IFATCA The Controller - 3rd Quarter 1995

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JOURNAL OFAIRTRAFFIC CONTROL

Volum e 34 N° 3

United Kingdom , September 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/M iddle 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 Executive Vice-President Professional Chris Stock Executive Vice-President Technical Edge Green Executive Secretary Terry Crowhurst Editor EDITOR

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

Tel. +44 (0) l 293 784040 Fax +44 (0) 1293 771944 CompuServe:Terry Crowhurst, l 00743,3372 Internet: I00743.3372 @compuserve.com Copy

TYPING

Dona Crowhurst A DVERTISING AND SALES OF FICE

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

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

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

Tel +44 (0) 1270 528363 Fax +44 (0) 1270 528478 CONTRIBUT ING EDITOR

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

Tel +4 1 (0) 22366 2684 Fax +4 1 (0) 22366 4305 P RINTING

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

RH I0 2SY. United Kingdom.

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

IN THIS ISSUE FOREWORD The Executive Bert Ruitenberg

3 Vice President

GLOBAL N AVCOM A Report by the Executi PARIS AIR SHOW Philippe Domagala CREW REsoucE Bert Ruitenberg IFALPA IFATCA

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5 ve Vice President

Techn i c al

6 Reports

MANAGEME NT Delivers a Speech

MEETS ISPACG Attends as Observer

REGIONAL EVENTS AFM & AMA Event

9 in Columbu

s, Ohio

14 - Chri s Stock

Re ports

15 News

SUPERSONIC FLIGHT MORE FROM PARIS

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MAKING THE REVOLUTIO N HA PPEN Anthony Smoker Add r e ss es A T CA i n Brussels

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IFATCA

95 REGISTRATIO N FO RM

THE OPENI NG OF HARE N Patrick Schelling Report s from

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B russels

ATC PROBLEMS

IN AFRI CA Al b ert Tay l or Con s ide rs P rob le ms in the AFM

28 Reg i on

Advertisers in thi s iss ue Alenia, Briti sh Airw ays. Mack-B rooks , 0 mn ilife. Sc hmid T elec om.

Thom son - CSF , Tuni sair.

Photo graphs T. Crowhur st, P. Domoga la. A.Tay lor. P. Sc helling Co ver A control facility with a difference. The entrance to the new Eurocontrol building in Haren, Brussels. See story on page 26.

Charlie Cart oon Ken Tu lly Proo f Read ers Lucy Leves on , Harry Co le ISSUES A PPEAR E ND OF MARCH, J UNE, SE PTEMBER, DE CEMBER. CO NTRIBUTORS A RE E XPRESSING THEIR PERSONAL P OINTS OF VIE W AND OP INIONS, W HICH M AY N OT NE CESSARILY CO INCIDE WI TH TH OSE OF THE INTERNATIONAL FEDER ATION OF AI R T RAFFIC CONT ROLLERS ' ASS OCIA T IONS , IFATCA. IFATCA D OES NOT ASSU ME RESP ONSIBILITY FO R S TATEMENTS M ADE AND OPIN IONS E XPRESSED, IT ACCEPTS RESPONSIBILITY FO R P UBLISHING THESE CONTR IBUTIONS. C ONTRIBUTIONS ARE WEL COME AS ARE COM MENTS AND C RITICISM. No PAYMENT CAN BE M ADE F OR M ANUSCRIPTS SUBMITIED FOR PUBLICATION IN THE C ONTROLLER. THE EDITOR R ESERVES THE RI GHT TO M AKE ANY EDITORIAL CH ANGES IN M ANUSCRIPTS, WHICH HE B ELIEVES WILL IMPROVE T HE M ATE RIAL WITHOUT ALTER ING T HE INTENDED ME ANING. W AIDE N PERMISSION BY THE EDITOR IS NE CESSARY FOR REPRINTING AN Y PART OF TH IS J OURNAL.

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CORPORATE MEMBERS OF IFATCA

ADACEL PTY LTD. Canberra, Australia AIR TRAFFICAND NAVIGATIONAL SERVICES Co.Ltd.

Johannesburg,Republicof SouthAfrica

IAI - MLMDMSION Beer Yaakov,Israel IBM (UK;) Feltham,UK

ALEXANDERHOWDEN AVIATION London, UK

JEPPESEN& Co. GmbH Frankfurtam Main, Germany JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD,USA MARCONIRADARSYSTEMSLtd. Chelmsford,UK MILLERFREEMANEXHIBITIONS Sidcup,UK NETWORKSYSTEMSGmbH Frankfurtam Main,Germany

ARINC INCORPORATED Annapolis, MA, USA

NORCONTROLSURVEILLANCESYSTEMA.S. ChippingSodbury,UK

ATS AEROSPACE St. Bruno, Canada

NORTELDASA Friedrichshafen,Germany OMNILIFEOVERSEASINSURANCECo. Ltd. London.UK RAYTHEONCo. Marlborough,MA, USA REFLECTONE Farnborough,UK SCHMIDTELECOMMUNICATION Zurich,Switzerland SEL-STANDARDELECTRIK Stuttgart,Germany SERCO-IAL Bath, UK SIEMENSPLESSEYSYSTEMS Chessington,UK

AIRWAYS CONSULTING SERVICES Wellington, New Zealand ALAN DAVIS & ASSOCIATES Hudson (Quebec), Canada ALENIA Rome, Italy

BURANNC Rome, Italy CAE ELECTRONICSLtd. Saint-Laurant,Canada CESELSA Madrid, Spain CELSIUSTECHSYSTEMS Jarfiilla,Sweden COMPUTERCOMMUNICATIONSSOFrWARE GmbH Rodedermark-Waldacker,Germany COMPUTER RESOURCES INTERNATIONALA/S Birkerod, Denmark CRIMPA/S Allero, Denmark DENRO Gaithersburg, MD, USA DAIMLER - BENZ AEROSPACE AG Ulm/Donau,Germany DICTAPHONECORPORATION Stratford, CT, USA DNERSIFIED INT'L SCIENCES CORP. Lanham, MD, USA ELECTRONIC SPACE SYSTEMS CORP. Concorde, MA, USA GAREXAS Oslo, Norway HUGHES AIRCRAFT COMPANY Richmond B.C., Canada HUGHES ATC SIMULATIONTRAINING Crawley, UK

SOCIETED'ETUDESET D'ENTREPRISESELECTRIQUES Malakoff,France SOFREAVIA Paris,France SONYCORPORATION Tokyo,Japan SWEDAVIAAB Norrkoping,Sweden TAMSCO Calverton,USA TELUBAB Solna,Sweden THOMSON-CSF,DivisionSDC Meudon-La-Foret,France UNISYSDEUTSCHLAND GmbH Sulzbach,Germany VITROCISETS.p.A. Rome,Italy

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.!Hl.Green O.B.E., Kimbers Edge, Kimbers Lane, Braywick, Maidenhead, SL6 2QP, United Kingdom.

Tel: +44 (0) :0.62823 699 Fax: +44 (0) 1628 781 941 -----

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FOREWORD_________________

0 Bert Ruitenberg Executive Vice President Professional xactly two years ago I wrote the Foreword for issue 3/93 of this magazine. My topic then was the growing realisation that the human being is the central element in the av iation industry , a realisation that I said was growing across the industry as a whole.

Looking at whe re we are in 1995 with that reali sation , I think we have come quite a long way. The ICAO Flight Safety and Human Factors Programme has comp leted its first round of Regional Semirnu-s, and is about to publish the twelfth in a series of Human Factors Digests , all aimed to increase the awareness across the industry of the importance of Human Factors.

We've seen the endorsement by various disciplines from the industry of Dr. Charles Billing s' (NASA) " Principl es of Hum an Cent ered Automation". In these Principle s he rough ly says that automation is there to help the operator , not the other way around a statement frequent ly voiced by IFATCA in the past' Also , since I O November 1994, there is a requirement in ICAO Annex I for applicants for ATCOs' license s to have "know ledoe of 0 human performance and lim itations" , i.e . Human Factors. So , indeed , the reali sation see ms to be grow ing alright.

But is a groll'ing realisation the aim , or just the means to a higher aim? I submit that it is the latter: a means to putting sound theory into practice. If we all agree that the aviat ion indu stry so far was technology driven for the wrong rea so ns, we must not be content with analysing the sad proof of it (i.e. av iation accidents) and und erstanding why it happ ened , but we mu st be prep are d to apply different solutions that are better in the light of our current thinkin g . And that is where the indu stry so metim es still goes wrong .

Admittedly , the indu stry sometimes see ms to be getting it right, too. I can think of at lea st two co untri es where the ATC providers hav_ea "cor porat e phi losophy " which states that their personnel are th e ir mo st va luabl e resource. As another example. I'd lik e to mention the introducti o n and deve lopment of the A u stra lian T AAA TS project (nationwide upgradi ng of the A TS sys tem and equipme nt), where operational ATCO s were invo lved from a very early stage. Those examples may not be of ultimat ely pe1fect cases. but at leas t peop le are trying to impro ve ove r ex isting practic es .

Yet , looki ng on a so mewhat wider sca le. I'm tempt ed to say that part of the indu stry is on ly paying lip- se rvi ce to the grow ing rea lisat ion etce tera, w hil e continuing to put economical considerat ions before everyth ing e lse. In particu lar I'm referrin g to IATA here.

Iro nica lly. it was an lATA Technic a l Co nfe ren ce (I stanbu l.

1975) w here for th e first tim e att e nti o n was drawn to Human

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Factors in aviation. And admittedly again , IA T A ha s done invaluable work w ith their members (a irline s) to get Crew Resource Management courses implemented and integrated in pilot-training, and are now worki ng to involve the rest of the crew and so m e of the airline ground -staff as we ll. But there 's life outside airlines too!

IAT A is a strong dri ving force behind the implementation of CNS/ATM-systems which is taking place in the Pacific area. This drive is economical: the potential for savings in operatino -costs for the airlines is usuall y expressed in billions of dollar:. Se veral airlines have made large investments in equipping their fleet with FANS-I packages , enabling satellite based communica tion n~vigation and surveillance. I can only assume that the y ga ve thei ~ flight-crews additional training to use these new gadgets. What it boils down to is that the airlines feel they 'v e done their part. and t~e~ want to start using the new systems (i.e. to start reaping those b1lhon-dollar savings) immediately.

Their desire is so strong that they, in a legitimate way, attempt to _push the service-providers on the ground into accepting and usmg the new technolog y too.

And this is where I blame them. If it is accepted that the human being is the centra l element in the aviation industry. then every human operator in the system is entitled to the same amount of consideration when transiting from one level of technol ogy to the ne xt (or even a le vel several shades beyond). Since pilots of FANSI equipped aircraft were trained to operate in a hi 0oh -tech . environment already , th e adding of Controller/Pilot Datalink Communication (CPDLC), GPS na vigat ion , and Automatic Dependent Surveillance (ADS) doesn't constitute a major change.

Of the se three , my guess is that the CPDLC is the biooe st chancre 0 ter ms of workload for pilot s. For A TCOs howe ver. wo rking w_1 th CPDLC instead of HF (thro ugh a radio -operator) . or handling fli ghts on flextracks with the po ss ibili ty of dynamic rerou ting s added, and having the traffic displayed on an ADS screen (which is NOT a radar) instead of by means of Flight Progre ss Strips is a change that is probably unequ alled in av iation history .

The training and licensing (for which ICAO still has to invent a new rating or two , by the way) of ATCOs who can prov ide the le ve l of se rvice that airlines ex pect if not take for granted. will take tim e. TATA wo uld show a deep under standing of the whole aviation industr y if the y were to al low for an invest ment in time . thu s inve sting in what makes the quality of the system : the human operator.

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To Advertise in

THE CONTROLLER

Contact: THE ADVERTISING M ANAGER

Ron Mahendran See Page 1 For Sales Office Details 3

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Editorial 0 Terry Crowhurst - Editor Associations. You will also find on pages 21 and 22 of thi s his edition of The Controller sees the first contributions edition a copy of the conference registration and accommodation from two of our new ly appointed regional sub editors , booking form. Please make your bookings as soon as you know namely Albert Taylor and Philippe Doma ga la . Their your requirements. It greatly assists the organisers of conference contributions are mo st welcome and we look forward to contributions from the other region s. For those who may have to have this information as soon as possible. missed the last edition of our journal , I repeat the names and contact facilities for our represe ntatives below. If you know of a THE CONTROLLER- REGIONAL good ATC related stor y or eve nt please inform your regional representative and let them know the details - even better, write SUB EDITORS the story for them!

The Controller is pleased to welcome the addition of two proof AFRICA MIDDLE EAST readers. Following my plea in the last edition, Lucy Leveson and Mr Albert Aidoo Taylor Telephone: +233 21 773283 Harry Cole both volunteered to assis t in this task. My grateful P.O. Box 9181 Fax: +233 21 773293 thanks are extended to them both .

Kotoka International Airport Another first for the magazine is our j oining of the Internet via Accra the CompuServe link. Our contact number is listed on page l.

