Factual Information 2015:1.18 Additional Information/1.18.1.4
This page contains an extract from the Factual Information released on 8 March 2015
Summary
1.18.1.4 KL ATCC Duty Shift System for Air Traffic Controllers
The duty shift system for Air Traffic Controllers is as follows:
Day 1 - Afternoon shift: 0500 UTC [1300 MYT] - 1100 UTC [1900 MYT]
Day 2 - Morning shift & Night shift:
2300 UTC [0700 MYT] - 0500 UTC [1300 MYT] &
1100 UTC [1900 MYT] - 1600 UTC [2400 MYT]
Day 3 - Midnight shift: 1600 UTC [0000 MYT] - 2300 UTC [0700 MYT]
Day 4 - Off duty, then to Day 1 again.
Note: The beginning of this Section (above) was omitted from the original version of the Factual Information (Issued on 8th March 2015) but was included in the Update released in November 2015.
On 07 March 2014, Sectors 1, 2, 3, 4 and 5 were manned by a Radar Controller, a Planning Controller and an Assistant Flight Data Controller in each sector from 1100-1600 UTC [1900- 2400 MYT]. Sector 6 was manned by a Radar controller and Sector 7 was not manned.
From 1600 UTC [0000 MYT] until 2200 UTC [0600 MYT], the number of controllers in the KL ATCC were scaled down by half to enable the controllers to take a break - the first half from 1600 UTC [0000 MYT] to 1900 UTC [0300 MYT] and the second half from 1900 UTC [0300 MYT] to 2200 UTC [0600 MYT], as follows:
- Sector 1, Sector 2 and Sector 4 each were manned by a Radar Controller with an AFD controller.
- Sector 3 and Sector 5 were combined and operating from a controller working position with a Radar Controller and an AFD controller.
- The area of responsibility would be that of Sector 3 and Sector 5. Between 1600 UTC [0000 MYT] and 2200 UTC [0200 MYT], Sectors 3 & 5 Assistant Flight Data Controller carried out the duty of Planning Controller.
The last radio transmission between KL ATCC and MH370 took place at 1719:30 UTC (0119:30 MYT). A contact should have occurred at around 1722 UTC [0122 MYT] when passing the waypoint IGARI. The first DETRESFA[1] message was transmitted by KL ARCC at 2232 UTC (0632 MYT).
Thus a total of 5 hours and 13 minutes had passed by between the last message expected from the crew and the transmission of the first message triggering the Distress Phase[2]. It was only at 0330 UTC (1130 MYT) on 08 March 2014 that Malaysian aircraft took off heading to the search areas.
As the ‘custodian’ of the airspace, the KL ATCC was the key witness to the event, having transferred MH370 to HCM ATCC 3 minutes before the estimated time of arrival (ETA) over the Transfer of Control Point[3] (TCP).
The estimate[4] of the aircraft for IGARI which was 1722 UTC (0122 MYT) had been passed to, by KL ATCC, and duly acknowledged by HCM ATCC, as stipulated in the Operational Letter of Agreement between DCA Malaysia and Viet Nam Air Traffic Management.
The Operational Letter of Agreement between DCA Malaysia and Viet Nam Air Traffic Management stipulated that “the accepting unit shall notify the transferring unit if two-way communication is not established within five (5) minutes of the estimated time over the TCP”.
At 1739:03 UTC (0139:03 MYT) HCM ATCC queried KL ATCC for news on the MH370.
After MH370 was transferred to HCM ATCC, the time of transfer was not recorded manually on the paper Flight Progress Strip as stipulated in MATS Part 2-Gen Section 11 FLIGHT PROGRESS STRIPS.
Manual of Air Traffic Services Part 9, Table 9-2.2 Overdue Action – Radio Equipped Aircraft preliminary action stipulates that “when an aircraft fails to make a position report when it is expected, commence actions not later than the ETA[5] for the reporting point plus 3 minutes” and.
a) The following actions shall be taken:
- request information from other ATS units and likely aerodromes,
- notify the RCC that the Uncertainty Phase[6] exists
- ensure that RQS[7] message is sent.
b) Full Overdue Action: not later than 30 minutes after the declaration of the Uncertainty Phase:
- notify the RCC that the Alert Phase[8] exists.
