IFATCA The Controller - 2nd Quarter 1995

ALGER IA BURKINA FASO REPUBLIC OF DIJBOUT I EGYP T ETHI OPIA ERITREA THE GAMBIA GHANA COTE D'IVOIRE KENYA

MALI MAURITIUS MOROCCO NAMIB IA NIGER NIGERIA SENEGAL SEYCHELLES REPUBLI C OF SOUTH AF RICA SUDAN

SWAZI LAND TANZA NIA ~ TCHA D TUNISIA UGANDA REPUBLIC OF YEMEN ZAMBIA ZIMBABWE

ANT IGUA ARGENTINA , .

L ARUBA . ·~fi BARBADOS W.I. t .• .,., BO LIVIA - . l.

CANADA CHILE COLOMBIA COSTA RICA, C.A.

EQUADOR EL SALVADOR, C.A. GRENADA GUATEMALA, C.A. GUYANA HONDURAS, C.A .

MEXICO, D.F. NETHERLANDS ANTLLES

NICARAGUA PANAMA, C.A. PERU ST LUCIA, W.I. SURINAME, S.A. TRINIDAD & TOBAGO UNITED STATES OF AMERICA URUGUAY

AUSTR A LIA FIJI ISLAND S HONG KO NG JAPAN

MALAYSIA NEPAL NEW ZEALAND PAPUA NEW GUINEA

ALBANIA AUSTRIA BELGIUM BOSNIA AND HERZEGOVINA BULGARIA CHANNEL ISLANDS, U.K. CROATIA CYPRUS CZECH REPUBLIC DENMARK ESTONIA F!NlANID FRANCE

GERMANY GREECE HUNGA RY ICELA ND IRELAND ISRAEL ITALY REPUBLIC OF KAZAKSTAN LITHUANIA LUXEMBOURG FORMER YUGOSLAVIAN REPUBLIC OF MACEDONIA

1

TAIWAN SRI LANKA

MALTA TH E NETHERLANDS NORWAY POLAND PORT UGA L ROMANI A RUSSIA SLOVAK REPUBLIC SLOVEN IA SPAIN SWEDEN SWITZERLAND UKRAINE UNITED KINGDOM

r JOURNAL OFAIRTRAFFIC CONTROL

United Kingdom , June 1995 PUBLISHER

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

EXECUTIVE BOARD OF IFATCA

Preben Lauridsen President and Chief Executive Officer Neil Vidler Deputy President Oliver Farirayi Executive Vice-President Africa/Midd le East Samuel Lampkin Executive Vice-President Americas George Chao Pao Shu Executive Vice-President Asia/Pacific Gunter Melchert Executive Vice-President Europe John Redmond Executive Vice-President Finance Bert Ruitenberg Execut ive Vice-President Professional Chris Stock Executive Vice-President Technical Edge Green Executive Secretary Terry Crowhurst Editor EDITOR

Terry Crowhurst 29 Heritage Lawn, Langshott, Harley, Sun-ey. RH6 9XH, United Kingdom.

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

Vo lume 34 N° 2

IN THIS ISSUE FOREWORD The President & Chief Preben Lauridsen

3 Executi

v e Officer

,

4

LETTERS To THE EDITOR IATA SUMMARY Executive Summary

5 Concerning

CO NFERENCE REPORTS Speeches & Reports from TE CHNINCAL Reports from

"Free

Flight"

6 IFATCA

' 95

&

19

PROFESSIO NA L PA NEL IFATCA ' 95

20

ACCOMPANYING PERSO NS Sandra Maidens Reports from IFATCA SYMPOSI UM Neil Vidler Report s from

IFATCA

24 Fukuoka

26/2 7

REGIO NAL EVE NTS UK & Uruguay Event

Up d ates

GREPEC AS Rosanna Ban1 Reports

from

SPE CIAL F EATURE Report of an Incident

'9 5

27 Asuncion

28/29 at Troms

0, Norway

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 528478

Adve rtis ers in this issue Briti sh Airw ays. Mack-B rook s. Omni life. Schmid Telecom.

Th omson - CSF. Photographs T. Crowhur st. P. Domo ga la. S. Maid ens. N. V idler. Luton A irp ort.

Cover New London Luton Airport Control Tower. UK. Charlie Ca rtoon Ken Tull y

*Please note UK area code telephone number changes as detailed in pr evious column

C ONTRIBUTING EDITOR

Patrick Schelling Ch. Sur le Moulin. 126 1 Le Vaud. Switzerland.

Tel +41 (()) 22366 2684 Fax +41 (0) 22366 4305 P RINTING

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

RHIO 2SY. United Kingdom.

Tel +44 (OJ 1293 52:\000 Fax +44 (0) 1293 529000

THE CONTROLLER /JUNE 1995

ISSUES APPEAR E ND OF M ARCH, J UNE, S EPTEMBER, D ECEMBER. CO NTRIBUTORS ARE E XPRESSING THEIR PERSONAL POINTS OF VIEW AND OPI NIONS, WHI CH M AY N OT NE CESSARILY CO INCIDE W ITH T HOSE OF THE INTERNATIONAL FEDER ATION OF AIR TRAFFI C CO NTROLLERS' A SSOC IAT IONS, IFATCA. IFATCA D OES NOT A SSUME RE SPONSIBILITY F OR S TATEMENTS MADE AND OP INIONS E XPRESSED, IT A CCEPTS RESPONSIBILITY FOR PUBLISHING THESE CONTR IBUTIONS. CONTRIBU TIONS ARE WEL COME AS ARE C OMMENTS AND CRIT ICISM. NO P AYMENT CAN BE M ADE F OR MANU SCR IPTS SUBMITIED FOR PUBLICATION IN T HE CONTROLLER. THE EDITOR RESERVES THE RI GHT TO MAK E AN Y ED ITORIAL CH ANGES IN M ANUSCRIPTS, WHI CH HE BE LIEVES WIL L IMPROVE TH E M ATER IAL WITHOUT AL TERING TH E INTENDED ME ANING. WR ITIEN PERMISSION BY THE E DITOR IS NE CESSAR Y F OR RE PRINTING A NY PART OF T HIS J OURNAL.

CORPORATE

MEMBERS OF

IFATCA

ADACELPIT LTD. Canberra,Australia

HUGHESATC SIMULATIONTRAINING Crawley,UK

AIR TRAFFICAND NAVIGATIONAL SERVICESCo.Ltd. Johannesburg, Republicof SouthAfrica

IBM (UK)

AIRWAYSCONSULTING SERVICES Wellington,New Zealand

JEPPESEN& Co. GmbH Frankfurtam Main,Germany

ALANDAVIS& ASSOCIATES Hudson(Quebec),Canada

JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD, USA

ALENIA Rome,Italy

MARCONIRADARSYSTEMSLtd. Chelmsford,UK

ARINCINCORPORATED Annapolis,MA, USA

NETWORKSYSTEMSGmbH Frankfurtam Main,Germany

ATSAEROSPACE St. Bruno,Canada Rome,Italy

NORCONTROLSURVEILLANCESYSTEMA.S. ChippingSodbury,UK OMNILIFEOVERSEASINSURANCECo. Ltd. London,UK

CAEELECTRONICSLtd. Saint-Laurant,Canada

RAYTHEONCo. Marlborough,MA, USA

CESELSA Madrid,Spain

REFLECTONE Farnborough,UK

CELSIUSTECHSYSTEMS Jiirfiilla,Sweden

SCHMIDTELECOMMUNICATION Ziirich,Switzerland

COMPUTERCOMMUNICATIONSSOFTWAREGmbH Rodedermark-Waldacker, Germany

SEL-STANDARD ELECTRIK Stuttgart,Germany

COMPUTERRESOURCESINTERNATIONALNS Birkerod,Denmark

SERCO-IAL Bath, UK SIEMENSPLESSEYSYSTEMS Chessington,UK SOCIETED'ETUDESET D'ENTREPRISESELECTRIQUES Malakoff,France

BURANNC

CRIMPNS

Allero,Denmark DENRO Gaithersburg,MD, USA DAIMLER- BENZ AEROSPACEAG Ulm/Donau,Germany

Feltham,UK

SOFREAVIA Paris, France

DICTAPHONECORPORATION Stratford,CT, USA

SONYCORPORATION Tokyo,Japan

DIVERSIFIEDINT'L SCIENCESCORP. Lanham,MD, USA

SWEDAVIAAB Norrkoping,Sweden

DORNIER,CommunicationSystems Konstanz,Germany

TAMSCO Calverton,USA

DUBAIAVIATIONCOLLEGE Dubai,United Arab Emirates

GAREXAS Oslo, Norway

TELUBAB Solna,Sweden THOMSON-CSP,DivisionSDC Meudon-La-Foret,France UNISYSDEUTSCHLANDGmbH Sulzbach,Germany

HUGHESAIRCRAFf COMPANY Los Angeles,CA, USA

VITROCISETS.p.A. Rome,Italy

ELECTRONICSPACE SYSTEMSCORP. Concorde,MA, USA

The International Federation of Air Traffic Controllers' Associations would like to invite all corporations, organisations, and institutions interested in and concerned with the maintenance and promotion of safety in air traffic to join their organisation as Corporate Members.

Corporate Members support the aims of the Federation by supplying the Federation with technical information and by means of an annual subscription. The Federations' international journal The Controller is offered as a platform for the discussion of technical and procedural developments in the field of air traffic control.

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

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

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FOREWORD

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Whatis Free Flight

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+ * Editorial note: An e.rec111i1 ,e su111man· of IATA appears 011 page 5.

".1·

thou ghts on "Fr ee Flight"

THE CONTROLLER/JUNE 1995

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Editorial

0 Preben Lauridsen, President & Chief Executive Officer, [FATCA have ju st participat ed in the "8 th IATA High Le ve l Aviation Symposium" in Montreal. During the symposium, I witnessed the push from the airline society to make business more profitable, through a more efficiently run aviation environment. As a result, I feel it would be timely to comment on the th ought s aired by IAT A (see not e below), airline representativ es and the Federal Aviation Authorities of the United States , namely the issue of "Free Flight".

As we are not talking free tickets for everyone, these words can, at least to an operational controller, seem a bit scaring. Does this mean no more air traffic control? Are aircraft permitted to fly from A to B as they prefer?

Howeve r, before going into a discussion on "Free Flight or not", allow me to mention the interpretation of "Free Flight" as defined by the FAA: "A safe and efficient flight operating capably under instrument flight rules in which the operators have greater flexibility in selecting their (flight) path and speed. Air traffic restrictions are limited in extent and duration and are only impo sed to ensu re separation, to preclude excee din g airport capacity, and to prevent unauthorised flight through special use airspace".

But is this not exactly what ATC is doing? We offer aircraft direct routinos whenever we can. We allow aircraft "free speed" I:>' as often as traffic permit s. The rest rictions put on these two instructions are those enforced by either airspace regulations , other traffic, or airport capacity. So you could say that ATC today already, taking into consideration limitations put onto it, provides the operators with "Free Flight", or as I would prefer it called, "Controlled Free Flight".

What ATC needs to be provided with. in order to increase its efficiency and capacity, is not a technology driven proposal of "Free Flioht'· but an Air Traffic Management (ATM) system I:> , which is based on a flexible use of the airspace . on an area concept, as opposed to a segregated system, and on sufficient airport capacity to meet the demand of both the airlines - and ATC. IFATCA must play its part in defining the ..ATM system of the 2 1st Century'', but as opposed to others, our vision will be based upon the !CAO CNS/ ATM concept, on our experience as front users of the system, and on pragmatism and reality, as opposed to speculation and illusion. In this regard the publi cat ion of an IFATCA strategy document to be presented to the outside world. will need to be given priority. The Federation must show that controllers too have a vision. a vision of Controlled Free Flight.

EDITORIAL _______

0 Ten-y Crowhurst - Editor

T

he last issue of The Controller ( 1/95) featured an article on the Santa Maria Oce anic Centre which was credited to Philippe Domagala. Philippe wishes me to point out th at the articl e was written in conjunction with one of the controllers from the Centre, Maria Jose Domingos.

Thank you very much Maria for all of your efforts. Also in the la t issue many of you pointed out the deliberate mistake in th~ heading of the Critical Incident Stress Manaoement item sub1~.1tt ed from Trinidad,_and Tobago. Some were heard to say that . St~eet Management · may be more appropriate! If nothing else it _did prove to me that a number of you do actuall y read the magazme. What The Controller needs is a proof reader - what The Controller needs is a volunteer!

Pursuing my idea of regional sub-editors, I am glad to report that I now have volunteers from each of the four IF A TC A reoions of t~e world . These volunteers have kindly agreed to se:k new s fio~1 the region and present them to me for inclu sion in each edition of t~e Journal. Please assist them in their endeavours and be responsive to their requirement s. Contributors are of cour se alway_swelc~me to send me their articles direct but if yo u know of an mterestmg fact or story that your regional sub-edit or may be able to follow-up please let them know. Your regional sub -editor~ are as follows: ~ AFRJCA MIDDLE EAST Mr Albert Aidoo Taylor P.O. Box 9 181 Kotake International Airport Accra. GHANA

Telephone: +233 21 773283 Fax: +233 21 773 29 3

and Mr Khaled Kooli Telephone: +21 6 1755 OOO Aeroport lnt. de Tunis-Carthaoe Fax: +216 I 782 106 CNA-2035 ° TUNISIA ASIA PACIFIC Mr John Wagstaff Telepho ne: +852 25510081 ATMD,CAD Fax: +852 23628 IOI Hong Kong International Airport Kowloon. Hono Kono I:> I:> AMERICAS Liliana Rodriguez and Rosanna Baru Cipriano Payan 2988 Ap. 502. Pocitos Montevideo.UR UGUAY

Telephone: +59 8 2770299 (ATCAU) Fax: +598 2770299

EUROPE Mr Philippe Domagala Merelstraat 5 NL - 6 176 EZ Spaubeek THE NETHERLANDS

Telephone & Fax:

+31 44 93 3564

I would like to thank £he volunteers ven · much and/ look forward w introducing the regional 11 e1rs section in the ne.rt edition n/

The Controller.

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LETIERS __________

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ETTERS TO

HE

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ITOR

~ OSTRICH POLICY o Juan C.Alvarez-A.CTAU

W

( Urugua y)

staffing, poor working conditions '. safety issues and so on.

It is a weird sensatio n of being the weakest link in the chain with the feeling that, sooner or later, you will be involved in a similar mess.

In Argentina , the President of the Member Association was removed from his current post and ostracised. He is now d · JI and remote airport onW~t~~~,~ :~w how it is in Gree~e, but in this part of the world the ~u_thorities always prescribe the same medicine. The same that has been always applied - search for a scapegoat. Ostrich policy - to hide the head.

You cannot be profe ss ional , yo u ju st cannot ask for training , ma intenance , efficiency , economy. Sometimes it is too dangerous.

We celebrate the fact that the European Re gion a l Meeting achieved IFATCA declaring openly and publicly our co1:cern.

IATA 's report for the 4th Meetmg o_f Sub-Group 4 ATS ICAO, Grepecas said it c lea rly ..... " mo re than 60 reports of incident/quasi collisions were filed between Marc h ' 94 and March ' 95". IATA also estimates in this same report that more than 150 wo uld ha ve been li sted if a ll the particip ants involved in incid ents were reporting.

Our Assoc iation will strive towards the application of the same instrument - _to_get IFATCA expressin g concern in a similar way about how some of our regional skies are mismanaged.

e have had the opportunity to read in the la st iss ue of our journal, and in other publication s too an article about the "Greek Tragedy", wh~re, after the European R egio nal Meet l.n o held in Warsaw , IFATCA expressed its deepest concern regarding "a shortfall in the efficie ncy" of the ATC system in Greece. .

We in Uruguay are not familiar with ~he methods adopted by the Greek association to manage themselve s in coping w'.~tlhall the problems involved belo w the oat line". Certainly, all we can see is the tip of the iceberg. Equipmen t, training, safe ty issue · and economics are those items on the "stage". Be hind the c urt ai ns a nd pulling th~ strings is the "Admjnistration".

How awfully similar this sounds to us.

We could say "In other parts of the world things have go t to be different ".

