JOURNAL OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS
In this issue: IFATCA '83 REPORT
2/83 BERN. SWITZERLAN D
2ND Q UAR TER 1983
VO LUM E 22
SFrs 5 .-
IFATCA '84 23rd ANNUAL CONFERENCE OF THE INTE RNATIONAL FEDERATION OF AIR TRAFFIC CO NTROLLERS' ASSOCIATIONS
PORTUG AL -
MARCH 26/ 30 -
IFATCA JOURNAL OF AIR TRAFFIC CONTROL
THE CONTROLLER Bern, Switzerland, May 1983
Volume 22 Âˇ No. 2
Publisher: International Federation of Air Traffic ControllersÂˇ Associations. P.O. Box 196. CH-1215 Geneva 15 Airport. Switzerland Officers of IFATCA: HH. Henschler. President. Lex Hendriks. Vice-President(Technical). E. Sermijn. VicePresident (Professional). I. Finlay. Vice-President (Administration). B. Grezet. Treasurer. P. O'Doherty. Executive Secretary Editor: A. Avgoustis 5 Athens Str. Ayios Dhometios Nicosia. Cyprus Telephone (021) 4 87 86 Management and Advertising Sales Office: The Controller. P.O. Box 196. CH-1 21 5 Geneva 15 Airport. Switzerland H.U. Heim. Subscriptions and Publicity. Tel. (022) 82 26 79 M. Henchoz. Accounting. Tel. (022) 92 56 82 B. Laydevant. Sales Promotion. Tel. (022) 82 79 83 Production 'Der Bund'. Verlag und Druckerei AG Effingerstrasse 1. CH-3001 Bern. Telephone (031) 25 66 55 Subscriptions and Advertising Payments to: IFATCA/The Controller. Union de Banques Suisses P.O. Box 237 CH-121 5 Geneva Airport. Switzerland Acc. No. 602 254.MD L Subscription Rate: SFrs. 8.- per annum for members of IFATCA; SFrs 20.- per annum for non-members (P & P will be charged extra). Contributors are expressing their personal points of view and opinions. which may not necessarilycoincide with those of the International Federation of Air Traffic Controllers' Association (IFATCA).
The RAF's Red Arrows in close proximity.
IFATCA does not assume responsibility for statements made and opinions expressed. it does only accept responsibility for publishing these contributions. Contributions are welcome as are comments and criticism. No payment can be made for manuscripts submitted for publication in 'The Controller'. The Editor reserves the right to make any editorial changes in manuscripts. which he believes will improve the material without altering the intended meaning. Written permission by the Editor is necessary for reprinting any part of this Journal.
Contents Advertisers in this issue: IFATCA '84, AEG Telefunken, Ferranti, Marconi. Philips, Selenia Photos: AA, Archives, Hiro Tade Cartoons: Martin Germans
Instead of Editorial International Aspects of Air Traffic Control Liability ( R. Bootsma) IFATCA '83 (A. Avgoustis) 3rdAfrica East Regional Meeting(E. Sermjin) Report of the Executive Board Making Changes Towards Positive Health-an Update (E. Little) 'Blue Room' (R.L. Palmay)
2 5 8 18 27 29 31
Instead of Editorial
Safety in the US Skies by the National Transportation
Reprinted below is an initial report. containing a number of Safety Recommendations. issued by the United States National Transportation Safety Board (NTSB). This initial report and the recommendations confirm the validity of the Federation· s often voiced concerns that the critically reduced workforce of qualified air traffic controllers is vastly overtaxed by the attempt of the administration to checkout the greatest possible number of trainees in the shortest possible time. that nonproficient personnel is used to supervise trainees. and that thus the quality of newly checked-out controllers may be substandard. The fact that the NTSB decided to issue a special report on ·safety problems (which) relate to the manner in which on-the-job training (OJT) is being administered and regulated' indicates the Safety Board's deep concern. and reinforces the Federation's contention that the oniy viable. immediate. and most cost-efficient way of returning the US Air Traffic Control System to pre-strike levels of safety and efficiency is the reinstatement of dismissed controllers. Ed. The National Transportation Safety Board began a followup special investigation 1 of the air traffic control (ATC) system of the United States on October 1. 1982. The purpose of this investigation is to evaluate the safety of the ATC system at a later point in its rebuilding phase following the controller's strike of August 3. 1981. The investigation has involved surveying 50 ATC facilities. including 16 air route traffic control centers (ARTCC' s) and 34 terminal radar and nonradar facilities. and interviewing about 350 facility managers. staff. controllers. controller trainees. and military controllers temporarily assigned to the Federal Aviation Administration (FAA). Safety Board investigators have observed ATC operations at the facilities. while riding in the cockpits of commercial airlines. and while flying a1rplanes within the system. The Safety Board has not yet completed its analysis of all the information gathered during the field phase of its followup investigation. Once the analysis is completed. the Safety Board will issue a final report of the special investigation. However. the investigation has revealed some spec1f1c problems which the Board believes require immediate. corrective action by the FAA. The safety prob1
For add1t1onal 1nforma11on. read Special Investigation Report ~ Air Traffic Control System· (NTSBSIR-81 7) issued December 8. 1981. which was based on 1nvest19at1ve data spanning the period August 3 1981 to October 9. 1981
lems relate to the manner in which OJT is being administered and regulated by ATC facility management. Before May 7. 1982. a controller assigned to conduct OJT for a trainee (developmental) controller was required first to receive FAA-approved instructor training in accordance with Chapter 3. Section 2, Paragraph 1OO.C(3) of FAA Handbook 31 20.4F. 'Air Traffic Training.· However. on May 7. 1982. the FAA issued a general notice (GENOT). which waived this requirement for ATC facilities 'where resources prohibit administering appropriate training courses· until May 1. 1983. The Safety Board believes that the FAA should reconsider its decision on this matter for several reasons. During its investigation of the ATC system. the Safety Board learned that many facilities are using newly certified controllers to provide OJT on both radar and nonradar control positions immediately after the newly certified controllers have been 'signed-off on a control position. but before they have had time to develop either sufficient experience or ·seasoning' at that position or receive FAA-approved instructor training. ATC facility personnel. including experienced controllers. newly certified controllers. and facility staff have expressed concern to the Board's investigators about the prudence and reasonableness of this practice. In some instances. developmental controllers were certified on a
position in the morning and were conducting OJT at the same control position for another developmental controller in the afternoon of the same day. It was also learned that one developmental controller. certified on a radar position. gave OJT to another developmental controller during a part of the shift and, later in the same shift. they reversed their roles at another radar control position. Since the waiver to the standards on May 7. 1982. there presently are no ATC system-wide standards in effect governing the amount of experience at a control position or the amount of classroom training in instructor techniques a controller should have before he/she is assigned as an OJT instructor.
OJT Instructors During the Safety Board's initial investigation of the ATC system in the fall of 1981. the FAA stated that no sig_ni_ficant modifications of facility training programs to qualify controllers were being undertaken or planned. Further, Chapter 3, Section 2. Paragraph C( 1) (not waived) of FAA Handbook 312O.4F. requires that an OJT instructor · Be proficient on the position at which the training is being conducted.' 'Proficient' is defined as being 'highly skilled.' Based on the foregoing. information. the Safety Board believes that the existing implementation of OJT at many facilities is not in keeping with the intent of this important criterion and may have a deleterious effect on the proficiency and capabilities of the newly trained controller workforce. Therefore. the Safety Board believes that the FAA should immediately cancel the waiver governing instructor training requirements. and the FAA should immediately reexamine its use of newly certified developmental controllers as OJT instructors. Experienced OJT instructors now have a double incentive to spend considerable extra time conducting OJT. The first incentive is the newly enacted ATC pay package which includes extra pay for conducting OJT. The second incentive is the desire of senior controllers· to qualify trainees rapidly so they can return to a normal workweek and vacation schedule. Additionally.
Traffic control systems
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AEG-TELEFUNKEN Anlagentechnik Aktiengesellschaft Geschaeftsbereich Hochfrequenztechnik Fachbereich Ortung Vertrieb Sedanstrasse 10 D-7900 Ulm W. Germany
Radar surveillance by AEG-TElEFUNKEN
these personal incentives are reinforced by the manager's desires to meet training goals . As a result. OJT instructors ar.e often scheduled by manageme nt for extensive training periods and because t hey feel obligated to tra in new controllers to rebuild the workforce. the inst ructors will ingl y co mpl y w ith management's instructions and undertake the assign ment. As a result. many senio r controllers are conducting OJT for 5 to 7 hours per shift which the Safety Board has determined to be very stressful for the inst ruct ors and t rain ees in heavy w orkload situat ions. Add itio nally. the ext ended hours of OJT do not provide for a meaningful learning situation for the trai nees. The Board 's investigators learned tha t this situation became so serious at one facilit y surveyed by the Safety Board that the Fac ilit y Advisory Board memb ers brought it to the attention of faci lity management. Additionally , the Board 's invest igato rs learned t hat. at an 'all hands' meeting at this facility. senio r controlle rs complained about t he exceedingly stressful effects of the existing OJT w orkload to facility managem ent . As a result of those complain ts . actions w ere taken to allow fu ll performance control lers at the facility to sc hedule certain days during whic h they wo uld not cond uct OJT. The OJT instructors expressed relief to the Safety Bo ard's inves tigators at the easing of th e excess stre ss of co nducting cont inued OJT . It is the responsibi lity of manage rs to reco gnize the adverse co nsequence s of conductin g protracted OJT and to develop realist ic methods of keeping t he amount of OJT required to be pro vided by con troller s at an acceptab le level . Therefo re. the Safet y Bo ard believes that the FAA should consider adopting and forma lizing this particular measu re of co ntrolling the amount of OJT systemw ide to relieve undue Edward Chu Ying-Shuen New IFATCA Regional VicePresident Asia Edd ie. w ho is a watc h super visor at Hong Kong Int ernationa l Airport / ACC . j oined ATC in 1966 and holds ratings for TWR . APP/ APP Rada r. Area/ Area Radar and PAR . He also ma intains a cu rrent private pilot's licence. Eddi e is 3 7. married w ith one chi ld. and serves as a Committee Member of the HKATCA . He has been elected to the Committee on several occas ions in past yea rs. including o ne year as Secretary.
controller stress at other facilities with heavy OJT workloads. Safety Board investigators also studied a procedure developed at La Guardia Tower . a level-four terminal facility . to control and monitor the controller training process during the rebuilding of the ATC workforce. The facility manager pooled the two Evaluation. Proficiency and Development Specialists (EPDS) and the one Planning and Procedures Specialist (PPS). who was also performing as an EPDS at the time. and assigned one of them to each of the three facility controller teams. shortly after the strike began in August 1981. The specialists ' responsibilities include oversight of OJT and classroom and administrative training requirements for their respective team members . They are also responsible for coordination of all training activities with the respective team manager. Although this practice was originally set up on a temporary basis. the positive experience and results of the arrangement have caused the facility manager to continue the practice. and to recommend it to FAA ATC regional and headquarters staff as a permanent team position entitled Evaluation. Proficiency . and Procedures Specialist (EPPS). The proposed EPPS position would perform the combined functions of an EPDS and PPS. and thereby satisfy the needs of each team in training . adm inis trat ion. evaluation . proficiency development. program development. and program training. Recommendations The Safety Board 's investigators were impressed by both the quality and quantity of training conducted by and directed by the team-assigned EPDS 's (EPPS). and their ability to monitor and control first-hand the training of their respec tive team
members. Therefore . the Safety Board believe s that this concept should be analyzed and considered by the FAA for adoption at other ATC facilities. The implementation of a teamassigned 'EPPS' or a similar procedure could enhance the ATC system controller workforce recovery process and could assist in the resolution of many of the shortcomings of the existing OJT program. which are of concern to the Safety Board. In view of the above. the National Transportation Safety Board recommends that the Federal Aviation Administration: Cancel immediately the waiver of the FAA HandbookÂˇ Air Traffic TrainingÂˇ 3120.F. Chapter 3. Section 2 , Paragraph 1 00.C(3). which requires instructor techniques training prior to being assigned to conduct on-the-job training. (Class I. Urgent Action) (A-82-146) Provide air traffic Control facility managers with guidance and criteria to govern the use of newly certified developmental controllers as on-the-job instructors to ensure that the instructors are experienced. proficient and trained in instructor techniques before being assigned to conduct training. (Class 11, Priority Action) (A-8214 7) Provide air traffic control facility managers with guidance and procedures to place a more measured control on the amount of on-the-job training that controllers are assigned to conduct commensurate with workload and the complexity of the traffic being handled at the control position. (Class 11. Priority Action) (A-82-148) Develop and adopt the teamassigned Evaluation s. Proficiency and Procedures Specialist concept. based on that in use at the LaGu ardia Tower . or a similar concept. in place of the existing staffassigned Evaluations . Proficiency and Deve lopment Specialist/Planning and Procedures Specialist concept in use at appropr iate air traffi c contro l facilities . (Class II . Priority Action) (A-82-149)
Burnett. Chairman . Goldman . Vice Chairman. M cAdams . Bursley . and Engen . Member s. co nc urred In these recommendation s.
INTERNATIONAL ASPECTS OF AIR TRAFFIC CONTROL LIABILITY BY R. BOOTSMA
Part II 2.2.1 Liability in Case an Accident Occurs The legal basis for liability is found in art. 839 BGB (Civil Code) and art. 34 GG (Federal Constitution). Under art. 839.1 BGB a public servant. who wilfully or negligently commits a breach of official duty incumbent upon him as against a third party. shall compensate the third party for any damage arising therefrom. The provision of air traffic services is a public function entrusted to the air traffic controller. I cannot imagine that an air traffic controller wilfully causes an accident and I shall omit this possibility 39 . According to art. 34 GG. the obligation to compensate for the damages sustained is assumed by the State if the air traffic controller acted 39 40 41
42 43 44
negligently. but only if the injured person 1sunable to obtain compensation in another way 40 . The primary function of art. 34 GG is to avoid that a public servant is impaired in fulfilling his tasks by fear of potential damage claims and that thus the execution of the public functions of the State itself may be endangered41. The State is directly liable for negligent acts of the air traffic controller. who is considered to act as an organ. The air traffic controller is not personally liable 42 . The State is allowed to take recourse action against the individual official by virtue of art. 34 GG. second sentence.
