IFATCA The Controller - 1st Quarter 1993

I

JOURNAL OFAIRTRAFFIC CONTROL

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JOURNAL OFAIRTRAFFIC CONTROL

Volume 32 N° I

Geneva, Switzerland, March, 1993 PUBLISHER

IFATCA,InternationalFederationof Air Traffic Controllers' Associations, P.O.Box196 CH-1215Geneva 15 Airport, Switzerland

OFFICERS OFIFATCA D.C.B.Stuart Presidentand ChiefExecutive Officer umWindt Deputy President Abou El SeoudEl Karimy ExecutiveVice-PresidentAfrica SamuelLampkin Executive Vice-PresidentAmericas Neil Vidler Executive Vice-PresidentAsia/Pacific PrebenFalkman-Lauridsen ExecutiveVice-PresidentEurope StureEricsson ExecutiveVice-PresidentFinance Bert Ruitenberg Executive Vice-President Professionnal ChrisStock Executive Vice-President Technical EdgeGreen Executive Secretary

IN THIS ISSUE T-CAS

5

Charles Stuart experiences T-CAS in flight.

REGIONAL MEETINGS

7- 13

EVPs & Editor Report .

SPECIAL FEATURE

15

Frank Fischer interview s Russian Rosairnavigation Chairman.

AMSTERDAM D ISASTER

28

A Personal Account.

BACK TO THE B EACH?

29

Reflection s from Patrick Schelling.

EDITOR

Terry Crowhurst 29 Heritage Lawn, Langshott, Horley, Surrey, RH6 9XH, UnitedKingdom Tel. +44 (0) 293 784040- Fax +44 (0) 293 771944 COPY TYPING

Dona Crowhurst MANAGEMENT ANDADVERTISING SALES OFFICE

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

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

Michel Henchoz • Tel. +4122 796 01 26 ADVERTISING ANDPRODUCTION

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

Advertisers in this issue Air New Zealand, Alenia, ATS Aerospace, Breitling, Dornier, Hughes, McDonald Dettwiler, Rohde & Schwarz,Siemens Plessey Systems, Sony, Swissair, Thomson-CSP. Photos T. Crowhurst, P. Domogala, R. Irwin, P. Schelling, C. Stock, C. Stuart, Thomson-CSF. Cover Aerial view of ChristchurchInternationalAirport,gateway to IFATCA'93 Conference.

(Photo: Courtesy of Christchurch InternationalAirportLtd.) Cartoon KT.

ARTWORK ANDLAYOUT

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

The Controller/ Schelling Ch. Sur le Moulin, 126 l Le Vaud, Switzerland PRINTING

bunddruck Monbijoustrasse6, CH-30I I Bern, Switzerland Tel. +4 I3 l 64 I3 50 - Fax +4 I3 l 25 06 49

THE CONTRO LLER / MARCH 1993

ISSUESAPPEAR ENDOF MARCH, JUNE, SEPTEMBER, DECEMBER. CONTRIBUTOR S AREEXPRESSING THEIRPERSONAL POINT S OFVIEWAND OPINIONS, WHICH MAYNOTNECESSARILY COINCIDEWITHTHOSEOFTHE INTERNAT IONAL FEDERA TION OFAIR TRAFF IC CONTRO LLERS' ASSOCIATIONS , IFATCA. IFATCA DOES NOTASSUME RESPONSIBILITY FOR STATEMENTS MADE ANO OPINIONSEXPRESSED , IT ONLYACCEPT S RESPONSIBILITY FORPUBLISHING THESECONTRIBUTIONS.CONTRIB UTIONSAREWELCOME AS ARECOMMENTS AND CRITICISM. No PAYMENT CANBE MADE FOR MANUSCRIPTSSUBMITIEDFORPUBLICATION IN THE CONTROLLER .

THE EDITORRESERVES THE RIGHT TO MAKEANYEDITORIAL CHANGES IN MANUSCR IPTS,WHICH HE BELIEVES WILL IMPROVE THE MATER IAL WITHOUT ALTERINGTHE INTENDED MEANING.WRITIEN PERMISSIONBY THE EDITORIS NECESSARY FORREPRI NTING ANYPART OFTHIS JOURNAL.

1

r CORPORATE

MEMBERS

OF

IFATCA

ATSAEROSPACE St. Bruno,Canada

JERRYTHOMPSON& ASSOCIATES Inc. Kensington,MD,USA

AVTELPTY Hawthorn,Australia

MARCONIRADARSYSTEMSLtd. Chelmsford,UK

BRITISHAEROSPACESIMULATIONLTD. Farnborough,UK BURANJVC Rome,Italy CAEELECTRONICSLtd. Saint-Laurent,Canada CESELSA Madrid,Spain CISETS.p.A. Rome,Italy COMPUTERCOMMUNICATIONS SOFTWAREGmbH Rodedermark-Waldacker, Germany COMPUTERRESOURCESINTERNATIONAL NS Birkerod,Denmark COSSORELECTRONICSLtd. Harlow,UK

CRIMPNS Allerod,Denmark DEUTSCHEAEROSPACEAG (DASA) Ulm/Donau,Germany DICTAPHONECORPORATION Stratford,CT,USA DIVERSIFIEDINT'L SCIENCESCORP. Lanham,MD, USA DORNIER,CommunicationSystems Konstanz,Germany ELECTRONICSPACESYSTEMSCORP. Concorde,MA, USA HOLLANDSESIGNAALAPPARATEN B.V. Hengelo,Netherlands HUGHESAIRCRAFTOF CANADALIMITED Richmond,BC, Canada

NETWORKSYSTEMSGmbH FrankfurtamMain,Germany NOBELTECH SYSTEMSAB Jiirfiilla,Sweden NORCONTROL SURVEILLANCE SYSTEMSA.S. ChippingSodbury,UK RAYTHEON CANADALtd. Waterloo,Canada REDIFFUSION SIMULATION Ltd. BurgessHill,UK SCHMIDTELECOMMUNICATION Ziirich,Switzerland SEL-STANDARD ELECKTRIKLORENZ Stuttgart,Germany SIEMENSPLESSEYSYSTEMS Chessington,UK SOCIETED'ETUDES ET D'ENTREPRISES ELECTRIQUES 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'Associationswouldlike to invite all corporations,organizations,and institutionsinterestedin and concernedwiththe maintenanceand promotion of safetyin air trafficto join their organizationas CorporateMembers.

CorporateMembers support the 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.

L

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FOREWORD _______

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0 Neil Vidler- ExecutiveVice-President, Asia/Pacific

his year the annual conference will be held in the Southern Hemisphere for only the fourth time and it also marks the second occasionthat it has been hosted by a Pacific region Member Association. Not since 1975 have IFATCAdelegates gathered for their most importantforum in the Pacific area. It is fair to say that a few things have changedsince then.

In that time, the number of Member Associationshas more than doubled from 39 to over 80, corporateMembershiphas increasedto more than 40 and the Federation itself has undergone a radical restructuring. The Asia/Pacific region, whilst being the largest in area, remains the smallestin terms of numbers of MAs. Thus there is great potentialin the region for IFATCA. Recent successful regional meetings and various technical meetings have raised the general awarenessof the Federationand interest in IFATCAamongstnon-membercountries,aviation administrations and others, is very high as they have observed first hand just what role IFATCAis playing. Increasingly,IFATCAis being invited to observe or participatein various work groups and panels and on one occasion even convened an industry meeting to solve some serious local congestionproblems.

Of course, one of the reasons for these expressions of interest is that fact that aviation in Asia/Pacific is booming. The region has huge potential and the internationalcivil aviation community has also recognisedthis. Air Travel is increasing at a phenomenalrate and there has to be seriousconcernsat our collectiveability to keep up. ICAO predictions for the region are for 5-6% growth into the next century.So somethingneeds to be done and, in the Pacific at least, somethingis being done.

By the year 2000,Asia/Pacificwill accountfor approximately30% of all aviationactivity.Transpacificmovements will double between 1988and 2000 and are forecastto increaseby another 140% by 2020.

Asia/Pacific has 13 of the top 25 world air markets and Pacific rim countriesaccountfor 40% of new B747-400ordersand 80% of B777 orders.No new airportsare plannedfor NorthAmericaor Europebut Asia/Pacific has at least 7 airp011sunder constructionor planned.

They are sorely neededas manyairpo1tsin the regionare operatingat or near capacityfor muchof the time. There is also a host of airports with majorexpansionworksin progress.

ICAO has not ignored the region either. For the last two years extensive trials with Area Navigation(RNAV)and Mach Number Technique(MNT)have been conducted across the Pacific. These have permitteda reductionin the time separationstandard minima.

A side benefit of the associated meetings has been the opportunity

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EDITORIAL __

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0 Terry Crowhurst- Editor

his issue sees the end of a long involvementwith The Controller magazine by the Swiss Association,Skycontrol.I am sure you will all join me in recordingthe thanks of IFATCAto the dedicated team that have been involved in the productionof the journal over the many years.

Unfortunately, except for the final handover meeting, I never had the opportunity of meeting the Chairman of the Controller Management Group (CMG), Bernard Laydevant. I am however, only too aware of the significantcontributionmade by Bernard to The Controllerin the Administrationand Subscriptionsdepartment.

Thank you Bernard for your involvement.

Many of us have had the pleasure of meeting Michel Henchoz at recent IFATCAConferences. As AccountsManager, Michel has so ably coped with the financial aspects of the magazine as it has increasedin scope and capacity.Additionally,he has updated conference annually on the progress and accounts of the CMG. Many thanks for your dedicationto the journal, Michel.

Finally, the biggest changes in The Controller over the last two years, have been instigatedby the team of Patrick and Lin Schelling who respectivelyhave sold the advertisingand been responsiblefor the artwork and layout. This issue alone sees the highest amount of revenue ever created from advertising and is a tribute to the dedication and hard work of Patrick. I am pleased to say that Patrick has offered to remain on the team in an editorialrole and I for one thank him for the opportunityto continue to capitalise on his expertise.

We wish them both every success for the future with the imminent arrival of their new baby.

In the wings a new team is waitingto take up the reins. If they do half as well as the Skycontrol element then the future of The Controller is assured.Thank you Skycontrolfor all you have done for the Federation- it will be a hard act to follow.

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..,_..,_page 32

THE CONTROLLER/MARCH

1993

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p 0 CharlesStuart,Presidentand Chief ExecutiveOfficerIFATCA he 4/92 edition of the "Controller" carried my speechto the TCAS working panel session at "Air Forum '92", held in Geneva in October, 1992. At the end of the article there was an editorial note to the effect that I had been given the opportunityto observe the operationof the latest software version of TCAS, version 6.04, during a demonstrationflight on the secondday of Air Forum '92.

On October 14, 1992, Captain Bart Bakker, President of the International Federation of Airline Pilots, and myself were invited by Allied-Signal's Bendix/King Air Transport Avionics Division to observe the latest software version of TCAS in operation during a demonstration flight in the Genevaarea.

Prior to the actual flight, we were given a very thorough briefing, which included slides and a video, by Allied-Signalstaff.

Improvementsover the earlier softwareversions were highlightedand we were encouraged to ask questions. Captain Bakker broughtup a numberof problems whichhe, and fellow pilots, had observed during actual use of TCAS such as inaccurateazimuth resolution, false Trafficor Resolution Advisories (TA'sand RA's) and interference from transponders on the ground causing unnecessary missed approaches. It should be noted that CaptainBakkerhad not experiencedversion6.04 prior to this demonstration. I mentionedour concerns as outlined in my paper presented the next day. In particular, I queried the "Dallas Bump", reported saturation or interference with SSR returns and the effectsof radar site monitors ("parrots").

The Allied-Signalteam were very professional and very frank. They admitted there had been very little consultation with the " users" - the controllers and the pilots - as to possible problems that could be caused

by TCAS. The FAA representative on the TCAS panel also admitted this failure. It was also admitted that a very major problem was the very inadequate training of the pilots and controllers in the use and effect of TCAS. The test flight itself was very impressive.