- notify the RCC that Distress Phase exists if:
- 1 hour has elapsed beyond the last ETA for the destination; or
- the fuel is considered exhausted; or
- 1 hour has elapsed since the declaration of the Uncertainty Phase.
MATS Part 9 para 6.2.4 stipulates that “If controllers have reason to believe that an aircraft is lost, overdue or experiencing communication failure, they shall:
- inform appropriate radar units (civil and military) of the circumstances;
- request the units to watch out for emergency SSR[9] code display or the triangular radio failure pattern, and
- notify these units when their services are no longer required.”
At 1741:23 UTC (0141:23 MYT) KL ATCC Sector (3 & 5) controller made a call on the radio frequency 132.6 MHz.to MH370 but there was no response from the aircraft.
The Standard Operating Procedure for Search and Rescue for Kuala Lumpur Aeronautical Rescue Co-ordination Centre (ARCC); page 6 para 2.1 states that:
“2.1 The Position of the Distress Aircraft Is Known:
2.1.1 When the position of the distress aircraft is known, the responsibility for initiation of a SAR operation will be that of the RCC in whose area the aircraft or the craft is located.
2.1.2 When the RCC recognizes that the aircraft is continuing its flight or may leave the search and rescue region (SRR) for which it is responsible, it should;
- Notify the RCCs associated with the planned or intended route of the aircraft and pass on all information.
- Continue coordination of the SAR operation until it has been notified by an adjacent ARCC that the aircraft has entered its Search and Rescue Region (SRR) and that it is assuming responsibility; and
- Remain ready to assist until informed that this is no longer required.” and page 8 para 2.2 states that;
“2.2 The Position of the Distress Aircraft Not Known;
2.2.1 When the position of the aircraft in distress is in doubt, the ARCC shall;
Assume responsibility for the SAR operation; and consult adjacent RCCs along the route of the aircraft as to which centre will assume primary responsibility.
2.2.2 Notwithstanding any LOA, the RCC to assume responsibility should be the Centre responsible for the region;
- in which the aircraft was, according to its last reported position;
- to which the aircraft was proceeding if the last reported position was the boundary of two SRRs.”
Para 3.3 on page 2/13 of the Supplementary Operational Instruction (SOI) 2/2014 issued on 1 Mac 2014, by the DCA ATM Sector on Search and Rescue for Air Traffic Control Centre/Aeronautical Rescue Coordination Centre/ Rescue Sub-Centre Requirement stipulates that “…All initial action concerning aircraft overdue shall be under the responsibilities of the respective ATCO[10]’s handling the traffic, Upgrading of SAR phases may be made by the supervisors or ARCC/ARSC after activation.”
a) It is explicitly stated in para 4.1 of the Supplementary Operational Instruction (SOI) 2/2014 issued on 1 Mac 2014, by the DCA Air Traffic Management Sector on Search and Rescue for Air Traffic Control Centre/Aeronautical Rescue Coordination Centre/Rescue Sub-Centre Requirement that:
- Duties of ATCO’s
- Duties of Watch Supervisor ATCC (para 4.4)
Event that followed was at time 1804:39 UTC (0204:39 MYT) KL ATCC Radar controller informed HCM ACC; “…reference to the company Malaysian Airlines the aircraft is still flying, is over somewhere over Cambodia”. And thirty one minutes later, at time 1835:52 UTC (0235:52 MYT) MAS Operations Centre informed the position of the aircraft was at latitude N14.9 0000 and longitude E109 15500, which was somewhere east of Vietnam and this information was relayed to HCM ACC.
At 1930 UTC (0330 MYT) MAS Operations Centre called in and spoke to Radar controller, admitting that the information from the ‘flight tracker'[11] was based on projection and could not be relied for actual positioning or search (Watch Supervisor logbook entry)
- ↑ DETRESFA: The code word used to designate a distress phase
- ↑ . Distress Phase: A situation wherein there is a reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger and require immediate assistance.
- ↑ Transfer of Control Point - A defined point located along the flight path of an aircraft, at which the responsibility for providing air traffic control service to the aircraft is transferred from one control unit or control position to the next.
- ↑ Estimate: The time at which it is estimated that an aircraft will be over a position or over the destination.
- ↑ ETA – Estimated time of Arrival.