2.2.2 Incorrect Functioning of an Automated System 43 In general the idea prevails that. with the increasing use of automated systems. it is no longer desirable to
use a liability system based on fault. Suppose that automatically wo~king technical equipment suddenly fa_ils to give the correct information. for instance the computer provides the air traffic controller with an incorrect radar picture. If an accident occurs. the question has to be answered who will be liable for the damage. whilst frequently it may be impossible to determine what has caused the damage and to prove that ATC was at fault. The occurrence of an accident is not a direct result of the measure to install and utilize such a system and consequently the State will not be liable 44 . In 1965 Prof. Rinck came to the conclusion that a State brings an individual in a dangerous position by using automated systems and that. if damage arises therefrom. the State should compensate the loss. It appears that this expectation is not justified after the sentence of 1970. More and more
See /FATCApolicy, Nicosia 19 77. '/FATCA can never support anycontrol!erwho is guilty of a deliberate act which impairs air safety ... Âˇ Art. 839. 1 8GB, second sentence. H. P. Kehrberger: The German ATC go-slow action, Air Law 19 78, p. 175. A. Rudolf: Die ausservertragliche Haftung van Eurocontrol. ZLW 1964, p. 5 7, Prof. Dr. G. Rinck: Haftung fur Versagen automatischer Anlagen in der Flugsicherung, ZLW 1965. p. 18 7. For an extensive discussion see: G. Rinck. Haftung fur Versagen automatischer Anlagen in der Flugsicherung. ZLW 1965, p. 185-194 and E. Ruhwedel, Flugsicherheit. Luftverkehrskontrolle und Haftung, ZLW 79 73. p. 258-2 7 l BGH 15. 10. 1970. NJW 1971. p. 32. 5
lawyers advocate the idea, that the introduction of a system of absolute liability might give a solution 4 s_ It is not unlikely that the air traffic controller gives false instructions to a pilot based on incorrect information provided by an automated system. Possible consequences will be discussed in chapter 3.
2.2.3 Pressure on the Government to Obtain Improvement in the Working Conditions The air traffic controllers' go-slow action from 31 May until 24 November 1983 resulted in many legal proceedings. From all the sentences it appears that the air traffic controller has no right to strike. A good insight in this subject is acquired by two recent sentences of the Supreme Court 46 . The Government was held liable to compensate the damages resulting from the go-slow action. The Court considered that the provision of air traffic services is a State monopoly and that the State has the possibility to ensure that the air traffic controllers properly fulfil their official duty by means of disciplinary measures. The official duty of an air traffic controller includes protection of the financial and economic interests of participants in aviation; the confidence in respect of unhampered functioning of ATC deserves absolute protection, as the individual is not in a position to take disciplinary measures. In the second judgement the Court considered that the procedure followed by the controllers was absolutely inadequate; there was no balance between the means applied and the aims that were tried to be achieved in this labour conflict. A strike can only be justified if both controllers and Government remain within the framework of constitutional rights concerning labour conflicts. 2.2.4 Introduction of a New Statute With effect from 1. 1. 1 982 art. 839 BGB was abrogated by virtue
of art. 34 StHG (Staatshaftungsgesetz of 26. 6. 1981 ). The regulations of this new statute are to be applied when a claim is filed based on facts which occurred after 1. 1. 1982. From art. 1 StHG it follows that the liability of the Government has been extended; the second subsection regulates the liability for the incorrect functioning of automated systems.
2.3 United Kingdom The Air Navigation Order defines air traffic control as 'a service to promote safe, orderly and expeditious flow of air traffic'. The pilot-in-command of an aircraft is under the obligation to comply with the instructions received from ATC or obtain permission from ATC to deviate. Does the fact that the ultimate responsibility for the safety of the aircraft rests with the pilot-incommand, exclude liability of ATC? It has been suggested that the principles of the law of negligence are applicable. 2.3.1 Negligence To sue an air traffic controller for negligence, the plaintiff has to prove three elements: Duty of care: The plaintiff has to show that the air traffic controller was under a Âˇduty of care'. What is understood by this is defined in Donoghue vs. Stevenson 47 : 'You must not injure your neighbour; you must avoid acts or omissions which you can reasonably foresee are likely to injure your neighbour. Who is your neighbour? Those persons so closely and directly affected by your acts that you ought reasonably to have them in contemplation as being so affected when you are directing your mind to the acts or omissions which are called in question.' Breach of duty: The plaintiff has to prove that the air traffic controller was careless in discharging his duty. The standard of care required
is that of a 'reasonable man', presumed to be free of over-apprehension and over-confidence 48 . The degree of care varies with the circumstances. A reasonable decision as to a course of action in an emergency is not a negligent act if the course of action decided upon turns out to have been the wrong one 49 . Extreme care is not required, but only ordinary care: the doing or failure to do that, which an experienced air traffic controller having due regard for the safety of others, would_do or fail to do under the same or similar circumstancess0. At the same time it could be recognized that a person who undertakes work whi~h requires special skill, pr~f:,rs ~1mse_lf _ as_ having that skill . I~1ssuff1c_1ent 1fhe exercises the ordinary skill of an ordinary co~petent man exercising that particular art; he need not possess the highest of expert ski11s2. Damage: The damage sustained must have been the foreseeable result of the wrongful act and this connection between carelessness and damage should not be too remote: Ther~ are two conflicting doctrines, viz. the directness tests3 and the foreseeability tests 4 . The prevalent do~tri~e is that the Wagon ~ound principle applies. The air traffic controller will be liable if he knows or is reasonably expected to know that the damage will result from his careless act; the damage must be a foreseeable risk at the time of the occurrence.
2.3.2 Liability of the Air Traffic Controller From Gilbert vs. Trinity House Corp_ss it follows that a person who undertakes the performance of duties, ~~w~ver they may arise, is liable for iniunes caused by his negligent disc~ar~e of those dutiesss. This general principle could be used as a basis for the duty of an air traffic controller.
See also 2.2.4. BGH76. 6. 77,NJW7977,p. 7875;BGH31. 1. 78,NJW1978,p. 816.SeealsoH. P.Kehrberger:TheGerman ATC go-slow action, Air Law 7 9 78, p. 7 75-1 78. 47 7932, A. C. 562 . 48 Glasgow Corp. vs. Muir, 7943, A. C. 448. ;: The Bywe/1_Castle, 78 79, 4 PD 2 79. R. _H_urst: Pdot error, 19 76, p. 209. ;; Ph,t,p vs. Wh!teley, 7938, All ER 566. Bo/am vs. Fnern Hospital Management Committee, 795 7. 53 The damage is a direct result of the negligent act; HL 1921, Re Polemis and Furness, Withy and Co., 3 KB 560. 54 The Wagon Mound no. 7, 796 7, 7 All ER 404. 55 7886, 17 OBD 799. 56 See also L. Barnes and W. McDonald: Search for the legal liability of air traffic controllers, The Transportation Law Journal. 2. 79 70, p. 790.
In Shawcross and Beaumont on Air Law 56a it is suggested that air traffic controllers are under a duty to take care and that liability would arise under the following circumstances : a) That persons exercising ATC are under a duty to take reasonable care in giving instructions, permission or advice which the person tho w hom they are given, is legally bound to obey or obtain and that they and those responsible as their employers would be liable for any damage caused by a breach of this duty; b) That they are probabl y under a similar duty and liability in respect of any instructions or advice issued with the intention that 'they should be acted on, even if not falling within the categories of instruction ' which the recip ient is legally bound to obey ; c) That they are probably also unde_r a duty to take reasonable care to give all such instructions and advice as may be necessary to promote the safety of aircrah within their area of respon sibility and would therefore be liable for negligently omitting fo give such instructions as well as for negligently giving incorrect inst ructions or advice.
2.3.3 Liability of the State In virtue of the Crown Proceedings Act of 1 94 7 liability may attach to the Government in respect of torts committed by its servants or agents . The Government has a duty of car e to ensure that air traffic control functions are performed safely so as not to . cause injury or damage to other persons or property . 2.4 Australia The general law of neg I.Igence 57 determines whether the Commonwealth can be held legally liable for negligent acts of air traffic controllers58. From recent litigation It appears that the duty of care , which the Commonwealth owe s to aircraft operators, crew members: passengers and consignors , is relati ve ly high . The two latest court decisions show that very few accidents can be attributed to a single cause and give a good idea how the doct _rine of contributory negligence applies . (Part 111in next issue)
/!J:oa ri!Jtff til e FedeFtit/e follvwirrg riding fr. fJootsma 's r;r,ati0fil,@:f Aspects of Air Traffic 'te0t ifability ': 7he iE>< ecu}:fve Boa rd of fFA TCA having studied the thesis .Ofl th:e , 'In ternat iol'ila1Aspec ts of Air Traffic Contro l Liaeflity", bv R. Bootsm a V¥.hil st a stu dent at law, finds tha t a numbe r of statements con tain ed therein are in direct conf lict with various IFAfCA policies and possibly in some cases may be viewed to be in conflict with the laws of concerned states. ';4\'ny conclusfrins dravyn from or intimated by · the. article must be cons fdered to 'be the p erson al vJews of Mr. Boo tsma made during the preparation and research of his tfilesis whilst a swdent at law. ;Any statements aAd concfu_sions in the article do not necessanly ooingid e with the views. or have the endorsement of the Federation. '
s6aShawcross and Beaumont on Air Law, 3rd edition , 1966 , pp . 664 and 665 . 57
See2.3 . 1 and2.3.2 . . . · T, ff,. c I r Air Law 1976 J. Booth , Governmental liability for aviat!On accidents ca used by Ai r ra ic ~ntro /eg ;gence, d ton a duty pp . 161-172 , reasons that this liability is based on a duty imposed by the common aw o neg 1gence an no of care imposed by statute.
An y aeropl ane co ming from the \ stable that produ ce d th e Hurricane, Typ hoon and Tempe st has a lot to Iive up to. The Hunter, Britain 's first postwar interceptor fighter. certainly Justified its pedigree! A superb aircra ft to fly. it was a major succe ss w ith the RAF; saw service in front line squadrons . from 1954t o 1971 , and iss tillgoinga sa n oper ational tr ainer of unequalled qu aliti es, today . It was eventually exported to nearly 20 foreign air forces! Thi s book, w ith man y uniqu e photos , gives a fasci nating picture of the w hole Hunt er era - backg round . histo ry. Book size: 9 ¼ " X 7", 112 pages ; 140 black-and-wh ite photos. 2 lin e drawings and 8 pages of co lor. Published by Ian Alla n at £7 .95
One of the least g lamorous yet most rugged an d ada pt able flying work-horses of modern times, the Buccaneer was proposed in t he 1950s as a low- level , carrier-based attack bomber. It fi rst f lew in 1958 and is st ill in service today as a useful and eff ic ient weapons platform .
