.3 A Comparison between Present roster & Proposed roster vis-à-vis ICAO
guidelines
ICAO Recommendation Present Proposed
1 Shift Cycle should have at least two (2)

Not catered to Not Catered to
consecutive days free per week
2 Work shifts that include night work should have a
Not Catered to Catered to
morning, afternoon, and night rotation system.
3 Consecutive night shifts are not recommended. Catered to Catered to
4 Shift systems should not include night work on the
Catered to Catered to
same day a morning shift ends.
5 At least thirty hours of rest are recommended after
working a night shift.
6 With alternate shifts, there should be no more than
three consecutive morning shifts per week.
7 Operational time and its resting periods should not
Not catered to Not catered to
exceed thirty-two hours a week.
8 Each daytime shift or shift of intense activity
Not Catered to Catered to
should not exceed eight hours including rest time.
9 At least twelve consecutive hours of rest should be
Catered to catered to
provided for between shifts.

10 Operational controllers should spend no more than To be catered to

two consecutive hours at work and this period Catered to but by mentioning in
should be reduced to 90 minutes for controllers not mentioned the roster and by
working in a radar environment. This operational in roster providing
time can be reduced according to the amount of adequate
traffic being handled. manpower.
11 Controllers should have at least one (1) hour for Not Catered to Catered to by
meals in the morning and evening shifts and 40 mentioning in the
minutes in the case of shifts of less than 8 hours. roster
12 Controllers working night shifts should have at Not Catered to Not Catered to
least one (1) hour of rest for every four hours of
work.
13. Analysis of the proposed Roster patterns
13.1 Though the proposed 5 days/6days cycle roster pattern (Proposal No. 1 & 2)
caters to most of the ICAO recommendation and practice in other countries, but it cannot be
implemented as of now with the available manpower. Once manpower at each station is
augmented to cater to one additional shift, we may adopt 5 days/ 6 days roster cycle pattern
as proposed. The available manpower will not allow us to create additional shifts.
Therefore, we have to look for some other roster pattern to provide one clear off to
controllers per week with the available manpower.
13.2 The existing four shift roster includes additional manpower to cater to night
duties. For night duties in almost all channels double manpower is provided to cater to
double the hours of duty compared to morning/ afternoon duties. This additional manpower
remains in morning/afternoon shift, though so many controllers may not be required to run
such shifts. Rosters of all metro airports were studied and it was found that by reducing the
manpower in existing shift a new shift may be created. Initially the situation may be little
tight, but with the augmentation of manpower after the JETs are posted to stations, situation
will ease out. In fact this appears to be the plausible solution to the requirement of providing
one clear off after performing night duty with the existing manpower.
14. RECOMMENDATIONS OF THE COMMITTEE
14.1 Roster Pattern
14.1.1 In order to adopt a shift pattern in accordance with guidelines of ICAO and
best practices followed in countries and considering the current manpower constrains five
day shift roster with eight hours per shift would be the best option out of the three proposal.
This is a rotating shift system with daily rotation (1 Morning – 1 Afternoon – 1 Night),
followed by 2 days-off (night-off and clear-off), in order to cause less disturbance to the
normal circadian rhythm (describes a pattern repeated approximately every 24 hours) of
body functions, including performance. The night shift is followed by two rest days, to

minimise sleep deficit and fatigue and allow an immediate recovery of lost sleep. A model
roster is prepared for 10 days showing the duties of five shifts:
Shift/ Total working 1 2 3 4 5 6 7 8 9 10

Timings Hours
0700-1500 0800 A E D C B A E D C B
1500-2300 0800 B A E D C B A E D C
2300-0700 0800 C B A E D C B A E D
Night Off - D C B A E D C B A E
Clear Off - E D C B A E D C B A
14.1.2 As many of controllers are long-distance commuters and have to spend about
one-two hours travelling from home to work, they may sleep in rest rooms next to the ATS
units, after the afternoon duty and go home the next day. It will be left to the controllers to
decide whether to go home or stay back and sleep in the rest room after afternoon duty, as
afternoon shift will break at 2300 hrs i.e., almost midnight.
14.1.3 It is proposed that duty hours per shift shall be 8 hours including night duty.
Relieve practice existing in other countries and recommended by ICAO should be followed
viz., ‗operational controllers should spend no more than two consecutive hours at work
followed by relieve of 30 minutes‘. This will require providing three controllers for two
working positions. Manpower per shift may be decided accordingly.
14.1.4 The timings of the shifts proposal are not rigid; it may be shifted one hour
early or late as per the requirement of the controllers/station and depending on the traffic
pattern. The duration of morning shift may be made 7 hours and afternoon may be made 9
hours. In case 2300 hrs is considered late for afternoon duty to end, then it may be kept
2200 hrs and one additional hour may be added to night duty.
14.1.5 This proposed 5 day cycle roster pattern caters to most of the ICAO
recommendations and requirements set by ED (ATM) viz.
 One clear working day off in a week.

 Six clear off in a month (30 days).
 Reduction of stress and fatigue of ATCOs as their working hours will reduce by 36
hours per month.
 Provision of relief during shift duty will be specified in the roster

 It is in line with the roster pattern of other countries.

14.2 Rest & Relief
14.2.1 Break from continuous duty:
14.2.1.1 No operational duty on ATC channel shall exceed a period of two hours
without a break except for supervisor position. The period on operational position should be
adjusted to avoid the performance degradation concerning the volume and complexity.
WSO/ Supervisors of units shall ensure proper relief of the controllers who are working on
channel.
14.2.1.2 Each station should be advised to ensure provision of adequate rest and
relived mechanisms which need to be standardized including size of the rest room, number
of beds to be made available, facilities such as Television, water dispensers with provision
of both hot and cold water, refrigerators, microwave ovens, massage chairs, reclining chairs,
Library facilities with both aviation subject and general materials, a well equipped gym,
individual storage locker facility etc.
14.2.2 Maximum Period of Duty
14.2.2.1 Within 720 consecutive hours (30 days) the aggregate period of duty and on
call duties shall not exceed 200 hours.
14.2.2.2 The maximum hours of attendance at the place of work per week by ATCOs
should normally be less than the generally accepted number of attendance per week
completed by other officials working in general duty, which is one of the important
recommendations of ILO and Eurocontrol.
14.2.3 Interval between Period of Duty
14.2.3.1 There shall be an interval of not less than 12 hours between the conclusion of
one period of duty and the commencement of the next period of duty.
14.3 Stress relieving measures
14.3.1 Controllers are to be trained frequently in stress relieving mechanisms such

as Yoga, Meditation etc.
14.3.2 The ambience of working environment which is one of the contributing

factors for stress should be standardized, as some of the Radar stations are very cramped
with inadequate lighting and ventilation. Standard measures such as uniform lighting,
adequate spacing between two consoles or units, placing of artificial plants inside the units
etc are some of the definite measures for stress relieving.
14.3.3 Adequate provision to be made to cater to the refreshment requirement of the

working controllers in the shift with proper canteen facility.

14.4 Penalty Rates
14.4.1 ATCOs who are required to work any additional hours outside of their
ordinary hours of work in the shift, he/she may be paid at the rate of 1.85 for all additional
hours worked, for Gazetted / public holidays this rate will be 2 times for all additional hours
worked.
15. Future plan
15.1 The proposal presented above has been prepared based on present day
manpower availability. As such this is not an ideal solution to the various stress and fatigue
related recommendations of different agencies. Since a regular recruitment drive is being
undertaken by AAI, it is expected that the strength of ATCOs would be segmented
considerably in few years time. The committee deliberated on the subject and prepared a
future plan which would cover all the recommendations/ suggestion of ICAO, ILO and
other regulatory organization. Accordingly, the following proposal is made for future
implementation:
Shift Timings Working Hours 1 2 3 4 5 6 7 8 9 10

0700-1500 0800 A F E D C B A F E D
1500-2300 0800 B A F E D C B A F E
2300-0700 0800 C B A F E D C B A F
Night Off ----- D C B A F E D C B A
Clear Off ---- E D C B A F E D C B
Clear Off ---- F E D C B A F E D C
15.2 Salient features:
i) In this roster pattern a controller performs 8 hours of duty per day with a clear
off on the fifth and sixth day.
ii) This roster pattern provides two clear off to ATCOs in each roster cycle of six
days.
iii) In each roster cycle of six days controller performs 24 hours of duty.
iv) Total duty hours per week will 32 hours.
v) In 30 days a controller performs 120 hours of duty with ten clear off.
15.3 The advantage of this proposal over the earlier proposal mentioned in Para
12.3.1 and 12.3.2 is that the requirement of manpower would be considerably less. Proposal
in 12.3.1 would require additional manpower to cater to one more shift of 12 hours
duration. Similarly as proposed in 12.3.2, two additional shifts of six hours each, requiring
more manpower, have to be created.
--------------------------- X -----------------------

ANNEXURE -1

1. Chennai Proposal:
Subject: Roster Pattern of ATCOs.
Reference: CHQ letter AAI/ATM/T&C/29-166/2010 dated 8th November, 2010 .
At present H24 stations are provided with manpower catering to four shift roster system with three
shifts covering the duty hours round the clock and one shift for relief. The requirement of relief for
ATCOs within shift is being managed to by the respective WSOs by re-deploying the available
manpower on rotational basis depending on the traffic.
The existing roster system of duties is as follows:
Shift Duty /Days Hours 1 2 3 4 5 6 7 8 9 10

13:00-20:00 7:00 A D C B A D C B A D
07:30-13:00 5:30 B A D C B A D C B A
20:00-07:30 11:30 C B A D C B A D C B
N-OFF - D C B A D C B A D C
In the above roster pattern the number working hours per week average is 42 hours. As is evident,
there is no provision for a clear day off in a week.
ICAO Guide for Professional career for Air Traffic Controllers has suggested standard working
practices for the controllers working in shifts. Taking due considerations of the recommendations
the following five-shift proposal is made:
Shift Timings Hours 1 2 3 4 5 6 7 8 9 10

13:30-20:30 07:00 A E D C B A E D C B
07:00-14:00 07:00 B A E D C B A E D C
20:00-08:00 12:00 C B A E D C B A E D
N.OFF - D C B A E D C B A E
C.OFF - E D C B A E D C B A
In the proposed system of roster pattern, the number of working hours per week average is 40 hours
with provision of one clear day off every fifth day. Thus in a month of 30 days each controller will
get 6 clear offs. Out of the 6 offs, 2 clear offs can be utilized for refresher training or to meet leave
requirement, which at present is being catered to by asking the controllers to report on his off duty
timings, which is again stressful. The overlapping duty hours in the proposed roster is to cater to the
controllers‘ requirement of taking breakfast, lunch, and dinner for which there is no separate
provision in the existing roster pattern. This roster pattern will call for additional manpower of just
around 20% of the existing number of ATCOs.

