IFATCA The Controller - 4rd quarter 1991

SIEMENS

ReaiT~meTechnology

Siemens Plessey Radar offer you the most advanced air traffic management systems available toda y.

AirTrafficManagement

Whether your need is for specific hardware or software technology ; a new or developing airport ; an air traffic control centre; or the infrastru ct ure for a flight information region , we have the answer.

For ground movement and air traffi c co ntrol , we supply all the tec hnologies required From radar senso rs, processors and displays to flight departure and arrival management systems , enroute navigation and microwave land ing aids .

Our continuing commi tm ent to R&D investment keeps you at the forefront of technology worldwide .

Siemens Plessey Radar . Air Traffic Management Division , Oakc roft Road , Chess 1ngton . Surr ey KT9 1OZ Eng land Tel (44) 081 391 6132 Fax (44) 081 391 6196 .

Siemens Plessey Radar The key technologies for integrated real time air traffic management . now and into the future .

JOURNAL OFAIRTRAFFIC CONTROL

Geneva, Switzerland, December, 1991

Volume 30 N°4

PUBLISHER

IFATCA, International Federation of Air Traffic Controllers' Associations P.O.Box 196 CH-1215 Geneva 15Airport, Switzerland

IN THIS ISSUE COVER STORY

OFFICERS OFIFATCA

D.C.B.Stuart President and Chief Executive Officer U. Windt Deputy President A. EISeoudEl Karimy Executive Vice-President Africa H. EsquivelA. Executive Vice-President Americas Neil Vidler Executive Vice-President Asia/Pacific PrebenFalkman-Lauridsen Executive Vice-President Europe StureEricsson Executive Vice-President Finance WimRooseman Executive Vice-President Professionnal Position vacant Executive Vice-President Technical EdgeGreen Executive Secretary

TCAS

II-

IFATCA

System

U p date

4

AT IC A O 10TH AIR NAVIGATIO N

Co~ERENCE Pre sident D.C.B . Stu art repo11sfrom and speaks at Montre al.

10

MEDICATION AND ATC Warnin gs : Sid e effects may impair work performanc e .

18

YUGOSL AVIAN S ITUATION IFATC A Statement at European MAs' meeting .

20

CH ARL IE 'S C OLUMN Hum our continu es .

30

A IR T RAFFIC AT THE CROSSR OADS A satellite solu tion for traffic growth.

32

EDITOR

Terry Crowhurst Cornwall Drive 19, JHQ D-4050 Monchengladbach 5, Germany Telephone & Fax +4921 61 55 1095 MANAGEMENT ANDADVERTISING SALES OFFICE

The Controller, P.O.Box 196 CH-1215 Geneva 15Airport, Switzerland Telefax +4 I22 66 43 05

Advertisers in this issue ATC '92, Breitling, British Airways, CAE Electronics, Hughes, IBM, IFATCA '92, Jane's Information Group, Raytheon Company, Siemens-Plessey Radar, Swissair, Thomson-CSP, Sky Talk.

ADMINISTRATION ANDSUBSCRIPTIONS

Bernard Laydevant • Tel. +4122 782 79 83 ACCOUNTING

Photos Bendix/King, Ulli Windt, Thomson-CSP.

Michel Henchoz • Tel. +4122 796 0 I 26 ADVERTISING ANDPRODUCTION

Cover Courtesy Bendix/King Air Transport Avionjcs Division.

Patrick Schelling Telephone +4 122 66 26 84 Telefax +4 122 66 43 05

Cartoons Fin, KT.

ARTWORKANDLAYOUT

Lin Schelling Daniel Forte,Filanosa SA FORCOURIER MAIL

The Controller/Schelling La Cote, 1261 Le Vaud,Switzerland PRINTI NG

Der Bund, Verlag und Druckerei AG Effingerstrasse I, CH-300I Bern, Switzerland Telephone +4 13 125 12 II Telefax +4 131 25 06 49

ISSUESA PPEAR END OF M ARCH, J UNE, SEPTEMBER , DECEMBER. CONTRIBUTORS AREEXPRESSING THEIR PERSONAL POINTS OF VIEW AND OPINIONS, WHICH MAY NOT NECESSARILY COINCIDEWITH THOSEOF THE INTERNATIONAL FEDERATION OFAIR TRAFFIC CONTROLLER S' ASSOCIATIONS, IFATCA. IFATCA DOESNOTASSUME RESPONS IBILITYFORSTAT EMENTSMADEANDOPINIONSEXPRESSED , IT ONLY ACCEPTS RESPONS IBILITY FORPUBLISHINGTHESE CONTRIB UTIONS. CONTRIBUTIONS AREWELCOME AS ARECOMMENTS ANDCRITICISM. No PAYMENT CANBE MADE FORMANUSC RIPTS SUBMITTEDFORPUBLICATION IN THE CONTROLLER . THE EDITOR RESERVES THE RIGHTTO MAKEANY EDITORIAL CHANGE S IN MANUSCR IPTS, WHICHHEBELIEVES WILL IMPROVETHEMATERIALWITHOUTALTER INGTHEINTEN DEDMEAN ING. WRITTEN PERMISSION BYTHEEDITORIS NECESSARY FORREPRINTING ANYPARTOFTHIS JOURNAL.

THE CONT ROLLER/ DECEMBER 1991

Everything under control.

T

he sky abov e ma y look as crowd ed as down below, but don't worr y. Bett er ge t off th e ground with th e IBM Air Traffic Control System to establi sh a heav enly order.

The syste m's high-t ec h scr ee ns give the controll er a clear picture of what is going on in th e air, enabling him to always find th e right path for every air craft. And thanks to its pe rfec tly harmoniz ed hard- and softwar e, it makes communi cation b etwee n controller and pilot error -free, eve n at int ernational level. Whi ch means working cond ition s ar e bec oming b ett er than ever between heave n and earth.

~

,,,.

I\

With th e support of th e IBM Air Traffi c Control System, both th e crew in th e cockpit and th e team in th e tower can concentrat e on what ultimat ely counts coming down as safely as you take off. or further information about th e IBM Air Traffi c Control System, please conta ct IBM Air Traffi c Center Europ e, Posener Strafi e 1, D-7032 Sind elfing en, or simpl y call 49/70 31/17-28 01.

F

-------- ------- -- -------¡-

__

_ __

__

FOREWORD _ _____

_

0 Neil Vidler ver the years, most efforts in improvementsin the air traffic

0 control field have been directedtowardsimprovingthe "hardware" of ATC: equipment,procedures, staffing,etc. In more recent times, increasingly our attention is turning to "software" improvements such as in the area of humanfactors.HumanFactorsas a subject is comingof age as its importanceis recognised.M?re ~~anjust the ergonomicsof a workstation,more than just the smtab1hty of a roster, it is an all-encompassingdiscipline that attracts every aspect of our profession.

All of a sudden, as it were, Human Factors seems to be "flavourof the month" whenall along it has been de rigueur for seriousstudents of ATCworkingconditions.In fact , the study and implementationof Human Factor principlesis now widespreadthroughoutthe aviation industry. Airlines in particularare in the forefrontof ~~bra~ingthese principles and Cockpit Resource ManagementTraining 1s almost universal.

The aviation industry, in recognising that the occurrence of accidents and incidents has been minimised through technologyand proceduresrefinement, is now turning its attention to the HumanFactors aspectsto furtherreducesuch events. For_ATCthis means that it_will be vitally important, for example,to ~etain the co~troller as an_integral component in the loopof auto~ation, and notJU~t as a monitor.

As an indication of the attention now being dJrected towards HumanFactors,ICAOconducteda conferenceon Human Factorsin Leninorad, in April 1991, and will conduct further conferences in Bangkok, in November 1991and Washingt?n D.C._,in ~pril 199_3 .

Two seminars are also scheduled for 1992 in Mexico City (Apnl) and Cairo (October).

IFATCAhas been invitedto participate in the Bangkok conference and to present its views on automation in ATC.The organisersof this conference are very eager to ensurethat States (management), Users (pilots) and Providers (controllers)are equally able to present their views. The Federationhas given ICAO an assurance of support for their Human Factors programmeand we are fully involved in drafting ICAO's "Digest on HumanFactors i~ AT~"- .

Additionally, serious study of the subJect 1s being con?uc_ted_not only by the major international organisations, but smaller inst1tut10n s are also adding their expertiseto the knowledgeand development of the discipline.

Massey University, in New Zealand, recently ~osted a "Human Factors in Aviationin the South Pacific" symposium and are planning to turn this into a biannual event, with the aim of eventually moving it around the Asia/Pacificre~ion. Two AT~ related papers were delivered at the Massey symposium, one of which was presented by IFATCA. . .

All this activitymeans that the "personal" aspectsof the air traffic controller's profession are (at last) receivingthe attention they require and deserve. It hasbeena well knownfactthat airborne technology has always been yearsahead of ATCtechnology. It behovesus to ensure thata similar positiondoes not pertain with respect to HumanFactors.

Editor'sNote- an abstract of the presentationto the Human Factors Seminar in Bangkokappears on p. 19.

THE CONTROLLER / DECEMBER 1991

_______

_ EDITORIAL _______

_

0 Terry Crowhurst September this year, I attended my first full Executive Board I nmeeting as Editor of The Controller.The meeting was originally scheduledto be held in Christchurch,New Zealand as a precursor to the 1993IFATCAConference. However,apart from the extreme distance for many of the Board to travel for a short meeting, the 10th AnnualNavigationConference(ANC)was also planned in Montreal, Canada,during the same time scale. The ANC was considered to be a most importantevent at which IFATCAshould be represented and accordingly the Board venue was rearrangedto coincide with attendance at the ANCvenue.

Havingtravelledfrom the far corners of the world, the Board duly met in Montrealfor four days from the 18 -21 September.One of the first surprisesof a new Board member is to discover that it is expected that all travel to a meeting venue is made at no expense to the Federation. Many of us are extremely lucky in that we enjoy travel facilitiescourtesyof our national airlines. Nevertheless, myself and the Executive Secretary still managedto pass a couple of nail biting hours waiting to see whether we could obtain seats on a "fully booked" return flight. Coincident with our own meeting the Canadian Associationalso planned a routinemeetingat the same venue as ourselves. This turnedout to be a most worthwhile arrangementand we were indebted to the association for their help and assistance during our visit. Also during our stay an opportunity was taken to visit the ICAO building and to host and repay some of the hospitality to the ICAOand Canadianstaff.

The President had already arrivedin Montreal some two weeks previously to attend the ANC meeting as the IFATCArepresentative.

His impression of the conference and the text of his speech are reported later in this issue. Suffice to say that IFATCA was well represented and the humanfactorsaspectsof the controllersinvolvement in the futureand the need for their inte1face with technological developments was well recorded.

During our own Board meetingmuch attention was devoted to the problemsexperienced by some of those controllers in countries that are very poorly served with both inadequateequipmentand unfavourable conditions of service. ln particular, the current situation in Uruguay was discussed at length. The controllers in Uruouay are . . . b expenencmg someparticularlybad facilities which in tum are having an adverse effect on the standard of airline services within their country. The list of grievances provided by the controllers from Uruguay was extensive enough to warrant a visit to the country by the President and DeputyPresident.Accordingly,they both travelled to. Urug uay withindays of the Board meetino and an account of their . b v1s1tcan also be read later in this magazine. To me this was an excellent example of IFATCAworking at its best. To those of you that may sometimes questionthe workings of the Board I can assure you that they have the interests of the world'scontrollers at their heart.

3

__________

_______

_ OPERATIONS _________

__

_____

_ _

vertical resolution advisories if and when necessary.

The developmentof a collision avoidance systemhas had strong industry and political support since 1955 when the Air Transport 0 Lee Haines,Bendix/KingAir Transport AvionicsDivision Association (ATA)requested that industry develop a viable collision avoidance sysThe encounter lasted a mere 45 seconds, tem. Urgency was added in 1956 when two raffic, traffic!" As the synthesized but it helped alleviate a fear shared by eve- commercial airliners crashed over the voice sounds the alarm, the pilots immediately look to their traffic ryone involved in flying; air trafficcontrol- Grand Canyon, killing 128 people and lers, pilots, and passengers; the fear of a makinginternationalheadlines. advisory display to determine the location Several systems were developed, tested, of the intruder aircraft. They find it on the possible mid-air collision. Poor visibility screen, then scan the sky, trying to make had prevented the pilots from seeing the and rejected during the ensuing years. visual contact. However, they cannot see intruder, but their Traffic Alert and Reasons for rejection varied from the systhe aircraft through the glare and haze of Collision AvoidanceSystem (TCASII) had tems not being technically feasible to the systemsnot providingsufficientprotection. seen it and had helped them avoiddanger. the early morning.