·with detailed te xt . exten sive pro du cti on rec ord s. over 1 6 0 photograp hs. 16 line drawin gs and 8 pages in full co lo ur t his is an indispe nsab le rec ord of t he airc raft w hic h also went into action in 1967 , aga inst the oil tan ker the 'Torrey Canyon ·! Book size: 9¼" x 7" . 128pages . Published by Ian Allan at £6 .95 7
IFATCA '83 22nd Annual Conference - Split, Yugoslavia by A. Avgoustis
The Executive Board at the Opening Ceremony History tells us that the decision of Emperor Dioclet ian to build his palace somewhere in the middle of the east Adriatic coastline at the end of the 3rd cen tury A. D was probably connected with his activity as state sman . The decision, however, of the Yugoslav Association to hold the 2 2nd Annual Conference of /FA TCA at the same place, that is Split, that Oiocletian chose as his last residence after he abdicated from his throne, I am sure was not connected either to politics or statesmanship of the Association's President, Jure Kapetanov ic, I am most certain that in this case a number of reasons may be given and more so I am positive that each one of the delegates who attended the Conference will have one good valid reason to give. Whatever made the organizers of the 22nd IFATCA Conference decide to make Split the venue proved one hundred percent valid. Indeed it was a memorable stay and a well organized confe rence that would make the organizers proud of all their efforts. . 1969 was another year of the Yugoslavs , when they organized their first !FA TCA Conference , in Belgrade Aleksander Stefanovic , the then President of JA TCA, ;om ed the 1983 Organizing Committee as a veteran. Sunday evenmg , the 20th March, the 'Meet -the-Delegates' socia l function meant exciteme nt for the more than 400 delegates. This was a festive celebra tion of the ir annunal reunion. The Confe ren c e, for the town of Split , meant little extra activity because of the fact that the delegates deliberated throughout the five -day conference (2 7- 25 M arch) at Hotel La v which is situated some distance away from the town . 8
Opening Ceremony 10 a .m. on Monda y, the 21st March, Hotel LavÂˇs large co nf erence hall , crowded wi th hundred s of people com ing from all parts of the wo rld . witnessed it s most ceremonial event since it was bui lt . Over 400 delegates from about 50 different co untri es gathered for the opening ce remony of the 22nd Annual Conference of IFATCA Th e Executive Boa rd sat facing the delegates and th e many d ist ingu ished government and municipality offic ials who took the front rows of seats of this huge pro fess iona l gat heri ng Follow ing a shor i address of we lco me and a mention of apprec iation for the assistance granted to the organ izing co mmittee by a number of government and municipa lity officials ,
Thebetteryouareatcollecting,processing anddisplayingdata, theclearertheATCpicture. You need the capability of Ferranti . We are not in the data acquisition business but we will tak e data from whoever ha s it~ from civil or military or frorn the country riext door if need be. Data doesn 't hav e to be on i:he spot. It can be extracted and fed over large distanc es and then Âˇco-ordinated with th e data from your own sensors. In designing equipment for processing and displaying the data
we 've us ed our experience both of ATC and air defence. If th e data is n ot avai lable, we can syn th esize display infonnation from fliglwplans and position . reports. Âˇ We can also do th e other kind of sinrnlation-for trainin $, validati on andeval uation - somet11ingwe have been doing for man y years . If you are in th e air traffic mana gement business Ferranti can h elp. And the people who pay your
route charges will almost certainly appr eciate your usin g us. Ask yourself, are you usin g th e data availab le to the best advantage? Contact: . Ferranti Computer Systems Sales Department Ty Coch Way Cwm bran Gwent NP44 7:XX Tel:Cwmbran (06333)7111lTelex: 497636
ComputerSystems CS0 2t 37 t 052
VIPs at the Opening Ceremony JATCA's Presiqent Jur e Kapetanovic invited Mr . Mustafa Nazmi , Minister of Transpor t ation to open the 22nd Annua l Conference of IFATCA. Mr. Nazmi said : ·1 have the honor and the privilege to greet the participants to the 2 2nd Annual Confer ence of /FA TCA and on behalf of the Government of the Socialist Federal Repu blic of Yugoslavia, M inistry for Transp ort an d Communications and in my own name to welcome you to our country. 'Our country is honored at being the host to such an important gathermg for the second time. The !FA TCA meetings are an occasion for the development of friendly relations among all the countries of the world and provision of specific contribu tion to the promotion of air traffic sa fety. 'Through Yugoslavia. due to its geographical position, the shortest airways pass from Central Europe to the Near and Mid dle East. A s our country is the important intersection of the airways in this region, the Yugoslav air traffic control has made extraord inary efforts in the last years for the sake of modernization having the broad support of our community . The results of its advancem ent were evident and I may say with pleasure that in the course of the last ten years , the g rea test degree of safety in the air
traffic control in our country was achieved last year. This binds us to persist with these results, therefore we will carefully follow the contribution to better air traffic control which will arise from this conference. A modern training center in which many special ists from the developing countries were trained made a substantial contribution to the promotion of air traffic control in Yugoslavia . At present, the installation of most advanced equipment for air traffic control is in process. Thus. our country will classify itself among the most safe airspace for operation of air traffic. De ar guests, safe operation of air tra ffic all over the world could not be im agined without the constant , reliable and strenuous work of the air traffic controllers. This profession with the outstanding character istics of the twentieth century is one of the determinants on the safe operation of air traffic and transportation of hundreds of millions of pas sengers I am deeply convinced that this conference will make contri bution to greater safe ty of air traffic as well as to the solution of basic issues concerning the lives and work of the air traff ic controllers all over the world 'Wishing you every success in the work of con ference and a pleasant sta y in our coun try, in the town of
Split , one of our most beautifu l towns, the town of freedom, tradition and fast development, I welcome all the participants once again and annou nce the conference opened · Followi ng the Mini ste r' s speec h. next guest speake r was Mr. Ante Skata ret iko, Vice- President of th e Exec utive Counci l of SR Croatia. His speec h follows: '/ have the honor to welcome you here in Yugoslavia on behalf of the President of the Committee of Honor IFAT CA '83. ·1 also wish a pleasant stay to your wives hoping they will enjoy our beautiful coast, sightseeing and visiting numerous historical monuments in this part of our country. Although the timetable of this congress is crowded with numerous item s I really hope you 'II have time enough to get to know our people and our achievements. 'Unfortunately, I have to say there will not be time enough to see everything that is worth seeing here , but let ·s hope you ·11have a chance many other times . either attending some other congresses or sp ending your holiday s at the Ad riatic Coast, close to the sea as blue as the sky, the very sky across which thousands of aircraft fly carrying million s of passengers and thou sands of tons of cargo safely led
by your ski!lful hands, with great care and experience. 'It's very difficult to find the proper words to express our gratitude to your highly professional and deeply human mIssIon . 'Although this is no time to present you more details about my country which might interest you, permit me to quote our famous citizen, member of the A cademy, Mr . Grga Novak who said: " Thousand years of life on this soil, where many cultures and civilizations crowded educated these people and gave them the culture, spiritual and material, which it has today and which reflects in literature , all kinds of art, folklore and freedom. '' 'Allow me , however, a few details about this town which happens to be your host town and about its inhabi tants, especially ship building , plasti c substances and production of cement. Tourism has a great role in it s economic activity . 'The history of Split started with the Roman Emperor Diocletian, who about 300 years A. D. built a magnificent palace. Split is full of Roman and
Renaissance monuments and I do hope that some of them you will visit. 'Those things that I was not able to emphasize at the moment I hope that the Yugoslav Air Traffic Controllers , your colleagues, will state at the official sessions and their exceptional profe ssional and human qualities are available both in the air and on the ground. 'Greeting you once again, I hope the results of the Congress will be very fruitful. ' Last but not least as alwa ys the eloquent opening speech of the Federation's President. Harri Hen sc hler . The President said: 'Mr. President of the Federal Com mittee for Transports and Communication Mr. Mu stafa Nazmi , VicePresident of the Exec utive Council of the Assembly of the Socialist Republic of Croat ia, Mr . Ante Skataretiko , Direc to r General of the Federal Air Traffic Control Authority , Mr . Gordon Faganel , Hon or ed Guests, Director s, Deleg ates, Ladies and Gentlemen , Friend s. 'ft was in 1969 that this beautifu l
Mr . Ante Skataretiko address ing guests and deleg a tes
Mr . H H Henschler , !FA TCA President also add ressing guests and delegates
country was host to its first !FA TCA Conference, !FA TCA 's 8th. Many of those present here today were fortu nate enough to be ab le to atten d that Conference 14 years ago, and to them return ing to Yugosla via to celeb rate our 22nd Annual Conference will feel as if they were coming home aft er a leng thy absence. 'M any changes ha ve taken place since tha t first Confe rence in Yugoslavia. Then !FA TCA was still a relatively yo ung organization, with a mu ch smal ler number of members , trying to fin d its way and role in the aviation wo rld. No w the Fede ration is well established in the international aviation scene, it has over 60 Member Asso ciations and interest in joining !FA TCA is shown by still more organizations. Yet, in some areas we may still be trying to find our way, as the Feder ation is expected to be all things find our way, as the Federation is expected to be all things to all people. In a maze of ever-changing political and economical international conditions our organization, as many other international bodies , takes time required for thought and discussion before pol ic y changes can be implemented. The Federation continues to offer assistance to its Member Assoc iations but cannot take over their role of representing the national controllers in the nation al context. 'Our longstanding concern regarding areas in the world whe_re equipment for air traffic control, tratning, manpower and working conditions are inadequate, rematn s. This past period of economic trouble amplifi es this concern as it may have a negative impact on aviation safety when governments reduce expend iture by delaying purchase of needed equipment , or when air traffic controllers are forced to hold down more than one job. 'We were pleased to learn that in this country nothing of this nature has happened there was no curtailme nt of funds for air traffic contro l, rather an increase. 'The world-wide recession over the last number of years had a negative impact on the airline industry. This is one more area where controllers have a contribution to make by assisting with fuel saving measures and pro cedures . A healthy airline indu stry is in everyone Âˇs interest . 'As I said before , the Federatio n will contin ue to assist Member A ssociations at their request while first encour aging them to use instruments such as the Repo rt of Exp erts of the International Labour Office to substantiate their claims The lega l aspects of our profession are taktng on 11
Opening of the Technical Exhibition. From the left, Mr. A. Skataretiko, Hans Laube (Corporate Members Coordinator), Mr. J Kapetanovic (President JA TCA), President IFA TCA H.H. Henschler and Lex Hendriks , V.-P. Technical an ever-increasing importance and they are an area wher e our efforts sho uld be concentrated Ladies and Gentlemen, I wish to express on everyone's behalf a sincere thank you to the Conference Organizin g Com mittee and the Honorary Organizing Committee of IFATCA '83 , many of whom are honored guests at this Opening Plenary. for their hard work in sett ing up this Conference . I am certain all participants and visitors will enjoy their stay in Split and in Yugosla via and will want to return sooner than the 74 years which elapsed be tween our 8th A nnual Conference in Belgrade and our 2 2nd A nnual Conference in Sp lit Âˇ
Technical Exhibition It is trad itiona lly accepted practice tha t 1mmed1ate ly afte r the opening ce remo ny 1s bei ng conc luded the Tech nica l Exhibition is officia lly and ce remonio usly opened . Corpor ate M embers of IFATCA and loc al hardwa re man ufactu rers are given the oppo rtu nit y at each annu al co nfer ence to disp lay to the air t raffic contro l wor ld their sophisticat ed and modern eq uipment offered to t he safet y of aviation . 12
A numbe r of exhibitors have once aga in appeared w ith their indiv idua l st and s others with hardware and othe rs w ith posters and leaf lets. Before the President of IFATCA, the guests and the delegates, Hans Laub e, the Corporate Members Coordinator invited Mr. Ante Skataret iko to officially open the Technica l Exhibition . Mr. Skataretiko in his speech said : Âˇ Some tim es the passengers who are not familiar with the air control syste m get angry because they are forced to wait a t the airports, or in plan es, due to delays which are caused by air traffic control restriction s. 'These restrictions are frequently caused by inadequate equipment of the air traffic con trol services. It is well known that the modern planes are equippe d with up-to-date equipment, b ut that is not alway s the case with the equipm ent on the ground used by the air traffic controllers . That is why the role of the suppliers of the equipment is extreme ly important for safe, regular and economic flow of the air traffic. Your close coop era tion with the Air Tra ffic Controllers' Federation makes it possibe to adapt the use of this equipment to the need s of contempo rary aviation and of those who make use of it. Therefore it is no t strange
that many of the equipment suppliers have decided to exhibit their products during this Conference. 'ft is a great honor and pleasure for me to declare the 22nd IFA TCA Conference 's Technical Exhibition open. , The fo llow ing firms d isplayed at the ir individua l stands: A EG Telefunken, Cossor , Marconi, Ferrant i, Selenia, Erics son, Raytheon, We stinghouse , ISKRA, IFATCA '84
Opening Plenary The opening plenary is what one may describe as the actua l beginning of th e wo rking sessions unt il the conclusion of all de liberation s, sc heduled to end on Friday in the afternoon. The de legate s meet here in plenary to hear the report of the Executive Board and elect the officers of th e three wo rking co mmittee s. The first ro ll ca ll of directors revea led a tot al of 35 M emb er Assoc iat ion s present w ith thr ee proxies FiJi, Chan nel Island s and Zambi a. A numb er of obse rvers fro m int ernational and other organizations we re recog nized as pre sent. Those we re from IFALPA, ICAO , Norweg ian Dir ectora t e of Communi cations . Belgium CAA . UK CAA, CPSA. IPCS.
FAA. Tran spo rt of Canada . Eurocontrol Agency. Radio Suisse. etc . The president then went into the Bo ard路 s report ( see page 2 7) before finally the officers of the different wo rking committees were elected after they have been nominated by the board. These were : For Committee A: Edge Green (UK Guild). chairman and Edward McCluskey (Eurocontrol). secretary; Committee B: J oh n Saker (UK Guild) . chairman and Art Cauty (Canada). secretary; Committee C: R. Willi s (Canada). chairman. and P Humphrie s (Ireland) . secretary.
Committee A Administration For the first time in the Committee路 s history an air of confidence was present in all directors 路 minds that the age nd a would finish earlier than the sc heduled four remaining conference days and that they wo uld not be required to skip coffee breaks to meet with the target times. Coffee breaks indeed were kept but it was later discovered that extra time was necessary and therefore sess ions started earlier th an th e other committees.
Conduct of Work Th e chairman. Edge Green we lcomed the directors and outlined the pro ce dure to be followed during sess ion s. The fir st business to be con c luded was the election of the vice-
chairman of the Committee. Miso Vuckovic of the Yugoslav Association was unanimou sly elected. The Committee then moved on to the reports of the different officers of the Federation. starting with the Secretary and the Editor. The report of the Liaison Officer to International Organizations In Geneva . J.-D. Monin. was basically concentrated on the I LO and the I LO ' s concern on the Air Traffic Controller's Legal Liabilities . Mr. Manin. stressed the fact that MA's should always come forward to the I LO when the y have information concerning such liabilities. The Execu ti ve Board then reported on the meeting of IATA at Phoeni x. USA. an d the efforts of the Federati on to secure free transport. The committee t hen entered into discus sion of the reports of the Regional Vice-Presidents (RVPs) . Starting w ith the RVP for Africa West Region. Dave Klaye. stated th at he encounters langu age problems because of the fact that a number of states in his region use French as their mother langu age. Africa East Region and the RVP face the same problems as w ith the other part of the Africa Regio n . The Bo ard suggested th at a lot w ill depend on the Member Association s for tr anslat ion s into Fren ch and Spa nish. Th e other Region s ga ve no parti c ul ar problems and the reports of th e
respecti ve RVPs w ere accepted with little or no discuss ion. Three Region al Meeting s have been held throughout the year that were attended by member s of the Executive Bo ard. The se w ere the Africa East Reg ional Mee t ing . for which a comprehensive report is printed on page 18 of th is issue of 'The Controller' . the North and Cent ral America Reg iona l Meeting and the Western Europe Regional Mee ting . The Meeting then entered int o dis cussion on IFATCA' s polic y rega rding nat ional disputes . Exist ing polic y had been deleted and t he follo wi ng had been adopted as policy:
Policy Regarding National Disputes The Federation recognize s the unfortunat e econom ic circumstances aff ecting the third parties which arise from time to time as a result of dispute s between controllers and their emplo yers. How ever. it is also recognized that as a last resort co nt ro ller s have the right . and may find it necessary. to w ithdra w their services fr om the ir employe r in order t o bring about a resolution of a disp ute. In those cases whe re an MA determines that a withdra wal of servic es is an appropriate course of action for the resolution of a di spu t e. they should provide as much advance not ice as is practicable to indu stry and use rs. . I FATCA str ongly condemns a situat ion where normal ATC services are replaced by a sub st itut e organization due to the fact that safety is seriously redu ced Su c h substitute organization s may not be abl e to a) Complete coo rdi nation of clearances as guaranteed within the standards of Annex 11 and / be tween St ates b) Prov ide controllers whose pro fessiona l qualifications comply w it h International Standard s or Recomme nded Practices on Per son nel Licens ing for Air Traffic Controllers as laid down by ICAO in Anne x 1 of the Chic ago Convention (as accepted and ratified by the States concerned. including their notificatio n of d ifferences) . IFATCA also condemns M ember Asso c iations who act as substitute organizations outside their normal area of jurisdiction (continues on page 20)
Committee A Chair路 (from the left ) Miso Vuckovic . Vice -Chairman . Edge Green . Chairman . Edw ard McCluske y, Secretary
PORTUGUESE AIR TRAfFJC
CO NTROll.ERS ' ASSOCIATION
I FA TCA
The delegation of Portug al preparing for next year's conference
MEETING THE TECHNOLOGI Portugal'sdevelopmentas a major centrefor trade and tourism is expectedto dramaticallyincreaseair traffic by the mideighties.Its air traffic controlsystem,whilst beingadequatefor the present,will be unableto meetthe heavydemandsof the future.So Portugal'saviation authority, Aeroportose Navega~aoAerea(ANA), developeda challengingmodernisation programmefor its nationwide air traffic controlnetwork. And Signaal, Philipsspecialistradar company, is supplying and installingall the high-technology equipmentand systems. LOUSA 260 NM (radio)
MONTEJUNTO 260/280 NM (r 256 NM (rada r) ::::::. ..
