IFATCA The Controller - 4th Quarter 1992

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JOURNAL OFAIRTRAFFIC CONTROL

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Volume 31 N° 4

Geneva, Switzerland, December, 1992 PUBLISHER

IFATCA,International Federation of Air Traffic Controllers' Associations, P.O.Box196 CH-1215 Geneva 15 Airport, Switzerland OFFICERS OFIFATCA

D.C.B.Stuart President and Chief Executive Officer Ulli Windt Deputy President Abou El ScoudEl Karimy Executive Vice-President Africa SamuelLampkin Executive Vice-President Americas Neil Vidler Executive Vice-President Asia/Pacific PrebenFalkman-Lauridsen ExecutiveVice-President Europe StureEricsson Executive Vice-President Finance Bert Ruitenberg Executive Vice-President Professionnal ChrisStock ExecutiveVice-President Technical EdgeGreen Executive Secretary EDITOR

IN THIS ISSUE 5

T-CAS Charles Stuart speak s at Air Forum ' 92.

ATC CONGESTION IN NE ASIA

9

Neil Vidler repo11s from Region al Meeting in Hong Kong.

11

AID FOR CROATIA A. Campbell & L. Le veso n report on London ATCO s' Action.

MORE ON IFATCA

'93

13

Rob Irwin co ntinue s to inform.

ATC OPERATIONS IN THE 2 1ST C ENTURY

16

C.R. W hite prese nts at IFATCA ' 92 Techni ca l Panel.

AIR FORU M '92

26

Patrick Schellin g visits show in Gen eva.

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

DonaCrowhurst MANAGEMENT ANOADVERTISING SALES OFFICE

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

BernardLaydevant • Tel. +4 122 782 79 83 ACCOUNTING

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

Patrick Schelling Tel. +4 122 366 26 84 - Fax +4122 366 43 05

Advertisers in this issue ATC '93, ATC ' 93 Open Forum, Bendix/King ATAD, Breitling, CAE Electronics, Dornier, GFL, Hughes, IBM, Raytheon, SiemensPlessey Radar, Thom on-CSF. Photosand Drawings A. Campbell, Bendix/King, T. Crowburst, ENAC, L. Levenson, Palexpo, Raytheon, C. Stuart.

Cover Human Machine Interface (HMI) prototype developed by Swisscontrol for the Integrated Controller Work Station (ICWS) . (Photo

by Thomson-CSF) Cartoon KT.

ARTWORK ANDLAYOUT

Lin Schelling - D. Forte. Altaripa SA, 1260 Nyon FORCOURIER MAIL

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

bunddruck Monbijoustrasse 6. CH-30 11Bern. Switzerland Tel. +4 13164 13 50 - Fax +4 13 1250649

THE CONTROLLER /D ECEMBER 1992

ISSUESAPPEARENDOFMARCH, JUNE, SEPTEMBER, DECEMBER.CONTRIBUTORS AREEXPRESSING THEIRPERSONAL POINTSOFVIEW ANDOPINIONS, WHICH MAY NOT NECESSARILYCOINCIDE WITHTHOSEOFTHE INTERNATIONAL FEDERATIONOFAIR TRAFFIC CONTROLLERS' ASSOCIATIONS,IFATCA. IFATCA DOESNOTASSUMERESPONSIBILITY FOR STATEMENTS MADEANDOPINIONSEXPRESSED. IT ONLY ACCEPTS RESPONS IBILITY FORPUBLISHING THESE CONTR IBUTIONS.CONTRIBUTIONS AREWELCOME AS ARECOMMENTSAND CRITICISM. No PAYMENTCAN BE MADE FOR MANUSCRIPTSSUBMITIEDFORPUBLICATION IN THE CONTROLLER .

THE EDITORRESERVES THERIGH T TO MAKEANY EDITORIALCHANGES IN MANUSCRIPTS , WHICHHE BELIEVESWILL IMPROVE THE MATERIAL WITHOUTALTERING THE INTENDEDMEANING. WRITTENPERMISS ION BY THE EDITOR!S NECES SARY FORREPRIN TINGANYPART OF THIS JOURNAL.

1

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capability and to higher flexibility. Providing timely, distinct and accurate information. Offering cost-effective, modular solutions, adaptable to th e unique needs of every user. IBM is ready to work with you in Air Traffic _C_o_ntr~L F~r furth er details regarding IBM capabiliti es m ~ ir Traffi c Control, pleas e conta ct th e IBM Air Traffi c osener Str. l , =~ ~ = Cen ter Euro Pe, P D-703 2 Sirtdelfrngen, Germ any, ~ or simply call 4,9/70 31/17-28 01. :ยง:_::;,:ยง~ยง:

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FOREWORD ___

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EDITORIAL _______

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0 CharlesStuart - Presidentand CEO

0 Terry Crowhurst - Editor

ver recent years I have mentionedin a varietyof fora the problems we face in participatingin the numerousworkinggroups and panels of the variousinternationalaviationbodies.The problem is that we are having more and more difficultyfindingsuitablyqualified volunteers WHO CAN GET THE TIME OFF. In addition, there is a considerablefinancial load on the Federationin covering the costs of attendance.

For many years the Federationhas been trying to get itself and the profession of air traffic control properly recognised, worldwide.

Thanks to the hard work of many Federationofficersand volunteers over the last thirty years these efforts are reachingfruition. Therein lies the problem. In some ways we are becomingtoo well known, too popular, for now we are in demand, notjust for the official working groups and panels, but as speakers and participants in major aviationconferences,symposiaand forums.

This latter phenomenais relativelynew. It is also very flattering.

But it does show that at last organisersof these aviation symposia are realising that to discuss the air traffic system or to hold workshops on specificair trafficcontrolrelatedsubjects,withouthearing the voice of the working controller, reduces the credibility of function.

In the last couple of years IFATCAhas been participating in various workshops or providingspeakers to functions organisedby !CAO, IATA, ATCA, and Air Forum, to name just a few. We are asked to talk on a variety of subjectsfrom human factors to FANS and TCAS. At our recent ExecutiveBoard meetingwe were asked to consider invitations to participate in no fewer than five more "conferences" withinthe next six months. Obviously we do not have the resources to attend them all and this is where the difficultdecisions have to be made.

Obviously, if we are to get the controllers point of view heard, then we must appear when we can. We can not affordto not be available, but we can not attendthem all. Wecan notjust send someone for the sake of it. Whoever represents the Federation must know the Federationpoliciesand have the ability to present them in a professional manner. It is better to send no one than to make a mess of it and thereby denigratethe standingof IFATCA. Where then am I leading? To controllers who read this I urge you to consider what help you can give your Federation. This may be in the form of helping someone else get the time off to help or offering your services to the various committees from which most IFATCA participants at these fora are drawn. To Industry organisations who read this, bear with us. We have limitedcapacity and funds and we

n 15 July 1992the Associationof European Airlines launched a hastily conceived"day of action" against the European air traffic control system. Quite what this demonstration was hoping to achieve is difficultto understand. A small leaflet entitled "A Single Sky for Europe", was handed to airline passengers in Europe in an attempt to cajole them, in a very few words, into believing that the US systemof air trafficcontrolwas the panacea for all the European air trafficdelays.

How naive this leaflet was and apparently ignorant of the many measures underway in Europe to improve the ATC infrastructure. It is as ridiculous to suggest that a single air traffic facility for the wholeof Europe will solve all the problems as it is to suggest that a single Europeanairline would solve the passenger carrying surplus.

The use of airspace in Europe is far more concentrated than that in the US with average European flight times of only I hour and 9 minutes. Very often the landing capacity of an airport is the limiting factor of acceptableaircraft numbers. In tum, this has a knock on effect as to the use of airspace that has nothing to do with the numbers of air traffic centres involved. It does not take a very vivid imaginationto work out what would happen if control was centralised to a single facility that could, for a variety of reasons, be subject to failure or closure. It is difficult to understand why such large national carriers could append their names and support to such an ill conceived document. It is also a fact that governments and other organisations wish to make money out of the system as do airline companies.

Nobody is more conscious of the need to expedite air traffic than the air traffic controller. Indeed, expedition is one of the fundamental skills and considerations every controller applies to each aircraft track. One of the first questions a controller asks him/herself after taking responsibility for an aircraft is "How am I going to pass on this aircraft safely and quickly?" If we are alJ going to work together in the aviation industry then let us take a sensible approach to what in many cases is a systemthat needs to evolve along side technological developments - it does not happen overnight and involves the cooperationof ALL. Following this missive is the press release responseof Eurocontrol to the so called "day of action" for a" Single Sky for Europe".

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THE CONTROLLER/DECEMBER

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CONFERENCE SPEECH _ _ ____________

AIR FORUM'92

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0 Charles Stuart, President and Chief Executive Officer IFATCA

(Editor's Note:Thefollowing presentation wasdelivered totheattendees attheAirForum heldinGeneva, SwitzerlandinOctober 1992.) adies, Gentlemen, and TCAS experts.

I thank you for the opportunity of addressing you on behalf of the International Federation of Air Traffic Controllers. We really do appreciate the opportunity of speaking to you on a subject very dear to our heart. I can assure you that the subject is controversial and, given the background of some of the other speakers and attendees, our views may not be too fashionable. However, I am not here to win a popularity contest but to put the views of a group of professionals who are vitallyeffected by TCAS. Unfortunately, the twenty minutes allotted to me, and of course the other participants, does not allow a full exploration of such a complex subject.

It is of course, recognised that the subject is a difficult one. I cannot do better in my introduction to indicate this than by quoting from one of the original letters to IFATCA from Air Forum '92. I quote " The US Congress ordered the FAA to introduce the electronic aid system TCAS 11 on all aircraft by December 1993." If I may say so, this is the nub of the problem - an unseemly haste to force the introduction of a system that appears to us, at this stage, to be of doubtful abilities by political decree. Were it to effect the U.S. and its aircraft only, then perhaps one could say "that is their business". Unfortunately, it effects us all.

Foreign carriers flying to the U.S. MUST use it, and by having it on board, some may use it in areas where it is not expected or prohibited from use.

At this stage I should state the policy of IFATCA towards Airborne Collision Avoidance Systems. " lFATCA recognises that the development of airborne collision avoidance systems should be encouraged.However, it is accepted that the primary means of collision avoidance within a controlled airspace environment must continue to be the air traffic control system which should be totally independent of airborne emergencydevices such as ACAS. Autonomous airborne devices should not be a consideration in the provision of adequate air traffic services".

THE CONTROLL ER/ DECEMBER 1992

We also have a supplementary policy, To get down to specifics. Our major which is: concern is not with the use of TCAS as a "The use of automatic airborne collision pilot ADVISORY system, and I emphasise avoidance systems should allow for safe advisory. Our concern is with its compulsooperation within different types of airspace ry use as an avoidance system particularly, with different ATC procedures and different but not only, in busy terminal area . It just is aircraft equipment capabilities-without not up to the task. detriment to the ATC service or to the airIn my comments of TCAS I have to rely craft not fully equipped." on statistics and comments from the Unjted The inevitable changes in ATC procedures States. That is where it is all happenjng. techniques and phraseologies resulting from Before you think that it is only controllers the introduction of airborne collision avoi- who are unhappywith it, let me quote from dance and traffic alert systems should be just one edition of NASA's Aviation Safety compatible not only with a controller's res- Reporting System newsletter "Callback" ponsibilities for the provision of separation number 151 of June 1992. On the first page but also with a controller's ability to under a large banner heading "Watch Your discharge them.

TCAS" it says "ASRS is also seeing many Mode S should automatically provide an TCAS reports as the new devices experienindication to the ground service at least ce teething problems." and "Many compawhen an aircraft is the subject of a collision nies require their pilots to use the less intruavoidance advisory. sive "TrafficAdvisory" feature of TCAS in IFATCA encourages any development arrival and departure phases especially in which automatically provides the ground congestedterminalareas or at airports with service with the indications of conflict or close runway configurations". Why then is potential conflict which have been provided such a system, with obvious flaws, being to the pilot. mandatedfor use in areas where we believe I believe, therefore, that IFATCA is not it can not properly cope. against ACAS per se. Indeed we encourage Nearly all the documented evidence of its development. We are, however, against TCAS problems come from the U.S. I will its indiscriminate and premature compulso- quote some figures provided by the ry introduction before the system is ready to National Air TrafficControllers Association handle it or the equipment is reliable. In our (NATCA), the U.S. controllers union. view, TCAS still suffers very much from the Before any of you say "but these are just Law of Cybernetic Entomology - another figures provided by the Union" I must point bug in the system. out that these are based on official controller In the short time available to me I will try reports to the FAAwhich are then passed on to cover some of the major areasof concern. to NATCA. NATCAby the way, has testiIf our concerns are based on a lack of tech- fied before the Aviation Subcommittee of nical knowledge, then don't blame us. Up to the House (of Representatives) Public now there appears to be a considerable lack Works and Transportation Committee on of education of controllers and pilots as to Recent Aircraft Safety Initiatives, on this the capabilities of TCAS. I do accept that subject.

