IFATCA The Controller - 3rd quarter 1997

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JOURNAL OFAIRTRAFFIC CONTROL _-_-___

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United Kingdom, September 1997 PUBLISHER IFATCA. International Federationof Air Traffic Controllers· Associations. Seebottom of page 2 for contact address.

EXECUTIVE BOARD OF IFATCA Preben Lauridsen Presidentand Chief Executive Officer Paul Robinson 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-Presidem Europe John Redmond Executive Vice-President Finance Sandy Oppenheim Executive Vice-President Professional Martin Cole Executive Vice-President Technical Edge Green Executive Secretary Terry Crowhurst Editor EDITOR Terry Crowhurst 29 Herita2e Lawn. Langshott.

Horley. S~rrey. RH6 9XH. United Kingdom.

Tel. +44 (0) 1293 784040 Fax +44 (0) 1293 771944 CompuServe:terry_crowhurst@compuserve.com Internet:terry.crowhurst@srg.caa.co.uk ADVERTISING AND SALES OFFICE Ron Mahendran 107 Drake Road. Rayners Lane. Ha1Tow. 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) 1270 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 6 I 76 EZ Spaubeek, The Netherlands Tel +31 (0)46 4433564 Fax +31 (0)43 3661541 PRINTING Mercury Press Unit I. Baird Close. Crawley. West Sussex.

Rl-1102SY. United Kingdom.

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

THE CONTROLLER/SEPTEMBER 1997

Volume 36 N° 3

IN THIS ISSUE 3

FOREWORD President

and Chjef

EDITORIAL News of the IFATCA

Executive

Officer,

Preben Lauridsen

4 Office

and the Vision

lFATCA TRAVEL Past Deputy President, Neil Vidler, IFATCA Travel Experiences

Document

7 Recounts

MOVLNG RESPONSIBILITY FROM THE GROUND TO THE COCKPIT Bert Ruitenberg Introduces a Paper Addressing Factors Issues

Some

l0 Human

ATC SEMINAR IN ISRAEL Philippe Domagala Reports

14

LE BOURGET AIR SHOW A Report from the 1997Paris Air Show

16

IFATCA '98 The Organising Conference

19 the

1998IFATCA

Reports from Another

Small Unjt

Committee

SMALL UNITS Philippe Domogala

Previews

24

ROMANIAN AIR TRAFFIC CONTROL Patrick Schelling Reports from Bucharest

26

GLOBAL NAVCOM A Special Report from Chris Stock

28

Advertisers in this issue Cri111p,Hughes (UK). Lockheed Martin, Miller Freeman. Raytheon, Schmid Teleco111.Wavionix Photographs T. Crowhurst. P. Do111ogala,P. Schelling Cover Bucharest - Otopeni. International Airpon Tower. See article on page 26 Charlie Cartoon Ken Tully Copy Typing Dona Crowhurst Copy Editors 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

ADACELPTYLTD. Canberra,Australia

HUGHESATCSIMULATION TRAINING BurgessHill,UK

AIRTRAFFICANDNAVIGATIONAL SERVICES Co.Ltd. Johannesburg, Republicof SouthAfrica

IAI- MLMDIVISION BeerYaakov,Israel

AIRWAYSCONSULTING SERVICES Wellington,NewZealand

IBM(UK) Feltham,UK

ALCATELAIRNAVIGATION SYSTEMS Stuttgart,Germany ALENIA Rome,Italy AONGROUPLTD London,UK AMBIDJIGROUPPTYLTD Melbourne,Australia ARINCINCORPORATED Annapolis,MA,USA ASCOMTIMEPLEXGmbH Frankfurtam Main,Germany ATSAEROSPACE St. Bruno,Canada BREITLINGSA Grenchen,Switzerland CAEELECTRONICS Ltd. Saint-Laurant,Canada

JEPPESEN& Co. GmbH Frankfurtam Main,Germany JERRYTHOMPSON& ASSOCIATES Inc. Kensington,MD,USA KONGSBERG NORCONTROLSYSTEMS Horten,Norway MILLERFREEMANEXHIBITIONS Sidcup,UK NICESYSTEMSLtd Tel Aviv,Israel NORTELDASA Friedrichshafen, Germany NORTHROPGRUMMAN Baltimore,MD,USA OMNILIFEOVERSEASINSURANCECo. Ltd. London,UK

CESELSA Madrid,Spain

RAYTHEONCo. Marlborough,MA,USA

CELSIUSTECH SYSTEMS Jarfalla,Sweden

SCHMIDTELECOMMUNICATION Ziirich,Switzerland

COMPUTERRESOURCESINTERNATIONAL A/S Birkerod,Denmark

SERCO-IAL Bath,UK

CRIMPA/S Allerod,Denmark

SIEMENSPLESSEYSYSTEMS Chessington,UK

CORIS Le PlessisRobinson,France

SOCIETED'ETUDESET D'ENTREPRISES ELECTRIQUES Malakoff,France

DENRO Gaithersburg,MD,USA DAIMLER- BENZAEROSPACEAG Ulm/Donau,Germany DICTAPHONE CORPORATION Stratford,CT, USA DIVERSIFIEDINTL SCIENCESCORP. Lanham,MD,USA

SONYCOMPUTER Weybridge,UK SWEDAVIAAB Norrkoping,Sweden TELUBAB Solna,Sweden

EL AR ELECTRONICS Ltd Or Yehuda,Israel

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

GAREXAS Oslo,Norway

VITROCISETS.p.A. Rome,Italy

HUGHESAIRCRAFTCOMPANY RichmondB.C.,Canada

WAVIONIXSOFTWARELtd Lausanne,Switzerland

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

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

For further information concerning Corporate Membership, or general IFATCA matters, please contact the IFATCA Executive Secretary: E.G.H. Green O.B.E., 4 The Rookery, Peasemore, RG20 7JY, United Kingdom.

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

__________________

FOREWORD__________________

_

INTRODUCTION TO THE VISION DOCUMENT THE PRESIDENTAND CHIEF EXECUTIVEOFFICER OF THE INTERNATIONAL FEDERATIONOF AIR TRAFFIC CONTROLLERS'ASSOCIATIONS PREBEN LAURIDSEN SEPTEMBER 1997

T

hroughout the last decade the world of aviation has witnessed various parties in the industry expressing their opinion on how the global Air Traffic Management system could be improved and capacity increased to meet the projected air traffic demand.

Consequently, the International Civil Aviation Organisation (ICAO) developed the Communications, Navigation, Surveillance/Air Traffic Management (CNS/ATM) concept.

IFATCA, along with States and other international organisations, has actively participated in this work. Moreover, IFATCA believes that a global approach based on harmonised procedures and integrated air traffic systems is the only way ahead if relevant goals and objectives of such a project are to be met.

However, in recent years IFATCA seriously believes that some Air Traffic Service (ATS) Providers have attempted to change the focus of the CNS/ ATM concept.

Today, words like "efficiency" and "cost effectiveness" are often mentioned before the prime task of Air Traffic Management - Safety - is considered.

In certain

strategies and articles presented by users, safety is often no longer an issue considered in its own right, but merely referred to in a note. This lack of attention to safety is causing concern to IFATCA, whose aim and first priority is for its members to provide the highest degree of flight safety to the flying public.

IFATCA represents air traffic controllers as one of the front end users of a future CNS/ATM system. Accordingly, IFATCA finds it important to counterbalance a debate which is concentrating too heavily on financial benefits and technically driven solutions and too little on the elements of safety and the operational requirements needed by air traffic controllers to perform their duties in the most optimum manner.

Thus, I commend to you the IFATCA Vision Document, "Towards the 21st Century", which should be seen as part of the IFATCA contribution to the debate on how the future global air traffic environment should be constructed and what the priorities must be to achieve a safe and efficient air traffic control service into the next millennium. +

IFATCA 40TH ANNIVERSARY STORY

I

t has been decided to present an historical perspective of IFATCA in book form for the Federation's 40th Anniversary in 2001.

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

If you can contribute in any way, please contact or send relevant material (not photographs in the initial instance) and information to: Neil Vidler Bernhard Ruethy c/o A.T.M.D Buerenstr. 23 C.A.D. CH-3312 FRAUBRUNNEN 5th Floor Switzerland Hong Kong International Airport Hong Kong Phone: +41 31 767 8235 Fax:+41 31 767 8235 E-mail: 100245.1460@compuserve.com

Phone:+852 2792 2757 Fax:+852 2791 4747 E-mail: 100233.2236@compuserve.com

Any contribution, no matter how large or small, will be appreciated.

THE CONTROLLER/SEPTEMBER 1997

3

EDITORIAL

EDITORIAL 0 Terry Crowhurst, Editor

I

n this issue we are pleased to announce two significant items in the history of IFATCA. The first is the long awaited formation of the 'Permanent Office' in Montreal. Members of the Executive Board have carried out a series of interviews for the position of Office Manager and they are pleased to announce the selection of Maura T. Estrada. A short biography of Maura follows this Editorial.

The IFATCA office will open for business on the first of November at the following address and communications: International Federation Associations (IFA TCA) 1255 University Street Suite 408 Montreal Quebec H3B 3W4 CANADA Telephone: Fax: E-mail:

of Air Traffic

Controllers'

+ 1 514 866 7040 + I 5 14 866 7 612 ifatca@sympatico.ca

The second significant event is the production of the IFATCA Vision Document, titled Towards the 21st Century.

On the previous page, you can read the introduction to this document from the IFATCA President and Chief Executive Officer, Preben Lauridsen. This document is the result of much work by Executive Board members, both past and present. Additionally, The Controller magazine staff are pleased to have sponsored the production of the Vision Document and a complimentary copy has been produced for distribution with this issue of the journal. Readers of the Vision Document will note that the inside back cover has a pocket. This pocket has been designed to carry details of the cutTent Executive Board and Corporate Members but. as all

this information is contained in The Controller distributed with the document, this material has not been included.

BIOGRAPHY - MAURA TERESA ESTRADA The Executive Board of IFATCA are pleased to announce the appointment of Maura T. Estrada as Manager of our new office in Montreal.