A Comparative study of ICAO recommendation with current and proposed roster system is as
under:
Sl.No ICAO Recommendation Present Roster Proposed

system Roster System
1 Shift Cycle should have at least two (2) consecutive days free per Not Catered to Catered to
week
2 Work shifts that include night work should have a morning, Catered to Catered to
afternoon, and night rotation system.
3 Consecutive night shifts are not recommended. Catered to Catered to
4 Shift systems should not include night work on the same day a Catered to Catered to
morning shift ends.
5 At least thirty hours of rest are recommended after working a night Catered to Catered to
shift.
6 With alternate shifts, there should be no more than three Catered to Catered to
consecutive morning shifts per week.
7 Operational time and its resting periods should not exceed thirty- Not Catered to Not Catered to
two hours a week.
8 Each daytime shift or shift of intense activity should not exceed Catered to Catered to
eight hours including rest time.
9 At least twelve consecutive hours of rest should be provided for Not Catered to Not Catered to
between shifts.
10 Operational controllers should spend no more than two consecutive Not Catered to Can be catered
hours at work and this period should be reduced to 90 minutes for to
controllers working in a radar environment. This operational time
can be reduced according to the amount of traffic being handled.
11 Controllers should have at least one (1) hour for meals in the Not Catered to Catered to
morning and evening shifts and 40 minutes in the case of shifts of
less than 8 hours.
12 Controllers working night shifts should have at least one (1) hour Not Catered to Can be catered
of rest for every four hours of work. to
Advantages of the proposed system:
- Controllers would get one day clear weekly off.

- The Controllers would get night duty only every fifth day instead of every fourth day as at
present. This could improve his circadian rhythm.
- Controller would be fresh for duty after two full nights‘ sleep subsequent to the night duty
unlike at present, where he has to report for duty after only one night‘s sleep.
- Controllers‘ training or other requirements such as Medical Examination, English Language
assessment etc can be conducted during one of his clear off day without affecting the shifts.
CHQ may like to consider the above proposal and convey the decision for further action.

2. Kolkata Proposal


3. Mumbai Proposal
Subject: Manpower Requirement –CSI Airport, Mumbai
Mumbai Airport has been experiencing a sustained growth of air traffic over the last five years. The
airport operator, viz., MIAL has undertaken a massive up gradation of ground infrastructure in order
to be able to handle maximum air traffic. Mumbai ATC is therefore meeting the challenge of
handling optimum air traffic to be accommodated in a constrained airport. Also the phenomenal
growth of air traffic in the satellite airfields like Ahmedabad, Pune, Aurangabad and Goa has
resulted into saturation of airspace handling capacity in the present sectorization setup. In order to
balance the peak workload capacities and to optimize the airspace utilization the following sectors
are proposed to be set up.
Proposed Positions:
1. Approach Control: The Approach Control will have the following positions:
a) Approach Departure Controller: (Existing) This position will be made

responsible for handling departures only. Simultaneous independent departures will
be handled by this controller from two departure runways during cross runway
operations. The Controller at this position will accept departures from Tower
Controllers and will hand over them to concerned RSR Controller.
b) Approach Arrival Controller: (Existing) This position will be made responsible

to accept arrivals from RSR Controllers and hand over to Final Approach Director.
c) Final Approach Director: (NEW) For final approach spacing.
d) One Approach Supervisor: (NEW) This position is urgently required to supervise

and guide for change in modes and for dynamic sector planning.
2. Area Control: The Area Control Scenario will change as following for Dynamic
Sectorization using five ACC Sectors:
A. Enroute Area Controller East ( NEW)

B. Enroute Area Controller South (Existing)
C. Enroute Area Controller North (Existing)
D. Enroute Area Controller West (NEW)
E. Lower/Terminal Area control ( North) (existing)
F. Lower/Terminal Area Control (South) (New)
G. ATFM/AMAN Manager
H. Area Supervisor (existing)
It may not be necessary to open all the sectors at a given point of time, but above five sectors can be
managed through dynamic sectorization through six set of controllers (RSR + PLC + ALPHA) (this
includes relief aspect also). Area Supervisor‘s role is very important to foresee the sectorization
requirement and to impose bifurcation/ combining of sectors when need arises.

3. Tower Control: Existing setup of ADC/SMC require only few additional positions as
follows:
A. Tower Controller (Existing)
B. SMC Controller East (Existing)
C. SMC Controller West (New)
D. Clearance Delivery Controller ( Existing)
E. Tower Coordinator (Existing)
F. Departure Planning/Traffic Flow Controller (New)
G. Tower ALPHA Controller (2 Existing )
H. Tower Supervisor (Existing)
4. Oceanic Control Centre (OCC) and Flight Information Centre (FIC): Following
positions are planned:
A. OCC North: ( Existing)
B. OCC West: (New)
C. OCC ( South) : (existing)
D. FIC : (New)
E. Estimate Entry Position (New): This position will be relocated in the FIC
room to take estimates from CCC Alpha positions and to insert it into
Automation System for Strip Printing and relay to AFMLU.
F. ECIL FIC-ADC Position (Existing)
G. ADS/CPDLC Controller North
H. ADS/CPDLC Controller South
I. ADS/CPDLC Controller West
J. ATFM Manager
K. OCC Supervisor
5. MIS Centre: A MIS Centre is planned at CSI Airport to prepare 14 different type of data
requirement of CHQ. This unit will prepare and update the Master Data Base of all
movements at CSI Airport and the over flights. This database will be used for planning,
chart preparation, training, automation requirement etc.
6. Augmentation of Training Section: The Regional Training Section at CSI Airport is

established to cater to the requirement of CSI Airport and for the Airports in the Western
Region. This section is not able to deliver the desired results because of extreme shortage.
Only three officers are positioned here, as of now, to look after the training requirements of
more than 200 officers of CSI Airport and for the stations within Region. The present
responsibility is to update training manuals, prepare new manuals for additional automation
systems installed by AAI, impart training to ATCOs for units and systems, impart training
to Controllers of Airports within Western Region on their familiarization visit, etc.
Significant up gradation in the Training Section is proposed to have following independent
units:
A. On Job Training Unit
B. Training Support Unit
C. Simulator Training Unit
D. Regional Training Requirements Unit
E. Training Quality Control Unit
F. Administrative Support Unit

7. Requirements:
7.1 Sectorization in ACC: Mumbai ACC airspace has been experiencing air traffic congestions
due to limitations of the two sectors. A proposal has been submitted to reorganize the
airspace into three upper sectors and one feeder sector to effectively manage the air traffic
congestion.
7.2 Sectorization in APP: The APP sector is bifurcated into APP-Arrival and APP-Departure.
To effectively utilize the airspace a Final APP Director is required to space the arrivals
optimally and to ensure maximum capacity handling.
7.3 Sectorization in OCC: Mumbai OCC airspace has been experiencing tremendous growth
of air traffic due to increase in flights from South India to Middle East destinations. Due to
limitations of the two sectors in OCC surveillance and timely service to flights is
increasingly become difficult. Also the growth of flying club operations, flights of NSOP,
increase in the number of operative airports in the Western region etc has added to the
complexities of Flight information over the continental airspace. A proposal has been
submitted to reorganize the oceanic airspace into three sectors in OCC and one Flight
Information sector over continental airspace to effectively manage the air traffic congestion.
The ADS/CPDLC controller is also overburdened as many times about 50 aircrafts are data
linked at a time making it humanly impossible to provide data link services in a timely and
efficient manner. Considering the impending Reduced Horizontal Separation it is crucial to
have at least two ADS/CPDLCV controllers at a time.
7.4 ATFM/AMAN Manager: The tactical ATFM and slot management is being done presently
on a limited hours basis. The unit needs to be operative at all times.This position will be
utilizing the AMAN software.
7.5 Departure Planning Controller: Air Transport Circular 10 of 2009 of DGCA has enforced
monitoring of slot adherence by the scheduled operators and responsibility of CLD and
SMC Controllers are defined. To ensure slot adherence during peak time and to assist CLD
with departure planning, the position of Departure Planning Controller is operative 24x7.
7.6 ATCOs Training/ Refresher Course: Shortage of manpower has significant impact on
training of ATCOs. Controllers could not be spared from shifts for theoretical & simulator
trainings/ operational area visits etc. This has cascading effect on the output of trained
manpower.
8. PA to WSO: To attend telephonic queries.
9. MIS Data Centre: A Statistical Data Centre is planned at CSI Airport to prepare 14
different type of data requirement of CHQ. This unit will prepare and update the Master
Data Base of all movements at CSI Airport and the over flights. This database will be used
for planning, chart preparation, training, automation requirement etc.
10. Augmentation of Training Section: The Regional Training Section at CSI Airport is
established to cater to the requirement of CSI Airport and for the Airports in the Western
Region. This section is not able to deliver the desired results because of extreme shortage.

Only two officers are positioned here, as of now, to look after the training requirements of
more than 200 officers of CSI Airport and for the stations within Region. The present
responsibility is to update training manuals, prepare new manuals for additional automation
systems installed by AAI, impart training to ATCOs for units and systems, impart training
to Controllers of Airports within Western Region on their familiarization visit etc.
Significant up gradation in the Training Section is proposed to have following independent
units:
 On Job Training Unit
 Simulator Training Unit
 Administrative Support Unit
11. Standards and Operating Procedures Section: A new section is planned to review and
implement different SOPs and MoUs with various organizations.
12. Documentation Unit: A documentation unit is planned for preservation of relevant

documents for investigations and planning.
13. Slot Adherence Monitoring Unit: This unit will monitor slot adherence by airline
operators on daily basis based on the data received from statistical section. This unit will
provide data and advice for vacant slots, which may be used for new scheduled flights.
14. Public Relations Officer: An officer of suitable qualification fit for media management and
public relations may be recruited or hired to project positive image of Air Traffic
Management at CSI Airport. This will improve the image of Airports Authority of India as a
Service provider in public and can counter the negative publicity in media with official
version.