Unfortunately, it is not so' Here in Latin America, we are fightin g against getting used to it. . E~ de mic 11d diseases such as bureaucracy, with its tre to apathy . polit ica l influence s and _it s traffic, power of decision in non-civil and/or non-technica l hands and a smgul_ar understanding of society in which prev_a ils ideas that overrun corporatised opposition, are all too prevalent.

Yes, we are talking about av iat ion requirements and we would like to pomt nd out that bad practises are to be fou all aro und the planet , parti c ul arl y in o ur Note: The Executive VicePresident Americas I ATC t ff I·n Ecuador and [FATCA is of course equally concerned region. For examp e, sa ff 11 about the many problems being experienced have been rippe d o · ; co ntro ers we. re

by MAs in the Americas Region._w·1lh the k fired , threatened and beate n· Wor mg recent acceptance of lhe Federal1011as an conditions were worsening on a daily basis.

Observer/Member of the !CAO Canbbean/ Ais traffic control, always war-threatened.

South American Regional Planning and became unb earable. Sad ly, too many Implementation Group (GREPECASJefforts k I talkl.no about to resolve these shortcomings are all ready ATCOs now w1at we are e · beinbotaken. In the meantime, the Eyp ATC t k Air Safety is in j eopardy. a en 1 Americas, Samuel Lampkin, encourages as over by military personnel. as in Yenezu~ a, many members as possible to take an active t brought danger to airspace. We have hrS pan in their regional meetings and events so hand info rmat ion from TTATCA news. that the issues can be focussed and discussed. their internal publication. expressing it. We Later this year the IFATCA President and h t Of the EVP Americas will be visiting many of these f. don't have information rom t e res · I troubled MAs to lend weight to the resolut1 011 adjacent services. but could perfect ly we! of the problems. The President is also imagine how it was for Colombian ATCOs intending to take part in the Americas - adding problems. increasing the workload.

Regional Meeting, scheduled for November.

Controllers in Nicarag ua are under siege this year. in Montevideo. too. Exactly the same sy mptom s. und~e_r__________________________________

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The fo l/ 01v vi11g fetter was rece ived from the Cana di an Assoc iat ion of Profess iona l Rad io Operators, Gande ,~ Nev1foundla11 d e read with intere st your June 1994 editorial regarding the failure of the ANIK2satellite and the re sultin g los s of air-ground communication link s, ground communication links, and radar information link s at the Moncton and Montr ea l Area Control Centres on January 20th, 1994. We would like to point out however, the error of your statement, "As no other means of communication were available, the airspace north of 55'N was basically left uncontrolled for7 hours!"

While the communication link s routed through SATCOM link s (a ir gro und frequencies , ground communication link s and radar inform ation ) were rendered unu sable, th ere were other mea ns of communication available for iss uin g clearances and instructions to aircraft in the affected airspace . These co mmuni ca tion link s were th e four families of HF frequencies guarded by the Flight Service Specialists of the Gand er Int erna tion a l Flight Service Station, commonly referred to as Gander Radio.

The Gander IFSS provides communication services for aircraft on the North Atlantic Track Flow. Everyday the staff of Gander IFSS coordinates the transfer of communicati ons of westbound flights to the Moncton and Montreal (and Ga nder) Area Control Centr es at th e ir coastal fixes. Prior to reaching these coasta l fixes, flights transiting the North Atlantic maintain a communication s watc h on ass igned HF frequencies for re laying of position re port s, company me ssages . clearances and other communication s and control messages.

On January 20th 1994 , many fli ght s . un ab le to co nta ct th e Moncton a nd Montreal Centres, called on their previous HF fi·eqLienci·es ai1d informed Gander Radio of the problem. For these aircraft, there was never any Joss of communication. When the nature of the problem became apparent. all .,...,. page 32 _

THE CONTROLLER /JUNE 1995

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IATA SUMMARY ______________

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XECUTIVE SUMMARY ON '' REE LIGHT'' he following executive summary reflects an IA TA vision for the future as prepared for the IA TA Technical Committee by the IA TA Air Traffic Management Task Force. The summary should be read in conjunction with the Foreword, on page 3, as presented by the IF A TCA President and Chief Executive Officer, Preben Lauridsen.

The tran sition to the futur e a ir navigat ion syste m has alrea dy sta rted.

Thi s short articl e outlines the ge ner al requirements IATA member airlines have with regard to the gradual implementation of future CNS/ ATM systems on a global sca le. It is recognised th at the future ATM system must be based on humancentred automation enabling high levels of performance.

For most parts of the world, the current CNS infr as tructur e and A TM sys tem s significantly limit the capacity, efficiency and flexibility of airlin e operat ions incurrino hioh cost or losses to the airline o o indu stry . Th e cos t for th e air lin es attribut e d to deficiencie s in th e air transport infrastructure on a global scale has been assessed to exceed the magnitude of USD 10 billion per annum . Th e present system has not kept pace with air traffic requirements. Much of the existing equipm ent and procedur es for ensuring aircraf t se para tion and air traffi c flow management rely on outdated systems and co ntinu ous inter ven tion . !CAO has rightly concluded that the present systems will not be able to support the projected growth in air transport and has initiated the CNS/ATM System Work Programme to address these limitations.

The guiding principle for the transition tow ards the future CNS/ ATM sys te m mu st be th e pro vis ion of ade qu ate financial benefits to the airline industry as a result of the implementat ion of future systems and operational concepts.

The most fundamental shortcoming of the present airspace system is inflexibility.

In various forms, this system has been in use for approximately 50 years, and it was conceived in the infancy of radar and with

THE CONTROLLER /JUNE 1995

far lower traffic densities. In repeat ed atte mpts to gain additio nal capacit y to meet rising demand, and in the absence of modern autom ation or new operational concepts , the flexibility to operate efficiently in much of the world's airspace has been sac rific ed. The required improvement s in both system capacitv and flexibilitv can be achieved through impl e me ntation of the " free flight " concept. " Free Flight " is th e term used to de scr ib e a safe and eff ici ent fli ght operating capably under instrument flight rul es in whi ch the ope rators have the freedom to select their path and speed in real time. Air traffic restrictions are only imposed to ensure separation, to preclude exceeding airport capacity and ensure safety of flight.

The basic premise of future operations in enro ute ai rspace (ocea ni c and continental) is "free flight" . This means that the operato r has the freedo m to determin e his path in rea l time in four dimensions - lateral, longitudinal, altitude and speed/time - without prior clearances from the air traffic service provider. The co mbinati on of Glob al Nav iga ti on Satellite Systems (GNSS), Aeronautica l Telecommunications Network (ATN) and Automatic Dependent Surveillance (ADS) will permit aircraft separation minima to be reduced significantly. In the terminal and ap proac h areas , a ir c raf t will be se qu e nced a nd spaced by a hi gh ly automated system so as to ensure efficient arrival rates. Surface operations at busy a irp orts w ill be nef it from adva nced autom ation to smooth aircraft flow and expedite movements. The end result will be integrated gate-to-gate ATM systems.

In the CNS/ ATM system, VHF voice and Aircraft Communications Addressing and Reporting System(ACARS) data link communications will be replaced by highspeed data link s handlin g all ro utin e ae ronauti ca l co mmuni ca ti ons among company. aircraft. and air traffic service providers. Future navigation capabilities will be based on highly accurate satellite s ign a ls with spac e - or gro und based

augmentation as necessary. Th e position and velocity accuracy and common worldwide time referen ce of GPS , plu s w in d in for mation from flight management syste ms, will complement an d enhance today's radar surveillance. In the future .

GNSS equipped aircraft will be able to automatically report more accurate a nd compl ete data that can be measured by radar tod ay. T hi s conc ept. called Automatic Dependent Surveillance will be available world-wide .

The air lines, other air space user s. air traffic service providers, and the tra velling public will all benefit from CNS/ AT M .

Benefits will take the form of increased safe ty , impro ved service and gre a te r operational efficiency. From the air! ine s ¡ standpoint, significant saving s measured in billi ons of d ollar s per year. a r e avai lab le from reduced dela ys . dir e c t routes and optimum flight profile s.

It is essential that the IATA airlin es and service prov ider s world -wide agree on a common future ATM concept t h at provide s safety. efficienc y and fin anc ial be nef its . All airline s mu st in s ist o n a global system of stand a rdi se d equipment and consistent procedu res .

If increased user charge s are nee ded to fund new ground infra st ruc t ure . t h e airlines must be provided rea l benefib to offset the required investment s. When the airlines. CAAs. and other airspace use rs all reach con sen sus on the futur e A TM concept, then the probabilit y of ac hie ving a cons ist ent and benef ici a l sys tem is enhanced considerab ly. +

READ ABOUT IT FIRST IN

e TtlE

JOUANALOFAIRTRAFFICCONIBOL

conTROllER 5

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34THANNUAL CONFERENCE JERUSALEM, 27-3 A CH 199 9

n the morning of 27 March 1995, some600 people gathered in the

O

ballroom of th e Jeru sa lem Renaissance Hotel, Israel for the opening of the Thirty -fou rt h IFATCA Annu al Conference. The conference attendees were honoured with the prese nce of Hi s Excellency, The President of Israe l, Mr. Ezer Weizmann. Ot her di s tin g ui shed guests at the hea d ta bl e in c lu ded th e Minister of Transport, Mr. Israe l Keisar, the Director Genera l of Israe l Airp ort Authorities, Mr. Mor i Dabi and th e Chairman of the Board of Israe l Airport Authorities , Mr. Haim Corfu. The table was completed by our host the President of the Air Traffic Controllers' Association of Israe l, Mr. A vi Hacohen , our IF A TC A President , Preben Lauridse n and th e IFATCA Executive Secretary. Edge Green.

The members of the hea d tab le were introduced to the audience in turn by one of Israel' s television personalities.

The first to speak was Mr. Haim Corfu.

He said that it was a great honour for the State of Israel, the city of Jerusalem and the Israel Ai rp o rts Authority to ho s t this conference . He welcomed al l the rep re se ntati ves from the Membe r Associatio ns and in particu lar those delegates from the Arab States.

Mr Moti Dabi followed with a speech of welcome on behalf of the Israel Airports Authority. He spoke of the increase of air traffic with in Israe l now that peace had arrived in the region. Many more tourists were arriving at Ben-Gurion Airport and a master plan has been prepared for a new air terminal to meet the increase. The "BenGurion 2000" project is designed to cater for the needs of 16 million passengers per ye ar. He also added that th e c urrent domest ic airp ort at Haifa was be ing upgraded to the status of an international airport and a new internation al terminal was being developed for Eilat.

Next to speak was Mr. Avi Hacohen with a very moving speech of welcome in which he acknowledged the impo11ance of the coming together of manufactures of air traffic systems and their users. He paid his respects to the dedicated team of air traffic controllers from Israel who had spared no effo rt in the arra ng e me nt s for the conference. He expressed his gratitude to

J[Rl 11.[II RIX II

the members of the Federation for choosing to hold this gathering in Israel and wished all participants a pleasant stay.

There then followed a presentation from the Pres iden t of IF ATCA, Pre be n Lauridsen in which he outlined the State of the Federation as follows: T HE PRESIDENT OF lFATCA

It is with both pleasure and concern that I look back at the past IFATCA year as it very much continu ed the trends seen in earlier yea rs. IFATCA's involvement in in te rn ati o nal av iati on affa ir s is eve r increasing, as is our internal workload. The latte r has natu ra lly bee n ca used by the con tinuin g increase in our membership , which is a positive development. However, it does put an extra demand on a Federation run by volunteers, who devote more and more of their tim e o ff to lFATCA. To overco me this, the Exec utive Board has started a process of internal brainstorming on how we can be more e ffici ent and operate more profe ssionally, both within IFATCA itse lf and when we pr ese nt ourselves to the outside. At this conference yo u w ill be present ed with the fir st thoug hts on thi s subj ec t. I ask yo u to participate in these discussions and thereby make you ow n contr ibu tion to how fFATCA shou ld operate in the yea rs to come.

Looki ng at ATC-deve lop ment in diff erent part s of the world. contro llers were again during the past year confronted

with an all too familiar picture. Air traffic continued to rise, more aviation authorities were commercialised, and in many of these cases rati onalisa ti on of ser vices we re included as "a part of the deal". This in turn meant that controllers had to perform more efficiently whilst still giving the aviation community the high level of safety which we all associate with ATC. In additi on, it co uld see m as if so me States or enterprises have now abolished th e o ld say in g : "AT C is a no n pr o fit making business". Competition in servicecharges in order to attract customers, and the retenti on of airspace for monetary reasons are unfortunately seen. IFATCA is not aga in st ATC beco min g more cos t effect ive , an d I be li eve we a ll have prof ess ional prid e in performin g to the optimum , but we should do this without los in g balance, th e balance betwee n efficiency and safety. Having said this, it is neve11heless encouraging to see the global pu sh to make ATC more e ffi ~ient and thereby enabling the controller to do his job more effective ly. The ICAO CNS/ATM concept has show n the way towa rds an integrated ATM-system. It is now up to the regions of the world to deve lop a system according to their needs and requirements.

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technology driven approach, and give us procedures, airspace structures, and safety related working conditions that match the demands put upon us.

The Executive Board continues to put more effort in regional participation in ICAO meetings and meetings related to ATC in general. You could say that we thereby try and give you - the Member Associations - more value for money.

ADM INISTRATIO

As stated at the IFATCA 94 Conference, the administrative requirements attached to the operations of the Federation are ever increasing. This has led to initial thoughts on a rev iew of futur e organisational, operational and financial aspect s of the Federation . The se con siderations have included the possible establishment of a permanent office/secretariat of IFATCA, and on po ss ibl e activities in other commercial domains. The Executive Board believes that !FATCA has reached a point where such considerations need to be actioned. We present these considerations to you for further discussion.

Financially , IFATCA continues to operate on a sound basis and a positive balance was achieved once again last year.

Actual expenses were within I % of the budgeted amount while income exceeded the estimate by more than 50,000.00 CHF. It is too early to predict the outcome for the current year, but initial projections indicate a continuing surplus balance. Our finances mu st remain in a hea lthy and stable situation if we are to establish and sustain a permanent office, whilst still increasing our external involvement.

T ECHNICAL

Turninob to the technica l domain , the main thrust of our activities is within the field of CNS/ ATM implementation . All IFATCA representatives to !CAO panels and workinob boro up s are dea lin g with related aspects. Equally, we are internally producing or redefining policy which takes account of the implementation process.

Th e imp ort ance of thi s wo rk is emphasised by the number of conferences and seminars that the Federation is invited to participate in. as it gives us severa l opportunities to put forward our vision of the con troll ers ro le in the CNS/ ATM system.

The formation of a high level task force. established by the President of lCAO. to oversee the implementation of CNS/ATM systems was established in the early part of 1994 , and alth ough IFATCA was not orig inall y invited. we were as ked to produce a paper to state clearly our views -----

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and prioritie s. Thi s was don e and subsequently the paper was presented to the task force. The paper has now become the basis of IF ATCA' s strategy for the CNS/ATM implementation.

Although aviation organis ations have differing approaches to the transition and implementation stages, it is generally recognised that the majority of elements of CNS are, or will be, in place within a short period , and that work must now be concentrated on developing ATM philosophies and practices.

P ROFESSIONAL

The profess ional highlights in 1994-95 concentrated mainly on the corporation with ICAO in its activities in the Human Factors domain. IFATCA's participation in the development and production of the Human Factors Digest 11, called "Human Factors in CNS/ ATM Systems" was of particular importance and our contribution was indeed ackno wledged in the introduction to the document.

The Federation also played an important role in the regional seminar s on Flight Safety and Human Factors hosted by ICAO in 1994. Our consistency in providing a speaker for this series of seminars, was highly appreciatedby ICAO. IFATCA in 1994 however also wanted an input from JCAO. The Executive Board last year called upon ICAO to consider the development of an ADS rating , as we believe this to be both highly needed and very urgent. Certain regions will in the coming years see a revolution in their way of separating aircra ft.The move will be from procedural control to ADS. From oldfashioned controlling techniques to HighTech assisted air traffic management. It is evident to IFATCA that such transition will need to be done in a safe manner and with

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REGI ONS

In this respect it is important to note that IFATCA last year succeeded in getting an observer seat on the African CNS/ ATM Planning and Implement atio n task force and on GREPECAS, the high level ICAO planning group for the Americas region.

