IFATCA The Controller - 3rd Quarter 1992

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JOURNAL OFAIRTRAFFIC CONTROL

Volume 3 1 N° 3

Geneva, Switzerland, September, 1992 PUBLISHER

IFATCA, International Federation of Air Traffic Controllers' Associations, P.O.Box I96 CH-12 15 Geneva 15 Airport,Switzerland

IN THIS ISSUE NEW

OFFICERS OFIFATCA D.C.B.Stuart President and Chief Executive Officer Ulli Windt Deputy President Abou El Seoud EI Karimy Executive Vice-President Africa Samuel Lampkin Executive Vice-President Americas Neil Vidler Executive Vice-President Asia/Pacific PrebenFalkman-Lauridsen Executive Vice-President Europe Sture Ericsson Executive Vice-President Finance Bert Ruitenberg Executive Vice-President Professionnal Chris Stock Executive Vice-President Technical Edge Green Executive Secretary

EVPs

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Terry Crowh urst presenting the new EVP s.

NEW MAS

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Three new MAs j oin IFATCA.

FANS - PROGRESS TOW ARDS REALISATION

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G.A. Paulson contribu tes.

NEW ZEALAND PREPARING FOR IFATCA 93

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Rob Irw in informs.

LETTERS

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Views on CFMU and the sticker s.

AIR FORUM '92

EDITOR

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Upcoming eve nt in Gene va.

Terry Crowhurst 29 Heritage Lawn, Langshott, Harley, Surrey, RH6 9XH, United Kingdom Tel. +44 (0) 293 784040- Fax +44 (0) 293 771944

Advertisersin this issue Air Forum '92, ATC '93, Bendix/King ATAD, Breitling, CAE Electronics, IBM, Schmid Telecommunications, Siemens-Plessey Radar, Swissair, Thomson-CSF.

COPYTYPING

Dona Crowhurst MANAGEMENT ANDADVERTISING SALESOFFICE

Photos CAE, T. Crowhurst, P. DomogaJa, Walton Radar Systems.

The Controller. P.O.Box 196 CH-1215 Geneva 15 Airport, Switzerland Telefax +4 122 366 43 05

Cover Coordinated close enc;ounter during TCAS validation tests between a Lear Jet (opposite traffic) and Bendix/King's Sabreliner demonstrator aircraft. The Lear Jet is shown to the pilot by the red symbol on the TCAS cockpit display. Courtesy Bendix/King Air Transpo11 Avionics Div.

ADMINISTRATIO N ANDSUBSCRIPTIO NS

Bernard Laydevant • Tel. +4 122 782 79 83 ACCOUNTI NG

Michel Henchoz • Tel. +4122 7960 1 26 ADVERTISING AND PRODUCTIO N

Cartoon Fin, KT.

Patrick Schelling Tel. +4 122 36626 84 - Fax +4 122 366 43 05 ARTWORKANDLAY OUT

Lin Schelling - D. Forte, Altaripa SA. 1260 Nyon FOR COURIERMAIL

The Controller/Schelling Ch. Sur le Moulin. 1261 Le Vaud, Switzerland PRINTING

bunddruck Monbijoustrnsse 6. CH-30 11Bern. Switzerland Tel. +4 131 64 I.150 - Fax +4 13125 06 49

ISSUESAPPEAR ENDOFMARCH, JUNE, SEPTEMBER , DECEMBER. CONTRIBUTORS ARE EXPRESSING THEIR PERSO· NAL POINTS OFVIEWAND OPINIONS, WHICH MAYNOTNECES SARILY COINCIDEWITHTHOSE OF THE INTERNATIONAL FEDER ATION OFAIR TRAFFICCONTROLLERS ' ASSOCIATIONS, IFATCA. IFATCA DOES NOTASSUME RESPONS IBILITY FOR STATE MENTS MADEANDOPINIONS EXPRESSED , IT ONLY ACCEPT S RESPO NSIBILITY FOR PUBLISHINGTHESECONTR IBUTION S. CONTR IBUTIONSAREWELCOMEAS ARECOMMENTSAND CRITICISM. No PAYMENTCAN BEMADEFORMANUSCRIP TS SUBMITIEDFORPUBLICATION IN TH E CONTR OLLER .

THE EDITORRESERVESTHE RIGHTTO MAKEANY EDITORIA L CHANGES IN MANUSCRIPTS, WHICH HE BELIE VES WILL IMPROVETHE MATERIAL WITHOUTALTER ING THE INTENDED MEANING.W RITIEN PERMIS SION BY THE EDITOR IS NECESSARY FORREPR INTING ANY PARTOFTHIS JOURNA L

THE CONTROLLER/ SEPTEMBER 1992

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FOREWORD __

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EDITORIAL NOTE ____

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0 Chris Stock- EVPTechnical

0 TerryCrowhurst - Editor

n the next few years,controllersface two new challenges- namely, the possibilityof privatisationand the implementationof the FANSconcept. Both will involvechangesto operatingprocedures and attitudes;both will affect individualMAs to a greateror lesser extent on differingtimescales.Howeverwhilst the privatisation of air trafficservicesremainsan optionto the state,FANSis a necessity so that air trafficcontrolobtainsthe maximumbenefitfrom satellite and other new groundbasedtechnology.

It is not intendedto dwell on privatisationbut it is worth making the point that there is a linkage betweenthe two subjects.If privatisation takes place in a particularstate, the major impactof transferring air traffic servicesfrom the public sector is likely to be within the field of investment,just the area wherethere is a similarinterest for FANS.Currentlythere is little evidenceavailableto IFATCAto conclude whether or not privatisation is likely to be beneficial.

However, a recent World Bank study of privatisations in other spheresin a numberof countriessuggestedthat the effecton investment was an improvementon the state's performance. The other aspect of privatisationwhich requirescareful scrutiny is the introduction of market philosophies such as competitionand profit.

A recentarticleconcluded on this subjectas follows: "Air trafficmanagementis not somekind of sacredcow to be carefully shielded from the real world. It is a serviceindustry that must face the full blast of competitionand demands for cost-effectiveness as the world moves to a new aviationorder in the 21st century".

The market thinkingbehindthis quote must raise some fundamental issues and questions in relationto the purposeof air traffic services particularlyin the primaryrole of being a safety service. Since the vast majorityof nationalair trafficservicesare state institutions, any move out of the public sector will have a major effect on the work and social cultureof controllersespeciallyso since air traffic control is a labourintensiveenvironment.

Meanwhilethe transitionto tl1enew worldorder of aviationin the 21st century will be accompaniedby numerous and demanding pressures. For air trafficcontrol,one of the immediatedemands will be to improve cost effectiveness and efficiency, aspects which appearsuited to the objectivesof privatisation. AfteraJI, we are only too aware that the airlineshave sufferedthe worst recession in aviation history. Consequently , they have an overriding concern to reduce costs in all areas of their operations;this includes air traffic control and en-route charges as well as the need to minimise the damaging financial effects of delay and congestion. At the same time, considerable expenditureand investment will be required to

few weeks have been somewhat traumatic for me as I T hehavelastrelocated my home and family from Gennany to the

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UnitedKingdomand commenceda new appointmentwith the CAA. Accordingly, I have not had sufficient time to write a lengthy Editorial.However, I would urge you aJI to take note of my new address and telephonedetailsas follows: TerryCrowhurst Editor- The Controller 29 HeritageLawn Langshott Horley,Surrey, RH6 9XH UnitedKingdom Tel. +44 (0) 293 784040 Fax +44 (0) 293 771944 My fax numberis now linkeddirectly to my computer which may lead to some problems with older types of fax machines trying to link with my equipment.

Shouldproblems occur in locking on to my fax it is recommended that after establishing contactwith my fax line the number 1 on the sending telephonekey pad should be depressed twice and be held down for 3 seconds on each selection.Immediatelyafter a continuous tone is held press the START button on the sending fax machine.

FinaJly, it is with great pleasure that I informyou of the impending marriage of our President and Chief Executive Officer, Charles Stuart to Ros Carpay. Many of us had the pleasme of meeting Ros during the IFATCA92 Conferenceand she aJso very kindly agreed to repo11on the accompanyingpersons programmeduring conference (see articlein this issue).

The ceremony is scheduled to take place in Australia on 10 October I992 and I am sure you all join me and the other members of the ExecutiveBoardin wishingthem every happiness for the future. Charles also has a change of addresswhich is effective from 6 August 1992, as follows: Mr D C B Stuart 4 LollerStreet Brighton,Victoria3186 Australia Tel. +61 3 592 1407 Fax +61 3 593 1823 3

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(Editor 'sNote : As reported inthe lasteditionofTheController, 3 newmembers wereelected totheExecutive Board ofIFATCA, at thelast Conferen ceinBournemouth.

Thefollowing articlesareshortbiographies ofthenewBoard members.)

EVP TECHNICAL - MR CHRIS$TOCK

EVP PROFESSIO NAL - MR BER T RUITE NBERG

Chris Stock was born and educated m Salisbury UK. After a fairly undistinguished progressthroughgrammar school, he joined the Royal Air Force as a navigator.

Unfortunately or maybe fortunately as things turned out, his flying career was terminatedat an early stage due to an inability to keep his breakfast down over the Welsh

Bert Ruitenberg was born in 1955. His ATC-careerbegan in 1976, when he commenced training in the Royal Netherlands Air Force. He worked as a TWR/APPcontroller (with a GCA-rating) at Eindhoven, a militaryairport in the south of The Netherlands, that also handles a lot of civil aircraft.

delegate on Committee A at Nicosia in 1977. Further involvement with the now defunct CommitteeD nearly madeit his last conference as well!

He retired from the RAF in 1981 as a Squadron Leader, the last assignment being Officer CommandingBorder Radar which was a joint civil/military unit in Northumberland, UK. With his civil licence and ratings in his pocket, he moved into civil ATC where there were no jobs available until Han-y Hackney suggested applying for a job on CormorantAlpha an offshore platform in the northern Nmth Sea. Gratefully accepting, he became one of the oil industry fraternitycontrollinglarge numbers of helicopters in an extremely inhospitable conditions. Whilst all this change was taking place, he was elected Director Technical of GATCO,a post that he held until 1986 when he becamePresidentof the UKGATCO. In May 1983, he left the North Sea and took up conventional controllingat Newcastle Airport which is a busy and successful UK regional airport. After 6 years he transferred to the Air Traffic Services Standards Department and he became the Regional Inspector for Scotlandand North Chris Stock, EVP Technical.

East England - poacherturned gamekeeper because his previous units came within his mountains during the 5 hour navigation area of responsibility.Chris handed over the exercises in either a Vickers Varsity or presidency of GATCOin 1990 and looked Valetta aircraft. By mutual agreement, he forward to a break. However, other people transferredto air traffic control in 1963. had different ideas and consequently, at the In 1966, he was posted to Kuching, Trinidad conference, he became Chairman Sarawak where he obtained his first expe- SCI. At Bournemouth 1992, he was elected 1ienceof working alongside civil air traffic EVP Technical. controllers. On return to UK, he took up insWhen he has the time, he occasionally tructional duties at RAF Shawbury. Having plays golf and is always looking for new got the taste for the Orient, he was then pos- courses to play, albeit badly. Also, he is an ted to Tengah in Singapore in 1969 and active rugby union referee within the remainedfor 5 happy years during which he Edinburgh district. was seconded to the Singapore Armed Living in Edinburghhas many attractions Forces. In 1974, and after area radar trai- like good beer drinking houses and easy ning, he moved to Eastern Radar which was access to the Highlands. Also he tries hard located in East Anglia. During this posting to improve his desk top publishing with his he became involved with the Guild of Air Apple Mac, scanner and laser printer.

Traffic Control Officers taking an active He feels that the job of EVP Tech is his role in reactivating the Anglian Region and most demanding yet and time is needed to participating in the Technical committee. meet all the requirements expected - but He became involved with [FATCA affairs there again it might just be annodominicatwhen he attended his first conference as a ching up!

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Bert R11ite11ber g, EVP Professio11a/ .

In 1980 he applied for a job in the Dutch CAA as a TWR/APP-controller at Schiphol Airport. He was accepted, and after qualifying he has worked there ever since. From l 988 he also instructed in the ATC simulators.

His involvement with IFATCA dates back the Amsterdam Conference in 1982, where he attended as an observer for a few days.

In 1983 he was asked by the Dutch Guild to be one of their representatives in Standing Committee 4. He stayed in SC4 until 1989, when he joined the Board of the Dutch Guild as vice-chairman and the IFATCA liaison-officer - having been acting liaisonofficer since 1987. Due to his election to the IFATCAEB, he recently gave up the post on the Board of the Dutch Guild.

Although at the annual lFATCA Conferences from 1988 onwards he participated only in Committee A, he looks forward to being back in Committee C again

THE CONTROLLER /S EPTEMBER 1992

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next year. It will no doubt be quite an experience to be the responsible EE-member for that Committee, but he is confident that it will be an enjoyable one and he looks forward to seeing you all there.

