IFATCA The Controller - 3rd Quarter 1994

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JOURNAL OFAIRTRAFFIC CONTROL

United Kingdom, September 1994

Volume 33 N° 3

PUBLISHER

IN THIS ISSUE

IFATCA, International Fed eration of Air Traffic Controller s' Associations. See bottom of page 2 for contact addre ss .

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FOREWORD

The New EVP Finance, John Redmond Reports

EXECUTIVE BOARD OF IFATCA

Preben Falkman-Lauridsen Pre sident and Chief Executi ve Officer

Neil Vidler Deputy President

Abou EI Seoud EI Karimy Executi ve Vice-President Africa/Middle Ea st

Samuel Lampkin Execut ive Vice-Pre sident Americas

David Moores

WHERE

WAS HELP WHEN You NEEDED IT ?

Herb Brennen updates the innovative CATCA Medical Help Scheme

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CASITAF Chris Stock Reports

8

HUMAN

Exec uti ve Vice-Pr es ident As ia/Pac ific

FACTORS

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Bert Ruitenberg addresses ICAO Seminar

Gunter Melchert Execut ive Vice-President Europ e

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John Redmond

URUGUAY

Executive Vice -Pr esident Financ e

Profile of First Uruguayan Controller

Bert Ruitenberg Execut ive Vic e-President Profe ss ional

FANS IMPLEMENTATION

Chris Stock

Anthony Smoker Reports

Executive Vice -President Technical

Edge Green Executiv e Secretar y

Terry Crowhurst Editor

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IFATCA ' 95 Registration & Accommodation Det ails

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THE FUTURE

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Is HERE

Neil Vidler Reports

EDITOR

Terry Crowhurst 29 Heritag e Lawn, Lan gshott.

Horl ey, Surre y. RH6 9XH , United Kin gdom.

Tel. +44 (0) I 293 784040 Fax +44 (0) 1293 77 1944

SOFTW A RE R EVIE W

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Patrick Schelling evaluates ELITE 3 ATC '94 Anne Paylor Previews ATC ' 94

COPY TYPING

28

Dona Crowhur st

Advertisers in this iss ue

ADVERTISING AND SALES OFFICE

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ACCOUNTS AND SUBSCRIPTIONS

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ISSUES APPEAR E ND OF M ARCH, JUNE, SEPTEMBER, DECEMBER. C ONTRIBUTORS AR E E XPRESSING THEIR P ERSONAL POINTS OF VIEW AND OPINIONS, WHI CH M AY N OT NE CESSARILY CO INCIDE WI TH THOSE OF THE INTERNATIONAL FEDER ATION OF AIR T RAFFIC CON TROLLE RS' A SSOC IATIONS , IFATCA . IFATCA D OES NOT AS SUME R ESPONSIBILITY F OR S TATEMENTS M ADE AND OPI NIONS E XPRESSED, IT A CCEPTS RESPONSIBILITY FOR PUBLISHING THE SE C ONTRIBUTIONS. C ONTRIBUTIONS ARE WEL COME AS ARE CO MMENTS AND CRITICISM. N O P AYMENT CAN BE M ADE FOR M ANUSCRIPTS SUBMITIED FOR PUBLICATION IN THE C ONTROLLER. TH E E DITOR R ESERVES T HE RI GHT TO MAKE ANY EDITORIAL CH ANGES IN M ANUSCRIPTS, WHI CH HE BE LIEVES WI LL IMPROVE T HE MA TERIAL W ITHOUT ALTERING THE INTENDED ME ANING. WR ITI EN PERMISSION BY THE ED ITOR IS NE CESSARY FOR REPRINTING AN Y P ART OF THI S J OURNAL. ---

THE CONTROLLER / SEPTEMBER 1994

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CORPORATE MEMBERS OF IFATCA

ADACELPTYLTD. Canberra, Australia

JEPPESEN& Co. GmbH Frankfurtam Main, Germany

AIR TRAFFICAND NAVIGATIONAL SERVICESCo. Ltd.

JERRY THOMPSON& ASSOCIATESInc. Kensington,MD, USA

Johannesburg,Republicof SouthAfrica AIRWAYS CONSULTING SERVICES Wellington, New Zealand ALAN DAVIS & ASSOCIATES

Hudson (Quebec),Canada ALENIA

Rome, Italy ATS AEROSPACE St. Bruno, Canada

BURANNC Rome, Italy CAE ELECTRONICSLtd. Saint-Laurant,Canada CESELSA Madrid, Spain CELSIUSTECHSYSTEMS Jarfiilla, Sweden COMPUTER COMMUNICATIONSSOFfW ARE GmbH Rodedermark-Waldacker,Germany COMPUTER RESOURCESINTERNATIONALA/S Birkerod, Denmark COSSOR ELECTRONICSLtd. Harlow, UK

MARCONIRADARSYSTEMSLtd. Chelmsford,UK NETWORKSYSTEMSGmbH Frankfurt am Main, Germany NORCONTROLSURVEILLANCESYSTEMA.S. Chipping Sodbury,UK OMNILIFEOVERSEASINSURANCECo. Ltd. London, UK RAYTHEONCo. Marlborough,MA, USA REFLECTONE Farnborough,UK SCHMIDTELECOMMUNICATION Zurich, Switzerland SEL-STANDARD ELECTRIK Stuttgart,Germany SERCO-IAL Bath, UK SHL SYSTEMHOUSE Ottawa,Canada SIEMENSPLESSEYSYSTEMS Chessington,UK

CRIMP A/S Allero, Denmark

SOCIETED'ETUDES ET D'ENTREPRISESELECTRIQUES Malakoff,France

DENRO Gaithersburg, MD, USA

SOFREAVIA Paris, France

DEUTSCHE AEROSPACEAG (DASA) Ulm/Donau, Germany

SONY CORPORATION Tokyo, Japan

DICTAPHONECORPORATION Stratford, CT, USA

SWEDAVIAAB Norrkoping,Sweden

DIVERSIFIED INT'L SCIENCESCORP. Lanham, MD, USA

TAMSCO Calverton,USA

DORNIER, CommunicationSystems Konstanz, Germany

TELUBAB Solna, Sweden

ELECTRONICSPACE SYSTEMSCORP. Concorde, MA, USA

THOMSON-CSF,DivisionSDC Meudon-La-Foret,France

GAREXAS Oslo, Norway

UNISYSDEUTSCHLANDGmbH Sulzbach,Germany

HUGHES AIRCRAFf COMPANY Los Angeles, CA, USA

VITROCISETS.p.A. Rome, Italy

HUGHES ATC SIMULATIONTRAINING Crawley, UK

WALTONRADAR SYSTEMSLtd. Fleet, UK

IBM (UK) Feltham, UK The International Federation of Air Traffic Controllers' Associationswould like to invite all corporations, organisations, and institutions interested in and concerned with the maintenanceand promotionof safety in air traffic to join their organisation as Corporate Members.

Corporate Members support the aims of the Federationby supplyingthe Federationwith technical information and by means of an annual subscription.The Federations' internationaljournal The Controller is offered as a platform for the discussion of technical and procedural developmentsin the field of air traffic control.

For further information concerning Corporate Membership,or general IFATCA matters, please contact the IFATCA Executive Secretary: E.G.H. Green O.B.E., Kimbers Edge, Kimbers Lane, Braywick, Maidenhead, SL6 2QP, United Kingdom.

I Tel: +44 (0) 1628 23 699 Fax: +44 (0) 1628 781 941 I ·--- ---~-~----------------------

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FOREWORD ______

BY

REWOR

10 h11 R ec/111011d , Exec11ti1¡e Vice Pr es id ent Fi11a11c e

n thi s, m y fir st Foreword for The Controll er, I would lik e to follow-up and elaborate on the com ments made by the Pr es ident & Chi e f Executive Offi ce r, Preben Falkman-Lauridsen , in the Jun e iss ue of Th e Controller. Th ere ha s bee n a grow ing realisation , late ly , th at IFATCA ha s reached a crossroa ds in its deve lopm ent as an organisation , whereby phy sica l growth is now giving way to the maturin g process, and a de served incr ease in stature .

IFATCA ' 94 was th e lar gest Conference in the Federation ' s hi story , followin g the trend set in recen t years at Bo urn e mouth and Chri stchurch. Reco rd numb e r s o f delegates an d co rp ora te exhibitors attended th e Otta wa Co nfere nce, resultin g in a Federat ion that now represe nts 100 Member Associations , 4 7 Co rpora te Members. and 13 Assoc iate Profess ional Members.

Our physical siz e, h oweve r. is now beco min g overs hadowed by our increase d recog nition, involvement , and influence in the aviation comm unit y. As noted by the Pr es id e n t, thi s incr eased recog niti on ca rri es incr e a se d res pon s ibil it y , b ot h int e rn a ll y a nd ex te rn a ll y.

Thi s respo nsibilit y must be borne not on ly by the members of the Exec uti ve Board and appoi nt ed re pr ese nt a ti ves. but a lso by eac h Me mb er Associa ti on . To mee t the c h a ll enge of our in creased recog nition/r espon sibil ity there will be a

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56 % 1992/93 73% 1993/94 64 % 1994/95

45 % 43 % 32 %

C le arl y. the va st majority of Member Assoc iat io n s d id no t s ub m it their membership dec larat ions on a timely basis for the c urr e nt fisca l ye a r. contrary to Artic le 11. para. 3.4 of the Co nstitution . wh ich states:

THE CONTROLLER /SE PTEMBER 1994

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OHNREDMOND

ne e d for a greater commitment of financial and human resources . There is also a need for increa sed participation at every leve l of the Fed era tion 's activities, if thi s involvement and recognition is to be sustained.

The probl e m s assoc iated w ith our g rowin g p a in s h ave b ee n stated on num ero us occas ions ove r the past severa l month s by m a n y memb e rs of the Executi ve Bo a rd , and recapped mo s t eloquently by Th e Netherlands towards the end of Committee A's delibera tion s in Ott awa, in th e form of a requ es t to the Executiv e Board to use the coming year to pr epare an outlin e- plan for a structural solution to the orga nizational , operational , and fin anc ia l probl ems confronting the Federation.

To thi s end , th e Executive Bo ard had already established a "Perm anent Office Workin g Group " (POWG ) to examine the need , and pot e nti a l s tructure of a perman e nt sec re ta riat as a m e thod of reducin g th e burd e n o n a vo lunt ee r sec reta ri at as well as oth er areas of the Federat io n 's ope rati o n . Al so , Standing Committee 3 (F in ance) a nd St a ndin g Committee 6 (Admi ni stration) routinely review th e financial and orga niz at ion al aspects of the Federation as part of their annual Work Pro gra mmes .

Indeed , SC 3 is cognizant of Th e Netherlands ' req uest, and has co nsidered thi s durin g th e ir recent m eet in g in Lo nd o n . Th e res ponsibi lit y of Member Association s to s ubmit acc u rate membership declarat ions on a timely basi s was includ ed in the Work Pro gra mme for 199 4/95. SC3 note d that thi s is one area where many M As are re mi ss, as can be see n in th e re turn s re port ed b y the pr ev io us EVP Finance in Ottawa. The timel y return of member ship dec laration s for the past six years is as follows: 1989/9 0 1990/9 1 199 1/92

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" Member Associations sha ll make a declaration of the number of their profe ssional members in good standing as of the 1st of November of each year to the E xec uti ve Vice-President Finance. Th is dec lar ation shall be pro vided wi th in four weeks after the I st of November. " Accurate and timel y m embership declarations are necessar y for the E xec uti ve Bo ard to properly determine future priorities , bud ge ts, and ultimatel y the commitment of financial and human reso ur ces to meet the objectives of th e Federation.

Your E xec uti ve Board is dedicated to impro vi n g IFATCA 's recognition . involve ment , and influence in the aviation comm unit y. Internall y , we mu st review and refi ne our organizational struct ure in order to mee t th e increa sing demand s placed up o n u s . b ot h in te rn ally and externally. To achie ve this , member s mu st rev iew th e ir own commitm e nt to the Federation and be prepared to devote the necessary means to achieve these goals .

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ADVERTISE IN JOURNALOf~RTRAFFlCCO~

e TtlE

conTROllER THE CONTROLLER IS READ BY OVER

50,000 CONTROLLERS AND AVIATION RELATED PERSONNEL WORLDWIDE 3

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0 Terry Crowhurst - Editor The follow ing E ditoria l wa s draf ted by Gunter M elch e rt , E x e cut i ve V ice Presi dent E urope , and sa nc tio ned by the Exec utive Board of IFA TCA .

ATC IN GREECE - AN ENDLESS STORY!?

Fo r over 15 yea rs the news about the air traffic control si tu ati o n in Gr ee ce h as remained unch ange d.

Periodica ll y, t h e t rave ll ing p ub li c wishing to spe n d t h e ir we ll d ese r ve d holidays in th is ma rvello us coun try w ith thousands of years of c ultura l tradit ion , friend ly peop le we lco min g all forei g ners in a cord ia l a nd h ea rt y m a nn e r , are confronted with re po rt s abo ut de lays o f flights into and o ut of Gree k a irspace , industrial act ion by air tr aff ic contro llers and wo rking to ru le . It appear s cle ar that co ntro llers there - and probab ly not o nly there - turn out to be the "s capeg oat s" in the eyes of the trave lling passe nge rs, the p i lots and the entir e tra ve l ind ustry . That

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they are not, and what it mea ns to work as a controll er in the ATC environm ent as it exi sts in Gr ee ce in 1994, at the end of the 20th centur y , will be illu strat ed below.

The ATC sy stem in Gr eece is built up mainl y around two Area Control Centr es .

Th ese are Athin ai and M ac edoni a ACC. Bo th are loca ted in pr e mi ses at Ath e ns Hellinikon Airport.

D e p e ndin g on th e tim e of ye ar , th e Ath e n s Fli g ht Inform a tion Reg ion accommodat es up to 1,400 flights a day; 400 to 550 mov ements are recorded daily a t Ath e n s H e llinikon Ai r p o rt. The numb er of flight s report ed to be handled by the oth er four maj or airport s of Greece, i.e. Th essa loniki , Hera klion , Rhod es and Ke rki ra add s up to 120,000 mov e ment s per yea r. Nee dl ess to say that pe aks of traffic occur betwee n April and October.

Bearin g in mind the figure s ab ove, it is so mew hat controv ersial be ing forc ed to say th at a ir traffi c control in Gr eece is exec ut e d bas ica ll y PRO CE DUR A LLY .

Onl y the Ath ens Appro ach Control Unit is equipp ed with a ter min al ra da r syste m co mpri sing a prim ary and seco ndary radar wh ich was installed in the late 60's . It is o nl y in thi s APP roo m th at a full radar service is prov ided to users 1 Alth ough both Athin ai and Macedonia ACC a re e qu ipped w ith a mo no pul se Seco ndary Sur veillance Radar installed in 1986 thi s ca n only be used on an advisory bas is in th e upp e r sec to rs du e to rada r ch arac te ristics and the lack of a bac kup system.

T he re is no aut o matic data e xchange w ith ne ig hb o urin g unit s thu s increas ing the co ntroller' s wo rkload dramatica lly by having him forwar din g and rece iving all necessary infor mation by telephone.

Hav ing said all thi s, and hav ing seen

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c o ntroll e r s sw e a tin g a t th e ir co ntrol po sition s tryin g to work up the countl ess fli g ht s safe ly , aga in corroborat es th e sta te me nt th a t th e ir mi g ht b e a lot of fac tor s to bl a m e for the curr e nt _ un satisfact ory - situ ation in Gr eek skies _ but is is certainly not the Hum an Factor , it is ce rtainly NOT the CONTROLLER wh o should be held responsible .