Through this participation we are now able to address the many aspects of concern to the Fed era tion . I also consider such achievements important in the struggl e for improved working conditions for the air traffic controller in parts of Afric a, the Americas , Asia and in parts of the ne w Europe.

Controller s from certain parts of these areas are well off, they are equipped with up to date technology and ha ve g oo d relations with their authorities. Howe ver , the contrast to this is the lack of simp le recognition for the controller's job in other parts of the mentioned regions. Quite a few of our colleagues are poorly equipped to do what the tr avelling public , pil o t s a nd airlines require from them.Trainin g does not always meet international standards and safety related working condition s are often not in accordanc e with what one could expect within a prof ess ion. so much depending on a stabl e so ci a l cl i mate between the employee and the employer.

IFATC A on a numb er of occa s ions dming the last few years has asked several nation al admini strat ions to enter into a dialogue with their controllers in order to enhance the ATC working enviro nment. bu t alway s fr o m a PR OFESSIONAL standp o int. IFA TCA is not a labour orient ated orga ni sat io n. no r a re we ........ page R

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interfering in internal matters of a political nature. I say this as the Board sometimes feels that some of the problems submitted to IF ATCA could be cons idered more labour-related than relating to professional matters, in which the Federation has a role to play.

IFATCA clearly sees a need for a much higher recognition of the profession in a number of countries around the globe, but we want to achieve this recognition through a professional approach - and we want to stay out of union or labour-related disputes. That is not our game.

However, that there is a distinct need for the Federation to be promoted and for ATC to be focussed on in the mentioned regions is without doubt. Against this background the Executive Board decided to hold an ATC Symposium in Kuala Lumpur in September 1994. The Kuala Lumpur Symposium was'fo llowed up by an Air Traffic Flow Management Seminar in Fukuoka Japan, and both eve nts showed that IFATCA has expertise in depth , and that it has a su bstanti al voice in th e international aviat ion arena which must realise that we can only maximise airspace capacity, if we - at least try to - disregard national interests and structure the airspace according to traffic needs.

RELAT I0:S:S WITH J>iTER~AT!ONAL ORGA:-S:!SATIO:-:S

Before concluding I wish to focus on our relations with th e intern ation al org ani sations with whom IFATCA cooperates the most.

ICAO during the past year has shown IFATCA that it recognises the Federation as the voice of the contro ller. We ha ve recently been invited to attend meetings in Asia, in Africa and in the Americas region, that on ly 2 years ago wo uld ha ve bee n closed to us . Our parti c ipation in the CASITAF/2 meeting was another sign of recognition.

Our co-operation with IFALPA has also pro ved to be of ben efit - to both Federations. We discuss areas of common conce rn . we cove r for each other at meetings where one or the other cannot attend , and we relay informat ion to one another on issues where this is appropr iate.

The Executive Board places a high priority on this cooperation as the controller and the pilot often share the same concerns. In my personal report to conference I mention my gratitude to the President of IFALPA for hi s supp ort in co nn ec tion w ith ou r attendance at the CASITAF/2 meeting and I should like to repeat this sentiment in this speech.

As with !CAO and IFALPA. our liaison 8

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w ith IAT A ha s also increa se d . And although we do not always share the same opinion on A TM , we do communicate.

Thi s is imp ortant , as it does result in a bette r und ersta ndin g of each others priorities and concerns.

Finally I wish to mention our relations with the ILO , and the considerat ion we both have to develop "the social profile of the co ntroller " . Base d on the recommendations of th e Meeting of Expert s in 1979 , on our professional policies and on ILO recommendations, this could tum out to be an interesting task.

CONCLUS ION

To conclude: in all respects the state of the Federation must be considered to be good.

Ac tivity leve ls have never been higher.

Never has IFATCA had so many members.

Never have we particip ated in so many international meetings as we did in 1994-95.

Howeve r , our organisational and opera ti onal structur e must be fitt ed to accommodate this increase in membership and activity. We must improve our internal communication lines, we must be sure that our organisational resources can match the expa nsio n whi c h we are currently experiencing and we must not forget that whil st mu c h ha s bee n achieved in protecting and safeguarding the interests of the air traffic prof ess ion, we are still experiencing individual cases where things are not as ideal as we should like them to be.

Allow me to finish with a thank you to those adm ini stration s and airline s who made it pos sibl e for the Boa rd and for IFATCA represe nt ati ves to se rve the Federation dur in g the pa st year. This ass istance and supp or t is hi ghl y appreciated, as we simply could not exist without it!

In these thanks I include the Authorities of Israe l and their supp ort given to the coming conference. I don' t believe that the 99 contro llers of Israel would have taken on this breathtaking task, if they did not know for certain that their employers stood behind them I00 %.

Therefore it is with great pleasure that I now ask the Minister of Transport of Israel, Mr. Ke isar to offic ially open the 34th Annual Conference of IFATCA. CONFER!- .NCL:.O PENING

The Mini ster of Transport , Mr Israel Keisar then gave a short address in which he particu lar ly welcome d the deleg ation from Tunis. He wished everyone a fruitful and enjoyable conference before declaring the Conference officially open.

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Finally, the attendees were privileged to listen to a most informative and interesting speech from His Excellency The President of Israel, Ezer Weizman. To say that he had his audience in the palm of his hands was an unders tatement. He finished his speech to a standing ovation that continued for sometime. The speech is reproduced below: TH E P RESIDENT OF I SRAEL

I start ed my flying caree r with flight training in the RAF of which the first 80 hours were controlled, but with no radio.

We had light s and signs and th e n we hopped along to more advanced trainin g with radios that could hardly be used.

All my life I was flying controlled and we cal led it in certain tim es " F lyin g Confu sion ". I' m glad that thi s stupid saying has disappeared and now the world is well controlled by modern electronics , by good contro ll ers and I hop e by disciplined pilots; because it hasn' t been mentioned that pilots have got something to do with it too and sometimes they get instruction s but don ' t always listen , and sometim es they listen but don't get the message. So it takes two to tango in the ATC business.

Flying in general is an instrument that br eaks and broke barriers. Lindb erg crossed the Atlantic in 1927 and now you can cross it in Concorde in thr ee and a quarter . ho ur s. Flying has chanoed b dramatica lly. The breakthrough of the peace process that began seventeen years ago, was the arrival of the late President Sadaat to Ben-Gurion Airport by Boeing 707 - great excitement, escorted by Israeli " Mirage " fighters .

Thi s was the breakthrough in the barrier between us and the Arab world.

We have ups and downs in this process.

I'm looking forward to flying to Damascus, Baghdad , Rabat and dir ect ly to Ri yad .

Therefor e, I reg ret very much th at th e Egyptian delegation is not with us today and from here I call my good friend the Pr esident of Egy pt who wa s the commander of the Egyptian Air Force. to put as id e pol itics when it co mes to flying/controllers and to open gates and not close them.

One of the nice things that happened to us in the last 4-5 months is that the skies are open for the Jordanian s to fly over Israel. So for me the aeroplane flying and the air controlling is an ab ilit y to break barriers.

We are fac in g now a period whe re aircraft are limited to Mach 0.82-0.83 and to levels of 45-48,000 feet. Where people ..,_..,_ page 9

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boat, but flying to Ben -Gurion Airport.

Thank you.

Following the speech of the President of Israe l, The IFATCA President and the Executive Vice President Technical. Chris Stock, led the Minister of Transport and members of the head table to the official open in g of th e Technic al Exhibiti on .

Mean whi le , the IFATCA Deputy President, Neil Vidler, took the Chair and concluded the remaining business of the Openin g Pl enary with the assembled delegates. IFATCA '9 5 was underway. +

Roger Kahan e, 1he Corpora le Me111bers R epr ese /1/alive, shows 1he Minis/er of Transpon, Mr Israe l Keisar (riglll) ar ound /he Techni ca l Exhibili on

don' t realise how limited the airspace is, and you have a job gett ing into airports which are getting more congested and we have now bigge r aeroplanes with more passengers and more luggage. This also has an effect on how the air is limited.

A lot of traffic is moving to the Far East and the wo rld has bec ome a "G lobal Vill age" , and therefo re your profession mor e th an eve r, requir es new ideas, professionalism and more technique.

As has bee n sai d, so me hi-t ec h has moved into aviation and one has to be very careful with hi-tech as we see aeroplanes

that one puts into the computer information and instead of moving this way it moves th at way - much to the horror of the controller. There's a lot to look for in this delicate, highly technical, highly sensitive profession of flying.

I'm glad that you've decided to convene the Conference in Jerusalem. I hope you will have a very fruitful conference, good conclusions, intelligent I' m sure because you can ' t be a controller without being intelligent and now with your excuse I have to be prepared to meet Her Majesty the Queen of Holland who will come. not on a

The Pre sidenl of Isra el Mr £::.e r Wei::.mann

COMMITTEE''A'' REPORT 0 Shazzard Mohammed - Chairman Committee A

his year Committee "A" convened at 14 15 on March 27th in the city of Jerusalem, Israel. At roll call a total of fifty Member Associations (MAs) were in attendance and four proxy assignments.

A broad outlin e of th e Co mmitt ee's function is to review the previous year's work including the audit of the 1993/94 accounts and the approval of the 1995/96 budget.The results of Standing Committees 3 and 6 work programmes are discussed and Bye -Law chan ges are effec ted as necess ar y . Elec tion of Off ice rs to the Executi ve Boa rd and Co nstituti onal Ame ndm ents are for wa rded to Fin al Plenary for ratification. The venue of the next annual conference is confirmed and the off er to host the succee din g one is accepted. Standing Committees 3 and 6 are elected for the 1995/96 term and their re spec tive wo rk pro gramm es are es tab lished. Other matt ers such as the Executive Board members' reports, The Co nt ro ller Mag az in e and Member

THE CONTROLLER /JUNE 1995

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Association problems (Closed Session) are all dispensed with in Committee ·'A'".

The Agenda of Committee indicated an ex tens ive wo rkloa d. Add thi s to the Sec retariat 's req ues t to comp lete th e Age nd a by Thur sday eve nin g. due to problems encountered in the printing of the report. only served to increase an already anxious and stressful situation. However. clue to the constructive. and professional approac h by M As· representa ti ves the discuss ions were well directed and this resulted in the Secretariat's request being

fulfill ed. Notably. there has been an increased input by MAs of the AFM region and this cettainly reflects a step in the right direction for those MAs. As a matter of routine all the report~ of the Executive Board memb ers. includ in2 those of the Executive Secretary. the Edit<;r and Chairman of the Co ntr oller Management Group a nd that of the Permanent Office Workino Group (POWG) were all adopted. c This ye ar it was my pleasure and privilege to welcome five new MAs into the folds of the Federation. Congrat ulation~ to Lithuania. United State~ of America.

Chile. Malta and Eritrea. We now eage rly await their contributions to the functioning of fFATCA Financially. the Federation appear s to be operating on a sound financial basis. T he actual expenses for the 1993/94 term were within IC¼:of the budget ed amount. A positive balance of CHF 50. 040.26 wa~ ...... /)(/gl' /()

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________________ realised and this is excellent. The Auditors report for the 1993/94 term was accepted Standing Committee 3 deals with all matters of a Financial nature and presented five working papers (WP 20-24) based on their 1994/95 work programme. These generated healthy discussions and some of the draft resolutions were amended before acceptance by the Directors . Of major significance WP #22 "Review of Member Association's Membership Declaration " generated a lively debate and resulted in numerous suggestions of a revised membership rate structure.

Portugal suggested a parabolic or semicircular curve rate structure and based on that suggestion the German Air Traffic Controllers ' Association pre se nted information material on an actual rate structure, which was discussed later during the Agenda. A proposal to have it implemented for the 1995/96 term did not meet favourably with Directors and it was forwarded to SC 3 as a work programme item , together with a ll the other suggestions . It is clear the objective is to de vise a rate structure to enable sma ller MAs to better afford IF A TCA's membership whilst at the same tim e not burdening the larger MA's w ith undue hardship because of their membership.The members elected to serve on SC 3 are from United Kingdom, Ireland and Guyana. l would like to, at this point , express our since re appreciation to the previous SC 3 members and in particular pay tribute to Sweden and s pecificall y Mr. Tard Gustavson for having served on SC 3 over some 9 years . On behalf of the Federation' s membership I say a generous thank you and wish him well in the future .

SC 6 fo r the 1994/95 term comprised Australia, New Zealand and Germany. Thi s Committe e produced nine working paper s based on the work programme. Some were Byelaw Amendments and two were Con s titutiona l Amendments.

The se working papers generated lively debate s in Comm ittee and afte r amending so me of the draft resolutions . most were adopted.

Of note. is the fact that Australia stood down from SC 6 and I wo uld like to extend to the member s of SC 6 our appreciation for their effort s and ex pre ss our heartf elt thanks to Austral ia - in parti c ular Jim Bramich , who served as Chairman of SC 6 for many years.

Again the quest ions of ¡'Q uorum " and "Majority '' have not been sati sfa c torily dealt with in its e ntir e ty and have fo un d their way ba c k o n the 1995 /96 work pro g ramme . Res ul ting thi s yea r from co nfirmin g th e ve nue o f n ext ye ar s Co nf e re nce . it was re ve al e d th a t the

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CONFERENCE REPORT ________ provi sions in the Manual are not adequate to satisfactorily deal with a nonconfirmation. SC 6 is now charged with examining the procedures . For the 1995/96 term, members from New Zealand, Trinidad and Tobago and Germany have been appointed to serve on SC 6. The U.K, Ghana and Canada have volunteered to serve on SC 6 without funding.

Roger Kahane , the Corporate Members Representative addressed the Committee and reiterated their support to the Federation . They are considering reducing the exhibition to a three day period and offering their sponsored event (normally lunch after the Technical Panel) as a confirmed contribution by all Corporate Members. Mr. Kahane thanked the E.B. and the Air Traffic Controllers' Association of Israel organising committee for the excellent support and cooperation it received throughout IATCA '95 and informed the Committee that the Corporate Members Representative for 1995/96 is Mr. George Dooley of Raytheon Company .

With regard s to the Executi ve Secretary,

Mr . Edge Green provided his report which cove red the period since the 33rd Annual Conference . His report was adopted without any comments. However , WP 26 the report of the Pe rm a nent Office Working Group (POWG) generated a lively debate . Re sulting from the debate it was revealed that some of the Secretariat work load is shar ed by his family and the other EB member s, but eve n so it is only due to the fact that Mr. Green is "retired " that he can affo rd to devo te so much time to Federat ion activities.

Future E .S. appo intees may be working controllers and the Federation work lo ad continues to increa se due to increa sed member ship and other commit ment s. Can we affo rd not to consider a permane nt office? The PCX broug ht attention to the fact that the image of the Federat ion needs to be considered as it is seen in the eyes of the internation al av iat ion community.

The pape r was acce pted as information but Resolutions A 12 and A 13 resulted which read: A 12 The Directo rs accept the principle of es tabli shing a Permanent Secreta riat. and A 13 - The POWG is to co ntinue to exp lore

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the subject of establishing a permanent Secretariat. As a result , the surplus funds of the 1993/94 term less the Affiliation fees, have been u se d to create the new Permanent Office Fund which stands at CHF 47,204.26.

The report of the Editor and Chairman of the Controller Management Group was adopted. With regards to the finances of the magazine and due to realignment of the budget year to that of the Federation's , the accounts for the period I January - 31 May 1994, show a loss of CHF 7,528.07 which has been deducted from the "Controller Reserve Fund ". It is expected that the period I June 1994 to 31 May 1995 should reflect a profit. The Controller budget for 1995/96 year was approved During the closed session three MAs' request for use of the Special Circum stances Fund were recommended by the E .B . and approved by Directors.

Due to the non receipt of membership fees, fourteen MAs were automatically suspended and , unfortunately , Brazil and Cenamer membership was terminated .

Other problems alluded to during closed session were some MAs bringing to the attention of the Federation labour associated problems in either their State or in neighbourin g States . The E. B . noted these problems but needs to be guided , by the requests of MAs .

Cairo , Egypt , was accepted at last years conference as the venue of the 35th Annual Conference of IF ATCA. However. they had not fulfilled their requirements according to the Manual. Questions as to their non payment of membership subscription fees raised other questions of rights and privilege s of suspended MA s.