MONTEMOR 60 NM (radar)
BasedonSignaal's LAR-IIlongrange radar system, alreadywell-prove n in Paraguay, Singapore,the Netherlands and the UnitedKingdom,theprojectinvolvesthe equippingof a newATC centreat Lisbon InternationalAirport,as wellas unmanned, remote-controlled, stationsat Montejunto, Foia and Lousa. All informationand data willbe processedbycomputers;radardatafromthe differentsitesbeing automatically correlated to presenteachair trafficcontrollerwithan optimalpicture.Thistechnique,called 'multi-radardata processin g', is a world's
firstin A TC. TheATCproject-designatedNAV-1 - comprisesequallyadvanced sub-systems for: flightplan processing,flightinquiry and recording,distributionand switching, closedcircuittelevision,PABX, intercom, timing,voicelogging,as wellas microwave linksand integratedmaintenancedata transferand analysis. Hereare somemore examplesof how Philipsmulti-productcapabilityis meetingthe technologicalchallengeof modernaviation.
The Dynavision500X-rayscreening systememploysadvanceddigitalimaging technologyto providea clear, sharp image whenscreeninghand baggage. High speed imagingis complementedby ergonomic designfeaturesto enablethe operatorto see more... more rapidly.Unsurpassed for reliability,the Dynavision500joinsthe wide range of Philips securityscreeningsystems usedin airportsthe worldover.
FOIA 260/280 NM (r di 256 NM (radar
Fulfillingthe most stringestrequirements,the newvisualaid systemPAPI, fo~ PrecisionApproachPath Indicator has alreadybeensuppliedby Philips to airports in Bolivia,Haiti, Malaysiaand the Sudan.
CHALLENGE OFAVIATIONI :::
It is easyto installand maintain,and flight path recordsshowa significantreductionin approachpath deviationscomparedto the conventionalVASIsystem.The PAPI units form part of the extensiverangeof special lightsused in airportlightingcircuits,such as approachlights,runwayand taxiway lights.In additionto the visualnavigational aids Philipscan also supplya complete programmeof in-and outdoor lightingfor your airport.
l!l•Jt,:a ~•Iciej I~teli't-i i~ talll:" TheGreekCivilAviationAuthority is usingPhilips4th generationvoicelogging systemsat the majorairportsof Athensand Salonicaand variousother airports. Availablein 11,22, 33 and 44 channel versions,the newvoiceloggersprovidecontinuous24-houroperationfollowedbyautomaticchange-overwithampleoverlapto
Switzerlandand Yugoslavia.Philipshas alsoequippedmanyairportswithhigh-tech Philipsprogrammeof navigational systemsfor publicaddress,intercom, and landing aids includes VHF omnipersonalpagingand closed-circuit TV. directionalrangeequipment(bothSVOR 1-~~:I•J~M•li(lfJ!l•Mt.1-IDi@: C and DopplerVOR),distancemeasuring equipment(DME)and instrument landing systems(ILS).All VORsystemsfeature solid-state,modulardesignand incorporate fail-safemonitoringand integraltest facilities.A specialVHF Omni-Test(VOT) facilityenablesaircraftto do a VORcheck from any locationon the airport. 100watt and 1OOO wattDMEsystems,configuredfor single-and dual-channeloperation, meet ICAOAnnex 10recommendation s and can be co-locatedwith ILS or VORequipment. PhilipsILSsystemsexceedICAOCategory I, II and III recommendations in both performance and monitoring.Thereare AEROPP, Philipsdata switching more than 300 PhilipsNav-aid installations and data handlingsystemfor aeronautical in service in over 30 countries. operation,permitsgradualeconomic growth. From a smallinstallation,routing low volumes of AFTN traffic, up to a powerfulmulti-usercentreprovidinga completerangeof aeronauticaltelecommunicationsservices.As the requirementsof the AFTN centreexpand,AEROPP can be enhancedaccordingly.CommonICAO Data InterchangeNetworkswitching,for example. AFfN /C IDIN and radar subsysteminterfacing.And flight-planstorage and processing.Together,the backboneof an integratedAir Navigation System. 11
These are just a few examples of Philipshigh-technologyin aviation. If you would likemore information,contactyour Philipsorganization or PhilipsCorporatePlanning and MarketingSupport,VOA-0217 , 5600MD Eindhoven, Th~Netherlands. Telex: 35000PHTC NL. Pleaseindicate in whichof the subjects you are interested: 0 AEROPP 0 Air trafficcontrol 0 Navigationalaids 0 Baggagesecurityscreening 0 Secmity equipment 0 Airportlighting ensurecontinuity.Similarsystemshavealso 0 Communications systems 0 Voicelogging systems beensuppliedto a.o.: France,Germany, 365 Italy, Luxemburg,Malaysia,Sudan,
SURE SIGNOFHIGH TECHNOLOGY FORAVIAT~ON 0
The 3rd Africa East Regional Meeting Mauritius,
by Erik Serm,jn (Vic e-President of IFATCA)
The Prime Minister of M aurit ius, Mr. Jugn auth, addressing the Meeti ng. The officia l opening of the 3 rd Afri ca n East Regiona l Meeting took place at the lect ure theater of the M auritius Institute of Education o n Tue sday morning. 16 November. 1982 . The ope ning sessio n sta rted with a speec h by t he Presi dent of the M aurit ius Air Traff ic Contro llers Professiona l Associa t ion w ho extended a warm and co rd ial we lcome to all pa rt ic ipants and espec ially to t he me m bers of the Exec utive Board of I FATCA. After th anking the Prime Mi niste r for his atte nd ance. in sp ite of his heavy co mmitment s. the President of MATCPA stre ssed t hat ·we are all together here to pur sue a com mo n goa l. name ly a bette r and safer air tr affic control syst em and t he reco gnition of the un iqu e pro fession of the air traff ic co ntrol ler who is the ce ntr al and living part of every air traff ic co ntrol syst em .· When c los ing his speec h. the Pres ident of MATCPA invited t he President of IFATCA to ad dre ss the meeting . Mr . H . H. Henschler opened his speech by express ing his plea sure to be ab le. togethe r w ith the Vice -President Professional. to represent the Execut ive Boa rd of IFATCA at this 3 rd Reg ional Meet ing . He then gave a br ief resume on the history of I FATCA, sta ted t he main ob jectives of t he Fede ration and the means and avenues to pu rsue suc h ob1ect1ves. He explained th e c lose relationsh ip IFATCA maintains with ot her 1nternat1onal aviation bodies . such 18
as \CAO. IFALPA and ILO, the recommendations of which received special attention. The President then stressed the necessity of regional meetings and more espec ially this 3rd Africa East Regional M eet ing as follows: The region of Africa East in general and in some countr ies in particular have conditions of air traffic cont rol wh ich are far from idea l. Thi s meeting. under the Chairman ship of the Regiona l Vice-President, Mr . Kimilu , addresses itself to the se problems and endeavo rs to sugge st reason ab le and atta inable solution s to them. 'A ir Traff ic Control', the R.V.- P. said, 'is a very inte rnational affair, indeed, I know of no other profe ssion w here such a sma ll number of people provide a world wide service to so many users as air traffic cont roller s do for the intern ational and national air passenger s and the civ il and military airspace users. Aviation doe s not easily understand politi ca l border s. the mo st efficie nt route from departure to destination airpor t is direct rout e and Governments shou ld cooperate to make thi s efficiency possible. It is our respo nsibili ty as air traffic co ntroll ers tha t safety in the air is mai nt aine d . th at losses of life and immense property damage as the consequence of an error by an individual air traf fic con t roller. wh ich ca n be expressed in hu ndred s of lives and thou sands of million s of do llars. do not occ ur. and that yo u can
board an aircraft without having to worry about the quality of air traffic control. Controllers everywhere, by convention must meet the same rigid standards of education, training, qualification and physical health, thus, the only reasons for variances in the quality of air traffic control are brought about by lack of proper and adequate equipment, proper working conditions, and shortages of qualified controllers . 'IFATCA has been accepted as the only international voice of our Profession, and we are totally dedicated to bringing about the needed improvements. 'M r. Prime Minister, your presence at the opening of this regional meeting clearly 1nd1cates you r under standing of the respons ibiliti es of our Profession and of the crucial role the air traffic controller performs in aviation, and also of his contribution to the economy both of his nation and the airline indu stry . 'I am quite certain I speak for all participants at_this meeting when I say that the hosp1ta\1tyof your country, its beauty, the organ1zatIon of the meeting by the members of the Mauritius Air Traffic Controllers' Professional Association, and the assistance we have received from a number of airlines operating into Mauritius, have been second to none_' Then , Mr. Jugnauth, Prime Minister of Mauritius addressed the meeting as follow s: 'Mr. President, Ladies and Ge·ntlemen, it gives me the greatest pleasure to be here today on the happy occasion of the open ing of the 3rd Regional Meeting of the I FATCA. It is an added pleasure for us th at M auritius has been chosen as the venue for this meeting I would like to convey to all our d1st1ngu1shedvisitors our warmest welcome and our ve ry best wishes for a happy stay in our country. __'This meeting must be an exciting event g1v1ngour people the golden opportunity of meeting many incisive minds. Thi s meeting hosted by the Mauritiu s Air Traff ic Controllers Profe ssiona l Association Erik Sermijn
brings together all those involved in air traffic services in the East African Indian Ocean region to discuss and make recommendations on current problems in air traffic management and air safety. As such. the meeting assumes all its importance in the context of my government's policy to promote actively regional cooperatio n in as many fields and disciplines as possible. 路Air traffic co ntrol seNices have an im portant role to play at internat ion al airports. in ascertaining that aircraft ap proach the airport. land and takeoff with safety. and in that respect. air traffic controllers have a very vita l role to play so long as the aircraft are in the air within the flight information region and on the runwa y. 'As you may be awa re the present control tower at Plaisance Airport was const ructed during the Second World War and improvements carried out so far have only been in the way of equipment required. Th e government is awa re that th e present contro l to wer is out-dated and not high enough ( 10 meters approximately in height) and therefore plans are being prepa red for the new Control Towe r ( about 2 5 meters high) with modern equipment and facil ities to enab le air traffic controllers to work in better surroundings and also to en able them to have a clear view of both the runway ends. aircraft parking areas and other facilities for safety of aircraft operations . The new contro l tower wi ll be located on a ma ster plan which wil l be implemented in a phased program . thus en suring that Plaisance Airport would cater for the air t raffic to the year 2000 at least. It is expected that the new Control Tower wi ll be ready for operat ion by Febru ary 1984 . 路 Further . with the assistance of the " Caisse Central de Co-operation Economique" of France new navigational aids and airpo rt lightin g systems will be installed in 1983 which will further increase the safety of aircraft operations conside rably and therefore contribu te to a large extent in helping air traffic contro llers to di sc harge the ir dutie s with much more confidence. The new airport lighting system s
and navigational aids will be ready for com mi ssio ning by December 1 983 and Mar c h 1 984 respectively. You can there fore see the importance that the government attaches to the development of our airpo rt and to the overall related question of safety. 'Your meeting will help to focus the attention of our people on a matter of great importan ce and which many of us do not realize fully or are unaware of . namely that all the persons involved in civil aviation are constantly concentrating on measures that would guarantee greater and greater secur ity to passengers and airc raft. In fact. it wo uld be no exageration to say that it is relatively safer to fly than to travel in a car. safer above than on the ground. 路 I w ish your meeting all the success it certain ly deserves and hope that apart from your professional engagements. you wi ll find time to discover our country and its natural beauties to take back home with you happy souvenirs of your stay in our midst. Than k you. 路 Thus the 3rd Africa East Regiona l Meeting was officially opened. Th e opening ceremony was followed by a reception which enabled the members of the Executive Board to have informal discussions with the Prim e Minister. the Directorate of Civil Aviation and delegate s and obser vers attending . The working sessions sta rted on Tuesday afternoon at the Charleroi Hotel . which is situated at Peyrebere (Grande Baie) in the northern part of the island . First of all the President of MATCPA welcomed the delegate s expre ssing the hope that the discussion s would be fru itful . Thi s short introdu ction w as fo llowed by Mr . Ralph Kimulu . Region al Vice-Pre sident AFI / E who . after w elcoming all del egates. explained that M auritiu s w as an idea l place to hold this region al meeting . because all member association s from th e region were able to attend . To this the President of IFATCA spoke about th e nece ssity of the regional structure of IFATCA and stre ssed that a regional meet ing was the opportunity for all contro llers of the region to speak inform ally about
their problems. Th e President also exp lained the role of the Executive Board at regional meetings, i.e . as an obseNer but availab le for al l advice which m ight be required. He closed by informing th e regional meeting about the plan propo sed by the Executi ve Board to organ ize visits t o al l AFI regions. At this time the work ing sessions started. Member associations from the follo w ing count ries w ere present: Mauri t ius . Kenya. South Africa. Tanzan ia. Zam b ia and Zimbab w e . There w ere also de leg ates from Malaw i and Swaziland . On Wednesday morning a paralle l meeting was organized with pilots and airline representati ves. Th is meet ing was attended by the Preside nt of IFATCA. President and members of MATCPA. airline pilots from Air Mauritiu s and Sou t h African Airlines and some airline representati ves . The main topic discu ssed was the relationship bet w een airline pi lots and the controllers and it w as very pleasant to see how good t he relationsh ip between the two profe ssiona l groups is at Mauritiu s. At 11 a . m . both the Preside nt of IFATCA and the Vice-Pre sident Prof essiona l. accompanied by th e Pres iden t of MATCPA and Marcel Didi er. orga nizer of the Regional Mee t ing. left Peyrebere for Port Louis . w here a form al me eti ng with the Prime Mini ster w as organi zed at t he Parliament Bu ilding. Durin g thi s m eet ing. the IFATCA President exp lained in detail the prof essio n and t he Federation . the nec essity of t he proper recogn ition of the profe ssion. the im port ance of the ILO recommend ati ons. a copy of whic h wa s handed over to the Prime Mi nist er. He furth er amp lified t he necessity for memb er associatio ns to be able to att end the IFATCA A nnual Confe rences and the su pport from t he author it ies neces sary t o rea lize t his. The Prime M in ister listened w ith intere st and gave some more infor mation about t he M aster Plan wh ich inc lude s t he bu ilding of a new cont rol tower . and the installatio n of new navaids and airport lighti ng systems . Press cove rage wa s excellent and sta rte d w it h a live TV int erview of the I FATCA Preside nt during t he even ing news . t he nig ht befo re the opening of th e Regional M eet ing.
