IFATCA The Controller - 4th Quarter 1994

JOURNAL OFAIRTRAFFIC CONTROL

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21 FEBRUARY 1995 TCAS - Is it rea lly safe?

"What are th e Eu ropean Authorities' intentions with TCAS? Do we need to do something about it?

What went wrong with the procedures ?

Are there ways and means to adjust th ese?

We need to share our experiences on TCAS!" EGATS, the Eurocontrol Guild of Air Traffic Services, is organizing a one-day forum during the ATC95 Exhibition and Conference in February 1995.

Air Traffic Controllers,

Invited are: Pilots, ATC Management , Manufacturers.

Sin ce you are invited , there will be no costs . Just obtain a slot, first come, first se rv ed by returning the slip below to the indicated address

Organization: As a typical EGATS Forum , ther e will be extensive discussion and exchange of view s between the forum and its participants.

EGATS FORUM: 21 FEBRUARY 1995 Maastricht MECC, ATC95 Conference and Exhibition 21 February-23 February 1995 EGATS is a non -profit, professional air traffic controllers ' association, orga nizing this f orum on behalf of and for its members and other interested parties, and supported by Jane 's Information Group,Jane's Airport Review and M GB Exhibitions.

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Regist r a ti on only in wri ti ng, eHher ma il or fax to : JEGATS ATC95

FORUM Coordinator Pos Box 47 NL-61900 AA BEEK Lb. The Netherlands Fax: +31 43 661 541

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JOURNAL OFAIRTRAFFIC CONTROL

United Kingdom , December I 994 PUBLISHER

IFATCA, International Federation of Air Traffic Controllers ' Associations. See bottom of page 2 for contact address.

EXECUTIVE BOARD OF IFATCA

Preben Falkman-Lauridsen President and Chief Executive Officer Neil Vidler Deputy President Abou El Seoud El Karimy Executive Vice-President Africa/Middle East Samuel Lampkin Executive Vice-President Americas David Moores Executive Vice-President Asia/Pacific Gunter Melchert Executive Vice-President Europe John Redmond Executive Vice-President Finance Bert Ruitenberg Executive Vice-President Professional Chris Stock Executive Vice-President Technical Edge Green Executive Secretary Terry Crowhurst Editor EDITOR

Terry Crowhurst 29 Heritage Lawn, Langshott, Harley, Surrey, RH6 9XH, United Kingdom.

Tel. +44 (0) 1293 784040 Fax +44 (0) 1293 771944 COPY TYPING

Dona Crowhurst ADVERTISING AND SALES OFFICE

Ron Mahendran 13 Stanford Way, Broadbridge Heath, Horsham West Sussex, RH 12 3LH, United Kingdom.

Tel & Fax +44 (0) 1403 256 798 ACCOUNTS AND SUBSCRIPTIONS

Tim MacKay "Dunadry", Minshull Lane, Wettenhall, Winsford, Cheshire, CW7 4DU, United Kingdom.

Tel +44 (0) 1270 528363 Fax +44 (0) 1270 5284 78 CONTRIBUTING EDITOR

Patrick Schelling Ch. Sur le Moulin. I26 1 Le Vaud, Switzerland.

Tel +41 (0) 22366 2684 Fax +41 (0) 22366 4305 PRI NTING

Mercury Press Unit I. Baird Close. Crawley. West Sussex.

RH 10 2SY, United Kingdom.

Tel +44 (0) 1293 523000 Fax +44 (0) I 293 529000

THE CONTROLLER/DECEMBER 1994

Volume 33 N° 4

IN THIS ISSUE FOREWORD EVP Europe

3 , Gunter

Melchert

A GREEK TRAGEDY IFATCA Makes an Important

Comments

4 Press

Statement

s

AMERICAS REGIO NAL MEETING AFRIC A AND MIDDLE EAST REGIONAL MEETING EUROPE AN REGIONAL MEETING

7 8

THE TANZANIA PROJECT Hannes Ziegler Reports

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ATC IN

12

First

ASIA IN TRA NSITION IFATCA Organised Symposium

PRIVATISATIO N FROM THE AIR TR AFFIC CONTROLLERS ' PERSPE CTIVE Bert Ruitenberg Delivers a Key Note Speech

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IFATCA '9S Conference Update CASITAF2 Bert Ruitenberg

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22 Reports

JCAO EUR RAN Meeting Report from

on the Second

Meeting

23 Philippe

CAOOAA CONVE NTION Chris Stock Reports from

Domogala

26 Australia

CONTROLL ER E ND OF YEAR QUIZ

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Advertisers in this issue Alenia , EGA TS , El Al, Freq uents, Jeppesen , Hughes , MGB Ex hibiti ons , 0mn ilife, Preston Gro up.

Photograph s T. Crow hurst, P. Dom agala, EVP Africa Middle East. EVP Europe.

H. Zieg ler, CA00AA , P. Parker.

Cover Hong Kong Approach with Radar superimposed over Phil Parker.

Charlie Cartoon Ken Tully

*Please note UK area code telephone number changes as detailed in previous column ISSUES APPEAR ENO OF MARCH, JUNE , S EPTEMBER, D ECEMBER. CONTRIBUTORS A RE E XPRESSING THEIR PERSONAL POI NTS OF VIE W AND OPINI ONS, WH ICH M AY N OT NECESSARILY CO INCIDE WI TH THO SE OF THE INTERNATIONAL FEDERATIO N OF A IR TRAFFI C CONTROLLERS ' ASSO CIATIONS , IFATCA . IFATCA D OES NOT ASSU ME RE SPONSIBILITY FOR S TATEMENTS MADE AND OP INIONS E XPRESSED, IT A CCEPTS RESPONSIBILITY F OR PUBLISHING THESE C ONTRIBUTIONS. CONTRIBUT IONS ARE WEL COME AS ARE CO MMENTS AND CRITICISM. NO P AYMENT CAN BE MADE F OR M ANUSCRIPTS SUBMITIED FOR PUBLICATION IN THE CONTROLLER. THE EDITOR RESERVES THE R IGHT TO M AKE AN Y EDITORIAL CHANGES IN M ANUSCRIPTS, WHI CH HE BELIE VES WIL L IMPROVE THE M ATERIAL WITHOUT ALTERING THE INTENDED ME ANING. WR ITI EN PERMISSION BY THE EDITOR IS NE CESSARY FOR REPRINTING ANY PART OF THI S J OURNAL.

CORPORATE MEMBERS OF IFATCA

ADACEL PTY LTD. Canberra, Australia

IBM (UK) Feltham,UK

AIR TRAFFICAND NAVIGATIONAL SERVICESCo.Ltd. Johannesburg,Republicof SouthAfrica

JEPPESEN& Co. GmbH Frankfurtam Main,Germany

AIRWAYSCONSULTING SERVICES Wellington,New Zealand

JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD,USA

ALAN DAVIS & ASSOCIATES Hudson (Quebec), Canada

MARCONIRADARSYSTEMSLtd. Chelmsford,UK

ALENIA Rome, Italy

NETWORKSYSTEMSGmbH Frankfurtam Main,Germany

ATS AEROSPACE St. Bruno, Canada

NORCONTROLSURVEILLANCESYSTEM A.S. ChippingSodbury,UK

BURANNC Rome, Italy

OMNILIFEOVERSEASINSURANCECo. Ltd. London,UK

CAE ELECTRONICSLtd. Saint-Laurant,Canada

RAYTHEONCo. Marlborough,MA, USA

CESELSA Madrid, Spain

REFLECTONE Farnborough,UK

CELSIUSTECHSYSTEMS Jiirfiilla,Sweden

SCHMIDTELECOMMUNICATION Ztirich,Switzerland

COMPUTERCOMMUNICATIONSSOFIWAREGmbH Rodedermark-Waldacker, Germany

SEL-STANDARDELECTRIK Stuttgart,Germany

COMPUTERRESOURCESINTERNATIONALA/S Birkerod, Denmark

SERCO-IAL Bath,UK

COSSOR ELECTRONICSLtd. Harlow, UK

SHL SYSTEMHOUSE Ottawa,Canada

CRIMP A/S Allero, Denmark

SIEMENSPLESSEYSYSTEMS Chessington,UK

DENRO Gaithersburg,MD, USA

SOCIETED'ETUDESET D'ENTREPRISESELECTRIQUES Malakoff,France

DEUTSCHE AEROSPACEAG (DASA) Ulm/Donau,Germany DICTAPHONECORPORATION Stratford, CT, USA DIVERSIFIEDINT'L SCIENCESCORP. Lanham, MD, USA

SOFREAVIA Paris,France SONYCORPORATION Tokyo,Japan SWEDAVIAAB Norrkoping,Sweden

DORNIER, CommunicationSystems Konstanz, Germany

TAMSCO Calverton,USA

DUBAI AVIATION COLLEGE Dubai, United Arab Emirates

TELUBAB Solna,Sweden

ELECTRONICSPACE SYSTEMSCORP. Concorde, MA, USA

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

GAREXAS Oslo, Norway

UNISYSDEUTSCHLANDGmbH Sulzbach,Germany

HUGHES AIRCRAFr COMPANY Los Angeles, CA, USA

VITROCISETS.p.A. Rome,Italy

HUGHES ATC SIMULATIONTRAINING Crawley, UK

WALTONRADARSYSTEMSLtd. Fleet,UK

The International Federation of Air Traffic Controllers'Associationswouldlike to inviteall corporations,organisations, and institutions interested in and concernedwith the maintenanceand promotionof safety in air traffic to join their organisation as Corporate Members.

Corporate Members support the aims of the Federationby supplyingthe Federationwith technicalinformation and by means of an annual subscription.The Federations' internationaljournalThe Controlleris offered as a platform for the discussion of technical and proceduraldevelopmentsin the field of air trafficcontrol.

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

Tel: +44 (0) 1628 23 699 lFax: +44 (0) 1628 781 941 ----------

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FOREWORD

FOREWORD_____

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nother year is drawing to a close.

Usually, it is at this time when one either tries to summarise the past years events or attempts to look at things still to come. In this my first Foreword for The Controller , I tried to do the latter.

As in the rest of the world, air traffic control in Europe is on the brink of a new age. In technical terms that means , amongst others , the forthcoming implementation of th e ICAO Communications , Navigation , Surveillance/Air Traffic Management (CNS/ATM) concept which will be implemented over the next few years. One of the major decisions is expected to be finally taken during the upcoming COM DIV meeting of ICAO , early next year; it concerns the transition to a new precision approach system. The question whether MLS or GNSS-supported systems will replace the existing ILS is certainly a major issue for commercial aviation in Europe.

Operationally , Europe is heading for a further harmonisation of procedures and se paration standards acco rdin g to Eurocontrol's EATCHIP plan. Carried out correctly, it will show an enhancement of capacity at the same time as an increa sed level of sa fety for both provider s of ATC namely air traffic controllers - and customer s, the flying public . Though , from experience we know that theory does not necessar ily go with practice , IFA TCA therefore ha s committed itse lf to keep a clo se eye on these developm ents.

Additionally, we have seen a new trend dominating air traffic control over recent years. Privatisation is the fla vo ur of th e moment. Yet we know that it is often commercialisation rather than real privati sation that air traffic controllers are being confronted with. How eve r, air traffic control personnel have to adapt to an often unknown environm ent. Th at which was a s tat e age nc y or a gove rnm e nt a dmini s tration re s pon s ibl e for th e provi sion of air traffic servic es is now in many cases an enterprise m a na ge d acco rdin g to the rul es of the mark et. An o ld say ing stat es that one cannot spe nd more money than one earns. But what can be beneficial to other produ cts and their produ ce rs as we ll as to their c ustomers need not necessaril y be ben e ficial to the

THE CONTROLLER / DECEMBER 1994

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GUNTER MELCHERT

Gunt er Melchert , Executive Vice President , Europe

product we as air traffic controllers together with others - do our utmost to provide: air safety! Let me elaborate in a few sentences what I mean .

In past years the efficient provision of air traffic se rvic es more often than not s uffered from much gove rnm e nt neg ligence in providin g ade quate techni cal equipment and operational standard s as well as safety relat ed working conditions for their air traffic controllers. A nega tive impact on air safe ty was caused b y ig norance a nd too often by simple incapacit y of gove rnm e nt a l p se ud o mana geme nt s an d , not to be forgo tt e n, politician s. Con seq ue ntly , all this neg lect accumulated in a di sas trou s situation for holidaymaker s a nd busines sme n usi ng airlines for their travel itineraries during the summ er period s of the late eighties in Europe. Eventually, publi c press ure was pow e rful e nou g h to co nvince politicians that something had to be done. EATCHlP was born . A very ambiti ous programme se t up by E uro co ntr ol foc uss ing on the Harm o ni sa ti o n a nd Int egra ti on of the European A ir Traffic Co ntro l Systems.

H oweve r , d ec is ion s once taken by gove rnm e nt s and th e ir adm ini stration s h ave now to be m a ter ia li sed b y gove rnm ent age nc ies or co mpani es . Wh ilst in former yea rs tho se d eve lopments guaranteed funding of res pective proj ects. nowaday s they need to to be finan ced by en-rout e and approac h char ges co llec ted

by A TC pro vidin g companies: and there we might see a new key word which raise s concern amongst A TCOs and that is : Competiti on.

For a long time many countrie s had insufficiencies in their respecti ve ATC sys tem s. Although , these co un tries were not capable or willing to resolve the s hortfall s, th ey at least committed themsel ves to providing safety in their airspace - as far as that was practic able.

Con sequentl y, they tried to prevent their airspace from overloading by imposing flow measure s; a tool which was therefore often misu sed to co ver lack of adequate airspace management by authorities and gove rnm ents.

One of the logic al consequences though was a lack of income caused by the reduction of traffic numb ers.

(However, thi s was ne ver worth mentionin g while ATC was working in a gove rnment al environment ). For obvious rea so n s, IF A TCA n ever got tired of condemning this approach. Today, a differ ent situation might cause a differen t course of action.

Commerciali sed enterpri ses need income from en-route and approach charge s to fund the mselves. In turn , this might instigate ideas to put some pressure on ATCOs to accept more traffic w ith out having available the necessary tools to keep the optimum level of safety .

Th ere might be ideas t o lower ATC charge s to attract more traffic over certain airspac e. There might be competition in th e skies which co ul d lead to compromi ing flight safe ty .