GHANA Please avail yourself of the service if you have a contribution to make to your journa l. and As briefly reported in the last edition of The Controller (2/95), the Executive Board is pleased to announce that Tunis has been Mr Khaled Kooli Telephone: +216 1755 OOO confirmed as the ve nu e for next yea rs' ( 1996) IFATCA Aeroport Int. de Tunis-Carthage Fax: +216 I 782 106 Conference. The Executive Secretary and myself carried out a CNA-2035 preliminary visit to the venue and we were able to report to the TUNISIA Board that the venue is satisfacto ry and the Tunisian Air Traffic Controllers Association (ATTCA) are working hard to meet all ASIA PACIFIC the many requirements of confere nce. We were most encouraged Mr John Wagstaff Telephone: +852 255 10081 with the progress to date especia lly considering the limited time ATMD, CAD Fax: +852 2362810 I that has been made availab le to the ATICA to arrange the event.

Hong Kong International Airport The conference venue will be the Palais Des Congres in Tunis. Kowloon The conference centre is located opposite the chosen conference Hong Kong hotel, the Abo u Nawas. The Abo u Nawas is a five star hotel within whic h severa l of the conference soc ial act ivities and AMERICAS routine meals will be held. Other hotels of differing grades are all Liliana Rodriguez and Telephone: +598 2770299 within easy wa lkin g distance of the Abo u Nawas and the Rosanna Baru (ATCAUJ confere nce centr e. Apart from the usual soc ial event s durin g Cipriano Payan 2988 Fax: +59 8 2770299 conference, ATICA is also arranging a post conference tour on Ap. 502, Pocitos the Saturday and Sunda y 20th-2 l st April. The post-conference Montevideo tour will be an optiona l extra. Tunisair has already agreed a 50% URUGUAY discount on the lowest applicable fares and a 50% rebate on full busines s class tickets to delegates and accompa nying persons EUROPE travelling on their network to Tunis . GB Airways ( a subsidiary Mr Philippe Domagala Telephone of Briti sh Airways) is also offeri ng di scounted flights from & Fax +3 1 44 93 3564 Merelstraat 5 London to Tunis. More details of confere nce arrangements and NL - 6 176 EZ Spaubeek flight disco unt s wi ll be appearing in the next editi on of The THE NETHERLANDS Controller and the IFATCA Circular. ATTCA will also shortly be + se nding detailed informati o n of the event to al l Member

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IFATCA ACTIVITIES

NAVCOM

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MONTREAL

0 Chri s Stock , Executive Vice President Technical lobal Navcom 95 was the first in the series of symposia organised by IAT A in consultation with ICAO and supported by many aviation bodie s including IFATCA . This year's symposium was held in Montreal on 23 - 26 May 1995.

The main objectives of Global Navcom are to highlight FANS implementation progre ss to the aviation world, to monitor FANS globally , to stimulate implement ation , and to seek consensus on the way forward. The scope of these aims and the wide support for them ensures that Global Navcom is one of the most important events in the aviation calendar.

Looking at the contents of the symposium, the general theme continued on the lines of early implementation of CNS/ATM sys te ms to afford early financial benefit to the airlines. Th e figures for cos t saving seem to increase each year and offer ma ss ive return s to the a ir tran sport indu st ry . It is a very powerful argument. Also , it has become a feature of these sympo sia that new initiative s are announced to maintain the impetu s of implem entation - the majority of which are indu stry led. Thi s year the initiatives were Free Flight, ATM and the formation of the FANS Stakehold ers Group (FSG), Fre e Flight created some controver sy an d opposit ion . Th e I AT A T ec hni ca l Director acknowledged that Free Flight in its pur es t form, an unre stri c ted flight profile , is a di s tant and po ss ibly unachie va ble tar ge t, how ever they are co mmitt e d to th e concept. They are support ed by th e FAA and to a lesse r exte nt, Eurocontrol. IFATC A's position recogn ises that Free Fli ght remains the ultimate goal of CNS/ ATM but gett ing to that point req uir es many obstacles to be surmounted which will take many yea rs to ac hiev e - if at all. A s a re s ult of th e ISP ACG " succ ess" in pu shin g forward w ith reg iona l appli cat io n of stand ard s, IATA believe s th at th e way a hea d is through ATM so that standards ca n be de ve loped on a region a l rather than a globa l basis. Thi s deve lopment shou ld be considered by us in some depth beca use it has ramification s for the deve lopm ent of globa l standard s. The third initiat ive is the format ion o f the FANS Sta ke hold ers Gro up whic h co nsists of lead ing av iation and service organisations. the object ive of w hi c h is to ass is t gove rnm e nt s. A T S

dissu as ion behind closed door s so that individual s could air their problem s and express their concerns. The meeting was co-chaired by Dr Kota.ite and Mr Jeanniot.

IF ATCA raised the subject of awareness of the training needs for controllers w hic h wa s accep ted as an important element in the pro gress towards the implement at ion of CNS/ A TM. In this session lasting 90 minute s, the follo w in g issue s were identified:

provider s and air lin es in implementin g FANS CNS/ATM worldwide . ATAG is a member of the FSG which mean s that IF ATCA has an involvement.

The opening speeche s were very much on the lines of recen t deve lopm ents and a public e ndor se ment for tho se bodie s sho wing commitment to implementation.

IATA acknowledged that progre ss cou ld not be made unl ess the co ntroller s and pilots were kept in th e inform ation and action loop s. Ind eed, on at leas t four occas ions, IFATC A was mention ed by nam e in this co ntext, the most significant of w hich was in Pi e rr e J ean ni o t ' s welcom ing addre ss and by Kar sten Th eil of NATSPG. A ir ways Corp of New Zea land we re m uch to th e fore in the opening day pr ese ntat ions - Kat hy Roil (A uckl and ACC Man age r) exto llin g the v irtu es of th e ir new ly in s t a ll ed CAE eq uipm ent w hich w ill di spla y ADS and pilot repo rted po siti ons . A lso, th e time fac tor from orderin g to installation - 14 month s - was highlighted as an exa mple of a go-ahead. progressiv e, prov ider who can me et th e airlin e req uir e ment s of ear ly imp le me nt at ion. Th ere we re concerns ex pr esse d a bout th e va li dation and verificat ion of equipm ent and pro ced ures wit hin thi s s hort timefr ame . The other co ncern , which also aro se during other pre se nt at ions , was that beca u se th e co nt ro ller was pre se nted w ith a spatial display of position repor ts (in add ition to fli ght strip s) hi s j ob was made "eas ier' therefo re by impli cat ion , capac ity ga ins could be made with no change to existing separ ati on standard s or appro ve d ADS proced ures On th e fir s t eve nin g , IFAT CA was inv ited to part icipa te in a S pe c ia l Executiv es Sess ion. Th i~ was a high leve l

THE CONTROLLER/ SEPTE MBER 1995

• A wa.reness of training need s • Sovereignty issues • Political will • Comm on certification and validation • Regional implementation • Inter - regional coordination • Need for national direction from the top down • Technical assistance • Transition path in term s of transition reasonable timeframes and compatibili ty • Standards development • Issue of clarifying roles • Commitment by states to working with airlines and international organisations (stakeholde rs) The format of the symposium was div ided int o concurrent working sessions so it wa s not pos sibl e to hear a.II papers.

Howe ver, this did not present too many problem s because so me paper s were of little operat ional ATC interest alth oug h important in a FANS co nt ext. Th e FAA paper was intere st in g and reflected the commitment to Free Flight, alb e it in a much more restr icted fashion than some of the more enthusiastic proponents would wish. Part of the separation red uctions that they a.re propo sing a.re totall y reliant on the use of ADS , GNSS and TCAS. Col leen Stoner (Eurocontro l) prese nted a paper on the changing role of the controller "Co ntrollers as Air Traff ic Managers '· which was received quietl y without too much comment ; which reflected on the audience consisting mainly of n on operational people. The paper covered the HF side of the problem and deserve s a wide r circu lati on. In all. over 30 papers were presented at this Global Navcom covering all aspect s of FANS implementation.

Another innovation that deserves a ..,...,. pag e 32

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i\RIS AIR SHOW 0 Philipp e DOMOGALA , European Regional Sub Editor very 2 yea r s the aviation wor ld meets in Pari s. Thi s year sa w the comeback, after man y yea rs of absen ce, of the Americans . In rec ent years the Ame ricans had left the front row to the Europeans (ma inly Airbu s, D assa ult and the Russians ) . On the milit ary side, the in flig ht presentatio ns of the Mig 29 and 3 1 and Dassault Rafa le have until now stolen the show; on the civil side , as the US had no new models to show th ey did not bother to come , leaving Airbu s, Fokker , Tupolev and Saab alone to sho w off their new aircraf t.

But this yea r the Americans came back in force. Witho ut any dou bt, the 2 stars of the show we re the B2 on the military side and the Boeing 777 on the civ il one. Both aircraft arr ived on Sunda y 11 June , the seco nd day of the show. The B2 stunn ed eve ryone . The geometry of the a ircraft appears to change dependi ng on the angle at which you look at it and it appears to defy logic . The B2 m ade a s m a ll a ir display before landing , and ca me to res t, barely 20 m from the pub l ic w hil st keeping its engines running. French polic e surrounded the aircraft to keep enthu siasts away wh ile a "hot " crew change took place . A few photographs, some sma ll talk with engines still runn ing, and off it we nt again, this time directly to Ho ll and to practice a bomb run on so m e tes t si te there , before returning to the USA . The

The A rri val uf the Bo e ing 777

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total visiting time took only an hour , but had left people talking about it for much mor e th an th at. .until the arrival of the Bo eing 777. Th e 777 fir st made a touch and go (to mark a speed record between Sea ttle and Paris) before coming to a rest in front of the Boein g Chalet where the staff were cheerfully di stributing some glasses of Champa gne to the visitors .

From afa r , th e 777 looks lik e a 767 .

Only when you come clo ser to it, do you rea lise the size . More like a 747 with 2 enor mous engines (the diameter of the fan is as big as the fuselage of a 757!). For the Tower Controllers a tip to identify it: like wi th mo st anim als to de termine exact ide ntit y you ha ve to look under the tail , where the 777 has a end piece like an MD 90 (fis h tai l like) and a stran ge looking APU on top. As soon as it land ed the

commercial wa r between Airbus and Boeing started . Ron Wood war d , Pre sident of Boeing Co ., launched the fir st attack with a series of controversi a l figure s aimed at de stabili sing Airbu s, which, of course prompted an immediate sarcastic counter attack by Adam Brown of Airbus (see boxe s below for detail s).

McDonnell Dougla s, also present at the show with their new aeroplane , the MD95 (but not yet built ) could only count the goals being sco red , the big game being played without them. The war of the giants is far from over . Some of th e arguments used in the battle were sometimes dubiou s. Before now , Boeing que stioned th e fl y -by-wir e logic of Airbus , but the B777 is a fly-by-wire aircraft as well, and Airbus que stion ed the acceptability of twin engines aircraft over oceans for 12 hour s or mor e of flight but is now marketing a version of the A3 30 doing ju st th a t. But a t le as t aircraft marketing is not going to be borin g in the coming years. All 3 major manu fac tur ers agree on one thin g (probably the only one): in the next 20 years the world civil air transport aircraft fleet is expected to double to 18,000 aircraft , l 5,000 of which will be new ones bou ght in that period - a deal worth approximately $1 ,000 billion .

Wide-bodied aircraft are expected to be 75% of the aircraft built , mainly beca use of airport and ATC " limitation s". Ahh ..... at leas t we are contributing to something!

Another fir st aircraft showed in Pari s was the Be luga as a r e plac e m e nt for Airbus Super Guppie s. Ba sed on an A300600 "c ha ssis" this incr edibl e aeroplane (see photo grap h ) will be able to ca rry twice the load, at twice the speed as th e Super Guppies. Five aircraft will be build and grad ually repl ace the Guppies.

(Current ly Airbu s transport s part s of the fuselage of all its models fro m its vari ous sites around Europ e with th e Guppie s).

There were also man y more new aircraf t shown for th e fir st tim e in P ari s in th e light and military category. too lo ng to de scribe here. but it mak es Le Bour ge t rea ll y THE pla ce t o b e t o h ow n ew technology toda y. .,_.,.. pa ge 8

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The B2 Bomber well guard ed while engine runnin g

The AJ00 -600 St '·Beluga "

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Airbus Jndustrie A330

The Boeing Declaration

The Airbus Response

Extracts from presentation "Delivering Value is the Key" by Ron Woodward, President Boeing Co, at Le Bourget 10 June 1995

Extracts from presentation "Setting the Standards"

by Adam Brown, VP Strategic Planning at Airbus, Le Bourget 11 June 1995

oeing offers an airp lane in every category from 100 to nearly n the Mid 1980s Airbus identified the need for a new aircraft in 600 seats while Airb us doe s not meet market req uir ements the 300 seat category. Boeing tried hard to di ss uade airlines for airplanes with less than 125 seats or more than 350 sea ts. On from ordering the A330 /340 on the gro und s that th ey did not training the Boe ing product line overall requires about 50 % less need an aircraft in this catego ry. Thi s does not sound mu ch lik e transition training tim e betwee n airp lane fami lies than the Airbu s " liste ning to the customer " . Th eir new 777 can carry its full loa d product line doe s.