Closure of the Regional Meeting On Friday morni ng . after the discu ssion of two mo re workin g paper s. the meetin g c losed w ith the Pres ident and the Regional Vice- President add ressing some wo rds to the delegates and observers . Aft er th is. t he Vice- President Professional of I FAT CA was inv ited to say some fin al w ords . Mr . E. Serm ijn exc used the President wh o had to leave ear lier in order to make airline connect ions .
General view of the M eetmg . Erik Serm1jn is seen her e. front row . first on the right. 19
(from page 13)
Due to the fact that withdrawa ls of service in the area may impose excessive traffic loadings on othe r ATC systems, IFATCA will support Member Associa tions w ho as a result of such loadings impose traffic restriction s in the interest of safet y. Notwi thstanding the support IFATCA gives to Member A ssoc iations exercising their right to w ithdraw service s, IFATCA's policy is to urge an early return to a normal situation . To this end IFATCA will remain avai lable to act as an intermedi ary at international leve l and o n invitation from a Member As sociation, at national level. Procedure to be Followed in the Event of a National Dispute
. In the event of a disruption ocurring, the Member Association w ithin the area of representation conce rned will : a) Notify as soo n as possible and/o r practicab le i) The IFATCA Sec ret ariat ii) The IFATCA Regiona l Vice President iii) The National Civil Aviati on Department iv) The Nat io nal Pilot A ssocia tion (s) v) The National Trade Union(s) vi) M embe r Association s in adja cent areas of representation b ) 1nclude tn the notification 1) Reasons(s) 11) Duration expected 111)Conseq uen ces expe cted iv) A reque st to inform intere ste d international organizations v) Any othe r pertinent inform ation Note Should anv disruption of the a11traffi c serv ices occur , the Member A ssoC1at1on of the area of represen-
tation concerned, even when not directly involved, should notify the Executive Secretary and the Regional Vice -President as soon as possible, stating the situation . During wi thdr awa ls of service the Member Association(s) concerned w ill m ainta in c lose liaison whenever practicable and / or possible with the parties mentioned above. Whene ve r IFATCA Member Associations have been not ified in accordance wi th the above, or by the I FATCA Secret ariat, they shou ld, w ithin the lim its of their constitut ions, ensure that I FATCA polic y is adhered to and support action requested by the Executive Board. On receipt of advice from a Mem ber Association of industrial action , the Executive Secretary shall ensure that the Exec utive Board and the Regional Vice-Pre sident(s) are, or have been, inform ed of the situation. A s soon as practical the Executive Secretary sha ll issue a Special Newsletter to th e Region s directly interested in the area of dispute. A further Special Newsletter sho uld be issued at the end of the di sruption and at any time during any prolonged dispute, whe n the Executive Secretary deems it to be beneficial. Region s not directly involved in the ac tion w ill be informed of detail s in subsequent normal IFATCA Circul ars. The Executive Board will use all means possible within the policy laid
down earlier, to support the Member Association . They shall ensure that detailed information is released to the Media, so that the controllers point of view is made clear. It is probable that in some regions the Regional Vice-President may be better informed of local factors and information during disputes in his area of juri sdiction. It is therefore essential th at c lose liaison is maintained between the Executive Board and the Regiona l Vice-President(s) concerned. If circu mstances dictate , the Exec uti ve Board may delegate to the Regiona l Vice-President(s) , the power to mak e statements on behalf of the Federation. When the withdrawal of service ceases or is expected to cease, the Member Association concerned shall: a) Notif y as soon as possible and/or practicable, the parties (a) i-vi above) . b) Include in the notification: i) Results ii) A request to notify parties informed iii) Any other pertinent information Ireland opposed thi s policy and wished their vote. recorded . Propo sed by Norway and secon ded by Switzerland, subscriptions per in dividual member are increased as from the yea r 1984 . The following are the new fees: First 100 members, 22 SFr. each ; next 200 members, 21 SFr. each ;
The Registration Desk next 300 members, 1 9 SFr. each; next 400 member s, 1 7 SFr. eac h, and next 1OOO m ember s, 1 6 SFr. eac h. Manu al amendme nt s we re there for e t he resu lt of the above reso luti on . Effec tive also as fr om 1 984 wi ll be th e hono raria for th e office rs of the Board rec ommended by th e Committee Suspension of Affiliat ion. Susp ension of t he following Association s from aff ili ati on had been reco m mended: Guy ana, Hond uras, Suriname. Unless due s are paid in accordanc e w ith manu al requ irement s then aff iliation wi ll be t erm inated. PATCO' s membe rship wa s t ermin at ed bec ause th is As soc iat ion no long er exists fo llowi ng th e US Supr eme Court deci sion to dec lare it as none xistent. Ap pli ca tion s for M ember ship Two app licat ion s we re prese nt ed to t he Comm itt ee, th at of t he Turkish Cypr iots and of M aurit ania Th e Tur kish Cypriot app lica t ion was rej ec t ed , fo llow ing a secret ballot and th e oppo sit ion of th e Cyprus A ssoc iation The app licat ion of M aurit ania tailed bec ause of lac k of information on the ir con st it ut ion Appoi n tme n t of Standing Com m itt ees (SCs) The onl y comm itt ee ot her th an th e Publi cat ion s and Publi c Relati o ns Co mmitt ee, w hic h co mes und er th e co ntro l of Committ ee A, is SC Ill (Finances) It wa s reco m me nded th at th e SC 111 wo rk progr am for 1 98 3 / 84 co nt ain the fo llow ing act ivit ies Ro utine duties 111 accordance w it h terms of reference Tasks assigned t o C Ill by An nual Confe rence
Tasks assigned to SC Ill by the Execut ive Boa rd A ssist Ed it or / Treasu rer / Printing Ho use in the product ion of 'The Contro ller' Prepa re a repo rt on t he amount of Reserve Fund nece ssary for th e Feder ation Preconf erenc e co mm ent s o n t he proj ected budg et t o be c irc ulated to MA s 30 day s befor e Con ferenc e. This to be coord inated wi t h the Treas urer . Elections:
The position s of th e Vice-President Admin istr ation and th at of t he V icePresident Tec hn ica l we re open fo r electi on th is yea r Vi ce- President Techni ca l, w ho was nom inat ed for ree lecti on was elect ed for anoth er t erm of two yea rs w ith o ut a co ntestant. The no min ati o n of Ian Finl ay of th e UK Guild for t he Adminis tr ation was not c ont este d and t herefo re his elec t io n fo r a te rm of two yea rs was co nf irm ed . Th e on ly c hange in Regiona l VicePresident s co mes from Ho ng Kong fo r th e Asia regi on . Mr . E. Chu Ying-Sh uen has bee n elec t ed The RVPs for AF I-W est, and CAR we re reelected. Euro pe-Cent ral and Nort h and Cent ral Ameri ca also ret ained th e same RV Ps Closed Sessions A s always a numbe r of c lose d sessio ns were req uir ed t o d isc uss interna l IFATCA problems, suc h as allocat ion of funds, members hip d iffi culties, etc. The Com mit tee ended its agenda by approving t he bud ge t of the Fede ration fort e year 1 983 and provisional for 1 9 84 . (continue s next page )
A new avio nics device that c an provide fuel savi ngs of one to t hree per-cent for Mc Donnel Doug las DC10 jetl iners has been certif ied by t he Federal Aviation Admin istration for use on production aircraft. Th e new Perfor mance Ma nagement System (PMS) is manufac t ure d by Delco Elect ro nic s of Mil w au kee , Wisconsin, a d ivis ion of Genera l M oto rs Corporation, an d can be used on new or in-service DC- 10 tri-je ts. The PMS is coupled throug h t he autop ilot and autoth rottle systems t o automat ica lly control the aircr aft's pitch and thrust to obtain ma ximu m fuel eff iciency during climb , cru ise and descent. Although the DC-1 0 can be f lown manua lly to ach ieve suc h effi c iency , studies have sho wn that the assistance pro vided to fl igh t cr ews by the PMS can save as mu ch as $250,000 to $300 ,000 per airplane per year. A J apan A ir Lines Serie s 4 0 scheduled to enter airline service in M arch w as the f irst DC- 10 to be eq uipped w it h the PM S. A PMS w ill be insta lled on a US Ai r Force KC-1 0 Extender advanced tanker / cargo aircra ft sche du led to be de livered lat er th is year. The extender is a mi lita ry derivati ve of t he long range DC- 1 0 Series 30 Convertible Freigh ter t hat is used t o refuel transpo rt aircraf t and fighters and carry ca rgo and support personnel. Follow ing a period of evaluation , t he Air Force may acquire the PMS for 59 other Exte nders that are either in operat ion, on order or authorized by Cong ress . M c Donne ll Douglas has begun f lig ht testing lead ing to certification of a sim ilar PMS fo r its Super 80 twin j ets. The PMS was standard equipmen t o n all new Super 80s , beginning w ith a de livery scheduled fo r April. The basic computer and control unit used by the PM S are common to both the DC-10 and Super 80 to m inim ize spare parts requirements and costs. After ce rtificat ion for the twin-jet , the Perfo rmance Manage ment System w ill be available for instal lation in Super 80s and other DC-9 models already in serv ice To date, more than 1400 M c Don ne ll Doug las DC-9s , Super 80s and wide-cabin DC- 1 0 tri -jet s have been delivered. Collective ly, they have car ried nearly 2 ,000 million passengers in more than 33 mil lion hours of oper ation by more th an 1 20 operators around the world
B - Technical
Tru ly. this Committee may be described as the SC I of Annu al Conferences. It concerns itself wi th the wo rk done by SC I throughout the year. though the odd working paper may origin ate from indi vidu al members or othe r SCs. The chairman of the Committee. Joh n Saker . in his opening remarks informed the delegates that this would be the last Conference he would act as chairman of Committee B and as chairman of SC I. because he will be retir ing from active service . He pointe d out. howe ve r. that any future Confe rences he w ill be att endi ng w ill be as an observer an d a tourist. Followin g the election of Ivan Sarlah as the vice-chairman of the Committee. the c hairman pointed ou t that the Committee wi ll fo llow the agenda as laid down in the program. He then. in his capacity as chairman of SC I. presente d his report on the activit ies of his Standing Committee. Reports: The Com mittee then ente red into the reports of th e diffe rent office rs and of the subco mmittee s to SC I . Art Cauty. the Liaiso n Offi ce r t o ICAO advised the Committee that he foresees increased participation of IFATCA in the ICAO technica l f ield s in the very near future. The Working group on Surface Movement Guidance and Control Systems (SMGCS ) presented a wo rking paper on the progress of wo rk in this particula r field and informed t he delegates that a questionnai re w ill soon be sent out to MA s for thei r views on this item.
The report of the IFATCA member to the Radiotelep hony study group (RTF). Edge Green . indicated that the study group's report is being concluded and submitted to Council. It is expected that th e amendments, after being approved by the Council , wi ll become applicab le by November. 1983. On the Elimination of Ambiguity in Radi ote leph ony Callsigns (EARC), an addit ional working paper had been sub mitt ed by the German Association in addition to the one presente d by SC I. The discussion w hich ensued on bot h papers diverted Members into discussing their ow n procedures and sim ulat ion studi es. The 1982 Conference at Am sterd am tasked SC I 'to assist the !CAO Secretariat in the deve lopment of recommendations with the objective of elimination of ambiguities in radiotelephony callsigns . including the assessment of an I FALPA proposal co ncern ing an alphanumeric ca llsign and its suitability for adoption in Annex 1o.路 SC I, howeve r, pointed out that opinion among st ATC staff w ho are expo sed to thi s cal lsign format appears to be divided. The most generally quoted disadvantages are: i) When it is necessary to transmit the ful l cal lsign it doe s not easily roll off the tongue ; ii) W hen displayed either on electronic data displays, as labels on the radar tube . or whe n printed or w ritten on flight progress strip s in an alpha -num eric form , it is difficult to di stingui sh the letter s I and 0 from the numer als one and zero. The lett er S is also confused with the numb er 5 .
The main advantage is quoted by other ATCOs as a reduction, at least in some measure , of the enormous number of numeral s in any one transmis sion . The Committee then recommended the following: Whereas IFATCA considers that the results of the trials of the proposed alph a-numeric callsign system conducted by the German ATS Authoritie s in October 1 982 raises doubt s about the value of this system as an alternative to the trip number system , it is recommended that SC I place the subject 路 alph anumeric ca llsign systems ' on their work program in order to review all availab le evidence relating to the operationa l and simulator trials of the alpha-numeric cal lsign system . It is recommended t hat MAs continue to seek the ass istance of airline operators in reducing the risk of conflict by avoiding th e use of callsigns within their organizat ions which could lead to conflict . The Committee then entered discuss ion on the Vi sual Flight Operation Panel Progr ess report and on the VFO c lassification of air space , and invited member s路 input by the end of May . Policy Review: It was agreed that the requ ired editori al wo rk neces sary to bring IFATCA poli cy statement s, cross-references into line with the latest !CAO docu ment at io n. be carried out by SC I. Once thi s was sett led the Committee moved on to discuss and review c urrent policy on Air Traff ic Flow Man age ment (ATFM). a paper presented by th e RVP for Europ e W est. A dis cussion wh ich follo we d produ ced the following recommendation s to be accepted as ge neral IFATCA policy: a) That air tr affic controller s part ic ipat e in the planning , implemen t at ion and operation of any Air Traff ic Flow Management Service; and b) that only operational air tr affi c co ntroller s operate ATFM po siti o ns. The Committe proceeded to review c urr ent po licy on late ral sepa ratio n standar ds, a paper introduced by th e New Zealand As soc iation . The New Zealand dire ctor . w ho pre sent ed th e paper. st at ed th at the
The sta nd for sales of !FA TCA ties , lapel pi ns and JA TCA 路s philatel ic envelopes . pins . e tc.