Too man y yea rs have gone by with too many unfulfill ed promi ses . One mi ght be tempted to ask how many mor e are th ere to com e?

But there are plan s for the better; a new op e rati o n s room lo cat e d in th e towe r building w ill hou se th e ne w A CC s. A radar sys tem co nsisting initiall y of 5 lon o ran ge ra d a r s is a bout to b e mad : operati onal. In connec tion with thi s 1- d . . , a ar pro ces; 111 g 1s ab o ut to be c o m e part of Greece s ATC futur e. New air to oi· d . . b Olin commun1 ca t1on stations and th e link . s to ATC unit s ar e to co me. A fli g ht 1 . . . pan p1ocess 111 g sys_tem will also be es tabli shed .

Down the list o ne would find c.1 b e tt e r . futur e 111term s of tec hnica l equi·p 11 1e nt fo r our Gree k colleagues . Let us' hope tl1at It . does not take another 15 ye ars to 1 . .

1ave a ll th ese .a mb1t1o u s proje c ts in pl ac e a n d operational.

Air. traffic co ntro llers do nee d t o h ave th e .ri g ht to wo rk w ith s ta te of· th e a rt equipm ent_; and it is not only the m - it is the tra vellrng passe nge r who asks fo r the product, A TCO s stand for: SAFE TY . . Eve ry m o nth th a t goes b y w ith o ut impro vement enhances the chances for an accid ent as civil av iatio n e nco unt e red in September 1976 ove r the c ity of Zag reb .

Th e pl ea goes to a ll w h o mi g ht fe e l co nce rned: Do not make the Gr eek AT C story an endles s one _ G IV E SA FETY A CHANCE .+

LETTER TO THE EDITOR In yo ur J un e 1994 edit ion of Th e C ontro ller - Charles Stuart bid s farewe ll - he co mm ent s in hi s fi na l pl e nary arti c le th a t he ' s " mad e a lo t of fr ie nd s and I hop e, fe w enem ies" . In a pr ev ious editi on he mention ed he " mi ght eve n have a few p ilo t frie nds" .

Wro ng !! He ha s co untle ss pil ot friend s throu g ho ut the wor ld who all appr ec iat ed hi s lead e rship of IF ATCA a nd hi s al ways goo d hu mo ur and natur e. H e carri ed on and stre ng thened the already stro ng ties betwee n IF A TC A and IF ALP A. H e a nd I have shared th e po dium o n more than o ne occa sio n and bot h of us are hono ura ry memb e rs of CA T CA. Th e indu str y wi ll be poorer fo r the loss of C har les Stu art.

A Clo se Friend C apta in R H J Smi th Pa st Presid e nt IFALPA Honorary M e mber of CA TCA and IF A TCA

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TH E CONTROLLER /SEPTEMBER 1994

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W HERE WAS HE ELP W HE N NEEDED T?

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0 Herb Brenn e n, M anaging Director , CA TCA. he Canadian Air Traffi c Control Association (CA TCA ) recognised the fac t that if the memb ers had help when they needed it rather than long after , it could mean the differenc e betw ee n sa lva ging a controller 's career from th e imp ac t of chemical dep e nden cy or someone losing a career and family.

Le t me take you back to 1979 , when CATCA initi a ted a ,program of p ee r support called Controll e r Advisors to e n s ur e that co ntrollers could cont a ct s omeone with th e know ledge that confidentiality wo uld be maintained and th a t any m ee tin g and following conv ersation would not be jud gmental, but supportiv e. Further the controll er advisor would know where the person co uld go for profe ssion al help whether it was beca use of alco hol, marit al or health probl ems.

CATCA created ten positions across the co untry which was a reflection of the adm inistrative reg ions for the Assoc iation a nd a lso a ge neral refle c ti on of th e admini s t ra ti ve reg ion s of T ra n spo rt Canada . Durin g th e pa st fifteen yea rs th ese peop le h ave received trainin g throu g h th e A ssoc iation , m e t w ith Tran spo rt Canada and the CA TCA Boa rd of Dir ec tors eve ry e ig ht ee n to thirt y mo nth s to ex amine what co uld be don e better to support air traffic co ntro llers. In 1989 at such a meet ing it was identifi ed that co ntrollers faced with the pro spect of los ing their lice nces due to alco holism or some other form of chemica l depend ency were likely to take one of two actions: the fir st and mo st co mm on wa s to deny the dependency and hope they co uld co ntinu e to pe1form their duti es and neve r have to face the issue: the second was to co nfide in so meo ne outsid e ATC and qui etly try to bea t the probl em on their ow n.

When the air traffic co ntrol sys tem has inves ted over $600,000 C ON in trainin g so meo ne to a po siti on of res po nsibilit y, prob lems of deteriorating skills should not be ig n o red nor s h ou ld the indi v idu a l immediate ly face the risk to los ing their caree r when other so lutions ex ist. So we began to seek the coopera tion of Transport Canada Occ upat ional Hea lth. Co unselling

Services , Civil Aviation Medicine , ATS Management a nd Emp loyee R e lation s per sonnel to build a pro gra m which would lea d to an air traffi c co ntroller enterin g into a rehabilitation pro gram knowing that there was a support system they could call upon which would lea d them back to an opera ting position within as short a period as three month s. ICAO sta ndards allow for a licen se to be lifted for a period of up to two years . It is we ll reco g ni se d by rehabi li tation authoritie s that remo vin g someone from their po sition for two years wou ld likely mean that they wo uld fai l to requalif y and it is also too long to be away from mea ningfu l emplo yment.

It was no easy task to brin g all the se partner s toge ther and es tabli sh a natio nal pro gra m eve n with the fac t that th ey a g ree d th a t s uch a pro gra m wo uld be worthwhile . E ac h party had their own int erpret a ti o n of wh a t sho uld be done, what their role should be in acco mpli shing it and who wo uld pay and who would set the rules of operatio n. Th e cha llenge was th ere and it was me t, whe n in 1991 we were a bl e to brin g together over 40 interested peo ple in position s of authorit y and knowled ge to hea r how it co uld be ac hieved, what ro le th ey cou ld pl ay and what probl e ms th ey saw in mee tin g the obj ective .

The pro gra m cons ists of severa l parts. beg innin g w ith a Nationa l Comm ittee co nsisting of represen tatio n from eac h of the name d gro ups. Th e ir main tasks are to d eve lop nati ona l g uid e lin es for th e o p e ra tion of th e pro gra m and take respons ibilit y for reviewi ng and correcting practic es which prov e not to be valuable to the pro gra m . Addit ionally the sta ndard s and pro vision of trainin g for peers plus the education and aware ness respon sibil ity at a national leve l. Dick Campbe ll. a former CATCA Pres ident. is the Chairman of the Com mittee on behalf of Tra nsport Ca nad a.

There are s ix Regiona l Co mmitt ees w hic h co ns ist of three peo p le eac h: a Medica l pract it io n e r who is know ledgeab le on the subject of addiction s and acts as chairman of the comm ittee. a management represe ntative and a CA TC A

THE CONTROLLER/SEPTEMBER 1994

re pr ese nt at ive . Their responsibili ties centre aro und making sure that the program operates effectively at the region a l level , peers a re avai labl e and ass ig n ed to meet with the affected co nt ro ll er and identi fy facilities within th eir regio n w hich can be used for rehabilit a tion . They do not re v iew ind iv idu al cases but will discuss the imp act of situa tion s on the program to see if corrections ne ed to be made a nd if recommend atio ns for chang e should be passe d on to the national level.

Th e third category is the most important and they are the peers who are available across the country , trained and read y to assist any controller , who having c omp leted the in iti al rehabilitati on sess io ns are w ill ing to continue on the overall program designed to take them back to their job as early as possible. We ha ve approximately 30 peer s trained and available to support any controller s who are eithe r identified within the workplace or who choose to self-identify and are willing to enter int o the battle of controlling their addiction.

Expe ri e nce to date for the program shows a marked increa se in controller s who ha ve entered into the program. who are returning to wo rk as operational controll ers sooner , and who are less likely to return to their addiction.

Civil Aviation Medicine ( in Ca nada) have been aggressive supp orters of this program and see it as a model for others to recog nise and copy. It has the potential to reduce risk from the workplace of havin g people performing when the y sho uld be seeking and rece iving help in their batt le to eliminate an addiction. Th e program is carefu ll y cons tru cted to e n s ur e that a person wi lling to enter into a monitoring program for the purp oses of ret urnin g to work is medi ca lly qualified to ret urn. If you wa n t mor e in for ma tio n on t h e prog ram co ntact the Canadian Air Traffic Co n trol Association a n d ask for inform atio n on the ATC-CDERP (Air Traffic Co ntroll er C hemical Depe nde ncy Education and Rehabilitation Program) .

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to Air Traffic Controllers an s wering a Job Requirement Questionnaire) and conduct final interviews of short-listed candidates.

hat ' s the connection , you ask ?

Well , for Alan Davis & Associates (a new Corporate member of IF A TCA , ba sed in Canada), th e connection is the recruitment and selection of candidates. Sa ys Alan "Both care er s are comple x and unique; the challenge for the selector howe ver is the same - to predict future successful on-thej o b pe r formance b e fore e x tensive (therefore expen sive ) training begins " .

Al an Da vis & Associates is a Hum an R eso urce s Consulting firm , which speci ali se s in recruitment and selection .

The y have five principal product areas:

W

PROGRAl\l

RECRUITMENT

The Compan y has undertaken many large-scale recruitment mandates on both a domestic and international level, where multiple po sitions and large numbers of candidates are the order of the day .

A notable example of this expertise wa s the mandate to de sign and implement a national recruitment and selection campaign to recruit Astronauts for the Canadian Space Agency. This wa s a highly publicised campaign in which four candidat es were selected from over 5,300 applicant s in a period of only five months and through a process of five screenin ~ 0 levels.

Consultin g Trainin g Ad vertising and p re-selec tion Progra m rec ruitme nt Searc h

SEARCH

A lan Da vis CO'\Sl

LflNG

Under the consul ting part o f th e practic e the Co mp any has wo rked exten sively with Tra n s p o rt Ca n a d a ove r th e las t thre e year s. T he co nsultin g as signm ent s ha ve so far includ ed: • A n o ve ra ll study of the rec ruitm ent, se le c t io n and t rainin g act i v it ies re lated to Ai r Traff ic Co ntr o ll e r t rain ees in Ca nada . Th e s tu dv highl ighted a nu mbe r of areas where signifi cant imp rove m ents in success rates c an be m ad e (w ith th e assoc iated cost sa vings) and include d in tota l, 76 sp ecific recom mendati ons.

• The desi gn of a cost- p er-hir e mode l. based on actua l exp endi tur es br the var io us se g m e nt s of T ranspor t Canada , whi c h w ill c a lcu late t h e cost -p e r-hir e of A TC train ees on a _vear -by -yea r, and a reg ion-b _v -reg ion basis.

• The dev elop ment of the p rofi le of the .1·u cce s s f"ul C a n ad ian A i r Tra ff ic Contro ller, with recomm endat ions on h ow 10 in c re a se s u cce s s ra tes br b e/fe r m at ch ing th e se lect ion to ols with the 011-the~job requir ements.

• An internat ional studr / which is in the p rocess of h ei nJ!, co 11d11ued J 10

6

co mpar e /en cou111ries e_ ff o ns in The f ie ld of Air Traf f ic Controll e r se lection and trainin g and lo make as dir ec l a compari so n as pos s ibl e of what work s most effi ciently.

Oth e r con s ulting mandates have includ ed candidate dat a-ba se de sign. job profilin g and the de sign of job- specific int erview s for both internal and external competition s.

TRAINING

Al a n Da v i s & A ss ociate s offer s a mana ge ment trainin g cour s e called Pickin g Winner s . It is pr e se nted to companie s and organi sation s in a one-day se minar and give s the hirin g manager the basic tool s to de sign a job specification a nd th e n to de s ig n a predicti ve and def e nd able intervi ew specificall y tailor ed to it.

ADVERTISING

AND PRE-SELECTION

Wh ether it ' s for a one-off pos ition or a c amp a ig n to rec ruit a numb e r o f spec ia lists, Alan Da vis & Asso ciat es w ill design and impl ement the entir e program fro m star t to fini sh. A ll the client has to do is spec if y th e pos ition s at th e o nse t (b y

Focu s is the key word for Alan Davis & A ss ociate s · se arch s trategy . The va s t majority of the Company 's s earch mandate s are for industry-specific or technology- s pecific skill s , which are typically fe w in number , difficult to identify and often hard to attract. Th e Company ha s deve loped s ome very sophisticated tools to identif y and attract key individuals from specific targ e t population s. Again this service is off ered on both a domestic and international leve l.

Originally found ed in 1982, Alan Davi s & A sso ciat es hav e de ve lo p e d an unparallel e d re putation in s o lving complex recruitment and s e lection problem s. For furth er information ple as e co ntact:

Alan Davis

ALAN DAVIS & ASSOCIATES 455 Main Road , Suite 201 Hud son , Quebec JOP I HO C anad a Telephone: Fax :

+I 514 458-3535 + 1 514 458-3530

+

THE CONTROLLER /SEPTEMBER 1994

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IFATCA NEWS __________________

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FATCA ETIRES 0 Philippe Domagala

On Top of Glacier in May 1994, celebrating the retirement of Arni (left) with Philipp e Domagala (right)

fter many false exits. that 's it.

Arni has decided to give up active air tr affic co ntrol and finally retire for good. Arni was the only active control ler left within [F ATCA, who actually founded IFATCA back in 1961.

Arni repre sented ICELAND at the first conference and, attended, with one or two except ion s . all the other IFA TCA Conferenc es that followed 1 He has been President of the Icelandic Association for many yea rs and is known all over the world for his unique sense of humour. He is the only person I know that can. with one of his typical short sentences of no mor e than 5 words. make a whole meetin g conv ulse with laughter for 5 minute s or more. At th e peak of hi s --career··. he acted as a guide on a bus in Portugal. where everyone on board left the bus holding their chest from the pain

A

THE CONTROLLER/SEPTEMBER

of too much laughter. The next morning, with the help of a little vodka hang over, he did the same on board a Boeing 727 of DAN AIR from Lisbon to London ...No. it is not the reaso n DAN AIR went bust later ..

The European Regional Meetings will never be the same without Arni.

Anyway, before his official retirement, Arni invited a few friends to celebrate in style his 40 years in ATC. With the help of his son' s 4 wheel drive vehicle, this was carried out on the top of the LANGJOKULL Glacier in Iceland. where Champagn e was uncork ed and drunk , toa sting many goo d memori es for this exceptional controller - which Arni is 1• We all wish him, and his very kind wife FRIDA. a happy and lengthy retirement.

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1994

Ami Thorgri111 sso11and his classic hc111ds /111 ke

7

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CASITAF-

TECHNICAL _________

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TE

HENEX

0 Chris Stock, Executive Vice President Technical

nother acro nym ha s entered the ver increasing dictionary of viation abbreviations , this one is CASITAF the progeny of FANS. Now read on!

During the last ten years, ICAO, through its Special Committee on Future Air Nav igation Systems (FAN S), ha s worked towards a new concept of commun ication s, navi ga tion, and surveillance (CNS) to support future ATM systems. The core recommendation of the FA S report , which was presented in 1988, was to add sate llite technology to the best line of sight systems. IF A TCA participated fully in th ese hi sto ric deliberations and made import ant contributions on behalf of the controller community. During the followi ng year, ICAO estab li shed a secon d Speci al Committee for the Monitoring and Coordinatio n of Development and Transitioning Planning for the Future Air Navigation System (FANS Phase II) to recomme nd institutional arrange ment s, develop a g lobal plan with transition guidelines , monitor R&D programme s as well as trial s and demonstrations, and to develop policy guidelines .