The details of manpower required are mentioned below:

Operational Working Units H24:
S. No. Unit No. of Positions

1. WSO 1
2. PA TO WSO 1
3. CMD 1
4. APPROACH SUP. 1
5. APPROACH ARR. 1
6. APPROACH DEP. 1
7. APPROACH FINAL 1
8. APP FLT DATA (APAC +APDC) 2
9. ATFM/AMAN Manager 1
10. ACC SUP. 1
11. ACC N Enroute(RSR+PLC+A) 3
12. ACC S Enroute(RSR+PLC+A) 3
13. ACC E Enroute (RSR+PLC+A) 3
14. ACC W Enroute (RSR+PLC+A) 3
15. Lower/Terminal Area control ( North) 2
16. Lower/Terminal Area control ( South) 2
17. TWR SUP 1
18. ADC 1
19. SMC-E 1
20. SMC-W 1
21. C LD 2
22. TWR (A) 3
23. TWR CO-ORD 1
24. DEP PLG CTR 1
25. OCC- SUP
26. OCC-NORTH 1
27. OCC-NORTH ALPHA 1
28. OCC-WEST 1
29. OCC-WEST ALPHA 1
30. OCC-SOUTH 1
31. OCC-SOUTH ALPHA 1
32. ADS/CPDLC 3
33. FIC – CONTINENTAL 1
34. FIC – CONTINENTAL (A) 1
35. OCC ATFM MANAGER 1
36. EEP 1
37. ECIL FIC/ADC 2
38. A.R.O 1
39. OSS 1
40. SAR 1
41. BFG ALPHA 1
42. AIS/YA 2
43. Data Entry Operators* 2
*Non ATC personnel for round the clock data entry for MIS (AIMS)
Total Operational ATC Working Positions = 50
Multiplication factor for required manpower for H24 OPS = 10 (Approx.)
Total Operational Manpower Required for H24 Ops = 500

General Duty Officers Position:
Total 12 40 40
Sl. No. Cadres Name Present Required Deficit
Strength
1 GM 1 0 0
2 OSD TO GM 0 1 1
3 JT. GM (TRG) 1 0 0
4 DGM (OJT/SIMU) 0 1 1
5 SM (OJT) 0 1 1
6 AM (OJT) 1 0 0
7 SM (SIMU) 0 1 1
9 AM (SIMU) 0 1 1
10 MGR (TRG-ADM) 0 1 1
11 JT. GM (S&P) 1 0 0
12 DGM (S&P) 0 1 1
13 MGR (S&P) 0 1 1
14 DGM (SOP/Documentation) 0 1 1
15 SM (SOP/Documentation) 0 1 1
23 JT. GM (OPS) 1 0 0
24 SM (OPS) 1 0 0
SM (Scheduling/Slot Monitoring)
25 MGR (OPS) 0 1 1
AM (OPS)
AM (OPS)
26 JT. GM (SMS) 0 1 1
27 SM (SMS) 0 1 1
29 JT. GM (DMS) 1 0 0
30 SM (DMS) 0 1 1
31 MGR (DMS) 1 0 0
32 JT. GM (SAR) 1 0 0
33 SM (SAR) 0 1 1
35 SM (RNFC) 1 0 0
38 JT. GM (AIS) 0 1 1
39 SM (AIS) 0 1 1
40 MGR (AIS) 0 1 1
41 AM (AIS) 1 0 0
42 DGM (MIS) 0 1 1
43 SM (MIS) 0 1 1
MGR (MIS) 2 2
49 *DGM (HR) 0 1 1
50 *DGM (PUBLIC RELATIONS) 0 1 1
*Note: These officials are non- ATC, specialized in the defined field and may be recruited or hired
from outside.
Total available manpower = 12
Required Manpower = 40
TOTAL MANPOWER REQUIRED = 500+42 = 542

EXISTING MANPOWER AT CSI = 220
DEFICIT IN MANPOWER AT CSI = 322

In view of ensuing transfer season and to cope up with the requirement as above, it is requested that
1. Officers holding Radar ratings of CSI Airport may be transferred back to CSI
Airport.
2. At least 50 JE’s are required to be posted in this year to CSI Airport.
3. Bare minimum transfer of rated officers should be affected from CSI in the ensuing
transfer season.
4. It is also requested that no ACC and Radar rated officers of CSI Airport may be
transferred out, in order to maintain the present level of ATC services.
5. Radar training and Area training must continue.
6. Additional manpower may be sanctioned as proposed above.
ANNEXURE – A
Approach Sectors
APP STACK 1
APP DEPARTURE
APP FA 1
APP MON 1
APP FA 2
APP MON 2
APP STACK 2
APP ARRIVAL

ANNEXURE – B
Area Sectors
ANNEXURE – C
Continental Control Centre (Controlled Airspace - Proposed)

4. Delhi Proposal
M= MORNING- 0700-1400=0700
D=DAY 0800-1630=0830
A=AFTERNOON 1400-2130=0730
E=EVENING 1630-2300=0630
N=NIGHT 2100-0630=0930
LN=LATE-NIGHT 2300-0800=0900
Total =4800 HRS IN 9 DAYS WITH 7 DAYS DUTY
So total duty per day including rest period is 48/7=6.85 hours per day or 6.85*30=205.1 hours per month
with 6 offs in month
General duty has total 40/7=5.71 hours per day or 5.71*30=171.3 hours per month with 8 off in a month
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
TEAM1 M D A E N LN O O O M D A E N LN O
TEAM2 D A E N LN O O O M D A E N LN O O
TEAM3 A E N LN O O O M D A E N LN O O O
TEAM4 E N LN O O O M D A E N LN O O O M
TEAM5 N LN O O O M D A E N LN O O O M D
TEAM6 LN O O O M D A E N LN O O O M D A
TEAM7 O O O M D A E N LN O O O M D A E
TEAM8 O O M D A E N LN O O O M D A E N
TEAM9 O M D A E N LN O O O M D A E N LN
7.3.1 Delhi has proposed two types of roster pattern. One is seven shift roster and
the other one is 9 shift roster with overlapping duty hours and shifts.
7.3.2 Seven shift roster is presented below:
1 2 3 4 5 6 7 8 9 10 11 12 13 14
TEAM A M LM N LN Off Off Off M LM N LN Off Off Off
TEAM B LM N LN Off Off Off M LM N LN Off Off Off M
TEAM C N LN Off Off Off M LM N LN Off Off Off M LM
TEAM D LN Off Off Off M LM N LN Off Off Off M LM N
TEAM E Off M LM N LN Off Off Off M LN N LN Off Off
TEAM F Off Off M LM N LN OFF Off Off M LM N LN Off
TEAM G Off Off Off M LM N LN Off Off Off M LM N LN
M=0730-1800=1030HRS
LM=0900-1930=1030HRS
N=1800-0730=1330HRS
LN=1930-0900=1330HRS

CYCLE OF 5+2 DUTY WITH 5 DAYS DUTY OF TOTAL 48 HRS AND 2 DAYS OFFS IN 7 DAYS
WSO, TSUP, ARO WILL DO 0730-1930 DUTY SO TOTAL 4 EACH
TWR-N TAR JCAC

MINIMUM RATED IN A TEAM
TWR-M SA BFG-A
TAR =2
TWR-S RSR-E AIS
SMC-N RSR-W DEP RSR=2
SMC-M PLC-E EEP PLC=2
SMC-S PLC-W FIC TWR=7

CLD A-E NONRATED=9
ALPHA A-W WSO, TSUP, ARO WILL DO 0730-1930 DUTY
SO TOTAL 4 EACH
TOTAL REQUIREMENT IN EACH TEAM=22
TOTAL STRENGTH REQUIRED=176+4=180

ANNEXURE -2

INTERNATIONAL CIVIL AVIATION ORGANIZATION
PROFESSIONAL CAREER FOR AIR TRAFFIC CONTROLLERS
GUIDE
Prepared by the
Grepecas ATC/TF3
ATS Professional Career Task Force
Panama, 26-30 March 2001

- 14 -
Part 4
Working conditions
4.1. Working hours, shifts:
4.1.1. Work shift cycles should be based on having at least two (2) consecutive days free per week.
4.1.2. Work shifts that include night work should have a morning, afternoon, and night rotation
system.
4.1.3. Consecutive night shifts are not recommended.
4.1.4. Shift systems should not include night work on the same day a morning shift ends.
4.1.5. At least thirty hours of rest are recommended after working a night shift.
4.1.6. With alternate shifts, there should be no more than three consecutive morning shifts per
week.
4.2. Work and rest plan:
4.2.1. Operational time and its resting periods should not exceed thirty-two hours a week.
4.2.2. Each daytime shift or shift of intense activity should not exceed eight hours including rest
time.
4.2.3. At least twelve consecutive hours of rest should be provided for between shifts.
4.2.4. Operational controllers should spend no more than two consecutive hours at work and this
period should be reduced to 90 minutes for controllers working in a radar environment. This operational
time can be reduced according to the amount of traffic being handled.
4.2.5. Controllers should have at least one (1) hour for meals in the morning and evening shifts and
40 minutes in the case of shifts of less than 8 hours.
4.2.6. Controllers working night shifts should have at least one (1) hour of rest for every four hours
of work.
4.3. Overtime:
4.3.1. Overtime is defined as operational or non-operational work or a combination of the two

performed outside regular working hours and will result in an increase in the controller’s operational time.
4.3.2. Overtime should be voluntary and should be resorted to only in special situations.
Manual – Professional Career for air traffic controllers Guide

- 15 -
4.3.3. In the interests of aviation safety and of the controller population, overtime should be
considered an undesirable method and should be avoided.
4.3.4. The State should ensure and provide for a sufficient number of personnel in light of the
adverse effects of long working hours, considering human limitations.
4.3.5. States should keep sufficient personnel to ensure that the air traffic system operates with the
highest efficiency, without detriment to the labour rights of controllers.
4.3.6. A combination of overtime and night shifts increases the risk of fatigue on the part of the
controller because resting periods are reduced, as is the possibility of making up hours of rest.
4.4. Vacation:
4.4.1. Controllers should enjoy annual vacations of at least thirty working days, without counting
holidays, and of which three weeks should be consecutive.
4.5 Medical leave
4.5.1 When a psychologist certifies that a controller presents a high level of stress or tension that
affects the performance of his/her duties, said controller may take medical leave without losing any of
his/her labour rights.
4.6. Up-to-datedness and competence:
4.6.1. Controllers involved in collateral tasks like training, supervision, administration and
development of new systems, must put in a certain number of hours of operational work to keep up-to-
date.
4.6.2. The State should establish a minimum number of non-operational hours per category for
controllers engaged in air traffic service-related jobs.
4.6.3. The minimum number of operational hours should be as required for the volume of work
involved in each position.
4.7. Remuneration:
4.7.1. The remuneration in the air traffic control profession is justified by its requirements and
responsibilities, and should not be limited to the practices of other organisations.
4.7.2. Equal pay for equal work is justified in terms of the tasks and responsibilities involved.
4.7.3. The remuneration of air traffic controllers should acknowledge the exclusive nature of their
profession and the responsibilities involved in it, as well as reflect skills and experience, which should
be directly related to the type and amount of the appraisal.

- 16 -
4.7.4. It should also reflect employment condition according to publication IS CO-88 of the
International Labour Organisation (ILO), in which air traffic controllers are included in the same category
as aircraft pilots, vessel officers, and other similar professionals.
4.7.5. The level of complexity of the units in which controllers work should be taken into account in
setting the amount of their remuneration.
4.7.6. When a controller is assigned additional tasks, this fact should be reflected in a higher level
of remuneration.
4.8. Professional security:
4.8.1. In the course of their careers, air traffic controller are constantly exposed to the risk of losing
their licenses, medical qualifications or technical capacity. In order to avoid such risk, appropriate
measures should be established in their benefit, such as: appropriate medical services, physical
maintenance programmes, psychological assistance programmes, updating training, and refresher courses
to help controllers maintain their health and required skills.
4.8.2. Inasmuch as the chances of air traffic controllers being re-employed by the civil service are
very slim because of their specialisation, the State should maintain and cover the cost of an insurance
against license withdrawal and/or second career programmes.
4.8.3. Career advancement courses should be offered to train controllers in non-operational air
traffic control administrative positions.
4.8.4. They should also be given the opportunity to take courses to prepare them to work in
government positions or, if requested by the controllers themselves, in positions outside the government.
4.8.5. If the State were to hire a private company, it would be very important for re-employment
possibilities to exist.
4.9. Retirement and pension:
4.9.1. In view of the unique and exclusive nature of the air traffic control profession and in the
interest of air safety, controllers should be granted retirement at an earlier age than that set by the State for
other civil servants.
4.9.2. Retirement age should be set through nation-wide negotiations that take into account the
physical and psychological demands and the stress involved in the profession.
4.9.3. The legislation should be accompanied by a retirement programme that allows controllers to
receive pension benefits equal to those received at the age of compulsory retirement.
4.9.4. The recommended retirement age should be 50 or after 25 years of service. This could vary
according to the demands of the new CNS/ATM systems.

