Guardians of the skies

WHEN told that about 2,500 aircraft fly through Peninsula Malaysia airspace in a single day, and having seen the multitude of blips on an air traffic controller’s computer radar screen, one can’t help but imagine the skies of Coruscant in the Star Wars movies, filled with flying objects.

But of course, in real life, outside of science fiction, flying craft do not fly so close together. That would be too dangerous. Even if one were a superpilot, the margin of error would be too narrow. In fact, in air traffic control, there is absolutely no margin for errors. Nothing is left to chance. Vertically, planes are 1,000 feet (305m) apart, while horizontally they are five miles (8km) away from each other.

“If you’re travelling in an aircraft and you see another aircraft very large and nearby, then an air traffic controller will soon be facing suspension!” said Balasubramaniam Muttaya, director of the Kuala Lumpur Air Traffic Control Centre in Subang. “We do not allow that.”

There is absolutely no margin for error in air traffic control.

On any given day, the air traffic control centre is a buzz of activity. On the day that I visited the KL centre, I thought there would be incredible tension in the room. An air traffic controller’s job is known to be one of the most stressful jobs on the planet. And having seen movies like Pushing Tin, one would expect air traffic controllers to be an eccentric, wild-eyed bunch.

Nope. There was a sense of urgency in the room, but hardly any tension. And air traffic controllers are a lovely bunch. Sorry, no Hollywood stereotypes here.

But there are indeed very strict rules to the job. In a recent case in the United States, an air traffic controller was immediately suspended after he was caught, of all things, watching a Samuel Jackson movie while on the job. There is no second chance because hundreds and even thousands of lives are in the hands of each controller.

As Balasubramaniam said: “The most important thing is safety. We cannot compromise on that, we cannot put anything in jeopardy.”

There are a total 968 air traffic controllers in the country, with 621 in the Peninsula, and 347 in Sabah and Sarawak. Those above the age of 40 have to go for medical exams every year, while it is once every two years for those under 40. Day shifts are six hours each, while night shifts are 12 hours. They are allowed a few breaks during shifts, and those who work the night shift get the next day off.

At the KL centre, there are about 35 to 38 controllers per shift.

‘

The most important thing is safety. We cannot compromise on that; we cannot put anything in jeopardy,’ says Balasubramaniam Muttaya.

Controllers have to be on call at all times in case someone calls in sick.

“If everyone goes on sick leave, then we would have to close down our airspace!” Balasubramaniam laughed. “This is a very unique job,” he said.

“In fact, it is better than a doctor’s job. Once you’re appointed a controller, apart from your basic salary given by the Cabinet, you’re also given an incentive allowance to hold that job. But you must be medically fit, proficient in the English language, and you must be good.

“When you’re communicating with the pilot, and he or she has an emergency, if you’re going to take time to understand what he or she is saying and you cannot react quickly, then you are a hazard. Lives are involved, not just one but a few hundred.”

Controllers are trained to handle all sorts of emergencies. They have to constantly practise those procedures, and are given regular refresher courses to maintain a high standard.

When a person sits in the controller’s chair, she or he is the only one allowed to speak to the pilots. The pilots, in turn, have to follow the instructions of the controller who determines everything from the height of the aircraft to its speed.

“If (the pilot) does not do what we ask, we have all the right to withdraw his licence,” said Balasubramaniam, who first trained to become an air traffic controller in 1975 after he completed his Form Five. “But at the same time, if the controller doesn’t follow ICAO (International Civil Aviation Organisation) standards, rules and regulations, then I have the right to withdraw the controller’s licence. He or she will be suspended, rating put on hold, and further investigation will be carried out.”

The air traffic control division itself is subject to audits by the Air Traffic Inspectorate.

Ooi Chuan Leong, principal assistant director of the Inspectorate, said it carries out safety oversight audits at all air traffic control units every year. Checks are also carried out on the simulators at training academies, on controllers who have been transferred to a new station and have completed their on-the-job training, and on controllers’ proficiency to ensure they maintain the required standard.

Balasubramaniam said there could be a number of reasons for an incident. Human error, equipment failure, stress, medication or family problems could be factors that can affect a controller’s performance.

“In the future, we plan to have something like a fish pond (at the centre) where people can relax,” he said. “In Singapore, it’s very nice because you go out and you can see the sea. People can relax before they go back to the job. But we don’t have the luxury of sufficient staff to do that yet.”