EVPAMERICAS - IVlRSAMUEL LAMPK IN Samuel Lampkin was born October 1951.

His career in ATC started in 1973, when he was awarded a scholarship for training in Air Traffic Services by the Government of Trinidad & Tobago.

Upon successfully completing abinitio training in 1974, he was posted to the Piarco Tower/Approach and Area Control units where he received OJT (procedural) up to full performancelevel.

By 1977, having obtained all the ratings, he then worked at the Crown Point Airport Tower, Tobago, and in Trinidad at the Piarco Airport Tower/ Approach and Area Control Centre on a rotational basis. From 1983, he occasionally performed the function of an ATC Watch Supervisor, and as of 1986 has continuously worked as a Supervisor at the ATC units of Trinidad

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Sa111 La111pki11 , EVP A111 ericas.

& Tobago, and on occasions as the assistant

to the Chief Air Traffic Controller and SATCOin charge of the Crown Point Tower Operations.

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0 Ron Morgan

n the flight deck, the crew are going through their pre-flight checks. The Airways clearance has already been downloaded into their FMS from ATCtogether with the digital ATIS information. No flight plan is required, as the flight is part of NAS "system" and the fuel efficient "wind" route has already been determinedand integrated with their clearance.

Once start up clearance is given, an automatic taxy clearance is received and shows on one of the the FMS VDUs. This information is downloaded from the ATC ASDE

equipment and provides the aircrew with a graphical map of the airfield and their taxy route to the runway.

The Traffic Management System has already computed the enroute times for this aircraft, the moment it left the gate. As all other aircraft movements are subject to this control, there will be no delay at the holding point.

After departure, the aircraft is flown in accordance with instructions sent up by ground based systems interfacing with the aircraft's Mode S and FMS systems. One assumes that with all this automation and control, there is no need for TCAS, but we've left it on just in case...

The enroute weather, often extremely important in the States where CBs can climb to over 60,000 feet, map is displayed

THE CONTROLLER /SEP TEMBER 1992

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In 1989, he received a formal training in facility administration and management and in 1991, he was trained in radar, over the last twelve (12) years of his ATC career he has been involved, and has continued to work, with the Directorate of Civil Aviation, Trinidad & Tobago on a number of technical, operational and professional matters.

Sam has also represented his administration at ICAO informal working group meetings in the East Caribbean on airspace administration and organisation, at the Task Force level.

At IFATCA,he has represented Trinidad & Tobago at all Annual Conferences and Regional Meetings on a continuous basis since 1983.

Sam recently relinquished his office as Chairman of IFATCA in pursuance of the even more challenging responsibility of Executive Vice President Americas. How ever, he is very enthusiastic about his new portfolio and anticipates a sense of dedication and profound commitment from Regional MA's in resolving the problems in the area. +

FUTURE SYSTEMS _____________

IGHT N HEYEAR2000 Atthe36thAnnual Meeting oftheAirTraffic ControlAssociation (USA),held in Wash¡ ingtonD.C.,RonMorgan of theFAAgavea pictorialviewof whata flightin the year 2000willbelike.

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via the FMS, showing colour coded intensity.

A flow management message is received offering the pilot 3 options to avoid delay at the arrival airport - speed control, enroute hold or a re-route.

We decide for speed control. At 250 miles from destination the FMS receives arrival ATIS information, including the type of approach for the runway in use. De cent clearance is subsequently given for a straight in descent approach for the curved CAT3C, MLS approach.

The FMS is able to provide us with a presentation of the integrated radar picture (compiled from SATNAV and Ground based systems), showing other traffic in our vicinity. We are told to remain 5 miles behind the B767 ahead and are cleared to land.

We check the progress of the aircraft, as we taxy from the runway to the stand, using the map display on the FMS. The visibility outside is 75 metres and the ground sensors alert us to our position as we taxy to the gate.

Fact or Fiction ? The truth is, all of this is either available now. or is planned for development over the next 3 years 1 + 5

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NEW E BERASSOCIATIONS (Editor's Note:Thefollowing newMember Associations (MA)werewelcomed toIFATCA at thelastAnnual Conference inBournemo uth. By way of introduction, eachnewMAwasinvited tointroduce themselves toyouwithanoverview oftheircountryandoperating procedures.

The following threesubmissions wereprovided bytherepresentative fromeachcountry at Conference.)

CHAD ACATis one of the MemberAssociations affiliated to IFATCAat the last conference in Bournemouth.

Chadian ATCOs are grouped under ACAT which in French stands for Association des controleurs aeriens Tchadiens. Their major concern is to provide an efficient and safe service to users of Chad airspace and airports. Their slogan is "Air safety is our concern".

ACAT is a professional, non-governmental, and apolitical organisation; its main objectivesare to: • Group all Chadian ATCOS working in and outside Chad, • Promote air traffic safety, efficiency and regularity, • Consolidate friendship and solidarity among all members, • Establish and keep a permanent dialogue with the authority, • Enter into amicable relations with ATCO associations all over the world, • Affiliate to JFATCA, • Participate in the developmentof ATC systems, • Promote and maintain in ATCOs a high professional level.

In order to carry out these objectives, ACAT is cooperating closely with national aviation authorities, especially with the civil aviation management.

An Executive Bureau is responsible for the management of ACAT.This bureau is composed of 6 member elected at the General Assembly with a three-year mandate.

Each member of the Executive Bureau is given a specific task: • The President, assisted by an adviser, represents ACAT in civil life and legally, at national and international level, and chairs all meetings organised by ACAT, • The Secretary General, assisted by his deputy, is in charge of current matters, and acts as a central organ for the diffusion of information concerning ACAT's activities,

• The treasurer,assisted by his deputy, is responsible for ACAT's funds. He ensures that expenditures are accordant with the budget and that finances are best managed.

The Auditor's Office, which is independent from the ExecutiveBureau and elected for the same time, is in charge of control and auditing.

The highest authority of ACAT is the General Assembly, which decides on the Association's general policy. Active members and associate members vote or adopt for resolutions but honorary members only participate as observers. At present, there are 22 Chadian ATCOs working inside the country.

NEPAL Nepal is the world's most prec1p1tou staircase to the frozen heights of "The Roof of the World", squeezed between the vastness of China to the North and India to the South, East and West. It has a total area of 147,000 sq kms, two thirds of which is covered by the mountains and the Himalayas - includingthe highest peak of the world, Mount Everest at 29028 ft.

There are 43 airports ranging from an altitude of 230 ft to an altitude of 12,297 ft which includes Kathmandu International Airport at an altitude of 4386 ft and a runway lengthof I0,000 ft.

Nepalese airspace, known as Kathmandu FIR, has eight control zones, one terminal control area and four international airways.

CutTently, 12 international airline are operating their regular services to and from Kathmandu and several different charter flights are being operated by various reputable airlines. The Nepal Air Traffic Controller's As ociation (NATCA) came into existence as a professional organisation after the restoration of democracyin 1990.

Following the request of NATCAfor professional membership of IFATCAthe attendees at the 3 1st Annual Conferenceunanimously elected NATCAas a full member of the association.

THE CONTROLLER / SEPTEMBER 1992

SEYCHELLES The Seychelles Air Traffic Controllers' Association, SEYATCA, came into existence on the 12thMarch 1991 at the time when the Directorate of Civil Aviation of Seychelles was well into the final stages of launchingthe Seychelles Flight Information Region.

The Association presently consists of ten professional members who provide procedural aerodrome, approach and area control service at the international airport at Mahe, the main island of the Seychelles which comprises some one hundred and fourteen others scattered in the Indian Ocean around latitude and longitude 4 S 55 E. Praslin is the only other island with a controlled aerodrome.

The SeychellesFIR which started operations at the end of June 1991 covers approximately2.6 millionsquare kilometres while its airways system covers a distance of 18,000 kilometres.

Our neighbourswith whom we share common FIR boundaries are Kenya, Tanzania, Madagascar, India, Somalia and Mauritius, and direct controller to controller satellite telephone links exist with all those that have the facility.

SEYATCA'sformation and its membership to IFATCA(unanimously accepted at the BournemouthConference) represents a landmark achievementin the history of the development of our air traffic services.

The opportunityfor us to keep pace with and be part of the changes and progress within the global fraternity of air traffic controllerswill be enhanced.

We have also been invited to play our role, however small. toward the formulation of IFATCApoliciesthat will affect us.

Finally, I would like to thank everyone who in one way or another contributed towards our participationin the 31st IFATCA Conference and our affiliation to the InternationalFederation.

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THE FUTUREAIR NAVIGATION SYSTEM(FANS): PROGRESSTOWARDS REALISATION 0 GeorgePaulson,Director,InternationalCo-ordination(NATS)

(Editor's Note- George Paulson isUKMember ontheICAO FANS (Phase II) Committee andrapporteur ofitsresearch, development, trials anddemonstrations working group.)

INTRODUCTION

IFATCA ATTHETENTHANC

In the Spring 1992 edition of Focus on CommercialAviationSafety,GrahamLake of SITAoutlinedthe fundamentalelements of the future air navigationsystem(FANS) which was endorsedby 85 States and 13 international organisationsat the ICAO worldwide air navigation conference in September1991.Furtherworkis beingprogressed apace towards realisation of the concept.This articleemphasisthe needfor a suitable organisationalstructure to secure implementationand describes the multinationaleffortinvolved.

I felt the "IFATCAat the 10th ANC" articlein your December1991issue left certain impressionsopen to possiblemisinterpretation.

On writingto the article's author (The Presidentof IFATCA),I realisedthat this may have been due to only partial attendance.

Accordingly,he invitedme to writean articlefor "The Controller".

As a GATCOmemberand one who fully supportsand enjoys 'The Controller', I am anxiousto providean articlebut unfortunatelyI havefoundlittle or no time due to other commitmentsto write an article on the Tenth Air NavigationConference as such.

However,I have producedfor publicationin the FlightSafetyCommittee'spublication 'Focuson CommercialAviationSafety' the followingarticleon the very latest developmentsin the FANS(PhaseII) Committeeincludingits activitiesto 1993and the need for an ICAOFANS-related organisationalstructurebeyond.I offerthe articlefor publication in the Controller.

GA Paulson Director,internationalco-ordination

BACKGROUND

In essence,the FANSconceptdetailsa mix of satellitetechnologyandthe bestof line-ofsightsystemsto providea air navigationsystem which will overcomemany of today's deficiencies.

(AsGrahamLake'sarticledetails the concept,it is not describedhere).Satellite technologycan overcomepropagationproblemsand removemanyof the accuracyand reliabilitylimitationsof currentground-based systems. Communications,navigationand surveillance capabilities particularly over oceanicand the moreremoteterrestrialareas willbe considerably improvedandcost-benefits realisedthroughuse of the availableand emergingadvancedtechnologies .

Againstthis background,the ICAOTenth Air NavigationConferencefully endorsed the systemsconceptwhichnowprovidesfor: • air traffic management(ATM)to evolve on a global scale and becomemore responsiveto userneeds; • the future directionof air navigationand thus a common basis for industry to developmarketand productionplanning; • clear requirementsfor future avionics requirements; • space and ground segmentprovidersto make early investmentdecisionscritical for longlead-timeprojects;and

• States and internationalorganisationsto provide specialistresourcesto develop the requiredstandardsand recommended practices(SARPS).

Endorsementof the conceptprovidedthe basisfor securingadequatefrequencyspectrum at the February 1992 International TelecommunicationUnion (ITU) World Administrative Radio Conference 1992 (WARC-1992) to supportcurrentand future aeronauticalsystems.It has provided,also, a marked stimulus to the civil aviation industryas a wholeto plan and implement systemsaimedat a commoninternationallyendorsedgoal. Convergenceof application on sucha scaleis uniquein the historyof air trafficserviceprovisionand bodes well for significantimprovementof services over futureyears.

satellite can provide a number of States simultaneouslywith an air-groundcommunicationscapabilitythrougha single source ground earthstation.Many questions arise includingwho funds, owns and operate the satellite and earthstation facilities?; what intergovernmentalagreements might be necessaryfor the transfer of real-time air trafficcontrolinformationof this kind from one State to the next?; is sovereignty of control of airspace, embedded in the Chicago Convention,compromised?;who assumeslegal liability in the event of corruptionof data and a possible concomitant aircraftaccident?

Institutionalarrangementsfor the provision of the future system are being addressed in detail by the FANS,Phase II, (FANS II) Committee.The Committee comprises representatives at senior policy-making ICAO FANS C0MMITIEE levelof some23 Statesand 13 international The originalFANSCommitteepublisheda organisations.Significantprogresshas been detailed description of its future system made and the Committeeaims to complete concept in 1988.The satelliteelementsof its workby Autumn 1993.It will report not the concept raise particular institutional only on institutionalfactors and arrangeissues; for examplea single geostationary ments, but will additionally describe the

THE CONTROLLER/SEPTEMBER 1992

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research, development, trials and demonstrations in train and required for implementation of the future system. A global transition plan covering the necessary implementation schedule for communications, navigation and surveillance for all regions of the world will also be produced.

