IFATCA The Controller - 2nd quarter 1991

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IN A WORLD

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OF CHANGE

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Our 40 year history in radar.

The consistently high qua lity of our sensor and systems products.

The thousands of co mplet e systems we've installed throughout the wo rld in mor e than a hundred co untri es.

Our reputation for innovation , commitment and tech nical talent , backed by our substantial fina ncial resources and extensive R & D programmes.

Perhaps, however, we sho uld be most proud of our ab ility to predi ct market trends.

It helps keep us ahead .

Which Is why, in this cha nging wo rld , air traffic cont rol will always mean Siemens Plessey Radar.

Siemens Plessey Rada r Lim ited TH E POWER TH E VISIOI\I

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JOURNAL OFAIRTRAFFIC CONTROL

Volume 30 N° 2

Geneva, Switzerland, June, 1991 PUBLISHER

IN THIS ISSUE

IFATCA, International Federationof Air Traffic Controllers' Associations PO.Box 196 CH-1215 Geneva I5 Airport, Switzerland

lFATCA CO NFERENCE REPORT

OFFICERSOF IFATCA

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This year's conference was held in Port of Spain, the Republic of Trinidad & Tobago. Harri Henschler reports.

D.C.BStuart President and Chief ExecutiveOfficer U.Windt Deputy President A.EISeoudEl Karimy Excecutive Vice-President Africa H.EsquivelA. Executive Vice-President Americas Neil Vidler Executive Vice-President Asia/Pacific PrebenFalkman-Lauridsen Executive Vice-President Europe Sture Ericsson Executive Vice-PresidentFinance Wim Rooseman Executive Vice-President Professional Position vacant Executive Vice-President Technical Eric F. Sermijn Past President Edge Green ExecutiveSecretary

COVER STORY

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Iceland gets an Automated Flight Data Processing System to ease the management of large areas in both non-radar and radar controlled airspace.

SYSTEM FAILURE - TOTAL DARKNESS

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Controllers need to be aware at all times - systems do fail.

Dealing with a systems outage becomes a learning experience. Roger Elsborg reportsfrom Stockholm ACC.

CRITIC AL INCIDENT STRESS DEBRIEFI NG

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Developed by a Baltimore psychologist specializing in crisis intervention and critical stress debriefings, a CISD is a process designed to migitate the impact of a critical incident.By Mike Dooling.

SOUTHERN STARS

EDITOR

TerryCrowhurst Cornwall Drive 19, JHQ D-4050Monchengladbach 5 , Germany Telephone & Fax + 4921 61 55 IO95

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David Woolley looks at present and future communication systems.

MANAGEMENT ANDADVERTISINGSALESOFFICE

Advertisers in this issue Airtran ·91, Breitling, IBM, Siemens-Plessey. Swissair. Stanley Thornes.

Thomson-CSF. Photos CAE, Anders Holmstrom. hhh.

Cover Automated Oceanic FOPS Workstation. Courtesy CAE Electronics. Canada

The Controller, P.O.Box 196 CH-1215 Geneva 15 Airport, Switzerland ADMINISTRATION AND SUBSCRIPTIO NS

Bernard Laydevant Telephone + 4 122 782 79 83 ACCOUNTING

Michel Henchoz Telephone + 4 122 796 0 I 26 ADVERTIS ING AND PRODUCTION

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Lin Schelling and Frederic Doms

ISSUESAPPEARENDOFM ARCH, JUNE, SEPTEMBER , DECEMBER. CONTRIBUTORS ARE EXPRESS ING THEIRPERSONALPOINTS OF VIEW AND OPINIONS, WHICHMAYNOT NECESSARILYCOINCIDEWITH THOSEOFTHE INTERNATIONAL FEDERATION OF AI R TRAFFIC CONTROLLER S' ASSOCIATIONS, IFATCA. IFATCA DOESNOT ASSUME RESPONSIBILITY FORSTATMENTS MADEAND OPINIONSEXPRESSED , IT DOES ONLY ACCEPT RESPONSIBILITY FORPUBLISHINGTHESE CONT RIBUTIONS. CONTRIBUTIONS AREWELCOME AS ARECOMMENT S AND CRITICISM. No

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THE CONTROLLER / JUNE 1991

PAYMENT CAN BE MADEFORMANUSCRIPTS SUBMITIEDFORPUBLICATION IN THE CONT ROLLER . THE EDITOR RESERVES THERIGHTTO MAKEANY EDITORIAL CHANGE S IN MANUSCRIPTS , WHICHHE BELIEVES WILL IMPROVETHE MATERIAL WITHOUT ALTERING THEINTENDED MEANING. WRITIEN PERMISSION

BY THEEDITORIS NECESSAR Y FORREPRINTIN G ANY PART OF THIS JOURNAL.

Everything under contro l.

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he sky above ma y look as crow ded as down below, but don't worr y. Better get off the ground with th e IBM Air Traffic Con trol System to establi sh a heavenl y ord er.

The system's high-t ec h scree ns give th e controller a clear picture of what is going on in th e air, enablin g him to always find th e right path for eve ry air craft. And thanks to its perfectly harmonized hard- and softwar e, it makes comm uni cat ion betwee n co ntroll er and pilot error -free, even at int ern atio nal leve l. Which mea ns working condi tions are b eco ming bett er than ever between heaven and eart h .

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With th e support of th e IBM Air Traffi c Control System, both th e crew in th e cockpit and th e tea m in th e tower can concentrate on what ultimat ely counts coming down as safely as you tak e off. or further information about th e IBM Air Traffi c Control System, please co nta ct IBM Air Traffi c Center Europe, Posener Strafi e 1, D-7032 Sind elfin gen, or simply call 49/70 31/17 -28 01.

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EDITORIAL. _________________

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THEPRESIDENT THENEWEDITOR 0 Terry Crowhurst

0 Charles Stuart

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his post-conferenceeditorial is a joint one - from the new Editor and myself. I have asked for a few lines in The Controller to once again express my thanks to the retiring Editor, Harri Renschler. Harri and I first met at the 1974 Conference in Tel Aviv.

Since then we have become firm friends. In 1979 I was lucky enough to be appointed as one of the fifteen "worker experts" to the meeting in Geneva, about "problems concerning air traffic controllers".

Harri was then President of IFATCA.I am proud to have been part of his team which produced what is considered as one of the most definitivedocumentsto come from an "ILO meeting of experts".

As Editor, Harri has been responsiblefor the reform of this journal into a world class publication.I would like to thank him again for many,many years of dedication to the magazineand IFATCAin general.

I would also like to welcomeTerry Crowhurstas our new Editor. I am certain that his enthusiasm and previous IFATCA experience will ensure that this Journal continues to be the "window" of the Federation,of which we can all be proud.

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ome twenty plus years ago I remember my ATC instructor on the basic instruction course reprimanding me for telling an aircraft to adopt a "new heading". "There are no new headings", he said, " they have all been used before". Similarly, how can there be such a thing as a "new Editor"? Like "new headings" they also have all been used before.

However,I hope that I can use my previous experience to the best advantage to this magazine. I certainly have a hard act to follow and would like to echo the The President' s thanks to Harri, along with IFATCA members and readers worldwide. As I am sure Harri would be the first to recognise, an organization such as this can not operate without the co-operation of many others. The Controller Management Group (CMG) are the "un-sung" backbone of the editorial team. I look forward to working with them and putting their considerable publishing expertise to good use.

Due to publishing constraints and the handover period required, it will quickly be apparent that this copy of The Controller has beeh mostly produced by Harri and the good offices of the CMG staff. Nevertheless, I have given the "green light" for this edition to be printed using desk top publishing methods. As the CMG team drags itself into the computer generated world we hope that you will be pleased with the results and encouragedto contribute to your magazine. We intend to extend our deadlines to within a few days of publication - thus bringing you the latest IFATCAand ATCworld news possible.

Please rememberwe are only a fax message or letter away.

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We have chosen the theme - 'Air Traffic Control in a Changing Global Aviation Environment' - lo emphasize the continuing need for ATCsystems to keep abreast with advances and changes in technology, and the need for personnel to maintain a standard of performance which ensures a safe and efficient service to the TRINIDA D AN D TOBAGO user.

0 H. Harri Henschler ATC systems worlclwicle are under continual pressure to cope with ever-increasing levels and complexity of air traffic. Coupled with this.

THE MORNINGOF MONDAY, 22 APRIL 1991, SAWTHE PARTICIPANTS IN THE OPENINGPLENARY OF THE ANNUAL CONFERENCE CONVENEIN THE GRANDBALLROOMOF THE CONFERENCE HOTEL , THE extreme staff shortages, inadequate training faciTRINIDADHI LTON.A s BEFITSA LATITUDEOF 10°30'N AND THE ASSOCIATED OUTSIDEAIR TEMPE- lities, abnormally high attrition levels, particularRATURE,NOT TOO MANYTIES WEREIN EVIDENCEAND EVENFEWERREMAINEDIN PLACEAFTERTHE ly in the third world, are among the concerns and OFFICIAL FUNCTIONSWERE COMPLETE.THE WARM RECEPTIONBY THE HOSTSAND THE EVIDENT challenges to be explored through our theme.

RELAX EDATMOSPHERE CERTAINLY CONTRIBUTED TO AN EASINGOF THE DRESSCODE. One of the major hopes for this conference, for TTATCA at least, is that it will engender greater awareness of the profession in Trinidad and Tobago and indeed throughout the region. and that the relevantpowers would review their policy so that remuneration, commensuratewith the responsibility and technical skill required to do the job efficiently,would allow the profession not only lo continue to attract suitable personnel, but to stem the related acute attritionrate.

Whilst not the intention of TTATCAto use this forum to promote the need for pay increase. recent statistics collated by the associationreveal that of the fifty-one controllers employed between 1981 and 199 1 in Trinidad and Tobago, approximately half have left for higher pay Headtable at Official Opening Plenary elsewhere.

Considering the time, effort and money to train amuel Lampkin, the Chairman of the it, staying at the conference hotel, was a group a controller, including years of on-the-j ob traiTrinidad and Tobago Air Traffic from Trinidad and Tobago, including folk dan- ning, it is patently unwise to risk the further loss Controllers· Association (TTATCAJ, who cers, singers, African and Indian 'Tassa' drum- of both young as well as experienced controllers, was also the chairman of the organizing commitmers and a chef - part of a culturalexchange pro- because of the absence of incentives. It is indeed tee, opened the Plenary with these words: gramme between Trinidad and Tobago and quite obvious that one of the main reasons for Brazil.Their portrayal of the diversityof our cul- disenchantment and departure of personnel from 'It is with great pleasure that I welcome you, ture, creativity of our 'Rainbow· people and deli- air trafficcontrol in Trinidad and Tobagois dissacolleagues, to IFATCA' 9 I. This, the 30th Annual cious array of local spicy foods, painteda picture tisfaction with remuneration.

The facts is that air traffic control has become a Conference of IFATCA marks yet another mileswhich more than adequately supported that offer. rather unattractive profession to prospective cantone in the history of the Federation, in that this is What we did not knowthen was that that was the didates clue to the relatively easy pan. the first Annual Conference to be held in the low salary range assignCaribbean area and the first in the new Americas This has been by far the ments.

Region. most challenging, interesAlso of critical importanting and time-consuming On behalf of TTATCA, allow me to express our ce is a comprehensive heartfelt gratitude to the IFATCA Member project of our ten years in review of the technicaland Associations for the confidence entrusted in us to existence. Of major administrative, structural host this international conference. concern were the relatively requirements necessary for As early as December 1987, at the 4th IFATCA poor response to our air traffic control systems Caribbean Regional Meeting in Barbados, the request for sponsorship and lo cope with the air traffic membership of TTATCA had given the Board of the general tardiness of the projections of the future. bureaucracy al alI levels.

Directors a mandate to bring the [FATCA Annual For Trinidad and Tobago Conference to Trinidad and Tobago. Our intenIn spite of this, today we stand at the threshold, and TTATCA. this has tion was to make the hosting a maj or part of our meant Joint participation awaiting departure for Tenth Anniversary celebrations. with our Directorate on In April 1988. at the 27th Annual Conference of what promises to be the best IFATCA conference matters such as sectorizaIFATCA in Rio de Janeiro - a formal offer to host Samuel Lampkin, TTATCA tion. airspace restruclllring. this Conference was made. As fate would have ever held.

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compilation of an upgraded Manual of Operations and participationon the departmental radar committee, to name a few. For the wider conference however, the opportunity is there for participants by means of working papers to conference to discuss common problems, share and or transfer knowledge, experienceand technology for the overall benefit of all Member Associations.

I am excited at the prospects and look forward eagerly to a productiveconference. I will ask our visitors to make some time to enjoy our lovely country, meet our friendly people and of course, renew old acquaintances.

Trinidad and Tobago is the home of the steelband, the only musical instrumentinvented in the 20th century. For those who missed the Trinidad and Tobago cultural experience at IFATCA ' 87 in Brazil, be assuredthat an even better presentation will be forthcoming at IFATCA'9 l.

On behalf of Trinidad and Tobago Air Traffic Controllers' Association, I again welcome all our visitors to Trinidadand Tobago.To our delegates, I wish you all a successful conference IFATCA '91.' he session warmly applauded Samuel's welcoming words and turned its _attention to the next speaker. the AelingDll'ector of Civil Aviation. Mr.George Thornhillwho said:

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"Air transport has become a mass transport mode and plays an increasingly prominent role in international trade. Air travel is now a way of life. When an aircraft is flying in. say. Europe it is easy to expect a very high level of safety to be provided. When that same aircraft crosses the Atlantic and is flying over the most far-flung island of the Caribbean, the level of safety required is not diminished in any way: the same very high level of safety is both required and provided.

In this context I would like to draw attention to the role of the air u¡affic controller. Fromthe time a passenger boardsan aircraft at an airport on one continent until the passenger disembarks at an airport on another continent. that flight. along with all the other aircraft operating. are assured of safety by air traffic controllers who work to provide a safe, orderly and expeditious flow of air traffic. These air traffic controllers all comply with standards and recommendedpractices established by !CAO. the International Civil Aviation Organization.

The same high level of safety is requiredwhether one is flying in a first-. second- or thirdworld country. The disembarking of passengers from the aircraft after successful flight bears testimony of the efficiency and proficiency of the air traflic controller as he or she performs his or her functions. Throughoutthe enLir e llight there is an

air traffic controller watching over that aircraft.

As the flight progresses, that responsibility is handed over fromcontroller to controller.

The Civil AviationDivision of the Ministry of Works, Infrastructure and Decentralization is the sole provider of air traffic services in Trinidad and Tobago and is the custodian of the Piarco ControlArea and Flight Information Region. An air trafficcontrol radar system will soon be added to the facilities being used by the Piarcoair traffic controllers in the provision of air traffic control service. This radar system is being purchased by the Governmentof Trinidad and Tobago and will be both operated and maintained by the Civil Aviation Division of the Ministry.

On the occasion of the 30th Annual Conference of IFATCA, the International Federation of Air Traffic Controllers' Associations we salute air trafficcontrollerseverywhere, and I congratulate TTATCA. the Trinidad and Tobago Air Traffic Controllers' Association for hosting this conference - the first to be held in the Caribbean.

I join in welcoming to Trinidad and Tobago all of the foreign delegates attending the conference; I trust you will have a very stimulating, productive and successful conference; and may God bless you all." ext to address the gathering was the Min is ter of Works, In fra structure and Decentralization. Dr. The Hon. Carson Charles:

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¡Jt gives me very great pleasure indeed to be here with you this morning to participate in this Opening Ceremony of the 30th Annual Conference and Technical Exhibition of the International Federation of Air Traffic Controllers' Associations.

On behalf of the government and people of Trinidad and Tobago. and on my own behalf as Minister with responsibility for civil aviation matters, I welcome all of you most warmly and, in doing so, l express the sincere wish that your conference will be most successful.

I am absolutely sure that the foreign exchange and tourism implications of this massive international conference, possibly the largest of its kind ever to be held in Trinidad and Tobago. will not e cape the notice of my colleagues who are present here this morning. I refer specifically to the Minister of Finance. Mr. Selby Wilson. and Dr. SurujrattanRambachan. Minister in the Ministry of Industry. Enterprise and Tourism with responsibility for tourism.

On both those counts. 1hope that the conference organizers have allocated sufficient free time for you to enjoy the legendary beauty of our land and our people. and to sample and savor aspect. of our unique culture and delectable way of life.