In 1992, the FANS concept was adopted by the 29th Session of the Assembly. The FANS II committee held its final meeting in September 1993. One of the recommendat ions that it made was that a task force should be estab lished with a view to overseeing the implementation of the CNS/ATM syste ms. The Co un c il adopted this recommendation and agreed to the formation of the task force which is now ca lled the CNS/ATM Sy s tems Implementation Task Force (CASITAF).

The establishment of the Task Force was originally mooted at Global Navcom 93 in Seattle by the President of the Council, Dr Assad Kotaite. He cited the precedent of the 1956 task force when many States were faced by the challenges presented by the introduction of jet transport in the form of Boeing 707s and De Havilland Comets to fo llowed by ot her jet airliner s. The States were co nc e rn ed about the infrastructure that was required to meet the operational requir ements. Responding to this challenge. the ICAO assembly in 1956 8

directed the Council to establish a special task force with the objective of reviewing ICAO regio nal plan s and to recommend ways and mea ns to overcome implem entation difficulties . To this end, the memb er states turned to ICAO for leader sh ip and to prov ide accep tab le so lution s. ICAO responded ve ry successfully by establishing a special short term high level implementation task force to facilitate the introduction of jet passenger aircraft.

Whilst the situation in 1956 does not equate to the pre se nt problem of CNS/ ATM impl e mentation , there are important similarities such as the prospect of introducing new technologies and the concern re lating to th e ir effective implementation. The technical feasibility of the CNS/ ATM concept has been proven.

Howe ver, ther e rem ain s a large gulf between concept and operational reality.

Consequently, the formation of CASITAF is the mechanism which will coordinate and monitor implementation of the FANS concept on a global basis. Effectively, this process is not possible within the existing ICAO struct ure. Consequently, it was considered that the best approach was to harness the synergies of States , regional planning orga ni sations, airspace users, se rvice providers and indu stry. To consolidate this approach, it was felt that the most e ffective mean s cou ld be to establish a task force of decision makers at the hi ghes t leve l amongst the various partie s benefiting or in vo lve d in the implementation of the CNS/ATM systems.

The ta sk force is not intended to be a substitute for an ICAO implementation mechanism but rather as an advisor on the structure and a short term lead into that mechanism. It is expected to report its findings to the Council between eig ht months and a year after its establishment.

The formation of CAS ITAF was agreed by the ICAO Cou ncil on 9 March 1994 specifically to advise the Council on how ICAO can best assist States in the timely and cost effect ive implementation of the CNS/AT M sys tems in support of the future g lo bal a ir traffic manag e me nt system as o utlin ed in the CNS/ATM globa l plan. It is intended to present its

findings within the time frame of 8 to J2 months from the first meeting.

The announcement of the composition of the membership of CASITAF occurred during the annual conference in Ottawa ; lFATCA was not included. Having made representations to ICAO to participate and in the light of our continual involvement with FANS si nc e it s inc eption , thi s omission from what we regarded as an esse ntial part of¡ th e CNS/ATM implem entation was a major di sa ppointm e nt. The past pre s id e nt Charles Stuart, took up our case at th~ highest levels within ICAO and received a sympathetic hearing. The first meeting of CASITAF took place on 24 - 26 May J994 without the presence of IFATCA. Our abse nce was noted and our pre se nce at future meet ings was supported by so me memb ers of CASIT AF. As a res ult IFATCA was invited to present a paper a; the next meeting of CASIT AF in Montreal on 20 - 22 September, to present controller views on priorities for the implementation of CNS/ATM systems. We hope that we have convinced CASITAF that IFATC A has an important contribution to make that should not be ignored.

The inau gural mee tin g of CASIT AF took place in May and rece ived updat ed information on the numero us aspects of the CNS/ ATM implementat ion situation from various members and !CAO officials.

To consider the work programme in detail, the task force was split int o thr ee sub groups namely. Mechanism, Priorities, and Eco nomi cs . Although eac h gro up has important and essential work to achieve. it is considered th at IFAT CA co nce rn s would be best met through participation in the Prioriti es Sub-group. Th e IFATCA pap er to CAS ITAF is foc use d on th e Prioriti es issues. It is int eres tin g to compare the minutes of the Priorities Subgroup with the contents of the IFATCA paper and note the s imil a riti es . For instance, ATM enhanceme nts need to be plann ed o n a reg iona l ba sis as the requir ements are diff erent for different region s: the planning of spec ific goa ls should invol ve States. service providers. airspace user, . and aircraft and avionic s man uf act ur ers: and . a ir traffic flow

THE CONTROLLER/SEPTEMBER

1994

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management (A TFM) requires simultaneous and coordinated planning on a global basis. This indicates that IFATCA thinking is in line with CASIT AF but also emphasises the need for operational controllers' views to be represented.

Although IFATCA missed the first meeting, we received full details of the proceedings. The priorities that have been established as a result of the deliberations are in line with IFATCA philosophy although we have further items that we feel that should be included particularly in

TECHNICAL

__________________

the area of human factors issues such as training, licensing, and controller workload The committee is composed of high profile individuals with managerial experience at the most senior executive level selected from States, airspace users, service providers, manufacturing, financing, and other parties playing a major role in CNS/ATM systems

_

provision, operation, and utilisation. In this way, experience can be brought in from all sectors of the aviation community (this is an ICAO statement). Our initial omission from CASIT AF would appear to be a contradiction of this statement. We are optimistic about our future involvement and look forward to ensuring that the operational controllers' views are heard at the highest level. +

The Role of CASITAF is ......... .

TO DEVELOP ADVICE (data, facts, judgements) ON:

CASITAF

~

TERMS OF REFERENCE

CNS/ATM SYSTEMS IMPLEMENTATION

The task force shall: a.

advise on the type and role of the ultimate ICAO CNS/ ATM systems implementation mechanism;

,w

PRIORITIES

'

b. advise on the implementation priorities; c.

advise on associated funding and other resources needed and how they best can be mobilized, as well as related cost-recovery aspects;

d. advise on how the benefits of the CNS/ ATM systems can most efficiently be promoted amongst governments and financial institutions; and e. report to Council progressively in May I994, September 1994 when it would present specific proposals regarding item a) (ICAO mechanism) and December 1994.

THE CONTROLLER/SEPTEMBER 1994

1r

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FUNDING

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PROMOTION

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WHICH ADVICE WILL ALSO AFFECT THE DESIGN OF:

1'

1'

THE ICAO CNS/ATM "MECHANISM" TO FACILITATE CNS/ATM SYSTEMS IMPLEMENTATION;

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AND REPORT ITS FINDINGS TO THE ICAO COUNC!l

Editorial Note: At the 2nd CASITAF meeting IFATCA was given the opportunity to present its paper in the opening plenary session. (The paper had been distributed in advance as a CASITAF WP). After that, IFATCA participated in the Priorities Subgroup Meeting and the final plenary session.

From various comments and frequent references during the meeting it is safe to conclude that our message was noted. A summary of the CASIT AF 2 meeting will appear in the next edition of The Controller.

9

-----------------HUMAN

FACTORS ________________

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HUMAN FACTORS FOR AIR TRAFFIC CONTROLLERS 6th /CAO Regional Seminar on Flight Safety and Human Factors Amsterdam, The Netherlands, May 16-19, 1994 The perspective from The International Federation of Air Traffic Controllers' Associations.

Extract of the presentation given by Bert Ruitenberg, Executive Vice President, Professional, IFATCA r the theme of the presentation, "IFATCA's perspective", two aspects of Human Factors for Air Traffic Controllers: training in HF theory, and practical application of theoretical HF knowledge, will be addressed.

"Human Performance and Limitations" - the recent adding of this little phrase to the Knowledge section of the requirements for an Air Traffic Controller Licence in ICAO Annex 1, will mean that many Air Traffic Controllers (ATCOs) all over the world are about to experience their first encounter with Human Factors (HF) theory.

But although the world's regulatory bodies may be aware of the new requirement, we think it is fair to assume that a large number of them have no idea of what exactly they are supposed to teach and/or test their ATCOs for, in spite of the efforts of ICAO' s Flight Safety and Human Factors Study Group (who produced a series of Human Factors Digests partly dealing with this subject).

This uncertainty may lead to a large diversity in the way States will i~te~ret th~ new requirement. Such diversity could range from Just mformmg ATCOs of e.g. the effects of substance-abuse to full-scale Human Factors theory courses on the other end. ' While recognising that the inclusion of the new requirement in Annex I is a major first step, IF ATCA submits that ICAO should soon define more detailed guidelines for States to base their ATCO Human Factors training on. (It should be noted in all fairness that the production of a Human Factors Manual is mentioned as one of the longer-term aims of the ICAO FS/HF Study Group.)

In the absence of such guidelines, here are IFATCA's initial thoughts on the subject.

First of all. it should be realised that there is a temporary need for a two-pronged approach to Human Factors training for ATCOs: one programme for ab initio students, and another one for already licensed A TCOs. The contents of both programmes can be very similar, but the required methods of administering are likely to be very different!

Both programmes should contain basic HF-knowledge (ref.

Digest I) and job-specific items (ref. Digest 8). This will be relatively easy to incorporate in an ab initio training programme, but for the already licensed work force a made-to-measure programme will have to be designed to enable them to reach the required level of understanding within a few years, to avoid creating a knowledge gap between old and new ATCOs. (This is why we referred to a "temporary need" earlier: once the current work force is HF wise up to standard the 2nd programme may be abandoned.)

Digest 3 contains an outline curriculum for HF-training, designed for ATPL holders - in other words: pilots. The curriculum consists of 8 modules. totalling 35 hours of classroominstruction. with details provided on each proposed module.

It is IFATCA" s view that with a number of modifications this

R

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curriculum could be useful for specific ATCO HF-training as well. Unfortunately, the modifications needed are probably more complicated than just replacing the word "pilot" by "ATCO" ....

Still, it should give interested States an idea of where to start.

While on the subject, there are other significant differences between tra"ining programmes for pilotsandthosefor A TCOs, especially for the already licensed ones.

Licensed professional pilots will typically go through a yearly programme with refresher or recurrent training-exercises, often involving high-fidelity simulator equipment. For professional ATCOs in many States such regular exercises are the exception rather than the rule, and even the availability of ATC simulators is still a dream for many States.

This of course means that the well-timed almost gradual worldwide introduction of Crew Resource Management (as a first application of HF theory) to pilots, cannot and will not be easily repeated for ATCOs. Yet there are other practical applications that may serve to demonstrate the relevance of HF theory to ATCOs, which brings us to the second part of today's presentation.

The first application we would like to mention is the design of new ATC systems, or automation in Air Traffic Control. IF ATCA has always urged that it is of paramount importance to involve operational ATCOs from the designing phase onward in the development of new systems, and that automation should enhance both the job-satisfaction of the ATCO and the safety-element of his task by improving performance and reducing workload through the removal of non-essential tasks.

In other words, what IFATCA is advocating is application of the principles of human centred automation, as laid down by Dr. Charles Billings 1• Therefore, IFATCA endorses the message of Digest I I, in which ICAO recommends applying the principles of human centred automation in the design of CNS/ ATM-systems.

That message can be crudely summarised by the statement "automation should assist the human operator, not the other way around". ¡ A second application that is rapidly gaining a good reputation in the ATC world is Critical Incident Stress Management (CISM).

This is a structured counselling-programme to prevent or alleviate the development of post-traumatic stress disorder for ATCOs who have been involved in critical incidents (e.g. airmisses, mid-air collisions, crashes, system outages, etc.). The counselling is done both by professional helpers and peers (i.e. trained colleagues).

Much work on developing a special CISM-programme for ATCOs has been done in Canada, and the results are highly encouraging. After a presentation on this subject during the 1993 IFATCA Conference, many Member Associations have shown an interest in setting up CISM-programmes in their own countries, and have discussed this with their national ATC managements.

Indeed, serious efforts are underway in several countries already.

A third application is the development of CRM/LOFT-type scenarios for ATC, for which we here offer the acronym WOCT Workfloor Oriented Controller Training. Yet for various reasons this development may not be as easy as it may seem. As mentioned earlier in our presentation. one obvious reason could be

THE CONTROLLER/SEPTEMBER 1994

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e AIRFIELD STATUS DISPLAY e ATCSIMULATORS e ATCSYSTEMS e

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the physical unavailability of simulators. Another one is the lack of structured refresher-training programmes for ATCOs. But even when a simulator is available, this doesn't necessarily mean that it is suitable for WOCT scenarios. Compared to cockpit simulators the typical setting of ATC simulators is far more different from the real thing: the technical components of ATC simulators may be exact replicas of those in the ops -room or tower, the simulator environment usually doesn't resemble an ops room or tower at all!

This difference makes it much harder to design a WOCT scenario that comes close to imitating the situation in the ops room or tower than it is to design a LOFf-scenario imitating the situation in a cockpit. Much will depend on local improvisation in order to reach an acceptable compromise between what should be done and what can be done.

To avoid possible misunderstandings : IFATCA is not saying that WOCT is impossible, or that it isn' t worthwhile doing - far from it. The point we're trying to make is that WOCT should not be treated as a simple derivation of LOFf. The potential benefits for ATCOs are as spectacular as in CRM/LOFT-training for pilots, but it will require considerably more effort to introduce it worldwide.

A fourth and final application of HF theory that we'd like to mention is what we call the principles of human centred management.

Corporatisation or commercialisation of Air Traffic Services is a reality in many countries today, and more countries are likely to follow before the end of the century. In effect this means that ATC is removed from its traditional shelter in the Civil Service (or sometimes the Armed Forces) and becomes exposed to the roughness of having to abide by economic market-principles.

Safety , efficiency and regularity of air traffic become the product that an ATC organisation provides at a cost , and the challenge for man age ment is to match the total cost to the organisation's income i.e. the user-charges.

Commercially-oriented managers may be tempted to meet that challenge by investing in technology (automated systems) with a view to improving their organisation. But what IFATCA asks managers to realise is that an ATC system's most important and valuable resource is its staff, and that investing in staff is ju st as important as investing in technology.

Management must change from only managing the system by authoritative leadership to becoming active leaders whose main task is to ensure that staff competence is used to its fullest extent and that the individuals feel they are part of the system and are given chances to develop their different skills.

This is the type of management that we'd like to call "human centred", and which is also described by Dr. Ron Westrum as that of a generative organisation2. It is our belief that in the long run such human centred management will prove to be more costeffective than authoritative technology-driven management.

In an organisation where the main product is Safety it is very hard to find tangible indicators of the quality of the product: can organisations be safer than Safe') In the absence of such indicators it is easy to see how commercially-oriented managers may also be tempted to "economise·' the safety-related working conditions of their staff. in order to save money.

But once the quality of the product drops below an acceptable standard the indicators become abundant: incidents or accidents are the sad evidence of such poor quality. and it requires little imagination to think of the ramifications the associated litigation could have for the organisation' s financial resources.

A human centred ATC management will ensure that the quality of th e product (i.e. Safety) doesn't drop be low standa rd .

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THE CONTROLLER /S EPTEMBER 1994

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----PROFILE

THE FIRST AIR

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RAFFIC CONT

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LLE

OF URUGUAY 0 Liliana Rodriguez , Air Traffic Controllers' Association of Uruguay

Editorial Note: When the Executive Board visited Montevideo last year for a Board meeting, they were privileged to meet Mr Pedro Victor Ocampo. As a consequence, the then President, Charles Stuart, invited ACTAU to provide The Controller with a biography of this most interesting gentleman.

I

n 1913, 81 years ago, the first air traffic contro ll er of Uru gua y was born in Montevideo, Uruguay, South America, and he still lives there in Samuel Blixen Street, Malvin Borough. He is Mr Pedro Victor Ocampo Perez.