Prior to joining IFATCA, Ms. Estrada spent two years in the marine industry acting as liaison between surveyors, local agents, and various international and North American marine insurance underwriters, shipowners, and marine classification societies.

At the same time, she had the mandate to rebuild and restructure the 67-year old marine surveying company.

A born Montrealer, Maura was educated in both French and English at the elementary and secondary levels. She pursued her post-secondary studies at the Notre Dame Secretarial College and, as a result, comes to us a seasoned professional with sixteen years hands-on experience in a variety of administrative support positions with such renowned companies as Canadian National Railways, Hilton Canada, and American Express.

The scope of her duties and responsibilities over the years has enabled her to touch on all aspects of office management and create numerous and valuable contacts in the business world .

Maura's personal strengths include a high energy level, motivation, maturity, strong organisational and inter-personal skills, all of which will be required to effectively set up the permanent office.

Maura was also actively involved in classical ballet for 25 years. She performed at the amateur level, attended the National Ballet of Canada summer school for teachers in 1978 and subsequently taught for 15 years while pursuing studies and working. Her more recent interests include crewing on a 24-foot Shark yacht, involved in racing. +

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

AMERICAS Rosanna Baru (ATCAU) P.O. Box 6554 Montevideo URUGUAY

Telephone: +598 2770299 Fax: +598 2770299

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

Neil Martin 67 Castle Rock Drive Richmond Hill, Ontario CANADA, L4C 5W3

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

EUROPE Mr Philippe Domogala Merelstraat 5 NL - 6176 EZ Spaubeek THE NETHERLANDS

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

4

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

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

Telephone: +31 46 4433564 Fax: +31433661541

THE CONTROLLER/SEPTEMBER 1997

-------------------LETTER-------------------

Air Traffic Control Association, Inc.

Suite 711 2300 Clarendon Boulevard Arlington, Virginia 22201 Telephone: (703) 522-5717 FAX: (703) 527-7251

June 19, 1997

IFATCA Editor, Terry Crowhurst 29 Heritage Lawn, Longshott Horley, Surrey RH6 9XH

UK Dear Mr. Crowhurst: I just read, with great interest, in the March 97 issue of the IFATCA News that Jean Daniel Monin retired. I first met Daniel at the 1967 IFATCA Geneva Conference, when I represented the Air Traffic Control Association at that meeting, and subsequently enjoyed contacts with him at the Denmark, Munich and Montreal meetings. It was a real pleasure seeing him hale and handy as he accepts the present from Philippe Domogala. It also brought back some memories to see Arnold Field and Mr. Monk in the other photo.

Please convey my best regards to Daniel. retirement.

I wish him many years of health and happiness in his

On a sad note, I would like to report that my colleague at many of the IF ATCA meetings, Tirey K. Vickers, former Editor of the ATCA "Journal of Air Traffic Control" passed away on June 14, 1997. He was 82 years old and was partially paralyzed from a previous stroke when he died in his sleep.

Sincerely Yours,

A:~:u: A~.~itiZ

Vice President Operations /kq

-----------'\~,.,_,

dedicated to progress in the science of air traffic control -----------

THE CONTROLLER/SEPTEMBER

1997

5

OBITUARY

PEGGY BRADSHAW 0 23 February, 1923 - 12 August, 1997

I

t is with great sadness that we report the passing away of Peggy Bradshaw. suddenly but peacefully. at her home in Ayr, Scotland on Tuesday I 2 August. I 997.

Peggy was the wife of Ted Bradshaw, the fo1111er Vice President

Administration, from 1975 to 1979 and subsequently the IFATCA Executive Secretary,from I 979 to I 982.

Many will recall Ted as a key figure in IFATCA but it was the team of Ted and Peggy that ran the IFATCA Secretariat. Sadly,

Ted died suddenly in an accident in Zagreb, Yugoslavia. on 29 November, 1982 whilst on IFATCA businesschecking the facilities for the 1983 I FA TCA Conference.

After this tragic accident. Peggy worked tirelessly to make sure that the IFATCA Secretariat did not collapse at such a critical time and ensure the successof the I 983 Conference. In recognition of their outstanding contribution to the Federation, Peggy and Ted were jointly awarded the IF A TCA Scroll of Honour and to this day. Peggy is still the only women to have been awarded this accolade.

Peggy continued to be 'morally' auached to IFATCA and attended many of the subsequentIF A TCA Conferences.The sight of Peggy with a gin and tonic in one hand. a cigarette in the other. and her contagious laughter will be rememberedby many. Peggy's good spirits and her love of the good life contributed to the success of many an [FA TCA Conference.

Peggy had many friends all over the world and has managedto visit and write to many of them. Some of the organising Committee of the 1981 Conference will recall that Peggy also had a sharp temper when things did not go her way or the way she thought IFATCA deserved.For the younger element of [FATCA that may not have met her, it may be well to liken Peggy to Miss Marple of Agatha Ch1istie fame, but with considerably more humour.

IFATCA sends its condolences to her family. Peggy we will miss you and IFATCA Conferences will never be the same without you. Rest in Peace.+

12TH AFRICA AND MIDDLE EAST JOINT SUPPORT AND TASK FORCE MEETING This joint STTF meeting was held in Harare on 2nd and 3rd June 1997.

Ending just a day before the IFATCA CNS/ATM Symposium which was held in the same City, on its second clay Attendees at the meeting were pleased Lo welcome Preben Lauridsen, IF ATCA President and Chief Executive Officer.

Due to other commitments, he was unable to attend for the full period of the meeting however, his presence lent prestige to the occasion.

The meeting took place under the context of expressed concern over deficiencies in air navigation systems in several parts of the African region. However. after a briefing on what transpired at the 7th AFRAN meeting. held in Abuja, Nigeria from 12 - 23 May 1997, by Albert Taylor of the Task Force, all were happy with the several key recommendations made to facilitate implementation of ICAO SARPS. These recommendations included suggested solutions to the deficiencies which affect safety, regularity and efficiency of flights in the African airspace.

This is encouraging news for the region and should restore lost confidence in ATC services. If the recommendations. like well structured and financially independent autonomous CAAs, the extending of safety oversight programme to ATS. human resource improvement through training ....etc, are put in place, undoubtedly. improvement of ATC services could easily be attained.

Also discussed were operational problems being experienced by some MAs. Antiquated equipment and dilapidated furniture and control desks coupled with the use of unreliable. generally poor

6

quality and user-unfriendly HF communications. were given as limiting factors to the provision of quality ATC services. It was agreed that such problems will be things of the past once the recommendations of the 7th A FRAN meeting are put in place.

The closing agenda item addressed the preparatory work for the 8th Regional Meeting to be held in Windhoek, Namibia on 24th and 25th November I 997. The meeting venue will be Safari Hotel. There will be a registration fee of 25 US Dollars per delegate and observer attending the meeting. payable at the registration desk on arrival.

MAs are reminded to return to the Organising Committee completed registration forms as soon as possible. Accommodation costs are in the range of 60 US Dollars for single rooms and 40 US Dollars per person for a double room including breakfast (3 stars). MAs are advised to check on visa requirements with their nearest Namibian Mission or representative.

At the RM there will be both technical and professional presentations and MAs are being encouraged to submit working papers for this meeting. Australia and New Zealand have been invited to give presentations on their experience in operational use of ADS and implementation of CNS/ATM respectively. Others invited are international organisations like !CAO, IATA, IFALPA, !LO, AFCAC, who will also make presentations. Lastly. the meeting noted, with disappointment. that IFALPA has never attended any of the RMs despite being high in the list of those international organisations expected to attend.

See you in Windhoek.

+

Arthur Kitao TASK FORCE MEMBER (AFM)

THE CONTROLLER/SEPTEMBER 1997

IFATCA TRAVEL --------------

AROUND THE WORLD IN 11 YEARS 0 Neil Vidler - Past Deputy President selected and commenced working for IFATCA on 1st August, 1986. In his handover, Robin Soar said that the workload and travel would not be all that high. He said about 2 major trips per year (conference and council meeting) and one or two local visits (Regional Conference and a liaison visit) was all that would be required.

Wrong ! ! ! It turned out to be a little more than that! In fact, over the almost l l years of involvement, I averaged over 9 trips away each year.

W

hilst doing some research for another project, I recently came across an article in a 1975 edition of The Controller magazine.

This contribution, titled "Around the world in 40 days, or what kept you Jules Verne?" was written by a well known IFATCA member, Ted McCluskey, and gave an account of his travels in attending the 1975 annual conference in Melbourne.

Coincidentally, the Melbourne conference was the first IFATCA conference that I attended and re-reading Ted's account prompted me to relate some of my own travel experiences over l l years of working for IFATCA. At the 1986 conference, the incumbent Regional Vice-President for Pacific region, Robin Soar decided to step down after 6 years. The Australian Association, after I O years of not being a member, re-joined the Federation and offered to provide a replacement for Robin. This offer was accepted and after calling for nominations and a selection process

by Civil Air's Executive, I was

My first meeting was the annual Executive Council meeting near Amsterdam in September.

A quick check of the Qantas timetables showed they had a flight departing Sydney for Amsterdam the very day I wanted to depart. This very first trip taught me a valuable lesson: Research & plan.

The flight routed Sydney-MelbourneSingapore- Bangkok-Athens-RomeFrankfurt-Amsterdam and took about 36 hours!

Having arrived in Amsterdam absolutely exhausted, I began to think that perhaps this IFATCA job was not that great after all. More careful planning of flights and the progressive introduction of longer range aircraft, however, made things easier over the years.

By the time the Executive Council was disbanded four years later in 1990 and the Executive Board expanded to include the Regional VPs (4 now instead of the original 10), I had spent 634 hours travelling on 37 trips as the RVP for Pacific. Travel travails had not completely disappeared. For the

THE CONTROLLER/SEPTEMBER 1997

trip to Rio de Janiero for the 1988 annual conference, because of loadings and schedules, I had to route SydneyTahiti-Los Angeles-London GatwickLondon Heathrow-Rio. It took 48 hours to get there with 3 nights spent on aircraft.