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The Government of Trinidad and Tobago is dedicated strongly to the proposition that a regional system of air transport is a vital functional prerequisite for the integration of the peoples of the CARICOM area and for the continued enhancement of their social and economic welfare.

Trinidad and Tobagohas therefore. as a matter of policy. always played, and will continue to play, a pivotal role in the development of a regionalsystem of air transport.

We recognize also that the development, operation and maintenance of an air transport system is a costly affair and that it is likely to consume a larger and larger percentage of the nation's Gross National Product. But this cannot be avoided. Funds invested on development programs in the air transport field yield most of their benefits. not directly, but indirectly. by facilitating the effective and efficient delivery of the output of other social and economic programs.

In this context. and in fulfillment of its ongoing responsibilities in the field of air traffic services, the Government of Trinidad and Tobago has constructed a new area control centre building at Piarco and a new air traffic control tower at Crown Point which is expected to be commissioned later this year.

As a result. the control of air traffic in the Piarco Flight Information Region will be transferred from the existing Area Control Centre in the Piarco Airport terminal building to the new area control centre building from which the Piarco air traffic control radar system will be operated.

It is expected that the radar environment surrounding the operation of the Piarco ATC radar system will contribute substantially to the expeditious movements of aircraft. thus reducing their operational costs.

Also. in preparation for the commencement of the radar service in May 1991. plans have been finalized for air traffic controllers to undergo radar training at Bailbrook College in England.

The first group of eight controllers was trained during January-March. 199 1. A second group of eight controllers is currently undergoing training in the United Kingdom.

As you may also know. Trinidad and Tobago has played a key role in the recently completed airspace restructuring exercise and. in I 988. hosted two of the Regional Task Force Meetings. As a result of this exercise. redefined areas of responsibility in the Eastern Caribbean Airspace Region took effect fr om February.

1991.

Physical airport improvement. at Crown Point have also been undertaken at substa11tial cost to the taxpayers of Trinidad and Tobago. But. the

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It therefore seems like a coincidence, and a happy one indeed, that Trinidadand Tobago has been selected as the venue for the first ever IFATCA Annual Conference to be held in the Caribbean when so many exciting events are taking place in the air transport sector of our economy.

Perhaps I should add the further point, for completenessas well as for nationalself-esteem, that our national airline BWIA Internationalhas just completed fifty years of dedicated and unbrokenservice to the regionand the world. It is not difficult to quantify the monetary costs incurred by the Government and People of Trinidad and Tobago over those fifty years. But the real compensatingbenefits, social, economic or even psychological, which have accrued to the peoples of the region are incalculable.

Given all that I have said, you will appreciate Dr. CarsonCharles how excited I am about this conference. Your conference theme, 'Air Traffic Control in a construction of the new 9,000 ft runway and Changing Global AviationEnvironment', seems refuelingfacilitieshave elevated Crown Point to to me to offer several dauntingintellectualchalthe status of a regular airport catering to the lenges to delegates and participants. needs of international commercial air transport I have noted the contributions which over the and international civil aviation. A new modern past decade or so both the local Associationand the Federation have made with respect to air windowto the outside world has been opened.

In respect of Piarco, I am happy to announce traffic safety and security. I wish is particularto congratulate our own local Association for that Cabinet has recently approved the financial structure for the Piarco International Airport adopting the policies of the Federation and for DevelopmentProject. This exciting project has working closely and assiduously with the Civil AviationDivisionof my Ministry. the objectiveof establishingat Piarco a one-stop aviation center capable of responding to the I am advised that the Federation itself has needs of the international aviation community made many important contributions to the misand of addressing, as well, the national impera- sion of the International Civil Aviation tives of economicdiversificationand self-sustaiOrganization by its service on committees and panels such as the following: ning employmentgeneration.

The Piarco International Airport Development • The Future of Air Navigation Systems (FANS) Project when completed,will comprise: • a new passengerterminal building • The Reviewof GeneralConceptof a Separation Panel (RGCSP) • airport estate infrastructure • AutomaticDependenceSurveillance(ADS) • air cargo centre • bonded industrialpark • SSR Improvementsand CollisionAvoidance Systems Panel (SICASP) • airport hotel and world trade centre • aircraft maintenance • All WeatherOperationsPanel (AWOP) The Project Feasibility Study concluded that But while I do not wish in anyway to pre-empt the project is market-justified, economically your deliberations,it is certainly appropriate for attractive and financially feasible. Among other me to share with you one of my strategic things, the experts advised that: concerns about the air controller's job.

• l,500 workers will be employed during the Recent military events in the Persian Gulf, in construction phase of the project demonstrating the awesome destructive power • direct employment will initially be some of air superiority, may have taken us one step 2,500 jobs and will grow significantly over closer to a Star Wai·s scenario.I believethat it is the years true to say that the sophisticationof the techno• significant other job opportunities will be logy which today's air controller has to master created in other pai1sof the economy and use is increasing so rapidly that soon air • the indirect foreign exchange earnings from traffic controllers will have to be retrainedtwice the tourism development component of the or three times as fast, just to keep in step with project wi II exceed the foreign exchange technological change. In such a situation, the requirementsof the project. recurrent costs of this aspect of the human

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resource management functioncan thus become a crushingburdenon small developing states.

This is particularly important since it appears that on the one hand the air traffic controllerwill be always remain an indispensable member of the air traffic regulation system, but on the other,he or she may be required to interfaceless and less with the new automated machines and their sophisticatedinstrumentation.

In other words, the long term problem of manmachine interface in so far as the work of air traffic controllers is concerned. calls for serious thought.

This is one reason why I look forward to the conclusionsand perspectives which will emanate from your deliberations over the next five days.

Now,having delivered what was billed on this morning's agenda as the Feature Address, it remains for me to perform the other pleasant task.

Accordingly, I take the great personal pleasure in declaring open this historic 30th Annual Conference of the International Federation of Air TrafficControllers' Associations.

I wish you all the very best of luck.' he Minister was thanked for his address

by Charles Stuart, President and Chief ExecutiveOfficer of IFATCA, who said:

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'Firstly may I say how pleased I am to be here.

This is my first conference as the President of IFATCAand it is particularly appropriate that I, an Australian,do so here in Port of Spain as the Australiansand the West Indies battle for supremacy in a series of five cricket matches.

Trinidad and Tobago are the islands where the calypso is the national song and cricket is the national game. Trinidad and Tobago provide, perhaps, the most balanced and diverse of West Indian culture, reflecting as it does a microcosm of the Caribbean cultures. I am sure we all look forward to enjoying some of the many facets of these cultures that have been organized for us. I would like to say how impressed l am at the organization of the conference. It never ceases to amaze me how some of the smaller organizations seem to be able to organize such impressive conferences and, despite some minor communicationdifficulties initially, also seem to be able to provide all the necessary information in a timely manner. The size of the host organization does not necessarily reflect the efficiency and this conference may well be a record in the numberof attendees.

This is the first conference to be held since the restructuringof the Federation. I believe that the restructuring has worked well. However, will be you, the Member Associations. who will

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have to decide. No doubt you will have comment and criticism and I hope that we have the answers for you. If not, we will do what we can to change whatever is causing the problem.

I believe the the Executive is the administrator of our wishes between conferences. We are also your advisors at conference on how the Federation is operating. We will have our differences and you may not like, or be prepared to accept, our advice. However, it is you, the Member Associations, that have the final say.

I believe that I should mention that IFATCA is increasingly being asked to participate in or attend meetings, seminars, or working groups of various International bodies. We, like the International Federation of Air line Pilots Associations and other international aviation organizations are finding it harder and harder to find suitably qualified persons, with the time to attend these meetings. With this in mind, I am very pleased to say that our relations with IFALPA are excellent and that we are seeking waysin which we can, where necessary, represent each other at meetings where the subject matter is of mutual interest.

However, I must ask you, the Member Associations, to give serious consideration to whom you can offer to help us to help you. The volunteer situation is not helped by a worldwide shortage of air traffic controllers, but we desperately need volunteers.

I should, in these circumstances, offer the most sincere thanks to those administrations who quite positively assist with paid time off. In particular, I thank the Australian Administration who have been helping two of their staff to undertake IFATCAexecutive duties.

I would also like to thank the many airlines without whose help we could not operate.

Finally, let us hope that the recession in the aviation industry will soon end. We must not forget that with increased privatization of ATC. the survival of aviationmeans the survival of us as part of the industry.

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The motto of the Republic of Trinidad and Tobago is 'Together we aspire - together we achieve' . We should keep these appropriate words in mindduring the conference.

I would like to ask Dr. Carson Charles to open the Technical Exhibition.'

This brought a short break in the proceedings, allowing the Minister to officially open the Technical Exhibition, and the guests of honor to visit the various stands.

Thereafter, the directors of delegations at the Opening Plenary returned to business. Through roll call, the Executive Secretary established that a quorum existed, with 39 Member Associations in attendance. More delegations later arrived, bringing the total of countries represented to 48, with some 330 registered participants, including representatives and observers from a number of international aviation organizations and national aviation authorities. The first order of business was the acceptance of the Final report of IFATCA's 29th Annual Conference, Acapulco, April 1990. The directors unanimously agreed to accept the report. The IFATCAPresident then presented the Executive Board Report.

REPORT OF THE E XECUTIVE BOARD 0 Charles Stuart

n Acapulco last year, decisions were made at the special conference preceding the main conference which dramatically changed the way in which the Federation was to operate. By removing the old Executive Council and making four Regional Vice Presidents part of the Executive Board, we hoped that we were removing a layer between the Member Associations and the Executive Board and that the decision/communication process would be improved. It is my view that the change was for

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the better and that it was very successful. At this conference we will I hope, hear your views.

Once again we have been through a difficult year for the Federation and for air traffic control as a whole. Staff shortages still prevail around the world and will do so for many years to come.

This year was also the first year of operation under the new constitution with the expanded Executive Board. I am very pleased with the way it is operating and I would like to take the opportunity to thank the other members of the Board for their help and support.

The expansion of the size of the Executive Board has required us to rethink our presentations to plenary. In this report I will highlight points from the reports of the other members of the Boardand they will present individual detailed reports in the relevant Committees.

INTERNATIONAL RELATIONS

Once again we have seen an expansion of our international activities. Shortly after the Acapulco conference, I visited !CAO in Montreal with the Liaison Officers to ICAO and the new Vice President Technical. We met with the relevant officials with whom we have to deal and also were granted the privilege of meetings with the President of the Council. Dr.Khotaite and the Secretary General, Dr. Sidhu. Their comments were most supportive.

We have continued to have extensive involvement with various panels and working groups.

However, l should mention that, whilst it is very pleasing that we are being asked to participate. moreand more, in a wide varietyof fomms. we are running out of people andmoney to do so.

I should sayat theoutset that relations with IFALPAareexcellent, perhaps never better.Cooperation between thetwoorganizations will,l believe,continue to growandbecome moreand more necessary.

At the end of January the Executive Secretary, the EVPTand myself metwith theirPrincipalOfficers

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and cooperation was the theme. In particular, both organizationsare concernedat the proliferation of meetings we have to attend and the length of some of them, particularly the ICAO ones.We agreedthat we have to look at ways in which we can represent each other at meetings wherea commoninterestcan be found. IFATCA representativesare to be encouraged to get to knowtheirIFALPAcounterpartfor this purpose.

The Presidentof IFALPAand ourselves have agreed to try to ensure that our conferences do not conflict as they have done this time, and that, if possible,the Presidentsof each organization will attendeach other's conference.

In additionto the above we continue to maintain contactwith or attend meetings of the ILO, Eurocontrol Agency, European Community, EuropeanCivil AviationConferenceand IATA. I would like to thank and commend the efforts of our liaisonofficersto these variousbodies.

DEPUTY PRESIDENT

Ulli Windthas workedmostenthusiasticallyin the discharge of his duties. He is an extremely able deputyupon whomI rely on enormously.

In addition to his normal administrativeand public relations duties he has supervised the work program of SCVI who have produced a prodigious amount of work. Indeed,they have had to deal with some very difficult topics which, I am sure will be the subject of much debateat this conference.

Ulli has supervisedand assistedin the production of the new manual - a mammoth task. I should mention here our thanks to Bernard Ruethy for all his work over so manyyearsproducingthe manualamendments.

Ulli has issued a number of press releases on our behalf on a number of issues. He is also in the processof buildingup a data bank of worldwide mediacontacts.

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IFATCA is now part of the ICAO Human Factors Study Group. Unfortunately, the meetings on licensing were postponed which will result in a year delay in the publication of the revised Annex 1. I would like to express my thanks for all the work Carl Fisher has put in as our Liaison Officer to ICAO on Legal and HumanFactors.

The relationshipwith the ILO continues to be excellent.ILO survey reports have been concluded on Guatemala and the Philippines. Thanks again to our Liaison Officer,PhilippeRahm, for all his hard work.

On a generalnote it is pleasingto see that, due to IFATCAinput, Human Factors have been includedin the FEATSreport.

EXECUTIVE VICE PRESIDENT,TECHNICAL

As usual, the EVPT has had a heavy workload coordinatingthe variety of technical matters. I am pleased to advise that substantial work has CORPORATE MEMBERS been done on FANS (both the Special IFATCA's 'THE CONTROLLER' Committee and the Working Group), ADS I ampleasedto reportthatmorenew corporations have sought to join us as CorporateMembers.I Relationsand cooperationwith the Controller (Automatic Dependent Surveillance) and wouldlike to say how much we appreciatetheir ManagementGroup have never been better and RGCSP (Review of the General Concept of membershipand the support,both financial and a new formatfor the CMGis proposedto further SeparationPanel), which we achieved observer statuson the end of last year. We nave also been information,al, theygiveus. The assistanceof some enhanceits operation. of theCorporateMembersat regionalmeetingshas On a sad note,the Editorof 'THECONTROLLER',accepted as an observer on the All Weather beena majorfactorin the successof the meetings.

Harri Henschler,has decidednot to continue.He OperationsPanel (AWOP).

Withthisin mindI wouldask thatDirectorsensu- has served us as interim Editorand Editor since SCI has been busy again with providing techre the maximum attendance at the Technical issue 3/86. Under his guidancethe journal has nical advice for our representativesto the many Session.The CorporateMembers go to a lot of continued to improve, both in content and in ICAOtechnicalworkinggroups.

The EVPT has had extensive contact with troubleto try to provideus with an interestingand layoutand design. I wouldliketo expressour sincere thanks, on behalf of you all, to Harri for all IFALPA,ICAO,pilots' and controllers' associainformativesession. tions on such matters as reduced Vertical the workhe has put in to an oftenthanklesstask.

We will be recommending a replacement to Separation Minimum, Formation Flights, EXECUTIVE BOARDMEETINGS you at this conference.

Criteria for the Establishment of ATC and preparationsfor the upcoming 10thAir Navigation I have chaired all meetings of the Executive Board since becoming President and I am pleaConferencein Montreal.

EXECUTIVE VICE PRESIDENT,PROFESSIONAL It is unfortunate that Mike Dooling is unable sed to say how well these expanded Board Wim Rooseman has worked tirelessly throu- to continue in the position of EVPT. However meetings are going. We are a good team and work well together.ghout the year on the many issuesof his portfo- his family must come first. This highlights an lio. I have valued his advice and counselas one unfortunatefact of life with IFATCA,and that is of the more experiencedmembersof the EB. the amount of time taken up on IFATCAduties SECRETARIAT Wim has supervisedthe work of two standing can be extensive. Without the help of our As all will be aware, Pat O'Doherty retired as committees.SCIV,under the able chairmanship authoritiesand the understandingof our families Executive Secretary towards the end of last of MichaelSchoepshas workedhard to comple- it wouldnot be possibleto operate. year which then saw the appointment of Edge te the work programgiven to them by conferenGreen as his replacement. I would like, once ce; Michael will not be standing again and we EXECUTIVE VICE PRESIDENT,FINANCE offer our thanksto him for all his hard work. again to express on behalf of us all our most Sture Ericsson is another newcomer to the sincere thanks to Pat for many years of dedicaSCVII has been well attended though I regret tion to the Federation.Also. thanks to his meti- to say that proceedings have been somewhat Board who has very quickly come to look like a culous planning and organization the handover marred by some philosophical differences bet- veteran. Our appreciation also goes to his preof the secretariat went extremely smoothly. ween the SCVII and the EB regardingthe opera- decessor, Tord Gustavsson, for his continuing tion of standing committees. These arose from support and assistance. Sture has attended a Since then. he has visited Edge on a number of occasions to ensure that there were no snags. some unfortunatemisconceptions.I attendedthe numberof meetingsin additionto diligentlyloolast meeting of the standing committee in king after the Federation's finances. These We have also taken the opportunity to use his services at this conference to assist the secretaBrighton at the end of January and I hope that include meetings with the CMG. SCIII and the riat. the differenceshave been resolved. secretariathandoverin Dublin. . 路-

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_______________ Whilst at the time of writing this report final financial figure were not available, it would appearthat for a numberof reasons we may be in deficitfor the year.These reasonsincludethe costsofre-equippingthe secretariatand the servicing increasing activities expected of the Federation.The latter,in particular,is causing a heavy burden, and yet we must be there. The size of Standing Committees and the costs of their meetingsis also a factor that needs to be takenintoconsideration.