Tuni sia holding the proxy for Egypt revealed they had no additional information from Egypt. The E.B . informed Directo rs that we were now in unch artered waters as to this iss ue and so ught guidance from Directors pre se nt. At this point offers to host began to originate from the floor but the UK rightly requested that the que stion be put and the question of Egypt bein g confirmed as host for the 35th Annual Conference was not carried.

Offers to host the 1996 Annua l Conference originated from Tuni sia and Pol and both of whom were vying to ho st th e 1997 Conference , in add ition to Taiwan. Both indicat ed should one or the other not be chosen th ey wo uld sti II be willing to bid for th e '97 Conference.

Representatives from both Asso ciation s provided information to the Committee after which South Africa req uested that the question be put which res ult ed in Tuni s ~~page/

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being selected as the venue for the 1996 Annual Conference of IFATCA - subject to a visit to the venue by the EB to approve the facilities. On behalf of the MAs of the Fe dera tio n I would lik e to ex tend our sincere apprec iation to both Poland and Tuni sia for offering to ho st the 1996 Conf ere nce. Needle ss to say thi s item resulted in providing a work programm e item for SC 6 as regard s procedure s required for the change of a conference venue Taiwan and again Poland presented papers offering to ho st the 1997 Annual Conference. The meeting elected Taiwan to host the 1997 Conference.

For beyond I 997, France offered to host the 1998 Conference and presented an information paper. Cyprus and Poland also indicated their intention to do so next year.

Committee "A" recommended to Final Plenary that Mr. Neil Vidler of Australia be elected as Deputy President. Due to the non rece ipt of any nominee to the EVPT position Mr. Stock, the present incumbent, offered his services to continu e for one year. Directors accepted the late nomination and he was recommended to Final Plenary.

For EVP AFM there were two candidates Mr. Abou El Karimy of Egypt and Mr Oliver T Farirayi of Zimbabwe.The vote taken revealed that Mr. Oliver Farirayi be elected to the EVP AFM and the result was forwarded to Final Plenary.

Only one candidate for EVP ASP, Mr. George Pau Shu Chao, was nominated and he was recommended to Final Plenary.

At this point, I would like on behalf of the Member Associations and the Executive Board to extend our deep appreciation and since re thank s to Mr. Karim y and Mr .

Moores for their efforts over the years in tak in 0o IFATCA to th eir areas of responsibility. Th ey have co ntribut ed immensely to the growth in membership of the Federation and the upliftment of MAs from within their regions.

At the request of my home Association the Trinid ad and Tobago Air Traffic Controllers' Association (TT ATCA) , I agreed to be nominated for the position of Chairman Committee "A" this year. Having done it last year, I assumed that it would have been easier this time around - not so' Previous experience is not necessa rily a prerequisite for the position. Someone said you must either be mad or stupid. I prefer to think I was brave. Anyway my thanks to IFATCA and the Executive Board for their kind consideration in affo rdin g me the privilege of chairing Committee '"A". It was as usual challenging, but again were it not for the assistance of the other Committee IJIJ,-IJIJ,page 32

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a•rsor, 26-29 September

1995

Frankfurt Airport, Germa ny The 10th InternationalExhibition for AirportEquipment& Services UK Tel: +44 (0)1707 275641 Fax: +44 (0)1707 275544

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A MACK-BROOKSEVENT

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THERE ARE MORE THINGS THAT BRING US TOGETHER THAN KEEP US APART.

Richard Bacon D eep S ea Di ver London Engla nd

Ebr ahim Abdul aziz R. Al Bangi

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0 Mich ael Dooling - Chairman Committe e B

omp ared to pa st Con ference s, the worklo ad of Committee "B" thi s year was rel ativel y light. Having sa id thi s, the topic s that were discus sed and the delib e rat ions re lating to them pro ved, as alw ays , to be lively, extensive and in some cases, contro versial.

The report s from the repr ese nt ative s to v a riou s ICAO P anel s hi g hli g ht e d the ex tent to which IFATCA is invol ved in the Glob al CNS/ ATM delib eration s . It bec a me v e ry appar e nt that th e development of Air Traffic Management , as envisaged by ICAO 's FANS initi ative, is pro g re ss in g a t a v er y quick pa ce, es p e ci a lly in th e North Atl a ntic and Asia/Pacific areas . Th e de ve lopm ent of Autom atic Depe ndent Surv eill anc e and th e d e te rmin a tion of new a nd m ore e ffi c ie nt separ a tion s t a nd a rd s a nd proc edur es will have a profound effect on the wa y we pro vide an air traffic cont rol service in the very near futur e .

Our re lati onship w ith th e Int e rn ation al Federa tion o f Airlin e Pil ots Asso ciations (IFA LP A) co ntinu es to stre ngth en . T he ass istance given to us by IFALPA cannot b e ove re mph as ise d , a nd it w a s sta ted many times that in areas of mutu al interest we may be in a po siti on to co mplim ent eac h oth er. So me di sc uss ion e nsued on h ow w e mi g ht b e tt e r coo rdin a te o ur appro ach to certain topics in the futur e, to e n s ur e th a t a ll o f o ur c on ce rn s wer e addresse d.

St a ndin g Co mmitt ee I (T ec hni ca l)

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Committ ee "B " Head Table

produc ed num erou s papers pertainin g to the wo rk study items that they had bee n taske d w ith throu g h out th e p as t yea r.

Approx imately 30 policy recomme ndations resulted from their work, prim aril y in the a reas o f Aut o m a ti c D e p e nd en t Surv e ill a n ce (A D S) , a nd A ir bo rn e Co lli sion Avo id ance Sy ste ms (ACAS ).

Th e l a tt e r to pi c , n o t s u rpri s in g ly, ge nera ted so me liv e ly discussion as the num ero u s probl e m s a s soc ia te d wi th curre nt TCAS opera tions we re outli ned.

Th e nin e s ittin g me mb er s of S tand in g Committ ee I have another very busy year a hea d of th e m w ith 12 it e m s o n th e 1995/96 work progra mme.

Th e re p o rts fr o m th e Repre se nt a t ive s

within the Europea n Reg ion o utli ned the vas t amo unt of work being d o ne within th at R eg io n to try a nd ove r co m e the num ero u s p o litic a l a nd operational prob lems that are bein g en co un te red . One area of discussio n co nce rn ed the issue of Air Traffic Flow Ma n age ment (A TFM) in Europe and the debate wit hin Committee " B " r es ult e d in a n e nd orsement that ATF M shoul d aug m e nt th e task of the contro ller, not dictate it.

T h e re p o rt s of t h e Regional Vice Preside nt s. (o n tec hni cal m atters within the ir res p e c t ive Reg ions) , further empha sised the ever -chang ing face of air traffic co ntro l in the E uropea n. Americas and As ia/Pac ific areas .

O ve ra l l. th e wo r k of Committee ··s··. altho ug h not ex ha ust in g , was extensive and very produ cti ve . T he in vo lvement of th e num e ro u s observers from other orga nisations and States was most helpful and very much appr eciated .

J udg in g by this years technical delibe rations wit hin Co m m ittee ·'B". and wi th the spee d at which our ··world"" is changing, it is fairly safe to say that from a technica l point of view the vo ice of operat iona l controllers must continue to be heard within the internat ional aviation commun ity. and o ur expertise utilised to its maximum. In this way we can help ens ure that the CNS/A TM system . as env isaged in ICAO 's ··Global Plan". will pro ve to be safe and operationally efficient. +

Delegates ofC0 111 111 ittee "B"

THE CONT ROLLER/JUN E 1995

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COMMITTEE ''C'' REPORT 0 Martyn G Cooper - Chairman Committee C

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t was my pri vilege to chair the proceedings of this committee again , and be well supported by no less than two vice-chairmen and two secretaries! At first, I imagined that this extra help was in recognition of our anticipated workload , but in good ATC custom and practice, the additional staff were there to act as relief to one another. For each of them, committee work was a new experience. But they committed themselves fully to their tasks and I do hope that their duties at this conference will encourage them for future participation in IFATCA activities.

Once again, the agenda of Committee "C" gave the impression that we would be sunning ourselves on the beaches of Eilat

by Tues day afternoon. However , as previo us confer ences ha ve shown , the agenda of this committee belies the depth of discussion needed to determine good po licy deci sions for IF ATCA . The respec ti ve MAs turned up in greater numbe rs than before and threatened to overflow the roo m. T hi s was a mo st encouraging sight and proved that the work of this committee is gaining greater respect for its work and associated deliberations. It was also good to see many of the smaller MAs showi ng inte res t in th e subject material and becom ing invo lved in the debate.

The election of the Standing Committees 4 and 7, altho ug h still some what controversial from the procedures point of view, showed that there is an increased interest from MAs in getting involved and tackling IFATCA's workload. This is to be applauded, especially as the subject matter under discussion is often demandin g and covers new ground for the Federation.

Through the work prog ramm es of its related Sta nding Co mmitt ees (4 & 7), Committee "C" is of te n fa ced w ith deve loping policy reco mmend ations to meet demands on ATCO ' s profess ional and legal aspects - well before any actual problems arise. That de lega tes fro m the MAs are able to involve themselves with topics of a complex and highly specific nature is commendable and demonstra tes the interest and know ledge that ATCO s have worldwide.

Pol icy re co mme ndat ions that are formulated through comm ittee must meet the need, of MA~ the world over. and it is 14

Committe e " C " Head Table

not always an easy task for individual MAs to agree and support certain principles that mjght adversely affect their own situation. I therefore commend them for their interested and constructive paiticipation in our discussions and to the committee, as a whole, for agreeing and forwarding some 38 policy decisions to Conference.

Of significance , new IFATCA policy was established to address the requirement and needs of pregnant female ATCOs. The policy seeks recognition of the fema le ATCO's physical condition and to provide equ al opportunit ies and job protection during pregnancy and maternity leave. This pol icy supplement s the only other policy we have for pregnant fema le ATCOs which is 'Workjng with VDUs' - and has enabled IFATCA to provide foundational policy for the protection and support of female ATCOs within the operational ATC environment.

The committee was also able to agree policy for the use of ' Unqualified Staff' .

The increasing use of unlicensed and less qualified staff is becoming widespread in many MAs and is giving these MAs much ca use for concern . Not on ly from the profess ional qualifi cation point of view, but also on the grounds of overall safety. It is, therefore, important that IFATCA has been able to adopt policy to meet this threat to the profess ional status and standing of air traffic controllers.

Some sig nifi cant work has been completed by SC4 to tidy up the IFATCA Manual and make clear definitions of the term s " Operational Duty" and "Ex tr a Duty".

In recognition of the steady increase in the use of radar equipment by aerodrome controllers, Committee "C" recommended that the Executive Board should liaise with !CAO for the possible introduction of an additional ATC rating.

The work of Standing Committee 7 has often been met with disinterest but. this may have been due to the lack of expert knowledge from within the MA s .

However, it is becoming clear, with every year that passes, that MAs are now taking legal matters much more seriously.

During our deliberations, severa l MAs reported that legal action was being taken against ATCOs and this, perhaps, reflects a more difficult future for contro ll er s worldwide. The threat of lega l action by the employer, or from an associated third party, may yet prove to be an add itiona l stress factor to ATCOs. The human being is in control, whether we are considering aircraft or ATC systems.

It is becoming an increa sing fear of many MAs that due to workload, lack of fu lly trained staff. or in ad equate equipment, that the ATCO is being single9 out for failings in their own pai¡ticular ATC ~~ pag e

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systems. It is essential that we recognise that humans are not always perfect - and that includes pilots , as well as controllers!

Standing Committee 7 had already starte d work to prepare a data -bank of jurisprudence concerning A TC incidents and related accidents. Once again, all MAs were invited to submit specific details of any legal action taken against controllers, or involving them . A suitable form had been prepared and was made available to all MAs. Additional copies can be acquired from_ the Chairman of SC7 , or Regional EVPs. The use of TCAS , and the problems of liability , were again debated and the need to discuss this with other IFATCA Standing Committees was noted. The technical, legal and professional aspects of TCAS need to be monitored , where they directly relate to ATC involvement and interaction.

The question of Supranational Legislation was discussed and was one of those topi cs which could have an

CONFERENCE

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immediate effect on so me controllers , especially in some parts of Europe . The defined liability of an ATCO in one country may already be determined , but the que stion was raised as to the le ga l right s and liability of an ATCO when dealing with traffic in another country's airspace.

This matter will, no doubt, become ever important as the har monisation of European airs pace develops . Once again , the message is clear to all MAs to establish the limit s of legal rights and liabilit y for their controllers in their own countries and in any other areas where they may provide an ATC service.

The need for IFA TCA to continue to monitor the legal rights and liabilitie s of ATCOs , and to develop suitable policy, will be a key feature of Standing Committee 7's work in the coming year.

Therefore , it is reassuring to see that the member ship of SC7 was contested - for the first time in many years.

In addition to the Profes sio nal Panel ,

It pays

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which was once again well attended and most informative , we had a pre sentation in committee by Mr I. Muhanna of Omn ilife on the subject of "Factors affecting the insurance of ATCOs". Given the concern for maintaining our livelihood , from our previou s discussions on medical and legal matters, there was great interest shown in this presentation.

As I bring this report to its conclusion , I would wis h to thank the committee officers , my vice-chairm en Moshe and A vi, my secretaries Pamela and Ivan , and also to our ' resident ' EVPP , Bert Ruitenber g. I have had the pleasure to know Bert fo r some years , now and am continu a ll y impres se d at hi s abilit y to pro v ide a steadying hand and guidance during o ur wide ranging discus sions. Thanks , Bert, for your support!

Finally , I would like to expre ss my own , per sonal, thank s for a mo s t enjoyable Conference and to our Israeli hosts for a job well done! +

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THE CONTROLLER /JUNE 1995

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"

HUGHES

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EXECUTIVE

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NEW EXECUTIVE VICE PRESIDENT AFRICA MIDDLE EAST Oliver Tapiwa Farirayi liver Tapiwa Farirayi was born in Mutare in the Eastern District of Zimbabwe. Oliver is 31 yea rs old and started his life in air traffic control as an ATC assistant in 1983 . In 1987 he obtained his basic air traffic controllers licence in Aerodrome, Approach Area, FIC and Meteorology. In I 993 , he attended an Area/App roach radar course in Malm?, Sturup Sweden and he is also a Sweda via ons~red and ICAO recogni sed Search sp I 01 路 .

M ission Coordinator . Current y, iver is an Approach/Area senior radar controller at Harare Internatio nal Airport. Mamed to Olivia, he has one daughter, Tany a, age d

O

four years. .

Withi n his Association (ATCAZ) , Oliver has been an Executive Board member since l 9 87 and was Secretary from 1988 to 1992 before becoming Pre sident from 1992 to 1995 _ Wit hin JFATCA , he ha~ be~n a SSTF Mem ber for the AFM Region smce 1994. In 1994 Oliver was also ChaJrman _of 路si路n a committee for the Afnca t h e organ l o

Middle East Regional Meeting , held in Harare.

As Executive Vice President for Africa and the Middle East , Oliver states that his aims are as follows: To see the Africa/Middle East region become more vibrant and start contributing more significantly on professional and technical issues in IF A TCA , despite the numerous problems besetting most MAs .

To assist the region in solving most of its problems . AFM regional meetings attract more MAs than can attend IFATCA Annual Conference . Accordingly , advantage should be taken of this fact by making these meeting s the basic forum of discussing and possibly resolving regional problems , albeit within the framework of IFATCA members.

To strive tow ard s more non-MAs to receive assistance in transforming themselves to full IF A TCA member ship .

The more MAs we have from our region, the more credibility we will achieve from

our respective authorities and governments and thus we will be more influential within IFATCA. To ensure that the quality and and calibre of controllers should be high despite the limited resources and equipment at our disposal in the region .

To strive for professional recognition of ATCO s in the whole region , with of course, some help from fellow IF A TCA Executive Board Members .

To hope that regional MAs will take advantage of his appointment as EVP AFM and to invite him to their countries if they need any assistance as only together will we succeed.

Finally , Oliver wishes to acknowledge and thank his predece ssor as Executive Vice president , Mr Abou El Seoud El Karimy , for having served the Africa/Middle East Region so diligently and tirele ssly . His efforts will forever be remembered. +

NEW EXECUTIVE VICE PRESIDENT ASIA PACIFIC George Chao Pao Shu eorge Chao Pao Shu joined the C ivil Av iation Department in Hon g Kong in I 966 as a cadet air traffic co ntrol !er.