(At least I saved accommodation expenses.) Travel to the 1990 Acapulco conference was courtesy of Continental Airlines but the entire trip (Sydney-Honolulu-San_ Francisco-Houston-Acapulco) was in the cockpit!

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Joining the Executive Board as Executive Vice-President Asia-Pacific meant still more. travel and involvement. Over the next 3 years I managed 34 trips for exactly 700 hours flying time plus almost I 00 hours in transit lounges. Obviously I was now flying longer range.

I well remember the June, 1991 Board meeting in Moscow.

The meeting was held in an hotel way out of town. It was very hot at the time and very little worked in the hotel.

After having yet another cold shower, I remember ruefully remarking to the other Board members that the beers were hot and the water was cold. The hotel did boast one 'international' bar where both the refrigeration and air ►

7

IFATCA TRAVEL -------------conditioning worked. One night we returned to this bar for a well earned beer. As usual it was empty but as the eleven of us walked in, the barman made a phone call. Ordering some more cold beers? No, 15 minutes later in trooped 11 young ladies! We only sampled the beers!!!

Speaking of beers. they served us beer for breakfast (or wine if we preferred) and what we didn't drink then was left on the table for us for lunch and for dinner.

The local controllers also took us to the Moscow Circus one night. Unforgettable. This was not long after Glasnost and Perestroika and it was fascinating to see 'Gorby' dolls for sale in the local markets. Times certainly had changed in the two short years since the 1989 Frankfurt conference when we were given a tour to Berlin and observed the Berlin Wall still intact.

My second visit to Cairo was in December, 1990 for the African Regional Meeting.

When I

complained of street noise in my room, they moved me ... to the bridal suite! We were also introduced to the art of belly dancing during this stay.

October, 1991 found me in Sri Lanka for the Regional Meeting. The side t1ip to the highlands and the orphan elephant farm were memorable and I added immeasurably to Australia's cultural reputation with a (very out of key) rendition of Waltzing Matilda on the bus trip back to the hotel.

The next Board meeting was in Durban in February. 1992. Again we visited a location where change was sweeping through the political landscape and collectively we felt that we were experiencing something special. Certainly, the thunderstorms that we experienced on the flight from Jo'burg to Durban were special and provided the most terrifying flight of my life. Travel to Durban was again interesting. Because of loadings on the direct route, I had to travel Sydney-Taipei-Mauritius-Jo' burg.

My second trip as DP was to Uruguay in late June, 1993. It is safe to say that in the ordinary course of events, I would never have visited Montevideo (or Buenos Aires on the way). This would have been a serious omission as both cities are extraordinarily beautiful and deserve much better promotion.

The flight home from Montevideo was the Aerolineas Argentinas polar route to Auckland.

The aircraft cannot make it from BA to Auckland because of the winds so they make a technical stop in Rio Gallegos, which is about 4 hours due South of Buenos Aires and at 52 degrees South is almost as far as you can go and represents the southernmost visit by an IFATCA officer (Antarctica is not yet a member !) The flight itself touches 65 degrees South.

Sadly, Durban was also the last meeting attended by EVPP Wim Rooseman as he died shortly afterwards whilst preparing for another IFATCA trip.

This was the period when the Board really started to reach out to the MAs and despite being the EYP for Asia-Pacific, I constantly found myself representing the Federation in places as diverse as Central America, North Africa and the United States.

In 1993 when the retiring Deputy President approached me to stand for his position, my initial reaction was surprise as I had never aspired to this level and was still keenly promoting the Federation in the ASP region.

Having been talked into it, my next reaction was fear since Herr Windt was a daunting act to follow.

8

I went to Aruba in the Cmibbean in October.

As usual this meant an overnight flight to London. I connected to Amsterdam for a KLM flight to Caracas.

This flight was severely overbooked and 1 only got on (jump seat again) when they bumped off KLM crew because the IFALPA President (a KLM pilot) said I had to be accommodated. It's who you know!

May 1994 I was in Tahiti not long after the 8747 ran off the end of the runway into the lagoon and a few

THE CONTROLLER/SEPTEMBER 1997

►

IFATCA TRAVEL -------------months before the riots that destroyed the airport terminals. Good timing!

The trip to Abidjan that next December was probably the 'Mother of all Trips'! Firstly, I again had to travel to London via Los Angeles then transfer to Gatwick and fly to Lagos in Nigeria. My taxi to the hotel was forced off the road by a government vehicle and I was 'cajoled' out of a sum of money by uniformed men.

Well, I had to get my passport back somehow!

The next morning's mayhem at the airport had to be seen to be believed. I couldn't believe that Nigerian women were all SO big until I noticed that they were all wearing at least 6 layers of clothing in addition to carrying enormous sacks of material that they took onto the aircraft on their way to markets in Abidjan.

Watching them literally wedge themselves into their seats was hilarious. The chief steward would have done credit to the Tokyo train pushers! I was reliably informed that the subsequent 2 hour delay in departure was due to negotiations going on in the tower for the controllers' "departure commission from the airline". The next leg to Cotonou was flown at about 5000'.

Along the South coast of tropical West Africa at 5000' in an ageing B737 200 is not a pleasant experience.

Suffice to say, we experienced a few bumps. Returning from Abidjan to Lagos, the Nigerian Airways flight simply failed to turn up. Apparently, this is not uncommon. Talking to the captain of the subsequent F28 flight (on another airline), I learned that the aircraft was only the second of the type built. It looked and felt like it!

The four years as DP provided me with 'only' 30 trips away and just over 820 hours in the air but also some 170 hours in transit!

I was consciously cutting back on the travel but my flight planning abilities seemed to have waned.

Lest one think that it was all fun. since I did have lots of hours to kill on board and in transit lounges, I usually managed to occupy myself with work.

(The movies were either not worth watching or I had seen them before!) I occasionally spoke with the pilots (naturally. if I was travellingjump seat), but generally I re-read working papers,

amazingly never lost my luggage during more than I 00 trips and, equally amazing, flying on free tickets over probably five to six hundred sectors, I was only bumped off three times.

Lots of vivid memories remain and can never forget the exquisite baroque coffee shops in Budapest,

U£AMERICA

Neil shakes hands H"iththe President of Panama

etc. on the way to meetings and drafted reports or various correspondence on the way home. One of the best things IFATCA did for me was to provide a laptop computer. This technological advance enabled the aforementioned reports and correspondence to be largely completed by the time I arrived home thus saving considerable time in later interpreting my jetlagged scrawl and writing same. However, the battery was only ever good for one and a half to two hours and at every transit stop I was always to be found hunting for a seat near a wall power point to recharge my batteries (pun intended).

I experienced an earthquake in Taiwan, was robbed by the police in Nigeria, sat in a 2 hour traffic jam in Bangkok, rode a camel at the pyramids, went to a karaoke bar in a container, forgot to take shirts on one trip, in Tokyo paid $A30 for a sandwich and found a hole in my sock in an upmarket restaurant but

THE CONTROLLER/SEPTEMBER 1997

power boating on the klongs of 'Venice of the East' Bangkok, cruising in the old steamer on Lake Wakatipu in Queenstown, the incredible torrential downpour in Nairobi, dining local barbecue style in Montevideo, the Panama Canal, the Caribbean beauty of Aruba, the 5 km roundabout in Port of Spain, VFR flying in an F28 among the mountains of New Guinea, grand opera in Vienna, the Holocaust memorial in Jerusalem, overflying Kobe 2 weeks after the earthquake, the milk run through Central America, the souk in Tunis, the jungle beauty and tropical rainstorms of San Jose and more, but most of all I will never forget all the wonderful people 1 met and will forever treasure the friendships made every where I visited.

Air traffic control and lFATCA truly is a global family and I was accorded a rare privilege to represent them and to travel as I did around the world for I I years.+

9

HUMAN FACTORS

MOVING CONTROL-RESPONSIBILITY FROM THE GROUND TO THE COCKPIT 0 Bert Ruitenberg - IFATCA Human Factors Specialist

I

guess it is fair to say that pilots have always been interested to know if_andwhat other traffic is flying in their vicinity. Now that TCAS 1s wllh us. many pilots even appear to tlunk that they actually can see on their displays if there is other traffic. and where it is in relation to their aircraft. Fortunately the awareness that TCAS is "just" an anti-collision tool, and not an accurate traffic situation display device. is spreading across the aviation industry - if at a somewhat slow rate. This awareness may have increased the efforts by systems-developers to create dependable systems to present pilots with a Cockpit Traffic Display that would not suffer the limitations that TCAS has. Another factor may have been the Free Flight discussion. where such a CTD would be a valuable systemcomponent 10 enable the ultimate goal of "autonomous flight". in which pilots would be totally responsible to separate their aircraft from other aircraft. In other words, system-developers have become close to obsessed by wishing to develop a system in which the control-responsibility is shifted from the ground to the cockpit.

At the 9th International Symposium on Aviation Psychology. held in Columbus, Ohio, in April 1997. several papers were presented dealing with this subject. The paper reproduced below (with kind permission of the Symposium organisers and the authors) is the one that I considered the most pertinent . (by which I don't wish to imply that the other papers were not significant.) The paper looks into the systemic implications of shifting control from the ground to the cockpit. as well as into the changes that brings to the roles and responsibilities of the human operators.

traffic 111anagers to detect and resolve short-ter111conflicts. reducing the need to impose strategic constraints on the airspace system. It also implies that hu111anoperator roles and responsibilities in the future system will be different from those in today's air traffic 111anagement system.

Figure I encapsulatessome of the differences between the present and future systems. It suggests the changes in 111anagement style that will be required. There will be a need for additional intent infor111ation,since night path routings will normally co111e from pilots or airline operations centers. The controller will normally be a monitor except when short-term constraints or hazards to air traffic are detected; new technology will assist the controller. or airspace manager. Enhanced traffic displays will also be needed to aid the pilot in his increased decision-making role. It is i111portantto note that closed-loop controller direction of air traffic is replaced by a ·'softer'·, indirect loop in which controllers must rely on pilot intent infor111ation and situation displays to ·'close" the control and surveillance loop.

