And what about issues revolving around Indian ATSEP’s competence, training and certification or licensing?

As technology evolves, ATSEP must continually update their skills to handle new systems and technologies, which can be challenging given the rapid pace of advancements in aviation technology. Though this remains challenging, Indian ATSEP are generally well-trained and made competent, with a focus on maintaining high standards in operating and maintaining CNS/ATM automation systems.

India has a huge potential of young ATSEP who are trained as per ICAO DOC 10057 right from the initial, basic phase to the continuing professional development phase. The Indian specialized maintenance units (SMU) are manned by highly technical and competent ATSEP to service un-serviceable modules of different makes and models of CNS systems. A very well-structured training infrastructure is also available across the country for training ATSEP and certifying their proficiency.

As of now, the ANSP trains and certifies ATSEP proficiency. I hope that in future licensing will be done by the regulators. At the same time, I must recognize the challenge in licensing all ATSEP by the regulator in different makes and models of CNS equipment across the big nation.

Talking about ATSEPs in the Asia-Pacific region and the world over, how significant are human factor issues to the tasks and responsibilities of this critical air navigation services workforce?

Unless you understand and appreciate the importance of your own health, doctors and hospitals or the medical systems can’t help in improving your health. When it comes to human factors, ATSEP themselves need to be aware of the significance in the first place and make use of the regional guidance material adopted by ICAO APAC.

While answering previous questions, I have highlighted how the entire global aviation has already become technology centric. The safety chain warriors in the end are ATSEP, through whom these technologies are being implemented, operated and maintained. So, their safety job performance is essential.  This was rightly pointed out by IFATSEA-APAC and ICAO APAC have already adopted the guidance material prepared by APAC WG under the chair of IFATSEA-APAC. Now, it is up to the ANSPs and affiliates to make use of it for their mutual benefits.

Ignorance of human factor issues pertaining to ATSEP are well visible through several outages, diversion and closure of operations across the globe. This causes huge financial and reputation losses to the ANSP and to the State. Before it leads to a series of major accidents, IFATSEA needs to promote the importance at various levels through appropriate bodies.

I would suggest you go through the APAC Regional Guidance material on human factors of ATSEP to get the detailed picture.

A couple of years or so ago, you undertook and spearheaded an initiative aimed at obtaining and analyzing data regarding the human factor aspects of air traffic safety electronics practices. What exactly motivated this and how would you describe the deliverables today?

Behind the screen, I was also instrumental in bringing this agenda to the ICAO APAC CNS/SG meeting. Once I got an opportunity to lead IFATSEA-APAC, then I prepared a four-year roadmap so that the opportunity is well utilized.

Globally, ATSEP do have a lot of grievances, and they aspire to get included in Annex -1. But as I explained in the previous question, I did recognize the importance of human factors and decided to go forward. As per my conviction, human factors issues are more important, and they resolve most of the grievances in front of ATSEP. I see everything is possible but after promotion of human factors across all regions.

The main ultimate deliverable out of five years hard work is the APAC Regional Guidance Material on Human Factors of ATSEP, right from people resourcing this guidance material covering the entire aspects of human factors. In addition, all the working papers, presentations, research works, data analysis, list of factors and so on, are also deliverables made at different occasions during this period.

In addition, newsletters, webinar outcomes, mastermind presentations are also deliverables that enhanced the key deliverables at the ICAO APAC level.

Sometime last year, the 27^th Meeting of the Communications, Navigation and Surveillance Sub-Group of the Asia-Pacific Air Navigation Planning and Implementation Regional Group adoption a number of conclusions and decisions, the most significant of which was Conclusion CNS SG/27/13 relating to the Regional Guidance Document for Addressing Human Factor Issues of ATSEP. How significant is this to you and did the IFATSEA Asia-Pacific Regional Office make any interventions in this direction?

Achieving the desired result means a lot when you do hard work, and you aim at first of a kind. Five years of hard work, covering 2019 to 2023, incorporating  my own website for the research, YouTube Channel, newsletters, webinars, research data analysis, five working papers, initial research report to ICAO APAC, concise research report for top management, weekend meetings with mastermind team, and monthly meetings with APAC WG. I spent huge amounts of time apart from money; thanks to my family for their support and understanding.