- 17 -
4.9.5. The possibility should exist for retirement from active control work before reaching the
recommended retirement age for controllers, with pension rights proportional to those of the compulsory
retirement age.
4.9.6. Controllers who leave operational control yet continue to work in the ATC environment
should maintain their retirement rights.

- 18 -
Part 5
Physical working conditions
5.1. It is very important for controllers to have an appropriate work environment and the
necessary equipment and materials for the best possible performance of their duties.
5.2. The workplace should offer safety and comfort, as well as protection against weather
conditions.
5.3 The design of the controller’s physical work environment should be as optimum as possible
in terms of decoration, lighting, temperature, noise level, visual display, and other requirements . (See
ICAO Circular 241-an/145.)
5.3.1. Controllers should be provided with appropriate equipment that will contribute to their ability
to see and communicate with aircraft, their colleagues, other ATS units, maintenance personnel, and other
aviation agencies or bodies.
5.4. Before implementing new technologies, controllers should be involved from their initial
specifications to the operational stage.
Note: Most mistakes and their consequences are largely the result of aspects related to system
design (facilities, equipment, software, physical environment) and for that reason the system
should be designed in such a way as to eliminate or minimise the possibility of error.
5.5. The design of the building housing the ATC workplace should be properly planned from the
beginning to meet all system requirements as well as the controllers’ obvious needs.
5.6. The layout of the control rooms and booths should be designed to accommodate all the
working staff and possible visitors, with sufficient room to avoid causing distraction and nuisance to
controllers.
5.7. The ATC workspace includes all facilities, available supplies, software, equipment, and
environment and therefore their design should be based on appropriate ergonomic principles.
5.8. Work consoles and boards should be laid out to provide for maximum flight monitoring
capacity so as to facilitate access to and the expediting of information, as well as the controllers’ ease in
getting around without bothering adjacent colleagues.
5.9. The State should provide air traffic control units with well-equipped lounges in order to
reduce the presence of stress-provoking agents. (It is important for these lounges to be located outside the
control units.)
5.10. In addition to the necessary operational areas, a briefing room and a locker room should also
be available.

- 19 -
Part 6
The human element
6.1 Psychological factors that affect the profession
6.1.1. The effects produced by air traffic control activities, such as stress, boredom, overconfidence,
complacency, and fatigue should be kept in mind when designing or making modifications to the system
(changes in ATC procedures, environment, and conditions).
6.1.2. Studies reveal the existence of problems of stress, fatigue, anxiety, and loss of motivation
which affect the performance of controllers. Therefore, the means must be sought to prevent, diagnose,
and control these manifestations.
6.1.3. The intense and chronic stress to which air traffic controllers are exposed deteriorates their
health and is manifested in conditions like high blood pressure, gastrointestinal problems, nervous
problems, among others. Thus the importance of implementing psychological, medical, nutritional, and
physical conditioning programmes to counteract the negative effects of stress.
Note: Failure to fulfil the necessary optimum conditions for the good performance of air traffic
controllers significantly increases the negative effects of stress.
6.1.4. There are other elements such as boredom, complacency, overconfidence, fatigue, and loss of
motivation that are involved in the human factor and which affect the controllers’ good performance.
More attention must be paid to these elements and appropriate corrective measures taken to deal with
them.
6.1.5. Because of the unique nature of the work, a watchful attitude must be taken, irrespective of
the traffic flow involved. It is the air traffic controller’s responsibility to be aware that boredom,
complacency, overconfidence, fatigue, and loss of motivation may at a given moment increase the
possibility of error.
6.1.6. In order to minimise the harmful effects of boredom, fatigue, etc., at least one additional air
traffic controller should be assigned to each control position on each shift, depending upon the volume of
traffic and the characteristics of the facility involved.

IFATCA Technical and Professional Manual 4 13 3
Updated 2007
WC.3.2. WORK AND REST SCHEME
IFATCA policy is that:
Definition:
Operational Duty: The period which a controller is actually exercising the privileges of the
controller's license at an operational position.
Rosters should be constructed following a simple pattern, with shifts of the same or very
similar lengths and adequate breaks between shifts and shift cycles.
The average time of operational duty and breaks should not exceed 32 hours per week
Each shift should not exceed 7 hours 30 minutes including breaks
A minimum rest period of 11 consecutive hours per day should be provided
The continuous operational duty for a controller should be 2 hours maximum and should
be reduced to 90 minutes for controllers working with visual terminals and/or radar
displays; after which a minimum 30 minutes break, away from the working environment
should be given to controllers
At least one break of a minimum of 1 hour duration, on both day and afternoon shift, shall
be given to controllers for the purpose of eating at regular times and to prevent
gastrointestinal dysfunctions
Extra rest hours shall be provided when requested by a pregnant controller.
By night the total operational duty time should not exceed 5 hours
Controllers shall not be held liable in the case of an accident or incident if the controller
has previously registered a formal complaint of exaggerated working hours or lack of
fatigue management and these have been determined to be a major contributing factor to
the incident or accident.

ICAO − INTERNATIONAL CIVIL AVIATION ORGANIZATION (1993). Human factors digest no 8.
Human factors in Air Traffic Control. Circular 241−AN/145. ICAO (Montreal, Canada), 1993.
5.18−5.21 Fatigue − Fatigue is an important aspect as it would lead to impairment of judgment and
hence safety to be compromised in ATC. Hence, adequate rest breaks must be provided along with
provision of meal breaks and to be mindful of stretching long, continuous working hours vis−a−vis
traffic intensity.
Safety Regulation Group
CAP 670
Air Traffic Services Safety Requirements
www.caa.co.uk
Safety Regulation Group
CAP 670
Air Traffic Services Safety Requirements
19 February 2010
CAP 670 Air Traffic Services Safety Requirements
Contents to Part D
Part D Human Resources
Section 1 Unit Staffing and Rostering
Staffing Requirements and Duty Hours 1

Watch Rosters 3
Ancillary Tasks 3
Operational Support Staff 3
Management Functions and Responsibilities 4
Air Traffic Control Licences 4
Section 2 Scheme for Regulation of Air Traffic Controllers' Hours

(SRATCOH)
Purpose 1
Definitions and Associated Limitations 1
Additional Limitations 3
Modification of Limitations 4
Review of Modifications 5
Notification of Roster Details 5
Guidance on Minimum Rest Facilities 5
Guidance on Secondary Employment 5
Annex A Operational Duty in Excess of SRATCOH
1 July 2008 Part D Page 1

Part D Human Resources
Section 1 Unit Staffing and Rostering
1 Staffing Requirements and Duty Hours
1.1 The number of operational positions, period of operation and limitation of duty hours
dictate the minimum number of validated controllers required at a unit.
1.2 The CAA must be satisfied that the unit maintains sufficient qualified controllers to
provide safe air traffic control services. Consideration will be given to the regularity of
the Air Traffic Control Service in determining whether a service is safe. There must
be no possibility that users will be confused as to which service they are receiving
because the type of service changes from day to day or hour to hour. Careful
consideration will also be given to the provision of more than one service
simultaneously before approving a unit.
1.3 Although conditions at different units may vary an approximation for the calculation of
the minimum number of controllers required is given using the following formula:
Total number of valid controllers, C = ND rounded up to whole number
365− R
Where N= Number of controllers required to attend for duties, including a relief

to give breaks, each day. This will depend on the number of
operational positions and the period for which they are scheduled to
open.
D
= Number of days the unit provides services in a year.
R= Number of days a controller is not available for duty,
i.e. rest days

annual leave
public holidays in lieu
allowance for sickness
training etc.
1 July 2008 Part D Section 1 Page 1

Example1
A unit comprising Aerodrome Control and a combined Approach and Approach Radar
Control open seven days a week between 0600 hrs and 2200 hrs. Both positions
manned at all times.
N=6 (i.e.2 early duties

2 late duties
2 relief duties)
D = 365
R = 120 (i.e. rest days−3x 2%x 12= 90

leave =21
public holidays = 9)
Therefore C = 6x 365 = (8.9) 9 controllers

365 − 120
Example2
A small unit without radar able to provide a combined Aerodrome and Approach
Control service at certain times of the day. Open 6% days a week between 0600 hrs
and 2200 hrs for 6 days and 0800 hrs to 1600 hrs on the half day.
N =4 (i.e. 1 early duties

1 late duties
1 duty to split positions (max 10 hrs)
1 relief duties)
D = 338
R = 120 (as example 1 above)

338
Therefore C = 4x = (5.5) 6 controllers
365 − 120
Certain assumptions have been made in the calculation of 'N' in the examples above.
There are many ways of deploying staff and managers may use other criteria in
arriving at 'N'. Whatever method is used, the critical factor will be the regulation of
hours scheme.
1.4 In neither example has any allowance been made for sickness or other duties. If a
controller at the unit in the first example became ill and was absent for any length of
time this could result in controllers breaching the hours limitations. As this might
require some restriction to the operation of the unit it might be prudent to make such
allowance.
1.5 There is scope in the second example for sickness, training etc. If an allowance of 10
days per controller is assumed, 'R' is increased to 130 and 'C' becomes 5.75. The
rounded up figure is still 6 controllers.