Present systemfor

tactical decisionmaking Management

In the paper the phrases "management by direction" and "management by exception" are used to denote respectively today's system (in which controllers and pilots both have full control over their parts of the system) and a future system (in which controllers retain ultimate management authority. but are expected to use that authority only to resolve conflicts. protect special use airspace, or prevent unsafe concentrations of air traffic. Under normal circumstances. pilots have greater flexibility to manage their night paths in real ti111e.).

CAN AUTOMATION ENABLE A COOPERATIVE FUTURE ATM SYSTEM?

bydi.w:liJm Control_.

Future systemfm

tactical decision• making Managemellt by ~

~-tonitoc~

Con1rol--

Philip Smith*. Charles Billings*. David Woods*. Elaine McCoy*'''. ~adine Sarter***, Rebecca Denning*, Sidney Dekker* *Cognitive Systems Engineering Laboratory. The Ohio State University. Colu111bus. Ohio: *''Department of Aviation. Ohio University. Athens. Ohio: *"*Institute of Aviation-Aviation Research Laboratory. Univ. of Illinois at Urbana-Champaign

The Shape of the Future Air Traffic Management System Air carriers have indicated a need for a less constrained. more flexible air traffic 111anagement (ATM) system. In response to this need. RTCA advanced proposals for a ··free flight .. system in which the airlines will be able to pursue their objectives more efficiently.

This proposal assumes a higher level of automation to assist air

10

Figure I: Comparison of present and future ATM System Loops In this graph the J symbol indicates where in the system active control can be exercised.

Implications of the Changes for Information Flow and Human Roles Figure 2 makes clear that the construction illustrated in Figure I looks simple only because it does not take account of the enormous amount of information that is actually required for decision-making in the air traffic control system. A great deal of data, 111uch of which will not be available to computers in the foreseeable future. determines what is an effective or ineffective decision in this system.

THE CONTROLLER/SEPTEMBER 1997

►

HUMAN FACTORS

lnfonnation

requiredin the future system

+-

DecisionSuppon

necessary to exercise system control. though not necessarily to exercise that control flexibly or in a manner that adequately met user needs. In a system based on more distributed control, however, the conventional system model is clearly inadequate. What is needed is a more collaborative approach to decision-making. based on more effective sharing of information among system participants. This is suggested in Figure 4, which illustrates a distributed control loop backed by an infrastructure which makes information more accessible to operators as they need it to make effective control decisions as required.

1nformationInfrastructure Figure2: lnfonnation Requiredfor Decision-Makingin a Funu-eSystem Figure 3 reminds us that there is also a great deal of variability in the system. some of it under control of human managers and operators, but much of it not controllable (weather, etc.). The aviation system is highly dynamic and data describing the system changes constantly. sometimes in unanticipated ways. Coping with unexpected variance. in particular. is something computers do not do well. This fact emphasizes the system's dependence on human operators who can cope with such variance, regardless of whether pilots or controllers are to be the decision-makers.

Multiplicily of sources

Figure 4: A Model of Shared ATM System Control and Coordination

of variance

Examples Illustrating the Need for Information Exchange As Figure 4 indicates. there are many different individuals who need to exchange information and coordinate their activities. This information exchange is needed to support both strategic and tactical decisions.

Figure 3: Sources of Variance in Air Traffic Management Data ("e" represents a source of variability or error in the process) If decision-making is to be shared between humans and machines. and more widely distributed among controllers, traffic managers. pilots and dispatchers or AOCs. the information necessary for that decision-making must be more widely distributed than has been the case in the past. Effective management of ATM information will be absolutely critical to the successof a future system based on free flight concepts. Redistributing decision-making authority is comparatively easy: it involves only the formulation of new policies and procedures for system management. Providing real-time, relevant information to support such decision-making. in forms that support good decisions. is much harder in an infonnation-bound system becauseof the enormous quantity of rapidly-changing data from which such information must be extracted. Thus. this latter challenge must be a central focus in developing such a future A TM system.

Our studies have indicated that attempts to increase operator flexibility in flight path management may often be accompanied by requirements to exchange appreciably more information among system participants.

In the absence of additional information. operators find themselves unable to formulate good decision strategies and thus to effectively exercise the additional authority available to them. This was less of a problem when the system was based on management by direction; controllers had the information

THE CONTROLLER/SEPTEMBER 1997

Information Exchange to Support Strategic Decision-Making. The concept of free flight is meant to extend to strategic as well as tactical decision-making. In both cases, the goal is to give the users more flexibility in making decisions or choices based on their business concerns. subject to constraints in the system that must be considered to assure safety and efficient overall use of system capacity. One of the implications of these constraints. however. is that there will be days when a certain route or segment of that route will not be able accommodate a particular flight at all, or to accommodate that flight under enroute free flight rules. because of weather. traffic congestion or airport restrictions.

One implication is that, as the locus of control for pre-flight planning of routes is further shifted to AOCs. such restrictions need to be communicated to dispatchers so that they can consider the restrictions during their pre-flight planning. Furthermore, the dispatchers making these decisions will need flight planning tools that can take into consideration these restrictions. In essence, in a free flight environment, dispatchers need to know the intentions of the A TM system. They will need ATC forecasts just as they need weather forecasts.

This view was expressed by a controller who participated in one of our studies: Controller: "Traffic management would determine what routes would be inappropriate for free flight based on predicted weather and traffic. and would program the computer. The dispatcher would send in the flight plan 2 hours ahead of time and the computer would analyze it. Then the dispatcher would get an acknowledgment that that flight can't go today free flight. Then he could do better flight

11

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HUMAN FACTORS planning on it. The pilots would know before they leave that they're not flying free flight."

Such a view of the strategic portion of free flight thus raises a number of important researchquestions: 1. Can tools be developed to help identify such routes or route seg111ents?(This includes co111111unication tools to improve input fro111regional traffic 111anagementcenters as well as tools that automatically look al collected data.)

2. Can tools be developed Lohelp disseminate such restrictions to AOCs so that they can plan more efficiently and effectively'> 3. What tools or procedures would reduce the number of situations where such restrictions would be necessary?

4. If some segments of a flight are under free flight rules while others are not. how will transitions be handled once a flight is enroute'>

Tactical Decision-Making - Sharing Intent Information. Just as dispatchers need to know the intentions of the ATM system to 111ake decisions when developing flight plans. pilots and controllers will need to know the intentions of the other aircraft in their immediate vicinity in order to decide whether a particular manoeuvre is acceptable. This sharing of intent information will be critical if enroute free flight is robe safely supported with acceptably small separation distances.

This view was articulated by a number of controllers in studies that we conducted. In referring to a hypothetical scenario in which there was a loss of separation clue to inadequate coordination between a flight crew and a controller. observations like the following were made: Controller: "The overload was caused by the fact that he was surprised. Something happened that he wasn't planning on. An airplane's moving on its own without telling me about it. That starts the whole workload ball building up. What was a very manageable situation all of a sudden now gets out of hand."

Controller: "Today if this happens. I've got a surprise. I can handle it because I know what everybody else is doing. They're doing what they're supposed to be doing. But now there's a whole lot of question marks after all these call signs. In fact, that's how I would probably identify the guys who are in free flight. I'd have the computer put a question mark after his call sign because I'm not positive what he's going to be doing."

Thus. this need to share intent information relevant to tactical decision making points to a number of additional questions that must be addressed: 1. How can intent information be communicated and displayed in an efficient and effective fashion? Can intentions be adequately expressed in a form that can be "understood" by computerized conflict probe systems9 2. How will coordination be achieved to ensure timely, effective use of intent information 9 If a flight crew somehow broadcasts a new intention. how will its acceptability be determined (based 011 a first-come-first served paradigm. based on some established "rules of the road". or based on discussion and negotiation between all of the !lights involved)?

3. How will the controllers who are monitoring a situation determine when they need to intervene? How much detail must be provided by flights in communicating intentions. so that such decisions can be made effectively?

Maintaining Adequate Situation Awareness. Knowing the cu1i-ent stated intentions of other aircraft provides only part of the picture that must be considered in making tactical decisions. To be effective, the decision-maker must have full awareness of the situation (including weather. the intentions of all aircraft. the actual

12

behavior of all aircraft, likely changes in the intentions of all aircraft, and available contingencies). Since it is not likely that computers will be able to reason sufficiently about such complex factors. flight crews will have to maintain this full awareness. as will the controller who is monitoring the situation. Any recommendations or warnings provided by the computer will be based on an incomplete model of the situation. and hence can be treated as only one source of information to support decision-making by the crew and the controller.

This view was reinforced by an example provided by another of the controllers in our studies: Controller: "Some of those things. I just don't see the computer being able to predict or really help me with. You have huge thunderstorms, and every airplane in the sky is diving for a hole. I don't know how we communicate that 10 the computer. and how it's going to help me do the conflict prediction through this hole."

The researchquestions motivated by this focus include: 1. What are the circumstances where enroute free flight is feasible in the sense that flight crews and controllers can access and integrate all of the information necessaryto make decisions?

2. What are the different classes of information needed? How should such information be exchanged and displayed 9

Conclusions The first theme of this paper is that. as the locus of control is shifted. access to the relevant information must also be shifted. At a strategic level. as AOCs are given increased authority to file flight plans. they will need access to much more information about likely constraints clue to traffic bottlenecks and weather. Similarly. at a tactical level. while enroute. pilots and controllers will need full accessto the information necessaryto maintain situation awareness.

A second theme is that in some situations, decision-making requires reasoning about uncertainty and consideration of data that is not easily communicated to a computer. Both of these factors imply that people will continue to have the responsibility for maintaining full situation awarenessand for integrating all of the relevant information to make decisions. Computer systems with capabilities such as conflict detection will simply be one of many sources of information that the people in the system must consider.

A third theme is that (consistent with discussions by various organizations about concepts like "dynamic density") there will be circumstances where the flexibility offered under free flight (during pre-flight planning or while enroute) will have to be curtailed. The participants in our studies generally agreed that there were situations where enroute free flight was feasible: Controller: "There's so many times I've got one aircraft that's overtaking another and I want to say: 'Offset a couple miles and go around him or descend 300 feet and passhim.' I'll tell him the intent is to stay level. And then I'll broadcastto the other aircraft: 'He's going to come by you and all that.' Then. that takes my complete concentration away from those aircraft so that I can work on more.... This is one way of taking some of my workload and shifting it to the cockpit."