CO-ORDINATION OFR&D, TRIALS ANDDEMONSTRATIONS

The FANS II Committee is responsible for monitoring and coordinating FANS-related R&D trials and demonstrations activities with a view to identifying gaps and encouraging widespread multi-national co-operation where practicable. At the April 1992 meeting of the Committee, some 44 working papers described the wealth of activity already in train. A listing of some 30 programmesand activities required for completion against a target date has been established. This list is thus requirements driven and includes for example the dates when SARPSneed to be in place.

One of the more significant trials is the joint Pacific Engineering Trials (PET) involving Australia, Japan, New Zealand, France and the US. The PET involve the transmission via satellite of pilot-initiated waypoint progressreports and two-way data link ATC requests and responses. The Oceanic progress reports from aircraft contain the same information as the compulsory reports transmitted today via HF radio. The FAA is expected to approve the use of data link as an alternative to HF for progress reporting and routine two-way ATC communications. Eventually, enhancements to the ground controller's environment will permit direct two-way data link between the oceanic controUerand the aircraft in flight with direct satellite voice communications as a primary back-up. The avionics industry is preparing to support these developments.

In 1990, selected aircraft over the North Atlantic transmitted position reports via satellite to the ATCexperimental centres at Hurn (UK) and Bretigny (Eurocontrol).

Building on this base, the UK is mounting further demonstrations in 1992-1993 to transmit from the aircraftFMS to a prototype controller workstation aircraft position reports and future waypoint information.

In order to progress the validation of international standards the United Kingdom is proceeding with a programme of collaborative satellite datalink and voice trials involving UK CAA, EurocontroL British Airways, British Telecom, RACAL 10

FUTURE SYSTEMS _______________

Avionics, Honeywell and SITA. Flight trials to evaluate airground-air datalink and voice communication are scheduled to start in July 1992.

Overall objectives of the trials include assessment of system integrity, evaluation of aircraft high gain antenna performance, validation of evolving satellite communication and automatic dependent surveillance (ADS) SARPS (with due regard to other international standards), and development of specifications for ATC system data processing and display at a prototype air traffic controller workstation. The system will be progressively upgraded through to completion of the trial in January 1995.

The FANS concept brings together an optimum mix of satellite and the best of line-of-sight technologies. Accordingly, VHF air ground data link is now being used for ATC purposes, notably for pre-departure clearance at the major US airports and as a trial for delivering oceanic clearance to aircraft in UK airspace. New radar technology, particularly the secondary surveillance radar (SSR) Mode S and its air-ground digital date communications capability, will also provide a further air-ground data link medium. Control of an experimental aircraft has already been achieved using Mode S data link in a joint Eurocontrol-UK CAA trial in October 1991. Mode S data link technology is rapidly emerging for ATM use in the future system. The use of autopilot intention data transmitted by Mode S ultimately into ground-based short term conflict alert algorithms can greatly reduce the short term conflict false alert rates and permit an earlier warning of real aircraft inflight conflicts, leading to an increase in safety.

A global navigation satellite system (GNSS) offers the potential for unprecedented navigational accuracy on a global scale.

The US Global Positioning System (GPS) and the Russian Federation's Global Navigation Satellite System (GLONASS) are two candidate systems which are being made available at no cost to civil aviation from the mid-l 99Os to well into the next century. Dependence on GNSS calls for clear requirements and further developmental work which the FANSII Committee is advancing. GNSS performance requirements for the different phases of flight are being established. Means of monitoring the availability of the navigation signal and alerting aircraft in the event of signal deterioration or malfunction are under study.

One method is to use a ground based moni-

_

toring system transmitting its information on the status of the navigation satellite system to aircraft via a geostationary communications satellite constellation. A system of this nature can also provide range information and thus augment the GNSS, hence the term ground-based augmentation and integrity technique (GAIT). Research is underway on how best to provide GAIT as well as investigating complementary monitoring systems.

GNSS horizontal positional accuracy can be coITected to within 3 or 4 metres of the absolute using differential correction techniques (DGNSS). A precisely located ground monitor can provide corrections to aircraft, receiving 'raw' satellite ranging signals, over a limited geographical area for example in the vicinity of an airport. This level of DGNSS accuracy offers potential for approach and taxiway guidance, both of which are subject to research and demonstrations in the US and Europe.

Much of the research, development, trials and demonstrations in communication, navigation and surveillance is understandably being carried out by the Developed States who continue to seek still further ATM safety and capacity enhancements through exploitation of advancing technologies. However, it is in the developing regions where the FANS concept offers significant potential safety and capacity gains by technologically leap-frogging from today's facilities to the more technologically advanced globally available systems of tomorrow. Accordingly, the FANS Committee has recommended that those States not involved currently in trials and demonstrations should be invited to join the ongoing and planned programmes with a view to facilitating more rapid implementation of the future systems in the less developed regions. Discussions are already in hand.

INSTITUTIONAL ARRANGEMENTS

In addressing the institutional arrangements of the future system, a distinction needs to be drawn between satellite communications surveillance services and satellite navigation. Regarding satellite communications and surveLilance, the FANS Committee has identified a range of different organisational scenarios by which services can be provided.

Four illustrative scenarios across the range can be described as follows: Scenario I: Full ATS provider autonomy.

The State provides all elements in the sys-

THE CONTROLLER/ SEPT EMBER 1992

-J

'

The Global Solution

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

tern.,exceptthe satelliteitself.Twovariants on this scenariocan be envisaged,depending on whetherthe satellitetransponders wouldbe usedto transmitonly aeronautical safety infonnation,or other aeronautical informationas well.

Scenario2: Share of facilities between ATSproviders.Similarto Scenario 1, but with more sharedfacilities.ATS providers in a region would share ground earthstations.One,or possiblytwo, satelliteprovider(s)wouldoffer servicesfor the region.

Transponders carrynon-aviationtraffic.

Scenario 3: Communication brokers.

Internationalaeronauticalcommunications serviceproviders(IACSPs)providea comprehensiverange of aviation communications services,contractingwith space segment providers,GES operators and State ATSproviders.

Scenario 4: Non-aeronautical agency provision of communications services.

Providersof satellitesalso supplya rangeof aviationcommunicationservices, through theirownGESsystem.

In all these scenarios,the ATS provider calls for the provisionof services from a third party such as a satellite provider, a public servicetelephonenetwork provider or a specialistcommunications servicesprovidersuchas SITAor ARINC.In each case, a servicecontractto covertype and duration of service,networkconfiguration,technical requirements,generalterms such as default and liabilitiesand pricesand billingwill be necessary.A model contract checklist has been written by the FANS Committee.

Existingcontractsbetween ATS providers and communicationsservice providers act as precedentsin this area.

Similarly, existing inter-governmental agreementssuch as that between Ireland and UK whojointly provideATC services overpart of the NorthAtlantic,offer a precedentfor thoseStateswho may require to receiveinformationfroma groundearthstation in anotherState. Such data exchange arrangementsalreadyexist throughoutthe worldsinceATCis fundamentallybased on the informationexchangethroughcommunications networks transgressingnational boundaries.Networktopologywill need to be designedand implementedby Stateson a regionalscale.

This exchange of information across nationalfrontiersdoes not mitigatein any way againstthe sovereigntyof a State in executingcontrolof its airspace.Stateswill continueto executetheir sovereignrightsin managingthe airspace.As such, the future 12

FUTURE SYSTEMS ______________

air navigationsystemdoes not contravene the associated articles of the Chicago Conventionwhichcall for Statesto provide, inter alia, radio servicesand otherair navigation facilities in accordancewith standardsand practicesrecommended.

The ICAOLegalCommitteein May 1992 is beingaskedto confirmthat thereappears to be no legalimpedimentto the implementationof the futuresystem.

Concerningsatellite navigation,the two candidate constellationson offer to civil aviation are owned and operated by the military authoritieswithin the respective States. The Tenth Air Navigation Conferenceacceptedthe need for a memorandum of understandingbetweenthe two providerstates on the one hand and ICAO acting on behalf of the user States on the other in regardto guaranteeson qualityand continuityof service.The SecretaryGeneral has this matterin hand.

Institutionalfactorsrelatedto GNSSraise furtherissues.Becausethe offerof usingthe existingsystemsis onlyfor a limitedperiod differentoptions, for the long-termcontinuity of GNSS,need to be considered;that includes the possibilityof a civil system.

The present offers, while valuablein gainingexperienceon the use of sucha system, do not provide sufficient guaranteesfor States to make plans for the removalof conventionalterrestrialnavigationsystems.

Againstthe background,variouspossible futureoptionsmightthusinclude: • do not employGNSSand losethe advantagessucha systemoffers; · • use GNSS on an as available basis (relyingon continuedprovisionof existing systems and the questionof longterm availability); • provisionof a civil GNSSsystemby an internationalorganisation(e.g. International Maritime Satellite Organisation (INMARSAT), or a new UnitedNations bodywhichmighttaketimeto set up); • provisionof a GNSSby a privatecompany.

Much work remainsto be done on such optionsbefore any conclusionscan be reached. Chargingconsiderations,which is a complicatedissue given that GNSS is a broadcastsystemand the user unidentified, are also subjectto currentstudy.

_

plan has alreadybeen producedand this is being reviewedby the Committeeto bring the time frames up-to-date.In mid-1992, this informationwill be submitted to the ICAOregionalofficesfor consultationwith Statesand provisionof latestinformationon planningtime frames within the respective region. That informationwill become the substanceof the schemewhichit is planned to issuein bothdetailand synopsisform for issuein 1993.

Publicationof the FANSconceptin 1988 furnisheda new sense of directionfor civil aviation.Promulgationof the detailedplan will provide an even sharper focus with timeframesfor ATSproviders,aircraft and avionicsmanufacturers,ground equipment suppliersand communicationsserviceprovidersto worktowardsjointly upgradingair trafficcontroland navigationfacilitieson a globalscale.Suchan effortwill be required to prevent the air traffic control system becominga constraintto future air traffic growth.

PREPARING FORIMPLEMENTATION

Implementationof the future air navigation systemwill only be successfulif it is coordinatedglobally and effected through regionalair navigationplanninggroups by individualStates.ICAOplans to establisha smallfull-timeimplementationprojectteam which, the FANS Committee believes, shouldbe supportedby a ProjectAdvisory Board.

This Board would comprisehigh ranking aviation officials from a geographically representativenumberof States,as well as from airspaceusers and service providers who are fo close touch with real project planningissues in the field and can best adviseon the methodand timing of implementation.

Thetrialsand demonstrationsnow in hand for the majoroceanicareas indicatethat the futuresystemswill be implementedin those areasinitially.On currentaircraftequipage trends,the mid-late1990swill see satellites used extensivelyfor- oceanic control with the progressivereductionof separationstandardsand the onset of a more tacticalform of ATM.These techniquesare expectedto expandsystemcapacitysignificantlywhile at least maintainingexisting safety standards.

GLOBAL TRANSITION PLAN It can be anticipatedthat the oceanicenviThe third key activity of the FANS II ronment will provide the necessary early Committeeis to producea globaltransition experienceof satellitecommunicationsand plan to facilitatea coordinatedimplementa- navigationfrom which States responsible tion of the futuresystemworldwide.A draft for the control of airspace over the more THE CONTROLLER /SEPTEMBER

1992

---

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FUTURE SYSTEMS ___________

remote terrestrial areas will benefit. New tive return of benefitsover costs. Such anasystems could be introduced into. those lyses will serve to acceleratethe implemenareas over the tum of the centuryobviating, tationtimetablerather than delay it. therefore, the need for wholesaleupgrades in the near term of their ATMsystemsbased CONCLUSION on yesterday'stechnology.A possiblebroad The work of the ICAO FANS II timetableon a globalsca:leis thus: Committee is progressing well and the • present to 1997:development,trials and Committeeis drawing towards the concludemonstrations; sion of its work in 1993. Recent events and • 1993-2000: gradual implementationof the work of the Committeehave led to a FANS and partial utilisationby suitably numberof key points: equipped aircraft and some aviation • The Tenth Air Navigation Conference authorities; endorsedthe FANSconceptin Sept. 91.

• 2000-200S: FANS services operating in · • Ongoing research, development, trials parallelwith existingnavigationsystems; and demonstrationsin communications, • 200S-2015: dismantling of systems·not navigationand surveillanceare focussed requiredfor FANS; towards implementation,of the future systems.

• 2015 onwards:FANSoperations.

All the cost benefit analyses undertaken • Although the new systems raise novel on implementationof FANSindicate·a posiinstitutional issues, the FANS II Com-

_ ___________

__

_____

_

mitteebas concludedthat there is no fundamental legal or institutional impediment to the full adoption of the future systems.

• A global transitionplan will be produced in 1993 to facilitate timely implementation of the systemin the field.

• An organisation is being structured to securea coordinatedimplementationglobally whilst actively involving industry and states.