2 Watch Rosters
2.1 Providers shall meet the rostering limitations specified in the Scheme for the
Regulation of Air Traffic Controllers' Hours set out in Section 2.
2.2 Providers shall notify the CAA of formal rostering arrangements of a repetitive nature
only once. However, details of the roster actually worked showing variations due to
unforeseen circumstances may be required at the discretion of the CAA, Air Traffic
l Standards Division (ATSD), particularly where there is a slight shortfall of staff and
overtime is likely.
2.3 Providers who are unable to set a regular pattern of attendance for Air Traffic Control
Officers shall supply to the CAA a copy of the prepared roster at least 30 days before
it is due to come into force together with details of each month's, or each four week
period's, roster actually worked.
2.4 Rosters supplied to the CAA shall indicate where they meet the various rostering
limitations specified in the Scheme for the Regulation of Air Traffic Controllers' Hours
set out in Section 2.
3 Ancillary Tasks
3.1 An ancillary task is any task in an operational control room which is not directly
associated with the provision of an Air Traffic Control Service.
NOTE: A person must have an Air Traffic Controller's licence to provide an Air Traffic
Control Service.
3.2 Providers shall not normally require controllers to carry out ancillary tasks while they
are providing operational Air Traffic Control services.
3.3 Exceptionally, where such ancillary duties are unavoidable, the CAA must be satisfied
that controllers will not be distracted from their primary function or placed under
undue pressure. These duties and the person responsible for discharging them must
be clearly identified in the unit's Manual of Air Traffic Services (MATS) Part 2.
4 Operational Support Staff
4.1 Controllers may delegate some of their responsibilities to adequately trained support
staff (i.e. Air Traffic Service Assistants) provided they do not include duties for which
an Air Traffic Control licence is required. These responsibilities fall into two
categones:
a) Air Traffic Control related duties are those closely associated with the safety of
aircraft (e.g. Telephone messages concerning flight data and clearances). These
duties and the person responsible for discharging them must be clearly identified
in the unit's MATS Part 2.
b) Other duties of an administrative nature.
4.2 Adequate support staff shall be provided. The number and disposition of support staff
will depend on the complexity of the unit. The Provider shall arrange appropriate
training and shall be responsible for the continued competence of such staff. The CAA
may require to be given details of the training that support staff have received.

5 Management Functions and Responsibilities
The provider shall identify the key personnel responsible for the safe operation of the
Air Traffic Control unit. Their positions, responsibilities, functions, accountabilities and
authority must be clearly defined in writing and an organisational chart indicating the
specific responsibilities must be provided. Changes in these personnel must be
notified to the CAA.
Air Traffic Control Licences
All licensed Air Traffic Controllers must comply with the requirements laid down in
CAP 744, Air Traffic Controllers − Licensing.

CAP 670 Air Traffic Services Safety Requirernents
Section 2 Scheme for Regulation of Air Traffic

Controllers' Hours (SRATCOH)
1 Purpose
1.1 The purpose of SRATCOH is to ensure, so far as is reasonably possible, that controller
fatigue does not endanger aircraft and thereby to assist controllers to provide a safe
and effective service. In all cases the management of controller rostering should be
sympathetic to this purpose and where there is any doubt as to the application of
these regulations guidance should be sought from the appropriate Regional Manager
of ATS Safety Regulation in the case of Airports or the Head of En−route and College
Regulation in the case of Area Control Centres.
1.2 The provisions of SRATCOH shall be applied to students and trainee air traffic
controllers undertaking live traffic OJT as if they were watch−keeping air traffic
controllers.
2 Definitions and Associated Limitations
2.1 Period of Duty

The period between the actual commencement of and the actual end of a shift during
which an air traffic controller whose licence contains a rating valid at the unit
exercises, or could be called upon to exercise, the privileges of the licence at that unit,
and includes prescribed breaks, time spent on other duties such as training, airfield
inspection, meteorological observations, collection of landing fees, administration and
any extension of duty.
2.1.1 Maximum Period of Duty
Except where other limits are defined within these regulations no period of duty shall
exceed 10 hours. Within 720 consecutive hours (30 days) the aggregate of periods of
duty and on call duties shall not exceed 300 hours provided that periods of duty do
not exceed 200 hours.
2.1.2 Intervals Between Periods of Duty
There shall be an interval of not less than 12 hours between the conclusion of one
period of duty and the commencement of the next period of duty. This interval may
only be reduced (and only by a maximum of 1 hour) with the approval of the controller
concerned and in any individual case such a reduction will be permitted no more than
once in a period of 720 consecutive hours (30 days).
Limit on and Interval following Consecutive Periods of Duty
Upon the conclusion of six consecutive periods of duty within 144 consecutive hours
(6 days), or upon consecutive periods of duty within 144 consecutive hours (6 days)
reaching a total of 50 hours, whichever is the earlier, there shall be an interval of a
minimum of 60 hours before the commencement of the next period of duty. This
interval may be reduced in accordance with paragraph 2.1.3.2.
2.1.3.2 Within 720 consecutive hours (30 days) there shall be not fewer than three intervals
between the conclusion of one period of duty and the commencement of the next
period of duty. These intervals shall total not less than 180 hours with the minimum
interval being not less than 54 hours.

2.2 Operational Duty

The period during which an air traffic controller is actually exercising the privileges of
the controller's licence at an operational position.
Breaks in Operational Duty
No operational duty shall exceed a period of two hours without there being taken
during, or at the end of, that period a break or breaks totalling not less than 30 minutes
during which period a controller does not exercise the privileges of their licence.
2.2.1.2 Breaks shall include all measures necessary to ensure that controllers will not be
suffering, to any extent as a consequence of their duties, mental or physical fatigue
whilst exercising the privileges of their licence. Such measures are expected to
include a certain detachment from the operation, e.g. rest areas, some of which shall
afford the individual 'quiet space' and facilities for adequate refreshment.
2.2.1.3 At units where workload for any part of the day is judged to be low and the activity is
spasmodic rather than continuous, periods of operational duty, at these times, may
be extended to a maximum of four hours, provided that the following break is taken
pro−rata (e.g. 45 minutes after 3 hours or 60 minutes after 4 hours).
NOTE: Judgements on unit workload are to be made by unit managers in consultation with
the appropriate Regional Manager ATS Safety Regulation in the case of Airports or
the Head of En−route and College Regulation in the case of Area Control Centres.
2.3 Night Duty
A period of duty wholly or partly within the period of 0130 and 0529 hours.
2.3.1 Limits on Night Duties
Not more than two night duties may be worked in immediate succession. In a|l cases
the maximum night duty period shall not exceed 9.5 hours and the night duty must
conclude no later than 0730 hours.
Interval After Night Duties
Upon the conclusion of a single night duty, or two consecutive night duties, there shall
be an interval of a minimum of 54 hours before the commencement of the next period
of duty.
2.3.2.2 Providers may, in exceptional circumstances and with the approval of the controller
concerned, offer a controller a 48−hour minimum interval between the end of a single
night duty and the commencement of the next period of daytime duty. This allowance
is not permitted when planning for, or as part of, the published unit roster and is
expected to be utilised only to cover short−notice staffing difficulties.
2.4 On Call Duty
A period during which, by prior arrangernent, a controller is required to be available to
report at his place of work with the intention of providing an Air Traffic Control Service.
Limits for On Call Duties
The maximum On Call period of duty, where the controller does not attend the place
of work, shall be 20 hours. For the purpose of this particular limitation, all On Call Duty
time spent in attendance at the place of work shall count double. For example, if a
controller attends the place of work ten hours after commencing an On Call Duty the
20−hour maximum On Call period of duty will be reached when the controller
completes five hours at the place of work. [10 hours + (5 hours x 2 = 10 hours) = 20
hours.]
2.4.1.2 Not more than two On Call duties shall be worked in a period of 144 hours (6 days).

2.4.1.3 Prior to commencing an On Call duty controllers are to be rested in accordance with
the scheme's regulations and, if called in, will be subject to the minimum interval
between duty periods as specified in paragraph 2.1.2. An On Call duty controller who
is not called in during an overnight On Call duty shall not be utilised before midday on
I the day the overnight On Call duty finished.

2.4.1.4 Normally only one attendance at the place of work per On Call duty shall be permitted.
Units needing to operate in exceptional circumstances outside these limitations may
seek modification by the CAA in accordance with paragraph 4.1.
2.5 Early Start
An early start is a period of duty that commences between 0530 and 0629 hours.
Limits on Early Starts
Not more than 2 early starts shall be worked in a period of 144 hours. Consecutive
early start duties shall not be permitted where both duties commence before 0600
hours. An early start commencing before 0600 hours shall count as two morning
duties when considering the limitations on consecutive morning duties in paragraph
2.6.1.
The early start maximum duty period shall be 8 hours.
At units where the two hour maximum duty period is reduced to 1.5 hours by
enhanced relief, all operational duty periods for a controller on an early start
commencing before 0600 shall be limited to 1.5 hours (on any operational position
whether designated for enhanced relief, or not). For a controller on an early start
commencing at or after 0600 (on any operational position whether designated for
enhanced relief, or not) the first operational duty period shall be limited to 1.5 hours.
2.6 Morning Duty
A morning duty is a period of duty that commences between 0630 and 0759 hours.
2.6.1 Limits on Morning Duties
A maximum of 5 consecutive morning duty periods shall be permitted. For the
purpose of this calculation early starts shall be counted and those commencing before
0600 hours shall count double. The maximum morning duty period shall be 8.5 hours.
3 Additional Limitations
Reduction of Intervals for Handover

In this scheme, where an interval of a minimum of 60 hours or 54 hours between
periods of duty is stipulated, that interval may be reduced by up to 30 minutes solely
for the purpose of orderly shift Handover.
3.1.2 The time taken for orderly handover/takeover before a shift start, up to a maximum of
15 minutes, shall not be considered to form part of the oncoming controller's period
of duty.
3.2 Holidays
During any calendar or leave year not fewer than 10 days of total holiday entitlement
shall be taken in periods of not less than five consecutive days of booked leave
(excluding rostered days off).
1 July 2008 Part D Section 2 Page3

Simulators
Operational and Emergency Continuation Training on simulators and other simulator
activity, which may affect a controller's licence, shall be counted the same as
operational duty when considered for the purposes of the scheme.
3.3.2 Trial and evaluation simulations which take place within periods of duty, or in place of
operational duties, may be conducted within the overall limitations of Periods of Duty.
However, trial and evaluation simulations which take place within the normal 60 hour
or 54 hour intervals between periods of duty shall have an interval of 48 hours
between the end of the simulation and the commencement of the next period of
duty, or alternatively an interval of 24 hours shall immediately precede and
immediately follow such periods of simulator duty.
NOTE: Simulations which are part of Air Traffic Controller rating training at Air Traffic Control
Training Colleges are not subject to the requirements of this scheme.
4 Modification of Limitations
By the CAA
The CAA may at its discretion modify any Limitation through and by authorised
members of its Air Traffic Standards Division (ATSD). Modifications may be made as
a requirement of the CAA, or in exceptional or extraordinary circumstances, on the
application of a Provider of Air Traffic Control Services. Application may be
communicated in any manner to ATSD and must be confirmed in writing within the
following 24 hours.
4.1.2 Modification may be made or granted upon such terms and for such duration as ATSD
shall specify. It may be communicated in any manner and will be confirmed in writing
with reasons within the following 48 hours.
4.1.3 In exercising its discretion to make or grant a modification, the CAA shall have regard
to:
a) the amount, type and complexity of recent and anticipated traffic handled by the
unit and position concerned;
b) the published operational hours of the unit;
c) the pattern of shifts in operation at the time of any shift involved;
c)
d) the qualifications and availability of support and supervisory staff;
e) exceptional temporary staffing problems;
e)
f) the equipment in use at the unit;
g) exceptional temporary equipment problems;
h) the type of operating position at the unit;
i) factors which may compensate for, or benefits which may arise from, any
modification; and
j) such
e other matters as the CAA considers to be relevant.
4.2 By the Provider of Air Traffic Control Services
In exceptional circumstances a Provider at a unit may in its discretion modify any
Limitation through persons exercising its authority. Such modifications may only be
made to overcome short−term, temporary and unforeseen difficulties at the unit and,
having regard to SRATCOH, may only be made if the safety and effectiveness of Air