He gradua ted from th e Co ll ege of A ir Traffic Co ntrol in Hurn , Bournemou th 路 UK in 1968. He becam e a qualified Air Traffic Contro l Officer III ( Aero dro me Control) in Fe bru a r y 1969 and was promoted to Air Traff ic Officer II (Radar Director) in Nove mber 1972. He beca me a Watch Supervisor in the Hong Kong Air Traffic Control Centre in Marc h 1980 and wa s pro mote d to Se ni or Air T raff ic Co n tro l Off icer in March 1982.

Jn Septem ber 1982 he took up the post of Senior Standards Officer. He gra du ated

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from the Search and Re scue (SAR ) School of the United States Coast Guard in Governors Is land in the USA and qualified as SAR Coordinator in 1984. In 1993 he attended the Counter-Disaster Ma n aae ment Course in Cranfield , UK. b He joined the Roy al Hong Kong Auxiliary A ir Force as a vo lunte er off icer in 1984 and was promoted to Sq uadron Lead er in 1992. He is a lo ng sta ndin g member of HKA TCA and is the pre sent Pre sident o f HK A TCA and has served in this capacity s inc e 19 92. H e was al so Pr esi d e nt between 1982 -19 84. The Assoc iat ion active ly s upp orts the wo rk of IFATCA in the reg ion and parti c ipat es 111 ATC Co-

ordination meeting s and IFATCA re gio nal and annual meetings. In hi s capacity as the EVP Asia/P acific Region , he attended the fir s t ICAO ATC Co-ordination Meeting in Ho-Chi-Minh City , Vietnam in April 1995 as an IFATCA repre se ntati ve.

He is now responsib le for air traffic control s tand ar d s and procedure s in vest igatin g a nd analysing in c id en t s . organising crash and resc ue exe rcises and liaisi ng with ot her orga ni sa tion s in SAR matters . G e org e looks

forwa rd

to

co ntinuin g th e c hall e n ging ta s k s demand e d in the regi o n and wishes to acknowledge the con siderab le efforts of his predecesso r. Da vid Moores.

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TECH NICAL PANEL

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1995

0 Chri s Stock - Executive Vice President Technical fter the experience of an overcrowded programme in Ottawa, the Corpo ra te Member s representative , Roger Kahane , and EVP Technical reviewed the arrangements for the Technical Panel. It was agreed that the number of speakers be limited to four so that a reasonable amount of time be devoted to audience participation. Also, it was proposed that the panel should address its papers to a chosen theme . The Tec hnical Panel in Jerusalem was planned with these recommendationsin mind.

The theme for this year's panel was "Developments in CNS/ATM" which provided a wide scope for the speakers. In another departure from previous panels, we invited Colin Hume of British Airways to present an airline's view on the issues surrounding CNS/ATM. His speech entitled "A User's Perspective" covered a broad spectrum of British Airways involvement in present and future ATC developments. He stressed the imp orta nce of I 00 % cost recovery, the ability to measure 'value for money' and the need to ensure that revenues raised through the provision of ATS should be ploughed back to develop the ATC system

A

Technical Pan el Head Table

and increa se capacit y; he recogni sed the difficultie s in measuring performance but added that if "you can't measure it, you can't manage it". After reviewing technical issues, he explained how BA managed indu stry input by pointing out that airlines worked together in the technical area but competed in the marke t pl ace. The IAT A Reg ion al CoordinatingGroups are used to co-ordinate and focus the airline views in ICAO and European fora on all ATC matters including the implementation of CNS/ATM systems.

He ended his very interesting presentation by thanking IFATCA for the opportu nity to speak on behalf of British Airways.

The succeeding presentations by George Dooley of Raytheon ( the newly appointed Corporate Members Representative) and

Roger Kahane of Thom son CSF (t he handin g over Corporate Members Repre sentati ve) covered aspects of Automatic Dependent Surveillance (ADS ) and associated work stations. Also. Roger Kahane reviewed the progress of the 3 phase French tri als programme in volv in g the installation of an oceanic display system by Thom son CSF in Tahiti's control centre which covers traffic in the South Pacific FIR. The final phase of this programme should see full ADS capability in compliance with the !CAO ADS Panel requirements by the end of 1996. It should be noted that both of these presentations were supported by excell ent colour slides which made the subject matter eas ier to und erstand , even for the nontechnical types!

The level of interest generated by the se presentations can be measured by the high level of audience participation and questions.

It was with regret that the Chairman had to bring proceedings to a close. Howe ver the general consensus of opinion was that the revised technical panel format was a success. aided, of course. by the high quality of the presentation s and the e nthu siastic participation of the audience. +

PROFESSIONAL PANEL

1995

0 Bert Ruitenberg - Executive Vice President Professional Held in a country where traditi ons sometimes are thousands of years old, the Professional Panel durin g the Jeru salem Conference modestly contributed to the establishment of what is becom ing an IFATCA tradition: a Human Factors counterpart for the Technical Panel during our Annual Conf erences . One Hum an Factors aspec t of this particul ar edition already became apparent at the very start of the Panel session; due to the farewell party on the pr ece din g eve nin g (necessary becau se of th e Jew ish Shabbat ) th e attendance was slight ly less than in the previous two editions. Fortunately. many latecome rs found their way to the Panel during the presentations, and eventually the audience consisted of some 150 people.

The first presentation was from Dr. Shlomo Dover, an Israeli psychologist involved in large scale selection projects. Dr. Dover emphasised the impo11ant of good selection when good training results are the desired

THE CONTROLLER/JUNE 1995

Prof essional Panel Head Table

outcome. The basis for determining valid ATCO selection methods is a thorough jobanalysis.

Of particular interest was Dr. Dover·s explanation of the process of continually (re)v alidatin g the selection systems by (inter alia) correlating the success or failure of candidat es in their training with their initial score in the tests. Other elements are: exposing already qualified ATCOs to the tests. int e rvi ews wi th pi lots (the ..clients·· of the ATCOs). and last but not

least "controlling" the trainers by keeping them in the loop.

Dr. Dover concluded by stat ing that no matter how sophisticated the tests may be. they are no more than a decision supp ort system - the ultimate decision is still made by human assessors .

Carlo Bernascon i, Head of Operation s of Swisscontrol. was the second speaker. He apologised for the absence of his intended co-presenter , Dr. Sandra Miche l (Fra nce ) who was responsible for the scientific part of hjs presentation but unfortu nate!y hadn · t bee n ab le to come to Jerusal e m . Mr. Bernasconi·s presentation detailed how a company (Swisscontrol) that has as part of its corporate policy that their p ersonnel i.1· their most valuabl e resour ce. manag es a change of (technical) system and in parti c ul ar th e effects this has on th e ATCOs. Key to managing this was Dr. Mich e l' s ........ puge 32

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IFATCA'9 ACCOMPANYING ERSONS' PROGRAMME 0 Sandra Maidens

here do you start? What do you include? These must have been the questions that Alik Shahaf asked him se lf when he planned th e Accompanying Perso ns' Programme for IFATCA '95. There is so much to see and do in and around Jerusalem that three days is ba re ly enough time to scratc h th e surface. It is a tribute to Alik and Kenes Tours that we were able to see as much as we did.

On the first day, Tuesday March 28th, we

W

visited the LatrunMonasteryfamous for its wine, olive oil and brandy.It was also the site of fierce fightingduringthe War of Independence in 1948, located as it is on Jerusalem's vital road link to Tel Aviv.

Upon arri ving at the coas t, we wa lked around the artists' quarter of Old Jaffa and then after some time to stroll around and shop. we had a picnic lunch on the beach at Tel Aviv. The golden sand and blue sea enticed a few brave so uls to ta ke a dip even thoug h it was a bit coo l fo r mos t.

After a to ur of the bustlin g c ity of Te l Aviv with its office towe rs and high-ri se apartme nt buildings, we headed back to Jeru sa lem and a vis it to th e Na tion a l Diamond Centre . Israe l is a major world ce ntre for the cu tting and polishing of diamonds and a tour around the factory is both informative and enticing. Even if you could not affo rd to buy yo u we re ve ry welcome to browse and dream.

Day two of the programme took us to the walled city of Old Je rusa le m whi ch is divided into Armenian, .Jewish. Arab and Christian quarters . Entering at the Jaffa Gate, the citadel tower at the entrance is called King David's Tower and is really an

The Wes rern Wall , Old Jerusalem

Arab structure built over a stronghold of King Herod . Following the mea nder ing, na rrow str eet s we pas sed throu gh. the C hri stian qu arter to the Church of the Holy Sepulchre . The present structure was built by the Crusaders in the 12th century and a lth o ug h not a bea ut y from th e outside, it is extreme ly sumptuous inside with f ive se pa rate c hurch es in one Roman Ca th olic, Armenian Orthodo x, Greek Orthodox, Abyssinian Coptic and Syrian Orthodox I After a trip through the Jew is h qu art e r . we ca me upon th e W es tern (o r Wailing) Wall , which represents the only tangible remains of the destroyed Seco nd Temple and is the focal point for Jewi sh wors hip. After a picnic lunch at the Haas Promenade. we boarded the buses for a trip to the Church of the Nativity in Bethlehem in the West Bank .

As wit h the Holy Sepulchre in Jerusalem, this church is divided between the Greek Ort hodo x to the right of the altar and the Arme nian denomination s to the le ft. To . ... . ( . . ·.: ', :,;., . . . the side of the choir. narrow stone steps ' .· .flJ",'· ·A .·;, ·: if;' :' • ... . { .... , I lead down to the grotto of the manger. the I ' (').

J,...::;•. ,::.;•. ,: . ·.. l birthp lace of Jesus. i On the fina l clay. we visited one of Israel's . , .;·_.,·/.'' _, ....... ·· I I m o s t so mbre a nd moving s it e s . Yael ~ ' ' : . '.\ , ..

Vas he m . th e Ho locau s t Mu se um . cled icatecl to the 6 million Jews who were exterminat ed by the Nazis in the Second World War. The Avenue of the Righteous ___ _J Gentiles . lined with tree~ in tribute to nonChurch of Jo lin the Baprist. C /11f(u rm 1

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20

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Jews who helped save Jewish lives during the War, leads to the central museum . As well , th e re is a Holocau st Archive collection, a Ha ll o f N a mes (w ith biographi es of about half of those who perished), a Hall of Mirror s honourin g the 1 million Jewish children who died, an art mu se um and a Valle y of Des tr oye d Communities with a wall the shap e of Europe bearing the name s of 5,000 lost co mmuniti es. Next on the tour was Ein Karem, the "Spring of the Vineyard " and approximately seve n kilometr es sout h west of Jerusalem. It is also birthpl ace of John the Baptist and the location of the Church of St. John and the Church of the Visitation. In the afternoo n, we went to see th e Caves of Mar es ha a nd Be th Guvrin whe re J ew is h re be ls liv ed in underground cities while hiding from the Roman s. In the two or thr ee year s that they were able to live here undetected (it ju st look s like an ordinar y hill side), the rebels built cisterns for co llec tin g wa te r and presses for crushing olives so that th oil could be used for lighting their lamp se However. they were eventually disco vered by the Romans and subsequently killed.

Yes. it's hard to believe that we covered so much territory and ~o much history in Just thr ee clays . I'm sure that e ve ryon e who was o n th e Accompan y ing Pe r so ns' Programm e would like to congratulat e all those involved for a JOh well clone. +

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LOSING PLENARY n the final day of Conference all d~legates assembled again for the Fmal Plenary sess ion. A fruitful week had come to an end in which all participants had worked and played hard. A sp lendid soc ial pro gra mme had been ainnged to compliment the main business of Conf erence and the accompanying persons had enjoyed a most entertaining and cultural programme. The reports of the three committees were prese nted to the Plenary participants and new Corporate Members and Member Associations pre se nted with their Scroll s and documentation. Preben Falk.manLauridsen, IFATCA President and Chief Executive Officer, brought the proceedings to a close with the following address:

made by the Eurocontrol representati ve on the issues of Fle xible use of Airspace and

O

P RESIDE NTS ADDRESS

IFATCA 95 is approaching its closure, and it is time to recap this weeks deliberations.

But before going into the highlights of the reports of our Committee's allow me to make a few general observations. lFATCA 95 was attended by around 600 persons, 60 Member Associations were pres ent and agai n thi s yea r we had the pleasure of sharing our deliberations with a high number of observers from authorities, administrations airlines and industry.

Out of these 600 individuals not one has approached me with a negative comment on IFATCA 95. From comments made on working papers, discussions in committees, the orga ni sation of co nf ere nce, th e accompanying persons programme etc, you can only come to one conclusion: The Air Traffic Contro llers Association of Israel hosted a super conference' The Executive Board of IFATCA wishes on behalf of the members of IFATCA to salute everyone involved in the organisation of the 34th Annual Co nference. Thi s includ es the entire Executive Board of ATCAL lead by it s Pres id ent Mr. Av i Hacohe n, th e Organi sing Committ ee cha ired by the untiring Chairman.Mr Benny Freilich, The Airport and Aviation Authorities of Israel.

The Airline that brought many of you here.

EL AL, the Kenes Company. and I could go on and on.

Turning then to the actual outcome of conference. Committee A again this year had a ve ry full programme. So me 60 wor kin g papers ensured quit e a few changes.

Five new Member Associat ions were THE CONTROLLER/JUNE 1995

The Ex ecutiv e Board

elected but unfortun ate ly we had to terminat e 2 and perh aps even more worryingly 14 were suspe nded for non payment of annual subscription fees. The Manual's Bye Laws aga in came under review with the rule s pertaining to our Corporate Member s role and rights now being more closely defined.

Perhaps one of the Federations most important decision s ever was taken in Committee A. Director s in Jerusalem in 1995 voted unanim ously to accep t the principl e of es tabli shin g a permanent Secretai·iat.

Sadly Directors were unable to confirm Cairo as the venue for IF ATCA 96, but Tunis was selected. The decision was taken on organisational grounds.

1997 will see another first for IFATCA _ the conferenc e will tra vel to Asia with Taipei as the venue.

Elections to the Executive Board saw two new Regional EVP's join the Board and the Deputy President was re-elected for ano ther 2 yea r term . The current EVP Technical was elected, at his own request, for a one year period only.

The Technical Committee, Committee B agenda reflected the large amount of work that was undertaken by SC I during the past year, and the work done by IFATCA representatives to outside organisations.

The working papers were well received and di sc usse d. Aut omatic Dependent Surveill ance (ADS ) was the domin an t subject with 8 working papers devoted to the various aspects of ADS. Deliberations led to pro visional policy being adopted which reflects the issue of ADS as one fai· from defined yet.

In addition policies on ACAS and SOIR were amended.

The committee voiced its concern about the intervention between ATC and ATFM in Europe. and has requested the EB to pass the se co nce rn s to the appropriat e authorities.

The Co mmit tee appreciated the input

on RNAV route planning . Both subjects were considered to have great potenti al. and not only to Europe.

Finally it is reported that the Committee proceeding s enjoyed its tradition al good humour and efficiency.

Committ ee C (Profe ss ional ) accepted policy on "Female ATCOs and Shiftw ork·· in recognition of the fact that during pregnancy special provisions need to be in place regarding the ATCOs abilit y to continue to work as an air traffic controller.

The Committee has identified the need for the introduction of an Aerodrome Radar rating and has tasked the EB to liaise with ICAO on this subject.

Durin g thi s discussion concern was expressed about an apparent trend to let unlicensed personnel perform dutie s that are traditionally seen as · ATCO dutie s .

Both SC 4 and SC 7 were tasked to study the matter.

Another developing trend seems to be to litigat e ATCOs who were in vo lved in a s itu at ion where a lo ss of separation between aircraft occurred. Thi s item has therefore also been plac ed o n the SC 7 work programme.

Fortunately member associations appear to rea li se that the work of Standing Committee s doesn't get done by itself: many MAs have volunteered to participate in the work of the SC s which in a way is proofofIFAT CA's strength.

In addition to the working sess ions . delegate s aga in had the opportunity to li sten to intere sting Technical and Professional Panels. ........