As a result,financialcaution must be the keywordand I call on Directorsto carefully examine the end financial result of any decision that they take.

REGIONAL MATTERS- GENERAL

Under the new structure, the Regional EVPs have had to take more responsibility. Whilst therehas been a earningperiod, I am very pleased withthe way they have responded.

Some of the regions are setting up Regional Task Forces, a brainchild of the EVPT and endorsed by the Executive Board, which are designedto look at the technicalproblemsin the less developedcountries to see what is needed and suggest solutions compatible with the financeslikelyto be available.

EXECUTIVE VICE PRESIDENT,AFRICA

Abou El Karimyhas attended all Board meetings, the European Regional Meeting and he has also organized an excellent African Regional Meeting in Cairo. He has also been diligent in his contact with MAs and non MAs, national and international organizations in his region.

A most unfortunatehighlight during the year was the incarceration of the controllers in Tunisia.I do not intend to go into details in this report. Suffice to say that all but one of the controllershave now been released and we are awaitingconfirmationthat they will be getting their jobs back. I am of the firm view that the involvementof IFATCAfrom the start has minimizedthe sentencesthat could have been meted out.

EXECUTIVE VICE PRESIDENT,AMERICAS

The region has been plagued by inadequate communication.There have been difficulties in communicationto/from the EVP and the rest of the EB and betweenthe EVP and his MAs. This unfortunately symptomizes the inherent problems for controllers in the region - lack of reliableequipment.

The regionhas also been facing the usual defi---·----------·-- ·-------------------------

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CONFERENCE REPORT ______________ cienciesof internalorganization,difficulteconomic conditions, and poor working conditions.

They have also been facing an unusuallyhigh level of governmental interference, including militarytakeover.

Hugo Esquivelhas attendeda numberof meetings in the regionand the regionheld a successful RegionalMeetingin St. Lucia.

One of the unfortunateproblemsof the region is finance and we have an unprecedentednumber of applications for assistance from the SpecialCircumstancesFund.

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Europe - distance and time. This means that he and I have to have a large numberof airlines to call on and a very understandingemployer.

CONCLUSION

I cannot conclude without commenting on, indeedcommendingthe efforts of controllersin SouthernEuropeand NorthernAfrica,who, due to the Gulf war,have seen an unprecedentedrise in a traffic throughtheir airspace. It is unfortunate that the generalpublic will probably never know the extent to which these dedicated professionalshave had to handle, and separate,the EXECUTIVE VICE PRESIDENT, EUROPE constant flow of military flights with their norPreben Falkman - Lauridsen,a newcomerto mal civil traffic.

I am also concerned that the downturn in air the Executive Board, has astounded us by his incredible energy, enthusiasmand quick grasp travel currently being experienced may once of the problems in his region. It should be againencourageauthoritiesto reduce their comremembered that the other EVP Regions had mitment to ATC training. Given the demograpreviously been members of the Executive phic age distribution of controllers in most Council and thereforehad some backgroundto countries,such a move this time may be irrecoverable when traffic eventually picks up, as it work from.

The region has seen an increasingnumber of sure will. It is well known that in many counmeetings to attend, most of which were ICAO. tries up to 50% of currentcontrollerswill be eliHowever, more and more invitationsare being gibleto retire withinthe next ten years. If authoreceived from other p_artieswhich is putting a rities see the downturn in traffic, which, as heavierand heavierburdenon IFATCAto provi- provedin the past, will surely be temporary,as a de attendees.These includethe EuropeanCivil relief from the need to recruit and train ATCOs, Aviation Conference, Eurocontrol and the then we will be in even more serious trouble. If the authorities react this way then we may end EuropeanCommunities.

IFATCAis becomingmore and more recogni- up in a situation from which it is impossible to zed in Europe as the air traffic control crisis, recover - i.e. the retirement rate is faster than delays, staffing, etc., gets worse. These pro- the physical ability, i.e. number of live training blems, and the pressure for harmonizationhas positions,of the systemto replace.

It has been a very busy year, compoundedby a meant a workloadon Preben and his task force that is enormous. It is lucky that we have other new Constitution and a change of Executive membersof the EB workingin Europewho can Secretary. I believe we have survived particuassist. We have also been able to use the Past larly well and that we are in good shape.

I would like to extend the appreciation of the President,Erik Sermijn. It is, however,a factor Federationto the Civil Aviation Authorities of which must be consideredfor the future. those countries who employ members of the Executive Board and to the many airlines who EXECUTIVE VICE PRESIDENT, ASIA / PACIFIC haveprovidedus with travel. Withouttheir help This region is the largest in IFATCA,has the we couldnot operate.

Now we must get down to work. I wish you highest traffic growth figures and at this stage the fewest MemberAssociations.This is some- all well in your deliberations.' thing Neil Vidler is setting about to change.

Unfortunately,many countries in the region do not have associationsand many are not permitted to have them.

Neil has attended his share of regional meetings elsewhere,the IFALPAASI/PACregional meetingand he also organizeda very successful ASP Regional Meeting. One outcomefrom the latter is the initiationof a proformafor the productionof regularreportsfrom MAsto the EVP. I commendit for your consideration.

Unfortunately,he suffers from the same problem that most of us sufferin any regionoutside

ITPAYS

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THE NEXTORDEROF BUSINESS WASTHEAPPOINTMENT OFTHECONFERENCE COMMITTEES: COMMITTEE A - ADMINISTRATION COMMITTEEB - TECHNICAL COMMITTEEC - PROFESSIONAL. THEY WERECHARGED WITHCARRYING OUTTHEREQUIRED WORK,BASEDONTHECONFERENCE AGENDA,TO AGREEON RECOMMENDATIONS ANDRESOLUTIONS, ANDTO REPORT TO FINAL PLENARY. THE FOLLOWING WEREAPPOINTED TO CHAIRTHECONFERENCE COMMITTEES: COMMITTEEA: LESLEYAUSTIN, UKGUILD COMMITTEEB: CHRISSTOCK,UKGUILD COMMITTEEC: MORRIS FREEMAN,CAOOAA (AUSTRALIA) AFTERESTABLISHING THATTHEREWASNO OTHERBUSINESS BEFORE THEPLENARY SESSION,IT ADJOURNED UNTIL16. 00 HOURSON26 APRIL. THE CONFERENCE COMMITTEES CONVENED FOR THEIRFIRSTWORKINGSESSIONS.

REPORT OF COMMITTEE A 0 Lesley Au stin

s always Committee A's agenda was extensive but the advantageof a five-day conference allowed MAs sufficient time to discuss the important issues affecting the administration of the Federation. The working relationship among MAs in Committee A was, as usual, friendly and constructive- even when there were difference of opinion these were resolved with consideration and good humor. It is a source of satisfaction to me that each year more and more MAs are prepared to enter into discussions and do not allow just a small number of the more articulate MAs to monopolize the microphone.

At last year's conference, we deferred the application for affiliation from the association from St. Maartensuntil this year,pending clarification of IFATCA 's constitutional rules concerning affiliating more than one association from the same area or representation. At last year's conference SCVI had been charged with examining this problem and presenting a Working Paper to this Conference. The Chairman of SCVI explained that there were considerable difficulties in producing a policy that would meet all the requirements. It was agreed that the present rules should continueunchanged as no solution presented itself that did not produce more problems than it solved. However, the representatives from St. Maartens, who were very conscious of the difficulties involved, decided instead that the St. Maartens Association should seek membership of the Netherlands Antilles Association which could give them membershipof IFATCAwhilst enabling them to continue to represent the controllers of St. Maartens . At the start of conference no other applications for affiliationhad been receivedbut during the week a Late Paper was received pro-

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THE CONTROLLER/ JUNE 1991

posing the affiliation of the Association Algerienne des Contr6leurs de la Circulation Aerienne (AACCA). MAs were pleased to recommend the affiliation of the Algerian Association.

Much of the routine work of the committee consists of the receiving and adopting the reports of the Executive Board and approving financial matters. The committee dealt with these quickly and efficiently.The recommendations in two worhng papers were not agreed, the first was on discontinuing of the issue of membership cards. It was generally agreed that the membership cards should be retillnedas they are tangible evidence of membership of IFATCAfor inilividual members. It was felt that the real problem was the cost of distribution. Distributing them at conference requiresEVP Financeto risk muscle damage in bringing them in his luggage as well as extra cost for excess weight. This is not a problem that is easily solved and suggestions for improvements would be welcomedby the Board, particularly EVP Finance. The second WP MAs were unable to give immediate approval to was from the UK with reference to the grant to a host MA for organizing conference. Although it was recognizedthat the amount of this grant has not been revised since 1972, MAs felt that this subject should be remitted to SCIII and SCVI along with WPs submitted to

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the 1989 Conference,for further consideration.

Because of the restructured Executive Board there were j ust four reports from the regional EVPS. This had several advantages - the agenda items were dealt with more quickly and we had a written report from every region. No region is without problemsand the EVPs continue to work hard to provide the liaison between MAs, and between MAs and the Executive Board.

Having taken the job of Deputy President for just a year, Ulli Windt felt sufficiently confident to allow his nominationto go forward for a full two year term. MAs were unanimous in their recommendation of his election to Deputy President. Unfortunately , Mike Dooling has had to stand down from EVP,Technical, and as yet no successor has been found for this important job. Until next conferencethe Executive Board will take responsibility for EVP, Technical, tasks.

Regular readers of this magazine will be aware that Harri Henschler has stepped down as Editor. Conferencehas approved the appointment of Terry Crowhurst from the UK in his place.

The Director from the Cyprus Association expressed the sentiments of all committee members when he thanked Harri for his hard work and dedication, not just as Editor, but throughout his years of service to the Federation.

A Board of Management for 'The Controller' has now been established. This has been introduced to provide greater input to the running of the magazine from the Executive Board.

Reservations were expressed by some MAs, about the necessity of having yet another level of control introduced in the running of 'The Controller' .

Despite these reservations, Switzerlandagreed to continue to be responsible for the ControllerManagement Group.

A major change to the way we run Final Plenary was adopted. In future, when committees vote on recommendations these will become IFATCA policy subject to the Bye-Laws concerningratification, unless the recommenda-

CommitteeA Headtable

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tions concern constitutional changes, expulsion, suspension of affiliation and the election of the Executive Board. For the latter, recommendationswill be made to Final Plenary as now. It is hopedthat thesechanges will meanthat Final Plenary will be muchshorter.

An important item on Committee A's Agenda is always the venues of future conferences. Following a comprehensive report from the UK on the preparations for IFATCA'92, MAs were pleased to confirm BourneCommitteeA Headtable mouth as the venue for the next year's conference. Three MAs were offering to host the 1993Conference- New Zealand, Japan and Israel. Israel withdrew their offer as a resultof internaldifficulties within their association. Voting was by secret ballot and, in the face of tough competition form Japan, New Zealand was successful in becoming the venue for IFATCA 1993.

Rod Roper, the Corporate Members Coordinatoraddressedthe committee and asked particularlythat MAs let him know of any specific technicalitems they would like information on from the Corporate Members. In that way Corporate Members could come to conference ExecutiveBoardMembersin CommitteeA with information which specifically relates to the commendation on the IFATCAScroll of the concernsof controllersaround the world.

Honour, Pat has truly given "outstandingservice Finally, Committee A were pleased to mark the efforts of two individuals who have contrito the Federation" and MAs were unanimous in their approval of the Scroll of Honour being buted considerably to IFATCA over the years. awarded to him.

Ami Thorgrimsson from Iceland attended the I will not be chairing Committee A next year first IFATCAconference in Amsterdam in 1961 as I shall be running the secretariat in and now, thirty years later was attending his last Bournemouth for IFATCA'92 where I hope I as a working controller - he retires later this year. He has a special place in the affections of will be able to provide as good a service as the delegatesfor his kindness and humor. On behalf Trinidadand TobagoAssociationhave done this of his many friends, Ami was thanked for all his year. I think that will be an even more demanwork during the years. On behalf of IFATCA, ding task than chairmanbut equallyenjoyable, I the President presented Ami with a small gift. hope. See you there.

The second person to be honored was Mr. Pat O' Doherty from Ireland. Pat' s involvement with IFATCA started with the Dublin REPORT OF COMMITTEE B Conference in 1970 when he was part of the OrganizingCommittee. In 1979 he was elected 0 Chris Stock to the Executive Board as Vice President.

Administration. Following the tragic loss of he committee started its proceedings on Ted Bradshaw, then Executive Secretary, in the first day with the introduction of 1982, Pat took over the running of the secretaobservers from organizations as ICAO, riat. Almost single-handed, he dragged IFATCA IFALPA, IATA, Eurocontrol Agency and into the computer age and has thus made it possible for the Secretariat to cope with the greatly various national administrations. There were a number of similarities with last year's agenda. increased workload it has now. In the words of

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indicative of the continuing nature of the committee's work. Only one late workingpaper was introduced although the committee accepted information papers from the !CAO observer.

Indeed, it was a highlight of this year's proceedings that they were enlightenedby a number of positivecontributionsfrom the observers.

The early agenda items covered the reports preparedby the officers of the Federation.They were followedby those of the liaison officers to the various international organizations. The Executive Vice President, Technical, outlined the activities undertaken throughout the year, and the ChairmanSCI followedup. Both reports reflected the tremendous amount of time and effort expended to maintain the consistently high standard of input to technical matters on behalf of the Federation. Significantly, both Mike Dooling (EVP, Tech.) and Brian Jacobi (Chairman SCI) are having to give up their posts for personal reasons caused by the demandsplaced on them.

The reports from the IFATCA Liaison Officer to !CAO (Technical and Operational)and from members or observers to certain !CAO Panels, Committees, and Study Groups were discussed. Some items were stressed; the FANSrepresentative emphasized the importance of that committee'swork and commendedMAs to make known the contents of the IFATCA report to their national authorities. Other reports covered Review of the General Concept of Separation Panel (RGCSP).

AutomaticDependent Surveillance(ADS), SSR Improvements and CollisionAvoidanceSystems (SJCASP), All Weather Operations Panel (AWOP). Under this last item, the !CAO observer introducedinformationon surface movement radar (SMR) in advance of publication in the ICAO"ATSPlanning Manual". In addition. the !CAO observerGiora Nagid, introducedthe following papers: Selection of Airspace Classes, Applicationof Automation in Air Traffic Flow Management, and Techniques for ATC Sector/Position Capacity Estimation. Finally, reports on liaison with other international organizations such as IFALPA,EuropeanCivil Aviation Conference (ECAC) and the European Communitieswerereceived.

The ChairmanSCI then reviewedthe 1991 technical material. One policy amendment.concerning frequencyblocking, was approved. However, the bulkof the paper contained a complete review of the Federation's technical material. together with a comprehensive update and cataloging accordingto paperclassification. The majortask, which will enableMAsto identify pm1icularitems much more easily, was undertaken by the TechnicalPolicy Coordinator.DaveMartin.

THE CONTROLLER / JUNE 1991

Swissair Customer Portrait 44 : the Fleischmann family, Kiisnacht , Switzerland , photographed by Jost Wildbolz.

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Committee B Headtable

The committee then turned to the work study items. Policy was recommended on formation flights within controlledairspace and the misuse of Traffic Information Broadcasts by Aircraft (TIBA). On this last subject, the committee considered that, although it was strictly outside their terms of reference, they wished to register their concern about the use of TIBA to circumvent an industrial dispute. The policy requires that states give adequate notification of TIBA introduction and that TIBA areas should be reviewed every six months.