Traffic Control will be maintained. The CAA will require to review the circumstances
of each such modification and for this purpose a report and full details of the
modification shall be notified in writing, using form SRG 1410, Report of Operational
I Duty in Excess of SRATCOH, available from tha CAA website at http://

www.caa.co.uk/SRG1410. The completed form should be submitted to ATSD within
24 hours of the modification taking effect.
5 Review of Modifications
A Provider who objects to the refusal, or to the terms of modification of a Limitation,
I by the Air Traffic Standards Division may, according to Regulation 6 of the Civil
Aviation Authority Regulation 1983, request that the issue be decided by the CAA.
6 Notification of Roster Details
At the request of Air Traffic Standards Division, the Provider at a unit shall supply to
the CAA:
a) not less than 30 days before it is due to come into force, a copy of any proposed
working roster and, without request as early as possible, details of any proposed
change.
b) not more than 30 days after receiving a request, details of a roster as actually
worked including records of the periods of duty worked.
7 Guidance on Minimum Rest Facilities
7.1 At all units the minimum rest facilities should consist of a separate room, which is
remote from the operations room and reasonably quiet. There should be sufficient
and adequate furniture for the number of staff likely to be on a fatigue break at one
time.
7.2 Facilities for obtaining refreshments should be available within a reasonable distance
of the unit or appropriate facilities should be provided for the storage and preparation
of food and drinks.
8 Guidance on Secondary Employment
8.1 Although the CAA has no direct legal powers to require that air traffic controllers do
not undertake secondary employment, it may be helpful to clarify how the
requirements of SRATCOH and the Air Navigation Order affect the management of
such activity.
8.2 Any employment that involves exercising the privileges of an air traffic controller
licence is subject to SRATCOH and should be considered together with any
secondary employment that involves exercising of the same privileges, for the
purposes of the scheme's requirements.
| 8.3 Article 115 of the Air Navigation Order 2005 (as amended) places a responsibility on
each holder of an air traffic controller licence not to act as an air traffic controller whilst
suffering from fatigue to the extent that it may endanger the safety of any aircraft to
which the controller is providing a service. Controllers who engage in secondary
employment within required SRATCOH rest periods are at risk of failing to meet this
responsibility. Fundamentally, controllers should not present themselves at work for
1 July 2008 Part D Section 2 Page5

the purposes of exercising the privileges of their air traffic controller licence if for any
l reason they are likely to suffer from fatigue during the period of duty.
8.4 In order to hold an Article 100 approval for the provision of air traffic control services
the CAA requires to be satisfied that the Provider is competent, having regard to his
I organisation, staffing, equipment, maintenance and other arrangements, to provide a
service that is safe for use by aircraft. The CAA would not be satisfied in this respect
if the Provider did not have measures in place to ensure that secondary employment
of their staff that involves exercising the privileges of an air traffic controller licence is
notified to them and is considered in conjunction with primary employment exercising
the same privileges for the purposes of SRATCOH.

AC
No. : AC/ATS/001R00
Date : 1 July 2005
AERONAUTICAL CIRCULAR
CIVIL AVIATION AUTHORITY – MACAO, CHINA
SUBJECT: Scheme of Working Hours of Air Traffic Controllers
EFFECTIVE DATE:
1 August 2005
CANCELLATION:
Nil
GENERAL:
The President of Civil Aviation Authority – Macao, China, in exercise of his power under
Paragraph 89 of the Air Navigation Regulation of Macao (ANRM) and Article 35 of the
Statutes of Civil Aviation Authority, approved by the Decree-Law 10/91/M, established
this AC.
1 Purpose
The purpose of this Scheme of Working Hours of Air Traffic Controllers is to ensure, so far
as reasonably possible, that the controller fatigue is mitigated and thereby the safe and
efficient ATC service can be provided to all aircraft operating within Macao aerodrome
traffic zone.
2 Scope
The requirements described in this document apply to all air traffic controller license holders
working at the ATC Tower of Macau International Airport.
3 Definitions
3.1 Period of duty
Page 1 of 4
Rua Dr. Pedro José Lobo, 1-3, Edificio Luso Internacional, 26° andar - Macau
Tel.: (853) 511213 • Fax: (853) 338089 • AFTN: VMMCYAYX • E-mail: aacm@aacm.gov.mo
AC
No. : AC/ATS/001R00
Date : 1 July 2005
The period during which the Macao Air Traffic Controller License holder is
required to carry out any task associated with the ATC service provider, includes
breaks and any extension of duty.
3.2 Operational duty
The period during which an air traffic controller is actually exercising the privileges
of the controller’s license at operational positions.
3.3 Night duty
A period of duty of not less than four hours between 2200 hours and 0700 hours
next following in local time.
3.4 Standby duty
A period during which, by prior arrangement, a controller is required to be available

to report at Macao ATC Tower with the intention of providing an air traffic control
service. Standby duty is calculated at half period of duty time.
4 Limitations
4.1 Maximum period of duty
No period of duty shall exceed 10 hours. Within 720 consecutive hours (30 days)
the aggregate of periods of duty and standby duties shall not exceed 300 hours
provided that periods of duty do not exceed 200 hours.
4.2 Intervals between periods of duty
There shall be an interval of not less than 12 hours between the conclusion of one
period of duty and the commencement of the next period of duty. Within 720
consecutive hours (30 days) there shall be not fewer than three intervals of a
minimum of 60 hours each between the conclusion of one period of duty and the
commencement of the next period of duty.
4.3 Limit on and interval following consecutive periods of duty
Upon the conclusion of six consecutive periods of duty within 144 consecutive
hours (6 days), or upon consecutive periods of duty within 144 consecutive hours
(6 days) reaching a total of 50 hours, whichever is the earlier, there shall be an
interval of a minimum of 60 hours before the commencement of the next period of
duty.
Page 2 of 4
AC
No. : AC/ATS/001R00
Date : 1 July 2005
4.4 Limits on night duties
Not more than two night duties may be worked in immediate succession.
4.5 Interval after night duties
Upon the conclusion of two night duties in immediate succession, there shall be an
interval of a minimum of 54 hours before the commencement of the next period of
duty.
4.6 Reduction of intervals for handover
In this scheme where an interval of a minimum of 60 hours or 54 hours between

periods of duty is stipulated, that interval may be reduced by up to 30 minutes solely
for the purpose of orderly shift handover.
4.7 Adjustment of workload in operational duty
No operational duty shall exceed a period of two hours without changing

operational positions except for the supervisor position. The period on operational
position should be adjusted to avoid the performance degradation concerning the
traffic volume and complexity. Although this period may be modified to reflect
intensity of workload under the Modification of Limitations provisions below,
modification of a period on operational position beyond four hours is prohibited.
The air traffic controller / supervisor is considered to be providing an air traffic
control service when he / she is supervising a trainee air traffic controller who is
working at an operational position.
5 Modification of limitations
5.1 By the Authority
The Civil Aviation Authority – Macao, China (AACM) may in its discretion modify
any Limitation. Modifications may be made as a requirement of the AACM or in
exceptional or extraordinary circumstances on the application of the ATC service
provider. Application may be communicated in any manner to the AACM and shall
be confirmed in writing within the following 24 hours.
Modification may be made or granted upon such terms and for such duration the
AACM shall specify. It may be communicated in any manner and shall be
confirmed in writing with reasons within the following 48 hours.
Page 3 of 4
AC
No. : AC/ATS/001R00
Date : 1 July 2005
In exercising its discretion to make or grant a modification, the AACM shall have
regard to:
a) The amount, type and complexity of recent and anticipated traffic handled by
the position concerned.
b) The published operational hours of Macao ATC Tower
c) The pattern of shifts in operation at the time of any shift involved.
d) The qualifications and availability of support and supervisory staff.
e) Exceptional temporary staffing problems.
f) The equipment in use at the Macao ATC Tower.
g) Exceptional temporary equipment problems.
h) The type of operating position at Macao ATC Tower.
i) Factors which may compensate for or benefits which may arise from any
modification.
j) Such other matters as the AACM considers to be relevant.
5.2 By the ATC service provider
In exceptional circumstances the ATC service provider may in its discretion modify
any Limitation. Such modifications may only be made to overcome short-term,
temporary and unforeseen difficulties at Macao ATC Tower and having regard to
this scheme, may only be made if the safety and effectiveness of air traffic control
will be maintained. The AACM will require to review the circumstances of each
such modification and for this purpose a report and full details of the modification
shall be notified in writing to the AACM within 24 hours of the modification taking
effect.
6 Notification of roster details
Upon the request of the AACM, the ATC service provider shall supply the details of a
roster as actually worked including records of the periods of duty worked not later than 30
days after receiving the request.
- END -
Page 4 of 4
2/11/10 JO 7210.3W
may be consolidated in consideration of activity and 1. Do not work more than 10 operational hours
the qualifications of the personnel involved. in a shift.
b. To the extent staffing resources permit, and 2. Hours worked before a shift, whether
where the position is established, the tower associate operational or not, will count as operational hours.
(local assist) position shall be staffed. This position 3. All work beyond 10 hours must be
is considered essential to the operational integrity and nonoperational.
safety levels required to minimize the potential for
surface errors and land‐over incidents. Nonlocal 4. Have at least an 8-hour break from the time
control functions shall not be consolidated/combined work ends to the start of any subsequent shift.
at the local control position except during periods of
5. Have an off-duty period of at least 12hours
significantly reduced traffic levels.
following a midnight shift. (A midnight shift is
c. When conducting TIPH operations, local defined as a shift in which the majority of hours are
control position shall not be consolidated/combined worked between 10 p.m. and 8 a.m.)
with any other non-local control position. 6. Do not work more than six shifts without
REFERENCE- taking a regular day off.
FAAO JO 7210.3, Para 10-3-8, Taxi Into Position and Hold (TIPH)
Operations. 7. Authorized leave, compensatory time used,
and credit hours used are considered hours of work.
2-6-6. RELIEF PERIODS 8. These criteria apply to shift adjustments,
including the exchange of shifts and/or days off and
a. Personnel performing watch supervision duties
the change of shifts and/or days off.
are responsible for ensuring that breaks are
administered in an equitable manner and applied so
as to promote the efficiency of the agency. They are 2-6-8. OVERTIME DUTY
also responsible for ensuring that breaks are of a
Facility air traffic managers shall ensure that
reasonable duration.
overtime duty is equitably distributed among all
b. Personnel performing watch supervision duties eligible employees who desire it. Retain overtime
are responsible for knowing the whereabouts of duty records for 12months.
employees to ensure their availability for position
assignments. 2-6-9. HOLIDAY STAFFING
c. Personnel performing watch supervision duties a. Facility Air Traffic Managers shall ensure that
shall not condone or permit individuals to sleep while the scheduled staffing is adjusted on holidays to a
on duty. Any such instance shall be handled in level consistent with the anticipated workload.
accordance with FAPM 2635, Conduct and Application of this policy is not intended to result in
Discipline. a standardized holiday staffing schedule for all
holidays. Holiday staffing schedules may vary for
2-6-7. BASIC WATCH SCHEDULE individual holidays since the traffic in a particular
area cannot always be expected to be the same for
a. Facility watch schedules shall take into account each holiday.
normal traffic flow, thereby permitting the posting of
b. Prior to establishing work schedules for a
a continuing schedule for an indefinite period of time.
Federal holiday, facility air traffic managers shall:
Facility management is responsible for ensuring
watch schedules are in accordance with collective 1. Consider the previous year's traffic statistics
bargaining agreements. for each holiday.
b. Air traffic control specialists whose primary 2. Check, as appropriate, with local sources (Air
duties are those directly related to the control and National Guard, USN, USAF Reserves, local flying
separation of aircraft must meet the following schools, fixed base operators, etc.), for information
criteria: concerning anticipated activity.
Watch Supervision-Terminal/En Route 2-6-3