The FANS Committee is active in progressing the systems concept through to the real world. All quarters of the civil aviation community need to work closely in a spirit of cooperation to ensure that the plan is effected in a timely and cost-effective manner across the globe. There are clear signs that just that is happening already.+ ·

CONFERENCE REPORT ____________

__

_

ACCOMPANYING PERSONS PROGRAMME - IFATCA'92 0 Ros Carpay irstly on behalf of the accompanying persons, I would like to express my appreciationto PennyDancer,Nicole Dancer, 'Pat Jeffreyand BarbaraMcMichael for their excellentand informativeday tour programmes. The way we were organised, withoutat any time feelingpressured, was a feat in itself. The whole programme ran very smoothlyand is a credit to the abovementionedpeople.

F

TUESDAY 24TH MARCH 1992

Three buses packed to capacity departed the Bournemouth International Centre (B.I.C.)at 0900 hours, destinationSalisbury Cathedral- approximately30 minutesdrive from Bournemouth. Upon arriving at Salisbury, the focal point of the Cathedralis the tower. Unfortunatelythe spire is quite crooked due to stone decay and has worn AccompanyingPersonsvisitto Bath- Viewof RomanBath. perilously thin. At the momentit is surrounded by scaffolding so that the appropriate - the first was built at Old Sarum, commen- with the completion of the Cloisters, work can be carried out to strengthen the ced in 1075, 2 miles to the North. The Chapter House, Tower and Spire over the spire. This, by the way,is the thirdcathedral present cathedral was commencedin 1220 next fifty years. The Cathedral is built in the

THE CONTROLLER /SEPTEMBER 1992

13

Portrait de client Swissai r No 151: Audr ey He pburn , actric e et amb assadric e de !'UNICEF, Gene ve, photo de Mich el Comte .

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CONFERENCE REPORT ______________

shape of a Cross- a symbolof the belief of Christiansin the crucifixionof Jesus Christ.

On entering the cathedralthe sheer size is overwhelming,the Gothicarchitecturewonderful, the stained glass windowsbreathtaking. The ChapterHouse is one of the most perfect achievementsof Gothic architecture in England.This was originallythe meeting place of the CathedralClergy.Normallythe MagnaCarta is housedhere, but at presentit is at an exhibitionin London.

Leavingthe cathedral,we proceededto the Salisbury market where we leisurely wandered the stalls. We then boarded the coaches again passing through the picturesque countryside of Dorset bound for Wilton House, the home of the Earl of Pembroke. Lunch was taken at Wilton House Restaurantbefore a very informative and interestingtour of WiltonHouse.

At 1600 hours we again boarded the coaches for the return trip, making a slight detour via Stonehenge for Bournemouth, arrivingapproximately1800hrs.

ning the Baths contains a superb colJection of Romanremains.

After eating our packedlunchesin the gardens we boardedan open double-deckerbus for a 45 minute City Tour,noting points of interest, Pulterey Bridge, Royal Crescent, The Civerns, Sally Lunne's Museum and Tea Shop, the AssemblyRooms and finally The Guildhall where we met for afternoon tea.

We returnedto B.I.C. via Shaftsburyover the CranbourneChase the Ringwood, then on to Bournemouthat approximately1800 hours.

THURSDAY 26THMARCH 1992

_

within the complex. We were free to avail ourselves of the Monorail - a high level ride through the ground of Beaulieu and the NationalMotor Museum; Wheels - a sensational ride through motoring history; Beaulieu's model railway - lots of trains and many score miles of track; Vauxhall Experience- all the thrills of driving in cars throughthe ages; NationalMotor Museum - containing 200 exhibits reflecting the history of the motor car; Palace House and gardens - home of Lord Montague's family since 1538. Hot lunch and afternoon tea at the Brabazon Food Court, then back to the buses for the leisurely drive back to B.I.C. another great day had by all.

Today at 0920 hours we set off for Beaulieu passing along the way the Shell House, decorated with shells from alJ FRIDAY 27TH MARCH around the world, the villageof Tucktonon At 0930 hours we departed the B.I.C. for the River Stour and then Christchurch on PoolePottery, a scenic drive with Poole Bay the River Avon, famous for its salmon and on our left-hand side. Poole Harbour is trout. We saw the "New Forest Perfumery" reputed to be the second largest natural harwhich is 500 years old, with the ruins of the bour in the world. The Quay has consistentold castle of Christchurch at the rear. ly been the commercial centre for Poole, WED NESDAY 25TH MARCH 1992 Christchurchused to have its own airfield whose history is linked with trading and Promptlyat 0900 hours, three busesdepar- and aircraft building factory manufacturing piracy. Proceeding to Poole Pottery, we vieted for the Georgian City of Bath. We tra- Vampiresand Vickersaircraft. wed local crafts-people plying their stalls. velled over the lovely rollinghills of Dorset We then passed along the old road betThe remainder of the morning was spent passing through the village of Wimbourne ween Christchurchand Southamptonwhich in the extensive showrooms looking but on the River Stour,Thomas Hardy country; used to be the old stage coach route through mostly purchasing from the range of beautiWimbourneMinster with its 'twin' towers; the New Forest to the little village of ful Dartington glass, paintings, Decoupaye, passing Cornford Manor where Winston Burley, known for its witchcraft. We stop- jewellry etc etc.

We returned via our own coaches at 1200 Churchill stayed for his holidays; conti- ped her for 30 minutes, time enough to nuing on until we reachedthe beautifulCity sample some of the local fruit wines. Then hours, pockets light but loaded up with of Bath, for a free day with the choice of on through Brockenhurst where the spies goods, having had another enjoyable morshopping in the beautifulBath shops, sight- for the last war were trained, then on to ning as part of the AccompanyingPersons Beaulieu where everything is contained Programme. seeing and culture.

We decided to visit the Abbey first. On entering the Abbeyyou can understand why it was called "the lantern of the West" by people at the time of Elizabeth l because of the huge areas of glass in the vestry windows. Above could be seen the great spread of stone for vaulting which was completed !r>~ . ~.-- _ .. in 1864.

- ·- 1 ··, .

Inside the Abbey is filled with elaborate .i.~ ::;;::..::.:::::=::::::_ === _==~=-= ...

18th century memorials to the fashionable inhabitantsof the City in its heyday, including the Australianflag above the memorial to Admiral Phillip, founder and first Governorof New South Wales.

1, .

Leaving the Abbey we proceeded to the elegant Pump Room which is where the visitors gathered to meet each other and to taste the waters. The RomanBaths were lost .., -=· to view for centuries and the Great Bath was only rediscovered in 1878. It is lined with .... .... lead sheets which are still intact and date ·~~,:,-:,,c,,:.~,:. -i,.:,,>.:,.:,,:,{,,:,,:.,>(,<-•»»,o..x--> -:-•:-• >ff<'<'~~ from the Romanperiod.The museum adjoi- t~~·-!·

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THE CONTROLLER /SEPTEMBER

1992

15

INTERNATIONAL

FEDERATION

OF AIR

TRAFFIC

CONTROLLERS

ASSOCIATION

P.O.Box 14-131 Christchurch New Zealand Phone64-3-365-4958 Fax64-3-358-2790

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______________

CONFERENCE PREVIEW ______________

_

IFATCA CONFERENCE 1993 CHRISTCHURCH, NEWZEALAND 0 Rob Irwin,IFATCA93 ConferenceChairman

P

lans are well under way for IFATCA CONFERENCE1993 in New Zealand. By now all Member Associations should have received an information packagedated 12June 1992outliningtravel bookingprocedures,Hotel rates, Registrationformand Tourdetails.

I thoughtit wouldbe a good idea to outline, once again,someof theseareasto make sure misunderstandingsdo not occur and clarify areas where things have changed sincethe informationof 12June 1992.

TRAVEL AIR NEW ZEALANDis the designated conferencecarrierand as suchhas agreedto a 50%fare reductionfor delegatesattending IFATCA CONFERENCE 1993 in New Zealand.This 50% reductionappliesto any fare provided you are able to meet any conditionsthat apply to that particularfare.

This reallymeansthat the .sooneryou make your bookings,the better fare deal you will· probably get. Air New Zealand offices aroundthe worldhavebeeninformedby me of the facts . concerning the IFATCA Conferenceso you shouldnot be confronted by confused airline staff when you make your enquiries.When you contact an Air New Zealandofficethe computercode you are to quoteis: KIING/IFATCA. Don't.forgetthat you still have the option to use an airline (perhaps your national one), whichalreadyoffersyou an attractive discount,to get to a point where you can pick up an Air New Zealandservicedirect to Christchurchor to Aucklandthen on to Christchurch.

Once again, to clarify entitlementto the 50% fare, it applies to IFATCADELEGATESONLY.This means you must fit into one of the FUNCTIONcategorieson the registrationform and be payinga FULL registration of $NZ220-00.The function categories this applies to are: Officer of IFATCA- Delegate- Director- ObserverDeputy Director - Corporate Member AccompanyingPerson.

QUALITYINN and KINGSGATEthere is now a fourth Hotel to add to your list of options.It is NOAHSHOTEL.NoahsHotel is of the same standardas the Park Royal Hotel and is a five minute walk from the Conferencevenue acrossVictoriaPark. We intendto use it for those of you that arelate making your bookingsfor the Park Royal and find that there are no more roomsavai-. lable. The price of rooms at NoahsHotel is $182,00(Goodsand ServicesTax included) per nightfor a single,doubleor twinroom.

Rememberif you wish to share a room, send the registration forms together and · · don't forget to indicatewhetheryou want a DOUBLEroom (one large bed) or a TWIN room (two beds). As you can imaginewe don't wantto makeanymistakesin this lll'ea.

REGISTRATION

One registrationform is.requiredfor each personattendingIFATCAConference1993.

Each MemberAssociationhas a registration form and this is to be copied as required.

More are availableon request.As we have indicatedon the Registrationform,registra tion will not be acceptedunlessthe registration form is accompaniedby the registration fee of $NZ220-00and the Accommodation · Deposit of $NZ100-00.We encourageyou to registerprior to 31 December1992.This is particularly important if you require a CONFERENCECARD.If you are not from one of these exempt countries: Australia, Austria, Belgium, Canada, Denmark, Finland, France (French citizens living in France only), Germany, Greece, Iceland, Ireland, Italy, Japan, Luxembourg, Malaysia, Netherlands, Norway, Portugal (those living in Portugal),Spain, Sweden, Switzerland,UK, USA(US nationals such as Samoansneed a visa),you MUSTHAVE EITHER A CONFERENCECARD OR A NEW ZEALAND VISA. To obtain a ConferenceCard you MUST register prior to 3 I December 1992 to give us and the New Zealand ImmigrationService time to process your conferencecard application.

This maybe a lot easierfor you thanfinding HOTEL INFORMATION a New Zealand Embassy from which to In additionto the threehotelsalreadyadvi- obtain a Visa. ConferenceCards are valid sed: PARKROYAL(HeadquartersHotel), for Three (3) monthsfollowingyour arrival

THE CONTROLLER/SEPTEMBER 1992

0

in New Zealand. Remember that if you intend to travel through other countries enroute to or from New Zealand you may needvisasfor those countriesalso.

TOURS The MOUNTCOOK LINE is organising the pre and post conferencetours. You may rememberthe· brochure we handed out at Bournemouthgiving information on what was available.A copy of that brochure is with the informationsent out on 12 June 1992.If you wish to obtain more information aboutthe toursor make a bookingplease corresponddirectly with the MOUNT COOKLINE. I suggest you do this soon to ensure you have all of the informationyou require to make your plans. Write to : Ms SandraHyland,MountCook Line, P.O.Box .3653,Auckland,New Zealand.

Phone +64-9-377-8389 Fax +64-9-377-5786.

Sandra is a ·very organisedperson and is keen to provide you with the information you require to ensure·your leisure time in New Zealand is truly memorable.Even if you are not sure what you intend to do, contactSandraand get the information,you will-beamazedby the options.

I knowthis all reads a bit formal,but I am consciousof my requirementto ensure all MemberAssociationshave all of the information they need to make the necessary arrangementsto attendIFATCAConference 1993in Christchurch,NEW ZEALAND.In the DECEMBERissue of CONTROLLER magazineit is my intentionto provide you with a Conference Programme complete withfunctioninformationand dress suggestions.

If you require information from the or ganising committee contact: Rob Irwin, IFATCAConferenceChairman, P.O. Box 14-131,Christchurch,New Zealand.

Phone +64-3-365-4958 Fax +64-3-358-2790.

We, in New Zealand,are looking forward to hostingIFATCACONFERENCE1993in the city of Christchurch.Do not miss out on the chance to visit the purity of the South Pacificand see the wonder that is the land "DOWNUNDER".+ 17

For airframe manufacturers and comm ercial carriers there are three basic tenets of business: Safety.

Efficiency. And on-time service.

Custo mers demand nothing less.

Which is why after reams of statistics and technical data have been analyzed, the best relationships boil down to one simple notion-the confidence that you can deliver.

Š 1992 Allied-Signal Inc.

