IFATCA The Controller - 3rd quarter 1991

SIEM NS

V I

s

IN A WORLD

I 0 N

OF CHANGE

At Siemens Plessey Radar we pride ourse lves on a number of thin gs.

Our 40 year history in radar.

The consiste ntly high qualit y of our sensor and systems products.

The thousands of comp lete systems we've installed throughout the wo rld in more than a hundred countr ies.

Our reputation for innovation , commitment and technica l talent , backed by our substantial financial resources and extensive R & D programmes.

Perhaps, however, we should be most proud of our ab ility to predict market trends.

It helps keep us ahead .

Which is why, in this chang ing world , air traffic con trol will always mean Siemens Plessey Radar.

Siemens Plessey Radar Limited THE POWER THE VISION

Siemens Plessey Radar Limited, Oakcroft Road, Chessington, Surrey KT9 1oz , Engl and .

Tel 081 391 6132 lnt. Tel (44 81) 391 6132 (Direct line, Publicity Manager) .

JOURNAL OFAIRTRAFFIC CONTROL

Volume30 N° 3

Geneva, Switzerland,September,1991 PUBLISHER

IFATCA, International Federation of Air Traffic ControlIers· Associations P.O.Box196 CH-1215Geneva 15Airport, Switzerland

IN THIS ISSUE IFATCA '91, TECHNICAL PANEL

OFFICERSOF IFATCA

4

This report covers 3 presentations: Visual Systems for ATC Training, RAMP AutomationSystem and MLS Trial in the UK.

D.C.BStuart President and Chief ExecutiveOfficer U.Windt Deputy President A.El SeoudEl Karimy Excecutive Vice-PresidentAfrica H.EsquivelA. ExecutiveVice-PresidentAmericas Neil Vidler ExecutiveVice-Presid ent Asia/Pacific PrebenFalkman-Lauridsen Executive Vice-PresidentEurope Sture Ericsson ExecutiveVice-President Finance Wim Rooseman Executive Vice-President Professional Position vacant Executive Vice-PresidentTechnical Edge Green Executive Secretary

STRESS IN ATC

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Swiss ATCOs participate in an extensive stress study. Kaspar Senn reports on the results.

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STORMIN WITH NORMAN

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Overview of Gulf Warby UK MilitaryATCOs.

How CO NTROLLERS VIEW THE NEXT TEN YEARS - HOPE OR FEAR?

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PhilippeDomagala speaks at ATC'9l.

REMOTE SURVEILLANCE AND CONTR OL OF NAVAIDS

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P. Baertschi and Ch. Keller reporton a new system recently installedin Geneva, Switzerland.

EDITOR

Terry Crowhurst CornwallDrive 19,JHQ D-4050Mtincheogladbach 5, Germany Telephone& Fax + 4921 61 55 IO95

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CHARLIE S COLUMN

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Our New Feature:Humour in THECONTROL LER.

MANAGEMENT ANDADVERTISING SALESOFFICE

The Controller, P.O. Box I96 CH-12 I 5 Geneva 15Airport, Switzerland Telefax + 4 122 66 43 05

Advertisers in this issue Airtran ' 9 1, ATC '92, Breitling, CAE Electronics, IBM. Siemens-Plessey, Swissair, Stanley Thomes, Thomson-CSP. Photos T. Crowhurst, Eurocontrol, A. Gassman, IBM, K. Loidl. Siemens-Plessey.

Swisscont:rol.

Cover View from Geneva Tower, courtesy SZ, SchmidTelecommunication .

Switzerland Cartoons Fin, KT

ADMINISTRATION ANDSUBSCRIPTIONS

Bernard Laydevant • Tel. + 4 122 782 79 83 ACCOUNTING

Michel Henchoz • Tel. + 4 122 796 0 I 26 ADVERTISING AND PRODUCTION

Patrick Schelling Telephone + 4 122 66 26 84 Telefax + 4 I 22 66 43 05 ARTWORKAND LAYOUT

Lin Schelling Daniel Forte, Filanosa SA

ISSUESAPPEARENDOFMARCH, JUNE, SEPTE MBER, DECEMBER. CONTRIBUTORS AREEXPRESS ING THEIRPERSONAL POINTS FOR COURIERMAIL

The Controller/Schelling La Cote, 1261 Le Vaud, Switzerland PRINTING

Der Bund, Verlag und Druckerei AG Effin2erstrasseI. CH-3001 Bern, Switzerland Telephone +4 131 25 12 11 Telefax +413 1 25 06 49

OF VIEWAND OPINIONS, WHICH MAYNOT NECES SARILY COINCIDE WITH THOSEOFTHE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS ' ASSOCIATIONS , IFATCA. JFATCA DOESNOT ASSUME RESPONS IBILITY FORSTATEMENTS MADEANDOPINIONSEXPRESSED , IT DOESONLYACCEPTRESPONSIBILITY FORPUBLISHING THESECONTRIB UTIONS.CONTRIBUTIONS AREWELCOME AS ARECOMMENTS ANDCRITICISM.NO PAYMENTCAN BE MADE FOR MANUSCRIPTS SUBMITTEDFORPUBLICATION IN TH E CONTROLLER. THE EDITORRESERVES THERIGHTTO MAKEANY EDITORIAL CHAN GES IN MANUSCRIPTS, WHICHHE BELIEVES WILL IMPROVETHEMATERIALWITHOU T ALTERINGTHEINTENDED MEANINGW RITTENPERM ISSION BY THEEDITORIS NECESSARY FORREPRINTING ANY PARTOF THIS JOURNAL.

THE CONTROLLER/ SEPTEMBER 1991

1

Everything under control.

T

he sky above may look as crowded as down below, but don't worry. Better get off the ground with the IBM Air Traffic Control System to establish a heavenly order.

The system's high-tech screens give the controller a clear picture of what is going on in the air, enabling him to always find the right path for every aircraft. And thanks to its perfectly harmonized hard- and software, it makes communication between controller and pilot error-free, even at international level. Which means working conditions are becoming better than ever between heaven and earth.

~

With the support of the IBM Air Traffic Control System, both the crew in the cockpit and the team in the tower can concentrate on what ultimately counts _ coming down as safely as you take off. or further information about the IBM Air Traffic Control System, please contact IBM Air Traffic Center Europe, Posen er Strafie I, D-7032 Sindelfingen, or simply call 49/70 31/17-28 01.

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FOREWORD ____________

EATCHIP - European Air Traffic Control Harmonization and IntegrationProgrammeEurope'sPragmaticApproachto Solve The Air TrafficCongestion Problem It is a fact that all over the word air trafficis increasing.

In Europe both the Single Market in the European Community and the current political developments in Eastern Europe have a big u Ulli Windt influenceon the growth of air traffic. It is anticipated that traffic figures will doubleby the end of the century.

This explosionof air traffic has hit stagnatedair traffic service systems, systems that were - and still are - far from being prepared and able to meet the demands.

However, as it is essential to increase the air traffic service system capacity urgently, while maintaining a high level of safety,the rush to catch up has begun in Europe.

Individual efforts by some states to expand their national system capacity had not changed much. It was realised that in order to solve the problems, national initiatives had not only to be intensified but to be united.

In 1988 the Ministerial meeting of the European Civil Aviation Conference discussed the capacity of air transport systems and decided on a joint action programmeto alleviateair trafficcongestion problemsin Europe.

The European Civil Aviation Conference (ECAC) is an intergovernmentalorganisation consisting of 28 member states and has been active since 1955in promotingthe co-ordination, better utilisation and orderly development of European civil aviation in the economic, technical, security and safetyfields.

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THE CONTROLLER/ SEPTEMBER 1991

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A Task Force to investigate the Integrationof European Air Traffic ControlSystems(EATCOS) was set up. Its objective was to analyse the existing problems and to develop a strategy to overcome the identifiedproblems.

The Task Force took into account views of all parties involved in air traffic in Europe: Inter-governmentalorganisations like ICAO, NATOand Eurocontrol; Organisations representing airspace users like IATA, IACA, and AEA and - last but not least - IFATCA representingthe Air TrafficControllers' viewpoint.

EATCOSalso took into accountthe various studies on airspace and airport capacity that were published in Europe. The study of the Associationof European Airlines (AEA) called "Towards a Single System for ATCin Europe" and the study of the German Airspace Users Association titles "The Crisis of European ATC - Cost and Solutions" were examplesof those considered.

The strategydeveloped by the EATCOSTask Force was kept compatible with existing plans such as the ICAO Future European Air Traffic Management System Concept (FEATS), the Eurocontrol Medium Term Plan (CMTP) and the 4-States / Eurocontrol IntegrationProject.

One of the findings of the EATCOSTask Force was that the operation of air traffic service units based on a smaller number of transnational control centres had in the past, for various reasons, proved to be an unrealistic approach to increase the system capacity.

The unrealistic call of the Association of EuropeanAirlines (AEA) for a single system in Europewas also not followed as it would not have solved any problems.

One should not forget that Europe consists of some 30 States and that the situation in Europe cannot be compared to the situation existing in the USA. Instead of concentration, it was proposed in the EATCOSreport to first of all harmonise the operation of the various ATC centres by utilisation of compatiblestandards, specificationand procedures.

IIIJ,-IIIJ,page 32

EDITORIAL _______________

This issue of The Controller sees two new features which I hope will form part of a permanent contribution. Firstly, I have requested members of the Executive Board to, in turn, write a Foreword for each edition of the journal. My purpose in this is double-edged in that it reduces my need for an editorial but more importantly, I hope, will give the Board members an opportunity to express some of their own thoughts and provideyou _ Terr Crowhurst wit~ an insight into the problems of u Y their members 111 the various reoions of the world. My first intrepid Board member is our o:puty President Ulrich Windt, and he starts the ball rolling with some of the particular problems in the EuropeanATCscene.

The second new feature will be found towards the back of the maoazine and is attempting to give a little light relief from the more "' side of our business. At great expense I have located a serious

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secret correspondent, residing somewhere in Europe, who has agreed to provide a column under the pseudonym of ¡'Charlie"'. I hope sou accept this article in the spirit intended and if you have any humorous article that you feel would be suitable for this column I will gladly pass it on to him. I cannot leave this topic without thanking my new cartoonist, Ken Tully, who has agreed to illustrate each submission.

I would also like to draw your attention to the interesting article in this edition which continues the debate concerning stress in the air traffic control environment. For those of you who read the SCIY report to Committee C at this year's annual conference in Trinidad. or took part in the subsequentdebate, you will know that the very mention of the word itself can sometimes be enough to cause stress1 It continues to be a lively and controversial topic and I look forward to the next part from swisscontrol.

Finally, I would like to make a plea to all the Editors of magazines produced by Member Associati~ns. Please put me on your distribution list. I am sure that your magazines are carrying articles of interest to the ATC world at large. Currently. I am in receipt of only four different MA magazines - one of those is from my own MA to which 1subscribe and one of the others is in Swedish 1

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CONFERENCE REPORT ---

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which keeps several students busy at the same time. Some civil aviation training organizations have enhanced the accuracy of the simulation by using a computer based simulator to track the position of all aircraft, both on the ground and in the air.

A variation of the table top is to paint the THETECHNICAL PANELPRESENTATIONS BYCORPORATE MEMBERS WASHELO ONTHETHIRDDAY runway and taxiway configuration on the OFTHE CONFERENCE (WEDNE SDAY,APRIL24) ANDOPENED AT10:30AM. THEPANELWAS floor and use remotely controlled aircraft EXTR EMELYWELLATIENDED ANDTHREE PRESENTATIONS WERE MADE. and ground vehicle models ("crabs"). The THE FIRSTPRESENTATION WASMADEONBEHALF OFATS AEROSPACE INC.(QUEBEC, CANADA), "crabs" are essentially radio controlled cars BYPROFESSOR GERALD F.G.RATZER. BORN IN ENGLAND,PROFESSOR RATZER HASATIENOED GLASGOW UNIVERSITY IN SCOTLAND, with an aircraft model that can be raised to CAMBRIDGE UNIVERSITY IN ENGLAND ANDMCGILL UNIVERSITY IN CANADA,WHERE HEIS simulate a take-off. However, these electro CURR ENTLYA PROFE SSOROFCOMPUTER SCIENCE.PROFESSOR RATZER IS A CONSULTANT TO mechanical devices are prone to malfuncATSAEROSPACE INC.IN THEFIELDOFTECHNOLOGY DEVELOPMENT. tions.

THE VERYINFORMATIVE PRESENTATION BYPROFESSOR RATZER,ENTITLED "VISUALSYSTEMS Another variation (to be found at the traiFORATC TRAINING",CENTEREO AROUND THEREVOLUTION OFCOMPUTER TECHNOLOGY ANO ning school in Lusaka, Zambia among ITS APPLI CAT IONIN THEAREAOFATC SIMULATOR TRAINING SYSTEMS , WITHEMPHASIS INTHE others) is a 5 metre high wall painting of an VFRENVIRONMENT. aerodrome onto which moving aircraft images are projected. Projectors are mounted on pan/tilt heads which can be moved in the preferred mode of training at both the azimuth and elevation by a "pilot". These VISUAL SYSTEMS ab initio and refresher levels. movements are in response to ATC instrucFOR ATC TRAINING tions from students in the tower cab who ATC training simulators can range from observe the displayed presentation. ;J GeraldF. G. Ratzer very simpleto complex devices and can use Although the aircraft images, their movea very wide range of techniques. In order of ment and orientation lack some realism, n many developingcountries,there is a increasing complexity, sophistication and this type of simulator has been used sucmuch greater requirement for trained cost, they are: cessfully. air traffic controllers to work in aero- • Tabletop models At the Transport Canada Training Institute drome control towers than in enroute ATC • Floor models with "crabs" (TCTI) in Cornwall, Ontario, individual control centres. In Africa and the Indian • Wallprojectors ATCstudents are trained on a confrontation sub-continent,only major airports servicing • Multiple screen static simulators tower simulator. A simple ATC tower cab internationalcarriers may have radar cove- • "God's" eye displays mock-up is replicated for each of the ten rage. The demand for competentaerodrome • Electro-mechanicaldisplay simulators. moving object images. Onto these screens, controllers in such countries thus far 35 mm rear projectors produce the image exceeds that for IFR radar controllers.

The advantages and drawbacks of each of that might be seen from a tower. The insTherefore, a large training requirement these systems will be summarized. tructor presents a set of static scenes and exists to develop controllers with the skills The table top model of an aerodromeand asks the ATC student what instructions and and experience for ATCtower operations. the surrounding area is the lowest cost, and course of action should be taken. A set of possibly the most used means of training randomscenes or a developing sequence of ATC students in YFR and ground move- situations can be selected by the instructor.