At this stage in the proceedings, the IATA observerpresented a timely short talk on airspace and airportcongestion detailing the formation of a task force (backed by US$ 2.5 million of airline money) to consider solutions to congestion problems. Later, this item was reinforced by a contribution from the ICAO observer who explained the various subjects being undertaken by an ICAO task force.

SCI presented a review of Air Traffic Flow Management (ATFM) developments throughout the world. A detailed and positive discussion ensued with a further two information papers being tabled by ICAO. One aspect which caused much interest concerned ATC sector/position capacity estimation. As a result of a UK paper on ATFM measures, policy was adopted on departure slot times and the responsibilities of operators. Other work study items accepted as information included MLS implementation, application of RNAV procedures, handling of replacement flight plans, Mode ' S', and reduction of vertical separation above FL290. Finally, the reports from the regions were considered by the committee.

The composition of SCI was discussed and the following associations will participate during 1991/92: UK, New Zealand, Ireland, Australia, Netherlands, Portugal, Canada, France and Italy, with the UK accepting the chairmanship. The work program will include continuing coverage of liaison with international organizations; work study items under review are MLS, Mode ' S' and application of Datalink, color displays, formation flights in controlled airspace, TIBA pro-

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cedures, application of RNAV,developments in ATFM,and the introduction of reduced vertical separation.

At the end of the working sessions, members were well satisfied with the results which were positive and rewarding.

The chairman, Chris Stock (UK), was supported by the industriousand professional secretary, Art Cauty (Canada) and the hard working vice chairman, TsutomuMori (Japan). Throughout the week, EVP Technical, Mike Dooling provided sound advice which enabled the proceedingsto continuein a smooth and professional manner.After the warmth and friendshipof Trinidadand Tobago, we look forward to meetingagai11in Bournemouth,UK.

REPORT OF COMMITTEE 0 Morris Freeman

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from attending observers who, in a number of areas, were able to provide considerableinsight into the topics under discussion. I would like to thank all the observersfor their contributions, in particular Avishai Gil of the ILO, Geneva, and Will Faville from NATCA, USA. Many varied subjects were considered during the committee's working sessions and it would not be practical to go over all the deliberations in detail. The followingmatters have been highlightedfor information.

The working paper developed and presented

by SCI on the Definition of Essential and Minimum ATC Services created lengthy and spirited debate. Previous conferences had defined ' minimum service' . However, the working paper presented by SCIV refined the development work previously undertaken.The committee approved recommendationswhich: advised MAs to establish a policy on minimumATCservice their members should provide when engaged in an industrialdispute; MA policy on minimum service should be agreed with the appropriate authorities; the minimum service agreed should not be so great as to render an industrial action ineffective; the use of Traffic InformationBroadcast by Aircraft (TIBA) procedures by some authorities to circumvent an industrial dispute constitutes a misuse of the procedure.

The issue of substance abuse was contained in a working paper from SCVII. The paper attracted lengthy debate as the matter is very close to the hearts of many controllers, particularly from countries where drug testing procedures have been, or are about to be, introduced.

There was considerable discussion within the committee regarding the accuracy of testing procedures and the implications for controllers who returned a positive test result which was not the result of substance use. Further concerns were raised over the rights of individuals and the confidentiality of both testing ¡. and its results. A number of recommendations

ommitteeC, whichdeals with professional matters concerning ATC, was chaired by M.E. Freeman from CAOOAAAustralia.

Assisting most capably at the head table were joint vice chairmen Savvas Theophanous of Cyprus and Amara Chongof Malaysia, committee secretary George Sinclairof ChannelIslands and IFATCA Executive Vice President, Professional, Wim Rooseman.

The committee's agenda included a report from the Vice President, followed by a report from the Liaison Officer to International Organizations. The major body of the committee's work was contained in working papers arranged under the general titles of Environmentaland HumanFactors (E&HF)and Legal Matters in Air Traffic Control. The working papers in the main were developed by Standing Committees (SC) IV (E&HF) and VII (Legal) and were of high quality. The presentation of the papers was excellent and the topics covered triggered considerable debate and discussion, all of which was conducted in a most courteous and profess ional manner.

Input was also sought Committee C Headtable

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resulted from the committee' s deliberations, including: IFATCAviews substance abuse with concern and cautions MAs against it; a program of education on substance abuse be made available to air traffic controllers; appropriate safeguard and redress procedures should be established before the introduction of any mandatory drug test scheme; subject to appropriate safeguard and redress procedures, mandatory testing for drug use is acceptable on initial recruitment of air traffic controllers or in an ATCaccident, any ATCO subject to a drug test be provided with an identical sealed sample in order to obtain an independent analysis paid by the employer; a program of rehabilitation be made available to ATCOs where a problem is recognized. The program should be set up and conducted in consultation with the MA in order to maintain the confidence and preserve the employment in ATCof the individual concerned.

Automation and the ATCO was another paper from SCIV which created significant discussion within the committee. The working paper with much information which was condensed from very detailed studies on the subject. Five recommendations arose from consideration of the paper, including: automation must improve and enhance data exchange for controllers; automation must assist and support ATCOs in the execution of their duties; the human factors aspects of automation must'be fully considered when developing automated systems; the controller must remain the key element of the ATC system and must retain the overall control function of the system; the legal aspects of controllers' responsibilities must be clearly identified when working with automated systems. The work programs of both SCIV and SCVII were developed and contain many important and challenging subjects of interest to MAs. Some of the items for SCIV include: • ATCO licensing • rating of ATFM staff.

WithinSCVII, the work program includes: • policy on hijacking • unlawful interference with civil aviation and its facilities • practical legal aid program • use of recorded data.

With the formal aspects of the committee' s work completed, the chairman thanked SCs IV and VII as well as all Committee C participants and observers for their valued contribution to the deliberations. The committee then thanked the chairman, vice chairmen and secretary for their hard work and effort in making the working sessions so enjoyable even though the workload and other matters considered were. at times, weighty.

THE CONTROLLER / JUNE 1991

FINAL

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PLENARY

On 26 April, at 16.20 hours, IFATCA President Charles Stuart declared the Final Plenary of the 1991 Annual Conference, 'The Rainbow Experience' , open. The required quorum was confirmed and the conference committees' reports were presented.

The chairman of Committee C, Morris Freeman, thanked his vice chairmen Savvas Theophanous and Amara Chong, as well as the secretary George Sinclair and the Executive Vice President, Wim Rooseman, for their valuable supportthroughout the sessions. The directors present at Final Plenary accepted the Committee C report.

Chris Stock, the chairman of Committee B, then presented his report. He expressed his appreciation to his vice chairman and the committee secretary. Chris put on record his thanks to the outgoing Vice President, Technical, Mike Dooling for his assistance. The report was accepted.

Committee A chairman, Lesley Austin, presented that committee's report to Plenary. She thanked her vice chairman and her secretary for their hard work throughout. Lesley then stated her appreciation to the members of the Executive Board who attended Committee A, for their assistance. Her committee's report was accepted, with the exception of election and membership recommendations which were separate items.

The Plenary then elected the Algerian Air TrafficControllers' Association to full professional membership in the Federation. Ulli Windt of Germany was then re-elected to the position of Deputy President.

THE NEXTORDEROF BUSINESS WASTHEAWARDING OF THE IFATCA SCROLL OF HONOUR. PLENARY UNANIMOUSLYDECIDEDTHAT THE SCROLLBEAWARDED TO PATRICKQ' DOHERTY , THE IMMEDIATEPASTEXECUTIVESECRETARY. ERIK SERMIJN, THE PAST PRESIDENT, WHO HAD SERVEDWtTH PATRICK FOR ALMOST A DECADE,PRESENTED THE SCROLLOF HONOUR TO PATRICKWHOADDRESSED THE GATHERING:

Patrick O'Doherty

'I

will not prolong this plenary session any longer than absolutely necessary - I know you appreciate brevity on such occasions.

It is an honour and a privilege to receive this Scroll of Honour from you, my peers, for doing something which was so interesting, and mostly enjoyable, over the past twelve years.

I thank you most sincerely for this honour, and in accepting it, I fully recognise that you have also acknowledged the efforts of those whose support enabled me to provide whatever service which has been of benefit to IFATCA. I must say a 'thankyou' or two: To all of those Executive Board members with whom I hace served. I express my appreciation of their support, and real friendship over the past twelve years; To the old Regional Vice Presidents, Standing Committee Chairmen, Liaison Officers - thank you for unfailing cooperation; To the Member Associations with whom I came into contact, either in person or in writing - thank you for the many services rendered over the years.

I thank all of the conference organising committees, and in particular the conference secretariat staff, who have through the years always produced the goods, sometimes under very trying circumstances - they have ensured that IFATCAremains almost the only organisation of its size which can produce so much excellent documentation at conferences, including a final reportbeforeit is all over.

I thank my administration for its cooperation. particularly with time-off during recent periods

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of staff shortage, and my national airline, and other airlines who provided transport.

Finally. I must express my own appreciation , and I am sure yours also, to my wife and family, without whose 100% support it would all have been impossible. We have had IFATCA living with us 24 hours a day for ten years. It has been educational, interesting. mostly enjoyable and gratifying for all of us. The many friendships which have grown from our contacts with ¡f ederation' people will, I hope, remain with us always.

Finally, to my successor, go my best wishes. In the unlikely event that he may need it, I will be available for advice or assistance as appropriate.

Thank you again for this honour - it will always remind me of the good times with IFATCA.' THE IFATCA PRESIDENTTHEN MOVEDTO THE LAST AGENDAITEM, ANY OTHER BUSINESS. THE ADDRESSES TO FINAL PLENARYBY REPRESENTATIVES AND OBSERVERS FROMINTERNATIONAL ORGANIZATIONSFALL WITHIN THIS ITEM AND THE MEMBER OF THE DELEGATIONOF AACI , THE AIRPORTS ASSOCIATIONCOUNCIL INTERNATIONAL , OSWIN MOORE, STATED:

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CONFERENCE REPORT ____

resources, strengthen the international voice of airports, and achieve better cost-effectiveness for the membership.This is certainlynot an easy task, but with the help of all airports, conclusive results could be shown in a relatively short period.

I would like now to highlight several key areas of activity, in some of which your organization also has a clear interest.

First, aviationsecurity - The recent Gulf war has shown again the extreme vulnerability of air transport and the travel market to political turmoil and the associated terrorist threat. AACI firmly supports and urges all countries to strictly adhere to, and implement all !CAO Annex I 7 Standards and Recommended Practices. These provisions are generally adequate to combat aviation terrorism. The basic concern is that they are not consistently implemented throughout the world due to lack of funds or lack of

'I

am pleased and honored to address this IFATCAAnnual Conference. The Airports Association Council International (AACI) is the new. single association of the world's airports, which came into being in January 1991.

AACI integrates two airport associations, the Washington-based AOC! and the Paris-based !CAA. AACI also succeeds their coordinating council - AACC - which has been the airports' collective interface with !CAO, IATA, your organization. and many others for the last two decades. The new AACI consists of over 400 international airports and airport authorities in 115 countries. In 1989. these airports handled approximately 2.1 billion passengers and 32 million tons of freight.

AACl is headquartered in Geneva and is made up of six geographical regions: Africa. Asia.

Europe, Latin America/Caribbean, North America and the Pacific. The AACI HQ represents the entire membership with all worldwide organizations. while the regional offices liaise with the corresponding regional governmental and non-governmental organizations. The AACI start-up structure is phased in during 199 1. It provides for five standing committees: Technical. Environment. Economics, Security and Facilitation. which will help shape the airport policies in their specific areas of expertise.

The ultimate objective of the merger of the airpon associations is to streamline activities. eliminate duplication, maximize the use of scarce

16

Oswin Moore, AACI

political will in some countries. Governments have the final and unequivocal responsibility of safeguarding civil aviation against unlawful interference and of bearing associated costs.

However, effective security requires well-trained, motivated manpower and high-technology equipment which are expensive. It is therefore the collective responsibility of the international community to assist developing states financially and technically to ensure adequate security levels for the benefit of all. In order to assist airlines and airports play their part in safeguarding civil aviation and contribute to the periodic

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amendment of Annex 17, AACI and IATAhave jointly developed guidelines on a number of key security issues which are highlighted in discussions with governments and in ICAO fora.

Guidelines have already been established on recruitmentand training of security staff; security crisis management plans at airports; movement of aircraft and evacuation of passengers following bomb alerts; ramp security; new detectionequipmentand technology; and security charges. The objective must be the universal application of Annex 17 security provisions.

Unless all countries meat these basic requirements, there can be little confidence in the integrity of our global aviation security system.

Narco-terrorism also has a very serious impact on society, causes social and political disruptions and frequently leads to increased criminality on an international scale. The basic problem in air transport is one of balancing the needs of facilitation against the imperatives of anti-drug measures. AACI and the Customs Cooperation Council have recently signed a Memorandumof Understanding with a view to combating drug smuggling and seeking to ensure a better mutual understanding of the tasks and problems of customs and airport authorities. It is hoped that this MoU, which is part of a series of agreements concluded in pursuance with the UN Convention Against Illicit Traffic in Narcotic Drugs, will mark a new threshold in the development of cooperation between international organizations and constitute an effective tool in the massive international campaign aimed at the prevention of drug smuggling.

Airspace and airport congestion is another issue of paramount importance which plagues many industrialized and newly industrialized countries. Many segments of congested airspace and over one hundred congested airports have been identified in Asia/Pacific. Europe and North America, out of which some twenty airports require priority action.

AACI welcomes some route improvements and airport capacity enhancements achieved in Europe, the Pacifie Rim and other parts of the world over the past few months. However, these encouraging developments are offset by the continuing saga of industrial unrest in some countries which seriously affect system capacity and leaves business people and tourists stranded at airports throughout the continent.

The present predicament of the airspace and airport system, and the perspectives for this new decade. urgently require systematic and concerted action of the entire aviation industry.

The Air Transport Action Group (ATAG) and the IATATask Force on Airport and Airspace Congestion. in which AACI participates. has

THE CONTROLLER / JUNE 1991

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already come up with valuable remedial measures to alleviate congestion. However, in the long term, only decisiveand coordinatedaction by all governments, possibly culminating in an !CAO protocol related to the Chicago Convention could give the required impetus and political will to achieve the significant capacity enhancement needed. Only such an !CAO instrument and the commitment of governmentsto provide more capacity can galvanize the aviation industry to carry out its task and prepare tomorrow's challenges.

A related subject is aircraftnoise. The resulting noise abatementproceduresand night curfews undermine the optimal utilizationof many major international airports and cause delays and congestion. For many years, the airport associations had advocated the adoption by !CAO of an international scheme empowering states to prohibit the operation of non-Chapter 3 aircraft at their noise-sensitive airports as from December 3 1, 1999. Last year, however, the !CAO Assembly decided in favour of such restrictions as from April I, 2002. While many airport operators are not entirely satisfied with this !CAO cut-off date, we do recognize it has the merit of representing a fairly balanced compromise allowing states and noise-sensitive airports to achieve the crucial environment goals while minimizing the problems for affected aircraft operators. This agreement is also expected to reduce the risk of proliferation of conflicting national and regional measures which would otherwise seriously hinder aviation growth. In the same context, AACI also calls upon states to consider the possible relaxation of operating restrictions for Chapter 3 aircraft. In our opinion, this small but significant short-term step to obtain additional movement capacity would benefit the travelling public. airlines. airport operators. tourism and business and would not have an adver e impact on the communities concerned.

The few key issues I outlined are not the only ones on our agenda. In many other areas, e.g. airports economics, ramp safety. baggage hand1ing, passenger services automation, AACI adopts, presents and promotes airport industry positions designed to solve or alleviate existing problems and encourage optimum air travel growth.

During the last decade. AACC and IFATCA have developed an increasingly productive dialogue. We are confident that the restructured airport organization - AACI - will give a new dimension to this relationship, and further enhance our collaboration for the benefit of the travelling public and the entire air transport industry.路

THE CONTROLLER/ JUNE 1991

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CONFERENCE REPORT ______

THIS PRESENTATION WAS FOLLOWED BY THE ADDRESS OF Av 1 G1L, ILO OBSERVER AND A LONG- STANDING FRIEND OF MANY IN THE ROOM:

'0

n behalf of the Director General of the ILO, I am pleased to addressyour 30th Annual Conference. May I first of all say that it was a pleasure for me to attend your debates which covered a number of topics of ILO interest such as industrial relations, medical problems and legal liability issues in air traffic control. The views expressed on these topics and the policies you have adopted in this respect, provide the ILO with valuable information and guidance material for our future common work.