Chronology of events

> 1898: A balloonist jumps off the top of a government building in Jalan Tuanku Abdul Rahman, Kuala Lumpur, and crashes at the edge of the Selangor Padang Club.

> 1911: G.P. Fuller makes the first recorded flight in Malaya and lands his Antoinette Monoplane at the race course in Jalan Ampang, Kuala Lumpur.

> 1924: The first civil aircraft in Malaya, a Fokker FVII of KLM, lands on a bumpy grass strip in Alor Setar, Kedah.

> 1928: Alor Setar, Kedah, becomes the hub of aviation activities in Malaya as KLM carries out fortnightly services.

> 1929: Aviation comes to Kuala Lumpur with the inaugural meeting of the Malayan Aeroplane Club held in the Malay States Volunteer Reserve Mess.

> 1930: Commercial aviation begins in Malaya with the services of Imperial Airways and its “flying boat” operations in Penang.

> 1938: War breaks out and all civil aviation aircraft are requisitioned by the government.

> 1948 Kuala Lumpur Airport in Sungai Besi is expanded.

> 1956: Kuala Lumpur Airport in Sungai Besi is upgraded to international airport status with the first flight to Europe taking off there.

> 1965: Kuala Lumpur International Airport in Subang is officially opened by the Yang di-Pertuan Agong Tuanku Syed Putra ibni al-Marhum Syed Hassan Jamalullail.

> 1972: Malaysian Airlines System takes to the skies.

> 1992: Malaysia Airports Bhd is formed.

> 1998: Kuala Lumpur International Airport in Sepang is officially opened by Yang di-Pertuan Agong Tuanku Ja’afar ibni al-Marhum Tuanku Abdul Rahman.

> 2001: AirAsia is bought by Tune Air Sdn Bhd for RM1.

> 2006: The LCCT-KLIA terminal opens to cater to low-cost carriers.

> 2007: AirAsia X, which provides high-frequency long-haul flights, begins operations.

_____________________________________________________________

Sumber dari The Star Online Monday June 13, 2011.

I loveeeeeee my job.... :)

The View from Above

Most people don’t give them a second thought, but air traffic controllers are among the people who ensure travellers reach their destinations safely.

Like a game of chess, air traffic control is all about tactical manoeuvres and strategy, says a seasoned air traffic controller (ATC).
However, instead of starting with 16 chess pieces, a controller juggles with up to 35 aircraft at any one time. And rather than setting and achieving long-term goals like in chess, he focuses on where to place different planes in a limited time in a smooth sequence.

A view of KLIA from the air traffic control tower

The goal? To shepherd the planes safely to their destinations and to prevent an aerial pile-up. When a chess player loses, the result is dejection and a bruised ego, but when an ATC “loses”, many lives are lost.
Most of us take ATCs for granted. After all, how many of us would thank the ATCs when our flights arrive or depart punctually, or we arrive in one piece? The fact is, ATCs are like the pilot’s extra pair of eyes and brain. Using sophisticated radar systems that provide an overview of the airspace, ATCs can help pilots manage flight paths.
On the ground (airport), ATCs provide clearance for landing, taxing on the runway and parking at the gate.
“When we are in the airspace, we can’t spot the other planes so we depend on the ATCs to give us advice,” says commercial pilot K. Abu Bakar, 35, who has been flying for 13 years.
“ATCs are like traffic policemen — they direct aircraft traffic and make sure aircraft are kept at a safe distance. The final responsibility lies with the pilot, especially during emergencies, and sometimes he may divert from the ATC’s instructions. But it’s safe to say ATCs and pilots play almost a 50-50 role in ensuring flight safety,” he adds.
One of the worst crashes in aviation history happened in 1996 in India when a language mix-up between pilots and ATCs resulted in a mid-air collision between a Kazakh Airways cargo plane and a Saudi Airways Boeing 747 with 350 fatalities.
In 2001 in Japan, confusing instructions from inexperienced ground controllers led to a near-collision between two jumbo jets. In 2006, a Nigerian airliner crashed, killing 96 passengers, because the pilot didn’t heed the advice of traffic controllers to wait out the stormy weather before taking off.