Mr Ocampo ent ere d avia tion quite accidenta lly in 194 1. After being laid up with tuberculosis for almost two years the doctors advised that he should give up his job as a motor mechanic an d take up a lighter one in order to complete his recovery.

For this reason he got a position as office clerk in the Directorate of Civil Aeronautics of Uruguay. He soon became interested in other things associated with aviation.

It was in Ma y 1945 that he was acc identally assig ned to a gro up of four who wo uld be trained as air traffic contro 11ers to render service at Carrasco National Airport, the construction of which was then underwa y. Thi s gro up of four went to Brazil to be trained as ATCOs in The Technical School of Aviation of Sao Paulo.

The Sao Paulo Technical Sc hoo l of Av iation was an air force ce ntre of instruction and all the teaching staff were American s . As th e me mber s of the Uruguayan group were civilians, it was required that they should also be military in order to be accepted as student s. To that effec t they rece ived military instruction and graduat ed as Sergea nt Spec ialists of

Liliana Rodriguez and Mr Ocampo

the Bra zilian Air Force. After they finished the course they received on-thejob trainin g at ATC services of Rio de Janeiro FIR. On their return to Uruguay, three of them started work as air traffic controllers. Mr Oc amp o, who had th e hi ghe st qualifications at the end of the course, was appoint ed as Chief of Carrasco Control Tower which was the fir st unit to start operation.

Mr Ocampo relates that in the beginning the air traffic flow was far from dense as on ly one airline , the BSAA, operated at Carrasco. In the course of time, traffic began to grow , especially when the Air

I FATC A t ha s bee n d ec id e d to pre se nt a n historical perspective of IFATCA in book fo rm fo r the Fe deration¡ s 40th Anni versary. in 2001.

Infor mati o n is now be in g co llected for t hi s tas k . Co n t ribution s of a hi s to ri c al nat u re. ph otog r ap h s . int e rest in g/ hum o ur ous anecdotes, reco llec tion s/ reflect ions . suppl ementary pape r~ e lc. are invite d .

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12

Force Base beca me a joint user of the airport manoeuvring area.

Mr Ocampo remember s that the fir st control tower at Carrasco Airport was a red and white striped mill-like contraption standing in the middle of the field, access to which was sometimes , to put it mildly, difficult.

The lack of different specialist s led Mr Ocampo to learn , among other thing s, to construct instrument approach procedure s and charts, operation manuals and how to organise Uruguayan air space according to !CAO specifications , apart from being responsible for instructing trainees.

In 1970 he took a Flight In spection Course at the FAA Academy in Oklahoma City.

Mr Ocampo was the organiser of the first traffic control units that continue to work to the present day.

At pre se nt , air traffic controllers in Uruguay are trained in an air traffic institute, but for many years trainin g was specifically on-the-job and he was re spon sibl e for the training of man y applicants who eventually became ATCOs. some of whom are still working today. Mr Pedro Victor Ocampo Perez retired in 1984 having achieved the grade of Chief of ATS after 43 years of sustain ed endeavo ur to ex pand hi s knowledge of eve rythin g concerned not only with ATC but with ancillary subjects. +

40TH ANNIVERSARY

If yo u can co ntribut e in any way, please co ntact or send releva nt material (not photograph s in the initial instance) and inform ation to: Nei l Vid ler, IFATCA Deputy President P.O. Box 127. ROCKDALE, NSW 22 16, Australia Phone: +6 12 543 23 l 7 (home) +6 12 556 667 1 (offic e ) Fax +6 12 54 1 0705 (office)

or Bernhard Ruethy Buerenstr. 23 CH-33 12 FRAUBRUNNEN Switzer land Phone: +4 1 3 1 76 7 8235 Fax: +4 1 3 17 678235 Anv cont ribu tion. no marter hov1¡ la rge or sma ll . ~rill be upprec iat ed .

THE CONTROLLER/SEPTEMBER

1994

SPECIAL

FEATURE --

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ANS IMPLEMENTATION-A JOURNEY To WHERE EXACTLY? 0 Anthony Smoker

controlled in some areas of the world. There exists therefore a new class of ATC service - ADS. Potentially today's exis ting rules will change radically with this development, The operators - be they pilots, controllers or and the greater integration of airborne and engineers need to be trained. Increasingly ground systems. there is a need to satisfy the regulatory Whilst in some cases it will be possible or authorities that the new system meets the appropriate to use the existing ATC concept requisite safety criteria. Four issues are of operation in the classes of service, in presented here, it is not a definitive list! other cases it will not. For example, failure modes. What will be the procedure in the •:• The operational concept event of an aircraft syste m fai Iure, or a satellite failure in an ADS environment ') •:• Validation and verification There will be tho se who say that these •:• Training events will be minimised. or that the system architecture will be designed to limit the •:• Transition effects of such failures. This is understood. but the fact remains that such failures will THE OPERATIONAL CONCEPT The ATC system is a very structured system occur and the operating concept should be at many levels. Rules are in place that turn error tolerant to such failures. In this context !CAO SARPS into national procedures and it is essential that the changes that come are these are then applied at an operational founded upon realisti c and ach ievable assumptions. Whilst the potential exists to level.

The rules for separa tion. co-o rdination , make great gains in oceanic or low density information transfer etc. are all defined; continental areas. with ADS. it is difficult to they act as the shell within which the control see where similar gains could be made in team operates. It must be stressed that the terminal areas or high density continental rules are applied in an interpretative way. airspace in the immediate future.

Separation standards are being defined by they are criteria for the control team to achieve the goals of traffic with. The nature RGCSP. What ground systems are needed of the ATC system today. and to a large to support the ADS environment concept of degree in the future, is such that it will not operation·?Mindful too of the fact that ADS be possible to have a fixed menu of rules can be applied in areas of the world with that can be applied for situations A, B. or C. very different traffic densities, will one Why is this? It is simply a function of the concept of operation be applicable to all degree of variation that exists in the ATM operating domains? What level of system sys tem. of th e way th at the various support is requir ed to handl e parti cular components interact together .. Whilst we traffic densities') Another point at issue. is the degree of may strive to reduce this variability. it must be accepted that some will always remain in information that will be made available.

Many perceive the problem of the ATC the operational task.

The operational concept can be suitably system today as a problem of inadequate and insufficient information in the control defined as: ''A description of the process by which and planning of air traffic. This is certainly true. but it is by no means the sole issue. the ATM function is carried out....

Today we see the CNS/ATMconcept as a Just by providing more information does not high level description of a future system. necessa rily mean instant change. If the Where though are the rules of application at operating concept is to change then the the tactical levels that controllers can apply information requirements will change too.

Indeed the provision of more accurate or at the operational level in the hierarchy.

The concept that the CNS/ATM will use. hitherto unobtainahle information will lead most notably using Automatic Dependent to change. There is still the matter of how Surveillance (ADSl. offers changes that can all of this is to be used. It is essential that fund amentall y aiter ho w air traffi c is the right item of information is provided at

The following paper was presented at Global Navcom in Geneva, July 1994.

INTRODUCTION

" There is a time for departure even when there's no place to go" Camino Real, Tennessee Williams FANS moves from embryo to pregnancy.

From idea to implementation Where are we going to exactly?

IFATCA has followed and participated in the development of FANS and the Communications , Navigation, and Sur ve illance/Air Traffic Man age ment (CNS/ATM ) concept, and recognises that significant change will come. Such changes have been presented to ATC in the past, only to fall by the wayside. The stage that we have reached today is a testament to the vision and commitment that the industry is making to one part of its infra structure .

Recognition at last that ATC will no longer be the 'Cinderella' of the industry. That it will happen is a testament not ju st to this change, but also to our capacity to bring to fruition such large scale developments. In a co nservat ive domain, thi s is ind ee d progress.

The question ' Where are we going to exactly?' needs to be asked now.

Not for malign reasons. Ideas must be turn ed int o appli ca tion s th at ca n be impl eme nted . As controllers we ar e unc ert ain as to the outcome of these developments and ho w they will be implemented. li\ lPLEI\IENTATION ISSUES

For the passage of the implementation of the CNS/ATM concept, ju st as in any other technical system to proceed, the constraints of the system in place must be accepted to enab le a smooth tran siti on. Th e ATC service cannot be ju st switched off , and turned on again with the changes in place.

The nature of a global system. with differing capabi liti es, means being aware of the limitations of mixed modes of operations. It must be recognised that there are needs to be fulfilled that satisfy the demands of the various stakeholders in the air transport system. For example. the travelling public's expectations of safety. needs to be justified.

THE CONTROLLER /SEPTEMBER 1994

13

SPECIAL FEATURE ----------------

tried, tested and proven. There is an expectation from the service provided that we can rely upon. This of course comes from its strengths- its resilienceto error, its flexibility. The systems weaknesses are known too, it is possibleto guardagainstthe triggers to error chains, because of the visibilitythe systemhas to the controlteam.

The developments that FANS and the CNS/ATM concept herald must be proven to meet the same, or better, standards of safety and performance.In the case of safety this becomes very difficult, for the greater use of software in the tools and aids to the pilots and controllers adds an enormous degree of complication- is it really possible VALIDATIONAND VERIFICATION to simulate every eventualityand know the As man - machine systems have become outcome? Of course it is not. Whilst the more complex, so too has the issue of benefit of fifty years of experiencecan be verifying that the system performs as per used to reduce or eliminatesome classes of design expectations and performance errors, new errors will be created.Thus the criteria. Then there comes the task of operationalconcept must be robust, and the validating the systems behaviour both resilience or error tolerance enhanced to operationally and otherwise. The human meet this, and be provento meet this. thrives on the certaintyof outcomes,and yet This places upon the air transportindustry as the complexity of systems grow, so too a responsibilityto reject those developments does its coupling and interactions, and the that do not meet the criteria - if trials show expectancy of outcomes becomes less that the existing way of controlling traffic predictable.To recall the introductionof the performs better than a new design, will the ¡glass cockpit' and visits to the flight deck commitmentbe there to scrap the new and and pilots commenting, "What is it doing stay with the old? To ATM providers, a now?", illustratesthe point well. commitment to the resource intensive Today the providers of ATM systems process of validating and verifying future must satisfy the regulatory and certification systems is fundamental to its acceptance authoritiesas well as the requirementsof the and success. safety managementculture. All these are of course in place to preserve the enviable TRAINING safety record that the industry has but are In recent years equipment has been burdensomeand time consuming. introducedinto the cockpit,whichwas to be Validation and verification of systems transparentto the ATC system.In the event will grow in importance. With it comes they have had a directand detrimentaleffect greaterresponsibilitiesto the industry. upon the controllerstask. The two systems In the case of ATM systems there is a are GroundProximityWarningSystemsand particular problem. The sheer size of the TCAS. In both cases inadequate or nonsystem and its operational nature. adds to existenttrainingwas or is being given to the the difficultiesof verifyingperformanceand controller. validating behaviour. In the case of an This cannot be allowed to happen with aircraft, it is possible to build a simulator the changes that FANS will bring. It does and then test fly the aircraft to meet these howeverbring with it challengeson a global demands - for the purposes of this paper it scale. represents one total system. It is Surely one of the benefits of a global inconceivableto do that in terms of a total ATM systemis the uniformityof the service ATM system.Fast and real time simulations provided. What is requiredto achieve this? go some way to meeting the needs of At the outset it will be necessaryto develop validationand verification.but have severe training syllabi on a global basis. These limitations. For controllers to behave in a need to be structuredin such a way so as to simulator in a realistic manner. then the be uniformly applied. Then it will be fidelityof the simulatormust be near to full necessaryto have ATS staff trainedto meet fidelity. Test bed fidelity is suitable for globally acceptedand recognisedstandards. prototyping but not for the quantitative In this context Annex One needs to be measurement of system performance for updatedto meet the needsof the CNS/ATM concept. validationand verification.

The ATM system that is in use today is The training must involve the the appropriate moment, or can be called upon in an operationally acceptable way.

Thereforeinformationshould be providedto meet defined operational tasks, and not becausea systemdesigner or planner thinks that it mightbe useful.

The ADS panel will soon publish the Manual of ADS and ATS Datalink Applications( Doc 9426 ). Here at last is the foundationfrom which part of this problem can be addressed.Now is the time to answer the question, "How can aircraft be controlled using ADS?", and consider the operating concept fully and the issues therein.

14

developmentof skills with the man machine interface that will be in use, along with other workstation functions, as well as an understanding of the application of new operational concepts where appropriate.

Simulation training will be essential to replicate as near as possible the operating environment. This enables controllers to develop an intuitive response to the system, and more importantlydevelop, trust in it and reduce some of the uncertainty inherent in changeof this magnitude.

It will be essential that such training is consistently applied world-wide; failure to do so may negate some of the benefits that may result in the changes. This will be difficult, for whilst some controllers will come with a knowledge and operating background of more complex ATC operatingenvironments,others will not. For some people it will be a greater cultural shift than others. Training regimes should be sensitive to the changes in cognitive tasks that the controllers will perform and therefore innovative and well considered training programmesare called for. Of vital importance is the provision of training in failure modes that the system may experience.

All of this will be demanding, time consumingand highly resource intensive. It will require the release of trained staff to participate in the development of training programmes.These programmesthemselves must be considered in parallel with the development of the system, not left to the end - an afterthought.

Paramountto the success of this stage of the transitionis the clear understandingthat the training of controllers must not be shortened for expediency. To do so may well have prejudicial effects on the implementationprocess.

It should not be forgotten that in the context of the ATM system, the human is the technologyas well as the machine.

IF ATCA has long sought for the importance of training to the success of transition in the introduction of new developments in ATS, to be fully recognised. We seek to ensure that the transition to the future is smooth and enables the controller to meet the needs of the task. In order that controllers can achieve that, they must be adequately trained and licensed. IFATCA therefore seeks the commitment and support of the industryto achievethis aim.

TRANSITION

Thus far this paper has consideredsome. but by no means all. of the elements of the passage to the introduction of the FANS

THE CONTROLLER/SEPTEMBER 1994

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CNS/ATM concept. By its very scale and vision, a global vision, the introductioninto operational service will be incremental.

There are other issues too that must be addressed as a result of the implementation of what will be a departure from the way that ATC is providedhitherto.

As we progress through the nineties and air transport grows, so too will the demand for the introduction, and perforce the expected benefits, of the CNS/ ATM concept. Expected benefits is used here wisely. There will be a phase where the system will be first introduced into service where the traffic flows will be little more than the present system can handle. Once the system is stable, and control teams have gained confidence and trust in the new system, procedureshave been validated etc.

Traffic flows can then be handled differently,separationstandardscan be used appropriateto the serviceto be providedand the operational concept employed, change to that of the new operation.

This will take time. It cannot be expected for such a complex activity not to have some glitches.This is an importantperiod in the implementation,the learning curve will be high and the workload of control staff high initially.It is importantthat the lessons learned are comprehended and changes made where necessary.

All of this may initiallyoccur in only one states airspace. What of the interface with adjacent states? Surely there an increase in workload can be expected and changes to the operational procedures potentially.

Some of these will be wide ranging. For example, consider the introductionof ADS into North Atlantic operations, where an increase in eastbound oceanic traffic has to be absorbed into already congestedairspace by the adjacent domestic centres, and a route structurethat funnelstraffic from four landfall fixes into one. There must be consequent changes to the sectors, route structures and procedures possibly here as well. The same applies to the westbound flow of oceanic traffic across the North Atlantic.

The interconnected nature of the ATM system will therefore lead to increases in workloadin adjacent facilitiesas a result of the implementation of the CNS/ ATM concept in one area. There is a limit to the extent to which controllers will accept this extra workload beyond which their own traffic handling capabilities will be compromised.