BACKGROUND ment control. The ATCtower cab is usually These simulators are expensive in instructor After having received the standard a raised, enclosed room with large windows time, as a one-on-one mode of training is courses in the theoretical aspects of air traf- overlooking the table top model of the air- used. fic control, trainee VFR and ground port area typically 2 metres by 4 metres. On Also at TCTI, VFR/Aerodrome ATC traicontrollers are exposed to simulation and the table top, which may be changeable, the ning has been done with a "God's eye" on-the-job training (OJT). While OJT runway and taxiway layouts are painted, view simulator. This computer driven sysexposes the ATCtrainee to the real world, it complete with gates and ramp area. Models tem produces a two dimensional (2D) view has a numberof drawbacks. Apart from the of aircraft and airport vehicles are supplied of the runways and taxiways as seen from obvious problem of trainee controllers and moved by other members of the ATC directly overhead. Typically, this is a monoaffecting operational flight safety, there class. To allow communication s and increa- chrome display with line drawings for the may be insufficient air traffic at a particular se realism, both the ATC students and aerodrome layout and aircraft silhouettes. airport for trainee controllers to attain the "pilots" wear headsets so that ATCinstruc- While this system is dynamic, the lack of requisite OJT experience or for licensed tions and phraseology can be practised. Day colour images and the overhead view controllers to maintain proficiency. and night operations may be simulated by detract from the realism.

Additionally, there is no safe opportunityto dimmer controls of room lights and runway practice conflict resolution and incident lights wired from below the table. Both In general, all the above simulators suffer recreation on a regular basis. For these rea- developing and developed countries use from the same deficiencies. in that the ATC sons simulationis more and more becoming this technique, as it is a low cost solution students do not get a feel for different air-

IFATCA 1991, PORT

OF SPAIN

TECHNICAL PANEL

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THE CONTROLLER/

SEPTEMBER 1991

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CONFERENCE

craft characteristics,such as climb and turn rates and how they vary from one type of aircraft to another. Likewise, these simulations do not allow a change of scenario, or rapid replay for debriefing of students- all features considereduseful for effectivetraining. To overcome these disadvantages, a number of ATC organizations have turned to visual systems to meet their training requirements.

REPORT ___________

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TOWER WINDOWS

DISPLA Y PROCESSOR

VISUALSYSTEMS

At the beginning of 1991, the FAA Academy in Oklahoma City took delivery of one of the most complex electro-mechanical visual systems ever used for ATC aerodrome training. The system, costing in excess of five million US dollars, consists of a large curved screen covering a 240 degree field of view and a complexarray of photographic slide, high resolution video projectors and gimballedmirrors.

The static airportbackgroundscene is provided by a set of large format Hasselblad slide projectors whichproducea high quality image of the runways, aerodromebuildings and surroundings. Runway lighting effects are createdby a set of fixed fibreopticcables whichhave been piercedthroughthe screen.

Up to ten moving object images, airplanes and ground vehicles, are superimposed on this background from ten independently controlled, high resolution, raster scan, video projectors. Each moving object image is computer generated with respect to size, colour and orientation, and this computer data is passed to one of the ten video projectors. The image producedby each of the fixed projectors is reflectedfrom two, computer controlled, gimballed mirrors which are responsible for the correct positioning of the aircraft in relation to the independently projected static background. This process is replicated for each of the ten moving object images.

Should an aircraft or ground vehicle pass behind a building or other vehicle, (occulting), the computer generated data has to mask the portionof the image which is hidden from view. This requires extremely accurate alignment between the two projection systems and the computer visual database. Apart from the high cost, the system suffers from aircraft changing colour because of background bleed through, depending on the colour of the background they are passing over. While a change in light intensity is possible, a smooth transition from a day to a night scene is not possible because

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Figure 1. VisualSystemArchitecture

the background slides must be changed.

The system took five years to develop, from specification to delivery, and during this time great strides have been made in computer and display technology.

an all micro electronic technology to address the training needs of ATC tower controllers.

RECENT TECHNOLOGY DEVELOPMENTS

The ICAO Technical Assistance Bureau has completed a thorough study of the relevant systems for aerodrome and ground movement control training. Based on their recommendations, purely electronic, computer generated visual systems have been selected for the two most populous member states of ICAO, China and India.

Produced by ATS Aerospace Inc., the state-of-the-artsystems selected use two or more Intel 386 microcomputers, and one to six image generators and high resolution raster scan projectors to produce the view from one to six ATC tower windows. For each tower window, a separate high performanceimage generator and high resolution video projector is used. The optimum field of view is 40 degrees per window, thus six windows are needed to generate a 240 degreetower view.

One microprocessor generates and updates the visual images - aircraft, ground vehicles, the airport scene, fog, cloud ceiling, lighting, shadowing, shading, occulting and visibility. The other microprocessor controls the exercise and flies the aircraft (see Figure 1). Additional microprocessors may by connected on the same local area network to support an exercise co-ordinator (see Figure 2) and to provide computer controlled voice recognition and response.The system may also interconnect

Microelectronics, generally, and microcomputers, in particular, is one of the few areas wherethe perfomrnnceand functionality increase while the cost decreases each year. High quality, computer controlled, visual systems have been in existence for a number of years. Flight simulators used for pilot traininghave pioneered the use of true three dimensional (3D), full colour, moving imagery. These visual systems, using midrange computers and considerable specialized electronics, would add at least a million dollars to the cost of a flight simulator.

Original developers of such visual systems were Evans and Sutherland, who have now been joined by several computer companies, such as Silicon Graphics and Sun Microsystems, both of whom now specialize in 3D visualization. By placing Application Specific algorithms into Integrated Circuits (ASIC), a large improvement in the graphic performance and reduction in cost has been achieved.

Recent developments in the computer field, including the availability of fast, low cost, general purpose microcomputers and workstations, and high speed local area networks (LANs), allow the creation of very powerful distributed computing facilities.

Combining these products allows the use of

TH E CONTROLLER/ SEPTEMBER 1991

ICAO PROCURED VISUALSYSTEMS

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CONFERENCE REPORT ______________

MR. VYASSPENT A NUMBER OFYEARS ASAN AIRTRAFFIC CONTROLLER IN THETORONTO AREACONTROL CENTRE IN ONTARIA, CANADA ANDEVENTUALLY MOVEDINTOTHE HEAD路 QUARTERS DIVISIONIN OTTAWA. WHILEIN OTTAWA,MR. VYAS SERVEDAS THE OPERATIONS MANAGER TO THE CANADIAN RADARMODERNIZATION PROJECT (RAMP).

MR. VYASWASTHEREGIONAL MANAGER OF ATSIN THEONTARIO REGIONPRIORTOHIS DEPARTURE FROM THE DEPARTMENT OF TRANSPORT.

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THEPRESENTATION GIVEN BYMR. VYASCEN路 TERED AROUND THEEXTENSIVE RAMP PRO路 JECTBEING IMPLEMENTED BYTHECANADIAN DEPARTMENT OFTRANSPORT, ANDSOMEOF THETECHNOLOGICAL ACHIEVEMENTS INCORPO路 RATED INTOTHESYSTEM BEING INSTALLED IN THESEVEN AREACONTROL CENTERS, TWO TECHNICAL CONTROL UNITS,ANDNUMEROUS CONTROL TOWERS IN CANADA.

CO-ORDINATOR

PILOTS

Figure 2. Visual System Configuratwn

with IFR radar simulators,other VFR simulatorsand/orflight simulators.

Since the ATC simulation program controls aircraft over a large area, the air traffic from the same exercise can also be displayedsimultaneouslyin radar formaton enrouteor terminalcontrol centre IPR radar displays and on a tower cab radar bright display.

Aircraft within the visual range of the ATCtower are displayed in full colour, in three dimensionsby the visual display system. Importantcriteria of the visual presentation are the smoothnessand realism of the aircraft movements,which in turn is based on the accuracy of the modeling software and the power of the image generationsubsystem.

The system is 100% computer based and provides user friendly software tools for creating exercises, aircraft and ground vehicles and full 360 degree, three dimensional airport databases. Many airport scenes, aircraft and vehicle models can be created,or customized,by the ATC instructors, stored in a database and selected at a moment's notice. The tower simulator has the flexibility and graphic performance to rotate dynamicallythe field of view,relocate the controller's viewpoint to anywhere within the airport area or provide a full 3D, "God's eye" view.

Additionalcapabilitiesincludezoomingin on one window,correspondingto binocular use, and opening a sub-window or dedicating one complete window to show the view from a selectedaircraft, while the rest of the visual displays continue to show the 6

view from the ATCtower.The same set of distributedmicroprocessors,imagegeneration and displayequipmentcan be used as a flight simulator. For this application, the ATCtower mock-upwould be replacedby a simulatedcockpitwith correspondinginstrumentsand controls.

CONCLUSION

The flexibilityof purely electronic,computer based,visualtrainingsystemssurpass all of the other training techniquesdescribed earlier.Withfull consoles,communications, feederpositions,radarand visualpresentations, the system selected by ICAO costs a fraction of the electro-mechanical system describedearlier.For part-tasktraining of controllers, a very low cost single computersolutionis also possiblewith the imagedisplayedon a high resolutioncolour monitor.

Taking advantage of the great progress made in visualsystemsand in the price/performance of micro-electronics,civil aviation authoritiesand educationalinstitutions can benefit from the applicationof this allelectronic technology to the training of ATCaerodromestudents.Aviationcolleges dedicatedto the trainingof both controllers and pilots can consider not only flexible part-task trainers, but also integratedATC and flight simulators which cover most aspectsof their curriculum.

THE SECOND PRESENTATION AFFORDED THE ATTENDEES WASGIVEN BYMR. MoVYAS,ON BEHALF OFRAYTHEON, CANADA.

RAMP AUTOMATIONSYSTEM 0 Mo Vyas As a major contributor to its Radar ModernisationProgram (RAMP) Raytheon has been selected by Transport Canada to develop a state-of-the-art ATC system-one that will meet their requirementsfor enroute, terminaland tower automation systems, well into the next century.

Fully adaptable, RAMP is designed to handleboth the complex enroute and terminal air space in the Toronto/ Montreal area, as well as remote, stand alone towers in the lower-densityareas of Canada. The flexibility of the system will enable up to sixteen radars and 32 displays to be integrated in the largestcontrolcenters.

These systems, configured using a distributed processing approach, incorporate the latest in solid-state micro processor and memory technology - the Motorola 68010 and 68020 single chip processors.

In addition, the distributed architecture features redundant, independent subsystems interconnected by a dual, local-area network. By utilizing this flexible approach, a single system design can be tailored to suit a wide variety of system requirements-with the hardware and software specifically designed to facilitate such tailoring, as well as providing for future enhancementfeatures. The software itself is easily supportable, mature and reliable, and is written in the "C" High Order Language(HOL).

THE CONTROLLER / SEPTEMBER

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Canada's national ATCmodernisationprogram assuresthe availabilityof documentation, hardware and software support, and training over a long lifetime of service which is just now aboutto begin.

the United Kingdom Ministry of Defence and the Federal Aviation Administration.

The inherent reliability of the system is This demonstration and data collection enhanced by the use of the latest MSI/LSI effort had its genesis during the meeting in technologiesand the incorporationof autoMarch 1990 of the International Civii Aviationorganisation(ICAO) All Weather matic system reconfiguration - a special Operation Panel (AWOP I 3). During this feature based on a unique polling system and proven in Raytheon's DERD-MC THEFINALPRESENTATION WASGIVEN BYMR. meeting several technical issues were disHUTCHINGS OFSIEMENS PLESSEY cussed and recommendations on MLS System in WestGermany.Maintenanceand GORDON support are assured through the use of RADARLTD. RNAV computed centre line operations based on analytical results were prepared extensive built-in diagnostics, with a cenVIDEO WASPRESENTED CONCER- for presentation to the ICCO Air tralized repair facility availableto perform A12 MINUTE CONDUCTED BYTHE NavigationCommission.These recommencomponent isolation, repair and verifica- NINGMLS TRIALS,BEING DUTCH AND THE FEDERALAVIATION dations containedthe stipulation, however, tion.

ADMINISTRATION OFTHEUNITEDSTATES OF that flight testing should be conducted to AMERICA, TOTESTCURVED, STEEP ANDOFFvalidate the recommendations. The MLS RADAR DATAPROCESSING SETAPPROACHES. equipmentinstallationsand runwaygeometries at both Heathrowand Cardiff provided The RAMP AutomationSystem provides the configurationsneededto test the AWOP Radar Data Processing(RDP) in a multiple recommendations . radar environmentwith up to 16radars.It is MULTINATIONAL CAA/FAA designed to take advantageof the accuracy HEATHROW MLS DEMONSTRATIONS of new Mode S and Solid State RAMP MLS RNAV radars. Capabilityis also providedto opera- DEMONSTRATION IN THE UK At Heathrowthe MLS, manufactured by te with older, less accurate radars, which 0 Gordon Hutchings Siemens Plessey Radar, is located on runlack track processing at the radar head. way 27 Right.The installationis a standard Canadian systemsare equippedwith stateIn early September1990, the FAAconclu- split site runway installation with the MLS of-the-artmonochromestrokedisplaysunequaled for legibility and accuracy. ded a very sucessfuldemonstrationand data azimuthantennalocatedin front of the runAlternative raster displays, including collection effort involving the use of the way 27 Right Instrument Landing System Raytheon's new 2000-line/ 20-inch square MicrowaveLanding system to providearea (ILS) localiser antenna. The azimuth syscolor raster displays, are easily connected navigationRNAYguidance. The work was tem provides plus or minus 40° of coverusing RAMP's existing display manage- accomplished at London Heathrow and age.

Cardiff, Wales, Airports in the United One of the technical issues discussed at menthardwareand software.

Kingdom.This was an international effort AWOP was computer centre lines operainvolving the Civil Aviation Authority of tions to widely separatedsecondaryparallel FLIGHT DATA PROCESSING the UK, the Ministryof Transport(RLD)of runway. At Heathrow,computedcentre line The RAMPAutomationSystemalso pro- the Kingdom of the Netherlands, the operations to runway 27 Left requires the National Aerospace Laboratory (NLR) in aircraft to operate at the extremes of MLS vides Flioht Data Processing (FDP) funco . tions related to the controllers' operating Amsterdam, the German Federal coverage. This was one of the items that positions. It provides route conversionpro- Administration of Air Navigation Services. required validation. cessino to correlate sector arrival and b departure times with flight plan schedules, it providesautomaticpostingof arrival and departurelists, and it provides several other functions including the filing of flight plans. Its LAN based architecture and embedded operating position FDP, make the RAMP Automation System ideal for connection with a separate and fully functional FDP System. This approach takes advantaoe of the early availability of RDP b . modernisation, whichtends to be standardised for all state-of-the-art ATCsystems. It additionallyprovides for the low-risk inteorationof FOP modernization, which tends b to require exten sive tailoring for each nationalATCsystem.

RAMP Automation Systems are being deployed throughoutCanada. The RAMP Automation Systems' status as part of MLSGround equipmentinstalled in Cardiff, Wales, UK

AUTOMATIC SYSTEM RECONFIGURATION

THE CONTROLLER/ SEPTEMBER 1991

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PROFILE: CDF30B

vation antenna was offset to the left of the runway30 centre line, in a normal location.

The MLS ground equipment configuration utilised the existing ILS DME/N which was sited on the ControlTower,approximately 400 metres right of the runway centre line and about 1270 metres from the MLS azimuth antenna. Another unique aspect of the Cardifftests was that the azimuth antenna Phase Centre was 4 metres below the runway surface, at the MLS datum. The standardDME offers the least accurate distance information for MLS RNAVcomputation hence the Cardiff configuration allowed data to be collected to validate AWOP recommendations concerning the use of standardDME for MLS RNAVoperationto primaryrunways.

