IFATCA The Controller - December 1996

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JOURNAL OFAIRTRAFFIC CONTROL -~

1;;;' United Kingdom, December 1996 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/Middle 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 Sandy Oppenheim 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) 1293 784040 Fax +44 (0) 1293 771944 CompuServe:Terry Crowhurst, I00743,3372 Internet: Terry. Crowhurst@srg.caa.co. uk ADVERTISING AND SALES OFFICE

Ron Mahendran 107 Drake Road, Rayners Lane. Harrow, Middlesex, HA2 9DZ, United Kingdom.

Tel & Fax +44 (0) 181 868 7399 ACCOUNTS AND SUBSCRIPTIONS

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

Tel +44 (0) 1270 528363 Fax +44 (0) I270 528478 CONTRIBUTING EDITORS

Patrick Schelling Ch. Sur le Moulin, 1261 Le Vaud. Switzerland.

Tel +41 (0) 22366 2684 Fax +41 (0) 22366 4305 Philippe Domogala Merelstraat 5, NL 6176 EZ Spaubeek, The Netherlands Tel +31 (0)464433564 Fax +31(0)433661541 PRINTING

Mercury Press Unit I. Baird Close, Crawley, West Sussex, RH I O2SY, United Kingdom.

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

THE CONTROLLER/DECEMBER 1996

Volume 35 N° 4

IN THIS ISSUE 3

FOREWORD

Executive Vice President Africa/Middle East Oliver Farirayi 5

AMERICAS REGIONAL MEETING

Terry Crowhurst Reports from Guyana EUROPEAN REGIONAL MEETING

7

Philippe Domagala Reports from Vienna ls THE REGION REALLY UNFLYABLE Arthur Kitao Reports from Africa

10

GREPECAS

11

Rosanna Baru gives an Update CNS/ ATM

IFATCA

TAAM

13

SYMPOSIUM

Neil Vidler Reports from Panama ATCA 96 A Report from Nashville ATC 97 - MAASTRICHT A Pre-show Report USERS MEET IN MEMPHIS

16 18 21

Patrick Schelling Reports CHARLIES

28

Humour and End of Year Quiz Letters

32

Advertisers in this issue Alenia, Andropa, China Air Lines, Crimp, EGATS, Eva Air, Hughes, Mandarin Airlines. Miller Freeman Exhibitions, Omnilife, Schmid Telecom, Wavionix.

Photographs T. Crowhurst. P. Domogala, P. Schelling, ATCAI. Cover An example of TAAM Fast Time Simulation - see article on page 21.

Charlie Cartoon Ken Tully Copy Typing Dona Crowhurst Proof Readers Lucy Leveson, Harry Cole ISSUES APPEAR END OF MARCH, JUNE, SEPTEMBER, DECEMBER. CONTRIBUTORS ARE EXPRESSING THEIR PERSONAL POINTS OF VIEW AND OPINIONS, WHICH MAY NOT NECESSARILY COINCIDE WITH THOSE OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS, IFATCA. IFATCA DOES NOT ASSUME RESPONSIBILITY FOR STATEMENTS MADE AND OPINIONS EXPRESSED, IT ACCEPTS RESPONSIBILITY FOR PUBLISHING THESE CONTRIBUTIONS. CONTRIBUTIONS ARE WELCOME AS ARE COMMENTS AND CRITICISM. No PAYMENT CAN BE MADE FOR MANUSCRIPTS SUBMITTED FOR PUBLICATION IN THE CONTROLLER. THE EDITOR RESERVES THE RIGHT TO MAKE ANY EDITORIAL CHANGES IN MANUSCRIPTS, WHICH HE BELIEVES WILL IMPROVE THE MATERIAL WITHOUT ALTERING THE INTENDED MEANING. WRITTEN PERMISSION BY THE EDITOR IS NECESSARY FOR REPRINTING ANY PART OF THIS JOURNAL.

CORPORATE MEMBERS OF IFATCA

ADACELPTY LTD. Canberra,Australia

IAI - MLMDIVISION Beer Yaakov,Israel

AJRTRAFFICANDNAVIGATIONAL SERVICES Co. Ltd. Johannesburg, Republicof SouthAfrica

IBM (UK) Feltham,UK

AIRWAYSCONSULTfNG SERVICES Wellington,New Zealand

JEPPESEN& Co. GmbH Frankfurtam Main,Germany

ALCATELAIR NAVIGATIONSYSTEMS Stuttgart,Germany

JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD, USA

ALEXANDERHOWDENAVIATION London,UK

KONGSBERGNORCONTROLSYSTEMS Horten,Norway

AMBIDJIGROUPPTY LTD Melbourne,Australia

MILLERFREEMANEXHIBITIONS Sidcup,UK

ARINClNCORPORATED Annapolis,MA, USA

NORTELDASA Friedrichshafen,Germany

ASCOMTIMEPLEXGmbH Frankfurtam Main,Germany

NORTHROPGRUMMAN Baltimore,MD, USA

ATS AEROSPACE St. Bruno,Canada

OMNILIFEOVERSEASINSURANCECo. Ltd. London,UK

CAE ELECTRONICSLtd. Saint-Laurant,Canada

RAYTHEONCo. Marlborough,MA, USA

CESELSA Madrid,Spain

SCHMIDTELECOMMUNICATION Zlirich,Switzerland

CELSrtJSTECHSYSTEMS Jtirfalla,Sweden

SERCO-IAL Bath, UK

COMPUTERRESOURCESINTERNATIONAL A/S Birkeriid,Denmark CRIMPA/S Allerii,Denmark CORIS Le PlessisRobinson,France DENRO Gaithersburg,MD,USA DAIMLER- BENZAEROSPACEAG Ulm/Donau,Germany DICTAPHONECORPORATION Stratford,CT, USA DIVERS!FlEDINT'L SCIENCESCORP. Lanham,MD, USA GAREXAS Oslo,Norway HUGHESAJRCRAFfCOMPANY RichmondB.C.,Canada

SIEMENSPLESSEYSYSTEMS Chessington,UK SOCIETED'ETUDESET D'ENTREPRISESELECTRIQUES Malakoff,France SONYCOMPUTER Weybridge,UK SWEDAVlAAB Norrkoping,Sweden TELUBAB Solna,Sweden THOMSON-CSF,DivisionSDC Meudon-La-Foret,France VITROCISETS.p.A. Rome,Italy WAVIONIXSOFfWARELTD Lausanne,Switzerland

HUGHESATC SIMULATIONTRAINING BurgessHill, UK

Please note below new address and telephone number for the Executive Secretary and new address and telephone number of tbe Advertising and Sales Office on page one.

The InternationalFederationof Air TrafficControllers'Associationswouldlike to inviteall corporations,organisations, and institutionsinterestedin and concernedwith the maintenanceand promotionof safetyin air trafficto join their organisationas CorporateMembers.

CorporateMemberssupportthe aims of the Federationby supplyingthe Federationwith technicalinformationand by meansof an annualsubscription.The Federations'internationaljournal The Controlleris offeredas a platformfor the discussionof technicaland proceduraldevelopmentsin the fieldof air trafficcontrol.

For furtherinformationconcerningCorporateMembership,or generalIFATCAmatters,pleasecontactthe IFATCA ExecutiveSecretary: E.G.H. Green O.B.E., 4 The Rookery, Peasemore, RG20 7JY, United Kingdom.

Tel: +44 (0) 1635 247890 Fax: +44 (0) 1635 247891

(_J

__________________

FOREWORD _________________

_

Foreword 0 Oliver Farirayi- Executive Vice President Africa and Middle East

T

he Africa and Middle East Region of IFATCA has seen phenomenal growth in air traffic. This growth is the result of many factors. One of these is the result of the emergence of South Africa from its isolation before 1994. Many airlines have started services on more routes to South Africa and beyond. This increase in traffic has been sudden and unexpected.

The introduction of economic market reforms has seen African economies expanding rapidly. Tourism has also had its fair share of expansion. As a result, air traffic in the region is increasing rapidly to cater for the increased number of passengers and freight in the region. It is estimated that over the past two years air traffic over Africa has increased by about 200%.

However, the question is whether or not the African ATC systems were ready for such a rapid growth.

Seasonal traffic that is normally witnessed during the Haj period further overloads the inadequate ATC systems in the region. This traffic is normally west to east and vice-versa.

This creates new conflictions with the normal north to south traffic. Although contingent routes are created by ICAO, IA TA and States affected, the real question is whether our limited air traffic control systems can handle such tasks adequately.

Like everywhere else in the world, in Africa and the Middle East we have acknowledged that the existing facilities and ATC systems can no longer cope with the phenomenal growth in air traffic, hence the evolution of the ICAO CNS/ A TM concept. The implementation of the CNS/ATM concept will be evolutionary and implemented on an ICAO regional basis.

This system will require high levels of investment in equipment from both the airlines and air traffic services providers, as well as training for ATC staff before it will be operational. Most governments, aviation authorities and airlines in the region are short of cash and are unlikely to be able to afford the high costs required for the required investment.

What options do governments in the region have to raise the required capital? Is privatisation and/or creation of more autonomous aviation authorities part of the solution?

Practically, the Africa/Middle East Region cannot afford only to talk about the future. The region should focus on the present problems and come up with short term solutions which will compliment long-term solutions.

It is with this background that the theme of the Fourth IF ATCA A TC Symposium will be based. The Symposium will be held in Harare between the 4th and 5th of June 1997.

It will focus on the aforementioned topics including the thorny problems of the inhuman working conditions and poor remuneration that the Region's controllers have endured for a long time. These problems cannot be solved by IFATCA or individual Member Associations alone. Civil Aviation Authorities and governments are also key players in this issue.

That is why they have to attend this Symposium.

Furthermore, it is the duty of as many controllers as possible in the region, not only to attend this important event, but also to endeavour to bring along key players from their own organisations.

I look forward to your attendance and participation in this event. +

THE CONTROLLER - REGIONAL SUB-EDITORS AFRICA MIDDLE EAST Mr Albert Aidoo Taylor P.O. Box 9181 Kotake International Airport Accra GHANA

Telephone: +233 21 773283 Fax: +233 21 773293

and Mr Khaled Kooli Aeroport lnt. de Tunis-Carthage CNA-2035 TUNISIA

Telephone: +216 1755 000 Fax: +216 1 782 106

ASIA PACIFIC Mr John Wagstaff Telephone: +852 25510081 ATMD,CAD Fax: +852 23628101 Hong Kong International Airport Kowloon Hong Kong

THE CONTROLLER/DECEMBER 1996

AMERICAS Rosanna Baru (ATCAU) P.O. Box 6554 Montevideo URUGUAY Neil Martin 67 Castle Rock Drive Richmond HiJI, Ontario CANADA, L4C 5W3 EUROPE Mr Philippe Domogala Merelstraat 5 NL- 6176 EZ Spaubeek THE NETHERLANDS

Telephone: +598 2770299 Fax: +598 2770299

Telephone: +l 905 508 4771 (H) + 1 905 676 5228 (W) Fax: +1905 676 3121 (W)

Telephone: +3146 4433564 Fax: +31 43 3661541

3

__________________

EDITORIAL _________________

_

Editorial 0 Terry Crowhurst- Editor

Over recent months, much concern has been expressed by lATA and IFALPA over the lack of ATC facilities in large areas of Africa and South America. The notification of large areas of African airspace as "Critically Deficient" and the introduction of 'Traffic Information Broadcast Alert' (TIBA) procedures in the Terry Crowhurst area has done little to enhance relationships between air traffic controllers and pilots.

Similarly, at the recent IFATCA-run symposium in Panama, the audience were treated to a statement, by a pilot from a well known American airline, that TCAS was a pre-requisite piece of equipment and listed as a 'no go' item if the equipment was unserviceable prior to a flight into South America. The pilot then further endeared himself to the audience by stating that this was because he could see all traffic on his TCAS display.