Workloadat boundariesbetween areas of differing operational concepts can be expected to be high. and indeed to aircraft operators as punitive. for whilst one area

SPECIAL FEATURE -----------------

may have greatly reduced separation standards in, for example, an ADS environment, another may be operating to classical procedural control, requiring changes of level or track.

IFATCA also has concerns about the effect upon workload of using a mixture of operating regimes in one airspace - for example mixing an ADS type of control with procedural control. A controller using datalink to communicatewith some aircraft, but voice communications with others.

Clearly this is linked to the density of traffic flows, but such mixes may mean the applicationof differing separationstandards amongst several conflict pairs under control at any one time. At the least confusingbut at worst error prone.

The ATM system today operates with a set of separation standardsthat are provided for the use of the controller. Whilst the minima is set, there is nothing, and can be nothing to say that a controller shall use the minima. Initially in the implementation of the systems, controllers must gain trust in the systems and tools that are available. It may be that this will see the conservative use of separation standards in tactical plans, but nothing will surpass the experience of live operation. As operational experience grows, so too will new ideas of how to use or solve problems, and much to the system designers chagrin new uses of tools will be found! How successful or how long this phase will last is to a large degree dependent upon the quality of the training provided. It can lead to fine tuning the system, new procedures and ideas that can be incorporated into the operational practise that will add to the benefits that the ATM service can provide. This is not solely constrainedto the ground - no doubt aircrew will find ways of using the new operating environment to their advantage. It is vital that a mechanismexists to capture these and communicate the experience of live operations to other system designers. operational planning teams. Equally it is vital to be vigilant for trends in errors to be found and the system design considered in the light of these.

The implementation as presented here will affect many people. It should be self evident that for it to succeed then many agencies and participants will need to be fully informedof the changes, and what will be required of them as a result. They in tum may require varying levels of training. The success of the implementation. and ultimatelyits acceptanceby all stakeholders. can only come by close attentionto this.

Finally. it is necessaryto reiteratean issue raised earlier in this section. The

THE CONTROLLER/SEPTEMBER 1994

expectationsthat are held of what will come from the introductionof future systems. The air transport industry is justly proud of its achievementssince the Wright brothers first flew at Kittyhawke. Whilst the industry must set goals and challenges,these must be bounded by what is practically achievable.

This is not to suggest that problems that are too difficult, or that require a fundamental shift in the way that a task is accomplished, are shelved. It is to suggest that the approach taken is one that considers a solutionto the problem which is appropriate to all the needs of those operating within the system. An approach that considers the operational realities of what is becoming a highly complex man machine system.

Whatever solution is devised must be applied in some way by a human. The system itself is dependent upon the performance of the human and also the physicallaws of nature!

CONCLUSION

The next phase of the development of the control of air traffic has to some been a very long time in coming. Few can doubt today that it will not come, although some will argue that it is still not fast enough!

There is very much work to be done still.

This paper raises just a few of the issues that must be confronted. At the beginning. the quotationasked the question "Where are we going?" IFATCA recognises the needs and demands of an ever growing air transport industry. and is committed to the support of this growth in a way that is proven to give both the industry and the customer what it wants. what it expects. a safe orderly and expeditious service. This must be preserved for the system in situ as well as being the basis for the global system which will be seen piecemeal across the globe.

One political commentator described transitionthus: 路路 The interval between the decay of the old and the formationand the establishment of the new. constitutesa period of transition which must always necessarily be one of uncertainty. confusion. error and wild fanaticism..

John C Calhoun Let us all hope that our journey does not take us here and strive to prove John Calhounwrong.

+ R. Hunter. Introduction to A TM Sntl'III Concepts. IEE Col/oqui11111 "UK Air Tmftic Control Snrems in the /99f/".1 路路. l11stir111e o/ Electrical Engineen. London. March /99() 15

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_

TECHNICAL

AND CONFERENCE

PREVIEW _____

CNS/A M SATELL

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_

TE

COMMUNICATIONSSEMINA 0 Philippe Domogala e CNS/ATM Satellite Commnications Seminar took pl ace in Cairo from 29 August to 2 September, 1994. The se minar was orga ni sed by ICAO Montreal for the M iddle East and Me diterrane an States and was held in The Meridien Hot e l in Cairo and atte nded by over 120 participant s from all aro und th e Region . Th e Seminar was addressed by I O spea kers among which Philippe Domogala made two pre sentation s on behalf of IF A TCA. The Semi nar was opened and clo sed by Dr. Kota ite , the President of th e ICAO Counci l. H is presence gave a ton e of solemnity and paiticular import ance to the event. Most of the debat es we re very technica l and were aimed at ex plainin g to the State s w h at was really behind th e FAN S project a nd w h a t changes we re expected in the co ming years.

IF A TCA insisted on the need to researc h and validate mo st of the e leme nts needed to introduce the CNS/ A TM tec hn o log ies; as well as to study their impact on co ntro llers and pilots. At the moment there is only one element of the who le plan in place (G PS )

Mr . Abouchacra • /CAO Regional Representative Carro , Dr . Kotaite • President ANG, N. Ostiguy• /CAO Montreal.

a nd even that element is not yet I 00 % reliable to meet civi l aviat ion requirements and standards. Before the sys tem can be succe ssful , many mor e elements needs to be in place, such as communications, ATC hardw are, we ll train ed staff , procedure s and se par a tion s s ta ndard s which are va lidated and reco mmended by ICAO .

As long as all these element s are not in pl ace, the CNS/ATM syste m wi ll not

change much of the pre se nt system. Thi s was reco gnised by ICAO, whic h is pushing hard for the State s to commit themselves to th e Re sea rch an d D e velopm e nt s plans nece ssai·y to progress along the plan .

During the Se min ar, a grand rec eption was held to celebrate the 50th Anniversary of ICAO , which continues to be the only coordinating and neutral body in th e region. +

IFATCA '95

T

he IFATCA ' 95 O r gan iz in g Com mittee is very g lad to bring you the latest informat ion abo ut the 1995 Confere nce . F ur th er in formation conce rning the city of J e ru sa le m a nd general information about Israel wi II be published in the December edition of The Control !er.

We would like to draw your attention to the change of venue of the Conference, d ue to the large numb e r of parti c ipant s expected to atte nd. We have succeeded in moving the Confere nce to a larger. wel le quipped h ote l. the ·Jerusa lem Re nai ssa nce · hot e l. It is loca ted in the same ar e a as the o ri g inal ve nue. at the western entranc e to Jeru sa lem . It is c lose to th e Knesset (t he Israe li parliament building). the new S upreme Court building and th e Israe l Mus e um . It is within 15 minut es driv e from the O ld C ity . sh o ps.

16

and many sites and touri st attractions.

Th e Jeru sa lem R e n a issa nce ha s two luxury w ings. You can enjoy a var iety of res taurant s and fine shops, a magnificent health club, a fabulous indo or heated poo l, a large Jacuzz i, sa una s and Turki sh bath.

T he hotel ha s large convention fac iliti es , including purpose-built halls and ampl e space for the technical ex hibition.

We a re s ur e that yo u w ill e nj oy th e Co nference and not miss the opportunity to ex plore the city of Jerusa lem and visit Israel's many attractions.

For furthe r injcJrmation on reg istra tion and accommoda tion plea se conlacl: Sec retariat - IFATCA '95 P 0. Box 50006 , Tel Aviv 6 1500 , Israel Te l: +972 35 1400 14 Fax +972 3 5 175674 / 660325 IFATCA 95 Organiz ing Co mmitt ee The A ir Traffic Co ntroller s Assoc iation of

Israe l Ben Gurion Airport, P.O. Bo x 2 1. Lod , 70 I 00 , Israe l Tel and Fax : 972 3 97 1059 I For Pre- and Po st-Conference Tour s Details of" how to book ca n be obtained !hr o ug h K e n es Tours , our appointed agent. Address details are con tain ed 0 11 !h e rev e rse of 1he Accommodation Book ing Farm.

A prr!fessiona/ and comme rcial exh ibi1ion will lak e place within th e .fi"C/lnework of the Conference. For fur/her i11forma1ion please con tacl : Miriam Malz Ex hibiti on Se rvices Ltd .

30 Hey b ' lyar St., Tel Avi v 62998. Israe l Tel: +972 3 69 I O188/9 Fa x: +972 3 6956963 T ix: 37 1355 MALZ IL + SEE OVER FOR REGISTRATION ETC

THE CONTROLLER /SE PTEMBER 1994

34th ANNUAL CONFERENCE OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS JERUSALEM,

ISRAEL, MARCH 27 - 31, 1995

REGISTRATION FORM Please TYPE or PRINT in BLOCK LETTERS and AIRMAIL to: Secretariat, IF ATCA, P.O. Box 50006, Tel Aviv 61500, Israel Tel: 972 3 5140014, Fax: 972 3 515674 / 660325

Note: Participants and Accompanying Persons should not complete separate forms. Participants should indicate clearly in the space provided below the name(s) of their accompanying person(s).

SURNAME .............................. ................................. FIRST NAME(S) ......................................................

.

FULL MAILING ADDRESS ........................................................................................................................

.

.................. ............................. ...................... ............ ... COUNTRY ......................... ............................... ...... .

TEL .................................................

TITLE:

0

Mr.

0

Mrs.

0

................ ....... ... FAX ..........................................................................

Ms.

Name to appear on badge (if different from above) .................................... ................... .............................. ..

Passport number .......... ........... ........... ...................... ............... ............ .................. ...................... .............. ..... .

Association / Organization ..................................................................................

Function at Conference D Officer of IF A TCA D Delegate

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

D Director D Deputy Director D Corporate Member

Full members of Associations must register as one of the above

D Observer (an Observer is a person attending the Conference by invitation or approval of the Executive Board) Name and title of accompanying person(s) ........................................ .................................. ............ .......... .. .

D I enclose herewith US$ ........................................ check number.. ............................ ........ .................. .. ..

D I have made a bank transfer of US$ ............................ ...... ........ .................. ................ ............... through Bank Leumi Le'Israel, Gan Ha ' ir, Tel Aviv, Israel, account no. 816/56946/33 PATAM. (Please ensure that the name of the participant appears on the transfer.)

D Please charge US$ ............... ................ .................... .............. .......... .................... ....... to my credit card D Visa

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D Diners Club

Credit card number ...................... ..................... ......... expiry date ............. ........................ ..... ............... .......

Name that appears on the credit card .................... .......... .............. .......... .............................. ............ ........... ..

\

l

For Registration Fees as follows :

D Participation in Conference sessions

US$ 50.00

D Accompanying Person's program

US$ 100.00

D Participation by Delegate in Accompanying Persons' prog ram

US$ 50.00

TOTAL

SIGNATUFx .. ................................... ..................... DATE .......................................................................

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THE CONTROLLER /SEPTEMBER 1994

17

IFATCA '95 For further information on registration and accommodation please contact: Secretariat-IFATCA '95 P.O. Box 50006, Tel Aviv 61500, Israel Tel: 972 3 5140014 Fax: 972 3 5175674 I 660325

IF ATCA '95 Organizing Committee The Air Traffic Controllers' Associations of Israel Ben Gurion Airport, P.O. Box 21, Lod, 70100, Israel Tel and Fax: 972 3 9710591 A professional and commercial exhibition will take place within the framework of the Conference. For further information please contact: Miriam Malz Exhibition Services Ltd. 30 Hey b'Iyar St., Tel Aviv 62998, Israel Tel: 972 3 6910188/9, Fax: 972 3 6956963, Tix: 371355 MALZ IL

REGISTRATION Registration Fee: US$ 50.00 This fee covers all organizational aspects, including conference rooms and secretariat, equipment, lunches and dinner functions, coffee breaks and transportation to and from the airport to the Conference venue.

Participants interested in joining the Accompanying Person's touring program should add an extra US$50.00 - a total ofUS$100.00.

The Registration Fee for Accompanying Persons is US$100.00.

The covers lunches, social events and a specially-arranged program of tours.

CANCELLATION POLICY: Refund of registration fees will be made as follows: Post-marked before February 8 1995: 50% refund Post-marked after February 9, 1995: no refund TRAVELAIRRANGEMENTS El Al Israel Airlines will grant a special discount of 50% on the lowest applicable fare, and 50% of full business class tickets to delegates and accompanying persons attending the 34th IF ATCA Conference. Please note that these tickets can only be issued through El Al Israel Airlines branch offices, upon presentation of a confirmed registration form, or IF ATCA membership card, or ATC license.

Observers should present a confirmed registration form or an authorized letter from the IF A TCA Executive Board.

Tickets will be on a confirmed basis.

VIISAS

For participants from most countries, a visa to Israel is not necessary, but we suggest that you ask your travel agent to check for you. For participants from countries without diplomatic relations with Israel, please write directly to the Secretariat, no later than TWO MONTHS prior to the date of the Conference, giving the following details: full name, data and place of birth, passport number and date and place of issue, date of expiry, flight details (arrival date and flight number). The Secretariat will arrange for a visa to await you at the airport.

Participants requiring a visa who are resident in a country with diplomatic relations with Israel should apply directly to their nearest Israeli consulate.

18

THE CONTROLLER/SEPTEMBER

1994

34thANNUAL CONFERENCE OFTHE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS

ACCOMMODATION FORM JERUSALEM, ISRAEL, MARCH 27 - 31, 1995

Please type or PRINT in BLOCK letters and AIRMAIL to: KENESTOURS P.O . Box 50006, Tel Aviv 61500, Israel Tel: 972 3 5140014, Fax: 972 3 5175674 / 660325 SURNAME ........................................................ ....... FIRST NAME(S) ........................................... .......... .

FULL MAILING ADDRESS .......... ......... ............................................ ..................................................... .... . ········· ····················· ··················································· ··· COUNTRY ................ .............................................. .

TEL ................ ................. ........... .......................... ..... FAX ......... ................................. ......... .......................

I/We require accommodation for the Conference as follows: Double

Single

D Jerusalem Renaissance* (Deluxe)

US$ 150.00

US$ 133.00

0 Royal Wing**

US$ 130.00

US$ 113.00

D Paradise*** (First Class) D Sonesta*** (First Class)

US$ 80.00

US$ 75.00

US$ 82.00

US$ 77.00

* Conference venue ** Royal Wing of the Jerusalem Renaissance Hotel, rooms are bigger and without a balcony *** Walking distance from the Conference venue

D Single room

D

Double room I will share my accommodation with Hotel

Check in

Check out

Total no. of nights

First Preference Second Preference Ther e are limit ed number of room s at the Royal Win g of the Jerusa lem Renaissance Hotel , therefore accommodation in the Royal Win g wi ll be co nfirm ed on a first co me fir st served basis.

Arrival date --------Airline / Flight no . ------at - -----hours D All requests for accommodation must be accompanied by a deposit.of one night's accommodation per room.

Please make cheques payable to Kenes Tours or charge deposit to credit card, as per below:

D Cheque enclosed

D Visa D Mastercard

D Diners Club

Credit card no . .............................................. .......... ... expiry date ............................................................... .

For terms and condition s please refer to the back of this form

THE CONTROLLER/SEPTEMBER

1994

19

KENES TOURS - official travel agent P.O. Box 50006, Tel Aviv 61500, Israel Tel: 972 3 5140014 Fax: 972 3 5175674 / 660325

Tix: 341171 KENS IL

KENES TOURS is the official travel agent for the 34th Conference of the International Federation of Air Traffic Controllers' Associations and will be offering specially reduced rates for accommodation and Conference tours.

TERMS AND CONDfflONS Kenes Tours reserves the right to change the requested hotels to those of a similar grade or better if they are unable to confirm those described in the brochure.

Participants requiring single occupancy will be accommodated in double rooms and charged with the supplement for a single room.