At Bendix/King Air Transport Avionics Division we're intently listening to you and meeting your expectati ons to instill that same sense of confidence. Confidence that our avionics are unsurpassed in quality and performance. Co nfidence in our technical expertise and understanding of your needs. Confi dence that you've chosen a dedicated team with a long-

term commitment to help make your equipment the most advanced and safest in the air.

Call us to find out more . After all, there's nothing like starting your day on a confident note.

Bendix/King AirTransport Avionics Division 2100 N.W. 62nd Street Fort Lauderdale, Florida 33309 Phone : 305-928-3369 Fax: 305-928-3001

411i ed Signal Aerospace

________________

__

G

SYSTEMS ________________

N

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C

C 0 Julian Moore, DirectorWaltonRadar SystemsLtd. (Editor's Note:During theTechnical PanelPresentation at theIFATCA 92Conference 11papers weregivento delegates.

It ishoped to incorpratethemajority ofthosepapers during thenextfewissues ofTheController.

Thefirstofthepapers appears below.)

INTRODUCTIO N

THEOLDSTRATEGIES

The fact that Walton may be offering sophisticated new recording systems to ATC users begs the question of why such systemsare needed, and how these systems meet these needs. In this paper, I intend to highlightthe effectsthat changingtechnology has had on the needs for recordingsystems and on recordingsystems themselves.

In the beginning, I would characterise the typical approachto data recording as technical "stamp-collecting": much as an eager philatelistrips the stamp off each envelope as it arrives, data was collected and simply piled up. Occasionally there would be bouts of activity in whichthe various stamps were sorted and stuck into the album, but replay and analysis were not continuous activities, and so the fact that the data retrieval was inefficientand difficult was not important.

As a result, ATCrecording was minimal in both quality and extent: as long as it complied with regulations and fulfilled the basic needs it was acceptable. Is this a "savage indictment" of past recording practices?

Unfortunately for the headline writers, no.

Given the amount of data to be recorded there was no need to look beyond the technology available: it was adequate and after all, every new endeavour has to start somewhere.

ICAO & NATIONAL REGULATIO NS ICAO has made its position on various types of recording other than voice very clear in Annex 11 (Recommendation s 6.4. l.l & 6.4.1.2), in the Air Traffic ServicesPlanningManual (Part II 3.5.6.l & 3.5.6.2)and in other places.But when these recommendations were first laid down, implementingthem fully was impracticable, uneconomic,or both, and it was for this reason that ICAO's position on radar and data recording was phrased as a recommendation.

Now however, the need for data recording is greater than ever arising as it does from the obligations placedupon ATCauthorities to administer and enforce certain legal and technical standards - both externally and internally. As ATC systems become larger and more complicatedthere is ever more to record. It is instructive to review briefly the applications of recordeddata, which for convenience I divide into two categories: the legal and the technical. The breakdown of applications into legal and technical is slightly arbitrary, but by legal requirements I am generally refen-ing to obligations placed upon authorities by those who represent the public interest, ie governments; and by technical requirements I generally mean those created by the authorities themselves in day to day use.

APPLICATIONS OFRECORDING

The legal applications include incident and accident investigation, which is carried out after the event, and Search and Rescue

---------

WaltonRadar Systemshas developeda new technology whichco11tinuously recordsand replaysradar and voice i11formatio11.

in which the information is needed immediately and in a usable form. These two examples are particularlyinteresting in that they lead to radically different approaches to recording: for incident and accident analysis the record must be permanent and durable, but for emergency use speed and ease of access are of primary importance (so that Search and Rescue services can be dispatchedquicklyto the correct location).

There are however other "legal" applications of recordeddata. For example it can be used in monitoring and enforcing compliance with new envirnnmental regulations.

The technical applications of recorded data are too numerous to mention in detail, but to suggest a few it is indispensable for monitoring existing equipment, such as radars and computer systems, because it provides up to date records of CUITent performance and base-line reference data for comparison. It can also be used in the continuing development of systems, and in the analysis of general operations - as a result of which improvements can be made for the sake of safety and efficiency.

THENEWTECHNICAL PROBLEMS

However, the situation today is markedly different. Good data is essential for good operations, but we now have to cater for higher data rates. For example, data from remoteradar sites will soon include additional Mode S information and so the data rate must increase - perhaps up to 19.2kb/s or more - to maintain throughput and response times. Furthermore, as computer networks are installed we are seeing data rates ranging from 10 million bits per second (for Ethernet) up to l 00 million bits per second (for FDDI) and beyond.

We also have more sources of data, electronic flight-strips, code-calJsign databases, on-line weather information etc. Taken together,the result of more inputs running at higher data rates is a vast quantity of data to be recorded,reaching tens or even hundreds of gigabytesper day.

If these were the only technical difficulties, one could till employ a brute-force

---

THE CONTROLLER /SEPTEMBER 1992

19

__________________

"stamp-collecting"approach, using faster recorderswith ever higher capacities(such as MIL-STD2179 recorders).But as the datatransferprotocolsbecomemore sophisticatedeven brute force will not provide a workable system, because eventually the informationof interest must be extracted.

Data that has been recorded as a simple seriesof bits or bytescontainsnecessarybut uninformativepadding, and when such a recordingis replayed out of context, the embeddingprotocolinformationcan actively hinder data extraction.One should not simply discard the protocol information, because it is itself information about the operationof the systemhandlingthe primary data:the correctsolutionis to apply more "intelligence"and processing power and lessbruteforce.

However,thereis anothermorefundamental barrierto betterrecordingsystems.

The essentialdifficultyis that whilst everyone appreciatesthe complexity of their real-timedataprocessingneeds,and expects to haveto employsophisticatedequipment, somepeoplestill feel that recordingcan be achievedsimplyby attachinga data cartridge to an appropriate output. Those who attemptsuch an approachin a modem systemfindthatit leadsto difficultiesin extracting the data, and inaccessibleor unintelligibledatacan be as bad as no data at all.

What we should be looking at is not so muchthe recordingside of the problem,but at the replay!The questionsto ask are: what informationdo we want to keep, and why?

Howis the data to be used, and by whom?

Sincethis is the very heart of the problem I would like to consider two specific examples.

WALTON'S HINDSIGHT SYSTEMS

Theseexamplesembodymuch of the new thinking in ATC recording systems, and whilstWaltonis particularlyproud of these systems,due credit must also go to the UK CAA and Eurocontrolfor the thought they put intotheirspecifications.

The first system to consider is the London Air Traffic Control Centre Radar RecordingEquipment.The UK CAA's specification called for high-data integrity, fail-safe operation, upgradeability, and rapid accessto recent data for use in emergencies.The approachWaltontook was to reducethe emphasison the recordingdevice and to increase the processing power and flexibility of the surrounding interfaces and control systems to provide the requiredfacilities.

20

SYSTEMS _________________

Following the success of the basic Hindsightsystemwe beganworkingon the integrationof voice into the recordingprocess. We had long been awarethat the synchronisation of separate data sources at replay time was a significantproblem,and began to develop the capabilityto record voice digitally alongside other data (in contrastto the otherless satisfactoryapproach of recordingdigitaldatain analogueform alongsidethe voice).The resultwas a set of new voice interfaceswhich were directly compatiblewith the existingequipmentand permittedany combinationof dataand voice to be recordedon a singledigitalcassette.

The "last-minute"voicerecordingsystem for Maastricht takes this principle to its logical extremeby fitting only voice interfaces and dispensingwiththe magnetictape altogether:the recordingmadedirectlyonto a high capacity computerhard-discwhich permits rapid access at random. Another noteworthyfeature of the Hindsightarchitecture is that the numberof channelsthat can be recorded is not constrainedby the number of recording "heads" but by the total data rate. In this case the requirement was for a 90 channelrecorderto cater for 45 controllerpositionseach withone channel of R/f and one phone.The description of the recorderas a "last minute"recorder arose becauseit had to be able to storethe last 60 minutesof continuousaudioacross all 90 channelsfor emergencyuse - long term archive recordingson tape continue to be madeseparately.

The Maastrichtdesignhas threecompletely independent replay stations each of whichcan replayany pair of channelsfrom any time in the 60 minuterecord,and whilst Eurocontrolwas willingto acceptinterruptions in the record due to replayson the same channel, we were able to providea totally seamlesssystemin whichrecording is continuous across all channels- even whilereplaysare in progress.

In both these cases,the challengewas not simply to acquirethe data but to empower the user witha newand accessiblesourceof informationtailoredto specificneeds.

WHYIS RECORDING IMPORTANT?

Everybodyworks very hard in ATC to make sure that their operationsare safeand efficient,but it is a factof life that accidents do occur. Air safety receivesconsiderable publicattention,not becauseit is particularly dangerous but because it is incredibly safe (one fatalityper 2.5 billionpassengerkilometresat present),and whensomething

_

doesgo wrongit can be spectacularlytragic.

Peoplemay expectsteadyimprovementsin safetyand quality,but whileno-oneexpects perfectiontheydo expectmistakesnot to be repeated.The only way to prevent a repetition is to be understandwhy a particular incidentoccurred,and for that you need to knowexactlywhathappened.Onlyonce the problemis understoodcan correctiveaction be taken.However,as ATC systems grow, the quantityof informationneededto arrive at a soundconclusiongrowsas well.

IMPROVING RECORDING SERVICES

If recordingservicesare to keep pace with developmentsin ATC systems as a whole, how should the problem of recording be approached?

Firstly the recordingproblem should be lookedon as a Recordingand Replay problem - with all the attendantdifficultiesof datamanagement.

Secondlywe shouldall be searchingfor waysto improve,and onceprogress has been made in that directionthere shouldbe someattemptat standardisation.

The standardisationI am referringto is of coursesomeformof agreementas to what a recordingsystem should offer in terms of functionality.If this can be achieved, the ATCuserwillbenefit.Withthe exceptionof the well-establishedanalogue voice recorder systems,currentdata recordingsystems vary enormouslyfrom one implementation to another.The result is that such systems are moreexpensivethan they wouldneed to be if theywerejust variationson a theme.

Constructing a recordingsystemarchitecture that is flexibleenough to cope with the majorityof needsis whatwe have been working on, and with the current work on networkrecordingdevices- basedon the fundamental architectureof the Hindsight ATC systems- we are gettingcloserto that goal.

CONCLUSION

In conclusion,I have attemptedto illustrate how ATC data recording plays a major role in maintainingand improving safety and efficiency.But as ATC systems have becomelargerand more sophisticated,integratingthe recordingfunctionhas ceased to be somethingthat can be done separately and simply.Recordingneeds to be considered carefully- ideallyfrom the very outset of newprojects.

I am pleasedto see that attitudesare changing,and I hope that as suppliersand users of recordingsystems we can continue to developour understandingof each other's needs.+

THE CONTROLLER /SEPTEMBER 1992

________________

TRAVEL REPORT ___

_ ___________

_

A TRIPTOTHEMOSTNORTHERN AIRPORT IN THEWORLD 0 PhilippeDomogala

N

o, it is not Thule in Greenland as most people believe when the question is asked in Trivial Pursuit.

Thule Air Force Base latitude is "only" a little above 76째N (76째32N) while Longyearbyenon the SpitsbergenIsland of Svalbard is actually above 78째 (78째14N).

The airport is a real one with a 2200m runway, an ILS (mounted on wooden poles!) and a control Tower.Its is even quite busy comparedwith the very small communityit serves (12,000 Movements in 1991). The city of Longyearbyenitself has only 1,100 inhabitants, mostly Norwegians. There are only a further 2,000 people in the whole archipelago, mostly Ukrainian and Russians. The main economic activity is coal mining, with Norwegian mines around

Longyearbyenand the former Soviet mines in Pyramidenand Barentsburg, both linked with Longyearbyenairport by Aeroflothelicopters.

Svalbard has always historicallybeen linked with aviation. From the beginning of flight (in the 1890s) man has dreamed of going to the North Pole by air. Because of its location (about 1000 Km from the North Pole) Svalbard has always been used as a startingpoint for most attemptsto reach the Pole. It started with S.Andreein 1897using a gas-filledballoon (it ended up badly) until the first successful overflight by R.Byrd in 1926 using a Wright twin-engine plane, shortly followed by the "Zeppelin" Norge of U.Nobile also in 1926 and the attempts

by R.Admundsen in a Dornier in 1927.

It stoppedwith the dramatic crash on the ice cap in 1928 of the "Zeppelin" Italia of Nobileand the courageousattempt to rescue the crew by Admunsenusing a French plane which also crashed and disappeared for ever. All those historic flights started in Svalbard.

Braathens Safe, a then small Norwegian airline, inauguratedthe scheduledpassenger flights to Svalbardin 1959 using a DC4 and a frozen tundra field in a valley near Longyearbyen. It continued until 1975 when the present airport was opened. Now Braathens flies a Boeing 737 to the airport between three and five times a week. SAS arrives once or twice a week with a DC9 and Aeroflot used to visit once every two weeks from Murmansk:but has now appa-

1

Control Towerat Longyearbyen(Norway).