Bendix is now making considerable efforts The report which covers the period May to convince us of the probity of the system. 1991to July 1992 gives, inter alia. the folHoweverit appears that we are having for- lowing statistics. ced upon us, by the political decree of one Reports filed: 2781 country, a system which is really still in a Separation lost clue to action taken by developmental stage. The rest of the world invalid radaradvisory:56 appearsto be taking a somewhatmorecauInvalid TCAS RA advisories (separation tious approach. existed before RA): 1741 or 63 % 5

CONFERENCE SPEECH--~-----

TCAS INCIDENTS

(Controller Reports from May 1991 to May 1992)

RA Altitude Occurance

Aircraft Altitude Deviations

800 NoAl1itude

700 600 500 Number of RA's 400 300

200 100

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Surfaceto 2.500

2.500to 10,000

10.000to 18.000

18.000lo 29.000

Above Unknown 29.000

En - Route vs Terminal Reports

Invalid RA Events

Total: 2242

Terminal 66.46%

Invalid RA's 58.03%

some"fix". The term "bedpost" is used to describethe four fixes (there may be more or less thanfour)set up aroundthe airport/s for thesetransitions.Descendingaircraftare assigneda levelabovethose assignedto the outbound. Unfortunately,TCAS doesn't knowthis- and to the best of our knowled8% ge is incapableof doing so - and therefore The proportionof Tenninal to Enroute is "assumes"( somethingwhich should never approximately2/3 to 1/3. Given that TCAS be done in air traffic control) that the airis not installed on all aircraft in the U.S. craft are conflictingand issuesa Resolution (approximately65% we understand)as yet, Advisory"(RA). You have therefore had a these are alarmingfigures. What would be the figures if 100% were so equipped. It perfectlysafe situation,known to both the appearsto us that it is not a FULLYvalidapilot and the controller,jeopardised by an incorrectsolutionto a problem that never ted and verifiedsystem. existed.

For those that operate the ATC systemor fly the aircraft the followingquote from a Perhapssometimein the future TCAS or draft FAA memorandumrequesting comits derivativesmay be able to recognise mentson mandatorycompliancewith a RA what has been put into the auto pilot. But whathappensif one aircraftis TCAS equipfor TCASshouldbe of interest. ped and the other isn't. To the best of our The draft states, inter alia: "When TCAS knowledgethe problemwill not be solved was first implementedmost TCAS events until ALL aircraft are Mode S equipped, occurred between TCAS equipped aircraft and intruder aircraft that were not TCAS sincethis is the only systemon the horizon equipped.As more aircraft became TCAS that will have the capability to recognise I. Most such systems operate on some what the aircraftIS going to do rather than equipped we began to see more TCAS eventstakeplacebetweentwo TCASequip- form of "bedpost" or "comerpost" system. what it THINKSit will do. However,how ped aircraft. These so called "coordinated In other words,at somepointin the terminal does this solve an IFR to VFR situation,in TCAS manoeuvres"created some UNFO- area, whilst aircraftare climbingor descen- airspacewhere there is no positive control RESEEN operational problems" or, ding, inboundand outboundaircraftcrossat of VFR aircraft and presumably,the VFR

ValidTCASRA: 203 or 7 % TCAS manceuvrewas the same as the controllerwouldhave used: 256 or 9 % Altitudedeviationmore than 1000:272 or 7% Altitude deviation 700 to 1000: 215 or

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"Presentlydue to the natureofTCAS,flight crews nor air trafficcontrolFULLYknows the manoeuvreintentof TCASRA's.Flight crews because they do not know if the "coordinatedTCAS manoeuvre"is taking place and ATCbecausethey do not readily know when a coordinated TCAS manoeuvreis takingplace". And, "Vertical manoeuvring is the ONLY manoeuvre authorisedin responseto TCASRA 's, heading changesin responseto TCASRA'sare contraryto approvedprocedures".In other words a manoeuvretakes place that neither the pilot nor the controllerknowswhy and the manoeuvre is only permitted in one direction.

We can see, therefore,that TCAShas problems that are recognisedby personsother than air trafficcontrollers.

Where then do the problemslie. Perhaps the most obvious,and certainlyunexplained to controllers,is TCAS' apparentincompatibility with modem,high density,terminal area systems.

THE CONTROLLER/DECEMBER

1992

The Clobal Solution

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CONFERENCE SPEECH ______________

aircraft is neither TCAS, Mode C or Mode S equipped and less than standard IFR separation exists. In the meantime, because of some edict resulting from a political process rather than a technical one, we are being faced with the control of aircraft, in the busiest areas, being dictated by doubtful equipment and which neither the controller nor the pilot can do anything about.

2. FalseTCAS alerts are far too numerous for the system to be considered reliable for use as other than an advisory system. Part of this problem can be caused by erroneous Mode C readouts. Everyone in the system knows how often the Mode C transponder can give a false reading. And yet a collision avoidance system when proper control is available, is being mandated with the use of such equipment.

3. There is growing concern to controllers that TCAS may have caused interference with ground based radar systems. This appears to have had the effect of causing radar tracking problems or even removing aircraft from the screen. As the use of TCAS increases then presumably, the frequency of such occurrences may increase. I am led to understandthat the FAA has already issued some advisory notice (or whatever it is they do with defective equipment)

to one manufacturer. If this is true then it is a quite unacceptablesituation where the primary traffic separation and sequencing tool can become inoperative through saturation by airborne equipment.

4. TCAS forces pilots to constantly "second guess" the controller. When they get a TCAS alert the pilot then thinks, quite naturally, that the controller has "missed one" and takes evasive action. Some time later, when he has a chance and the adrenalin has stopped pumping, he will advise ATC. The evasive action not only wreaks havoc on the system but the pilot's false perception of controller error denigrates the critical working relationship between controllers and pilots. It would be nice if the system could prompt the controller with a "have you forgotten something" message first.

5. There is concern that permissible separation between IFR and VFR is such that the TCAS equipment believes that a problem exists when in fact it doesn't. This is particularly so close to airports where visual separation is applied. This may well be the cause of the increasing number of "go arounds" that are occurring. The latter, apart from being very disruptive to the flow of traffic, is an unnecessary expense to the operators.

Joinus atVal-d'Isere 18thGFL 10-17 January1993 See Agenda for details

_

Time does not permit me to expand further on the problems of mandated use of TCAS. However, I believe that I have given sufficient evidence to support our very grave concern.

As I said at the outset, perhaps the system is safe and we just don't know it. On the other hand we are not the only ones with doubts. If all our doubts are wrong then all I can say is that someone has done a very poor job of educating the users of the system.

What also concerns us is, that by requiring the carriage and use of TCAS as a mandatory separation tool in the U.S., other countries are being forced into the premature use of this system. If foreign carriers have to have the equipment installed, what happens when they fly outside the U.S.? Obviously, pilots will use it - you can hardly blame them. But what about the poor controller in ot~er parts of the world who has to put up with random TCAS 111 voked diversions when he doesn't even know that the equipment is being used.

I would like to conclude by reiteratino that IFATCA is not against airborne colli~ sion avoidance systems, provided it is reliable and SUITABLE procedures are in place for its use. Indeed we can see some interesting possibilities if some of the future developments are realised. We are against this mandatory introduction, with quite unseemly haste, of what appears to us as developmental equipment, into a system which is not designed for its use.

It should be properly validated for the variety of airspace in which it will be used and the controller must have an ability to respond.

Lets face it, if TCAS is a requirement for the integrity of the ATS system then is that not a dreadful inditement on our current systems.

TCAS at the moment, appears to suffer from a bad case of Cybernetic Entomology, and far more research is needed before it is allowed to become such a mandatory separation tool.

I thank you for giving me the opportunity to speak to you on this subject.

Editorial Note: Immediately prior to delivering this article, at Air Forum '92, the Presidenttook part in a TCAS demonstration fl ight in an Allied-Signal Aerospace Company providedaircraft. The demonstration has caused him to have some further thoughts on the TCAStopic that will appear in the next edition.

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THE CONTROLL ER / DECE M BER 1992

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IFATCA ACTIVITIES _______________

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IFATCA HELPSSOLVE ATC PROBLEMS IN NORTHEASTASIA SEVERECONGESTION PROBLEMS TOBEEASED 0 Neil Vidler,EVP Asia Pacific

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t the informalAsia/PacificRegional Meeting during the Bournemouth annual conference, the Hong Kong Association presented a working paper which outlined some problems they were experiencing with traffic management during peak periods and at time of severe weather.

It transpired that flow control techniques being applied by Hong Kong to manage their traffic problems were having a serious flow-on effect up the line for their colleagues in the Taipei and Naha (southern Japan) ATC Centres.

Because of the cross-border nature of the problem, resulting in certain political sensitivities and three Member Associations being involved, IFATCA was asked to convene a meeting of relevant parties to explore methods of both alleviating the congestion and flow management problems and to add to operating efficiencies in the sub-region.

The meeting took place on 27th and 28th July in Hong Kong. Participating were controllers from the three Associationsand representativesfrom the Hong Kong CAD, Japan Airlines, China Airlines and Cathay Pacific Airlines.

The meeting was convened and chaired by the IFATCAExecutive Vice-President, Asia/Pacific.

The first day saw some very frank discussions between all parties. As a result of these discussion the following initiatives will be pursued: A parallel track system between Hong Kong and Taipei based on ATS Route Al. This will involve Westbound traffic tracking Taipei - 20nm North of A I - 20nm North of Makung-Elato-Hong Kong and Eastbound traffic tracking Hong Kong20nm South of A 1 - 20nm South of ElatoMakung-Taipei.

These tracks are subject to full radar coverage. This initiative of the Taiwan ATC Association was strongly supported

by HKATCA and both Associations will THE CONTROLLER/DECEMBER 1992

request their respective administrationsto implementthe procedure.

There will be increased utilisation of 0581 and 086 for Tokyo-Singapore/Bangkok flights. These flights will thus avoid CH (The Hong Kong VOR) and Al but will carry sufficient fuel to track via CH "just in case". This will relieve congestion of Airway A I and should thus add to efficient operations on that route. The Hong Kong ATC Association will be writing to their administrationseeking formal approval of this procedure.

Both Cathay Pacific and China Airlines accepted the idea of issuing clearances Hong Kong-Taipei-HongKong at lower than optimum flight levels rather than accepting lengthy delays on the ground awaiting their preferred flight level. Thus levels such as FL270 will be issued (initially) with later climb en-route if and when the higher level becomesavailable.

It was agreed that at times of known congestion (e.g. Chinese New Year) an alternative route structure from Japan and Taiwan to Hong Kong will be utilised.

This will involve tracking inbound via a more southerly route to Holding Point Bravo.

It is accepted that this involves slightly more tracking (approximately 5-7 minutes) and that holding may still be required at Bravo but it will permit traffic to enter Hong Kong airspace even when it is very congested on the primary inbound route Al and should dispense with the problems recently encountered whereby traffic was denied entry to Hong Kong's airspace and forced to hold in Taipei's area. When this is likely to happen, Hong Kong ATCCentre will originate a standard advice to Taipei and Naha Centres so that they are clearly aware of requirementsand can redirect traffic accordingly.The Hong Kong Association will draft a letter for all three Associations to forward to their administrations simultaneously seeking approval for this procedure.

EVP ASP will write to the JCAB and Korean authorities (as appropriate) seeking reduction of the separation standard from 15 minutes to 10 minutes on ATS Routes 0581 Eastbound and on B576 and increased flight level availability on B576.

The Taiwanese and Japanese Associations will seek to establish Taipei-Tokyo traffic on ATS Route R583 rather than on Al. This will permit full radar coverage, radar hand-offs and will further alleviate congestionon A 1 East of Taipei.

Day two of the meeting saw just the ATC representatives reconvene to discuss various strategies, define procedures and to confirm actions required as a result of the previous day's discussions.

It was universally agreed that the initiatives will add significantly to efficient operations in the area. Those present at the meeting were unanimous in endorsing these proposals and were confident that the various administrations would be equally positive in their acceptance and promotion of them.

The great advantageof these initiatives is that they do not involve changes to the Air Route structure nor do they require amendments to Regional Supplementary Procedures.

Thus the normal lengthy negotiations and proceduresseeking ICAO approval may be avoided and the measures may be implemented as soon as the individual administrations concur and sign the necessary bilateral agreements. These approaches and plan of action have been communicated to ICAO Bangkok and they likewise have endorsed them.