Kenes Tours shall not be responsible for, and shall be exempt from, all liability in respect of any loss, damage, injury, accident, delay or inconvenience to any person, or his or her luggage or any other property for any reason whatsoever. Personal travel insurance is recommended.

CANCELLATION Up to 90 days prior to arrival - full refund less bank charges Up to 45 days prior to arrival - cancellation charge of US$ 75 per room for dexluxe hotel and US$ 50 per room for first class hotel.

Less than 45 days prior to arrival - cancellation charge of one night's accommodation per room.

PAYMENT Payment for accommodation, tours, and other services provided by Kenes Tours is payable upon registration at the Kenes Tours Hospitality Desk at the venue. Kenes Tours accept Travelers' cheques and Eurocheques (in the currency of the issuing country), Visa, Diners Club and Mastercard credit cards. Payment in Israeli currency is subject to Value Added Tax.

TOURING Kenes Tours is offering Pre- and Post-Conference tours exclusively to the participants of the International Federation of Air Traffic Controllers' Associations. A special Conference tours flyer will be sent to you at a later date. Furthermore a choice of sight-seeing tours will be available at the Hospitality Desk at the Conference venue.

20

THE CONTROLLER/SEPTEMBER 1994

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THEFUTURE IS HERE (ALMOST ... ) 0 Neil Vidler- IFATCA Deputy President

T

here has been much said lately about the ICAO Communication, Navigation, Surveillance/ Air Traffic Management (CNS/ A TM) concept and how it will revolutionise air traffic control in the future. For our Pacific colleagues, the future is about to descend upon them, at least upon the oceanic controllers!

Commencing in April 1995, oceanic control in the South-West Pacific will be controlled via Automatic Dependent Surveillance (ADS) systems. By April 1996, oceanic control throughout the Pacific, including from the USA west coast to the South Pacific, will be manned utilising ADS! A few years ago, the Informal South Pacific ATS Coordinating Group (ISPACG) was formed to standardise and harmonise procedures and standards applications throughout the South Pacific. The ISPAC Group now primarily consists of CAA officers from Australia, Fiji, New Zealand, Papua New Guinea, Tahiti and the USA. Other service providers such as ARINC (Aeronautical Radio Inc.) and SITA are represented, as are the airlines. IFATCA is also a participant. ISPACG has always considered itself an action oriented group and, having successfully achieved regional harmonisation, they turned their attention to improving operating efficiencies. In the interim, this has included implementation of flex tracks and distance based oceanic separation standards. Now the group is concentrating on providing air traffic control by state of the art technology.

One of the perennial problems faced by aviation is that change has been needs driven rather than initiated. This has meant that there has always been long lead times between the provision of airborne and ground facilities. With respect to utilising new technologies such as Data Link, ADS and associated facilities, ISPACG has been trying to correct that. Via the meetings, the aircraft manufacturers and airlines have extracted promises from the administrations that if they, i.e. the manufacturers and airlines, commit the resources and finances to installing the necessary airborne technology, then the ATS providers must likewise commit themselves to make that investment worthwhile.

In January I 994, Boeing announced their FANS-I package and

by April some 10 airlines involving over 100 aircraft committed to its installation. Airbus and McDonnell-Douglas have also now announced similar avionics packages. For their part, the administrations have now committed to a timetable for providing an on-ground equivalent.

The FANS-I package will include ADS utilising updated communications and message sets, Controllers Pilot Data Link Communications <CPDLC), CPDLC/FMC integration, GPS/FMC integration and printer interfaces amongst others. The ATS providers have committed to providing the systems that incorporate CPDLC. ADS and ATS Inter facility Data Comms (AIDC). displays for ADS information, displays for down linked messages. access to those displays via keyboard, function keys and mouse/track ball and appropriate procedures and training for air traffic controllers. Human factors issues are also being considered.

Australia. Fiji. New Zealand. Tahiti and the USA have agreed to

provide CPDLC by April I 995. PNG has committed to April I 996. At this stage, full ADS by April 1995 has been agreed only

by Australia and Fiji with New Zealand, PNG, Tahiti and USA aiming at April 1996, although New Zealand is considering an interim system. (Full AIDC is another matter: USA may achieve that in October 1995, Tahiti and New Zealand say April 1996 whilst Australia, Fiji and PNG have yet to decide.)

This means that from next April most air traffic in the South Pacific will be controlled via D/L messages, 'observed' on ADS displays and separated by distance based separation standards approaching continental standards. This will provide efficiencies to the airlines and ATC facilities alike. It indeed will be air traffic control of the future today and this while other regions are still undecided which way to go or even if they will go down this path.

As an European CAA officer said recently, he was looking for ATC "islands" and may even see one towards the end of the decade.

Certainly, these imminent advances in the Pacific do not represent full CNS/ATM implementation but they are significant and important steps towards that end. They will allow a transition to the new technologies, they will permit an early utilisation of some portions of the final CNS/ATM technology and techniques and, importantly, they offer an opportunity for 'hands-on' experience for the further development of those technologies and techniques.

All this optimism and embracing of technology is not to say, however, that there is no cause for concern. There are some worrying aspects. Not the least of these is that data transfer protocols still need considerable development. ARINC has managed to develop a standard which allows their character oriented message sets to link to bit oriented networks. Whilst a step in the right direction, this remains a very inefficient technique and its mid to long term viability has to be questionable. Issues such as HF voice procedures, message non-delivery procedures and ARINC-SIT A inter networking need a lot more work prior to the April 1995 implementation.

Furthermore, it is of some concern that there are differing approaches to facility implementation. For example, whilst Australia believes that both ADS and CPDLC are required to implement this technique of managing oceanic traffic, the USA believes that an incremental deployment of the functions is sufficient. This means, for instance, that while Australia will implement ADS and CPDLC in April 1995 the USA will provide only CPDLC on that date with ADS following some 12 months later. The USA will, however, implement AIDC on the intervening period whilst Australia has yet to decide on their implementation date for this facility. Lack of the ability to data link between ATC facilities may cause problems with systems translations and could add to workload. Fiji will implement all three elements in April 1995 and New Zealand will delay until April 1996 its implementation of ADS, CPDLC and AIDC. It is ironic that the ISPAC Group. which has prided itself on harmonising the Pacific, has been unable to achieve harmony with this key facility implementation. (continued over)

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22

THE CONTROLLER/SEPTEMBER 1994

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Another matter which is causing IFATCA some disquiet is the lack of an ATC rating for such style of control. ICAO's Annex I makes no provision for air traffic control licences with ratings other than conventional ones. Yet the differences in the underlying principles between ADS and conventional ATC are such that, in IFATCA ' s opinion , some recognition via a specific rating is required. We have written to the Secretary General of ICAO urging the Organisation to review the ratings for ATCs in Annex I with the objective of setting standards for knowledge, experience and skill for the provision of ADS services.

Naturally, the efficiencies created by the use of ADS in oceanic control will be beneficial to the operators. As a matter of course, however, there will be created an expectation of continuing reduced minima and increased capacity. But what will happen when (not if) there is a system failure? The Canadian experience of January 1994 when they suffered a .double satellite failure and lost all comms with scores of aircraft in the North Atlantic provides a salutary lesson for systems planners and implementers.

The ability to be able to recover the situation procedurally and not be overloaded must remain an essential ingredient of any control system . It is essential that the controller remains part of the loop and retains the ability to readily provide manual back-up.

Retention of direct voice links is an integral part of that capability yet incredibly at least one country in the Pacific has proposed the removal of their HF facilities after the implementation of ADS! It has to be recognised that whilst the new technologies will mean new facilities and techniques at the same time that must not mean denial of the old capabilities.

The first steps into the new world of ATC are about to be taken in the Pacific region. As always with innovation (particularly involving new technology) it won't be without problems. But these steps must be taken for the increasing traffic requires them so that the demands can be met and the efficiencies (for users and providers alike) achieved and benefited from.

For South Pacific oceanic controllers , the future is about to arrive. +

CAOOAA CONVENTION '94

F

rom the 9th to the 12th November , 1994, CAOOAA will be staging a convention at the Opal Cove Resort, Coffs Harbour , Northern New South Wales, Australia. The venue is a beach front location with swimming pool, golf course and gymnasium. Room costs are AUD$95 per night and this rate is available either side of the convention.

The theme of the event is T AAA TS (The Australian Advanced Air Traffic System) Professional, Technical and Industrial Aspects.

Guest Speakers at the event include , Chris Stock - IFATCA Executive Vice President Tecnical. Ed DeVille - FAA Oakland ARTCC , Graeme Challinor - CAA Research and Development , Rob Graham - T AAATS Project.

Ansett Australia are offering a 35% discount of their standard domestic fares or best available discounted dome stic fares. From Brisbane , Impul se Airlines are offering a fare of AUD $ l 80 to Coffs Harbour. return with confirmed seating, or AUD$90 standby.

Full convention registration is AUD$ I 80 and daily registration is AUD$65. For enquiries or registration forms contact Suzie Dunn at the CAOOA Melbourne office. Phone +61 3 348 1899 or fax +61 3 348 1846.

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THE CONTROLLER/SEPTEMBER

1994

23

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SLOVENIA Slovenia' s application for membership to EUROCONTROL has been unanimou sly accepted by th e orga ni sation 's Perman ent Commission, its supreme policy-making body at ministerial level. In 1992, Slovenia began to participate in the Central Flow Management Unit and various projects within the framework of EATCHIP - the European Air Traffic Control Harmoni sation and Int eg ration Progra mme. Having become a member of the Europ ean Civil Aviation Conference, in the same year, Slovenia also benefited from technical assistance provided by the EUROCONTROL Advisory Service. Slovenia will become a full member of the Organisation once it has ratified the amended EUROCONTROL convention. Its technical integra tion into the Route Charges Syste m has been scheduled for I January I 995.

SWEDEN Luftfartsverket, The Swedish Civil Aviation Administration, signed a contract for the final phase of their national radar programme with Cossor Electronics Limited, in June. The award brings the number of Mono pul se Seco ndar y Sur veill ance Radars (MSSR ) to be supplied under the programme, to 12. The current contract is for a further 4 systems at Baras, Motala, Uppsala and Angelholm. The last of the sites is scheduled to be operational in 1999.

Additionally, Siemens has been selected for the total replacement of a!J Air Traffic Control Centres in Sweden, at Sundvall, Malmo and Stockholm, plus the supply of over 40 airport tower systems. The system will be based on the Siemens Controller 2000 family of products. A particular feature will be the replacement of paper strips in both the Centres and Towers by a totally electronic solution in workstation consoles. The System 2000 is capable for upgrade to accept ADS information based on GNSS, when it is accepted for use. The operational in-service dates will be phased over a period of 4 years , commencing with the Sundsvall system and associated Towers, in 1997.

• CHINA China's Civil Aviation Administration (CAAC) has awarded Alenia the contract to supply 15 new radar systems to be installed in the People' s Republic of China. The contract involves ATC equipment and services worth around 60 Million US$. The order follows the suppl y of l 5 ATC radar sys te ms which are schedul ed to be operational by the end of this year.

• MALTA Malta International Airpo1t , Luqa is to be supplied by Alenia with an ATC R-33 K prim ary radar , along with a SIR- M monopul se secondary radar and an advanced control centre . The system will be capable of multi-radar tracking to ensure best coverage of large areas of the Mediterranean. The air traffic controllers will be provided with CDS 2000 consoles with high graphic resolution and the total value of the contract is in the region of 14 bi11ion lire.

• MID-EUROPE Seven countries have linked together to consider the provision of an ATC centre to provide similar services in Mid-Europe as Maastricht UAC provides in Weste rn Europe. Austria . Croatia , the Czech Rep ub lic. Hungary . Ita ly. Slova kia and Slove nia, have given themselves to March 1995 to decide on the provision of the new upper air control centre. The centre is considered vital for the region where traffic is increasing rapidly in an area with a lack of ATC co24

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ordination facilities. Many difficulties remain to be solved before the plan could be implemented. Not the least of these problems is to decide where to build the Centre and who would be responsible for its management. Potential salary scales and conditions of service are also tending to be difficult and sensitive areas of concern.

DENMARK On I August 1994, Denmark became the seventeenth Member State of Eurocontrol, the European Organisation for the Safety of Air Navigation. It is the second Nordic State to join the organisation, following on from Norway, which became a Member in March this year. The Kingdom of Denmark has enjoyed close relations with Euroco ntrol since 1964 on the signature of an Agreement for Cooperati on with a view to increasing air safe ty. Sinc e 1990, Denmark has had observer status at Eurocontrol' s Committee of Management and Working Groups: she has also been participating in both the Central Flow Management Unit and the European ATC Harmonisation and Integration Programme.

INDONESIA A unit of Hughes Aircraft of Canada Limited has been awarded a $ 14 million contract to upgrade the Jakarta Air Traffi c Control Centre at Soekarne Hatta International Airport, in Indonesia. Hughes Canada' s Systems Division will replace the existing system with state-of-the-art technology providing improved safety, efficiency and the capabilit y to funct ion within the Future Air Navigation System environment.

• CANADA The Department of Tran sport may be throwin g away a golden oppoi1 unity to ensure the s_afety ~f Canad_ a's air navigation system, acc ordin g to th e Canadian Air Traffi c Control Assoc iati on (CATCA). The CATCA President, Dave Lewis, stated that instead of waiting until the system can be commercialised, the Government is setting into motion the closing of ATC facilities. CATCA sent a letter to the Canadian Transport Minister asking for a two year moratorium on control tower closure, in the name of safety and efficiency.

• UNITED KINGDOM Siemens Plessey has developed a new solid-state version of its already success ful Watchman air traffic management radar for terminal area and approach control. Known as Watchman "S", the radar was launched at this years Farnborough Air Show. Taking advantage of the recent improvements in S-band device technology. the modular design of the solid-state transmitter provides inherent "so ft-fail" and ensures greater syste m availabilit y. Loss of one mod ule reduces performance by less than 4%, with the rada r continuing to function even if a number of the 16 "hot replaceable" transmitter modules fail.

• LATVIA Sweden's CelsiusTech has won a contract to supply Latvia with a new air traffic control system. The system is due to be operational by the second quarter of 1996.

II RUSSIA Hughes TracView air traffic control system has been installed in the Samara En-route ATCC. which serves the central area of Russia.

The system installation was completed in less than six weeks and is THE CONTR O LLER/S EPTE MBER 1994

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based on commercial off-the-shelf hardware along with Hughes proprietary ATC software.

FRANCE Thomson-CSF has won a major contract from the French STNA Civil Aviation Authority for the supply of 550 air traffic modules to be installed in the five French en-route control centres. The contract is part of the Phidias contract which is a large scale air traffic infrastructure modernisation programme currently being conducted by the French DGAC Civil Aviation Authority.

NEW ZEALAND Air New Zealand has selected the Racal/Honeywell team to supply multi-channel satellite communications systems for their fleet of B747 -400s . The airline will use the airborne sys tem to take advantage of the Boeing "FANS I" upgrades which are expected to give significant transoceanic operational efficiencies. Air New Zeal and crews will be able to tran smit their position to take advantage of optimal navigation routings by means of ADS as well as send and receive transmissions for optimal altitude clearances through the two-way data link (TWDL) capability.

USA The US has abandoned its Microwave Landin g System (MLS)

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programme, in favour of the Global Positioning System (GPS). The decision has been taken despite the ICAO decision to replace the current Instrument Landing System (ILS) with MLS. Although yet unproven, the FAA is confident that GPS will achieve the necessary accuracy to achieve Category II and III approach criteria. The US expects to make sav ing s of $59 million by cancelling it s commitment to the MLS programme. Some other countries have already indicated that they do not share the short term optimism of the US for GPS to attain the required accuracy and have already stated that they will continue with the MLS programme to replace ILS as the primary Category II and ill recovery aid.