I do not w ish to state that the abovementioned scenario will defi nite ly occur . I do not think that pri vat isation necessa rily leads to an abuse of the work of air traffic cont ro ll e rs and I do not think that competit ion is a bad thin g . How eve r. I do stress that IF A TCA is we ll awa re of the conce rn s a nd will b e watc hin g the dev e lopme nts in thi s ve ry sensitive field attentively. As air traffi c co ntrollers we a lways st ri ve fo r a maximum level of safety. In case this safety could be co mprom ised for whatever reason. action is requ ir ed . Therefore. IF ATC A in the futur e, as it did in the past. w i II be carefully observ ing wh ich opt ion~ the new private e mplo yers are going to adopt.

Because ther e is only ONE objective on top of our list of prio rities: SAFETY' +

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ome four years ago I took over the helm of The Controll er from the then Editor, H. Harri Henschler. In his farewell Editorial , Harri stated that the air traffic contro l profession is ve ry specialised and consequently original material for the magazine was scarce. This should not now be so. During the ensuing ye ars there has been such a dramatic increase in the profile of air traffic control and techno logical advances that, even in this short timesca le, could not have been foresee n. However, some 14 issues and 350,000 words later I am still having to rely on the inputs to the magazine from a dedicated nucleus of personnel. It appears to have become accep ted th at a professionally produced magazine appears quarterly and that it emanates from some large publishing house in the sky. I think it is timely to remind you all that every one of The Controller staff and tho se contr ibuting to the magazine are full y emplo ye d as working air traffic controllers , or in a similar ly re lated

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ll ow ing it s rece nt Euro pean Reo ional Meeting in Warsaw , Pol: nd, from l 6th- l 7th October, the Inte rnat ional Federati on of Air Tr aff ic Co ntrollers' Ass ociation s (IFA TCA) on be ha lf of it s Europ ea n Me mber Associations, hereby wishes to express its deepest concern at the continuing shortfall in the effic iency of the ATC system in Greece.

W ith th e ex ception of Gr eece, a ll Europea n states hav e recog ni se d the failings of their ATC environments leading to delays and frustrations for our customers - the airlines and th e trave llin g publi c .

Europe has realised the effec t that these inadequacies have had on the eco nomic pros per it y of indi vidu a l sta tes. Thi s realisation has led to increased investment and ex penditur e on ATC sys te ms and training of co ntroll ers ass ociated with a Euro pea n-w ide effo rt towar d s ATC harmonisation. This activity has led to a sig nifica nt red uctio n in de lays to the 4

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0 Terry Crowhurst- Editor

employment.

E ve rythin g associated with the magaz ine is carried out on a volunteer basis. During the past year, I can count the number of letters I have received on one hand! Surely out there in the big wide world there must be burning issues that

GREEK TRAGEDY - A MISSED OPPORTUNITY

The fo llowing is the text of a recent Press Release from IFATCA

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could be well aired in yo ur magaz ine The Controller.

Con sc iou s of the vulnerability of the magaz ine with only one per so n respon sible for its phy sical production , I have sought the permission of the IFATCA Executive Board to establish a sub-editor in each of the four IFATCA regions in the world . The intention is that each sub-editor will be responsible for producin g a minimum of one page of copy for each iss ue of the journal. I alrea dy have two volunteers from Uruguay to look after the interests from the Americas Region . I am still seeking a volunteer(s) from the European , Asia Paci fic and Africa Middle East Reg ion s . If there is anyone that is prepared to fulfil the se roles I would be very grateful if you could contact me at the address on page 1. In the meantime if anybody has an interesting story to tell or an article that they consider would be of interest to fellow controllers, I would be plea se d to receive it for po ss ibl e publication. +

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travelling public. These improvements have been acknowledged by the airlines.

However, it is with a sense of increasing fr ustra ti on th at IFATCA reco rds yet another busy season passing without the improvements promised repeatedly by the Greek administration being implemented.

It recognises the significant efforts of the A TC staff in Greece to respond to the increas ing demands placed upon them.

However, there is a finite limit to capacity gains which can be achieved by ATC staff alon e.

Additionally, the correct infrastructure needs to be in place. The main elements of this infrastructur e are proper training , safety-related working conditions and ATC equipment.

The failure of the Greek administration to fulfil its repeated promises to improve the service to the travelling public has now led to an int olerab le situ ati on whi ch ser iously affect s all European air traffic controllers. The effects of this inactivity is not conf ined wit hin Greek sovereign airspac e - they are felt throughout the whol e of Europe as aircraft are rerouted entirely or delayed either on the ground or

when airborn e. The implication s of the refusal of the Greek Gov ernment to act po sitively are profound . Safe ty is significantly compromis ed. Also airlines and other European states are damaged economically through no fault of their own.

The time has now passed for mere words alone to satisfy Europe' s travelling public.

Actions are requir ed imm edi ate ly to significantly improve service provision in order than Greece can take its rightful place in the modern European-wide ATC system.

IFATCA stron g ly ur ges the Greek Government to take the necessary steps to fulfil their repeated promises which have been made over the past decade.

INSTALL THE EQUIPMENT , TRAIN THE STAFF, PROVID E PROP ER SAFETY-RELATED WORKING COND ITIO NS AND R EAP THE ECONO MI C BENEFITS OF THE IMPROVED ATC SYSTEM. Fo r furth er detail s co nt ac t Gu nt e r Melchert Executive Vice-President Europe Tel: +43 l 94 93 483 Fax: +43 I 94 93 484

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THE CONTROLLER/DECEMBER

1994

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AMER CAS REGIONAL MEETING AN UN HE MEX CAN CARIBBEAN 0 Samuel Lampkin - Executive Vice President , Americas ike the 1993 Regional Meeting, this year 's Meeting was held in another Caribbean tourist destination on the east coast of the Yucatan Peninsula in Central America. Associacion de Transito Aero de Torre de Control (ACT AM) of Mexico hosted the air traffic controllers' Associations for the 5th IFATCA Americas Regional Meeting in Zona de Hoteles, Can Cun City, Quintana Roo State , Mexico . During the period October 12 to 14, participants met at the Hotel Krystal, one of the magnificent holiday resorts in the area.

Getting to Can Cun proved difficult for many As soc iations and the IFATCA Board owing to the very high occupa ncy levels on airl in es that serve th e city airport. Several Member As so ciations , therefo re, did not attend .

On the evening of the 11th there wa s the u s ual " Get to know who' s w ho " reception. Delegates from Canada , France (APCA French Antill es), Guyan a, Pa nam a, Pe ru , Trinidad and Tobago , Uruguay , IFATCA Executiv e Board and of course Mexico were in attendance.

There wa s a very large contingent o f Mexican d e lega te s attending as the ACT AM Annual Convention ran s imultaneously with the Americas Region a l Meeting. The only Ob server delega tion came from the United State s of America. Thi s was the first time ever that there was a simultaneous opening of two air traffic controllers mee ting s in_the Region.

Th e fo ll owing morning delegat es attended a typi ca l M e xican br eakfas t opening ceremony at th e Can Cun Convention Centr e. Sea ted at the he ad tabl e on thi s occas ion were , Hi s Excellency Senor Emilio Gaboa Patron , Fe d era l Secr e tar y for Tr a n sport, th e Gov e rn o r o f Quintan a Roo State, Th e Pres ident of ACT AM , seve ral other high rank in g officials from both the Federal and S ta te G ove rnm e nt. IFATC A Exe cutiv e Vice Pres ide nt Americas and Enriqu e Mancilla . Master of Cere monies .

An impr ess ive ceremo ny of pre se ntati on of co lours and flag s of Quintana Roo State

a nd Mexico was conducted by a detachment of military in ceremonial dres s. The President of ACT AM , Senor Alfredo Guevara welcomed the guests and delegates and continued with a very strong speech in which he outlined the many areas in which the Mexican authorities have been failing to provide the requisite resources for the development and improvement of the National Air Traffic Control System . He was very mindful though and credited the authoritie s for action which they had taken in some areas but insisted that the rate of progres s was too slow for the needs of the Mexican Air Navigation System.

Next to speak was His Excellenc y the Secretary for Transport who outlined the Federal Gov e rnment 's plans for improving the infr as tru c tur e of th e National Air Navigation S ys tem .

Secretary Gaboa Patron informed de leg at es that the e ntir e M ex ican air tr affic co ntrol s ystem would b e full y automated within a few month s with the mo st up to d a te equipment. T es tin g of equipment wa s soon to commence in the major facility, Mexico ACC/APPffWR in a matter of day s. He then declared both the ACT AM Annual Convention and the 5th IFATCA America s Reg ional Meeting o pe ned. Several M ex ica n a ir traffic contro llers were then awa rded plaque s for long and outstandin g perform ance in their field s of A TC endea vour.

EYP America s commenced the business sess ion immediat e ly on return to the Hotel Krystal by officia lly welcoming delegates to th e 5th America s Reg ional Meeting.

He a lso ex pr esse d hi s co nc e rn for the re lati ve ly low numb e r of Memb e r Association s that were in atte ndance. At the head tabl e suppor ting EVP Americ as was fe ll ow B oa rd Memb e r , Terr y Crowhur s t , Ed itor of th e IFATCA journ al, and Alfon zo Cruz from ACT AM who perform ed the dutie s of sec retary to the mee tin g . John Redmond , IFATCA EVP Fi nance un fortun ate ly did not make it to Ca n Cun du e to diffi cult y with air tran sportation.

EVP Ame ricas gave an upd ate o n his

THE CONTROLLER /DECEMBER 1994

activities since the Otta wa Conference .

He indicat ed that he was comfortable with ICAO 's timely acceptance of IFATCA as a participant on the CAR/S AM Regional Planning and Implementation Group (GREPECAS).

It was ad v ised th at the Federation has similar stat u s as that of IA TA and IF ALPA meanin g that direct operational controller input is now possible not only at the GREPECAS but also at the various Subgroup s and at Task Force s set up by the Subgroup s. He con si dered thi s as a challenge to the region and is lookin g forward to capable indi vidual s from the Association s offering the ir commitment in terms of time and experti se to re present IFATCA at the GREPECAS and its contributory bodie s.

A review of the pr ev iou s Meeting's Report and the follow-up action taken by Member Assoc iat io ns followed.

All reported having completed the action s that were required of the m. Next wa s the Report of the IFA TCA Executive Board.

The report was prepared by the IF A TCA President and Chief Executive Officer and was pre se nted by the Editor. A fairl y comprehensive upd ate wa s provid ed on the act ivities of the Board since Ott awa.

Info rmat ion wa s made available to Member Associat ions on development s on extra -Regional National Fronts in addi tion to a p rojection of the Federation¡ s sc hedu le of meetings and e vent s up to ear ly I 996 .

In th e area of Member A s socia t io n Re port , Argentina , u s ing Uruguay a s trans lator , gave a detailed report on th e status of the air traffic control serv ice s and anticipated developments in the ir co untry.

Arge ntine author ities were contemplatin g pr i vatisation of th e A ir Na v iga ti o n Services and the Ai rport s bu t the lo ca l Assoc iation have not had any opportunit y to make an y input to th e propo sa l s.

Boli v ia th e n ga ve a res um ee of t he ir activiti es fol lowed by Canada . As the A ir Navigation System in Canada is about to becom e co mm e rciali sed the Assoc iati o n pro vided a very co mpr e he nsiv e brief on what is be ing und e rtak e n . Most of the ........ page6

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CA TCA Members pre sent demonstrated a great deal of intere st in the deve lopm ents that were tak ing pla ce in their country.

Canada, h oweve r , indicated th e ir intentions to keep the Regi ona l Supp ort Group and EVP Ame ric as abr east of all developme n ts for tr a n s mi ss ion to interested regional Member Assoc iations .

Ecuador provide d a detailed report on the status of the air traff ic serv ices in their country and the difficulties they h ave exper ienced.

Most As so ciation s e xpre ssed co ncern for our Equadorian colleague s. Ot hers fe lt that the IF ATCA Board had not done all in it s po we r to ass ist in r eso lving the s ituation in Ecuador.

However , af te r further in formatio n from EVP Ame ric as a nd explana tions from Urug ua y , th ose A ssoc iations then accepte d th a t th e Executi ve Board had ac ted very po sitive ly and that fo llow - up act ion wo uld b e fort hcoming.

France reported o n the problems of s taffing a nd poor infrast ructure as it relates to o pera ti onal c apa cit y at the a irport s in the Fr e n c h Anti lles. Guyana act ually ex perienced a turn aro und in a l I the are as previously causing concern.

T h ere h ave b ee n improve me nt s in th e commu ni cat io n s capa bilit y and functiona lity of aids to air nav ig atio n . The y a ls o rece ive d a n increas e in sa larie s which has con tribut ed to fewer air traffic contro llers looki ng to greener pastures . Mexico then amplified on the automation proce ss that is be ing undertaken. The Assoc iation advi sed that by the end of the Regional Meet ing man y air traffic co ntro llers wo uld be wo rking a great deal of ex tra hour s up till Apr il of 1995 as both sys tem s wo uld be operat ing in para llel until all test ing wa s co mp leted .

Me mber Associat ions ex pr esse d conc ern over Mex ico 's apparent casua l acce ptance of inordinate ly long wo rking hour s durin g the test period. The meeting con sidere d t he ove rtim e s itu at io n to b e hi g hl y unde sirab le and that the Mex icans shou ld aim for a qui c k res o lution to the un usual s ituation . Panama is wo rkin g on ea rly

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Delegates at The A mericas Regional Meeting

retirement for it s contro ll ers .

Documentation was forwarded to th e auth orities and it is expected that ne go tiati o ns wou ld soo n fo ll ow . Peru reported that all was well on their side and t h a t they were wor king towards consolid atin g their achievements since the las t me eting . Trinidad and Tobago is pur suing the implementat ion of a Critical Incid e nt Stress Management (CISM) Programme with assi stance from CATCA .

Trinid ad and Toba go is seek ing rec lass i fication and sa la ry up gra de s throu g h th e ir re pr ese nt at ive uni on.

Uruguay is workin g on a propo sed video a nd brochure to be u sed b y local telev ision station s and on board reg ional carr ie r s durin g p asse nger briefin g to hi g hli g ht the profess ion of Air Traffic Control. It is unders tood that the concept has found favour with so me airline s but much more selling of the idea is required .