ATCs also play guardian angels to pilots in distress.Klang Valley-based air traffic controller K. Mani Vannan, 31, recalls an accident when a trainee pilot got lost on his solo flight from Johor Baru to Malacca due to bad weather.
“He sounded terrified, and I don’t blame him because imagine yourself flying in between big clouds and not being able to see where you are,” says Mani.
The inexperienced pilot was flying using visual reference points and had no experience with instrument controls. An experienced pilot would have switched to instrument controls when visibility gets bad.
“His plane’s height was insufficient to be picked up by radar so he was instructed to climb higher,” says Mani. “Turned out he was almost 100km off route. We guided him back to the right path and he landed safely in Malacca.”
Malaysia’s civil aviation standard is, thankfully, on par with developed nations. Under the Department of Civil Aviation (DCA), our air traffic management functions with clockwork precision and abides by standards drawn up by the International Civil Aviation Organisation (ICAO).
So far there hasn’t been any major accidents caused by the errors of ATCs.

How it works
In Malaysia, the Subang Air Traffic Control Centre handles all aircraft that criss-cross Peninsular Malaysia’s airspace, and the arrivals and departures at the numerous airports, including the Kuala Lumpur International Airport (KLIA). In contrast, the KLIA Control Tower only handles arrivals and departures at KLIA.
“On average, we are talking about 30 aircraft an hour in just the approach landing area (40 miles radius prior to destination), and about 2,000 to 2,200 aircraft movements in a day,” says Subang-based Balasubramaniam Muttaya, director of Kuala Lumpur Air Traffic Control Centre. He handles the Kuala Lumpur Flight Information Region (KL FIR).
Aircraft surveillance is done with radars strategically placed around the country. Outside these areas, aircraft are tracked using satellites. In addition, KLIA and Kuala Terengganu airports have state-of-the-art ground radars called MLAT (Multilateration) that track all the movement on airport grounds.
Say a pilot is flying from Kuala Lumpur to Kota Baru, he would put in a flight plan stating the route he’s taking, at what altitude and the emergency equipment he has onboard.
“The ATC will start to arrange the sequence of the planes that are flying from over 100 miles or more. He’ll instruct the pilots on who lands, who needs to hold up, lose time or depart later. We have a standard minimum of five nautical miles (9.6km) separation and 1,000ft (304m) vertical separation between two aircraft in a controlled airspace, and a three-nautical mile (5.5km) separation during approach landing,” says Balasubramaniam, who joined ATC fresh out of school and rose through the ranks.
Cruising at an average speed of 300 to 400 knots per hour (555.6kph to 740.8kph), a plane needs at least 8km to 16km to reduce its speed by 200 knots.
“You must think and act fast when sequencing the airplanes, otherwise traffic overtakes you,” explains Balasubramaniam.
The margin for error is so slim that it is considered unacceptable that planes be separated by 4.8 nautical miles, Balasubramaniam adds.
When a near-miss occurs, Balasubramaniam suspends the controller until the case is fully investigated. All radar information and communication between pilots and controllers are recorded. If the ATC is at fault, he or she will be suspended for four to five months and required to go for re-training.
“Of course, I must be fair to all sides. Sometimes it’s pilot error or even my fault, like when my instructions are not given properly,” says Balasubramaniam whose career spans 35 years.
“Touch wood but we have had no major crashes so far,” Balasubramaniam adds. “Most delays are caused by unpredictable weather and the scheduling by airlines during peak hours.”
Other factors include bad visibility during extreme weather, a wet and slippery runway, oil spillage on the ground and debris on the runway.
A common problem that ATCs encounter is language barrier. One of the most important criteria in becoming an ATC is proficiency in English, the common language in the aviation industry.

ATCs Suzana Sumanan

Coping on the jobIt’s no secret that an ATC’s job is one of the most stressful. But after 12 years, KLIA-based Suzana Sumanan, 43, has learned to take things in stride.
“At KLIA, we work in teams if there’s less traffic. If one person takes a break, the other takes over the controls,” says Suzana who is among the 24% of Malaysian ATCs who are women.
“We are only allowed a maximum of one hour to 1½ hours at the controls each time to avoid burnout. Then we rest for 30 minutes, get refreshed before returning to our shift.”
ATCs work six-hour shifts or 12-hour shifts, depending on their schedule. After each 12-hour shift, they get to take two days off. Sometimes, though, they are called back when someone goes on emergency leave.
“I think the recovery time is good enough. When I leave the building, I make sure I leave work behind,” says the mother of four kids who enjoys cooking for her family and watching TV to relax. “
“What’s important is that we follow procedure to the tee, are alert and aware of any new instructions like the closing of a runway.”
Balasubramaniam monitors his staff closely to ensure they don’t bring their personal problems to work.
“I’ll try to counsel them and find out what’s wrong,” says Balasubramaniam. “It’s important to have open communication.”
In his 30 years as an ATC, Nagayaindran S. Narayanan, 51, has seen it all.
He’ll never forget the sight of charred bodies being lugged out of the badly burnt international transfer corridor of Subang Terminal 1 in the 90s. He was the one who spotted the billowing smoke from the control tower and alerted the Airport Fire and Rescue services.