AUSTRALIA Airspace Management Systems (AMS) Pty Ltd., a new Australian joint venture company, has been formed to provide full FANS CNS/ ATM, oceanic and continental control, compliant systems .

Melbourne based Adacel Pty Ltd has joined with two United States companies , Technical and Management Services Corporation (TAMSCO) and Aerospace Engineering and Research Associates (AERA ) to create AMS to exploit the substanti al techn ology developed by the three companies for both the Australian CAA and the US FAA . For further inform ation co ntact the Marketing Manager at 250 Bay Street, Brighton, Victoria 3 186, Australia.

Phone +61 (0) 3 5962991 of Fax +61 (0) 3 5962960. +

AROUND THE WORLD C YCLE RIDE 0 Ron Mahendran

eremy Rowl ey, who worked for Hughes (U K) Ltd until rece ntly, is undertakin g a semi-sponsored cycle ride around the world in aid of the charity Muscular Dystrophy.

Jeremy and a friend, Keith Foskett, left the charities headqu arter s on Tuesday 30th August, heading for Ramsgate, UK, where th ey boarded a ferry bound for Oostende. While in Belgium, they intend to visit Hughes Europ e in Bruss els, as we ll as the Belgium office of th e European Alliance of Muscular Dystrophy Associations ( EAMDA ) in Gent. They will visit severa l other EAMDA offices en -route throu gh Luxembourg , Fran ce, Germany, Swit zerland, Italy, Slovenia , Gr eece and Turkey. be for e hea din g through or around the Middle East bound for the Indian Subcont inent. which they hope will include some cyc ling in the Himalaya s .

Af te r leav in g th e subco ntin ent , they wi ll pedal toward s Australa sia. taki ng in the So uth East Asian co untri es of Th ailand. Malaysia.

Singapore and Indo nes ia on th e way.

After Australia and New Zea land. they will pant homeward bou nd acros s the THE CONTROLLER/SEPTEMBER

may fly out to meet them. They are unsure of their route through the Middle East. but hope to be in Nepa l sometime between April and June, and in Australia by about August of next year.

Look out for them ' 1

Pie1ured. are Jeremy Rowlev ( on bicvcl e ), wi//1Jere111 y Richold o_fHughes ATC S im11ia tion and Trainin g : a subs idiary of" Hughes (UK) Lid.

Americas.

They hope to raise funds and awareness for th e charity, a nd have so far had sponsorship from severa l organ isations including Termtek. who are a supplier of modem graphical systems to Hughes for use in their ATC simulators. Jeremy is pictured receiving a donation to 路w heels In Mot ion' from one of hi s senior s in Hughes, who wish him and Keith the best of luck in achieving their goals.

A very general timetable for their trip is to be in Istanbul for Chri stmas. where members of the family and some friends

1994

If yo u w ish to make a donation to 'Wheels In Motion'. please send a cheque. payab le to " Whee ls In Mot ion'路. to Monica Hartwell at the addr ess shown below. or ( if in th e UK) take yo ur don ation to any branch of the Midland Bank or Halifax Building Society.

Monica Hartwell M.D. South East Area Regional Officer.

134 Tamwood Park.

Court Road.

London SE9 5NX United Kingdom Bank DetaiIs 路whe els In Motion路 Midland Bank PLC Sort code 40 - 43 - 48 Account No. 7 1I07283

+ 25

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SOFTWARE

REVIEW ______

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Yet another Flight Simulator?

0 Patrick Schelling , Contributing Editor

Screen shots from Elite 3

his title qu es tion is certainly ju stified since many possess ing a computer at home or wor k ha ve "flown" one of these elec tronic marvels.

Nowa days, you can take a fli ght to the Golden Gate Bridge or the Eiffel Tower or even take a Lear Jet to Flight Level 430 without leaving your desk. Other programs will give yo u the opportunity to be a fighter pilot or going back to WW I doing a "buzz job" with a Fokker Tri-plane. So much for the jo y rides.

The Controller was recently given the opport unit y to eva lu ate ELITE 3 . a professiona l leve l F lig ht Simulator targeted to permit cost effect ive IFR Training. ELITE (Electronic IFR Training En vironment) is a fam il y of softwa re programs for personal computers. designed to help pilots e ither in beco min g or remaining proficie nt in in strum e nt navigatio n . It clear ly stand s out from computer games as such.

There is a choice of four light aircraft (Cessna 172, Piper Arrow, Tobago TB-20 and Mooney 20) and a Jet which actually has the performa nc e of a McDonne llDougla s MD-80. Althou gh the Mooney was "flown " a few times by this editor , this software review concentrat es on the Jet version of ELITE 3.

The evaluation was done on a Macintosh Quadra 650 using a Virtual Pilot Control Yoke and two monitor s ( 14" colour and 21" B& W) . This configuration permits the display of the flig ht instrument s on the smaller screen and map on the big ger .

Ground tracking of the flight can therefore be observed in real-time. The addition of a third monitor would permit the display of the control screen.

For the prop eller versi on. a Pedes tal Power Unit (Power. RPM and Mixture)

T

26

and a Avionics Panel is available. From the Avionics Panel all the frequencies can be set, the autopilot operated and the gear and the flaps lowered. Thi s hardware is dev elop ed and built by Initiati ve Computing AG, the producer of ELITE 3.

The Avionic s Panel for the jet version is not available (yet!). However , Initi ative Computing rece ntl y pr ese nt ed an integra ted solution for the prop version incorporating the scree n for the flight instrument s, the avionics panel, pow er levers, control stick and rudder pedals.

Us in g a Pedesta l Power Unit and avionics panel has the distinct advantage of being able to do the settings manually, rather than with the mouse via the humanmachine interface.

A MS-DOS vers ion is also ava ilable where the minimum hardware equipment should be a '38 6 ' with a ' 387' math coprocessor. Two Megabyte of accessible memor y and a mouse are also required .

Contrary to the Macintosh, only one screen can be used and therefore does not allow simultaneous use of map-mode and flying instruments.

But, let' s fasten seat belts and take a flight with the MD-80 from Airport A to Airport B. For those not familiar with the MD-80, the handbook first takes the pilot through a deta il ed desc ription of th e fli ght instruments. their limits, settings etc. One of the niceties of the jet version is that it is equipp ed with a flight guidance system which drives the autopilot and the flight director - as found in the real aircr aft.

Although the handbook recommends the use of these systems by more advanced pi lot s. it ce rtainl y helped this editor to ··shoot" some stabilised approaches before trying to go ··manual''. It also permitted me

to get a feel of the "numbers" for a given flight profile. The different modes behave ju st like in the real aircraft. For example, no automatic capture is made on the localizer by the autopilot, if the intercept angle is too big, and so on.

Inc identally , the prop ve rsion s also feature full fun ctionin g autopilots obviously less sophisticated than the flight guidance system.

Each segment of flight is described in the handbook , start ing with the take-off and ending with ... the go around' Along the flight profile, indications are given as to which modes and settin gs should be use d. With th ese expl anati ons it is relatively easy to learn to use the flicr ht b guidance system.

Onc e in th e air , th e aircraft "fl ie s·' smoo thl y until yo u tend to exceed the limits. Aural warnings will then draw your attention. For those who ever had a chance to ride on the jump- seat of a MD-80, these sounds will make you feel right at home.

The fidelity of so und reprod ucti on is amaz111 g.

Wh en laun chin g th e prog ra m, t he aircraft usually sits at the threshold ready for take off. The flight can be repositioned to any oth er airport within th e loaded database with a few mouse clicks. Shouid you only want to practice ILS approaches, you can position the aircraft at any point in space and start from there. All you need is to choose an altitude, set the heading and speed, the approp riate configurati on and ... "unfreeze".

A Navigation Database comes with the purchase of either aircraft. Each database is limit ed to one pa rticu lar reg ion and co ntains the (!FR) airp ort s within . For Europe. one region can contain up to 40 airport s. Navigation data for the United

THE CONTROLLER /SE PTEMBER 1994

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States are al so available and cover 29 facility areas, like Atlanta , Miami , San Diego, etc. All data are current at the time of purcha se and should match with your own approach plates and en route charts.

A major upgrade, ELITE Version 4.0, is scheduled to be shipped by October this year. Probably the biggest change will be the introduction) of a light twin engine aircraft which has the performan ce of an Piper Aerostar. A Piper Seneca is also on the "progra mming board " , acco rdin g to He inz Brechbi.ihl , Cpt. MD-81 and developer of the hardware module s at Initi ative Computing. The new versio n will also featur e VHF communication capabilities, currently not implemented.

Basic training programs for air traffi c controllers usually includ es some !FR training on simulators during ATC school to highlight the other side of the fence.

SOFTWARE

REVIEW _______

The above described tool seems to be a cost-effective a lternative to the " traditional " flight simulators on the market.

Another field of application in ATC is research & development. Newly designed procedures can be "flown" and tested well before they are introduced into real operations . This is particularly helpful in an approach/departure en v ironment.

Currently, the program permits the user to define or change up to 15 navigation facilities.

According to Initiative Computing AG, the new version allow for up to 50 navaids and intersections.

If one would need to rate the above

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described product , the term s excellent , professional are not exaggerated. The smoothness of the version tested , the design of the interface and the clarity of the handbook are of outstanding quali ty .

The programme has mainl y been developed by airline pilot s and computer scientists - and it shows.

For more information contact: Initiative Computing AG Zi.irichstrasse 25 CH-8185 Winkel-Ri.iti Switzerland +41 1 861 056l(phone) +41 I 861 0563 (fax)

+

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Dual Monitor Displays from Elite 3

Flight years ahea C ivil Av iatio n Au th orities ' approved hardware

and

software m odul es : Enh an ce Safety, Im prove Efficienc y and In crease Capacity .

N O VA 9000 can b e upgraded and expanded

at an y

tim e to m eet changi n g needs . Configurations

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SHOW PREVIEW _ _ __

AGENDA SEPTEMBER 18 - 22 Air TrafficControlAssociation 39thAnnual InternationalTechnical Programand Exhibits, Arlington,Virginia, USA. Contact- Carol Newmaster Phone + 1 703 522 5717 Fax +l 703 527 5717 25 - 27 InterAirport'94, Georgia InternationalConventionCenter, Atlanta, USA. Contact- Julia Milne, ExhibitionDirector Phone +44 707 275641 Fax +44 707 275544 or Tom Kallman, North AmericanAgent Phone + I 201 652 7070 Fax + 1 20 l 652 3898 28 - 29 Asian Air TrafficControlSeminar, Kuala Lumpur.

Contact - ExecutiveVice President Asia/Pacific, David Moores Phone + 852 7715798 Fax + 852 7715453

30 - October3 ExecutiveBoardMeeting, Kuala Lumpur.

Contact - Executive Secretary , EdgeGreen.

Phone + 44 628 23 699 Fax + 44 628 781 941 OCTOBER 4- 6 EuroConvex 94, Valke11tr!

Netherlands. tJ Contact.,&~ '(S'~ro"'t: onvex 94. \113, 143 661332 f':ax +31 14366154 1 Telex 56317

CE\..

Oe

~viE

12 -14 Americas RegionalMeeting, Can Cun, Mexico.

Contact - The Secretary, ACTAM. Phone +52 5 726 1668 Fax +52 5 785 6703 14 -16 European Regional Meeting, Warsaw, Poland.

-Contact - The Organising Commjttee.

Phone +4822 650 13 52 Fax +4822 46 41 75 18 - 21 Air Forum '94, Palexpo, Geneva Airport.

Contact - Airspace Media Publishing.

Phone +4122 788 27 88 Fax +4 1 22 788 27 26 25 - 27 [nter Airport '94, Atlanta. U.S.A. Contact - Julia Mj]ne.

Phone +44 1707 275 641 Fax +44 1707 275 544

28

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0 Anne Paylor previews ATC '94

he Asia Pacific region is in the throes of an unprecedentedboom in air traffic and the infrastructureis straining to keep pace. A major air traffic control conference- ATC Asia Pacific'94 to be held in Hong Kong in Novemberthis yea r will take an in depth look at the region's"Optionsfor Growth".

Increasing airspace congestion and lack of airport capacity mark the maturation of air travel in the Asia Pacific region in much the same way as they have in Europe. The two regions reflect similar problems, not least of which is severe fragmentation of airspace.

And it is this perhaps more than any other single factor that constrains both regions from handling the sort of traffic volumes boastedby the United States which has a single unified air traffic control infrastructure capable of handling 40% of the world's passenger traffic.

There is a grow ing realisation , both regionally and internationally, that if measures are not taken soo n to replace this fragmentation with greater integration, the Asian Pacific rim in particular will quicklybe facing the sort of constraints that are now strangling Europe.

According to ICAO statistics, air traffic growth in the Pacific Rim countries over the last I0 years was the highest in the world, and growth in Asia has been sustained throughout the recession.

In 1992, passenger traffic in China alone soared 34% to 53 million and only airport capacity is constraining growth. There are currently 106 civilian airports in the country and implementation of plans to increase the number to 160 by 20 IOare already underway.

By then, capacity at the country's airpo1ts is expected to reach 180 million passengers a year. It is not a problem that is unique to China. Japan has just emerged from a capacity deadlock with the opening of the new Kansai International Airport and work is unde1wayto replace Hong Kong's capacity constrained Kai Tak airport. By the early part of the next century, South Korea. Malaysia, Thailand expect to have airports capable of handling between 80 and I00 millionpassengers a year.

Maca u is buildin g a new airport and programmes of upgrade and expansion are unde,way in many other parts of the region. In fact. the level of airport development in Asia is unequalled anywhere else in the world.

And that is where Asia and Europe differ.

Powerf ul environm ental lobbyin g, dense population, and massive urban development mea n that suit ab le land for airp ort developmentis a rare commodity in Europe so new airport development is sluggish at best.

But Europe is tackling its airspace problems and in that is stealing a march on its Far East counterpaits.

In the Asia Pacific region, there is a danger that all this activity on the ground will do little other than contribute to worsening congestion problems in the air if airspace issues are not addressed soo n. While Europe is well advanced on the· very long and slow process towards closer integra tion and ultim ate ly harmonisation, Asia has barely taken its first steps - and those that have been taken are largely isolated and of ten initiated at operational (i.e. the controllers) rather than politicallevels.

As the world's airlines realise that they could be facing in Asia the billion dollar bills they foot annually because of infrastructure shortfalls in Europe. there are growing calls for the Asia Pacific region to initiate moves towai·ds greater integration of ATC systems.

To that end. the Air Transpo1tAction Group (ATAG) will be takjng the opp01tunity of the ATC Asia Pacific '94 Conference in Hong Kong in November to call for a reg ional mini sterial meetin g to create a regional frameworkfor infrastrncturedevelopment.

It is a call that has industry-wide support.

For while the major players have little cause to tum to their regional neighbours for support Japan looks west to the US for its alliances.

China has traditionall y adopted an insular aviation policy although it is now making increasing efforts to rationalise its system in line with international standards, and the cross-border interface with the Russian Far East remains patchy de spite Russ ia' s continuing efforts to upgrade its nationwide networkand adopt international standards and practices - the rest of the region follows a lai·gely leader less path.

Planning decisions are made on nationalistic grounds, with littl e consideration for the effec ts on neighbouring ATC systems of measures taken to increaseairspace capacity at a nat iona l level. Sophi sticated hub s are sandwiched betwee n areas whe re infrastructure development remains minimal. creating huge bottlenecks on both north-south and east-west routes.