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Tanzanian authorities and ICAO for appropriate action. I should like to put on record the ILO's thanks to the Director-General of Civil Aviation of Tanzania, to ICAO. to Denmark's Civil Aviation Administration and to the Tanzanian Air Traffic Controllers' Association for their help and support.

The relations between ILO and IFATCAhave grown and amplifiedin the past two years. I am confident that this relationship will continue to develop as both our organisations cooperate under their respective mandates in order to improve civil aviation for the benefit of the traveling public, the industry and its workers.'

FOLLOWINGTHE APPLAUSE FOR MR . GIL ' S ADDRESS , THE CHAIRMANOF THE ORGANIZING COMMITTEE FOR IFATCA ' 92 THANKED THE DIRECTORS FOR CONFIRMING THE UNITED KINGDOM AS THE VENUE FOR NEXT YEAR' S CONFERENCE AND EXPRESSEDHIS WARM INVI路 TATIONTO EVERYONE TO ATTEND .

FATCA President and Chief Executive Officer, Charles Stuart, then addressed the Final Plenary: 'Once again we come to the end of an excellent conference. I say 'excellent' without reservation.

The organization has been excellent and the conduct of business has been excellent. I started this conference, my first as President, with a great deal of trepidation Howwasl going to handlethe numerous problems that always seem to occur.

Thanks to you, I have had an easy run. Thank you for your patience. tolerance and good humor. I knowI maynot get suchan easyrun next time.

I said in my opening speech that I believed that we had a good year under the new constitution. I also said that if the new structurewas not working you should let us knowat this conference. I have heard no complaints. That is not to say that we cannot improve - just that we are going in the right direction. What has this conference achieved'l From Committee A we have a new Member Association of the Federation.Algeria - welcome.

We have elected Christchurch. New Zealand. as our 1993 conference venue. back to the Pacific area after the 1975 conference in Melbourne. We have honoured our longest serving Executive Secretary.Patrick o路Doherty. We have recognized the longest-serving active controller of IFATCA. who attended the first ever iFATCAmeeting. ar this. his last as an official delegate. Arni Thorgrimsson.Last year in Acapulco we decided to go backto a 5-day conference. A wisedecision.

Di cussionand debatewere not pressured by time.

In CommitteeB. the working paper, were indicativeof the vastarea of technicalinvolvement by the Federationin all aspects of internationalair trafficconu-ol. I would like to mention the out~tan-

I Avi Gil, !LO

As you know, the Conclusions of the 1979 ILO Meeting of Experts on Air Traffic Controllers are the only internationally agreed set of principles for their terms of employment and working conditions. The positive feedback from your associations testifies to the usefulness of these texts in improving the controllers路 professional life. However, many developing countries find it diflicult to implement them. The ILO has therefore been assisting those governments which request it to adapt and apply the Meeting's Conclusions to their specific conditions and requirements. This is done by advisory surveys carried out in full collaboration with the national ATC authorities and the air traffic controllers. Five such surveys have been compieted so far. and the feedbackfrom the controllers shows that they have helped in achieving certain improvements in the ATCsystems. [n late 1989. ILO/lFATCA relations acquired a new dimension when. at the request of your Federation. the ILO carried out a manpower and training needs survey in Tanzania's ATS. This also was the first joint ILO/ICAO mission. The survey"s findings were submitted to the

17

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FROM STANLEYTHORNES TeachirgMarual

by LFLEVESON with MARTIN CASS

• Ideal for ab-initio training and in-service refresher courses.

• All procedures and phraseology are based on the 1984 ICAO Manual of Radio Telephony.

• Listening and role-play lead to realistic communication in British and American English.

• Designed for air-traffic controllers and pilots who are not native English speakers to develop communication skills.

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Tel: (0242) 228888. Tele x: 43592. Fax: (0242) 221914

18

CONFERENCE

REPORT _____

_

ding contributionto this committeeby Mr. Nagid of ICAO. His advice, his commentand his workingpaperswere of greatbenefitto us.

Manynew policieshavecomeout of CommitteeB and I do not intendto list them.Sufficeto say theyare all important. I would, however, like to extend our thanksto BrianJacobiwho, forpersonal reasons, is unableto continueas chainnanof SCI. Hischainnanshiphas beenoutstanding, hisdedication hasbeen of thehighestorder.

I FATCAPresident'sFinal Address The Technical Panel this year was wellattended. Discussionswiththe CorporateMemberswill,I believe, result in an even betterand morecomprehensiveexhibitionand panel next year. I would like to thank Mike Dooling for his support and untiring efforts on behalfof the Federationover the past year. Once again, we lose the services of a valuablepersonas a resultof staffshortages and the effecton the family of thoseinvolvedin IFATCAbusiness.

Jn CommitteeC, as expected,there has been livelydebate. I am pleased, however, that the end resultshavebeenwithoutacrimony.One of the fundamentalthemesof thecommittee'sdeliberation s hasbeenthatthecontrollermust remainthe key elementof the ATCsystem and must retain the overallcontrol functionof the system. Safeguardsmust be establishedto ensure that the controllerremainstheactive, ratherthanpassive, userof an automatedsystem.

I wouldalso like to mentionthe valuableinputfromour longstandingfriend from the !LO, Avi Gil. Over the years,Avi has been most supportive of our profession.

As] conclude,I wouldlike to offer my congratulationsto Edge Green for the way in which he has managedthe secretariatat his first conference as ExecutiveSecretary. It was a dauntingtask, undertakenvery successfully.

Apart from a new ExecutiveSecretarywe will start the fFATCAyear with a new Editorfor "The Controller ". I welcomeTen-yCrowhurstto the IFATCA team. I also wishto thank,once again, Harri Henschler who has carried on the oftenthankless task of Editorfor the past five years. Underhis guidance "The Controller " hasgrownanddevelopedintoa top-qualitypublication.

Now to the organization- as good as any conferencewe have ever had. I am advisedthat the staff of the secretariatwere fantastic, the equipment was excellent.Our thanks must alsogo to the organizingcommitteewho set it all up. Theydid a fantasticjob.

At the start of the conferenceI mentionedthe theme of the Republic of Trinidadand Tobago: "Togetherwe strive,togetherwe achieve".The results of this conferenceare a testimonyto the mottoof our hostcountry.

Therehavebeenarguments,therehave been differences and occasionallya degreeof acrimony,but in the end all havebeen resolved in a mature, professionaland amicablemanner.I thankyou all for yourhelp.

MayI wishyou a safejourney home, and a few days on a beach, and I look forwardto seeing you all in Bournemouth. ' The Presidentof IFATCAwas followedby SamuelLampkin, chairmanof the host association, who thankedall participants for their cooperation and patienceand then officiallyclosed the lFATCA1991Annual Conferencein Portof Spain.

No doubt, many of the conference participants took advantage of having traveledto T&T and the Caribbeanin order to enjoy the marvellous temperatures, sights, and the hospitality of the area. No doubt, also, some sunburns were acquired - this only takes a short period of time if care is not taken. But, unquestionably, all participants felt indebted to the host associations and its volunteers and will have taken home lasting memories of a pleasant conference.

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THE CONTROLLER/

JUNE 1991

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Doc 4444), additional delays and capacity constraints at major airports were encountered.

The strength of the vortices is governed by the mass, speed and shape of the wing of the wakegenerating aircraft, but mass is the primary factor. The heavier the aircraft, and the cleaner (no flaps or other wing configurations)or the slower the aircraft, the more intense and dangerous the wake turbulence will be behind it.

Trailing vortices have certain behaviouralcharacteristics. First, they are generated from the moment the aircraft leaves the ground and up to the moment the aircraft touches down, since they are a by-product of wing lift. Trailing vortices sink at a rate of about 120 to 150 m per minute and tend to level off and remain over a substantial part of the runway surface. They also tend to drift to the sides and affect aircraft operations on a parallel runway, if its centre line is spaced by less than 760 m from the centre line of the other runway.

The strength of trailing vortices diminishes with time and distance behind the generating aircraft; also cross-winds help in hastening their dissipation. However, pilots and air traffic controllers should be aware that these rotating air masses are invisible, and they tend to persist over the runway for a considerable period of time after the aircraft that generated them has passed.

Pilot should be alert, especially to any large aircraft upwind from their approach or take-off flight paths.

WAKETURBULENCE¡ THE INVISIBLE ENEMY 0 Giora Nag id Techni cal Offic er. Rules of the Air. Air Traff ic Services and Search & Rescue Section ICAO Air Navigation Bureau (Montr ea l) (EDITOR'S NOTE:THE ARTICLEBELOWFIRSTAPPEARED IN '(CAOJOURNAL ' AND IS REPRINTED HEREWITH PERMISSION.)

ake turbulence, or wake vortex, describes the effect of the rotating air masses generatedbehind the wing tips of every aircraft in flightas a result of generating lift. For those entering this swirling volume, it can be very hazardous-e specially during takeoffsand landings.

Aircraft lift is generated by the creation of a pressure differential over the wing surfaces; the lowest pressure occurs over the upper wing surface and the highest pressure under the wing. This pressure differential triggers the roll up of the airflow aft of the wing, resulting in swirling air masses trailing downstream of the aeroplane wing tips or helicopter rotorblade tips (see Figure I). After the roll up is completed, the wake vortices consists of two counter-rotating cylindrical air masses.

Although the phenomenon of aircraft wake turbulence has been known since the beginning of powered flight, it was only with the introduction of the large widebody turbojet aeroplanes that wake turbulence has become of increasing significance. It now constitutes one of the major problems confronting pilots, air traffic controllers and aerodrome operators.

The wake turbulence generated by large jet aircraft is most dangerous to any following aircraft, especially during the take-off, initial climb, final approach and landing phases of flight. The wake vortices from largejet aircraftcan present a particularly severe hazard to smaller aircraft which may inadvertently encounter them.

A following aircraft can be subjected ( I) to induced roll to an extent that exceeds its counter-control capability (Figure 2) or (2) to a critical loss of height or rate of climb and subsequent stresses which can cause significant structural damage to the aircraft.

W

material on wake-turbulence categorization of aircraft and increased longitudinal separation minima be included in the relevant !CAO documents with a view to upgrading its status to the level of Procedures fo r Air Navigation Services (PANS).

Thus, three categories of aircraft were classified. with the maximum certificated take-off mass being the determining factor: heavy (H) 136,000 kg or more; medium (M)- less than 136,000 kg but more than 7,000 kg; and light (L)-7 ,000 kg or less.

However, it should be noted that as a result of the increased separations behind heavy jets, which became effective in 1978 following the approval of Amendment No. IO to the ICA0 Proceduresfor Navigation Services- Rules of the Air and Air Traffic Services (PANS-RAC.

AIRCRAFTCLASSIFIEDBY MASS

Based on these assessments. the !CAO Ninth Air Navigation Conference (Montreal, 2 1 April - 14 May 1976) recommended that guidance TH E CONTROLLER / JUNE 1991

Figure I: Rotating air masses occur behind every aircraft in flight and they may sometimes be fatal. They can be avoided by applying wake-t11rb11le11ce separation minima.

19

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RECENT STUDIES PERFORMED

The increased longitudinal separation minima associated with wake turbulence creates additional delays which have affected the efficiency of major airports. Studies of the practicability of reducing the separation requirements imposed by wake turbulence have been carried out in several countries, most notably Canada. the etherlands and the United States.

These studies have focused on the concept of measuring and averaging wind speeds and directions near the approach end of a runway. comparing them with a wind-rose criterion used to determine whether the wake turbulence could be expected to be removed from the runway faster with a crosswind than with a head or tail wind. and displaying the results to the air traffic controllers by means of lights- a red light indicating a need for increased separation and a green light indicating that separation could be reduced.

The result of these studies were encouraging

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from the technical standpoint. However, practical implementation was not possible due to serious operational problems. It has been found that the incidence of transitions through red/green warning lights does not provide sufficient time for the controller to change the separation applied between various types of aircraft in an already established approach sequence. Therefore, further research in this respect was suspended.

In parallel with these studies, the !CAO Air Navigation Commission (ANC) also approved a recommendation which called for further work by the Secretariat aimed at upgrading the wake-turbulence guidance material to the status of the PANS, taking into account the research programmes by several States.

Based on the results of the !CAO study and following consultation with States, the ANC recently decided to recommend to the Council for approval a proposal to amend the PANSRAC wake-turbulence guidance material and to

COUNTER CONTROL

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upgrade it to the status of PANS. The amendment is envisaged for applicability in 1990.

In the meantime, identical guidance material on the wake-turbulence categorization of aircraft and increased longitudinal separation minima is contained in the !CAO Air Traff ic Services Pla1111i11 g Ma1111 al *. This guidance material will be updated soon to include nonradar (timed) wake-turbulence separation minima when light category aircraft (L ) follow medium category aircraft (M) , together with the newly increased radar separation minima from 7.4 km to 9.3 km in the same circumstances.

Because wake turbulence cannot be seen, its presence and location cannot be determined with precision. Therefore, air traffic controllers as well as pilots should thoroughly understand the likely situations where hazardous wake vortices may be encountered. Wake-turbulence separation minima should be applied for any situation not covered by other specified minima, whenever a controller believes there is a potential hazard due to wake turbulence.

At present, activities are underway in the Federal Republic of Germany and the United States to further investigate movement and rate of decay of wake turbulence using laser Doppler anemometers.

The U.S. Federal Aviation Administration (FM) research and development programmes also contain a development of advanced air traffic control systems and new radar displays intended to optimize use of airspace and runways while maintaining a realistic level or safety.

+

Figure 2. Jn a wake vortex, an aircraft can be rnbjected to induced roll, exceeding any co11 11t er-co11 trol capability.

''' Doc 9426: Part II. Section 5.

Chapter 3.

~ THE CONT ROLL ER,

Jo RNAL OF A IR TRAFFIC CONTROL, is pub li shed q uart erl y. I ssues appear end of Ma rch. June. Septe mb er and December.

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7

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SYSTEMS_________________

AIR TRAFFICCONTROL FLIGHTDATA PROCESSING SYSTEMS:

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FLIGHTDATAPROCESSING TECHNOLOGY

One of the first uses of automated Data Processing Systems for air traffic control dates back to the early 1960s when increases in the volume and speed of air traffic transiting the North Atlantic highlighted the need for an automatedATCsystem.

KEY TO EFFECTIVE AIRSPACE MANAGEMENT Developed by Transport Canada to assist controllers,through automation, to cope with steadily increasing air traffic transiting the SUMMARY busiestprocedurallycontrolled airspace in the Withnearlytwentyyears of air traffic control experience,CAE ElectronicsLtd., (CAE)has world, the Gander Automated Air Traffic developedan automatedFlight Data Processing System (FDPS)uniquelyapplicableto the System (GAATS)was first commissioned in managementof large airspaceareas containingboth non-radarand radarcontrolledairspace.

1967.Subsequent improvements were initiaThis system automates currently manual ATC operations which are time-consumingand ted and in 1981 an enhanced GAATSbecame proneto error,and providesreal time controlthroughdynamicdata and situationdisplayspreoperational. sentations.

The internationalapplicability of the proven A CAE Flight Data ProcessingSystem will be deliveredto Iceland in October 1991.With GAATStechnologieswas clearly recognizable 75% of its extensiveairspacebeyond radar coverage,the automationof its currentlymanual and in 1984 CAE acquired the GAATSrights and proceduralATCoperationsensuresIceland's continuedabilityto meetpresentandfuture from TransportCanada. forecastair trafficdemandswell into the 21st century.

The core GAATStechnologies, the proven Similarto Iceland,over 60% of the world's airspaceis controlledusingmanualandproceduconflict prediction and meteorological moderal ATCoperations.The automatedfunctionalityof this systemis directlyapplicable,andrealing algorithms, were isolated and enhanced dily adaptableto any ATCoperationand airspacestructure,worldwide. throughCAE's research and Development.