At Cardiff two procedures were flown.

The first was an MLS guided departure.

The aircraft departed on runway 12 and climbed to 400 feet above ground level on runway heading. Above this altitude MLS RNAV provided lateral guidance. The departure procedure required a 110° left tum, 2 miles from the departure threshold.

This procedurewas a closed loop tum with precisionlateral guidancethroughoutprovided by MLS RNAV.The second procedure was a complex approach consisting of two 90° turns to a 2 mile final. Both 90° turns had the same tum radius, 7500 feet. This procedurewas designed to demonstrate the flexibilityof MLS RNAV.Data collectedon the final straight segment permitted the validation of AWOP 13 recommendations concerning MLS computed centre line approach accuracies when using standard DMErangingequipment.

CARDIFF

MLS RWY 30 RNAV

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Previousanalyticalresults had shown that the MLS RNAV errors obtained during standard Distance Measure Equipment (DME/N)were unacceptablewhen conducting operationsto widely spaced secondary parallel runways. Hence the FAA provided a precision distance measuring equipment transponder which was co-located at the MLS azimuthsite.

For the demonstrationand data collection effort at Heathrow two different approach procedureswere developed.The first procedure was designedto demonstratethe flexibility of MLS RNAV in the vertical domain. This procedure, flown to runway 27 Right, incorporated a transition from a 4.5° glidepath to a Pinal 3° glidepath. This procedurecould reduce noise and would be of benefit where an obstacle beyond 3.5 or 8

4 miles from the thresholdpreventsthe use of a standard 3° glidepath. The standard procedure was the computed centre line approachto runway27 Left.This procedure was designed to collect MLS RNAVaccuracy data, to verify recommendationsmade

by AWOP 13.Runway27 Left is parallelto the primary MLS runway but laterally off set from the primary runway by more than 4600 feet.

CARDIFF MLSDEMONSTRATION

At Cardiff, the MLS ground equipment was sited on runway 30. Because of obstacle clearance requirements, the azimuth antenna was offset approximately 100 metres right of the runway 30 centre line, beyond the stop end of the runway.The ele-

The FAA aircraft used for the demonstration was a Boeing 727-100. The aircraft was equippedwith a prototype level 3 MLS RNAVsystem, designed and built by personnel at the FAA Technical Centre, Atlantic City, New Jersey. The MLS receiver used with the MLS RNAV equipment was a Bendix2OA receiver.A SEL DME/P 400 interrogator was used for the ranging.

The MLS RNAVguidance was interfaced with the electro-mechanical cockpit displays in accordancewith guidanceprovided in the Radio Technical Commission for Aeronautics, Document DOI 98. In the cabin area, several auxiliary displays were available to keep observers informed of flight progress.The capability to reproduce .,_._ page32

THE CONTROLLER / SEPTEMBER 1991

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18ct ye llow or white gold , steel and 18ct go ld, bico lor , steel.

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________________

HUMAN FACTORS _______________

STRESSIN ATC ::JKasparSenn

WatchSupervisorGenevaACC RegionalProjectManager"Stress in ATC"

A

nybodyreading, hearing or knowing about ATC immediately assumes that the job of an ATCO must be extremely stressful. Although this is certainly not completely false, nobody (or so it seems) ever tried to establish the proof of this situation.

The Swiss ATCO's, concerned about their health, enforced in their concern by forecastsof increasingtraffic and aware of the lack of personnel, invited their employer (swisscontrol) to consider a scientificstudy of the topic.

This proposal was accepted by the management and a special committee had to find ways of realising it. Our first problem was to find a partner to ensure the scientific support of the project, to define what "stress" really meant, and to find ways to measureit in an ATC-environment.

The partners were found in the persons of Prof. Dr. Hans Zeier, head of the "Institutefor BehaviouralSciences" of the Swiss Federal Institute of Technology Zurich, and his assistant for this project, lie. phi!. ElisabethGrubenmann.

Defining "stress" was yet another problem. We have to be aware that this word is often used in its negative sense only, as it basically is a motor to our life. Without any stress, there would be no reactions, no reasons to go further and to find solutions to problems in our lifes. The following definitionwas adoptedfor our study: "Stress is the individual perception of threats and charges that might influence physical and mental well-being, as well as the uncertainty regarding the capabilities of resistanceto those threats and charges."

We must be aware that stress cannot be measured by direct means; only indirect ways, such as the observation of symptoms, can achievethis goal. Symptomscan be found on the levels of physical health, behaviour,emotion and cognition. Certain symptoms can be physically measured (mostly by measuring the amount of certain hormonespresent in the human body), others can be determined by specific standardised questionnaires and yet a third group can only be determined by individual observation. Such an observation 10

being very difficult to realise in an ATC environment and demandingan enormous investmentof highly specialisedpersonnel and time, we had to drop this possibility and to rely on the two remaining methods only.

An extensive study, published by the FAA Medical Service in the early 80's, gave us valuable information and finally constituted the background to our own work. Although certain parameters might have changed in the meantime and taking in account differencesin the generalsocial environment,we decidedto largelyrely on this study for our own purpose. The advantage of taking over methods that have already been applied consists mainly in the fact that data collected by identical methods can be compared, which is not possible when different methods are chosen. Despite the fact that certain details were changed (mostly in order to operate with questions more suitable for European conditions), we largely stuck to the FAA methods of investigationup to the point of using certain questionnairesin their original form.

THESTUDY

It became evidentwithin a short time that an enormous amount of information concerning participating ATCO's would have to be collected. Stress being a very complex phenomena, it would not have been suitable to restrict the collection of data to work only. Widespreadinformation about personality,character,behaviour,job satisfaction,generalsocial situationas well as consumptionof alcohol, tobacco,medication and (we did not hope to find any!) drugs, etc., had to be collected. It would be too long to detail all the various questions asked and their use in the research.

Participation was voluntary and it was agreed that data from all participating ATCO's would be treated confidentially; no personal information would be made available to anyone, except with the explicit agreement of the person concerned.To meet this promise, data was coded by the Institute, and only Prof. Zeier holds the

_

key for un-coding it. Neither the members of the Executive Committee nor the company management have access to individual data.

The study program was defined for group analysis, with the effect that the collected and processeddata does not allow identification of an individual ATCO. Full dataprotectionis thus achieved.

To obtain valuable data, we decided to proceedin four steps: 1. Large questionnaireswere to be answered by the participating ATCO's between December 89 and February 90.

These questionnaires were to establish complete personal data as mentioned before.

2. A live working session per ATCO was recorded in February 90. Sessions had to last between 90 and 150 minutes and had to take place between 0700 and 1430 local time. The reasons for this limits were a) to collect the data under the same conditionsas in the FAA study, and b) to avoid external stress factors as much as possible. It seems evident that any person is more likely to have experienced non-professional problems - and thus being subject to stress - when coming to work in the afternoon; specific reactions might be different under such conditions.

A short questionnaire inquired about the well-being at the moment the ATCO started his session and samples of saliva were collected to determine the initial level of the physical stress indicators Cortisol and ImmunoglobulineA. During the session, the number of aircraft controlled, as well as the number and duration of radio-communications, were recorded in order to establish a factor for work-load.Data was split in portions of 10 minutes to obtain a commonly accepted and usable scale.

At the end of the session, another questionnaire inquired about the subjective appreciation of the session, and more samplesof saliva were collected to measure any differences in the above-mentioned stress-indicators.

3. The large initial questionnaires had to be filled in again in May 90.

4. Live working sessions, under the same conditions as in February, were recorded in May 90.

February and May were selected for the followingreasons:

THE CONTROLLER / SEPTEMBER 1991

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________

February is a month in the low-traffic season (although certain days begin to show rather high figures owing to the Skicharter business),May is the month immediately following the most important increase in traffic over the year. Picking the month with the highest traffic, September, would have meant a long gap in the progress of the study, and furthermore, ATCO's would have been accustomed to high traffic and their physical reaction would thus have been relativelylower.

All data was transferred to the Institute and progressedby computer.

Participation was close to 88%. It was not possible for all ATCO's to participate, some being on leave, others engaged as instructors in basic training, and a few did not want to take part in the study.

However, the participation rate can be qualifiedas very satisfactory.

Data was processed as a whole in a first step to obtain general results. In a second step, data was split in four distinctive groups (Geneva ACC, Geneva TWR/APP, Zurich ACC, Zurich TWR/APP)and comparisons between the groups were made.

Further comparisons were made between differentage-groups.

The study ended with the publication of the Final Reportin December90.

RESULTS

The results did establish some facts that every ATCOknows: The job of an ATCOis very demanding.

However, it must not necessarily be related to a higher level of stress than any other equally demanding job. Nevertheless, although the measured stress levels can be considered as normal, it was observed that work in May was evaluated more difficult and threatening, causing more reactions qualified as "anxious-inhibited" and "depressive" than in February, thus causing more tendencies to avoid work and lesser impressions of success.

The results contain various indications showing that ATCO'sare heavily involved in their work and try to give their best..

Job-satisfactionis moderateand a relatively high frequencyof short sickness-leaves has been observed.

The Swiss ATCO'sare not satisfied with their management and "swisscontrol policy". They feel the majority of problems they have to face are not related to their job itself but to company policy.

(The FAA study shows similar facts. so it

HUMAN FACTORS ________________

seems that this situation might not be a specialty of Swiss ATC!). Although frictions between Administrations working regular office hours and ATC working around the clock can not completely be avoided, there should be potential to improve the present situation in such a way that ATCO's could feel better understanding and better support from their management.

It is very important for a study about stress to compare measuredobjective data with subjectiveindicationsfrom the tested persons,as only a person doing a job every day can really know what parts of his job create stress and to which extent they do so. It was observed, in this study, that measured data and personal indications correlateto a very high degree.

It was also found that a certain number of ATCO's were particularly exposed to stress and " burn-out" (a state of inner emptiness,which can also lead to physical problemsthroughdecreaseof resistanceof the immunity system). This "burn-out" can be accentuated by the incapacity to organiseone's own life, the lack of participation in importantdecisions, and monotone work. On the other hand, peoplefeeling heavily involvedwith their job, taking part in all sorts of work groups, and generally taking their job more than serious, are particularly exposedto "bum-out".

_

It seems that a strategy to avoid excessive stress consists in a rather sloppy approach to the job, in not wanting to get involved in anything else than separating aircraft. This attitude, however, leads to unconsidered criticism towards all management decisions, a negative attitude towards new procedures and technical progress which finally creates more stress.

How can this vicious circle be broken?

The many recommendations and suggestions contained in the Final Report need a serious analysis.We will have to find ways to transform all the scientific results into a frame that can be applied within our organisation in order to prevent more controllers becoming victims of the "burn-outsyndrome", to bring those who are already affected back to normal, to prevent excessive stress as far as possible and to restore a climate of confidence between management and controllers.

What are the means to achieve all this?

More about it in anotherarticle.

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For more information on this study, the authorcan be contacted: KasparSenn swisscontrol PO Box 318 CH-1215Geneva 15 Telephone(22) 717 85 85 FAX(22) 798 57 23

Courtesyof Mr. KlausLaid/

THE CONTROLLER / SEPTEMBER 1991

11

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NEWS___________

II EUROCONTROL -INVOLVEMENT.- During a EASIE/ MODE S presentationat Eurocontrol, discussions betweenIFATCA representatives and Eurocontrol concerning more controller involvement in the design and planning phase showed an interest from both partiesto expandinput from active controllers.

Thereaftera letterwas sent to Eurocontrolto confirmIFATCA's will to participate, but also requesting Eurocontrol to inform Administratio ns that more time "off" needs to be made availablefor those who will participate. Members intrested in joining an IFATCA group,pleaseinformEVP EUR.

mNEW SECONDARY RADAR FOR FINLAND.Thompson-CSF has been awarded a contract for the supply of 3 RSM 970 monopulse secondary radar systems to the Finnish National Boardof Aviation(NBA).

The first RSM 970 is expected to be operational at Turku by September 1991.The second and third systems will be installed at Oulu and Kangasala. The new radars will be equipped with a centralised remote control and monitoring system located at the Tampereen route controlcentre.

• MULTINATI ONALCONSORTIUMTO STUDYSOVIET AIRTRAFFICMANAGEMENTNEEDS. - Hughes, a unit of Gm HughesElectronics,is joining with Westinghouse,IBM, AT&T of the United States, DeutscheAerospaceof Germany and C-Itohof Japan to develop plans to modernise the Soviet Union air traffic managementsystem. Westinghouse is to be the lead company for the group called Global Air Transportation System and Services.

The consortium is working with the USSR Ministry of Civil Aviationand elementsof the Soviet aviationindustry.

The SovietUnion has announcedplans to moderniseits entirenational air traffic control system by the year 2015 with hopes for an acceleratedplan to be fully implementedby 2005.

Workon the initial Soviet Union study is expected to be completed this year. The study will produce a master design for a USSR NationalAir Traffic Managementsystem, as well as parallel plans for financing, building and integrating the system's components with other Soviet equipment and activities.

Industry specialists anticipate the plan will help the USSR to open access to principalmarkets and reduce the costs of global air travel by opening routes across the USSR, resulting in the generation of revenue that can be used for modernisation of the USSR air traffic managementsystem.

• NEWANGLO- GERMANJOINTVENTURE. - With 1992 firmly in mind, Marconi Radar and TelefunkenSystemtechnikhave joined forces to market a new primary ATCradar designed to fulfil the requirements for long range ATCsurveillance well into the 21st century.

The new all solid-state radar, designated MTLR (Modular Transistorised Long - range Radar), is as a result of modular construction, able to preciselyand economically matchany required range performancefrom 100to 250 nautical miles.

The new radar is based on a combination of established technology and new sub-systems brought together by the two companies. The radar will be offered world-wide to meet long-range surveillance requirements, especially where inqerent weather clutter advantages of D-bandradar are needed.

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flight data processing system providing for increased air traffic controlcapacity.

The Oslo centre will include proven off-the-shelf designs from Raytheonand its Spanishteam member, Ceselsa. In addition to the radar and flight processing data, the turnkey project will provide a simulator,software maintenanceand development subsystem and 35 new high resolution colour work stations. The new centre is scheduledto beginoperationsin early 1995.

SWISSCONTROL ORDERSATCTOWERSIMULATOR. - Swisscontrol,which provides Air Traffic Control (ATC) and air navigationservices to the Swiss federal authorities, has placed an order with British AerospaceSimulation Limited (BAeSL) for an Air Traffic Control Tower Simulator, with an option for a second device.

The simulatorwill be installed in the Swisscontrol training facility in Bern where it will be employed for ab-initio and refresher controller training, and for the testing of future procedures. It is scheduledto be in operationaluse by June 1992.

Outsideworld scenes from actual tower locations will be projected onto six screens presenting a 300 degree field of view. Computer generated images of different aircraft types in a variety of airline liveries will operate dynamically within the scene under preprogrammedor supervisorcontrol.