THE CONTROLLER/SEPTEMBER

1994

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Political tensions in the region and the continuing predominanceof military regimes mean lhal creati ng the will for closer integration will not be easy. The on-going dispute between China and Vietnam over the Spratley Islands, the political isolation of Tai wan, delicate relations between South Korea, China, and Taiwan which mean that South Korean airc raft may not transit Taiwanese airspace, and the continued restrictionof a single airwayconnectingJapan and Korea (via Fukuoka) and China (via Shanghai) are all issues which will require politicalresolution.

In addition , nations like Vietnam, Cambodia and Laos are re-emerging after years of war and isolationand have little in the way of up-to-dateinfrastructure - or indeedthe funds to develop one. Burma remains largely isolated; Indiais upgradingits systems, but the region remains a major bottleneck between Asia and Europe; and other nations such as Indonesia are trying to rationaliseinvestment to see them through the lengthy transition to CNS/ATM implementation.

It is not therefore a region that naturally ]ends itself to political unit y. However , aviation is a powerfuleconomicforce and has traditiona lly led the way to greater internationalisation.The aviation lobby here as elsewhere has the power to incubate political cooperation and ATC Asia Pacific '94 aims to provide a forum for that processto begin.

The conf erence is being organised in conjunction with the ATC Asia Pacific '94 Exhibition staged by MGB Exhibitions Ltd. which also hosts the annualATC exhibition in Maastrichteach spring.

The decision to launch the combined Asia Pacificevent was taken in responseto demand from exhibitors are the Maastrichtshow and already many of the world's top names in the ATC field are committed to attending.

The conference is the first high level independent event of its kind to be staged in Asia and industry suppoit for its aims to bring reg ional ATS regulator s and providers tooether under one roof has been very 0 encouraging. Indeed all sectors or the industry are putting their weight behind the debate. with controllers. pilots. airlines. and airport operators actively participating in the forum alongside aviation authorities. regulators. and policy makers.

IFATCA' s Vice President Asia/Pacific , David Moores , wi ll be speak ing at the conference, as will representatives of IFALPA, the Orient Airlines Association (OAA) , and the Airport s Council International, as well as !CAO. ATAG, and APANPIRG , Inmarsat, Eurocontrol , and others.

It is also anticipated that there will be an extensive cross-section of civil aviation rep resen tati on from aro und the region, including Japan , China, Vietnam , Indi a, Indonesia, New Zealand, and Singapore to discuss issues ranging from financing and training, to the needs of developing nations and regionalsatellite overlaysystems.

Day One of the conference will focus primarilyon issues affectingthe Asian Pacific rim, and in particular congestion problems along the north-south air routes.

Day Two will look at wider Asia Pacific issues in genera l, conce ntrat ing on the transition to and implementation of ICAO' s satellite-based CNS/ATMsystem.

The conference will be chaired by Richard Stirland, recently appointed Director General of the Orient Airlin es Assoc iation. Key speakerswill include: Peter Lok, Directorof the Hong Kong Civil Aviation Depaitment, who will open the first day's debate; Vladimir Zubkov, Secretary of the !CAO CNS/ATM Systems Implementation Task Force, who will give the opening speech on Day Two; John Meredithrepresenting ATAG: Brian O' Keeff e, General Manager.

Interna tiona l and !CAO with the Civil Aviation Authority of Australia, representing APANPIRG; and Emmanuel Koumentakis.

Director of the Eurocontrol Route Charges Office.

The Exhibitionwill be staged at the Hong Kong Exhibition Centre on 9-11 November 1994, with the conference being held in the adjac ent Hong Kong Con vention and Exhibition Centre on the first two days (9-10 November).

Special discounts on conference registration fees are availab le for bona l'ide IFATCA members. For further details about these and the event. please contact Yenrure International Publishing. 5 Royal Crescent. Cheltenham.

Gloucestershire. GL50 3DA. UK. Tel +44 (0) 242 584481. Fax: +44 (0)242 26200 I . +

THE CON TROLLER /SEPTEMBER 1994

OCTOBER 27 - 28 Landing& Approach Systems: Towardsthe ICAODecision. Organisedby FlightMagazine.

NogaHiltonHotel, Geneva.

Contact- ConferenceDesk.

Phone+44714903318 Fax +44714903319

NOVEMBER 9 - 11 ATCAsiaPacific'94, Exhibition& Conference , Hong Kong ExhibitionCentre, Hong Kong.

Contact-Donna Bushell Phone +44 8I 302 8585 9 -12 Civil Air OperationsOfficers'

Associationof AustraliaBiennial Convention , Coffs Harbour,Northern NSW, Australia.

Contact- Suzie Dunn.

Phone +61 3 348I899 Fax +6133481846 30 - 2 Dec Asia PacificRegionalMeeting, Taipei, Taiwan.

Contact- ROCATCA(Taiwan) Phone +8862 737 9915or 733 3844 Fax +8862 737 9919or 735 0331

1995

FEBR UARY 15 - 19 JapanInternationalAerospace Exhibition, Nippon ConventionCentre, Mah. '1.lh ari Messe, Japan Contact- JA'95 internationalDivision Phone +813 5543 0203 Fax +813 5543 0213

MARCH 26 - 31 IFATCA34th Annual Conference, Jerusalem, Israel Contact- Chairman IFATCA 95, Beny Freilich Phone +972 3 971 2579 Fax +972 3 9710591

JUNE 11 - 184 1st Paris Air Show Le Bourget, Paii s

OCTOBER 24 - 26 Convex International 95, Bournemouth lntemational Centre. UK Contact - Chairman, Stephanie Simmonds Phone +44 1256 764 835 Fax +44 1256765 633

29

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TCAS is a wonderful instrument and the FAA now seems to have approved some pilots to monitor the position (and the altitude) of another aircraft, and then allow them to decide to cross the level of the other before expecting the controller to authorise the clearance!. This very interesting procedure, goes against at least 3 ICAO standard practices (but that has never stopped the Americans). However, the most interesting feature is how the pilots identify each other. The pilot of one aircraft ask the other to switch off its transponder - if the symbol he sees on his TCAS display disappears, it must be there! No it is not an Americanjoke; it is called the "In-trail climb procedure ", and it is already in use over the Pacific Ocean.

RNAV INTERSECTIONNAMES After the DAISY, GLORY, HELEN and other easy names like SARAH, the imagination of the desk personnel producing all these 5 letter words has reached a new high. If the average Western pilot already, has difficulties in pronouncing some of them, how do you think some of our Far-Eastern pilots manage? With a Japanese accent, ARURA become s ALULA . It would not be a serious problem if those desk people had not also named another intersection ALORA, just 50 miles away from the first one. It only

produces unwantedturns of about 50 degrees...!

Controller : JAPANAIR 123 confirm you are on course to ARURA? Pilot: Ah, Loger, Loger......

Controller:No, Not to LOGEL. It is not on your route Sir. And so on........

AIRBUSA340 "THEBIG WONDERJET" The first Airbus 340' s are starting to fly Routes. One thing the controllers dealing with the A340 have noticed is their rate. of climb. It is just a little better than a brick with two wings. On a hot day, the aircraft average 400 feet per minute all the way up to FL370. It is not amusing if you are on a busy sector!

Controller: FRANCEAIR 1234 confirm your type of aircraft . Are you an Airbus 330 or a 340.

Pilot: A 340 of course!

Controller:Then would you mind switching the 2 other engines on and give me a IOOO ft per minute please.

The pilots of these wonderjets seem also to love the challenge of flying unrefuelledfor 13 or 14 hours.

Controller:How long does it takes you to fly to Sydney direct Sir? Bored voice of A340 pilot:..27 computer inputs...

"No problem, Captain. It 's just another of those A340 Pilots trying to hitch a lift to FL 370!"

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THE CONTROLLER/SEPTEMBER

1994

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IATAsDREAMSFOR A BETTERFUTURE While cleaning up my office at home , I found an old FANS Working paper presented by IA TA at the Paris Meeting in November, 1990. I cannot resist giving you some selected extracts.

The document was called "USERS EXPECTATI ONS OF THE OPERATIONAL ENVIRONMENT RESULTING FROM THE FANS IMPLEMENTATION " (ICAO FANS (II) WP/39 - 23.

10.90) From the papers Introduction: "The present system shows shortcomings in uti)jsation of existing capacity and in efficiency of airspace an aircraft use..... ....This paper proposes functions of an improved environment to provide an efficient, safe air transpo11ationof the future. .."

From the text: The High Altitude En-Route Airspace: "Improvement is expected in the· High Altitude (above 8Km / 26,000 ft) airspace... The actual flight path should be dynamically controlled by the aircraft crew, unless the ATC controller discovers a potential conflict in the next 10 - 20 minutes requiring a path c01Tectionto maintain separation minima.

The path correction should be accomplished, in descending order of preference based on least disruption of the efficient fught"path, by: - Altitude change, expected to be in the range 200 - 500 feet, - Heading change, expected to be less than 10 degrees, - Speed change As coordinated with the ATC controller, the aircraft crew may maintain visual separation.

The FlightPlan will be reportedas it changesto ATC for planrunguse.

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The aircrew will select any flight path for the Flight Plan through unrestricted airspace, inclurung cruise climb tracks.

Any Altitude may be selected by the crew for level cruise.

Any speed optimised by the aircraft may be used. ........The Flight Plan may also change based on operating agency information and rurectives. . ."

And finally from the papers recommendations: " ...FANS II is recommended to adopt the improved airspace management procedures outlined above.."

Needless to say the IATA plan was never adopted and it was just "noted" by the meeting. I am sure you never knew that the IATA techrucal people could have such a great sense of humour, rud you?

FINALLYA FEW THINGSTHINGSOVERHEARDON THE RT RECENTLY: Controller: REDSTAR 234 are you able to make FL 370?

Cheerful Chlnese pilot: AFFIRMATIVE ! TOO HEAVY !

Well known American Carrier :

Control, we' re clear of that Turkish 707 ...

Distinguish ed Turkish Pilot:

We are not a Boeing 707 - we are an Airbus 340 ...

Ameri can pilot:

Oh Sorry!... Hey, you're lucky to fly one of those ...

Turkish pilot: We are not lucky, we just make money.

And then one from our German colleagues (from Der Flugleiter 6.94): Controller: Lufthansa 234 lineup berund the Challenger. ..

Pilot: Control, we are not a Challenger, we are a Regional Jet. ..

Controller: Call it what you want, a glump is a glump. +

LETTERSTo THEEDITORARE ENCOURAGED AND APPRECIATED THE CONTROLLER, JOURNAL OF AIR TRAFFIC CONTROL , is published quarterly by the InternationalFederationof Air Traffic Controllers' Associations (IFATCA).

~-------------------------------------------------------------- SUBSCRIPTION FORM

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THE CONTROLLER /SEPTEMBER 1994

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EVIEW

Review of 'A Manual of Airfield Bird Control' by Peter Jarman ISBN O - 9522805 - 0- 7 Published by: Birdcheck 26 Park Lane, Blunham, Bedford, MK44 3NJ, United Kingdom.

Telephone/Fax - + 44 (0) 1767 640448 Price £27.00 (United Kingdom) £29.00 (Overseas)

_

adopted , in parallel with prudent bird and animal control measures.

Peter Jarman ' s book is of a suitable size to fit into an anorak pocket for on-site airfield work and the manual is well illustrated with relevant photographs and diagrams. The basic principles of airfield bird control, applied practical techniques , BCU organisation, data collection and research measures are comprehensively described.

Individual airfield operators will each have different hazard threats and associated protective solutions for the safety of aircraft. Mr. Jarman' s book provides an important reference to all who have a responsibility for aircraft operations at aerodromes. The manual is recommended as essential reading for the advice and guidance it contains on bird strike protection and in its description of both current procedures and future planning requirements .

have been very much aware of the threat to aircraft from bird strikes throughout my military and civil career in Air Traffic Control. For some time there has been a need for a more detailed and practical publication which provides advice and guidance on bird strike prevention to all who have a responsibi lit y for the safe operation of aircraft. Peter Jarman's recently published book. · A Manual of Airfield Bird Control' . has eminently sa ti sfie d this need . His technical experience and knowledge , primarily achieved from his respon sibility for an 18 year bird control programme at the Mini stry of Defence flight research airfield at Bedford , have formed the basis for the production of this

unique and easily read handbook. His intention that the book should be used as a fir s t reference is supported by the manual's excellent technical information , advice and threat evaluation.

Sensible recommendations and practical guidance measures are detailed throughout the book , together with sound operating techniques and precautionary advice. The manual is a well written reference document and encompasses the major factors which primarily mitigate the threat of bird strikes within an airfield's local flying area. The author strongly supports the conservation of species , flora and fauna and exemplifies how wildlife may cohabit with aircraft operations when p ract ical conservation measures are

~ pu~e II

One of our most important concerns for the near future however is to ensure and safeguard the inclusion of Human Factors consi derations in the de s ign and impl ementation of ICAO's CNS/ATM system. To that aim IFATCA has offered to participate in the high level Implem entation Task Force (CASIT AF) rece ntly established by Dr. Kotaite , President of the ]CAO Council.

With IFALPA , IATA and ACI already accepted on CA SIT AF, repre se nting pi lots, airline s and airport-authoritie s, additional acceptan ce of IFATCA would ensu re that the voice of the Air Traffic Contro llers is heard too, thus completing the range ofCNS/ATM -system users.

In that way IFATCA also would be

working at the highest level in accordance with one of its Constitutional goals: "To assist and advise in the development of safe and orderly systems of Air Traffic Control". +

Preston Group, the developer of the software, who sees, among other aspects, a body to coo rdinat e the requirements toward s the supplier.

Apart from specific software discussions, part ic ip an ts pres ented their projects developed with TAAM. During the meeting, it beca me obvio us that there is a mutual bene fit to be ga ined. rega rdl ess of the software used. by exchanging experiences made on air traffic management studies in various parts of the world.

The Preston Group presented a prototype of the TAAM Version 3 interface, which is

entirely based on MOTIF windowing technology. TPG expects the first release of TAAM3 to be available by mid - 95. The current version, TAAM2.8, will continue to be supported throu gh 1997, according to TPG' s TAAM Project Manag er. Dr. Alexander Klein.

Participants included the DFS. FedEx. Embry-RiddleUniversity. UK NATS. CENA and SYSECA of France. the ECAC Airports Bureau. ATSC Consultants of Germany as well as the German Aeronautical Research Institute. DLR The Meeting was hosted by Swisscontrol. also a TAAM user. +

H 1 111\

F ,crnR.\

Investments in the staff of the organ isation may be difficult to proof cost-effecti ve by commercial standards , they will inevitably pay off by strengthening the organ isation as a whole.

This concludes "IF ATCA' s perspective" on the future of Human Factors in (or for) ATC. We are determined to remain sta unch supporter s of the ICAO FS/HF programme. In practical terms this means that we will continue to participate in the Regional Seminar s and th e Global Symposia. but it also means that we will continue our internal campaign to make ou r members hip more aware of th e importance of Human Factors in aviation and in particular in ATC.

Late News or the first time. users of the fast time simulati on so ftwar e T AAM (Total Ai rspac e & Airp ort Mod e ller) met in Geneva. Switzerland . between 13 and 15 September in what is to become the T AAM User Group (T UG). Potential users and obse rvers from internati onal bodi e~ and research organisations where also among the invited.

This user initiative was welcomed by The

F

32

Geoffrey L. Hart Manager Air Traffic Services Civil Aviation Authority ORA Bedford Airfield (1985 - 1994) +

REFERENCES 1 Billings , C.E. ( 1991) "Human centred aircraft automation: a concept and guidelines " .

NASA Technical Memorandum I03885.

2 Westrum , R. Cultures with requisit e imagination. In: J.A . Wise, V.D. Hopkin & P. Stager (Eds) Verification and Validation of Complex Systems: Human Factors Issues. pp. 401-416. Berlin: Springer Verlag, 1993.

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