1400 Km less than the A330, weight 17 tons more , requir es 17% In our new 777, the first class seat is a 57 inch double. Our mor e engine thru st and ha s a $ 17 million hi g her annual ca sh customers told us we should offe r this size of seat. We listened opera tin g cost for a fle et of I O aircraft. Bo e in g a lso mak e and responded. T hat 's what we ca ll "cu stomer-in". A irbu s has to extravaga nt claim s regardin g the 777 speed ca pabilit y. In fact in use 54 inch doub les on its A340 /330 becau se of com promi sed one of their brochur es they say that by Dece mber 1996 they w ill cross section . One reason for the A330/340's comfor t limit ation is fly Pari s to Auck land and arriv e 16 minut es ear li e r th an the that it has the same fuselage as the very first A300, which Airbus A340. But you will reca ll that an A340 did thi s 2 yea rs ago desig ned in the ear ly 1970 s as a short range airp lane. A irbu s has du ring th e 1993 Air Show here in Paris. So it will be mor e continued to use the same fuselage for all w ide-bodies since then, acc urate to say that the 777 will arrive 3 and half years later. ... On regard less of range requ irements . This includes the A3 I O as well the seats, it is odd that Boeing only show you the fir st class cab in as the A330 and 34 0. This is an example of "product-out" not which is used by only an handful of passe nge rs. What they do not "c ustomer-in ". Another clear advantage the 777 offe rs is speed . show you is the quintupl e centre seats in wh ich the maj or ity of On a long range mis sion the A340, compared to the 777 w ill need the eco nomy passenger s will have to sit, inc ludin g the infamo us up to 45 minutes more flying time. "double-exc use me" seat on the centre line. Th e A340 and 330 We hear a lot about A irbu s market sha re in 1994 but they say offe r popul ar do ubl e sea ts throughout. On trainin g. A irbu s nothing about I 994 w hen Boeing had a 71 % shar e . We average pioneered the conce pt of cross crew qualification (CCQ) already abo ut 60 % of the world market sha re and have re mained acce pted by JAA and FAA. All new Airbu s types from the 100 relatively co nsta nt over the years .. but we are not sat isfie d with seat A3 l 9 to th e 400 plu s sea ts of th e 33 0/340 w ill all ha ve 60 %. we intend to ca ptur e two thirds of the mark et. virtua lly identica l cockp its. + ------ - - --¡--------------------------------------

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THE CO NTROLLER /SE PTEMBER 1995

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IFATCA

PRESENTATION ______________

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A

PRESENTATION TO THE 8TH NTE NATIONAL YMPOSIUM ON SYCHOLOGY Columbus, Ohio, 24-27 April 1995

CREW RESOURCE MANAGEMENT IN ATC - IS IT FEASIBLE? 0 Bert Ruitenberg , Executive Vice President Professional

Introduction It may not be the most original of openings, but I want to begin by expressing my sincere thanks to Dr. Jensen and his staff for the honour of having been invited to present this paper at the Eighth International Symposium on Aviation Psychology.

Contrary to most of the participants here, I'm not a scientist nor a scholar. I 'm a specimen of a species that is the subject of some of your professional studies: Homo Sapiens A viatores Vigilantus - in other words, an Air Traffic Controller.

or the last three years it has been my privile ge to be a member of the Executive Board of the International Federation of Air Traffic Controllers ' Associations, representing over 40,000 Air Traf fic Controll ers from more than I 00 countries world-wide. I think it is fair to say th at my work as a Board me mber ha s afforded me the oppmtunity to gain a lot of knowledg e about Human Fac tor s in aviation, especially by participating in the work of the !CAO Flight Safety and Human Fac tors Stud y Group as th e IFATCA representative.

But gaining knowledge is one thing, to use it is something else. I'm plea sed to inform yo u that so far I think I 've succeeded reasonably well in sharing my know ledge with the memb ership of IFATCA. This was done by presentations at our Annual Conf erenc es and Reg ion al Me eting s (e ith er by me or by in vited speakers), and by writing articles in our quarterly magazine The Controller. For the selection of subjects for these presentations and articles I followed a relatively simple method: if I felt it applied to ATC, it was usable. Yet this isn't as simple as it looks' One thin g that immedi ately struck me when I entered the world of Human Factors is that so much of the available material is abo ut the airb orne part of the av iation system (pilots), whilst the ground based pai1 seems to get far less attention. This applies both for research and for training material.

The easy solution of course would be to replace the word "pilot" by the words "air

traffic controller " or "engineer" in all relevant publications , but sadly in most case s this doesn't work. So , se lectin g subjects that were applicable to ATC was only half the job: they also needed to be adjusted in a way that would reach air traffic controllers.

Just like pilots, air traffic controllers are practic ally orient ed people who , when prese nted with so methin g new in their work, immediately ask the quest ion: "In what way will this affect my normal way of wo rking ?" . And th e nex t question invariably is: "Do I wailt this change - is it worth it?". The thing that I feel made the pilot community accept the introduction of Human Factors in their daily work was the applic ation of CRM: Crew Reso ur ce Management. It would therefore be nice if CRM could play a sirnilai· role in ATC. It is undisputed that the introduction of CRM is an in va luable co ntributi on to aviation safety. Many examples of potential disasters that have been ave11edas a result of goo d CRM are ava ilable, as are sad examples of the exact opposite. Indeed. the acceptance of CRM has reached the point where ICA0 is proposing to make CRM training mand ato ry for eve ry air li ne operator in its member States. Parallel to that developm ent. there see ms to be a growing movement in the industry to try and app ly CRM in other areas such as maintenance and air traffic control. But will it be ju st as succ ess ful there as with aircrew'l In the next part of this presentation I hope

THE CONTROLLER/SEPTEMBER 1995

to explore the percei ved similaritie s and differenc es in job nature, j ob conten t and job execution between pilots and air traffic controllers. Aspects for considerati on will be: physical involvement , availabilit y of simulators, team composition and the role of the individual in the team. The purpo se of the presentation is to provide food for thought for the developers of CRM trainin g programmes for air traffic control

Similarities and Differences ATC is generally regarded as teamwor k, which is probably a correct observation , but is it the same type of team work as that of pilots in the cockpit of an airliner? Here are a few contrasts that I think important when considering this question: In the cockpit , the role of each crew member is strictly defined: Pilot Flying , Pilot Not Flying, and (in specific types of aircraft ) Flight Engineer. Each member normally stays in his or her role from the beginning of the flight until its comple tion.

Th e work for each cre w member is designed to compliment that of the other (s) .

Overall responsibility is clearly designated to the Captain of the flight.

Because the tasks of aircrew memb ers are stJictl y defined, it is possible for pilots who have never met befor e to fl y an aircraft successfu lly from A to B with good cooperation - that is. provided they belong to the same compan y . By adhering to company procedure s and using checklists they share the mental model required for the job.

Pilot s are phys icall y invo lved in their work . If a probl em occurs . they ha ve a stJ·ong personal interest to see the aircraft return safely to the ground.

In their normal work, pilots ideally should encounter no problems: the aircraft is airwor thy. sc hed ul ed departure and arrival times ai·e met. and the weather is fit for flying. In case one of these items turns ..,...,. page /0

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_______________ out to be less then ideal, the crew has a problem that they are expected to solve.

Since several of such problems have been anticipated to occur, pilots are trained to handle them and checklists are provided to assist in the solving of these problems.

In ATC it is common to find that the role of a team member is determined by the physical working position (workstation) where he or she sits. Activation of positions depends on the traffic situation: the more complex or busy it gets, the more positions become active. By activating more positions the workload is shared between the team members, who work to supplement one another. Each controller is responsible for all the traffic in his or her area. In the course of a working day a controller may work at different positions.

Although the formal overall responsibility may be designated to a Supervisor, team members work most of the time without over-the-shoulder supervision. Indeed, the Supervisor may be working a certain operational position during busy periods.

Within most ATC units such company procedures and checklists are nonexistent.

The controllers share a mental model of their job, adjusted to the specific situation of their unit, but there may be surprisingly large differences in the individual ways of working. In fact, trainees are often encouraged to develop their own style.

Knowing the style of one's colleagues is important to be able to closely cooperate with each other.

Controllers are more detached from the problems that may face them. They are hardly ever in any physical danger during their work.

The work of a controller almost exclusively exists of problem solving, in trying to accommodate the traffic safely, efficiently and in an orderly manner in the available airspace. This is less dramatic than it may sound, for it is exactly what they are used to. Controllers are trained to solve these problems themselves, without consulting checklists or colleagues. Yet there can be additional (non-routine) problems as well for controllers, such as aircraft with an emergency. breakdown of ATC equipment, communication failure, etc.

It is interesting to note that in traditional controller training it is taught that the crew of an emergency aircraft will inform ATC of their intentions or requirements, which ATC then will accommodate as well as possible. An aircraft with an emergency will get absolute priority over all other traffic. Requests from the crew concerning the handling of that flight will be granted as much as possible. This includes the allocation of non-standard flight paths.

IFATCA

flight levels, landing runways and even landing sites, if necessary.

Controllers also receive some elementary training in general types of aircraft emergencies and their consequences for ATC handling, but given the amount of different aircraft types that usually operate in their airspace, they have little or no detailed knowledge of specific consequences.

Pilots however have received extensive training on all aspects of their type of aircraft, and will generally know in detail what the consequences of any technical failure are. Yet they rarely communicate this information to A TC, possibly because in their training they are told that A TC is aware of their exact problems. And checklists aren't very helpful here either: admittedly, those of many airlines do have an item "Inform ATC" somewhere at the top of the list (i.e. shortly after the problem becomes known to the crew), but it doesn't always recur at the bottom of the list (i.e. after the crew has assessed, controlled and hopefully solved the problem). The potential for misunderstandings between crew and ATC is obvious. Notice that in the situation depicted above, where a crew finds itself in an emergency situation, CRM is supposed to come into play. The crew should manage the problem by making use of all available resources. If these resources are to include ATC, and I argue they should, it might be time to start training controllers to act as a resource!

As mentioned before, controllers traditionally are trained to accommodate the requests of the crew when handling aircraft in an emergency. This training focuses on instant decision making: apply the best solution immediately. But "best solution" is a subjective/qualitative judgement, that in hindsight may not always tum out to really have been the best. If controllers were trained to consult with the crew (in situations where this is possible, of course) the score might be better in that respect.

Training While on the subject of training, let's consider how pilots are usually taught CRM. Although some scenarios are designed for classroom instruction (role play), the majority of airlines seem to have adopted the Line Oriented Flight Training (LOFT) method. Dedicated simulator sessions are used to let crews experience real life problems that are known to occur during routine operations of the airline.

Contrary to traditional simulator training, the emphasis is on the non technical aspects of problem solving. Video equipment is used to facilitate debriefing of the crew.

LOFT has become an integral part of the ---------------------------

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PRESENTATION ______________

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airlines' periodical programmes.

recurrent

training

Simulators Key factor for LOFT programmes is of course the availability of a simulator. Many airlines own one or more simulators, others at least have access to simulators by leasing time from airlines of the first category.

There may be some differences in the instrumentation and its layout, but for example a MD l l simulator located in Asia can in principle be used to train crews from a South American airline, or vice versa.

In ATC, the availability of simulators is not as widespread. My guesstimate is that not even half of the world's ATC providers have access to a simulator, let alone own one. And the simulators that do exist, are usually very site specific, i.e. built to the requirements of one single A TC facility, which makes it unattractive for possible use by others. Again for example, the radar simulator for Amsterdam is of no use to controllers from Montreal, or vice versa.

This is one factor that could seriously impair CRM training for ATC on a global scale.

A second factor is the degree of simulator fidelity. Many of the existing ATC simulators physically do not resemble the operational environment of which the traffic situation is simulated. The designers will have taken care to imitate the equipment, and the software will be capable to generate the required amount of traffic, but the consoles in which the equipment is installed may differ widely from the real operations room or tower, and the very room in which the simulator is located usually also is quite different from the real thing. Most aircraft simulators however do look like a replica of a cockpit. The physical dimensions are the same, and the confinement of the crew is realistic. To put it another way: aircraft simulators are High Fidelity equipment, most ATC simulators are not. This makes it very hard for an ATC crew to accept the simulator exercise as fully realistic.

A third factor is the crew composition.

When an aircrew is in a simulator, the full cockpit crew takes part in the exercise, thus again adding to realism. In many A TC simulations the exercise focuses on selected parts of a given airspace, aiming just to train one controller, with the coordination partners for other sectors (areas) not present in the simulator. This makes the ATC simulator different from the real environment.

As a fourth factor it could be mentioned that airline pilots are routinely subjected to a regular programme of recurrent or refresher training, under the responsibility .,.,

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THE CONTROLLER/SEPTEMBER

1995

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IFATCA

of their airline. The quality of these programmes is checked by the Civil Aviation Authority of the State concerned. It may surp1ise you to learn that such programmes do not exist for A TC in many States , although (or maybe: because) ATC often is provided by a branch of the CAA . The current trend of privatising/ corporatising ATC agencies may change this for the better , but for the moment many air traffic controllers never return to the simulator to receive training after qualifying.

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Work began by writing the scenario. After consultation with the national airline (a major carrier) a suitable aircraft emergency was selected: a cabin fire, which requires the aircraft to land immediately. The ATC equipment failure would consist of one of two possible kinds of computer failures, which serio usly degrades the automated system. It was decided to write two different scenarios, each with a cabin fire after takeoff of one of the aircraft in the exercise, and each with one of the two computer failures. In both scenarios the emergency and the computer failure would be separa te events.