The distributed, modularsystemdesign enablesflexiblesizingto meetvaryingareacoveraThese proven and enhanced technologies, ge and workloadrequirements as well as full expansion capabilitiesincludingfuture ATC critical to the automationof the ATC environadvancementssuch as AutomaticDependent Surveillance(ADS).To meet a wide range of ment, form the foundation of CAE's current complexneeds,full FDPS functionalityof a single standaloneworkstationcan be expandedto FOPS.They have been integrated into powera fully integratedFlight/RadarData ProcessingSystem. ful low cost state-of-the-art processors and combined with off-the-shelf high resolution displaysand advanced man-machine interface techniquesenabling ease of use and increased urrent high levels of air traffic and the Withover 75%of Icelandiccontrolledairspace controllerproductivity. increasesprojectedfor the 1990sand into beyond radar coverage,and thus controlledby the 21st century are placing a serious manualandproceduraloperations,theautomation strain, with associatedrisk factors, on many of of itscurrentmanualtasksthroughtheimplementa- WORLDWIDEFOPS APPLICABILITY the world'sair trafficcontrolsystems. tion of a flight data processingsystemensures CAE'smodularFlightData ProcessingSystem Whereworldwidetotal radar control is logisti- Iceland'sabilityto cost-effectively andefficiently is applicable to any airspace worldwide. callyor economicallynot feasibledue to manageitsairspacewellintothe21stcentury.

Regardlessof the combined airspace makeup; • Largeairspacedimensions Jointly financed with the InternationalCivil controlled/uncontrolled, air routes/directroutes, • Site accessibility/maintainability difficulties AviationOrganization(ICAO),Icelandawarded over land or ocean, CAE's FOPS enables the • Climaticconstraintsor the contract for an automated Flight Data efficient control of large airspace areas, dyna• Financiallimitations, ProcessingSystemto CAEElectronics Ltd.(CAE) mically displaying all air traffic and detecting the continued ability to provide safe and effi- in 1989. potentialconflicts within the selected airspace cient airspacemanagementlies in the reduction Key factorsin Iceland'sdecisionwere CAE's coverage. of currentlymanualATCoperationsthroughthe establishedATCsystemsexpertise,theincorpora- This system can be used as either a standincreaseduse of automation. tionof CAEenhancements to operationally proven alone FOPSdisplayingaircraft positionsoutsiTransportCanadadeveloped FlightDataProcessing de radar coverage, or as an integrated technologies,the use of a distributedarchitecture flight/radardata processingsystem displaying AUTOMATED f LIGHTDATAPROCESSING andCAE'sextensiveman-machine interface (MMI) both radar and non-radarderived positioninforSYSTEMFOR!CELANO experience usedforcriticalsystemsapplications. mation.

To more effectivelyrespond to the increasing The modularnatureof this distributedsystem CAE's FOPS provides full functionality ranpresent and future demands of its area control ensuresexpansioncapabilities, includingtheincor- ging from a single workstation to a multicenterin Reykjavik,the IcelandicCivil Aviation poration of future ATC advancementssuch as workstationoperation with associated simulaAdministration(ICAA) embarked on an auto- AutomaticDependent Surveillance (ADS). tion/training capabilities and can therefore be mated air traffic control system modernization Iceland'sautomated ATCsystemwillbe delivered sizedto the workloadrequirementsof each speprojectin 1986. andinstalledin I991. cific location.

C

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THE CONTROLLER/ JUNE 1991

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AutomatedOceanicFDPS Workstalio11

MAJORSYSTEMBENEFITS

The modular nature of the system and its applicability to any airspace worldwide enables the use of existing software resultingin reduced development costs and shorter implementation schedules.

The elimination of time consuming manual plotting and estimating activities through automationprovidesincreased controller productivity and higher levels of user service. This results in immediate benefits to both the ATC provider and the airspaceuser through: • Increased flightsafety o conflictdetection o flightpath conformancemonitoring o minimumsafe altitude warning o overdueaircraftalerts • Increasedcontrollerproductivity o elimination of time-consuming manual tasks o accommodation of increasedtraffic with existingmanpower • Improvedquality of service o reduced requestresponsetimes o promptassessmentof direct routings o timely notificationof sigmets, pireps • Increased airline efficiency

THE CONTROLLER/ JUNE 1991

o increased availability of direct routes o optimumaltitude utilization o fuel savings o reduced flight times

FOPS SYSTEMSFUNCTIONS

CAE's Flight Data Processing system assists the controller within the system airspacecoverage through the followingautomatedfunctions: • Calculationof estimated flight and fix-times for all flight operations, both on and off fixed routes.

• Conflict prediction of flights: Aircraft-toAircraft Conflict Detection: Detects and alerts the controller if an aircraft's cleared route of flight will infringe on the protected airspace of any other flights within the system.

Aircraft to Airspace Conflict Detection: Detects and alerts the controller if the proposed route of flight is projected to enter a restricted/reservedairspace.

• Conflict Resolution: Upon automatic identification of potentialconflicts, conflict resolution options are presented if requested by the controller.

• Flight Path Conformance Monitoring:

Verifies flight conformance to its clearance in terms of currentposition, time, altitude and future intentions.

• Minimum Safe Altitude Warning: Ensures that IFR flights in the system are planned at levels/altitudesabove the minimumsafe altitude and that any clearances entered also provide adequate terrain clearance.

• Automatic printing of flight progress strips at appropriatecontrol sector .

• Display of all flight and aircraft positional data on high resolutioncontroller workstations.

Although full automated FOPS functionality can be achievedwithoutdisplays. controller productivity is further increased through a selection of data presentation methods ranging from tabular to fully integrated electronic flight progress strip and dynamic real time situation display workstations.

In addition, if digitized radar data is available, the incorporation of radar data processing allows the presentation of radar derived information at the same controller workstation, resulting in a fully integrated flight/Radar data processing system.

• System expansion capability enabling the integration of emerging technologies such as AutomaticDependentSurveillance (ADS).

23

__________________

SYSTEMS _________________

_

FDPS ARCHITECTURE

The distributed processing system communicates over a Local Area Network (LAN) and is capable of interfacing with existing or planned additional processors such as Radar Data Processing Systems (RDPS), ATC Training Simulators or ATC Development Systems, in a straightforwardand consistent manner.

Nothing In CAE's FDPS design precludes the processingof data from or the provision of data to existingor future systems.

The system maximizes the use of off-the-shelf hardwarecomponents, which have been selected with industry standard interfaces in mind, to implement an architecture which can be extended to serve evolving customer needs.

The distributed and modular architecture of the system results in the following benefits: • ReducedCost Distributed systems use several much lower

costcompute rs to achievethe same function ality with higher reliability.

• Flexibilityof Sizing The distributed architecture and modularity of the system allow sizing to meet specific needs at each location. varying from a single self contained FDPS controller workstation to a multipleworkstation integrated system.

• FlexiblePhysical Layout __________________

Oceanic Control WindowDisplay Techniques

The LAN provides the means by which the equipment may be physically located to suit the specific requirements of each ATClocation.

• Ease of Installation The LAN minimizes the amount of cabling to be required at the site.

• Flexibilityof Expansion The modularity of the system permits easy addition of equipment. System expansion and the addition of new functions may be implemented as and when required.

+

OPERATIONS _________________

_

SYSTEMFAILURE,TOTA A 0 Roger Elsberg. Swedish ATCA THE 11TH OF JUNE 1990 IS A DAYTO REMEMBERAT STOCKHOLMACC. AT 1459 UTC WE HADA SERIOUSFAILURE. FOR TWO HOURS, WE WERE COMPLETELYWITHOUT COMPUTERS. DURING THE FIRST HOUR, WE WERE ALSO TOTALLYWITHOUT RADAR DATA IN THE STOCKHOLM FIR. IT STARTEDAT 1459 WITH AN ALARM SIGNALTELLINGUS WHATWE HAD ALREADYNOTICED. NoCOMPUTERS,AND EVERYRADARSCREENBLANK.

Wat

had happened?

Youknow from experience that failures happen.

No technical equipment is foolproof. We had had failures before. with no computers and no radar data. These outages had normally gone on for a few minutes, but not this time.

Deep down in the bottom of your heart you believe that the equipment will start to work again. But this time. it was not so. After a few minutes it was totally clear that this time the shut clown would be a long one. The question arises: How do we deal with air traffic in the Stockholm FIR without any equipment. except radio·)

24

To understand the dilemma, one must know that in StockholmFIR, ATCis primarily based on the use of radar. Many direct routes are used above FL245. Almost the whole FIR is like a large TMA with climb and descentphases to and from Arlanda Airpo11. Most separation is radarseparation. An innate trust in the equipment left us with almost no nonradar procedures, both outside and especially inside Stockholm TMA. What to do?

The answer to thatquestion is, of course, stop the trafficimmediately.

HOW? You have to improvise and improvise quickly.

Every clearance for traffic on the ground in the

FIR was canceled immediate ly. Adjacent ACCs was informed that no !FR traffic would be accepted. All traffic which had not entered Stockholm FIR used their en-route alternates. All traffic in close proximity to the FIR border was turned away and landed at airports all over Scandinavia.

At Arlanda Airport we soon had a queue of twenty aircraft waiting for take-off. Ali of them had to return to the ramp. What to do with a sky full of aircraft and a TMA with almost no non-radar separation procedures~ A NOTAM was sent declaring that no lFR traffic would be accepted. This is the first time. to my knowledge. that this has happened. The NOTAM, of course. caused delays for traffic all over Europe with destinations inside Stockholm FIR.

THE CONTROLLER / JUNE 1991

----------

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R.'..'.::A~T~I0~N~S::1 -----------

-------

a: u..

2 __J 0 I

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TMA FL 245 1000 GND FL 245 2000 MSL FL245 1500 MSL

cl g), h)

L

Sector UPPSALA

FL 245 4500 MSL 4500 MSL 1000 GND

\

I

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/ NORRGRUNDSVENSKA BJORN

I I

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II I I I \

\

I

ES R 71 40500 MSL GND

ES D 175 40500 MSL GND

l

I

I

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,

I I+ f-1-r+--

+-~ -, :

~----------------Excerptof Stockholm LowerAirspaceEn-routeChart

THE CONTROLLER/ JUNE 1991

-

--

--------

-

--

-

-

25

__________________

Q'.::::~P_':E:..'_R~A~T~IO~N~S:'.------ ---

1-..,.

-------

....._ ...........

StockholmACC En-routeSectors. (Courtesy of Anders Holmstrom)

How to deal with the traffic already in the FIR? - Establish altitude separation. We had to use emergency separation of 500/1OOOft a few times.

- No direct routes allowed. Use strictly the airways. Keep the traffic inside your sector in order to minimizecoordination.

- We asked for and received some radar assistance from Malmo and Sundsvall Aces. We also received radar support from an ATC unit just south of StockholmTMA, bstgota Terminal Control.

With support from the above mentioned unit, and with non-radar separation established as soon as possible, we managed to deal with this very hazardous situation. Every available controller worked hard. We had a team circulating and supporting every area sector or TMA sector calling for assistance.

What to do in a crowded TMA like StockholmTMA? As I said before. we have almost no non-radar procedures inside the TMA. Our system is based on the use of at least one radar station.

Well!

Once again, altitude separation as soon as possible. Stop the traffic in nearest holding patterns. All traffic towards TMA was stopped by ACC at holding points outside TMA. Traffic inside TMA was stopped at COR. TEB. ERK, LNA. and NTL. international holding points.

26

Runway 26 in use for landings at Arlanda.

Runway 30 in use for trafficto/fromBromma.

Radar-separated aircraft on finals below 3,500 ft were informed about proceeding traffic and could maintain their own separation in VMC. Every aircraft on the ground for departure at Arlanda and Brommaairports was stopped.

From TRS, ARS, HMR, COR, NTL, LNA holding points, we took the traffic non-radar separated to TEB and ERKholding. Established in the holding patterns (TEB, ERK)we took one aircraft at the time towards EA (OL RWY26).

At 3,500 ft descending they became visual and could make a visual approach.

SUMMARY

- No incidents werereported.

- No hazardoussituations reported.

- Despite no radar and no computers, a flow of traffic was maintained.

CONTRIBUTING FACTORS WHYTHINGS SOWELL

- A very professional personnel managed to solve difficult problems under great stress. This includedalso the technical personnel.

- The supervisor's decision to stop all !FR traffic immediately.

- The team circulating and helping controllers who requiredassistance.

- Good weatherconditions.

- Radar assistance received from adjacent ATCunits.

Some !FR flights to Bromma airport (smaller aircraft) accepted to descent in holding patterns outside TMA, canceled their !FR flight plans and proceeded VFR below TMA. After one hour ( 1600UTC) , we had one radar station back in use, one of five. We could then allow departures from Arlanda. We had to establish a traffic flow. The NOTAM accepting no !FR traffic towards Stockholm FIR was canceled. Of course, we had flow restrictions issued instead.

During the outage ( 1459- 1650), we managed to handle 24 landings and 18 normal departures from Arlanda. That is approsimately 25 - 30 % of normal traffic at that time of day. Some flights were canceled. Other flights were delayed by a couple of hours.

Howcouldit happen?

It was subsequently established that a single mistake was committed with the incoming electric power. This resulted in a short-circuiting and every fuse to our radar screens and EDDs was released.

Several commissions, including The Board of Accident Investigation, are looking into this event.

It is remarkable that a simple mistake in moving the wrong switch couls result in such a serious event. In a technically advanced system like this, one should not be able to make a mistake like that.

Let us hope a failure like this belongs to history'+

THE CONTROLLER / JUNE 1991

"MANAGING THE HUMANELEMENT OF ATC" THE CONTROLLER, March 91, p.

6

As an air trafficcontrollerand aviationpsychologistI highlyappreciate,that the humanelementin ATCis broughtto the forefront,becausein my mindit has beenovertakenby rapidtechnicaldevelopmentin recentyears.

I fully agree with the statementby Mr Galibertthat ATSadministrations shouldbe in a positionto hirestaffat shortnoticeand to trainstaffefficiently andcost-effectively.

Howeveras far as Germanyis concerned,I cannotagreethat recruitmentis basedmainlyon formalor academiccriteria.

On the contrary,the "new"selectionsystemestablishedby BFS in I982 is basedon a broadrangeof psychological criteriacarefullymatchedto the tasks beingperformedin ATC. The systemused by BFS was developedby DLR (DeutscheForschungsund Versuchsanstalt), InstituteforAviationMedicine,Departmentfor Aviation Psychology,Sportallee54, 4000 Hamburgin close cooperationwith BFS (Bundesanstalt fur Flugsicherung, Opernplatz14,6000Frankfurt/Main I).

Thetestsystemusedis appliedin thefollowingway: A largenumberof writtentestsare presentedin a preselectionsteplasting2 days.Theycoverthe followingareasof aptitude:- Englishlanguage(2 tests)Aviationknowledge(I test,informativeonly)- Rangeof interests(I test,informativeonly)- Technicalunderstanding (I test)- Mathematico-logical reasoning (containingnumberfacilityand reasoning(3 tests)- Spacialorientation (3 tests) - Memorising(shortterm- vs. associativememoryon bothvisualand auditiveclues), 2 tests - Perceptionof speed (relatedto visual as well as to auditiveclues;4 tests)- Vigilance(relatedto visualas wellas to auditiveinformation,computerbased test) - Personalitytraits (measuredby meansof a questionnairedifferentiating variouslevelsof traitslike rigidity,extroversion, dominance,striving,vitality,sensitivityetc.)

After the results of all these tests have been analyseda board checks the resultsanddecideswhois to remainfor furthertests.

For those applicantscarryingon, the next step is a set of three computerbasedaptitudetestscloselylinkedto operationaltaskscoveringareasof multiple tasking,time sharingand high workload,speed reaction,handlingof simpleATCproblemsetc.

In paralleltheoralEnglishtestis performed.

Whenthe resultsof thesetestsare available,a furtherselectionprocesstakes place.

Candidatescarryingon are takenfor the "structuredinterviewlastingover one hourper applicantandcoveringareassuchas childhood,schooling,family,individualdevelopment, motivation,relationto aviationetc.

Thereafterthe board(3 membersfromBFSwithextensiveATCandtraining experienceand2 aviationpsychologistfromDLR)makesthe finaldecisionas far as aptitudeand personalityis concerned.Successfulcandidatesarc finally submittedto a medicalexaminationfor a thoroughcheckup.

The implementationof this test system- which is of course permanently monitoredand evaluated- led to a drasticreductionof dropout rates during training(below18%).In my opinionduringthe lastyearsthe systemusedhas indicateda stepin the rightdirection.

