Julian Moxon/BANGKOK
FOR THE PAST ten years, air traffic passing over and into Thailand has been growing at between 13% and 15% a year. According to the International Civil Aviation Organisation (ICAO), it is likely to double in the next ten years. "Personally, I believe from our own experience that it will be three times that," says Capt Padet Limpisvasti, the president of Aerothai, Thailand's air-traffic-control (ATC) organisation.
While such figures appear normal when applied to the exceptional growth in air transport throughout Asia, few countries have had the foresight to develop their national air-traffic infrastructure in advance. Thailand's unique location as an aerial crossroads for air traffic passing between Europe and South-East Asia meant that it was crucial that the traffic increase could be handled.
Added to this, Thailand's tourist industry is on the verge of a major expansion, which has led to an unprecedented programme to build new airports or improve existing ones. "Every province is demanding an airport and, as there are 76 provinces in Thailand, we're having to do a lot of planning," says Padet.
ATC Leader
Thailand has been at the forefront of ATC development in the region since just after the Second World War, although its proficiency in providing air-traffic services derives more from the Vietnam War, when controllers had to handle the different, but simultaneous requirements of military and commercial traffic every day. In 1988, Thailand's ATC leadership was recognised by ICAO, when Aerothai became the first organisation in South East Asia to receive its Edward Warner award for promoting civil-aviation growth.
In December, Thailand will become the first country in the region to have a fully operational automatic dependent-surveillance (ADS) system, giving it a head start as a member of the Future Air Navigation System (FANS) club. In early 1996, Aerothai signed with Alenia and Arinc to supply VHF data-link and satellite-communications equipment "-which will enable us to see FANS-equipped aircraft wherever they are in our airspace", says Padet. Thai International Boeing 747s and 777s are already fitted with FANS-1 capability "-which means they will be able to take the most direct route out of Bangkok to Europe, the US West Coast and Australia", he adds.
ADS information will be displayed directly on to Aerothai's radar workstations so that controllers can transmit data rapidly to an aircraft during congested periods. ADS equipment has been installed at the 11 remote-control air-ground (RCAG) stations in Thailand, providing cover down to 3,500ft (1,050m). "Airlines will save money if they can use the RCAG instead of satellite communications," says Padet.
Today, Aerothai provides ATC services throughout the six sectors of the Thailand flight-information region (FIR), as well as running the aeronautical fixed-telecommunications network and providing communications and electronics services for airlines. Originally only responsible for the upper airspace over Thailand, Aerothai has now replaced the Department of Aviation as the provider of aerodrome and approach-control services for Chiang Mai, Hat Yai and Phuket air-traffic-control centres (ACCs). In 1993, it was given responsibility for the Bangkok International Airport ACC, previously under the Airport Authority of Thailand. Recent improvements in communications with Myanmar also enabled Aerothai in June to reduce the longitudinal separation between aircraft over the Bay of Bengal from 15min to 10min.
Unusual shareholding
Unusually, airlines using Aerothai's services are able to become minority shareholders in the organisation, and can therefore have a say in the way money is spent on ATC improvements, through a technical advisory committee. This resulted from Aerothai's origins, when it was formed in 1948 by interested airlines wanting to ensure the resumption of ATC services in Thailand. In 1963, the Government took a majority shareholding in the organisation, the airlines retaining around 8% of what has become a Baht 1,650 million ($66 million) operation. It is a non-profit organisation, any surplus from earnings being ploughed back into improving services. In 1996, for example, this is expected to amount to around $4 million, from a forecast income of $73 million.
Earlier this year, the Government gave Aerothai permission to take over ATC duties for privately owned airports. It now has responsibility for airports at Sukothai, north of Bangkok, and Samui, on an island to the south east. Opened in April, Sukothai is Thailand's newest airport, and it provides a classic example of how aviation is set to explode in Thailand - and elsewhere in South East Asia. Set in tranquil, open countryside, surrounded by rice paddies, the airport exists because of its proximity to one of Thailand's most spectacular ancient capitals, now fast becoming a major tourist attraction. "Air transport is considerably more enjoyable than the bus journey from Bangkok," says Padet. "I think expansion here is inevitable."