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In "normal" simulator exercises the assistant's role is covered by the instructor. Another key decision was to arrange for video equipment, that would enable the instructor (faci litator) to tape the sessions and use the recordings in the debriefings that were planned after each sess ion . This last decision initially evoked some heated debate amongst faci litator s and candidates, but in the end it turned out that nobody objected to the use of the video (although a few controllers insisted that the tapes were erased in their presence after the sessions).

Briefing Before the first sess ion , the candidates received an extens ive briefing in which the purpo se of the exercise was exp lained.

They were told what type of eme rgency to expect , and what action to take (i.e. allow the aircraft to land immediately). They were also given a theory refresher on the possible computer failu res of th e system, and the consequences thereof. The presence and role of the assista nt controller was exp lain ed.

Finally, it was emphasised that in the deb1iefing, focus wou ld not be on: "Was the correct solution found and applied?" but rather on: ·'How was the situation managed ?"_ ..,...,.page 12

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_______________ Findings This form ul a turned out to b e very successful. Even though the layo ut of the simulato r consoles differed from the real Approach Control room, the presence of the Assistant Controller added so much realism that the working atmo sph ere during mo st sessions almost became a copy of the real thing. The pseudo -pilot s (blip drivers) , who handle the radio communications with ATC, as if they were pilot s, had their own scenario in which the aircraft with the cabin fire made a MAYDAY call to announce its problem. A re cur ri ng comment fro m the candidates in the debri efings was that thi s call really made them sit up . For man y controllers, even tho se with long experience, th is was th e first time th ey encountere d a MAY DAY call on their frequency!

Here is a listing of assorted findings: Some controllers immediate ly took action , giving the pilot of the problem aircraft instructions for heading and altitude, aski ng more or less relevant question s, at the same time coordi nating with the tower controller about the returni ng flight and the designated runway for landing . The sequenc e of event s varied widely from one contro ller to the next , as did the seq uence as percei ve d by these indivi du als. Th e vi deo pro ve d a valuable tool to demonstrate that reality and memory don't always coincid e.

Since some controllers prefer to wo rk with headsets (as opposed to loudspeakers ), it occurred that neither of the two Arriva l Controllers was aware of the fact that their colleague w as handling an emergen c y aircraft. Consequent ly, their actions didn ' t contribute much to solving the prob lem , and in incidental cases eve n exa cerbated it.

Instructions from one controller to another were sometimes comp lete ly in effe cti ve, since the issuing con troll er ass um ed they would be complied w ith , w hile the receiving controller never h eard that somethin g was being sa id to him or her.

Thi s cau sed po te n ti al Iy dangerous situation s, and iITitation for the controllers involved. when this was least needed.

Recommendations O ut of the I 5 sessio n s , a numb e r of recommendatio ns were recorded. The most important ones are listed below: Interna l communication shou ld receive more attention during basic train ing. Pilots and controllers should be made more aware of each others' know ledg e of emergencies.

The creation of check.lists for ATC use in case of emergencies should be consider ed.

Simulator sessions such as these should be held at least annuall y (rec uITent tra ining ). focusing on unusual situation s.

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IFATCA

PRESENTATION _________

Although these recommendations were meant for the situation of the country where the exercise took place, I submit that they are probably valid for quite a few other co unt:Iies too .

Conclusion When considering the feasibility of introducing CRM for ATC , two options should be distingui shed. The first option is to train controllers to be a part of the pilots ' resources. The second option is to introduce CRM as a tool t o assist in managing problem s in the ATC operations rooms and Towers. These option s are not mutually exclusive, in other words, it may be decided to apply both .

Option one Interestingly , training controllers to be a part of the pilot s' resources is not a new option. When I was an ATC trainee in the Air Force , in the mid-70' s, one of the things I was taught was that when a fighter-pilot report ed an unsafe gear indication , I should ask him whether he had t:Iied "changing the bulb s". I now know that this was an early form of CRM : someone had realised that in a s in gle-se ater air craf t the pilot , when confronted with an unusual situation, might not think of all available options himself.

By invo lving the ground-station the pilot was in contact with (AT C ), an ex tra (re)so urce of inform ation was added , thus hopefully contributing towards solving the problem. I ' m convinced that a s imil ar involvement of ATC in problem solving for pilot s could p ay off in civil av iation .

Controllers are a rich source of knowledge about loc al circumstances that pilots may not always be aware of. But exploiting this will require changes in training , both for controllers and for pilots!

Earlier in this presentation I mentioned that traditionally pilots are trained to solve problems " in-h o use", a nd only af ter reac hing a so lution inform ATC of their int en tions and requirements.

I also mentioned that t:J¡aditionally controllers are traine d to wait for that info1mation from the pilots and then try to acco mmod ate the reque st as well as possible. If ATC is to become an inte gra l part of the pilot s' resources, this means that pilots will have to comm unicate in an earlier stage with ATC and th at their requirement s nee d to be descr ibed in more ge nera l form. For exa mple, in the traditional situation a pilot co uld requ es t an imm ediate approac h to run way 08, but in a consultative situatio n the pilot would inform ATC of the need to land as soo n as po ss ible , and ask sugges tions as to the most suitable runway: maybe the airport ha s mor e runwa ys , maybe the re are other airports or landing

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strips closer to the position of the aircraft.

Even if an airport has only one runw ay, it still can be used in both direction s !

An aspect that I feel should be included in this new training for pilots and controllers is Cultur e. For this I would like to refer to the work of Prof. Robert Helmreich (University of Te xas) and his staff, and the book by Prof. Geert Hofstede on Cultures and Organisations. Briefl y, what pilots and controllers should know is that there are cultural differences in the way people see authority . In this respect authority could mean both ATC (as perceived by the crew) or a crew (as perceived by ATC). Crews from country A operating in country B may have a different expectation of the w ay A TC will assist them than the controllers in country B are used to , and vice versa . By training controllers to change their frame of mind when de aling with crews from another culture, especiall y in emergency situations , additional problems for the aircrew may be avoided .

Option two A s already pointed out there are many factors that determine whether a CRM pro gra mme for A TC can be successfully designed. For many smaller facilitie s, with teams consisting of only one controller and an assistant controller , this option doe sn' t seem feasible. The sa me a pplie s for facilities that don ' t have access to a high fidelit y simul ator. Yet for those facilities that do have a simulator , and where tea ms include more than on e controller , introduction of CRM training could be beneficial. Much will depend on th e impro visa tion al talents of the loc a l instructors to make the exe rci ses realistic enough to convin ce the controller s of the value of CRM .

Summary The title of this presentation is a question: "CRM in ATC - is it feasible ?". I hop e that at this point I' ve demon strated that in my view the answer to that question is: "Yes, but not quite at the same scale as for pilot s" .

I have identifi ed two different options to introduce CRM in ATC: involving A TC as one of the pilots' resources, and de signing programmes to make CRM a too l for solving problem s in the ATC environm ent or at the ATC work floor. My perso nal fee ling is that the fir st option pot enti ally will be the most effect ive in contributing towards enhanced air safety. The operat ive word is "potentially ", for it will requir e a change in traditional training of both pilots and controllers world-wide .

Ano th er que stion th at was implicitl y ....~ page 32

THE CONTROLLER/SEPTEMBER

1995

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

Richard Bacon Deep Sea Diver London England Ebrahim Abdulaziz R. Al Bangi Pearl Diver

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BRITISH AIRWAY S The world'sfavouriteairline7

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IFALPA__________

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IFALPA MEETS ISPACG 0 Chris Stock , Executive Vice President Technical

T

he Informal South Pacific Air Traffic Ser v ices Coordination Group (ISPACG ) was created on 1 August 1981 in Canberra, Australia. The scope of ISPACG's work is to jointly develop, recommend and facilitate the implementation of air traffic services operatio nal procedure s, air traffic system development and traffic flow management systems between the countries of Australia, New Ze aland , the United States of America and other appropriate parties .

The focus of the forum is primarily on achieving near term solutions to known air traffic services procedural and operational problems in the South Pacific.

ISPACG has been responsible for much pioneering work in the implementation of FANS CNS/ATM systems . Because of the informal status of the group and the involvement of all parties , including A TS service providers, airlines and the aircraft industry, there has been considerable progress within a short period of time which realises the objective on early cost benefit. IFALPA and IFATCA have been members of the ISPACG for a number of years and both are heavily involved in the various tasks of ISPACG. Both organisations have suffered from the fact they rely heavily on voluntary representation and therefore not always able to attend each meeting . This has been th e cause of some concern and h as led to some misunderstandings over the years; in one particular area, that of reduced separa tion s, there have been so me difficulties . As a result, IFALPA was unable to accept the reduced separation of 60nms lateral se paration in the Tasman Sea as propo sed by ICAO. The outcome of thi s refu sa l was that a meeting was called by ISPACG in London , on 29th June 1996 , to discuss difference s with IFALPA . IFATCA was invited by lFALPA to participate at this meeting as an observer because the subjects under discussion were of immediate intere st to the Federation The nub of fF ALPA' s objections was that the se paration was based on incomplete data and that future sepa rations would be ba se d on the methodology used in the Tasman Sea. T he meet in g was atte nded by an ISPACG team lead by co-chairman . Brian 14

Kendal and Frank Price; IFALPA was headed by Captains' Murphy and Fruhwirth; and IF ATCA were represented by Chris Stock (EVPT), Anthony Smoker , and Eddie Wallace.

The meeting was conducted in a good spirit with both sides wishing to be constructive and avoiding a confrontational or adversarial approach. A number of items were included on the agenda in addition to the reduced separation in the Tasman Sea such as Data Collection , Crossing Tracks (collision risk model) , communications and RNP . On the main agenda item , ISPACG explained the importance of the 60nm being accepted because charts had been printed and NOT AMs issued to introduce the changes on 14 September. After further discussion, IFALPA reluctantly withdrew their objection to the ICAO proposal because ISPACG had answered most of their concerns . A strenuous objection was raised to the ISPACG suggestion that the separation be introduced prior to the notified date . Implementation date remains I 4 September 1995 . The other

important decision from the day long meeting concerned the reduced lateral separation of 50nms in the Pacific area.

IFALPA were highly critical of HF performance in the Pacific, however ISPACG said that they had no supporting evidence of poor HF . The IFALPA response was that because it was accepted that HF is always poor there were no filed reports - it was an accepted fact of life.

IF ALP A, supported by IF A TCA, stated that 50nm lateral was not acceptable without better communications.

The meeting could not agree on the 50nm lateral separation other than it was acceptab le within VHF cover (IFA TCA proposal).

The attendance of IFATCA at thi s meeting was highly beneficial and improved communications with IFALPA. It is anticipated that both IF ALPA and IFATCA will work much more closely together on subjects of mutual interest and we can look forward to the benefits of a combined approach in the appropriate meetings. +

Thephotographbelow was "discovered"during a recent ExecutiveBoardmeeting.Whoare these men? (answersin next issue).

THE CONTROLLER/SEPTEMBER

1995

_________________

9TH AFM

REGIONAL NEWS ________________

_

JOINT SUPPORT AND TASK FORCE MEETING 0 Arthur Kitao - Task Force Member

T

his was the first meeting to be held since Oliver Farirayi was elected as the Executive Vice President Africa Middle East, during the IF ATCA Conference in Israel, 27th-31 st March 1995. Members in attendance at the joint Support Team and Task Force Meeting were H Nkondokaya and E Munkobwe of the Support Team plus A Taylor, Monica Gwindi and A Kitao of the Task Force Team. Monica has taken the place previously held by Oliver on the Task Force prior to his election to EVP AFM After words of welcome from the EVP AFM members settled down to tackle a 15 item agenda. Most time was taken on the review of the 8th STTF meeting which had taken place in January 1995, in Cairo, Egypt. As the region has common problems a new plan of action was put in place in the hope that it will set the correct momentum to check on the problems in the region.

The important news to the meeting and the MAs as a whole is the acceptance of the IFA TCA AFM as observer group to ICAO's AFI Planning and Implementation Regional Group (APRIG). It therefore joins IATA, IFALPA and ASECNA on the technical bench of experts in the region.

The joining of APRIG follows a strong representation by 2 members of the Task Force, to the APRIG meeting held in Nairobi, Kenya from 7th to 14th February 1995. The two members of the Task Force, A Taylor and A Kitao, played yet another key role in seeing the election of IFATCA AFM to the subgroup of ATS and CNS/ ATM. The overall effect of the election of IFATCA AFM to these two subgroups is that it now can sit in any other subgroup set by APIRG where the expertise or controller input is needed. APIRG currently has in addition to the two subgroups the following:

AMERICAS REGIONAL MEETING UPDATE

M

ontevideo 95, the 6th Americas Regional Meeting, will be held in Montevideo, Uruguay, from 22nd to 24th November 1995. The following update has been provided from the Asociacion De Controladores De Transito Aereo Del Uruguay (ACT AU), the hosts of the event.

Official Air Carrier PLUNA has agreed to be the official carrier for Montevideo 95. Persons from IFATCA Member Associations are entitled to a 50% airfare discount offered

by PLUNA. To obtain their discount, members should inform PLUNA that they are attending the Regional Meeting, Montevideo 95, Uruguay.

Critical Incident Stress Management (CISM) At the end of the Americas Regional Meeting, ACTAU have organised 3 days of CISM Peer Support Team Training.