Pressure to accelerate development of a In this scenario,TCAS II had done what it Approximately 15 seconds later, the voice speaks again: "Climb, climb." The traffic was designed to do - reduce the risk of a . viable system intensified when 144 people were killed in a mid-air collision over San advisory becomes a positive resolution mid-air collision.

Diego in 1978. This resulted in active proThere has not been a mid-air collision advisory requiring evasive action to maingrams such as the Limited Installation involving a large transport aircraft in the tain minimum safe vertical separation betUnited States since the Cerritos, California Program which evaluated the TCAS II ween their aircraft and the intruder aircraft.

The pilots still cannot see the intruder, but crash in 1986.In fact, FAAstatisticsindica- concept.

The Cerritos collision added further they follow the resolution advisory instruc- te that near mid-air collisions have declined tions shown on the vertical speed indicator, from 1987 through December 1990. Still, urgency, and legislation was passed and establish a 1,500 foot-per-minute rate of the images burned into the memoriesof all signed in 1987by President Reagan calling climb, and continueto look. who saw the news reports, or who were for TCAS II implementationin U.S. airspaA few econds later the voice says eyewitnesses, linger as a reminder of the ce, by the end of 1991.

"Monitor vertical speed," and they begin possibility for disaster.

Those requirements were modified as a to level off. They watch the screen and the TCAS II is an aircraft-based system that result of the recommendations made in vertical speed indicator closely as the provides information, independent of 1989 by the Office of Technology Assessintruder aircraft passes 500 feet below ground stations, on the status of nearby traf- ment, which determined that the system them, then they level off. "Clear of fic. TCAS II alerts pilots to potentiallydan- should be phased in more slowly to allow conflict" the voice tells them. They gerous situations by monitoring the posi- an orderly introduction, and to conduct an breathe a sigh of relief and return to their tion, closure rate, and altitude of nearby evaluation to ensure that implementation assigned altitude. transponder-equipped aircraft and issuing would not disrupt the airspace system in

"T

TCAS compoueuts, left to right: directional a11te1111as, RA displays, Mode S tra11sponde1 ; TCASprocessor,combinedTA/weather radardisplay,controlbox. Twoom11idirectio11al a11 te1111a s are shown at bottom.

4

THE CONTROLLER/ DECEMBER 1991

__________________

any unforeseenway.Thisevaluationis called the TCAS TransitionProgram(TTP) and involvesgatheringinformationfrom on-board data recorders and from pilot, observer, and controller questionnaires.

Data gathering and analysis will last through1991.

Duringthe TTP,the U.S.aviationindustry - airlines,flight crews, air traffic controllers, manufacturers,and governmentagencies- is gainingexperiencewithTCASand analyzingthe data gatheredfromthe recorders and questionnaires.Thisexperienceis being shared with the Europeanaviation communitythroughEurocontrol.In turn, Eurocontrol will structure the European evaluationof TCAS to take advantageof lessonslearnedduringthe first yearof operation in U.S. airspace. The Eurocontrol programwill involveseveralairlines and manufacturersand is due to beginearly in 1992.

Current data from the TIP show that approximately50 percentof the resolution advisoriesare "preventive"andexperienced pilots do not deviate from their assigned flightpathwhengiventhatkindof information. When the alarm is "corrective,"and the pilot is instructedto take someaction, the averagedeviationis approximately300 feet basedon a 1,500foot-per-minute climb or descent.

U.S.law requiresthat all aircraftflyingin U.S. airspacethat have a capacityof more than 30 passengersmust be equippedwith TCASII by the endof 1993.

This includes international airlines as well as domestic.U.S. airlineswererequired to equip 20 percent of their fleets by the end of 1990.They must have 50 percent equippedby the end of 1991,and the remainderby the end of 1993. Foreignaircraft entering U.S. airspacemust comply with TCAS II installation by the end of 1993.Aircraftequippedwith 10to 30 seats must have at least TCAS I operational

by February1995.

Nevertheless,legislatingtechnologyand safetyis one thing;makingsurethe system worksis anotheraltogether.First,the technologyhad to be developedandthoroughly tested. This has been accomplished, although as the system is used enhancementsare developedandimplemented.

To understandif TCASworks,an explanation of how it works is necessary.

Basically,the systemis an extensionof the pilot'seyes.

The technologyis basedon the "Tauprinciple,"first developedand describedby Dr.

OPERATIONS _________________

Qi -17

_

-09

t

.if

Aircraft not considered a threat a'JYJ)earon the screen as a whit.e upen diamond.

Oi -12

Q' the intruder comes within 6

nautical mil.es and within plus (Yr minus 1200 feet of own altitude, it is a ''proximity target;'' its posi,tion is represent.ed by a filled diamond.

When the intruder'sfli,ght

path

is projected to lm:ng it close enaughf(Yf' concern, a Traffic Advisory is issued, the dw:rrwnd changes to a filled yellow circle and the audible warning, "TRAFFIC, TRAFFIC" is heard in the cockpit.

t -06

When the computer ca/,cu/,ates that the intruder has reached the point where an evasive action is necessary, the symbol on the screen changes to a red square and a s-ynthesized voice announces

a vertical maneuver command, such as ''CLIMB, CLIMB, GUMB''

John Morrell of Bendix in a paper titled "Fundamental Physics of the Aircraft CollisionProblem"in 1956.

Accordingto Dr. Morrell, each aircraft flies inside an invisible envelope,which varies in shape and size accordingto its speed and the velocitiesof other aircraft.

Whenrange is dividedby closurerate, the result is expressedin secondsas Tau, the 17thletterof the Greekalphabet.

THE CONTROLLER/ DECEMBER 1991

Dr. Morrell'sstudy and conclusionsultimatelyled to the developmentof collision avoidancesystems. The system presently being installed and certified on aircraft aroundthe worldis TCASII, so designated becauseit givesthe pilot verticalresolution advisories.TCASI will give the pilot only traffic advisoriesand TCAS III will have the capabilityof giving both vertical and horizontalresolutionadvisories.

5

__

_ _________

_ _____

Sequence of TA (Traffic Advisory) display.

TCAS II hardware includes a processor, a Mode S transponder, directional and/or omni antennas, a traffic display, and either modified vertical speed indicators or pitch guidance displays. The displays used vary with the space, weight, compatibility, and cockpit configuration requirements of a particular aircraft and airline.

The heart of the system is the processor, which interrogates the transponders of nearby aircraft. processes the replies and deter6

OPERATIONS __________

_______

_

TCAS II equipment on board the aircraft give commands resulting in compatible manceuvers.

TCAS II scans the airspace surrounding an aircraftfor a minimumof 15 miles to the front and 7.5 miles to the back, once per second to determine if any aircraft are in the vicinity. The system can track and display up to 30 aircraft on the screen at one time.

Intruders that pose no threat are depicted on a traffic display as open white diamonds, and if they are reporting altitude, an altitudetag appears next to the diamond.

When an intruder comes within six nautical miles and 1200 feet of your aircraft, it becomes a "proximity intruder" and the diamond turns solid white. If TCAS II determinesthat the proximity intruder will come close enough to be of concern within the next 35 to 45 seconds, the white diamond becomes a filled yellow circle, TCAS II issues an audio traffic advisory and the pilot hears "Traffic, traffic." It is at this time that pilots should try to make visual contact with the intruder, but should take no evasive action.

However, should TCAS II determine that the intruder will come dangerously close within 20 to 30 seconds, the yellow circle becomes a filled red square and TCAS issues another audio command, called a resolution advisory (RA). This RA can be corrective or preventive and aural instructions can be to climb, descend, or maintain, dependingon what the system determines.

The "Monitor vertical speed" command is the preventive advisory and requires no manceuver.

If the command is corrective, lighted arcs on the face of the vertical speed indicatoror pitch commandon EFIS indicate the necessary rate of climb or descent. Red arcs show the pilot prohibited vertical speeds; a green arc indicates the required vertical speed. A pilot "flies toward the green" to get out of harm's way, then returns to his assignedaltitude.

Now the question is: " Does TCAS mines the appropriateevasivemanceuversif work?" The answer is YES, if TTP resthey are required. Determining evasive ponses and data, pilot reports, and system manceuvers is dependent on the altitude certificationsworldwideare any indication. reporting equipment installed on the intruTTP data includes reports of numerous der aircraft, for without the altitude data, savesand assists in which it is clear the sysTCAS II is unable to calculate the proper tem is makingan invaluable contribution to vertical avoidancemanceuver. maintaining safety in U.S. airspace.

The Mode S transponder also plays a vital What about the view from the pilot 's role when two TCAS II-equipped aircraft seat? "The TCAS II system is a wonderful encounter each other. The data link capabi- safety enhancement," Capt. Wally Gillman 1ities of the Mode S ensure that the of American Airlines says. " While the THE CONTROLLER / DECEMBER 1991

BREITLING 1884

INSTRUMENTS FOR PROFESSIONALS

BREITLING USA INC. Two Stamford Land in g, Suit e 165 USA - STAMFORD , CT 06902

BREITLING MONTRES SA P.O. Box 1 l32 SWITZERLAND - 2540 GRENCHE N

Tel.: 203/ 3271411

Te l.: 65/ 51 1 1 3 1

Fax: 65/ 53 10 09

CH RONO LONGITUDE Designed for g lobe-ci rcli ng trav ellers, this m echanica l se lf. w indin g chrono gra ph permanentl y d ispla ys a seco nd tim ezo ne by an au xilia ry hour hand , d isti nct from th e loca l-tim e hand . under w hich it can be retracted . Pro no unced legibi lity in th e dark. Screw -locked crown.

Water-resistan t to50m. Rotatin g beze l w ith wi nd rose.

OFFICIAL CHRONOGRAPH

Fax: 203/ 327 2537

__

_______________

Sequence of RA (Resollltion Advisory)display.

technology is complex, the cockpit displays are relatively simple and easily interpreted by flight crews. The bottom line is, it works."

Not only does the system work as a warning device, but pilots' experiences during 8

OPERATIONS ____________

initial fleet introduction indicate that avoidancemanreuvers are so smooththatpassengers do not know that the manreuvers were made. "I haven't talked to anyonewho hasn't said it's the greatest piece of equipment they've seen," Capt.

NormBush, USAir TCAS operations manager says." It's a fantasticsystem."

This assessment has been echoed by flightcrewsfromevery airline using the system. An additional benefit is increased situational awareness; the system gives flight crewsrelativelocations, altitudes, and flight paths of aircraft in the vicinity.

___

_ _

That awarenesshelps them anticipateand avoidpotentialconflicts.

Further evidenceof the system's viability is the growing list of airlines and aircraft that have completed Supplemental Type Certificationand are operatingit in regular passenger service flights. To date, more than I,OOO systems are flying and operating in U.S. airspaceon virtually every aircraft type.

As good as TCAS II is, it must be noted that it was not designed to replace either ground-basedair trafficcontroland it is not intendedto eliminatethe time-honouredsee and avoidphilosophy of flying. It is, rather, an addedsafety factor in increasingly crowded skies, an additional set of eyes constantlyscanning for possibledanger.

The percentages may vary over the next few yearsas the system continuesto be installed and operated on aircraft around the world, but one thing is certain:TCASII is a reality that reduces the risk of mid-aircollisions.+

THE CONTROLLER / DECEMBER 1991

_ I

The ClobalSolution

______________

CONFERENCE REPORT --------

------

ICAO

10TH AIR AVGA ION NF

MONTREAL, TO

EPT

0 D.C.B.Stuart

rior to the official opening of the 10th Air Navigation Conference a symposium was held on Future Global Communications, Navigation and Surveillance(CNS) Systems.

This was held on the Wednesday and the morning of Thursday (4th and 5th September 1991). Papers were presented under five themes in six sessions " Introduction and shortcomings", "Global concept", " Institutional consideration", "User and provider views" and " Global planning".

Twenty eight speakers presented papers, some of whichwere accompanied by slides.

IFATCAwas asked to present a paper at the last minute.

Dr. Kotaite, President of the Council of ICAO, in his opening, said that this was probablythe most important meeting of the ICAO since the signing of the Chicago convention.

Dr. Fromme, Director of the Air Navigation Bureau, stressed that the conference should not get bogged down with implementationproblems but that the conference should be seen as the opportunity to endorse the technicalaspects of FANS. UnfortunatelyIFATCAcould only afford to attend part of the proceedings (like many other non-Government organisations) and we were not there at the end.

As was to be expected a number of countries were very concerned at the threat to their sovereignty and to the costs involved.