A two-controllerconsolewill containthree simulated radar displays individuallyselectablebetweensurveillanceand surface movement radar formats.Other equipmentwill include airfield, ATC and met informationdisplay systems, flight strip printing and airfield lighting controls.Exercisemonitoringand control functionswill be provided at one instructor and three pilot positions. Each simulator work station will incorporate a touch panel for operation of the simulated air and groundcommunicationssystem.

BAeSLwill deliverfull databases for Bern, Geneva and Zurich airports,with 35 aircraftand vehiclemodels. User data base generation programmeswill enableSwisscontroloperators to prepare libraries of exercisesand to create complete visual, operational and performancedatabasesfor additionalairfields, modelsand ATCfacilities.

II A STRIKEOF USSRAIRTRAFFICCONTROLLERS was scheduledfor May 21 and canceled in the last minute. The Soviet administrationand the controller representatives in the USSR, by negociation,agreed on several things; namely: a 60% increase in salary,a 32-hourworkingweek,retirementat the age of 50, and 30 days (6 weeks) of leave per year. Further negociations are to take place beforethe end of August.As per 1991,the USSR has around 12000ATCOs.

• GREEK AIR TRAFFIC CONTROL SYSTEM TO BE MODERNISED. - On July 24, Thomson CSF and the Greek Civil Aviation Authoritysigneda contractwhich covers the total renovation of the GreekAir TrafficControlSystem.

The system will embodyseveral primary and secondary radar systems spread throughout Greece, a major control center in Athens equipped with all the means needed for telecommunications and switching, as well as a controllertrainingsimulator.

Thomson-CSF will be supplying the Greek Authority with its latest generation equipment: solid state primary radar, S-Mode compatible monopulse secondary radars, high definition television displays and digital radio channel and telephone switching equip• MODERNISED AIRTRAFFICCONTROLCENTREFOR ment.Accordingto Thomson-CSF, the Greek system will be one of OSLO. - The Norwegian CAA has awarded a $23.5 million the most modernin Europeand permita better flow of traffic in the contract to Raytheon for a modernised air traffic control centre in Mediterraneanarea, thereby contributingto more efficient manageOslo. The centre will feature a totally integrated radar data and mentof Europeanairspace.

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12

THE CONTROLLER/ SEPTEMBER 1991

Swissair Customer Port rai t 78: John Dobkin , museum dir ec tor , with Anthony, New York, photographed

by Pamela Hanson.

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OPERATIONS ________________

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local staff,plus short range air defence integrationand standbyfacilities.

''STORMIN'WITHNORMAN'' (EDITOR'S NOTE: THEFOLLOWING ARTICLE IS PRODUCED WITHTHEKINDPERMISSION OFTHEEDITOR OFTHEUNITED KINGDOM,

ROYAL AIRFORCE AIRTRAFFIC CONTROL JOURNAL¡CONTACT.

AIRCAMPAIGN ANDAIRSPACE CONTROL

THEARTICLE REPRESENTS ANOVERVIEW OFTHEGULFCONFLICT ASOBSERVED BYMILITARY ATC CONTROLLERS.)

W

hen the political decision was taken to send British forces into the Gulf region the necessary command structure was quickly drawn from the tried and tested UK 'Purple' or Tri-Serviceorganisation. The Joint Force Headquarters (JFHQ) team included one ATCofficer who was responsible for airspace management. From the outset, it becameobviousthat the scale of any future air campaign,either defensiveor offensive, wouldbe enormous.The traditional management tools of chinagraphs and acetate sheets were clearly defunct. Moreover.the USAFhad come well prepared and it proceeded to re-design all airspace above the Saudipeninsulausing computersystems.

As the RAF flying units began to arrive in theatre,the spotlightfell on the ATC staffs and facilities at their designated operating bases. In Oman, the enormous increase in air traffic generated by Desert Shield/Granbyresulted in the SOAF bases of Thumraitand Masirah receiving 3 RAF controllerseach, in order to maintain 24hr operations.

THEAIRFIELDS The RAF's main operating bases for aircraft were Muharraq(Bahrain),Tabuk and Dhahran.The airhead was located at King KhaledInternationalAirport (KKIA)outside Riyadh and the bulk of the helicopter forceoperatedfrom Al Jubail near the main sea port. Further aircraft were located at Seebairportin Oman.

Tabuk (King Faisal Air Base). By far the most undesirable airfield from which the RAF operated, Tabuk is located in the extremeNW provinceof Saudi Arabia and was unique amongst the RSAF bases, in that it is purelymilitary.A postingto Tabuk for the RSAFis generallyabout as popular as one to Machrihanish for the RAF! Surroundedby inhospitable desert, Tabuk suffers badly from sand storms but, although blowing sand is ever present, it quickly becomes an everyday fact of life.

The RAF presenceat Tabukdid not get off to a good start when a Tornado crashed 14

during a night landingdue to an obstruction in the approach.This particularobstruction turned out to be the approachend barrier !

Perhapsnot surprisingly,the RSAFSATCO was less than impressed with the arrival shortly afterwardsof 2 RAF ATCOfficers to 'lend a hand'.

Dhahran. Locatedin the Easternprovince of Saudi Arabia, Dhahranis an international airportas well as a RSAFmilitaryair base. It is virtually2 airfieldsin one, with a 'split' control tower serving the different needs. The place is quite simplyenormous and this is consistent with the standard Middle East practice of building airfields on a vast scale. At first, only the Tornado F3s were operated from Dhahran and one ATC officer for liaison purposes was judged to be sufficient.Later on, with the arrival of Tornado GRls and the GRIArecconaisancedetachmentsthis was increasedto 2, due to the 24hr natureof the task.

Air Headquarters(AHQ) Riyadh. The RAF AHQ was establishedat RSAF HQ in Riyadh and adjacent to the USAF Tactical Air Control Centre (TACC).Initially accommodated inside the main building, the RAF was forced to look for alternate facilities as the numberof staff increased.Eventuallya purpose built structure was erected in the car park outside(!) Virtuallyall Riyadh personnel were accommodated in rented houses or villas in typical 'ex-pat' compoundsaroundthe city.

Working With Uncle Sam. The USAF TACCcontrolled the entire air war and it consisted of 2 main elements. The TACC itselffeaturedoperatingdesks for all US air elementsaccordingto type, completewith a real time air picture derived from a variety of electronic sensors (included AWACS), and representativesfrom both the Army and Navy and Combat Search and Rescue (CSAR). The Combat Plans department were responsiblefor formulatingall aspects Muharraq. Locatedat the northernmost of the Air TaskingOrder (ATO)and inclutip of the island of Bahrain, Muharraq ded the main airspacecontrol function.The enjoys a splendidpositioncloseto the main USAFtakes airspacecontrol very seriously city with its shops and bazaars. and even has a specialistcourse on the subUndoubtedly the finest base on which to ject held at one of its bases in Florida . All serve, it should be remembered that allied air force contingentscame under US Bahrain,unlike Saudi Arabia,permitsalco- Operational control; accordingly, a large hol to be sold (and consumed)and adoptsa part of the RAF airspace managementtask much less strict attitude towards religious revolvedaroundobtainingan intimateworpractices. All RAF personnelwere accom- king knowledgeof their system in order to modated in hotels (the aircrew were in the ensure that individual type/unit requireSheraton) and the detachments enjoyed mentswere met. excellent relationships with the local personnel and the Bahrain Defence Force Airspace Control. A daily Airspace (BDF). The initial ATCdeploymentwas 2 Control Order (ACO) was produced by controllersand one AATC.However,by the Combat Plans and distributed throughout end of January the numbershad increased the allied air forces. The ACO itself was a to 6 and 3. Despite its enormous size, separate section of the ATO and together Muharraq was almostfull to capacitywith they formed a document of enormous proaircraft which included 12 Jaguars, 12 portions.The ACO contained details of all Buccaneers, 13 Tornado GR!s and a few airspacedivisions,for both operations and Victorsfor good measure.It was also used training.Withinthe ACO systemthere are a by the US Navy and Marine Corps. ATC multiplicityof types of airspacereservation services are provided by IAL contract whichmust be deconflictedin terms of vercontrollersand supportstaff from a variety tical, horizontal or time separation The of countries who remained at their jobs offensive ATO/ACO had been prepared throughoutthe war.Our personnelwerenot amidst the tightest security, as had the required to control as such but they provi- arrangementsfor the closureof all civil airded constant support and guidance to the ways and shut down of most en-route THE CONTROLLER / SEPTEMBER 1991

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OPERATIONS ________________

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navaids. The system worked remarkably gest 2 minutes of our lives as we settled act of redeployingto ShawAFB when Iraq well and it was designedto cater for up to down to await the first impact. This was invadedKuwait.The exercisescenariowas I ,OOO fixedwingaircraftoperatingduringa precededby the ripple explosionof some based upon a theoretical Iraqi invasion of 24hrperiod.

20-30Patriotmissileswhichwerelaunched Saudi Arabia (!). Consequently,much of from around the nearby military air base . that planning was swiftly adapted to the ATC In Theatre.The bulk of ATCser- One missilewas finallyinterceptedalmost real situation.The wholeplan of campaign vices in theatrewas providedby the RSAF overhead AHQ and it fell into the street was a far cry from the more limited scenamilitaryorganisation,heavilyreinforcedby behind.A piece of shrapnelpenetratedthe rios generally played out during UK the USAF.Mobileradarswere installedon Intelligencecabinnext door,narrowly mis- 'Purple' exercises. Nevertheless, it did many airfields used by the USAF and sing the officer in charge who was still showthat a fresh approachto the subjectis USMC,togetherwithtacticalcontrolteams climbingintohis protectivesuit. Somesaid needed from our point of view. Airspace and facilities.This effort does not include afterwardsthat it was his best ever assess- control is not a task which can be readily the many Combat Control Teams (CCTs) mentof the war.As moreand moreSCUDs undertakenby anyonepluckedfrom normal that operated from the various temporary werefiredat Riyadhand Dhahranthe initial ATCduties.On this occasion,we were forairstrips and helicopter landing zones. fear quicklywore off, particularlywhen it tunate that the initial (experienced) but Furthermore,the USAF reinforced many became obvious that the Iraqis were not smallteam was replacedin sufficienttime existingcontroltowersand en-routecentres likely to use Chemical warheads. The for their successors to understand the and by the end of the air campaign,it had nightlySCUDattacksbecame(almost)rou- concept.A core of trainedpersonnel,would nearly 200 control staff in theatre (USAF tine and the US troops were constantly be of immense value in supporting any teamsalso operatedat Tabuk,Dhahranand amazedat the sightof severalRAFofficers futurerequirement.

Muharraq). By far the most demanding rushing outside to get a better look, while ATC task was control of traffic operating they madehastefor the shelters!

TacticalATC. Onceagain,the enormous into and aroundKKIA.As the mainairhead US capabilityin TACnegatedany requirefor both the RAF and USAFit also had to LESSONS LEARNED mentt.hat there may have been for a tacticontend with RAF,USAFand French tancal ATCdeploymentfrom withinthe RAF. kers and a large numberof transit aircraft AirspaceControl.The magnitudeof the Nevertheless, desert strips and landing routeingthroughthe local area on resupply air war, with its overwhelmingUS partici- zoneswere createdand were used by RAF and troopmovements. pation, did not producea true Out Of Area Cl30s, particularly adjacent to the field scenarioas so often envisagedand exerci- hospitals.A portableflarepathwas installed WartimeTasking.Followingthe success sed by UK forces. Airspace Control is a on one such strip, however,that was all. It of the initial air attack, the air campaign complexand, as wasproved,a Warwinning is perhaps time for the specialisation to and the necessary airspace management functionwhichis practisedregularlyby the create a permanent tactical ATC unit as proceeded as planned. Mission require- USAF. Indeed in August 1990 the US insurancefor the future, as we cannot guamentsand changesin targetingpolicywere Central Command had just finished rantee that any future operationwill be so accommodated by adjustments to the Exercise Internal Look 90 and were in the wellsupportedby our US allies. various areas and routes.. Before long we wereplottingan increasingnumberof areas within whichthe SpecialForces (SF) were THEPERFECTEUROPEAN AIRSPACE SYSTEM? engaged in their favourite occupations.

WithEuropemovingtowardsgreatereconomicand politicalcooperation,Avmarkhas Throughoutthis periodthe task was essencome up with a "division of labour in the airline industry geared to take the greatest tially to provideinformationand adviceto advantage of nationalspecialities". the AHQ role desks, other operators, and the resupplyairfieldsof Akrotiriand RAF At Avmark'simaginaryairline,Air Harmonious,it is anticipatedthat "the Swiss will Germany.Certain specialised tasks were provide the pilots;the Germans,the mechanics;the English,airportsecurity;the French, undertakenon behalf of particularaircraft flight attendants; the Italians, the inflight meals; the Dutch, the schedulers; the movementssuch as the BuccaneerdeployScandinavians,the air trafficcontrollers;the Belgians,the accountants;the Spaniards, ment. Additionally,it fell to the RAF to the wine stewards; and the Russians, the ground handlers. The Japanese and the organise and control the IFF plot. As the Americanswill be the tourists. land campaigndevelopedin late February, so it also fell to the RAFto discriminatethe "In truth, what will probably happen is that the Spaniards will be the pilots, The Fire SupportCo ordinationLines (FSCLs) Englishwill preparethe inflightmeals,the Frenchwill be the air trafficcontrollers,the which were essential for the safe use of Scandinavianswill be the winestewards;the Italianswillbe the schedulers;the Gennans sorties within the battle area. Mention will provideairportsecurity,the flightattendantswill be the Belgianand Swiss and the should be made at this stage of the condiRussianswill be the cabin designers. The Japaneseand the Americanswill still be the tourists." tions within Riyadh.It came as a considerable shock to most people when the first Just so long as the Englishdon't supplythe beer and the Palestiniansthe inflightenterSCUDmissileswere trackedon coursefor tainment!

Riyadh.The worldrecordtime for donning (AustralianAviationDecember1990) of completepersonalprotectiveequipment was establishedand then followedthe Ion-

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How CONTROLLERS VIEWT E NEX HOPE OR EAR?

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0 Philippe Domagala (EDITOR'S NOTE: THIS 1s ANEXTRACT FRO M THESPEECH PHILIPPE OOMOGALA OFEGATS (ANDFORMER IFATCA REGIONAL V1cEPRESIDENT EUROPE Wm) GAVEATTHEATC 91 CONFE-

RENCE THATTOOK PLACE IN MAASTRICHT (THENETHERLANDS) ON19-20FEBRUARY 1991.)

irst very briefly, and in order to set the scene, let us remind ourselves of a few facts and figures as to why we, in ATC, are in a turmoil today.

The turmoil is mainly due to the following factors which have appeared over the last 15 years:

LIBERALISATION

The last important factor has been " liberalisation". The politicians have made some important decisions and speeches, all pro-

TRAFFIC INCREASE

Traffic rose in the European (CRCO) area by 52 per cent in the last nine years, of which 40 per cent was in the last four years.

LACKOFINVESTM ENT Technical: In the last 15 years some

major Air Traffic Control centres have not been sufficiently modernised to cope with the increase in traffic (Brussels, London, Frankfurt etc.).