The course will be run by Anne Logie, of Logie Health Group Inc., Health Consulting and Training plus Michael Dooling, CISM Co-ordinator for the Canadian Pacific Region. The programme will consist of a CISMpresentation on the Friday 24th November followed by an air traffic controllers CISM training course, which will be held from 27th to 29th November.

Member Associations interested in the course should contact ACT AU at C.P.O. BOX 6544 or fax + 598 2 770299. +

Aerodrome Operational Planning AOP/SG AFI Meteorological Advisory Group AFMAG Communications - COM/SG

ILS/MLSSG Limited Africa Indian Ocean LIM/AFI COM/MET/RAC RAN Another important agenda item concerned the forthcoming Regional Meeting. After Mauritius stepped down in March, Kenya was requested to host the meeting.

KA TCA confirmed its acceptance and the meeting will now be held in Nairobi on the 7th and 8th November, 1995.

Despite the fact that the two day meeting was both demanding and exhausting, the Zimbabweans were excellent hosts and provided a most convivial atmosphere which was enjoyed by all participants. +

ITPAYS TOADVERTISE IN ~ e.¡.

111.

1 COIITROUIR JOURNPJ. OFPJR

CONTROL

THECONTROLLER IS READBY OVER 60,000CONTROLLERS ANDAVIATION RELATED PERSONNEL WOiRLDWIDiE

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

THE CONTROLLER/SEPTEMBER 1995

""

15

_________________

EUROPEAN NEWS,________

EUROPEAN INCREASEIN UROCONT ROL predicts that there will be a baseline average annu al growth rate of 4.5 % in the mediumterm - that is, until the yea r 200 1. Th is represents some 6.9 million IFR flights for the area covere d by EUROCONTROL in 1994.

Between 2000 and 20 10, the long-term forecast average annu al grow th rate is 3.5%, culminating in around 9.4 million IFR flights in 2010 (base line hypothe sis).

The base lin e predictions made b y EUROCON TROL reflect a relative ly favoura ble econom ic situat ion, tak e into account a w idescale de ve lopm e nt of regional links and an incre ase in

____

LG

frequencie s due to the Europe an lib era lis ation of Air Tran sport; yet also make allo wa nces for strong competition on short distances with surface tran spor t (high-speed train s and the channel tunnel , for instance ).

The average growt h rate for the EUROCONTROL area nevertheles s hide s important di ffe rence s bet wee n state s: observed grow th rates in 1994 va ry bet wee n -3.6 % and 14.6 %, while the forecasts for average annual growth rates in the med ium-term vary betwe en 2.6% and 8.6 %.

In 1994, 5.067 million IFR flights were recorded in the area covered by

___

_ _

TS

EUROCONTROL's Central Route Char ges Office : this represents an increase of 5.0 % in comparison with the precedin g year.

EUROCONTROL , the European Or ga ni sa tion for the S afe ty of Air Navigation , comprises 17 Memb er Stat es : German y, Belgium , France , Lu xe mbour g, the Netherlands, the United Kingdom , Ireland, Portu ga l, Gre ece, Turkey , Malt a, Cypru s, Hungar y, Switzerland, Au stri a, Norw ay and Denma rk.

The access ion of Italy, Sp ain, Sloveni a, Romania and the Czech Republic has been accepted by the Permanent Commis sion .

The y are expected to become Member States soon . +

0 AnnualNumberof IFR Flights GrowthRates 1994 - 2001

â&#x20AC;˘

16

0"

THE CONTROLLER /SEPTEMBER 1995

___

__

____________

s

SUPERSONIC FLIGHT ________________

A

C NCO

E-

_

EPLACEMENTFOR YTH OR REALITY

0 Philippe Domogala, European Region al Sub Editor uring the Paris Air Show , AEROSPATIALE (one of the 2 manufacturer s of Concord e) displayed a model of the future supersonic transport aircraft. There are always plenty of model s around and to be honest, most never become reality, but this one seems to be more serious for a variety of reasons.

First the USA (until now very "cool" to a supersonic transport) is pushing for it.

NASA was granted a 2 Billion US $ budget to research the feasibility of such aircraft. The Europeans , and Aerospatiale especially, have until now had the lead in research and over 20 years experience in operating sustained supersonic flight. As it is now widely accepted that there will only be room for one type of supersonic transport aircraft, the Europeans do not want to leave the USA alone in that field.

The technologies and the know how involved in developing the aircraft will have a multitude of spin off effec ts. While it is now acce pted that Concorde was an economic failure, it is also recognised that without Concorde there will never have

been Airbus as we know it today. So more is at stake than just building an aircraft.

The industry alone cannot finance the research programme that will run into billions of dollars.

The European governments will have to contribute to that research if the project is to include the European manufacturers . So far little has been obtained and the total budgets in supersonic transport of all European States combined is at the moment les s than 10 times what the NASA has obtained in the US. But does a new Supersonic Tran sport (SST) run the risk of ending up like Concorde is today ; a very expensive toy for the ( very) rich? "No!", says Martine Galland of Aerospatiale , "Because th e new SST will offer speed in a 3 class layout , not only first class , as in Concorde , ticket price should not be more than 10 or 20 % of the actual (subsonic) fares in all 3 classes. The SST will fly subsonic as economically as the current types and not like Concorde . For ATC the SST should operate ve ry much like other aircraft,

THE CONTROLLER/SEPTEMBER 1995

thank s to its 'variable cycle ' engines. This means norm al speed , performance and altitude as other t y pes when flying subsonic, and only when over oceans and deserted area s , wi ll the engines ' reconfi g ure themsel ves'. to allow supersonic flight. Should everything go as planned the SST could enter service around 2010. The aircraft should be built in co-operation as no single State wou ld be able to afford it. A typical scena rio would be a fuselage build by Aerospatiale in Toulou se, the wings by Briti sh Aero space in UK, the engines made by SNECMA , RR and General Elect ric and the final assembly could be d one i n Seattle by Boeing .." says Mart ine Galland , maliciously.

SST Characteristics Speed: Mac h 2.0 to 2.4. 250 Pas senger s in 3 clas ses. Range: greater than 10,000 Km .

Fuel cons umption per seat / Km: half that of Concorde. Take off weight: 340 Metric Ton s. Materials: Wel ded titanium and special compo site material s. +

17

________________

MAKING

IFATCA

ACTIVITIES----------------

THE REVOLUTION HAPPEN

to make it all happen are steadily advancing through the research and development lifecycle.To controllersas users, and to other users such as pilots, we have yet to see the divide between the potential of technology and its operationalapplicationbridged. There Introduction commitmentto CNS/ATM may well have to are manyfutureoperatingconcepts and ideas, but as yet these remain unproved with many In many articles and studies written in the compete with other equally significant technical journals over the last forty years demands such as the provision of other significantquestionsstill to be answered.

The emergenceof the 'Free Flight' report, references have been made to the coming transport infrastructure.Unless the resources revolution in the way that aircraft will be are found, and in some cases this will mean as producedby Capt R. M. Baiada, is timely because it is a clear indication of just what controlled,or air traffic will be managed. In the continued support by national practicethis revolutionseems to have eluded administrations,the pace of developmentcan one of the system stake-holders wants from the system. The ideas that 'Free Flight' us - for exampleaircraft have been operating conceivablyslow down. with FMS fuctionalitiesthat have been rarely, 'Supply' is crucial to enable the aircraft contains are not new, but they act as a if ever used by ATC for the last fifteen years. operator to offer servicesto its customers.Do challenge to some of the philosophies that So the theme of new operational procedures we really consider terminalsand ground-side govern example.In order to achieve the full within the implementation of CNS/ATM is infrastructureas part of the wholesystem?An benefit of the ATC revolution, what not only timely,but a rich subject with which improved ATM system might be able to percentageof the aircraft population must be to earnestly consider the revolution that the deliver an extra ten wide body movementsin equippedwith full two way data link? industryeagerlyawaits.

Secondly, any organisation is surrounded an hour - but can the terminalcope with such In IFATCA' s opinion, any view of the an increase in throughput?It is interestingto by a variety of external factors. Change is a future directionof the ATM system has two note how airframeand avionicsmanufacturers natural quality of human activity, and an distinctaspects: have worked together to producecompatible organisation must not only be receptive to • Implementing the CNS/ ATM concept in FANS packages which support ATM inter- such change, but must review its own toto. objectives and strategies to develop and operability • Maintaining and enhancing the existing A major customer of 'control' is the survive.

ATM system until full CNS/ ATM There have been many changes in the military aircraftoperator.Here the 'customer' implementation. requirements are quite different from other external environment that influences the In our considered view, the full benefits to aircraft operators, just as the needs of organisations and agencies involved with come from the former are further away than business or private aviation vary. It is ATM, that were not there five years ago. It is the industrywould like. As system users it is incumbent upon the 'control' element of the reasonable to assume therefore, that to the enhancement of the latter that early system to meet all of the user needs - and commitmentsmade to long term strategies benefitsto all usersmust be sought. because the industry has become, and will may weaken ( they may also strengthen or continue to be, more closely linked as a take on greater significance; this is not an 'Ahh,thefuture thefuture' system this introduces an important area of observedtrend ) or become difficult to fulfill.

A system,by its very nature, seeks to align all competitionfor availableresourceswithinthe The result is the potential for conflict and a of its componentsto a common purpose. So system. weakeningof the systemas a whole. here is one compulsive reason for believing These very simple observations serve to that the future is further away than we would highlight that each of the stake-holders TheAir TransportIndustryAs A System all like - do all of the air transport system expectations from the common purpose can An analysisof the air transport industry as a stake-holdersshare that common purpose? differ very widely. Each of these stake- system illustratesthe diversity of the stakeThe commitment to the evolution and holders are not only users of the system,but holders objectives and needs, and thus introductionof the CNS/ATM concept is a are also internalcustomers.Expressedin this commitmentto the common purpose, as well long term one. The FANS process is now way it becomes evident that each of the as the interactionbetweenthem. over ten years old. How long realistically system componentshas a responsibilityto the What is a system?The definition used in this before CNS/ATMimplementation? In some system, and its efficiencyas a whole. paperis as follows: parts of the globe, the early introduction of A systemis: It is implicit in nearly everybody's some components of the future will be understanding of what the future holds that • An assembly of components connected in an organisedway comparativelyeasy to implement - an ADS fundamentaland radicalchangein the control ATC systemin the South Pacific for example. of air traffic is requiredto meet the growthin • The componentsare affectedby being in the In the core areas, or areas of high traffic system traffic demand. The underlyingprinciplesof density, IFATCA believes that it will take the CNS/ATM concept involveturningwhat • The organisedassemblydoes something longer. is classed as the 'Manualcontrolprocess'into In the case of the air transport industry, the This can be justified on two grounds. First one that is integratedand intelligent. system is aggregated into three functional the sheer problem of providing or upgrading Today however, the future CNS/ATM subsystems, or components, as depicted in the existingground infrastructureand aircraft system exists as a set of high level concepts. figure I, they are definedas: equipage.for some States. In other States. the Many of the buildingblocksthat are required ...... page 19 The following paper was presented by Anthony Smoker, of the UK Guild of Air Traffic Control Officers (GATCO), on behalf of the International Federation of Air Traffic Controllers' Associations (IFATCA) at the ATCA Conference in Brussels on 8 June 1995

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18

THE CONTROLLER/SEPTEMBER

1995

____

_ ___________

IFATCA

Demand:- aircraft operators Supply:- those agents who supply the means with which the demand sector can operate e.g. airframe manufacturers, airports etc.

Control:- the means by which the system meets, or reachesits desiredstate.

Figure1: A systemmodelof the air transportindustry An important external stressor upon the system, one that is applicable to all three elements and is particularly relevant to this analysis, is regulation. This can take the form of safety regulation,or it can take some form of quantity licensing. Either way, it has a fundamental influence in the way that the industry operates , and upon its outlook .

Society is placing upon the industry ever

ACTIVITIES----------------

more stringent safety requirements. This is being met with the introduction of safety managementtechniques. As the ATM system becomes more complex , and larger , the process of verifying and validating the behaviour of that system becomes more difficult. It is worthwhile to remind all, that an aircraft can be tested and evaluated, across it' s performance envelope, independently of any other system. It is, in effect, a self contained system. How is such a process to be carried out for an integratedATM system with live traffic?

The coming ATC 'revolution' introduces changes to the nature of the interactions between the system components. Perhaps most marked is the ownershipof the 'control' system. Whereas in the past aircraft operators were, and are, considered as users of the control system, in the future they will be joint owners. For the system to function, the aircraft operator - the principal beneficiaryof the system - is now required to invest heavily to create the future. ATC constitutes a high proportion of airline direct operatingcosts. It is not surprisingthat the 'Demand' actors are not only keen to see system efficiency improve drastically , but are expecting far more from the serviceprovider.

Against the 'demand' requirement must be

set some of the economic realities that today confront many of the 'Control' actors - ATS providers etc. The different institutional arrangements governing the way that they operate has forced agencies to seek fundamental changes in the way that the y work. The implementationof CNS/ATM will see an intensive use of resources in the ATM system today. Free Flight aptly highlights some of the divergencethat can exist between the requirementsof system users.

In some way these differing requirements of the three components activities have to be fused into one. That of course means being prepared to compromise and accommodate the differing needs of stake-holder s. In so doing this will enable not onl y efficient system operationbut also an effective one.