Despite this somewhat frightening lack of knowledge concerning TCAS capabilities, none of these actions necessarily reflect the true status within the regions and there is a great danger in these type of statements by allowing emotion to oveITide fact. Yes, there are

significant areas where ATC facilities are inadequate for the modern need. There are also States that have taken a responsible position in re-equipment and training of controllers to overcome the problems. Indeed, there are some countries in both the notified areas of Africa and South America that enjoy modern ATC equipment that would be the envy of some controllers in both North America and Europe. One of the problems is not to let emotion overtake reality. There are many areas where the conditions of employment, equipment and training require urgent attention. IFATCA urges those countries that are deficient in ATC conditions of service and inadequate equipment etc., to address the issues urgently; particularly if they wish to receive the revenue associated with high airline usage, generally brought by increased tourism. IFATCA continues to meet the Principal Officers from IFALPA and the critical subjects of ATC facilities and related issues form part of the meeting agenda. In the meantime, controllers worldwide continue to strive to produce the best service possible. If the airline operators and associations believe strongly that some areas are unsafe to fly in should they not be considering whether they should be there in the first place? For the price of a couple of Boeing 747 aitframes many of the problems could be solved!+

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THEIFATCA u EXECUTIVE BOARD AND JOURNAL OFAIRTRAFFIC CONTROL THESTAFFOF THE CONTROLLER MAGAZINE EXTENDTHEIRBEST CONTACT THE ADVERTISING MANAGER, WISHESFORTHESEASON TOALLCONTRIBUTORS RONMAHENDRAN. ANDREADERSOF THIS JOURNAL SeePageoneforDetails

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4

THE CONTROLLER/DECEMBER 1996

REGIONAL MEETING

AMERICAS REGIONAL MEETING O Terry Crowhurst

The Seventh Americas Regional Meeting was held in Georgetown, Guyana, on 22 and 23 November 1996.

Despite the excellent arrangements provided by the Guyana Association of Air Traffic Control Officers (GAATCO), only eight out of the region's forty-seven Member Associations (MA) made it for the Opening Ceremony. Several of those attending had experienced considerable difficulties with travel to Guyana and the Canadian delegates were held up for two days enroute before managing to arrive for the second day proceedings thus bringing the MA attendance numbers to nine. Those MAs attending were made up of delegates from Aruba, Barbados, Canada, Guyana, Netherlands Antilles, Trinidad and Tobago, United States of America, Uruguay and Suriname.

Together the delegates totalled a somewhat disappointing figure of twenty-five. The Executive Vice President (EVP) for the Americas - Samuel Lampkin, EVP Technical Chris Stock and The Editor of The Controller Terry Crowhurst represented the IF A TCA Executive Board.

The meeting venue was at the Pegasus Hotel in the capital city of Georgetown which is an 'interesting' one hour drive from the main airport.

The event commenced with a breakfast meeting of the delegates together with the presence of the Minister for Regional Development and Local Government, the Honourable Harripersand Nokta and Mr Lawrence Moore, the Director of Ci vi I Aviation.

After breakfast, the delegates were greeted by the President of GAATCO, Courtney Frank, who thanked the organising commiltee, led by Adrian Bassier (Vice President of GAA TCO) for all the hard work that they had put into the organisation of the event. He then introduced the Director of Civil

THE CONTROLLER/DECEMBER 1996

Aviation who gave an overview of developments within the country's ATC system. EVP Americas followed and in his presentation stressed the importance of the human being and, in particular, the controllers, within the ATC infrastructure.

Finally, the Minister spoke on the imminent formation of a Civil Aviation Authority and how it should help in the development of the future ATC structure. The Minister finished his address by formally declaring the function open.

The delegates then assembled for the meeting and following the appointment of Mrs Artie Heeralall as Secretary, the business of the day began. The Editor gave the repo11of the Executive Board's activities since Conference and a copy of that report will appear in the IFATCA Circular. In his report as EVP, Sam Lampkin stressed the importance of GREPECAS and its meetings dealing with CNS/ATM aspects within the region. He expressed his concern at the poor communications within the area and the reluctance of MAs to attempt to help themselves. In a graphic example of one MA, he used the similarity of a child learning to walk. He pointed out that IFA TCA can hold the hand of the child (MA) that is learning to walk and guide it on its way. but the individual must first have the desire to carry out the action. This theme was returned to several times during the meeting where MAs were encouraged to help themselves in the first instance. The NATCA President also supported the issue by stating that "We tend to go to conferences to get rather than to give." and accordingly "perhaps we should reconsider our commitment to IFATCA".

Sam Lampkin quoted an example of good communication as employed by the Icelandic Association in their dispute with their authorities towards the end of last year. They had kept

IFATCA involved in their discussions and had used the Executive Board to good effect in the successful outcome of their conclusions.

In contrast EVP Americas expressed dismay in the receipt of news from Panama that they had instigated strike action. The whole Executive Board had been in Panama only some three or four weeks before, for the regional seminar (see article on page 13 of this magazine), yet no concerns had been raised from which IFATCA representation may have been of assistance. Sam Lampkin continued by encouraging MAs to make brief periodic reports to him or other Board members on situations that are causing them concern - particularly if it is likely that the assistance of IF ATCA will be sought at some time in the future.

In a verbal report of the Regional Sub Group (RSG) concern was reported over the difference in technological advance between the North Americas Region (NAR) and the Caribbean/South American Region (CAR/SAM).

A request was made for any form of assistance from the NAR to less fortunate MAs in the other areas. The US representative requested IF A TCA to address the socio-economic factors that were effecting controllers world-wide.

EVP Technical referred to the Panama Symposium and the discussion concerning the overall situation in South America; also, he circulated an article from the Wall Street Journal, which highlighted the numerous problems experienced within the region. He suggested that the details contained in the article were well known within IFATCA and that the meeting should consider the various options to improve matters. It was agreed that the matter would be further discussed outside of the meeting with a view to coordinating an appropriate plan of action to address the issues. ►►

5

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REGIONAL MEETING

Individual MAs then presented their reports. Of particular note Aruba drew attention to an intent to increase the limits of their airspace, both vertically and laterally. EVP Americas expressed satisfaction at seeing that Barbados had successfully reorganised their Association and several MAs drew attention to the fact that they were in receipt of new equipment where the use and ergonomic layout of the equipment had not been discussed with controllers before installation.

EVP Technical expressed concern at this lack of involvement and, in later discussion on technical issues, agreed to take an action to Standing Committee I for them to develop guidelines to encourage civil aviation authorities to involve controllers from the early stages of new equipment development plans. The US reported that they had been successful in obtaining rights for NATCA to be represented in negotiations for salaries and terms of service issues. They also made some interesting comments about the development of the 'Freeflight' concept within the US; particularly at the lack of equipment to support its operation.

One of the NATCA representatives said "you can not expect the human to fit the equipment when it is to late". This is a factor that appears to have been neglected. The US also reported that as a result of the employment of many thousands of controllers in the post-PA TCO strike, some 20 years ago, the large majority of their controllers will be eligible for retirement within the first few years of the next century. This exodus is likely to have a significant effect on the current and future shortage of controllers, both in the US and worldwide.

The latest information concerning the IFA TCA 97 Conference, scheduled to be held in Taipei was given and concern was expressed at the prearranged cost of travel to the venue by the national carriers. At the moment it appears that the fare structure offered is to be 25% of the full economy fare where traditionally national carriers offer 25% of the cheapest fare available.

This concern has been passed to the organising committee and hopefully will be addressed. In the meantime

THE CONTROLLER/DECEMBER 1996

many MAs are considering alternative travel options to attempt to get to Conference.

Two offers had been made to host the Americas 1997 Regional Meeting; one from Trinidad and Tobago and the other from the United States of America. The US delegate made a magnanimous gesture in withdrawing the US offer in favour of Trinidad and Tobago. He acknowledged the work of TTATCA within the region and their preparation in pursuing the event.

Trinidad and Tobago was selected as the venue for the next Regional Meeting and the US agreed to consider hosting the 1998 event. TT ATCA also proposed to hold a one day workshop adjacent to the 1997 Regional Meeting within which technical and professional issues, specific to the region, could be addressed. They also requested the

Executive Board to consider holding a Board meeting, to coincide with the Event.

Following the selection of the venue for next year the meeting was brought to a close by the EVP for the Americas, Samuel Lampkin. Again he stressed the importance of involvement by all in solving the problems pertinent to the region and the CAR/SAM area in particular. He also thanked the secretary and the organising committee for all their hard work associated with the meeting.

Regrettably, due to the low numbers of those present and connecting flight schedules, proposed post-meeting tours were cancelled. That said 'the hosting arrangements and social activities provided by GAATCO during the two days were excellent and they are to be congratulated on their hosting of a first class event. +

The Mi11isteraddresses delegates

The Orga11isi11g Committee

7

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

REGIONAL MEETING _______________

_

EUROPEAN REGIONAL MEETING VIENNA,

9 -10 NOVEMBER 1996 0 Philippe Domogala

T

his year's European Regional Meeting was held in Vienna and was organised by the Austrian Association. Some 120 Controllers from about 40 Controllers Associations in Europe participated in this two day event in a relaxing atmosphere. Glinter Melchert, IFATCA Executive Vice President for Europe, chaired the meeting with the help of Sandy Oppenheim, IFATCA Executive Vice President Professional. During the first day, presentations were given by various speakers invited to the meeting.

Mr C. Eigl, Director of the ICAO European & North Atlantic office, who was present during the whole event, gave the latest information on Reduced Vertical Separation above FL290. The reduced separation will be tested first over the North Atlantic, starting 27 March 1997, and in European Airspace

by November 2001. The main point of discussion will be to agree on the so called Single or Double alternate for the direction of the flight levels above Flight Level 290. The logic would be to continue one aircraft eastbound and one westbound. However, some flight levels then become opposite direction to the

VielVof the Delegates d11ri11g the Regional Meeting

present system and this will certainly cause problems at the interface area.

This option is called single alternate.

The other option would be to continue

8

the levels by pairs. A first simulation has been held in Hungary and the results were in favour of the double alternate option and against the single alternate.

Switzerland is planning another simulation, at the beginning of 1997.

Basically, both administration and the Swiss controllers are in favour of the reduced separation, but the French controllers still have reservations.

There is a belief that level allocation (and that some, if not all, new levels) should initially be left for tactical control and not available to be flight planned. Then based on the results of the simulations, and the experience gained in the North Atlantic, it could be decided which option is preferred.

ICAO is awaiting our input.

Another presentation was given by Mr Depouillon from The Eurocontrol Agency on Advisory Services (EAS) and the last presentation was from Mr Vernhes, Deputy Director of the French CAA who explained the future French-Swiss Control Centre - ZOE. The meeting was also informed of the imminent decisions that could be taken by the European Union regarding air traffic control. It was decided that all the Associations belonging to the EU should meet to discuss this topic. It was also stated that almost every Controller Association in Europe is now declaring a staff shortage.

An incredibly bad situation was reported in BULGARIA . Thirty-five controllers have been dismissed and all the assets of the Association, such as money, telephone, fax etc. have been removed. (See follow up article after this report.). The Bulgarians requested some publicity for their cause and some financial support.

The EGATS Executive Board generously decided to donate the remainder of their unused money, allocated to the Regional

Mr C. Eigl, Director of !CAO European and North Atlantic Office addressing the Meeting

Meeting (approx. I 000 Dfl).

It was reported that two hour strikes had been held in Italy during November.

The strikes were a protest against the privatisation of their ATS. It was expected that 49% of the shares of the new company will be sold to private owners.

Licensing and pension discussions held between the unions and the new company failed. They also reported a lack of staff and bad equipment.

A press conference was held (in German) on Sunday Morning with Mr Eigl of ICAO present. The theme of the press conference was " Is it safe to fly ? " and was for the benefit of the local Austrian Press.