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Tlw Presidl:'111 o{IFA TCA 11·1!lc·m1w1 Tlw v:\ Preside/If & Me111ha1ro the Fi!der{lfion

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/ COMMUNICATION

STRAIGHTFORWARD Schmid

Telecommunication

connects

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NEWS__________________

Ill BULGARIA The Air Traffic Services Authority of Bulgaria (ATSA) has awarded Thomson-CSF a new contract for the extension of the air traffic control system in Sofia. The Thomson-CSF Eurocat will enable ATSA to control the flights in the Sofia FIR. It will be in line with the European harmonisation concept recommended by Eurocontrol and enhance civil and military air traffic coordination.

• SWITZERLAND Crossair, the Swiss regional airline, and Swisscontrol plan an evaluation of global positioning (GPS) landing systems to be completed by early 1996.

The programme may well result in approval of one of the first GPS precision approaches in Europe. In the first of 2 phases, two Crossair Saab 2000s will be equipped with GPS navigation and landing systems. A local area differential GPS ground station will be installed at Lugano. After a successful completion of the first phase, Crossair plans to equip the remainder of its Saab fleet. The Swiss Federal Office of Civil Aviation is then expected to consider certification of the ground station for Category I approaches.

•CANADA Hughes Aircraft has submitted a rework plan to Transport Canada which extends the the timescale for completion of the Canadian Automated Traffic System by almost 2 years to 1998. At the request of Transport Canada, the new negotiations cover different integration schedules at various sites around the network.

Staying in Canada, we are pleased to hear that a previous Editor of The Controller, H. Harri Renschler has been awarded a Honorary Membership of the Canadian Air Traffic Control Association (CATCA). The award compliments his previous CATCA Award of Merit , received in 1998.

Well done Harri.

• THE NETHERLANDS The Air Traffic Control and Conference, which took place in Maastricht at the end of February, won overwhelming support with a 30% increase in visitors .. The event attracted over 1,800 visitors, with a marked interest in those travelling from the east of Europe. High interest in the first EGATS conference (reported in the last issue of The Controller, 1/95) significantly contributed to the success. According to Donna Bushell of MGB Exhibitions Ltd, the Maastricht ATC Conference and Exhibition is the most important dedicated event of its kind in Europe. Many of the exhibitors were particularly pleased with the event and have re-booked for next year. Next in the series is the Asia Pacific ATC event which takes place on 29 and 30 November in Hong Kong. It should be noted that, as from I June I 995. MGB Exhibitions changed its name to Miller Freeman Exhibitions Ltd. • UNITED KINGDOM Improvements to the Scottish A TC radar coverage took a maj~r. s~ep forward on 3 May 1995, when Siemens' Air Traffic Management D1v1s10n formally handed over the radar building at Lowther Hill to the UK C~A. Lowther Hill situated in the Scottish Southern Uplands, near Dumfnes, presented a ~ajor construction challenge caused by extremes of win~ -~d snow on the 2,500 foot high site. In addition to the radar, the fac1ht1es house a number of communications services for the CAA and other users.

.RUSSIA Russia has announced plans to open up a new air route across the Russian Far East. The route will be for carriers operating between the United States and northern Asia. The new route will operate along satellite based CNS/ATM principles for aircraft that are FANS I equipped. It is expected that the route will be operational by the end of this year. .TAHITI Thomson-CSF has successfully implemented Phase I of the up and coming Future Air Navigation System trials in the South Pacific .. The contract from the French Civil Aviation Authority called for the January 1995 installation of an oceanic display control system in Tahiti"s control centre, thereby providing air traffic coverage for the South Pacific Flight Information Region. The first of 3 phases called for integrating 3 controller work stations within the existing system architecture to offer the real time display of the so-called "flextracks" or flexible routes. Updated on a daily basis, these flextracks enable the airlines to optimise flight profiles. Phase 2. to be implemented at the end of 1995. calls for full scale dialogue between controllers and pilots. Phase 3 is due for implementation at the end of 1996 and should see full Automatic Dependent Surveillance (ADS) capability.

THE CONTROLLER/JUNE 1995

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•AUSTRALIA Siemen~ has successfully completed the contract, ahead of schedule. to supply, mstall and commission the Pearce Interim Radar Display System ~!RDS), based on the low cost ap!OO system, for the Royal Australian Air For~e (~.

The contract required 3 modem air traffic control data pro~essmg and display systems for use in the radar approach control section at the RAAF base, Pearce, in Western Australia.

•NORWAY Norway has delayed its plan to mandate the positive air traffic control of North ~ea helicopter operations. The Norwegian civil aviation authority ~a~ said that the system would be introduced in 1995 but has now mdicated that the necessary airborne equipment will not be fitted until the ~nd of 1997. Operators _intendingto ~yin the Norwegian sector are being mstructed to fit a modified automatic dependent surveillance (M-ADS) system. The plans of other operators in the region, primarily the UK offshore operators, are unclear. The UK CAA is reserving judoement on the system. "' • SAUDI ARABIA The Saudi Presidency of Civil Aviation has signed a site acceptance for the computer enhancement program for the Jeddah support air traffic control ~entre. An identical enhancement was conducted by Thomson-CSF at the Riyadh operational centre.

• UNITED STATES OF AMERICA Vandeb~rg Air Force Base has announced a competitive award to Cardion Inc., _aSiemens company, for the delivery, installation and interface of the C~dion Monopulse Secondary Surveillance Radar (CMSSR). The MSSR will be used to support the USAF western range operations which include support of the NA~A west coast launch facilities. The MSSR will be ~~~C:~1 ~ng with th~ FAA's newest ~ir Route Surveillance radar . . · e ARSR-4 1s a long range pnmary radar for joint militaryc1v11use.

•FINLAND The CAA of Finl~d has announced that, to further the training of its air ~f~ c~ntr~llers, It has completely renewed its training centre The new b~~ ;vig;. 10 n Services (ANS) Institute will offer training t~ students . . om mlan~ and ~ther countries. The new ATC simulator - a multi rrulhon . . - IS . rea d y to be i Idollar proJect with Hughes Training ' LINK D'IVISJOn mp emen~ed after two years of development. The simulator includes ~e~eral1techmcally advanced feature such as a 360 degree field of vie~ ~ sea _eAT~ tower with surface movement radar and the possibility of ~~m:~: 1 differe_nt wea~her conditions. Furthermore, the simulator is P. . presenting vanous radar position such as enroute terminal or prec1S1onapproach radar. ·

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•FRANCE ~; Paris airports authority. Aeroports de Paris, has awarded ThomsonA a cona:act to replace the Airfield Surface Traffic Radar Equipment ~i st :~· thi~h has been in service at Charles de Gaulle International "'rp or eig~teen years. The new version of the radar. Astre 2000 of,ers a marked · detect10n . and target discrimination on the· . improvement m ground and will be a v1"ta! component m · the surface movement ouidance and contro I system. o •TAIWAN Th~ e~tablishment of MORES Transition in the ANPU ONE d art t· Taipei/CKS I t · . . ep ure o . . n em~t10nal Airport 1s of particular significance to IFATCA ~his.rporti~g po~nt has b_eennamed after the retiring Executive Vic~ ;e~~ ent A~ia ~ac1fic.D~v1dMoores. It is a fitting tribute and recognition ~ . IS st~dmg m t~e region and in particular his efforts in arranging the hruson with all the mterested countries involved in establishing the route To our knowledge. this is a first for IFATCA. · •cHILE A Eu~ocat simulator h~s been brought in to service in Santiago de Chile. mar~mg the complet1on by Thomson-CSF of the first phase of the Cordillera 2000 program. a turnkey contract to extend Chile's air traffic control system. The simulator will be used to train air traffic controllers in preparation for the transition to the new Eurocat control centre. scheduled for delivery during this Summer.

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ANAGEMENT AIR TRAFFIC FLOW UKUOKA, A ½.N SYMPOSIUM 0 Neil Vidler - IFATCA Deputy President

FATCA recently made a second foray into symposium presentations when it organ ised an Air Traffic Flo w Management Symposium in Fukuoka , Japan. The Japan Federation of Air Traffic Controllers approa ched IFATCA durin g the Kuala Lumpur symposium and advised they would like such a function organised to coincide with and celebrate the opening of the Fukuoka ATFM Centre, the first in Asia . Recognising thi s as an id ea l opportunity to build upon the experience of Kuala Lump ur. IF ATCA accepted thi s invitation and presented a two day symposium on the 14th and 15th February featuring two wor king sessions en titl ed "The Industry View of ATFM" and "The ATC Perspective of ATFM".

Cathay Pac ific Airlines. Th e AT AG This symposium proved even larger than presentation was not exactly sympathetic KL with more than 170 delegates and towards the need for ATFM and mostly observers from about 20 co untries adopted the approach that ATFM would be attend ing .

Several internati o nal unnecessary if administrations, etc would organisat ions and JFA TC corporate get crack in g buildin g mor e and better members were also present. airports. terminals and facilities. Mr. Jinno Opening spee ches were made by Mr. conce ntrat ed on problem s visited upon Nobuyuki Uchimura. President of JFATC. airline dispatcher s. route planners, etc by Mr. Susumu Takizawa, Director-General of Flow Control restriction s. Capt. Forrest' s ATS, JCAB and Mr. Neil Vid ler , prese ntation 'Part nership in Indu str y' IFATCA ·s Deputy Preside nt. Key note acquainted us with considerable detail on addresses were de livered by Mr. Chris the costs of delay: litres of fuel per minute Stock. EVP Technical for IFATCA. Capt. on the ground and in the air, etc.

He saw Yukio Tsukamoto.

Technical comm unication improvements as the way Representative for IA TA and Mr. Nor io forward to improved productivity. He also Mitsuya. Director ATS Planning Division. sa w Flow Co ntrol as a step in the right JCAB. direction.

Mr. Takizawa commenced his speech by These prese ntations were informative giving " ...the highest regards to !FATCA as and ve ry int ere s tin g but un avo idably it continues to contribute to safe, efficient seemed to provide something of a 'them' and syste mati c promot io n of a ir element.

The Chairman (Deputy President transportation as it has .. s ince it s Neil Vidler) clicl state during his open ing establishment." Quite a compliment from a speech that whilst the agenda was divided Director-General I Mr. Takizawa concluded into two sessions on the Industry View and his address stating ·' ...air traffic contro l has the ATC Perspect ive this was not designed a greater responsibility than before and so to create an ·us · and ·Th em · situ ation. does lFATCA as the key stone of the air Thi~ genera lly pro ved to be the case and traffic controllers ...

The first working session ·T he Inclustry indeed. throughout the meeting. there was a good rapport between all parties and even View of ATFM" consisted of presentations some good natured banter.

by Mr. John Meredith. Executive Director Th; seco nd clay then saw th e of the Air Transport Act ion Gro up (of ·opposition· viewpoint which consisted of which IFATCA is a member). Mr. Michio 5 presentations: Human Factor~ 111ATFM Jinno. Staff Director Route Planning Flight by Mr Reg Johanson from the Vancouver Operation~. Japan Airline~ and Capt. N-e il ATC Flow Control Unit. Automation and Forrest. Operation~ Development Manager.

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Artificial Intelligence (and the uses that can be made of it with Flow Management) by Australia's Dr. Andrew Luca s, Europ ean Experiences from Mr. Philippe Domagala , the Hong Kon g Experience with Flo w Control prese nted by Mr. George Chao fro m Hon g Kon g and a multipl e presentation by controllers from the new Fukuoka ATFM Centre. This collection of presentations gave a wide and varied view on ju st about every conceivable aspect of Flow Control and they were at tim es seriou s and amu sing and generally very well received.

Other highlights included a presentati b y AT AG,. of· a _videoentitled "A Matter on of Balan ce · which gave a view of th .

I . e env1ronmenta impact. of air traffic deiays . and at the conc lu s1on, a v is it to the Fukuoka ATFM and ATC Centres. . It was a very successful symposium and followrng o n fr o m th e Kual a Lum . · I1er ev idencePUIof expe n·en:e, prov1'd ed 1·urt IFATCA s ability and ca_pac1tyto present well structured and orgarnsed events to tl international civil aviation communit y 11 topi cs which are releva nt and import . . h. . . · ant and 111a manner w111c 1s mfonnati ve . . .

TI . and entertainmg. 1ere 1~ a great need fo1. . . . such symposiums 111the less advanced .11 ... . 'ec1 s ot the wurld (and perhap~ even in tile more aclvancecl)and IFATCA , houlcl c01111 ·11 . . ue to pl ay a lea cl1ng rol e 111thi s fi e ld As Fukuoka ably cle monstratecl. it i~ not ju st our own members who benefited from the expenence +

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ACTORS AFFECTING THE INSURANCE OF AIR TRAFF C CONTROLLERS Summary of a presentation to IFATCA '95 by Mr I.E. Muha nna, Actuary.

Chairman and CEO Omnilif e. r .Muh ann a add ress ed th e Profess ion al Co mmi tte e of IFATCA on the issues involved in assessing the needs for and best means of satisfying the risk factors in aviation careers. He divided these risks into two categories :The possibl es Typified by loss of licence on medical grounds The certaintie s Being Retirement or Death.

Whereas the latter event is certain, the timino must remain conjectural, and in the b case of retir ement , the timin g may be assured, but the durati on is of unknown lenoth for the reaso n already stated . To b cater for all the possibilities by preparing an insura nce pl an requir es ca reful and accurate assessment of each factor.

Th e seve rit y of the financial burd en resulting from the events varies according to the nature of the cause, between death, Perm anent Total Di sabilit y (POT ) for either any occupation, or own occupation (Loss of licence) and retirement.

Various sources of compensation exist betwee n the State-prov ided, employerprov id ed , and indi vidu all y fund ed benefits. The amount of benefit secured fr o m St ate so ur ces te nd s towa rd s a reducing proportion of salary as earnings increase. typically from 30% to 15% or less. The employer contribution. over the same ea rnin gs range , tends towa rd s a static value, and the individual is left to make up th e s ho rt fa ll w ith pe rsonal ins ura nce as salari e s ap proac h fin al reckonable amounts.

The type of insurance cover available to aviati on perso nn e l break s int o two categories. namely :Group schemes: Voluntary basis. being subject to the effects of anti-selection and are

THE CONTROLLER /JU NE 1995

therefore more expensive than the equivalent compulsory basis.

Compul sory participation by all members, allowing a lower rating to be applied across the board to the benefit of all participants in the scheme.

Individual plans Permanent continu ous insurance ca tering for all the norm al risk elements of death, loss of licence and retirement provisioning.

The policy-wording forms an essential consideration in quantifying the insurance prov isions, since all th e va ri ab les of Benefits, Rates, Terms and Exclusions are specified in this unilateral contract, and are a vital factor in assessing the value of one insurance policy against another. It is only by comparing apples with apples and pears with pears that a true valuation of each insurance can be reached.

The benefit structure can exist either as a leve l amo unt of curr ency, or can be ex presse d as a fun ct ion (multipl e) of annual salary, and the extent of the cover can include all events from death of the in sur ed, PTO (both ow n and an y occ up at ion), as we ll as reco gni s in g retirement planning.

It is a fact that the consequences of. say, a car accident can vary considerably in the strain placed upon income-compensation provisions. In the one event, an insured may suffer a loss of 50% of professional income by transitioning to an alternative career following loss of licence. and may well be satisfied with a cushion of two yea rs compensation of the shortfall in inco me. On the other hand. should the injury prove to be totally disabling, then this level of compensation would cover barely one year where no other income could be generated. It is necessary. if -this eve ntua li ty is to be recog ni sed. th at separate (or optional) additional cover is

sought for PTO (any occ upati on). T hi s suppl ementa ry cover can be arran ged cheaply and adequately fills the gap in the total protection.

Th e ra tes ch ar ge d can vary considera bl y, acco rd ing to th e ty pe of scheme adopted. These rates may be nonguar ant ee d (i.e . open to a n n u a l a n d random esca lation), guara nteed either as leve l-pr e mium or at ag reed r a te of escal ation, and, fina lly leve l pre m ium insurance . Accurate assess ment of the effect of the premium rates on the overall cost equation is essen tial in va luin g the quality of cover.

The likely losers in a claim situation can be th e contro ll er, th e fa mil y, and the employer. It has been obvious for some years that the train ing costs in the replacement of a medica lly-di squalified controller can amount to a considerable investment on the part of the air traffic authority, and likely to become a matter of grea ter sig nif ica nce und er privatised organisations. Separa te cover exist s to inde mni fy th e e mp loye r again st the replacement training costs resulting from this event.