NATCA , th e USA controllers' As soc iation and the on ly non-memb er in att e nd a nce was invited to address the meeting. They inform ed the meetin g on th e ir thru st towa rd s affi li at in g with IFATCA . Th ey a lso co mmented on a long shopping list of areas in which they are workin g so as to earn better conditio ns for their member s. Addit iona lly, they also confir med th ey wo uld be applying for memb ership of IFATCA at the Jerusa lem Confe rence .

The me e tin g th e n wen t o n to di scuss reg io n a l, technica l and p rofess iona l matter s . E l Sa lvado r 's reque s t fo r tec hni ca l ass istance through a fea sibility sur vey fo r th e impl e me nt ati on of rada r was no te d . Mex ico ex pr esse d co nce rn ove r the num ero us TCAS RA ' s that were

reported in their airspace.

Under profes s ional matter s t h e s ituation regarding te rms a nd co ndition s of emp loyment of air traffic co ntro llers in Ecuador, Nicara g ua a nd Peru were discu sse d . The IFATCA Board wi ll monitor developments . The Regional Support Group upd ated the meeting on the outcome of its meetin g o f that week . Th e questionnaire on work in g condition s in the Americ as is comple ted and wo uld be distributed to Memb er Assoc iation s with in one week of the completion of th e Region al Meeting and the respon ses were to be return ed to EVP America s to reac h him by 15th J an uary 1995 . Th e Group wi ll contin u e to function with thr ee member s and will meet nex t in Miami on the weekend of I 2th- l 3th March 1995.

A prese ntatio n on TCAS was made by the Editor. It was we ll receiv ed jud g ing by the typ e of qu es tion s th at fo ll owed.

Member s were th e n invited to devote so me tim e di scussing th e future of the Federatio n . Of not e, howev e r , mo s t memb e r Associations were of the v ie w that routine Sec retariat and Man age ment functi o n s co uld be better h a ndl ed a t a permanent Secretariat. Some were of the view that some As soc iations co ntinu ed to crea te more work for the Board as they do not uphold their ob ligations.

Th e 6 th Reg io nal M ee tin g mo ves to Uru g uay durin g th e latter p a rt of November 1995 , Di sc uss io n s at th e me e tin g e nd e d a t 6.30 p .m . o n th e seco nd d ay and eff ect ive ly brought th e bu s ine ss of the meetin g to a clo se. The Pres ident of the hos t Assoc iati o n th e n d ec la red the 5t h Ame ricas Reg iona l Meetin g c losed. +

THE CONTROLLER / DECEMBER 1994

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DDLE EAST REGIONAL

AFRICA AND

EETING 0 Abou El Seoud El-Karimy, Executive Vice President Africa Middle East.

he fifth Africa and Middle East Regional Meeting was organised by the Zimbabwean Air Traffic Controllers Association (ZATCA). The meeting took place in Harare, on 29 and 30th of October, and was chaired by EVP AFM, Abou El Seoud El-Karimy. The event commenced at 0930 on the Saturday with an official opening by the Minister of Transport and Energy for Zimbabwe. The Minister expressed the hope that the meeting would develop and improve air traffic services in the region.

The meeting was attended by the following Member Associations (MAs); Algeria, Egypt, Ethiopia, Ghana, Kenya, Mauritius , Morocco , Namibia, Niger , South Africa, Tanzania, Tunisia, Uganda, Yemen, Zambia and Zimbabwe. 8 nonM As - Angola , Cape Verde , Eretrea, Malawi, Zaire, Rwanda, Togo and Lesotho, representative s from the !CAO office in Nairobi. Swedavia also attended along with the IFATCA Executive Vice President Professional , Bert Ruitenberg and the Executive Vice President Europe, Gunter Melche11. The total number of participants came to more than l 00 delegates and observers. The meeting was held in an informal atmosphere with many opportunities for delegates to gather and di sc uss mutual problems and seek solutions. The meeting was well-publicised

The Top Table

locally with media (press, radio and TV).

All the MA s present delivered a comprehensive report on activitie s and developments within their countries ATC association. Also, the attending non-MAs discussed the problems they are facing in their particular countries. The non-MA s were all very interested in the working of IFATCA and each expressed a keen desire to join the Federation. A very full and comprehensive agenda was completed in two days which covered several regional,

The Organising Committ ee - Sra11di11 g Leff 10 righ1 Monica Gwindi, Admor e Chirongoma.

Front Left ro righl Oliver Famrav (Presidenl). Pam ela Chiware and Ronni e Masawi. N()( in pie/Ure - Perer Ndlnvu , Ha~.rin Hapa ~ari.

THE CONTROLLER /DECEMBER 1994

prof essio nal and technical items . The delegates discussed the previous IFATCA conference and focussed on the ones ahead and were also briefed on recent Federation activitie s by the EVP-Europe. The most important working paper presented to the meeting by the Director of the Egyptian delegation dealt with the CNS/ATM and the activities of ICAO in the Africa region.

Another interesting presentation was made

by EVPP about the Human Factors in ATC and the last presentation was about training air traffic controllers in Egypt. Finally, the meeting expressed its deepest gratitude to the Zimbab we Aviation Authorit y. The MAs and non-MAs present also expressed their thanks and congratulation s to our colleagues in Zimbabwe as they not only arranged this meeting at very short notice but also organised it excellently.

In summary the regional meeting was very produ ctive. successfu l. enjoyable. well-organised and the delegates enjoyed the warm hospitality of Zimbabwe. The meet ing was for mall y c losed by the Director General of the Zimbabwe Civil Aviation Authority. Mauritius will host lhe 6th AFM regional meeti ng in 1995 and South Africa in 1996.

The meeting was concluded at 1600 on the Sunday. + 7

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EuropeanRegiona Meeti g Warsaw, 15-16 October 1994 - Gunter Melchert, Executive Vice President Europe

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arr ived in Warsaw, courtes y of LOT Polis h Air lin es , on Thursda y 13 October , 1994. The flight from Vienna was on ly 50 minute s and was v ery comfortable. This made a ve ry ple asa nt change to the long range flights normally expected for IFATCA duti es.

At Okec ie Airpo11 I was met by Marek Garbowski , Slawomir Ko zak and two of their colleag ues. Th ey esco rted me to the VIP Arriva l Lo unge where we pa ssed the ti me to clea r Immigration and Cu stom s with a glass of orange juice . After this frien dly we lcome we d e p ar te d for the C onf erence hotel Victoria Interconti nental, loca ted in the centre of the city.

After check in g in a t the hot e l I h ad dinner with the Organi sing Committ ee of POLATCA. The Co mmitt ee explain ed to me that they had had grea t difficulty in o rgani s ing t he event an d th e re was co nsiderable nervo usness at the peo ple at the table . However , my impr ess ion was that the p repa ra tion s were almo s t comp lete a nd that their co nce rn s we re unfounded.

The next day , Friday, was taken up with the fina l preparat ions for the Co nference and we lcoming de lega tes . As th e d ay progressed I met more and mo re familiar faces in the lobby of the hote l and I fe lt my own co nfidence wane as I reali sed that th is wo uld be my fi rst meet ing to Chair wit hin IFATCA. That eve nin g a trad itional "Meet the De legates " function was held during w hi c h v iew s a nd viewpo ints were exc han ged.

O n Sat u rday the 15t h Octo b e r the offic ial part of the I Ith Reg ional Meet ing sta rt e d w ith a n add ress b y Mr. Jelo nk iev ic, Eco nomical Dire ctor of the Polish A irport s State E nt e rpri se w h o spok e of behalf of Mr. Spieg niew Spa lek , Ge nera l Director of Po lish A irport s State Age ncy . T here then fo llowe d speec hes by t he Preside n t of IFATCA - Preben Fa lkma n- La urid se n. myse lf, Pre sident of POLATCA - S lawom ir Ko zak and Peter Fie lder from GEC Ma rco ni. T he speec hes conce ntrated ma in ly on the futur e ro le of [FATCA o n in teg rat ing th e States from East ern Europe int o the w ider air traff ic wor ld. In p a rti c ul a r . i addre sse d the 8

impact of privatisation in ATC and its impact on the competition within the skies of Europe and elsewhere. Shortly after the speeches the Technical Exhibition was opened in which a con siderable number of Corporate Members were represented.

Th e working sessions of the meeting were commenced with a roll call. Myself , as Chairman , and the IFATCA President repre s ented the Executive Board .

Unfortunately , the Executive Secretary , Edge Green , was unable to attend as planned due to ill health . All present sent their best wishes to Edge for a speedy recovery.

Of the 37 European Member Associations , 28 were present. They were : Austria , Belgium , Bulgaria , Czech Republic , Denmark , Estonia, EGA TS , Finland, France , Germany , Hungary , Icel and, Ireland , Israel , Italy , Republic of Ka za khstan , Former Yu g o s la vian Republic of Macedonia , The Netherlands, Norway , Pol a nd , Portugal , Ru ss ia , Republic of Slovakia, Sp ain , Swed e n, S w it ze rland , Ukrain e and th e United Kingdom . Apologies were received from Cyprus , Greece and Slo ve nia . The mee ting noted with regret the absence of Greece in the light of the current concerns a bo ut the A TC shortfall s within their a ir s p ace . Malta as a non-MA had informed EVP Europe th a t although invited as observers they had decided not to participate clue to the still pending nego ti ation s betw ee n their gove rnment and their As sociation on the issue of their statu s.

As EVP Europe I then pre se nted my written report to the meeting . The report highli ghted my activitie s in various fields .

I particularly co ncentrated on the Greek s itu a tion and th e lack of tec hnical eq uipment required by Greek controllers for the safe and ex peditiou s use of their a irspace . Additionally , there are still many out standin g problem s between the co ntro llers and the Greek Government. I a lso exp lained the delicate situation being expe rien ce d by the Maltese controllers and ex pre ssed the hope that IFATCA will soo n be able to we lco me them into their fold .

T he lF A TCA Pres ident then prese nted

hi s report in which he highlighted IFATCA 's activities and in particular the recently held first ATC Symposium in Kuala Lumpur.

The Symposium had been very successful and IFATCA was considering similar events in other parts of the world.

Amongst other issues the prospective establishment of a permanent Secretari at was discusse d and a short elaboration of the pros and cons in this respect was given.

The reports of the Member Associations were then prese nted . Once more a major issu e was the commercialisation of ATC and a questionnaire on thi s topic had been produced by Henk Waltman, President of the Dutch Association . Much discu ss ion took place about this topic and it became obvious that much of Europe an A TC is going down the road of commercialisation . However, it is still considered too ear ly to give a final assess ment on whether commercialisation is beneficial, and if it is, to whom.

On the evening of the first da y POLATCA invited us to a show of Poli sh folklore and hospit ality . For more than two hour s we were entertained by a local folklore g roup of outstanding quality whilst enjoying a marvellous buffet dinner and copious quantities of vodka.

The next day started with a pre se ntation from Mr. Alaksander Egorov from th e European Office of the ILO . He spoke about the privatisation of ATC and it s po ssible impact and consequences . The pre sentation was very much appreciated by the delegates.

The Pre s ident of IF ATCA then gave a progress report on EATCHIP. Thi s was followed by report s on EATMS FCOT , APATSI and ATFM given b y European Support Te a m Members - Peter Pelt , Philipp e Domog ala and Jean-Pierre Lesueur.

Sadly we had to accept the resign ation of Erik Sermijn as our Liaison Officer to the EU. Unfortunately , other commitment s had made it impos sible for him to continue his IF A TCA work. I expressed my since re gratitude to Erik for his man y years of dedicated wor k to IF A TCA and I wish him all the best for the futur e. â&#x20AC;˘ pa ge 9

THE CONTROLLER/DECEMBER

1994

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The President addresses the European Meeting

Fortunately we had received a nomination from the Belgian Guild for a successor to is post. The nominee , Mr. Eddy Gerit s, will continue as our representative to the EU in Brussels. We thank Eddy for volunteering for this task.

After an excellent lunch provided by the spo nsors, th e meeti ng dealt with remaining points on the agenda. The most interesting matter was the introduction of a further supp ort gro up co mpri si ng of co ntroll ers from the Eastern European States. This support group has been set up

to deal with the particular issues facing the Eastern European Associations and their int egra ti on int o a harmonised Europe.

La st, but not least, the meet ing confirmed the nex t yea r's venue which will be the city of Bled. near Ljubljana in Slovenia. The meeting will be held in October ¡95 at this beautiful location on the Austrian/Slovenian border. Th e meeting also accepted an offer by the Austr ian Assoc iation to host th e 1996 Regional Meeting in Vienna. I hope both

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of these meetings will be as well attended as this year' s event.

After the official closure of the meeting POLATCA arranged for a fare we! I gal a dinner to be held at the Conference hotel.

We enjoyed a pe1ior mance of four pieces of music by the famous Polish composer Frederic Chopin which was played by one of the most famo us concert piani sts in Poland , Eva Bukojem ska. Thi s was followed by a performance of barber shop mu sic by th e magnificent Star Cape Sin gers, directed by Kenneth G Mill s.

Both th ese performanc es were of outstanding quality the real sensation was that they had captivated the audience and had kept some 150 controller s tot ally spellbound and silent for two hou rs - a rare occuITence and one that I have never experienced before.

Finall y, I should like to thank POLATCA and POLISH TRAVEL. as the organising parti es of thi s event, for the exce llent job that they did in achieving another memorable event in the history of IFATCA. +

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IFATCA

ACTIVITIES ___

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THE TANZANIA PROJECT On the Way to Success?

0 Hannes Ziegler - Chairman, Standing Committee 4

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was way back in 1984, when IFATCA Standing Committee 4 started to nvestigate the requirements for and the availability of training for A TCO s. At a later stage it was planned to co-ordinate between those being able to provide such training and those that woul d need such support.

A pilot project was started in 1986, when Tanzania was chosen to be the participating Member Association (MA) to receive overseas training for controllers, supported by multi -bi latera l fun ding , which could hopefully be arranged via the ILO. It was again SC4 that worked out all details, such as venue, time-frame and costestimate. In November 1987 confirmation was received from the Government of Tanzania that they wo uld provide air transport for the students. The training was intended to take place at the Danish Aviation Institute in Copenhagen.

Unfortunately, a long period of communication problems between IFATCA and Tanzania then prevented any further progress. Despite various attempts from all parties concerned, it was as late as January 1989, before an actual update of the project could be received from our colleagues in the Tanzania Air Traffic Contro ll ers' Association (TATCA).

Immediately, IFATCA started to prepare a formal request for funding to the ILO. During these preparations , doubt s arose whether providi ng training abroad would really meet a ll requirements for improvement in Tanzania. It was then that the idea to carry out a field study identifying a ll needs in regard to the Tanzania ATS system was born.