The cabin of the Allied-Signal test aircraft had two displays. One, a full airline presentation with RA's as well as TA's. The other THE CONTROLLER/MARCH

1993

display was a simplerGeneralAviationtype of display with TA's only. Azimuth resolution was demonstratedas very accurateand of particular interest was the simulated "Dallas Bump" - the situation where two aircraftapproacheach other,one with a high rate of climb but to a specific altitude and the other descendingwith a high rate of descent to an altitude above the other. No ResolutionAdvisoryresulted. Other resolu-

TCASinstn,mentstaken in Sabreli11 er.

tions which required altitude deviation in accordance with an RA resulted in minor deviations of no more than 300 feet and were almost undetectable to the passenger.

It should be noted however, that the pilots operating the test aircraft were highly trained in the use of TCAS. What then does version 6.04 do? I cannot give all the specific technical improvements but will try to address some of the problems raised. Firstly, we were advised that reports of SSR interference by TCAS cannot be substantiated. We were advised that an extensive study by Lincoln Laboratories had found no correlation between apparent SSR interference and TCAS operations.

Interference from "Parrots" has been fixed by the FAA , either by shutting them down or placing them at a non-interfering altitude.

Version 6.04 is less sensitive in certain situations in order to reduce unnecessary warnings. ln particular RA's are delayed or

inhibitedin certain circumstances - such as within 1000 AGL to preclude unnecessary missed approaches.

The "Dallas Bump" has been addressed by delaying the RA logic by as much as seven seconds and by interpreting the "trend" of the rates of climb and descent. In other words it detectsa reduction in the rate of climb and descent which will indicate a "miss". A TA could still be given but not an RA, as wouldhave occurredpreviously.

There is no doubt that version 6.04 is a vast improvement on earlier versions.

Indeed, the National Air Traffic Controllers Association (NATCA) which represents air traffic controllers in the United States and whose members have been the most affected by TCAS so far, is a strong proponent of version 6,04. It appears to me that if TCAS has to be mandated for use then at the very least software version 6.04 must be used.

However, even though it is an improvement, it does not solve all problems - some of which include: • Erroneous Mode C readouts.

• Problems caused by close spaced parallel approaches.

• Problems caused by VFR aircraft operating with Jess than "IFR" separation.

• Problems caused by aircraft equipped with earlier softwareversions.

IFATCAis not opposed to airborne collision avoidance systems and, as a backup version 6.04 is quite impressive. We are still very much against TCAS being used to provide air traffic control separation. Indeed air traffic controllers are required to positively identify the returnon the screen before they can apply any form of radar separation. I am not aware that TCAS has the ability to provide such positive identification and therefore fail to see how pilots will be able to use it for such a purpose.

Finally there needs to be far more effort put into the training of pilots and controller in the use of TCAS. It doesn't matter how good the logic is in the software if the pilot or controller react wrongly to the situation. Also, there needs to be far greater awareness through training, by pilots and controllers of each others role in the use of TCAS if there is not to be a serious breakdown in the relations between the two groups.

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5

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CONFERENCE REPORT _ _ _ __________

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OROCCA OR ANS AS 0 PhilippeDomogala

n September30th and October lst,1992,the MoroccanAir Traffic ControllersAssociation(MATCA) organiseda semmar m Casablanca.The

O

seminar addressed Flow Management, Future Air Traffic Navigation Systems (FANS) and the function of IFATCA. The main goal of the seminar was to draw the attention of the general public and the appropriateauthorities to the fate of air traffic controllers in Morocco. The secondary aim of the function was to educate the appropriate people about the professional aspectsof air traffic control.

The meeting was a great success with over 100 participants filling the auditorium of the recently renewed local association building locatedat the old airport of Anfa.

In addition to controllers and pilots from Royal Air Maroc, the State airline, there were many representatives from various authorities - a representive from the Ministry of Transport (the Minister himself was due to come but was called to a Cabinet Meeting in Rabat the day before), the Directors of the Civil Aviation and the Airports Agency, Military ATC and Headquarterssenior officers etc.

Your servitor was asked, as the IFATCA representative on FLOW to explain, in French of course, the difficulties around the functioning of ATFM in Europe - this directly affects Morocco because most of their international traffic, and their Oceanic traffic (Morocco controls the Oceanic airspace between Spain and the Canary Islands) is directly or indirectly affected by European ATFN. How the future satellite navigation and surveillance systems will influence a country like Morocco, which has vast portions of very low frequented airspace (ie Sahara) to administer, was the next subject of the Seminar and drew considerable attention.

An introductionto the functioning of IFATCA was also made; this was especially given to motivate the authorities and the controllers to support the bid of the Association to organise the 1995 IFATCA Annual Conference. I must say that having 6

Toptable at MoroccanSeminar.

seen the hotels and general infrastructurein Casablanca, combined with the apparent full support of the local authorities, including the military and Royal Air Maroc, I am sure our Moroccan colleagues would be able to organise an excellentConferenceif they were selected.

Also during the Seminar something unplanned occu1T ed: the King of Morocco had received representatives of Women's Movements on the previous day, and therefore the Press were full of Women'sRights articles. As I was accompanied by my friend, Miss Ilka Schwickert, controller in Frankfurt ACC, she was asked on the spot to explain the position of the woman controller in Europe. Morocco, like many countries, have recently opened wide the doors of ATC to women, and there are are already many female controllers in Morocco. In a traditional Mediterranean country this does not of course go without some problems. Pregnancy and child care are of course very difficult issues when combined with ATC operations, and Ilka gave an outlook on the advanced legislation that exists in Germany, concerning the matter. This presentation was attentively listened to. including the male audience.

At the end of the two day Seminar everybody seemed pleased with the outcome.

There were many participants, interesting subjects were debated and there was good media coverage. There were many articles in the Press (including two in-depth ones) and a national radio interview with the President of the Association, Mr Ahmed Hafid.

The Moroccan controllers are going through a mutation period, as they are going to be transferred from the Public Service (Ministry of Transport) to the Semi-Public NationalOffice for Airports (ONDA).

They expect to increase their present extremely low (around 500 US$) salaries as a result of the transfer, and on the technical side they are supposed to finally get the radar system they deserve (ATC is still done procedurally in Morocco). A civil radar system has been ordered from Westinghouse and should be ready within the next 2 to 3 years, Things are therefore looking better for the near future for our Moroccan colleagues and this Seminar maybe reminded everybody in Morocco of the hopes the controllers have in the promises that were made to them.+ THE CONTROLLER / MARCH 1993

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IFATCA ACTIVITIES ______________

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ANC N

E

NALME T NG

0 Preben Falkmann-Lauridsen , EVP Europe

he 9th Europeanregionalmeetingof IFATCAwas held in Strasbourg, a city lyingin the heart of Europewith the river Rhine and the Alsacewine district as its neighbours.Many of us also connect Strasbourg with the seat of the Council of Europe, the European Court of Human Rightsand a meetingplacefor the European Parliament.

Attendancewise,the meeting turnedout to be the largest EuropeanRegional meeting ever. 23 member Associations, 5 non-MAs and a number of observersbrought the total up to 130! The credit for this attendance figure should no doubt go to APCA, our French host association,who had made a extreme effort to acconunodateand assist all needs requested by the participants.The supportof the city of Strasbourg, the French Civil Aviation Authorities,French airlines etc. was tremendous and also should be given appropriate credit!

Mr. Lambert, Director General of the French CAA opened the meeting by stressing the importance of closing the gap between management and the controller.

Duringhis address he voicedhis concernof the so called "instantexperts" with "instant solutions" to very complex problems, such

as the EuropeanATCsituationand the capacity crisis encountered in the region. The meeting clearly supported these viewpoints which called for a common approach to a solution instead of the more parallel one, seen until now and which only led to a duplication of effort and a waste of resources.

On the EuropeanATCHarmonizationand Integration Programme (EATCHIP) the meeting noted with satisfaction the statements made by Mr. Val. Eggers, President of the EATCHIPProjectBoard. Mr. Eggers, after giving the participants a run down of the recent situation, emphasisedthe importance to memberStates,to follow their obligations of the Project and meet the requirementsof the strategy. Mechanismsto secure this had recently been adopted, which will hopefully lead to a successful implementation of EATCHIP. An issue which unfortunately is becoming more of a burden to ATC is the European Flow ManagementSystem.The summer of 1992 saw situations where ATFM was not in a position to fulfil its objectives.

Overloads of ACC sectors and distrust in the system, caused the controllers to call for immediate action to be taken. In particular,

the increasingATFMinterferencein airborne flights concerned all and showed that AFTM is not performingsolely as a strategic tool which, accordingto ICAO ATFM procedures, it shouldbe.

This year the MAs reports highlighted the differences which currently exist among controllersin Europe. Examples of Eastern Europeancontrollersbeing forced to accept conditions which to many other Europeans would be totally unacceptable, whilst on the other side there are MAs who have threefold improvement in their working standards. Privatisation is the fashion in a number of EuropeanStates. Some ATCbudgets have been taken out of the State funds obviously to ensuresufficient financialback up of future investments,and to ensure that there is not too much State-intervention. It is evidentthat controllerorganisations must be very aware of their role in this time of change and must secure the future of their members to the maximum level.

To conclude, an extremelywell organised meeting with a dedicated and involved audience which together madethe weekend of 17-18 October 1992 one to remember.

Yetagain the increasing interestin IFATCA was well demonstrated.

+

PANAMA CITY,11-13NOVEMBER 1992

AMERICASEGIONAL MEETING 0 SamuelLampkin, EVPAmericas

he 3rd AmericasRegional Meetingof IFATCAwas convened in Panama City, the capital of the Central American Republic of Panama. The city stands to the east of the famous Panama Canal on the PacificCoast.

This Meetingwas by far the largestgathering of MA's from the Americas Region since the restmcturing of the Federationin 1990. Fifteen MA's from the Americas. plus

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THE CONTROLLER/MARCH 1993

France (representing the French Antilles Caribbean) and two non-member Associationsattended,giving rise to a total attendance of eighty participants.

Congratulations a.re in order for the host Association, APACTA , for organising the meetingand taking time out to look after the needs and comfortof the attendees.Of course. the MA's must be complimented for their attendance and contributions as, without

them. the meetingwould not have attained the level of successachieved.

In addition to AMA MA's support, the DGAC of Panama. Panama¡s National Carrier, the various airlines that use PanamaCity as a gateway destination and the tourism industry of this Central American Republiccontributed in no little way in making the 3rd AMA Regional Meetinga success.

7

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The meeting was opened by Panama's DGAC, Lie. Zosimo Guardia Varela. In his feature address he outlined the strides made by Panama's Civil Aviation Authorities over the years to meet the ATC demands of this last decade of the 20th century and beyond. The DGAC also called upon controllers to look towards ways whereby system capacity can be improved.

Major problems that beset most of the AMAMA's are: • a critical shortage of staff including a lack of properly trained and qualified personnel, • a lack of structured TrainingProgrammes forOJT, • the non-existence of proper recruiting systemsfor new Controllers, • outdatedequipmentand poor maintenance of existing equipment which result in poor ground to ground and air/ground communications,

IFATCA ACTIVITIES ______________

• Civil/Military operations co-ordination problems, • very low levels of remuneration, • poor working conditions and environments in many instances.

This year's meetingwas one with a difference, as all MA's and even non-member Associations provided detailed written Association Reports, which encourageda great dealof meaningfuldiscussionson some of the problems that seem to be common amongstmost, if not all, of the AMAMA's.

Two major agreements/resolutionsemerged from the discussionsof MA Reports.

Firstly, the AMA RegionalSupportGroup will develop two questionnairesas distinct from that of the nm.One will pertain to Technical and OperationalProblemsand the other to Professional Deficiencies . These questionnaireswill be for use by the AMA MA's.