- ↑ Uncertainty phase – A situation wherein doubt exists as to the safety of an aircraft or a marine vessel, and the persons on board
- ↑ RQS – Request Supplementary Flight Plan
- ↑ Alert phase – A situation wherein apprehension exists as to the safety of an aircraft or marine vessel and of the persons on board.
- ↑ (An explanation for SSR was not provided in the original text).
- ↑ ATCO – Air Traffic Controller
- ↑ MAS Operations Centre used the name “Flight Explorer”
Reference
RefID:Factual Information March 2015/1.18.1.4
Notes
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Timeline (not transcluded)
- 1100 UTC to 1600 UTC 7 March 2014
- RefID:Factual Information March 2015/1.18.1.4
On 07 March 2014, Sectors 1, 2, 3, 4 and 5 were manned by a Radar Controller, a Planning Controller and an Assistant Flight Data Controller in each sector from 1100-1600 UTC [1900- 2400 MYT]. Sector 6 was manned by a Radar controller and Sector 7 was not manned.
- 0000 MYT to 0600 MYT 8 March 2014
- RefID:Factual Information March 2015/1.18.1.4
From 1600 UTC [0000 MYT] until 2200 UTC [0600 MYT], the number of controllers in the KL ATCC were scaled down by half to enable the controllers to take a break - the first half from 1600 UTC [0000 MYT] to 1900 UTC [0300 MYT] and the second half from 1900 UTC [0300 MYT] to 2200 UTC [0600 MYT], as follows:
- Sector 1, Sector 2 and Sector 4 each were manned by a Radar Controller with an AFD controller.
- Sector 3 and Sector 5 were combined and operating from a controller working position with a Radar Controller and an AFD controller.
- The area of responsibility would be that of Sector 3 and Sector 5. Between 1600 UTC [0000 MYT] and 2200 UTC [0200 MYT], Sectors 3 & 5 Assistant Flight Data Controller carried out the duty of Planning Controller.
- 0043:31 MYT
- RefID:Factual Information March 2015/1.18.1.4
After MH370 was transferred to HCM ATCC, the time of transfer was not recorded manually on the paper Flight Progress Strip as stipulated in MATS Part 2-Gen Section 11 FLIGHT PROGRESS STRIPS.
- 0119:30 MYT
- RefID:Factual Information March 2015/1.18.1.4
The last radio transmission between KL ATCC and MH370 took place at 1719:30 UTC (0119:30 MYT). A contact should have occurred at around 1722 UTC [0122 MYT] when passing the waypoint IGARI.
- 0122 MYT
- RefID:Factual Information March 2015/1.18.1.4
The last radio transmission between KL ATCC and MH370 took place at 1719:30 UTC (0119:30 MYT). A contact should have occurred at around 1722 UTC [0122 MYT] when passing the waypoint IGARI.
- 0125 MYT
- RefID:Factual Information March 2015/1.18.1.4
The estimate of the aircraft for IGARI which was 1722 UTC (0122 MYT) had been passed to, by KL ATCC, and duly acknowledged by HCM ATCC...
Manual of Air Traffic Services Part 9, Table 9-2.2 Overdue Action – Radio Equipped Aircraft preliminary action stipulates that “when an aircraft fails to make a position report when it is expected, commence actions not later than the ETA for the reporting point plus 3 minutes” and.
a) The following actions shall be taken:
- request information from other ATS units and likely aerodromes,
- notify the RCC that the Uncertainty Phase exists
- ensure that RQS message is sent.
- 0127 MYT
- RefID:Factual Information March 2015/1.18.1.4
The estimate of the aircraft for IGARI which was 1722 UTC (0122 MYT) had been passed to, by KL ATCC, and duly acknowledged by HCM ATCC, as stipulated in the Operational Letter of Agreement between DCA Malaysia and Viet Nam Air Traffic Management.
The Operational Letter of Agreement between DCA Malaysia and Viet Nam Air Traffic Management stipulated that “the accepting unit shall notify the transferring unit if two-way communication is not established within five (5) minutes of the estimated time over the TCP”.
- 0139:03 MYT
- RefID:Factual Information March 2015/1.18.1.4
At 1739:03 UTC (0139:03 MYT) HCM ATCC queried KL ATCC for news on the MH370.
- 0141:23 MYT
- RefID:Factual Information March 2015/1.18.1.4
At 1741:23 UTC (0141:23 MYT) KL ATCC Sector (3 & 5) controller made a call on the radio frequency 132.6 MHz.to MH370 but there was no response from the aircraft.