ATCs Nagayaindran

“I remember once rushing to Subang Airport for my afternoon shift to find the control tower looking like a mammoth pot sitting on a camp fire,” recalls Nagayaindran, now the principal assistant director of Kuala Lumpur Air Traffic Control Centre. The October 1992 fire was caused by a disgruntled ATC.
“It was painful. It was my ‘home’ and a place I came not only to work, but to get my daily dose of excitement.”
Long-time ATCs like Nagayaindran will never forget the historical moment when KLIA started operations for the first time on June 30, 1998.
“Like flocks of migrating birds, the entire MAS fleet flew from Subang to KLIA,” says Nagayaindran.
“My colleagues and I cleared the aircraft to land for the first time in KLIA. It was a culmination of a meticulous plan initiated years before — the procurement of equipment, installation, training and the certification of ATCs were orchestrated to perfection.”
After three decades, Nagayaindran still gets a kick out of a day spent at the controls.
“Each day is never the same; one drama is different from the other. Even after so many years, the sight of these airplanes’ graceful performance is a sight to behold,” he admits.
“When you manage to squeeze the maximum number of planes safely through your chunk of airspace or runway, it gets your adrenaline pumping and it’s exhilarating!”

-----------------------------------------------------------------------------
Source from The Star

The excitement of this job that i may soon experience and who knows maybe, someday there will be my pics in this and proudly say about the experience and the job........... insyaallah :)
Jana

A Good Career Option - Air Traffic Control

So, are you cut out to be an air traffic controller (ATC)? Here are the perks: it offers among the most lucrative wages in the civil service plus all the benefits, and you only clock in an average of 15 days a month and never need to take your work home.

Sounds like a sweet deal.

But the catch is that you must be the sort that doesn’t buckle under intense pressure, can think on your feet and make snap decisions, and a team player.

Currently, Malaysia has 661 licensed ATCs whose ages range from the early 20s to 63. Altogether, 967 people are required. This means 192 posts are still vacant, says Ahmad Nizar Zolfakar, director of the Air Traffic Management Sector of the Department of Civil Aviation (DCA). “The current number of ATCs is enough to cater to our day-to-day operations. However, controllers need to attend refresher training and courses for career development. It’s difficult to find staffers to cover the shifts when some ATCs are sent for training,” says Ahmad Nizar
To qualify for an ATC post, you need to be a diploma or degree holder in any field. Once accepted, you have to undergo 66 weeks of training at Malaysia Aviation Academy (Mava). A three- or four- month, on-the-job training at operation rooms will follow before a trainee goes for exams. If you pass with flying colours, you will get your ATC licence.
A word of advice from ATC Sahrol Nizal: “Prepare yourself mentally as the initial training demands a lot from you. Lots of people drop out halfway because they can’t cope with the subjects and the stress (even while in training). You have to be really determined!”
Entry-level wage for a diploma-holder is around RM2,400, and RM3,000 for a degree- holder. An ATC with five years’ experience can expect to take home between RM3,200 and RM4,300 plus medical and housing perks and overtime allowances. Beyond the pay and perks, most long-time ATCs stay on because of the thrill and sense of pride they derive from their jobs.
“I love the challenge. It’s no longer stressful once you’re seasoned at it,” says Sim Mong Heong, 61. Sim retired at the age of 56 but rejoined DCA on a contract basis.
“When you’re dealing with so many planes coming in all at once but you take all of them as near as possible and have enough separation and no delays, you’ve done a great job.”
“You have to love aviation to take on the job,” adds Nagayaindran S. Narayanan who has 30 years of traffic control experience under his belt. “Mistakes are unforgiving, the hours are ungodly, the weather messes up your plans and the money doesn’t commensurate with the risk . . .
“But at the end of the day, the job satisfaction trumps it all. You either love it or hate it, never in between. The choice is yours!”
■ If you’re interested in becoming an ATC, visit the Public Service Commission website to check vacancies and to apply online: http://www.spa.gov.my/ Or visit http://www.dca.gov.my/ tel: (03) 8871 4000

------------------------------------------------------------------------------------------

So anyone interesed to join and take the challenge. I still in the early stage and have a long way to go and to experience.......... :)

Jana

It's Work as Usual for Air Traffic Control Staff

This time the articles are in English and come out at New Straits TImes on 22 Sept 2009......... I think i also gonna be like once.......