Does such a 'systemspirit' exist today?

Given all the factors mentioned here , and mindfulof some of the developments presently ongoing, it is difficult to envisage that the radical change that the industr y need s to supportgrowthin some of the core areas of the global system will be in place before the year 2005.Even then it is likely that what will be in place will be one of perhaps several interim stagesbeforefull CNS/ATM implementation.

Ill-Ill-p age 20

Please sendinformation ontheATC(A-P ) '95 Conference Programme I amintere stedin exhibit ingatATC(A-P) '95 Pleasesendmeinformation Name :.

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THE CONTROLLER/SEPTEMBER

1995

19

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_ _____

_ _______

Is The 'Manual ATC System' Viable?

If this prognosisis correct, then ways must be found of using technology to enhance the control process that exists today to derive early user benefit and to support traffic growth for the next ten years. To some this will be anathema, for they see no future in what is known as th e ' manual co ntrol process'. To other s it will pose an ever increasing cha llenge. It must be clearly understood , as it is by IF ATCA, th at ultimately there will be diminishing returns from enhancing the manual ATC control process. The contention in this paper is that this is not the point that we have reached today. It is also recognised that such a path will present significant demands upon the resourcesavailable for future development.

What is meant by the term manual ATC system') A brief consideration of the notion will serveto providesome insight.

The engine of the control process resides with the human controller. Decision making and humanjudgement are the p1incipal means by which air traffic is controlled - this is the principal attribute of the manual control process. It is widely unde rs tood that controller workload is the limiting factor in the contro l process today. Controller workload can be decomposed into several activities.In some of the e activitie already 'automation' is being used to great effect - for example the use of on-line data interchange to transfer fligh t data and to car ry out coordination.

There are a number of tools corning on line to support some of the control tasks - for exampleMaestro in France and COMPAS in Germany. These tools provide advisories to the controller. This can be re-expressed as improving the quality and the accuracy of information that the controller has to work with. When considered in this manner, it is possible to see a way that the potential of technology can be used to enhance the control process.

Taken at its most simpl isti c. if the controller is considered as an event sensitive info1mationprocessor, then the efficiency of the task is clearly limited by the quality of the information available with which to form decisionsand strategies. The significance of this thesis can be seen in the results of two sets of research.

Firstly the work of Bisseret of France, who, observed: "Moreove r. the object of the diagnosis (conflict detection and resolution) is clearly the evolution towards a future state with all the hazards which that included".

20

IFATCA

ACTIVITIES ___

_

This observation is not startling becauseit is fully understood. Given that Bisseret' s research was published in 1981, what tools are available to the controller today to help determinewith confidenceand trust the future state of an aircraft. Tod ay, despite the advance in radar data processing, there is still little to help the controller to determine the future state of a pair of conflicting aircraft other than for the human to interpretthe radar picture or flight progress strip. If controller situational awareness, and the expectations contained within that, can be enhanced, it can be expected that workload will ease or be redistributed in some way.

Secondl y, research carried out in the United States by Mogford et al, studying airspace complexity in ATC, yielded a final list of sixteen factors that make a sector complex. It is not suggested here that these conclusions are applicable globally,but they provide a useful insight into the nature of complexity as seen by the controller.

Numberof climbingand descending aircraft Degreeof aircraftmix Number of intersectingflightpaths Numberof multiplefunctionsthe controllermustperform Numberof requiredproceduresto be performed Numberof militaryflights Coordination- intra-sectorand intraagency Trafficflows associatedwithhubbingor majorterminalareas Weatherrelatedfactors Number of complexaircraftroutings Workloadassociatedwithrestricted, dangerandprohibitedareas Size of sectorairspace Requirementfor longitudinal sequencingand spacing Adequacyof radioand radarcoverage Amount offrequencycongestion Averagevolumeof traffic Table 1 Airspacecomplexityfactorsdeterminedby controllersat JacksonvilleARTCC Some of these factors will come as absolutely no surprise at all. If they are viewed as a means by which workload can be reduced, then they provide a useful guide with which to map tec hnology to the problem and determine p1iorities.

Some of these factors can be resolved by a change in procedures - for example sector size, and to a degree intersecting flight paths.

_

_________

_

In the case of other factors, already there are tools being developed to miti ga te the complexity in the controller task EUROCONTROL 's SYSCO for example.

ImprovingThe Way We Do Things Today For a number of factors found by Mogford there exists scope for effective enhancement to the controlprocess.Here it is only possible to present just some ideas.

The first factor for example, climbing and descending aircraft, accords with Bisseret' s research. The questions that the controller is asking then relate to the uncertainty that such manoeuvres will bring - when will that aircraft be level? When will it descend? For any conflictdetectionproblem there are three possible outcomes: The aircraftare in conflict The aircraftare not in conflict The aircraftmight be in conflict The degree of task loading associated with each outcomewill obviously vary, as will the qualityof the ATC service being given. If the uncertainty in these circumst ances can be reduced, then it relieves the controller of some cognitive task load - and will help reduceoverallworkload.

On the top of the research shopping list must be inte gra ting the airc raft fli ght management system into the control process.

By this it is meant to stait to use the aircraft FMS as a control tool. If an example is required, consider two aircraft of opposite direction requiring climb and desce nt. In normal operationsa controller must turn the aircraft left, establish radar separation and then issue climb and descent instructions. As the aircraft descend or climb, the effects of the wind gradientmust be acted upon, just as turning points in the airway will require heading adjustments. How much easier would it be to instructthe aircraft to offset left of the centreline by an number of miles and then commencethe climb and descent') There ai¡e other uses with which the aircraft FMS can potentially be used to considerable effect as a control tool, notwithstanding the problemthat vai¡ying FMS control laws exist between different aircraf t fits. The early introduction of such techniques. no matter how limited, is clearly a transitional link to the potential CNS/ATMoperations.

As another example of a list factor that can be addressed, consider average volume of traffic. The way that the ATFM system works, in Europe at least. generates bunches of traffic that cause a significant rise in peak workload, then a lull for ten or fifteen minutes before the next peak. If these peaks were to ..,....,.. page 32

TH E CONTROLLER/SEPTEMBER 1995

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THE CONTROLLER/SEPTEMBER 1995

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_______________________

NEWS _____________________

BULGARIA The Siemens Watchkeeper/ap 100 has been selected by the Bulgaiian Civil Aviation Authority (ASTA) as the maintenance display for each of the three Cardion monopulse secondary surveillance radars to be provided at Plovdiv, Varna and Sofia.

Deliveries will begin this month for integration with the first radai·.

Watchkeeper/ap!O0 is a highly versatile low-cost display system for air traffic management applications in towers and air traffic control centres. With integral radar data processing, it can be employed in a wide variety of air traffic monitoring and control functions. Powerful display facilities include the presentation of raw radar video suitable for radar head monitoring.

Watchkeeper/aplOO is the entry level into the Siemens Controller 2000 family of air traffic management display systems, which provide an easy and economic future upgrade path for extra functions and system expansion.

CHINA A $35 million contract has been awarded to Siemens' Air Traffic Management Division for the supply of specialist airport equipment, together with associated system design and engineering services, for the new airport at Nanjing. The airport is considered vital for the continuing industrial development of the highly successful Nanjing City and Jiangsu Province. The contract will be fulfilled by June 1997 , the date when the new airport will become operational.

GREECE The Greek Government has received permission from the European Commission to build a new $2.3 billion international airport. The airport will be built at Spata, 17 km from Athens.

The airport is scheduled to open in 1999 and will take over from the existing Athens' Hellenikon airport. The decision to build has followed several yeai·s of protracted financial negotiations involving the Greek Government , the EC and contractors. It is intended that Hellenikon will eventually be closed and the site redeveloped.

11PHILIPPINES The European Investment Bank has loai1ed $20 million to the Government of the Philippines for the modernisation and extension of the airport of Davao on the island of Mindanao.

AUSTRALIA Protests and demonstrations have continued at Australia's Sydney Kingsford-Smith Airport over aircraft noise arising from it s third runway. Meanwhile Australia ' s Transport Minister is attempting to speed up the development of Sydney's seco nd airport at Badgery 's Creek.

•USA When completed in 1996 , the extension to the runwa y at Fairbanks International , Alaska, will make it the State 's longest civilian runway at 3,598m and, with clearways , a tak e-off distance available of 3,902m .

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Airport was transferred from the airport to the London Area and Terminal Control Centre, located at West Drayton near Heathrow . The transfer completed the final phase of the UK CAA Central Control Function (CCF) project. The CCF now handles the approach control for all the London airports and is expected to be capable of a 30% increase in capacity over the south east of England .

Meanwhile , in June 1995, an advanced ATC simulator was handed over to the National Air Traffic Services (NATS) for the training of controllers at the NATS College of ATC, located at Bournemouth International Airport. The system was developed for the UK NATS under the responsibility of Hughes UK Systems Division 's ATC Simulation and Training Group.

EUROCONTROL The first stage of Eurocontrol's Central Flow Management Unit (CMFU) has taken place with the transfer of operations from the Paris FMU to the CMFU at the new Haren headquarters in Brussels . Over the next 12 months Europe ' s other FMUs will transfer their activities to the CFMU. The Frankfurt transfer is scheduled to start in October, London in December , Rome in February 1996 and Madrid in April 1996. The smaller flow units of Copenhagen, Athens, Istanbul , Maastricht UAC and CANAC, in Belgium , will also be transferred during thi s period . The new premises were officially inaugurated on 27 June , l 995 by Dr Michael Frendo - the Pres i den t of Eurocontrol's Permanent Commission and Maltese Minister of Transport , Mr Michael Daerden - Belgian Minister of Transport , Mr Kayihan Kabadyi - the President of Eurocontro l 's Committee of Management and Director General of Ci vii Aviation in Turkey and Mr Yves Lambert - Eurocont rol's Director General. The total cost of the buildings , including technical installations , came to 117 million ECU. The buil ding is also home to the Central Route Charge s Office and the Eurocontrol Headquarter s. (See story on next page) Remaining in Europe , Eurocontrol is to recommend a mandate for the carriage and operation of TCAS II within yet to be specified European airspace . The mandate is being developed for all aircraft with more than 30 pa ssenger seats and a maximum take of mass (MTOM) of more than 15,000kg. The weight limitation will include all cargo carrying aircraft within the category, thu s capturing man y ai rcraft excl uded under current US legislation.

The mandate is scheduled for implementation by the yeai· 2000 to be fo llo we d by a further mandat e for smaller aircraft with m ore than 19 passenger cai-rying seats or more than 5,700kg MTOM by the year 2005.

Unlike the US , it is unlikel y that TC AS I will be mandated as a European requirement.

• RUSSIA It is under stood from Moscow that Russia may have beaten the US in the privatisation of its air traffic control system. The Russian President , B or is Yelts in , signed a draf t order to establish a public corporation for the running of both the civil and militai-y ATC system. The final order was sio-ned on Auo-ust 9 with the previou s head of the air traffic controi° system , Valery Shelkovikov appointed as the new company head.

• PALESTINE Palestine is to build its first airport east of the Gaza Strip town of Rafah. Work is due to begin soon on the $ 16 million airport with a tentati ve compl etion date in 1996.

UNITED KINGDOM At the end of Apri l, Approach C ontrol for London Stansted

THE CONTROLLER/SEPTEMBER

1995

•HONG KONG Th e expected completion date of the new Chek Lap Kok Airport ha s been delayed to April 1998 following the long awaited agreement with China on the fina11cing of the project.

The agreement ha s cleared the way for the award of two 20 year cai·go handlin g fra11chises at the new airport. +

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0 Patrick Schelling , Contributing Editor

n June 27 , purpose built , new premises for Eurocontrol were officially inaugurated at Haren. Situated just outside the Belgium capital of Brussels , over 90,000 square metres of floor space now accommodate three major Eurocontrol services: The Central Flow Management Unit , better known as the CFMU, the Central Route Charges Office (C RCO) and the Eurocontrol organisations ' he adq uarter s. Formerly located at and around Rue de la Loi in downtown Brussels, the new premjses are now located near Brussels Airpon, in a country location away from the heavy road traffic of the town.

The new comp le x ha s been tailored to the need s of the agency and " will give us greater sy nerg y to tackle airspace capacity constraints and other import ant iss ue s", sa id Yves Lambert, Director General of the Agency .

At first glance , the building gives an impre ssion of luxury from the materials used. But w ith a closer look the ensembl e can better be qualified as functional and of good quality. The architecture is

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attractive and of modern design - inviting to the ATC-Odyssey (free flight or not) of the next century!

The facilities are generous and pleasant , especially the entrance hall. Conference rooms are comfortable and certainly a big improvement from the "blue room", for those who remember it! In short, all the ingredients appear present (for Eurocontrol) to "be even more effective " as Mr. Lambert further stated.

In May this year a new wing was inaugurated at the Eurocontrol Experimental Center at Bretigny, France which is an extension in response to the growing needs for airspace simulation facilities.

However , while enjoying an exceptional inaugural " boom" , Eurocontrol claims that meanwhile, ongoing projects are on target and well in control.

One example is the Convergence and Implementation Programme (CIP) which coordinates the A TC plans of 32 countries within the, European Harmonisation and Integration Programme , EATCHIP. The CIP is managed by the Eurocontrol Agency.