Human: The number of active controllers was allowe d to fall beyond what is necessary to operate the system to its full capacity. For instance, in London ATC there should be 400 -plus controllers; there are less than 300 today. In Spain there should be 1550 controllers - there are only 727 operational, etc.

NON- CO-OPERATION

The refusal of some national admini strations to really co-opera te on a multin ational basis, to both restructure the airspace and to develop and implement a common compatible ATC system. This was the failure of the original Eurocontrol idea. Now, 15 years later, they want to reverse the trend ; but how much time has been wasted 1 THEDAY·TO-DAYIVIANAGEMENT OFCONTROLLERS BYCIVILSERVANTS

This as such is not a prob lem, but the mentalities which are associated with such management techniques are causing serious problems and much of the industrial action or unrest among controllers worldw ide.

16

Philippe Domagala addressing delegates at the ATC 91 Conference

mising much to the airlines, especially the small regional and "private " ones. As a result, the number of aircraft in the 2 1-40 seats category rose by 950 per cent in the last nine years ! This type of traffic, generally slow turboprop type, when mixing with fast transport jet s, is increasing complexity to such an extent that ATC capacity has been decreased significantly in some areas.

That was today. What the future will look like is another story. What I will try to do is extrapo late from the present situation , based on my ATC experience of the last 20 years, and look at what the future has to offer.

ONTHE HUMAN SIDE We saw earlier that we seriously lack controllers today. How many exactly?

Well, IFATCA made a survey last year among its European member associations and a shortage of over 1600 controllers was identified.

But for the future we have to look at the recruitment effo1t. We can see immediately

in the illustration below that some states are expending more effor t than others m attempting to solve the problem.

To predict how we will be in I O or 15 years we need to include two more factors: the present age of the controller workforce and the pass or failure rate of the trainee controllers.

The present age of the workforce is high, over 40 years old as an average . Some places in Germany or the South of France have an average well above 45. As a result, a lot of staff will retire in the near future .

With a lot of senior people leav ing ATC being replaced by younger ones with little or no expe rience, we are going to face serious skill dilution and possibly a decrease in standards . This will be a very high price to pay for the freeze in recruitment during the " lean" years.

Also, as air traffic has become more complex, it now takes around four years to train a young person to become a fully-qualified en-route controller. The failure rate among the trainees is abnorma lly high: around 40 per cent as an average.

This is an alarmi ng trend and effor ts are currently being made to improve the situation. What we f ear will happen is that, should the number of young contro llers be insufficient, adm inistrations are going to have to take measures to ensure there are sufficient controllers to work the ATC positions around the clock.

Some measures already implemented include: • Reduction of training time (recent ly adopted in the UK) • Practical on-the-job training done on a single position before receiving a trainee yourself (USA, Germany) • Increase in working hour s or introdu ction of overtime (Scandinavia, USA, and attempted in the UK) • Cancellation of annual leave (Ireland) • Delay retirement age (Scand inavia & attempted in Germany)

THE CONTROLLER/

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1991

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1 1

1

l

• Recruit, under special contracts,retired controllersfromother countries(attempted in Germanyand the UK).

If measures like these are the trendof the future then we have good reason to be worried. These measures lead us naturally to the second humanproblem,unrest.

Some of the causesof industrialunrestin the past are well-known and can best be summarised in one sentence; that the responsibilities of controllers are not taken seriously. In otherwordsit is poorworking conditions,salaries not reflectingresponsibilities, trainingand educationcomparing badly with otherprofessions in aviation.To illustratethis, you might be awarethat a 20year-oldstewardesswith Lufthansa, after six weeks of training, will enjoy a higher salary and better workingconditions than a 30-year-oldcontrollerwhohas a university education, has undergone four yearsof trainino and has workedat FrankfurtApproach 0 for five years.

The future of this area is difficultto predict. There is a general tendencyto improve both salaries and workingconditions of controllersand some nations (notably The Netherlands , UK,France)have really made an effortin the past three years.

We hope this will be followed by other States or ATC Organisationsin the near futureif we wantto avoidserious problems that will affectthe whole area.

Harmonisation within Europe will certainly improve things. By harmonisation I mean taking the best out of each system and making a statute out of the best, so that everybody benefits ji-0111 harmonisation. Controllers place much hope in this.

Also, market forces would then apply. If an agencyor an administration unilaterally reduces its working conditions, controllers will move to the next offer, as pilots do at the moment. However, harmonisation statutes will have to be monitored very carefully, and the International Organisation of Controllers, IFATCA, is monitoring this.

Another and final aspect for the future will be the need for the manufacturers of ATCequipment to talk to controllers and to recognise them as operational experts in that field. All too often manufacturers talk to technicians or engineers who give their views and specifications. As a result we get some tools that are only there because the technology was available and they were not necessarily of real help to controllers. Many of these tools create extra work.

_ CONFERENCE REPORT-

--------------

That bringsus nicelyto the following: TECHNICAL ASPECTS . ..

...and the magical $ 1000 question: Can ATC be fully automated? Some technical experts believe so, especially in the USA (AERA 3 project) but most operational experts, and that includes the controllers, do not believethis will be feasible in the next 25 years or so. ATCis not an exact science and it will be difficultto automateit.

The difficultieswe controllers see that is that besides the mentality barrierwhichwill have to be broken, legal issues and capacity increases gained with such systems will make them highly improbable, at least in Europe. The legal issues I am talking about are for example, who will accept responsibility for computer errors when one deals withthe preservation of human life?

The capacity increaseswill be very limited because in ATCone will only be ableto automate the rules. Without going into an ATC course, the major gains in capacity and expedition are obtained by flexibility and operatingroutines that cannot be defined precisely becausethey dependon too many factors. These operating routines will prove very difficult to be automated. This is why in Europe we defined the FEATS Concept which leaves the controllerin the decision process and define automationas that of the tools.

Now FINALLY WHAT DOWEEXPECT FROM THEPOLITICAL SIDE?

Liberalisation has so far caused a lot of problems for the controllers. Another worry is the increasedcompetitionbetween

THE CONTROLLER / SEPTE MBE R 1991

airlines on the same routes. This has a tendency to producemoreflights using smaller types aircraft along busy inter-city routes that were previously flown using widebodies. London-Paris, or AmsterdamLondonare prime examples. The "Hub" concept, if brought to Europe in airports where no infrastructureexists to operate this, will causemajorproblems.

Also of importancein the future will be the effectsof the politicalchangesthat have taken place in Eastern Europe. This will havean impact on air transportbut, for the moment, there should be sufficient spare capacity.

The problems will be in the European CORE area and the major worry for controllers will be the paradoxical and opposedpoliciesbeingfollowedby the airlines and the airport authorities. The airlines, encouraged by the politiciansand the publicthat want to travel,are orderingaircraft by the hundred in order to double theircapacityoverthe next 10years.

The airportauthorities,on the other hand. restricted by the same politiciansthat want to be re-elected.are opposingany developmentin their capacityto increase the number of aircraftper hou,: No new runways. no relaxationof night curfews, etc. Worse: airportsthat today have sufficientrunway capacity and are 24 hour/day operations like Koln-Bonnare now under threat of being restricted at night in the very near future.

One of the big fears of the controllers is that once the airlines have their new aero-

.,..,. page 32 17

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_ IFATCA ACTIVITIES __

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TRINIDAD - ACCOMPANYING PERSONS PROGRAMME - IFATCA 91 (EDITOR'S NOTE:MY THANKS TOPENNY DANCER ANDSANDRA NAIDENS FORPROVIDING THEMATERIAL FORTHISREPORT.)

A generalbeach view of Trinidad

DAYONE After opening Plenary the accompanying persons assembled for a city tour around "downtown" Port of Spain. With the temperature at about 31 degrees C we did not stay in the buses too long and after seeing the port, many of the municipal buildings, the sports complex and cricket ground we proceeded around the Queens Park Savannah (roundabout) for a short walking tour of the outside of six old colonial houses that over look the area. The roundabout is extremely busy and at over four miles in circumference is reputed to be the largest in the world.

Lunch was taken in the botanical gardens, a beautiful secluded park, unique for all the different types of trees, plants and shrubs imported by Sir Woodford, an early Governor of Trinidad and Tobago. Sir Woodford wished to create an unusual place for the future and was most successful in his achievement. Many of the plants were imported from other Commonwealth countries to create this unique environment.

Whilst eating lunch under a Carob tree, two mounted policemen rode through the park creating the illusion of being from an old movie. The rest of the day was spent mainly at leisure as the heat penetrated to the majority: although some managed to pre18

sent the locals with an impromptu calypso conga.

DAYTwo The following day involved a coach trip along the North Coast to Las Cuevas beach, traveUingalong the NorthernRidgewherethe wild vegetationis magnificent.Amongstthe colourful wild growth were banana, mango, breadfruit and a great variety of other trees giving beautiful colours in a perfecttropical setting. The whole was finished off with the Yellow Aloe, the tree for which Trinidad is renowned. On the way back to the hotel we took a detour to a cocoa plantationwherewe were given an insight to the cocoa growing and drying process. This was a very interesting and informativevisit.

DAYTHREE Cruise day was unfortunately not quite what was expected. It took a long time to get everyone to the island which had been developed for Timeshare use. The Timeshare did not take off so the place had a bit of a derelict feel about it. We encountered enormous numbers of Jelly Fish which we were assured were not dangerous.

Some of the party went on another trip

around the islands but as the boats were very small and overcrowded, most gave it a miss. Lunch was taken on the island and then we queued for the return boats. Whilst waiting for the coaches, an attempt was made at a game of cricket but it generated no cause for alarm to the West Indian team!

DAYFOUR Thursdays tour was to the Asa Wright Nature Centre, approximate ly one and a half hours by bus from Port of Spain.

Before lunch the group were taken on a nature walk through the lush tropical grounds where spices such as bay leaf, thyme and nutmeg grow in abundance. The group also visited a "Lek" which is an area where male birds, particularly the Whitebearded Manakins, dance to attract females for mating.The nature centre also has many hummingbirdswhich visit the feeders at the observation gallery. After Lunch, we were taken to see a small waterfall deep in a valley of dense vegetation. All in all, it was a very educationaland enjoyable day.

Finally, we should like to thank the extremely friendly, wonde1fully helpful and very amusing staff who took the tours. In particular our thanks go to Noella and Angela who dedicated themselves to our welfare.

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THE CONTROLLER/ SEPTEMBER 1991

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IFATCA ACTIVITIES _______________

THE EXECUTIVE BOARD MEET IN THE USSR

IMPRESSIONS OFMoscow 0 D.C.B.Stuart President& ChiefExecutiveOfficer

0

n 26 June 1991the ExecutiveBoard gathered in Moscow to hold their first ExecutiveBoardmeetingin an EasternBlockcountry.Why is this so significant you may ask. Wellfirstly,the USSR have been members since Conference in Frankfurtand, due to currencyrestrictions, we have been unable to get IFATCAsubscriptions out of Moscow.It was decided that holding a Board meeting in Moscow would allow us to use some of our funds held in Roublesratherthan using hard currency IFATCAfunds elsewhere. Also,it wouldallowus to see and experiencesome of the problemsfacingour membersthere.

The idea to hold a meetingin Moscowis not new.Last year we tried to organiseone but the communicationbarrier beat us and it had to be cancelled. It can take about 50 days for mail to reach the right address in the USSR. Telegramscan be used but many areas no longer have such a service.

The phoneis OK providedSergei,Suminor VladimirKharkov,the USSRInternational Relations Officers for CAWU, are available. They are busy men and often away for weeks at a time. Interestinglyenough, postcardsfrom Moscowto Australia took seven days, considerablyfaster than from Canadaand the U.S. After a number of last minute hitches, which for some saw visas being obtained the day before departure,and the inability of the Executive Secretary to persuade Aeroflotin Londonthat he had approvalfor a ticketto Moscow,all but two of the Board arrived in Moscowon the 26th. The latter weredelayedfor workrelatedreasons.

Most of us arrived within a couple of hoursof eachotherand weremet and entertained in the VIP lounge at Sheremetyevo Airport whilst Sergei, Vladimir and some members of the Federation of Air Traffic ControllersUnions(FATCU- more on this later) organisedour luggage,passportsetc.

Most of us had travelled on the IL86, the four-enginedwidebody.It was muchbetter than anticipated.The aircraft is quiet and certainly better than some economy sections I have travelled in. However,like so much we saw in Moscow,it had an air of

elegant dilapidation. The first thing that strikes one is how open Moscowis. Some of us had expected a dark and foreboding city. Instead it is the most open city I have ever seen. Main streets in and out of Moscow are four or five lanes wide each way, tree lined with large median strips.

Sidewalks are correspondinglywide and crying out for street side cafes. Few buildings appear to be more than ten floors our hotel was one of the few exceptionsand all apartment buildings seem to be separated from each other by at least 100 metres.Thereare smallwoodseverywhere.

Our hotel, The Central Tourist Hotel, owned by the central trade union council and built for the Olympic Games, was about fifty minutesfrom the airporton the other side of Moscow.The hote was one of the largestin Moscowand couldaccommodate 2000 people.It had extensivemeeting rooms and auditoriums with translation facilities.By westernstandardsit wouldbe described as "adequate" with black and whiteTV,refridgerator,ensuiteand phone.

However,the roomswere very small,no air conditioning (we were in a heat wave of 30+C every day) and not very well "maintained". The hotel had a numberof restaurants and bars, some "hard currency" and some "Roubles".If you wanteda cold beer you had to use the "hard currency" bar.

Whilst the official rate of exchangeat the central Moscow bank was 0.6 Roubles to 1 US $, hotel banks offered 27 Roublesto the US $ and waitersquiteopenlymore.

During the Executive Board meetingwe had a joint meeting between FATCUand

THE CONTROLLER/ SEPTEMBER 1991

1YPfCAL 'T0\JElL COIJTRoLI.E.Q

_

CAWU. With Glasnost and Perestroika therehas beena freeingup on the formation of independant unions. Air Traffic Controllersin all the Soviet"Unions" have formedindependantunionsas well as many remainingmembersof CAWU.FATCUis a federationof 12 of the 15 separate unions and is a young and vibrant force. They are very keen to take over the representational role of Sovietcontrollersin IFATCA.This, of course,causesus constitutionalproblems and we are tryingto persuadethe two organisationsto worktogetheruntil mattersstabilise in the country. In the meantime, CAWU will include representatives of FATCUin their delegations. There is so much change going on that I believe we need to wait until the dust settles to see whatis left.

In addition to a successful Executive Board meeting we had a chance to look around. A night at the finest circus in the world- the MoscowCircus, a tour of Red Square and the Kremlin. The latter was a shock to some of us who had always thought of it as a building, not an ancient citadel. A trip on the Moscowriver, travel

by Metro with its magnificant stations 7,000,000passengersdaily (no misprint)and peak hour trains 50 seconds apart. An evening at a downtown Moscow cabaret (Roubles)restaurantand "shopping".

We were impressedby the freedom to go where we wanted unattended, although a visa was only applicableto the city named on it.

Three of us tried to go to Leningrad but because we had not organised it on our visas in the first place we could not go.

Visascould be organisedbut needed three workingdaysthroughIntourist.