It's work as usual for air traffic control staff 

Subang Jaya: Sunday may have been Hari Raya Aidilfitri, but for a group of about 40 staff members at the air traffic control centre in Subang, it was just another day at work.
Air traffic controller Nor Rohani Mohamad, 42, said the arrival of Syawal nevertheless brought joy to the staff there.

"We organised a small celebration where we exchanged meals and cookies," she said at the centre on Sunday.
Usually, she said, she would go back to her village in Kuantan, but not this year.
Air traffic controller Md Nastain Mahazur (right), Richard Tan and Syanaria Huda Mohd Sarif at work during Hari Raya Aidilfitri at the Air Traffic Control Centre Complex at the Sultan Abdul Aziz Shah Airport on Sunday.
"We take turns to go on Hari Raya leave. Maybe next year I will get the chance to take leave during Aidilfitri," said Rohani, who has been working at the centre for the past 13 years.
Colleague Amir Zulhairi Mohd Yusof, 33, said he had yet to celebrate Aidilfitri in his hometown in Jempol, Negri Sembilan, since his transfer from Tioman, Pahang, in 2005.
"We work in shifts and in the last five years, I always work on the morning shift during Aidilfitri, which starts at 7am.
"At times I feel a bit sad but I have accepted the nature of my job and the heavy responsibility that comes with it," he said.

Department of Civil Aviation director-general Datuk Azharuddin Abdul Rahman said the department appreciated the sacrifice of its staff.
"It's a huge responsibility. We coordinate the movement of aircraft including those using the airports in Subang and Sungai Besi, as well as the Kuala Lumpur International Airport.
"We need to know the exact movement of aircraft going in and out of our airspace 24 hours a day. There is no room for error," said Azharuddin, who visited the staff at the air traffic control centre on Sunday. -- Bernama

"Bermain" Dengan Nyawa

I have got to know this articles from cari forum.com. Just want to share what i really want to be soon called ATC..........

This articles come out on 30/09/2009 in Utusan Malaysia with the title........

'Bermain' dengan nyawa

Tugas mereka 'bermain' dengan nyawa. Sekiranya berlaku kecuaian di pihak pegawai kawalan trafik udara maka beratus-ratus nyawa akan melayang begitu sahaja.
Walaupun ramai yang menjangkakan tugasnya seperti polis trafik yang menjaga lalu lintas di jalan raya namun di udara tiada lampu trafik yang boleh membenarkan sesuatu pesawat berhenti sekiranya terdapat pesawat yang menuju ke arahnya.

Oleh kerana tanggungjawab besar yang harus digalas, hanya individu yang komited, berani, teliti dan membuat keputusan cepat sahaja yang boleh mengharungi kerjaya ini.
Pengarah Pusat Kawalan Trafik Udara FIR Kuala Lumpur, Balasubramaniam Muttaya berkata, seseorang yang ingin menjadi pegawai kawalan trafik udara harus menjalani tiga kali ujian yang dijalankan oleh Suruhanjaya Perkhidmatan Awam (SPA) dan Jabatan Penerbangan Awam.
Ujian tersebut ialah IQ dan matematik, ujian suara dan temuduga di mana jika lulus barulah boleh memasuki Kolej Penerbangan Awam, Subang untuk menjalani kursus hampir tiga tahun.
Semasa di kolej, pelatih harus menamatkan pengajian dengan jayanya dalam bidang aerodrome control dan memperoleh Aerodrome Control Rating, Approach Control (Approach Control Rating) dan Area Control (Area Control Rating).