There are also. however. situations which require levels of coordination that are difficult or impossible without more a centralized distribution of control. Thus. one of the challenges is to clearly delineate such situations. and to develop procedures for ensuring the safe, timely transition of control from AOCs to traffic managers (for strategic concerns) and from flight crews to controllers (for tactical concerns).

Finally. it is important to recognize that strategic and tactical decisions are not in actuality independent. Dispatchers and traffic managers will have to know how the impacts of their strategic

THE CONTROLLER/SEPTEMBER 1997

►

HUMAN FACTORS choices will impact tactical decision-making. Similarly. flight crews and controllers will need a beuer understanding of how their tactical decisions influence the overall strategic picture. Thus, as suggested in Figure 4. dispatchers, traffic managers. flight crews and controllers wi II need a much beuer understanding of how various system components and decisions interact. and will need better realtime information to make use of this knowledge.

themselves whether the envisaged advantages really outweigh the looming disadvantages. For not only would a technical infrastructure have to be established that would enable the on-line transfer of all flightplan-refated data from ground-based systems to all cockpits. it also would implicitly involve training (and licensing?) all pilots in the art of applying separation as an additional task to their existing flightdeck-duties.

Furthermore. the question arises how wise it is to consciously remove controllers from the active control-loop but retain them for Acknowledgments those caseswhere the automation or pilots cannot cope, and then expect This work was funded by the Advanced Air Transportation those controllers to make the right decisions when these casesoccur.

Technologies program at NASA Ames Research Center under Grant Last but not least. the consequences of and/or for the legal Number NAG2-995. We would like to express our appreciation to system(s) of the arca(s) where the future ATM system is to be Judith Orasanu and to the controllers. dispatchers. pilots and traffic implemented will be tremendous. One has only to imagine a loss-ofmanagerswho assistedus in completing the work. separation situation in which two crews of foreign airlines are in This paper was prepared.for the Nimh lmemational S_rn1posi11111involved. each using different makes of ASAS-equipment. airspace where A TC at the time was just a spectator.

011 Aviation Psychology. Columbus. Ohio. April 27-30. /997.

Yet the decision-makers can also take cues from the paper that could lead to a strengthening of the conventional system of management by direction. The model of shared ATM system control Having read all this. it may surprise you to have noted that the and co-ordination (fig. 4) in the paper suggests that by redistributing authors don't actually express an opinion about the feasibility of the or expanding the distribution of data that presently is available to future system. The reason for that is simple: as researchers. they are limited parts of the system. improvements in safety and efficiency not expected to have such an opinion. They are expected to present a will be possible. scientifically well-founded report to the decision-makers (whoever Thus. the "obsession" of system-developers to shift the controlthat may be) in order to help this latter group to make informed responsibility l'rom the ground to the cockpit may have spin-offs that decisions on the subject. are of direct benefit to today's system. By increasing our What I think those decision-makers can acquire from this understanding of the true strengths and weaknesses of any system. particular paper (I'm a controller. so I can have an opinion!) is that we can work on building on the former while minimising detrimental the implications for the system. and associated changes in human effects of the latter. - Bert Ruitenbcrg roles and responsibilities. are such that perhaps they should ask

+

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THE CONTROLLER/SEPTEMBER 1997

m.t~}}L~~,\~~2~'.;

13

SEMINAR ________________

_

ATC SEMINARIN ISRAEL 0 Philippe Domogala

The Preside111 of the Israeli Co111rollers'Associmio11.Avi Hacohe11

n 7 May 1997, the Israeli Controller Association organised a one day seminar in the Hilton Hotel in Tel Aviv on the subject of sharing Israeli controlled airspace. The translation of the title of the semjnar was: Controlled Airspace: A National Resource ?

The seminar was attended by over 120 participants, mostly high ranking officials such as the General Managers of EL AL and Arkia Airlines, the Chief of Staff of the Israeli Air Force, the Director General of the Civil Aviation Authority and that of the Airport Authority. Pilots and controllers from the respective associations made up the rest of the audience. The Seminar was opened by the Israeli Minister of Transport, Mr Isaac Levi.

The main problem discussed during the seminar was the status of the unique Airway JI0 linking the North of Israel with the popular holiday destination of Eilat on the Red Sea. The airway, designed many years ago when the traffic was extremely low, is at most 3nm wide, with I nm to the east from the Jordanian border and 2nm to the west from a 24 hour a day active military area. The civil controllers are asking for a double one- way airway system in some parts of the FIR to alleviate some safety issues. This, of course. will mean reducing the military airspace currently available for the Israeli Air Force to train in.

0

14

Since the peace process started, the traffic in Israel has doubled in four years. East-West traffic out of Amman Airport, now overflying the Tel Aviv area is adding to the problem. To add to the complexity, the civil controllers have outdated equipment to control these airways, with no automatic mode C altitude reporting ( only available in 1000 ft increments and upon request, which means the controller has to interrogate every flight and wait I 0 or 20 seconds for the reply).

There are many incidents along the route and a recent one, involving a Boeing 737 and an ATR42 had a high profile in the press. Nowadays it is common for the press to monitor ATC frequencies and when they heard that the ATR pilot had made a sudden evasive action, to avoid the opposite direction B737, and only missed it by 200 feet, all hell broke loose in the media. The ATC equipment used by the civil controllers only permits 10nm separation minima, but on a 3nm wide airway there is no possibility of vectoring or holding traffic anyway.

Everybody is afraid that due to the current rise in traffic, a collision between aircraft is only a matter of time and everybody present agreed that something had to be done quickly to prevent this.

However, the military requirement of the Israeli Air Force and the small size of the FIR make a compromise

extremely difficult to be reached. To add to the worries, the Head of Flight Safety of EL AL presented the seminar with some statistics concerning the number of incidents reported by their pi lots over the last years. The fact is that what they define as "Proximity'', in other words two aircraft getting too close to one another, is becoming by far the major item in the reports classification. The other problem facing Israel in the coming months involves politics. Mr Levi, the Minister of Transport, in his speech, talked of the imminent opening of a main airport in the Gaza Strip to be operated by the Palestinians.

At the moment the airsp_ace around and above the Gaza strip is controlled by the Israeli Air Force. How this will develop is also worrying.

Incidentally, during the Seminar, CNN broadcast an interview with Mr Fayez Zaidan, the Palestinian Minister of Transport, who talked of the opening of the new Gaza International airport near Rafah and the creation of "Palestinian Airlines" which is initially considering the introduction of Fokker 50s. Everybody during the Seminar seemed to agree that something should be done if the civil traffic continues to expand at this present rate. Everyone understands that the military, especially in Israel, must be taken into consideration and that the airspace available is unfortunately not expandable. General E.Ben Elyhaou, Chief of Staff of the Air Force said, "We have no choice but to cooperate with one another".

But in fact the military does not yet appear ready to give up more of "its" airspace for extra airways to be created.

From the discussions, sharing the airspace, in a form similar to that in other countries in Europe, or integrating (absorbing) the military control service into the civil one, as it is clone in Denmark or Germany, could be solutions.

Let's hope that reason will prevail and that the airspace will not be drastically redesigned in a hurry as the result of an accident.+

THE CONTROLLER/SEPTEMBER 1997

BOOK REVIEW

THE PROFESSIONALBOOKSHELF 0 a book review by Bert Ruitenberg.

The Future Air Navigation System (FANS), by Vincent P. Galotti Jr. Published by Avebwy, Ashgate Publishing Ltd., Aldershot, Hants GU 11 JHR, England. ISBN 0 291 39833 2. (£39.50) ince Galotti is an ex-FAA Air Traffic Controller who worked at the New York Air Route Traffic Control Center, and spent six years with JCAO in Saudi Arabia as a controller and ATS Instructor.

He currently works at the ICAO headquarters in Montreal as a Technical Officer in the ATM section. In addition to that, he has obtained a Masters Degree in Aeronautical Science from Embry-Riddle Aeronautical University.

It is with this background that he wrote what I consider a very authoritative book about the Future Air Navigation System (FANS). also known as the ICAO CNS/ATM-system.

The book consists of three main parts: a historical perspective, a comprehensive description of the components of the CNS/ ATM-system, and a look at the human element in FANS. These three main parts are complemented by a list of references and a list of abbreviations. In the referencepart there are also eight Appendices. each containing the original text of selected important documents, such as the Recommendations of the Tenth ICAO Air Navigation Conference (the final "go ahead" for all CNS/ATM activities) and the letter to ICAO in which the USA's Federal Aviation Administration (FAA) offers the Global Positioning System (GPS) to the international community.

One of the elements of the historical perspective that I found truly valuable is a detailed, yet clear description of the !CAO structure. The author manages in a few pages to explain the role of and relation between high-level !CAO bodies like the Assembly, Council, Air Navigation Commission and Secretariat.

He also describes the Regional structure and Regional planning groups and provides an overview of the ICAO Panels dealing with CNS/ATM issues.

If you're a regular reader of IFATCA publications, many of the institutions mentioned in the previous sentences will at least sound familiar to you, as

V

THE CONTROLLER/SEPTEMBER

will names of the Panels such as Automatic Dependent S urvei II ance Panel (ADSP). All Weather Operations Panel (A WOP), Secondary Surveillance Radar Improvements and Collision Avoidance Systems Panel (SICASP), and the Flight Safety and Human Factors Study Group (HFSG). In this book, they're all nicely put in context.

In the part dedicated to the CNS/ A TM-system components there are, of course, easily readible technical descriptions of the Aeronautical Telecommunications Network (A TN).

Datalink, Global Navigation Satellite Systems (GNSS), Automatic Dependent Surveillance (ADS), and the elements of the Air Traffic Management system.

Graphs are incorporated where necessary and/or possible to help explain the various systems and concepts. Mr. Galotti, furthermore, included a section in which the idea of Required Navigation Performance (RNP) and its foreseen application is covered. and he also provides an overview of the achievements-to-date by various States that are leading the implementation of CNS/ATM-systems.