Fortunately , the Exec utive Board, ILO, T ATCA and SC4 met a t the annual IFATCA Co nfere nce in Fra nkfurt. Mrs. Stoikov , of the !LO, acce pt ed the responsibility to have such a study carried out as soon as possible. After consultations with ICAO thi s indeed became the first ICAO/ILO joint venture ever and no time was lost, so that in Nove mber 1989 Mr. Tage Jensen was chosen to become the ATC expert for this project. Mr. Jensen, a Danish co ntroll er with pra ct ical ATCexperie nce in that part of Afr ica , was in Ta nza nia betwee n November 22nd and December 7th. conducting the study , well assisted by our colleagues from TATCA. His results were officially prese nted to

10

Project Members

the ILO and ICAO in March 1990 and became known as the "Jensen-Report". The report contained 13 recommendations, concernin g training , renovation of eq uipment and facilities as well as prop osa ls for a re structuring of the Directorate of Civil Aviation (DCA) in Dar es Salaam. The recommendations in detail were as follows:

Recommendation1: That the buildin g of the Civil Aviation Training Center (CATC) be repaired in order to prevent damage to prese nt and future equipment.

Recommendation2: A new trainees' hostel be constructed.

Recommendation3: A maintenance schedule covering present and future training facilities and equipment should be implemented.

Recommendation4: The Aerodrome Control Train er in the CATC should be renovated and additional training aids should be procured to enhance ATC and AIS training.

Recommendations5 - 11 These recommendations identified in detail the needs for training abroad for managers, in structors , ATCOs and AIS staff.

Add iti onal specification s abo ut on site training pe1formed by foreign experts were given.

Recommendation 12: An in depth study should be undertaken of poss ible changes in the DCA's status and internal organisation with the objective of

reducing the administrative constraints concerning A TS planning , manpower development and service conditions.

Recommendation13: This recommendation propo sed another study to impro ve electro nic engineering activities in order to efficie ntly maintain communication- and navigation-aids.

So far the Tanzania Project - this being the working title within IFATCA - seemed to be transitionin g to the practic al phase, where action should take place. For some reason this never happened and it doesn' t help to look back. Therefore, it ju st should be mentioned that all parties concerned, i.e.

DCA, TATCA , IL0, ICAO and IFATCA expected the initial step to be taken by one of the others.

After correspondence between IFATCA and T ATCA at the end of l 993, it was IFATCA EVPP , who sug ges ted, that a meeting should be organised to bring all parties concerned to Dar es Salaam. On July 29th DCA Tanz ania officially invited ICAO, ILO, TATCA and IFATCA for a mee tin g . Th e me e tin g took place on September 6th, 1994,' to review the 1989 ILO/ICAO needs-identificatio n Mission in Tan za nia ' s Civil Aviation Air T ra ffic Services.

Th e Exec utiv e Board of IFATCA decided to be represented by EVPP, EVPAFM, Chairman SC4 plus members of the Support Team Task Force (STTF) for the AFM-region . It was agreed to meet with TATCA on September 5th, in order to coordinate proposed action s for the officia l ........page I I

THE CONTROLLER /DEC EMBER 1994

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IFATCA ACTIVITIES -----

e AIRFIELD STATUS DISPLAY e ATCSIMULATORS e ATCSYSTEMS e ~ w

meeting as well as visiting all ATS facilities at Dar es Salaam to get a personal impression of the actual situation.

After a very warm welcome at the airport, Bert Ruitenberg, Albert Taylor and I met with Henry Nkondokaya, Wence Rwechnugura and other colleagues from TATCA, followed the next day by a visit to all facilities at Dar es Salaam airport.

Unfortunately, EVP-AFM could not attend due to urgent professional obligations. All staff at the ATS-facilities provided very worthwhile information, and it is nice to mention that wherever we visited we were treated like good old friends rather than "officials".

On Tuesday, September 6th, we paid our visit to the DCA, where we were received by the Minister for Works, Communications and Transport, the Hon. Mr. N. L. Kiula, his Principal Secretary , Dr. G. Mlingwa and the Acting Director General of Civil Aviation, Mr. W. 0. Malisa.

At 10:00 o'clock all participants met at the Bahari Beach Hotel outside Dar es Salaam. The meeting was chaired by Mr. Malisa.

DCA representatives were Mr. M. R. Alloo, Director ANS DCA and Mr. J. Minja, Head of ATS. Mr. A. Kharuga from the Regional Office Nairobi attended on behalf of ICAO, ILO being represented by Mr. H. Noor. The T ATCA delegation was led by Chairman Mr. W. Rwechungura. The group was completed by Mr. H. Nkondokaya and Mr. A. Taylor (STTF-AFM) and finally EVPP and Chairman SC4 from IF A TCA. After the official opening by the Minister for Works, Communication and Transport, the group agreed to proceed according to the proposed agenda: I. Overview/History of the ILO/ICAO Project (by IFATCA) 2. Validity of T. V. Jensen's 1989 Report (by TATCA) 3. Course of Action 4. Any other business After the overview given by EVPP, Bert Ruitenberg, as described at the beginning of this article, TA TCA presented their latest update on the Jensen-Report. After comments by all parties concerned, it was agreed to accept the amended T ATCA paper as the working document for further proceedings . The validity of all recommendations was confirmed. In regard to the course of action, the meeting dealt with all recommendations in detail. Since it would be too comprehensive to mention all these, this report just summarises the main results.

First of all it must be mentioned that under the ab le chairmanship of Mr. Malisa , all parties expressed their commitment to take their part in order to achieve improvements as suggested in the Jensen-Report. DCA clearly accepted full responsibility for all actions aiising after the meeting , leaving no doubt about their readiness to really go for changes .

The meeting appreciated information received that the ATSdepartment of the DCA has been transferred to a semi-autonomous body as of July 1994 with the distinct intention to be fully autonomous within a reasonable period of time. The meeting expressed their congratulations toward s the Government of Tanzania about its wisdom to stait such development.

Since DCA could provide details about future planning by presenting a 5 years training progra1rune, discussion was fu1ther facilitated . The outstanding result of the meeting was considered to be the commitment of ICAO to start a project for ATS Tanzania , including the sea rch for donor s. After thi s was stated by Mr. Khai·uga, the meeting passed a resolution to the Government of Tanzania to officially request support from ICA O by presenting details about the required assistance without delay.

All paities again confu-med their willingness to contribute to the project within their individual terms of reference and the meeting

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THE CONTROLLER/DECEMBER 1994

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ATC IN ASIAIN

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RANSIT ON

ATC Symposium, Kuala Lumpur, Malaysia 0 Terry Crowhurst n the morning of 28 September , 1994, over 100 controllers from some 20 countries gathered in the Concorde Hotel , Kuala Lumpur , for the start of the first two day ATC symposium to be instigated by IFATCA. The event had been largely organised under the direction of the Execut ive Vice Pre sident Asia Pacific, David Moore s, with tremendous support and assistance from the Malaysian Air Traffic Controllers Association (MA TCA) and the Malaysian Government.

The sy mposium was also planned to coincide with a routine Executive Board meeting, thus enabling the Board to give their support to the event.

The sympos ium commenced with a welcoming speech from David Moores, in which he outlined some of the difficulties experienced by ATC in the Asia Pacific Region. In paiticular, he drew attention to the extreme weather conditions and great distances involved to trave l the area. He thanked all those involved for their efforts in making the event possib le and introduced the President of MATCA, Md Sofian Othman who wai-mly welcomed all delegates to his country.

Following the MA TCA Pres ident , the Deputy President of IFATCA, Neil Vidler, outlin ed the rea son s for staging th e symposium. He pointed out that the rapid growth of air traffic in the region is now the largest in the world. ATC development, in some other countries in the world, had not alw ays been succes sful. IFATCA wished to influence the future development of ATC in the Asia Pacific Region to avoid those mistakes already made by others. It is anticipated that the growt h in the wor ld share of air traffic within the region will 1i se from 25% in 1982 to 51% by the year 20 l 0. More air port s are current ly being built in the area than anywhere else in the world. CNS/ATM is assuming an increased importance in which IFATCA wished to influence in a similar vein to its previous important stance in the North East Asia Traffic (NEAT) meetings.

Following on from the Deputy President. the Acting DGCA for Malays ia. Noordin Saad, added his warm words of welcome.

As an ex President of MATC A he we ll

O

12

Nei l Vidler, IFATCA Deputy President, addresses the delegat es

understood the problems to be faced. He mentioned the significant steps being taken directly from first generation radars to state of the art sys tem s. The introductory speeche s were concluded by our own President, Preben Falkman-Lauridsen who welcomed all participants and encouraged an informal atmosphere to be adopted over the next 2 day s proceeding s and participation by all. That said, Preben formally opened the symposium and the business of the event commenced.

Mr T .V . Jensen, repre sentin g !CAO , gave the first of 3 keynote addresses. He ex plained the deve lopments since the co ncept of FANS was agreed - leading through CNS/ATM to the implementation of the Global ATM Plan by the year 20 l 0.

The concepts will include the development of direct routings with a commensurate red uction in se para ti on sta ndard s to maintain safe and expeditious flight. He detai led the present and futur e communication and navigation systems and highlighted the advantages to be gained from futur e dat a linkin g syste ms .

Sig nificantly , it was pointed out that c urr entl y some 60 % of the reg ion s' airspace is controlled by the military and future developments will need to consider this fact and develop suitable solutions or compromise to accommodate the projected growth.

Next up. Captai n Paul Horsten, from Cathy Pacific, gave a pilots viewpoint of

ATC in the region. He drew attention to the requirement to improve the overall ATC network to meet the customer needs. He pointed out that whilst obviously, planing for the future must continue the problem of capacity is now and must be addressed.

Our President, Preben FalkmanLauridsen, then gave the IFATCA keynote address. He described how IFATCA works and stressed the professional aims of the Federation, against the misconception of the Association as being a "Union" type of organisation. He also empha sised the importance of individual involvem ent in IFATCA and the need for feedback to the me mber ship at large. The Pre sident completed his addr ess by stating th e IFATCA viewpoint of the importance of the human in future A TC developm ents and systems plus the need to maintain and increase safety levels.

Th e Senior Mark eting Mana ge r of Alenia, Mr Muhiz Mirahda, followed with a presentation in which he demon strated how the demand for air traffic is expected to double every l 2 years a long with expected inve stment by airlines in new equipm ent. He spoke of th e new ADS related equipm ent be ing developed by Alenia and of the trials of Radar/ ADS environm e nt s betwee n Thailand and Malaysia bein g flow n by aircraft from AeroThai.

Co ntroll ers we re being presented with a radar type display but the ~IJJI,pa ge 13

THE CONTROLLER / DECEMBER 1994

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returns are designated according to the source facility i.e radar or ADS derived information.

The symposium then proceeded with a Technical Panel, chaired by the Executive Vice President Technical, Chris Stock. The Technical panel commenced with an exce llent presentation from Anthony Smoker, of the UK, who injected some realism into the analysis of traffic growth and capacity problem s with particul ar relevance to the Asia Pacific Region. The President gave an overview of the lessons learnt in Europe and expressed a hope that the region may care to learn from the European mistakes in a similar way that they in turn had tried to learn from the American experience of rapid growth in traffic. Barney Pinney , from CAOOAA , gave a very good pr ese ntation on Automatic Dependent Surveillance and drew particular attention to some of the ATC licensing problems being exposed by the new technology. Reg Johanson, of the Canadi an ATCA , then gave a mo st entertaining presentation on air traffic flow management and produced so me guidelines for th e se lection of flow controllers that I hope to print in a later version of The Controller. The Technical Panel was co mpl eted with a brief presentation from Chris Stock in which he addressed some capacity enhancin g measures that were being used or trialed in various ATC areas.

The second day of the symposium was started with an address from the Malaysian Minister of Tran sport, The Honourabl e Dato Seri Dr Ling Liong Sik. The presence of the Minister was a particular honour for IFATCA and demonstrated the importance of air traff ic control in the countr y and region. The Minister spoke of the air traffic problems in the region and expressed the desire of Malaysia to participate in the future developments of CNS/ATM into the next century. He drew attention again to the fact that over 50% of the world's large passenger carrying aircraft are expected to originate from the Asia Pacific Region by the year 20 10. He acknowledged the fact th at, alth ough much effort had bee n expended in the infrastructure to support the development of the future systems, it should not be forgotten that human factor aspects should be give n appropriat e importance. He believed that the air traffic controller still had an important part to play in the future dev elopment s and he welcomed the involvement of IFATCA in

THE CONTROLLER/DECEMBER 1994

IFATCA SYMPOSIUM ______

the deliberations.

There then followed a Profe ss ional Panel , chaired and introduced by the Executive Vice President Professional, Bert Ruitenberg. The first presenter was Brent Hayward, an aviation psycholo gist from Qantas. He spoke extensively about crew reso urce manage ment (CRM ) and its relation to aircraft operations. He pointed out how a number of aircraft accidents were a result of human factor failings. To illustrate the point , he reiterated the circumstance of the perfectly serviceable L-1011 that crashed into the Everglades as a result of a series of human failings. He explained how the problems are now being tackled with the integration of all personnel involved with aircraft operations, including the fli ght deck crew , flight attendant s, di spatcher s, engineering staff and controllers etc. Many airline s still have th e ir flight deck crews working for operations whilst their flight attendants work for Marketing. This approach is now considered to be fundamentally wrong and the emphasis was now being changed with the airlines being urged to consider that the first responsibility of all staff should be for safety and that all flight personnel should be working together for this aim. The value of CRM has been attributed to the saving of a large numb er of lives in the DCl0 incident at Sioux City. Many IFATCA members will recall this incident that was graphically illustrated by Mike Dooling in his presentation of Critical Incident Stress Deb ri ef in g durin g th e Christchurch Conference in 1993.

Bert Ruitenb erg th en briefed the attendees on the methodology adopted by IFATCA in developing policy. He outlined the workings of annual conference and the

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in volvement of Member Associations during the conference proceedings. He then invited Paul Robinson of New Zeal and ALPA, to update the audience on the New Zealand experience of the privatisation of ATC in the country. Paul gave a frank appraisal of the procedure adopted and some of the lessons learned. Even though New Zealand is a co mparatively small country with relatively uncompl icated airspace th ere was much pain and disruption during the privatisation process.