J. Saker, Chairman of Committee B and his Secretar y, Art Cauty ICAO procedures discu ssed in the paper were designed for a past generat ion of aircraft and may not be applicable today . Some examples were given of airborne equipment, pilot interpretation and ground st at ion problems. The necessity for strict ATC discipline in orde r to maintain safety was stressed. Concern was expressed that the actual separation provided by the application of procedural separation cou ld result in airc raft ending up with less than normal radar sepa ration . The need for control personnel t o be updated and refre shed on procedural separation method s for use when radar fac ilities fail, was st ressed. On helicopter operations - ATC aspects, th e co mmittee dea lt with the pape r presented by the Net herland s A ssoc iation . It was revealed that IFATCA already has for m ulated a po licy for helicopter oper ation s in the North Sea area based on the ICAO guidance mate rial. Inform ation was also present ed about the technic al te st s being conducted at Houston for nonradar tra cking method s in the Gulf of Mexi co. The following policy statem ent s we re adop t ed: 'Whil st th e use by helico pt ers of c learly defined parts of the apron area for landing and tak e-off may be safe. IFATCA recogn izes that such areas are not defined as maneu ver ing areas and that ATC th erefore has no dire ct co ntr o l over interacting traf fi c. Pendin g th e so lution of thi s problem IFATCA cons iders th at th e phraseology "Clea red fo r takeoff I landi ng" is not app ropri ate for use w ith helicopters operat ing directly from / to the apron area. as currently defined by !CAO, and that alt ernative phraseology should be deve loped wh ic h ref lects th e limit of ATC respons ibility whe n dealing with such operat ion s. Âˇ Transponder Operating Procedures : Th e Am sterdam Conference auth oriz-
ed SC I to review current IFATCA policy on transponder operating procedures with particular reference to the wo rk of the Euroc ontrol Radar Application Spe cialist Pane l (RASP ) in order to determine any need for additional policy on the sub j ect. The Committee entered into di sc ussion of the fact that the RASP consid ered the disappearance of SSR sign als from aircraft cl imbing and or banking afte r takeoff . thi s phenomeno n believed to be caused by th e temporary shield ing of the ai rcraft ant en na . Thi s has been noted at such airports as Frankfurt , Am sterd am. Madrid and Bru ssels. It was co nc luded by the meeting th at antenn a shielding requir es furth er investigation to confi rm w hether it is con f ined t o few loca ti o ns only. Furth ermo re. it was concluded that procedures c urrently in use for dealing w ith 't ranspo nder -failed ' aircraft m ay be in need of review and updating.
Optimization of Climb and De scent Pro files and Fuel Economy Thi s paper presented by SC I. emphasized some problems encountered with flight management systems ( FMS ) and the need for an exchange of informa tion on operational aspects of their use. FMS , was considered as c omparati ve ly new and w ill t here fore requ ire some adju stmen ts in proce dure to be made by the controller and the pilot. Th e Vice -President Adm inist ration adv ised the meeting that the Execut ive Board had suggest ed to IATA for a joint study group on the topic of fuel economy opera t ions. The following we re dec ided as IFATCA Policy: a) ATC system and associated airspace planning should ensure that the fl ight profile requ irements of both high and low performance aircraft are met . b) The provision of discree t SI D ' s and STAR 's for high and low performan ce ai rcraft is desirable. c) When there is a confliction of interest regarding f light profile requirements. the safety requirements of ATC must take priority over the requir ements of aircraft for economy of operation. d) Controller training should include instruction concerning the performance requiremen t s of modern aircraft and their flight man agem ent system s, in order that ATC can , so far as possi ble, t ake ac count of operator flight m anagement profile requiremen t s. e) Where airborne c omputerize d management systems are used , they should be programmed in
Committee B in session
such a manner that they do not c reate additional ATC problems (e.g . level ling out for speed reduction/ accelerat io n). · Follow ing the discussion of reports for other study groups. such as the EANPG - A irspace and Tra ffic Management Group (ATMG) . the ICAO EUR - Informal Flow Control Meetings. the Comm ittee discu sse d the suggestion of additional members on the SC I The Committee finally dealt wi th the wo rk program of SC I and the wo rk studies to be undertaken by cer tain member associations. The work program of SC I is as follows: 1 Liaison with International Organizations 1. 1 .ICAO - Sup port and monitoring of a) Surfac e Mo vement Gu ida nce and Control Stud y Group (SMGCS) b Radiot elephon y Stu dy Group (RTF) c) Elimination of Ambiguity in RTF Callsigns Stud y Group ( EARC) d) Visual Flight Operation s Pane l (V FOP) e) Helicopte r Oper ations Pane l (HELIOPS ) f) Aeronautical Speech Circuit Switching and Signalling Stud y Group (ASCSS)
SSR Improvements and Collision Avoidance System Panel (SICASP) Simultaneous Operations on Parallel or Near-parallel Instrument Runways Study Group (SOIR)
1. 2 .Oth er Organizations a) IFALPA Air Traffic Services (ATS) Study Group 2 IFATCA Technical Policy
2. 1 .Production of 19 84 Policy Statements
2 2 .Review of Existing Policy 2 3. Review
of Procedure for ·development. adoption and promulgation of IFATCA Regional Technical Policy· 2 .4 .Editorial amendment of POLSTATS
3 Work Studies 3. 1 Alpha-numerical Callsign System - Review of operational and simulator tria ls: by Germany , Canada and South Africa. 3 2 Frequ ency Jamming - Review of previous studies and policies and consider technical solutions: by Eu rocontrol . 3.3 Air Traff ic Flow Manag eme nt Further po licy development: by Luxembourg . 3.4 Lateral Separation Standards: by South Africa .
Henry William Cole (Marconi Radar Systems Ltd) New Corporate Members Coordinator Harry has been in the radar business since he joined as a wetnosed lab assistant to B. C. FlemingWilliam s during the Second World War. After service in the Royal Signals Corps in the Middle East, he did development work on MTI systems, field trials and commission ing of ATC radar systems . After more development work. became a radar systems engineer, joining the Marconi Co . in 1960 in that capacity. In the late 60's he was engaged in product planning for three years. For the past eight years he has lectured to the post graduate Bosworth course at Birmingh am University , on radar and ATC . He has had many papers and artic les pub lished some in this Journal. He ha s particular inter est in SSR matters and is currently principa l radar systems engineer at MRSL . 'The Contro ller' wishes Harry every success in this post. ju st as he has been in his career.
The tender call for expansion work at St . Maarten Airport has been extended and bids we re now due no later th an3 May , 1983 .Cons tructionwork w ill comprise wide-body jet apron stands. a genera l av iation ramp , access roads and car parks . passenger and cargo terminals, and conversion of the exist ing airport building . Detai ls are availab le from the consultant. FAG Air co nsult, D-6000 Frankfurt 75 , Germany .
Committee C Chair: (from left to right) Dov Doran , Vice-Chairman , R. Will is, Chairm an and P. Humphries , Secretary
Committee C Professional Thi s Committ ee is usu ally occ upied during the conference period w ith st udie s prepared by SC IV, Hum an and Environment al Factor s and SC VII on Lega l M att ers concerning the Air Traffic Controllers. The electio n of Vice-Chairman. D . Doron of Israel preceded all other wo rk. In the later st ages of its f unction s, D. Daron was repl aced by Jo s Schaap. J. -D Monin, the IFATCA Liaison Officer repo rt ed to th e meeting th at Iittle activity was made by the I LO w hic h was directly related to the air tr affi c co ntroll er . Follow ing thi s the Committee entered di sc ussion on the papers prese nt ed by SC IV, st arting w ith the repo rt of its Chairm an. Reexamination of Professional Policy as Contained in the Manual SC IV considered th at th ere was no necessity for suc h reexam inat ion and sugg ested th at the existing policy of IFATCA on professional matters be th at as stated in WP 1 8 of 1 982 Conferen ce. Controller I Pilot Salary Relationship Thi s agenda item was introdu ced at th e Amsterd am Conf erence fo llow ing the New Zealand Governmen t Tribunal suggeste d spec ifi cat ion of salary rate s of ATCOs by estab lishing a ' bench m ark' between air tr affi c cont rol lers and pi lots SC IV confi rmed prev ious c laims of IFATCA that the on ly com par iso n to be made as regard s salaries shou ld be that of the pilots. The Work -
ing Paper subm itted by SC I was suggested to be accepted as inform ati o n m ateri al and th at SC I should continue to st udy thi s pa rticul ar que stion and report again to the next conference. IFATCA Handb ook (IHB). The I H B subcommittee to SC I repo rt ed new ad diti o ns and am endm ents. Th e updating and revising of the IHB was the sub j ect of co nsiderable discus sion an d in part ic ular the me ans of ob t aining the revised information fr om th e MA s. The Vice- President Prof ess ional gave the reasons why the Execut ive Boa rd w ishes the IHB t o be reviewe d and sho rtened and sugge sted th at the simplifi cat ion of t he questionnaire m ay also encourage a greater numb er of rep lies fr om MA s. SC IV Library. The subcommittee w hi c h handles th e libr ary gave th e additional literature that has reached the co mmittee and encour aged members to m ake use of the fac ilities ava ilable t o the m at littl e o r no cost. Subcommittee Medi cal Annual repo rt. Thi s sub-comm ittee is constituted by member s fr om t he Swiss Associat ion. The de lega te from the Sw iss Assoc iat ion presented working papers on the fie lds of stud y that this subcommittee undertook during the past yea r. The fi rst item was on t he A ir Traffic Controllers Physical Fitness Program as directed by last year 's ann ual conference. The following was accepted as I FATCA policy: i) Nation al adm inistrations should conside r the health of air traffi c cont roller s by setting up a physi ca l fitness program open to all cont ro llers on a voluntary basis
No direc t relationship should exist between a physical fitness progr am and annual medical exam inat ion (if any). iii) Part icipa tion in physical fitness program shall have no effect wha tsoe ver on the controllers annual leave or spa re t ime and the costs invo lved shal l be carried by the employers. The next paper of this subcommittee was Medical Research on Ocu lar Di seases: The subc ommittee found it difficult to co nt inu e with this item unless inform at ion was forthcoming from MAs. Head set effects on hearing and hyg ien e fa cto rs was also another study undertaken by SC IV subcom mittee medica l. It was the general feeling among the Committee C member s and also of the Swiss ATCA t hat the study could not yet be completed . Th e subcommittee suggested th at it w ill pu rsue through international and/ or nat ional organizations for identification of profession-related dise ases. Recruitment and Training: The special sub- comm itte e for this particular field ma de mention of the publication of IFATCA' s policy on recruitment and training of air traffic controllers. Th e subcommittee further reported on its study on the Availabilit y of Training Faci liti es to countries not having their own ATC schools The study, it was suggested, was not yet complete because not all member s replied to the questionna ire With the conc lusion of the wor king papers presented by SC IV, the Com mittee then approved the MA s which wil l make up SC IV. The follo w in g MA' s accepted nomination Belgium , Denmark , Germ any . Norway, the Net herland s and Switzerland to make up SC IV : German y to provide the Chairman : Belgium be responsible for the I H 8 subcomm ittee undertook during the past year. The first item was on the Ai r Traffic Controllers Physical Fitness Program as directed by last year's annua l conference . The following was accepted as IFATCA policy year 1 983 / 1 984 for SC IV was ac cepted:
Provision of ATS by independent authorities A stud y on the social aspects Cont inu ance of updating ques tionnaires and the IH B To prepare and circu late a more simplified form of the question naires Operation of the library VVorking conditions from the M edical viewpoint
Medical research on ocular diseases 7 Contacts with national international institutes. administrations or organizations regarding the identification of profession-related diseases 8 Study on the availability of training facilities to countries not having their own ATC schools. 9 Study on provision of scholarship 10 Study on the correlation between: a) Compensation for loss of licence b) Early retirement program c) Medical checks d) Proficiency checks 11 To continue study in controller pilot relationship and comparability. 1 2 To carry out studies as directed by Conference or the Executive Board.
The Ad Hoe Committee ·s work on the ILO resolution on the problems concerning the air traffic controllers and the drafting of a model contract of employment for controllers had been concluded. the Committee resolved. Considerable discussion ensued on the study carried out by the Ad Hoe Committee and on the model contract. Committee C proceeded and recommended to Conference adoption of the following recommendations: 1 That no further action be taken to have the cone Iusions of the I LO Meeting of Experts on Problems Concerning Air Traffic Controllers enacted as a formal ILO Convention. 2 That Appendix A to the report of the Ad Hoe Committee on the ILO be accepted as IFATCA policy. 3 That Appendix B (the model contract) to the report of the Ad Hoe Committee on the I LO be accepted as guidance material. 4 That the Conclusions of the Committee of Experts. along with copies of the I FATCA policy as adopted from Appendices A and B. with a covering letter highlighting the most important parts of the conclusions be forwarded to the administration of each country where: a) The MA of that country wishes to do so b) The MA of that country requests IFATCA to do so. that IFATCA forward the above material c) The country does not have an MA and ATCOs in that country request IFATCA to do so. or where the Board of Officers believe it would be in the best interest of ATCOs 1n that country that IFATCA forward the above material. 26
That the covering letter described above include the quotation from the Director General of the ILO. That where the material described is forwarded to the administration of any country that it be suggested to that administration that they request the ILO to conduct a study in situ of working conditions for ATCOs in their employ. and make recommendations for improvement of them. Where such a request is made to the ILO. it should be suggested to the administration of the country. that because of I LO financial restrictions. they should indicate they are prepared to underwrite the necessary expenses of such a study. That where MA's request. or where ATCO's from non-lFATCA Member countries request IFATCA to do so. the Board of Officers make representation or appearances before that country's administration to support adoption of the ILO Conclusions and IFATCA policy by that country.