All in all, it was a very interesting meeting. On the social side, AustroControl (the newly privatised ATS company, providing ATC in Austria) sponsored some lunches. ThomsonCSF, as always, gave good support and Frequentis provided a dinner in an old pub in the city. Austrian Airlines hosted a "gala" dinner on the Sunday, thus enabling the meeting participants to discuss "off the record" topics. One thing for sure, in Europe, is that the controllers are becoming more and more united and all starting to think in roughly the same direction. A very encouraging thought for the future. +

THE CONTROLLER/DECEMBER 1996

~---------------REGIONAL

MEETING _______________

THE BULGARIAN SITUATION

THEWORLD'S PREMIER AIRPORT

D Philippe Domogala

T

he following information was received from the Bulgarian ATC Association BULATCA during the IFATCA Regional Meeting in Vienna: Following a series of demands for better working conditions that were, according to BULA TCA, ignored by their management, the Bulgarian controllers decided to go on strike.

According to the controllers, the strike warning declaration was signed by 99% of them. The controllers said they followed the Bulgarian law on strike action by sending the warning and a list of eight "demands" that included requests for familiarisation flights, insurance against loss of licence, English language training courses and some statute changes in their employers contract (involving a demand that 15.8% of the total income received by their employer in routes charges, be reserved for the salaries of the controllers.) The controllers agreed that discussions should take place on what kind of "minimal service" they should provide during the strike.

During those discussions their employers apparently threatened the controllers, should they decide to go on strike.

In November 1995, The Ministry of Transport decided to transfer $1 Million from the route charges already collected, intended for the improvement of the ATC system and to pay the controllers salaries, to Balkan Airlines. The transfer of funds was made to recover the two Airbus A320s that Balkan had on lease and that were currently impounded.

(Copies of letters provided by BULATCA confirmed this action). +

THE CONTROLLER/DECEMBER 1996

_

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~ ~ MACK-BROOKS EVENT

9

AFRICAN CONCERNS

Is THE REGION REALLY UNFLYABLE? 0 Arthur Kitao t its 51 st Annual Conference in Dublin, IFALPA declared the vast majority of the African Flight Information Regions as unsafe to fly in. This same message was brought to the IFATCA Conference in Tunis, 1996, by an IFALPA representative.

The critically deficient area was defined by IFALPA as having inadequate, or inappropriate, ATC systems.

Interestingly, the area designated by IFALPA is similar to the one IATA designated for the use of In Flight Broadcast Procedures (IFBP).

IFALPA, in its contentious report, was highly critical of the African ATC system and states that the inadequacies have led to the use of the Traffic Information Broadcast Alert (TIBA) within notified African FIRs. Although IFALPA had problems in identifying precisely which States were deficient, they were in agreement that safety levels had reached such a dangerous degree that they had to take a position to categorise much of the region as "critically deficient".

During the discussion that followed the report in Tunis, the Afiican delegates tried to obtain from the IFALPA representative a verification of the report accuracy. The pertinent questions were

A

not answered by IFALPA. The African delegates did not disagree with the IFALPA representative who was quick to say that IFALPA's decision in no way reflected criticism of the professional standards of African controllers, but was more of a positive effort to help improve the position of controllers throughout Africa. Whilst agreeing with this, one has to ask whether IFALPA has just woken up to the ATC problems of Africa? It is acknowledged that problems do exist in Africa. Most of these problems are in areas of insurgent activities or those prone to vandalism of ATC sites. Despite recycling of user charges, there are many areas of low traffic density where quality service is hard to maintain by the provider without additional heavy financial burden.

There are signs that some States are taking a positive action toward fulfilling their obligations as required by the Regional Air Navigation Plan. What is surprising is that some of the 'blacklisted' FIRs have no deficiencies or inadequacies, as alleged by the report.

Investigations show that some reports filed by pilots do not depict the coITect scenario on the ground and there have been cases where reports have been filed against items previously subject to

NOTAM action 1 IFALPA and IFATCA have an observer status in the supreme civil aviation organisation in Africa, APIRG. Together, they are also members of the ATS and CNS/ ATM sub-groups - the expert groups of APIRG. It is in these sub-groups that deficiencies and inadequacies are discussed and member States advised on what action to be taken through APIRG. If IFALPA wants to assist and encourage States, it is these fora that it can make the input and stand be known.

Further research has shown that no airline uses TIBA and in fact uses lFBP unless of course IFALPA equates IFBP to TIBA. Its use needs to be carefully examined with its originator. IATA. There are also cases of its use within areas under which good coverage of VHF and radar are available.

A number of States have improved their communications facilities by providing E-VHF through SATCOM. Therefore, what is needed is not condemnation but encouragement and we in the Federation can work together with the African IFALPA representative to give an added impetus towards the improvement of services within the African region. +

11TH JOINT AFRICA MIDDLE EAST SUPPORT AND TASK FORCE MEETING (STTF) D Arthur Kitao

T

from the AFM MAs. This was assisted by the gesture of the Tunisian ATCA in granting a low conference registration fee to regional delegates.

/LO - /LO Recommendations on Controllers and its Application by States.

AFCAC - Privatisation of ATC.

The meeting expressed its disappointment as it continues to receive only a handful of responses to questionnaires from Member Associations (MAs). It was agreed that a working paper concerning the importance of providing information and data be prepared for presentation at the next regional meeting. There was a marked improvement in the attendance and participation in conference activities

Most of the remainder of the meeting was devoted to the preparatory work for the 7th Regional Meeting scheduled to be held in Dakar on 18 and 19 November 1996. This will be the first meeting run under the new format as requested by delegates at the last meeting in Nairobi.

The programme will provide presentations during the morning sessions and working sessions in the afternoons.

Working papers will be presented during the working sessions and any conclusions, decisions or recommendations reached will be presented as working papers to the next annual Conference.

The following organisations have been invited to speak on these topics at the Regional Meeting:

he African/Middle East Support Team and Task Force (STFF) held its meeting in Harare, from 26 - 27 August, 1996. After warm words of welcome from the regional Executive Vice President, the meeting reviewed the various tasks assigned to the STTF members in accordance with the work plan set at the conclusion of the last regional meeting. A review of the Africa Middle East (AFM) meeting held on the last day of the Tunis Conference was also given.

10

!CAO - Training vis a vis CNS/ATM.

Euroco11trol- Flow Management.

GA TCO - Sources of Funding for MAs. IFALPA, IATA and the Federation Deputy President will also be speaking on subjects to be chosen by them.

An IFATCA CNS/ATM Symposium, whose theme will be "CNS/ATM Evolution in the Africa Middle East Region" is now scheduled to be held in Zimbabwe on 4 and 5 June 1997. The symposium will be followed by a meeting of the IFATCA Executive Board.+

THE CONTROLLER/DECEMBER 1996

ICAO

ICAO GREPECAS D Rosanna Baru, ATCAU

D

o you know the meaning of GREPECAS. It is the Caribbean and South American Regional (CAR/SAM) Planning Group. (In Spanish-Groupe Regional Planificacion y Emplanacion de Caribe y Centro y Sudamerica).

It was set up by the Council of !CAO in 1990 with the following objectives:

Ensure the continuous and coherent development of the CAR/SAM Regional Plans as a whole and in relation to those of the adjacent regions, and

Identify specific problems in the air navigation field and propose, in appropriate form, action aimed at solving these problems.

The 6th Communications Sub-group Meeting of GREPECAS took place in Lima, Peru, from 17 to 21 June 1996.

The meeting was sponsored by the Regional South American Office of ICAO. Mr Jose Miguel Ceppi, Vice Chairman of the ICAO Regional Office, welcomed those attending the meeting from Argentina, Bolivia, Brazil, Colombia, Chile, Cuba, Peru, Spain, Trinidad and Tobago, Uruguay, and the United States, together with representatives from the international

organisations of IA TA, IF ALPA, SAIC, COCESNA, SIT A, ARINC and of course IFATCA, very proudly represented by Rosanna Baru. During the meeting there was good cooperation between IFATCA and the IFALPA representative, Captain A11idoro Leal.

The meeting covered several topics but the most interesting was the precursor to the CNS/ATM system being developed for deployment in the 21 st Century.

The Aeronautical Telecommunications Network (ATN) is a world-wide data network that will provide data communications, connectivity amongst mobile platforms (i.e. aircraft) and ground organisations, including airlines and air traffic service providers. The ATN will support:

Air Traffic Control Communications Flight Information Service Communications Aeronautical Operational Control Communications Aeronautical Administrative Communications Aeronautical Passenger Communications The A TN will enable world-wide, seamless, rapid, reliable and cost

effective aviation industry data communications, well into the next century. Preparing for future systems will be more difficult for some regions, such as South America, that still fight for basic air traffic control needs. In many countries, the working conditions of air traffic control officers (ATCOs) remain deplorable. A high percentage of ATCOs are forced to seek additional employment to their ATC duties in order to supplement their income to an acceptable or basic level. However, A TCOs endeavour to give of their best as illustrated in the following example: A representative from Chile presented an information paper concerning Pre-Departure Clearances (PDC) using VHF Digital Link (VDL) for the International Arturo Merino Benitez Airport, at Santiago de Chile.

The procedure has been developed with American Airlines, United Airlines, Air France, British Airways, KLM, and Lufthansa. The system provides the benefit of reduced air terminal voice traffic, more accurate and secure printed clearances and reduced language problems. Additionally, the system can also integrate with the ATIS system for the auton:iatic reception of OPMET and NOT AM information, thus providing an enhanced service for all users.

In view of the evolutionary development of a future air navigation system, these efforts should be applauded. However, there is still a strong need to focus on the human aspects of existing A TC systems and we should all continue to concentrate our efforts towards resolving some of them first. +

NEWS FROM ISRAEL __________

T

he Air Traffic Controllers' Association of Israel (ATCAI) is proud to advise our colleagues all over the world, about a very impressive event in Jerusalem.

On September I9. I996 the President of the State of Israel - Mr. Ezer Weizman, welcomed the directors of ATCAI in his office, in Jerusalem, for a small ceremony, in which Mr. Avi Hacohen gave Mr. Weizman the nomination of an Honorary Chairman of ATCAI. IF ATCA members who attended IFATCA 95, in Jerusalem, will remember the impressive opening by Mr. Ezer Weizman at the Opening Plenary.

THE CONTROLLER/DECEMBER 1996

The Israeli President is an aviator himself, carrying a pilot's licence since the year 1942, a fighter pilot in the RAF during the Second World War and later on in the Israeli Air Force as its General Commander. During his public career he has always supported ATCAI actions, and he is well informed in all that is happening in the complex airspace of Israel.

"It is always good to have a friend in the President's home - It is a great honour for us to have such a respected personality like the President of the State of Israel as an Honorary Chairman of our Association," said an ATCAI member. +

_

The President of Israel accepts the 110111i11ario11 as Honara,y Chairman of ATCAI

11

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CNS/ ATM SYMPOSIUM

_

PANAMA

□ Neil Vidler-DEPUTY PRESIDENT

T

his third IFATCA symposium commenced in very impressive fashion with the attendance and an opening speech from the President of Panama. The presence of his Excellency the President undoubtedly lent considerable prestige to this event and no doubt considerably raised the profile of ATC in Panama. The value of such exposure cannot be underestimated and by some measure probably ensured the success of the symposium before it even commenced.

The actual working sessionscommenced with the Deputy President who provided IFATCA's view of the objectives of the symposium which included the topics: 'Why we are in Panama?' and 'What we hope the symposium will achieve'.

The first presenter was Sam Lampkin.

Executive Vice President Americas (AMA).

Sam provided an overview of the state of Air Traffic Services (ATS) in the AMA region.

He detailed the contents of a recent survey which IFATCA conducted. and it has to be said that at times it painted a bleak picture.

But it is this very condition that, at least in part, prompted the presentation of the symposium.

Next came Sr. Gregorio Montecer who gave us the local view. His overview of the ATS picture in Panama was educational, particularly for those of us from outside the sub-region, and provided a little history and a brief summary of conditions and facilities.

After Sam Lampkin's speech, it was reassuring to learn of the plans of our host country for the implementation of Communications, Navigation, Surveillance/ Air Traffic Management (CNS/ ATM).

The final speaker in the opening work session was Captain Rick Valdez, representing US ALPA. Captain Valdez highlighted some of the difficulties encountered in flying and referenced them to safety aspects. One of his main points. and this was borne out by the questions later, was the language problem. It is common in other parts of the world too but he especially highlighted the difficulties that can be encountered by having English speaking pilots losing situational awareness through controllers and other pilots speaking their native tongue.