But, throughout this journey four of my junior colleagues from India stood with me so consistently. Also, in the mastermind team some of the members did deliver whatever they have committed without any excuses. I treat their gestures as a reward for my hard work, and the adoption of the work through Conclusion CNS SG/27/13 as a reward for them.

At present, I am not very keen on referring to this achievement but to promote it in other regions and at the ICAO Assembly level. But, I would like to mention that when I went for the CNS SG 23 in 2019, I had to explain and introduce IFATSEA at ICAO APAC, but at CNS SG 27 in 2023, the meeting not only adopted IFATSEA work but also started assigning tasks to IFATSEA like other international organizations. It matters a lot to IFATSEA-APAC and I feel proud of this significant transformation of the SG and ICAO APAC office support towards IFATSEA-APAC.

Issues surrounding the integration of Remote Digital Tower services are gaining traction in aviation circles, particularly in the European continent. How is the Asia-Pacific region embracing this emerging air traffic management technology?

Though some countries are actively testing and deploying remote digital towers in the region, I see some challenges that hamper the momentum among developing nations. Let me give a few examples such as navigating required regulatory and safety standards, ensuring that RDT systems meet the required criteria for operational safety and reliability, ensuring interoperability with the existing high-cost automation systems they already have as well as initial investment cost and most importantly the capability to ensure robust cybersecurity measures.

However, slowly this technology will also be embraced by ANSPs in the region.

From your perspective, what are the probabilities for the significant applicability of digital remote towers in the global CNS/ATM operational environments?

Maybe in 10 to 20 years from now we may see only digital towers globally. The probability is quite high. Technological advancements in cameras, data transmission and processing technologies, and operational benefits will slowly promote digital towers among developing and smaller ANSPs also in the future.

Every major ANSPs do have roadmaps for the centralization of air traffic control operations and enabling the management of multiple airports from a single location. RDT is one such technology that makes their dream possible. So, RDT will play a major role in the coming years.

Now, let’s talk about the increasing cybersecurity concerns within the aviation ecosystem. How significant do you think these concerns are and how vulnerable is the aviation industry?

We have discussed earlier about the global shift towards technology-centric systems. In such an environment, cyber security threats are a more serious threat than nuclear or pandemic threats. When we rely more and more on IT-based systems, the threat increases. Furthermore, when we integrate AI into the systems, the threat increases many folds.

Cyber-attacks can disrupt not only flight operations, leading to delays and cancellations, but can also lead to potential safety risks. Cyberattacks on systems that handle vast amounts of sensitive data, including flight plans and so on, can even lead to accidents. So, cyber security is crucial. In my opinion globally, regulators shall take a call on clearly distinguishing cyber security threat and mitigations of CNS/ATM automation systems through competent ATSEP separately and addressing the rest of cyber security threats through national security regulators separately to handle them effectively.

What exactly is the Indian aviation industry doing to ensure a much more cyber-resilient operational environment?

The Indian aviation industry has been taking significant steps to enhance cybersecurity and ensure a more cyber-resilient operational environment. These efforts encompass regulatory measures, technological advancements, training, and collaboration. The Indian government has established the National Cybersecurity Policy to provide a framework for protecting critical infrastructure, including aviation. This policy outlines the strategies and responsibilities for securing digital assets and data.

The Indian ANSP is investing in modernizing its IT and communication systems to incorporate advanced cybersecurity features. Regular training programs and awareness campaigns are done for aviation personnel, including air traffic controllers, IT staff, ATSEP, management, and all other stakeholders. Regular security audits and vulnerability assessments are done to identify and address potential weaknesses in systems and processes.

Finally and talking about your role as the IFATSEA Regional Director for Asia-Pacific, what could you say are your guiding principles as you continue to pilot the affairs of IFATSEA Asia-Pacific?

I have been trying my best to represent all members equally and to ensure that all members have opportunities to contribute and participate as IFATSEA is a non-political forum. My guiding principles also include ensuring all actions and decisions are made in the best interests of IFATSEA and ATSEP, consistently demonstrating commitment and earning the trust of members as well as working towards greater interest across the Asia-Pacific region, representing the interests and concerns of ATSEP professionals within the region and building strong relationships and fostering collaboration with other regional members. However, I cannot certify on my own. ◙