The se plans a.re based on common CIP objectives which define the ha.nnonised level to be reached, throughout Europe, in terms of airspace organisation, A TC operations and infrastructure. The actions planned to meet these common objectives are now set out in a CIP document for each country. The approved and signed document is a commitment to the EA TCHIP by ea.eh pai1icipating

State.

A CIP Status Report , cover ing 64 en-route A TC centers, has been prepared . The report details a complete picture of the degree of advancement towards a harmonised A TC system. Mea sured against th e objectives of the strategy adopted by the ECAC Transport Minister s in 1990, the programme shows considerable progres s, tiling into account the number of systems involved.

On 27 April 1995, the CFMU took over the responsibility for tactical air traffic flow management in French airspace from CORT A . Thi s move was the first of five national Flow Management Units sc heduled to be integrated into the new premi ses at Haren . The FMU's at Frankfurt , Rome and Madrid ai¡e scheduled to be transferred within a year.

The real-time management of the Western European traffic flow is achieved using the specifically designed TACT software. Th e CFMU is now also in charge of the centralised processing of all flight plan s filed world-wide for flights in Europe , excluding the CIS. The flight plans processed through the two IFPS (Initial Flioht 0 Plan Systems) units, one at Haren and the other at Bretigny , form the basic ingredients to conduct central flow management.

Eurocontrol also collects route charges for 18 European States through its Central Route Charges Office s. The latter are now also inte grated within the new buildings at Haren. A new concept within Eurocontrol , according to Yves Lambert , is that four nonmember European countries have mandat ed the CRCO to collect the route charges for them.

What previously gave an impression of a so mew hat dispmate set up has apparently been well coo rdin a ted for maximum efficiency within the new location at Haren. Our picture shows the futuristic look of the entrance to the Eurocontrol building. + - - ------------------------- - ---

THE CONTROLLER / SEPTEMBER

1995

TUNISAIR, the national

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The Controller is read by over 60,000 Controllers & Aviation Related Personnel in 170 countries all over the worldo THE CONTROLLER /SEPTEMBER 1995

27

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AGENDA 1995 SEPTEMBER 12 - 14 Air Traffic Control Association Inc. 40th Annual Meeting, International Technical Program and Exhibits.

Las Vegas Hilton Hotel, USA Contact - Carol Newmaster Phone + I 703 522 5717 Fax + 1 703 527 7251 26 - 29 Inter Airport '95, Frankfurt, Germany.

Contact- Mack-Brooks Exhibitions.

Phone +44 1707 275641 (UK) +49 611 7901180 (Germany) Fax +44 1707 275544 (UK) +49 611 7901155 (Germany) OCTOBER 7 - 8 European Regional Meeting, Bled, Slovenia Contact -Slovenia ATCA Phone +386 64 261 605 Fax +386 64 223 851 19 - 20 Euroforum, Airport Congestion Sheraton Airport Hotel, Frankfurt, Germany Contact - Euroforum, Nathalie Bonnin Phone +33 1 44 88 14 85 Fax +33 1 44 88 14 99 20 - 23 IFATCA Executive Board Meeting, Bournemouth,UK Contact - Executive Secretary, Edge Green.

Phone +44 1628 23699 Fax +44 1628 781941 24 - 26 Convex International 95, Bournemouth International Centre, UK Contact - Chairman, Stephanie Simmonds Phone +44 1425 656711 Fax +44 1425 656772

30 - 31 Asia Pacific Regional Meeting Auckland, New Zealand Contact - EVP Asia Pacific Phone +852 262 44057 Fax +852 262 44021 NOVEMBER 2 - 16 Dubai 95, 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 Middle East Regional Meeting Nairobi, Kenya Contact - Kenya ATC Association PO Box 53939 Nairobi, Kenya

21 - 24 Americas Regional Meeting, Montevideo, Uruguay.

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

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SPECIAL FEATURE _____

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ATC Inadequaciesin the AfricaMi 0 Albert Aidoo Taylor, IFATCA AFM t is obvious that the present CNS/ATM systems would not meet the levels of safety, orderliness and efficiency required in future air navigation.

The FANS concept is an evolution which would for once change positively the modus operandi of ATC. Considering the multiplicit y of problems besieging the air traffic control system in the Africa Middle East (AFM) region, one will be tempted to say it is the region that more than any other needs the future CNS/ATM concept. Sad to say, however, that it is also the least prepared to implement the system.

IFATCA encourage s positive changes which wo uld help to so lve at lea st so me of the inadequacies in ATC operations and in this regard compliments all individuals and organisations that have contributed towards this evolution. However there is the need to look back at some of the remote causes of ATC inadequacie s in the present CNS/ ATM systems.

This article discusses the non-technical aspects of the causes, with emphasis in the AFM region.

For the purpose of this paper, air traffic contrnl (ATC) inadequacy is defined as any shortcommg or defi cie nc y whether technical, human , in stituti onal or operational which doe s not facilitat e the provision of efficient air traffic control service.

P ROCTRE\ 1L\T

It is a fact that almost all equipment and facilities use d in the pro vis ion of A TC service are manufactured by companie s outside the AFM region. Therefore, States in the AFM region (may be with the exception of South Africa) have to procure all their ATC equipment from Europe or the USA. It could therefore be argued that most AFM States do not have indigenous high rated technical experts to plan and supervise the procurement, installation and maintenance of ATC equipment and facilities. Of course there are isolated cases of a few gifted individuals in the region who could perform creditably under appropriate conditions.

The fact is that such gifted individuals are either attract ed and employe d by technolog ically advanced foreign companies or they are not given the right training, exposure, tools and incentives to enable them to petform effectively.

The refore, manufactur ers often have more influence in the specifications of equipment than the purchaser. An example is seen in a case where a West Afr ica n country procured an ATC communication facility, which was designed to use solar energy as its power source. The manufacturer led the procurer to believe that the abundant sunshine in Africa was enough to do the job. As it was, this never worked, and therefore did not meet the expectation of the State. The result is that the area is stiii not covere d by effecti ve comm unication facilitie s, yet that State was saddled with the payment of a loan for equipment which never served the purpose for which it was obtained.

To circumvent this problem, many States now engage the services of foreign consultants to help them in the procurement and insta llation of equipment. However, this has achieved very little success as is ev ident bv the sca le of ATC inadequacies in the AFM region.

Albert Taylor

With the evolution of the CNS/ATM concept, the need for such highly competent technical experts to counsel States has become more relevant today ever than before.

My recommendationis that !CAO throuoh its regional plannin g group should es tablish a consultancy unit comprising of selective experts with high integrity from whom AFM States may obtain assistance in the procurement, installation and maintenance of the CNS/ATM systems. i\L \I\TE\

\\CF

Lack of effective maintenance is probabl y the pnmary cause for the technical aspects of ATC inadequacies in the region.The first menace is lack of spare parts. Technological advancement in the aviation industry has undergone quantum changes over the past deca des. Some manufactur ers therefor e do not find any economi c or technolo gica l ju stification to co ntinue manufacturing spare pans for some of the old ATC equipment being used by some States . Where manufacturers consent to manufacture spare parts for old equipment, the cost often become s too prohibitive for the States concerned. There are also reported cases of spare part s of inco rr ec t specifications delivered to States.

One school of thought is that States in the subregion should co-operateto buy similar equipment from a particularmanufacturer. This approach it is argued would provide adequate eco nomic justification for the manufacturer to continue to produce spare parts and also enable such States concerned to pool reso urces together . I must confess that I do not agree in toto with this school of thought because it is monopolistic.

Inadequate training of maint enance staff is another maj or contributory factor to ATC inad equacies in the reg ion. Many a tim e. manufacturers indicate the minimum qualification required of the maintenance personnel from the procuringStates whom the manufacturers train to be responsible for after-purchase maintenance.

Unknown to most manufacturers. se lect ion of personnel to undertake such training is often a privilege in most State s. In so me cases. the personnel sent to do such maintenance training are not the best material for the j ob. There are other cases whereby those trained by the manufacturer are too much involved in the administration of civil aviation and therefore either do not have the time to do maintenance Jobs or consider them as jobs for subordinates.

THE CONTROLLER/SEPTEMBER

1995

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dd e EastRegion ~ Remote Causes Task Force Member and Regional Sub Editor I would like to state here that reliabilit y of equipment is directly linked with an efficient maintenance culture. Manufacturers should know that the integrity of the company is at stake and therefore should not consider efficient maintenance culture as the sole responsibility of the purchaser. I recommend that manufacturers should conduct selection examination (both theory and practical) for pro specti ve maintenanc e perso nnel of a procuring States to select the most suitable material for maintenance training.

Some States who acknowledged they did not have qualified personnel to be trained to maintain the equipment entered into agreements with the manufacturers to attach their own experts for specified periods to train local personnel. It has been found out that the cos t invo lved was prohibitive and in some cases the result was rather scandalous because those experts failed to train the personnel adequately, and thereby entrenched their contracts.

Fl\ ,\N Cli\ L

Many AFM States have been unable to implement !CAO Regional Air Navigation plans due to lack of funds. The elaborate plans remain on paper because certain national needs have higher priority ove r the acqui siti on of ATC equipm ent and facilities.

States acquire air navigation equipment often through foreign aids, loans or grants. The donor countries or agencies often require that such aids, 2.rants or loa ns, must be used to pur chase ; quipment and facilities manufactured in the donor countries. This requirement and other conditions attached to such aids, grants or loans do neither give the civil aviation authorities flexibility nor choice of preferred equipment or service.

Civil aviation is financially self-sustaining. This has been made possible by the establishment of many fees and charges for services rendered to the airline and the travelling public. The problem with most of the AFM States is that these monies are paid into central government funds. Civil aviation financial needs thereafter competes with the other national needs for the total meagre revenue of the States. Therefo re. the acq uisiti on of vital equipment depends on government priorities and preferences. Even though this contradi cts the purpose for which these charges were established.

JCAO cannot enforce that revenue, from the service. must go directly to improve civil aviation.

The advent of commercialisation or privatisation is a welco me change in that it enables Civil aviation authorities to manage their finances better.

The success of CNS/ ATM implementation in the AFM region would depend on adequate financial assistance to States in this region. I trust that the Economic sub committee of CASITAF will come out with guidelines to address problems of ATC inadequacies as a result of financial constraints. l' rll I l l( \I

Air traff ic control remains one of the unique prof ess ions whic h do not abide by po lit ica l boundaries. However the scale of political conflicts in the region has contributed immensely to ATC inadequacies in this part of the world aviation community.

There are reported case s where air traffi c services direct speech circuit and AFTN link

AGENDA 1995

NOVEMB ER between adj acent States could not be implemented in accordance with the ICAO regional plan solely because of political reasons. Surely, the CNS/ATM implementation will reduce some of the causes of ATC inadequacies resulting from political conflicts between States. This is one advantage which space based equipment has over terrestrial ones.

STRL'Cl T RAL./1\ STITL"TIO\ AL

To a large extent, civil aviation in most AFM States is administered under the civil service. The civil service is well known for its bureaucratic procedures, governmental control, and is inert to change. Qualifications for appointments to some top executive positions of the civil service at times de pends mor e on polit ical go odwill than professional efficiency. On the contrary, civil aviation has proven itself to be an industry which is very fluid , often requirin g at its exec uti ve positions, professionals who have foresight and capability to manage changes in cost effective manner without sacrificing efficiency.

Th e civil service also group s, und er one umbrella, different trades and professionals of varied qualifications. Relative structure and salary of these different trades and professionals are often major sources of contention leading to lowering of morale. Civil aviation when administered under the ci vii service is often unable to attract or retain some of the best manpower on the competitive market.

The wind of co mmercialisation or corporatisation of civil aviation blowing in the region looks promising to facilitate the reduction in the scale of ATC inadequacies in the region. This is because such commercialised orga nisation would be directly liable to legal action for the consequences of ATC inadequacies in their area of juri sdiction. Gove rnm ents would also be influenced by economic safety and other positive determinants of the industry when selecting top exec utive personnel. Also, the bureaucrat ic procedures relating to acquisition of equipment and other needs would be greatly reduced. There are prospects for staff to enjoy better emolument and conditions of service under commercialised civil aviation.

Commercialisation also has its negative side.

Management would want to maximise profit with minimum in-put. IFATCA advocates that safety is paramount in aviation, whether commercialised or not.

Ht \I \ \ Most of the human causes of ATC inadequacies have been treated extensively under the subject of Human Factors in ATC by international experts. includin g. Mr. Bert Ruit enberg, IFATCA¡ s Executive Vice President Professional.

This aiticle examines two human causes of ATC inadeq uac ies in the AFM regio n which are common to many ATC units. These are training and working conditions. Many ATC units are struggling to maintain adequate staff levels of qualified and experiencedair traffic controllers.

There are very few ATC Schools in the AFM reg ion which rea lly meet the high sta ndard required of every ATC institution. Most of the regional schools set up with the assistance of

THE CONTROLLER/SEP T EMBER 1995

27 - 8 (Dec) Airspace Planning and Management Workshop Singapore Aviation Academy Contact - Ms Carol New Phone +65 5420 6216 Fax + 65 542 9890 29 - 30 ATC Asia Pacific 95, Hong Kong Convention and Exhibition Centre Contact - Miller Freeman Exhibitions Phone +44 181 302 8585 Fax +44 181 302 7205

DECE MBER 5 - 10 Langkawi International Maritime and Aerospace Exhibition LIMA 95 Kuala Lumpur, Malaysia Contact - Le Proton LIMA Sdn. Bhd. Phone +603 238 5857 Fax +603 238 6272 I 996 1996

FEBRUARY 1- 4 IFATCA Executive Board Meeting Jomtiem, Thailand Contact - Executive Secretary, Edge Green.