It is hoped that the final documentation , whichwouldbe compiledfromthe question-

_

naires, will cause IFATCA, IFALPA, IATA, ICAO and the ILO to have a clearer understanding of the needs of the ATC system/s withinthe AMA. Secondly, owing to problems experienced by many MA's with military aircraft operations within controlled airspace under civil air traffic control jurisdiction, MA's have resolved to request their Civil Aviation Authorities to review their respective ATC regulationswith respect to military aircraft operations in civil airspace under the jurisdiction of civil controllersand for IFATCA to use its influenceat the ICAO level to have its MA's concernsaired.

In concluding,it should be added that a high level of co-operation,camaraderieand forthrightness of MA's wanting to assist other less fortunate MA'S was openly expressed.

These actionsactually engenderedin most MA's a renewedawarenessof the important role of the Federation.

+

ALARMING NEWSFROM

s

NA

0 Philippe Domagala eports from the newly founded Republic of Estonia, one of the 3 Baltic States that recently obtained independence from the Soviet Union, are causing some concern to the controllercommunity.

Estonia is a small country of 45,000 square kilometres and a population of 1.4 million. After a b1ief period of independence from 1920 to 1940, the country faced occupation from 1941 to 1945, and Soviet dominance after World War II. The country regained its independence 2 years ago and as a result of the 45 years of Soviet rule, most of the technical positions, includingair traffic controllers, were held by Russian individuals.

Because of the imbalance in most areas, between Russians and Estonians, we are advised that the newly elected Estonian Government passed some new laws. Only people that have lived more than 25 years in Estonia can apply for a room or flat to live in. As 99% of the air traffic controllers in Estonia are Russian speaking and do not for the most part qualify, they are forced to live in hotel rooms occupied by many other

R

8

people. Their salaries are ridiculously low (the equivalent of US$40 per month). At the same time ethnic Estonians holding similar positions receive considerably more for the same amount of work. As an example, the airport passenger announcer earns nearly two and a half times as much as a Russian speaking controller. The Estonian Government expect the controllers to leave Estonia, but at the moment it appears that they will not be accepted back

by Russia.

It's further reported that one way the Estonian Government recently found to displace the Russian speaking controllers was to bring into the country a Western European company to check the English competency of the controllers. If the controller fails the test - and since they have little or no opportunity to learn or practice their English it is hardly surprising if they fail - they are forced to leave the profession.

As the relations between Estonia and Russia are fast deteriorating, it appearsthat there is little hope for our colleagues to return to Russia. What will happen to the

controllerscauses serious concern to IFATCA and our President and Chief Executive Officer has agreed to closely monitor the situation.

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LETTERS TOTHEEDITOR ARE ENCOURAGED AND APPRECIATED

THE CONTROLLER/MARCH

1993

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D Chris Stock, EVP Technical he choice of Hong Kong could not have been more appropriate for the 9th annual meeting of the Asia/Pacific region. Not only is the area attracting world wide intense interest in aviation circles with the development of three new airports and the continually upward spiral of traffic levels, but also the Hong Kong ATCA is celebrating its 25th anniversary this year.

A total of eight member associationsand 4 non member associations (Indonesia, Philippines, Thailand and Vietnam) were present throughout the proceedings.

Amongst the sixty-one individualregistrations were included an observer from Macau CAA, two corporate members and several prominent officials from Hong Kong Civil AviationDepartment As an indicatorof the interest in the meeting and in regional aviation matters generally, the Presidentand EVP ASP were invited to an early morninginterviewon one of Hong Kong's popular radio stations. The interviews were well receivedand afforded the opportunityto commenton the purpose of the regional meetingand on the air traffic problems withinthe region.

After speeches from PresidentHKATCA, Chief ATCOKai Tak, and Mr LinusCheung from Cathay Pacific, Mr Peter Lok, the Director of Civil AviationHong Kong welcomed delegates to Hong Kong and then opened the 9th annual Asia/Pacific Regional Meetingfor business.

A very full and comprehensive agenda was completed in two days which covered several regional professional and technical items plus reports from the MAs present and details of conditionsin the four non MA countries Vietnam, Indonesia, Thailand and the Philippines.The meeting was also briefed on recent Federationactivitiesby members of the ExecutiveBoard.

The technical aspects that dominatedthe discussions were the problems associated with the general increase in traffic levels which were affecting MAs and major concern over the reduction of longitudinal separation in the oceanic areas using THE CONTROLLER/ MARCH 1993

Delegates at Hong Kong meeting.

RNAV/MNT.All MAs within the region have experienced dramatic rises in workload. This has brought into sharp focus, problems of manning, co-ordination, congestion, and flow management. Earlier in the year as has been reported elsewhere, regional MAs organiseda meeting in Hong Kong under the auspices of IFATCA.to discuss a flow management problems and possible solutions. All involved including airlines and management were of the opinion that this was a constructive and successful discussion.

A considerableamount of time was devoted to discussingcurrent IFATCApolicy on RNAV Procedural Separation minima.

Concern about reduction in separation has arisen as a result of the submission to ICAO from the ISPACGgroup of countriesto seek approval to introduce 80nm RNAVlongitudinal separationminima in oceanic airspace of the Asia and Pacific regions. Also, the meeting was informed about IFALPAmisgivings on the subject. The outcome of these discussions was that MAs felt that current IFATCApolicy did not accurately reflect these concerns and therefore IFATCA policy should be amended. A working

paper to this effect is to be submitted to the Christchurchannual conference.

Two working papers on professional matters were discussed in considerable detail.

The first dealt with Loss of Licence Insurance and the second, Support for Controllers Under Stress. The discussions highlighted that there is a large disparity between MAs over the provision of the items. It was agreed that a considerable amountof informationwas available within the federation which could be collated and distributedto interested MAs. It should be noted that both items are being tackled by EVP Professional.

After the concentrated effort to complete the work programme, the meeting concluded with a TechnicalPanel chaired by EVP Technical. Mr Richard Allen. (Chief Executive, Hong Kong Provisional Airport Authority), impressed the delegates with a colourful presentationon the new airport at Chek Lap Kok. Captain Mike Gribble (CathayPacific)raised a few eyebrows with some "controversial" remarks on advances in ATC technology. Jean Jaques Salles ...,..., page 32

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he theme of the meeting was "Morocco, The Vital Link Between Africaand Europe"! Delegatesfrom 14 African countries attended the meeting with representatives from France, Thomson-CSF and members of the Moroccan Royal Air Force attending as observers. The IFATCAExecutive Board was represented by the EVP Africaand the MiddleEast, Mr.AbouEl SeoudEl Karimy, the EVP Professional, Mr. Bert Ruitenberg and myself.The meetingwas officiallyopened by the Director General of the Air Authority, Mr. Daodi Abdel Jauad, accompanied by the Director General of the NationalAirportAuthority.

The meeting discussed many important topics that are at the heart of the air traffic control problemsin the region. Along with many other countries in the world, Africa suffers from a lack of controllersand, in some cases, very poor workingconditions.

At the root of this issue are the poor salaries that are often encountered, associatedwith some poor workingconditionsin whichthe controlleris expectedto carryout his duties.

The delegatesdrew attentionto one of the most significantfailingsin the regionin the poor qualityof radio and landline communicationsthat the controllersare expectedto utilise. These baselinetools are the funda-

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mentalequipmentthat an air trafficcontroller should expect to operate with, in order that the safety of the worlds airline traffic can be guaranteed.

The variety of cultures in the worldwide air traffic control scene are particularly dominantin the AfricanRegion. The extreme of culturesand language make it a particularly important that the correct tools are availableto the controller.Regrettably, this is not alwaysso and and the flow of air traffic regularly relies on the initiative and the dedication of the controller to overcome the shortcomings of the equipment and facilities.

Concerns were expressed that many controllers in Africa requireassistancewith their understandingof the Englishlanguage and in the ongoing training and improvement of their controlling abilities. The deliberationsat this meeting highlightedsome of the shortcomings of the region which must be addressed by the appropriate governmentsand their aviation authorities.

It was agreedthat is not enough to invest in modern aircraft without the appropriate infrastructureto support it!

The Regional Meeting also left many questions unanswered.However, the representatives of the IFATCAExecutiveBoard were in a positionto suggest some positive steps forward that it hopes Member Associations will be able to follow.

Particularly, it is hoped that some regional problems may be better addressed by the ILO and ASECNAtherebyleading to better conditionsfor individualcontrollers and a consequent improvement in the overall aviation scene.

The organisation of this meeting was greatly assisted by the exceIJent facilities arranged by the Moroccan Air Traffic Control Association under the generous sponsorship of the the National Airport Authority and assistance of Royal Air Maroc. Our particular thanks must go to these organisationsfor their superb handling and sponsorshipof the event.

The closingceremony of the Third Africa and MiddleEast Meetingwas addressedby the MoroccanMinisterof Transportwith a speech in which he thanked MATCAand its Pre ident, Mr. AhmedHafid for the success of a mostfruitfulmeeting.

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0 Frank W. Fischer, President, International Advisory Group Air NavigationServices

(Editor's Note:ThisarticleontheATCSystem inRussia features theexclusive interview, English version, withMr. Anatoli Pyshnyi, Chairman ofROSAERONAVIGATSIA, Russia, inSeptember 1992.)

THEHISTORY OFTHEATC ORGANIZATION IN THEFORMER URSS As a result of the intensive developmentin civil aviation after World War II most of the Europeancountries needed to establish air traffic controlservice systems.

For over 40 years these systems have been continuously adapted to changing requirements and modernized with the objective of enhancingflight safety and a more efficient use of the airspace in increasing the overall air traffic control system's capacity and in fulfilling requirements of the ever increasing traffic volume.

In the former USSR, in which ATCwas not providedout of one hand and was not uniformlyorganized, this requirementwas first identifiedby the Governmentin the early 60's. At that time and for many years to come ATCwas provided by the military for reasons of State security and control.

The air traffic volumehowever increased considerably in the late 60's and the early 70's. Therefore further decisions on the system's modernization resulted in additional demand for enhancement of the Russian ATC system, especially since its territory covered

more than 75% of the former USSR's territory. In 95% of the whole airspace of the former Soviet Union,includinginternational airspace over the High Seas, Russian ATCcentres provide air traffic services.

In making this possible, a vast networkof ATCcentres was built for civil aviation activities in the former USSR by 1970.

However, as a result of the tremendous increase in air traffic, the number of air incidents involving civil and military flights also increased significantly. This increasing number of air incidents reduced flight safety to a point forcing the Government to take drastic steps for improvements in the ATC environment.

In order to find out which changes occured to the ATC system in the CIS, ANSA held an interview with Mr. Anatoli Pyshnyi, the recently appointed chairmanof the new Russian Commission for the Use of the Airspace and Air Traffic Services "Rosaeronavigatsia".

INTERVIEW WITHTHECHAIRMAN OFROSAER0NAVIGATSI A, MR. ANATOLI PYSHNYI 1. Mr. Pyshnyi, which steps were taken But departmental interests of the Ministry in co11seq11ence of this developing situa- of Civil Aviation and the military industrial complex dominated over common concern tion?

First of all, and in order to work out appro- and the States' interests.

Nevertheless, a decision to create a so-calpriate proposals, the government set up a special commission consisting of represen- led "Unified System Organization for ATC" tatives of the different aviation authorities, was made and submitted to the government which carried out objective studies to solve for consideration. This was finally approved in the early 70's. the problem.

As a result from these analyses it appeared But actually that system was not a "uniimpossible to solve the then existing pro- fied" one, except for the preparation and blems of impaired flight safety, economy issuance of guidelines common to all airsand efficiency relating to the joint use of the pace users, the use of common facilities by airspace effectively without governmental military and civil ATC centres and joint responsibility for the technical development of regulation.

