... concerned are laterally spaced by 18 NM distance? If not. read !CAO annex 11. which explains why. Interestingly. flight technical error and so-called pilot error are included in collision risk calculations. but not ground system error or the so-called controller error' Did you know that some organizations apply 5 NM minimum separation between analog and/or synthetic radar target symbols and others 6. 8 and 10. but using the same type of radars? Even national organizations of ICAO member states apply different radar separation assurance calculations. Air traffic control is applied worldwide. but how? I will believe you. when you say 'In my country one meter measures gg centimeters·. Isn't it ridiculous that the international flight. even through ICAO member-states often faces as many differences in rules. regulations. procedures and separation minima as he overflies countries? But already now host-to-host interfacing of neighbouring systems in different countries began. Many professionals in today·s air navigation services system organizations do 'know· about these problems and controversial policies. but fear to speak up. because it would then become clear that the causes of many system shortcomings are not of a technical nature. but ones of wrong operational philosophy. based on administrative non-professional attitudes and mentality of 'ATC operations laymen· in managerial positions without responsibility of corresponding consequences. i.e. where the authority is. but not the responsibility. A way out of this problem could be the implementation of regular operational eva-
luations In the air navigation services system and education and delegation of authority to practising operations personnel in the planning. design and specification of systems. subsystems. components. parts and procedures. Such regular operational evaluations with their results made public seem to be a requirement for air navigation services facilities worldwide. Only a very few organizations do perform such evaluations to the required extent. except for the checking of navigational aids. The airspace users. however. do have a requirement and the right to 'know· how save and efficient the system Is. and how proficient its personnel. Such a procedure would also influence public opinion on controller 'industrial' actions. as well as airline complaints. Nowadays only a few comments relate to the real causes. resulting in such reactions. This is why air navigation services personnel is hurt. especially air traffic controllers. despite the fact that all personnel of the ground system is involved. The trend certainly seems to be that pilots get paid for everything and controllers get blamed for anything. If this trend is not stopped the consequences will certainly hurt in one way or another. The Objective of the System
To begin with it seems to be appropriate to emphasize what the air navigation services system is supposed to do. I understand that any civil or military air navigation services system shall produce information. advise. clearances and •instructions· to airspace users before and during flight for a safe.
Air Navigation Services System operational subsystem configuration diagram Subsystem versus Operational Tasks (Diagram 2) orderly and expeditious conduct of their operations. be they commercial or noncommercial. scheduled or non-scheduled. civil or military. The system must therefore perform prediction. detection and solution of traffic conflicts. i.e. produce separation between flights and obstructions. whereas the subsystems support this task. The whole air navigation services system exists to ·serve· the airspace users. All air navigation services subsystems of the overall system exist to ·support' the personnel subsystem in the provision of •air traffic services· to the airspace users. All other facilities. personnel and services exist to ·assist' the airspace user directly or the air traffic services personnel. Depending on air navigation services system generation. traffic demand and complexity. normally the following subsystems are available to fulfil airspace user requirements: PER (personnel. training and simulation) COM (voice and data communication) NAV {navigation) NOTAM {notices to airmen) FPP {flight plan and progress data) RADAR (primary and secondary radar data) - D/F {direction finder) - MET {meteorological data and severe weather) SMC {system monitoring and control) - LOG (logistics) 13