The visit was an unparalleledsuccess.We were able to use previously inaccessible IFATCAmoney to finance the Executive Board meetingexpenses, had a successful meeting and extensive discussions with controllerorganisationsin the USSR.

+

{YPilAL

RA'.DAR-CdturRDW:I'<.

19

_ _ __

_ _ _ _ _______

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S YSTEMS _ ______

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_

REMOTESURVELLANCEANDCONTR L OFNAVAIDS IN A LIGHT NFORMAON EG N 0 P. Baertschi,Swisscontrol Ch. Keller, SchmidTelecommunication

ecently, a new Remote Surveillance and Control System (RESCO) was tested at the Schmid Telecommunicationfactory in Switzerland and subsequently installed at Geneva Airport by Swisscontrol. The technically advanced system controls all navigation aids in the Geneva FIR, giving availability information of the Navaids to the controllers and serviceability informationto the maintenance personnel. The system provides a fault analysis and statistical function which will provide a database on the reliability of all the Navaidsand associated equipment.

R

Opera tional visualisation (ACC. APP, TW R)

Technical monitoring and contro l (1 -3)

PSTN

D

RESCO A

u

NEEDFORONESYSTEM

The question could be asked why a customer with a small FIR has chosen such a sophisticated system? The driving force came from an increase in air traffic which required a high availability for all the Navaids and an immediate fault indicator.

The lack of a common protocol in different manufacturers of Navaids equipment was recognised as a major problem. Most maintenance sections suffer a plethora of differing fault locating systems which do not assist in the aim of keeping "downtime" to the minimum. Similarly, many controllers are faced with a number of fault indicators that are invariablytucked away in different corners of the control tower. It was therefore decided to develop a system to allow an instant and more recognisable system state.

Syste m

CENTRAL RESCO

RESCO B

u

leasedlines 2400bps

System printer

Event printe r 1 Event printer 2

radio clock 1/ 0 Server

parallel or serial Inputs/ O utputs

THEHUMAN FACTOR INMAIN TENANCE

It is a well known fact that air traffic is expected to increase in the future. At the same time human resource costs are also rising so that a system which also reduces manpower is usually welcome to managers.

The requirement to give 24 hour surveillance of installations by specialists in any technical field is a constant headache to some system controllers. Lack of trained personnel and fluctuations in staff manning reduce the options of the manager to run an efficient organisation. Advances in system

20

BlockdiagramCentral station. ANIS GVA

reliability in recent years have led to more time being made available for preventitive maintenance and a higher availability of systems. These differentfactors have led to fewer persons working shifts and the majority working during normal hours on the preventitive maintenance. However, to keep the shift personnel fully informed about system states it has become necessary to

develop a reliable and effective surveillance and remote diagnostic facility.

TREND OFNEWGENERATION NAVAID EQUIPMENT

The primaryconsideration in the development of new Navaids must be to meet the requirements of the pilot and controller.

THE CONTROLLER/ SEPTEM BER 1991

receive funher information for participating at AlRTRAN'91 and benefit from the important discounts on trave lling and accomodations offered by the organization of the exhibition.

In the the capac ity of: 0 Exhibitor O Professional visitor NAME .

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SYSTEMS_________________

r---------------------------------------, FIR GVA Remotes Central Geneva Remotes

_

• Regional airports have there own, but small,centralequipmentresponsibility.

• The regionalcentres exchangeinformation with GenevaCentre over the Public Switched telephone Network (PSTN) over two lines, which give a measureof redundancy.

• The ILS is networkedvia leased lines to protectthe "real time"requirement.

• Communicationwith "en-routeNavaids" is achievedvia the PSTN. The communicationnetworkrequiresrouting via severalother point to point connections;and thereforethe conceptincludesthe use of the HDLC protocol as a subset of X.25 to grant a securetransmissionfacility withoutfailure.

THECENTRAL STATION

Regional central Sion

The main control centre at Geneva has a fullyredundantcapability.Redundantcommunicationpaths end at both channelswith communicationpriority to the preferred channel.All events coming from the main sitesare storedin a redundantlog file.

The communicationsmedia of the central equipmentis the Ethernet LAN and with this LAN and a special software package the log files are constantly updated. The user interface is connected to the same LAN which runs over several hundred 11).etres, includingan optical bridge to another building. The 1/0 server at Geneva is connectedto a numberof printers,reads the timefroma radioclock and providesall the necessary acoustic alarms sites allowing diagnosticand fire transfer as required in either direction. The regional airports are equippedwith a similar system without a redundantcapability.

Regional central Remotes

La Chaux-de Fonds

Remotes

Remotes

~--~5 FIR SION

FIR

L---------------------------------------

Networkconcept.ANISGVA

Remotecontrolof theseequipmentsis often judged as an "addedvalue" and a "unique" solutionfor the customeris often developed that is not compatibleto other equipments.

More and more suppliers are offering an optional diagnosticssolution at the equipment site; mostly these systems are run on a PC and the communicationof the information to a central source is often very limited.

SYSTEM CONCEPT OFTHEGENEVA FIR

The prototype system and concept was first tested at Zurich, Kolten Airport. The experiencegainedfrom the prototyperesulted in a much improved installation at Geneva. The problems to be considered were summarisedas folIows: 22

• The 2 regional Airports; within the Geneva FIR have their Navaid maintenance controlled from the Geneva Centre.

• The Geneva main runwayhas an ILS at each end and neededto be linkedto the centralcontrolsystem.

• Some Navaidsare locatedin the mountains and are difficult to access in the winter.

• One VOR is installed in the lake of Geneva.

After much discussion,the communication network and level of availability against redundancyand cost resultedin the followingconfiguration: • The ILS equipmentis connecteddirectly with redundant paths to the central equipment,via the airportnetwork.

REMOTE INTERFACES

Theremoteequipmentsare capableof processing64 digitalinputsand 32 digital outputs. Up to 8 differenttypes of equipments can be connected at the same time. One quipment,knownas the "shelter",is always usedfor intruderalert,fire, main powerand othersimilarwarningsystems. Thereis also a transparentlink to the main centre for the remotediagnosticand transferof data files, etc. Furtherinput and output facilities can be addedas required. Maintenancepersonnel can access the terminal with Laptop connections. All main functions for servicingare available,suchas: • Configuringthe remoteinterface(limited) • Statusreport

THE CONTROLLER / SEPTEMBER 1991

________

SYSTEMS____

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_

FROM

• Commandsto the equipment • Testing • Fault.

STANLEY THORNES

However, it should be mentionned that the remote interface is designed for unmannedoperation. There are no movibleparts, such as fans and disks within the equipment. The interface includes a permanentself testing capabilityqith a self starting capability and automaticreportingmode. In normaloperations,the remote monitors the connectedNavaisequipment. In case of a failure,the exact time is recorded to the central equipment and account is taken of the presenceof technicalpersonnel who can add warning messages to be displayedto the controller.

TeacllirY,J Marual

USERCONCEPT ANDFACILITIES

The Ethernet LAN is installed close to all interested controllers and technicalstaff. The presentationis by AT compatiblePCs and MS Windows. Colour is used to attract attentionto new events and to give information concerning actions in progress. According to the configurations,there are two types of PCs: • For the operational needs of the controllers in ACC, APP and TWR have a touch screen and are designed only for monitoring (except for the control of the ILS). Each location has its own event prioritylist. That is, that an irregularityin hte ILS is likely to be more important to the TWR and APP but not to the ACC. An overallsummarydetails the actual situationand in the case of the ILS presents a categoryof equipmentand the approachpossibilities.

PCs for the use of the technical personnel detail the full system functionalityand are password protected. The main functionsavailable are as follows: • Monitoring • Controlof any point in the system • Mode change of equipment • Systemreconfiguration • Establishinga transparentline to any remote situation • Input of messagesto controllersor techniciansat remote sites • Backupand statisticsof pa11or the whole system.

Any part of a failed system considered by the technician to be dangerous to operationsis highlighted to the controller who in turn is required to "confirm" the information. A user definible "help" window is also available.

FUTURE PROJECT ANDEXPANSION OFTHESYSTEM

by LFLEVESO N 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.

Coursebook : ........................................................ £12.99 Teacher's book :.................................. .................. £ 5.99 Cassettes (3): ................................... ............. ....... £35 .50

r---1

Please send : SKY TALK- Course book@ £12.99 -Teacher's book@£5 .99 - Cassettes (3) @ £35.50

(v)

D D D

'II

I I I I enclose a cheque for£ .......... (plus £1 .00 p&p) I I I I I I I Name .................................................................... ............. I I I Address .....................................................

I I I THORNES,Old StationDrive, Leckhampton, I STANLEY Cheltenham,GLOS, GL53 ODN,UnitedKingdom.

I I J L ----------2414SB

The project has been designed to follow the latest recommendations of Eurocontrol for a server base ATS facility. In the future it is envisaged that control of the radar will also be possible.

Presentation of information to controllers on a large screen based on X-Windows is already an available option. Discussions with customers have clearlydemonstrated the opportunityfor the system to be developpedinto a system managementtool to include all airport air trafficservices.

Using international communications standards, the design of the system allows the customer to add future Navaid and communication facilities to other regionalairportswithoutproblem.

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THE CONTROLLER/ SEPTEMBER 1991

Tel: (0242) 228888 . Telex: 43592. Fax: (0242) 221914

23

The Global Solution

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Mr. Antonius J.M. Van Loosbroek has been appointed Director of the Eurocontrol Institute of Air Navigation Services, replacing Mr.Rod Baldwin.

Mr. Van Loosbroek was educated at the Royal Military Academywhere he specialised in Air Operations. Then he earned a master degree in Business Administration at the Erasmus University in Rotterdam.

Antonius J.M. YanLoosbroeck He started his professional career serving as an officer of the Royal Netherlands Air Force in 1962.

His last appointment was Conimandant of the Royal Netherlands Air Force Electronic and Technical School.

52 years of age, Mr. Antonius J.M. Van Loosbroek is maITied, father of 3 daughters, and has I grandchild.

He has also been decorated Officer in the Order of Orange-Nassau with Swords.

In March this year, the Council of the International Civil Aviation Organization (ICAO) appointed Mr. Philippe H.P. Rochat

PEOPLE ________________

University of Lausanne in Switzerland. His doctoral thesis concerned "Protection against obstacles to air navigation".

Mr. Rochat began his career as a journalist specializing in international affairs, and became Assistant to the Deputy Director of the Federal Office for Civil Aviation, located in Bern, where he was in charge of legal and international matters.

In 1977, Mr. Rochat was appointed Administrative and Commercial Director of Geneva Airport responsible inter alia for financial, personnel, legal and security matters, a position held until 1985.

From 1985 to 1989, Mr. Rochat served on the ICAO Council, for one year as Alternate Representative of Belgium and for the three subsequent years as Representative of Switzerland on the Council. While on the Council, Mr. Rochat was Vice-Chairman of the Joint Support Committee and Chairman of the FinanceCommittee.

From November 1989 to 31st July 1991, Mr. Rochat acted as the Director of Marketing and Environment of Geneva Airport.Mr. Philippe Rochat is 48 years old.

On 27 May 1991 Marinus Heijl was promoted from Technical Officer to Chief of the RAC/SAR Section, ICAO Montreal.

Marinus is a 46 year old Dutchman who is married with 3 children. Educated at the University of Leiden he served as an air traffic controller in the Amsterdam Control Centre from 1969 to 1974. Subsequently, Marinus became an Air Traffic Services automation expert with The Netherlands Civil Aviation Authority. During this period, up to 1980, he was involved in the planning, functional specification and implementation of several automated ATS systems; including the Amsterdam "SARP-

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2" radar and flight processing system for aerodrome, approach and area control.

During the same period of time he was a memberof the ICAO ATS Data Acquisition Processing and Transfer Panel.

In 1980, Marinus took the post of Technical Officer, Rules of the Air, Air Traffic Services and Search and Rescue Section, Air Navigation Bureau, ICAO. In this position he was the ATS advisor to the Special Council Committee and Council on air traffic control facilities and projects, financed under the joint financing agreement with Iceland. He was also secretaryof the Review of the General Concept of Separation Panel, the Air NavigationStudy Group on Satellite-Aided Search and Rescue and the ATS Committee of the

MarinusHeijl Second Caribbean/South American RegionalAir NavigationMeeting.

Of particular interest, Marinus was involved as a member of the fact-finding team investigating the destruction of Korean Air Lines Flight 007 and Iran Air Flight 655.

More recently, he was the co-ordinator of the ICAO Gulf Contingency Team, during the conflictin the Gulf region.

~ S UBSC RIPTION FORM Please return to: THE CONTROLLER , P. 0. Box 196, CH-1215 Geneva 15 Airport, Switzerland Family Name Philippe H.P. Rochat (Switzerland) as the new Secretary Genera] of the Organization for a three-year term beginning I August 1991. He will succeed Dr. S.S.Sidhu (India) who has been in office since I August 1988.

Mr. Rochat earned his law degree in 1966 and thereafter a Doctorate in Law at the

First Name(s) Address Postal Code & Country Block letters please

D Cheque enclosed

D Against invoice

Rate for l year (4 issues) CHF 20.00, plus postage and packing.

Surface mail: Emope and Mediterranean countries CHF 5.00 . Other countr ies CHF 6.00 Airmail: Europe and Mediterranean countries CHF 6.40. Other countries CHF 10.80

A Uapproached demonstratedrecently when SAATCAwas by the Department of Transport to

LETIERS TO THE EDITOR/'

---------------------SOUTHAFRICANAIR TRAFFICCONTROLLERS ASSOCIATION:PAST AND PRESENT

prepare a report on the possible privatisation of air trafficcontrol.The preparationof this report will be SAATCA'sprimary objective in 1991. SAATCA On 2 November 1990, the South African Air Traffic Controllers will be sendingteamsto the UK, New Zealand,USA and Asscciation (SAATCA)celebrated its 21st anniversary. Over the Germanyin orderto draw comparisonsin this regard. past number of years SAATCAhas been forced, for various reaWith the defrosting of political attitudes towards South sons, to adopt, or accept, a relatively low profile in IFATCAactivi- Africa generally,SAATCAis hopeful that the same will apply to ties,. The object of this article is therefore to reintroduce SSATCA professionalattitudeswithinthe internaticlnalair traffic control frato the world and briefly outline the environment in which it ternity.In particular,SAATCAwishes to establish meaningful coattemptsto make a positive contribution. operation with associations within the Southern African region South Africa, like many African countries, is faced with a mixture sinceSAATCAbelievesthat throughthe experienceit has gained in of "first", as well as "third world" aviationproblems. trying to solve its own problems it can assist those associations eg. a) While staff in the JohannesburgFIR struggle with the task experiencingthe sametribulations. of developinga slot-time system reasonablyagreeableto all parties It is our fervent desire, that one day in the not too distant future, concerned, other FIR's have large sections of airspace where an South Africahosts an IFATCAconference,one that will be free of ATCserviceis required,but cannot be provided as a result of a lack any politicalinfluencesand interferences. of suitableVHF communication. b) During peak season en-route holding, particularly of traffic D R. D. B. Purkiss enteringthe JohannesburgFIR is problematicdue to a lack of suffi- PresidentSAATCA cient holding facilities and also no national flow control system exists, however, after 10 pm flights through large sections of controlled airspace are conducted without ATC assistance due to ATC91 AND EGATS staff shortages.