It was pointed out that as iong as ICAO remainedTHE aviation body, articles I and 24 of the Chicago convention effectively protectedthe sovereigntyof states.

The legal aspects applicable to FANS were brought up but it was stressed that as it had not been possible to formulate commonality of law concerning ATC liability, that to pursue a course of defining legal aspects of FANS would delay FANS for ever. However, !CAO could come up with model contracts for states to work with when dealing with service providers.

P

Perhaps the greatest concernat a technical level was expressedat the militaryaspectof GPS and GLONASS. States were concerned that too much was being put into one basket and that USSR and USA could "turn the whole thing off". The USA quite rightly pointed out that they could not afford to since they expected that, in the USA alone, 250000 aircraft would be relying on it as well as millions of marine, vehicular and trains etc. However,it was agreed that some more formal contracts or memoranda of understanding would be required.

It was also pointed out that FANS does not have to rely on satellites as the only means of communicating or deriving position.

Of importance to us was the adoption in the final report of the following comment

by IFATCA - "The International Federation of Air Traffic Controllers' Association (IFATCA)whilst supporting future improvementto the existingATM service with current and future CNS/ ATM systems, noted a need to address and resolve related humanfactors aspects associated with the automation of ATM. Such automation should not remove the controllerfrom the decision making process.IFATCAcautioned that the future ATFMshouldnot be seen as an alternativeto ATC,and that ATFM and ASM would be regardedas adjuncts to assist ATC,within the context of ATM. IFATCAconsidered it timely for ICAO to develop Standardsand Recommended Practices (SARPS)to guide the development of ATM on a harmonious,global basis".

The conference endorsed CNS/ATMsystem concept with the following caveat.

That !CAO - "recognise that, in addition to the aspects referenced above, there are technical, financial, managerial and legal institutional and co-operative aspects, many of which are the subject of specific recommendations in this report, which should continue to be examined in depth by the

appropriate ICAO bodies with the assistance of States and the co-operationof international organisationsto benefit international civil aviation in all States."

Thefollowingis the text of the speech that the IFATCA President gave to the delegatesat the 10th Air Navigation Conference in Montreal : Mr. Moderator, Delegates, distinguished guests, ladies and gentlemen. I am privileged and pleased to address this seminar on behalf of the men and women who ensure the safety, efficiency and regularity of civil aviation through air traffic control and who will continueto have a vital role in the future air navigationsystem.

Let me make it quite clear at the outset that IFATCA supports and endorses the future air navigation system that is more commonly known as the FANS concept.

We also appreciate that we have had the opportunity to be involved and that note has been taken of our views.

The original FANScommittee introduced the Communication, Navigation and Communication (CNS) concept which we as controllers use when providing the services specified in ICAO Annex 11.

COMMUNICATION . We use VHF and UHF equipment to communicate with pilots when line of sight communication is appropriate. HF services are used when aircraft are beyond VHF/UHF coverage. Microwave and landline services are also used for controller to controller communications.

More recently satellite voice and data links have also carried the critical flight safety messages from one ATC unit to another.

Controllers look forward to the day when there can be global direct air-ground communication.

NAVIGATION.The accuracy to which the pilot can maintain track has formed the basis of the intricate ATSroute structures as well as being the criteria for establishing separationminima. The benefits to be derived from a satellite based global navigation

-------

10

THE CONTROLLER / DECEMBER i 991

---------

------

CONFERENCE REPORT _________

Membersof the IFATCABoardat the /CAO Buildingin Montreal(quitea rare eventto catchthem all wearingcollarand tie!)

system, defined within the FANSconcept, will be welcomedby both flight crews and air trafficcontrollers.The enhancednavigation capability that will be available on a global basis will significantly enhance flight safety and efficiency, and with the appropriateinfrastructure,capacity.

SURVEILLANCE.Without radar, controllersassess the trafficsituationby the use of procedural methods which rely on pilot reports at strategic locations along ATS routes and necessitate the application of conservativeseparationcriteria.The use of radar enables controllers to see air traffic and thus enhance the services that are provided. However, radar, like VHF radio, is limited to line of sight application and therefore it is impossible to provide radar services in vast portions of airspace. The introductionof AutomaticDependentSurveillance, with the aircraft position being reported by satellite data link will be an invaluable tool for controllers in future systems. I am sure the resulting benefits in both safety and en-route capacity will be welcomed by all.

FANS/II, in further developing the CNS concept, and when addressing future CNS application,has postulatedthe development of Air Traffic Management utilising the many benefits associated with the future CNS system.

Air Traffic Management or ATM as it is now known is comprised of three elements: I. Air trafficservices(ATS); 2. Air trafficflow management(ATFM); 3. Airspace management(ASM).

WithinATM, the ATSfunctionwas considered to be the primary componentwith the other two elements serving as adjuncts.

Furthermore,the resulting benefit from air traffic management was seen by FANSas sufficientrationalefor incmTin g the costsof the futureCNS improvement s.

IFATCAsupportsthe automationof ATM functions as an aim of supporting air traffic controllers in their work and the goal of increasing the efficiencyand capacityof the overallsystem.

We are pleased that the ATMsub-groupof the FANSII Committeehas determinedthat human decision making will remain in the ATM functional loop within the period of time considered by the FANS II Committee.

Additionally, FANS II considered it necessary to involve representation from human decision makers, the users, pilots, air traffic controllers and others, in the research, developmentand implementation of the new automatedsystems.

I would now like to addresssome specific issues relatedto ATMautomation.

The similarities betweenATCOperations and aircrew working with the electronic flight deck presentationsmay seem remote.

However, there have been signs that aircrew operating in such environments have identified problems associated with these systems. Aircrew are becoming passive monitors rather than active fliers. Will air traffic controllersalso become so reliant on automatedsystems that active participation is reduced to a monitoring status? Will the

THE CONTROLLER/ DECEMBER 1991

_____

_

air traffic controller be able to pick up the pieces and take over if the computer fails or cannot provide the appropriate solution to the problem?

On the other hand, pilots have discovered that in some circumstances the Man/ Machineinterface can become so involved and distracting that other more important tasks are ignored.

In ATC the move is to automate all manualfunctions.Care needs to be taken to ensure that such automation is not self defeating in that the controller workload involved in "feeding" the automation does not overtake his primary functions. The man/machineinterfaceis of extreme importance and it is necessary for future systems to fit the man, rather than the other way around.

Human response involves the use and coordinationof eyes, ears and speech, together with a little common sense. Computers rely on the 'right' button being pressed to ensure the 'right' action being taken. One of the difficulties facing the computer programmer of ATC system is the ability to engineer a programme that can deal with every eventuality and situation. If the computer is faced with a problem that it cannot solve, it fails. Air traffic controllers are required to provide solutions regardless of the problems they encounter.

We are very concerned that automation does not overload the controller, visually, with the amount of information displayed; does not provide him with so many options that time is wasted assessing all computer generated options, or that he is overloaded with data input at the expense of surveillance of the situation. On the other hand we cannot afford to leave him with no active part. David Hopkin of the Royal Air Force Institute of Aviation Medicine has said in relation to ATC automation, "Tasks may becomedull, boring, unsatisfying, and ultimately unacceptableas the opportunities to develop and exercise skills or to become fully and actively involved in the control of aircraftare curtailed."

Automation in ATC will require great confidence by the controllers who must trust the data they are being presented with.

With greater levels of automation, the more reliantthe controllerbecomes on the system to provide accurate and trustworthy data. the more the data-links must be fail safe and totally accurate.Otherwise the controller will not trust the system and will feel uncomfortable working with it. This has been demonstratedin a number of countries 11

More people and freigh t are traveling by air than ever before , resulting in congested airports, more crowded skies , and an increasingly difficult task for air traffic controllers.

In countries around the world, Raytheon is helping to solve these problems with a complete array of air traffic control systems.

In Canada , for instance , we're modernizing the country 's air traffic control system by providing solid-state primary and secondar y radar s and a state-of-the-art automation system.

In German y, a Raytheondeveloped computer-contro lled system called DERD monitors takeoffs , landings , and en route traffic. Since its start-up more than ten years ago, it has not had a single systems outag e.

In Norway, Raytheon will be updating the ATC center in Oslo with an integra ted radar and data proce ssing system.

Cossor Electronics , our British subsidi ary, will provide mono puls e secondary surveillance radars for this system - as they have in 13other countries.

And in the United States , we've begun delivery of over 7,000 display consoles that we developed for the FAA's Advanced Automation System .

We will also provide the FAA with 47 Terminal Doppler Weather Radars to warn of hazardous weather.

The world of Raytheon is full of surprises. It's quality appliances from Amana , Speed Queen, Caloric and Modern Maid. It's Beech Aircraft. It's construction , energy and environmental services from Badger , United Engineers & Constructors and Cedarapids , Inc. And it's the world's most reliabl e defense systems , including Patriot.

Raytheon Company, Government Marketing , 141Spring Street , Lexington , MA 02173.

Raytheon

________________

where computer generated displays have occasionallydisplayed aircraft in a position some distance from their actual position.

Massive failures of automatedsystems like that which have occurred at Shanwick do not encouragecontrollerfaith in automated systems.There must be no element of doubt in a controllersmind regardingthe accuracy of data being handled. Safety depends on it.

Studjes in other safety critical environments, such as the nuclear power industry and other major automated industries, have identified some undesirable human factor trendswitmn the design and operatingphilosophyof such systems. As a result, the preference should be to retain the controller as the primary decision maker in the future ATC systems and to maintainthe controller's interest, motivationand sbll levels. Even in that most sophisticated of automated semiaviation arenas, the space shuttle programme, the humanhas the final strategicsay.

The question of responsibility in automated systems needs to be closely examined.

The legal implications of automated ATC systems need to be very clearly identified and responsibilities determined,particularly where it can be demonstrated that "the system" causedthe accident.

_______________

CONFERENCE

REPORT _____

In summary, there are genuine needs for automation to assist air traffic controllers, to improve performance and reduce workload, to increase efficiency,to remove nonessential tasks and to enhance job satisfaction.

Automation must assist and support air traffic controllers in the execution of their duties, remove non-essentialtasks, increase efficiency, enhance not only the job satisfaction of the controller, but also the safety element of the controllerstask.

Automation must improve and enhance the data exchangefor controllers.

Automated systems must be fail-safe and provide accurate and incorruptible data.

The Human Factor aspects of automation and Man/Machine interface must be fully considered when developing automated systems and should include the maintenance of essential manual skills and controller awareness.

The controller must remain an essential element of the ATCsystem and must retain the overall control function of the system.

Safeguards must be established to ensure that the controller remains an active, rather than a passive morutorof an automatedsystem.

___

(Editor's Note: Basedon informationfrom Flight Magazine)

14

but says that no safety degradation has occurred as a result and notes that fixes, mostly software changes, are available for all the problems once the issues are analysed.

Problems discovered include RAs caused by : • intruders with a high vertical speed but which are about to level off; • intruders with adequate vertical separation; • transponder/encodererrors; • intruders on parallel approaches resulting in unnecessary go-arounds; e TCAS detecting its host aircraft transponder.

Additionally, pilots have received "des-

_______

_

The legal aspects of a controller's responsibilities must be clearly identified when workingwith automatedsystems.

In conclusion, I would like to express a reservation we have with FANS. We are concerned that those areas of the world where FANS can provide the most benefit to the aviation industry may well not be able to afford the technology, equipment and infrastructure for FANS concept to be provided. It appears that the most densely trafficked areas of the world, North America and Europe, can best afford it, and actually least need it. Yes, the North Atlantic and the Pacific will significantly benefit, and the countries can afford it.

However, what about Africa, the South and mid-Atlantic, South America and much of the Middle and Far East. It is essential for the industry that these areas be given every opportunity to acquire the systems and develop the necessary infrastructure.

Mr. Moderator, I thank you for permitting IFATCAto express its views on the application of FANS technology and reiterate IFATCA's endorsement for the future CNS system. +

OPERATIONS _________________

TCAS FALSEALARMS The US National Air Traffic Controllers Association (NATCA) is claiming that "at least half ' of altitude deviations following traffic alert and collision avoidance system (TCAS) resolution advisories (RAs) are due to malfunctions. NATCA says its estimate is "conservative", but the Federal Aviation Administration (FAA) and TCAS manufacturers, while admitting to system faults, say the figure is substantially inaccurate.

The US Air Line Pilots Association, which hosted a safety workshop at which TCAS complaints from pilots were voiced, suggests the problem is not as large as NATCA believes. The FAA accepts that various TCAS deficiencies have emerged.