Many people lo st their jobs and the regulatory body has been subject to many commercial pr ess ur es. Much of the hierarchy do not possess either an airline or ATC-related background and this has not assisted in the discussion of many safety related issues. It was interesting to note that since priva ti sation , the re has been a significant increase in aircraft incidents and accidents and it is now debatable whether the privatisation process has been one of the significant factors in the increase of these events.

Niha l de Sil va , from th e Sri Lanka ATCA, gave his account of privatisation within his country. It had been hoped that privatisation would have led to significant improvements in an ageing ATC system in the country. Although some equipment has bee n replaced the condition s of th e controllers have not improved significantly.

Indeed, in some cases the controller s are worse off 1 16 hour working shifts are still common and less annu al lea ve is now available than under the previous regime.

To achieve ¡'privati sat ion " a limi ted company was formed but some 90% of the shares are still owned by the government.

Bernard Rodgers , from the Australi an ..,...,. page 32

Del egates ar rhe svmposium

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IFATCA Poucy ______________

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PRIVATISATIONFROM THE AIR TRAFFIC CONTROLLERS'PERSPECTIVE 0 Bert Ruitenberg -Executive Vice-President Professional

The.followingis an extractfrom the text of a presentationgiven by Bert Ruitenberg . to the Privatisation of Air Traffic Controllers Conference, held at . London, .

JJJeathrow from the 7th to 9th December, i994. The event was hosted by the Air .

Tr,r;ifju: ManagementMagazine.

After a brief introduction to IF ATCA, the following topics were addressed: The IFATCA definition of Privatisation of A TC The experience of Member Associations with Privatisation IFATCA Policies on Privatisation

The IF ATCA Definition of Privatisation of ATC One of the first problems encountered by the IFATCA Standing Committees (SCs), when starting discussions on privatisation, was that of semantics. To some of the participants, words such as privatisation, corporatisation and commercialisation roughly had the same meaning, whereas to others they were clearly distinct.

In order to overcome that problem the SCs had to agree on definitions of these words, and I made it my task to ensure that the definitions from the SCs were at least compatible.

Fortunately, one of the reference documents used by the SCs appeared to contain a definition of privatisation that was not only acceptable, but couldn't be improved on by either Committee, so it was decided to adopt that one. The document in which the definition was found was the text of a presentation on "The Benefits of Commercialising ATC Organisations"

by Dr. Christopher J. Smith, Air Transport Practice Leader, of Coopers & Lybrand Europe. The definition was subsequently endorsed by the IFATCA Annual Conference, and so has now become the official IF }\TCA definition of Privatisation of ATC:

"Privatisation of Air l'raffic Control refers to the process by which the functions and/or assets of Air l'raffic Contrnl are trnnsferred from a 14

government department to either the private sector or to a company or corporation owned either partly or fully by the government, but operating independently of total government control."

Note how this definition elegantly captures the possible distinctions between "privatisation" and "corporatisation" in one phrase. For the remainder of this presentation, the meaning from the definition of "Privatisation of ATC" will apply. Note also that this leaves us with the word "commercialisation" still to be explained. For that the dictionary was used, which read under "commercialise":

a. To make commercial; apply methods of business to. b. To exploit, do, or make mainly for financial gain. c. To sacrifice the quality of for profit."

And here an important statement was made by the IFATCA Standing Committee 4: "The type of commercialisation considered appropriate for ATC is one that incorporates the first meaning above. The meanings in a. and b. above are inappropriate for a safety-related field."

This statement seems fairly logical now, but as we'll see shortly there are some managers of privatised ATC agencies who don't quite seem to agree with this!

The experience of Member Associations with Privatisation In my introduction to IFA TCA, I mentioned that the Federation now has 100 Member Associations. I'd like to mention a number of them: Australia, Austria, Finland, Germany, Ghana, Honduras, The Netherlands, New Zealand, Peru, Portugal, South Africa, Sri Lanka, Switzerland, Uganda and the United Kingdom.

Common denominator in this not-sorandom selection is the fact that in all these countries ATC has been privatised. (For the UK this admittedly applies on a partial basis only).

If we expand the selection to include Member Associations from countries that have already taken serious steps towards privatisation of A TC, we can add: Bulgaria, Canada, Czech Republic, Ecuador, Norway, Slovakia, Tanzania and here definitely the UK. In a few months time we may even be able to add the United States of America to the list, for not only do they have plans to privatise their A TC, but they also have the wisdom to consider applying for IFATCA membership.

As will have become apparent from other presentations at this Conference, privatisation of ATC is not a new idea. Germany and The Netherlands have had it since 1993, New Zealand since 1988, Portugal privatised its ATC as long ago as 1979, but the record-holder to date surely must be Switzerland, where ATC has been privatised since 1931.

Presumably, earlier presentations have highlighted the various motives for privatising ATC. I have to presume again that this will have been mainly from the managerial point of view. Therefore you are now invited to look at it from the perspective of the core group: the air traffic controllers.

At the outset I think it is a fair observation to say that the marriage between ATC and the Civil Service never has been a very happy one; Even the ICAO ATS Planning Manual recognises that ATC by its nature does not fit well within the constraints of a Civil Service.

Many air traffic controllers feel frustrated by the non-operational and bureaucratic mechanisms of the government agencies of which they have little choice but be a part. Such frustration often is a casual factor for the stress that many outsiders seem to associate with the ATC profession. Other factors have been identified as inadequate equipment, lack of career-prospects, lack of qualified staff, IJii,-IJii,page 15

THE CONTROLLER/DECEMBER 1994

_______________ high peak workload, poor workingconditions and lack of management support. Because of this, air traffic controllers have grown accustomed to having to almost physically push their management into action whenever something needs to be achieved to their (the controllers') benefit. And sadly, they have also become accustomed to often scoring little if any result, which doesn't do much for motivation. Yet because of the strong intri¡nsic motivation of the profession, they stay in their jobs and keep trying to achieve improvements .

I'm pleased to report that from the experience of our MAs with privatised A TC it is evident that privatisation can bring a lot of such improvements.

Adequate equipment is bought, career prospects look brighter, training is given a higher priority, working-conditions become better and management is streamlined.

Privatisation may allow the uniqueness of the ATC profession to be recognised on its own merits, and negotiations on working-conditions are no longer restricted by the fear that any gains made by the ATC representatives would also be demanded by other bargaining groups in the public sector. In fact, the change is sometimes so spectacular that instead of their traditional role of pushing management into action, controllers now find themselves having to restrain their managers from going too fast!

This is a first indication that controllers have discovered that the road of ATC privatisation doesn't simply lead to golden horizons.

And this is where the governments have an important role to play. As mentioned earlier, applying business methods to ATC is one thing, but operating for profit at the sacrifice of quality is something completely different!

When ATC is privatised, one often finds that the old management, from the Civil Service, is replaced by a new one, usually from the commercial side of the industry. It is not uncommon for the new top managers to have no aviation experience, other than that from the business-class section of various airliners. This means that they will regard their new "company" just as they did their previous ones, and that they will most probably apply the same principles of management to it. In other words, their company produces a product for a market where users or buyers have to pay for it. If the income is more than the cost of production, the company makes a profit and they are considered successful

THE CONTROLLER/DECEMBER 1994

IFATCA Poucv ______________ managers. Therefore, the trick to become a successful manager is to raise the income and lower the cost of production. Raising the income can be done by either selling more, or increasing the prices, or both.

Lowering the cost is done by disposing of unprofitable departments, using cheaper materials and equipment, cutting wages, increasing the productivity of the workers, or combinations of the four.

But do these economic principles also apply if the market is called "aviation" and the product is "air safety"?

Let's consider the options for raising the income. Selling more A TC service is difficult: one is dependent on the airlines using one's airspace, but maybe an element of competition could be introduced in cooperation with airports. ('This Summer's special: 5 weekly landings with ATC services included, for the give-away price of ...."). The second option, increasing the prices, is equally difficult: airlines are not exactly waiting for higher user charges, as IATA is repeatedly pointing out.

So, if the income cannot be raised, what about the options for lowering the cost of production? Disposing of unprofitable departments is a possibility: if an airport doesn't have enough traffic to cover the cost of ATC, just withdraw the ATC service. Using cheaper materials and equipment may be a possibility: why go for state-of-the-art if you can get almost the same quality at a lower price? Cutting wages is a possibility: why pay senior controllers salaries equalling those of the management? (This same question is also heard in airline-management, when referring to senior Captains'.) Increasing productivity is possible: if other workers can work 8 hours a day, so can controllers.

(Or alternatively: "We accept that controllers need breaks away from the operational positions every now and then, but we see no reason why they can't do administrative tasks during these breaks.")

I'm aware that all this is a somewhat simplified representation of how economic and managerial principles may be applied to privatised ATC. Yet the experience from our privatised MAs shows that it is too close to reality for comfort! Commercially oriented managers find it very hard to work with a product to which they literally can't attach a price tag. Conditioned by their training, they will try to apply economic principles to their company. Air traffic controllers from privatised MAs have found that. at every subsequent round of

_

negotiations, they have to defend what the management considers "their advantageous working-conditions".

But these working-conditions weren't instituted as a privilege, these conditions have been identified as safety-related and thus required for what is a highresponsibility profession. (Ref. Meeting of experts on problems concerning Air Traffic Controllers, ILO, Geneva, 1979).

Additionally, ATC services at smaller airports, which are served by scheduled passenger-flights and/or have published instrument-procedures, is a safetyprovision that the travelling public has a right to have in place.

The role of the government therefore should be to remain the regulatory authority, whose responsibility it is to ensure that safety-standards are being met by the privatised entity. To a large extent this will be possible through the licensingsystem for air traffic controllers, which incidentally in many countries today still is non-existent.

But maybe it will be necessary to create an additional system of quality-checking, akin to that applied to airlines. It may even require legislation on safety-related working-conditions for air traffic controllers, such as that on working hours in the UK.

IFATCAPolicieson Privatisation Returning to the working-papers prepared by Standing Committee 4 and Standing Committee 7 for the I 993 and 1994 IFATCA Conferences, it was soon realised that it would be impossible for IF ATCA to produce a document for our MAs on "How to privatise in 10 easy steps". The variables in the local circumstances are too great to think that a solution applied in one country is also applicable in the next.

Therefore, the SCs decided to prepare an overview of items that MAs must ensure are taken into consideration when privatisation of ATC is becoming an option in their country. Most items listed below are from the Legal Committee.

The safety and quality levels of the air traffic services shali not be compromised by privatisation/commercialisation."

"The commercial entity must be a good employer". i.e. an employer who operates a personnel policy containing provisions generally accepted as necessary for the fair and proper treatment of employees in all aspects of their employment. including i.,.i.,.pagl! 32 15

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CONFERENCE

UPDATE ____

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IFA CA 95 erusalem,Conferenee and xhibition U date he Israeli Organising Committee informs us that the organisation of the forthcoming IFATCA Jerusalem Conference is going well and has se nt us the following additional information: Mr Ezer We izman, President of the State of Israel, who has a per sonal connection wit h the world of aviation through his service in the Israel Air Force, will be guest of honour at the opening ceremony on Monday, March 27, 1995.

Participants resident in countries without formal diplomatic relations with Israel who require visas to be issued are reminded that their request, accompanied by the relevant information , should be forwarded to the Secretariat to arrive no less than two months before the date of the meeting. All charges involved in the iss uing of visas wi ll be borne by the individual.

Participants reserving accommodat ion are reminded that the price indicated on the reservation forms in all cases include full Israeli buffet breakfast.

Full details of the Accompany ing Persons ' Tours will be avai labl e in the near future . In the meantime Tour Coordi nato r and Guide A lik Shahaf promises us an intere st ing programme including tours of Te l Av iv - Jaffa , Jerusa lem and Bet G uvrin area near Jerusa lem. The tours will take place on Tuesday, Wednesday and Thursday.

JERUSALEM INFORMATION Jerusalem is the Capital of Israel, and the sacred centre for three Monothei stic religions - Islam, C hri stianity and Judaism . Located on the "Judean Hi lls" , on top of the centra l ridge of mountains that cuts through Isra e l from north to south - 800 meters (2,640 feet) above sealevel.

The name Jerusalem derives from: The City which was founded by [the God] Shalem. Jer usalem is the largest city in Israel in area , with a population of 500.0 00 (includin g 150.000 Pa lestinian Arabs of the eastern part of the City).

Hebrew. Arabi c and Enole Iish are the

16

official languages of Israel and most services are readily available in these languages. The two predominant cultures are Arab (Moslems with 60 mosques), and Jewish (with nearly 1,000 synagogues); with the the Bedouin-Nomad culture in addition, in the Judean Wilderness; east of the city; and the Christian communities attached to 137 churches (including Christian-Arabs).

Public transportation within Jerusalem is provided by a good bus system, run by the Egged Bus Company. The central bus station is located 5 minutes walk from the conference hotel , and provides bus services all over Israel. Taxis are plentiful and prices are lower than the average in the western world. Major downtown attractions are within a short bus ride or easy walk of the conference hotel.

Alcoholic bevera ges (wine, beer and distilled spirits) may be purchased for take away in grocery stores and super-markets throughout the day (business hours 09:00 19:00 ); Drink s are also available for consumption at the bars and restaurants all over the city during business hours and at night, 09:00 - 24:00).

There are seve ral excellent hospitals serving the city; each has emergency and outpatient (walk in) treatment units. The standard of care is excellent, but could be expensive. We strongly recommend that appropriate in sura nce coverage be arranged prior to requiring any medical service. There is emergency service " IOI" in the city, and hotel s have access to doctors on call if there is a need.

Weather Two di stinct seasons predominate in Israel: a rainy winter period from Novembe r through March ; and a dry summer season which extends over the next seven months. Thus, you can see that the conference fa ll s in Spring , a transitional short term. Regional conditions vary considerably, with humid summers and mild winters on the coast ; dry summers and moderately cold winters in the hill co untr y (Jerusalem and Ga lilee): hot dry summers in the Jordan

Valley ; and year-round semi-desert conditions in the Negev (south Israel).

Weather extremes range from occasional winter snowfall in the mountain regions to periodic oppressively hot dry winds which send temperatures soaring, particularly in spring and autumn.

During the conference in Jerusalem: generally it is warm and dry, pleasant days with a lot of sun, and cool (or even chilly) nights. Rain rarely falls at this time of the year. It can be windy as well.