Both the results of the studies and conclu- the system. sions of the governmental commission tur2. Was there any planned support to the ned out to be identical. A State nm ATC system was required that would be managed "UnifiedATC System"plans ?

For the purpose of scientific support to by an organization under governmental the ATCsystem, a ¡'Scientific Experimental control.

THE CONTR OLLER/ MAR CH 1993

Center for ATC Automation" was established in St. Petersburg.It is known as the "State ResearchInstitute- Aeronavigatsia" .

It is also worth noting that State funds, which had been intended for the modernization of the ATC system, have actually been spent without any positive result during those years.

The main reason for that misspending of funds was that there was no single owner of the ATC system, and that consequently nobody was responsible for the proper use of these funds.

And as a result of this situation, a special commissionconsisting of representatives of concerned organizations involved in aviation matters was established as a top level authority over the ATC system. This commission was headed by a representative of the Ministry of Defenceand approveddecisions reachedby majorityvote.

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A procedure for the realization of the decisions taken was workedout by the respective departments, which were responsible for a subjectmatter.

Supportingpersonnel, which consisted of two groups,preparedmaterials for approval by this commission.

One of those groups was under control of the Ministry of Civil Aviation, while the other reportedto the Ministry of Defence.

The same staff had to perform the administrative and methodical management of the "Unified System Organization's" elements.

\

if that attituderesultedin detrimentalconsequencesto the airspaceusers.

As a result of this behaviour, ATC units were not taken out of the controlled-economy structures of the Civil Aviation Department and the government could not carry through its decision to become effective.

The USSR President's decree, therefore, could not be implementedat that time and ATC continuedto be centrally administered in the previous way.

6. Whatthen led to the formation of the "InterstateAviationCommittee", /AC? 3. To whom then did the staff of the IAC or MAK correctly stands for "Unified ATC System" report and what "Interstate Aviation Committee for the did its organizationachie1e?

Coordination of ATC of the CIS" or in Russian "Mezhgosudarstvenniy AviatsionThe executive organs of the "Unified niy Komitet" MAKfor short. One must reaSystem Organization" were also composed lize that at the same time the processof disof sections and were subordinateboth to the tributing jurisdiction in the field of state Ministry of Defence and the Ministry of control among the Republicshad started in Civil Aviationby means of appropriateair the USSR. force and civil aviation units.

5. What then were the objectivesof the Still, the "Unified ATC System OrganAnd that this process helped to realize that ization" played some positiverole in impro- new GOSAERONA VIGATSIA and were the Republics had to have inter-republic coordinationbodies to support their diffeving flight safety and the more efficientuse theyfulfilled?

The main objective of GOSAERONAVI- rent kinds of pla.nned,orbetter, controlledof the airspace.

In general, these were seen as a more clear GATSIAwas to revise normative-legalacts economies.

The main reason for the establishmentof distributionof functions and the taking of for the use of the airspace and to work out measures for the technical support of the proposals for the creation of a "Unified these inter-republiccoordinationbodies was State System for the Use of the Airspace" to gain sufficient time for the set-up of ATCsystem.

And according to this distributionof func- based on the existingATCorganizationand appropriate "Republic State Organs" for tions, coordinationof the joint use of the its facilities. elaborationof the necessary normative-legal GOSAERONAVIG ATSIA also had to acts on civil aviationand air navigation. airspace was entrusted to militaryATCfacicoordinate the use of the airspace with all It was then determined as a necessity to lities only. users on an equal basis and in accordance These facilitieswere also tasked to provihave uniform interstate legislation on the de ATC services to flights, which did not with State priorities and to become the sole use of the airspace within the former operate in accordance with established provider of ATCservices.

USSR. These functions were not limited to the This is importantto note, first of all, as all ICAOprocedures.

Different from the usual division of ATC coordinationand control of flight operations States of the USSRpracticallyhad the same functions in the western world, in the USSR by the more than 150 ATC facilities, but necessity.

Takinginto considerationall those circumarea controlof flights enroutewas entrusted also included the regulationof other activito civil ATC units, which were part of the ties having an effect on flight safety, such as stances, the USSR's Republics agreed to "Unified ATC System Organization", but air to air, ground to air and air to ground establish the "Interstate Aviaiton Comaerodromecontrol at airports and approach firing, rocket launches, the ascent and des- mittee" IAC respectively MAK for short & departure control in control zones and cent of material objects in the airspace,obs- as their coordinationbody. terminal control areas were entrusted to truction clearance, etc.

7. Everybody in the western aviation Prior to the establishment of such a "State other civil ATC units, which were not part world knows about MAK. Does it still have of the "UnifiedATCSystem Organization". ATC System" it was however necessary to These units only cooperated with each other first take out the civil ATC units and ser- the same authoritythan before ? vices from the controlled-economystrucfor the solution of special mutualproblems.

The IAC was to be an executive organ of The main result of this type of organiza- tures of the Ministry of Civil Aviation sys- the Council of States plenipotentiary repretion of the air traffic (control) services was tem. sentatives.The portfolio of IAC's activity However, both the Ministry of Civil was then determinedand the States had set the creation of uniformly functioning ATC Aviation, which no longer exists, and the up appropriate functions for delegation to systemelements.

Ministry of Defence were not interestedin the Committee.

4. Did "Perestroika" then have an effect such system and its development. Both Most of the States of the former Soviet on the operation andfurther development ministries were only too eager to maintain Union after the dissolutionof the USSRand of the" Unified ATC System"? their authoritiyand influence on ATC,even the creation of the CIS confirmed tl1eneed 1

1

Partly yes and partly no. The former UnitedATCSystem of the USSR was never fully completed and practically collapsed.

The conclusionsof researchers and planners had shown anyhow that such uniform ATC system structure could not become effectivebeforethe mid 90's.

However,day to day operations and developments had corroboratedthe inefficiency of the formersystem.

The State's conversioninto a market (economy) system under conditions of unsuitable preparation on behalf of the civil air carriersto market conditions only increased and accelerated the crisis, in which the "Unified ATCSystem" was.

In this situation the government had to take cardinal measures for the purpose of a more effective use of the airspace; and in 1990 the commission of "Airspace Use and Air Traffic Control" of the USSR Government, called "GOSAERONAVIGATSIA" was established.

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THE CONTROLLER/ MARCH 1993

17

Swi air Customer Portrait 67: George Klarsfeld, cosmetics executive, with Nicolas and Char lie, New York, photo by Pamela Hanson.

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SPECIAL FEATURE ____

for the existenceof such committee,i.e. the IAC. But as had already happened previously, that decision was not implemented.

Logically, and first of all, each Republic had to set up its own organizationfor the regulationof airspaceuse and the provision of ATCservices.

And then the council of plenipotentiary representatives had to consider the Republics Governments' decisions on the IAC's functions and had to take decisions on the structure of IAC, its manpower, financing, authority and tasks for the coordinationof activitiesof the Republics' organizations.

8. ls the !AC then still also representing the Russian Federation in air navigation and ATM/ATCmatters withinthe CIS and outside?

No, because the President of Russia then entrusted his Government to determine similar functionsfor Russia. In doing so, he faced different opinions of the Ministry of Civil Aviationand the former Commission for AirspaceUse and Air TrafficControl of the Russian Federations' Government, concerningthe functions of the IAC. In addition hereto, it was difficultto clarify some of the authoritative rights and functions of the IAC, which is headed by Prof.

T. Anodina, and its role as an organization, overruling the sovereignty of the various States of the CIS. It must therefore be contradictory to a State's decision to have an organizationfor the coordination of acts of appropriate States' organs withoutinfringing their sovereignty.

It must be stressedthat the IAC was to fulfil a coordinationrole within the CIS only; and there was no other decision of the CIS States as to any other role of the IAC. Despite IAC's activities on the GATSS project for the conceptual design, production and implementationof a uniform ATC system for the CIS (see box) in cooperation with western companies, its specific coordination functions still have to be specified.

9. Which steps in your consideration have to be takento alleviatethis situation?

In consequence to this situation, the " Commission for the Use of the Airspace and Air Traffic Services of the Russian Federations' Government", called ROSAERONAVIGATSIA was set up on 27 February this year (1992) in accordance THE CONTROLLER/MARCH

1993

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This transitionalperiod will end in l 994 in accordance with the agreement concluded by the CIS States earlier this year. It must be stressed that the situation, which the Russian ATC System faces today, requires to shorten this period.

Rosaeronavigatsia's first deputy chairman is Mr. S. Evsiukov, like myself also an air traffic controller. The international depart10. Rosaeronavigatsiais not yet suffi- ment is chairedby Mr. A. Sokolov (Director ciently known in other parts of the world. Foreign Relations),the chief expert for sysHave external contactsto other air naviga- tem engineering& development is Mr. V. D. Soldatov, the director of the economics and tion organizationsoutside the CIS already finance department is Mr. V. A. Nikitich, takenplace?

Yes, during the visit of the Russian Mr. Y. Averianovis the chief for airspace President Boris Yeltsin to the USA in June use & management, Mr. S. Pankratov the chief for all technical matters, Mr. V.A this year.

During this visit a memorandum on the Karpov is the chief of the air traffic control mutual understanding between the Govern- operations department, Mr. G. I. Karabash ments of Russia and the USA was signed on the director of system analyses & the role, function and authority of Rosaero- Information, Mr. A. Yezbov the director of navigatsia, on the use of the Russian airspa- ATC standards & procedures, Mr. V. Oreshin the director of system engineering ce and on the provisionof ATCservices.

This memorandum, two months after & developmentand finallyMr. V. Kurenkov Rosaeronavigatsia-Ru ssia was established, acts as principal advisor to the chairman of declared for the first time on international the commission.

The Air Traffic Services Department level that the Russian Governmentauthorized Rosaeronavigatsiato be its plenipoten- constitutes the Russian authority for Air tiary organ on all subjects of this memoran- Traffic Services, Use of the Airspace, ATS Operations Personnel and Professional dum.

Matters, ATS Systems Analysis and Legal 11. What is the new Rosairnavigation's Matters. The various regional ATS offices organizationalstructure and which are its report to the ATS Section of this Department. main tasks?

The Procurement & Technical Facilities Rosaeronavigatsia's main goals and functions at present are the preparation of Departmentconstitutesthe authority for the supposed government acts on normative- procurementof equipment,for the operation legal matters relating to the use of the and maintenance of all radio and technical airspace, the elaboration of measures for facilitiesand communications. establishment of a State system for airspa12. Were there any supporters of ce use and the provision of ATC services President Yeltsin's decree 011 Ro.wimaviin Russia.

Those functions include separate matters gatio11amongthe aviationcommunity? of State regulation on the use of the airspace Yes, great support to Rosaeronavigatsiain including the delineationand approvalof air moral and political aspects came from routes, the structuring of the navigable and FATCU, the Federation of the Air Traffic controlled airspace, special use airspace, Controllers' Trade Union, which has a restricted areas and other elements of airs- contributory right in the aviation system of pace structuring and organization.

Rus ia and the CIS and represents some Some 200 air navigation experts and spe- 8000controllers in Russia and an additional cialists form its staff.

6000in the other CIS States.

During the transitional period required FATCUalso was the first adherent to the for the building up of the State ATC establishment of the "Russian State ATC System, some competences do however System" under the control of the President remain with the Ministry of Defence and of the RussianGovernment;a system which the Department of Air Transportation is to be independent of the airspace users. under the Minister of Transport, which is But I myselfmustask. does this mean functhe legal successor of the Ministry of tions, rights and duties entrusted to Civil Aviation of the USSR on the Rosaeronavigatsia by the GovernmentimpleRussian territory. mentveryeasy?The answer is no. unfortunawith a presidential edict after the USSR's disintegration. This, my commission has ministrystatus.

And at the same time the same edict established ROSAERONAVIGATSIA - Russia as the Jeoal successor of Gosaeronavigatsia b ' . of the former USSR on the Russian terntory and its sovereign airspace.