These latter additions make for a highly informative overview of where we are now and where we are going when it comes to transitioning to a CNS/ A TM environment.

The third "main part" of the book, the human element, is - not surprisingly -largely based on the ICAO Human Factors Digest no. 8 (Human Factors in Air Traffic Control) and Digest no. 11 (Human Factors in CNS/ A TM-systems).

The most significant points from these Digests are summarised in the first chapter of this part (and rightly so, r might add). For the remainder of part three, Mr. Galotti "gives the floor" to ..... Philippe Domagala, who presents the reader with a view of the future system from the air, and a view of the future system from the ground.

In these two chapters. Philippe provides an imaginative description of how all concepts described earlier in the

1997

book may work out, in a setting in the year 2010. Many of today's concerns (e.g. as voiced by IFATCA) are incorporated in the description, while for some of them really original solutions appear to have been found - at least in 2010. Very entertaining!

Now having read this review so far, try to imagine that it just stops right here.

Would you yet consider it a sufficiently complete article, or would you feel that there was something missing, for instance a conclusion? The reason I ask is that I experienced the latter sentiment when I discovered that Philippe's contribution marks the end of the text-section of the book. This end to me came rather abruptly, for I was expecting to find a concluding chapter by Mr. Galotti, to round it all off. But then again, a book as descriptive and informative as this one may not need a pre-printed conclusion maybe it is belier to leave that to the individual reader.

One final aspect of the book that shouldn't be left unmentioned is that it is also suitable as a text-book for aviation-students (including Air Traffic Controllers). Recurring features in each of the chapters are: Recapitulations of the major points, A glance at the future (in which currently ongoing developments are described), and questions and exercises to expand the reader's knowledge. These features should enable trainers and trainees to further develop the subjects.

Conclusion of this review: Mr. Galot1i·s book about the Future Air Navigation System (FANS) is wellwritten and well-structured (though arguably lacking a concluding chapter).

It provides an enlightening overview of the ICAO CNS/ATM-system as well as of ICAO's institutional mechanisms that make the global implementation of FANS possible. Any Air Traffic Controller who is interested in the future of his/her profession should read this book in order to acquire adequate background-knowledge for the years 10 come.+

15

SHOW REPORT _______________

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LE BOURGETAIR SHOW 1997 0 Philippe Domagala - Contributing Editor his year the Paris air show was dominated by the military. The Eurofighter was presented for the first time with lots of noise and lots of money involved. Next came the Dassault Rafale ( even more noise and more money) but their presentationswas eclipsed by that of the Russian Sukhoi 37. The SU37 is a thrust vectored aircraft with all control surfaces electronically controlled. It appears to defy the laws of physics. The fighter aircraft, with its two engines, can stop in mid-air and remain vertical on its tail like a rocket or make a 'flip-flop' type manoeuvre in the air, rather like a pancake. You really have to see it to believe it. Among the quieter military aeroplanes presented and worth mentioning was the new Douglas C-17, aimed at replacing the old C 141 and ·Galaxies. The aircraft looks like an oversized BA 146, but really oversized, more like a Boeing 747 - sized BA146).

It can take off and land in less than I000 meters, and can even reverse and backtrack the whole runway if necessary tail first.

The few new civil aircraft presented at the Show, and of interest for us controllers, were the Embraer EB 145, the Boeing 737-700 and a mock-up of the planned new Airbus super-Jumbo, the A3X (as it is currently called).

The EB 145 is a sort of Metroliner (if you are taller than I. 70111watch your head !) with two jet engines on the back.

It carries 50 passengers in jet comfort for the price of a turboprop aircraft, so they told me. However,the inside really looks like a turboprop. According to

Embraer, the petformance of the EB 145 will be comparable to a business jet although this is yet to be confirmed.

The "new" Boeing 737-700 is a shorter version of the 737 with a lot of new features and a new wing. From the outside you cannot see the difference. It is however supposed to be very fast, climb very high with good rates of climb and descent; but it did not fly at the show so we could not tell.

Airbus did fly at the show and presented their two latest models . The first was the A3 I9. It is a shorter version of the A320 and from a distance looks like a Fokker 70. The second aircraft presented was the A340-300, the biggest aircraft at the moment in the Airbus family. They flew together, and I must say it is impressive to see an A340 cruising a few hundred feet above the runway at 120 knots with its nose up 50 degrees'

The "War" of the declarations between Airbus and Boeing went on this year as well as, on one side. Airbus claiming orders worth of 3.5 Billion US$ during the show, including one from Northwest for 50 A320s, while Boeing rubbed it in by announcing that British Airways ( The most profitable European airline... ) had put a I Billion US$ order for B777 and 767s during the show.

Boeing also claimed ironically that the Boeing 737- 700 generated more jobs in France than the Airbus 319 (mainly because the 737 only uses CFM56 engines which are all built in France, and the A3 l 9 uses US engines and is assembled in Germany. The argument being that if you wanted to support the French economy you should support the B737 and not the Airbus 319!

Inside the exhibition Halls, over 1700 different Aerospace companies have stands displaying their products.

Some of the stands are only 20 or 30 square meters, whilst others like the Airbus stand were the size of a large church displaying a portion of the fuselage of the new Super Jumbo, the A3XX. It is a really big aircraft and is planned to carry 650 passengers on two decks. The tail of this aircraft for instance will be the same size as the entire wing of a Airbus A310. Airbus claims that the doors and the corridors will be so wide that double flows of passengers will be able to board/disembark and as a result the turnaround of the aircraft will be much faster than that of a current B747. The

The 11e1vAIRBUSA319

TireMcDon11ellDouglasC-17Globenwster III

T

Tire new BOEING 737-700

16

Thefwure - AIRBUS A3XXX ove1jlyi11g PARIS ill 2003

THE CONTROLLER/SEPTEMBER 1997

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SHOW REPORT _______________

outside size will be 80m by 80m, ten metres more than a B747 and the aircraft will be slightly higher. It will have a range of between 15,000 and 16,000 Km, further than that of an A340 (I wonder what its rate of cljmb will be!)

On the ATC products, two are particularly interesting to mention: First the Motorola Irridium Satellite communication system. Two aerospace companies (Allied Signal and Dassault Electronique) are supporting the system and currently there are 10 satellites in orbit out of the 66 planned. The system is aimed at removing the Inmmarsat monopoly in aerospace satellite communications. They will offer various services (Data Link, voice, paging, etc.) at rates aimed to be far less than those of lnmmarsat, and with the corresponding hardware (avionics) cheaply available soon. For the general public, Motorola is now marketing a portable satellite hand-held telephone, only slightly bigger than the current

Example of Radar recordi11gby A TL

normal portable telephones, at rates of around 3US$ per minute world-wide.

They also introduced a satellite. pager (Beeper) with IO lines of text and the size of a packet of cigarettes.

Another interesting item came from an Israeli company (called ATL) which has developed a system of ATC recording which is worth mentioning.

The system (called ATCARE) encodes and records digitally all telephone, VHF Rff and radar data on a DATTape. With the help of a computer they can replay

_

instantaneously,(or at a later time) any sector situation with Rff, telephone and radar data shown synchronised together . One can also mix and edit the tapes in such a way as to show the complete picture in 2 or 3D and at various speeds.

This can be a very useful tool for incident investigation or just training.

Switzerland has apparently ordered the system for all their ATC units.

To conclude the show each day, the Brietling Aerobatic Team demonstrated what you can do with a small, single seater wooden aircraft and some crazy pilots in command pulling, 10 Gin each possible direction. Most of the pilots of the team are airline pilots with Swissair or Crossair and undertake this role in their free time Now I understand why they do this it is to get away from the frustration of the ATFM delays they' suffer in their airliners!

The next show will be in two years time.+

Make sure you attend the Asia Pacificregion's largestAir Traffic Controlevent. The world's leadingsupplierswill showthe latest technology for air traffic management.

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THE CONTROLLER/SEPTEMBER 1997

17

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CONFERENCE PREVIEW --------------

IFATCA '98 - TOULOUSE, FRANCE, 30 MARCH - 3 APRIL 0 An update from the Organising Committee

S

even months prior to the opening ceremony of the IFATCA 37th Annual Conference, where are we so far?

The Organising Committee is working hard in order to cope with the projected budget and is making a tremendous search for sponsors.

The Hall of Congress, where the Conference is to be held, is almost complete, the building shell is finished and on time according to its schedule. The opening of the building is planned for the 1st October and will be closely monitored by the Organising Committee, which remains confident in the quality of the work done. The site visit we paid on 12 August with Mr. George Dooley, the IFATCA Corporate Members Representative, has confirmed these statements.

For the Organising Commjttee, there remains a lot to do in order to refine and make the coordination between the different providers for the conference.

From the beginning of September, the appointments we have with them are numerous. We are still experiencing difficulties with our national air carrier - Air France in order to make a good offer for the delegate's transportation.

Progress has been made with the carrier Air Liberte which has the air-link between Paris and Toulouse and these results have to be confirmed in September. We will keep you advised as soon as confirmed arrangements are obtained. We hope to be able to bring some real good news to the four Regional Meetings that we will attend.

Regarding the hotels, the brochure we gave you in Taipei has been amended and wi 11 be mailed to you. From September, a

'Hot Line' will be available (different languages will be spoken) allowing you to obtain more precise information on the topic required and it will be possible to make your registration via Internet, using the E-mai I addresses written in the brochure.

Concerning the accommodation, apart from the traditional single and twin rooms, it will be possible to rent small studio flats (with kitchen) but they are few. So, the traditional way of allocating these will be on the basis of "first come, first served"!

As we have many hotels involved in providing the accommodation, we would like to remind you of the way we will make the reservations: You must first decide the category of hotel you want and then, the first to ask will be the closest to the Conference Centre in the category chosen. As the hotels are filled, you will move - in the same category - a little bit farther away from the Conference Centre.

However, the distances are very short from all the hotels. The prices given in dollars in the brochure, are roughly correct (according to the current exchange rate), but keep in mind that the prices of registration and hotel reservations are to be paid in French Francs and will be charged in French Francs using the exchange rate of the day the payment is made.

