KENYATAAN MEDIA
25 Jun 2012
UNTUK SEBARAN SEGERA
Saya rujuk jawapan dari Kementerian Pengangkutan (MoT) dan Jabatan Penerbangan Awam (DCA) mengenai masalah-masalah yang dihadapi proses penambahbaikan Malaysian Air Traffic Control Network (MATCN), khususnya MIP-2, yang dilakukan Selex Sistemi Integrati (Selex) dan Advanced Air Traffic Systems (M) Sdn Bhd (AAT).
1. GANGGUAN KECIL ATAU BESAR?
Dalam jawapan beliau, Menteri Pengangkutan Datuk Seri Kong Cho Ha berkata kos Malaysian Air Traffic Services Modernisation Program Improvement Project Phase 2 (MIP-2) adalah RM128.4 juta dan berjalan baik tanpa apa-apa insiden. MoT turut mengatakan bahawa sistem yang disediakan Selex memenuhi piawaian International Civil Aviation Organization (ICAO).
Dalam surat DCA bertarikh 13 Jun 2012 ada membangkitkan “gangguan-gangguan kecil” terhadap sistem ini. Ini yang bercanggah dengan kenyataan Pegawai Kawalan Trafik Udara (ATC) di Subang dalam surat bertarikh 4 Januari 2012 bahawa wujud “kecacatan yang jelas yang menyebabkan sistem menjadi tidak stabil” (“clear weaknesses that render the system unstable”).
Saya turut mempunyai beberapa dokumen yang menyenarai kecacatan-kecacatan sistem tersebut sehingga April 2012. Maka adakah penggunaan frasa “berjalan baik tanpa apa-apa insiden” dan “gangguan-gangguan kecil” usaha untuk mengaburi mata umum mengenai isu ini?
Senarai kecacatan-kecacatan yang ditakrifkan prioriti tinggi (high priority) oleh DCA sendiri dalam surat kepada kontraktor disertakan dalam Lampiran 1. Saya minta penjelasan MoT dan DCA untuk menyatakan “gangguan kecil” yang telah dibaikpulih, isu-isu yang sedang diuji di dalam sistem testbed DCA, dan isu-isu yang sedang dianalisa di kilang Selex di Itali.
Sebarang sistem itu hanya baik sekiranya pengguna dapat mengguna sistem tersebut dengan mudah – dalam kes ini, pengguna adalah para ATC. Sebarang Certificate of Practical Completion (CPC) sepatutnya tidak boleh dikeluarkan selagi masih wujud kecacatan-kecacatan yang jelas seperti yang saya bangkitkan tadi, termasuklah masalah ‘cleared flight level’ yang tidak konsisten yang wajib ditakrifkan kecacatan serius – yang dinyatakan dalam memo DCA sendiri. CPC hanya boleh dikeluarkan apabila semua kecacatan-kecacatan besar telah diperbaiki, dan hanya tinggal masalah-masalah kecil sahaja yang tidak mengganggu tugas para ATC dan tidak akan menjejaskan keselamatan umum. Kecacatan-kecacatan yang nyatakan amat serius hingga sepatutnya CPC tidak dikeluarkan, dan hanya diberi selepas semua masalah ini diselesaikan.
Namun CPC tetap diberi kepada Selex. Menurut laporan media sekitar April 2012, yang menariknya syarikat Selex ini juga terlibat dalam satu projek bermasalah di Cyprus, hingga sistem kawalan trafik udara LEFCO yang disediakan Selex telah ditolak dan dibatalkan, mengakibatkan rakyat Cyprus terpaksa membayar €18 juta selepas bertahun-tahun projek ini ditangguhkan, dan tanpa sistem tersebut berupaya untuk berfungsi walau sudah berkali-kali dijalankan ujian percubaan.
2. SISTEM MIP-2 BERJALAN LANCAR – MANA BUKTINYA?
Penegasan DCA bahawa sistem MIP-2 adalah selamat dan disokong Safety Management System (SMS) tidak disokong mana-mana laporan pun. Lebih dari itu, aduan asal yang dibuat para Penyelia ATC di Subang menyatakan dengan jelas bahawa kritikan unit SMS terhadap sistem MIP-2 masih belum diselesaikan hingga kini.
Permintaan saya untuk diadakan satu audit ICAO terhadap sistem MIP-2 juga masih belum dilaksanakan. Audit terhadap DCA tidak akan menjawab persoalan-persoalan yang timbul dan tidak akan meleraikan kesangsian umum kerana kontroversi ini tiada kaitan dengan DCA tetapi berkaitan sistem radar yang dibangunkan, yang merupakan produk Selex dan AAT.