Setelah tamat pengajian, pelatih perlu menjalani latihan amali di beberapa lapangan terbang selama tiga bulan, kemudian barulah ditempatkan di sektor penerbangan bagi mengendalikan tugas-tugas sebenar di menara kawalan atau bilik radar.
"Cabarannya cukup banyak kerana setiap sektor mempunyai tanggungjawab yang berlainan kerana perjalanan pesawat bukan mengikut paten yang sama begitu juga jenis pesawat yang sama tidak mendarat setiap hari.
"Satu lagi kewajipan bagi seorang pegawai kawalan trafik udara ialah mempunyai lesen yang membolehkannya bekerja di sesuatu posisi.
"Setiap seorang petugas perlu mempunyai lima lesen dalam tempoh yang ditetapkan. Lesen yang perlu dimiliki ialah dalam sektor aerodrome, approach control, area procedural, area radar dan approach radar.
"Bagi mendapat sesuatu lesen, seseorang pegawai itu juga harus lulus pemeriksaan perubatan. Bagi yang berumur 40 tahun ke bawah harus menjalani pemeriksaan dua tahun sekali manakala 40 tahun ke atas, setahun sekali. Jika berlaku kehilangan lesen itu, maka petugas tidak boleh bertugas,'' katanya ketika ditemui baru-baru ini.
Tambah Balasubramaniam, kefasihan berbahasa Inggeris adalah diwajibkan kepada semua petugas kerana pegawai berinteraksi dengan juruterbang dan pusat kawalan asing.
Sekiranya keputusan peperiksaan mereka berada di tahap enam, maka tidak perlu mengambil peperiksaan itu seumur hidup, jika tahap lima, maka petugas perlu mengambil enam tahun sekali dan tahap empat, tiga tahun sekali manakala jika mendapat tahap 1, 2 dan 3 iaitu tidak lulus maka pegawai itu tidak dibenarkan mengendali tugas, tidak diberi lesen, tidak menunjukkan prestasi dan tidak akan ada elaun insentif.
"Justeru itu, mereka perlu menjalani peperiksaan semula bagi mendapatkan hak yang telah digantung atau ditarik balik
"Jadual kerja juga unik iaitu dua hari bekerja dengan dua hari cuti. Syifnya dari 1 petang hingga 7 malam, kemudian 7 pagi hingga 1 petang dan disambung ke 7 petang hingga 7 pagi. Inilah cabarannya yang bekerja 24 jam.
"Mereka turut dibenarkan berehat selama 30 minit hingga 45 minit. Penggunaan telefon bimbit tidak digalakkan dan harus dalam mood senyap kerana bakal mengganggu frekuensi,'' jelasnya yang telah berpengalaman lebih 30 tahun dalam bidang kawalan trafik udara ini.
Menurutnya, risiko semasa menjalankan tugasan ini cukup banyak, jika berlaku kecuaian, maka kemalangan boleh berlaku. Namun begitu bukan semua kemalangan disebabkan oleh arahan pegawai kawalan trafik udara, ada juga disebabkan oleh kecuaian juruterbang, peralatan dan prosedur tidak diikuti.
"Oleh itu, bagi pegawai kawalan trafik udara sama ada wanita atau lelaki, ketelitian, kecekapan dan kepantasan dalam membuat keputusan amat dititikberatkan demi memastikan pesawat berada dalam keadaan selamat sama ada mendarat atau berlepas,'' katanya yang mengalu-alukan lebih ramai wanita menceburi bidang ini. - SADATUL MAHIRAN ROSLI

Mengelak tragedi di udara

Lesennya cukup besar, tanggungjawabnya juga sungguh berat dan lebih berkuasa daripada seorang juruterbang. Bahkan, arahan mereka harus diikuti dan juruterbang yang ingkar boleh digantung lesen penerbangannya.
Tugasnya termasuk memberi arahan dan kebenaran kepada pesawat-pesawat bagi tujuan mengelakkan perlanggaran di udara dan di bumi serta mengatur trafik udara dengan selamat, teratur dan pantas.
Seberat tugasnya, berat juga kursus yang harus diambil bagi melayakkan seseorang menjadi Pegawai Kawalan Trafik Udara. Kursus yang memakan masa tiga tahun itu benar-benar menguji kesabaran, ketahanan dan komitmen seseorang dalam mengharungi impian bagi menjawat jawatan tersebut. Tidak ramai yang sanggup meredahnya dan ramai hanya sekadar berjaya di separuh jalan.
Begitu juga dengan kewajipan untuk mendapatkan lesen yang membolehkan seseorang pegawai itu dibenarkan bekerja di posisi tertentu, kefasihan berbahasa Inggeris dan sihat fizikal dan mental tanpa obesiti, rabun atau gayat.
Maka yang tinggal ialah individu yang terbaik dan sanggup menghadapi cabaran serta mempunyai tahap kecekapan yang tinggi bagi mengendalikan pergerakan penerbangan dengan cekap tanpa mengancam keselamatan sebagai pegawai kawalan trafik udara.
Pusat Kawalan Trafik Udara FIR Kuala Lumpur yang terletak di Lapangan Terbang Sultan Abdul Aziz Shah (SAAS), merupakan nadi pusat kawalan untuk seluruh negara.
Pusat ini juga telah menjadi rumah kedua bagi empat wanita gigih yang merupakan antara 14 peratus pegawai kawalan trafik udara wanita di seluruh negara yang seolah-olah 'penjaga nyawa' kepada mereka yang berada dalam pesawat.
Penolong Pengarah (Sumber Manusia) Jabatan Penerbangan Awam yang juga approach radar controller, Wan Fadhilah Wan Zainal Abidin, 42, memberitahu, selain bertugas di unit sumber manusia, beliau turut menjalankan tugas kawalan trafik udara sekiranya terdapat kekurangan kakitangan.
Bertindak sebagai approach radar yang setakat ini hanya disandang oleh lima orang wanita, adalah satu tugas berat dan berbahaya. Tugasnya menjalankan pengawasan radar kepada pesawat-pesawat yang berlepas dari dan akan mendarat ke Lapangan Terbang Antarabangsa Kuala Lumpur (KLIA), SAAS dan Sepang atau pesawat-pesawat yang melalui ruang angkasa di bawah jagaan. 