Two of the basic objects of IFATCAAre: "To promote safety, efficiency and regularity in international air navigations¡¡ and ''To assist and advise in the development of safe and orderly systems of air traffic control". That it was the controllers themselves who requested the meeting and. in ~~ page

32 9

Corn pas Clears the Sky

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Due to cornput erized coordin at ion of aircraft approachin g high ly frequ ented ajrport s, air traffic contro l is improv ed step by step - an advanta ge for passengers and airlin es, too. Com pas plans and coordin ates th e conflict-free approach seq uenc e for th e air tr affic controll ers already 150 km before the dest inat ion is reac hed and indi cates the arri va l tim es at th e gat e.

This is a complex plannin g performance that is clearly display ed on color monitors and ca n be changed acco rding ly via a simple keyboard. Com pas contain s re liab le techno logy and know-how.

been us ing its adva ntages si nce 1989. By th e way, Com pas can be int egra ted int o alI comput er systems for air-traffic contro l takin g into consideration airspace and airport str uctures.

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CONTROLLERS ARRANGE AIDFORCROATIA 0 Alistair Campbell & Lucy Leveson t the end of August 1992 three Scottish air traffic controllers who work at the London Air Traffic Control Centre, West Drayton, flew out to Zagreb, Croatia, with 84 boxes of humanitarian aid for refugees who had escaped from the conflict in Bosnia.

In the short space of two weeks Stephen Harkins, Alistair Campbell and Ross Birnie had collected 138 boxes of clothes and shoes and children's toys from their colleagues. At the Heathrow end, British Airport Authority security staff, customs officials, Lufthansa staff and "Skycap" porters made it possible for the venture to be carried out. Croatian Airlines had kindly offered to transport the controllers and their "excess baggage" on two aircraft, subject to space being available. However, 54 boxes had to be left behind, due to lack of space on the flights. They will be carried at a later date.

Stephen Harkins, had over the years become very friendly with some of the ATC staff in "Yugoslavia" through being involved with the organisation of the European Controllers' Football Cup Tournaments.

Stephen felt, very strongly, that he wanted to help the refugees who were flooding into Croatia from war-torn Bosnia and Hercegovina. Approximately I million refugees, mainly women and children, have arrived in Croatia whose normal population numbers only 4 million. Most of the these refugees arrived with only the clothes that they stood up in.

During discussions in Zagreb about this humanitarian problem, Mr. Ivan Misitic, the Sales Manager in Zagreb for Croatian Airlines, who is also a friend of Stephen's, offered to authorise space and tickets to enable the aid to be transported to Croatia.

Provision of accommodation for the London Controllers, internal transport and general liaison was provided by Goran " Picek" Vujicic, a Supervisor at Zagreb ACC and Yuri Kapetanovic, an ex-controller, who is now a consultant.

Meanwhile, Stephen was recruiting the help of his friends and colleagues in London. Since the boxes had to be escorted on the flights, Alistair and Ross volunteered THE CONTROLLER / DECEMBER 1992

Aid being loaded at Heathrow.

and arranged to be available. They also helped with the collection, packing and delivery of the boxes to Heathrow Airport. The boxes were stored, securely, airside with the approval of BAA until suitable flights could be arranged.

On arrival at Zagreb, the boxes were deposited at the ACC until they could be collected by the Red Crescent Aid Agency "Merhamet". The three Scottish controllers helped load the Agency's truck and accompanied it on its journey to the refugees in Zagreb, who had been the inhabitants of a small Bosnian village, Kozarac, which had been attacked and destroyed in the Spring of this year. " Merhamet" presented a certificate to the controllers, expressing their thanks on behalf of tl1eir people. In the future aid will also be given to other agencies, uch as "Caritas" and the "Red Cross".

Since the next flight back to London was four days hence, the controllers spent most of tl1e time witl1Picek, Yuri and their fanulies. They were able to travel around Zagreb and also go as far as Rijeka, on the Adriatic coast. Life in Zagreb seemed to be very relaxed and peaceful - almost unreal, considering that only a year ago it had been the scene of a full-scale war. Many stories were related to them about the war. There was the

time Picek, whilst a Reservist on active service, escaped death only because lunch was half an hour late ! The barracks canteen had been bombed exactly on time - totally destroyed, while Picek and his fellow reservists were outside, waiting to go in for lunch. The cook was inside; he survived, unscathed but very shaken! At the beginning of the war, Yuri returned to Zagreb from a business meeting in Austria. He anived, at night, during a complete blackout and had to walk in total darkness, along dese11edstreets and across empty road junctions to his home in an apartment block. To his horror his wife and two children were not in the safety of their home. After much searching he found them, taking refuge in tl1e cellars beneath the block, along with many oilier residents. who had sought protection from the recent bombing raids.

This was to be tl1eirhome for tl1enext few weeks. Yuri, however, decided to live on the balcony of their apartment and imagine his hon-or, the next morning, when he looked out at the junction he had blindly crossed tl1atnight, to find that it was covered in Anti Tank and Anti-Personnel Mines 1 Yet another miracle 1 ...,..., puge 32

11

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IFATCACONFERENCE 1993 CHRISTCHURCH, NEWZEALAND 0 Rob Irwin,IFATCA93 ConferenceChairman

P

Wednesday21 April1993 Lunch today is sponsored by ThomsonCSP Subcontractors.These are companies that havebeenpart of the team that has been involved in the Airways Modernisation Programmewhich has seen the Air Traffic ControlSystemin New Zealandcompletely updatedin the last few years.

The evening function sponsored by Thomson-CSPis a dinnerdancewith a New ZealandCultural Flavour.I know you will really enjoy this evening'sentertainmentas Sunday18 April1993 Informal 'meet the delegates' cocktail you experiencea taste of the historyof our party in the First Edition Bar at the Park countryand the South Pacificcultureof the Royal Hotel (HeadquartersHotel). Dress native New Zealander's,the Maori people. casually(ties not required)for this evening We would like you to dress semi-formalfor which will be your opportunity to catch this eveningand perhaps,as Friday night is up with the membersof IFATCAyou may to be casual, it is the best opportunityfor not have seen since the Bournemouth membersof the UK GATCOto wear their Conference. A meal is not provided this dinnersuits. night but there are severalexcellentrestauThursday22 April1993 rants near the conferencecentre.

Lunch today is traditionallysponsoredby the Corporate Members.There is no eveMonday19 April1993 The OfficialWelcomingCocktailParty is ning functionplannedas this is the second on this evening. Sponsored by the New day of the AccompanyingPersons ProZealand Civil Aviation Authority and the gramme.For those on the programme,the Christchurch International Airport Com- dress suggestionis casual but smart for a pany this is the first officialsocialevent of day around the city of Christchurchwhich the Conference.We anticipatethe Mayorof will incorporatea visit to the recentlyopeChristchurch(Ms Vicki Buck) will be in ned Antarctic Centre at Christchurch attendance to welcome you to our city. InternationalAirport.This will give you a BusinessDressUacketand tie) is appropria- fascinatinginsight into life and adventure te for this eveningas we start the conference on the Southern frozen continent surrounofficially.Once again there is no meal pro- ding the South Pole. A tour of the city will vided, it is your opportunityto join your arriveat an historicsite for lunchand a proIFATCAfriendsand try those restaurants,a fessional show of New Zealand fashions. number of which offer a discountto dele- All the garments are available in Christchurchand Fridaywill be free for you gates attendingIFATCAConference1993. to find the sourceand make your purchase.

Morningor afternoontea will be in a beautiTuesday20 April1993 There is no functionplannedfor this eve- ful garden setting by the river. Once again ning. Tuesday is the first day of the this is a full day which I know you will AccompanyingPersonsProgramme.Those enjoy. who partakeof this event will spendthe day in the countryside experiencingthe rural Friday23 April1993 The final evening function of the confeside of life in NewZealand.Wesuggestyou wear trousersand sturdy shoes for this day rence takesyou by coachto a countryestate and have a warm sweateror jacket. If the to be guestsof The AirwaysCorporationof wind gets up it may be a bit cool "out on the New Zealand at a countrydance. In break farm". This will be a full day which I am with tradition, dress is casual Ueans and casualskirtsand dressare fine)for a tasteof sure you will enjoy. lans are now finalised for the social programmeof IFATCA1993 here in the South Pacific. Here is an outline of the eventsas they are at the moment,with suggestionson clothingwhereit will help if you knowwhat we have in mind.

Lunches are suppliedon each of the five days of conference.In this list I only make specific mention of those that are sponsored.

THE CONTROLLER/DECEMBER

1992

the entertainment of rural New Zealand.

New Zealand Breweries is helping the Airways Corporationensure you have the opportunityto relax and have a good time by supplying some of the liquid refreshments.A sumptuousmeal and dancing will see the end of the IFATCAConference 1993 as you farewell friends and acquaintances untilyou meet again in Canada in 1994.

ProfessionalPanel There is to be a ProfessionalPanel on the subjects of Human Factors in Aviation, Shift WorkPerformanceand Imagery Skills at IFATCAConference1993. Organised by Bert Ruitenberg, EVP Professional, the Panel will take place on Friday. The exact time is yet to be determinedbut I am sure you will be very interestedin the speakers being arrangedand the topics they have to present.

This is IFATCA1993 as it stands at the moment. I hope by now this information combinedwith the information sent out to Member Associations individually and in the Septemberissue of THECONTROLLER, will ensure you are fully informed of all details to enable you to complete your planning to attend IFATCA Conference 1993 in Christchurch, New Zealand. We look forwardto having you as guests in our country.+

LETTERS TOTHEEDITOR ARE ENCOURAGED AND APPRECIATED 13

SOLVING WORLDWIDE ATC NEEDS

Hughes Aircraf t Company provides a wide range of sys tem solutions for the eff icient management of air traffic - world wide .

TracV iew, for example, the radar data proces sing and display syste m for control tower and approac h co ntrol faci lities is an ideal, low cos t ATC system for localized applicatio ns. It is currently in service in Europe, the Middle East and North America.

For larger, nation -wide ATC sys tems such as CAA TS, to control Canada's 5.8 million square miles of airspace , Hughes is introducin g autom ated too ls for the air traffic co ntroller - clearanc e proce ssing, flight co nformance monito ring, flow mana gement , co nfl ict pred ict ion, alert and reso lution being severa l exa mpl es. Th ese highly automated system fun ctions are prese nted on the Hu ghes large screen (20 inch X 20 inch) Advanced Multimission Display, the AMD- 44.

Automatio n of the many repetit ious actio ns re qu ired will prov ide cr itica lly needed time for the co ntro ller to concentrate on the primary task of air traff ic management.

No matter what the size of your sys tem, H ughes can provide the Applications, Tec hnology and Capa bility to make it happen.

For further information, please contact the Business Developm ent Depa rtments of: Hughes Canada Systems Division (604) 279-5615 or Fax (60 4) 279-5795 Hughes Brussels (32-2) 725-6050 or Fax (32-2) 725-6 162 Hughes Fullerton, CA (714) 732-9505 or Fax (714) 732-9503

HUGHES Subsidiary of GM Hughes Electronics

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(THE FRENCHNAT ONALCOLLEGEOF CIVIL AVIATION) 0 Daniel Casanova he ENAC is responsiblefor the initial and in-servicetrainingof air traffic controllers. It was created in l 948 working under the auspices of the Directorateof Civil Aviation.After a "stop over" at Orly Airport (Paris), the ENAC finally landed in 1968 at Toulouse. This town is well known as the Europeanleader of aeronauticand space industries.Toulouse is the birth place of Ariane, Airbus, Hermes, ATR,etc, and is France's second most important University Town. Located near major industries and prestigious research centres, the ENAC benefitsgreatlyfrom the technicalexpertisein the area.

A wide-range of courses are available from the ENAC.The prime functionof the college is the training of professionals for e. civil aviation careers. The commoncriteria ENAC entranceat To11/011s of the college are to develop a high level of training and quality teaching.In additionto concernair traffic control but also comprise air traffic controllers, ENAC provides trai- the complexrangeof techniques used in civil ning to air trafficcontrol engineers, air safe- aviationtodayand for the future. ty systems electronicsengineers, air transCOURSES port pilots (commercial licence), civil IN SERVICE Each year more than two thousand people aviation technicians(assistants),airline dispatchers, civil aviation graduate engineers join the ENAC in order to pe1fect their and ENAC engineers. The multiplicity of skills or to further professional qualificatraining is both originaland effectivefor all tions. The college organises more than two hundred courses a year in many different the students. areas which include, electronics, air traffic, aeronautical technology, data processing, BASIC TRAINING COURSE The basic training course for controllers psychology and English. It is open to last three years. The course is based on DGAC staff, French industrial sector and alternate training (50%) between the colle- foreigners. ge and the live environment of control INSERVICE COURSES FORAIRTRAFFIC centres and aerodromes.The course is com- SPECIFIC ARE : pleted with a training in an English spea- CONTROLLERS Radar Control - ATC management - ATC king environment (in England) and an intraining officer - Pans/Ops - AFIS - SAR flight course to obtain a private pilot Accident investigations - English for interlicence.The collegegraduates approximatenational aviation conferences. ly 300 students each year. Entry qualifications to the college require Baccalaureat plus two years of post Baccalaureat SIMULATORS In basic training and in-service training sciences.