_ __

_

cend" RAs when only 500ft (150m) above the ground; and high-wing military transports with belly-mounted transponders sometimes appear not to trigger TCAS. The FAA is not yet releasing operational TCAS statistics, but a NATCA survey of controllers' formal reports of TCAS-generated incidents between 5 May and 12 August records 325 cases, of which 200 involved changes in altitude. NATCAsays that just over half specified the altitude change; of these, 69 % reported a 500ft deviation or greater, and 23 % reported a change in excess of 1,000ft. Pilots are normally advised that a TCAS resolution advisory should result in a deviation of 300ft to 500ft.

NATCA accepts largely that a problem with "phantom" TCAS returns on Collins equipmenthas been cured but says: "There are still problems with TCAS - more than the FAAwould have you believe."+

THE CONTROLLER / DECEMBER 1991

0

p

E

N

F

0

R

u

M

ORGANISED BY

Jane1 .INFORMATION

I would like det ails of the

D ATC'92 Open Forum

NAME -----------

D ATC'92 Exhibition

JOB TITLE ______

COMPANY -----------

---------

A DDRESS________________

For more information and booking details, please complete the coupon or attach a business card and fax/send to the above address .

___

TOWN ---------COUNTRY ______

_

POSTCODE/Z IP ----____

TELEPHO NE------

_

-

________________

IFATCA ACTIVITIES ____

A

___

_ _____

__

_

E

0 Ulli Windt the invitation of the Asociaci6n de Controladoresde Transito Aereo de!

Uruguay (ACTAU) the President Charles Stuart and myself visited the Republicof Uruguay to discuss with senior ministers the general situation of air traffic control and especially the working conditions of the Uruguayan air traffic controllers. During our stay we met with Mr. Alvaro Carbone, Minister of Labour and Social Security, Mr. Mariano Brito, Minister of National Defence and Mr. Carlos Cat, Director of the Office for Budget and Planning.

Before the official talks with the ministers we met with Mario de Mato, President ACTAU, Fernando Reyes, Secretary ACTAU and other members of the Air TrafficControllers Association of Uruguay to obtain a briefing on the situation of air Left to right: FernandoReyes, SecretaryACTAU,Viii Wind!,Deputy President IFATCA, MarianoBrito, traffic control and the profession of the air Minister of National Defence, CharlesStuart, PresidentIFATCA,Mariodo Mato, President ACTAU. traffic controller in Uruguay and to discuss possible solutions to their problems. and are going to Buenos Aires instead, thus coordination is done on the frequency After some years of military dictatorship increasing the nation's severe economic which is used for the control of vehicles on democracy was re-installed in Uruguay in problems. The reason is not a decrease in the ramp and apron and is used by five 1985.However,civil aviation is still part of passenger figures but the existing deficien- other users, power breakdowns occur on an the Air Force and consequently part of the cies at the airport. Taxiways at Carrasco average daily and sometimes more than Ministryof National Defence. The Director have a deteriorated surface and hardly once. All in all a frustrating working enviof Civil Aviation, the Director of Airports visible markings, and aprons are poorly lit. ronment. and the Director of Air Traffic Services are The ILS for Runway 24 has, after an enlarAnothervisit was to AdamiTower and the all Colonels of the Air Force. As the military gement of the runway, not been re-located. Air Traffic Control School located at do not appear to fully understand Civil Therefore, the ILS touchdown zone is Adami Airport.Adami is the second largest Aviationneeds, this has lead to mismanage- 2,000' away from the threshold. All this airport in Uruguay in regard to aircraft ment of the air traffic system. Furthermore, plus the deficiencies in ATC result in a movements. It is used mainly by General the military are transferred to other posts "2 red star" classificationby IFALPA. aviation. after two or three years, just when they are At Carrasco Tower, Carrasco Approach The ATC School located at the airport is gaining an understanding of the problems. and Montevideo ACC, situated on the air- quitemodem and spacious. It was funded by This organisational structure is considered to port premises, we made ourselves familiar ICAOand the UnitedNations Development be the source of most of the existing pro- with the situation in air traffic control and Plan and originallyplanned to provide basic blems. existing problems of the air traffic control- air trafficcontrolcourses for South America.

The ab-initio training of an air traffic lers.

Now that the UruguayanAir Force has assucontroller in Uruguay takes about 15 Whereas the technical equipment of med administration of the ATC School it is months. After completion short term con- Montevideo APP and ACC is quite accep- not usedsolely for its originalpurposebut for tracts of only one year are offered at such table, the equipment at Carrasco Tower is the education of military aviation staff, as low salary that nearly everybody has no far below standards to say the least. The wellas domesticair traffic controllers. other choice but to take a second job. wind direction and velocity indicators are All this was referred to in the talks the Our first visit was to Carrasco Inter- not working, and have not done so for IFATCAPresident and myselfhad with thenational Airport, located some 15 miles months, the volume of the loud speakers representatives of the Uruguayan Governfrom Montevideo, Uruguay's capital, and cannot be adjusted, there is no secondary ment. Mr. Brito, Minister of National facing some major problems. Some interna- frequency available, telephone lines are tional airlines are ceasing to fly to Carrasco unreliable or missing, communication and 1111>~ page 27 t

A

16

THE CONTROLLER / DECEIVlBER 1991

FULLSPECTRUM SOLUTIONS INATC

Karlsruhe Work Positio n

Hughes Aircraft Company and its subsidiary Hughes Aircraft of Canada Limited provide a full spectrum of air traffic control system solutions to meet growing worldwide needs.

Hughes offers state-of-the-art technology: ranging from the design and integration of large- and small -scale air traffic control systems , to advanced, high-performance workstations for contrnllers and software developers. Hughes systems and products in Canada , Europe and the Far East use commercial off-the- shelf hardware and feature software based on open system architecture, to meet needs for flexibility and growth .

The Hughes 20x20-inch large-scre en Advanced Multimission Work station , the Al'vID-44, is featured in CAATS, the Canadian Automated Air Traffic System. CAA TS will significantly upgrade flight data proce ssing in air traffic control centers nation wide . In Europ e, the AMD-44 is also in use in Germany at the Karlsruhe Upper Air Traffic Control Center. The Hughes Trac View 100, a personal computer-based, multir adar tracker system, is helpin g a united German y man age its increasing air traffic in Dresden, Leipzig and other location s.

Hughe s air traffic control solutions are designed to advance aviation safety today while meeting the demands for efficient air traffic control tomorrow and into the 21st century.

For further infonn ation, please contact the Marketing Departme nts of ATC Operations: Hughes Aircraft Company, P.O. Box 3310, Bldg. 607 , M/S B223, Fullerton, CA 92634 Telephone: (7 14) 732-5093; Fax: (7 14) 732-0323.

Systems Division, Hughes Aircraft of Canada Limited, 1395 1 Bridgeport Rd., M/S G I 17, Richmond , B.C., Canad a Y6V IJ6. Telephone: (604) 279-56 15; Fax: (604) 279-5791. e 199 1 HughesAircraftCompany

HUGHES Subs idiary of GM Hughes Electronics

____

_ _ __

_ ___

_ _____

MEDICAL _________

____

MEDICAT ONAN AIR RAFFIC N (Editor's Note: The followingarticle is basedon a UKCAAleaflet that Was reproducedin the magazineAir Clues)

here is evidence that many flying accidents and incidents have occurred as a result of pilots flying whilst medically unfit and we can draw a parallel in air traffic control.

Although common ailments such as colds, sore throats, abdominal pain and diarrhoea may cause relatively unimportant discomfort or hazard in the normal course of events, they can be dangerous when associated with air traffic work. The more exacting the task, the more likely are minor indispositions to have erious effects. The ideal situation would be, that anyone requiring medication for the treatment of illness should not carry out air traffic control duties, but this is not always practicable.

The illness may be relatively mild and not seriously affect the performance of these duties and the medication needed may not conflict with the standard of fitness required. However, since many common drugs and remedies have powerful side effects, all air traffic control personnel should know how these may affect their work performance. The response to drugs is a very personal matter and although there is an average response, it can vary widely from person to person.

Any form of medication, whether prescribed by a doctor or purchased over the counter (and particularly if being taken for the first time), may have serious consequences in the aviation environment, unless three basic questions can be satisfactorily answered: Do l really feel fit for work '.1 Must I take medicines at all '.1 Have I given this particular medicine a personal trial for at least 24 hours before going on duty, to ensure that it will not have any adverse effects on my ability to work?

Confirming the absence of these adverse effects may need expert advice. General Practitioners experienced in aviation matters, Medical Examiners authorised by the Civil Aviation Authority. military Medical Officers, and the Medical Department of the Civil Aviation Authority are all available to assist in this matter.

T

18

The following are some of the types of medicine in commonuse which may impair work performance: Sleeping tablets - these dull the senses, cause mental confusion and slow reaction times. The duration of effect is variable from person to person, and may be unduly prolonged. Controllers should have expert medical advice before using them; Fear is normal and provides a very effective alerting system, enhancing the arousal state. Many tranquillisers, anti-depressants and sedatives depress this alerting system and have been a contributory cause of fatal accidents. You should not, therefore, work when taking them; Antibiotics (penicillin and the various - mycins and - cyclines) and sulpha drugs may have short-term or delayed effects which affect work performance. Their use indicates that a fairly severe infectionmust be present and apart from the effects of these substances themselves, the side effects of the infection will almost always render a controllerunfit for work; Anti-histamine drugs are widely used in 'cold cures' and in the treatment of hay fever, asthma and allergic skin conditions.

Many easily obtainable nasal sprays and drop preparations contain anti-histamines.

Most of this group of medicines tend to make you feel drowsy. Their effect combined with that of the condition, will often prevent you from answering the basic three questions satisfactorily. Admittedly, very mild states of hay fever, etc., may be adequately controlled by small doses of antiallergic drugs, but a trial period to establish the absence of side effects is essential before going on duty.

When controllers are affected by allergic condit ions which require more than the absolute minimum of treatment and in all cases of asthma, one of the above mentioned sources of advice should be consulted ; "Pep" pills (e.g. containing Caffeine, Dexedrine, Benzedrine) used to maintain wakefulness are often habit forming.

Susceptibility to each drug varies from one

__

__

_

individual to another, but all of them can create dangerous over-confidence. Overdosage may cause headaches, dizziness and mental disturbances. The use of 'pep' pills whilst working cannot be permitted. If coffee is insufficient, you are not fit to work.

Drugs for the relief of high blood pressure are proving to be very effective in controllingthis condition. However, antihypertensiveagents all have some side-effects and should not be administered to air traffic controllers before adequate assessment of the need for treatment and approval of medication by the aviation authority medical division; Anti-malarial drugs in normally recommended doses do not usually have any adverse effects. However, ensure that the drug is taken in good time.

Oral contraceptive tablets in the standard dose do not usually have adverse effects although regular supervision is required; SUDAFED is the trade name of a preparation containing pseudo-ephedrine hydrochloride. This may be prescribed by GP's for relief of nasal congestion. Side-effects reportedhowever, are anxiety, tremor, rapid pulse and headache. The preparation does not contain antihistamines which could sedate and cause drowsiness, but the effects can, nevertheless, affect skilled performance. SUDAFED, therefore, is not a preparation to be taken when performing licensed duties.

Although these are common groups of druos which may have adverse effects on b ' performance, it should be pointed out that many forms of medication, although not usually expected to effect efficiency may do so if the person concerned is unduly sensitive to the particular drug. You are, therefore, urged not to take any drugs or medicines before or during duty unless you are completely familiar with the effects of the medication on yourself. Again, the medical sources of advice mentioned earlier in this Circular should be consulted in cases of doubt.

Alcohol has similar effects to tranquillisers and sleeping tables and may remain circulating in the blood for a considerable time, especially if taken with food It should be borne in mind that you may not be fit to go on duty even eight hours after drinking large amounts of alcohol. Special note should be taken of the fact that alcohol ..,_..,.page 27

THE CONTROLLER / DECEMBE R 1991

_ __

___

HUMAN FACTORS _ ___

_ _

FROM STANLEY THORNES

A CONTROLLER'S POINTOFVIEW

TeachrgManual

AT N Abstract ofpresentation Human Factors Seminar Bangkok 0 Wim Rooseman EVP Professional

ith each new technological development manufacturers will go to great length to demonstrate the advantages of the new technologyover that ctmently available.

Although it is important to know what technology is available (and what are its capabilities and limitations), technology in itself can never be the answer to all air traffic control problems, because ATCis such a complex system which includes the human elements of controllers and pilots.

In addressingthe HumanFactorssubject in aviation(and therefore in ATC) more emphasis is normally placed on the costs of human errors. The result is that the human is often regarded as a liability and therefore ways(= new technology) should be found to replace the human element.