SC VII Work: Committee C then entered into discussion of SC VII work which covers generally the legal matters concerning the air traffic controller. In view of the fact that ICAO was considering the issue of Legal Liabilities of the Air Traffic Control Agencies. the subject of legal liabilities of the controller generated increased discussion. The Italian subcommittee to SC VII presented a paper on the Limitation of the Legal Liability of the Air Traffic Controller. This paper also called for considerable discussion and arguments were generated as to whether it was appropriate to talk on · limiting· the liability of the controller or · protecting· the controller from liability. The Cyprus subcommittee submitted the paper on Legal Developments in Aviation. in which a number of court cases were brought to the attention of the delegates as to the extent of controller responsibility. Commencing from the Split Conference. the following Associations volunteered to make up SC VII: Italy. Canada. EGATS. Cyprus. South Africa. Sweden and New Zealand. Their work program for the year was agreed to be the following: a) Legal matters and legal developments in aviation b) Legal liability of the controller c Intimidation of the air traffic controller
Incident and accident investigation Examine and report on the legal implications of employment of ATC personnel by independent civil aviation authorities. Study the different methods adopted by civil aviation authorities to revoke air traffic Controller· s licences. Study the legal implications of granting immunity to controllers voluntarily reporting incidents. Up-dating the results of the ICAO legal committee held in Montreal (April 1983).
Final Plenary As scheduled. the final plenary was opened by the President. H. Harri Henschler on Friday afternoon. Relief was obvious in the faces of those who toiled in committee sessions during the past four days. Perhaps a little dissatisfaction could be added for the fact that they had no time to see much of the neighboring countryside. It was evident from the piles of the reports of the three working committees that the secretariat had done an enormous amount of work. The reports of the three committees were presented in the following order: Committee C. followed by Committee Band then Committee A. Chairman R. Willis of Canada and John Saker presented their report with a few correctio_ns that they had to make with no discussion whatever. As usual with Committee A's report. election of officers and suspension of affiliations have to be voted for separately. So are provisions of the Constitution where a two thirds majority vote is necessary. With the final plenary all recommendations become immediately upon approval. resolutions. Final plenary voted unanimously for a scrotl of honor of the Federation to the late Executive Secretary E Bradshaw and his widow Peggy Bradshaw for their dedication and hard work for the Federation. IFATCA '84 has been confirmed to be Portugal. from the 2 6th to 30th March. Provisionally. IFATCA '85 will be held in Athens. Greece. to be confirmed by the 1 984 Conference. Two new corporate members were elected; Allcorn Data Ltd. and IKOSS Software Service. Guest speakers at the final plenary were the IFALPA representative Filippo Sansalone. ICAO representative Radojko Vukovic and the President of (cont,nues on page 30)
IFATCA '83 Report of the Executive
The overriding and sad item of the Executive Board 's Report to the 22nd Conference is the death of IFATCA ·s valued respected, and devoted Executive Secretary Ted Bradshaw . His loss was a severe set-back to the Federation . its smooth functioning. and a deep. personal . tragic event to all who were fortunate enough to know him. Ted 's spirit and dedication to the Profession will be with us forever. Throughout the time period since IFATCA '82, the Exec uti ve Board has kept the Federation on the course decided upon by Annual Conferences. There has been continued and increased activity by IFATCA, though its representatives . at technical and professional panels and study groups of various international organizations. and the Execu tive Board has put emphasis on the air traffic control lers ' possible contr ibution to fuel saving measures. In th is context we have offered to the International Air Tran sport Association (IATA) the establishment of a joint Study Group to explore avenues leading to better understanding of fuel saving procedures. While the increase in aviation fuel prices has. thankfully . slowed down or even level led off. only few of the major
airlines show any real operating profit and IATA predicts industry losses in the hundreds or thousands of millions of dollars. Air traffic controllers everywhere can make a substan t ial contribution to the recovery of the airline industry. Controllers are. after all. a crucial component of aviation and the we llbeing of the industry as a whole is of immediate concern to us. It is an accepted fact that air traffic control in many parts of the globe. where a system exists in the first place. is in dire need of improvements both in the manpower and the equipment field s . The Exec uti ve Bo ard is attempting to focus this concern. in a manner which does not open our Member Associations or indi vidual member controllers to repercus sions. in a effort to bring added pressure toward s impro vements. Of course, any effort . in order to be successf ul . wil l need support from the concerned pilot s· groups and the airline s. The latter. through user and other c harge s. contribute substantial sums to the income of gov ernment s. money wh ic h shou ld be used 1ntoto t o maintain and impro ve ai r traffic co ntrol system s. and which doe s pay in full for a number of national syste m s.
While lack of criticism by the airlines is understandable - governments , after all. grant licences to operate - one wonders again if the operational air traffic control system w ould not be in better hands wi th independent agencies outside the political decision making process. Que stions. such as the ones posed above and others such as the lega l liability of the air tr aff ic con tro ller. the disparity in national standards and conditions must be addressed by all invo lved in aviation . Air traffic controllers. throug h th eir internationa l vo ice . IFATCA, wil l c ertainly continue their invo lvement in the problem-sol ving process. Administration
The Executive Bo ard has in the past year kept up a high profile and the Members of the Board have participated. either indi viduall y or collectively. in a great man y activities. M any meetings w ere attended and the Board w ishes to exp ress its appreciation to the Administrations of Belgium . Cyprus. Canada. Ireland and the Netherl and s fo r th e fac ilit ies provided to Boar d Member s. The num ber of airl ines providing assistance either dir ectl y or through government request was gratifying and our apprecat ion goes to th ose who cooperated w ith us. Execut ive Board Sin ce last Conference the Executi ve Board held one routine meetin g in Oct ober and fol lowing the tragic death of our Executi ve Sec reta ry an emerg ency Board Meeting was held 1n Decembe r The Spring Meetin g · 83 was not he ld as Conference is in March. Regions and Regional Meeti ngs Act ivity in some of the Reg ion s was at its usual high level but t he Board must state with some regret that in some cases the re has been minim al contact between th e Board and the Regional Vice- President s Those Regional Vice- President s who have been active must be congratulated on their efforts for th e Feder ation . Th ey managed to keep th e flag flying in the midst of a wor ldw ide recess ion and deser ve t he ful l support of their Me m ber A ss9ciat ion s. Annual Confer e nce Following the Amsterdam Confer ence . some problems arose in regard (Left to rtght) B Grezet. Treasurer . E Serm1jn, V -P Professional. H H Hensc hle r, President 27
Council Members . (I to r) A. Enright. R. So ar. C. Lester
Council Members : left . P. Georgis
to printing the Conference Repor t . but thes e have been overcome and all Member Associations have rece ived the Report by now The Execut ive Board regrets the delay.
facto r w hen matte rs arise . There has been ve ry little inco me to ou r spec ial funds. co nseque ntly . these wo uld be used. only in case of seriou s need.
Member Assoc iat ions are rem inded that th ey should pu rsue all avenues to increa se Corporate Member ship ; it is the only path where cont rollers can have d irect input into the design and spec ifica ti on of equipment t hey w ill wo rk w it h in the futu re. Th anks are due to th e Corporate Members· Coo rdin ato r. Mr. G. Laube. fo r his effo rts and to all ou r Corporate Members fo r t heir cont inued invo lvment and sup port.
The Secreta riat operated as norm al until the death of the Execu ti ve Secr et ary in November. Following. Mrs. Brads haw ve ry kindly allo we d t he equipment to remain at her home. and indeed has ca rried on w ith a g reat dea l of the routine tasks of the Sec ret ariat. All Conference Work ing Papers we re printed by her and the Circu lar for Decembe r and February we re also produced. The Executive Boa rd. on behalf of the Federation. wishes to express its thanks to M rs. P Bradshaw fo r her contribution towa rds m aking the Secretariat aspect viable Her help has ce rt ainly made it easier to f ill the void. The Executive Boa rd would like to thank those M embe rs of the UK Guild who continua lly provided assistance to the Secretariat during the past few months Thanks must also go to all those individuals and organizations who offe red help eith er in the form of manpowe r o r equipment Fin a nc e 'The Controll er'
In a situation o bscur ed by clouds. you r Journa l. to reach the clea r blue skies. wou ld need drastic measure s from all of you. eithe 1· subscribers o r advertise rs . The need for a M anaging Editor c an be envisaged. sin ce the admini strative part is growing at a fast rat e Co mpared to other organizations. IFAT CA still cruise s at a relatively low IPvel r1ncJli na nces are always a limiting
As requested. assista nce was given by the Exec uti ve Boa rd to M em ber Associat ions in need of help Onc e aga in . it sho uld be stre ssed tha t w it ho ut prope r co ntact s. yo ur Fede ration ca nnot wo rk prope rly. and wi t hou t the info rmat ion. assist ance to yo u. M ember A ssociation s. is reduced be low w hat it sho uld be. Non-Member
Th ere has been co nt act w ith nonmembers suc h as South Korea. Swazi land. Chile and others. to inform c ont roller s of th ese cou ntrie s about for ming A ssoc iati ons able to jo in the Federation The Exec uti ve Boa rd expresses its app rec iat io n to our Edito r for the high st andard ma inta ined in our Journ al. The Exec ut ive Boa rd. w ith the info rmat ion provided by M emb er A ssoc iations co uld . and was pleased to se nd out a numbe r of Spec ial Newslette rs to Corporate M ember s in rega rd to equipment of various co unt rie s.
Although last yea r ca n be described as a reasonab ly quiet year. t he Fede ration s· wo rk in the technic al area has been m aint ain ed at a highleve l. Stand ing Comm ittee I has been able to complete the wo rk program assigned to it at the Amste rdam Conferen ce. The Exec utive Boa rd w ishes to exp ress it s apprec iati on t o all con cerned . Our invo lvemen t w ith oth er int ernationa l organization s has aga in increased. Liaison w it h th e ICAO Headqu arters in M ont real cont inu ed at it s reg ular base . thro ugh o ur Liaiso n Of ficer. T.A. Cauty At Reg ion al leve ls. seve ral Reg iona l V ice - Pres idents attended ICAO m eeting s on o ur be half . Our work ing relation ship w ith IFA LPA has co ntinu ed throu g h our repre sent at ion at IFA LPA 's ATS Study Group M eetin g and , at th eir co nf erence In th e technica l area thi s recess ion wil l pro ve to be a period of specia l cha llenge to th e Federat ion . since emphas is w ill and must be placed o n th e opt im ization of f light-prof iles. w ith all th e problem s it may invo lve. in order to fac ilita t e the airline s fuel conservat ion progr am s. Professional
The eco nomi c cr isis prevailing in most coun tri es of th is wor ld res ult ed in w hat co uld be defin ed as a q uiet year as far as indu stri al negot iation s and / or ac tivitie s are co ncerned Sta ndin g Co mmit tee IV ( Hu man and env iro nm ent al fac t o rs in A TC) was ama lga mated w ith Sta nd in g Com mittee V (Training ) fo llowing a de c isio n made at th e Am ste rdam Conf erence. and as such had an en larged wo rkin g prog ram (conrinu es on pa ge 30 )
Making Changes Towards Positive Health an Update by Erik Little (A TCO - Ontario)
During 1978 and early 1979, Air Traffic Controllers of the Toronto Tower/Terminal were given the opportunity to participate voluntarily in an experimental project geared towards improving morale and selfesteem through the implementation of fitness programs . Testing demonstrated that fitness programs could indeed alter the controller's perception of the job. Generally, the degree of changes in physiological health were proportional to the degree of positive psychological changes. (See IFATCA Journal, Fall, 1980.) The project was somewhat unique in the field of occupational health in that a lifestyle approach to fitness was undertaken : most projects of this nature focus on changes in aerobic fitness and relegate flexibility, strength, nutrition , and psychosocial factors to secondary importance. Certainly aerobic capacity was of definite concern, but the mode of improvement was tailored to individual interests . For example, not all controllers wished to use the facilities available at the Toronto Center, and their programs were adapted accordingly. Also. in contrast with typical occupational health programs. there were no set times or strictly monitored exercize periods ; a definite necessity based on the nature of the profession (shift schedul_es, etc .). Despite the wide rar,ge of ind1v1dualprograms and somewhat unstructured system, significant changes in fitness did occur. One potential weakness of any measured experiment of this nature is the degree of long term success. From both the employerÂˇ s (Tran sport Canada in this case) and controller's point of view it is desirable that any positi ve changes which occur during the test period be permanent or ongoing. From a dollars and sense perspective it is very nice to prove th_at _a fitness program can work, but 1t 1s better if the changes can be translated into items such as lowered sick leave and longer controller job spans.