Studentcontrollers are usually appointedto courses, great emphasis is placed on the tasks involvingsafety and the free-flowof air simulator. ENAC has been concentrating on traffic in regional controlcentres and major its research and development for several airpo1ts. Their theoretical studies mainly years. Students use approach and en route THE CONTROLLER/DECEMBER

1992

simulators (CAUTRA) and an airport simulator developed by the school.

INTERNATIONAL ACTIVITIES

Since its creation, the ENAC has trained students and foreign trainees from seventy different countries. All the courses are open to foreign students and entry conditions vary according to status i.e. French, EEC or non-EEC. Additionally, ENAC functions as an advisory service within the International Organisation of Civil Aviation.

The ENAC maintains good connections with other civil aviation schools like L'Ecole Africaine de la Meteorologie et de I' Aviation Civile locatedin Niamey (Niger).

INSTRUCTIONAL STAFF

All the controllers working for the college are graduate experienced controllers that have a good experience with on-the-job tri ining. Some instructors are directly concerned with teaching while others study new tools for the future which for the the most pa.rtinvolves future training on simulators.

For the future the ENAC keep on researching on ATCdevelopment in accord with centres and the CENA French research centre for ATC)located on the campus.

+ 15

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FUTURE SYSTEMS ______________

_

THEPOTENTIAL FORIMPROVED ATC OPERATIONS AS THEINDUSTRY MOVESINTOTHE21ST CENTURY 0 C R White,C Eng,MIEE,ATMBusinessDevelopmentManagerSiemensPlesseyRadar,UK

(Editor's Note:Paper presented at 1992IFATCA Conference.)

I

dimensional positional information, on board the majorityof aircraft,for all phases of a flight.

The introductionof' MLS will overcome the siting, interferenceand frequencyproblems of the Instrument Landing System (ILS) and will facilitatesegmentedand curved approaches,helpingto make automatic landing easier. Siemens Plessey Radar has been involvedin MLS since the l 970's and has had evaluationsystemsin use at London Heathrow and other major airports for the last five years.

The performance of primary radar, in ATCINTHE21STCENTURY In the ATCsystemof 2001,the flight plan terms of 'seeing' targets, leaves little to be will still definethe intendedflight path, but desired these days. Clutter rejection is efficientuse of airspacewill be assured by excellentand automaticplot extractionstanadvicefrom the CentralFlow Management dard. Digital plot messagesallow the netUnit (CFMU) within Europe. The use of working of radar data to provideimproved area navigation (RNAV) techniques will coverageand redundancy.This is becoming allowthe use of direct,fuel efficientroutes. standardwithin Europe.It is suggestedthat Airline use of ground based en-route reliability could be improvedthrough the navaidswill graduallydecrease,as the airs- use of solidstatetransmitters,but hardtubes pace structure is modified. Precision gui- are often still preferred,as there appearsto dance,for the crucial final approach phase be a cost hurdle to be jumped with solid of flight, will be provided by Microwave state.

An importantimprovementin SSR is the Landing Systems (MLS). There will be increasing use of on-board and satellite introductionof monopulse,improvingtracbasednavigationsystemsto provideaccura- king accuracy and reducing interrogation te positional information at all times. rates, therebyreducing'garbling' and 'fruiPrimary and secondarysurveillance radar ting'. The major developmentis the intro(SSR) will continue to provide positional ductionof ModeS, with specificaddressing and identity information. There will be of individualaircraftand data link capabiliincreasingemphasison the use of digital ty. The format and use of the data link are data communicationsover VHF, Mode S being studied under Eurocontrol proand satellitedata links, to pass positional grammes such as PHARE (Programmeof and control informationbetween air and HarmonisedATMResearchin Eurocontrol) ground. Digital data communicationswill and EASIE (EnhancedATM and Mode S be increasinglyusedto pass hand-oversand Integrationin Europe).

Under EASIE a five year studyphase has clearance directly from one computer to started to consider:Mode S and associated another.

The major advances in navigation sys- Ground Data Link Processors, Comtems, as we enter the 21st century,are the munications and Routers for the new increasinguse of the Global Positioning AeronauticalTelecommunicationNetwork System (GPS) to provide accurate, three (ATN), the End Systems which interface n current ATC systems, ground based and on-board navigation aids assist navigationin accordancewith a predetenninedflightplan.Primaryand secondary radar providepositionaland identity information,which is presentedas radar video plots on cursive displays with associated labels.Controllersensure safe and efficient flight, in accord with the flight plan, throughvoicecommunications,with pilots.

Clearancesand hand-oversare based upon telephonecommunications.

16

aircraft and centres with the network and the key new ATMFunctionin the centres, resultingfromdata link operation.

OBJECTIVE

~e key objective, within the European ~eg10~, as we movetowardsthe 21st century 1sto improvethe capacityof the air traffic controlsystem.Theseimprovementswill be based upon the ICAO Future Air Navigation System (FANS) and Future European Air Traffic System (FEATS) co_n~epts.To achieve this, the transport mm1stersof the 28 EuropeanCivil Aviation Conference(ECAC)stateshave established the European ATC Harmonisation and IntegrationProgramme(EATCHIP).This is being managed by Eurocontroland is in fourphases: Phase I Appraisaland Evaluation, Phase2 ProgrammeDevelopment, Phase3 Acquisitionand Implementation, and Phase4 Implementationof the FutureAir TrafficSystem.

Phase I has establishedthe current baseline for the system from which we must evolve.

LINKBETWEEN CENTRES

The Vienna Air Traffic Control Centre (ATCC)is typical of a current, advanced system.It is based upon a central computer complex,has multi-radartracking of data from seven radar sources, and includes advancedflight data processing,with basic trajectorypredictionand on line data interchange (OLDI) to adjacent centres. Short term conflict alert (STCA) is currently underevaluation.The man machineinterface is baseduponthe use of light pens.

The Jersey system is located between Englandand France and, althougha relatively smallcentre, it handlesa large amount of mixed traffic between the countries, as

THE CONTROLLER/DECEMBER

1992

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C '93 Conferen

ORGANISEDBY

Jane's 1

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Ml-~~93

I would like details of the

NAME

D ATC '93 Conference JOB T ITLE

COMP ANY

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

ADDRESS

TOW N COUN TR Y

POSTCODE/ZIP TELEPHONE

D ATC '93 Exhibition

Tohelpmakeeverycountry's airspacea safe place--

that'sa challengewe accept.

Raytheon has been a wor ld leader in radar based air traffic co ntrol ever since there was enough air traffic to control.

IN NORTH AMERICA: As a key contributor to the U.S. Federal Aviation Administration 's Advanced Automation System, Raytheon has developed large screen, high resolution, common consoles that willprovide controllers instant access to a broad range of critical data .

Raytheon 's Terminal Doppler Weather Radar, currently being installed at 47 airports across the U.S., is capab le of "seeing " up to 60,000 feet and det ecting dangerous windsh ifts and alerting co ntrollers in time to warn pilots.

Now the FAA has selected Raytheon as a team leader to deve lop a new Microwa ve Landing System (MLS) for commerc ial and general aviat ion. The MLS Ill provides aircraft land ing guidance in severely restricted visibility,

WE THRIVEON CHALLENGES

allowing pilots to land with a ceiling of 100 feet or less.

In Canada, Raytheon is prime contractor for their nationwide Radar Modernization Project, producing primary and secondary radars and a state-of-the-art automation system that provides data processing for up to 16 radars.

IN EUROPE: Today we are updating the Raytheon-developed DERD system, which has controlled air traffic throughout the Federal Republic of Germany without a single system failure.

Auto Trac 2000-Plus, the most advanced member of the Raytheon ATC automation systems, is now being installed in Oslo with the latest in radar technology from Cassar, Raytheon's UK subsidiary . Raytheon has also been selected to provide an ATC system for the Amsterdam and Rotterdam airports.

No other company can match Raytheon's experience, our field-proven systems, our record of on-time , on-budget delivery, and most of all, our determination to get the job done.

For more information write: Raytheon Company, Government Marketing, 141 Spring Street, Lexingto n, MA 02173, U.S.A.

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

FUTURE SYSTEMS ________________

well as terminal area and inter-island traffic.

One of the most important features is the OLDI data link, between the London Air Traffic Control Centre (LATCC),the French centre at Brest, and the adjacent island of Guernsey.Establishingthe link was not just a technical problem, but also required careful dialogue between adjacent European Authorities. Integration and Harmonisation is all about establishingcommon operations and functional requirements. EATCHIP Task Forces are currently considering Minimum Operational Pe1formance Standards to achieve, from the user's point of view, a seamless system.

An important aspect of this is the development of common operational procedures and ways of presenting and handling data.

The use of high definition, raster displays is becoming established as the basis for the new MMI, incorporating Window, Icon, Menu and Pointer (WIMP) techniques. The world's first operational 2000 line raster scan displays, utilising these techniques, are in use at the Manchestercentre.

In support of EATCHIP, Eurocontrol is coordinating efforts by the European Authorities and Industry to establish standards for the Controllers Working Positions (CWP). Two important programmes are COPS (Common Operational Performance Specification for the Controllers Working Environment) and the EURET SWIFT (Specifications for Working Positions In Future Air Traffic Control).

COPS has established guidelines for the technology and architecture of future CWP's and suites. SWIFT is an EEC research programme looking at future developments in work stations, being undertaken by a pan Europeanteam with Eurocontroltechnical guidance.

Easily adaptable sector suites on which any position can display data for any sector are being used for the Manchester NODE approach control function. Local Area Network communicationsensure that intercomputer communicationsare flexible and all the display computers have access to the radar services.

across several sectors, trajectory prediction in four dimensions, conflict probing and deviation monitoring. It is expected that these functions, together with re-structuring of European airspace, will eventually allow general use of area navigation. This will increase system capacity whilst maintaining safety without increasing the controller's work load. The development of appropriate MMI's to support these functions is important. The NODE-L MMI includes a Rolling Ball for designation of items on the display and Touch Input Device (TID) for interaction with the system and selection of display facilities on NODE-M. Considerable work is being undertaken by Eurocontrol and the European Authorities on activities such as the ODID (Operational Display and Input Development) programme. The best ways of presenting and handling control data are being researched.

Consideration is being given to the presentation of: electronic flight strip data, integrated situation displays, conflict displays, sector entry and exit displays, hand-over techniques and on screen interaction with the data processing system and communications.

This work is based upon the use of WIMP techniques on high definition colour displays as used in NODE where a sector is shown with an open window displaying another radar picture.

The new concepts for the ATC systems of 2001 require systems of increased processing power which can evolve and expand as new requirements and functions are identified. The developing technology of distributed and 'open' processing systems provides these capabilities and is vital to achieving a harmonised and integrated system throughout Europe.

Latest displays demonstrate the distributed nature of current systems as they are all connected together via a LAN and are all share the same data. It is of interest to note that the complete radar data processing and flight data processing software from the Vienna centre, can now be accommodated on one of these work stations.

NEW ATM

CONCLUSION

The ability to transfer information from the aircraft to the ground by data link allows new ATMfunctions to be developed to support the controller. The information includes: meteorological conditions, aircraft dynamics and planned trajectories from the Flight Management System (FMS). The new ATM functions include: planning

I have, in this short paper, outlined the way in which operational concepts and technological advances are together leading to a new concept for air traffic control systems as we approach the 2 lst century. Key to these advances is the introduction of digital communications, the increased processing power and expandability of modern

THE CONTROLLER/DECEMBER

1992

_

open systems, and the increasing sophistication of system and software design.

These advances support the development of new operational concepts and procedures, which wilJ result in a safe, harmonised and integrated European system, with expandable capacity to cope with ever increasing traffic flow.

+

- STOP PRESS-

IFATCA'93 CONFERENCE UPDATE It is now possible to make your booking deposits by credit card. This applies to the following Credit Cards only: VISA, BANKCARDand MASTERCARD. Instructions for use: On the REGISTRATION FORM fill in ALL parts of the REGISTRATION BOX (including TOTAL AMOUNT, SIGNATURE and DATE) and on the bottom of the form under the REGISTRATIONBOX state: 1. Type of Credit Card 2. Name of Account Holder (as printed on credit card) 3. Credit Card Number (in full) 4. Credit Card Expiry Date.