From this line of thinking, it follows that 'Automation in ATC' not only aims to increase system capacity but also to reduce human errors in the system. If the outcome of Human Factors studies are not carefully taken into consideration, automationdesigned to reduce the human error very easily has the potential of creating new errors.

Automation in ATC must assist and support Air Traffic Controllersin theirjob, to improvetheir performanceand to reduce their workload. Non-essential tasks should be removed to increase efficiency and to enhance the safety element of their task.

Instead of looking at the limitations of the controller, one must realise his abilities in terms of exploration, adaptation and creativity. He should be the user, instead of the monitorof the system.

Artificial intelligence can never be the substitute for natural intelligence. To improve capacity and safety in Air Traffic Control, automation should be supportive as a goal, realising that the Air Traffic Controller should continueto be the key element in the system.

+

Englishfor AirCommunic ation

by LFLEVESON with MARTIN CASS

•

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

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

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

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

Coursebook: ........................................................ £ 12.99 Teacher's book:.......... ..................................... ..... £ 5 .99 Cassettes(3): ............... ........................ ........ ........ £35.50

I I I

-- ,

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

I I Address .......... ..

I I I I I I J L Please send: SKY TALK- Course book@ £12 .99 - Teacher's boo k @ £5 .99 - Cassettes (3) @ £35. 50

{-/ )

D

24 14 S8

IT PAYSTO ADVERTISEIN

TIii ~ conTROIIER JOURNAL OFAIRTRAFFI C CONTRO L ~

TH E CONTROLLER / DECEMBER 1991

STANLEY TliORNES, Old Station Drive, Leckhampton, Cheltenham, GLOS, GL53 ODN,United Kingdom.

Tel: (0242 ) 228888. Telex: 43592. Fax: (0242) 22 1914

19

_______

_ ___

______

IFATCA ACTIVITIES ____

BR EUROPAN MEET N ES NK

_ _ __________

_

s

0 PrebenFalkman-Lauridsen

ExecutiveVice President Europe rom 18-21 October, 23 Member maintained and that that controller environ- wed that the system has its strong and weak Associations gathered in Helsinki, ment is not in any way adversely suffering points, but much work will have to be done during the coming years in order to fulfil the capital of Finland, for the 8th from the reorganisation.

Without wishing to interfere in other the overall objectives of the ECAC strategy European Regional Meeting. The Finnish Air Traffic Controllers Association, one of countries affairs it is however, necessary to of the 1990s. To ensure that IFATCA will the founding members of the federation mention the situation in Yugoslavia is one be able to contribute, where the developgave the 80 participants some days to of utmost concern to us all. It was with ment of the future European ATC system remember,both professionally and socially. great worry that the meeting was informed will take place, a task force was created.

Professionally, because of the enthusiasm of the situation in the country and the During the next 3-4 months, this group will and dedication shown by all delegates, and effects this internal struggle has had on the examine the results of the evaluation and ATC services and on the ATC staff, espe- acquisition phase and then look at which socially because of a well-organised "free time", where all had a chance to taste the cially in northern Yugoslavia. The meeting working groups we should be involved in Finnish cuisine, go for a walk in a city cha- agreed that a special press release should be during the development phase.

The next regional meeting will take place racterised by its blue sky and fresh air, or made on this subject which can be read in Strasbourg, France. The provisional just have a quiet talk with friends and col- below.

Finally, a presentation of the European dates are 16-19 October 1992 and my hope leagues. .

ATC Harmonisation and Integration Pro- is to see as many colleagues there as were Working sessions clearly showed that gramme (EATCHIP) was given. This sho- in Helsinki.

Europe still has a lot of problems within the ATCarea. The 1991 staff shortages amongst controllers are still one of the main defiPRESS RELEASE ciencies reported. The IFATCA 91 survey showed a Jack of approximately 1500- 1700 controllers - a number that is not expected 8TH EUROPE AN REGION AL MEETING to improve much in 1992.

Another continuing problem is the European Air Traffic Flow Management system which under its present structure is becoming more and more a burden to ATC. Currently, airlines have little faith in the Whereas IFATCAcannot and will not comment on or interfere in the internal politisystem, which leads to evasion of rules and cal situation in Yugoslavia, we should however like to forward the following current indifference towards slot allocations etc.; IFATCApolicies regarding national disputes. this of course affects the controllers in their IFATCAstrongly condemns a situation where the normal ATC services are replaced work. No doubt IFATCA-MAs look forby a substitute organjsation, due to the fact that safety can be seriously reduced. Such ward to the day when the FLOW system in alternative organisation may not be able to complete co-ordination of clearances as Europe will perform as it should and thereguaranteed within the standards of ICAO Annex 1I and/or in accordance with letters by insuring that the overload situations as of agreement between States. seen today will not occur again.

Also, the fact that air traffic control staff from a substitute organisation often are not The last year has demonstrated, to a aware of procedures, airspace structure etc. of the areas in question, has to be considehigher degree than ever, a considerable red with utmostconcern. reorganisation of Civil Aviation AdminisBefore reopening Zagreb FlR/UIR, IFATCAurges that proper co-ordination procet:rationin Europe. In most countries this has dures and technical means are established to at least the level existing prior to the criinvolved the seeking of financial support and freedom to secure investments in ATC sis, in order to guaranteeagain a safe and orderly flow of air traffic. with minimal involvement from the State Finally, it should be pointed out that TFATCApolicy is that the settlement of disputes budget. Privatisation of ATC is one way, a should be through negotjation,mediation and consultation, depending on whjch may State-enterprise the other. However, the be appropriate to national conditions. It is with this in mind that IFATCA sincerely hopes that the internal negotiation between the different parties in Yugoslavia will be present trend seems to be a mixture of the two. Nevertheless, from a controller point successful and will lead to a normalisation of the ATCservices in the area of concern. of view the important thing must still be that the level of air safety and efficiency is

F

+

STATEMENT ON THE YUGOSLAV IANSITUATION

20

THE CONTROLLER / DECEMBER 1991

______________

NEWS ____

• AUSTRALIAREVIEWS ITS AIR TRAFFIC SERVICES SYSTEMS.- Ratner Associates, a US consultancy, has been commissioned to review the Australian CAA's new two-centre air traffic services system now under development. It is due for full implementationby 1995.

The authority is involved in a major restructure of its system round the two-centre concept and the appointment follows a submission made by the independent Bureau of Air Safety Investigation over safety issuesduring and beyond the transition period.

Also participatingin the review will be Dr. Sue Baker, a human factors expert and head of the air traffic control group psychology division of the UK CAA's Research Directorate.

_ ____

_ _ _ _ _

NEW RADAR FOR NORWAY.- The Civil Aviation Admjnistrationof Norway (Luftfartsverket)has awarded a contract valued at approximately £4M to Cossor for the first phase of the Norwegian Radar Project. The scope of the contract is to supply Monopulse Secondary Surveillance Radar and Primary Radar for three sites with optionsfor six further sites.

As prime contractor Cossor will be responsible for integrating all the elementsof the project including an Alenia ATCR 44K Primary SurveillanceRadar systemfor the Oslo site. The new installation at Oslo will replace an existing PSR/SSR system. The other sites at Tromso and Bodo are new installations.

INDUSTRIALACTIONIN ZIMBABWE.- A series of industrial actions took place in July when the controllers went on strike. The situation became very difficult when the management responded by sacking all the controllers save one. The President and Chief Executive Officer of IFATCA responded by writingto the administrationand offering to assist in resolving the dispute. Following discussions between the two sides the controllers were all reinstated with an assurance that their grievances would be examined. Latest reports indicate that the controllers have achieved something in the region of a 35% pay nse.

• FIVE CONTRACTSFOR RADAR SKILLS TRAINERS.- Rediffusion Simulation has won a number of contracts to supply its Flexible Independent Radar Skills Trainer (FIRST) System to air traffic control authorities across Europe.

One of the most important is with Eurocontrol, the Above, the new Auckland Air Traffic Com rol Centre, part of the system suppl ied by Thomson-CSF international body with a growing role in coordinato New Zealand . ting upper air traffic throughout Europe. A network • NEW ZEALANDSELECTS A NEW NAVIGATIONAIDS of four systems will be installed at the Upper Air Control Centre, SYSTEM.- Airways Corporation of New Zealand, responsible for Maastricht ,The Netherlands,for service from November 1991. air traffic control in the country, has chosen Thomson-CSF for the FIRST will also feature in an air traffic control tower simulator that renewal of most of the country's navigation aids.

British Aerospace Simulation is building in associa tion with The implementation includes 4 solid state radars, 6 monopulse Rediffusion for Swisscontrol. secondary radars and 3 ATC centres.

The simulator will include replica instruments, controls and comAdditionally, 18 VOR Doppler beacons have been installed on New munications. British Aerospace Simulation will provide a wrapZealand's airways and 13 DME 5960 will be supplied on around visual system for the device, depicting ground vehicles, a turnkey basis from 1992 on. flying and taxiing aircraft, and special effects. Additionally dataThese systems will be connected to the national remote control and bases for various airports will be provided. monitoringsystem.

Lufthansa subsidiary LUPEGhas ordered six FIRSTs to train pseudo-pilots workjngon the German Federal Aviation Administration's • FRENCH CONTROLLERSACHIEVE AN INDUSTRIAL air traffic control training programme. A total of 42 radar training AGREEMENT. - Following a series of industrial actions during simulators will be installed at control centres and airports throuthe Spring of this year, the controllers in France have achieved a ghout Germany. number of concessions from the French Government.

The agreement sees an increase in the recruitment programme, • NEW TOWER AT AMSTERDAM. - Amsterdam's new improved status as "Engineers of ATC", improved salaries effective control tower came into operation earlier this year. It is one of the from August this year with 10 % average increase, more promotions highest in the world at a height of I04 metres and replaces the earto higher grades, and a number of other benefits; in particular there lier 54 metre structure. is an agreement on a 32 hour working week but in order to cope The Netherlands Guild has been heavily involved with the Schiphol with seasonal traffic a maximum of 36 hours is permitted, but not management on the proposed implementation of a plan to work for more than 4 months in one year. with two ground control positions. The split has been done on an A committee will be set up to monitor the arrangements that have Apron/Ground basis rather than the more conventional Area split. been agreed and meetings will be held every 2 months with repre- Plans to separate the ATCservice from the Dutch CAA now have a sentatives from both sides. target date of July 1992.

---

22

-

---

-

·-

----

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

THE CONTROLLER / DECEMBER 1991

________

_______

NEWS ________

The new public body will still mean that the civil servant status of the controllerswill be retained.

PRIVATISATION PLANSFORGERMANY.- Plans for privatisation in Germany are still being discussed. Apparently the major problem relates to German legislation. Not surprisingly the merger of the two Germanys is causing major ATC problems because of the lack of adequatelyqualified controlledstaff and the upsurgein traffic.There is a possibilitythat Berlin will becomethe site of a new ACC. NEWATCEQUIPMENT FORKENYA.- Thomson-CSFhas signed a turnkey contract with Kenya's Ministry of Transport and Communications/Directorate of Civil Aviationto upgradeair traffic control datalinks and communications. Wilson Airport control tower, located near Nairobi, will be upgraded first. Navigation equipment,includingone NDB, two YDF and one ILS will be part of the supply.

NEW FOG LANDINGCLEARANCES.- British Airways (BA) has won for its Boeing 747-400sand 767s the most stringent fog-landing clearance ever granted. Never before have 747s or 767s been granted certification for Category IIIB landings. The move allows approaches with decision height at touchdown and zero visibility.

With landing cloudbase on the ground, the airlines has set a minimum visibilityto enableoff-runwaytaxiing; the latter is a 100111 for the 747 and 75m for the 767 (the difference is because of the 747 cockpit's greaterheightfrom the ground).

The 767 has also won clearanceto land automaticallyon one engine with a 50ft ( 14111) decision height and 200111 visibility, giving more reliable dispatch on routes where the weather of en route alternate airfields has to be considered;the 747-400's three-engine auto-landis full Cat IIIB. BA expects to achieve FAA Cat IIIB for both the 747 and 767 in the early part of 1992.

AUSTRALIANMLS FOR CHINA.- China has signed six contracts with Interscan International of Australia, for the sale of equipment and licensing agreements, including the purchase of a microwave landing system (MLS), with two more to follow. The Category Ill MLS going to China is one of only two in the world, the first being installed in Salamanca,Spain.