The third working session was of a technical nature and commenced with a dual presentation by Chris Stock IFATCA's EVP Technical, and Philippe Domagala, a controller from Eurocontrol. This dealt with Civil/Military co-ordination and we were clearly shown the need for real co-ordination and co-operation between the authorities. A further point made, covered the need for proper and adequate dissemination of plans and amendments to procedures to be made to controllers and pilots alike.

Following on. Philippe then delivered a presentation of Air Traffic Flow Management (ATFM) in Europe and

IUM THE AMERICAS

The President of Panama 111ee1.s members of the IFATCA Executive Board showed us some lessons to be learnt. We heard how ATFM came about in Europe and the effect it is having today (not always what is desired). where it is going wrong and the pressures it is placing.

We finished the first day with session 4.

Being flexible, as controllers all are. the programme was varied a little in that EVPT, Chris Stock. did not proceed with the advertised Panel discussion but instead presented an overview of developments in various aspects of CNS/ATM: Data Link.

ADS. ATN, Reduced Separations and Airborne Separation Assurance.

Continuing on with this theme.

IFATCA's Editor, Terry Crowhurst spoke at length about Airborne Collision Avoidance Systems and, specifically. TCAS. Finally. the Panel discussion got under way and. whilst brief, proved to be a very lively affair.

Several interesting topics were raised and amongst these were TCAS orders versus ATC instructions and the misuse of air navigation charges.

The second day was introduced by Mr. Frank Sweeney from the FAA. Frank gave us two presentations on Automatic Dependent Surveillance (ADS) and Controller Pilot Data Link Communication (CPDLC).

He showed how ADS will provide early benefits in supporting 30/30 separations (30 nautical miles longitudinal and lateral), how it has the ability to reduce workload and allow increases in capacity.

Another perceived benefit is that it will facilitate transition to CNS/ATM. Frank complemented the ADS presentation with details on how the FAA introduced training for their controllers in the use of CPDLC and how they have reacted to it.

IFATCA's Human Factors expert. Bert Ruitenberg, followed with a cautionary presentation exhorting care with CNS/ ATM introduction and full consideration of the Human Factors aspects of the implementation of this new way of doing things.

Session 5 was concluded by a familiar face. Philippe Domogala. This time, Philippe

THE CONTROLLER/DECEMBER1996

concentrated on managing change and maintaining the ATC service whilst transitioning~to CNS/ATM. This change is not expected to be easy. but it will be a challenge.

Session 6 was singularly oriented towards privatisation/commercialisation of A TC services. Professor John Strong provided a most interesting view of the reasons for privatisation and noted that in Central America the motivation is mostly to raise revenues rather than to improve the service. Professor Strong used lots of nonA TC terminology and encouraged us to learn these to go with our plethora of ATC acronyms. He clearly illustrated the pitfalls associated with the practice and particularly highlighted the Canadian and Russian experiences.

To round off this discussion. EVP Professional Sandy Oppenheim gave a brief presentation on IFATCA's policy on privatisation.

After lunch. Terry Crowhurst (Editor.

The Controller) spoke on Safety-The Need for Regulation. Unavoidably a dry subject.

Terry's presentation clearly showed the relevance and importance of safety in our day to day working lives. Sandy Oppenheim again obliged with the IFATCA policy on accident and incident investigation primarily that ATCs should be provided with protection within the framework and that the prime purpose of investigation should be to improve the safety of the system.

The symposium concluded with another interesting question and answer period in an open forum format.

In conclusion. I would like to express our appreciation to APACTA. the ATC Association of Panama. I believe they provided us with an excellent venue and organisation which facilitated a very good symposium. It was also IFATCA's pleasure to present what turned out to be an outstanding event.

+

13

BOOK REVIEW

THE PROFESSIONAL BOOKSHELF 0 Reviewed by Patrick Schilling

Human Factors in the Design and Evaluation of Air Traffic Control Systems.

Human Factors in the Design and Evaluation of Air Traffic Control Systems

"Down-to-earth" Patrick Schelling, Contributing Editor

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n fact this review is not about a book since the document is called a Final Report by its authors. Nevertheless, it has definitely the form of a book since it contains 760 pages -in paperback!

Published in 1995, the document is disseminated under the sponsorship of the Federal Aviation Administration (FAA) in the interest of information exchange, as it says on the first page.

This book addresses the "down-toearth" human factors issues that should be considered in the design and evaluation of air traffic control systems and sub-systems. The "down-to-earth" expression is used here in two ways: firstly, to illustrate that it focuses on a ground-based (ATC) system; and secondly, it addresses the real problems one needs to consider when designing such a system. Not at all outdated, since the "ground" will (still) be a major player in the future.

The abstract reads: "It provides background material on the capabilities and limitations of humans as information processors and discusses issues in: ATC automation, computerhuman interface, (controller) workstation design, workload and performance measurement, human factors testing and evaluation. The goal of the material is to help air traffic controllers and other operations specialists identify potential problems by alerting them to known design flaws and providing them with information as to why some design options may be undesirable or operationally unsuitable.

This document presents design goals based on human factors principles, standards and guidelines. Some of these design goals are idealistic in an ATC operational setting. They are presented so that the operations specialists can identify key human factors issues and understand the implications of

14

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ATC systems - specially for the next generation, where the human will continue to play a major role in a complex human-machine environment.

Report Title: Human Factors in the Design and Evaluation of Air Traffic Control Systems Final Report, April I 995.

Edited by Kim M. Cardosi and Elizabeth D. Murphy The report is available free of charge while supplies last and can be requested by e-mail (cardosi@volpel.dot.gov) or at the following address: Kim Cardosi DTS-45 DOT/Volpe Center Kendall Square Cambridge, MA 02142

USA+ compromises, and where they must be made".

It is of course impossible to review the whole document here; however, the chapters reviewed gave the impression that the researchers fully understand the controller profession and that the right questions are posed. These questions find their answers as we go along or point out important factors to consider when designing ATC systems.

Questions like: "How will increasing automation affect the controller's role and way of doing business?" or principles like the one issued by the FAA in 1990: "Although controllers need assistance in dealing with increased air traffic, the form of this assistance must be carefully designed so that the controller's job remains one that human beings can pe1form successfully and with satisfaction," provide a sound starting point for systems design.

Most of the chapters conclude with a comprehensive list of references and a check-list to consider for each subject.

The latter is also available in electronic form and is part of the shipment when ordering the report. A CD version will also be available shortly.

A publication, worthwhile considering when engaged in designing

HumanFactorsChecklistfor the DesignandEvaluationof Air TrafficControlSystems OOtlfAA,~I

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THE CONTROLLER/DECEMBER 1996

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ATCA '96

ATCA '96 IN NASHVILLE D A subjective report by Philippe Domogala

T

his year, the ATCA Conference was held in one of the most incredible hotels in the world: The Opryland Hotel, in Nashville Tennessee (home of country and western music and Gibson Guitars.) The Hotel is a small city of nearly 10,000 people and includes parks, rivers with boats and bridges, waterfalls, and an island with shops and a church. All of this is covered by a glass dome in order to keep the climate perfectly controlled at 21 degrees C, with lamps providing sunshine the whole year long. A idealistic view of America perhaps. One of the big disadvantages of all this, is that everyone (even the staff) gets lost at least once a day. On the other hand, the main advantage is the superb conference facilities, as one quarter of the hotel is in fact a huge convention centre. As usual ATCA 96 was divided in two parts: an Exhibition and a Conference with technical presentations.

THE PRESENTATIONS DATALINK Among the speeches presented during A TCA 96, several are worth mentioning. Firstly, the one by C.A. Shingledecker of NTI reporting on an experiment on Datalink, made in the Atlanta Air Traffic Control Centre last year. Two very busy en-route sectors were simulated using active controllers under various configurations.

The concept of a "Control Team "of 3 controllers per sector (rather than a radar plus one assistant) was used. The aim was to share the various inputs, even if only one controller remained responsible for the decisions. The participants seemed to have unanimously agreed that Datalink would improve A TC operations. The main advantage was to be able to transmit more information during the same period of time, and a better distribution of the workload among all the controllers. In one session they claimed that Rff exchanges needing 16 minutes of channel occupancy could be performed by this concept with only 3

16

View of the Speakers during the presentations

minutes of channel time (but the total time needed to perform the tasks was not given). However, it is true that in the USA, as elsewhere, in busy sectors, the main problem is R/T congestion, with the radar controller spending most of the time talking. This experience tends to show that reducing the time spent talking enables more time for decision making by the radar controllers, which in fact has the "Team" doing the communication exchanges with the pilots.

CUSTO;\IERS

Another interesting presentation was from Ed Quigley, A TC Supervisor in Pittsburgh, who tried to convince us that controllers should make all their customers happy by satisfying all their needs, otherwise we will face the fate of the dinosaurs.

He identified the customers in order of importance: Flying public,Airlines (including Commuters), Tax-payers, General and Military Aviation, Governme.nt, Neighbours, Adjacent ATC Units, Headquarters and Unions. I leave it to the reader to meditate on this list.

The last presentation which I choose to report on was that of G. Chachis, a US software engineer on Freeflight ATC/Crew communications. He was the only speaker (among the 23 registered) to address the issue of Freeflight. (In fact in the exhibition hall, among the I 06 exhibitors only one had a brochure

on the subject and it was the same one which was available during last year's ATCA, indicating the apparent difficulties in defining technologies needed for this concept.). Mr Chachis argued that Human Factors problems in Freeflight will be tremendous and will need a much more serious approach than that which has been the no1m until now. He found out that the datalinks and related digital technologies needed to make Freeflight possible will present "a formidable information processing challenge" and that " new capabilities will have to be found". He also said that "How the information (will get) to its destination is the (current) concern of computer scientists and telecommunications specialists". He added that "How the information IS OR IS NOT displayed (to pilots and controllers) is a human factor design issue that is far more complex that what is now known as the "Glass cockpit" concept". He added that "Engineers do not always see the full context on how automation is being used". To illustrate this he mentioned some current PC software programs which put Icons everywhere or exaggerate the sub-menus possibilities and said: "In computer technologies a picture is not always worth a 1000 words." To conclude on Freeflight let me quote one senior director of a US firm present in Nashville (who asked not to be identified): For him "The Free Flight concept was primarily designed ► ►

THE CONTROLLER/DECEMBER

1996

ATCA '96 ► ► in order to secure money from the (US)

Congress in order for the FAA to continue in its present form."

THE EXHIBITION

As usual there were over 100 stands, some of the large companies (Lockheed Martin, Harris, Raytheon, etc.) but also a lot of smaller ones showing the latest available technology. One of the very few non-US stands was that of Eurocontrol with a small but very well designed display demonstrating the European systems led by Eurocontrol with emphasis on the new system (ODS) for the Maastricht Centre. A lot of (mostly American) people visiting the stand shook their heads in disbelief as they were until now under the (false) •mpression that US technology in ATC was the most advanced ..

Another innovative stand was the NEOS project being demonstrated by the US Naval Research who developed a laser 3 Dimensional volumetric display for air traffic control applications. Traffic can be observed in three colours and in three dimensions.

The incredible OPRYLAND HOTEL, with its glass domes where the ATCA Convention was held

Although the technology is still experimental, the possibilities are quite phenomenal, but it requires a large futuristic open mind to envisage its utilisation in our air traffic control centres .

CONCLUSI0:'11

As every year, this was an extremely well organised and very interesting ATCA Convention. As usual there were

a large number of participants coming from all sides of the aviation industry.

This enabled a very positive exchange of information and the opportunity to view the latest US technology available, as well as to see the latest FAA inventions. Next year, ATCA 97 will be back in Washington DC (26 September to 3 October 97) this time in the more sober surroundings of a Sheraton Hotel.+

See the world's leading suppliers of ATCproducts, equipment and systems.

The exhibition for buyers and specifiers in air traffic management.