THE CONTROLLER /SEPTEMBER 1992

21

________________

TRAVEL REPORT _______________

The staff work 24 hour

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shines24 hoursa day and as the weatheris unpredictable (in the Arctic you can have the 4 seasons in one day!) nobody can say when the traffic will arrive, if it arrives at all !

The Aerodrome Zone extends around the airport up to FL 195. Clearances are obtained from Bodo OceanicCentrein mainland Norway.Most of the traffic is charterand air taxi operations.

A small airline based in Longyear, Luftransport, links Longyear with the smaller communitiesin the Archipelagousing helicopters and a small Partenavia Twin is used to reach NyAlesund (population50) in the north. The Arctic is 10always a fascinating place to go and Longyear is no . ZOIIS• exceptionUntil a few years i ,.. _ ago the runwaywas painted white to regulate its temperaturebut it is now so undulated and worn that the •i I asphalt is black again. l' ,, Sometimes,traffic is required to "go around" due to a reindeer sunbathing on the runway,and a gun has to be carried when inspectingthe ••••••4500 ~ runway as a precaution in 51case of encounteringa polar g~ bear.

LEFT~ TURN• ONTO11113• TO DMEtLB.THENLEFTCl.-«iTURN roJOa<I.OHHOIJINJ~ T00500FT. i Polar bears are on every00NOTACCELE11ATEUNTLDNHDG:za·. § body's mind; to encountera 0 3 metre high, 700 Kg male, ..~> whichhappensto be hungry DME .. "' : and can run towards you at 20'

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rently abandonedthe route. The airport is controlledby 7 AFIS staff (there is no ATC service only FIS). A perculiarity of the control tower is that it is a combined maritime/aviationfacility.

The AFISstaffhave dual qualifications(in addition to a Meteorological Observers 22

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rent an old ex WW 11 Mauserrifle which will stop the bear, and it is highly advisable to do so upon arrival, should you want to visit the place.

Armed with this information, and when you next play Trivial Pursuit, you now knowwherethe most northernairportof the worldis located.>-)-

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licence).The same room is used for all 3 activities and it is amusing to see them givingtrafficinformationto a landingB737 on one hand, while a few seconds later relaying a message in Morse, using Q codes,to a fishingvesselsomewherein the BarentsSea.

THE CONTROLLER /SEPTEMBER 1992

14-17October,1992 International CivilAviationConference and Exhibition, Geneva,Switzerland

Whoshouldattend?CivilAviationa lies in the Europe of tomorro Conferencespeakersincl cle:

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TCAS- Traffi c Alert and Collision AvoidanceSystemworkshop - 15 October (FAA, IFAL PA, IFATCA,Technical University Braunschweig for BFS, Bendix/King, Honeywell) .

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EUROCONTROL CENTRAL FLOW MANAGEMENT UNIT THE CONTROLLER,MARCH 92, P. 18-20

Tony Smokershouldbe congratulatedfor his excellentarticle on the CFMUproject(The Controller1/92).It providesa clear description of a facilitywe all hope will enable optimumuse to be made of ATCcapacitywithinthe Europeanarea. The publicityfor the project is also mostwelcome.

However,as the NATSDirectorresponsiblefor coordinatingwith Eurocontrolauthoritiesduring the developmentof CFMU, I would be gratefulif you wouldallow me to correcta few pointswhichmay give your readers a misleading impression. I am aware that the articlewas reprintedfrom an edition of the UK GATCOMagazine, TRANSMITmore than 6 monthspreviousand some correctionsare now necessary due to changing circumstanceswith the passage of time.

Firstly,Figure 1 indicatesthat CFMU m begins in October 1993.

This date has been re-scheduledto 1st May 1994due to some slippage in the Harenbuildingtimescales.

Secondlythe descriptionof the functionof IFPS (incidentallythis stands for IntegratedInitial Flight Plan ProcessingSystem)is now slightlyout of date.

IFPS is due to come into service on 1st March 1994,whereupon initialflightplans will be filed directlywith IFPS (not via input terminalsin the first instance)for processingand accuracychecks,and then distributionas correctflight plans.

Thirdly,there is now less certainty about the developmentof the parallel database,CDB. However,what has become a reality with the changesin EasternEurope,is that severalof these Statesarejoining Eurocontroland they will become part of the CFMU project.

This is an importantdevelopmentin airspace and Air TrafficFlow Managementterms.

Fourthly,therehave been developmentson the inclusionof data on North Atlantic Eastbound traffic in CFMU systems. In the short term, the DBE will containpredictedinformationfor use duringthe strategicand pre-tacticalphase.

In the longer term, work is in hand to arrange,by the start of the tacticalphase, a link betweenthe ShanwickFlight Data Processing Systemand IFPS. This will enable IFPS to receive "live" estimates so that it can amendflightplan detailsit alreadyholds or createflight planswhere they do not exist; distributionwill occur as necessary.Just as importantly,the link will enable IFPS to updatethe Tacticalsystemso that North Atlantic Eastbound flows can be merged with European domesticflows.

Lastly,I have a point about Figure 2 and the availabilityof information displays at FMPs. It is true that the CFMU will cooperate with FMPs in effectinglocal decisions.

Moreover,they will both have access to informationon traffic flows etc, but the displays at FMPs will be less sophisticatedthan those at the CFMUand, in the first instance,they will not resemble the Figure2 format.

THE "STICKER" SAGA THE CONTROLLER,JUNE 92, P. 26

Were the letters in Volume31 2/92, supposedlyfrom Canada on "Sexismand Racism"and "MachismoStickers"a dead-panjoke or controversiallettersput togetherby the editorto generatecorrespondence.If the latter,you've succeeded.

Withinour professionthe levelof intelligenceand maturityis such that we can conductourselveson racial, gender, religious, ethnic origin or any other communitydivisionswithout the help of self appointedcensors(and despite the disclaimer,censorship is what they are attempting)such as these contributors.Rabid artificial socialengineering,suchas advocatedin these letters,alwaysaggravates tensionsand resultsin a justifiedtendencyfor defensiveover reactionby all. Additionally,thesepresumablyneuteredindividuals cannothold themselvesup as shiningexamplesof racial harmony when,for example,Canadablatantlydisplaysracial discrimination in its advertisedrelaxedproceduresfor specificallyFrench speaking Swiss,Belgiumand of courseFrenchimmigrants,whilst restricting all others(seerecentPressarticles).

We Brits have a traditionof lowering tensions on controversial subjectswithhumourthat is appreciatedby all but the minoritywith over-activesensibilities,an obsessionwith minutiae and a love of slapstick(whichis all that remainswhen race, sex and religion is removedfromhumour).If 'The Controller'follows the guide lines suggestedby these small-mindedcharactersI, and I am sure many others,willfind the magazinesufficientlyuninterestingto withdraw our support.

Finally,if youhaveanyrealthoughtsof ceasingto advertisethe "Get em Down"stickers,canI havefirstoptionon remainingstocksas supply-and-demand willensureI makea financialkilling(or have I stumbledon anotherulteriormotivefor publishingthe originalletters?).

0 GrahamJones UKATCO

Thank you for publishingthe very long lecture of Mr. John Redmond,Presidentof CATCA.It was interestingfor at least two reasons:First,it gave me the occasionto read the "live on the frequency"joke of the Clippercaptainwhich I had missed in the previousissueof the Journal.Not too bad for a post mortem... Then, it reminded me that the only IFATCAResolution specifically in favourof women(C 8/89. CRTNDU - Work when pregnant) did OG A Paulson not get from CATCAthe receptionone would have expected after Directorof InternationalCoordination(NATS) reading Mr. Redmond'spleading.Not only Canada voted against

24

THE CONTROLLER /SEPTEMBER 1992

____

LETTERS ___

_

this resolution,but they were the only ones to requesttheir vote againstto be recorded...

Having practiced IFATCA for so many years, I can say that I never saw any racism in our FederationUusta trace of colonialism from the big associations,maybe?).Finally, I believe that ATC humor should be left to the individualcontroller'sappreciation.

FriendlyYours, 0 PhilippeRahm Air trafficcontrollerGenevaACC

Editor - As I suspected, the letter from the CATCAPresident generated much discussion - a lot of which is unrepeatable!

I am the first to admit that everybody is entitled to their opinion and as stated previously,the last thing I wished to do was to offend anyone. It did concern me though that the impositionof censorship could be considered without reference to membership. However,perhaps the most significant verbal comments I received were from female controllers all of which stated that "If they had felt offended, they were quite capable of complainingfor themselves" none did! As far as I am concernedthe topic is now finished with and we can return to more normalATCmatters.

+

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___________________

NEWS______________

• RUSSIANPRESIDENTBORIS YELSTIN VISITS CAE ELECTRONICSLTD. - During a visit to CAE Electronics of Montreal,Canada,on June 20 1992, his Excellency,Boris Yelstin, President of the Russian Federation had a conversation with Bill LaBerge,CAE Marketing Manager for air traffic control systems.

Mr Yelstin was given a demonstration of CAE's Flight Data

_____

_

of an ATCupgradeprogrammeto provide a 24 hour radar service.

An ILS is also beinginstalledthis year.

AMERICANCONTROLLERS TCAS CONCERN. - The US FAAhas concededthat air trafficcontrollers were inadequately preparedfor the introductionof the TCAS II traffic alert and collision warning system. A FAA commissionedstudv hiohJiohted a J b b strongnegative feelingtowards the effectivenessof todays TCAS. FRANKFURTAIRPORTDEVELOPSWAKE VORTEX WARNINGAND PREDICTIONSYSTEM. - Durino recent b years,FrankfurtAirporthas conductedextensive wake vortex measuring projects. The purposeof the researchwas to develop an operational warningand predictionsystem.In the future the system will allowpredictionof wake vorticesproducedby wide-bodied aircraft up to 30 minutes in advance. The new system is expected to allow controllersto reduceseparationstandardswhilst maintainingsafety parameters.

Boris Yelsti1 1visits CAE.

ProcessingSystem (FDPS) of the type due to be installed in Iceland later this year. The system is considered promising for the costeffective control of Russia's no1thern air space. Mr Yelstinstated that he was keen to see modern technology assisting in the improvement of Russian infrastructure.

• SIEMENS PLESSEY SYSTEMS FORMED. - Siemens Plessey Radar, based at Chessington UK and Siemens Plessey Defence Systems, based at Christchurch UK, have been merged to form a single company - Siemens Plessey Systems Limjted. The new company, which will operate within Siemens Plessey Electronic Systems Limited will have its headquarters at Chessington. The company will comprise the four business divisions for Air Defence, Air Traffic Control Management, Defence Systems and Tactical Communications Systems. Siemens ATM recentlyannouncedthe award of the contract for a turnkey installation for the ATC infrastructurein the newly-independent Republic of Slovenia's national ATC system and for the supply of an advanced air traffic management system for Finland's southern FIR. Further new contracts will provide the UK CAA with an improved radar coverageover Scotland and the North Sea plus the installation of the first operational Category Ill MLS, P-SCAN 2000, at London HeathrowAirport.

• MAJORAIRPORTEXPANSIONIN VANUATU.-A major expansion programme at Bauerfield International Ajrport, which was funded by Australia and Japan, has includedextending the main runwayto 2600m, the installation of runway and ai,f ield lighting, a new airportterminal and new VOR/DMEand NDB locator beacons.

A new control tower with associatedground facilities has also been built with EC funding.

• NEWRADARFOR QATAR.- Qatar has installed Alenia primary and secondary radar and Thomson-CSF DVOR/DMEas part 26

VOICE RECOGNITIONSYSTEM. - During this years IFATCAAnnualConferenceat Bournemouth, IBM demonstrateda voice recognitionsystem. The voice input recognition has been developed to make simulation and training in the ATC field more cost effectiveand ease the man-machineinterface for both simulation and operationalATC. The US FAA is considering a similar solutionfor theirtowercontrollers.

• NEW MONOPULSERADAR.- Thomson-CSF announced the successful installationof a secondarymonopulse radar RSM 970 at Plaiseau(south of Paris)had been completed. It is the 8th radar out of the 19 stations ordered by STNA as part of the modernisation of FrenchATC. • SWEDISHATC SIMULATORCONTRACT . - Ferranti International has won a contractto develop and produce an advanced ATC simulator system for the Swedish Air Traffic Services Academy (SATSA).The simulatorwill form part of a large investment programmeto substantiallyupgrade SATSA's training facilities at Malmo-SturupAirport..Scheduledfor completion in l 993, the simulatorwill be one of the largest training facilities in the world comprising a networkof 28 workstations/consoles.

• GAMBIANATCSYSTEMUPDATE.- A completerefurbishment and upgradeof the ATCsystem has been completed at Banjul International Airportby Racal Avionics (UK). The turnkey project included new navigation systems, VHF and HF communications, ATCconsoles, a new telephoneexchange and new upgraded power supplies.