"Selain itu, saya juga menentukan slot masa bagi pesawat-pesawat yang ingin berlepas jika keadaan memerlukan dan sentiasa membuat pemeriksaan atau kesesuaian dan perhatian ke atas video map.
"Untuk duduk di approach radar, bukan calang-calang orang, hanya yang berkeyakinan, berani, pemikiran cepat, pandai mengawal situasi dan tidak teragak-agak membuat keputusan. Ini kerana merekalah mengawal pergerakan kapal di kedudukan tengah turun dan naik iaitu di paras 3,000 kaki hingga 14,000 kaki.
"Untuk sampai ke jawatan ini, sekurang-kurangnya mempunyai 10 tahun pengalaman dan telah mendapat kelima-lima lesen pegawai kawalan trafik udara iaitu Aerodrome Control Rating, Approach Control Rating, Area Procedural Rating, Area Radar Rating dan Approach Radar Rating.
"Dahulu saya bercita-cita menjadi juruterbang, tetapi rupa-rupanya jawatan yang disandang ini lebih berkuasa daripada juruterbang.
"Jika juruterbang tidak ikut arahan pegawai kawalan trafik maka laporan akan dibuat dan jika didapati bersalah, lesen juruterbang berkenaan akan ditarik. Ini kerana mereka tidak mengikut peraturan Pertubuhan Penerbangan Awam Antarabangsa," kata bekas tutor Universiti Malaya ini.
Tambahnya, seseorang pegawai kawalan trafik jua harus tidak berada dalam keadaan stres. Segala tekanan sama ada dengan keluarga atau lain-lain harus diselesaikan sebelum memulakan kerja.
Ini kerana pekerjaan yang dilakukan melibatkan nyawa orang dan sudah tentu keputusan yang baik tidak dapat dilakukan jika fikiran bercelaru.
Sementara itu seorang lagi area radar controller wanita, Rahayu Ali, 37, menyifatkan jawatan yang disandang sejak 12 tahun lalu itu cukup mencabar.
"Bukan sekadar kursus tetapi kewajipan untuk mendapatkan lesen yang membolehkan seseorang itu bertugas serta kefasihan dalam berbahasa Inggeris benar-benar menguji kesungguhan seseorang untuk terus mengabdikan diri dalam kerjaya ini.
"Kemalangan udara adalah risiko utama dalam kerjaya ini sekiranya berlaku kecuaian di peringkat pegawai kawalan trafik udara dan juruterbang. Bukan sekadar satu dua nyawa tetapi ratusan.
"Justeru sebagai area radar controller yang berkomunikasi dengan juruterbang bagi mengelakkan berlakunya sebarang pertembungan pesawat di udara, percaturan kedudukan pesawat dan komunikasi yang lancar dan tepat sangat penting.
"Bertugas hanya berpandukan video map tanpa melihat sebenarnya kedudukan pesawat seperti mana di menara kawalan, lebih mencabar kerana kami perlu merancang susunan trafik dengan pantas dan cekap tanpa mengancam keselamatan dengan mengambil kira keadaan cuaca dan alat bantu penerbangan yang sedia ada.
"Penyampaian arahan kepada juruterbang juga perlu terang dan tepat malah segala penerangan dan informasi bagi tujuan keselamatan mengendalikan pesawat harus disediakan oleh area radar controller,'' katanya.
Ketangkasan
Menurut graduan pengurusan perniagaan Universiti Utara Malaysia yang menjaga sektor lima iaitu kawasan Pekan, Pahang dan ke atas, Ho Chin Minh, Bangkok, Manila dan Macau, perebutan untuk mendarat dahulu oleh pesawat sering berlaku.
"Menjadi tugas kami untuk menyelesaikan perkara ini dengan menyusun trafik mengikut jenis dan besarnya sesuatu pesawat. Justeru itu, selain mengawal trafik, pegawai harus tahu setiap ciri pesawat yang dikendalikannya.