Get your free tickets for the exhibition NOW by ringing: TICKET HOTLINE +44 (0)181 302 7215 or complete and return the coupon below Pleasesend me FREEtickets for ATC·97 Exhibition (state numberrequired) Pleasesend informationon the ATC·97 Jane'sConferenceProgramme I am interestedin exhibitingat ATC·97 Pleasesend me information

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EXHIBITION & CONFERENCE Maastricht Exhibition & Congress Centre Maastricht • The Netherlands

25 • 26 • 27 February 1997

___________________

PREVIEW __________________

_

ATC' 97- MAASTRICHT PREVIEW ir Traffic Control Exhibition & Conference (A TC Maas1rich1 97), the seventh international forum for the global air traffic control industry. takes place al the Maastricht Exhibition and Congress Centre in The Netherlands on 25th, 26th and 27th February 1997.

Europe's leading dedicated air traffic control exhibition, ATC Maastricht provides the most focused platform for the exchange of ideas and technologies in the global A TC industry. A total spectrum of air traffic management equipment, products and services will be represented from over 90 international companies - making it the largest A TC Maastricht event yet.

More than 1.900 visitors attended the previous event which included top buyers and specifiers from 47 countries world-wide. As well as the unparalleled opportunity to see the industry's leading suppliers, ATC Maastricht will once again allow visitors to take advantage of a valuable conference programme.

This year's ATC Conference entitled "Making Free Flight Work" will be held on 26th and 27th February. It will examine what is probably the most revolutionary change to air traffic management procedures since the advent of the airway system.

Over the next few years major institutional, operational and technical changes will be introduced to create enough airspace capacity to cater for air traffic growth, and these changes will redefine the way airspace is organised and controlled. perhaps changing forever the way national authorities manage traffic in their sectors. The Conference will bring together ATC and aviation communities to discuss these issues and propose solutions to the current institutional and technical problems which threaten to restrict expansion and increase delays.

The theme of the EGATS Forum, which takes place on 25th February, is "Air Ground Datalink". The 'open' discussion will examine whether the idea is a magic tool for more capacity, or just another toy of avionic engineering. The debate will widen by tackling the issue of controllers interfering in cockpit functions. and the converse - pilots interfering in ATC functions. Speakers include Phillipe Domogala, former EGATS President: Philip Marien, President or EGA TS: Steve Zerkowitz. IATA; Captain Terry Hanson (IFALPA): and Patrice Behier, Eurocontrol.

Further details are available from the Fonun Coordinator, EGATS ATC 97. PO Box 47.

NL6 I 90 M Beek, The Netherlands - fax +31 (0)433 66 I 541.

The theme is one that is also strongly reflected by many of the exhibitors.

For example fntelect, the provider of advanced multimedia communications systems, will be showing its S4IM Special Services Switching

A

18

System which recently commenced full operation at the North Atlantic ATC Centre to provide voice and data communications between pi lots and 42 controller positions.

The S4 IM represents a new generation of digital switches for private or public networks, the company says. It interfaces with other telephone switches or any type of radio or telephone circuit. while its advanced design allows hundreds of outside parties. including radio circuits. to be conferenced together simultaneously with the push of a button.

Frequentis will be showing its innovative Line Management System, an advanced remote control system for circuit management.

Connecting a voice communication system with remote receiver and transmitter sites, the system allows multiple use of digital lines by using a I 6kBi1 voice compression algorithm which provides 'superb' speech quality,lhe company says. Not only that, because of the fact that ii can use 64kBil channels for three voice and one data channel. the cost of leased lines will be dramatically reduced.

Ferranti Air Systems is highlighting the 'open' nature of its core products. On show will be its AFTN Switch, a flexible. multi-message format and multi-protocol handling system; its NOTAM Database, designed 10 assist NOTAM production. automate distribution and provide local and remote retrieval in compliance with ICAO standards; and its MET Database System which receives. stores, distributes and generates various types of meteorological reports and bulletins.

The application software is platform independent and can be installed under appropriate UNIX operating systems on a number of different hardware platforms. The user can choose cost-effective PCs, well known UNIX servers. or highly reliable. fault tolerant equipment. Any combination of the AFT, NOTAM and MET software packages can be combined together on one platform if required, Ferranti says.

The show will also give visitors the chance to learn more about Copperchase·s latest Flight Briefing application, currently being prototyped. The system, which will allow pilots and aircrew to generate up-to-date route specific Meteorological and NOTAM information, is officially launched on Stand 625.

Digital voice recording company Nice Systems has announced that its NiceLog system has been selected by the FM for the DVRS program, Hong Kong for Chek Lap Kok, DFS Germany for Langen ACC and by other ATC authorities world-wide.

The company will be featuring NiceLog at the show along with two new products.

Aimed at small airports, NiceCall is a compact digital logger offering recording and playback of 4 to 24 channels in a desk top unit

and front panel operation. NiceSoft. the other new offering. is a multichannel digital recording system that records and replays in full synchronisation, radar data and voice communication. It can be interfaced with all types of radars and protocols and all types of voice communications, the company says.

Meanwhile, Denro has announced that it recently won two contracts from Siemens AG for A TC Voice Communication Control Systems. In 1994 the two companies equipped Vilnius ACC with the Model 400D. The latest order for Lithuania will equip the ATC Tower at Kaunas and is designed to integrate with the Vilnius ACC and other domestic airports.

In similar fashion the two companies equipped the Almaty ACC and have now won a second order from Kazakstan to equip the ACC at Aktjubinsk with a 400D. As part of the contract. Siemens and Denro are developing • technical solution for the networking and integration of 18 towers and sites that su1Tound all three of the country's ACCs. With so many exhibitors there will, of course, be many more new launches and contract announcements of interest to visitors.

The full line up of companies at ATC is: AD OPT/Carmen Group. AEA Technology, Airliner Ai, Air Traffic Management, Airports International, Alenia, ALES. ATC Market Repon. ATS Aerospace. Aviation Hazard Analysis. Barco NV, Becker, CM Finland, CAE Electronics, Clement Clarke. Comsoft, Copperchase, CRI, Crimp, Daimler-Benz Aerospace, Data Systems Analysts (DSA).

Denro. DFS German Air Navigation Services, Digital Radio Technology.

Eldis, Enator Telub. Essco Collins, Eurocontrol, Fernau, Ferranti Air Systems, Flight Refuelling.

Frequentis, Galium Software. Garex. GEC Marconi, H.A.N.D., Holland Institute of Traffic Technology, Honeywell Hughe Aircraft Company, lntelect, ISA/Orthogon Jane's Airport Group. Jotron Electronics, Kongsberg Norcontrol, Lockheed Martin, Logica UK. MacDonald Dettwiler. Merheus Corporation, Nice Systems.

Northrop Grnmman.

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_________________

SPECIAL FEATURE _______________

_

TAAM USERS MEET IN MEMPHIS 0 Patrick Shelling-Contributing

Editor

(ADP). Although absent at some working sessions, TPG was present most of the time during the meeting. This helps to obtain a direct feedback which works both ways.

When TAAM was commercialised some five years ago, the progranrn1e was sti II "young" and lacked "operational" (ATC) experience. As with any software, the requests of the users makes a product grow. Also, the users find more and more applications and therefore need an increasing number of functions to conduct their studies. The TAAM Users Group (TUG) has thus been created to co-ordinate these requirements and to exchange experiences made with the software.

Looking at the varied users requirements reveals the diversity in which T AAM is used, or would like to be used. Indeed, as this software evolves in capability (more and better functions), users find new applications.

USER PROJECTS Another main activity during the TUG is the presentation of some users projects.

These sessions permit the exchange of

USERS REQUIREi\lENTS

F

or the third time, the users of T AAM (Total Airspace & Airport Modeller), Fast Time Simulation software gathered for their Worldwide meeting. After Geneva and Frankfurt, it was logical to host the venue in the USA. specially since the number of users has grown substantially in this country during the past year. The first to use T AAM within the USA was FedEx, based at Memphis. Tennessee. The package carrier operates a major hub at the Memphis International Airport (see Box), and uses T AAM to optimise the use of the runways nd taxiways available. FedEx was also the host and organiser for this meeting.

Fast Time Modelling tools are ideal to conduct feasibility studies before spending large amounts of money in conducting Real Time Simulations or actually implementing a project on subjective judgement only. TAAM is a typical "what-if' tool to verify possible scenarios in an en-route, terminal and airport environment.

What had been a small group three years ago, has now grown to nearly 60 delegates from several continents. The group is mainly composed of T AAM users and managers, simulation experts, scientists, as well as representatives of the software supplier, The Preston Group (TPG) of Melbourne, Australia. Some observers also attend before deciding to become future users. This was the case for a representative from Aeroports de Paris

As in previous meetings, the list of user requirements was again rather lengthy. They ranged from a wish-list of essential modelling features to "nice-tohave" items. Some of the requests were presented in a consolidated requirement list by the European Technical Sub-group, formed specifically to discuss detailed modelling aspects.

Although the supplier is, and has been, very receptive to changes, they stated that it will be difficult to sustain such a high rate of enhancements to T AAM 2. 9 as before, since almost all the resources (at TPG) are directed toward the new generation T AAM 3 development.

However, a comprehensive list of improvements made during the last 12 months was presented to the users. Some of these changes were requests from the Frankfurt meeting and others were direct requests from the users to the supplier.

experiences in modelling specific situations.

FedEx presented its use of T AAM to optimise taxi times in choosing runways and taxiways in relation to type of aircraft and gate location. The ramp being located north of the runway system, the carrier prefers RWY 18 and RWY27 departures.

With the implementation of the U27 Project, average savings are 124 minutes per night. Actual taxi times vary between I 2.1 and 13.7 minutes. When forced to use RW36 (L+R), taxi time soars to over 20 minutes 1 Continental Airlines studied the effect of the introduction of the new (increased) radar separation minima, which had been implemented by th FAA on Aug 17th by moving most of the cmTent airline commuter fleet from the "large" (Wake Turbulence) category to "small". This requires an increase in in-trail distance on final approach and at the same time increases the delays.

Continental Airlines compared the "before" and "after" criteria with traffic at Newark International Airport. The results showed an increase of 19.5% on anival delays and 9% on deprutures based on ►► page22

THE CONTROLLER/DECEMBER 1996

21

------------------------------------------------------► ► 1284 movements

(all airlines).

The Directorate of Airspace Policy (UK) presented an en-Route Comparison Study to assess the implications of the introduction of direct routings from continental Europe to the North Atlantic Oceanic Area, basically comparing Airways with direct Great Circle routes.

Pseudo sectors were created to compare both scenarios.

The results showed significant savings in flight times and a potential increase of the sector capacity.

NASA/Sverdrup Technology Inc. evaluated TAAM's capability to be used for Free Flight Modelling. For this kind of study, large number of flights have to be processed. The findings were that the TAAM version used had its limits when asked to run large traffic samples. Also, simulation running times increase dramatically after about 8000 simulated flights. However, the study concluded that TAAM results appear to be similar to FAA study results using other tools and that an improved TAAM (performance) coupled with other models can be used to evaluate Free Flight concepts/tools.

Embry-Riddle Aeronautical University (USA) also presented a study made on Free Flight. The National Airspace System (NAS) was divided in I00NM grid squares to capture conflicts since ADS-B (separation assurance) equipment on board aircraft might have S0NM radius. A total of 384Mb of RAM were needed to complete the simulation containing 41,000 flights!

The NLR (National Aerospace Laboratory of the Netherlands) presented two studies conducted for Amsterdam Schiphol Airport. One is looking at the effect at the capacity for the year 2015, with these assumptions: that 5 runways wi II be avai Iable, that 1460 movements will occur per day using a 6-block system, that all aircraft will operate under CATIII and that minimum separations of 2.SNM can be used under certain circumstances.

The second study assesses the delay that may occur when aircraft have to cross active Runway 19 on their way to and from RWYl9L/0IR (the new 5th runway projected) to the main terminal.

The Boeing Aircraft Company is using TAAM to look at the implications on airports when introducing the B-747-500 and 600 series. The -600 is projected to be 85m (279ft) long and the wings will spread 76.6m (251ft) ! The -400, as a comparison, is 70.7m (231 ft) long and 64.4m (21 I ft) wide. Expected to enter service by the end of 2000, it was necessary to determine the operating constraints at airports in relation to

22

- --

SPECIAL FEATURE _______________ taxiing, weight and parking the aircraft.