- Uncertainty plus 30 minutes
- RefID:Factual Information March 2015/1.18.1.4
b) Full Overdue Action: not later than 30 minutes after the declaration of the Uncertainty Phase:
- notify the RCC that the Alert Phase exists.
- notify the RCC that Distress Phase exists if:
- 1 hour has elapsed beyond the last ETA for the destination; or
- the fuel is considered exhausted; or
- 1 hour has elapsed since the declaration of the Uncertainty Phase.
- 0204:39 MYT
- RefID:Factual Information March 2015/1.18.1.4
Event that followed was at time 1804:39 UTC (0204:39 MYT) KL ATCC Radar controller informed HCM ACC; “…reference to the company Malaysian Airlines the aircraft is still flying, is over somewhere over Cambodia”....
- 0235:52 MYT
- RefID:Factual Information March 2015/1.18.1.4
And thirty one minutes later, at time 1835:52 UTC (0235:52 MYT) MAS Operations Centre informed the position of the aircraft was at latitude N14.9 0000 and longitude E109 15500, which was somewhere east of Vietnam and this information was relayed to HCM ACC.
- 0300 MYT to 0600 MYT 8 March 2014
- RefID:Factual Information March 2015/1.18.1.4
From 1600 UTC [0000 MYT] until 2200 UTC [0600 MYT], the number of controllers in the KL ATCC were scaled down by half to enable the controllers to take a break - the first half from 1600 UTC [0000 MYT] to 1900 UTC [0300 MYT] and the second half from 1900 UTC [0300 MYT] to 2200 UTC [0600 MYT], as follows:
- Sector 1, Sector 2 and Sector 4 each were manned by a Radar Controller with an AFD controller.
- Sector 3 and Sector 5 were combined and operating from a controller working position with a Radar Controller and an AFD controller.
- The area of responsibility would be that of Sector 3 and Sector 5. Between 1600 UTC [0000 MYT] and 2200 UTC [0200 MYT], Sectors 3 & 5 Assistant Flight Data Controller carried out the duty of Planning Controller.
- 0330 MYT
- RefID:Factual Information March 2015/1.18.1.4
At 1930 UTC (0330 MYT) MAS Operations Centre called in and spoke to Radar controller, admitting that the information from the ‘flight tracker’ was based on projection and could not be relied for actual positioning or search (Watch Supervisor logbook entry)
- 0300 MYT to 0600 MYT 8 March 2014
- RefID:Factual Information March 2015/1.18.1.4
From 1600 UTC [0000 MYT] until 2200 UTC [0600 MYT], the number of controllers in the KL ATCC were scaled down by half to enable the controllers to take a break - the first half from 1600 UTC [0000 MYT] to 1900 UTC [0300 MYT] and the second half from 1900 UTC [0300 MYT] to 2200 UTC [0600 MYT], as follows:
- Sector 1, Sector 2 and Sector 4 each were manned by a Radar Controller with an AFD controller.
- Sector 3 and Sector 5 were combined and operating from a controller working position with a Radar Controller and an AFD controller.
- The area of responsibility would be that of Sector 3 and Sector 5. Between 1600 UTC [0000 MYT] and 2200 UTC [0200 MYT], Sectors 3 & 5 Assistant Flight Data Controller carried out the duty of Planning Controller.
- 0632 MYT
- RefID:Factual Information March 2015/1.18.1.4
The last radio transmission between KL ATCC and MH370 took place at 1719:30 UTC (0119:30 MYT). A contact should have occurred at around 1722 UTC [0122 MYT] when passing the waypoint IGARI. The first DETRESFA message was transmitted by KL ARCC at 2232 UTC (0632 MYT).
Thus a total of 5 hours and 13 minutes had passed by between the last message expected from the crew and the transmission of the first message triggering the Distress Phase".
- 1130 MYT
- RefID:Factual Information March 2015/1.18.1.4
It was only at 0330 UTC (1130 MYT) on 08 March 2014 that Malaysian aircraft took off heading to the search areas.
Version History
3 February 2017 - all Time references copied to Time articles and transcluded in Timeline
30 January 2017 - footnotes added
29 January 2017 - links to Time articles added and [[[ ]]] changed to ([[ ]])
29 January 2017 - content added
19 May 2016 - page structure created