General Information about Israel History Israel is a land and a people. The history of the Jewish people and of its roots in the land of Israel , spans some 35 centuries.

Twice in antiquity the Jews were sovereign in their land: in biblical times ( 12th C. BCE - 586 BCE) and during the period of the Second Temple (516 BCE 70 CE). With the establishment of the State of Israel on May 14, I 948, Jewish sovereignty was regained . During its long history, the Land has been ruled by many foreign powers - Assyrian, Babylonians , Persians, Greeks , Romans , Byzantines , Arabs, Crusader , Mamluks , Ottom an Turks and British and has been known by many names - Eretz Israel (Land of Israe l); Zion , one of Jerus alem ' s hill s, which has come to signify both Jerusalem and the Land of Israel itself; Palestine , derived from Philhistia and first used by the Roman s; Promised Land; the Holy Land. To most Israelis , however , the country is, quite simply , Ha 'a retz - the Land.

Small Area Short Distances With Lebanon to the oorth, Syria to the northeast, Jordan to the east, Egypt to the Southwest and the Medit erranean Sea to the west , Israel ' s area w ithin it s boundaries and cease fire lines is 27,800 sq. kms ( 10,840 square miles). Long and narrow in shape, it is some 450 kms. (280 miles) in length and about 135 kms. (85 miles) across the widest point. +

THE CONTROLLER / DECEMBER 1994

34th ANNUAL CONFERENCE OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS JERUSALEM, ISRAEL, MARCH27-31,

1995

REGISTRATION FORM Please TYPE or PRINT in BLOCK LETTERS and AIRMAIL to: Secretariat, IFATCA, 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 accompa nying person(s).

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

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

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

TITLE:

0 Mr .

0 Mrs.

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

.. .

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

0 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/Member

D Director

D Corporate

D Deputy Director 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 approva l of the Execu tiv e Board) Name and title of accompanying person(s) ................................................................................................. ..

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

D I have made a bank transfer of US$ ............. ........................ .................................... ............... ... throug h 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 cre dit card D Visa

D Mastercard

D Diners Club

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

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

For Registration Fees as follows :

D Participation in Conference sessions

US$ 50.00

0 Accompanying Person's program

US$ 100.00

D Participation by Delegate in Accompanying Person s' program

US$ 50.00

TOTAL

SIGNATURE ............................................................ DATE .............................................................. ........ .

THE CONTROLLER / DECEMBER 1994

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IFATCA '95 For further information on registration and accommodation please contact: Secretariat - IF ATCA '95 P.O. Box 50006, Tel Aviv 61500, Israel Tel: 972 3 5140014 Fax: 972 3 5175674 / 660325 IFATCA '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'lyar St., Tel Aviv 62998, Israel Tel: 972 3 6910188/9, Fax: 972 3 6956963,'Tlx: 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 TRAVEL ARRANGEMENTS

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 IFA TCA membership card, or A TC license.

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

Tickets will be on a confirmed basis.

VJ[SAS 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.

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THE CONTROLLER/DECEMBER 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:

D Jerusalem Renaissance* (Deluxe) D Royal Wing** D Paradise*** (First Class) D Sonesta*** (First Class)

Double

Single

US$ 150.00

US$ 133.00

US$ 130.00

US$ 113.00

US$ 80.00

US$ 75.00

US$ 82 .00

US$ 77 .00

ALL PRICES INCLUDE FULL ISRAELI BUFFET BREAKFAST

* 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

O

Double room I will share my accommodat ion with Hotel

Check in

Check out

Total no. of nights

First Preference Second Preference There are limited number of rooms at the Royal Wing of the Jeru salem Renaissance Hotel, therefore accommodation in the Royal Wing will be confirmed on a first come first 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 deposi t to credit card , as per below:

D Cheque enclosed

D Visa D Mastercard

D Diners Club

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

For terms and conditions please refer to the back of this form

THE CONTROLLER/DECEMBER 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 - fiill 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.

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THE CONTROLLER/DECEMBER 1994

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CASITAF UPDATE______________

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ICAO CASITAF 2 Montreal, 20-22 September 1994 0 A Report by the Executive Vice-PresidentProfessional,Bert Ruitenberg In the last editionof The Controller,EVP Technical, Chris Stock, reported on the role of CASITAF. (CASITAF has been establishedby the ICAO Council and is an acronym for the Communications, Navigation, Surveillance/Air Traffic Management Systems Implementation Task Force).The followingis a report of the second meeting, which was attended

by EVP Professional.

Prelude The originalplanning was for the IFATCA President to attend the meeting with EVP Professional serving as advisor in the background. However, a few days before the meeting it transpired that the President would be unable to attend due to travel problems, so EVP Professional was promoted to be the sole IF ATCA representativeto the meeting.The President provided EVP Professional with the necessary papers, and in a phoneconversation notes were compared on the presentation of the IFATCA paper to CASITAF/2.

Day One (September20, 1994) The meeting was conducted in a plenary session, chaired by Dr. Kotaite. The first part consisted of a round-table session in which various verbal reports were made by participants to update everyone on the latest developments. Mr. Yves Lambert (Eurocontrol) reported on the Special EURAN, Mr. Doug Roser (Australia) reported on the recent meeting of the Asia/Pacific Directors General of Civil Aviation. Next came the introduction of the . working papers from the European Commission and IFATCA. The EC paper concentrated on satellite navigation. The IFATCA presentation went as planned and there was no direct comment. In subsequent presentations and discussions several references were made to our paper.

I think it is safe to conclude that our message came across.

The meeting continued with informative presentationsby INMARSAT, the CIS and IATA. The morning was concluded with a demonstration of a prototype of a CD-I containing the ICAO CNS/ ATM Starter Kit, which is meant to provide States with basic information on the CNS/ATM

systems. The demonstration looked very promising.

The afternoonwas used for introductionsof the Working Papers for the Mechanism Subgroup, for it was felt (by Mr Kotaite) that all members should get this information. Initial discussions were held, with more detailed discussion expected in the subgroup meeting on day two. In summary, there seemed to be consensus on a number of principles:

The day ended with an initial review of the draft report of the subgroup to final plenary.

The review would be completed by the subgroups first thing next day, after which final plenary would commence.

Day Three (September22, 1994) Finalisation of the subgroup's report took place under considerable time-pressure, preventing extensive discussions on important issues. Despite that, I w~s reasonablyhappy with the end-product.

In final plenary several amendments to the reports of the three subcommittees were discussed and agreed upon, some of which are of importance to IFA TCA. The acceptance of the Mechanism Report implies that the role of the ICAO regions in CNS/ATM-systemsimplementationwill be crucial. I think IFATCA should give serious consideration to the best way of providing input at that level. The need for a third CASITAF meeting depends on the decision of the ICAO Council regarding the recommendations from CASITAF 2. It is however expected that a third meeting may no,tbe necessaryfor some time to come.

* The ICAO Council is the ultimate mechanismfor CNS/ATM-systems implementation. * ICAO should review its activities,in order to concentrateon mandatory functionsand to discard permissive functions,thus freeing resourcesfor CNS/ATM-systemsimplementation. * Implementationshould be coordinated on a regionallevel, guided by groups modelledafter the Informal South PacificATM CoordinationGroup (ISPACG).

* Where possibleStates should help each other with implementation.

It also becameclear that there was a role for a so called "stake holders' group", or even groups, as created by IAT A. The compositionof such a group resemblesthat ofCASITAF.

Summary The IF ATCA Working Paper was well received, and several points from it are reflectedin the CASITAF 2 report. Focus is shifting from CNS to ATM. IFATCA's input to the meeting was recognised as Day Two (September21, 1994) pertinent. The role of the ICAO regions in On this day the meeting broke into three CNS/ATM-systems implementation will subgroups (Economics, Mechanism, become increasinglyimportant,so IFATCA Priorities). Each group discussed their should ensure representation at regional respective Working Papers. The subgroups levels. A 3rd CASIT AF meeting is not foreseento be required at short notice. were to produce a report containing proposals for recommendations,and these CASITAF/2 is where IFATCA's presence reports would be discussedin turn in a final really was effective - we didn't miss too much by not attending CASITAF I. It was plenary sessionon the last day. _ .. an exciting experienceto really act as "The IFA TCA participated in the Pnont1es Subgroup, together with inter alia IFALPA. voice of the air traffic controller",and to apply a synthesis of the knowledge of Secretary for the subgroup was Dr. Fromme, assisted by Marinus Heijl. I was IFATCA activities in CNS/ATMrelated panels and workinggroups. allowed to make several interventions and/or comments (based on our Working Finally, we discussed IFATCA's aims visPaper), that were all seriously considered a-vis ICAO. An ANC representative and recognised. There seemed to be a emphasised that getting recognised by the growing realisation that the ATM part Council is a slow process, and that once it is should become the focal point, with obtained it will require serious effort. emphasis on training, licensing and legal However, he was in no doubt that IFATCA aspects, together with Human Factors. would be able to deliver in that respect. +

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22

THE CONTROLLER/DECEMBER 1994

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ICAO

MEETING, _______________

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THE ICAO EuR RAN MEETING VIENNA, SEPTEMBER 1994

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is Special European Regional Air NavigationMeeting was called on to primarilydefine a common European policy with regard to the future implementation of the ICAO CNS/ATM Global Plan (i.e. FANS) in Europe Hundreds of representatives from States, either belonging to Europe or having a relationship with Europe, were present.

Recognisedinternationalorganisationswere also well represented. Besides IA TA, IFALPA etc., IFATCA also had a strong delegation of four representatives to demonstratethe correct expertise needed to cover all various working groups . The delegationwas led by the President& Chief Executive Officer, Preben Falkman Lauridsen and supported by Gunter Melchert, EVP Europe, Paul Johnson, the IFATCA Representativeon the All Weather Ops Panel (A WOP) and Philippe Domogala, the IFATCA representative on FLOW and FANS. So what came out of that meeting that will directly affect controllers? There were a lot of small items which are too boring to go into detail. However, two major decisions were taken plus one other piece of infonnationare worth going into more detail as follows.

The VHF FrequencySpacing To accommodate future traffic growth in Europe as well as be able to develop VHF data links (needed for the future ATM systems) and to alleviate the current frequency congestion, we need new channels.From a seriesof optionsproposed, the meeting decided to go for 8,33 Khz spacing (from the present 25 Khz spacing).

The decision was taken on the basis that it was known proven technology,easy to put in place, and most States could be ready to adopt the policy by January 1998.But IATA reminded us that to equip all the aircraft in the Region they would need until at least the year 2000. Despite this setback the decision remained. Consequencesfor the controllers: more frequencies and more digits to be transmitted (e.g.: 133.33, 133.41 etc .. ) Additionally, the possibility to use channel numbers on the R/T instead of the full frequencies was supported by many and might materialise.

0 Philippe DOMOGALA The MLS / ILS Question A very lengthy debate took place on the question of the replacementof the ILS. The protection of ILS Frequencies will be reduced after 1 January 1998. To continue using ILS beyond 1998,airlines will need to buy new ILS receivers for their aircraft. But as we know, the USA is pushing hard, and in fact demonstrated, that GPS with augmentation systems (such as differential systems boosting up the accuracy) and with Integrity Monitoring (making sure signals received by satellites are accurate) is permittingCAT 1 Approachesto be made.

The Americans also claim that CAT II and even CAT III approaches will be possible with additional equipment (further augmentation) but the time needed to develop this has not been determined and will certainlybe many more years.

In Europe, among States and airlines there are those who prefer to maintain ILS for an indefinite period of time, until the introduction of the Global Navigation Satellite System (GNSS) is in place (in simplistic tenns, GNSS is GPS with many more additional facilities). The majority of the States however were concerned that radio FM broadcasting and other interference to ILS would in some cases degrade the performance of ILS, so that CAT II and III may no longer be possible everywhere.Where this happens, they want to introduce MLS to ensure that we do not lose low visibilityoperations.

THE CONTROLLER/DECEMBER 1994

What the meetingdecidedwas: From 1998 onwards, all airlines must install a new ILS receiver which is protected against interferencein their aircraft.

All States should also either talk to their local commercial radio stations and request them "nicely" to avoid transmitting too powerfully, in order not to affect ILS, or Switch directlyto MLS. States can also choose to use GNSS for approaches but only where CAT I is sufficient.

The next decisionwas to define a new "box" for aircraft, called Multi Mode Receiver or MMR.MMRis basicallya box containing3 slots; one of the slots will automaticallybe fitted with a new "protected" ILSreceiver. the 2 other slots can contain an MLS and a GNSS receiver. Airlines will be able to

choose between ILS + MLS or ILS + GNSS or all 3.

Confused ? You are not the only one and this is the reason why the meeting took so long to agree. So what will be the effects for the controller? The concept of MMR is not the ideal situation for us because we will never know for sure which aircraft has which equipment and which procedure can be followed. A degradation of present CAT ID to CAT II or everiI at many runways and at many airports in Europe will take place if GNSS is selected. Particularly in bad weather, this will place another burden on ATC. On top of this, a single runway may have up to 3 differentapproach aids, making life definitivelymore difficultfor us.

Note: The decisions on Frequency Congestion and MLS/ILS Transition are not final. They will be reconsidered at the forthcoming ICAO COM-OPS meeting, in March, 1995.This meetingwill make the final 'world-wide'decisionson thesetwo topics.

Reductionof VerticalSeparationto 1000 Feet Above FL290: The EurocontrolAgency introduced a paper indicating that, providing all problems are resolved (and there are a lot) and we could make the decision today, it would take at least until the year 200 I before reduced vertical separation above flight level 290 could be implemented in Continental Europe For information, the North Atlantic will start reduced separationtesting in 1997.

The airlines especially, would love to be able to use 1000 ft separation everywhere, and not only above the Atlantic, and they are pushing for an early implementation in Continental Europe. However, the meeting recognised the complexity of the European Region and agreed that for a general and safe implementation of I OOOft above FL290, more studies and planning needs to be done and the reference to a fixed date was abandoned.The position of the meeting was that EANPG (The ICAO Planning group for Europe) will be responsible for coordinating those studies, with the aim to expedite the process if possible During the remainder of the meeting, many more subjects were of course discussed. If you are interested you can ask for the full report (SP EUR 94) from your own aviation administration. +

23

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a THE NETHERLANDS The Eurocontrol Guild of Air Traffic Services (EGATS) is to run a one day forum at the 1995 Air Traffic Control Exhibition in Maastricht, on 21 February 1995. The theme of the forum will be "TCAS - ls it Really Safe?". The EGATS forum will take place on the first day of the ATC '95 show and will compliment the two day conference organised by Jane's Information Group.