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tely not, and for obviousreasons.Many of the efforts and activities of Rosaeronavigatsia cause great opposition by the Ministry of Transportation and its Departmentof Air Transportation, as well as some sections of the Ministry of Defence.

The optimismof experts, who are setting up the State ATC System in Russia, supported by the Russian air traffic controllers, on the basis of the given concept for the organizationalstructure, as well as the conclusionsas containedin scientific studies on the necessityof the establishment of such a system,and determinedby several interagency commissions in over 20 years give confidencethat such a system can be set up in Russia in such short time.

It is very important in this respect to be able to count on your operations staff in the many ATC centres and units throughout the country.

SPECIAL FEATURE _______

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14. What, Mr. Pyshnyi, is your overall conclusion and outlook once Rosairnavigationis firmly established?

In order to solve this problem,in my opiOne of the expected effects will be the nion, not more than one year's time is avai- continuousimprovementof flight safety of lable'since the safety of flights will further all flightsin the State ATCSystem,be they decrease, and will resultin consequencesto domestic or international.This effect again Russia, which are comparableto damages will increaseRussia's influenceand improcausedby naturaldisasters. ve its position among other States of the Now, and fortunatelythe problem of set- World. Internationalair carriers and busiting up a Russian network of international ness enterprises of other States, worldwide, air routes, facing considerableinterest on have alreadyexpressedtheir interest in the behalfof internationalair carriers,is solved. earliest possible establishment of the Just recentlywe inauguratedthe new north- Russian State ATCSystemfor the efficient south East-Siberian air route for direct use of the airspace.And consequently, they flightsbetweenthe USA and Japan. all promote this Russiandecision, having its Also, the Russian Governmentnow is in positive effectson the worldwideair transthe process of considering projects with portation system, of which Russia is part foreign partners to modernize the ATC with some 3000 aerodromeson its territory system, which offer joint ventures with and a great need for a safe, efficient and Russia in producing the required ATC economic air navigation & traffic control equipment. system.+ 13. How do you then personally judge the present situation 011 ATM /ATC in Russia, if not the whole of the CIS?

THEFUTUREOFATC IN RUSSIA The problems to be solvedin setting-upan efficientATM/ ATC system in Russia and the other CIS States are vast and the task is huge. Comparedwith other parts of the country's economyand related industry,the air transportationsystemfacesone big advantage. Its customers,the airspace users, i.e. the airline operators, will pay for the air trafficservicesprovided to them.This fortunate situation motivatesforeignassistanceand financing, especially if one considersthe tremendoussavings in route lengths for internationalflightsto South-East Asia and the Far East.

Especiallyforeign air carriers flying into, out of and through Russianairspacewill pay in hard currency,urgentlyneededin reequippingATCfacilities with new equipmentand in settingup an efficientand economicATMsystemoperation.

Apart from private industryattemptsto gain access to the CIS ATCmarket,such as A.lenia's (Italy)involvementin the Russian BURAN project, also starter-money has been provided by the Comnussionof the EuropeanCommunitiesfor the drawingup of a trainingand technicalassistanceplan for ATCin the republics of the CIS (ex SovietUnion).This contract, worth 2.1 millionECU has been awardedto THOMSON-CSP (France)by the CEC aftera call for tendersas part of EC aid to supporteffortsby the CIS to reformits productivesectorand adaptto a marketeconomy.

This plan will also help to gauge the need for modernizationof the republics' ATCinfrastructuresand for replacementor upgrading of equipmentat certainairports.

The plan is the first step in an EC technical assistance programme expectedto last for severalyears.

As far as direct western industry involvement is concerned the formerUSSRMinistry of Civil Aviationsigned a memorandumof understandingwith Westinghou se Electric Corporation(USA) in the late 801s to conduct a National Air TFaffic Management Modernizationstudyfor the formerUSSR.

THE CONTROLLER/MARCH 1993

This consortium, formed by Westinghou se (USA), AT & T (USA), C. Itoh (Japan), DASA (Germany), Hughes Aircraft Company (USA) and IBM (USA) is called "Global Air TransportationSystems and Services", GATSS for short.

The studyand concepton GATSShave just recently been accepted by Russianand CIS air navigation authorities. Jointly produced with CIS experts, it describes a self-financing long-term programmeto modernizethe CIS ATMsystem in four phases.

The objectiveof the initialphase is to enhancethe airspaceand supportingfacilitiesto be used by domestic and internationalair traffic. The initial phase also provides for automatic billing of internationaland domestic user fees.

Phase 1 {1994-1997)involves consolidation of a numberof area controlcentres and the beginningof modernization of aerodrome controltowersand terminal (approach)control centres.

Phase 2 {1995-1998)completes the consolidation of the area control centres and continues tenninal control centre automation and aerodromecontrol tower modernization.

Phase 3 {1996-2000 ) includes widespread implementationof the futureair traffic management based upon higher ordersof automation.

Phase4 {1998-2005)includes the transitionto the futureair traffic managementsystem.

The CIS airspace is a vitalnaturalresource,which,becauseof its importance in the movementof passengers,goods and services, wilJhave a stimulatingimpactin all areasof the economy.

BENEFITS OFMODERNIZATION

Modernization of the CIS ATM- Systemwill not only improve the safety and efficiencyof air transportationin the CIS, but will also contribute to improvementsin the overaJIeconomy.The inter..,...,. page 22

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bution to all ATM/ATCunits will be a pre-requisitefor the efficient functioningof the upgradedsystem.

Second, an efficientground/groundATM/ATCtelephonesystem nationaland domesticuser fees collected can be used to modernize and expand the entire CIS National ATM System. The benefits of coveringall of the CIS Statesand VHF air/groundradio telephony systems,both preferablysatellitebased, are required to allow the implementingthe plan include: system to functionfast enough.

Third, radio navigational aids for enroute navigation apart ENHANCED FLIGHT SAFETY The technicalmodernizationof the CIS airspace will significant- from inertial navigation procedures and area radar coverage ly increasethe level of lfigbt safety. Modern equipment that com- must be provided, if at all possible on the basis of remotely monitored navaid and radar sites to save manpower, time and plies with the ICAO standards will be introduced. money in navaid operation, monitoring, maintenance and repair. Fourth,commonATCoperatingprocedureson the basis of IMPROVEMENTS INAIRTRANSPORTATION EFFICIENCY The modernizationof the CIS airspace system will enhance sys- internationalstandardsmust be devised for air traffic controllers tem capacity and transportation efficiency.It is estimated that the and implementedto ensurea uniformoperationof the overall sysimprovements in air transportation system efficiency will result in tem and provisionof air traffic (control)services.The ATC mansavings of 75 billion USD over the period from 1992 to 2015 to power (about 14 000) is there, but extensive cross-training will have to be given.Onlyonce these and other requirementsfor the the CIS, the airlines, and the passengers.

The modernizationof the CIS ATM system to meet worldwide proper functioningof the systemare fulfilled and guaranteed, can standardsand its integration with the European system will bring the overall ATM/ATCsystem of the CIS be fully connected with about the introductionof international standards which will provi- the West-EuropeanATM/ATCsystem, which will however have de the basis for a service level expected by the international air again madeconsiderableprogressby then.

The gap between these two system generations will therefore carriersand their customers.

Equipment-wise, and first of all, Russia and the CIS need a new have becomewidertowardsthe end of this century.To close it will high-speed ground/ground aeronautical telecommunication net- cost in the order to 12 to 20 billion USD plus, and it will require work to connect all ATM/ATC facilities on their territories. much more effort by all partiesconcernedthan previouslyenvisaCommonproceduresfor quick flight plan filing, storage and distri- ged.

UPDATE

FATCUOFRUSSIA

Shortly after our interview, in Nov. 92, ROSAERONAVIGATSIA (Rosaimavigation) lost its independentministry status and was incorporated into the Ministry of Transport as a separatedepartmentin parallel to the Air Transportationdepartment.

The Minister of Transportis Mr. A. Efimov reportingto one of the Vice-PrimeMinisters in the government, and Mr. Pyshnyi remains Chairmanof ROSAERONA VIGATSIA. In the mean time, ROSAERONAVIGAT SIA now reads "Commission of Air Traffic regulation" instead of "Commission for the Use of the Airspaceand Air Traffic Services of the Russian Government" .

Mr . Larin, the Director of the Air Transportation Department has been dismissed. A successor has been nominated by the government but has not yet been appointed. This candidate is not Prof. Mrs. T. Anodina.

The government of Russia has meanwhile decided on the priorities of various required ATC part-projects. A first number of such part-projects has been defined and the Ministry of Transport has been tasked to begin with the realisation of such projects, which have to be specified in detail and that corresponding documents for international tender have to be prepared.

The one-daystrike of the Federationof Air TrafficController Unions of Russia(FATCU) announcedfor 30 Nov. 92 wascalledoff only one hour before it was to start. The Russian government had given in and accepted FATCU's legitimatedemands, whichwere: • Ceaseof all governmentprosecutionsand retaliatory measures against participant s of the one-daystrikeof 15Aug.92 and all disciplinarymeasures againstthe strikers; • Fulfilmentof Russian FederationPresident BorisYeltsin's decree orderN° 200 to its full extent. Creation of a State ATCSystem underciviliangovernmentcontrol; • Fulfilment of the May Agreementbetween the governmentand FATCU/Rin becoming effective within the whole of the Russianterritory; • End to unlawfulmeasures against strikers at the flighttesting stationat Zhukovskyaerodrome near Moscow,where 69 controllers werefaed.

On Friday 28 Nov.92, the SupremeCourt of Russia ruled over the 19 lowercourtcases against air traffic controllersthroughoutthe Russian Federation, which had been opened in consequence to FATCU's one-daystrikeon 15 Aug. The Court ruled that the foundation and existence of FATCUas one of the first few democratic unions was rightfuland that

22

the 19 pending cases of lower courts were illegal under the government's previous decisions on FATCU. As a consequence, these cases have been closed and the 19 controllersplus 66 of their colleagues from the Zhukovsky military aerodrome have been called back to work by their local employers. Three more, among them the former flight director of the BURAN space shuttle operations are still not allowed to returnto work.

FATCU/RPresident, Mr. Vladimir Konussenko,re-electedduring the annual convention of the ATCunion federationon 29 Oct. 92, recentlytold westerncolleagues that the foremost prioritynow is the identification and locationof five air traffic controllers, who have beenjailed for years at different locations in Russia for not havingfollowedsome standardATC operations procedures in the executionof their ATCduties. None of these operationalincidents resulted in an accident, it wassaid.

The averagemonthlysalary of an air traffic controller in Russia amounts to 30,000 Rubies. The exchange rate to the USD is 400 Rubies to 1 USO. Lastly, FATCU's headquaiters are located in the administration building of Rosairnavigation in Moscowand its international liaison officeris Mr.DimitryMoiseev.

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THE CONTROL LER/MA RCH 1993

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ATLANTIC CITY,NEWJERSEY,USA,1-5NOVEMBER 1992

NUA MEETIN D Mike Wildin, UK GATCODirectorInternationalAffairs he UK Guild of Air Traffic Control Officerssent a delegationcomprising its President, Director Professional, Director Technical, Director International Affairs and Mr. Paul Gale to the above event. The delegationjoined approximately 4,000 othersat the meetingwhichcomprised a visit to the nearbyFAATechnicalCentre, a large exhibitionof ATC-relatedequipment and services and nine technical sessions.

Further technical sessions were offered during the Open Day at the FAA Technical Centre. The event took place at the Trump Taj Mal1alHotel and Casino which, as a venue, completely defies description! I found it slightly illogical that one of the world's most prestigious and influential ATCconferencesshould be held in a casino which is synonymouswith risk and gambling, which are wordsthat do not appear in the ATC dictionary! The meeting stai1ed with the visit on to the FAA Technical Centre.Althoughthis was billed as an Open Day the Centre is actuallyopen for a full 7 day week, 24 hour a day operation and its serves both the FAA's need and also the needs of industryin the work that it does.