Over 150Chineseairportscould eventually be equippedwith precision landing systems. Later phases of the deal could involve Chinese co-productionof Australian designedair navigation installations. The Chinese government has announcedplans to upgrade air traffic control systems in 76 airports, with international aid fundingestimatedat A$32.5M.

______

_

working towards an integrated European Air Traffic Management System. ALCATEL-SEL, ALENIA, DORNIER, MARCONI RADARSYSTEMS, SIEMENS,TELEFUNKENSYSTEMTECHNIK and THOMSON-CSFhave formed the ATMOS (Air Traffic ManagementOpen System) WorkingGroup. Together they represent the major European R & D, Systems Engineering and System Implementationcapability, already possessing wide experience in ATM/ATCsystems.

The ATMOSWorkingGroup intends to co-operate in undertaking, for Eurocontrol and the EEC Commission, R & D work directed towards meeting the requirements for an integrated European ATM system. The ATMOSWorkingGroup is convinced that it is necessary to combine the resources of European industry with those of the National Civil Aviation Administrationsand Eurocontrol, and its servicesto fulfil!this objective.

• SIEMENS ANNOUNCESFORMATION OF NEW AIR TRAFFICMANAGEMENTDIVISION.- Effective from 1st October 1991, a new Air TrafficManagementDivision was formed within Siemens Plessey Radar, with headquarters at Chessington in the UK supported by other major operational units in Munich and Frankfurt.

This new Division will be responsiblefor civil and military air traffic control products and systems, airport turnkey projects, navaids includingMLS and meteorological radar systems.

In August, Siemens announced the acquisition of Cardion Electronics Inc., whose product range incudes monopulse secondary surveillance radar, airfield surface detection equipment and navaids.

+

CHARTER OFAFFILIATION IFATCA President, Charles Stuart recently presented a Charter of Affiliation to Australia's only Corporate Member, AVTELPty Ltd. The presentation was made at the company's head office in Hawthorn, near Melbourne.

Avtelprovides independentairspace managementand systems consultancy services for communications, navigation and surveillance applications. The company is currently undertaking assignmentsin Hong Kong, The Maldives, Papua New Guinea and Brunei.

• POSSIBLENEW MEMBERSFOR EUROCONTROL.Norway, Sweden, Finland and Denmark have indicated that they are interested in taking full membershipof Eurocontrol. Currently, all four countries are members of the European Civil Aviation Conferenceand have observer status on Eurocontrolprogrammes.

• MAJOR EUROPEANCOMPANIESJOIN FORCES TO ASSISTAIR TRAFFICMANAGEMENT INTEGRATION IN EUROPE.- Major European companieshave signed an agreement to co-operatein providingassistanceto the organisationswhich are THE CONTROLLER/ DECEMBER 1991

Pictured withseniorAvie/staff is Charles Stuart withPerryMatthews (Air TrafficController - left) and Colin Hewett (Managing Director - right).

23

Portrait de clients Swissair N° 60 : Vanessa Nun es da Silva et Bruno Soares, PR Manager, Rio de Jan eiro. Photographe Alberto Venzago.

____

_ _ __

____

___

_

IFATCA ACTIVITIES ________

_ ___

___

_

NALMEETING 0 Neil Vidler EVP Asia-Pacific he 8th annual Asia/Pacific regional meeting was held in Colombo, Sri Lanka from 25th-28th October,1991.

The meeting was attended by delegates from 8 of the 9 Member Associations. The 40 Participants included, observers from 3 non-Member Associations (Nepal, India and Bangladesh), the Sri Lanka Pilots Guild, the Sri Lanka Air Force and Civil Aviation Authority and several local controllers.

The meeting was well publicisedand promoted locally with major press exposure and the opening ceremonieswere officiated over by the Minister for Defence and the Directorof Civil Aviation.

The Asia/Pacific is being recognised as the fastest growing region for civil aviation.

With increasing emphasis being placed upon improving capacity throughout the region and with more trials and important meetings to further develop this coming up, this meeting was seen to be held at a most opportune time for delegates to consider developments and to express their views on a wide range of related topics.

In all, 9 working Papers were submitted and these provoked some very interesting and relevant discussion. Several WPs covering the on-going RNAV/MNT trials and training seminars and the current situation With respect to RNAVdevelopments ingeneral were presented. EVP ASP also presented a report on the recent ICAO RGCSP Working Group meeting on Horizontal Separation which was held in Canberra and Sydney, the first such meeting in the SouthernHemisphere.

Possibly the most important working paper presented to the meeting dealt with the inadequate coordination facilities between Colombo ACC and Trivadrum (in India) ACC. Despite the requirements of the ICAO ANP for the region, there is no direct speech facilities between the two close (193nm) international airports of Colombo and Trivadrum, (Madras, Male and Medan). To quote from the working paper: "Seriousseparationinfringements were seen with traffic departing Trivadrum for Colombo and traffic departingColombotowardsthe Weston reciprocal track. On certain occasions, aircraft have crossed each other's level

with separation far below the standards prescribed for reciprocal traffic while both the controllerand pilot at each side were not aware of the traffic situation of the other."

This is obviously a very serious situation and the importance of this subject was further underscored when it became known during the discussion that this situation applies to quite a few other locations in the immediate sub-region. Discussion on this topic ended with 3 recommendationsbeing adopted.Two of these involve action by the Sri Lanka ATCAto continue their efforts to resolve the situation themselves; since the administrations concerned appear to have severe difficulties doing so. The third resolution called for IFATCAto solicit support for improvementvia the various international organisations such as ICAO, IATA & IFALPA .

Another interesting discussion generated by a working paper concerned the ICAO classification of airspace and the various ramifications of this within the region.

Several MAs were able to recount their experiences to date and all agreed the need to similarly classify contiguous airspace and to maintain the continuity of ATS requirements and procedures betweenadjacent FIRs. All the MAs present delivered a comprehensivereport on activities and developments within their association and country, as did the three nonMAs who attended. These reports were found to be most informative (as usual) and attracted much discussion and comment(and some advice!).

During proceedings, a meeting was arranged between the three Executive Board members and delegates from the three non-MAs (Bangladesh, Inda and Nepal). These three delegations were all very interested in the workings of IFATCAand each expressed a keen desire to join the Federation. The requirements, responsibilities, rights, privileges and advantages of mem-

THE CONTROLLER / DECEMBER 1991

bership of IFATCA were clearly explained to each. It is anticipated that applications for affiliation will be forthcoming, perhaps as early as the 1992 annual conference.

Under "Any Other Business" the concepts of informal ASP regional meetings at annual conference and an IFATCA List of Deficiencies (similar to the IFALPAlisting) were considered. The former was agreed to and the latter will be reviewed in twelve months.

By any measure this was a most successful regional meeting and that success was ensured by the initiatives, dedication and enthusiasm of the entire Sri Lanka ATC Association.Considerablesponsorship was secured enabling very enjoyable social luncheons and dinners to accompany very productive working sessions. The entire organisation and all arrangements were of the highest quality.

Much thanks must be directed to all the sponsors including the venue hotel and the various airlines who contributed in a not inconsequential manner. From the lighting of the traditional oil lamp to the final busborne sing-along this was a very productive, successful and enjoyable regional meeting. Thank you Sri Lanka!

+

25

CRITICAL INCIDENT STRESS DEBRIEFING THE CONTROLLER, JUNE 91, P. 28-29

I wouldlike to provide some additional infonnation concerning Mr. Dooling's "Critical Incident Stress Debriefing" article in the June 1991issueof THE CONTROLLER.Mr. Doolingwrote about the field of CriticalIncidentStress Debriefing(CISD)and how the FederalAviationAdministrationfailed to provideCISD servicesto the controllerson duty at the time of the July 1989United Airlines Flight232 accident at SiouxCity,Iowa airport.

The articlestates,"Hereis an examplewherefront line emergency respondersi.e. police.fire and ambulance, receivedimmediatesupport (sic)but somehowthe controllerswere left out of the process".

Unfortunately,Mr. Dooling's example is incorrect. Within thirty minutes of the accident, the Federal Aviation Administration's EmployeeAssistanceProgram Manager had arrangedfor controllers to receiveCISD services,both at the Sioux City AirportTower and the KansasCity Center.

Withinthreehours of the accident,Mr. Gary Lewis and Ms. Carol Parranello,both licensedclinicalsocial workerswith CISD subject matterexpertise,were providingCISD servicesto the controllersat the Sioux City Airport Control Tower. Mr. Lewis and Ms Parranelloconductedgroup debriefingsessionsfollowedby individual counsellingsessions.Mr. Lewis conducteda follow-upsession two weekslater. In addition, Mr. Lewis returned to the SiouxCity Towerin June of 1990for a final session.The controllersstatedthat theywerepleasedwith these CISD services.

Sincethe Sioux City accident,the agencyhas continuedto develop the CISDprogram.The agency's EAP has workedcloselywith the NationalAir TrafficControllerUnion on the joint agency/union EAPCommitteeto furtherdevelopthe CISD program.A peer componenthas been added.A peer controllercomponentwas part of the CISDprogramat the DetroitMetro and Los Angelesaccidents.The agency'scommitmentto the peer controllerconceptis evidencedby the agency granting administrative leave and paying expenses incurredby the peer controllers.

In conclusion,since 1987 the agency's EAP has been providing CISD to its air traffic controllers and other agency employees.

Regrettably, Mr. Dooling's article is factually incorrect. Mr. Dooling is unaware of the agency's commitment, as well as the commitmentof the EAP counsellors, the EAP managers, and the unionrepresentativewho have all worked diligentlyin developing and providinga qualityCISD programfor the controllers.Theseare the facts whichcontradictMr. Dooling's statement "but somehow the controllerswere left out of the process..."

0 FrankF Pirhalla NationalEmployeeAssistanceProgramManager US Departmentof Transportation FederalAviationAdministration Washington,DC

VISUAL SYSTEMS FOR ATC TRAINING THE CONTROLLER, SEPTEMBER 91, P. 4-8

I read with great interest the conferencereport from the Port of Spain Technical Panel in the September 1991 issue of The Controller.

As stated in that article, many countries are considering more cost-effectivemethodsof training for ATCwithout impingingon the requirementof excellencein training. Simulationis by far the best methodto employin achievingthesegoals.

The RAAP,in conjunctionwith AustralianResearchLaboratories (ARL) and Ferranti ComputerSystems Australia (FCSA), have designed,developedand produced an Air Traffic Control Tower VisualSimulatorof extraordinaryrealityand flexibility.

Sucha venturehas not been withoutengineeringand application problems. Althoughlate in delivery,the AUSTOWERis now installed and will be undergoingfinal acceptancetests in December 1991.

ICAO's study includedAUSTOWER. However,the article by Ratzerfailed to indicatethat ICAO'sfundingwas extremelylimited, and on cost alone AUSTOWER was not considered.

Dependentuponthe requirementof the customer,AUSTOWER's cost canbe placedbetweenA$2-3m.

The flexibilityand capabilityof AUSTOWERcan only be evaluated from witnessing a training session in the Simulator.

Unfortunately,the current video being displayed is the original copy completedby ARL in 1988. The Simulatorof today is a far differentunit and the new video and a 10:I scale model was displayed at the RAAP70th AnniversaryAir Show. This show was held on 11th, 12th and 13th October 1991 at the RAAP Base, Richmond,N.S.W. AUSTOWERis not a dynamicpilot systemas the requirementis to effectivelytrain an Air Traffic Controller. The flexibility of AUSTOWER is to be seento be believed.

0 Bruce V Roberts GroupManagerFerrantiInternational Schoolof Air TrafficControl RAAPBaseEastSaleVictoria

LETTERS TOTHEEDITOR AREENCOURAGED ANDAPPRECIATED 26

THE CONTROLLER / DECEMBER 1991

___ ~

FROM PAGES ... __

_

page 16

Defence,as a first and immediatestep decided that representativesof ACTAUand of the Civil AviationAuthority,including the Director Air Traffic Services, should come together in his office to commonly discuss ways to overcomethe problems.

The meetings with Mr. Carbone and Mr. Cat were most satisfactoryand we stressed the need to civilianisethe administrationof civil aviation or even privatise it. Our meeting with each of the ministers lasted at least one hour.Finally, we were well looked after by ACTAUwho were extremely well organised.All in all it was a very satisfactory visit.+ ~

MAA

page 18

CON

and sleepingtablets, or anti-histamines,can form a highly dangerous and even lethal combination.

Remember that following local, general, dental and other anaesthetics a period of time should elapse before returningto duty.

This period will vary depending on individual circumstances,but may even extend up to 24 or 48 hours. Any doubts should be resolved by seeking appropriate medical advice.