JO 7210.3W 2/11/10
2-6-10. ADMINISTRATIVE HOURS OF radar approach control services are provided, the air
DUTY traffic manager must ensure, to the maximum extent
possible, that these functions are not consolidated
Hours of duty of facility air traffic managers and
unless unforeseen circumstances or emergency
administrative staffs should conform with the duty
situations arise which would preclude compliance
hours of their respective service area office.
with this paragraph.
2-6-11. FACILITY COMPLEMENTS b. During midwatch operations (between 2230

Facility air traffic managers will be currently and 0630 local time), when traffic is very light, all
informed by the service area office of their authorized functions may be consolidated for short meal or
facility personnel complements. The authorized physiological breaks.
complement will always be the end-of-year
employment ceiling authorization. Circumstances c. At facilities with a tower only operation and
may result in the establishment of a complement staffing of only one Certified Professional Controller
different from that provided in workload formulas. (CPC), coordination must be accomplished with the
facility providing radar/nonradar approach control
services to the airport before the CPC can leave the
2-6-12. CONSOLIDATING
operational quarters for physiological breaks. This
TOWER/TRACON FUNCTIONS
should only be done during periods of light to zero
a. At facilities where both tower and radar/non traffic.
2-6-4 Watch Supervision-Terminal/En Route

18. HOURS OF WORK
18.1. An employee will be consulted and Airservices will endeavour to accommodate an employee’s
preferences for working hours considering an employee’s personal needs and impact on family
and work life. These preferences must fit within the needs of Airservices’ business and other
members of an employee’s group.
18.2. Airservices will ensure that matters concerning fatigue management and equity principles are
fully considered in the management of shifts.
18.3. Definitions
In these provisions:
(a) "One clear day off", consists of a minimum of thirty (30) hours including twenty-four (24)
hours time off duty commencing at midnight.
(b) "Two clear days off", consists of a minimum of fifty-four (54) hours including forty-eight
(48) hours time off duty commencing at midnight.
(c) "Three clear days off", consists of a minimum of seventy-eight (78) hours including seventy-
two (72) hours time off duty commencing at midnight.
(d) "Quick Change", means rostered return to duty after less than fourteen (14) hours time off
unless it includes the total sleep period.
(e) "Sleep Period", means the hours between 2300 and 0600 local time.
(f) "Night Shift", means a shift which includes the hours from 0001 to 0559 local time.
18.4. Ordinary hours of duty

(a) An employee’s total rostered ordinary hours of duty will not exceed an average of seventy-
two (72) hours per fortnight inclusive of shift hand-over duties.
(b) The seventy-two (72) rostered ordinary hours will be averaged over the acquittal period for
the roster concerned.
(c) At the issue of a roster, the acquittal period shall not exceed the intended operational period
of the roster
18.5. Length of shift

To provide flexibility in rostering whilst maintaining suitable OH&S protection for employees,
the following will apply:
(a) Except when agreed by the way of a Flexibility Agreement the length of shift will not
exceed:
(i) 8 hours for SY TTCU and BK/CN Towers
(ii) 9 hours for Enroute, TMA, Radar Towers (excluding SY TTCU, BK and CN)
(iii) 10 hours for non-TAAATS Towers (Regional/GAAP)
(b) In all cases the length of a shift will not be less than six (6) hours.
(c) A night shift will not be longer than 8 hours.
(d) Shift lengths of up to 8 hours will be defined in increments of 15 minutes.
(e) Shift lengths over 8 hours will be defined in increments of 30 minutes
(f) All other provisions relating to the rostering of ATCs.
Airservices Australia Page 20

18.6. Commencement and cessation of work
(a) No rostered shift will commence or cease between the hours of 0001 and 0459 local time.
(b) Where shifts commence before 0600, hours worked before 0600 shall be acquitted three (3)
times (i.e. a shift nominally of eight (8) hours duration commencing at 0500 shall cease at
1100 but be acquitted as eight (8) hours worked).
18.7. Extension of rostered shift
(a) With an employee’s consent, a rostered shift may be extended prior to the scheduled
commencement time or beyond the nominal finishing time, provided that the total length of
the shift worked does not exceed ten (10) hours.
(b) An employee’s consent will not be unreasonably withheld.
18.8. Consecutive shifts
(a) The minimum number of consecutive rostered shifts will be three (3) and the maximum
number of consecutive rostered shifts will be five (5). In instances where it is agreed that the
number of consecutive rostered shifts is six (6), the maximum number of hours that may be
rostered will be forty eight (48).
(b) Including additional hours or emergency duty, the maximum number of consecutive shifts
worked will be ten (10). Further, the maximum number of hours worked continuously in
consecutive shifts will be eighty (80).
18.9. Time off between shifts
(a) To provide flexibility in rostering whilst maintaining suitable OH&S protection for
employees, the following will apply.
(b) The minimum duration of a time off period between successive shifts of duty, rostered or
worked, shall be:
Shift Length (hours) Break between (hours)

8 or less 10
8.5 10.5
9 11
9.5 11.5
10 12
Note: In the case of recall for additional hours duty, the minimum time off will be eight (8)
hours. Additional hours may be declined due to fatigue if the break between shifts as defined
above is infringed.
(c) Three (3) clear days off will be rostered following a run of six (6) consecutive shifts or
following a run of consecutive shifts totalling more than forty hours (40). Two (2) clear
days off will be rostered following a run of five (5) consecutive shifts or consecutive shifts
totalling more than thirty hours (30).
(d) In each twenty-eight (28) day period, measured with reference to the commencement of the
roster cycle concerned, a minimum of eight (8) days off will be rostered, including a
minimum of two (2) clear days off on at least two (2) occasions.
(e) Rosters will not contain more than seven (7) quick changes in any six (6) week period,
measured continuously.

18.10. Notification of rosters
(a) Rosters shall be posted with at least forty-five (45) days notification.
(b) An employee will progress through the roster pattern in an orderly way and an employee’s
progress will only be interrupted by an employee’s absence on leave.
(c) In the event that Airservices initiates a change to a published roster which results in changes
to the time of an employee’s rostered shift, that employee will be entitled to receive payment
at the additional duty rate for that portion of the shift that falls outside the original rostered
hours of duty, unless an employee has been given 48 hours notice.
(d) Where an employee is not given seven (7) days notice of a shift change, an employee is
entitled to receive payment at the additional hours rate (refer clause 18.17(a)), unless
Airservices could not reasonably have given seven (7) days' notice of the change.
18.11. Breaks within shifts
To provide flexibility in rostering whilst maintaining suitable OH&S protection for employees,
the following will apply:
(a) In accordance with occupational health and safety principles (fatigue risk management
assessment and screen based work), an employee will be entitled to periods of relief from an
employee’s operational duties. As a minimum, breaks will be provided during shifts as
follows:
Total relief breaks

Shift Length
within shift
(hours)
(mins)
8 or less 30
8.5 75
9 90
9.5 105
10 120
(b) In situations where only single-person staffing is provided or on night shifts, Airservices will
monitor the occupational health and safety aspect of shift lengths and operational duty
requirements for the provision of breaks on safety and risk assessments.
(c) Where the break or breaks patterns are available as a result of the nature of the duties and/or
workload patterns of particular positions, no further provision need be made for relief.
Where this is not the case, the break or breaks may be provided by combining positions
where this is possible or where necessary by rostered relief employees.
18.12. Breaks from continuous duty

(a) ATCs should not work more than 2 hours without a break but must not exceed 3 hours
without a break, except in extraordinary circumstances which could not have been
reasonably foreseen by Airservices.
(b) Where such extraordinary circumstances occur, the denial of the break can only be for a
limited period of time whilst these circumstances are addressed by Airservices. This will
include the situation where Airservices is unable to replace a shift because less than 8 hours
notice has been provided to Airservices of a staff member’s absence. In these circumstances,
breaks of limited duration may be accommodated through the use of contingency
arrangements.
(c) Vacant shifts, planned or unplanned, with a notification period in excess of 8 hours are not
to be regarded as an extraordinary circumstance and normal breaks will apply.

(d) Any extension of the period of which the break is taken must not compromise safety.

18.13. Stand-by rosters (‘Grey Days’)
(a) Where Airservices considers it appropriate to do so, rosters may be drawn so as to include
provision for employees to be rostered on stand-by shifts. These ‘grey day’ stand-by shifts
will be shifts on which employees will be rostered on stand-by for relief in the event of
absence of an employee who is rostered on duty.
(b) When rostered on stand-by, an employee will be rostered for a specific shift on a specific
day. This rostered stand by shift will be called the “nominal shift”. Such shift will not
commence before 0600 local time and will not be of more than of eight (8) hours duration.
(c) When on stand-by an employee will not attend for the nominal shift unless called in.
However, the employee must be available to be called in to perform duty for a period
representing twice the length of the nominal shift and the employee shall be "on call", for a
period of nine (9) hours or such other period as agreed provided that the employee will be:
(i) stood-down one (1) hour after the commencement of the last shift in the stand-by
period.
(ii) available to report for duty at the nominated start time or in any event not later than two
(2) hours after notification.
(d) When rostered on stand-by an employee will be paid at their ordinary rate of pay for a shift
in respect of the nominal shift whether or not you are required to attend for duty.
(e) Provisions of these principles relating to shift commencement, cessation and extension and
time off apply to the time actually worked.
18.14. Mutual changes of shift
(a) Mutual changes of shift between employees are permitted subject to our approval and
provided that shifts worked are in accordance with the maximum shift runs, hours worked
and time off provisions of these principles.
(b) Where an employee elects to mutually change shifts of differing lengths Airservices will not
withhold approval unreasonably. Financial considerations, including shift allowances, and
acquittal are a matter for an employee to consider in deciding to mutually change shifts.
18.15. Voluntary On call rostered shift scheme
(a) Where Airservices determines there are operational reasons for it, Airservices can ask for
volunteers in a group to participate in an on-call rostered shift scheme.
(b) A scheme will involve an invitation to employees to nominate for five on-call shifts in a
three month period. However, an employee can nominate to participate in less than five on-
call shifts.
(c) Once Airservices has received sufficient nominations from employees to participate, it will
allocate the on-call shifts amongst the employees who have nominated in a manner in which
it considers is appropriate, but in no case allocating more than five on call shifts to any
employee and no more than the number of shifts for which an employee has nominated.
Upon allocation of the shifts, each employee to whom shifts have been allocated shall
become a participant in that particular voluntary on-call rostered shift scheme.
(d) On publication of the roster, each participant will be paid in advance an amount equal to the
amount they would normally receive for 4 hours pay for each shift they are allocated.
(e) A participant for their part will be on-call and contactable and prepared to do each of the
shifts allocated to them under the scheme in which they are participating.
(f) If a participant is called in, they will be additionally paid for the duration of hours worked at
the Additional Hours rate.
(g) If as a result of a genuine emergency situation a participant is not able to perform a shift
which they have been allocated under a scheme, they shall notify Airservices as soon as
practical. In that case they will be under an obligation to do a replacement on-call shift.