For instance, an aircraft of this size, would penetrate Obstacle Free Zones (OFZ) considering today's FAA and !CAO standards. A number of taxiways at US airports have already been identified with inadequate runway-to-taxiway separation distance. By setting taxi speeds for this particular aircraft, the effect on a mixed aircraft type environment can be measured during the simulation.

Air Services Australia, via its Consultant from JPCS, presented the Australian Airspace Classification System (AACS) Project.

This involved assessment of the change in risk associated with the reclassification of nonRA DAR control zones and their associated control area, from Class C to Class D, i.e removal of the ATC separation services between fFR and VFR aircraft. TAAM modelling was used to identify conflict pair data for input to the risk analysis programme.

Swisscontrol glanced back to basics in presenting their method on a Structured Approach to Fast Time Simulation and lessons learned during the operation of T AAM. Indeed, a systematic approach, valid data and agreed specifications, are some of the ingredients to successfully conduct FTS-studies.

Other presentations were given by the DFS on Data Conversion and by MCA Research Corporation on Terminal Datalink benefits using TAAM. THE FUTURE OF TAAM The current version of TAAM is labelled 2.9.2. The Preston Group is in the process of creating an entirely new generation of this software starting with Version 3.0. According to Dr. Alexander Klein, Manager Simulation Technology, TAAM 3 will not be just an upgrade, but a complete rewrite of the programme.

The promises are for superior algorithms for conflict detection, ground movement, aircraft navigation, flow control, sector and centre capacity and int rail separation, etc. Among other features, T AAM 3 will not be limited to Sun Workstations but will also be available on Hewlett Packard, Silicon Graphics and DEC Alfa Workstations, although there are still some problems with the latter, according to Greg Banks, System Architect for TAAM 3.

The new TAAM will have virtually no software limitations on the number of aircraft, airports, navaids and other objects and will be able to run 60,000+ flights per day - twice as fast as real time. First tests at TPG confirm these numbers, says Greg

_

Banks. Other goodies like a state-of-theart graphical user interface and improved, more realistic 3D Graphics are also on the menu. A short demonstration of the TAAM 3 interface and its graphical capabilities was given to the audience.

Two preliminary releases of T AAM 3 are planned. The first will be delivered by April 1997 to a limited set of selected customers for review and testing. A Beta release is due for completion in June 1997 and may be available to a wider customer audience. The official T AAM 3 release will be available for shipping to customers starting August 1997, according to Alexander Klein. He also said that T AAM 3 will need to be re-validated and recalibrated. In addition, he expects the transition to be "as smooth as possible" confirming that the new T AAM software will read all T AAM 2.x data.

It is no secret that TPG had t extensively review the TAAM 3 project in terms of timing, staffing and cost. This review included an exhaustive technical risk analysis, the completion of the system architecture design, and the achievement of the T AAM 3 project schedule. This prompted Malcolm Toohill, TPG's new CEO to announce that the price for TAAM 3 upgrades will be somewhat higher than previously announced.

However, some users felt that, although the value of the product is recognised, TAAM 3 will have to deliver a substantial increase in productivity, compared to the earlier version, to justify the expense.

Also, the pioneering efforts of the initial T AAM users is a factor to be considered when setting the future price structure.

OPEN SYSTEl\lS ARCHITECTURE

One strong plea from the Simulation User Community is for an Open System Architecture, not just for T AAM, but for all similar Fast Time Simulation (FTS) tools. This cry comes at a time when design teams for SIMMOD, TAAM and Airport Machine are considering the review on their design philosophy.

This would require a modular approach to the design of airspace/airport simulation systems. together with an internationally agreed standard interobject protocol. Given the diversity of the modelling tasks, the user requirements cannot be met from a single software source. However, many aspects are common to all models, for example, the aircraft performance characteristics.

Greater database integrity is among the benefits which could be expected if such data were shared across all models.

THE CONTROLLER/DECEMBER 1996

►►

--------------►►

SPECIAL FEATURE ______________

A strong promoter of an Open Architecture Standard for International Airport /Airspace Simulation Systems (OASISS) is Steven Mathewson, representing ECAC/APATSI as the Chairman ofthe Simulation Technology Sub-group. Eurocontrol has coordinated the establishment of a Users Requirements Document (URD) for a Transport Modelling System.

It contains requirements already available in existing models as well as new users requirements.

According to the T AAM 3 specification, it will be built as an "open system'" architecture, utilising the objectoriented software design. T AAM 3 objects include Airline, Flight Crew, FMS, Controllers, etc., approximately l 70 scenarios, such as "allocate gate for departing aircraft", "request take-off clearance" or introduce ground delay rogramme". These scenarios will be available as customisable scripts, open to the user's changes allowing for customerdesigned modules to be added and integrated into TAAM 3.

THE PRESTON GROCP

The Preston Group is an Australian Software Company which employs a total

of 55 in Melbourne and 5 overseas. From the start in 1987, the company specialised in transport simulation technology. principally in the Aviation and Rail industry. However, some of the activities did not produce the expected results. In 1995 the company went through restructuring and the introduction of sound commercial practices to the strong technical base. During this process, most of the Management team were replaced while key scientists and programmers have been retained, according to Malcolm Toohill.

TPG now focuses on the most promising (Aviation) products, namely the (Airport) Terminal Management Systems (TMS), AutoCrew for Airlines, a crew scheduling software, and T AAM. THE USERSGROUPORGANISATIONAL ASPECfS: This meeting revealed that to cater for growth, to co-ordinate requirements, activities and information, as well as avoid duplication and to create synergies. a permanent organisation would need to be created. For this, it was proposed tentatively to split the (TAAM User) world in three regions: Europe (EUR), USA and Asia/Pacific (APA). Each region

_

would designate a person to be part of a Management Board. The chairmanship would ;'travel" alternatively between continents. Each region would also have a Technical Sub-group (TSG).

For the Management Board, the following persons agreed to collaborate: Stephane Ly (SCTA) for Europe; Diana Carl (JDA) for USA and Rick Scott (Air Services Australia) for Asia/Pacific.

Stephane Ly is also the first Chain11an of theWWTUG. The Technical Sub-group is chaired by Alexander Schanz (DFS) for Europe; Gary Fairman (Embry-Riddle) for the USA and Rick Scott again for Asia/Pacific. It was agreed at Memphis that this organisation will be "tested" up to the next World Wide TUG Meeting and revised if needed. The importance is that a focal point does now exist. The new Management Board will be responsible for the "content" of the next TUG, while the host wi II be able to concentrate on the logistics.

The next World Wide T AAM User Group Meeting will be hosted by the Directorate of Airspace Policy (UK) and will take place in London in early October 1997. +

THE FEDEX MEMPHIS OPERATION

M

emphis is the SuperHub for FedEx and therefore is one of the major industries in this city. The whole town seems to live and breathe FedEx. This company has grown to the world's largest express transportation enterprise. Operations began in 1973 and it has its headquarters at the International Airport.

The WW T AAM User Group enjoyed an "insider" tour led by Tina Visconti, TAAM's First Lady and Carl Zuck, Senior Engineer Operations. FedEx really comes alive at night. It's like a huge ballet of human beings, trucks and airplanes, conveyor belts, TV screens and cameras that come alive for a few hours (only the sounds of Beale Street are missing).

About 8000 employees sign in for duty during the evening to unload, sort and reload around a million packages each night!

After unloading, streams of packages of all sizes and shapes come down huge slides before dispatched on the conveyor belts.

Although some of the sorting is automated, manual work is still a substantial part of the handling. All this is done between 11P.M. and 2:30 A.M! The aircraft operation is particularly interesting from a Air Traffic Management point of view since about 130 aircraft arrive almost simultaneously (at average rate of 75 aircraft/hour) and the same number depart a few hours later. The FAA controllers handle the arriving and departing aircraft, but FedEx ground controllers handle their aircraft to and from the company's own ramp into the gates. The FedEx ramp alone covers 294 acres!

Ramp controllers use advanced computer systems to direct the parking and taxiing of aircraft.

The FedEx Tower cab sits 130ft above the ground and still, the controller cannot see all the aircraft parked due to some obstructions from buildings. Strategically located cameras help the controllers to ease their task. The ramp is split into four

THE CONTROLLER/DECEMBER 1996

sectors and a supervisor oversees the operation. With all the lights and vehicles moving, it is sometimes hard for the controllers to see the aircraft. What seems to be chaos from a distance turns out to be a well orchestrated operation. Things can become very interesting when "weather" moves in or icing conditions exist.

To get an overview of the (FedEx) fleet's position, the Aircraft Activity Display System (AADS) is used. The latter extracts selected data from the FAA host computer. This permits FedEx operations to visualise and track their arriving and departing aircraft while still in the air. An essential decision making-tool for dispatchers and ramp controllers alike! One screen is available in the tower cab, while the others are stationed in the Global Operations Control Centre (GOCC). AADS is also produced by TPG and uses some of the simulation logic found in TAAM. The simulation function permits a projected profile (e.g.

ET A) and other pertinent information on a particular aircraft to be obtained.

The final Gate assignement is done about 30 minutes prior to arrival, either using VHF voice link or ACARS (Aircraft Communication Addressing & Reporting System). About 30 to 40 aircraft are equipped with this data-link capability. Operations during the day are less hectic. A "day-launch" can comprise between 30 and 55 aircraft, according to Mike Binder, Ramp Controller at Memphis.

FedEx currently has a fleet of more than 560 aircraft with an additional 15 MD- II s, 19 A300-600s and 12 A310-200s already scheduled for delivery in the next few years. Recently FedEx announced the acquisition of 36 used DC-10-10 aircraft from United Airlines. These aircraft will be modified to be flown by a two-pilot crew and will feature advanced digital cockpits. Talk about traffic growth .... ! +

23

NEWS__________________

_

ROMANIA The Republic of Romania became the twenty-second Member State of Eurocontrol. on I September 1996. Technical integration into the Route Charges System will be effective as from I January 1997. In preparation for its pending accession, Eurocontrol has been assisting Romania in the progressive upgrading of its Air Traffic Management System.

CSA More visitors allended the 5th inter-airport exhibition in Atlanta than any previous show in the USA series. The final number of attendees was 3,180, with 74 nations represented at the exhibition which took place at the Georgia International Convention Center from 15 to 17 October 1996.

Hughes Aircraft Company has received a FAA contract in excess of S483 million for work on the Wide Area Augmelllalion System rNAAS). The WAAS is designed to enhance the capabilities of the US developed Global Positioning System (GPS) navigation satellite. Initial operational capability. defined as "pulling a signal in place". is scheduled for 1998.

CANAD,\ Hughes Aircraft of Canada Limited successfully completed negotiations recently with the Government of Canada and Nav Canada for the transfer of the $485 million Canadian Automated Air Traffic System (CAATS) contract to Nav Canada. CAATS is expected lo reduce the time controllers spend co-ordinating changes to flight profiles and make it easier for controllers to manage existing and increasing traffic volumes safely. An important milestone in the programme was met on 30 October. 1996, with the release of a scheduled software package with which controllers will begin early system familiarisation and demonstrations of the CAATS night management capability, prior lo final installation of the operational software.

INDONESU Sofreavia has completed the detailed design of the new Pandang International Airport. in Indonesia. The plan provides for a new runway and terminal area to include a new passenger terminal. a new ATC complex. including the control tower and airport operation services. a cargo terminal and other related buildings and equipment. The construction is expected lo take two or three years.

s TOP

PRE

s s

Philippe Domogala

THE NEW DELHI COLLISION: THE CONTROLLER SEEMS TO BE CLEAR OF ANY BLAME On 12 November 1996 a Kazakhstan llyushin 76 collided with a Saudia Boeing 747 a few miles from DPN VOR near New Delhi. I have been shown a transcript of the ATC communications between the controller and the two aircraft and should the transcript correct. the controller apparently did nothing wrong. For legal reasons, I cannot unfortunately reproduce the transcript here. Also it does not include times of transmissions and appears edited for possibly a better understanding by non-specialists.