THE CONTROLLER,

March 91, p. 15

(GATCO)wishes to dispute most strongly the fact that ATC 91 was the "first Europeanexhibition exclusively devoted to ATCproducts, services and equipment" (The Controller Vol 30. N°1 Page 15, March 91). The Guild has been holding Convexes for over 37 years, the first being in I 954, and despite some political opinions, the UK is part of Europeand therefore,CONVEXesare European.CONVEXis the combination of a Conferenceon ATCand an ATCrelated Exhibition, the latest one in 1989chosethe subjectof 'UnitingEurope's Skies' for its theme.

The Guild wishes to point out that, if it were not hosting IFATCA'92at the BournemouthInternationalCentre(BIC),Bournemouth,England,between 22nd and 27th March 1992,there would have been CONVEX 91 and there will be CONVEX93! It, like IFATCA'92,will be held at the BIC, but in October I 993. CONVEX93 and IFATCA'92will be holding extensive ATC related Exhibitions and GATCOhopes to have as many 'visitors' from far morecountriesthan ATC91.

As far as the ATC 9 I Conference was concerned, GATCO requested from the organizersa waiver of the ÂŁ350 RegistrationFee so that it could afford to send representativesas they, the organizers, had told the Guild "ATCOsare who this Conferenceis aimed at". However,the waiver was not to be, nor was an offer of a reducedFee, so regretfully,because of the Registration Fee and the expense of accommodation we, and probably manyother MemberAssociationsor individualATCOs,could not afford to attend. This, of course, meant that ATCOinput was limited. Whilst it is an excellentidea to have the subject of ATCaired at Conferences, surely the presence of ATCOsis paramount. To encourage their attendance at IFATCAConferences and CONVEXesRegistration Fees are kept to a minimum.

In summary, GATCO, not ATC 91, held the first European ATC Exhibition,whichwas and is associatedwith its CONVEX. IFATCA'92in March 1992,will have an extensiveATCExhibitionof over 40 standa in the magnificent"PurbeckHall",a newlyconstructed,purposebuilt exhibition area withinthe BIC. CONVEX93 will be held in October 1993at the BIC with an equallyextensiveexhibition,as well as a topical Conference subject. GATCOseeks the supportof all MAs and ATCOsfor both IFATCA'92 and CONVEX 93, which are not commercially driven and are accessibleto all, notjust to those whocan affordit!

0 John Dancer Director IFATCA Liaison GATCO

LETTERS TOTHEEDITOR AREENCOURAGED ANDAPPRECIATED

O I . Deuchert, Dip!. -Psych.

Bundesanstalt fur Flugsicherung Zentralstelle Bundesanstalt fur Flugsicherung, Postfach 10 04 44 6000 Frankfurt am Main I THE CONTROLLER / JUNE 1991

27

__

______

__

HUMAN FACTORS _________

_

AGE NDA JUNE91 13-23 PARIS AIR SHOW, Le Bourget, France. Contact GIFAS, Tel +33 1 47 23 55 56 FAX+33 I 40 70 914 1 27-30 IFATCA Executive Board Meeting, Moscow, UDSSR. Contact E.G.HGreenTel +44 628 23 699 FAX +44 628 781 941

JULY91 2-4 AIRPORT '91. Airport and Airline equippment and services exhibition, Heathrow Penta Hotel London, UK. Incorporating'Airport 2000' Conference.

Contact Airport Exhibitions. Tel +44 202 392 066 Fax +44 202 304 791 31- 1 August. IFATCA SC IV Meeting , Maastricht

AUGUST91 7- 11AIRSHOWCA ADA, International Aerospace Tradeshow, Symposium and Flying Display. at Abbotsford, BC. Contact Airshow Canada Tel + I 604 852 4600 Fax + l 604 852 3704

SEPTEMBER 91 27-30 IFATCA Executive Board Meeting, Christchurch, New Zealand.

Contact E.G.H Green Tel +44 628 23 699 FAX+44 628 78 I 941 5-7 Business & Light Aviation Exhibition, North Weald Airfield. Essex.

Contact B&LA tel +44 378 822 2 10 Fax +44 378 822 238

24-27 InterAirport. International Airport Exhibition, Frankfurt/Main, Germany.

ContactInternational Airport Expositions.

UK + 44 7072 75 641.

17-2 I DAYTON Air Show, WrightPatterson AFB. Dayton, Ohio. tel + I 513 898 5901.

28

CRITICALNC STRESS E IN AR RAFI

N

0 Mike Doo ling IFATC A Executive Vice Preside nt, Tec hni ca l, 1989 - 9 1

ONE AFTERNOON,IN A RADARAPPROACHCONTROLSECTOR,AN A310 AIRBUS AND CORPORATE LEARJETON VECTORSTO FINALAPPROACH MISSEDEACHOTHERBY LESSTHAN 200 FT VERTICALLY WHILE THE RADARTARGETSMERGEDTOGETHER. THEREWEREFOURTERMINALRADARSPECIALISTS, ONE ENR0UTECONTROLLER AND A TRAINEEINVOLVED.ALL WEREVISIBLYSHAKENAND UNABLETO RETURNTO DUTY ON A SHIFT THAT ALREADYCONTAINEDTHE ADDITIONAL PRESSUREOF SHORT STAFFING. A TERMINALCONTROLLERPRESENTAT THE TIME OF THE INCIDENTAND A MEMBEROF THE AIR TRAFFIC CONTROLCRITICALINCIDENTDEBRIEFINGTEAM, MADEA DECISIONTO REQUEST A FORMALCRITICALINCIDENTSTRESSDEBRIEFING(CISD) AFTERASSESSINGTHE SITUATIONAND THE INDIVIDUALCONTROLLERS' REACTIONS. THE DEBRIEFING WASVOLUNTARY, MADEAVAILABLE TO ALL INVOLVEDPERSONNEL (MANAGEMENT EXCLUDED) , AND HELDAWAYFROMTHE WORKSITE.

near collision of this type would understandably upset almost everyone involved.

The investigation process adds impact.

The pressure to return to a short staffed crew adds impact. And the feelings of guilt. or doubt, could contribute to the critical nature. Many of these feelings are temporary, however some individuals could experience long term detrimental effects resulting in health problems, shortened careers. deteriorating family relationships etc.

In this case, a two-person debriefing team (a trained health professional and controller) reduced the possibility of long term effects by stepping in quickly to help. All six controllers reported positive results. Three returned to work the next clay and the other three the clay after. Followup has been positive.

A

CRITICAL INCIDENTSTRESSIS ANY EVENTTHAT CAUSESUNUSUALLY STRONGREACTIONS WHICH HAS THE POTENTIALTO OVERWHELM THE CAPACITIES OF A PERSONTO COPEWITH THE INCIDENT.

It may be a large-scale airline disaster, or an operational irregularity such as a near collision, or loss of separation. The type of event is not as important as the impacl the event has on the people exposed to it. When the impact is negative and powerful, controllers need a critical incident stress debriefing.

Developed by Dr. Jeffery Mitchell. a Baltimore psychologist specializing in crisis intervention and critical incident stress debriefings. a Critical Incident Stress Debriefing is a

process designed to mitigate the impact on a critical incident.

It focuses on information and awareness, not therapy, and consists of training/sensitization programs prior to a traumatic incident as well as intervention during and after the fact. It encourages group support during critical situations and also reduces the fallacy of uniqueness, eg: "I am the only person who feels this way".

THE CISD IS DESIGNEDTO ACCELERATENORMAL RECOVERYIN NORMAL PEOPLEWHOARE EXPERIENCING THE NORMALSIGNS, SYMPTOMS AND REACTIO NS TO TOTALLY ABNORMAL EVENTS.

A formal CISD team usually consists of a health or mental health professional and a number of individuals from the same or similar occupations as those involved in the occurrence (peers).

A formal debriefing session is led by a trained team and usually takes three hours to complete. This type of intervention accounts for approx. 5% of what a team deals with. For the majority of ATC incidents the team would act on an informal basis. immediately after the fact. These sessions may last up to 45 minutes. and will determine if a formal debriefing is needed. The trained peer debriefers will. in most cases handle these situations on a one-toone basis .

In defining a Critical Incident in Air Traffic Control we have identified three main caregories:

THE CONTROLLER / JUNE 1991

_________

HUMAN FACTORS ________

_

AGENDA OCTOBER 91 7-15 TELECOM 91 - 6th World TelecommunicationExhibition, Geneva, Switzerland.ContactITU, tel + 4122 730 51 60, Fax +4122733 72 56.

19-20 IFATCARegional Meeting EUR, Helsinki 20-21 IFATCARegional Meeting AMA, San Jose TypeA: Any incident with loss of life or serious injury; TypeB: Operational irregularity - usually a single incident: (i) Technicalloss of separation, (ii) Near collision; Type C: Cumulativein a career or "pile up" effect.

In ATC, the investigation process, media scrutiny and any number of "in house" interactions add impact to the various types of incidents. The trained debriefers must be flexible enough to recognize and deal with all the variations (i.e.: someone from outside the ATC system will have difficulties). In ATC, the controller is often involved before, during and after the fact.

Another unwritten impact is the underlying responsibility link that is part of the fabric of ATC. Controllers are involved with the aircraft and communicate with the pilots: the aviation family. Thus a VFR controller who watches a plane go in and burn, or an IFR controller who is cut off mid sentence and watches the image disappear from the screen have just lost a part of their work family, and they are left helpless ... then the investigation process begins.

In a debriefing, controllers are encouraged to discuss their own feelings and reactions under the guidance of their peers. The event is talked about, but not for critiquing purposes.

Instead, people express themselvesand their reactions to their work in the unit and the events surrounding the occurrence. The people are also given examples of coping skills which may assist recovery and this information depends on the critical incident and post trauma consequence. The ideal time for CISD is within 24 to 72 hours after the incident. although some are done earlier and others much later.

THE CONTROLLER/ JUNE 1991

JULY 1989, UNITED232, A DC10 ENRDUTE FROM DENVERTO CHICAGOREPORTEDCOM· PLETEHYDRAULIC FAILUREANDWASDIVERTED TO SiouxCITY, IOWA. 35 MINUTESLATER THEAIRCRAFTCROSSED THEAIRPORTPERIME· TER FENCE, HAIRED FOR TOUCHDOWN • THE RIGHTWING CONTACTED THE GROUNDANDTHE AIRCRAFTCARTWHEELED ACROSSTHEINFIELD, EXPLODEDAND COVEREDTHE AREA WITH DEBRISANDBODIES.

Here is an examplewhere front line emergency responders i.e., police, fire, and ambulance received immediate support but somehow the controllerswere left out of the process. After 5 1/2 weeks, a CanadianCISD team were able to interveneand help becausethey spoke the same international language of ATC. Although the time delay was great, long term problemswere identified by the team and support made available through local resourcesfor those controllers who requiredfollowup.

A successfulprogram in an air traffic control environment must have a strong peer support base tied in with professionaleducation.support and direction.

The grass roots support networkthat has subsequently developedhas encourageda number of controllersto addressmany problemsrelated to long and short term effects of a critical incident(s).

Controllersare a valuableresourcein the aviation industry,let us lookafter them.

+

For more information on critical incident stress related to ATC,the author can be contacted:

25-28 IFATCARegional Meeting ASP, Colombo

NOVEMBER 91 3-7 DUBAI '91. InternationalAerospace and Defence Exhibition Dubai, United Arab Emirates. Contact Fairs & ExhibitionsLtd. London tel + 4471 935 85 37 Fax+ 4471 935 81 61.

6-9 AIRTRAN'91, Aeronautics and Air Traffic Control Exibition, Palma de Mallorca, Spain. Contact IFEBAL, Tel (3471)45 55 00 Fax (3471)45 1221.

DECEMBER 91 7-8 IFATCA Regional Meeting AFI, Casablanca

MARCH92 23-27 March IFATCA '92, Conference and Exhibition, Bournemouth International Centre, Bournemouth, United Kingdom.

Contact John Dancer, ChairmanIFATCAOrganisingCommittee, Tel +44 372 723003 or Philip Atlay, Exhibition Manager, LATCC, Porters Way, West Drayton, Middlesex UB 10 9AX,Tel +44 895 426 098.

Mike Dooling Vancouver Area Control Centre Richmond B.C. V7B 189 Canada

Phone: +(604) 271-2369

29

_________________

FUTURE SYSTEMS, _______________

_

SOUTHERN STARS 0 David Woolley Former commercial pilot, air traffic controller and editor of Airports International, David Woolley is now a freelance journalist who writes for Airline Executive International and other air transport journals.

egend has it that the aircraft operating the world's first commercial jet service, from London to Johannesburg, arrived at its first intermediate stop Jong before the details of its flightplanhad reached the controllersthere. The message, limping its way through a succession of cumbersomeproceduresand radio relays, had moved significantlymore slowly than the aeroplane. In some ways, and in some places, little has changedin the intervening38 years.

Civil aviation today is a remarkable blend of sophistication in the air and communications inadequacyon the ground. Take India. Here is a country with the ability to put its own satellites into space. Its domestic carrier, Indian Airlines, flies about ten million passengers a year and is currently introducinga fleet of A320s, the most advancedairlinertype now flying.

Yet at some Indian airports you can still find operatorstappingout flightplandata with Morse code keys. It is true that teleprintercircuitshave now almost supplantedwireless telegraphy,and that modem digital switchingsystemsare in use at the country's four international airports. But, given the size of India and its dependenceon air transport,there is still a great deal to be done.

India's National Airports Authority knows which way it wants to go. It plans to introduce fixed satcoms - linking one point on the ground with another - for the transmissionof flightplans and other safety information,and for voice links between air traffic control centres. Eventuallya controller will be able to get through to a colleague in anothercentre,perhaps 1,500kmaway, in 15 seconds. At the moment it can take threequarters of an hour over inadequate telephone lines.

How soon these improvements come about depends on the resolutionby the Indian authorities of financialand organisationaluncertainties rather than technical ones. Elsewhere in the developing world, nations trying to follow India's example face an additional obstacle in the form of an almostcompletelack of technical expertise.

Compounding the problem is the outdated nature of the communications infrastructure in many of these nations. For instance, in places

the aeronauticalfixed telecommunicationsnetwork (AFTN) still shows traces of its original "receive-and-forward" structure, dating from Morse code days. Underthis arrangement,each station receives messagesand retransmitsthem to the next stationalongthe routeof the aircraft.

A chain is only as strong as its weakestlink, however,and an equipmentfailurehere or a war there can stop the stream of messages in its tracks. It was in fact the onset of civil war in Chad some years ago that cut the main AFTN link betweenEuropeand sub-SaharanAfrica.

Today's AFTN is a low-speed teletype network operatingat 50 baud (thougha high-speed ASCII-typedigitalnetworkcoversthe USAand part of Europe).UnderICAO's guidancemuch has been done to build alternative routeings, some of thembasedon satellitecircuits,into the worldwideAFTN.But weak-and missinglinks still abound.

Direct speech circuits between adjacent air trafficcontrolcentres- oftena thousandmilesor more apart - form anotheressentialelementof the fixed telecommunicationsservice.In North Africa, around the west coast of the continent and in southernAfricamostof the directspeech circuits specified in ICAO's regional Air Navigation Plans (ANP) have been provided.

But in centralAfricathereare enormousgaps.

Underthe ANP,Khartoumshouldbe linkedto 11 adjacent centres ranging from Tripoli to Jeddah and Nairobi. None of these links have been implemented.Brazzavilleis similarlyisolated,whileKinshasahas onlyone circuit.

A commonproblem- in the busynorthernsector of the IndianOcean,for example,or in large areas of South America - is that for want of dedicated speech circuits controllers use HF mobilefrequenciesto talk to each other,interfering withaircraftcommunications.

It is clear that satellitecommunications- both fixed, as contemplatedby India,and mobile,as providedby Inmarsat- couldhelp to remedythe situation. The part that mobile satcoms could play is currently the subject of a joint Inmarsat/lCAOproject.

The first task has been to surveythe extent of the communicationsproblemand a recentstudy

by Hance Legere, a former chief of ICAO's

Comms Section, forms the basis of this work.

The picture that emerges, according to Inmarsat air traffic services specialist Victor Bochkarev, is one of many deficiencies, "though basically the situationis tolerable."