Most statistical data conce rning loss of licence histo ry has been co mp iled from pilot associations, and it is now a matter of some concern to acquire the same data for the air traffic contro l enviro nmen t.

T his data w ill e nab le diag nostic assessment of the life expectancy pattern affecting controllers. in the same mann er tha t ana lysis ha s been made for pi lot populations in both North America and Europe showing survival trends fo llowing retirement. The acq uisition of such data should yield significant pointers to the causes and distr ibution of disablement in the profession and the reg ional variati on there in. OMNILIFE will co ntinu e to develop the c lo se relationship with IFATCA and welcomes the feedback from the Membership Associations to this end .

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CONVEX on vex Inte rn ation al 95 is a combine d A TC Co nf ere nce and Trade Exhibition organised by the United King dom Guild of Air T raff ic Control Officers (GA TCO ) taking place from 24th to 26th October 1995. GATCO has many years of experience in organising similar events, most recently IFATCA 92 and, in conj un ct ion wi th EG ATS , EuroConvex 93.

The venue for Convex International 95 is the Bournemou th Int ern ati onal Ce ntr e (BIC ), situa ted on the so uth coast of England. Bournemouth has excellent road links with London Heathrow and a direct rail service from London Gatwick. Th e regional airport of Southampton is only 30 minutes by road and Bournemou th Hurn airport is less than 15 minutes from the BIC. The confe rence the me , " Aviation Te chnolo gy in place of Sk ill s", was deliberately chosen to stimulate debate on the pros and cons of the ever increasing use of computerisation both in the cockpit and in the control room and has aroused a great deal of intere st among st the a via ti on fratern ity . Like ly prese nt e rs inc lu de Wolfgang Philipp - Dire c tor Ge ne ral Eurocontrol, Gerhard Stadler - Director

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NTERN~ I NAL Ge ne ral Ci vil Aviati on Au stri a ; Petr M aterna - ANS Czech Republic ; Phil Hogge - Briti sh Air ways; A Goldm an UK De partm e nt of Tra ns port ; Geo rg e Oliver - IATA; Peter Foreman - Canadian ALPA ; Phillip Griffith - UK Safet y Reg ul at ion Group and of cour se the President of IFATCA - Preben Lauridsen.

We a l so ex pect re pre se nt ativ es from CENA, Toulouse, BAUA, FAA, Bureau of Air Safety Investigation, Canberra and The Centre for Aviation Research, U.S.A. E xhibition space has sold well and several of the IFATCA Corporate Members will be takin g the opportunit y to display their latest technol ogy. We have over 25 Exhibitors at the time of writing including, G MATS , Cobh am (Fli ght Refuellin g), Si e me ns, Lo g ica , C AA, Se rco IAL , Vaisa la, Copp erchase, Schmid , Racal, Hu ghes, ATS Ae ro space , Zetron , Frequentis, Eurocontrol, SBFI, EDS Scicon, SIT A, Fernau, Loral, Sony and ThomsonCSF. All the contractors that have worked together to build and supply equipment for the new UK en-route centre, NERC, due to be opened in 1997 have taken a block of stands together and arrangements have been made for them to show a small number of

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visitors around the centre which is only 30 minutes drive away from Bournemouth.

All members of IFATCA are entitled to a discounted registration fee to attend the conf erence, but entry to the Exhibition al one is free . Conferen ce reg istration includes a copy of all the technical papers and entitl es delega tes to tea and coffee breaks, lunch and the evening function for the day(s) registered. There will also be an att ra ctive accompan ying person s programme which will include attendance to lunch and evening functions. A selection of hotels have been chosen to provide a variety of rate s, all of which are within walking distance of the BIC. A registration form was printed in edition 1/95 of "The Controll er" . If pr efe rr ed, either th e Chairman or Registration Secretary will fax or se nd a form a lon g with any oth er info1mationrequired.

GATCO and the organising committee of Convex International 95 look forward to meeting many of you in October at what promises to be yet another highly successful and truly international event. For further inform ati on or updat es, cont act St eph Simmonds on +44 1425 656711 or fax +44 1425 656772. +

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IFATCA 40THANNIVERSARY It has been decided to present an historical perspective of lFATCA in book form for the Federation's 40th Anniversary, in 2001.

Information is now being collected for this task. Contributions of a historical nature, photographs, interesting/humorous anecdotes, recollections/reflections, supplementary papers etc. are invited.

If you can contribute in any way, please contact or send relevant material (not photographs in the initial instance) and information to: Neil Vidler, IFATCADeputy President

P.O. Box 127 ROCKDALE NSW 2216, Australia Phone: +6 12 543 2317 (home) +612 556 6671 (office) Fax: +612 541 0705 (office) or Bernhard Ruethy Buerenstr. 23 CH-3312 FRAUBRUNNEN Switzerland Phone: +41 31 767 8235 Fax: +41 31 767 8235 Any contribut ion, no mat ter how large or small, will be appreciated.

Convex International

ATC CONFERENCE AND TRADE EXHIBITION Bournemouth International Centre 24 - 26 October 1995

"Aviation Technologymm . . "1n place of SKILLS!?" m

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REPECASATS/SG/4 Asuncion - Paraguay, 17 - 21 April, 1995 Rosanna Baru -ACTAU his was the fourth meeting of the Air Traffic Services Sub Group (ATS/SG/4) of the Caribe and South America Regional Planning and Implementation Group (GREPECAS).

Maybe you have heard about this. Now IFATCA is an official member , as are international organisations like IATA and IFALPA. IFATCA was represented at the meeting

by EVP AMA Mr. S. Lampkin , Mr. M. Depieza as AMA Regional Support Group member and Mrs. Rosanna Baru as Uruguayan ATCA (ACTAU) delegate.

IFA TCA indicated its willingness to participate in two task forces. One , monitoring the ATS network , including the implementation of RNAV routes, in the CAR/SAM regions with a view to eventual inclusion in the Air Navigation Plan. The other one, where consideration of Provision of Radar as an enhancement to air traffic se rvice s is takin g place , including the use of SSR as an alternative to primary radar. We will work together in both forces with other member states

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including : Panama , Brazil, Costa Rice , Argentina, Bolivia , Chile , Colombia , Cuba, USA, France , Mexico , Paraguay , Peru, Trinidad and Tobago, Uruguay and Venezuela.

COSESNA , IATA and IFALPA as internation al organisations will also participate.

For the Future Activities Plan of the ATS/SG/4, IATA proposed, in addition to the work programme, an investigation of regional ATC deficiencies in the area of Contingency Planning. Considering that current procedures are extremely slow, as shown in the recent problems in Peru , Ecuador , Colombia and Venezuela, Contingency Planning is necessary.

Delays in releasing ap propriate and advisory information to the users result in confusion, uncertainty and significant operational disruption.

Second item in th e WP was ATS Incidents in the CAR/SAM regions. The frequency of reported ATS incidents is such that attention to the probl em is required.

The third it em was the ACC/ACC procedural coordination.

Recent experiences indicate that lapses in standard procedural coordination among adjacent FIRs ma y be occurr ing , yet reports received from IATA carriers and other sou rce s raise concern as to the quality of ATS that the user s are receiving.

Since ACTAU is well aware of this situation in our region and was one of the first organisations that raised the problem in international forums , we are very glad to see that we are not alone in trying to solve the situation, and that finally if has come to ICAO. This time there are three intern ational organisation s, IF A TCA , IFALPA and IATA with a deep concern in solving the situation within ICAO. From the point of view of the host, Paraguay did it wonderfully! They said "If you want to see skyscrapers , no, but if you are looking for friend s, welcome to Paraguay ...", and I really felt that way . I met good friend s that made me feel at home, thank you ACT AP - spec ial thank s to Carolina Maciel, more than a hostess a sister. +

SIXTH AMA REGIONALMEETING Montevideo-Uruguay,21 -24 November 1995 Rosanna Baru - A CTAU General Information Uruguay is a small spot south of the Equator that does not inc Iude the word hurry in it s vocabulary . Although "deve lopment" moves at a snail' s pace, the qua lity of life of it s stab le three mill ion population remain s high. It's a country steeped in traditions and oceans of tranquillity.

Urug uay ha s been ca ll ed the 路'Latin Swit ze rland' ' and mor e recently Montevideo . its cap ital with tree lined streets. is ca lled the " Brussels of the Mercos ur" . The high literacy rate and social well-being of its one million and a half inhabitants are proof. While Punta de! Este receives jet-set tourists during the Summer. Montevideo stands regal and

THE CONTROLLER/JUNE 1995

quiet year round.

Th e Mercosu r has sti rred business in Montev ideo. The city has its first two five-star hotels, and three more shopping centres have appeared. A walk along the avenues, with their old "cachilas" (turn of the century cars) takes you back to an age when time passes more slowly. Rushing is out and cordiality is in.

People love to complain about their lives and to talk political topics. They usually stop their day-to-day activities to get the pleasure of watching a beautiful sunset and drinking '路mate". a typical infusion.

An Open-Air Museum To get the most out of your stay take a wa lk thr o ugh th e Ciudad Viej a (Old

Town). You will find an impressive stone gate of the Ciuadela , dated from 1740 The banks, offices. port. old-line stores. museums , art gallery. Solis Theater and most of the cafes are there. At the "Mercado de! Puerto" (Port Market). the ritu al begins in Roldos with '路medio y medio" (a cold drink of white wine and moscato). The l 80 year old Roldos was rated among the hundred best bars in the world by Newsweek.

Choose yo ur favourite '路Parrillada" (typical barbecue with about I 5 ingredients that takes about three hours to prepare), topped off with a good Uruguayan wine. Weather in November is mild and makes the opportunity great for such an experience you have to put the rest. ..,...,. /HIW' 32

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AGENDA

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1995 JUNE 6 - 8 Air TrafficControl Association Conference , SheratonBrusselsHotel and Towers, Brussels, Belgium Phone +32 2 224 3 J 11 Fax +322 224 3456 11- 18 41st Paris Air Show Le Bourget, Paris

15 - 18 IFATCAExecutiveBoard Meeting, Melbourne , Australia Contact- ExecutiveSecretary, Edge Green.

Phone +44 162823699 Fax +44 1628 78l941 SEPTEMBER 26 - 29 Inter Airport '95, Frankfurt, Germany.

Contact - Mack-Brooks Exhibitions.

Phone +44 1707275641 (UK) +49 611 7901l 80 (Germany) Fax +44 1707275544 (UK) +49 61 l 7901155 (Germany) 30 - 1 Oct Asia Pacific Regional Meeting Contact - EVP Asia Pacific Phone+852 262 44057 Fax +852 262 4402l 7 - 8 EuropeanRegionalMeeting, Bled,

Slovenia Contact -Slovenia ATCA Phone +386 64 26l 605 Fax +386 64 223 851 20 - 23 IFATCAExecutiveBoard

Meeting, Bournemouth, UK Contact - Executive Secretary, Edge Green.

Phone +44 l 628 23699 Fax +44 1628 781941 24 - 26 Convex International 95,

Bournemouth International Centre, UK Contact - Chairman, StephanjeSimmonds Phone +44 1425 65671l Fax +44 1425 656772 NOVEMBER 2 - 16 Dubru95, The International Aerospace Exhibition, Dubai, United Arab Emirates.

Contact - Fairs and Exhibitions ( 1992) Ltd. Phone +44 171 935 8537 Fax +44 171 935 8161

7 - 8 Africa MiddleEast Regional Meeting Nairobi, Kenya Contact - Kenya ATC Association P O Box 53939 Nairobi. Kenya

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n 2nd of August 1993 an incident occun-ed between a Twin Otter and a Boein g 737-500 at Troms 0 airp ort, Norway . The incid ent occurred during approach. Seen from a professional point of view , severa l findings and co nclusions are of great interes t when it comes to discussing working environment for air traffic controllers, working hours, use of relief crew and the use of overtime which is necessary for the regular operation of Norweg ian air traffic control units. The Norwegian Air Traffic Control Association has ther efore tra nslated some import ant points from the report, and we hope that this can be of interest to you.

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TRO\ •1S0 A IRPORT - SHORT DESCRIPTION

Tromsp Airport is an airport with a 2000 metre runway aligned north-south. (0 I/19) ILS-approach is available to both runways.

The traffic co nsists mainl y of dome stic flights with DC-9, MD-80 and 8-737 mixed wi th regional routes opera ted with Twin Otter, Dash 7, Dash 8 and Fokker 50. The airp ort is a "hub " in north ern Norway .

Unti l recently no· radar was ava ilab le at Troms0. Both the tower controller and the procedura l approach co ntroll er we re working in the tower cab together with an ass istant. Durin g mornin g and afternoon shifts both the tower and approach positions are mann ed , whi lst there is o nl y one controller on duty du1ing the night shift.

TH E l :\C ID E\'.T

The Twin Otter (WIF 850) was heading for a locator north of the field, being used as the in iti a l appro ac h fix for th e !LS to runway 19. Altitude was 6,000 ft. WIF 850 came from the so uth- wes t and was number two in the sequence. The Boeing 737 (BRA 29 1) was heading for the same locator from the south being number three in the appro ach sequence. WIF 850 was cleared for !LS-approach via a published ST AR. Abou t 30 seconds later BRA 29 1 was instructed to continue descent, and the R/f was as follows: APP: BRA 29 1. continu e desce nd to seven 1housandfee1 on QNH / 010, report passin g level.

BRA 29/: We a re noH · nin e-f i ve, des ce ndin g to five thousand fee t. say again QNH. pl ease.

APP:

QNH / 010.

5 min ute s later BRA 29 1 e nt e red th e holding patt ern ove r the loca tor and the approach control !er instructed the crew to re port their a lti t ud e . Th ey re port ed maintaining 5.000 ft. Meanwhile the crew of WIF 850 noticed that anoth er aircraf t reported at the same altitude as their own. and they left 5.000 ft for 4.500 ft. The BRA

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291 was instructed to climb to 6,000 f1 after the controller had confirmed th e Twin Otter's altitude. The hori zontal distance between the two aircraft was estimated to be about 4 NM during the time when vertical separation was not established.

THE CO NTROLLER. S R EPORT

The incident took plac e durin g a peak period in the morning wit h reaso nably heavy traffic. The controller did not notice that BRA 291 read back 5,000 ft instead of 7 ,OOOft. At the e nd of hi s report th e controller states that the lack of personnel in the tower is critical, and between 40 and 60 hours overtime per month per controller has been normal for a long period of time.

Another controller , training to validate at th e unit , was actuall y working at the mome nt th e incident occ urr e d , und e r supervision by the duty controller.

Findings and Analysis by the Norweg ian Air Incide nt and Acc ident Inves ti gatio n Board (HSLJ ~ The duty controller had worked 33 hours overtime in May, 46.5 hours in June and 42 hours in July. The week before the incident the controller worked seven shifts. Two of these were overtime shifts, and two of them were night shifts. The controller was at the end of a period of 11 days at work without d ays off. In the towe r there was no available controller as relief for neither the tower co ntroll e r nor the app roac h contro ller. Accor din g to the Norwea ian CAA , the unit was suppo sed to hav; I 2 controllers. 7 controllers worked at the unit at the time of the incident. One controller was trainin g to validate , and there we re also 2 ATCO trainees at the unit.

The tower cab has long been considered by the Chief ATCO as being to o small.

Only about 3 square metres of work space 1s available for each employee in the towe r.

In add ition flight planning and pre-fli cr]1t briefing takes place in th e tower. The sho11age of personnel made it necessary for controllers to eat their lunch packages in the workin g position during quiet periods of the day.

The direct cause of the incident was the misunderstanding of cleared altitude by the crew of BRA 291. Because of high terrain and the fact that the actual wea ther was near minima, the captam was very busy at th e mo me nt th e desce nt c lea rance was issued. Th e First Offi cer was also bu sy. and did not noti ce that the ca pta in read back the wrong altitude.

Th e controll ers abilit y to handle traffi c safely is dependent on a number of factors.