• RUMANIA.- The first stage in the comprehensive refurbishment of the Rumanian Air Traffic Control system is expected to become operationalby the end of summer this year following the announcementthat ParkAir's VHF ground to air radio communication s system was on target for delivery into Rumania during the first weekof June.

Prior to installation, technical staff from ROMATSA (Rumanian Air Traffic ServicesAdministration)attendeda training and familiarisation course at the Company's headquarters in Lincolnshire, UK, where they gained 'hands-on' experience with their system before it was shippedto its destination in East Europe.

THE CONTROLLER /SEPTEMBER

1992

r

â&#x20AC;˘

__

________________

NEWS_ ___

When installed at the five selected sites around the country, the new communicationsnetwork will deliver VHF area coverage for civil air trafficoperationswithinnationalair space. Equipmentsupplied will comprisesingle channel transmittersand receivers, base stationsand ancillariesto provide main and standbyvoice communicationfacilities.

PAE won the ÂŁ0.25M business against strong competitionfrom continentalEuropeanand Scandinaviancompanies.

GERMANCONFLICTWARNINGSYSTEM.- The German BFS has contractedUnisysto implementa conflictwarningsystem.

The ShortTermConflictAlert System(STCA)is a softwaresystem, which automaticallyprovides the controller a visual alarm and informationon the radar screen if there is a risk of a conflict situation. It also issues a warning if an aircraft is flying into restricted airspacewithouthavingpermission.

Using radar track data, the STCA software continuouslymonitors the currenthorizontaland verticaldistancesof all controlledaircraft in the airspace.Likewise,it predicts the expectedfuture courses of the aircraftconcernedfor the next few secondsor minutes.If there are dangerousconflictsbetweenaircraft,an alert messageis given.

This system will be operationalin 1994 in ex-WestGermany and later on in ex-East Germany,adaptingto the specific requirements of the BFS operational sites and functions, including approach controland en-routecontrol.

__

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HENRYWILLIAMCOLERETIRES Known to many air traffic controllersworldwide, Harry Cole retires in July this year after 32 years with Marconi Radar. He began work with Cossor in 1943 as a research laboratory assistant to B.C. Fleming-Williams,the inventor(amongother things) of the dual-beamoscilloscope.In 1945 be was drafted into the BritishArmy and saw servicein the MiddleEast with the Royal Corps of Signals. "It just goes to show how big a role luck plays in our lives" he said "after leavingthe Army a mate and I tried to start up an electronicsbusiness.It failed miserably.Totallybroke, a chance meeting with my old boss resulted in my re-joining Cossorin 1949."

+

The PresidentpresentingHarry Cole witha set of engraved glasses.

From then until he joined MarconiRadar in 1960be workedon groundradar,seeingthe ACR VI throughresearch,development, proving, production and acceptance. "I became interested in ATC during my time in the field running acceptance trials. It totally fascinatedme". Duringthis time he met a charminglady from Hollandand Harry and Josinawere marriedin 1956.

As a Systemsengineerat MarconiRadar be specialised in SSR and presented his first ATC paper in 1961 to GATCO's Conference at Bournemouth. He became Marconi Radar's GATCOCorporateMembersrepresentative soon after and was appointedIFATCArepresentativein 1978.

In the early eightiesfor severalyears he was guest lecturer on radar's role in ATC to the Post-Graduate Bosworth course at BirminghamUniversity. Becomingconcerned over controllers' lack of confidence in technical matters, he wrote his book "Understanding Radar" in 1985. 'Tm proud to say it was well received", he says. The secondeditionof the book will be published this summer.

In 1983he headedthe MarconiRadar "Messenger" Monopulse SSR design team as DevelopmentProgrammeManager.After the project's completionhe was appointedSeniorConsultantin ATC systems. "I guess", he says "The Companyfinallyrecognisedthat I was unmanageable. I now workfor everyoneand no-one!"

During the IFATCAConferenceat Bournemouth,and in recognition of his long association with ATC and IFATCA, the President, Charles Stuart, presented Harry Cole with a set of engravedglasses.

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THE CONTROLLER /SEPTEMBER 1992

27

_________

SHOW PREVIEW ________

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AGENDA SEPTEMBER 92 6-13 Farnborough International 92, Royal Aerospace Establishment, Farnborough, U.K. ContactSBAC Tel +44 71 839 3231 Fax +44 71 930 3577 22-24 NBAA - 45th Annual Meeting & Convention, Dallas, Texas. Contact NBAA. Tel + 1 202 783 9000 Fax + 1 202 331 8364 25-28 IFATCA Executive Board Meeting, Costa-Rica. Contact E.G.H. Green.

Tel +44 628 23 699 Fax +44 628 781 941

OCTOBER92 14-17 Air Forum ' 92. Civil Aviation Conference & Exrubition. Contact ORGEXPO, P.O.Box 112, CH-1218 Grand-Saconnex/Geneva.

Tel +41 22 798 11 11 Fax +41 22 798 01 00 16-18 IFATCA 9th European Meeting, Strasbourg. Contact APCA. Tel +33 88 94 53 65 Fax +33 88 63 84 44 18-22 Convention '92. Biennjal convention of CAOOAA, Civil Air Operations Officers' Association of Australia, Hobart, Tasmarua.

Tel +61 3 348 18 99 Fax +61 3 348 18 46 Postal address: CAOOAA 202 Berkley St, Carlton, Vic 3053, Australia.

20-22 Inter Airport - Atlanta. Contact British Airport Services and Equipment Association, 4 Roumelia Lane, BournemouthBH5 lET, UK. Tel +44 202 392066 Fax +44 202 304791 21-25 Australian International Air Show and Aerospace Expo, Avalon, Victoria. For details, contact AjrShows DownUnder.

Tel +61 2 630 2000 Fax +61 2 630 4764 27-29 European Business fur Show 92, Maastricht, Netherlands. Contact David Wright.

Tel +44 279 506670 Fax +44 279 755147

28

RA AN COLLSON SYSTEM

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ATAIR FORUM'92,THE NTERNATINAL CIVILAVIATION CONFERENCE ON 14-17OCTOBER 1992,GENEVA he aviation authorities of many countries, including the FAA, have been workjng through ICAO towards an internationalstandard for a collision avoidance system, called ACAS (Airborne Collision Avoidance System).

Unilaterally, the US Congress required that TCAS II be carried by all turbinepowered aircraft with more than 30 seats which enter US airspace, by 30 December 1993, a decision that was greeted with less enthousiasm by other States.

Some feel that TCAS II is not the preferred system, since it limits resolution advisories to the vertical plane, while TCAS III, still in the experimental stage, will allow RA's in both the vertical and horizontal planes.

There is also a pressure from some quarters to use TCAS to reduce separationstandards.

TCAS is designed to be an added aid to safety - it is certainly not a substitute for air traffic control or intended to replace the see and avoid concept.

The TCAS Workshop, on 15 October, will address these critical issues, viewpoints, and will highlight possible future system developments.

T

TCAS WORKSHOP , 15OCTOBER 1992 The Workshop will be chaired by former NBAA President Jonathan Howe, now with Zuckert, Scoutt & Rasenberger.

An update on the TCAS situation for the USA will be given by Jack Howell, Manager, Technical Programs Div., Flight Standards Service of FAA and by his counterpait Dirk Kugler, Technical University of Braunschweig on behalf of the Federal Admirustration for Air Navigation Services (BFS).

The Airline Pilots' view will be expressed

by Capt. L.H.D. Bakker, President of the

International Federation of Air Line Pilot Association(IFALPA).

Our President, Charles Stuart, will address the Workshop on behalf of the controllers.

To quote his own words expressed recently "TCAS is a subject of great concern to us all. As controllerswe have a vital interest in how it is to be used ". IFATCAis fully supporting Air Forum '92 and controllers are encouraged to attend the TCAS Workshop, which will certainly be a worthwhile experience.

An overview of avajlable systems and improvements under development will be presented by Tom Mullinix, Senior Programme Manager, TCAS, Bendix/King.

A Panel discussion will be held after the presentations.

Allied-Signal'sBendix/Kjng Air Transport Avionics Division will be basing its TCAS-equipped aircraft at Geneva, during Air Forum '92 and will be flying demonstrations.

The division will also have a hospitality suite at the Holiday Inn with TCAS equipmenton display.

Arrangements to fly should be made with BendixJKjng's Senior Program Manager, Tom Mullinjx, 111 Fort Lauderdaleon: Tei + 1 305 928 2376 or Fax + I 305 928 2931 prior to 9 October 1992 please.

For attending the Conference, Exhibition & Workshop, please check numbers & address in the AGENDA of trus issue of THE CONTROLLER.

THE CONTROLLER /SEPTEMBER 1992

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AIRSPACE MANAGEMENT _______

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AGE N D A

AA

CESSING

THE KEY ro EFFECTIVEAIRSPACE MANAGEM ENT

0 W J La Berge, Marketing Manager, Air Traffic ControlSystems, CAE Electronics Ltd. (Editor's Note:Paperpresented during theIFATCA '92Technical Panel.)

THEWORLD TODAY

Current high levels of air traffic and the increases projected throughthe 90s and into the 21st Century are placing a serious strain, with associated risk factors, on many of the world's air trafficcontrolsystems.

As you, lFATCA, meet for your 31st Annual Conference new ideas, concepts and developments are under way to further enhance the safe, orderly and expeditious management of the world's growing aviation community.

The endorsement oft.he integrated communications, navigation, surveillance (CNS) and air traffic management (ATM) system concept by the international aviation community at the !CAO Tenth Air Navigation Conference in September 1991 is a major thrust towards the global enhancement of air traffic controland aviation operations.

In the move towards global aviation harmonisation, the following points must be considered and addressed.

• CuITently over 65% of the world's airspace is outside radar coverage.

• Traffic forecast based on late 1980s' figures indicated a near doubling by the year 2000.

• Traffic levels are directly linked to airline economic viability.

Where worldwide totalradar control is logistically or economically not feasible due to: • large airspace dimensions • site accessibility/maintainability difficulties • climatic constraints or • financial limitations manual ATC operations are the norm.

Historically, these manual operations are time consuming, prone to error, inflexible for today's demands, and incapable of meeting tomorrow's needs.

The continued ability to provide safe and efficient airspace management lies in the increased use of automation and the reduction of currently manual ATC operations.

Regardless of a country's airspace makeup, controlled/uncontrolled, air routes or direct

routes based on groundbased or airborne navigational aids, over land or ocean, there exists today only one technology applicable to any airspace or ATS operation worldwide. That technology is Flight Data Processing.

FOPSYSTEM FUNCTIONS The applicationof Flight Data Processing assist the controller within the system airspace coverage through the following automated functions: • Calculation of estimated flight and fixtimes for all flight operations, both on and off fixed routes.

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

- Aircraft to Airspace Conflict Detection: Detects and alerts the controller if the proposed route of flight is projectedto enter a restricted/reserved airspace .

• Conflict Resolution: Upon automatic identification of potential conflicts, conflict resolution options are presented if requested by the controller.· • Flight Path Conformance Monitoring: Verifies flight conformance to its clearance in terms of current position, time, altitude and future intentions.

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

• Automatic printing of flight progress strips at appropriate control sectors.

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

Although full automatedFOPS functionality can be achieved without displays, con-

THE CO NTROLLER / SEPTEMBER 1992

NOVEMBER 92 1-5 Air Traffic Control Association 37th Annual Meeting, International Technical Programme and Exrubits, Trump Taj Mahal Casino Resort, Atlantic City, New Jersey. For information, contact : Air Traffic Control Association Inc, Suite 711, 2300 Clarendon Bid, Arlington Virginia 22201, USA. Carol Newmaster.

Tel +l 703 522 5717 Fax + 1 703 527 7251 9-11 Astair '92 - Advanced Software

Technology for Air Transport, London, UK. ContactTim Lewis.

Tel +44 0 306 77331 Fax +44 0 306 77696 10-14 Second AACI Assembly, Madrid. Contact AACI, Airports Ass. Council Intern., P.O. Box 125, 1215 Geneva 15 Airport, Switzerland.

Tel +41 22 798 4141 Fax +41 22 788 0909

FEBRUARY 93 5-8 IFATCA Executive Board Meeting (venue to be decided). Contact E.G.H.Green.

Tel +44 628 23 699 Fax +44 628 781 941 16-18 Air Traffic Control '93 Exhibition and Conf. Contact MGB Exhibitions LTD, 109 Station Road, SIDCUP, KENTDAIS 7ET, U.K. Tel +44 81 302 8585 Fax +44 81 302 7205

APRIL 93 17, 18, 24 IFATCAExecutive Board Meeting, Christchurch, New Zealand.

Contact E.G.H.Green.

Tel +44 628 23 699 Fax +44 628 78 l 941

19-23 lFATCA93 Conference, Cluistchurch, New Zealand. Contact Rob Irwin.

Tel +64 3 365 4958 Fax +64 3 358 2790 P.O. Box 14-131, Christchurch, New Zealand

page 32

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NOMINATIONS FORTHE1992"HARDEST LANDING OFTHEYEAR AWARD" A seriouscandidate,nominatedby Spain, was a DC9 which toucheddownso gentlyin Grenadalast March that the aircraftbroke in two pieces, just in front of the engines. The pilot applied full brakes and the tail and the enginesovertookthe fuselage on the runway.