3. TENDER TERBUKA? TIDAK UNTUK MIP-2
Pihak DCA telah mengakui bahawa dari awal pemilihan syarikat untuk meyediakan sistem radar Malaysia telah dilakukan melalui tender terbuka, namun tidak untuk peningkatan sistem yang sedia ada. Kenyataan bahawa pemberian terus kontrak MIP-2 kepada AAT disebabkan AAT merupakan satu-satunya syarikat di Malaysia yang mempunyai kepakaran dalam bidang ini bercanggah dengan realiti bahawa terdapat banyak syarikat-syarikat lain yang juga berkepakaran, seperti Zetro Aerospace Corporation, AMP Corporation (M) Sdn Bhd dan Telekom Malaysia.
Lebih dari itu, kenyataan yang sistem MIP-2 tidak boleh ditingkatkan oleh mana-mana syarikat selain Selex dan AAT adalah tidak benar sama sekali; semua sedia maklum bahawa sistem yang sama di KLIA, sebagai contoh, disepadukan dengan produk-produk dari 10 syarikat yang berbeza.
Oleh itu, MoT wajib mengemukakan notis tender serta laporan penilaian tender untuk menyokong pemilihan Selex dan AAT untuk MIP-2.
Saya turut difahamkan bahawa AAT juga telah diberi kontrak penyelenggaraan 5+5 tahun untuk peningkatan sistem ini tanpa melalui proses tender terbuka. Saya juga difahamkan yang di KLIA kontrak penyelenggaraan yang serupa diberi selama 3 tahun sahaja. Maka MoT wajib menerangkan mengapa jangkamasa yang begitu panjang diberi serta mengapa kontrak diberi tanpa tender terbuka, sekiranya hal ini benar.
Nurul Izzah Anwar
Ahli Parlimen Lembah Pantai merangkap Naib Presiden KEADILAN
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MEDIA STATEMENT
25 June 2012
FOR IMMEDIATE RELEASE
I refer to the responses from the Ministry of Transport (MoT) and the Department of Civil Aviation (DCA) regarding the problems plaguing the recent system upgrade of the Malaysian Air Traffic Control Network (MATCN), specifically named MIP-2, conducted by Selex Sistemi Integrati (Selex) and Advanced Air Traffic Systems (M) Sdn Bhd (AAT).
1. MINOR or MAJOR GLITCHES?
In his response, Minister of Transport Datuk Seri Kong Cho Ha said that the cost of the Malaysian Air Traffic Services Modernisation Program Improvement Project Phase 2 (MIP-2) was RM128.4 million and has been “performing well without any incidents”. Furthermore, according to MoT, the system provided by the supplier (Selex) fulfills standards recommended by the International Civil Aviation Organization (ICAO).
In the DCA’s letter dated 13 June 2012, it used the term ‘minor glitches’ (“gangguan-gangguan kecil”), which contradicts the assertions made by Subang Air Traffic Controllers in their letter dated 4th of January 2012 that there are ‘clear weaknesses that render the system unstable’.
I also have with me documents that lists the system’s defects up until April 2012. Is the use of the words “performing well without any incidents” and “minor glitches” an attempt to hide the truth of the matter?
A list of defects listed as high priority by the DCA itself in its letter to the contractor is available for perusal (Lampiran 1). I request clarification from MoT and DCA to list the “minor glitches” rectified, those issues being tested in the DCA system testbed, and those issues being analyzed at Selex’s factory in Italy.
Any system is only as good as its ease of use by the end user – in this case, the Air Traffic Controllers (ATCs). No such Certificate of Practical Completion (CPC) can ever be issued when such glaring defects, including inconsistency in ‘cleared flight level’ which can be and should be considered a severe defect – produced in a memo by none other than the DCA itself, exists. A CPC can only be issued when all major defects are solved, leaving only minor problems that are not of a hindrance to air traffic controllers in performing their duties and is not a safety issue.
The defects detected were so serious that the CPC should have been withheld, only to be issued when all rectification work is completed.
Yet, despite all these defects, a CPC was still granted to Selex. Coincidentally, this is the very same Selex which, according to newspaper reports in April 2012, saw its LEFCO air traffic management system project in Cyprus terminated, costing Cyprus taxpayers €18 million after numerous delays in delivery, without the system actually working despite repeated trial runs.