To sum up, the effects of medication on work performanceare the direct concern of the individual.This article gives some guidance, but it cannotbe comprehensive.+

18¡

H ITION &

R , HOLLAND I

1992.

ITPAYS TOADVERTISE IN A TIIE JOORNAL HA

TRAFFIC com=

contnOllER HAVEYOUGOTYOUROWN COPYOF

THECONTROLLER? NO? SEEPAGE31

r---------------

---~

I 1& * / AIRTRAFFIC CONTROL '92Exhibition &Conference I 1,&i~l~1 MAASTRICHT EXHIBITION &CONGRESS CENTRE HOLLAND I I please forward details ofExhibition D& Conference D I I please complete thecoupon orattach Business Card I I I I Company ....................... .............. ...................... I I Address ...... ....... ..... ......................................... I I ......... ............... ...................................

I II Country ............ ............................................. .. I

L

Telephone............ .............. Fax........ .................. a:-,-rmai:mm::1~~~aaa;ima:ci

~c::zaa~a;:::m;::;alDZm~

--=-

mcai

J

----------

AGENDA

JANUARY 92 28-31 IFATCA Executive Board Meeting, Durban, South Africa.

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

FEBRUARY92 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 +44817631005 .

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

Contact John Dancer, Chairman IFATCA OrganisingCommittee Tel +44 372 723 003 or Philip Atlay, Exhibition Manager, LATCC, Porters Way, West Drayton, MiddlesexUBlO 9AX Tel +44 895 426 098.

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

16-21 United States Air & Trade Show, Dayton, Ohio. Contact United States Air & Trade Show, Dayton International Airport, Dayton, Ohio 45377-0460.

Tel +513 898-5901 Fax +513 898-5121.

28

AIRTRAN

SHOW REPORT _________

_

91

A SUMMAy OFT

E

NC US NS

sees that in most countries the problem of controller legal liability needs to be recognised and the limits clearly defined; that initiative should be taken by ICAO and preferably within ECC jurisdiction for a The first dayof the conference dealt start. with airspace and airport capacity. Controllers' liability needs to be related to Speakers included Mr.Wolfgang Phillip, the rapidly changing technical environment Directorof Operations, Eurocontrol and in order to avoid problems with legal Mr. JamesSmith,Deputy Director of the undertaking. A clear definition of legal liaOfficeof SystemCapacity andRequire- bility associated with introduction of new operating standards as well as new techniments,F.A.A.,U.S.A. Mr. Phillip, talking about airspacestructu- cal equipmentis thus required.

Ms. Feldman, speaking about ATC condire, concluded that the terms of referencefor improved European Cooperation and Co- tions in the U.S. concluded that the situaordination have been adequatelyestablished tion of controllers in the U.S. is different by the 23 member states of ECAC from that of Europe, both in an operational (European Civil AviationConference), and and social sense. While European controlthat Eurocontrol 's task of researching, lers seem to be preoccupiedwith professiodeveloping and presentingplans for the har- nal, technical and social matters, U.S. monisation and progressive integration of controllers must often concentrate on diffithe Air Traffic Services structure in Europe cult social conditions associated with work is well under way. However,the success of in denselypopulatedand demanding areas.

In order to improve relations between various projects depends on the political will of the governments and their adminis- pilots, regular "workshops" or seminars trations involved, to follow up recommen- have been introduced in some FA.A . ded action. Moreover, if nothingis done the regions, and operational people cooperate ATS system in Europe is likely to suffer to establish procedures useful to all parties.

Every two years, job satisfaction surveys from excessive overloadas early as 1995.

Mr. Smjth, talking about airport capacity are carried out. There is a great need to concluded that due to environmental recognisethe work of the air traffic controlconcernsand lack of availableland, new and ler whoseposition in the eyes of the general large airports are not likely to be built in public is an obscure one only highlighted densely populated areas in Europe and the when somethinggoes wrong. The air traffic U.SA. Ways to increase airport capacity by control system is the transportation system organisingthe flow of trafficmore efficient- in which a 100% error-free operation is ly are being studied in the U.S.A. and may expected and where near-accidents or incibe applied in certain Europeanairports;par- dents are recordedand investigated.

Concerning legal liability, a controller 's ticularly more efficient use of parallel approaches in IFR conditions. However, position is never in jeopardy if he stays before implementing such procedures, within the framework of the basic rules human factors elementsincludingcontroller even if an operational error has been made. response and acceptance must be studied The policy of F.A.A. is to retain rather than disciplinecontrollers in such case. carefullyat all levels of operations.

Thesecond dayoftheconference dealt Finally, she suggested an exchange prowithlegalliabilityofcontrollers andaddi¡ gramme of controllers and technical staff tionallegalandoperationa l aspects ofthe between Spain and the U.S. applicationof separationstandards. Subsequent to the presentations, a lively Speakers included Mr. PaoloCrespi,Air debateensued,some of the following points TrafficControllers andrepresentative of were made: ANACNA, Italy,andMs.ArleneFeldman, a) Concern was expressed by 1.A.T.A. Regional Manager, U.S.A. that the European ATS environment would Mr. Crespi read a paper presented by Mr. not be able to accept increasing air traffic Bruno Barra, President of ANACNA, who and that progress was slow and ineffective.

AIRTRAN 91 was opened on November 6th by Mr. Gabriel Canellas, President of the Balearic Government,who stressedhow vital the air routes and their associatedactivities are to the islands.

THE CONTROLLER / DECEMBER 1991

__________

SHOW REPORT _________

b) Controllers enjoy some legal protection as part of a larger system as long as they stay within the framework of basic rules. c) Because of air traffic pressure, pilots and controllers have to operate close to the bordersof the frameworkof the basic rules. d) Administrators agreed that rulemaking often lags behind the operational practices and that the framework may appear too narrowto pilots and controllers. e) Engineers feel that technically speaking, separationsstandardscould be extensively revised if the technical qualities of new ATCsystemswere fully appreciated. f) According to the legal representative, neither pilots nor controllers are protected from prosecution if any doubt exists on their operation within the rules, even it is

_

known that "better" rules should be in existence. He stated that pilots and controllers must follow the rules. Lower separation standardsmust only be applied subsequently to changedrules.

Thethirddayincluded a number oftechnicalpresentations anddiscussions of man-machine interface problems.

Generally speaking, the technological "state of the art" allows the controller and the pilot to operate within a very advanced technological environment. Nevertheless, great care must be taken to ensure that the man-machine interface problems are studied and that attempts to solve such problems become parts of the introduction of new technology.

Throughoutthe conference,an interesting technicalexhibitionwas shown.

+

AGENDA

SEPTEMBER 92 6-13 Farnborough International 92, Royal Aerospace Establishment, Farnborough, U.K. Contact SBAC Tel +44 71 839 3231 Fax +44 71 930 3577.

OCTOBER 92 14-17 Air Forum '92. Civil Aviation Conference & Exhibition. Contact ORGEXPO, P.O. Box 112, CH-1218 Grand-Saconnex/Geneva.

Tel +22 798 11 11 Fax +22 798 01 00.

18-22 Convention '92. Biennial conventionof CAOOAA, Civil Air Operations Officers' Association of Australia, Hobart, Tasmania.

Tel +61334348 18 99 Fax +61 3 34 348 18 46.

Postal address : CAOOAA 202 Berkley St, Carlton, (Editor's Note: Thisarticlerecently appeared intheLufthansa magazine "DerLufthanseat") Vic 3053, Australia.

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

LEGAL___________

_

LUFTHANSA THREATENEGAL ACTIONAGAINST AT DELAYS

Lufthansa is mounting a sharp front against the growing incidence of flight delays caused by air trafficcontrol, coupled with drastic increasesin ATCcharges effective 1 July. Legal action is one possibility under consideration. Lufthansa Chairmanelect Jiirgen Weber said in Frankfurt: "Air traffic control charges for takeoffs and landings at German airports are being raised by close to 100%. At the same time ATC related flight delays are constantly increasing to the intolerable annoyance of our passengers. We can no longer tolerate this situation. Lufthansa is not prepared to finance the rising cost spiral and growing deficienciesof a state-run air traffic control system. This stricture is not directed at individual air traffic controllers, since they are also victimsof system deficiency."

Flight delays cost Lufthansa alone about 22 million D Marks (12.5 million US$) yearly. By mid-June 1991, the number of flight departure delays had risen against the previous years' level by 43% to a total of 14,000 (5,000 hours). Delays caused by air traffic control are estimatedto cost the economy Europe-wide an annual 10 billion D Marks (5.7 billion US$) JiirgenWeberwent on to say: "All concerned agree that a privately run air traffic control organisation would operate more

efficiently. Government and Parliament voted unanimously to privatise air traffic control in the last legislative period. But up to now, the final approval of the bill has founderedon constitutional objections."

Lufthansa maintainsthat it has done much off its own bat to improveair trafficcontrol.

For example it set up the "Office For Airspace Users" in Frankfurt, which has completed several studies funded by Lufthansa on air trafficcapacity in Germany and Europe. Additionally, Lufthansa has trainedabout 200 personnelto processflight data for the Air Traffic Control Agency, it has assignedreserve aircraft to flight operations and extended flight schedules within its aircraftrotational planning.

With the latest increases, Lufthansa expects to be paying about 90 million D Marks (51.3 US$) per year in air traffic control charges in Germany and about 230 million D Marks (131.2 million US$) to Eurocontrol. Total charges already cost the airline 1.7 billion D Marks (970 billion US$) annually more than the fuel bill for the entire fleet.

Finally, JUrgenWeber stated: " If the state knowingly adheres to an inefficient organisation structure for air traffic control, it cannot debit the costs of that inefficiency to the users."

THE CONTROLLER/ DECEMBER 1991

21-25 Australian International Air Show and Aerospace Expo, Avalon, Victoria.

For details, contact AirShows DownUnder Tel +612630 2000 Fax +61 2 630 4764.

NOVEMBER 92 25-27 ATC ASIA'92, Air Traffic Control Exhibition & Conference, Hong Kong Exhibition Centre .

Contact Jane Hadfield, Expoconsult (UK) Ltd. Tel +44 707 376 565 Fax +44 707 376 816 or Roel van Leeuwen, ASIA Expoconsult, 46A Horne Road, Singapore 0820 Tel +65 299-9273 Fax +65 299-9782.

+

29

____________

_

~it:s ~

COLUMN ______

_

_____

_

Life was much easier when each airline company had fixed manufacturersand standard aircraft types. You could rely on the routine.Today it is a completemix-up. I never query the type of aircraft anymoresince anythingis possible.

Last week I opened an aviation magazine and found two snippets of information that I'd like to share with you. Let's call it 'BUYING AIRCRAFTIN 1991' .

Dring...Dring...

" Hello, this is Airbus Sales Department, may I help you?

SmallScandinavian AirlineCompany: I'd like to buy 6 A320s, please.

Airbus: No problem, when and how do you want them?

Airline: As soon as possible and with a a lot of extra tanks fitted on them.

Airbus: No problem, Sir. May I ask why the extra fuel tanks?

Airline: Oh! Yes, we will use them to cross the Atlantic to go to Florida, Mexico and the Caribbean.

Airbus: Err...the A320 is a short haul aircraft you know.

Airline: Yes, we know, but our pilots love the side stick and we are told we get the wind pushing us on the way back. When can we have them?

Airbus: Let's say between September and October 91.

Will that do?

Airline: That will be fine ... It's a deal then ... GoodBye."

"This

is

captain

American•

"Hello, this is a (very) small European Airline...

Big Soviet Airline: Dobre Outra, this is Comrade Tov...Oh, sorry.... I mean this is ManagingDirector and Chief ExecutiveTovarichskovof New Soviet Airline...Listen, I want to buy your DC8 with 2 crew speaking Russian to train our crews.

We could pay you initially with SECAM black and white television sets with German manuals (left over from DDR, built in Estonia, excellentvalue) what do you say?

Small airline: Humm.. .! see...wait a minute...... (Chatter in the backgroundin Irish).