Nevertheless, the transcript shows that the controller did clear the inbound Kazakhstan ( KZA1907) to descend to FL 150 and this was confirmed by the crew. The controller also cleared the departing Saudia (SY A 763) to climb to FL 140, also confirmed by pilot. The Saudia called ATC, reporting approaching FLI40 "for higher" to which the controllers reply: "Maintain FL 140, stand by for higher", but this transmission is apparently not acknowledged back by the SY A pilot on the transcript. The next exchange is to warn the KZA that there is traffic preventing his further descent, again repeating to KZA to maintain FLI50. "Maintain FLI50, Identified traffic 12 o'clock, reciprocal, Saudi 747,14 miles, report in sight" The KZA replied" Roger 1907" and the KZA followed with "Report how many miles ?" The controller replies again "14 miles". Then a second traffic information is passed to the KZA "Traffic is 13 miles level 140" to which the KZA replies only by "1907". There is apparently no further R/T exchange before the collision. From this of course no firm clue can be deduced as to what caused the collision, but should this transcript be correct, it clears a few hypotheses that were printed in the media.

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Selected for Hong Kong New Airport at Chek Lap Kok SEE YOU AT IFATCA '97 THE CONTROLLER/DECEMBER 1996

INTERNATIONAL FEDERATION OF AIR TRAFFIC SecretariatUse Only

CONTROLLERS' ASSOCIATION 36TH ANNUAL CONFERENCE & EXHIBITION

Reg.No. __

March 17-21, 1997 TAIPEI

_

REGISTRATION FORM *Please use block letters or print to complete this form.

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Full Members of Member Associations Must Register as One of the Above.

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An Observer/Speaker is a person attending conference by invitation or approval of the Executive Board.

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AMOUNT

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Mar. 18

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

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Mar 19.

free

••••••••••••••••••••••••

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Mar. 20

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

*Children under 12 years old may have 50% discount to participate in the Accompanying Persons' programme

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Further information, please see reverse side THE CONTROLLER/DECEMBER 1996

25

INTERNATIONAL FEDERATION OF AIR TRAFFIC

Secretariat Use Only

CONTROLLERS' ASSOCIATION 36TH ANNUAL

Reg. No. ___

_

March 17-21, 1997 TAIPEI

CONFERENCE & EXHIBITION

HOTEL RESERVATION FORM *Please use block letters or print to complete this form.

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HOTELS 1. ASIA WORLD PLAZA HOTEL TAIPEI

(US$ 110/ per night/single or twin)

2. MAGNOLIA HOTEL

(US$ 90/ per night/single or twin)

3. LEO FOO HOTEL

(US$ 70/ per night/ single or twin)

* Please indicate hotel preferences (hotel numbers only): __ * Room Type: D Single D Twin - Sharing with ----------------* Flight details: Check In

: Mar. ___

, 1997

Flight No.______

Check Out : Mar. ___

, 1997

Flight No. _____

ONE NIGHT DEPOSIT: US$ ____

x ___

_

Time: _____

_

Time: _____

_

Room(s)=US$ ______

_

METHOD OF PAYMENT Credit Card:

D Visa

D Mastercard

Card No: ........................................................................

D American Express Expiry Date: .......................... (M) .......................... (Y)

Card Member (in block letters): .............................................................................................................................

.

Card Member Signature (same as on your card): ...................................................................................................

.

PLEASE NOTE: 1. All the prices are inclusive of 5% VAT government tax and 10% service charge. Breakfast is not included.

2. Shuttle buses are a1i-angedfor all participants to and from the hotels and conference & exhibition venue Taipei International Convention Centre. It is 15 - 20 minutes by car to reach the destination.

3. In the event of no show, you will be subject to one night's room charge.

4. The above special rates will not be guaranteed after February 1, 1997.

5. In case of hotel cancellation, written notification should be sent directly to the Secretariat. Until February 1, 1997, the deposit for one night's room charge will be refunded. There will be no refund hereafter.

Please return this form to the Conference Secretaria( by fax. Thank you for you co-operation.

Conference Secretariat: GENERAL INNOVATION SERVICE (GIS) 6Fl., 400, Sec. 1, Kee Lung Rd., Taipei, Taiwan, R.O.C. Tel: +886-2-722-1227 Fax: +886-2-723-4187

26

THE CONTROLLER/DECEMBER 1996

______________

IFATCA '97 _____________

_

IFATCA'97 ADVANCECONFERENCEINFORMATION CO:\'FERE:-;CEYENl'E

TaipeiInternationalConventionCenter(TICC) I. Hsin Yi RoadSec.5, Taipei,Taiwan,R.O.C. Tel: +886-2-723-2535

REGISTR:\TIO\' FEES FUNCTION AT CONFERENCE

RATESUS$

English

Officerof IFATCA 80 Directors 70 DeputyDirectors 70 Dele0 ate Member 80 CorporateMember 80 Observer 120 AccompanyingPerson 80 Full membersof MemberAssociationsmust registeras one of above.

An observeris a person anendingthe conference by invitationor approvalof the ExecutiveBoard.

I:\\ IT:\TIO:\ LETTERS

THE REGlSTR.\TlO'l FEE 1!'1.Cl,l'DES:

CO~FERENCE DATE

March17-21,1997 cor-.rERE:\CE SECRETARL\T

GeneralInnovationService(GIS) 6F, 400. KeeLungRoadSec. I, Taipei,Taiwan,R.O.C. Tel: +886-2-722-1227Fax:+886-2-723-4187 OFFICIAL u:w;L',\GE

An official invitationletter from the conference organizing committee will be provided upon request. This invitation does not imply commitment to the payment of any expenses.

Requests should be sent to the conference secretariat.

EXHIBITIO!\

commercial exhibition will be held in conjunctionwith the conferencear the conference site, Taipei International Convention Center (TICC).Interestedfirmsare advisedto contactthe conference secretariat for booth reservation as earlyas possible.

OFFICIAL CARRIERS

China Airlines, Eva Air and Mandarin are the conferenceofficial carriers. Please contact your MemberAssociationor the ConferenceSecretariat (GIS) to obtain authorisationforms for the ID75 discountand visa applicationinformation.Please note that, to qualify for the discounts and obtain visas, the completedforms need to be returnedto the GIS Secretariatno later than 60 dayspriorto conference.

IIE:\DQLl:\RTERS HOTEL

AsiaworldPlazaHotel,Taipei 100, Tun Hwa North Road, Taipei, Taiwan, R.O.C. Tel: +886-2-715-0077Fax:+886-2-713-4148 A sufficientnumberof roomshave been reserved at AsiaworldPlaza HotelTaipei - the conference .adquartershotel. A special rate will be offered ,o conferenceparticipantswho reservethroughthe secretariatby Feb. l, 1997.

• Attendanceof conferencemeetings • Openingceremony& welcomereception • Lunchesand dinners • Coffeebreaks • Transportation to and fromthe airportto thehotel :\CCO\IP \ \ Yl:'\G l'ERSO:\'S REGISTR.\TIO~ FEE 1:\'.CI.L'DES:

• Openingceremony& welcomereception • Lunchesand dinners • Transportation to and from the airport to the hotel • TaipeiCityTour .\PPLIC.\TIO:\

Those who wish to attend the conferenceshould fill out the registrationform and return it with full paymentto the secretariat.

1. Written notification received before FebruaryI, 1997:50% refund 2. Written·notificationreceivedafter February 2, 1997:no refund IIOTEI. .\CC0\1\101)

\TIO\'

Reservationsshould be made by completingand returning the application form, indicating the name of the hotel and the number of rooms desiredto the secretariatno later than Febrnaryl, 1997.Special rates will not be guaranteedafter February I. 1997. No reservation will be confirmed in the absence of a deposit. Hotel assignmentwill be made on a first-come,firstservedbasis.

HOTELS

ROOM RATES(SingleorTwin)

AsiaworldPlazaHotelTaipei MagnoliaHotel Lee FooHotel

I IOUS$ 90USS 70 US$

• All the pricesare inclusiveof 5% VAT !?.Overnment tax and I0% servicecharge.

• Roomratesdo not includebreakfast.

• In the event of no show, you will be subject to one night'sroomcharge.

• In case of hotel cancellation.writtennotification should be sent directly to the secretariat.Until February I. 1997. the deposit for one night's roomcharge will be refunded.There will be no refundthereafter. .\Pl'LIC \TIO:\ ..\\0 CO\FIR1'1,\TION

Paymentof registrationand other fees can be paid by creditcards.

Acceptablecredit cards includeVisa, MasterCard and AmericanExpress.

For hotel reservations,please completethe hotel reservation form and return it with one night's depositto the secretariatno laterthan February I. 1997.The reservationwill be validuponreceiptof a confirmationletterfromthe hotel.

CO'ffH{;'I I,\ TIO:\'.

\IETHOD OF PAY\IEXr

Application for registration will only become valid upon receipt of a confirmationletter from the conferencesecretariat:

Depositcan be paid by creditcards.

Acceptablecredit cards includeVisa, MasterCard and AmericanExpress.

\IETHOD OF I'.\ Y\IE:\T

C\:\CELL\

TIO:\

Cancellationsshould be made in writing to the secretariat.The amountof refundwill dependon the dateof cancellation,as follows:

EXCH.\\GE lt\TE

As at mid-1996.the referenceexchange rate is: New Taiwan Dollar (NTD):United States Dollar (USD)= 27:I)

It pays to advertisein The Controlleris read by over 60,000 Controllers& AviationRelated Personnel in 170 countriesall over the world.

THE CONTROLLER/DECEMBER 1996

27

AGENDA1997 CIC., OtPflttN1ot,JGD

JANUARY 31 - 3 Feb IFATCAExecutive Board Meeting, Hong Kong Contact- ExecutiveSecretary, Edge Green.

Phone+44 162823699 Fax +44 1628781941 FEBRUARY 25 - 27 ATC'97 Maastricht, The Netherlands Contact- Donna Bushell, MillerFreeman Phone +44 181302 8585 Fax +44 181 302 7205 MARCH 14 - 15 IFATCAExecutive Board Meeting, Taipei,Taiwan Contact- ExecutiveSecretary, Edge Green.

Phone +44 162823699 Fax +44 1628781941 17 - 21 36th IFATCA Conference, Taipei,Taiwan Contact- Conference SecretariatGIS. Phone +886 2 722 1227 Fax +886 2 723 4187 22 IFATCAExecutiveBoard

Meeting, Taipei,Taiwan Contact- ExecutiveSecretary, Edge Green.

Phone +44 162823699 Fax +44 1628781941

28

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FIRSTDIRECTFANSFLIGHT UniledAirlinesis proud to announcetheir first successrulFANS-IFlightbetweenChicagoand HongKongusinga B747-400on 16 July 1996.The flightwas 15h15and the Presswasthere and told holl'wonderfultheseflightsare and howthe future lookspromising.What the massmediall'asnot told holl'everwasthe "little things"behindthe flight: Becauseon thoseflightsfuelis or concern,Uniteddecidedto havethe aircraft toll'edto the runway.The pilotsdid not like this muchsincethe captainhad "to sit and not touchanything"whilethe aircraft full orfueland passenge ll'aspiloted"by a truck driver,evenhal'ingto ask clearancesto crossrunwayshimself.The truck driver delivered the aircrart on the runwayand therethe "real" captaincouldstart the engines,but had to wait a further 6 minutes nith enginesidleto get the ATCtake offclearance....(in fact inhibitingthe wholepreviousprocedure....)

On the return legwhichtook"only" 14h30becauseof favourablewinds,a "minor'' softwareproblempreventedthe crewusingADSdata linktransmissionsas planned...

It also says here that becauseof the exceptionallong flight(s)Unitedhad to use 2 completeflight crews.I am wonderingif all this is really financiallyadvantageous.Anyway,this test of what FANS-Iflightsmight be in the future lookveryinteresting.If all flightshaveto be towedto the runwayI wonderwhat kind or runwaycapacitywe willfinallyhavein 2010?