FAA TECHNICAL CENTRE OPEN DAY 2NDNOVEMBER After the welcome ceremony and the dedication of the new Human Factors Laboratory the guests were invited to sign up for their choiceof a numberof organised tours on offer throughout the day. These consisted of tours to the Aircraft Safety Facility,to the Aviation Safety Building, around the aircraft hangai·, ai·oundthe ATC Laboratory and the new Humai1 Factors Laboratory. All tours were escorted by knowledgeableFAA staff. There were five technical session also available on a walk-in basis dealing with such matters as " Simulationand the Future System", "The Quality of The Future System", "Systems Architecture" etc. The UK delegation visited the aircrafthangarand viewedthe B727 currently used for MLS, GPS, ADS and Mode S trials. This aircraft had been used for some of the eai·ly EFIS trials. Also on view was the Beech 200 used for evaluation THE CONTROLLER/MARCH

1993

of commerciallyavailablenavigationequipment. Additionalto the governmentsponsored work, the aircraft is available for contract work to industry. This also applies to all the facilitiesat the Centre.

The tour around the Human Factors Laboratory was disappointingas there was little to view. That was understandable because of the newness of its dedication.

This purpose-builtcentre has been provided to evaluate Human Factor aspects of technical developmentsunder the title "Bringing People and Technology Together". It was felt that our next visit will be much more rewarding!The delegation left the tour feeling that this importantfacilitywould quickly be offeringvaluableinsights into the field of Human Factors Any disappointmentfelt was quickly dispelled by the visit to the ATCLaboratory.

The current work of this section is divided into En-Route, Terminal, Oceanic Development and Interim Human Factors. En-Route projects underway were the Initial Sector Suite System (ISSS), Datalink, and Voice Switching CommunicationsSystem (VCSC). Terminal projects were Terminal Air Traffic Control Automation (TATCA), Precision Runway Monitor (PRM) and ARTS III A development. Oceanic Development work centred on Oceanic Display and Planning (ODAPS) and lastly Interim Human Factors work involved the Reconfigurable Cockpit Simulator (RCS) and the ISSS Simulator.

All the above work involved the Tai·get GenerationFacility (TGF) which can utilise a maximum of 33 operators each driving a total of 11targets and the inputs from airline flight simulators situated around the USA piped directly into the above projects. The tour around here lasted approximately 90 minutes but I think the GATCOdelegation could have spent most of the week here such was their interest in the projects under evaluation. It did provide a fascinating insight into future possibilities.

ATCA'92 WORKING SESSIONS

The conference working sessions numbered nine with topics covering Human

Factors matters, Operations and Procedures, Research and Development and Future Systems. Several very interesting items emergedfrom the presentations and ensuing discussions.

The FAA intends to attempt to archive all radar information, from all radars on a daily basis for statisticpurposes, during next year.

They intend to develop a single National database for ATC & Civil Aircraft operators, including a total restructuring of the NOTAMsystem.

The Flow Centre at Washington is being moved to Dallas. The existing operating positions will be increased to 22 and staff increased from 48 to 66. Additionally, space will be provided for other agencies to work as a completeco-locatedFlow and Airspace Management Unit, including the Dept. of Defence, Military Airspace Management teams and the Drug EnforcementAgency.

One presenter gave a presentation dealing with change. As change is ever present in the ATC world the subject of the management of any change, whether by procedures or personnel, or the introduction of new technology, becomes very important.

Successful change implementation means getting the users to "own" the problem and be actively involved from an early stage in its solution. Unsuccessful change implementationcan lead to poor labour relations and significant resistance to the initial and any subsequent change programme.

Of interest was the FAA'seff011sto introduce what they term "diversity" into the ATCsystem in the USA. It is recognised by FAA management that the majority of the US controller workforce come from the same ethnic group. In order to bring the largest number of viewpoints to beai· on any subject then the widest possible gender and cultural mix is required. This is termed "diversity". A speaker from the floor made the point that diversity should also include professionaldiversity.

Duringone discussionsession the NATCA representativesaid that ATCO's were not opposed to new technology but were not ...,..., page 32

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CONFERENCE PREVIEW _________

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THE GATEWAY TOT E IFATCA 1993CONFERENCE

N ERNATIONA ited on 757 hectaresof land to the west of Christchurch City (population 288,054) Christchurch International Airport is the undisputedgateway to New Zealand's main tourist attractions- Mount Cook, the glaciers, Queenstown, the Southern Lakes and Milford Sound.

Increasingly its closeness to these world famous drawcards is boosting the City's importanceas a directgateway.

The Airport came into being in 1935with the initial purchase of approximatelyonethird the existing land envelopeand it opened for commercialflying in 1940. Taken over during World Ward II by the Governmentas a training establishment,it later reverted to Civil Aviation.In 1950 it became the first international airport of New Zealand. In 1955 a joint venture between the ChristchurchCity Counciland the New Zealand Governmentwas established with managementthe responsibilityof the ChristchurchCity Council. Flying control, navigation aids, Aviation,Secmity, Rescue, Fire and Meteorologicalservices were a CentralGovernment responsibility.

Effective 1st April 1988, the management of the Airport was taken over by a new company, Christchurch International Airport Limited. At the same time the Air TrafficControlfunctions werevestedwith a state-owned enterp1ise,the Airways Corporation of New ZealandLtd. Althoughsmall comparedto many of the international "hub airports" Christchurch InternationalAirportsupportsa diversityof activitiesin keepingwith the changingrole of airports whereby increasingly they are developing as diverse communitiessupporting transporthubs. Generalaviationis still an important componentat the Airportwith a very active Aero Club plus other private trainingoperationsoperatingon the Airport and mainlyutilisinga grass strip parallelto the main north-east/south-west runway.

A relatively unique feature of ChristchurchAirportis its gatewayrole as regards servicing the Antarctic continent. For almost forty years the US Antarctic TH E CONTROLLER/MARCH 1993

Air New ZealandBoeing 737dockingat Christchurchlntemational Airport.

Programme, managed by the National Science Foundation, has used Christchurch as the support base for flights to Antarctica.

During the Antarctic summer season daily flightsdirect from Christchurchto the Ice at McMurdo cruTyessential supplies and personnel. At the commencement of each Antarctic season an " ice runway" is created on the sea adjacent to McMurdoStation but as the summer melt proceeds, this is relocated to the permanent ice a few miles inland.

At this time wheeled aircraft activities, traditionally undertaken by CSA Galaxies and

Cl41 Starlifters are replaced by ski-equipped C130's.

Increasingly inbound tourism is the engine for air movements. Currentlyapproximately one million overseasvisitors travel to New Zealand each year but New Zealand's Tourism Board have an ambitious target of some three million visitations by the year 2000. Given New Zealand's relatively small populationof 3.37 million and their established propensity to travel by air, it will obviouslybe inbound travel which will be the importantdrive for the future.

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NEWS___________________

FRANCE. - France's PH1DAS (Position Harmonisant et lntegrant les Dialogues Interactifs Assistance et Secours) programme is a large-scale air traffic control infrastructure modernisation programmecurrently being conducted by the French civil aviation authority (DGAC). The programme involves the replacement of some 600 controllerpositions at the five area control centres in the French en route network. After evaluation, the Thomson-CSFTDX 2000 controller position was selected by the DGAC Technical

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of ATCOs from Saint-Peterbourgin the West to Kamchatka and Sakhalinregions in the East. Heated discussions took place concerning the results of the August 1992 strike of air traffic controllers.

The delegates noted that in spite of the promise made by VicePresident Rutskoy the governmenthas launched 19 criminal cases of prosecution against union leaders and strikers. The Convention sought to stop all prosecutionsand retaliatory measures against participants.

IATA.- IATAreport that they can now see a true year-on-year traffic comparison, as the effect of the 1991 Gulf War recedes.

Passenger and freight growth show little distortion and are according to normalairlineexpectations.However, capacity continues to grow as fast, or faster, than traffic and this is having a depressive effect on averageyields- as carriersattemptto fill it.

JERSEY.- Jersey, ChannelIslands has recently ordered a dual channel Cossor Condor MK2 MSSR. The order follows other UK fits of the equipment for the regional airports at Newcastle and Bournemouth.Cossor claim to have more MSSR systems in service or ordered at locations around the World than any other supplier.

This recent order brings the total systems buy to 130. As with all previous Cossor MSSR equipment the Condor MK2 is fully upgradeable to ModeS.

ATC air situation Display on TDX 2000 graphic generator.

Services for Air Navigation (STNA). The flexible controller position was designed and developed around the T 2000 X, a very high definition graphics generator.It can be adapted to all control centre configurations and displays the air situation on one or two screens.

The equipment has been designed to accommodatefuture as well as conventional man system interface solutions. The new controller positionsare expected to come into service in 1996.

• CANADA.- Approval has been given by the CanadianMinistry of Transport to a unit of Hughes Aircraft Company for final developmentof more than one million lines of software code that will be the heart of the nations new air traffic control system. The software specification details the full requirements for the Canadian AutomatedAir Traffic System (CAATS).

CAATSwill provide real-time processing, display and transfer of flight data to all major air traffic control facilities nationwide. It will also provide a full-colour, high resolution common controller workstation. Flight data processing systems will be installed at the seven area control centres and related peripheral equipment will be installed at two terminal control units, 60 airport control towers and one altitude reservation unit. Additionally, all flight service stations in Canada will be linked to the CAATS centres.The $400 million system is expected to be fully installed by the end of 1996.

• RUSSIA.- The second Biannual Convention of the Federation of Air Traffic Controller's Unions of Russia (FATCU/R) met in Moscow to discuss vital issues affecting air traffic control in Russia.

230 delegates took part in the Convention. representingthe interests

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II SINGAPORE.- Thomson-CSFis going to supply a new air trafficcontrolsystemfor the SingaporeAviationAcademy.In 1994, the Civil AviationAuthorityof Singapore(CAAS) will be provided with an air traffic control centre, four radars and a simulator. The Long Range Radar and Display System (LORADS) is based on a new, fully distributed architecturewhich has been duplicated for higher reliability and safety. The LORADS contract also provides for the interconnectionto the AFTN, to the airport flight information display system, the meteorologicalservices computer system and also to existing radars.

• LITHUANIA.- The two airports of Vilnius and Klaipeda are going to be equippedwith two primary approachcontrol radars supplied by Thomson-CSF.The radars (TA 10 MTD) will also be fitted with secondaryradar (RSM970) for en route control.

• USA. - The US FAAand computermanufacturer IBM are creating a team to address serious developmentproblems with a key element of the USA's national air trafficcontrol modernisation. Senior FAA officials are concernedthat the AdvancedAutomation System (AAS) faces further delays, as well as expensive overruns, if problems with its most importantcomponent,the Initial Sector Suite (ISSS) are not solved soon. The AAS is vital to cope with with soaring demand for capacity in the US but its software has to reach extremely demandingreliability levels.

• UNITEDKINGDOM.- In response to its customers' changed needs, the UK CAA is to modify the implementation programme for the Central Control Function (CCF). This follows changes in the previouslyexpected distributionof air traffic between London's airports. The CCF will increase the capacity of the airspace over South East England through the provision of a new Operations Room at the LondonAir TrafficControlCentre at West Drayton. The concept is based on new airspace sectors associated with a "tunnels in the sky" system of controlling aircraft. The system is expected to proviTHE CONTROLLER / MARCH 1993

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NEWS_________

de a 30% increasein the capacity of the London Tenninal Control Area serving the London area airports that include Heathrow, Gatwick, Stansted,Luton and London City. The five stage implementation plan has been modified in the last stage to reflect the increase of air traffic in the Heathrow and Gatwick areas and the slowingof the growthrate at Stansted.

EUROPE. - Despite predictions of chaos and substantial increase in some parts of Europe the expected "clogging" of the European ATC system did not materialise says Eurocontrol.