Entrance to the forum will be free of charge. See the Agenda and advertisements in this issue for further details.

USA It has been announced that 25 controllers who lost their jobs in

the PATCO strike are to be rehired into the US ATC system.

Meanwhile, NATCA have announced an intention to apply for IFATCA membershipat the 1995 conference in Jerusalem.

UNITED KINGDOM The planned privatisationof the UK National Air Traffic Services (NATS) in I995 currently appears to be unlikely. The proposal has surprised government in that it has not met with popular acclaim - including rejection or indifference from several national airlines. At the time of writing, there was insufficient time for the measure to be debated in Parliament and the proposed flotation of the UK Post Office was taking precedence in the Government's schedule of business.

a CHINA Alenia has won the contract for the supply of 15 air traffic control radar systems to be installed in various airports of the People's Republic of China. The contract is worth $US63 million and forms the second part of the "Marco Polo" project which was assigned to Alenia in 1989. The first part of the project was also for the supply of 15 radars to cover most of the coastal area of the country. The first phase is scheduled for completion by the end of 1994. The new contract involves the deployment of primary and secondary radars, data display consoles , computers, communication networks and training centres throughout the vast country. Once the new four year project has been completed , China will have complete radar coverage over the eastern part of the country, thus allowing better air traffic coordination with neighbouring countries.

a ISLE OF MAN The Isle of Man Department of Highways, Ports and Properties has signed a contract for Siemens Air Traffic Management to supply a Watchman air traffic control surveillance radar at Ronaldsway Airport. The new facility represents an overall investment of£ I. I million in the airport redevelopment plan.

a PHILIPPINES Westinghouse is going to provide $6 million US worth of air traffic control equipment for installation at Subic Bay International Airport. The airport will be supporting a new hub for Federal Express from March I995.

• MALAYSIA Following a fire which damaged the Kuala Lumpur approach THE CONTROLLER/DECEMBER 1994

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radar, South Africa loaned a mobile Martello radar to the · Malaysian airport which allowed traffic levels to be returned to near normal operations. This was the second serious fire at the airport and was believed to have been a deliberate act of arson. A replacement Thomson-CSP radar, identical to that damaged in the fue, is being provided by the Australian Civil Aviation Authority and was expected to be operational before the end of the year.

AUSTRALIA At a cost of Aus$270 million, a 2400 metre parallel runway is nearing completion of construction at Sydney Kingsford-Smith Airport. The project is expected to be completed at some $25 million under budget. The extra runway is expected to increase capacity by up to 70%, from 268,000 movements per year to 353,000. Work started in 1992 and has required some 14 million cubic metres of sand for the construction in Botany Bay. The runway is expected to open in mid-1995 and will feature a parallel approach radar monitor system to make best use of the capacity of the 1037 metre spacing from the centreline of the old to the new runway.

a INDIA Work ha s started on a new 150ft high cont rol to wer and associated facilities at New Delhi Airport. The work is scheduled for completion within 30 months and forms part of the upgrading of ATC systems at the airport that is expected to increase landing rates from 15 to 40 aircraft per hour.

a LITHUANIA On 24 November , 1994 , the Mini ster of Trans port of the Republic of Lithuania inaugurated the automat ed air traffic control system supplied by Thomson-CSF. The system comprises a Eurocat control centre for en-route and approach control at Vilnius. The centre has four high definition colour consoles and an automatic flight plan management system. It is one of the first operational air traffic control centres in the world to rely entirely on electronic flight plan data. The system also has two radar stations for approach control and an en-route control, which are installed on the airports at Vilnius and Klaipeda. Thomson-CSP has trained Lithuanian ATC supervisors, in its Eurocat concept, at the Eurocontrol centre in Luxembourg and has provi ded operational training at the company installed centre in Billund, Denmark.

a GERMANY The Air Traffic Managem ent Division of Siemens has been awarded a contract by Deutsche Flugsicherung GmbH (DPS) to develop and supply new display software for the Karlsruhe Upper Air Control Centr e. The project know n as the Karlsruhe Advanced Display System (KADS), and valued at approximately DM7 million, includes design. development, test. integration and handover of the display software. It is to be implemented on the new Operator Input and Display System (ODS), which is to be put into operation in Spring 1995. under a contract awarded in Dec ember 1993 by a consortium comprising Siemens and Thomson-CSP as a joint procurement from Eurocontrol and the DFS.

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CAOOAA CONVENT ON 94 Coffs Harbour, Australia 0 Chris Stock , Executive Vice President , Technical rriving in Brisbane on Qantas QF52 , the first thing that struck me wa s the poor vis ibilit y and th e smell of smoke permeating throu gh the aircr af t. The ca u se of th ese CAT I conditions was a series of bush fires to the west of Brisbane. Not quite what I expected in sunn y Queens land . However , shortly after arrival, the wind direction changed and the visibility improved. Having missed my connection to Coffs Harbour allo wed me the opportunity to visit the Brisbane Tower and Centre. The visit to the Centre proved to be fascinating beca use th e new radar displa ys were undergoing the fina l

A

outstanding fea ture of the T AA TS de ve lopm ent is the willingness and cooperation of all the partie s concern ed, the Australian CAA , Thom so n Radar (prime contractors) and their partner s, and Civil Air to ensure that the project will meet its very tight time sc hedule s. From an IF A TCA viewpoint, the approach to the introduction of T AA TS , combining new technol ogy a nd procedure s, meet s the majority of our concern s such as the need to in vo lve operational controllers from the outset, placing the hum an at the centre of the decision making proces s, and validation

phaseof theintroductory trialwhich meant that the y were bein g run in parallel with the old displa ys. The co mp ar ison was unbelievable looki ng at the old technology radar using different sy mbol s to indi cate SSR code s and shrimp boats on a vert ical scre e n - in itself , a remarka ble innovation - and viewi ng the new co lour di splay s with SSR labels. It was a striking examp le of the e n o rm o u s adv a nc es in radar Chris technology that have been achieved in the past decade.

T he fl igh t fro m Bri s b a n e to Coffs Ha rb our staged throu gh Go ld Coast and Lis more ; the impro ved visibilit y afforded some spectacul ar views of the Queensland coas tline. The Beec hcraft C99 of Impul se Airways landed at Coffs Harbour in the mid afte rn oon after some concern that more bush fi res aro und Co ff s Harbour , pur e ly proce dural , would affect our arri val. The Co n ve nti o n wa s bein g he ld at the Op a l Cove Hotel which is a short distance from the centre of Coffs Harbour and situated in a n id ylli c p os ition on th e coa st. It wa s difficult to come to terms with the fact that we ha d to part ic ipat e in a thr e e day confe rence!

T he Co n ve ntion them e w a s Th e Australian Ad vance d Air Tra ff ic Sys te m (TAATS) Three hal f-day seminar s wer e dev o te d to T AATS a nd cove re d t he Ind ustr ia l, Tec hni c a l. and Profe ss ional (T ra inin g ) a s pec ts re s pect ive ly. T he re ma inin g sess io ns we re take n up w ith CAO O AA do mes tic iss ues. T o me . the

26

Stock addr esses the convention

a nd ver ifi cat io n o f pro ce dure s a nd eq uipm ent at each stage of deve lopm ent.

One of th e most s ignific a nt pape rs presented was from Thomson CSF which di sc usse d th e need for tran s iti on and operat ion s training a nd b acke d up its comm itm e nt with proposals to tra in 20 T AATS Operations In stru ctors partly in France and partl y in Australia. Th ese instructor s would take responsibility for the training of some 1100 controllers and 200 other other operators. The downside, which was free ly acknow ledged by all concerned, is that impleme ntation may be delayed due to a lack of qualified , operat ional staff and we all know that they do not grow on trees!

Experience in other count1ies indicates that to benefit from a com prehensive training programme requ ires a three to five year lead time.

A ll suc ce ssfu l co n ve nti o ns e nj oy an entertain ing social programme and this was no except ion. Civil Air were well supported by thei r s pon s or s w ho contributed enormou sly to the occasion. Indeed, being a

veteran of many an evening of ethnic and cultural entertainment, I cannot finish this report without mentioning one extraord inary evenin g of Melodram a. We were advised to wear casual clothing and then bundled onto a coach which headed to th e hill s west of Coff s Harbour and deposited at a community hall in the middle of nowhere with a water tower and a horse in a field as nei ghbours . On entry to the hall, we had a cold stubbie thrust in the hand (this proces s continued throughout the night) and then sat at wooden tables. During the meal , burst s of fire from water pistol s from our unruly hosts drenched the un suspecting and unarmed guests and this was only the prelude to the evening ' s entertainment.

The Melodrama was present e d by a remark able group calling thems elves the Upper Orara P &C's (Parent s and Citizens, I think , but I have my doubts about their references after the show was over!). The action and storyline was set in the tiny town of Dee p Thro at in the county of Dry Crut ch, ....yes, you get the ge neral drift! For two hour s, the audi e nce was treated to a continual barrage of jokes and so ng s which would do credit to the profe ss ional theatre. The se rem arkabl e people wrote the scr ipt and lyric s for an un forge tt ab le a nd v ib rant evening ' s ente11ainment. By the way, they are booked solid for next year ' s show!

Among the many delegates enjoyin g their visit to Coffs Harbour , it was good to meet the ex- Pres ide nt , Charles Stu art and hi s wife, Ros. Charles was representing Adacel a c o mp a ny whi c h de s ign s spec ia li st sof tw a re a nd s y stem s for air traffic management and is a partner with Thomson in TAATS . Standing in for the IFATCA President was the Deputy President , Neil Vidl er. Other MA s represented inc lud ed Canada , New Zealand , and UK. Th anks are due to Civil Air for o rg an is ing a n ill um inating and entertaining convention and in particular to President , Bob Lorschy , Barney Pinney , and Iain Miller, the Seminar Chairman and to Dave Flemington of Coffs Harbour ATC. ably supp or ted by Su zie Dunn , who organi sed the whole show. +

THE CONTROLLER/DECEMBER 1994

R ETINGS MESSAGES AL ENIA AIR TRAFFIC CONTROL RADAR AND SYSTEMS UNIT WISHES TO SEND SEASONS GREETINGS TO ALL THE CONTROLLERS IN THE WORLD AND ASSURES THEM OF THEIR CONTINUED GOOD SERVICES IN THE FUTURE

Jeppesen send s its Controll er Fri ends all over the World Best Wishes for the Holidav Seaso n

A FINMECCANICA COMPANY

FREQUENTIS WISHESSEASONS GREETINGS TO ALLTHOSE DEDICATED TO SAFETY IN AIR TRAFFIC CONTROL.

SEASONS GREETING S

TO ALL OUR FRIENDS IN AIR TRAFFIC CONTROL

ATC SIMULATION & TRAINING

leading in voice communications systems

Hugh es (UK) Limited , Syste ms Divis ion

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AGENDA 1995

FEBRUARY 7 - 10 Executive Board Meeting , Vienna, Austria.

Contact - Executive Secretary , Edge Green.

Phone +44 1628 23699 Fax +44 1628 781941 13 - 14 Air Traffic Flow Managem ent Symposium, Fukuoka, Japan.

Contact - IFATCA Deputy President, Neil Vidler Phone +612543 2317 Fax +6 1 2 54 1 0705 15 - 19 Japan International Aerospace Exhibition, Nippon Convention Centre, Makuhari Messe, Japan Contact - JA' 95 International Division Phone +81 3 5543 0203 Fax +81 3 55430213 21 EGATS TCA S Forum , Maastricht MECC, The Netherlands.

Contact - Bob van der Flier, Forum Manager or Kees Gilvert, EGATS Secretary Phone +3 1 43 66 1 507 Fax +31 43 661 541

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disregarding that and bending the rule s a little, make it work .

And management congratulate the engineer s ....... !

Which reminds me of an old Polish joke I heard in Warsaw during the communistic days: "We practice full democracy in here .

All the proposals are made in common after a full and healthy debate , and the decision is taken in Moscow .."

Does this ring a bell?

R/T CALL SIGNS After the demise of PAN AM, the famous " Clipper " callsign disappeared. Now , British Airways is amongst the few airlines left with what I call a prestigious callsign, " Speedbird ", a word that is recognised world wide .

Recently on the Rff, a BA pilot wanting to show off, or be different , called himself "Speedy 1234" instead of Speedbird I 234.

After a few R/T exchanges using " Speedy ", another BA pilot on the frequency, probably annoyed at this "degradation of status ", commented : "He is probably used to being called this by his wife! ..."

South African Airways also has a nice callsign - "Springbok ". Up until now I had considered it as a nice African name until an African friend of mine told me that it is actually Afrikaans and could be translated as ·~umping goat" which I agreed lost a bit of its glamour in the translation .

TO STRIP OR NOT TWO ST RIPS The question of replacing strips by electronic means is now being asked almost everywhere around the world as all the new ATC systems being proposed by the manufacturers include electronic strips.

Actually , only a very few number of ATC units (I can only think of 2) have "tak en the plunge" and removed paper strips completely from their Ops rooms.

In fact, I was told that the new wonder machine that will replace the London ACC (called NERC) , despite its state of the art technology, and due to enter service around the year 2000 , will be with paper strips.

Considering that work on electronic strips started in 1972 , and was demonstrated successfully with the ODID simulations in the 80' s, it is intere sting to see , in ATC , how fast technology goes and how easy it is to apply it!

TEAM WORK Overheard in a meeting recently : ATC planning is real team work.

Politician s order something to be done .

The engineers promise it will work like this.

Manag ement reali se too late it will never work and start panickin g.

At the end the controller s, changing this,

21 - 23 ATC '95 Exhibition & Confe rence, Maastric ht MEEC , The Netherlands.

Contact - MGB Ex.hibitions Phone +44 81 302 8585 Fax +44 8 1 302 7205

MARCH 24 - 25 Exec utive Board Meeting, Jerusa lem, Israel Contact - Exec utive Secretary, Edge Green. +44 1628 23699 Phone +44 1628 78 194 1 Fax 27 - 31 IFATCA 34th Annual Conference, Jerusalem, [srael Contact - Chairman IFATCA 95, Beny Freilich Phone +972 3 97 1 2579 Fax +972 3 971 059 1

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THE CONTROLLER / DECEMBER 1994

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TOILETS AND COMPUTERS Of course after my story about toilet signs overheating and causing a fast train to stop (Charlie 2/94) I received some reactions: It appears that a few months ago, a brand new Airbus A340 was totally destroyed by fire on the ground at Charles de Gaulle Airport in Paris (nobody was hurt) . It was one of the "ex-future Sabena A340 ' s" painted in Air France colours and it was most embarrassing because the reason for the fire was ... you' ve guessed it - a faulty toilet!