Up until now the winner was from Norway, where another DC9 landed somewhatmore smoothly,when, although the 2 engines did break off the fuselage,they remained attached to it by various cables and hydrauliclines.

r

"The Captain wishes me to ad v ise you that he is a serious contender for the 'Hardest Landing of the Ye ar Award ', and we have just commenced descent for his 1992 Trophy attempt."

DELAYS - SUMMER '92 Summer is here, at least in the Northern hemisphere. Sorry Kiwis and Kangaroos, but the sun is shining hard up here: 30°C in Scandinavia last June with 3 weeks of consecutive sunshine in a row, and in the Faeroe Islands (more than 300 days of rain per year on average)they are complaining about lack of water!

With the Summer comes the small bikinis and swimming trunks, the big sutf boards on top of cars, large cold beers, large sunglasses and big Flow Control restrictions.

These restrictions are supposed to protect us controllers from the foolishness of the aircraft operators who believe the sky is infinite and they can fly as many aeroplanes as they wish going to the same destination at the same time. The main reasons for this seems to be that the hotel managers only want to change tl1e

30

bed sheets once a week for the whole hotel followed by the bus operatorswho only want to go to the airport once a week, This of courseenables them to keep the other days free to use their buses for sightseeing tours.

The result is big restrictions being imposed on air traffic and, a few weeks ago, up to 11 hours delay were recorded to reach a small island in the Mediterranean. What some pilots did was unforgivable in that some of them took off disregarding the restrictions and as a result aircraft were turned back in mid-flight creatingsomeconfusion upstream.

The sectors that were supposed to be protected because of excessive traffic forecast were then overflown twice by the the same aircraft.This was our feature: how to double your traffic figures without ever reaching your destination and make everybodyunhappyin the process.

THE CONTROLLER/SEPTEMBER 1992

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~i60LUMN

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HUMANFACTORS IN MODERN AVIATION Things overheardrecently: Pilot Boeing 767: "Control can you tell me what is my routing?"

Controller: "Youshould check your current Flight Plan, Sir" Pilot: "Well you see our screens went blank for a minute and we lost our stored data and we have here 3 different plans and we do not know which one our Operations filed for us. All we are sure of is that we have to go to London..."

Public address of a Boeing747-400: Enthusiastic (very) young voice: "Ladies and Gentlemen, welcome on board this Boeing 747-400, this is your First Officer speaking. We will reach Dubai in 9 hours and fifty... stand by... fifty-five minutes... correction... 9 hours and fifty-four.."

KLICK! (end of transmission) Much older voice: Ladies and Gentlemen this is you Captain speaking, we will reach Dubai in about 10 hours - enjoy the flight"!

Approachfrequency: Pilot Airbus A320: "Sorry Radar, but I do not understand yet what the aeroplane wants to do can I call you back?..."

Finally, Singapore did what every controller has dreamed of secretly at least once - I have read that the Singapore Government has amended the Air Navigation Order to make several ATCoffences punishable by fines up to 3000 US$.

The offences include: Failure to navigate in accordance with the Flight Plan and failure to navigate in accordance with ATC clearance.

If the administration in my area applied those rules we would be swimmingin money!

Issues appear end of March, June, September and December.

Please make your subscription payment to: Union Bank of Switzerland, Airport Branch CH-12 15Geneva 15 Airport Switzerland.

Account: IFATCA/f HE CONTROLLER N° 602 254. MD L Special subscriptionrates for ATCOs. Enquiries to our Subsc1ipbonManager: THECONTROLLER , PO.Box 196, CH-1215 Geneva 15 Airport, Switzerland.

THE CONTROLLER /SEPTEMBER 1992

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THE CONTROLLER, JOUR NALOFAIRTRAFFIC CONTROL, is published quarterly by the International Federation of Air Traffic Controllers' Associations (JFATCA).

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31

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page 3 FOREWORD implementthe FANS concept and its associated technologies. These conflicting demands of reducing operational costs and investing in the FANS infrastructure have inherent dangers - and one in particular is the temptation to speed up the introduction equipment and procedures with the expressed intent to increase capacity and reduce delays in advance of a proper and comprehensive timetableof data collection, testing and evaluation.

One of the stated objectives of FANS is to increase capacity. Already reduced vertical separation above FL290 over the North Atlantic is agreed in principle; in the Pacific region reduction in lateral separations are being investigated. Doubtless the increase in capacity brought about by reduced separations will result but it must be after the most careful and exhaustive preparation so that safety standards are not eroded. Indeed another objective of FANS is the enhancement of safety margins. Now that these and many other changes are being developed, the importance of the operator's viewpoint cannot be overstated. It is essential that the controllers' voice be heard so that the ever increasing army of technocrats, planners and consultants are aware of the operational input in these vital areas. Controllers are often accused being conservative and reactionary, even bloody-minded, but our col-

..,_page 29 FLIGHT DATA

THE LAST PAGE ___

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lective operational experiencetells us that time after time new equipment or procedures have been introducedwithout proper consultation with damaging consequences.

The end result is that failures occur,modifications and changes are undertaken whilst operations continue and controllers lose confidencein their tools of the trade.Recent history can produce some glaring examples of this scenario therefore our primary concern must be to avoid repetition.

The concept of integrated communications, navigation, and surveillance (CNS) and air traffic management(ATM), developed by the FANS committee, was defined and endorsed by the ICAO 10th ANC in September l 991. lFATCA fully endorses the concept and accepts the possible FANS timetablefor implementationwhich expects FANS only operations after 2015. The crucial part of this timetable starts now and continues until the turn of the century during which time development, trials and demonstrations will be held and gradual implementation will take place. It is essential that during this period IFATCAmonitors progress and developmentof the future CNS/ATMareas which will impingedirectly on controllers and their role and to make timely and positive contributions. The global co-ordinated plan for CNS/ATMsystems transition is expectedto be finalized in 1993. This will present IFATCAwith the ideal framework to achieve its objectives.

ting in reduced development costs and shorter implementation schedules. trailer productivity is further increased The elimination of time-consuming through a selection of data presentation manual plotting and estimating activities methods ranging from tabularto fully integra- through automation provides increased ted electronic flight progress strip and dyna- controller productivity and higher levels of user service. mic real time situationdisplay workstations.

This results in immediate benefits to both In addition, if digitised radar data is available, the incorporationof radar data proces- the ATC provider and the airspace user sing allows the presentation of radar derived through: information at the same controller worksta- • Increasedflight safety Conflict detection tion, resulting in a fully integratedflight/radar Flight path conformancemonitoring data processing system.

Minimum safe altitude warning • System expansion capability enabling Overdue aircraft alerts the integration of emerging technologies such as Automatic Dependent Surveil- • Increased controllerproductivity lance (ADS).

Elimination of time-consuming manual tasks MAJOR SYSTEM BENEFITS Accommodation of increasedtraffic with existing manpower The modular nature of the system and its applicability to any airspace worldwide • Improved quality of service Reduced request response time enables the use of existing software resul32

It is confidentlypredicted that the benefits of FANS will outweigh its expected cost and that is the problem because no-one really knows. No project on such a large scale involving so many different organisations and states has successfully met its objectives and targets in terms of time or cost. So it would not be unreasonable to expect delays and problems before reaching fruition. Also as a consequence of a lengthy timescale future advances may well make certain projects obsolete before final implementation. Already the development of MLS is experiencing difficulties due to claims from the proponentsof satellite technology - and there may well be other vital areas which will affected.

Whether it is the possibility of privatisation or the implementation of FANS, the future of air traffic control and for those working within it will be exciting, challenging, radical and probablyfrustrating. IFATCA must remain at the forefront of all discussions which will have a crucial and irreversible effect on our operational careers. Through our collective experience, we are at the leading edge of FANS development and implementation therefore our commitment must be total and our input must considered, constructive and professional. As EVP-Technical I regard this as our top priority.

+

I. The Route Problem - David Olsen Aeronautical Satellite News/ Feb-Mar 1992.

Promptassessment of direct routings Timelynotificationof sigmets, pireps • Increased airline efficiency Increasedavailability of direct routes Optimumaltitude utilisation Fuel savings Reducedflight times

SUMMARY

Enhanced airspace management capabilities through the incorporation of radar data and positional information from ADS/Datalink equipped aircraft ensures a total ATC/ATM system fully capable of meeting current and planned traffic demands in an efficient manner. Additionally, future technologies can be integrated in a cost effective timely manner.

Today and for the future, Flight Data Processing is the key to effective Airspace Managementworldwide.

+

THE CONTROLLER /SEPTEMBER 1992

CORPORATE MEMBERS OF IFATCA

ATSAEROSPACE St. Bruno,Canada

MARCONIRADARSYSTEMSLtd. Chelmsford,UK

AVTELPTY Hawthorn,Australia

NETWORKSYSTEMSGmbH Frankfurtam Main,Germany

BRITISHAEROSPACE SIMULATION LTD. Farnborough,UK

NOBELTECH SYSTEMSAB Jiirfiilla,Sweden

BURANJVC Rome,Italy CAEELECTRONICS Ltd. Saint-Laurent,Canada CESELSA Madrid,Spain CISETS.p.A. Rome,Italy COMPUTERCOMMUNICATIONS SOFTWARE GmbH Rodedermark-Waldacker, Germany

NORCONTROL SURVEILLANCE SYSTEMSA.S. ChippingSodbury,UK RAYTHEON CANADALtd. Waterloo,Canada REDIFFUSION SIMULATION Ltd. BurgessHill,UK SCHMIDTELECOMMUNICATION Ziirich,Switzerland SEL-STANDARD ELECKTRIKLORENZ Stuttgart,Germany

COMPUTER RESOURCES INTERNATIONAL A/S Birkerod,Denmark

SIEMENS-PLESSEY RADARLtd. Chessington,UK

COSSORELECTRONICS Ltd. Harlow,UK

SOCIETED'ETUDES ET D'ENTREPRISES ELECTRIQUES Malakoff,France

CRIMPA/S Allerod,Denmark DICTAPHONE CORPORATION Stratford,CT,USA DORNIER,Communication Systems Konstanz,Germany HOLLANDSE SIGNAALAPPARATEN B.V. Hengelo,Netherlands

SOFREAVIA Paris,France SWEDAVIAAB Norrkoping,Sweden TELEFUNKEN SYSTEMTECHNIK GmbH Ulm/Donau,Germany

HUGHESAIRCRAFTCORP. Los Angeles,CA,USA

TELUBAB Viixjo,Sweden

IBMDEUTSCHLAND GmbH Stuttgart,Germany

THOMSON-CSF, DivisionSDC Meudon,France

JEPPESEN& CO.GmbH Frankfurtam Main,Germany

UNISYSDEUTSCHLAND GmbH Sulzbach,Germany

JERRYTHOMPSON& ASSOCIATES Inc. Kensington,MD,USA

WESTINGHOUSE ElectricCorp.

Baltimore,MD,USA

The InternationalFederationof Air TrafficControllers'Associationswouldlike to inviteall corporations,organizations,and institutionsinterestedin and concernedwith the maintenanceand promotion of safetyin air trafficto join theirorganizationas CorporateMembers.

CorporateMemberssupportthe aims of the Federationby supplyingthe Federationwith technical informationand by means of an annual subscription.The Federation'sinternationaljournal The Controlleris offeredas a platformfor the discussionof technicaland proceduraldevelopmentsin the fieldof air trafficcontrol.

No ONE PACI<AGES THE S1<YFoRYou BETIER THAN Us. The sky's filling up. If someone doesn't do somethingsoon, it'll he majorgridlock.

At Thomson-CSF -a world leader in the field of air traffic control- wehavedonesomething.

We've developedthe world'smost advancedsystemsfor controlling theflowof air traffic.

On-the-cusp technology incorporatingnetworkarchitecture, Ad.a programming and highdefinition co/or CRT displays -hacked up by expertsystemsthat's custom-designedto deliver the right informationat the right time sifted and sorted by powerful processors so that controllers are presentedwith a total pictureof the air situation in a form that simpiy givesthem more control.

And we've got more good news wherethat comefrom. Especially for theairlines.With the integration of the world's flight data networksfinally getting off the ground, now we can really help manage the flow -in fact the whole show- by putting our powerfulcomputerbrainpowerto work to organizethe problemsof space and time, ground-to-air coordination , and interfacingcivil and militaryoperations.

At Thomson-CSF we're helping to make the skies morefriendly.

Moreuser-friendly.

~ 1HOMSON..CSF World-Class Electronics

DIVISION SYSTEMES DEFENSE ETCONTROLE - 18. av dti Mal-luin . 92366 Meudon-la-Foret Cedex· France· Tel. (33- 1I 41 07 50 00 - Fax: (33- 1I 4 1 01 50 19 · Telex: THOM 6 I 6780F.

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