One fac tor is the amount of infor mation coming from the aircraf t under his or her co ntr o l a nd adja ce nt A TC unit s . The co ntr o lle r mu s t ha ve a c e rt ain tim e

THE CONTR OLLER /JUNE 1995

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AGENDA

NCIDENT available to process this information and plan the traffic ahead. If the amount of information increases , the time available for information processing will be¡reduced.

The controllers ability to process information will after some time reach a point of saturation. The point is dependent on the controllers experience and mental "fitness". As the amount of information is close to the controllers point of saturation, there is a laroer risk that information will not be propeiiy processed. At high ~tress levels, hearing is the first sense which 1s affected. This means that a controller can answer a call without noticing the contents of the message.

The duty controller claimed in his r~port that that reason for his mental weanness was extensive use of overtime at the unit. A person working a lot of overtime ':"'illhave his daily work and rest pattern disturbed, which will reduce the person ' s ability to stay alert. The lack of relief crews increases workload on each shift, besides the fact that the workspace in the tower cab is insufficient. The fact that the controller was supervising another controller training to validate increased the workload.

It is the responsibility of each controller to refuse to work overtime if he or she feels that this has a negative effect on the ability to work. Controllers at Troms0 told HSL that they felt a large responsibility to e~sure the airlines regular operations. In add1t10n , everyone knew th at refus_al to work ove11imeshifts would automatically lead to incre ased workload for their colleagues.

Therefore some controllers were very reluctant to refuse to work overtime. HSL is of the opinion that a controller only shall judge his/ her own physical and mental "fitness" when considering whether to work or not. Controllers should therefore have a set of rules specifying a number of crite1ia when a controller should not work a shift. These rules shall ensure safety, and should therefor e be laid down so as to reduce the pressure some controllers feel, whether thi s is due to loyalty to their col leagues or in order to ensure regular operations at the unit concerned. .

HSL considers that the tower cab 1s insufficient for the provision of air traffic control service because there are a number of disturbing factors in the control room.

The tower was originally designed for one controller and one assistant. A full crew today consists of 3 controllers and 1 assistant and possibly 2 trainees. Lack of relief crew makes it necessary to eat in the control room. All these factors can affect flight safety. On the flight deck the term "ste rile cockpit " has been introduced to avoid unn ece ssa ry di sturb ances during periods of heavy workload. Introduction of

THE CONTROLLER/JUNE 1995

1995

a similar concept by provision of air traffic services should be considered.

RECOMMENDAT IONS CAA should intensify the effort to increase staffing permanently at Troms0 TWR/APP. CAA should take action to reduce the use of overtime among controllers.

CAA should improv e the physical working conditions for the personnel at Troms0 TWR/APP. CAA should consider to establish a concept for control rooms in the air traffic serv ices similar to the term "sterile" used during aircraft operations.

CAA should establish rules for controllers to enable them to assess their own physical and mental health prior to the provision of air traffic control service.

COMMENTFROM THE IFATCA EXECUTIVEVICE PRESIDENT P ROFESSIONAL,BERT RUITENBERG There are several aspects from this article that I would like to highlight: 1. The whole incident is almost a perfect textbook illustration to illustrate the Reason model of accident causation that was explained in the 1993 IFATCA Conference Profe ssional Pane l. Th e chain-of -events leading to the almost fatal breakdown of the system can easily be analysed. There is a significant amount of latent failures that create the opportunity for one or two active failures (read back/hear back e1TOr)to make the incident happen.

2 Furthermore , the importan ce of th e contents of related IFATCA Professional Policies is emphasised. In particular, the Policies on Duty Rosters, Work and Rest Schem e, Extra Duty (overtime work), Str ess, Fatigue and Workino0 Environments are relevant.

3. Last but not least the Norwegian HSL is to congratulated with the contents of the Reco mmendati ons that are aimed at solving the problems in a structural way rather than at fighting the symptoms bv taking disciplinary action against th; ATCO (or pilot).

It is fortunate that this incident was just that, and did not become an accident. As a result of the fact that the incident's cause was investigated, measures can be taken to impro ve safe ty at Trom s0. Had this investigation not been conducted, or its findings covered up, no-one would have learned anything from the incident and a similar one could have occurred at some time in the future. possibly involving other ATCO s and pi lots - and that one might have been more than an incident1 +

21 - 24 Americas Regional Meeting,

Montevideo, Uruguay.

Contact- ATCAU Phone +598 2 77 02 99 Fax +598 2 77 02 99 29 - 30 ATC Asia Pacific 95, Hong Kong

Conventionand ExhibitionCentre Contact - MillerFreeman Exhibitions Phone +44 181 302 8585 Fax +44 181 302 7205

1996

FEBRUARY 1- 4 IFATCAExecutiveBoard Meeting Contact - ExecutiveSecretary, Edge Green.

Phone +44 162823699 Fax +44 1628 781941 27 -29 ATC Exhibition & Conference Maastricht,The Netherlands Contact- DonnaBushell, Miller Freeman Exhibitions Phone +44 181302 8585 Fax +44 181 302 7205

MARCH 25 - 29 IFATCA35th Annual Conference,

Cairo, Egypt CANCELLED- VENUE CHANGE APRIL 12 -13 IFATCAExecutive Board

Meeting, Tunis, Tunisia Contact - Executive Secretary, Edge Green.

Phone +44 1628 23699 Fax +44 1628 781941 15 - 19 IFATCA 35th Annual Conference Tunis, Tunisia VENUE CONFIRMED , Contact - Chairman IFATCA95, Phone +216755 OOO Fax +216 782 106 20 IFATCA Executive Board Meeting, Tunis, Tunisia Contact - Executive Secretary, Edge Green.

Phone +44 I628 23699 Fax +44 1628 781941

OCTOBER 8 - 11 European Regional Meeting Vienna, Austria Contact - Organising Committee Phone +43 l 7979820 I2 Fax +43 I 79798 2006

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AirbusTraining Airbus had diff icul ties rec ru itin g th e co rr ec t pilo ts fo r it s A320/330/340 series . They appro ached a spec ialise d firm in psychological recruitmen t and this fir m produc ed the following criteria ; To be an exce llent Airbu s pil ot, the cand idate mu st possess the following qualities :

*To be able to complete

"Super Ma rio 3" ga me in less than 1

hour. *T o be able to type at least 80 words a minut e.

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AWARD OF THE YEAR : THE BEST PAX-PACKED AIRCRAFf OF 1995 Nomin ees were (as usual) JAPAN AIR LIN ES with 370 in a DC-10 and ALL NIPPON AIRWAYS with 569 in a B747. But the award went to the Germ an charter LTU with a record of 390 seats on a Airbus 330. The Airbus press release (03/9 3) qu ote from Mr Driesse n, Managing Director of LTU of having said: "Th e A3 30 will enabl e us to offe r our touri st passe nger s enhanced co mfort, as well as providin g us with ...a real new 'wo rk -horse'. " I do not kno w if the touri sts will appr ec iate flying on a horse with 400 others but that remind s me of an old j oke: W hat is a C ame l ? It is a H o r se d es ig ne d b y manage ment. ..

*N ot to posses s a driving licence ..

OUR EDITOR GOES MYSTICAL The Airbus directors looke d at th e res ult and sai d : "W e can understand the first two but why shou ld the pilots not have their driving licence ?"

"Well," replied the consulta nt, " the pilots w ho alrea dy have thei r drivin o licence may already have too mu ch analog ue experience, ~d cockpit training will be nega tively influ enced by this ..."

HOW TO BUILD AN AIRPO RT IN TH E l 990's After having made j okes about the Frankfurt thi_rd termina l in the last iss ue of Th e Contro ll er ( See C har li e 1/95 ,) o ne American friend explained to me that they did it even better in the States. T he new ly built DE NVER INTERNA TIO NA L Airport cost 5 Billion US $ - only slightl_y more than twice the orioinal estima te and with only 87 gates mstead of the planned I B ut what is mos t ann oy in g is that the orig in al full y automatic revol utionary baggage system that should have made Denver the envy of the world , FAIL ED in a miserab le way ...

Not only did it fail to bring the suitc ases to the correc t aircraf t, but it "ate" the m in the proc ess . Be aut ifu l Samso nites were turned into small pieces of plast ic, more suitable for insulation material than to pack clothe s. Good old manual work ers had to be hired to sort out the mess ... but the old system of cart s and tugs did not pass thro ugh the small und ergro und tunn e ls ..

Results: huge delays ... Ah ..if it was in Europe , I am sure some of this would be blamed on air traffic co ntrol. ..

Taking a break durin g the IFATCA Conf erence in Jerusalem, our infa mous Edit or, Terry, dec ided to see k a bit of cultur e.

After all one is not in the Holy Land every day. But as the Bibl e is prese nt eve ryw here in Jerusa lem it was ve ry diffi cult to choose where to go. Terry finally decided wisely to stud y one of the Chri stian miracles: He elected to go to the Conference hot el restaurant and order one St Peter Fish from the Lake of Galilee, yes, exac tly the same sort as Jesus multipli ed 2000 yea rs ago ..

We ll done Terry. (see Phot o) (Edit ors note: the other 4999 people did not turn up but I did my best to finish it!)

10.

HOW TO STRIKE IN THE USA WHEN YOU ARE A BIG AIRLINE ; A rece nt cabin staff strike of A mer ica n A irlin es produced an interesting story: AAL has 680 aircraft and has produc ed a very comp lex syste m to optimise the utilisa tion of their fleet. Th at is that at any one time at leas t 100 aircraft must be in the air . T his is to max imi se parki n g s p ace, h anga r uti li sa ti o n a nd maintena nce schedules. For this reaso n, although the cabin staff were on strike and they cou ld not carry a single passe nge r, AAL had to continue operat ing its sched ule with em pty aircraft all the time, to enable the system to keep going ... 1 The guy that invented this system had pro bably neve r hea rd of industrial action.

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THE CONT ROLLER /JUNE 1995

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EUROCONTROLGLOSSARY S ,neeW" &orroweclh,mf 0 ,,., f/,.e "Ju//e+ fr.ain'fot7-d,~teczm, 01,,/,r frofds ha.ve soared!!

A new reg ula r feature in Charlies Column will be educative: It will explain in simple term s (i.e. for the simple controller) some of the most used "new" catch words being used commonly in Eurocontrol documentation and meetings; This month the definition of TOP DOWN and BOTTOM UP APPROACH. Contrary to what the average Tower controller might initially think, no these are not exotic flying techniques to get lined up wit h the runway . They both refer to new management techniques.

TOP DOWN APPROACH: We in Top Management have decided you wi ll do as you are told and you below will solve amongst yourselves all the mess it will create ..

BOTTOM UP APPROACH: You , the Worker s, will identify th e problems , find solutions yourselves and present it on a plate to management who will rubber stamp them and take credit for them.

Next time , definition of Strat egic and Tactical.

FINALLYWHATWAS HEARD ON THE FREQUENCYTHIS MONTH: Controller: British 2345 climb to Flight Level370 Pilot: Sorry, we are only a Fokker 28, we'll die up there ....

Controller:OK, Sir, but someone in your Airline has filed a Flight Plan for you requesting 370 Pilot: Typical of them !!...

LETTERSTo THE EDITORARE ENCOURAGED AND APPRECIATED ~ -------------------------------------------------------------TH E CO NTROLLER , JOUR NA L OF AIR is published quarterly by the InternationalFederationof Air Traffic Controllers'Associations (IFATCA).

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... page -t Lener ro The Ediror

flights transiting the Gander Oceanic control area into the Moncton and Montreal control areas were informed of the problem and instructed to maintain their guard with Gander Radio on HF frequencies. These flig hts then received th eir dome stic clearances, altitude clearances, and other control instructions via relay through Gander Radio.

Tremendou s coordination and professionalismwere shown by the staff of the GanderIFSS and the Moncton, Montreal, and Gander Area Control Centres that day. umerous clearances, position reports and instructionswere relayed between these units via telephone and the AFTN (Aeronautical Fixed TelecommunicationsNetwork).

It is very unfortunate that the role of Gander IFSS in this incident has gone unnoticed. Sadly, the role of Gander Radio also seems to go unnoticed in the planning of future air-ground communications over the North Atlantic as Canada focu ses on increas ing sate llite serv ice s while decreasing HF services. While satellite communication will be the communication link of the future , the failure of ANIK2 demonstrated we are not yet prepared for the future. SATCOM remains an expensive and fallible means of communication.

At a time when traffic over the North Atlantic continues to increase, one can only wonder why Transport Canada would want to decrease the services of Gander IFSS without the introduction of another reliable and systematic means of communication.

Proposals have already been made to reduce Gander Radio's guard on ICAO frequency Family A from 24 hours to 16 hour s per day. In 1993, Gander Radio ceased its 24hour guard on frequenc y Famil y D and substituted a 16-hour guard on frequency Family F. A trial period of suspension of the Intercept Principle on the North Atlantic was conduct ed in October 1994 after a unilateral proposal by Canada at the NAT SPG (Nort h Atlant ic System s Plannin g Group) meeting in June 1994.

Communication is vital on the North Atlantic since radar control is unavailable.

We hope all users and participants in the North Atlantic Track Flow will encourage the Canadian government to maintain rather than decrease the level of service provided

by Ga nder IFSS. As was so poi nt edl y demonstrated on Januar y 20th. 1994. HF voice communication is a vital part of the air navigation services provided over the North Atlantic. It should not be sacrificed to a future that has not yet arrived. +

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members - the industrious and dedicated Janet Brown of Canada, Monica Gwendi of Zimbabwe and Brian Stua11of the UK, my job would certainly have been more difficult. My sincere thanks to them and Neil Vidler , the Deputy President. His guidance goes a long way towards the successful completion of the Committee's Agenda.

Finally, I would like to extend my thanks to the MAs' representatives who were present at this years Conference.

See you next year in Tunisia +

... page 21 Closing Plenan

The heart of the conference , the Secretariat, operated as usual under heavy pressure. However no casualties have been reported. The EB wishes to record its deep appreciation of the work done by everyone involved. Often work did not finish before 2-3 o'clock in the morning , and often, unfortunately , we saw the Secretariat not being able to join us at our evening dinner tables. This is an unsatisfactory situation and the EB will consider a solution to this problem.

To

CO NCLU DE:

I belie ve we have witnessed a highly succe ssful conference from the Opening Ceremony on Monday morning to Friday afte rnoon. IFATCA and the air traffic controller community can be proud of IFATCA 95.

In my opening speech on Monday I mentioned your obligation to participate in our deliberations , and I mentioned the expec tation s I had to the organisations around IFATCA 95.

Ladies and Gentlemen, you have fulfilled my wishes. For this I thank you all. +

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Bert Ruitenberg, who gave the IFATCA audience an opportunity to preview (o r prehear) his presentation for th e 8th International Symposium on Aviation Psychology, that would be held in Columbus, Ohio (USA) , one month after the IFATCA Conference. His presentation, titled "Crew Resource Management in ATC - is it feasible?", will be reproduced in the next issue of The Controller. + page 27 Si.\'lh AMA Regim111/Mee1i11g

Visas If you live in a country where it is difficult to get a visa for Uruguay, you must send, before October I 0th , a list of delegates including details such as passport and flight numbers and date of arriva l.

Arrangements have been made in order to get your visas on arrival.

Information on Airlines The following airlines operate in Montevideo: PLUNA , AEROLINEAS ARGENTINAS , YARIG, LAN CHILE , LADECO , LLOYD, AEREO BOLIVIANO , IBERIA , AIR FRANCE KLM, UNITED AIRLINES. Most of th~ regional and int ernationa l airlines fly regularly to Buenos Aires (Argentina).

There is a shuttle service between Montevideo and Buenos Aires cal led Puente Aereo served by PLUNA and AEROLINEAS ARGENTINAS. It is a 45 minutes flight and there is a flight almo st every hour. There are also exce ll ent cheap bus and boat services between th~ two cities.

For further information contact ACT AU details in Agenda on page 28. +

To Advertise in

THE .,._,J11ge/9 Pmfe1.1io11a/Panel /995

stud y on ATCO job sa ti sfact ion. She identified that this satisfaction consists of two elements: job content (i.e. controlling air traffic) and job context (i.e. money , statu s, perqui site s, etc) and that if the content is insufficient, compensation has to come from the context.

The conclusion s from this Swiss project support what is stated on motivation and j ob satisfaction in !CAO Human Factor s Digest 8. and the principles of human centred automat ion as described in Digest II.

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