2. MIP-2 SYSTEM ABOVE BOARD – WHERE IS THE PROOF?
The DCA’s assertions that the MIP-2 system’s safety is supported by the Safety Management System (SMS) is not supported by any report; furthermore the original complaint lodged by the team of Supervisors of Subang’s ATCs clearly stated that the SMS unit’s critique of the MIP-2 system has not been resolved to date.
Additionally, my request for an ICAO audit on the MIP-2 system has not been fulfilled. An audit on DCA does not in any way calm public concern as the controversy does not involve the DCA but rather the air traffic control system it utilises, which in this case is the product from Selex and AAT.
3. OPEN TENDER? NOT FOR MIP-2
DCA acknowledged that from its inception, the selection of Malaysia’s radar system manufacturer was conducted via open tender; but not the upgrade of the existing system. The statement that direct awarding of the MIP-2 contract to AAT due to it being the sole Malaysian company with needed expertise contradicts the fact that there are other equally competent entities, such as Zetro Aerospace Corporation, AMP Corporation (M) Sdn Bhd and Telekom Malaysia just to mention a few.
Furthermore, the argument that MIP-2 cannot be upgraded by any other company other than Selex and AAT is absolutely untenable; it is a known fact that the system at KLIA, for example, integrates solutions provided some 10 different companies.
Hence MoT must provide the public with the tender notice as well as the tender evaluation report to support its choice of Selex and AAT for MIP-2.
It has also come to my attention that AAT was given a 5+5 years maintenance contract for this system upgrade without an open tender being conducted; I am made to understand that for the Kuala Lumpur International Airport (KLIA) as an example, the length of maintenance contract for a similar service is 3 years. Hence, MoT must explain the length and the lack of an open tender, if indeed this is the case.
Nurul Izzah Anwar
MP for Lembah Pantai and Vice President of KEADILAN
Appendix 1
PROVISION of SIMULATOR Kota Kinabalu
| Description of Defect | Remarks by DCA | Remark by Contractor | Timeline |
| 1. The FSP is frozen frequently and when this occurs, the CPU is observed to be 100%. At the time being, the temporary solution is to reset the FSP. | High priority.23/03/2012: Open28/03/2012: Open | SELEX will find a solution to solve this issue. | WITH IMMEDIATE EFFECT |
| 2. The simulator cannot be start if the time used for the running exercise is 0000 and 0100. If 0000/0010 is used, the simulator will run but the exercise will be in pending mode instead of active mode. | High priority.23/03/2012: Open28/03/2012: Open | WITH IMMEDIATE EFFECT |
PROVISION of KL COTS
| Description of Defect | Remarks by DCA | Remark by Contractor |
| 4. RPL: Some flights did not wake up | High Priority23/03/2012: Partially solved29/3/2012: Open | Defect. Under observation at KL ATCC Interim.KL ATCC to continue the observation for further information |
| 9. Flight Correlation: no auto correlation for departure from Kuala Terengganu | High Priority23/03/2012: Open29/3/2012: Open | Defect. SELEX reported that 2 MLAT Sensor are u/s and will be rectified by June 2012. They believe that this problem is caused by u/s sensor. |
PROVISION of PENANG UPGRADE
| Description of Defect | Remarks by DCA | Remark by Contractor |
| 3. Radar target (below 2000FT) always splits and intermittent. | Not recommended to be used even for monitoring. DCA to gather more information on this issue (whether radar or system problem).23/03/2012: Open29/03/2012: Open |
PROVISION of Kota Bharu UPGRADE
| Description of Defect | Remarks by DCA | Remark by Contractor |
| 6. System frozen 0647 until 0707 on 23/3/2012 | New: 29/03/2012 | Selex will get the report from AAT for investigation. |
| 7. The EFS “pop-up” after aircraft landed. | New: 29/03/2012 | Selex need more information in this matter. |
PROVISION of Kota Kinabalu COTS
| Description of Defect | Remarks by DCA | Remark by Contractor |
| 6. No user manual for AIDC. | High priority.23/03/2012: Open28/03/2012: Open | Defect. Selex is revising the User Manual before sending to DCA. |
| 9. Playback: unable to synchronize data playback with voice playback (VRS) after the RPB upgrade | High priority.23/03/2012: Open28/03/2012: Open | Defect. Selex is investigating the HW of the system. |
| 19. Departure times for certain flights are not auto updated and if it was, the ATD was incorrect. Log file for flights involved has been given to Mr. Cristiano for observation. | High Priority.New additional defects observed to occur after the installation of the new software on the 29/02/2012 & 07/03/2012. This defect was found at the earlier stage of the HMI and it was solved. However the problem is occurring again lately.NEW: 29/02/201223/03/2012: Open28/03/2012: Open | Defect. |