Deregulation of internal airlines began in early 1990. Whether a future airline free-for-all is envisaged or not is not completelycer- THE CONTROLLER,JUNE 91, P. 27 tain. Howevertraffic will certainly increase,despitethe presentfuel With reference to the ATC91 exhibition and the letter from the crisis. Deregulation poses a two-fold problem for South African UK GATCOin the last edition of The Controller, I would like to ATC's.

Firstly,althoughan upgradingof ATCequipmentis underwaythis point out that during the 1980's EGATS arranged several ATC process is, naturally, slow and will most probably not keep pace conferences,togetherwith relatedexhibitionsin Europe.

To mention a few the conferences included the "Fuel Economy with traffic growth, and demands. Secondly, ATC staffing levels Forum", a seminarentitled"R/T, the Vital Link" and a flow control which are already strained, will become more strained,particularly forum "To Fly or Not to Fly". All of the events were held in the since the ATC Training Coolege situated at Jan Smuts Airport, Maastricht environment and were attendedby many representatives Johannesburg, is unable to produce the required number of new from airlines, ATC circles and industry. Above all, controllers Controllersto meet existingdemands.

Withinthis environment,SAATCAstrives to implementits motto, attendedall of the events and were able to well represent the ATC "Incolumitas per Excellentiam" (safety through excellence). causeand be a sourceof usefuland relevantinformation.

Costsfor all od theseeventswere kept to a modest level at around Unfortunately SAATCA has, over the years, had to carry out its task: in relative isolation from the international ATC fraternity. Dfl.245(approx140US$) for a two day meeting which was incluAlthough it has remained a-political, the reality of being South sive of accomodation,food, etc. As a result of these reasonable African has been isolation as a result of political influencesrather costs, many associations and controllers were able to attend. than professional ones. Despite this, SAATCA has attempted to EGATSis planningfurthersimilarevents in the future.

It should be made absolutely clear that ATC 91 was not first to maintain relations with as many members of IFATCA as posorganise an eventlike this,particularlyin ContinentalEurope. sible, and has never refused its assistance, regardless of who has sought it.

As a result of this isolation, almost all oF SAATCA'sactivities D KeesScholts have been directed inwards in an attempt to place South Africa's SecretaryEGATS aviation house in order. Therefore the following problems have been tackledby the Associationduring 1990in particular: a) poor working conditions (reducing working hours fro,m the compulsoryminimmof 42 hours over a 6 day period to a maximum of 36 hcours over a 7 day period, and the reduction of the retirement age); b) the use and abuse of drugs and alcohol in the working environment;and c) establishinga standard procedure for the investigationof accidents/incidentsinvolvingATC's.

Reports on the above were called for by the Ministerof Transport and were presented to him in February 1991. SAATCAenjoys a close working relationship with the Department of Transport, of which Air Traffic Services has its own directorate. This was

LETTERS TOTHEEDITOR ARE ENCOURAGED ANDAPPRECIATED

26

THE CONTROLLER/ SEPTEMBER 1991

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Algerian ATCOsalso contributed to the liberation of imprisoned Tunisian colleagues. (Translationsfrom Arab) Letterfrom the Presidentof the AlgerianAir Traffic Controller Association to the Presidentof the Republicof Tw1isia,M1:Zine El-AbidineBenAli, on December 23, 1990

Mr. President, On behalf of the Algerian Air Traffic Controller Association, we appeal for the clemency of Your Excellency to release seven Tunisian colleagues imprisoned in Tunis so that they can return to and resume their work in our big family: the family of North African air traffic controllers. We appeal to you in the framework of the Union of North African controllers; Tunisian, Morocan, Mauritanian, and Algerian controllers who have decided to create an association of air traffic controllers of North Africa; particularly at the beginning when it will need the support of all to keep the safety of the airspace of North Africa.

Mr. President, please rest assuredthat this clemency for our Tunisian colleagues will be much appreciated by the Algerian controllers. We remain, Sincerelyyours, 0 M.L.Chelihz President of the AlgerianAir Traffic ControllerAssociation Letterfrom the Minister of the Presidential Council M,: Mohamed El-Jari to the President of the Algerian Air Traffic ControllerAssociationon Februa,y12, 1991

Sir, Referring to your letter dated December 12, 1990, concerning your request for the liberation of seven Tunisian controllers accused of strike and hindering the normal course of their work, I am pleased to inform you that your request has been accepted and that all the prisoners have been granted the pardon. The last of them, Mohamed Ben Ahmed Ben Ali Karem, was granted the President's pardon in accordancewith your request and benefitted from a penalty remission.

We hope that those who were involved will appreciatethe grant by the President of the republic, since our major concern is that every citizen carries out his professional duties and does his best in the construction of his country which is but a large part of North Africa.

0 MohamedEI-Jari Minister of the Presidential Council

AIR T Exhi MAA CON

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1992.

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AGENDA SEPTEMBER 91 5-7 Business & Light Aviation Exhibition, North Weald Airfield, Essex.ContactB&LA Tel +44 378 822 210 Fax +44 378 822 238 10-11 IATASlot Allocation Symposium & Exhibition, Scandic Crown Hotel, Brussels, Belgium. Contact Anita Macleod, IATA, Tel +4122 799 2751 Fax +4122 799 2683 17-21 DAYTON Air Show, WrightPattersonAFB, Dayton, Ohio.

Tel +1 513 898 5901.

24-27 lnterAirport. International Airport Exhibition, Frankfurt/Main, Germany. Contact International Air port Expositions,UK Tel +44 7072 75641 Fax +44 7072 75544, or BlenheimHeckmannGmbH Tel +49 611 58040 Fax +49 611 580417 27-30 IFATCA Executive Board Meeting, Christchurch, New ZeaJand.

ContactE.G.H Green Tel +44 628 23 699 Fax +44 628 781 941

OCTOBER 91 7-15 TELECOM 91 - 6th World Exhibition, Telecommunication Geneva, Switzerland. Contact ITU Tel +4122 730 51 60 Fax +4122 733 72 56.

19-20 IFATCA Regional Meeting EUR, Helsinki 20-21 IFATCA Regional Meeting AMA, San Jose 25-28 IFATCA Regional Meeting ASP,Colombo

NOVEMBER 91 3-7 DUBAJ '91. International Aerospace and Defence Exhibition Dubai, United Arab Emirates. Contact Fairs and Exhibitions Ltd. London Tel + 44 71 935 85 37 Fax +44 71 935 81 61.

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NTERAR RT 6 RAE AIR ANK URT/ ARN GENERAL CONFERENCE PROGRAMME

For the eighth time since 1977,professionals from around the world will meet in Frankfurtthis year duringthe world's largest airport trade fair. The scope of this year's INTERAIRPORTexhibition,heldfrom24 to 27 September at Frankfurt Airport in Germany,has been widenedfurtherby a programme of special conferences, round table discussions and industryworkshops.

AIRTRAFFIC CONTROL, THEFORGOTIEN MARKET

The Air TrafficControltopic is the general theme of conference sessions on 26 September with three presentations on ' Rebuildingthe EuropeanATCSystem', plus an industry round table discussion.

Presentationscover ATCequipmentand servicesproductliability,equipmentleasingand financing, and systems planning requirements.

In Western Europe alone some ECU 6 billion needto be investedovera ten yearperiod to harmonize the differentair trafficcontrol systems, in order to avoid total congestion.

The potentialof the combinedEast and West Europe 'forgotten' ATCmarketmustbe estimated to be between 10and 12billionDEM over the next IOyears.

All parties involved in aviation are talking aboutthe forthcomingEC CommonMarket's air transportationliberalizationand deregulation and air trafficcontrolsystemharmonization in Europe, but few recognize that the requiredfinancialfundingcannotbe left solely to the airlines.Airspaceuser chargesalone will not cover the resulting costs. Recent announcementson pendingincreases in airspace userchargeshave alreadyled to protests by the airlines.

Withthe ongoingpositivetrend of ATCprivatization,new aspects of ATC equipment and servicesfundingand leasing will therefore evolve in Eastern and Western Europe alike.

An ATCIndustry Round Table of the AIR NAY COM Congress on 26 September is expected to hold an open debate on the resources required and the existing technical potentialamong the leading ATC manufacturersacross the world in order to achieve a mutual consensus of the prerequisites for the integration of the European ATC System.

Withparticipationof the CEC's Directorate Generalfor Air Transport and its Commission for Air TransportPolicy, industrycompanies takingpart will discuss with ATCauthorities and organizationsopenquestions as to: ~

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AIRTRAN'9 AE ONAUTICS ANDA R RAFFIC CONTROLEXHIBITION Airtran' 91 is the first biennialand international Aeronautical and Air Traffic Control Exhibition taking place in Spain. It is organised by IFEBAL - Balnearic Trade Fairs Institution - in coordination with the Ministry of Transport, the Balnearic Autonomous Government and the Air Traffic ControJlers Association (ABCCA).

The exhibitionwill be held in the Terminal B of Palma de MallorcaAirport from 6th to

9th of November. Latest ATC systems and equipment, radars, communications, avionics, and air security will be on display.

Likewise, "Airspace Structures planning and Airport Development", "Airspace utilisation, procedures and operating practices" and "Airspace utilisation, engineering standards" will be discussed by representatives of air traffic controllers¡ associations, pilots, airlinesand administration.

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AGENDA

AR RAFIC ONTROL'9

NOVEMBER 91

E URNSTO AASTRICHT Following the success of ATC'9I, where it was made clearly evident that the ATC market recognised the need for an exhibition devoted solely to their special products, a second Air Traffic Control exhibition and conference has been launched.

The venue again, is the Maastricht Exhibition & Congress centre, located in the South of Holland on the borders of Germany and Belgium, and the home of Eurocontrol's operationalheadquarters. The show dates are 18th, 19th, 20th February 1992.

An extra dimension to ATC'92 is being provided by way of the New Product Seminar. This will take the form of a lecture theatre and will be available to exhibiting companies. At the NPS exhibitors will be

able to make a 20 minute presentation on their company's products, to visitors and invited guests, thus reinforcing sales contacts.

PS is in addition to the ATC'92 conference, called ATC'92 Open Forum, being organised by Jane's Information Group, which will take place on the 19th& 20th February, the middleand last day of the show.

In an effort to produce an industry-wide approach to planning airspace and airport capacity improvements in Europe, ATC'92 Open Fornm will give senior aviationmanagers an opportunity to put their views forward to the people responsible for installing ATCequipment, deciding on where new terminals should be built and setting the political boundaries for airlinegrowth.

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6-9 AIRTRAN '91, Aeronautics and Air Traffic Control Exibition, Palma de Mallorca, Spain. Contact IFEBAL Tel +34 7145 55 00 Fax+ 34 71 45 12 21.

DECEMBER 91 7-8 IFATCA Regional Meeting AFI, Casablanca

1992 FEBRUARY 92 18-20 ATC'92, 2nd Air Traffic Control Exhibition and Conference, Maastricht Exhibition and Congress Centre, Holland.

Exhibit, contact Jane Hadfield, Expoconsult(UK) Ltd. Tel +44 707 376 565 Fax +44 707 376 816.

Conference, contact Ching Lee, Jane's InformationGroup, Tel +4481 763 1030 Fax +4481 763 1005.

HANNOVER AIR SHOW MOVESBACKTOBERLIN

MARCH 92 From 1992 onward, the world's oldest aerospace exhibition will take place every two years at Berlin-Schoenefeld Airport in Berlin-Brandenburg located some 20 km from the Berlin city centre. The 1992 event will take place betweenJune 15and 21.

The allocation of JLA in Berlin Brandenburg is the result of an agreement between the BOLi, the Government of Brandenburg, the Coordinator of German aerospace activities (Federal Ministry of Economics), the FederalMinistry of Traffic and the Berlin-SchoenefeldAirport.

Thus ILA returns to a historical centre of German aerospace where it had already taken place in 1928.

ILA will also in future consist of an indoor exhibition, a static display and flight demonstrations.

Defence technologywill also be represented at ILA, though not playing a dominant role.

Nevertheless, the exhibition in BerlinSchoenefeld will have a new look. It will serve as a gateway between Eastern and

Western aerospace technologies and it will compared to other international airshows emphasize particular aspects such as the applicationof aerospacetechnologies in all technical and economical areas, ranging from environmental protection to worldwide communication and new materials.

The organizers of the exhibition con ider ILA as a shop window for worldwide aerospace technologies as well as an appropriate platform for the presentation of Berlin and Brandenburg as industrial sites and for the presentation of the East European and West European aerospace industry.

Together with the immediate vicinity of ILA in Brandenburg to the Berlin metropolis this will create a new potential of visitors and exhibitors accordingto BOLi. Flight demonstrations at ILA are subject to safety and noise protection regulations officially applied to in Germany. Flight demonstrations for civil and military air vehicles will be cleared within the normal operational spectrum. Aerobatic formation flights of jet aircraft will be excluded.

THE CONTROL LER / SEPTEMBER 1991

23-27 IFATCA'92, Conference and Exhibition, Bournemouth InternationalCentre,Bournemouth, United Kingdom. Contact John Dancer, Chairman IFATCA Organising Committee, Tel +44 372 723 003 or Philip Atlay, Exhibition Manager, LATCC,Porters Way, West Drayton, MiddlesexUB10 9AX Tel +44 895 426 098.

JUNE 92 15-21 ILA'92, International German AerospaceExhibition, Berlin-Schoenefeld Airport. Contact BOLi Tel +49 228 849 070 Fax +49 228 330 778.

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NEWAIR TRAFFICCONTROL WORKSTATION ONSHOWIN PARIS SOFTWARE CONTROL ANDERGONOMIC DESIGN internationallyacceptedstandardsand pracGIVEGREAT FLEXIBILITY tices such as Posix, X-Windows, TCP/IP

A completely new Air Traffic Control workstationconcept has been developed as a joint study by two Swedish companies, IBM Svenska AB and NobelTech Systems AB (formerly Bofors Electronics). A prototype was exhibited on the IBM stand at the Paris Air Show at Le Bourget from 14th to 23rd June 1991.

The 'Stockholmworkstation' is based on known requirements of the Swedish Civil AviationAuthority and of Eurocontrol, but can be readily adapted to meet other international specification. It is designed primarily for ACC (Area Control Centre) and TMC (Terminal Control Centre) applications but is easily modified for use in control towers or to serve as a student position in Air TrafficControl simulators.

and OSF/Motif.

The prototype workstation shown at Le Bouroet had two IBM 6091 23-inch colour b displays with a resolution of 1280 x 1021 pixels; one for radar presentation and the other for additional information such as maps over flight routes, airports and for flight plan information.

numerical keypad and a group of 12 proorammable function-keys. A three-button b mousecan be mountedto right or left, and a standard IBM keyboard is provided, stored in a drawer when not in use. A trackballcan optionallyreplacethe mouse.

The two wings of the console are normally reserved for communic~tions co~trols such as telephoneand selecllonof radio frequenciesand transmitters.