"Ketangkasan pegawai harus ada kerana dalam masa setengah atau satu jam sekurang-kurangnya 15 pesawat memerlukan bantuan pegawai sama ada untuk berlepas, mendarat atau melepasi ruang angkasa.
"Cuaca buruk kadangkala menyebabkan juruterbang tidak mengikut arahan. Sehubungan itu, area radar controller perlu fleksibel, kreatif dan mempunyai pelan B dalam membetulkan keadaan.
"Inilah perlunya pengalaman, semakin lama seseorang itu bertugas, semakin pantas dia dapat menyelesaikan masalah tersebut,'' kata wanita kelahiran Batu Pahat, Johor.
Sementara itu Azah Fauziah Ariff, 30, yang bertindak sebagai area procedural controller menganggap tanggungjawab yang diserahkan kepadanya begitu besar dan memerlukan pengorbanan bukan sahaja masa tetapi tenaga bagi melayakkan beliau menyandang jawatan tersebut.
"Sebagai area procedural controller, saya menjalankan koordinasi dengan kawalan penerbangan FIR jiran dalam sektor 1 yang melibatkan Bangkok, Jakarta, Butterworth dan lain-lain.
"Saya harus pastikan kawalan penerbangan yang dituju oleh pesawat, contohnya dari Kuala Lumpur ke Bangkok, menerima perincian mengenai ketibaan pesawat tersebut.
"Justeru ia berbeza dengan area radar controller yang berhubung terus dengan juruterbang sedangkan saya berhubung dengan kawalan penerbangan berdekatan,'' kata graduan Bioteknologi dari Universiti Putra Malaysia ini.
Anak jati Kuala Lumpur yang baru mendirikan rumah tangga ini memberitahu, seseorang yang telah memasuki kerjaya ini harus pandai membahagikan masa dan mempunyai pasangan yang memahami.
"Ini kerana keadaan syif yang sungguh berbeza daripada kerjaya yang lain. Contohnya, mula bekerja 1 petang hingga 7 malam hari Isnin, 7 pagi hingga 1 petang (Selasa) dan bersambung 7 petang (Selasa) hingga 7 pagi (Rabu). Cuti diberi setelah dua hari bekerja, ini bermakna cuti Rabu dan Khamis,'' ujarnya yang tidak menyangka terpilih ditemuduga oleh Suruhanjaya Perkhidmatan Awam untuk menjawat jawatan ini daripada 10 pilihan yang lain beberapa tahun lalu.
Bagi aerodrome controller yang bertugas di menara kawalan, Rohaya Jemali, 47, tugasnya agak berbeza dengan pegawai di bilik radar.
"Ini kerana bertugas di menara, kita nampak kelibat pesawat dan mengetahui jarak pandangan dan keadaan persekitaran.
"Justeru itu, saya harus menentukan paras bawahan yang boleh digunakan serta membuat jangkaan masa pesawat-pesawat dibenarkan mendarat dan memulakan tindakan mencari ke atas pesawat-pesawat yang terlewat dari jangkaan.
"Misalnya, pesawat latihan yang dijadual tidak tiba atau tidak mengikut arahan. Bahkan kami juga akan menyampaikan maklumat-maklumat kajicuaca yang difikirkan perlu kepada semua pesawat di udara di dalam ruang angkasa di bawah bidang kuasa.
"Kami juga akan meneropong pesawat yang menghadapi masalah seperti masalah teknikal, tayar tidak turun, kehabisan minyak dan lain-lain. Sebaik sahaja pesawat mendarat, pihak bomba, harus dipanggil dan jika ada orang sakit di dalamnya, ambulans akan dikerah datang,'' katanya yang telah hampir 13 tahun bekerja di menara kawalan.

Interesting right..........