Sukothai and Samui are owned by Bangkok Airways president Prasert Prasarttong-Osoth, each airport offering obvious potential for expansion as traffic increases. The airline now operates a fleet of Aero International (Regional) ATR 72s, and is preparing for the opening of Thailand's skies to competition on domestic and regional routes by increasing frequencies to its existing destinations and by opening new routes. Prasarttong-Osoth is optimistic about the future - "I want to extend the runways at both Samui and Sukothai to prepare for when Bangkok reaches capacity in three or four years," he says. His prophecy may well be realised - construction of the new $4.9 billion Bangkok International airport has not yet started, and is unlikely to be completed until 2003.
Aerothai's presence at Sukothai now centres on a lone ATC tower manned by a single controller, who is now handling just two flights a week. From November, however, this will increase to one a day as Bangkok Airways builds up its services. Further ahead, Aerothai is set to take over several other airports, including Chiang Rai, Udorn and Ubol in the north. "A lot of airports need to be expanded, or new ones built," says Padet, "but this means a lot of Government investment as part of its policy of developing the provinces." The Department of Aviation is in charge of handling such airports in the initial stages, but the likelihood is that most, if not all, will be handed over to Aerothai as they become commercially viable.
Annual income from air-navigation charges accounts for 93% of Aerothai's revenue, at $73 million. Of this, $59 million comes from member airlines, the rest from non-member and charter airlines. The remaining 7% is generated from equipment rental and manufacturing and maintenance work. With the approval of its airline shareholders, Aerothai has raised service charges after a six-year no-growth period. "Part of this resulted directly from the loss of income when the South China Sea [flight information region] was returned to Vietnam," says Padet.
In what is probably a unique feature for such an organisation, Aerothai designs, develops and manufactures a range of ground-based equipment to complement ATC systems, as well as providing engineering and operational training in ATC, aeronautical communication and navigation aids. "We have always done our own maintenance," says Padet, "and, given our expertise, it was not difficult for us to begin manufacturing our own products." The aim is to offer rugged, low-maintenance equipment more suitable for some of the less wealthy customers in the region. Automatic message-switching systems, ATC radar simulators, non-directional beacons and remote control air-to-ground systems are among the growing list of products offered.
Marketing activities are being increased significantly, with South East and Central Asia, the South Pacific, Middle East and Eastern Europe among the main targets. "Our products meet international standards, yet they are affordable for countries with limited budgets," says Aerothai. It has already exhibited at Dubai, Indonesia and Singapore air shows and is planning an extensive marketing campaign in specific countries to increase sales. As a measure of the importance being attached to business activities, a new management organisation will become effective during 1997 to take over business development and the running of six engineering departments.
Aerothai does its best to help neighbouring countries such as Laos to keep up with the pace of change in the region. "We try and help in any way possible," says Padet. Aerothai also performs the ATC function in Cambodia above 19,500ft and has installed communications equipment enabling direct routes between Bangkok and Manila, and Bangkok and Australia via Phnom Penh in Cambodia, Ho Chi Minh City in Vietnam and Brunei, "-reducing congestion, saving money and improving convenience", says Aerothai.
Revolution
Since becoming president in 1990, Padet has presided over what amounts to a revolution in the way Aerothai operates, paying particular attention to improving the previously low morale of the Aerothai workforce. "We were losing many of our skilled staff to other countries, because wages and working conditions were below international levels," he says. We had to find a way to retain our skilled people, and to attract the kind of individuals who saw Aerothai as a long-term prospect instead of a stepping stone to leaving the country." The key was to convince the Government, which owns Aerothai, to recognise that air-traffic controllers needed to be paid more than other government workers in less skilled jobs. "In the end, we got our way." says Padet.
The result has been a doubling of salaries for the majority of the workforce, and major improvements in welfare and benefits. Padet has also introduced a "globalisation" programme whereby Aerothai gives scholarships to junior high school graduates so that they can attend high school colleges and foreign institutions. "We're making sure we're ready to compete," says Padet.
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Source: Flight International