ERGONOMIC DESIGN

The ergonomics of the new workstation have been one of the main design considerations. A flexible workstation, adjustable for personal comfort and for different ways of working even during a session, can make a major contribution to safety by keeping controllers alert and receptive. An exceptional range of working-height adjustment from 700 to 1300 mm allows Controllers, whether short or tall, to sit or stand comfortably according to their preference, and the displays are independently adjustable for height, tilt and angle. All input devices fall convientely to hand and can easily be reconfiguresfor right-handed or left-handed operators. The whole station is mounted on castors for easy mobility.

INTERNATIO NALSTANDARDS

The software architecture of the Stockholm workstation is based on international standards to provide flexibility in application and to allow upgrading or exchange of hardware items at any time.

The workstation is based on an IBMRISC System/6000 processor and uses a commercial operating system, IBM Advanced InteractiveExecutive (AIXJ, which follows

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The 'Stockholm' Workstation

The workstation has also been successfully tested with the Sony DDM-2800 20 x 20-inch monitor (using a Sony NDC-1 display generator).

FUNCTIONALITY

A wide variety of input devices is provided, and the assignment of functions to them is entirely under softwarecontrol.The Stockholm workstation is therefore equally suitable for use in executive controller positions and for planningfunctions. Individual controllers have a great deal of choice about how to use the station, (within limits set by the Authority). In the prototype unit the central panel of the console is fitted with a monochrome LCD touch-screen display controlled by an IBMX-terminalinterface, and this is flanked on each side by a

A typical assignment of functions might use one set of function-keys for flight clearances in conjunction with a mouse-selected vector and numerical key-pad. The touch screen is normally used to set display-variables for radar presentation, and such things as History Track On/OFF and the length of Prediction Lines. It can also be used to select ground-to-groundcommunications channels chosen from alternative display menus. The three-button mouse can select areas of the radar display for expansion by "click and draw". The mouse can also select flight plans for display by clicking on the track symbol, or select from onscreen menus.

The flexibility of both software and hardware makes the Stockholm workstation an ideal prototyping environment for developing ATCMan/Machineinte1t¡a ces.

THE CONTROLLER/

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Air traffic control is no longer what it used to be ... my Grandmother told me many times that there was no future in aviation, except as a pilot. But times have changed. Now air trafficcontrolhas becomeso complexthat most studentcontrollers can look forwardto a high possibilityof failure. So what do they becomeafter failing as a controller?Yesyou have guessed it ... a pilotof course.

Proof of this fact is often head on the airwaveswith exchanges as follows: "Good morningcontrol. This is Brasilia 2345 at FL 250. Couldyou please phone MilitarySectionYankeeon extension 1251for a direct Lima Zulu?" A surprisedcontrollerasks, "How do you know the extension number?" to be given the reply, "Ah! I used to be a trainee with you until a few months ago. UnfortunatelyI failedthe secondtest!"

Do not laugh at old aircraft,at least they do exactlywhat pilots tell them to. The same cannot always be said for some of the moremodemvariants.

A few monthsago I was visitinga controltower where I beard a controller say, "Air Cocorico 123, you were clear to land ... what are you doing?" The pilot replied, "I do not know sir. Ze airplanedecidedto go around... I do not understand..."

While we lookedat the AirbusA320 gracefullyoverflyingone runway at 130 knots, I heard the next controllerclearing an aircraft on the other runway, "German Air Force 2512 you are clear for Take off, the wind is ... " I could not resist interrupting him and said, "Hey! Watchout! Youhave a Tupolev 134 penetrating the runway now!" He looked at me with puzzled eyes.

"But that is GermanAir Force2512..."

Ah! Air trafficcontroland the GermanAir Force are not what they used to be ...

THE CONTROLLER/ SEPTEMBER 1991

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Back to work the next day with a lot of thunderstorms around ..."Can we go direct to Hotel Zulu to avoid build ups ... Can we divert 10 degreesto avoidCBs" ... the whole show is on again.

Air Bapotunaga,old Boeing707, painfullyclimbsout of FL 150 and asks "Control,any turbulencereported at FL 140?" Control replies, "No sir, only above FL 290. Are you reporting some?"

"No", saysthe pilot,"... it mustjust be our aircraftthen!"

On the other hand flying is now easy;just pressingbuttons (the right ones of course) and monitoring a lot of information displayed on TV screens.However,with these brand new efficient engines that hardly use any fuel sometimesconsiderableconfusion can arise.

A few weeks ago I was in the cockpit of one of those new Airbus A320s.The first shock is not the instrumentationbut the fact that the old controlcolumnhas been replacedby a table. Not only that but there was a cup of coffee on the table and if it were not for the allroundcockpitwindowsyou would think you were in the First Classcompartment.

After take off for a one hour and twenty minuteflight our computer requested FL 350 for cruising. Despite a few calls, ATC could only offer FL 310. I asked the Captain what the extra fuel bum penalty would be. He punched some buttons on the Flight ' ManagementSystemand told me, "48 Kilos". "Wboww! ... per engine per minute?", I asked. "No", he said, "for both engines , for the whole flight." He must be kidding. At present fuel prices it meansa differenceof 10 US$ for the completeflight! I went back to my seat and told the Steward "Cancel the Champagneand bring me water instead." As he looked somewhat amazed I said to him, "I just wish to save a few dollars for i your airline,then next time I will not feel guilty when I clear one of your aircraftto a level4000 feet belowthat requested.

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used to demonstrate the flexibilityof MLS in a busy mixed traffic environment. After exhaustive tests of their MLS evaluation Furthermore, it was proposed that the step following harmonisation should be _integration. equipment, Siemen s Plessey Radar have been This means that the operation of the air traffic service system in the ECAC area IS such that, awarded a contract by the UK CAA for a from the user's perspective, it functions as if it were a single system. .

Category m MLS (P-SCAN 2000) for instalThe report of the Task Force concernino the Inteoration of European Air Traffic Control b b 90 ,, Systems, titled "Air Traffic Control in Europe - ECAC Strategy for the 19 s .' was _presen- lationat LondonHeathrow. ted to the meeting of the ECAC Transport Ministers held on 24 April 1990, m Pans. The Transport Ministers adopted the report, its strategy and the action programme for the harmonisation and integrationof the operations of the air traffic control system~.

"EATCHIP", the European Air Traffic Control Harmonisation and Integration Programme, page 17 HOPE OR FEAR 1

.... page 3 FOREWORD

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Additionally, the Ministers decided that the harmonisation and progressive integration · . mme· It. was.a00 reed European ATC systems should be manaoed as a single overaII prngra . that Eurocontrolwould be responsible fo; its management, s~bject to broad po~~ydlfec~on by the ECAC States. The planning, development and momtonng of the pro"'ramme as undertaken jointly by Eurocontrol and the participating countries. . .

The Ministers further decided that the manaoement structure for the 1mplementatwnwould consist of a Project Board, a Project Team and a Consultative Committee. . . ..

The objective of the Project Board is the overall management ~ontrol_a~d its resp~n~ibi~ity the direction of the programme. It is composed of high-rank1~gofficials ?f~articipatmg states and observers from inter-governmental, as well as mtemat1onal , org~msation s.

The objective of the Project Team is the implementation to the agreed time-scale and the day- to-day management. It is composed of permanent Eurocontrolstaff. .

The Consultative Committee is the liaison between the Project team and the airspaceuser, airport, consumer and professional organisations. .

At the regional Meeting Europe held in Budapest / Hun_ga_ ry ll1 October 1990, the International Federation of Air Traffic Controllers' Associations endorsed the ECAC Strategy for the 1990s. The Strategy was considered by the IFATCADire~tors t?b~ a_realistic approach to alleviate the existing air traffic congestionin Europe, wh!lemamtammga high level of safety.

IFATCAis not only a member of the ConsultativeCommitteebut as well acceptedonto the Project Board; thus being involved at the forefront of deliberations and decisions.

The IFATCArepresentatives will assure that the human element and the related activities are considered to be a key issue in the implementationof the ECACStrategy.

The IFATCApolicy that the planning and implementation of improved air traffic management capabilities should include consideration of human factors impacts and requirements and that the goals for future air traffic management systems should be qualified in relation to human factors will be incorporated into the progress report that will be presented to the next meeting of the Transport Ministers of the ECAC states.

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in real time fight tracks in MLS coverage also exists. Sufficient antenna coverage was obtained with only 2 MLS antennas on the Boeing 727. No signal loss occurred, despite role changes of up to 25° and pitch changes of I 0°. Prior to and during the demonstration flights extensive data was collected using on board data recording systems. True aircraft position in space data was obtained using a very accurate, portable optical tracking system in addition to the FAA aircraft, a Metroliner from the NLR also flew data collection and demonstration flights at Cardiff and Heathrow.

CONCLU SION S

During the demonstrations 13 different pilots flew advanced MLS procedures as sub-

ject pilots. Reactionsto the demonstrations were very positive. Althoughinteroperability was not part of the demonstration it certainly was graphically demonstrated. The originof the MLS ground equipmehtwas the United Kingdom,the MLS receiverand the DMEP transponder werefromthe UnitedStates,and the DME/P interrogatorwas fromGermany.

In addition, MLS receiversmanufactured by Canadian MarconiCorporationand the Japan Radio Corporatio n werealsoflown against the MLS ground equipment. This demonstrated interoperability of equipment manufacturedin 5 different countries. Excellentstandardisation of MLS equipment exists. A furtherseries of demonstrationand datacollection flights took place at Aberdeen Airport on 3 l July/I August 1991.ln additionto the FAA727 and NLR Metroliner, a Sikorsky helicopter was

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planes and realise they will not be able to operate them freely, they will put heavy pressure on the politicians to have their way and in turn pressure will be put on ATC organisations and agencies to make capacity available AT ALL COSTS - this is not compatiblewith safety. Therefore, it is also very important that ATC remains outside the direct control of airlines in the future.

So really, do the controllers fear being swamped by traffic in the years to come?

YES in principle - but in reality we will not allow unsafe situations to develop. If the human, technical and political problems are not implementedsoon enough then aircraft will be held on the ground for longer and longerperiods.

We must not forget that the tremendous increase of capacity needed to accept air movements in the last nine years have been largelyworked out by the air traffic controllers themselves. But now we are near the end of our capabilities. We need the other parts of aviation to do their job.

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page 28 INTER 1\IRP ORT 'YI

• the probable cost of rebuilding the European ATC system, how it can be financed and who will have to finance it • whichrole ICAO/EUR, the ECAC and the newly appointed CEC Commission for Airports and Air Traffic Control will play in the system for Europe without support of the industry and how this planning will have to be structured • whether the European ATC equipment manufacturers are capable of supplying all technical componentsof the new European integrated ATCsystem; and • which consortia / joint ventures of European ATC equipment manufacturers may play a leading role.

IBM, UNISYS, RAYTHEON, HUGHES, THOMPSON/CSP, MARCONI, DASA SIEMENS/PLESSEY and WESTINGHOUSE will discussthese and related aspects. A number of European ATC authorities will participate in thesediscussions.

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AEG ELECTROCOMGmbH, Konstanz, FRG ALENIACIVILSYSTEMS, Rome, Italy ATSAEROSPACE , St. Bruno, Canada AUTODIAGNOS,Stockholm, Sweden AVTELPTYLtd, Adelaide, Australia BOFORSELECTRONICSAB, Jarfalla, , Sweden BORGEPEDERSON A/S, Aller0d, Denmark CAE ELECTRONICSLtd., Saint-Laurent, Quebec, Canada CARDION ELECTRONICSInc., Woodbury, NY, USA CESELSA, Cecsa Sistemas Electr6nicos SA, Madrid, Spain CISETS.p.A., Rome, ltaly COMPUTERCOMMUNICATIONS SOFTWAREGmbH, Rodedermark-Waldacker, FRG COSSORELECTRONICSLtd., Harlow, Essex, UK DICTAPHONE CORPORATION, Rye, NNY, USA EER TECHNOLOGIESInc., Ottawa, Ontario, Canada ERICSSON BUSINESS COMMUNICATIONS, Nesbru, Norway FERRANTI COMPUTERSYSTEMS Ltd., Cwmbran, Gwent, UK FFV AIRPORTTECHNOLOG Y AB, Froson, Sweden HOLLANDSESIGNAALAPPARATENB.V., Hengelo, Netherlands HUGHESAIRCRAFTCORP., Los Angeles, CA, USA JEPPERSEN & CO. GmbH, Frankfurt, FRG JERRYTHOMPSON& ASSOCIATESInc., Kensington, MD, USA MARCONIRADAR SYSTEMSLtd., Chelmsford, Essex, UK MITRE CORPORATION, McLean, VA, USA NETWORKSYSTEMS GmbH, Frankfurt, FRG NORCONTROLSURVEILLANCE SYSTEMS A.S., Chipping Sadbury, Avon, UK RACAL AVIONICS Ltd., London, UK RAYTHEON CANADA Ltd., Waterloo, Ontario, Canada REDIFFUSIONSIMULATION Ltd., Burgess Hill, West Sussex, UK SCHMIDTELECOMMU NICATION, Zi.irich, Switzerland SD (SCICON) Ltd., Hampshire, UK SEL-STANDARD ELECKTRIK LORENZ, Stuttgart, Zuffenhausen, FRG SIEMENS-PLESSEY RADAR Ltd., Chessington, Surrey, UK SOCIETED'ETUDES ET D'ENTREPRISES ELECTRIQUES, Malakoff, France SOFREAVIA, Pruis,France SWEDAVIA AB, NoITkoping , Sweden TASA, Telecommunicas:oesAeromiuticas S.A., Rio de Janeiro, BraziJ TELEFUNKEN SYSTEMTECHNIK GmbH, Wedel, FRG TELEPHONICS, Fru1 ningdale, NY, USA TELUBTEKNIK AB, Solna, Sweden THOMSON-CSF, Division SDC, Meudon, France UNISYS, Europe/Africa, Oxbridge, UK VIDEOTEX A/S, Charlottenlund, Denmru'k WESTINGHOUSEElectric Corp., Baltimore, MD,USA

The International Federation of Air TrafficControllers' Associations would like to invite all corporations, organizations, and institutions interested in and concerned with the maintenanceand promotionof safety in air traffic to join their organization as CorporateMembers.

CorporateMembers supportthe aims of the Federationby supplying the Federationwith technicalinformationand by meansof an annual subscription. The Federation's international journal THECONTROLL ER is offeredas a platform for the discussion of technical and procedural developments in the field of air trafficcontrol.

Mode Sis the mode of the future. Especially at Thomson. And especially in Europe where today's skies are fast approaching complete gridlock.

Mode S provides a direct, automatic, highly efficient data link between the pilot and the air traffic controller. It also provides a highly effective aircraft identification system .

At Thomson we're very much involved in the development of Mode S. As a world leader in monopulse secondary radar, we're well qualified for the task. We've already logged several years of Mode S experience with our experimental station at Orly Airport.

Thomson-CSE A company that's working hard to put Mode Son the map . Your map . Worldwide . , .....-,

Mode S. The vital link.

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DIVISION SYSTEM ESDEFENSE ETCONTROLE- 18, av. du M·' -Juin - 92363 Meudon -la-Foret Cedex - FRANCE - Tel. (33-1) 40.94.30.00 - Telex• THOM

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