FinalJy,please ensure you sign the form to ensure the credit card charge is verified.+

---------

IT PAYS TO ADVERTISE IN JOO~(HJATRAm;=

t_.;_, TIIE

conTROllER 19

--------------------~NEWS

__________

_

weather landing aid. This includes determining whether GPS can meet rigorousCategoryII and CategoryIII requirements.Tests now under way are expectedto demonstratethat GPS can also be used for non-precisionapproachesat hundredsof airports - many of them usedby generalaviation- whichnow have authorisedapproach proceduresbasedon VORTACor NDB.Routineuse of GPS as a stand• SWITZERLAND"LEASES" CONTROLLERSFROM alone CategoryI precisionaid is not expected before 1995-96.At DENMARK.- Zurich ACC and TWR/APP has completed an the same time it is expectedthat the feasibilityof using the equipagreementwith the Danish CAA to "lease" 8 or 9 controllersfrom ment for CategoryII and III approacheswill be known. The proviCopenhagenon a 3 year contact. It is hoped that this contract will sion of GPS as a precisionapproachaid could prove to be the death alleviate some of the staff shortages in Switzerland and relieve a knell for the MicrowaveLanding System (MLS) installation programme. reportedsurplusof controllersin Denmark.

• SPAIN WINS NEW CONDITIONSOF SERVICE. -

Followingsuccessfulnegotiations, Spanish controllers have obtained some major improvements in controller working conditions.

The improvementsinclude better salaries, lower working hours and a loweringof retirementage to 55 years.

• NEWMEMBERSFOR EUROCONTROL. - Hungary and

• RUSSIANUPDATEOFATC.- Russia is considering a series

Switzerlandrecently joined EUROCONTROL.Applicationsfrom Italy, Spain and Austria have also been accepted and will be finalised as soon as the states have formally ratified the agreement.

of proposalsto update its antiquatedATC network. The project is expectedto cost $10 Billionand take more than a decade to complete. ThomsonCSF and a rival consortiumof internationalcompanies called GATSS(Global AviationTransport Systems and Devices), have each submitted detailed feasibility studies to the Russian government.A provisionaldecision is expected by the end of the year and it is likely to be followed by other members of the

• GPS AS AN INSTRUMENTAPPROACHAID. - The US FederalAviationAdministration(FAA) is acceleratingits programme to introduce GPS (Global Positioning System) as an adverse-

Pressrelease , EUROCONTROL, 15 July 1992

IN PuRSUIT OF A SINGLE EUROPEANATCSYSTEM 1. The Associationof European Airlines (AEA)'s campaignfor "A Single Sky for Europe", publicised today at a meeting in Brussels,ignores developmentsin the real world. A fundamental redevelopmentof air traffic control (ATC) systems is well underway. It was launchedby ECAC, with the support of EUROCONTROL and the EC Commission. It is the most practical and the fastestavailablemeans of ATC redevelopment.

2. The ECAC States first took the initiative to tackle airspace congestion in 1988 (ECAC Ministerial Meeting, Frankfurt) when a central flow management system was agreed, to optimise use of present ATC systems. EUROCONTROL is implementing this.

3. In 1990the ECAC States further agreed a strategy for fundamental redevelopment of European ATC (EATCHIP - the European Air Traffic Control Harmonisation and Integration Project, agreed at a ministerial meeting in Paris). EUROCONTROL is also managingthe implementationof this project.

4. The EATCHIPproject has received unanimoussupport from the Ministers of Transport and from the Commission of the EuropeanCommunities.The resources of all concernedare being used to achieve the demanding timetable set. The cooperationof all concernedis vital. Argumentsthat a different course shouldbe adoptedare merely disruptiveand wasteful.

5. PhaseI of the project has been completedand Phase II is proceeding on schedule. It provides the quickest available means of redevelopingEuropeanATC.Building on existing systems,it: - allowsthe introductionof improvementsincrementallyas they become available,rather than having to wait till a complete new systemis ready; - allowsupgradingto be completedfaster than would a new system designedwithoutreferenceto the currently used facilities.

20

6. The numberof controlcentresis irrelevant.Modem technology allowsinstantcommunicationbetweenthem. The essential goal is to re-equipEuropeanATCso that computersand systems are all compatibleand can communicatewithout hindrance. Equipment to achievethat has alreadybegunto be installedand common standardsfor acquisitionof furtherequipmentare being developed.

7. The objectiveis for the EuropeanStates to share one air traffic managementsystem,in the sensethat it should work seamlessly, withoutartificialoperationalboundaries.

EUROCONTROL,(meeting in London) further agreed unanimously; - a parallelstrategyto maximisethe capacityof airports and the airspacearoundthem, - to ask EUROCONTROLto examine, for Europe as a whole, how a futureEuropeanAir TrafficManagementSystem (EATMS) shouldbe organised,taking advantageof new technology, and to report on this within 12 months. Ministerial decisions will be sought in the light of this report and EUROCONTROLand the Commissionof the EuropeanCommunitiesintend to cooperate closelyin the developmentof the system.

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Note:EUROCONTROL, the EuropeanOrganisationfor the Safety of Air Navigation, comprises14MemberStates:Belgium,the Federal Republicof Germany,France, Luxembourg,the Netherlands,the UnitedKingdom,Ireland,Portugal,Greece,Turkey,Malta, Cyprus, Hungaryand Switzerland.The accessionof Italy,Spain and Austria hasbeenacceptedby theEUROCONTROL PermanentCommission.

Theyexpectedto becomeMemberStatessoon.

For furtherinformation,pleasecontact: Klaus Ludeloff,External RelationsSection.Tel.:+32.2./72937 43

THE CONTROLLER /DECEMBER

1992

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Commonwealthof Independent States (CIS), which in June signed a cooperationdeal on regulating the use of airspace in their country.

• AFRICANATCSIMULATOR. - Ferranti Simulationand Training has received an order from CommunicationsSystems InternationalLtd. (CSI) to supply an air traffic control simulator to the South East African ATC Authority.The simulator comprises two student positions, two pseudo-pilotconsoles and an instructor station. The simulator utilises the pseudo-plots to manoeuvreup to 40 aircraftin height,track, rate of decent/ascent and speed.

• RUSSIANATC STRIKEENDED BY VIOLENTPASSENGERS.- A strike, held in August 1992, by Russianair traffic controllerswas broughtto an end after airline passengersbeat up the controllersand draggedthem back to their radar consoles!

• NEWBELGIANCOMPUTERISED ATCC.- The Belgian air traffic control authority RVA/RLWhas completed on-site acceptance procedures for the CANAC (Computer Assisted NationalAir trafficControlcentre).CANAC will be used to direct trafficthroughthe lowerairspaceof Belgiumand Luxembourgand in the terminalarea of the BrusselsNationalairport. The system will communicatevia digitaldata links with adjacentATCcentres in Maastricht,Reims,Paris and Londonand with the BelgianAir Force's SEROScentre.Thomson-CSFteamedwith Belgianfirms to install the facility.CANACprocessesand displays radar data and flight plan info1mationfor both civil and militaryaircraft as well as for controllerstrainingand programmedevelopment.The systemwill also transmitaircraftflight paths and identitiesto the regionalnoise measurementsystem, thereby contributingto improvethe qualityof the environment.

• NEW SSR ANTENNA FOR NORWAY.- Cossor Electronicshave made their first deliveryto Norwayof a significantly improvedversionof the alreadysuccessfulCRS 512 Mode 'S' SecondaryRadar Antenna.CRS 512 deliveries have already totalled over 140 units worldwide. The antenna improvements are all associated with the vertical radiating element, thereby retainingthe provenfield reliabilityof the mechanicaldesign and horizontal distribution.

• NEW EUROCONTROL CONTRACTS.- Thomson-CSF and Siemenshave signedan agreementto cooperateon air traffic managementsystem contracts,placed out to tender by EUROCONTROL It commits the two companies to bid jointly for the contract to supply EUROCONTROL and the German Bundesanstalt ftir Flugsicherung(BFS) with Operator input and DisplaySystems(ODS), controllerpositions.An initial procurement of over 500 ODS workstationsis planned. Other EUROCONTROLprogrammes, such as EASIE and PHARE are also coveredby the agreement.

• MALTASEEKSMEMBERSHIP OF IFATCA.- IFATCA has receivednotificationfrom Malta that their controllerassociation is applying for membership of the Federation. It is hoped that the applicationwill be processedsufficiently for consideration at the next annualconferencein Christchurch,New Zealand in 1993.

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THE CONTROLLER/DECEMBER

1992

MGB Exhibitions (incorporating Expoconsult UK Ltd.) Marlowe House , 109 Station Road, Sidcup, Kent DA15 ?ET , UK. Tel (+44 (0) 81) 302 8585 , Fax (+44 (0) 81) 302 7205.

:a

I I I I

A

/ AIRTRAFFIC CONTROL '93Exhibition & Conference

:

;JtJ. ~~I/II\MAASTRICHT EXHIBITION & CONGRESS CENTRE HOLLAND please forward details ofExhibition O & Conference0 please complete thecoupon orattach Business Card

: Company I Address

I I

1 Country

........... ...................... ........................... .

L __......... __________ ____...... ..._.

I ______ Telephone ...... ............ Fax .................

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IFATCA ACTIVITIES _______________

EBMEET CEN

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ANDMEMBERS OFTHEREGIONAL TASKFORCE xecutive Board meet CentralL American Member Associations and Members of the Regional Task Force At a routine Executive Board meeting , held in Costa Rica in September 1992, members of the IFATCA Executive Board met with Central American representatives from Guatemala, Costa Rica, Panama and Nicaragua. Also in attendance were members of the Regional Task Force from Canadaand Trinidad and Tobago.

Topicsdiscussed includedtraining problems in the region and the use of the IFATCA SpecialCircumstances Fund. As an example of the training problems, Guatemala indicated that the last official basic ATC course was held abroad in 1980. Since then newcomers to ATC had entered the service without a basic course and had only been given on-thejob ATC training. Similarly, Nicaragua reported that they had no formal training over the last 5 years and all new ATCOs had only participated in on-the-j ob training.

Both Panama and Nicaragua indicated that they wished to request ILO surveys into their terms and conditions of employment. The Board discussed the variety of problems and suggested several ways in

E

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Membersof the ExecutiveBoardand representatives from CentralAmerica& the Regional Task Force.

which training and technical facilities could possibly be improved without the need for costly and time consuming overseas visits.

During the course of the meeting the Board and members of the Costa Rican

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Association were invited to lunch with the Minister of Transport for Costa Rica, Mr. Mariano Guardia and the Civil Aviation Director, Mr. Alvaro Escalante. The ATC Chief, Mr. Bernal Mesen was also in attendance.

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BOOK REVIEW ________________

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THECHRONICLE OFAVIATION JLINTERNATIONAL PUBLISHING,FRANCE 0 Lin Schelling

trolling through the stands of the exhibition haJI during Air Forum 92, we discovered " The Chronicle of Aviation". This chronicle records the history of aircraft ever since man's first dreams and attempts to fly and compiles reports on aviation events of our era on its 984 pages and over 4000 illustrations.

The first pages depict the man's first desire to fly and craft which may seem simplist to our eyes today. Every year in this century, starting from 1906 up to 1992, opens with a strip of records set and unbroken during the year, followed by a brief account of the most important aviation events in chronolo-

S

22

gical order. On the next pages are pictures and/or illustrations of aircraft or significant events as well as major articles.

The next part of the book is the reference section with namely: a technical appendix on engines; an airline directory featuring over 300 major companies; an aircraft and manufacturer index for specific data and lastly, the General Index for rapid access for information.

This chronicle constitutes an excellent reference for insiders and an interesting discovery for outsiders with its good selection IJli,-IIJ,page 32

THE CONTROLLER / DECEMBER 1992

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TECHNICAL __________________

AZARD 0

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YIATON

0 Raytheon Company, Equipment Division, USA

(Editor's Note:Paperpresented at 1992IFATCA Conference.) ind shear is the numberone killer of U.S. airline passengers. According to the National Center for Atmospheric Research (NCAR), low altitude wind shear has been the cause, or contributing factor, in over 30 aircraft accidents or incidents from 1964 with I 989.

Over 600 people have died in 8 of these accidents, 112 of them in the 1975 crash of Eastern Flight 66 in New York, 153 in the crash of Pan Am Flight 759 in New Orleans in 1982, and 137 in the crash of Delta Flight 191 at Dallas/Fort Worth on August 2, 1985.

Wind shear is a change in wind speed and/or direction between any two points in the atmosphere. It is not a serious hazard for aircraft enroute between airports at normal cruising altitudes, but strong, sudden lowlevel wind shear in the terminal area can be deadly for an aircraft that is taking off or landing. The most hazardous form of wind shear during approach or departure is the microburst, an outflow of air from a smallscale but powerful downward gush of cold, heavy air that can occur beneath a thunderstorn1or rain shower or even in rain free air under a harmless-looking cumulus cloud.

As this downdraft reaches the earth's surface, it spreads out horizontally, like a stream of water sprayed straight down on a concrete driveway from a garden hose (Figure l).