Phone +44 1628 23699 Fax +44 1628 781941 6 - 11 Asian Aerospace ' 96 Changi Convention Centre, Singapore Contact - Jimmy Lau Phone +65 3710701 Fax +65 2734520 27 -29 ATC '96 Exhibition & Conference Maastricht, The Netherlands Contact-Donna Bushell, Miller Freeman Exhibitions Phone +44 181 302 8585 Fax +44 18I 302 7205

MARCH

l:IJ\NGE

25_-c~J~'.rnJEffit~\mtonference , Ouro~gypt-

APRIL 9 - 12 3rd ICAO Global Symposium on Flight Safety, Auckland, New Zealand Contact - D Maurino, ICAO Fax + I 514 285 6759 12-13 IFATCA Executive Board Meeting, Tunis, Tunisia Contact - Executive Secretary, Edge Green.

Phone +44 1628 23699 Fax +44 1628 78 1941

15 - 19 IFATCA 35th Annual Conference, Tunis, Tunisia VENUECONFIRMED Contact - Chairman IFATCA 96, Phone +216 755 OOO Fax +216 782 106

.,,..,,.page 32

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BEST PACKED AIRLINER OF THE YEAR (follow up ) After my article in the last iss ue, where I reco rd ed that L TU packed 390 passe ngers on an A33 0 aircraf t, someone passe d me an adverti sement fro m Airbu s itse lf, adverti sin g th e A330 as bein g able to carry up t o 44 0 sea t s in a n hi g h den s it y arrangement. The advert also sta tes th at with thi s lo ad it will consume less energ y than a high speed trai n and only the same fuel per seat as a typical car . Th at is intere sting! I wo nder how they have calculated the fue l since airc raft run on kero sene, trains on electricity and a typ ical car on leaded or unl eaded gasoline.

Based on this theory the Ru ssian aircraf t today are prob ably the mos t eff icient aircraft aroun d since I re ad som ew here th at reoularly internal fliob hts in the CIS are sometim es overbooked by b 50%, and actuall y take off with 50 % more passengers than seats available on the aircraft , with peop le standing up in the aisle!

T HE MYSTERY OF THE M ISSLNG T EASPOONS

The following article is borro wed (with their permi ssion) from the Dutch Airline pilots Association Mag azine:

The Mystery of the Missing Teaspoons During 199 3 , Cros sa ir comp lete d 7 6,4 0 8 fli ght s c arr yi ng 1,654,000 passengers, and lost 75 ,000 tea spoons- nearly nine per hour, day and night - and this me ans th at only 1,408 fli ghts remained "teaspoon intacto" !

Comme ntin g on the as yet un so lve d m y stery , Herr Gu stav Zuckers tirrer, the airline's VP Teas poon s, co mm ented: "We ju st

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and faithful servant of the company, but now he is a broke n man.

With so few teaspoons left, I shall have to move him onto forks -knives too, if he can manage the extra responsibility. As fo r our passengers, I'm afraid in the future it's going to be a ten franc deposit per five second stir - tea or coffee!"

The case continues.

HIGH TECH NOLOGY AND MARR IAGE:

Durin g a FANS pre sent ation, the IFALPA ' s view w a s put fo rward by Captain Lui s Garcia Perez of Aerom ex ico. Lui s c o mp ared hi s new hi gh-tech aeropl a ne w ith hi s w ife : "Und erstandin g her is not an easy task and li vi ng w ith her requires patience and full dedication. If you pay attention to her, you ge t in an hypnotic trance. She is alwa ys in a hurr y and n01mally she does things better than I do. But she ch anges at an incredible speed. She solves mos t of the problem s, but c an generate others ,worse if you don't control her. She can also cre ate depend ency and overconfidence" . His personal conclusion is that both his high-tech aeroplane and his wife are very easy to miss and hard to fully understand. My personal conclu sion based on ove r 30 years of actu ally practi sin g with bo th wom en and aeroplanes is that women are more difficult. Aeropl anes gen erally do not compl ain if you are coming back home after midni ght with a few other friends without warning, or if you go once in a while to visit another aeroplane.

BO EING

In order to prove that the new Boeing 777 is definitive ly faster than any other Airbus aircraft, the Boeing test pilot s are go ing beyond themselves. According to this press release they reac hed Mach .96 in a dive ... That is what I call a high speed descent.

How will that relate in feet per minute? Watch out next time you ask a B777 to expedite descent, you might be surpri sed.

EU R0CON TROL GLOSS ARY

(2)

As prom ised in the las t iss ue, I give yo u my definiti on of Strateg ic and Tactical. I am told that eve n IF ATCA St andin g Committee l spent 3 years and 2 Working Papers to try to find a suitable defi nition of those terms unsuccess fully . W ell here is Charlie ' s definition:

don't know what's happened . We ' ve checke d the quality control of the supp lier , Bas ler Teas poo ner y AG , in case a batc h of teaspoo ns were accidentally made fro m some cheap alloy prone to bio-degrading, but this is not the case. Alt hou gh we are reluctant to even co nsider the possibility of these teas poo ns being stolen by om passengers , we have to bear this in mind and thus, not only are the Swiss Po lice helping us with our enquiri es, but Scotla nd Yard and the FBI too . We shall have no alternative but to searc h the cutlery drawer s in the kitc hens of no less tha n 75,000 home s within our passenger catchme nt area. After all, if thieving on a gra nd scale has taken place, eve ry 22nd Crossair passenger co uld have one of our teaspoons." Cross air's President and CEO, Moritz Suter co nc luded: "Herr Z uckers tirrer is a fine

30

Pi ctu re yo urse lf as tr yin g to seduc e a lady (or m a n) . Th e seducing, convincing, tete- a-tete dinner, little prese nts, etc .. all aim at getting the lady (or the man) into your hom e that night this can be best described as STRATEGIC love . Wh at actually h app ens durin g th e ni ght it se lf ca n b e b es t desc rib e d as TACTICAL Love.

Next time we' ll define the term: "Conflict Free Traj ec tory" .

O VERHEARD 0

THE FR EQUENCY:

Control: XTY 234, what is the name of your airline?

Aircraft: Dobreskayadzenorvorsky Kazak Rabo te Airlin es, Sir ..

Control: OK, XTY will do for today , thank you.

And boo-owed from our Gemian Controllers Maga zine:

Control: EWR 234, tum right heading 100, eehh, make it 110 Aircraft: Roge r Co ntro l, if that helps turnin g right heading 115...!!!!

TH E CONTR O LLER/SEPT EM BER 1995

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or if you go once in a while to visit another aeroplane."

~

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•

It

"Andjust where do you thinkyou're going ?!

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

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time, are unable to maintain the high standard required. mention was the public ation the FANS Efficient implementation of the CNS/ATM Starter Kit. This document, developed jointly systems shall depend largely on adequate and

by ICAO and IAT A, is designed to assi st efficienttraining of personnel, including the air governments, ATS providers and airlines in traffic controller. The AFM CNS/ATM Task the implementation of FANS CNS/ATM Forcewouldhave to address this problem at the systems. It is a large document supported by next Africa Planning and Impl ementation a video and CD-ROM which recognises the Regional Group (APIRG) ATS and CNS/ATM evolving nature of regulations, and technical workinggroupsmeetings. and operational standards. IFATCA Member Poor workingconditions is a major cause of Associations are recommended to obtain a ATC inadequacies in this region . Two very copy from IATA in Montreal.

Overall, Global Navcom remain s an distasteful examples may suffice: An air traffic essential meeting point for all organisations controlleron duty during peak period of traffic and companies involved in the continuing withinhis airspace,ignored nature's call to visit implementa tion of FA NS CNS/ATM the toilet because there was no other qualified systems. IFATCA must continue to be heard controllerto give him a rest break. The result and seen in this forum. Many of the issues was that he handled all the traffic safely but he raised at this year 's event will need to be had to respond to nature' s call whilst remaining addressed by IFATCA in the near future. The at his work position. In the second example, an next symposium, Global Navcom 96, will be air traffic controller who had not fully held in Singapore in May 1996. + recovered from an illness but had to resume duty upon the insistence of his employer , collapsed whilst on duty and died when he was ... page 12 IFATCA P RESHT\T!0.\ beingrushedto the hospital. asked in the presentation was whether CRM Conclusion These two "criminal accidents" happened a for ATC could play the same role as it did There will be those who read this paper who couple of years ago in an African country with for pilots , in making the operational staff will raise there eyes heavenwards, and accuse one of the highest volumes of traffic movement realise the practical value of Human Factors controllers, and no doubt other users of the in the region. Investigation revealed that the ATC set-up was facing acute shortage of appl ica tion. 1 again h ave to express a system of being troublemakers.

IFATCA prefer s to think in terms of qualified controllers. The root cause was that, personal feeling when stating that I think it workingconditionswere so honible that, many will not. My impression is that in ATC that pragmatism.

It is crucially important that for the of them had resigned to do other jobs which role will be played by the introdu ction of potential of the future to be realised, that a rewarded them better but demanded a lesser Critical Incident Stre ss Ma n ag ement trul y system wide view is taken . Such an (CISM)programmes. This impression is by approach can ensure that the complexityof the sacrificethan ATC. Unlike air traffic contro llers, pilot s of no means a judgement on the value of either air transport system does not overwhelm or commercialairlines (even with the help of the programme, but rath er a comme nt on the produce an inappropriate system. auto-pilot ) have very resolut e guidelines role a programme has in making a More importantly in the short term, there is professional group accept the application of scope for enhancing the present day ATC stipulatedby !CAO concerning the manning of Human Factors in aviation. + co ntrol proc ess by sys tem stake-holder s the cockpit and also flying hours. Thi s is working together cooperatively, and in so religiouslyadheredto by pilots, the airlines and ATS authorities. doing make the foundationfor the future. + Whil st the two examples above do not .,,.page 20 M \Kl .VG THE: R E\ ou 'TIO .\ H.,iPPE:\¡ provide enough justifications to call on ICAO be smoothed out, and the average volume of to provideguidelines as to how ATC positions traffic maintained, what will be the affect on .,,.page 29 A TC IN,W EQUAOE S IN THI: AFR ICA should be manned , the subj ec t is wo rth controller work load? If nothing e lse the considering by all people concerned with MW DLE [;\ ST REG/0 1\¡ comfort factor wi ll be much higher than safety. presently, with the uncettainty of ju st what is ICAO have deteriorated to the extent that some Low salaries, poor accommodation, lack of around the corner resolved. If more timely and civil aviation administrators do not find any transportation, lack of attractive incentives and accurate information concerning traffic flows reason to send people there to train. Thus the absence of human re source deve lopm ent is provided to the co nt ro l team, th e n few regionalATC training centres are unable to programmes for air traffic controllers in the considerable uncertainty can be removed and meet the large training requirement of the region are root causes of ATC inadequacies in co ntroll ers can rea ll y feel in co ntrol. region. This influenced some countries to train manyAfricanStates.

Experience in Vancouver has shown that the their air traffic controllers in North America, applicatio n of suc h traff ic management Europe and sometimes Asia. However, the cost (O i\ Cl.l SIO\ smoothing, carried out intelligently, can have beneficial effects upon capacity. This notion is involved is very high. Therefore, such countries Efficient impl ementation of th e futur e train their controllers piece-meal.

CNS/ ATM systems and corporati sation or in keeping with the princip le of providing Other countries who are unable to afford the commercialisation of civil aviation functions better quality information to the control process - in this case the contro l process is high cost of external training have established are two significant developments which could actively managing traffic flows to achieve local ATC schools. This local training however eliminate some of the ATC inadequacies in the has an inherent disadvantage of only making AFM region. However , these other remote optimal system usage.

Another area that technology can help is in the st udent famili ar with the local traffic causes of ATC inadequaci es need to be easing RT congestion. In reality it is difficult situat ion. Studies have shown that most of addressed if, the maximum benefit s of the to believe that two way datalink wi ll be these local make-shift ATC schools often CNS/ATM sys te m is to be rea lise d, and available in the core areas of Europe before ' encounter serious deficiencies, and after some subsequently, ATC inadequacies reduced. + ... page 5 G LOBAL N.\\'C0

32

.\1 95 M 0 .\ 'TREAL

the year 2005. RT is a major issue in flight safety, it also has very many strengths. With the increase in traffic that is expected the problem of frequency congestion can only grow , and with it the probability of error.

Once aga in technology exists to assist in ameliorating some of the problem in part by the initial use of datalink for some messages, in part by equipment which eliminatescrossed transmissions such as the 'Contran' device.

The crucial feature in the approach suggested here, is to fit the technology to the functional task that the controller does today, rather than find new ways of the controllerto do the task. However, there is scope for both by providing user benefits to one of the users of the system - the ATC control team. The potential is there for new procedures to be found that enh ance the existing control process and thereby improving the performance of the whole system, and realising user benefits to all. Such an approach ma y also yield unexpected benefit s by providing experience in just how control tasks can be done differently.

THE CONTROLLER/SEPTEMBER

1995

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