(h) If a participant informs Airservices that they are not able to perform a shift which they have
been allocated under a scheme for other than genuine emergency reasons, or during a
scheme on a second occasion for any reason, their participation in the scheme will cease.
Airservices will be entitled to deduct from their pay an amount equivalent to the amount
paid in advance referrable to the shift missed and subsequent allocated shifts under the
scheme.
18.16. Additional Hours

(a) An employee has an obligation to work a reasonable amount of additional hours where it is
necessary to meet operational requirements. This obligation is subject to the provisions in
the remainder of this clause.
(b) If, having regard to the matters set out in (i) to (v) below, it would be unreasonable for an
employee to work the additional hours, the employee does not have an obligation to work
those hours:
(i) any risk to the employee’s health and safety;
(ii) the employee’s personal circumstances, including family responsibilities;
(iii) the needs of the workplace;
(iv) the notice given by Airservices of the requirement to work the additional hours and
any notice the employee has given about their availability or unavailability to perform
additional hours work in a particular period;
(v) any other relevant matter.
(c) If an employee is asked to work additional hours and after considering the matters
mentioned in clause 18.16 (b)(i)-(v), the employee concludes that it would be unreasonable
for them to work those additional hours, they may decline to work those hours and they will
not be required to work those particular hours. In that event, Airservices is entitled to ask the
employee to provide the reason or reasons for their conclusion and if Airservices wish to
dispute whether the refusal is justified under this clause it can do so, in which case the
dispute will be dealt with in accordance with the disputes avoidance and settlement
provisions of this Agreement.
18.17. Penalty Rates: ATCs, FDCs, SSOs & ADTs

(a) ATC (including Operational Support Specialists) or FDC employees who are required to
work any additional hours outside of their ordinary hours of work the employee will be paid
at the rate of 1.85 for all additional hours worked. In circumstances where an ATC or FDC
employee has ceased work and is recalled to duty, the employee will be paid a minimum of
four (4) hours.
(b) Simulator Support Officers (SSO) and Airways Data Team (ADT) employees who perform
work outside their ordinary hours of work will be paid according to the following rates with
payment is determined by multiplying the additional hours worked by the relevant factor
appearing in the table below
Additional Hours SSO/ADT

Mon-Fri – 1st three (3) hours 1.15
All other hours 1.53
Public Holidays 1.91

18.18. Rest relief
(a) If an employee is required to work additional hours and there is less than eight (8) hours
break to an employee’s next rostered shift commencement time, an employee will not be
required to attend for ordinary duty until an employee has been absent for eight (8) hours
(plus reasonable travelling time). An employee’s pay will not be reduced for the period of
such absence.
(b) If an employee is directed to work without eight (8) consecutive hours off duty (plus
reasonable travelling time), an employee will be paid by multiplying the hours worked by
the relevant factor appearing in the table below using an employee’s commuted hourly rate
until an employee have received the required break:
Rest Relief SSO/ADT ATC/FDC
All hours until required break received 1.53 1.85
(c) The rest relief provisions do not apply where the period of emergency duty is less than three
(3) hours, or less than three (3) additional hours is worked immediately prior to the
commencement of a rostered shift.
18.19. Time off in lieu
(a) In lieu of payment for additional hours, an employee may request time off to be credited on
an hour for hour basis. In the alternative, an employee may request a combination of
payment and time off in lieu.
(b) If an employee is required to travel away from an employee’s normal place of work outside
an employee’s total rostered hours of duty and those hours would otherwise be additional to
the rostered hours per fortnight, an employee will be credited with time off in lieu in
accordance with this clause.
(c) Wherever possible, time off in lieu will be provided at a time mutually acceptable to an
employee and an employee’s manager, consistent with operational requirements.
18.20. Emergency Duty: SSO/ADTs
(a) SSO or ADT employees may be required to work emergency duty, that is, work in
circumstances where they are recalled to work in order to meet an emergency at a time when
the employee would not ordinarily have been on duty and notice of which was not given
prior to an employee’s ceasing duty on the previous shift.
(b) Payment for emergency duty is determined by multiplying the additional hours worked by
the relevant factor appearing in the table below.
Emergency Duty SSO/ADT
All hours 1.53
(c) Emergency duty performed on public holidays will be paid in accordance with this clause,
except where payment under the public holiday additional hours provisions, excluding travel
time and motor vehicle allowance, would be greater.
(d) The period of emergency duty for which an employee will be paid will include one hour’s
travel in each direction.
(e) In circumstances where an employee have ceased work and recalled to duty, an employee
will be paid a minimum of four hours.
(f) If an employee is required to use an employee’s own motor vehicle to attend for, and return
from, emergency duty, an employee will be paid motor vehicle allowance.
(g) An emergency duty payment does not apply where an employee’s shift commencement time
is varied to meet an emergency.

18.21. Public Holiday Penalty
(a) If an employee is required to perform ordinary duty on a public holiday (refer Clause 48),
payment will be determined by multiplying the hours worked by 1.97 using an employee’s
hourly rate.
(b) If an employee is not required to perform ordinary duty on a public holiday (refer Clause 48)
and are on an employee’s rostered day off, an employee will paid a penalty of 0.79 for the
hours an employee would have normally been rostered to work, or credited time off in lieu
on an hour for hour basis (refer Clause 18.19).
18.22. Operational Support Specialists - Special Conditions
(a) If an employee is employed in an operational shift-working capacity and is required to hold
and maintain a licence/rating or certificate of competency, and they are seconded to carry
out specialist support duties for a period not exceeding 24 months, for the period of the
secondment the employee will continue to receive the base salary they would receive in their
operational position as provided in Attachment 1. If an employee is a licensed and rated
ATC Instructor and they are appointed on secondment as the leader of a team of ATC
instructors, the employee will receive the salary for a supervisor at the location of an
employee’s permanent employment, or the CSS/SS salary, whichever is the higher.
(b) Should the period of such secondment exceed 24 months, Airservices will review the
arrangement to determine whether continuation of the secondment is appropriate. If the
secondment continues, the employee will continue to receive for the period of continuation
of secondment the base salary they would receive in their operational position as provided in
Attachment 1.
(c) Where the secondment is not continued, the employee will have the opportunity to return to
an employee’s operational position or to be appointed permanently to a position in the area
to which they had been seconded (or an area related to it) at a classification level appropriate
to their skills and experience under the industrial instrument that regulates employment
conditions pertaining to that position or if there is no such instrument, under individual
contract conditions.
(d) The parties agree that either may initiate negotiations for a collective agreement which will
regulate the employment conditions of Operational Support Specialists who are permanently
employed in a non-operational role either under the preceding sub-clause or through a
process of recruitment.
19. TRAVEL STANDARD
19.1. When travelling on official business the following travel standards will apply:
(a) Air travel will be economy class where the difference between published departure and
arrival time is no greater than three (3) hours and business class (where available) where the
difference between published departure and arrival time is greater than three (3) hours; and
(b) Surface public transport will be the highest class available.

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ED/ATM/2010/V1.

DIRECTORATE OF AIR TRAFFIC MANAGEMENT

REVIEW OF WORKING HOURS & ROSTER OF

REPORT OF THE COMMITTEE

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 3 of 39

3.1 An important liveware issue in SHEL model is that of controllers becoming

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 4 of 39

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 5 of 39

1. Shri D. Ghosh, GM (ATM-SQMS), CHQ Chairman

6.1 The terms of reference to the committee are as follows:

i) One clear working day off in a week for ATCOs.

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 6 of 39

7.2 Work-rest cycles is a contentious issue in air traffic control. Some

8. A Brief on Agreement between AAI Management & ATC Guild in 1994

8.1 As per agreement between AAI management and representatives of ATC

9. A Brief on ICAO Guidelines

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 7 of 39

iii) Consecutive night shifts are not recommended.

9.2 The ILO recommendation says:

10. Roster pattern of other countries

 Controllers work a 72 hour fortnight.

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 8 of 39

 Shift lengths are between 6 and 10 hours - average 7 to 8 hours.

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 9 of 39

Different shift schemes adopted by air traffic controllers in Italy

2nd day Morning (0700-1300) Morning (0700-1300) and

4th day (Night ends at 0700) Rest

10.1.4 New Zealand

10.1.4.1 Hours of work

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 10 of 39

10.1.4.2 Breaks between work periods: The minimum break between

10.1.4.4 Shift Cycles - Maximum Hours of Duty.

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 11 of 39

 Maximum time on radar is 2 hours, and then a 30 minute break is provided.

 No more than 6 consecutive days can be worked in a row.

10.1.6 Maastricht (Eurocontrol)

 Controllers work a 4 on 2 off shift cycle.

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 12 of 39

10.1.7 Republic of Cyprus

11. Proposal received from various airports

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 13 of 39

11.3.2 Seven shift roster is presented below:

TWR-N TAR JCAC

SMC-M PLC-E EEP PLC=2

SMC-S PLC-W FIC TWR=7

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 14 of 39

12. The Proposal of the committee

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 15 of 39

12.2 The existing roster system

DATE Cycle Shift Timings Total Working Hours

Timings Working Hours 1 2 3 4 5 6 7 8 9 10

12.2.2 Salient features:

December 21, 2010 ED/ATM/2010/V1.01-WHRS-CRPT Page 16 of 39

12.3 The Proposed Roster patterns

12.3.1 Proposal No. 1

Days Cycle Shift Timings Working Hours

Monday Afternoon 13:30-19:30 6:00

Tuesday Morning 07:30-13:30 6:00

Wednesday/ Thursday Night 19:30-07:30 12:00

Friday Clear Off Not/Applicable Nil

Saturday Afternoon 13:30-19:30 6:00

Sunday Morning 07:30-13:30 6:00

Monday / Tuesday Night 19:30-07:30 12:00

Wednesday Clear Off Not/Applicable Nil