Concerning immigration, if delegates encounter difficulties when trying to get their visa, we ask you to keep us advised with the reason for such problems as soon as possible prior to the Conference. This will allow us to provide help through the contacts we have with the French

THE CONTROLLER/SEPTEMBER 1997

Administration. We are sorry that if problems are notified less than one month prior to the Conference, we will probably be unable to solve them in time.

The Organising Committee is ready to give to all the Member Associations, the best answers possible according to the improvements experienced in our negotiations during the following months. We would like to take the opportunity to remind you that, the best way you can help us is to make your registration as soon as possible, enabling us to provide you with the best logistical support.

Remember: the more accurate your address is the better and quicker the answer is likely to be!

Fax, E-mail and Hot Line are the best way in order to get information. We would like to remind you of the important contact information as follows: HOT LINE / INFO SALON / IFATCA98: +33148132944 FAX INFO SALON: +331 4813 5499 E-mail IFATCA Liaison Officer: patrick.gristi@hol .fr Fax: +334 4228 8903 and +334 4233 7828 E-mail Chairman Organising Committee: francoisj.koch@hol.fr Fax: +331 6957 6532 E-mail Organising Committee: marc.biel le@hol.fr Fax: +333 8863 8444 and 331 6957 6531 Conference Registration Forms are reproduced on the next 3 pages.

Please return them as soon as possible. +

19

Please, Note you can file your registration form directly on Internet to this Email address: hltp///www.infosalons.fr/ifatca/ SECRETRAITUSE ONLY REG f\f': .................................

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

PARTICIPANT First Name : ..................................................................................

Family Name : .......................................................... .

Postal address : ................................................................................................................................................................................. ···········

·············•···•••·····•············•················

AFTN: ...................................................................

I ••...•••..•••••...••.•.•••.••••••.••••••.•••••

City: ......................................................................

Country: ......................................................................

.

Fax: .......................................... .

Tel: ............................................... .

. . .

.

Mobile phone : ............................................. .

E-Mail : ............................. ............

Prefered name on Name Badge : .........................................................................................

.

Association/Organisation/Company

: ..............................................................................................................................................

.

FUNCTION

AT

CONFERENCE

D Director

D Corporate Member

D Deputy Director

D Delegates Member

D Individual Member

D Officer of IFATCA

Full members of member Associations Must Register as One of the Above

D Observer

D Panel Speaker

An Observer/SJ1eakeris a person attending conference by invitation or approval of the executive Board.

ACCOMPANYING PERSON Family Name : .......................................................................

REGISTRATION

USD 100 USD 150 USD 200 USD 150

s u

0

T

T

A

D Deputy director D Corporate member D Individual Member □ Officer of IFATCA

L

A

ACCOMPANYING

PERSONS

TOUR

DATE

0 AP-1 TOULOUSE City tour 0 AP-2 CARCASSONNE tour 0 AP-3 ALBI/CORDES tour SUB

-

First Name : ................................................................

TOTAL

(USD)

USD 100 USD 200 USD 200 USD 150

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

.

PROGRAM PEE

Tue. March, 3 1th Wed. April, 1st Thu. April, 2nd

FOR

ADULT/

CHILD

AMOUNT

USD IS/free USD 50/25 USD 50/25

B

* Children under 12 years old may have 50 % discount ro participate in the accompanying persons· program

GRAND

TOTAL

METHOD

OF

Credit card :

□ Visa

(A+B)

( U SD )

PAYMENT 0 Mastercard

Card N° : ............................................................................

Expiration Date : .................. (M) / ................... (Y)

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

Card Member's

.

FEES

D Director D Delegate member D Observer D Accompanying person B

.

Signature ( Same as on your card): ..........................................................................................

Pleasereturn this form to: IFATCA98 / B.P. 247 / 93205 ST DENIS CEDEX/ France Fax: (+33). 01.48.13.54.99. Hot line: (+33).01.48.13.29.94

. .

Please, Note you can file your registration form directly on Internet to this Emailaddress: http///www.infosalons.fr/ifatca/ SECRETRAITUSE ONLY REGN': ................................ .

HOTELRESERVATION FORM * Please use block letters or print to complete this form PARTICIPANT Family Name : ..........................................................

.

First Name : ..................................................................................

.

Postal address : .................................................................................................................................................................................

.

AFTN: ··································································I ............................................. .

.

City: .....................................................................

Tel: ...............................................

.

..

Country:

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

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

Fax: .......................................... .

.

Mobile phone : .............................................

.

E-Mail: ........................................ .

HOTELS

' 0 SINGLE

ROOM TYPE:

□ TWIN

/ LARGE : Sharing with ........................ ,................ .

Pleaseindicatehotelpreferences and tick checkonlythe hotelcodebox .

HOTEL

CODE

D H4-l D H4-2 □

RATE HIGH COST MEDIUM COST LOW COST HIGH COST MEDIUM COST LOW COST HIGH COST MEDIUM COST LOW COST

H4-3

D H3-l □

H3-2 H3-3 D H2-l □ H2-2 D H2-3 □

CATEGORY

SINGLE

4 STARS 4 STARS 4 STARS 3 STARS 3 STARS 3 STARS 2 STARS 2 STARS 2 STARS

790 FF (145 USD) 650 FF (120 USO) 650 FF (120 USO) 555 FF (100 USO) 480 FF (88 USD) 420 FF (77 USD) 420 FF (77 USO) 350 FF (64 USD) 250 FF (46 USO)

TWIN

/ LARGE

920 FF (168 USD) 760 FF (140 USO) 690 FF (126 USO) 640 FF (117 USO) 535 FF (98 USD) 450 FF ( 82 USD) 460 FF (84 USD) 410FF (75USD) 350 FF (64 USO)

HOTEL DEPOSIT

HOTEL CODE

SINGLE deposit

TWIN /LARGE deposit

. NUMBER OF ROOMS

H4-I / 1-14-2 I 1-14-3 H3-l / 1-13-2 / H3-3 H2-l / H2-2 / H2-3

150 USO 100 USO 80 USD

170 USD 120 USD 90USD

X .......... ..

TOTAL

AMOUNT

METHOD OF PAYMENT Credit card : D Visa

(USD)

TOTAL AMOUNT OF DEPOSIT

X X ........... .

=

D Mastercard

Card N° : ............................................................................

Expiry Dace : .................. (M) / ................... (Y) Card Member ( In block letters): ................................................................................................................... .

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

.

PLEASENOTE : 1. All prices include a 20,6% VAT government lax and service charg~. Breakfast is included.

2. Shuttle buses are arranged for all participants to and from the hotels and conference & exhibition venue Compans Caffarelli Center. Some of the hotels are adjoining the SCCCT [ ATRIA (H3-1), NOVOTEL (H3-1), BRIENNE (H3-1),VIDEOTEL (H2-3), ....I 3. In the evenl of a no show, you will be subject to a deposit room charge 4. The above special rates will not be guaranteed after March 1st , 1998.

5. In case of hotel cancellation, written notification should be sent directly to : APCA / 25 rue St Florent / 67500 HAGUENAU /France/ Fax: (+33).03.88.63.84.44. Until March 1st 1997, the deposit for HOTEL charge will be refunded. There will be no refund thereafter.

Pleasereturn this form to : IFATCA98 / B.P. 247 / 93205 ST DENIS CEDEX / France Fax: (+33). 01.48.13.54.99. Hot line: (+33).01.48.13.29.94

Please, Note you can file your registration form directly on Internet to this Email address: http///www.infosalons.fr/ifatca/

SECRETRA/TUSEONLY lilEGN°: .................................

TRANSPORTATION FORM * Please use block letters or print to complete this form ARRIVAL

D By Train*

□ By Air

D By road

Arrival from : .........................................................

Date of Departure

: ....................................

.

TIME ( GMT) OF DEPARTURE :.......... H .......... Mn *( By train: write co APCA co specify

all data and scheduled time)

CONNECTING AIRPORT :

□ LONDON □ ROME □ GENEVE □ PARIS ORLY

0 FRANKFURT 0 MADRID □

PARIS CHARLES DE GAULLE

□ OTHER ...............................................

.

SCHEDULED DATE OF ARRIVAL IN FRANCE SCHEDULED DATE OF ARRIVAL IN PARIS SCHEDULED DATE OF ARRIVAL IN TOULOUSE

I WILL FLY WITH : ....................................................................................

.

FLIGHT ARRIVAL N°

0 PARIS : 0 TOULOUSE

TIME OF ARRIVAL :

CONNECTING

IN

...................... H ................. Mn : ...................... H ................ Mn

( Local cime) ( Local cime)

PARIS

If you arrive in PARIS CDG afrer 18 H 00 (local time) and in PARIS ORLY after 20H00 (Local rime) you will need an overnight stop in Paris.

In this sicuacion, are you interested in an Airport hocel reservation ?

Please would you charge me for a one night room deposit in Orly or COG Airport hotel : (50 USO )

If yes, number of rooms requested : ............................... ..

If yes, do you request :

0 a single

METHOD OF PAYMENT Credit card : 0 Visa

X

D Yes D Yes

C ~o □ No

( DEPOSIT 50 USD)

D a double with 2 beds

USD

D a double with one large bed

D Mastercard

Card N° : ............................................................................

Expiration Dace : .................. (M) / ................... (Y) Card Member ( In block letters): ................................................................................................................... .

Card Member's Signacure ( Same as on your card) :........................................................................................

.

DEPARTURE I expect to depart from Toulouse on :

0 Friday 3rd April

D Saturday 4th April D Sunday 5th April D Another day: ............................

Time of departure from TOULOUSE BLAGNAC :.............. H ................. Mn ( local Time).

( specify)

Time of departure from Toulouse Macabiau ( if by Train) : .............. H ........... Mn ( Local Time) N° Train : ....................... .

DESTINATION :................................................

N° Flight : ............................... Air Transporter: ................................... .

Pleasereturn this form to : IFATCA98 / B.P. 247 / 93205 ST DENIS CEDEX/ Fran<le Fax : <+33). 01.48.13.54.99. Hot line: <+33).01.48.13.29.94

COMMUNICATION

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controllers with pilots and other ATC centers with a revolutionary standard of quality. Rapidly, simply and as reliably as a Swiss watch.