It seems, or at least so they told me, that one of the pumps flushing the toilet had a stuck contact and kept on pumping. The circuit breaker apparently failed to operate . and the electric engine of the pump overheated, then short circuited and ignited the grease around it. Because the aircraft was parked, the small fire could not be detected in time and 100 million US dollars went up in smoke ....

The last person that used that toilet and initiated the flushing can reasonably say he had an expensive relief...

TCJ\S (continuin g story) Until now I thought TCAS was mandatory and carried by ALL large jet aircraft operating to or from the USA. Wrong!

There are some interesting exceptions: Fir st, the most sophisticated aircraft still

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flying , Concorde , and one that has the most difficulty to see outside (drooping nose) does not carry TCAS , but it is flying to the States every day!

Evidently , the manufacturers have yet to produce a TCAS antenna that sustain s supersonic flight. All previous models went up in pieces at Mach 2! So Concorde has a waiver until a proper antenna is found.

Additionally, as you already know, American lawyers are among the best in the world . They found a loophole in the FAA regulations, and as a result aircraft like the Boeing 747F do not have to carry TCAS because these aircraft carry less than 30 passenger seats ... (the FAA regulation makes TCAS mandatory for aircraft of more than 30 passenger seats). Well done!

As most of the cargo airlines operate old 747's and the conversion kit can cost up to $200 ,000 , you can imagine the joy in the boardrooms.

Anyway, the lawyers while uncorking the champ a gne bottles on that one and congratulating themselves , are already preparing themselves for the next court action - that of a very rich first cl a ss passenger suing the FAA for injuries sustained during a Concorde flight that was making an abrupt eva sive action to avoid a Boein g 747 cargo , that could have bee n prevented by TCAS .

+

Endof The YearQuiz Every magazine towards the end of the year produc es some form of game, quiz , etc . Th e Controll er does not want to be an exception and therefore has its firs t End of the Year Controller Quiz.

The que stion s are relativ ely eas y, espe cially for tho se who live in the re gion where the photogr aph comes from ...

For the other s, ther e are hint s and ways to get the answe rs to the photo s.

The winners will be drawn from the correct replies received before 28th February 1995.

The First Prize will be: A FREE REGISTRATION FEE to the IFATCA 95 Conf erence in Jeru salem * AND a PERSON ALISED SUBSCRIPTION to The Controll er for one year.

Second Prize will be: ONE PERSONALIS ED SUBSCRIPTION to Th e Con troll er for one year.

The Editor s decision is fin al concernin g any dispute in the comp etition res ults.

* Note the Reg istra tion Fee will be paid dir ect to th e conf erence organ ising committ ee .

SEE OVERFOR ENTRYFORMAND QUESTIONS

THE CONTROLLER / DECEMBER 1994

AGENDA 1995

APRIL 1 Executive Board Meetin g, Jeru salem , Israel Contact - Executi ve Secretary , Edge Green.

Phone +44 1628 23699 Fax +44 1628 781941

JUNE 11 - 18 41 st Paris Air Show Le Bourget, Paris

TBDExecuti ve Board Meeting, Melbourne , Australia Contact - Executive Secretary, Edge Green.

Phone +44 1628 23699 Fax +44 1628 78 194 1

OCTOBER 20 - 23 Executive Board Meeting, Bournem outh, UK Contact - Executive Secretary, Edge Green. +44 1628 23699 Phone +441628 781941 Fax 24 - 26 Convex Internationa l 95, Bournemouth Internatio nal Centre, UK Contact - Chairman , Stephanie Simmonds Phone +44 1256 764 835 Fax +44 1256 765 633

TBDEuropean Regional Meeti ng, Ljublj ana

NOVEMBER 12 - 16 Dubai 95, The International Aerospace Exhibition, Dubai, United Arab Emirat es .

Contact - Fairs and Exhib itions ( 1992) Ltd .

Phone +44 17 1 935 8537 Fax +44 l7 l 935 8 16 1

TBDAmericas Regional Meeting , Monte video, Uruguay.

Contact - ATCAU Phone +598 2 77 02 99 Fax +598 2 77 02 99

29

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~~OLUMN

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THE COMPETITI ON The following six photograp hs consist of two type s of aircraft, one aircraft cockpit , two airlin e names and one air traff ic co ntro l centre, all of whic h are to be named.

All six photogra ph s originate from different parts of the world: Title of contesta nt .................. First name of conte stant ....... ................................. .. Last name ................. .......................... ............ .

Working at .......... ............... ......................................... ................................ ATC Unit Address for notifica tion ........................................ ................................................................................................................................. ··············································································································································································································· ···············································································································································································································

Country ............... ............................................. ..................................... .......................................... ...................................................... .

COMPETITION ANSWERS Photograp h Number 1. The aircraft is a ... ................ ....................... ................................................ ........................... ........... ........ ....... .

Photogra ph Number 2. The coc kpit is from a ................. ............... .............. .................................................... ............... ..................... .

Photograph Number 3. S.A.F.E . means . .......................... ................... .............. ................................ ........ ................ ........................... .

Photogra ph Numb er 4. Th e aircraft is a . .................................. ................................ ............... ................. ...................................... ...... .

Photograp h Number 5. The airline is . ....... .................................. ............................ .. of ....................................... .............................. .

Photogra ph Number 6. Thi s is ........ .............. ................................................................................ ................................................ACC COMPLETED ENTRIES SHO ULD BE SENT TO : THE EDITOR , 29 HE RITAGE LAWN, LAN GSHOTT , HORLEY , SURREY RH6 9XH , UNITED KINGDOM .

Please note the deadline for RECEIPT of entrie s is 28 Februar y 1995.

1. What is this aircraft?

(Look at the engine before replying)

2. Which cockpit is this?

(You must have flown in it one day)

3. What do the intials S.A.F.E. stand for on this 737?

(They are safe as well)

30

THE CONTROLL ER/ DECE MBER 1994

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4. Which aircraft is this?

(Not only Americans or Europeans are making aircraft!)

5. Which airline is this and from which country?

(They have been flying B727's for a very long time) /\NN , 'JrL '1" ,[>r' JC, 'dc..a- '6'br. P'Ja-<JJC rl\'l.'1dc L M"l\" ,'JrL'>"' ,[>r'JC f16..,J d Li'<Jc-'>"'6ll~c..r'1"'6'La-c rQ.JVL'1"' <J'L 'fn'l..o 'l,..,a-

6. Which air traffic control centre is this?

(Is this a radar)

LETTERSTo THE EDITOR ARE ENCOURAGEDAND APPRECIATED TH E CO NTROLLER , JO URNA L OF AIR TRAFFIC CONTROL, is published quarterly

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by the InternationalFederationof Air Traffic Controllers'Associations (IFATCA) .

Issue s appear end of March , June, September and December. Subscription rates are CHF 20 per annum(4 issues) plus post & packing. Postage Rates: Surface, Worldwide CHF 6.00 Europe (delivery within 14 days) CHF 6.40 Airmail, WorldwideCHF 10.80 Cheques or money orders (not cash) in Swiss Francs should be made payable to

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Special subscriptionsrates for ATCOs

PostalCode & Country________________

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Enquiries to our SubscriptionManager: THE CO NTROLLER.

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anywh ere around the world and gave rise to thoughts of being able to control traffic was close d wi th all members sharing the from your own armchair at home! impression that the "Tanzania Project " had After a short question and answer period , really become alive.

Neil Vidler , the Deputy President gave a After further consultations with ILO , summary of what was considered to be a TATCA and DCA the next day , we took the symposium and a opportunity for a short visit to Zanzibar. In most successful s ignificant first for IFATCA . The the evening we left Dar es Salaam with the importance of the attendance of a feeling , that although still a lot of work is to government minister and the cooperation of be done , the period of stagnation in thi s project has been definitely overcome .

MA TCA were particularly s tressed.

IFATCA will continue to play its catalyst Additionally, the sponsorship of M alay sia role for our colleagues in Tan zania and, of Airlines, Telekom Malaysia , Tourism course , any support we are able to give, will Mala ysia, Berjaya Air Ch arter and Malaysia be given. As we stated in the meetin g, the Helicopter Service s had been very much best reaso n for our next visi t would be to appreciated and instrumental in the success celebrate the implementation of all th e of the event. The Pre sident of MA TCA improvements we agree d on. thanked IF ATCA for their confidence in We like to end with man y thanks to our allowing them to host the function and for fr iends from TA TCA for arranging the support they had rec eived from D avid everything to our fullest satisfaction . + Moores . The IF A TCA President then added hi s thanks to all that were involved and attendees of the seminar for what had been ~ par;e I 3 A TC IS As!,\ IS TRA .\ 'SIT/0,\ a most useful and informative 2 days .

Bureau of Air Safety In ves tigation (BASI ) As a first seminar of this type staged by followed with an interesting overview of IFATCA the event had proved to be his department.

BASI is a totally extremely successful.

An interesting independent government run organisation programme had at tracted m any dele ga te s operating away fro m the Australian CAA . It from a good percentage of the region . The manages a confidential reporting system success of the event has led to that encourage s all personnel (air lin e or considerations to hold similar se minars in ATC ) to use . It is curre ntl y co ncentratin g the other regions of the world, possibly on a o n a proactive method of safe ty rotational ba sis. As a recipe for success it man agement rather than the hi storic a l was seco nd to none and I can thorou ghly reactive approach. BASI publishes so m e recommend the style and format as an 65 ,000 copies of its air safe ty magazine excellent way of upd ati ng information to within the Asia Pacific reg ion, within which controllers worldwide. + it disseminates safety related infor mation and anal y sis of incidents and acc id e nt s . ~ page I 5 PR!\'.\TIS,\TIO.v Be rnard inform ed the audience abo ut new ICA O legislation that wi ll require ser iou s prov1 s 1on s requiring: good a nd safe incid ents and accident s to be investigated wo rkin g condition s, an equal opportunities e mployment pro gra mme , the impartial b y s uitabl y qualifie d personnel of all disci pl i ne s inv o lved and that th e se lect ion of suit ab ly qualified persons for for the invol vement of air traffic contro llers wi ll be appointm e nt , and opportunities of the param o unt in man y of the in vestigat ion s. e nhan ce ment of the abilities This is an imp01tant point to be cons idered individual employ ees."

"Sec urity of Tenure.- the right to hold a b y all count r ie s , parti c ula r ly those co nsidering the privatisation of ATC. Bert job in the new enterpri se under at least the Ruit enber g then gave a brief overv iew on same terms and co nditions of employment previously e njo yed." If thi s iss ue is the IFATCA po licie s pe1taining to accident addressed satisfac torily , it will greatly and incident investigation.

To co mp le te the fo rma l present ati ons, en hance a smooth tr ansition which will Davi d Mo ore s , th e Exe cutive Vi c e ens ur e a safe ATC sys te m. Statutory Pres ident for the As ia Pacific Region , gave provisions should be in pl ace prior to the day of transition which includ es a re al -t im e demon stration of a live radar dis pl ay be ing received on te lephone line s adm inistrative machinery to ensure that, as d irect fro m th e Ho ng K o ng rad ar. T his a minimum , a ll terms and conditions of fa sc inatin g di spl ay demon strat ed the eas e emp loyment c urr e ntl y en j oyed by th e w ith w hic h informati on can be di spl aye d e mployees are transferred to th e ~ page I I THE T\ .\'Z\.\ 'f.\ PROJECT

32

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commercial entity, and also that all current air traffic controllers are ensured employment in the new entity.

"Creating or maintaining an independent regulatory body to ensure level s of safe ty and service are maintained."

The institution of an autonomous ATC organisation must not imply abrogation of the government's safety and oversight responsibility in accordance with th e Chicago Convention. The government must ensure, ideally through an independent regulatory body , that: the government's obligations regarding se rvice s and facilities are fulfilled and comply with relevant ICAO document s and users' operational requirements; ATC capacity is commensurate with traffic demand ; high levels of safety and service are maintained and monitored; user charg es are based on actual and reasonable co sts and are apportioned fairly between different categories of users; users are systematically co nsulted ; the commercial entity regularly prepare, adopt and publish an ongoing development plan . * "Licensing of Air Traffic Controllers ..

In order to ensure a high standard all air traffic controllers shall be licensed in accordance with ICAO requirements . * "Repr esentation of controllers at the Board of Directors level of the commercial entity. " This would ensure that conctrollers' concerns are addre ssed at the highest level of the co mmerc ial entity. * "Third party liability as a result of employees' actions. " Prior to the day of transition this subject mu st be addressed in acco rdan ce with the relevant IF ATCA Policies. (Th ere are J5 of them , but they are outside the scope of this presentation) .

Conclusion Priv ati sa tion of A TC is a viable option, provided that ce rt a in aspects are not overlooked. Th e one thin g that in ATC is tot ally diff erent from other market s is its primary product: air sa fet y. It is a n invisible product - in fact , it only becomes visible when it is NOT there. If managers think that the price of safety is high, they

should consider the financial ramifications of having an aviation accident caused by their company .

Perhaps this will make them appreciate the real value of their air traffic controllers. +

THE CONTROLLE R/DECEMBER 1994

Your working days are numbered ...

of both the pr esent and the future.

For further information

It's a fact of life ...

This is where we come in. Om nilife offers you

Let's face it, one thin g is certain. ~ooneror later, yo u are going to lose your licence, and with it

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Mercur y Plan to suit yo ur age and insuran ce needs, p lease se nd your personal details , includin g name , rank , mailing address , dat e of birth , and licence type to either of the addresse s or fax numbers shown belo w.

yo u reach retirement, but it cou ld be much

sum w hen you retire.

earl ier . Why insur e your self solely against loss

The Mercury Plan is simp le and straightfor-

of licence? What about the long-term ?

ward to maintain . Premi um s are fixed and there

Asa professional air traffic controller, you spe nd

is a guara nt eed cash payment when your po l-

of your life ensurin g the protection and

icy matures. We don 't eve n ask for regu lar

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ATCO requirem ents, and one which takes care

It's for life. And that's a fact.

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