An aircraft that flies through a microburst at low altitude first encounters a strong headwind (although in some take-off situations, the headwind component may not be obvious to the pilot), then a downdraft, and finally a tailwind that produces a sharp reduction in airspeed and a sudden loss of lift (Figure 2). This deadly sequence of events caused the fatal crashes at New York in 1975, New Orleans in 1982, and Dallas/Fort Worth in 1985, as well as a number of other serious air-carrier accidents. Wind shear can also be associated with gust fronts - larger scale outflows of cold air from a thunderstorm - as well as with warm and cold fronts and strong winds situated immedjately above the ground. It is

W

THE CONTROLLER /DECE MB ER 1992

important for pilots to be trained in recovery techniques that they can use to >OOO respond as effectively as possible if they are caught .. \\ in wind shear. However, even low-altitude wind ' "\ \' shear that produces a wind•OOO speed change of 40 to 50 knots or more, which is not uncommon, presents a se1ious hazard to jet airli._.CROl!l/ RST FRONT ~VEA€ W!N tis ners, and some severe ~CA\.E '-----~--_;OU~ TB;,;;, Ufl '-"S-t __ --.-----.-( II.ml 2 microbursts simply are non survivable, regardless of the skjll of the flight crew and Figure 1. Microburst Structure. the capability of the aircraft.

The only sure way to survive microbursts be to provide the pilot with an objective, and other forms of wind shear in the terminal quantitative assessment of the hazard. That area is to avoid them. is the goal of the Terminal Doppler Weather However, flight crews do not have adequa- Radar (TDWR) programme. te information available today to predict the occun-ence of wind shear or to detect its DOPPLER WEATHER RADAR : existence in the flight path of their aircraft. APOWERFUL NEWTOOLFORHAZARDOUS The ideal way to reduce the risks associated WEATHER DETECTION The Federal Aviation Administration with aircraft operations in the terminal area when hazardous weather is present would (FAA) initiated the TDWR programme in

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INC R E A SING TA ILW IND

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Figure 2. Eff ect of Microburst 011 Landing Aircraft.

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TABLE 1. GENESIS OFTERMINAL DOPPLER WEATHER RADAR (TDWR) A ChronologicalSummary 1975-76 Scientificcommunityinvestigatesrole of wind shear in Eastern,Continental and Alleghenycrashes 1975-77 NationalSevereStormsLaboratory(NSSL)investigatesthunderstormturbulence using Dopplerradar and instrumentedresearch aircraftpenetrationand exploresthe possibilityof providing automaticallygeneratedwarningsto air trafficcontrollers FederalAviationAdministration(FAA)supportsLow-LevelWindShearAlert 1976 System (LLWAS)development and shows interest in wind-sheardetection withDopplerradar 1978 Frrst authenticatedmeasurementand identificationof a microburstby atmosphericscientistsusing Dopplerradar in NorthernIllinois MeteorologicalResearchon Downbursts(NIMROD)project 1979 Dopplerradar used to try to measure wind shear in glide path during Severe EnvironmentalStormsand MesoscaleExperiment(SESAME) 1982 Joint Airport WeatherStudies (JAWS)conductedto developa physicaldescription of microbursts,examine detection and warning systems,and study aircraftperformancein microbursts.JAWSfield work demonstratestechnical feasibilityof using Dopplerradar to detect wind shear 1982 Constructionof a transportabletestbedDopplerradar for FAAbegins 1983 Lincoln Lab conducts testbed Doppler radar data collectionprogrammein conjunctionwith Boston Area NEXRADDemonstration(BAND) Classify, Locate, and Avoid Wind Shear (CLAWS)field work at Denver 1984 demonstratesfeasibility of real-time operational use of Doppler radar for wind-sheardetectionand warning TDWRdevelopmentprogrammebeginswith collectionof wind-sheardatafor 1985 algorithmdevelopmentand TDWR performanceassessmentin summerfield project at Memphis, Tennessee, using testbed Doppler radar, ground-based instruments,and an instrumentedaircraft First real-timetesting of initial wind-sheardetectionalgorithmsat Huntsville, 1986 Alabama, as part of Cooperative Huntsville MeteorologicalExperiment (COHMEX) 1987 Real-timeassessmentof TDWR initial wind-sheardetectionalgorithmsand displayconceptsconductedby Denver,Colorado 1988 OperationalTDWR demonstrationat Denver's StapletonInternationalAirport provesoperationalconcept Contractawardedto RaytheonCompanyfor the design,development,production and turnkeyinstallationof 47 TDWR systems 1991 Installationof first productionsystemat FAAAeronauticalCenter,Oklahoma CityOK the mid-l 980s in responseto overwhelming scientific evidence that low-altitude wind shearhad causeda numberof disastrousaircarrier accidents.The programme is designed to applythe resultsof basic atmospheric research to develop an automated, accurate,timely,reliable, user-friendlysystem for detectinglow-altitudewind shear in the tenninal area and providing warnings that will help pilots successfullyavoid it on approachand departure.

24

WIND-SHEAR RESEARCH ANDDEVELOPMENT

As it became increasinglyclear to atmospheric scientists and accidentinvestigators that low altitudewind shearwas responsible for a number of fatal aircraft accidents, research efforts were launchedto develop techniquesfor detectingwind shear (Table I). Initially, many scientists believedthat gust fronts were responsiblefor the crashes.

A gust front - the leadingedge of a pool of cold air moving out from the thunderstorm

_

downdraftthat generated it - can produce wind shear as far as 20 miles out from the parent storm. During the late 1970s, the FAA supportedthe developmentby scientists at NSSLof the Low Level Wind Shear Alert System (LLWAS), a ground-based network of wind instruments designed to detect gust-front wind shear at airports.

However, scientific analyses of the 1975 crashof EasternFlight66 and two other aircarrier accidents that occurred within the next year suggestedthat a short-lived,much smaller phenomenon,which came to be knownas the microburst,might be responsible.

The first authenticatedidentificationof a microburstwith Dopplerradar was made in 1978 by University of Chicago scientists using radar equipment from the National Center for AtmosphericResearch (NCAR) in the Northern Illinois Meteorological Researchon Downbursts(NIMROD) programme.The Joint AirportWeatherStudies (JAWS) programme, conducted in the Denverarea by NCAR and the University of Chicago in 1982, produced conclusive evidenceon the frequency,radar detectability, and key characteristicsof microbursts.

Observationsof more than I00 microbursts duringJAWSestablishedthat they typically are a short-livedphenomenon,with an average lifetimeof 10 minutes,that can be produced by relatively innocuous-looking convectiveclouds as well as by thunderstorms.It was foundthat microburststypically have a characteristic pattern in the Dopplersurfacevelocityfield that is readily identifiableto experiencedradar meteorologists.

Under certain meteorologicalconditions, it wasfoundthat surfaceoutflowsin Denver that were identifiablewith Dopplerradar at rangesup to 50 km could occur in situations wherethere was not enough rain to wet the ground,as well as in associationwith heavy precipitation from thunderstorms. These "dry microbursts" exhibited few visual clues that a pilot could use to detect the wind shear, and the recommendationwas made to FAA to develop a wind-shear detection system based on the use of Dopplerweatherradar.

These scientific studies indicated that there were a numberof factors that needed to be addressed in the development programme,such as appropriatetechniquesfor suppressinggroundclutter(radarreflections from stationary objects near the airport), radarscanningstrategiesto provideadequate measurementrates and storm informa-

THE CONTROLLER/DECEMBER 1992

__________________

tion, siting compatible with user needs and storm outflow characteristics, automated algorithms for detecting the various windshear hazards, and definition of products that would meet the needs of pilots and air traffic controllers.

USERNEEDS

The Classify, Locate and Avoid Wind Shear (CLAWS) project, conducted at Denver's Stapleton International Airport in the summer of 1984, provided important insights into user needs for a TDWR system. CLAWS was a prototype real-time microburst forecast and warning service operated by NCAR scientists to demonstrate the efficacy of an operational wind-shear detection and warning system based on Doppler radar. The FAA air traffic controllers at Stapleton worked closely with two meteorologists in the tower and two at a radar site about 18 miles northwest of the airport. During 6 weeks in July and August, the team issued 30 microburst advisories and 5 warningsof a line of microburst.

Assessment of reports from pilots who received the advisories showed that their main concern was with wind shear in an approach-and-departure corridor extending along the runways and up to three miles out from the ends of the runways. The pilots preferred a simple message identifying the nature of the wind shear, its severity, and its location relative to the runway. CLAWS also established that the efficiency of aircraft operations would benefit substantially if the air traffic control supervisors could receive timely warnings prior to the aITival of wind shifts due to gust fronts that would result in a change in runway operations.

This operational benefit means that TDWR will reduce weather-relateddelays as well as improving safety.

AUTOMATING THETDWR SYSTEM

Although CLAWS demonstrated the operational feasibilityof a Doppler-based windshear warning system, it was clear that for widespread operational use, it is not practical to use the services of skilled meteorologists to translate the radar data into windshear alerts. As a result, a great deal of research and development has been focused on automatingthe task of wind-shear detection and warning by developing algorithms - sets of instructions to a computer - that allow the computer to recognise the patterns of radar echoes that indicate the existence of wind shear and automatically issue a warning of its presence and intensity at a partiTHE CONTROLLER /DECEMBER 1992

TECHNICAL ___

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TABLE 2. PLANNED TDWR PRODUCTS InitialProducts 1. Microburst detection - identifies surface outflow divergence pattern that indicates microburst has reached the ground and provides rnicroburst location with respect to runways and runway component wind-speedloss 2. Gustfront detection- identifies strong ho1izontal convergencezone, indicating boundary of large-scale thunderstorm outflow, wind change across front, and location with respect to runways and runway component wind-speed gain 3. Windshift prediction- provides a prediction as to when a gust-frontal wind shift will affect the airport terminal and gives wind change after gust frontal passage and predicted time of change 4. Precipitation - Provides graphic display of precipitation for tower and TRACON supervisory positions in terms of six levels of reflectivity.

FutureProducts S. Storm movementprediction- provides predicted positions of significant storm cells using a cell tracking system 6. Turbulence - provides an estimate of turbulence in precipitation areas, using the second moment of the Doppler spectrum and other storm features 7. Tornado detection- algorithm provides the location of tornadoes, using the tornado vortex signature 8. Microburstprediction - gives a warning of rnicroburst impact to the surface, using developing techniques that look at features well above the surface 9. Convectioninitiation- predicts where and when a thunderstorm ce!J will form with respect to the airport location, using techniques currently being explored.

cular location on the airport. A major part of the TDWR effort has been devoted to developing and testing an automated system with a variety of products that will be useful in augmenting operationalefficiency as well as avoiding hazardous weather. In parallel with the JAWS and CLAWS investigations, the FAA carried out studies to determine what radar processing equipment and automatic detection algorithms would be needed for TDWR. A transportable testbed Doppler radar was developed and used to collect data in Memphis, Tennessee, in 1985; Huntsville, Alabama in 1986; and Denver in 1987. The Memphis and Huntsville studies demonstrated that so-called "wet" microbursts occur frequently in these humid southeastern observations showed some difference in precursor features and a decreased occurrence of lines of microbursts.

One serious problem in wind-shear detection with Doppler radar comes from ground clutter - radar returns from objects near the airport that c,m be considerably stronger than the return from a wind-shear event.

The testbed radar used clutter-suppression techniques of the type that will be used by the TDWR, thus it provided the data quality

needed for the development and testing of automatic detection algorithms.

Using the results from scientific studies of Denver and Huntsville rnicrobursts, an algorithm was developed that identifies microburst features aloft as well as detecting surface outflow signatures. The current version of this algorithm achieves a degree of early warning of microburst outflows by issuing a microburst warning when a less-tl1an-hazardous outflow exists if certain features aloft have been detected in the storm. Research is continuing into the time history of various microburst precursor features in different meteorological regimes to determine whether reliable predictions of a microburst occurrence can be issued on the basis of precursors alone.

Although afety is the primm¡y mission of the TDWR research and development effort, wind she,u-and wind shifts produced by gust front are also of interest. Gust fronts may be several miles long and persist over tens of minutes, and they often produce a change in wind direction and/or speed.

The change in wind typically occurs over a distance of l or 2 miles perpendicular to the gust front. By tracking tl1e location of the

25

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

Efficiency. And on-time service.

Customers 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-t he confidence that you can deliver.

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

terri: commitment to help make your equipment the most advanced and safestin the air.

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

Bendix/KingAirTransport AvionicsDivision 2100 N.W. 62nd Street Fort Lauderdale, Florida 33309 Phone: 305-928-3369 Fax: 305-928-3001

~llied Š 1992 Allied-Signal Inc.

Signal Aerospace

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TECHNICAL ________

data into useful products. The initial products of the system will be: • microburst detection • gust front detection • wind shift prediction TDWRPROCUREME NT The FAA awarded Raytheon Company's • precipitation intensity.