The project is now ATC history at Toronto. The original project team has branched off in various directions and the original committee of controller representatives has faded away. The programs and objectives initiated by the original project team and controllers, however , have remained largely intact, and. in fact. many aspects of the project have grown considerably during the past few years. I believe that it is important to take a look now at where the program has gone and to where it might go in the next few years, at a time when the occu pational health of air traffic controllers is being discussed at the public level through the various media and is also becoming an important issue in contract negotiations . One might say that the program in Toronto is an ongoing success . In this case, the relative worth of the program is not based on statistical data as much as the value which the number s of controllers place on the program , the facilities available , and the materials di stributed for both occupational and residential use. At thi s point in time the value of occupational health in terms of controller perform-
ance and longe vity can only be assumed or hoped , because of the inter-relationships of many affect ing factors (management influences. technological changes. wo rk environment . home life. career expectations, etc.). Many fitness projects carried out in an occupational setting have an initial dropout period followed by a period of stability for the duration of the test period. After the testing has finished , there is usually a period of decreased usage again so that the people remaining active are those who were acti ve before the project (intrinsically moti vated / ' keeners') and those who have been Âˇconverted' into an active lifest yle. The program at Toronto has certain ly had its share of dropouts , but the overall number of invo lved controllers has increased as more controllers have made the decision to start. Rather th an dropping out of the program altogether, a more common experience is for the controller to change his or her focus; general aerobic to sport-related for instance. Alth ough it would not be wise for anyone to state that the program at the Toro nto Center should serve as a
The start of the annual 10 km Fun Run 29
model for developing occupational and the program should adapt health programs. there are several accordingly. This is starting to hapfactors which contribute to the pro- pen. Program development will be gramÂˇ s success. factors which should site-specific and therefore may or may not be ignored. not resemble the progrrim at Toronto. From the onset of the project it was and their success will be somewhat recognized that strictly monitored fit- dependant on input from the controlness programs would not be very lers. effective for the vast majority of conIn an ideal sense an occupational trollers because of the vast ranges of health program should be moving recreational interests. lifestyles. and towards self-sufficiency; the particijobstyles. Although lifestyle programpants are all intrinsically motivated ming was largely outside the scope of and the program coordinator is prithe project much effort was made to marily a resource. The program phiintegrate aspects of nutrition. health losophy at Toronto will allow developawareness. stress management. and ment towards the ideal. but self-sufoccupational health into the various ficiency may never occur because fitness programs and associated edu- people change and because changes cational material. This philosophy has in the air traffic controllersÂˇ job debeen the prime reason for continued scription may create new occuprogram success because of the pational health needs. stimulation of an ongoing personal Changes in air traffic control as learning experience. technology and management influLinked to the original project phi- ences change will directly affect the losophy is program flexibility. Pro- program. Preliminary views of facility grams are designed with individual usage patterns indicates that any draneeds in mind; without this flexibility matic change in the controller's perand the ability to translate up-to-date ception of job function (regardless of research into programs. boredom and source) is directly reflected in stagnation would quickly occur. decreased facility and program usage. On a day-to-day basis. the prime Therefore. it is fairly obvious that the reason for the program's success has fitness program will grow and have been the controllers themselves. The long term positive effects only as long original committee of controller rep- as the controllers feel good about resentatives served many functions. themselves and their job. one of which was to identify controller --------------needs. Although the committee has IFATCA "83 (from page 26) ceased to function. controllers still the 1984 IFATCA Conference host identify needs. contribute greatly to Association. J. Varela. S.K. Mworia. ~rogram designs. newsletter informathe Director of the Tasmanian Assocition. and equipment. This aspect of ation spoke briefly to delegates for the the program has created a feeling of need of an IFATCA conference to go to responsibility and pride in the program Africa. and the facilities. My report will not be complete if I Finally. one might note that the fit- do not make mention of these names ness program is linked with two other who spared no effort before and duraspects of air traffic controllers occuing the conference to ensure that pational health (ATCOH): the on-site everyone was looked after: Jure physician and the educational Kapetanovic':. Chairman; Aleksandar aspects. The actual links are not Cvarkovic':.Vice-Chairman; Aleksandar clearly defined. which may be some Stefanovic':. Secretary; Ljubisa Zrnic':. advantage. since the programs are Registration; Zlatko Meic':.Secretariat; voluntary; the controller makes the Petar Mitrovic':. Marketing; Mladen decision whether or not to take ad- Krstulovic':. Tran sport; Aleksandar vantage of the resources. Grbic':. Treasurer; Ratomir Vuckovic':. It would not be fair to praise the Public Relation; Vojislav Vukosavlprogram's success without noting the jevic':. Registration; Milica Dugosija. weaknesses and making some comRegistration; Branislav Vlahovic':. ment on the future of the ATCOH fit- Registration; Branko Vlahovic':. Regness project. istration; Zlatko Reder. Organization; One of the initial weak points in Sinisa Belosevic':. Organization; Milan program development was the crea- Kovacevic':. Connections; Svetlana tion of negative feelings among other Spasojevic':. Organization; Milijana tower I terminals outside of Toronto. Loridon. Organization; Nada Maranbecause they were not involved. Ac- cic. Organization; Mirjana Stepanie':. tually there was no intention that other Organization; Seka Meic':.Secretariat. groups would participate in the experLadies Program: Nada Basica. imental project. It has now been Seka Meic. Lila Kapetanovic':. Tilda identified that occupational health is Vuckovic. Vera Mitrovic':. Ljiljana of value for all controllers. however. Reder.
The Board"s Report (from page 28)
Standing Committee VII (Legal matters in ATC) had a rather slow start but finally one meeting was organized in Rome in January 1983. Although legal matters in aviation do not seem to display any revolutionary progress. more attention should be paid to the work to be done by SC VI I. Indeed. it is worth mentioning that ICAO will convene its Legal Committee in Montreal from 12 to 27 April 1 983 and that one of the items on the agenda of this meeting is 'The Legal Liabi!ity of Air Traffic Control Agencies. This item is of prime importance to this Federation and as such. the development in this area should be closely monitored because any decision formulated might have a direct impact on the definition of the legal liability of the individual air traffic controller. The ILO ad hoe Committee met early in November to finalize their work in relation to the conclusions of the ILO Meeting of Experts and accordingly the Working Paper introduced to this Conference demonstrates that the ad hoe Committee has achieved the objectives as set out by the Executive Board. Compared to previous years the time period since the 1 982 Annual Conference has been a quiet one. There is_no doubt that the general economic downturn has contributed to this. However. the same economic downturn has brought about massive devaluations in a number of national currencies. causing severe hardships to Member Associations. It can only be hop~d that these economic problems will be overcome. returning the world economy to a healthy state. The Federation and its members have a r~le to play in bringing about an economic turn-around in aviation. and an increased efficiency of air traffic control systems. even if it entails changes of the administrative nature of the systems. The Executive Board is confident !hat th~ Federation's participation in international forums and decisionmaking bodies can be maintained and even increased. We are further hopeful that Member Associations are making use of a period of national quietude to explore future activities aimed at bringing about the due recognition ot the Profession. The Executive Board. as ever. invites input and requests from Member Associations. These are desirable and healthy components of Federation activity.
by R. L. Pa/may (Eaton Corporation Product Information
It takes a few seconds for your eyes of alphabet soup: A-6E , E-2C, EA-6B , to adjust to the darkened 'blue room , F-14A EF-111, etc . While a few may af ter coming in from the outside. operate locally, most fly over a vast When they do, you notice several area of the Atlantic Ocean . Thi s expeople huddled near metal consoles . clusive airspace, known as 'Whiskey Looking over an operator's shoulder, 1 05 ·, begins approximately 30 miles you see a circular display on which southeast of Calverton and is desigthere are numerous blips - tiny green nated as a warning area reserved for targets appearing in a subtle green US Navy and Air Force operations. fight - haphazardly moving and blinkIt is in this remote area that aircrah ing across the field. are put through rigorous flight test The operator's objective: make maneuver s requiring intense aircrew sure his blip is in no way impeded by ·head-in-cockpit' concentration. the movement of, or collide s with, any Here , Grumman and Navy-cre we d of the surrounding targets . aircraft run simulated intercepts , No , this isn't a description of the refueling flight s, c hase escort flight s, newe st video arcade game waiting to electronic warfare mi ssion s and deplete your pockets of spare change. sea rch / rescue support all within the The scene is real , not generated by confines of W-105 . Also in this area, some tiny electronic computer chip. It pilots can fly their aircraft supersonic, is just a vignette of what happens for a kick in the afterburners and rocket minimum of eight hours a day , five through the at mo sp here at speeds in day s a week at the Monitor Station , excess of Ma c h 2. Inside the zone, Range Operations Center at Grumman test pilot s can sma sh the sound barrier Aero space Corporation ·s Calve rton , to th eir hea rt' s co nt ent. Long Island facility, known as th e Whil e it might appea r the pilots are Grumman Trac ker . alone over the ocean, in truth th eir evEac h day, an average of 1 2 Grumery m aneuve r is being closely wa t ched man aircraft leave Calverton 's runby th e men in the monitor sta tion. ways to co nduct flight te sting , evalu- Gene Seng, m anager of the facility , ation and production acceptance of Bob Baile y, deputy c hief co ntr oller , aircraft destined for the US Navy and and Gerry Gibbon s, operator, staff the Air Force. The name s of th e aircraft. st ation w hene ver a Grumm an aircraft many of them capable of supe rsonic is airb orne . Their 'e lectroni c eyes· flight. read like an engin eer's version peer o ut from the fac ilit y over a 200-
mile radius, sca nning the airspace for any traff ic that might interfere with Grumm an aircrah , or for any indication that the plane or its crew might be in troub le. The y are charged with the surveillance , tr acking, ad vis ing and maintaining positi ve con t rol over the aircraft during flight operations , in a wo rd , safety. To do all thi s, they rely on an air traffic control system designed and developed by ano th er Long Islandbased company, Eaton Corporation · s AIL Division in De er Park. The adva nced electronics f irm has the distinction of being the wo rld's largest producer and supp lier of air traffic control processing and displa y systems. The system c urren t ly in use at the Calverton cente r was originally installed at an FAA site in Atlanta, Georg ia du ring an A IL Division test prog ram there. Sen g, a former direction ce nter chief, US Air Force Air Deten se Command , was given the job of setting up a monitor system for Grumman / Navy aircraft. Today, almost 1 4 years later, he still refers to the operat ion and the equipm ent as his 'bab y' . ·It's one hell of a good system .' Seng said. 'The Navy required that Grumman have a survei llance system , I looked aro und and latched onto this · Seng, who has accumulated more than 26 years of weapons and air traf fic con t ro l experience , said the mo st attract ive feat ures of the system a re it s simpl icity, acc uracy , flexibi lity and maintainabi lity. ' It g ives the code . heading and alti tude of the aircraft and that's all we have to know ·, he said . ' It su it s our needs beautifully ' 'The system is accurate to one- sixtee nth of a mile in range and one -t enth of one -degree in azimuth. Of all th e
In the 'Blue Room · - Gene Se ng and assistant Gerry Gibb ons mo ni tor the air traf fic control proc essing and displa y sys tem s from their 'blu e room · facility. It is calle d the 'blue room · be ca use the area is darkened to enhance the op erators ' ab ility to view the air tra ffic control consoles . 31
Electronic Baby ' - Fifteen years ago, Gene Seng was tasked to find an air traffic cont rol system for Grumman's Calverton fac ilit y. He chose another Long Island manufacturer, Eaton Corporation's AIL Division. Today, he sti ll refer s to the system as his 'bab y '. 'It' s one hell of a good system, ' he said.
Letters systems I've been exposed to, this one is the greatest.' With a track record of being on-line 98 percent of the time since the system was installed in 1968, it's easy to see why he is so proud of his baby . Take for example a Saturday in December 1 973, when th e monitor station happened to be open due to overtime. An Air Force F-102 twenty miles offshore flamed-out and its pilot ejected into the sea. Upon observing the incident, the monitor station notified Grumman's own rescue he licopter and directed it to the last-known loca tion of the downed aircra ft. Th e rescue crew picked the pilot out of the wa ter and had him on the way to the hospital withi n 1 9 minutes. In Jul y 1981, w hen an F- 14A crashed 35 miles out at sea, two Grumman crew members were similarly rescued. In fact, the monitor sta tion has participated in six rescues on record. Although the station is in no way affi liated with the Fed eral Aviation Admini stration ( FAA) , it does aid the government regulato ry age ncy when the need arises. Station monitor s have helped the Air National Guard with locat ing downed aircraft or disabled ocean vessels and some time s guided the unit s back to their Westhampton base. Major Mart y Ingram of the Air Nationa l Guard said the services provided by the Grumm an Tracker are ' highly valuab le .· ' It' s like having a gua rdian angel,' he said . ' It's really good· Seng said the equ ipment in the mon itor station is so accurate, it ca n be used to lin e an aircraft up with the ce nterl1ne of the runway 1 .5 mile s from the end of the st rip at an alt itu de of 500 ft Though semi -ins ulated from the wo rld of government-regu lated avI-
ation, the monitor station sti ll has to cope with the presence of oth er ai rcraft operating in or near the airspace around Calverton. These t ransient aircraft have the potentia l to interfere wit h the flight operations out of the Grumman plant, the worst case interference being a mid-air co llision. A mid -air ove r Calverton wo uld cost millions of do llars in lost machinery and an inc alculable loss in life . In fact, the biggest problem faced by the station, Seng said, is the presence of small, privately owned light aircraft, transiting into restricted areas or local contro l zones. According to FAA statistics, there are an estimated 774 registered airc raft in Suffo lk County alone. To that number add military aircraft, comme rci al airliner s and the remainder of Metropo litan Area-registered planes, and there's a large potential for crowding even in a seeming ly endless skyway. However, the aircra ft manufactu rer maintains a spotless record. To date, the faci lity has conducted over 26,000 sensitive flight operations . Much to its cred it, th ere have been no encounters between Grumman and other airc raft in the histo ry of the monitor station.
Belgium Th e Belgian Airport s and AirwaysAgency (RVA) has selected Burn s & McDonnell , architects, engi neers and cons ultant s of Kansas City, Missouri, to cond uct a one-year M aster Plan st udy for Brussels Nationa l A irport. The st udy wi ll provide the gu idelines for the development of the airport comp lex during the next 20 to 30 years .
Dear Mr. Hum phreys Before I reply to po int s you make let me st ate that I do not ag ree with the 1mpl 1cat1on that the Federation shou ld publicly respond to such challenges from outsiders. Such cha llenges have been uttered In th e past and will, no doubt, cont inu e to be made. The co urse of the Federation will cont inue to be determined by it s M ember Associations who wi ll, because of their diversity of make-up , eff 1c1ency, and not least, financial means, have to find an acceptab le middle ground. No amount of wishfu l thinking and idealism w ill overcome this fact of life. My statements were meant to indicate ju st that var ious constraints _the Federation faces, as do all other int ern at iona l bodies, are a reality . . Surviva l is a crucia l step toward 1mprovIng q uality of life. In the present world-wide econom ic downturn, when many Member Associations are unab le to affo rd present, let alone increased, sub sc ription s, radical advances in Federation act ivitie s are dou btful at best. Still, as long as IFATCA cont inue s to attract new Member Associat ions it w ill be able to work toward s ach ieving its ob Jectives as determ ined in the Const itu tion. There are, I am su re you understand, no easy answers to your concerns regarding IFATCA's future developments. These co ncerns, however, are appreciated and I hope you may be ab le to find ways of contributing to positive developments with in the Federation. Your s tru ly H. H. Hensc hler, Presidentof lFATCA (Note . This letter is in reply to Paul Hu mphreys · letter , which appeared in the last issue of 'The Controller '.)
UK'sCAA givetheleadbyfitting S511electronics to their existing ASR Âˇantennas
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You are buying for the future . Cost-effectiveness, growth capabilities and low life-cycle cost are key parameters when investing in a long-term project such as an Air Traffic Control system. The SATCASsystem is an industrial product created by Selenia scientists and engineers as the result of 25 years of experience in the design and production of advanced Air Traffic Control Systems. To guarantee perfect system performance in all environments, and to maintain system integrity during the years, the SATCASfully exploits the concept of distributed intelligence and adaptive radars.
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CIVIL RADAR AND SYSTEMS DIVISION Via Tiburtina Km 12,400,00131ROME, ITALY Tolex 613690SELROMI, Phone 06-43601
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