YOUR CAPTAINSPEAKING 1 "Welcome on board ladies and gentlemen. We are now cruising at an altitude of 37,000 feet . The outside air temperature is minus 52 degrees and our speed is 850 Km per hour.

Unfortunately, we do not know exactly how long our flying time will be to New York today as we still have a big discrepancy between our own estimate here in the cockpit and what our Flight Management System tells us. We will let you know as soon as possible ..."

OVERHEARDON THE FREQUENCY From our British colleagues' magazine "Transmit": Pilot: "London, Shuttle 123 with you approaching .." (sounds of coughing and spluttering ..).. errr ..Bovingdon, Sorry about that, I had a mouthful of muesli. What are the delays in London this morning?"

Controller: "About 15 minutes, Shuttle 123, time for another bowl of muesli."

YOURCAPTAINSPEAKING2

NICE CONTROLLER

From

Controllers can be nice as well: On the ground of a major European airport lots of aircraft taxying - quite busy on the frequency - a B747 just called in: Pilot: "Ground, this is Northwest 123, could you tell me the way to reach Stand C23?" (busy) Controller: "Northwest 123, study your maps, Sir."

our

German

colleagues

magazine "Der Flugleiter": After a (rather) hard landing:

"Ladies and gentlemen, we apologise for the landing which was performed automatically by our auto-pilot .. But remember auto- • pilots are human too!!!"

THE CONTROLLER/DECEMBER 1996

After a few minutes the whole parallel taxi way comes to a standstill and the ground frequency becomes chaotic.

Controller: "Northwest 123 What are you doing? Why did you stop?"

Pilot: "Studying my maps, Madam"

CULTURALDIFFERENCES You know how the North Americans can get particularly concerned about turbulence. As soon as one pilot starts reporting the slightest bump, they all want to know where it is and to avoid it at all costs. Someone told me that this is due to passengers annually claiming from the airlines for millions f dollars of damage caused by spilt coffee: This is a (true) exchange overheard on a frequency while crossing the Atlantic recently:

Pilot with terrible Texan accent: "Hey!,what's the craft at 37 or 39 crossing SS North 30 West?

Controller: It must be Zevgonistan 100 an Airbus 310 to New York at Flight Level 370."

Texan pilot: "Thanks, Hey !

ZevZICKZistOK. You, the 100 at 370, how is the ride up there?"

Silence.

Texan pilot: "Zev 100 do you read?"

Pilot with heavy Russian accent: "Are you calling Uniform Zulu Golf 100?" exan pilot: "Whatever you call yourself is fine with me. Hey, is it

smooth at 37?"

Silence.

Texan pilot not giving up: "Hey! UZGlO0 how is it up there?"

Russian pilot, now with very suspicious voice: "We are an A310, Sir." Texan pilot: "Yeah! Fine. Do you have any turbulence at 370? " Russian, pilot now getting annoyed: "We are a new Airbus 310 and it does not have turbulence at all!"

Cultural differences between East and West, but later on the crossing the following conversation took place: Pilot with American cowboy type accent transmitted after a Delta Airlines aircraft called in: "Hey, Delta 120 are you Eastbound?

If yes how did the Braves do last night?"

Delta Pilot: "They beat the ****** out of those damn Yankees! You missed something pal."

A typical British upper class voice then came on: "Errr while you are on the subject of sports, would any of you gentlemen happen to be aware of the result of the cricket test match yesterday afternoon?

Silence.

American voice number I: "Can you say that again in English?"

American voice number 2: "Cricket!

I think the score was two nil!!!!!!"

A NEW FEATURE: CHARLIE'SAVIATIONPHILOSOPHY From now on, with every edition you will receive one or two of Charlie's famous sayings that you will be able to use in social conversations, including the bars ...

To start this feature, I offer the following:

Rule #1: Passengers(and controllers) prefer old captains and young flight attendants.(In recent years the opposite seems to apply in most airlines.)

Rule #2: The problem with being a retired controller is that you never get a day off anymore.

WORLD EXCLUSIVE CHARLIE'S OWN SCOOP: RADAR IN GREECE l The Greek Civil aviation authority has announced officially, I quote:

AGENDA1997

APRIL 23 - 25 Inter Airport Singapore Contact - Mack Brooks ExhibitionsLtd Phone +44 1707275641 Fax +44 1707275544 JUNE 4 - 5 IFATCASymposium Harare Contact - EVP Africa Middle East, OliverFarirayi.

Phone +263 4 575187 Fax +263 4 575163 6 - 9 IFATCAExecutive Board Meeting, Harare Contact - ExecutiveSecretary, Edge Green.

Phone +44 162823699 Fax +44 1628781941

AUGUST 27 - 29 InternationalAviation Safety Conference, Rotterdam,The Netherlands Contact - Mr Hans M Soekkha Phone +31 182 572046 Fax +31 182 572046 SEPTEMBER 23 - 26 Inter Airport Frankfurt Contact- Mack Brooks ExhibitionsLtd Phone +44 1707275641 Fax +44 1707275544 DECEMBER 10 - 11 ATC'97 Asia Pacific, Bali, Indonesia Contact - Donna Bushell, Miller Freeman Phone +44 181 302 8585

►► page 32

THE CONTROLLER/DECEMBER 1996

29

-------------~~OLUMN

►►

____________

_

"The 1st of April, 1997 has been defined as the target date for the operation of a radar environment within the Athens FIR". (From a report to ICAO dated 28 October 96.)

Since they have promised a radar since 1979, this announcement is quite a scoop. However, the judicious choice of the 1st of April (April Fools day in most of Europe) still casts some doubts . In the meantime Thomson-CSF has released photographs of the radar and of the control room with people at the control positions.

(See official Thomson photograph alongside). So maybe after all there will be Radar Control in the whole of Greece in 1997!

YEARLY QUIZ 1996 As in previous years, the winner of the 1996 Quiz will be offered a free registration fee to attend the 1997 Conference in Taipei (paid by The Controller to the Organising Committee) and a one year free subscription to The Controller. The second and third prize winners will receive a one year free subscription to the magazine. Please reply using (or photocopying) the attached coupon to reach The Controller not later than 28 February 1997. Results of the competition will be published in the next edition.

Question 1: How many Member Associations joined IFATCA in 1996?

Question 2: How many of the new Member Associations were from the Africa/Middle East Region?

Question 3: Who was President ofIF ATCA before Preben Lauridsen and from which country did he come ?

Question 4: What is this type of aircraft and from which airline?

Question 7: Complete the following crossword:

Clues Across: 1: Airline of Slovenia (previously called INEX) (5) 5: CSA Airlines of USA (pronounced like a famous Japanese Emperor) 6: 8:

Question 5: Name the 3 types of aircraft in this photo.

(Attention, the fourth aircraft down the line is the tricky one)

10: 11: 12:

- -· .....

I,@

Question 6: What type of aircraft are these?

30

Initials of a most prestigious British aircraft engine manufacturer. (2) First name of a famous older female US movie star. (6) Number one aircraft manufacturer in the world. (6) 11 in Spanish pronounced the Italian way. (1) Most famous Austrian Princess. ( filmed many times) (4)

Clues Down: 1. The other aircraft manufacturer wanting to be number one. (6) 2: Michigan Airlines of USA plus an "0". (4) 3. Plural of Juliet's mate in ICAO. (6) 4: Small British car (friend of Mr Cooper). (4) 7: US Standard for FANS-I transmissions. (5) 9: What is missing in the Belgian Civil Aviation Authority when one speaks about: " .......des Voles Aeriennes" (5)

THE CONTROLLER/DECEMBER

1.996

Send your replies on the coupon below - it can of course be copied.

GOOD LUCK AND ALL THE BEST FOR 1997

Title of contestant ...................... First name ................................ ..

2

3

Last name ......................................................................................... .

5

Working at .................................. ATC Unit Address for notification: ................................................................ ..

10 11

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

ANSWERS !. _________________

_

2. _________________ 3. _________________

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6.------------------

COMPLETED ENTRIES SHOULD BE RETURNED TO: THE EDITOR 29 HERITAGE LAWN, LONGSHOTT, HORLEY, SURRY RH6 9XH UNITED KINGDOM

Pleasenote the deadlinefor RECEIPTof entriesIS 28 February 1997

LETTERS To THE EDITOR ARE ENCOURAGED AND APPRECIATED

~ --------------------------------------------------------------THE CONTROLLER, JOURNAL OF AIR TRAFFIC CONTROL, is publishedquarterly by the International Federation of Air Traffic Controllers' Associations (IFATCA).

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LETTERS TO THE EDITOR

T

hanks to the Ethiopian Air Traffic Controllers' Association (EA TCA), which is member of IF A TCA, I now read The Controller. As an African air traffic controller I love to read Mr. Albert Taylor's articles which mostly deal with AFM air traffic service management, political, social, economic problems the region has suffered and the probable solutions he suggests.

But Mr. Mike Freeman's (IFALPA) disrespectful comment on the African air traffic service (The Controller September 1996 V-35) made me furious.

I totally object to his statement, "We know where we are. You can fly up to four hours in African airspace without speakjng to anybody on the ground, not through lack of trying; we try but there is no reply, there is nobody in."

I would like to remind Mr. Freeman that we have a very famous airline in Africa - Ethiopian Airlines. Apart from being a national carrier, the airline also has schools for technician and pilot training. The airline also provides a maintenance service for many other African and Asian airlines. So, one can imagine the traffic volume we handle; had it not been for our effective and successful air traffic controlling service, the fame of Ethiopian Airlines would have been much less.

Mr. Freeman, as a pilot for many years, might be aware of the traffic volumes we African, in particular Ethiopian, air traffic controllers managed during Israel's Operation Solomon flight in 199 I, or the UN's Operation Restore Hope for Somalia in 1992, in which our air space was heavily used. But despite the fact that we used

obsolete equipment, we showed to the world how skilled and reliable our controllers are.

Unlike Mr. Freeman's comment, it is because we 'are in' that we always help every airline in relaying messages, especially to those flying on East African routes.

As an African controller I also didn't like his statement that he and his colleagues, who don't have confidence in the African air traffic service, broadcast blind using IA TA procedures 1269 and fly with the TCAS switched on to make their own air traffic control.

I would like to remjnd Mr. Freeman again that IATA's procedure 1269 and flying with the TCAS switched on is not meant only to be applied in Africa; and this can't be a reference to disregard totally Africans' role towards safe air traffic management. So, let's not be so biased in making such comments.

Conference, MAs had an idea of the wider issues debated on in the development of the working papers. This can be achieved if the 3rd and 4th quarter issues of The Controller devoted a section to the Standing Committees which would submit articles on their work programmes.

(I can here the groans of our overworked Standing Committee Chairmen all the way from here in sunny Trinidad and Tobago.)

I also. wish to commend the new EVPP for his work so far. In 1995, when I learnt that Bert Ruitenberg was leaving the Executive Board I expressed my regrets; but Bert's view was that the1 shouldn't be cause for concern since someone would come along with new ideas and a different approach and take the professional portfolio to the next level. I dare say that in Sandy he has been immediately proven coJTect.Thank you Bert! Thank you Sandy!

Ayalkibet Fantaye, Aerodrome air Traffic Controller, Addis Ababa/Bole International Airport.

Finally, I congratulate the Editor for being able to produce an excellent issue of The Controller each quarter. I know it isn't an easy job. As you know, I have promised more than once to make your job a bit easier by providing an article or two. I have so far not been able to keep this promise more than once. Having now made it openly, I expect it will be that much harder not to fulfil!. So I guess you will be hearing from 111 again.

Trefer to the Foreword of the June 1996 _Lssue of the IF ATCA Circular.

I agree wholeheartedly with the comments of the EVP Professional regarding the presentation of working papers at Conference. I believe this would not only improve the level of debate at Conference. but would go a long way toward assisting MAs in implementing the adopted policies in their respective countries.

Another way that the level of debate may be increased would be if, prior to

Alexis Braithwaite, Chairman, TTATCA

Thank you for the kind words - I shall hold you to your promise - Ed +

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THE CONTROLLER/MARCH 1996

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