The RPG can be reprogrammed and Equipment Division a contract in 1988 for the design, development, production and expanded so that products can be changed turnkey installation of 47 TDWR systems and additional products added without hardware changes. The display unit will consist of the ribbon (alphanumeric) display and the geographical situation disTABLE 3. plays. The warnings on the ribbon display, DWRLOCATIONS UNDER CONTRACTin the format discussed previously, will be (47LOT) read to pilots by air traffic controllers.

By the mid-l 990s, these warnings Andrews AF Base Minneapolis should be transmitted directly to pilots via Atlanta Nashville a data link.

Air traffic supervisors will use Baltimore New York-JFK the geographical situation display in setBoston NewYork-La Guardia ting up the airport configuration.

Charlotte New Orleans This display will present all of the Chicago-Midway Newark TDWR products in a readily understood Chicago-O' Hare Oklahoma City format.

The remote maintenance monitoCincinnati Orlando ring system will permit control, status Cleveland Philadelphia monitoring, and troubleshooting from a Columbus Phoenix remote location.

Dallas-Love Pittsburgh Dallas/Ft. Worth Raleigh/Durham FULLAUTOMATION OFTHESYSTEM Salt LakeCity Dayton The products that are required for the Denver SanJuan TDWR programme microburst detection, Detroit St. Louis wind-shift detection, and wind-shift preFort Lauderdale Tampa diction - will be fully automated. AutoHouston-Hobby Tulsa mated transmission of the TDWR products Houston-Intercont. Washington-Dulles is a long-term goal, as transmission of Washington-National Indianapolis hazardous weather information by controlWest Palm Beach Kansas City lers requires time and effort that should go Louisville Wichita to their other duties.

FAA Aeronaut. Center Memphis Consequently, the FAA is rapidly develoMiami FAATechnical Center ping the capability to transmit weather Milwaukee information to aircraft automatically, using a data link that is part of a new transponder to be installed at major airports throughout and surveillance system, the Mode-S systhe United States (Table 3). The first sys- tem, that was recently adopted as the stantem has been installed at the FAA's dard international system for air traffic surAeronautical Center in Oklahoma and will veillance. The FAA will receive its first be used for training efforts when it is production Mode-S ground stations in accepted by the FAA later this year.

1992 and will complete their deployment The TDWR will consist of the following by 1996. The initial operational capability subsystems: of the Mode-S data link will support trans• radar data acquisition (ROA) mission of the alphanumeric mes ages des• radar product generator (RPG) cribed above and locations of wind-shear events.

• display unit • remote maintenance monitoring.

Research is in progress to develop and The ROA consists of the elements nee- secure international agreement on a format ded to generate base data (reflectivity, for transmission of weather images such velocity, and spectrum width). These ele- as those that appear on the TDWR geograments are basic radar components such as phical situation displays. ln conjunction antenna, transmitter, receiver, clutter fil- with other data link studies, product forters, and basic signal processing. The mats and display options (for example, RPG provides the processing to turn base north at the top of the display versus the

gust front over time, the algorithm predicts its future location and thus anticipates wind shifts at the airport.

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aircraft heading at the top) will be investigated, working closely with pilots.

FUTUR E IMPROVEMENTS IN TOWRPRODUCTS

Microbursts. The current algorithm has demonstrated the ability to recognise microburst precursor signatures for highreflectivity microburst events. Initial results for 14 high reflectivity events from Huntsville and Denver showed that the algorithm produced microburst precursor warnings an average of 4.8 minutes prior to the onset of the surface outflow. Work is currently in progress to improve the performance of the algorithm in recognising precursor signatures for medium and lowreflectivity events.

A related area involves the prediction of microburst outflow strength. There is evidence that the strength of high-reflectivity events can be predicted on the basis of such indicators as the strength of convergence aloft and the height of the parent storm cell.

Gust Fronts.The gust front algorithm that is a part of the initial TDWR capability detects convergent wind shear associated with a gust front. (This initial algorithm has achieved a high degree of success in detecting strong gust fronts exceeding 40 knots.)

Research is under way to improve the capability for detection of weaker gust fronts that are not a safety hazard but that sometimes require runway changes. This will be achieved by incorporating additional storm features into the algorithm much as has been done for the microburst detection algorithm.

SUMMARY

The Terminal Doppler Weather Radar system is now in production and will complete installation at 44 U.S. airports by the end of 1994.

These systems will virtually end the threat of wind-shear related accidents at these airports, but just as important, the system will begin to provide new, precise terminal area forecasts that will greatly enhance terminal area operations and airport capacity.

For further information on the TDWR system, or other weatherradars, please write: Raytheon Company Equipment Division Weather Radar Marketing (MS 5- 1-63l) 528 Bo ton Post Road Sudbury MA 01776 USA.

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TH E CONTROLLER / DECEMBER 1992

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SHOW REPORT ________

AGENDA JANUARY 93 10-17 18th Golden Flight Level, Val-d'lsere, France. Contact Comite d'organisation du 18e GFL, BP 20323, F-95713 Roissy Aeroport Ch.de Gaulle, France.

Phone +33 (1) 48 62 95 91 Fax +33 (1) 48 62 69 25 FEBR UARY93 5-8 IFATCA Executive Board Meeting, Tokyo, Japan. Contact Edge Green.

Phone +44 628 23 699 Fax +44 628 781 941 9&10 Third Frankfurt Air Travel Symposium. Contact Flughafen Frankfurt/Main AG, Dept. KI-V, D-6000 Frankfurtam Main 75, Germany.

Phone +49 69 690 7 06 54 Fax +49 69 690 55 44 16-18 ATC '93 Air Traffic Control Exhibition and Conference, Maastricht Exhibition and Congress Centre, Holland.

Exhibit, contact Jane Hadfield, MGB ExhibitionsLtd, 109 Station Rd, SIDCUP, Kent DAIS 7ET, UK Phone +44 81 302 8585 Fax +44 81 302 7205 Conference,contact Ching Lee, Jane's Information Group, Sentinel House, 163 Brighton Rd, Coulsdon, Surrey CRS 2NH, UK. Phone +44817631030 Fax +44 81 763 1006

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RU 0 Patrick Schelling

he first edition of Air Forum was held in Geneva from 14 to 17 October with a comprehensiveprogramme and an ambitious title - COUNTDOWN TO THE NEW EUROPE. Air Forum '92 comprised of a series of conferences, panel discussions and workshops as well as an exhibition.

T

T-CAS WORKSHOP Amongst the subjects dealt with, and the one which concernedcontrollers most, was doubtlessly the workshop dealing with T-CAS. Jonathan Howe, former NBAA President opened and chaired the proceedings.

Jack Howell of FAA, USA provided an update on the current TIP (T-CAS Transition Program ) issues, and explained the results of the demonstration flights testing T-CAS software version 6.04 carried out by two FAA Technical Center B-727s, in June this year.

The assessment of these tests "indicatethe improved software will significantlyreduce the occurrence of unnecessary RAs (Resolution Advisories) and make T-CAS more compatible with the existing ATC

[environment].... the new logic should be available for implementation by early 1993," said Jack Howell.

Dirk Kliglerof the Technical University of Braunschweig, Germany, pointed out that no country outside the US has yet rendered T-CAS mandatoryand Europe is still in its evaluation phase. Germany participates activelyin providinginformation in order to establish a European Database. Extensive tests on the behaviour of T-CAS in a highdensity environment have recently been done in the Frankfurt area, and similar tests will be carriedout in Munich.

CaptainBart Bakker,President of IFALPA speaking on behalf of his federation, gave examples and experiences of T-CAS. He said IFALPAaccepts the airborne collision avoidanceconcept, but added that T-CAS II is not the preferred system since it limits RAs lo the vertical plane while T-CAS III will allow RAs both in the vertical and horizontalplanes.

IFALPA fears that the introduction of T-CAS II will delay the development of T-CAS IlI. Captain Bakker finished his speech saying that "It is IFALPA policy that separation of aircraft should remain

APRIL 93 16, 17, 24 IFATCAExecutive Board Meeting, Christchurch, New Zealand.

Contact Edge Green.

Phone +44 628 23 699 Fax +44 628 781 941 19-23 IFATCA '93 Conference , Christchurch, New Zealand. Contact Rob Irwin, PO.Box 14-131, Christchurch, NewZealand.

Phone +64 3 365 4958 Fax +64 3 358 2790 Be11di x!Ki11 g'.1¡ Sabreliner T-CAS de111011 slratorinflight.

28

THE CONTROLLER/DECEMBER

1992

Ji

__________

SHOW REPORT _________

in the hands of ground-basedair traffic services. Let T-CAS be an airborne collision avoidancesystem!"

As previously announced, Charles Stuart, IFATCA President and CEO, spoke on behalf of IFATCA.His speech appears on page 5 of this issue.

Tom Mullinix of Bendix/King gave a detailed overviewof available systems and improvements underdevelopment.

During the period of Air Forum, Bendix/King stationed two aircraft in Geneva, wherereal encounterswere flown not only to demonstratethe new 6.04 software, but also to show the participantshow little deviation from assigned altitude is made if the pilot strictly follows the Advisories.However,these encounterswere flown in a preparedscenariowhere the surprise effect was minimal.Nevertheless, the precision of the displayed traffic and the consistency of the Advisories was most impressiveand convincing. All the controllers from Geneva, that observed the demonstration,expressed the same feeling.

Honeywell, also a T-CASequipmentproducer, was representedby John Riley who confirmedthat software6.04 will be implementedby early 1993.

THEEXHIBITIO N

Along with the Conference,an Exhibition was also held in Palexpo. Of particular interest to ATC-orientated visitors were the stands of Hughes, Swisscontrol and Thomson-CSF. Hughesdisplayed their CCWS- Common Controller Work Station along with their

_

FIRST - Flexible Independent Radar Skill Trainer System, and Trac/View- a low-cost off-the-shelf ATC Display System for Towerand ApproachControlApplications.

At the Swisscontrolstand, a prototypeversion of their Integrated Controller Work Station, ICWS, was exhibited for the first time in public along with the current radar controller display. The prototype of the (HMI)human machineinterface (see cover of this issue), developed with the Pegase prototypingtool of Thomson-CSF,is at its early stage of development. It showed, however, the trend towards the new functions which will be availableto the controllers; for instance, decision-makingaids. The ICWS is part of the ADAPT O1 Project, which is aiming for a fully integratedSwiss ATSSystem.

Also presented by Swisscontrol was TELENOTAM - a Videotex service of Swisscontroldestined mainly for pilots to do their flight briefing from a remote location. The service was introducedin mid-92 and permits pilots to consult NOTAMfor a particularflight on a defined route (tailored information), aerodromeinformationor enroute infomiationof a particularFIR. Thomson-CSF was present with their TDX 2000 workstation, interestinglyincorporating SAFTR- a thunderstorm monitoring and lightning warning device, along with traffic presentationon the display.

AIRFORUM '94 The next AIR FORUM will take place in two years' time, from the 19th to 22nd October 1994.

+

AGEND

A

JUNE93 11-20 40th Paris Air Show, Le Bourget. Contact GIFAS, 4 rue Galilee, F-75782 Paris Cedex 16.

Phone +33 (1) 47 23 55 56 Fax +33 (1) 40 70 91 41 25-27 Executive Board Meeting, Montevideo, Uruguay. Contact Edge Green.

Phone +44 628 23 699 Fax +44 628 781 941 28-lst July Global Navcom 93 Symposium and Exhibition, Washington State Convention Centre, Seattle. Contact David Fisher, IATA, 2000 Peel Street, Montreal, Quebec, CanadaH3A 2R4.

Phone + 1 514 844 6311 Ext.3404 Fax +l 514 844 6727

SEPTEMBER 93 21-24 Inter Airport 1993. Contact Blenheim International GmbH, Neusser StraBe111, D-4000 Diisseldorf 1.

Phone +49 211 901 91 0 Fax +49 211 901 91 80

OCTOB ER93 20-22 EuroConvex 93, Bournemouth International Centre.Contact GATCO Phone +44 202 472 327 Fax +44 202 873 481 or EGATSPhone +3143 661 332 26-28 lnmarsat Mobile and Satellite Communications, CNIT, Paris. Contact Tania Starley, lBC Technical Services Ltd. Gilmoora House, 57-46 Mortimer St, London WIN 7TD. Phone +44 71 637 4384 Fax +44 71 637 3214

NOVE MBER93 5-7 Regional Meeting EUR, Dublin, Ireland.

Contact Edge Green.

Phone +44 628 23 699 Fax +44 628 781 941 Venue of Air Forum '92- Pa/expo, near GenevaAirport.

THE CONTROLLER/DECEMBER

1992

29

______

_ ___

f:4&e;s ~

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-

COLUMN ________

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_ -

1

I

ONTHEFREQUENCY Controller to Aircraft: "We have just received a telephone call from your departure tower at Frankfurt, to say that some parts of metaJwere left on the runway after your take-off...."