During its Annual General Meeting, last December, the organisation revealed that movements in its route charges system, which includes I 5 countries, increased by an average of 8.2% during the first 9 months of 1992. " This is not an all-clear signal, but it is an indication that our combined action has had a positive impact on the situation" said Eurocontrol Director General, Mr Keith Mack.

Denmark has become the latest member of Eurocontrolbringing the membershiptotal to 18countries.It is the first NordicState to be accepted,althoughSweden,Norwayand Finland have observerstatus.

TRINIDADANDTOBAGO.- The new ACC with its associated radar facilities are now operational.The new address is : Air Traffic Control Radar Building, Caroni, North Bank Road, Piarco InternationalAirport.The Secretaryof TTATCAcan be contactedat this address.

TANZANIA. - The Tanzania Air Traffic Controllers' Association(TATCA)held its 13th Annual General Meeting at the Dares SalaamInternational Airportat the end of October.

RIIUI

1~ANIW GfNfRAl MEETING

20-21OCTO BER

I TopTableat TanzaniaMeeting.

The meeting was formally opened by the former Minister for Communications and Transport, the Hon. Jackson Makweta.Items discussed included important issues associated with training and welfare of controllers as well as the improvement of air traffic control equipment.

The meeting was attended by the IFATCA Executive Vice President for Africa and the Middle East, Mr Abou El Seoud El Karimy.

The dosing ceremonywas officiated by the Director General of Civil Aviation, Mr Lot Molle!.

THE CONTROLLER / MARCH 1993

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HONGKONG.- A unit of Hughes Aircraft Company has been selected for a $9 million contract to serve as the programme management consultantfor the integrationof air traffic control systems at Hong Kong's Chap Lap Kok Airport, currently being developed.

The companywill assist in the developmentof the air traffic control system specificationsand tender packages as well as assist in evaluatingthe resultantbids. The airport is expectedto begin operations in 1997.

INDIA.- Raytheon Canada is to provide two airport surveillance radars and two en route surveillanceradars to India. Cossor will supplyfour monopulseSSRs for the same contract. The $80 million contract will update the air traffic control centres at Bombay and Delhi.

SAUDIARABIA.- The newly built King Fahd International Airport , located in the Eastern Provinceof the Kingdom,is to have a 'turnkey' contract to provide air traffic control, navigation and telecommunicationssystems. A consortium formed by ThomsonCSF and the Saudi companiesInternationalSystem Engineeringand STESAwill installthe approachcontrol system which will comprise a TRAC 2100 solid-state primary radar, an RSM 970 MSSR and a Eurocat2000 control centre with 9 controllerworkstations,each fitted with very high definitioncolour raster displays.

ICAO SYMPOSIUMPREVIEW.- The Second ICAO Flight Safety and Human Factors Symposium will be held in Washington, D.C. USA from 12 to 15 April 1993. The Symposium is part of the ten-year ICAO Flight Safety and Human Factors plan of action, and follows the ICAO Human Factors Symposium held in Leningrad, former USSR, from 3 to 7 April 1990.

The theme of the Symposium will be "Human Factors Training for Operational Personnel". Lapses in human performance and human error are underlying causes in all aviation accidents and incidents. For years the international community has debated about possible ways to control and minimise the negative impact of human error in aviation safety and effectiveness.

It was not clear to what extent formal endeavours to address human capabilities and limitations could be developed and implemented. This situation has changed, partly due to the involvement of researchers in accident and incident investigation and most important, to the introduction of high-fidelity, real-time simulation. This has allowed them to conduct studies of human behaviour in operational settings (both flight decks and ATC suites) and in controlled environments.

This led to the developmentof aviation Human Factors training programmes for operational personnel which can address human performance issues, develop appropriate Human Factors knowledge and facilitate suitable skills.

The objective of the Symposium is to help improve flight safety by providing the internationalaviation community with an opportunity to discuss the advances made in the research of Human factors and in its practical implementationin the field of training for operationalpersonnel.

The Symposium will be conducted in English, French, Russian and Spanish with multi-national panel presentations. There will be three panels, namely: Human Factors Knowledge Requirement.

Development of Human Factors Skills and Professional Attitudes. and Training for Automation.

See our Agenda for participation details.

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REPORT -¡__________

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AGENDA

STE AM MARCH 93 25-26 Landing and Approach Systems. What happens after ILS? Contact First EuropeCommunications.

Phone +44 7149033 18 Fax +44 71 490 33 19 APRIL 93 12-15 2nd ICAO Flight Safety and Human Factors Symposium, Omni Shoreham Hotel, Washington DC, USA. Contact Capt. Mammo or MrTouron.

Phone + 1 514 286-6381 Fax + 1514288-4772

16, 17, 24 IFATCA Executive Board Meeting, Christchurch, New Zealand.

ContactEdge Green.

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

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

JUNE 93 6-8 ATCA Technical Conference and Exhibits, Geneva, Switzerland.

ContactATCA. Phone +(1) 703 522 5217 Fax + (1) 703 522 7251 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

13-18 Aviation Modeling International Symposium (AMIS), Washington, DC, USA. Contact Systems Resource Management, Inc. P.O. Box 2005, Silver Spring, MD 20915, USA. 25-27 Executive Board Meeting, Montevideo, Uruguay. Contact Edge Green.

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

28

(Editor'sNote:Thefollowing report isanaccount fromoneoftheDutch controllers ondutyin thetowerat Schiphol Airport onOctober 4, 1992- thedayofthetragicdisaster involving the crashof theIsraeli747aircraft,callsign ELY1862.Although notactuallycontrolling at the timeof the disaster thereportgivesa graphic account of thethoughts andfeelingsof the controllers involved withtheincident.) t was Sunday evening, approximately 6.30 pm - together with a few colleagues I was just returning from the ATS restaurant. "There is no reason to hurry" the controller who relieved me earlier at the Approach Controlradar position, had assured me before I went upstairs, so I had allowed myself some extra time to enjoy my dessert.

The first thing heard when re-entering the Ops room was: "Be quiet, we have an emergency on hand". Quickly we assessed the situation. An El Al Boeing 747 with a double engine failure intended to land on Runway 27; in spite of the wind which at that time was 040 degreesat 21 knots .

We realised that the problem was very serious and immediately decided to leave the Approach Control Room. We looked for a suitable place to watch the risky downwind landing on Runway27; the restaurant we had just left seemed appropriate, so we returned there . However, no aircraftappeared - neither on the runway nor on Final, where we only saw some sort of cloud - smoke, as it later turnedout to be.

After a few minutes we returned to the Ops room believing that, because of the north-easterly wind,the aircrafthad decided to come in on another runway. Walking down the two flights of stairs the truth of the matter struck us when we found the Area Controller who had handled the initial Mayday call sittingon the staircase, completely devastated. "It crashed", he repliedto our question.

My first reaction was one of incomprehension and dismay.Then my thoughts were with the coIJeagues directly involved - they needed to be instantly relievedof their control positions.

Entering the radar roomI hardly knewwhat to say, so I quickly took over fromthe active controller. Nevertheless, I then asked exactly what had happened and the story was told in a nutshelJ - "Luckily, it was "only" a cargo plane with no passengers involved . Let's hope it went down in the open field". Many thoughts passed through my mindwhen I was trying to reconstruct the earlier events - what would I have done, had I been the active controller?

Soon the first TV newsflash announced: "Boeing 747 crashes into an apartment building in Amsterdam South-East".

With my last bit of perseverance, I forced myself to concentrate on the work still at hand. The traffic flow continued as if nothing had happened, as if there had been no catastrophe in which a large number of people must have been killed or injured. All of a sudden, every instruction, each clearanceissued, required an enormous effort . I didn't trust anything any more and I was startled at every word that sounded different than that from expected.

Soon the first telephone calls came in from colleagues, who were at home, offering their help and it was time to replace the complete "duty" crew for the remainder of the shift.

The heads of department arrived, including the Deputy Director of ATS and the department's physician. The initial support by the management was more than good, but the vastness of the situation itself remained incomprehensible.

It is not until the next day that the full extent of the disaster became evident. The TV reports weredreadful and deeply moving and so were the newspaper articles.The questions kept popping up in the mind: "What would I have done, had I been the active controller?", and also, "What actually happened?"

Luckily, by discussing my doubts and fears with colleague controllers, tl10se directly involved as well as others, listening to the Rff tapes and later by watching the reconstruction video, I was capable of some sort of acceptance.

I knownow that it could not have happened in any different way than it had. That I would have handled the emergency in the same way as the controller who actually did. And after some days my trust in aviation was gradually restored. I realised that not all aircraft suddenly comedown - as did this one. Bit-by-bit my joy in my work returned. But the realisation that a catastrophe like this can happen at any timeto any air trafficcontroller, myself included, remains. In this case, only by staying for dessert, had I been spared from the direct confrontation!

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THE CONTROLLER/ MARCH 1993

__________

REFLECTIONS _________

AC

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A

JUNE 93

0 Patrick Schelling

s of next conference, IFATCA'93, the CMG (Controller Management Group), currently headed by Skycontrol, will hand over its responsibility for the administration and production of THE CONTROLLER to a, yet-to-beofficially-appointed, Member Association.

After having been managed and produced for more than 13 years in Switzerland, THE CONTROLLERwill soon find another home (country). This gives us the opportunity to take a quick look back at those busy times, but also give some thoughts for the future.

Our Journal has, over the past few years, undergone substantial changes, with the aim to render the Federations Publication more attractive to our readers but also to polish the windows of IFATCA's showcase.

A significant departure from its classical look, was the new styled front cover, introduced for the Acapulco Conference issue, which immediately produced, in all respects, good feedback.

The new, electronically produced layout, first appeared with the June 199 I issue.

These changes were the visible part of the iceberg and are, in fact, part of a project called THE "NEW" CONTROLLER, presented by the CMG at the Budapest European Meeting, in October 1990.

With the objective to get more CONTROLLER with similar production cost the production process was also carefully studied. Task were re-distributed and simplified.

Deadlines are now closer to the actual production start which makes it easier to introduce last minute news or changes.

Thanks to the power and the versatility of today's computers, much of this was made possible. Editorial text, for instance, now travels back and forth between countries, via MODEM and SERVER in seconds... !

But machines, be it computers or faxes, have no value without competent, motivated operators.

This statement gives me the opportunity to thank all those who believed in the project and have contributed to the success of this adventure. Special thanks go to my THE CONTROLLER/MARCH

AGEND

1993

wife Lin who spared no effort to make it happen.

The future? Any undertaking of this nature is constantly evolving - THE CONTROLLERis no exception. To keep a product of this nature going, one has to think in free-market, commercial terms.

Influences like recession, production cost and means, need to be constantly evaluated. Adjustments required by those influences demand quick reaction with the shortest possible lead time. This necessitates an independent management, as it is organised now, within the Federation.

28-lst July Global Navcom 93 Symposium and Exhibition, Washington State Convention Centre, Seattle. Contact David Fisher, IATA, 2000 Peel Street, Montreal, Quebec, Canada H3A 2R4.

Phone + I 514 844 6311 Ext.3404 Fax +1514844 6727

AUGUS T 93 19-22 Taipei AerospaceTechnology Exhibition, Taipei World Trade Centre, Taipei, Taiwan. Contact Linda Howell, Reed Exhibition Companies.

Phone +852 824 0330 Fax +852 824 0246/0271

SEPTEMBER 93 8-11 Business & Light Aviation Exhibition and METX 93 (The International Meteorological Exhibition), North Weald Airfield, Essex, England.

Phone +44 992 52 2210 Fax +44 992 52 2238 15-17 First SIP'IA (International Air Transport Show), Palais des Congres, Porte Maillot, Paris, France. Contact Mondial Convention.

Phone +33 (1) 42 26 33 45 Fax +33 (1) 42 26 15 05

Quality control at the beach.