Put the vodka in the 'fridge, Comrade, you've got yourselfa deal ! " And that is how you will see in coming months A320s crossing the Atlantic and Russian DC8s. Maybe some US airline will buy Tupolevs 134 - I am told they are very cheap to buy and since a lot of US Airlines are in (serious) financial trouble -who knows?

m!~1~ t!·~as~ng! :4~a~!~i~~!~! ;O ha;:r;~n!"t:~ \..::,;q~:;=:~a:.,-

Ed Honcho

~~~ce t~~~ c~~:a~~ ~~=

Dring...Dring...

or

' All

Flight

001 speaking.

their packed lunches, we have had to adopt. a ne w bn.ggage tran s port policy.

Your casos will be available tor collection next week, or possi b ly , the veek al t er.

I mus t sig r:i, ott t emporarily as 1 am co-enc1ng manou evres to rende~vous with ou r ta nke r.•

>~·

?

~

't

-

30

-

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

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

----------

THE CONTROLLER / DECEMBER 1991

-------------~

t:J-/tt:s

COLUMN _____________

Next subject that is intriguing me this month is the CONTROLLER TRAINEE. Traineescometodayin variousshapes,colourand sexes; but all haveone thingin common- theyare awfullyyoung.

Theyarrivefromthe TrainingCentrefull of hopeand theoretical knowledgeandhavea nicewayof talkingto aeroplanes.

_

TRAINING (LIFTING THE GENERATION GAP)

Recentlymy traineewantingto showhis skillsinstructedan aircraftto: "Tumrightandreportyourheading!"

To whichthe (older)Captainreplieddelightfully: "Certainly,Sir,341,342,343,344, etc."

Theyare also still impressedby pilots.

To the questionfromone of them: "Control,whatis the trafficon my rightwing?"

Insteadof replying immediately:"That one is unimportantSir, the traffic for which you just got a 45 tum is on your left side, 10o'clock,range 15milesetc."

No, thesetraineesare replyingbeforeyou can say anything: "Sorry, Sir, it has passed you 4.5 miles away... Sorry, do you wantto file a report...?"

They also train in "real-timesimulators". Until now I thought the term "real-timesimulator"meantthat they had finally invented a simulatorthat did not break down when you were using it, but I am told it meanssomethingcompletelydifferent. Anyway, whenarrivingon the sectors,the youngsterswant to practicewhat they have learned,and sometimesthe clearancesthey issuecan be quiteastonishing: To a fully loadedB747aboutto cross the Atlantic,just passing FL125for FL200: "Expedite your climb, Sir, give me 3000 feet/min for next 3 minutesthenyou can reduceto 2000and keepup the speed..."

After the coach and the Pilot called the trainee nice names in not-so-friendlyvoices,the youngtraineeturnedbackand said: "Yes,but it worksall the timein the simulator..."

They are perfectwalkingencyclopaedia(or shouldI say walking data-bases?)and are able to tell you off-handthe frequencyof the Approachfix forrunway24R,or evento whistletheidentification code in Morse,butwhenaskedaboutthetrafficat 2 o'clock,willreply: "It is a SierraTwo-one-zero, Sir..." A WHAT?!!!...

"A S210.." AH!!! Youmeana Caravelle... My God!...

1}1.L11-lP.iELiGHTpa·,....-s RA£ i'!iRCRAfT /lNY \\.E1RE G-OiNG- To m7 .,...0l<EEP -ntf:M API\RT•••••.

•• LET~$ pRETfNJ)

On the other hand they can enter a Flight Plan in the computer in less time than it takes me to find out who is calling on the frequencysometimes(especiallyon earlymorningshifts!).

They drinkCocaCola at partiesand exchlangecomputerdiskettesduringtheirbreaks. Theymightlook upon us as coming from anotherplanetbut we look uponthlemas the ones coming to relieve us and take over the secondpart of the night shift.

As long as things remain like this we will continue to enjoy our beer and tell storiesaboutthe goodold days.

Longlive the trainees!!!

THECONTROLLER, JOURNAL OFAIRTRAFFIC ~ CONTROL, is published quarterly by the SUBSCRIPTION FORM International Federation of Air Traffic Controllers'Associations(IFATCA).

Please returnto: THECONTROLLER, P. 0. Bo'X196, CH-1215 GeDeva 15 Airport, Switzerland Issues appear end of March, June, Septemberand December.

Pleasemakeyoursubscriptionpaymentto: UnionBankof Switzerland, AirportBranch CH-1215Geneva15Airport Switzerland.

Account: IFATCA!THE CONTROLLER N°602 254.MD L Specialsubscriptionratesfor ATCOs. Enquiriesto our SubscriptionManager: THECONTROLLER, PO.Box 196,CH-1215Geneva15Airport, Switzerland.

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

D Cheque enclosed

D Against invoice

Rate for 1 year (4 issues) CHF 20.00, plus postage and packing.

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

------

--

------

-

AIR RAFFIC~

-

FUTURE SYSTEMS ______________

E

s

_ _

A

(Editor' s Note:Thefollowingarticle was compiledfroma recenteditionof the AeronauticalSatelliteNews)

he _ICAO states are meeting to plot their course towards air traffic management by satellite. A wrong turn could have costly consequences for the world economy.

The world's air traffic management system is creaking under the strain of a remorseless growth in traffic. Every traveller will be familiar with the systems - the long wasted hours in the terminal, the missed takeoff slot, the maddening wait in a holding pattern minutesshort of the destination.

It would be bad enough if it ended there.

But all those fruitless air miles and engine hours represent a very serious loss for the airlines. One carrier alone, Air France, lost an estimated $70 million as a result of congestion in 1990. And it can only get worse: the International Civil Aviation Organisation expects the current annual total of 1.1 billion international scheduled passengers at least to double by the turn of the century and to go on rising. !CAO read the signs in the mid-l 980s. Its response was to convene the Special Committee on Future Air Navigation Systems, otherwise know as FANS. In its final report, delivered in May 1988, the committee urged, among other things, the creation of a world-wide satellite-based communications,navigation and surveillance system as the only means of averting gridlock on the internationalairways.

A successor committee, FANS II, went to work in 1989, charged with turning an idea into a fully developed implementation plan.

This work was submitted for the scrutiny of representatives from all 162 ICAO states, assembled in Montreal from 4-20 September 1991, for the 10th Air Navigation Conference(ANC). It took two weeks to hear and consider the evidence, which was presented in sessions covering: • The shortcomings of the present system • The FANS concept for satellite-aided CNS and the air traffic management system that it will support • Views from service providers and users • The plan for global transition to the satellite system.

The delegates voted to indicate their endorsement or otherwise of the FANS plan. Without a majority - indeed a near-

T

32

unanimous - vote in favour, costly delays can be answered - and there is every indication that they can - whole classes of terin global implementationare inevitable.

Concluding its original report, the FANS restrial navaid could eventualwither away.

ANC delegates heard these arguments Committee declared that it could see little prospect of substantial improvements if and more during the sessions devoted to the continued reliance on present systems pro- likely cost-effectiveness of the new system. ved necessary, and that satellites appeared They also learnt of the probable conseto be the only viable solution. Why then, in quences of not making the switch.

The conference agenda touched lightly on the face of such categorical support for satellites, should there have been any doubt this issue: "An increase in the costs to civil aviation resulting from air traffic delays and about the outcome of the 10thANC? The problem is that in many minds space difficulties by some states in coping with technology means massive expense. They projected air traffic increases are expecsee only the launch failures, the huge insu- ted..." Those costs and difficulties were rance premiums, the past abortive attempts spelled out at Montreal.But anyone keen to to establish an aviation-dedicated satellite know the worst is advised to read a special system. There is much less awarenessof the report produced by IATAlast year. The airfact that the space segments needed for lines' own trade association calculated that communications, navigationand surveillan- airways and airport congestion is currently ce already exist to a large degree, paid for costing Western Europe alone $5 billion a by non-aviation applications. Inmarsat's year. This is projected to rise to $10 billion communications satellites were introduced annuallyby the year 2000.

The FANS Committee is convinced that to serve the maritime community, which is the only way to stem this torrent of wasted still by far the biggest user of mobile satcoms. The US GPS and Soviet GLONASS dollars is to move promptly and smoothly towards a satellite solution. At Montreal navsats are military in origin.

There is evidence too of a lack of appre- the committee members were doing their ciation of the real costs of the present ter- utmost to win unanimous support for their restrial systems. Ground navaids such as ideas. If they have succeeded, air traffic VOR, DME and NDB are costly to pro- will begin in due course to flow freely once cure - Doppler VORs cost as much as more. If they have failed, the queue, the $0.5-1 million each - and make continuing hold and the stack will remain facts of life demands on the exchequer for power, for the air traveller for many years to maintenance and calibrationchecking. come.+ The economics of the alternative GPS/GLONASS complementedby the OBITUARY Inmarsat 3 navigation package - make atMr HorstGUDDAT tractive reading. The US Defence DepartIt is with great regret that we learn of the death of ment has said the Mr Horst Guddat. civil use of GPS Mr Guddatwill be knownto many of you as the VicePresidentAdministration could be supported for the next 20 years from 1968 - 1974. at least. The price of After suffering many years of ill health, Mr Guddat died airborne GPS receiin Frankfurt,Germany vers is diving to conon 13 August 1991, at the age of 55 years. s u mer -e l ec troni cs levels. If the concerns IFATCAsends condolences to his family. about the satnav integrity and availability THE CONTROLLER / DECEMBER 1991

-------

CORPORATE MEMBERS OF

IFATCA----------~

AEGOLYMPIAGmbH,Konstanz,Germany ALENIACIVILSYSTEMS,Rome,Italy ATSAEROSPACE, St. Hubert,Canada AUTODIAGNOS, Stockholm,Sweden AVTELPTY,Hawthorn,Australia CAEELECTRONICS Ltd.,Saint-Laurent, Quebec,Canada CESELSA,Madrid,Spain CISETS.p.A.,Rome,Italy COMPUTERCOMMUNICATIONS SOFfWAREGmbH,Rodedermark-Waldacker, Germany COSSORELECTRONICS Ltd.,Harlow,Essex,UK CRIMPA/S,Allerod,Denmark DICTAPHONE CORPORATION, Stratford,CT,USA FFVAIRPORTTECHNOLOGY AB,Froson,Sweden HOLLANDSE SIGNAALAPPARATEN B.V.,Hengelo,Netherlands HUGHESAIRCRAFTCORP.,LosAngeles,CA,USA JEPPESEN& CO.GmbH,Frankfurtam Main,Germany JERRYTHOMPSON& ASSOCIATES Inc.,Kensington,MD,USA MARCONIRADARSYSTEMSLtd.,Chelmsford,Essex,UK MITRECORPORATION, McLean,VA,USA NETWORKSYSTEMSGmbH,FrankfurtamMain,Germany NOBELTECH SYSTEMSAB,Jarfiilla,Sweden NORCONTROL SURVEILLANCE SYSTEMSA.S.,ChippingSodbury,Avon,UK RAYTHEON CANADALtd.,Waterloo,Ontario,Canada REDIFFUSION SIMULATION Ltd.,BurgessHill,WestSussex,UK SC_HMID TELECOMMUNICATION, Ziirich,Switzerland SEL-STANDARD ELECKTRIKLORENZ,Stuttgart,Zuffenhausen,Germany SIEMENS-PLESSEY RADARLtd.,Chessington,Surrey,UK SOCIETED'ETUDESET D'ENTREPRISES ELECTRIQUES, Malakoff,France SOFREAVIA, Paris,France SWEDAVIA AB,Norrkoping,Sweden TASA,Telecommunica~oes AeronauticasS.A.,Rio de Janeiro,Brazil TELEFUNKEN SYSTEMTECHNIK GmbH,Wedel,FRG TELEPHONICS, Farmingdale,NY,USA TELUBAB,Viixjo,Sweden THOMSON-CSF, DivisionSDC,Meudon,France UNISYSEUROPE/AFRICA Ltd.,Uxbridge,UK VIDEOTEXA/S,Allerod,Denmark WESTINGHOUSE ElectricCorp.,Baltimore,MD,USA

The InternationalFederationof Air TrafficControllers'Associationswouldlike to inviteall corporations,organizations, and institutionsinterestedin and concernedwith the maintenanceand promotionof safety in air traffic to join their organizationas CorporateMembers.

CorporateMemberssupportthe aims of the Federationby supplyingthe Federationwith technicalinformationand by meansof an annualsubscription.The Federation'sinternationaljournalThe Controlleris offeredas a platformfor the discussionof technicaland proceduraldevelopmentsin the fieldof air trafficcontrol.

Mo de Sis th e mode of the future. Especially at Thomson . And especially in Europe whe re to day's skies are fast approac hing complete gridlock.

Mod e S provides a d irect, 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 developm en t o f Mo de 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 experimen tal station at Orly Airport.

Mo,de S. The vital link.

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

"â&#x20AC;˘Ii. THQMSQNâ&#x20AC;˘CSF , ... -,

DIVISION SYSTEM ES DEFENSEETCONTROLE - 18, av d u M''1-Juin - 92363 Me udon -la-Foret Ce d ex - FRANCE - Tel.: (33- 1l4094 30 00 - Telex : TH O M 6 I 6780F