I Captain,very cheerfully:"Ah! Thank you very much...that explainsthe vibrationswe had ..."

I They then continued their flight across the Atlantic!!!

I

BUYING AIRCRAFT IN THE1990s

HOWTOMAKEFRIENDS

I've just learned that on some new heavy jets the real problems are not with the aeroplane but with its pilots. Because these aircraft can fly longer and longer routes, and because a human has to sleep after 16hours or so, several pilots are needed to operate one aeroplane.

An Asian aircraft operator recently discovered that its pilots were only doing an average 2.2 manual landings per month, which is apparently not quite enough to maintain currency in handlingthe aircraft. Since simulators are not considered sufficient to keep the aircrew current, the airline plans to buy an extra aircraft (cost around $140M) dedicated only to training of "touch and goes" in order to keep its pilots validated!

I remembera large aircraft company telling everybody a few years back how economic it would be to operate their aircraft because it could be flown with only 2 pilots1 I think they forgot to tell the airlines that it was 2 pilots at the time but that 4 were better, and they definitely omitted to tell them that they had to buy another aircraftjust to keep the pilots of the first one validated....

Mr G. Anastopoulos,Vice-President of the European Parliament, recently attacked the ECAC (European Ministers of Transports' Conference)strategy with these words: " TI1efragmented ATCsystemis one of the majormaladies of Europe, and while it is sufferingfromcancer, ECACis prescribing aspirins..."

I would liketo tell Mr Anastopoulosthat he is completely wrong: First , aspirins are cheap; the ECAC plan will cost several billions of dollars.

Secondly,aspirin generallyhave an almost immediate effect ; the ECACplan will onlystart to ease the pain in a few years.

Thirdly, aspirinis generally produced in great numbers and is easily available everywhere... this is definitely not the case with the propositions containedin the ECAC plan, especially when they talk aboutairportsor controllers.

Finally,I wouldlike to suggest that Mr Anastopoulosuse a different medicine next time - maybe Ginseng - which is very expensive, nobodyknowsif it really works but the most important thing is to believe it does.

30

THE CONTROLLER/DECEMBER 1992

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~i60LUMN

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TCAS(AGAIN) US Administrationwants all small general aviation aircraft to be equipped with TCAS I in the near future. The problem is that the TCAS will cost more than some of the aircraft are worth. A cheap counter-proposal is being made by one association consisting of a set of stickers to be applied onto the big jets as the illustration shows...

RECRUITMENT IN THE1990s Dring ... Dring... "Air Traffic Control Recruitment, may I help you?"

(Very young voice) " Excuse me, Sir; I would like to become an air traffic controller, can you tell me what to do?"

"Sure ! First you need to be less than 20 years old, have a masters degree, preferably in physics or mathematics, be really healthy, willing to work in a challengingprofession full of future in a fastgrowing aviationworld..."

THE CONTROLL ER, JOURNAL OFAIRTRAFFIC CONTRO L, is published quarterly by the International Federation of Air Traffic Controllers' Associations (IFATCA).

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

Please make your subscription payment to: Union Bank of Switzerland, Airport Branch CH-1215 Geneva 15 Airport Switzerland.

Account: IFATCAffHECONTROLLER N° 602 254. MD L Special subscription rates for ATCOs. Enquiries to our Subscription Manager: THECONT ROLL ER, P.O.Box 196, CH-1215 Geneva 15 Airport, Switzerland.

THE CONTROL LER / DECEMBER 1992

" Wow! That sound exciting. What are the working conditions; how long is the training; how much will I earn...?"

"Ah, one does not work in ATC for money...No, it is a way of life, a true profession... it will take you a mirumum of 4 years to learn the basic skills to guide hundreds of aircraft safely through the sky...and, of course, you will do so in working shifts that include weekendsand nights, but in a nice environmentthat is fully air conditionedand...." " Beep ... beep... beep... beep..."

"Ah! Why do they all hang up before I've finished..."

~

SUBSCRIPTION FORM Please return to: THE CONTROLLER, P. 0. Box 196, CH-1215 Geneva 15 Airpor t, Switzerland Famil Name

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

Surface mail: Europe and Mediterranean countries CHF 5.00. Other countries Cl-IF6.00 Airmail: Europe and Mediterranean countries CHF 6.40. Other countries CHF l 0.80

31

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THE LAST PAGE ________________

page 9 NORTH EAST ASIA

.... page 3 FOREWORD can not accede to every request to provide a speaker or to participate. To the airlines I offer my grateful thanks for their continued support, and also to those few enlightened aviation adm.injstrations who go out of their way to assist those who need the time off to attend.

I would like to conclude on a slightly different note. In this edition of The Controller you will find a report on an informal Arr Traffic Flow meeting recently held in Hong Kong. This meeting was organised by Neil Vidler, the executive Vice President for

Asia/Pacific. The purpose of the meeting was to try to resolve some of the very serious capacity problems on some of the air routes handled by Hong Kong, Japan and Taiwan.

IFATCAwas the instigatorand the coordinator who managed to get controllers, airlines and administrationstogetherto discuss the problems. Everyone was very pleased with the meeting and positive solutions resulted.

This is a classic example of how IFATCA can help.+

32

the main, suggested the solutions is testimony to the willingness of IFATCA members to promote those objects and develop efficiencies in international aviation in the region for the benefit of both users and providers. It is fair to say that this meeting could not have occurred except for IFATCA's ability to call workface controllers and airlines representatives together to discuss the problems at grass root level. That the Federation was able to do so and facilitate practical solutions has considerably enhanced the imageof IFATCAin Asia. +

.... page 22 CHRONICLE

.... page IJ CROATIA The train journey to Rijeka, with Yuri and his family, was comfortable, punctual and without incident. However, in the town of Karlovac, which was then on the frontline between Serbia and Croatia, there was much evidence of war damage to residential buildings caused by the so called "Mad Idiots'' in the JNA (Federal Army). The train later passed through some beautiful countryside, amongst the most scenic in Europe, along rivers, beside gorges, between mountains and through valleys.

The party spent a couple of days resting in Crikvenica, a small town, south-east of Rijeka, where day-time temperatures were in the high 30's. Both there and in Zagreb, tourists were evident mainly from Italy, Germany and Hungary. No British thoughI While they were staying in this pretty seaside town, they saw supervised groups of young children, playing on the beach, who were, in fact, orphans who had been evacuated from towns in the war zone, such as Dubrovnik and Sarajevo.

The return journey to Zagreb was completed by coach, through equally beautiful countryside. During a stop for refreshments in a small village in the mountains, they saw a testament to local violence; a small family car, riddled with bullet holes, parked for all to see, outside the tea-room at the bus-stop. Later, ju st outside Zagreb they passed two military convoys, travelling in the opposite direction, consisting of assorted private coaches and a variety of military vehicles, heading towards the front!ine.

_

Due to the reduction in civil air traffic, through and around the airspace controlled by Zagreb ACC, the staff are now conditioned to working only one day in five, with a consequential reduction in income. Despite this, they still manage to make ends meet.

At the time of the visit, only one sector console was capable of functioning and even that was intermittent.

The ATC service was being complicated, not only by the intrusion of enemy aerial activity, but also by the presence of the USS Saratoga and its aircraft, operating near Pula, which has an active civil airport.

There are plans for more humanitarian flights in the near future. Another of Stephen's friends, Mr. Goran Kovacevic, who is Adria Airline's Manager for Croatia, has also offered to authorise similar facilities from London to Ljubljana, in Slovenia for onward transportation to Croatia. The reservoir of potential aid has only just begun to be tapped. Many more colleagues and friends are offering help. The British Charity, Dr. Barnardo's Homes, have offered almost unlimited supplies of toys and suitable clothing for children and adults.

Rediffusion Simulation, at Burgess Hill, Sussex have offered help with transportation, as and when required.

This venture would not have taken place without the voluntary help of many unnamed individuals, in various sections of our aviation industry. A particular thanks goes to Croatia Airlines for their generosity.+

of articles reporting on the events just as how people thoughtwhen they happened.

Versions exist in French, British and American. The Australian version should be appearing in 1993. It should be mentioned that the French version " Chronique de !'aviation" was published in France in 1991 before being adapted and largely rewritten for the English language in 1992. The Editors and collaborators of the French, British and American versions are leadino 0 aviationspecialists, pilots and enthousiasts.

To order, contact: D C Diffusion, Les Sorbiers, Planchette 8, 1860 Aigle, Switzerland. Phone: +41 25 261332, or JL International Publishing, 107, rue du Point-du-Jour,92100 Boulogne-Billancourt, France. Phone: +33 I 49 10 30 38, fax +33 I 4910305 1. +

CATCA MOVETONEWHEADQUARTERS At the time of going to press the Canadian Air Traffic Control Association (CATCA) were scheduled to move into a their new 8,400 sq. ft. national headquarters building. The single storey office building is located in the Camelot Business Centre, a 22 acre, campus-style park in Ottawa. With effect from I Nov. l 992, the new details to contactCATCAare: CATCA, 162 Cleopatra Drive, Nepean, Ontario, Canada, K2G 5X2. Phone: + l 613 225-3553, Fax: +I 6 l3 225-8448.

THE CONTROLLER/DECEMBER i992

CORPORATE MEMBERS OF IFATCA

ATSAEROSPACE St. Bruno,Canada

JERRYTHOMPSON& ASSOCIATES Inc. Kensington,MD,USA

AVTELPTY Hawthorn,Australia

MARCONIRADARSYSTEMSLtd. Chelmsford,UK

BRITISHAEROSPACE SIMULATION LTD. Farnborough,UK BURANJVC Rome,Italy CAEELECTRONICS Ltd. Saint-Laurent,Canada CESELSA Madrid,Spain CISETS.p.A. Rome,Italy COMPUTERCOMMUNICATIONS SOFTWARE GmbH Rodedermark-Waldacker, Germany COMPUTER RESOURCES INTERNATIONAL A/S Birkerod,Denmark COSSORELECTRONICS Ltd. Harlow,UK CRIMPA/S Alleri:id, Denmark DEUTSCHEAEROSPACE AG (DASA) Ulm/Donau,Germany DICTAPHONE CORPORATION Stratford,CT,USA DIVERSIFIED INT'L SCIENCESCORP. Lanham,MD,USA DORNIER,Communication Systems Konstanz,Germany ELECTRONIC SPACESYSTEMSCORP. Concorde,MA,USA HOLLANDSESIGNAALAPPARATEN B.V. Hengelo,Netherlands HUGHESAIRCRAFTOF CANADALIMITED Richmond,BC,Canada

NETWORKSYSTEMSGmbH Frankfurtam Main,Germany NOBELTECH SYSTEMSAB Jiirfalla,Sweden NORCONTROL SURVEILLANCE SYSTEMSA.S. ChippingSodbury,UK RAYTHEONCANADALtd. Waterloo,Canada REDIFFUSIONSIMULATION Ltd. BurgessHill,UK SCHMIDTELECOMMUNICATION Ziirich,Switzerland SEL-STANDARD ELECKTRIKLORENZ Stuttgart,Germany SIEMENS-PLESSEY RADARLtd. Chessington,UK SOCIETED'ETUDES ET D'ENTREPRISESELECTRIQUES Malakoff,France SOFREAVIA Paris,France SONYCORPORATION Tokyo.Japan SWEDAVIAAB Norrkoping,Sweden TELUBAB Solna,Sweden THOMSON-CSF, DivisionSDC Meudon,France

IBMDEUTSCHLAND GmbH Stuttgart,Germany

UNISYSDEUTSCHLAND GmbH Sulzbach,Germany

JEPPESEN& CO. GmbH Frankfurtam Main,Germany

WESTINGHOUSE ElectricCorp.

Baltimore,MD,USA

The InternationalFederationof Air TrafficControllers'Associationswould like to invite all corporations, organizations,and institutionsinterestedin and concernedwith the maintenanceand promotion of safetyin air trafficto join their organizationas 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 field of air trafficcontrol.

No

ONE PACI<AGES THE

BEITER THAN

S1<YfoR You

Us. The sky's filling up. If someone doesn't do something soon, it'll be 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 , Ada programming and highdefinition co/or CRT displays -backed up by expert systemsthat's custom-designedto deliver the right informationat the right tim e sifted and sorted by powerful processors so that controllersare presentedwith a total picture of the air situation in a form that simply givesthem morecontrol

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-CSFwe're helping to make the skies morefriendly.

Moreuser-friendly .

~ 1HOMSON¡CSF World-Class Electronics

DIVISION SYSTEMES DEFENSE ETCONTROLE - 18. av du Mal-luin- 92366 Meudon-la -ForetCedex- France- Tel. i33- I) 410750 00- Fax (33-1) 410750 19 - Telex THOM 616780F.