The quality of the Journal is directly dependent on revenue. Revenue is dependent on quality... Keeping this balance in the future is most challenging but also extremely rewarding.

Back to the beach? Only with one foot really - since I have promised Terry to keep contributing to THE CONTROLLER in the future.

For the time being, however, we are preparing for a smooth " handover".

On behalf of the members of the CMG, I would like to wish the new "crew" a very good start and bid farewell to THE CONTROLLER. +

21-24 Inter Airport 1993. Contact Blenheim International GmbH, Neusser StraBe111, D-4000 Di.isseldorf l .

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

OCTOBER 93 10-13 Country to Country, ACI World Exhibition and ACI North America Regional Conference, Nashville, Tennessee, USA. Contact (outside North America) L. Johnson.

Phone +202 293 85000 Fax +202 331 1362 and (withinNorth America) D. Whitt Phone +4122798 4141 Fax +41 22 788 09 09

29

fJf) -------------

:&e.'s

~

COLUMN ____________

_

HOW TOBUILD AIRCRAFT INTHE90'S(continuing story): The new Airbus A340 is just about the same size as the Boeing 747 but the Europeans, and the French in particular, now want to do better than the Americans and are planning the A350, whose 300 version will carry 1050passengers... Already today when three B747s arrive at the same time it is complete chaos for an hour at the luggage retrieval belts at most airports... Can you imagine what it will be like when three A350's arrive together?

____

RNAV ROUTES INEUROPE

PUBLIC RELATIONS INATC

I have just read that the plans to introduce RNAV in Europe (called Trunk Routes Plan) was officially opposed by two countries. Well that is not too bad if you think it is only two countries out of thirty three... but it is France and GermanyI Ha' Indeed, since they are in the middle of Europe, it is a problem.

But what about Great Britain? Well the UK supports the plan a l 00%, but would not accept any trunk route passing through its airspace! Ah I When you master the language... ?

Another one who knows how to master the English Language: Eurocontroland the European Communities each have a plan to harmonise ATC in Europe.

One is called EATCHIP and is supported by ECAC and Eurocontrol. The other is called ATLASand is supported by the E.C. As this looks a bit confusing, the airlines got together and devised a reply: the AEA solution.

Eurocontrol and the E.C. were annoyed about it and some political influences told them to get together and come out with a common view, which they did. They came out with a common statement that read: "After fruitful talks the E.C. and Eurocontrol AGREED on a PARALLEL APPROACH to ATC in Europe."

But in ATC a Parallel Approach means that they will never meet.

E.C.Public Relations man: "T his is correct, Sir"

CIVIL MIUTARY CO -OPERA1'ION INAEUROPEAN COUNTRY I have read that a meeting between civil and military ministry officials took place in December 1991 to harmonise civil and military airspace...

Wonderful' ... But later the article states that this is the first such meeting since 1982... Ah, they do not seem to like each other very much, but at least now... but wait, it says here that the objective of this December 199l meeting was to "Apply the decisions that were voted in their earlier meeting in...

1971... 20 years earlier !"

My Goel' Yesyou have guessed right... it is in France...

30

J

THE CONT ROLLER / MA RCH 1993

(;/gl;e:60LUMN ---- ~. ~ INMEMORIUM TODAN AIR 1953-1992 Another great airline has gone - this time DAN AIR which would have been 40 years old in a few months time... DAN AIR was one of the first true charter companies which flew to almost everywhere,visitingtiny islands and every possible holiday destination in Europe, generallyusing quite old, second hand aircraft.

DAN AIR aircraft have been controlled by virtually every controller in Europetoday and its pilots will be rememberedby all as friendly and knowingtheir business well. It is a very sad loss.

My first encounter with the airline was in 1969 when I was a young and eager controller at a small airfield. I had the exciting privilege of controllinga DAN AIR Comet IV coming on a oneday visit to our town, full of VIP's. What a sight in those days, and what a noise as well !

The aircraftparked near the tower and everyone on board, including the crew, went away in buses, just leaving orders to refuel the plane - giving us a chance to see the Comet closer. We all helped the Fuel Operator and filled up the wing tanks without a drop to spare. Unfortunatelythe Comet remained parked for the whole afternoon in the sun, and as the fuel started to expand it overflowed a little. When the buses came back a few hours later, the small overflow had changedto a torrent and the passengers and crew did not seem to appreciatehavingto walk in one inch (2.5cm) of kerosene before boardingthe aircraft...

Talking about overflowing reminds me of another DAN AIR anecdote when a DAN AIR BAC 1-11 was coming back from a Greek island flying very, very slowly. I asked the reason and the Captain replied: " Well, our toilets in the back are overflowing and we have to keep the nose up at all times to avoid the liquid spreading into the cabin...

To which someone else on the frequencyreplied: " We wish you a happy landingDAN AIR... !"

DAN AIR was also very friendly to air traffic controllers. In the 80's two of DAN AIR Operations top people (Bob Willis and Peter Sommers not to mention them) made a tour of most European

THE CONTROLL ER, JOURNAL OFAIRTRAFFIC CONTROL , 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 subscriptionpayment to: Union Bank of Switzerland, Airport Branch CH- 12 15Geneva 15 Airport Switzerland.

Account : fFATCA/THE CONTROLLER N° 602 254. MDL Special subscription rates for ATCOs. Enquiries to our Subscription Manager: THE CONTROLLER, PO.Box 196. CH-12 15Geneva l5 Airport, Switzerland.

THE CONTROLLER / MARCH 1993

ATC Centres to understand the ATC related problems of those days. Veryfew airlines ever bothered to do this, and this created a special bond between this airline and ATC. I rememberthat during the final party at an IFATCA Conference in Athens those two ops people were invited and announced: "All those who want to go back to London, come with us..." They had managed to divert an empty B727 to Athens and all those who wished to could fly to Gatwick and continue the party on board.

Yes, DAN AIR also knew how to drink beer (off duty, of course).

Which other airline had an active Captain as a pul;lowner? Near Gatwick, their home base, there was a pub called The Three Horseshoes where the man serving behind the bar would sometimes stop pouring, look at his watch and disappear out the back for five minutes. Then he would come back in his full four stripe uniform and say to his customers: " Sorry, chaps, have to make Palma and back, see you this evening...".

Yes, it really is sad to see the real airlines, with real aircraft and real pilots disappear. All we have today seems to be airlines run by banks operating Airbus 320 with computer input managers at the command...

Goodbye, DAN AIR, we will miss you. Come back if you can. I Youwill always be welcome on our frequencies...

~

SUBSCRIPT ION FORM Please return to: T HE CONTROLL ER, P. 0 . Box 196, CH- 1215 Geneva 15 Airport , Switzerland Familv Name First Name{s) Address ~o~~I

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.... page 3 FOREWORD

Just completedis anotherseriesof successful trials for Flex tracks. Daily generated for controllersand administrationsto dis- Flex tracks now exist betweenLos Angeles cuss some mutual problems and enabling, and Sydney and Los Angelesand Auckland for example,a common application of time (some 14 hours flying time).Othercity pairs separation standards throughout the Pacific are set to follow.A timetablehas been estathus removing several frustrating (and inef- blishedwhichprovidesfor acquisitionof disficient) differing standards mid-route. play systems by March 1993whichwill have Recognising the need for training control- initialcapabilityto receivetrackdata, display lers to use new techniques, training semi- the tracks and plot aircraftpositions.By late nars were held in four countries in conjunc- 1993 more sophisticatedsystems are to be tion. under considerationand these are to include Even more importantly,the Pacific is being system and centre interconnectability. used as a proving ground (ocean?) for Finally, by late 1995, PacificOceanATSproICAO's Automatic Dependant Surveillance viders shouldbe in a position to considerthe concept.The ADS Panel redefinedADS as a introduction of pseudo radar environments servicefor use by ATSin which aircraftauto- thus replacingthe presentproceduralcontrol maticallyprovidevia a data link data derived technique.

Major air traffic control facility replacefrom on-board navigationand positionfixing systems. One airline has been testing this ment programmes are also in progress or capability across the North Pacific for two have just been completed in several counyears now and has won supplementalcertifi- tries. cation to allow the use of data link for way As a well know Australian cricket compointpositioning. In the South Pacific,4 air- mentator is apt to say: "It's all happening". lines and 5 ATC Centres are participating The Pacific part of IFATCA'slargest region m atcom/data link trials. Considerable is definitelynot the sleepy backwater it was valuable data is being collected.

20 years ago when the IFATCA'circus' last

..,. page 11 9th ANNUALASIA PACIFICREGIONAL MEETING, HONG KONG (Thomson CSF) looked at the manufacturers answer to congested airspace and Howard McGlauflin (DISC) talked about the harmonisationof ATC data exchange.

The Hong Kong association also arranged an entertaining and full social programme which included a lively evening with local pilots in which friendly banter was exchanged.

Certain members, including the Executive Board members, were invited as guests of the Macau Director of Civil Aviation to hear a presentation on the Macua's new airport given by Mme Martine Blaize and to see the progress of the construction work.

This was followed by an excellent lunch.

In conclusion, the regional meeting was a highly successful and extremely well organised event which was a credit to Dave Moores and his hardworking team.

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travelled down under. The region contains a vast array of social, economic, religious, political and cultural diversities. It is host to the world's two most populous nations.

It has the biggest island (and the third biggest as well), the largest ocean, the tallest mountains, the largest monolith.

Asia/Pacific has Kings and Queens, Presidents, Prime Ministers and Chairmen.

It has probably the world's most vibrant economy and close to the world's poorest.

It has seen its share of turmoil but contains some of the most peaceful and friendliest people on earth.

And it has New Zealand, venue for IFATCA '93. New Zealand is a small country, just 269,000 square kilometres and a population of just over 3 million but it is a world in microcosm. New Zealand has majestic mountainsand wonderfulskiing, green pastures and rocky terrain, wild rivers and the most serene and beautiful lakes anywhere, pristinebeaches, perfect fishing, an unspoilt environment and a big serving of those friendlypeople. You won't have time to see all of ASP but you should see NZ either beforeor after IFATCA'93 !!!

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..,. page 23

technologies on to the civilian world. One company offered a " Head up Display" ATCA information system for use in the VCR. 33th ANNUALMEETING Automated taxiway routing systems and consulted until late in the game and then runway incursion monitors were drawing werejust requiredto validate the equipment much interest.

The latter was capable of interfacing rather than develop it ( see above reference to change). Attention was drawnto a recent- GPS, DGPS, Mode S, SMR, and ground ly introduced item of "labour saving" tech- based sensors to produce a digital SMRnology that required 12 keystrokes to the type presentation with labelled traffic and existing "one press of a button". It was automated taxy routes from the apron to considered more expensive to tinker with the runway. Any excursion from the nomithe final version than devise the correct nated route caused taxiway stop bars to solution to the problemduring the develop- illuminate ahead of the aircraft, tug or vehicle so preventing an unplanned runment and evaluationstage.

NATCA doubts there will be sufficient way incursion.

The delegation were able to use this dynastaff to undertaketraining, as well as handle mic and energetic forum to reinforce old present and anticipated increases in traffic. friendships and to make new ones. Our EXHIBITION thanks go to all those associated with the Over 100 exhibitors were involvedin the enterpriseand the GATCOdelegation came exhibition which accompaniedthe confe- away with endw-ing memories of the rence. Many famrnar technologies were highest standards of hospitality shown shown. However it was evident that many towards us by ATCA and its corporate companies previously only concerned with members. GATCO looks forward to military applications were turning their Nashville 1993 1

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THE CONTROLLER/MARCH

1993

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We call it Eurocat 2000 An advanced ATC center concept available today with growing capacityfor the future engineered in It's designed around standard protocols and runs programs written in Ada It's expandi&le now or whenever because Thomson-CSF providesall the building&locks you needfor today or tomorrowor the day after DIVISION SYSTl,~ H-.S Df-.FFN:iF I· T CONTROL.F

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