The study focused on Chile, Argentina and Uruguayin particular.South America was chosen in preference to Africa for the initial work becauseit has a larger air transport industry and presentsfewer practicaldifficultiesto the researcher, according to Bochkarev. "This study has given lnmarsat its first real understandingof the situation,"he says.

The next step will probablybe a detailed study of the infrastructurein Brazil,with an attempt to comparethe present system in that country with a satellite-basedsystem and assess the economic benefitsof the latter.

Most of the world's airspace is without radar and VHF radio cover. High-frequency radio, with all its shortcomings,is the main communications medium and procedural control, based on pilots' positionreports, is the norm.

Procedural control is generally effective in preventingcollisions- the air traffic controller's chief task - though it offers no safeguard against gross navigational errors, which still occur in spite of modernnavigationaids.

However accurate a pilot's position report, every communicationsdelay reduces the usefulness of the report and increases the uncertainty of the traffic situation. Increased separation is therefore needed and, in areas of dense traffic, aircraftare given less-than-optimumclearances, resultingin delays and wasted fuel.

Satellite systems offer a real hope of remedying this situation. Automatic dependent surveillance (ADS), supplying aircraft position reports via satellite datalink to give controllers an up-to-the-minute picture of their traffic, is now undergoingtrials on Pacific routes.

ADS could be in service on the main North Atlantic and Pacific airways within five years.

ICAO's Future Air Navigation Systems (FANS) Committee envisages an even bigger role for ADS, seeing it as the sole means of enroute surveillance not only in oceanic areas but also in land areas with low traffic density after the year 2000.

·-··-·-·---··---·--------------------------------------------

30

THE CONTROLLER / JUNE 1991

________________

Apart from its effects on airspace and airline efficiency,the advent of operational ADS will also contribute to safety. At present there is no air traffic control service at all in some parts of the developingworld. On some routes in India, for example,only an advisoryservice - with no positive separation of aircraft - is available. In parts of Africa ATCserviceis supposedlyavailable but has broken down under the burden of poorcommunicationsand lackof qualifiedstaff.

Ground radar, primary and secondary,is the conventionalmeansof supervisingthe progress of overland and coastal flights. Developing countriesare being pressedto install it, but it is an expensive option, requiring skilled maintenanceand operationsstaff.

Canada's solution to the problem of overseeingits vast airspaceis instructive.The Radar ModernisationProject (RAMP)is an ambitious scheme,now approachingcompletion,for coastto-coastsurveillanceof the busiestair routes.

A total of 39 radar stations is needed. For financialreasons manyof them have secondary surveillance radar only, making this the first time that SSR has been usedunsupportedby primary radar in a major area-coverageproject. In spite of such economies,the cost of RAMPstill comesout at around$ I billion.

For an advancedeconomylike that of Canada,

FUTURE SYSTEMS _______________

the planning and implementation of a largescale system like RAMP represents an interesting challenge. For a nation in the developing world it would be a nightmare of expense and complexity.The attractionof satellite-basedsystems is that they relieve individual nations of much of this financial and technical burden, being global in scale and not necessarilydependingon local resourcesfor their implementation.

The five elementsneededfor ADS - datalinks, avionics, satellite system, telecommunications links between earth stations and ATC centres, and processing systems at the centre - all exist or are beingimplemented.In theory,therefore,it should soon be possible to establish a global ATCsurveillance system covering oceans and deserts, rich nations and poor. The whole of Africa, for instance, could be covered from a singlecentre sited in any convenientplace.

But no-one should underestimatethe political pitfalls awaiting the ADS visionaries. Even in an increasinglyintegratedEurope, crisis action to deal with air traffic congestion has failed to result in a single unifiedstructure.Instead,there is a networkof closely co-ordinatedbut individually planned and operated national airspace systems.Persuadingsome of the uneasy neighbours of the developing world to accept even this degree of co-operationcould prove to be a

_

diplomatictask of the first order.

In the USA a commitmentto global solutions is matchedby realism about the probable timescale. Supra-nationalcontrol centres "make sense technically, but probably not politically," says FAA director of air traffic systems Joe Del Balzo."But maybetomorrow...?"

Before that tomorrow can dawn, there is still much to be done to make the satcoms case among the developing nations. According to some observers, they have shown a disappointing lack of interest in the work of the FANS Committee.

Ultimately it is the prospect of saving large amounts of money that will speak most eloquentlyto the debt-burdenedlands of the South.

For those that are disposed to listen, the FANS thinkers have come up with a pointer to the potential benefits of ADS. In its first report, publishedin 1988,the committeesuggestedthat the annual saving resulting from the introduction of satellite-aidedair traffic services worldwide could total as much as $6.6 billion - equal to the gross national products of several of the poorernationsput together.

+

(From Aeronautical Satellite News, No. 20, February 1991)

NEWS ____________________ NEWAIRTRAFFIC CONTROL SYSTEM

SIEMENS ATTHEPARISAIRSHOW

FRANFURT NUMBER ONEGATEWAY TOEASTERN EUROPE

At Le Bouget Siemenswill be representedby the Siemens Defence Electronics Group.

Besides the air defence systems, above all the combinedtotal capabilitiesin the field of air trafic managementwill be presented.

The exhibits will include the following systems in air trafficcontroland airportoperations: * Radar Data and Display Processing *Departure Co-ordination System SIPORT DEPCOS, interfacing all ATC working positions involved in the handling of departingair traffic. * Arrival Co-ordination System SIPORT ARRCOS, the transfer of DEPCOS into the area of arrivals. * SIPORT VCS, a ground-based, decentralized voice communication system for ground-to-air communication (control )er-to-pilot) as well as internal and external ground-to-groundcommunication, i.e., between controllers and adjacent control stations. * Turnkey Airport Management Capability (Airportdesignand projectmanagement). * MLS (MicrowaveLandingSystem).

With 58 weekly departures to East European destinations, Frankfurt Airport holds the lead amongthe majorairportsin WesternEurope. In the wake of the political changes in Eastern Europe,commercialair carriersexpandedservice to this region.

Rising passengerfigures to this region reflect Frankfurt's important position in air traffic to and from Eastern Europe. From 1980 to 1989 the average rate of increase per year was 6.4 percent. Between 1989 and 1990 passenger figuresin East Europeantraffic rose by as much as 20.8 percentto approximatelyI, 135,000.

The most importantEast Europeandestinations from Frankfurtare the URSS,with over 396,000 passengers,Poland,withover 187,OOO passengers, and Hungary,with 176,000passengersper year.

Cargo tonnageto EasternEurope also grew by nearly 20 percent. This represents an absolute increase of 2,000 metric tons in East European cargohandledat this airport.

FoRGREECE

The Greek Civil AviationAuthority has chosen Thomson-CSFfor the supplyof an air traffic control system covering the entire country.

The signature on this contract is expected to take place in the near future.

This programme includes a large air traffic control centre in Athens,offeringsophisticated functions,a simulatorfor controllertraining,an automaticmessageswitchingcentre,a complete telecommunication facility, and primary and secondaryradars, which will cover the national "en route"trafficand airportapproach.

The new air traffic control system will allow for better managementof the Greek air space, and will improveflightsafety.

_

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THE CONTROLLER/ JUNE 1991

31

____________________

MEDICAL __

_ ________________

_

SUAL RAINNG MPROVES ER 0 ANC ' EDUCES GUE 0 Dr. Le on Rev ien, O. D .

ALL VIDEO DISPLAYTERMINAL(VDT) OPERATORS,AT SOMETIME OR OTHER,AREVICTIMSOF VISUALFATIGUE,MUSCULARDISCOMFORT,DIFFICULTYIN CONCENTRATION AND DIFFICULTYIN FOCUSINGTHEIR EYESFROM PLACETO PLACE.THIS LEADSTO ERRORSAND MISTAKESIN PHYSICALAND MENTAL PERFO RMANCES. THERE ARE NUMEROUSOPTICAL, ANATOMICALAND PHYSICALFACTORSTHAT CAN INFLUENCEVISION WHENUSINGA VDT:OF COURSE, CONDITIONS SUCH AS PRESBYOPIA, M YOPIA, POORBINOCULARITY AND VARIOUSOTHERMEDICALCONDITIONS CANBE RESPONSIBLE. BUT, IN THE MAJORITYOF THE CASES, IT IS SIMPLYA MATTEROF POORVISUALSKILLS.

C

AUSES

Just what causes these problems when the individuals have good visual acuity?

There are everal causes and they include using both eyes for a jo b that they were not intended for. The normal position of the eyes is parallel and, in many cases, eyes are not kept parallel when viewing the screen which is situated within arms length.

This converging position of theeyes over a period of time causes stress of the interocular muscles in both eyes in maintaining a single image. This is an abnormally stressful position.

Focusing on a screen using bad contrasts of green and black requires added strain in interpreting gratings and also adds to visual fatigue and discomfort.

One of the underlying causes of errors and mistakes is excessive realignment and movement of the eyes from one fixed point to another such a moving the eyes from the screen to papers on the desk. This can cause not only fatigue but headaches and visual difficulties.

Vertical movement of the eyes tends to cause problems. too. The normal vergence movement that occurs when reading is a lateral movement which produces much less fatigue than does vertical movement. This is due mainly to the structure of the eye muscles which are required to realign and accurately synchronize the muscles in both eyes to accomplish vertical movement.

After images. flickering images. double effects. motion effects and waterfall illusions do not last long. But. they are indications of fatigue setting in and the individual losing concentration.

32

Glare, fingerprints on the screen, improper lighting and refractive errors left uncorrected are also direct causes of fatigue.

Still another factor influencing comfort is eye lubrication. VDT operators tend not to blink as frequently as people performing other tasks. Eye irritation from this staring effect is exacerbated by low humidity often found in improperly air conditioned rooms. In addition, holding the body in the same position for long periods of time contributes to fatigue.

All VDT users should focus on a distant object, look away from the terminal and move their head and body periodically for better comfort and less fatigue.

R EDUCINGPROBLEMS

Visual skills training can assist VDT users by improving their seeing skills and in training their eyes and brain to react more rapidly and with more ease. Sight is the primary channel of information, bringing 85% of all outside information to the brain. No other physical or mental activity affects our actions and reactions more than vision. Yet, we use only about 50% of our senses in our daily life, leaving much room for improvement.

Vision is a learned skill and can be improved ju st as we improve other parts of our bodies through training. Vision can be improved by conditioning throughexperience, association, recollection, repetition and usage. A good visual skills training program, available even for home use, improves concentration, speed and span of recognition. tracking, and speed and accuracy in recognizing and responding instantly to visual stimuli.

Awareness and judgement are improved,

resulting in faster and more accurate reactions and better physical and mental performance.

TESTING

Individuals using VDTs should receive a complete examination of their visual system on a regular basis. It should include tests for: visual acuity; contrast sensitivity; fundus examination; refraction for optical correction needed; eye muscle capabilities: speed and span of recognition; reaction time (both verbal and hand-eye); depth perception and spatial judgement capabilities; fatigue level; concentration and confidence levels.

Graphs should be maintained of each visual skill to determine if any changes are taking place. Contrast sensitivity is probably one of the most important factors in using a VDT. Reaction time and fatigue levels should be taken of all users before and after each work session and continuous graphs kept so that problems can be eliminated beforthey become serious.

The effective performance of the most powerful rocket that man can build is dependent on its guidance system. Vision is the main guidance system for man. The individual's strength, speed, agility, mental knowledge stored in the brain. and training to produce effective and fast responses depend directly upon the efficiency of the visual skills developed by the individual.

Visual skills are trainable. Fatigue. eye strain, headaches and other muscular stress related complaints can be reduced through the use of the controlled procedures and exercises provided in a good visual skills training program.

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THE CONTROL LER / JUNE 1991

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CORPORATE MEMBERS OF IFATCA

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AEGELECTROCOM GmbH,Konstanz,FRG ALENIACIVILSYSTEMS,Rome,Italy ATSAEROSPACE, St. Bruno,Canada AUTODIAGNOS, Stockholm,Sweden AVTELPTYLtd,Adelaide,Australia BOFORSELECTRONICS AB,Jiirfalla,, Sweden BORGEPEDERSON NS, Allef9Jd, Denmark CAEELECTRONICS Ltd.,Saint-Laurent, Quebec,Canada CARDIONELECTRONICS Inc.,Woodbury, NY,USA CESELSA,CecsaSistemasElectr6nicosSA,Madrid,Spain CISETS.p.A.,Rome,Italy COMPUTER COMMUNICATIONS SOFTWARE GmbH,Rodedennark-Waldacker, FRG COSSORELECTRONICS Ltd.,Harlow,Essex,UK DICTAPHONE CORPORATION, Rye, NY,USA EERTECHNOLOGIES Inc.,Ottawa,Ontario,Canada ERICSSONBUSINESSCOMMUNICATIONS, Nesbru,Norway FERRANTICOMPUTER SYSTEMSLtd.,Cwmbran,Gwent,UK FFVAIRPORTTECHNOLOGY AB,Froson,Sweden HOLLANDSE SIGNAALAPPARATEN B.V.,Hengelo,Netherlands HUGHESAIRCRAFTCORP.,Los Angeles,CA,USA ISS VIDEOTEXNS, Charlottenlund, Denmark JEPPERSEN& CO.GmbH,Frankfurt,FRG JERRYTHOMPSON & ASSOCIATES Inc.,Kensington,MD,USA MARCONIRADARSYSTEMSLtd.,Chelmsford,Essex,UK MITRECORPORATION, McLean,VA,USA NETWORKSYSTEMSGmbH,Frankfurt,FRG NORCONTROL SURVEILLANCE SYSTEMSA.S.,ChippingSodbury,Avon,UK RACALAVIONICS Ltd.,London,UK RAYTHEON CANADALtd.,Waterloo,Ontario,Canada REDIFFUSION SIMULATION Ltd.,BurgessHill,WestSussex,UK SCHMIDTELECOMMUNICATION, Zilrich,Switzerland SD (SCICON) Ltd.,Hampshire,UK SEL-STANDARD ELECKTRIK LORENZ,Stuttgart,Zuffenhausen, FRG SIEMENS-PLESSEY RADARLtd.,Chessington,Surrey,UK SOCIETED'ETUDESET D'ENTREPRISES ELECTRIQUES, Malakoff,France SOFREAVIA, Paris,France SWEDAVIA AB,Norrkoping,Sweden TASA,Telecommunica~oes AeronauticasS.A.,Riode Janeiro,Brazil TELEFUNKEN SYSTEMTECHNIK GmbH,Wedel,FRG TELEPHONICS, Farmingdale, NY,USA TELUBTEKNIKAB,Solna,Sweden THOMSON-CSF, DivisionSDC,Meudon,France UNISYS,Europe/Africa, Uxbridge,UK WESTINGHOUSE ElectricCorp.,Baltimore,MD,USA

The Intern~tio!1al _Fed~ration of ~ir TrafficControll~rs' Associ_ations wouldlike to ~vite all corporations,organizations,andmst1tut10ns mterestedm andconcernedwiththe mamtenanceandpromotionof safetyin air trafficto join theirorganization as CorporateMembers.

CorporateMemberssupportthe aimsof the Federationby supplyingthe Federationwithtechnicalinformationand by meansof an annualsubscription.TheFederation'sinternational journalTHECONTROLLER is offeredas a platform for the discussionof technicalandproceduraldevelopments in the fieldof air trafficcontrol.

Mod e S is the mode of the future. Especially at Thomson . And especially in Europe wher e to day's sk ies are fast ap p roaching complete gridlock.

Mode S provides a direc t, autom atic, highly efficient data link b etween the pilot and the air traffic contr oller. It also provid es a highly effective aircr aft id entification sys te m .

At Thom son w e'r e very much involved in the development o f Mo de S. As a wo rld lea der in m onopu lse secondary radar , we're well qualified for the task. We've already logge d several years of Mode S experience with our experimen tal sta tion at Orly Airp or t.

Thomson -CSP. A company that' s working hard ~ lllii. to put Mode Son the map . Your m ap . Worldwide. ~.~

Mo,de S. The vital link.

THQMSQN•CSf

THEBRAINPOWER.TH£ WIU.POWER. THEW!NPOWER. 1

DIVISION SYSTEMES DEFENSEETCONTROLE - 18, av d u M'' -ju in - 92363 Meud on-la-Fo re t Ce d ex - FRANCE - Tel. (33-1) 40 94.30 00 - Telex. T H OM 6 l 678 0F