A wealth of know-how as a leader in the communications field coupled with state-of-the-art digital technology makes all this possible.

The user interface, for example, is based on r,;;;;;;~c="-t~:~~j ~~~"l'="'-:-i;;I

a touchscreen, which not only makes life a lot easier for users but also cuts work and expense to a minimum when systems are adapted to future developments.

Make your skies safe. And call us for more information.

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SMALL UNITS

THE SMALLESTRADAR UNIT IN THE WORLD GULFAKS-COIL RIG, Norway (ENGC) 0 Philippe Domogala radar to provide some sort of information service. A Monopulse SSR Cossor Radar was purchased, with a special antenna able to resist the North Sea winds (the record is 134 Kts but the antenna has to be "feathered" above I 00 Kts). The radar became operational in June 1995. It has a range of 150nm but for various reasons, they only provide a Flight Information Service in a very small area around Gu Ifaks of 18 by I 6nm and only from sea level to 2000 feet.

This makes it, I believe, the smallest radar unit in the world. The rest of the airspace outside and above this area is provided with a service, from the land,

by Stavanger. The helipad (a runway for helicopters) is 30111by 30 m (with a D-Value of 30 for the initiates) and is located 70111above sea level. They handled roughly 40,000 movements last year and used the radar to provide traffic information to the pilots round the rig.

The Oil Platform GULFAKS C

T

here are many oil rigs in the world but only one has an ATC radar: Gulfaks -C, in the North Sea some I 00 nm off the coast of Bergen, Norway. It is the property of STATOIL of Norway and is the largest oil platform existing at 1.5 Millions tons. It is 357m high and able to pump 300,000 barrels of oil per day.

The rig is located in the immediate vicinity of many other oils rigs and other oil-related installations, As each rig is visited by hundred of helicopters, the air traffic has became so dense, that for safety reasons, STATOIL decided to buy an ATC

24

What is most impressive about this radar is the Search and Rescue (SAR) possibilities. Not only does the radar system track all the helicopters flying around (SSR/Code correlation ) over the complete North Sea area, but they also can link it to the radar returns of ships in the area. In the room next door to the "Aviation Control Room" is the "Maritime Control Room" which uses various radars, even a primary. There is the possibility to superimpose the two systems and have a particular ship, in an emergency, displayed on the aviation radar. The system can then direct the closest helicopter flying to this ship by providing constant QDM and range.

In poor visibility conditions this is invaluable. Another feature of the system is that in case a search pattern

is required, it can track and paint continuously the track of particular helicopters for up to one hour. It then becomes easy to see which portions of the sea have been covered, but most importantly which portions that have not been searched. There are currently many discussions as to who should be advising whom in the North Sea. The service provided by the operators of this radar is called HIS for Helicopter Information Service.

The providers of this service are not air traffic controllers . To do this job there are 11 operators working on the rig employed on a typical "Oil H" schedule of 12 hours on, followed by 12 hours off for 2 consecutive weeks.

Then they have 2 or 3 weeks off, and so on. They are employees of STATOIL and not of the Norwegian Civil Aviation Administration.

One of the t11rbi11e exhausts 011 the rig ivith radar a11te1111a 011the backgro1111d.

THE CONTROLLER/SEPTEMBER 1997

SMALL UNITS

the time, in the middle of such elements, deserves great respect.

The Radar Display

Although they received some basic radar training in the UK, the notion of providing a Flight Information Service with a radar is causing some problems and ICAO has now been charged to look into the matter.

The pilots of the helicopters using the service are very happy with the system as it adds to their safety. One thing, however, those pilots are complaining about is the recent plan to have helicopters bound for oil rigs to use another oil rig as diversion in case of bad weather or technical problems instead of the land. Most pilots reject this option, "This plan was made up by people who never went to an oil rig in the winter. ", as one of them put it. These helicopter operations are extreme. First the weather conditions; winds around 4050 Kts are common all year, gales, rain, snow (from September to June), turbulence and icing complete the picture.The pilots of these machines are really highly trained individuals always ready for the worst. Their cockpit is noisy, always vibrating and at an average cruising altitude of 2000 to 4000 feet they are always in turbulence and often in icy conditions.

Even on a relatively nice day in April when I visited the rig, ice formed in clear air on the nose of our Super Puma.

Approaching oil rigs is always tricky because of the turbulence created by the infrastructure.

The landino b decks are always located below the drilling tower and the cranes beside the huge exhausts of the turbines providing power to the drilling platform. The wind diverted from the cranes and the heat of the exhausts produce unpredictable wind shears just above the landing area. On some oil rigs there is often overpressure gas burning, with flames as lonob as 30 metres, also producing heat and sometimes violent turbulence as it hits the very cold ambient air.

Landing a fully loaded heavy helicopter such as the Sikorski S6 I, the Super Puma or even the Bell 214 on 30m platforms moving slightly all

The company that brought me there, Helikopter Service of Norway, is one of the biggest in the world and takes safety very seriously. Every passenger must follow a full safety briefing before flying and must wear a special thermal rubber suit during the whole flight (your own personal sauna as someone put it.) But without such a suit, your chances of surviving a ditching in 2 degrees C water would be nil. You are not allowed any carryon luggage in the cabin. One must realise that with 19 passengers all dressed up in their thermal suits, there is hardly any room for anything else in the helicopter anyway. This kind of air operation is far from our day-today lives of comfortable Boeing and Airbus airliners.

Talking to these pilots whilst watching a radar from a constantly moving room (the whole rig is on top of 200111concrete "feet" that float like a big ship) 70 meters above a heavy sea is also something out of the ordinary. So next time you see an oil riob on television and its ballet of helicopters on a nice sunny day you might spare a thought that the reality of the situation is somewhat different. +

Landing the Be/1214 011the plaiform can be trick_\"1ri1hthe a111bie111 lllrbulence.

THE CONTROLLER/SEPTEMBER 1997

25

TRAVEL REPORT

RomanianATC 0 Patrick Schelling, Contributing Editor ince the early 1990s, Romania has seen a substantial increase of traffic that has prompted the country to embark on a nation-wide ATC modernisation programme. Striving for more capacity but also for compatibility and partnership within the European ATM System, in June 1994, Romania officially applied to become a Member of Eurocontrol.

In July 199 I, Romania joined the European Civil Aviation Conference (ECAC). Since then, it has actively participated in the Central Flow Management Unit (CFMU) and the European Harmonisation and Integration Programme (EATCHIP). pending its full access to Eurocontrol.In September 1996.

Romania became the twenty-second Member of Eurocontrol.

A four day visit, by this editor, to ROMATSA (Romanian Air Traffic Services Administration), the ANS provider in country, demonstrated a good picture of the recent progress made in the modernisation of the Romanian air traffic control system. ROMATSA is a Stateowned corporation reporting to the Ministry of Transport. II operates on an economic independencebasis, using funds collected from route charges. The (ATC) facilities visited were Bucharest, Arad, Timisoara and Constanta. This included several ACCs, Approachand Tower units.

Apart from providing Air Traffic Services, ROMATSA is also responsible for the provision of aeronautical information services, meteorological services and aeronautical telecommunications services. Training of ATS staff and some Research and Development is also done in-house.

Romania covers 237,500 square kilometres and extends from the borders

S

of Hungary (to the NW) and Yugoslavia (SW) eastwards to the Black Sea. The Danube River forms a natural border with Bulgaria in the south. The Northern neighbours are Moldavia (NE) and Russia. The population is about 24 million, of which around 2.3 million live in the country's capital, Bucharest.

The entire airspace above Romania, and a limited part of the Black Sea, is

Amd ACC sector.

called Bucuresti FIR and extends from GND to UNL. This region is divided into various segments of airspace managed by five Area Control Centres. These are ARAD,CLUJ,BACAU, BUCHAREST and CONSTANTA. BUCHAREST ACC oversees the largest area and has a total of five sectors, while the other ACCs include between 2 and 4 (Arad).

About three years ago, Arad ACC was the first one to be equipped with the Alenia (Mara) system. The controller Human Machine Interface (HMI) is

A;.ad Airport. Russian PAR ofrhe 50's - .will operational.

Constanta ACC. Approach controller position.

26

displayed on Sony 2K by 2K colour screens. In June this year the same system was commissioned at Constanta ACC. Both ACCs are housed in purpose built units that offer pleasant working conditions. Bucharest ACC, in turn, is visibly reaching its limits in terms of space available and equipment. Presently integrated within the complex of Otopeni

Controllers wmching landing at Timisoara TWR.

International Airport, ROMATSA is building a new facility between the airport and the city to house the new Bucharest ACC. The plans are to offer an improved HMI for the controllers. The specification process for this new system is currently in progress. Although a big improvement compared to the old equipment, air traffic controllers would like to see a more user friendly interface that requires less manipulations per function used.

ROMATSA seems to agree with this requirement and is determined to give particular attention to the design of the next generation HMI. ROMATSA is also going for an open architecture design that will increase flexibility. During the past few years, the Eurocontrol Advisory Service (EAS), has co-ordinated the development of the operational requirements.

The country has 17 major airports, of which 7 are used for international and 10 for domestic services. In some units, approach control functions are integrated within the tower. However, Constanta ACC also houses the Approach sector for Constanta Airport and Bucharest Approach is handling traffic for both Otopeni International and Baneasa Airport.

Radar coverage Radar coverage of the Romanian airspace is assured by a number of civil radar sensors that are either Monopulse Secondary Surveillance Radar (MSSR) or Primary S urvei IIance Radar (PS R).

Currently, data is exchanged with Puspokladany (Hungary) and there are plans to also exchange radar data with the Bulgarian stations of Vitosha and Varbitza. With the radar modernisation programme completed, including the data exchanged with the adjacent countries, the

THE CONTROLLER/SEPTEMBER 1997

TRAVEL REPORT

coverage will be at least double for the entire airspace. and triple in certain areas of Romania. It is also planned to use the ASTERIX format for Radar Data Processing in the near future.

Organisationalconcepts With 5 ACCs, in a country the size of the United Kingdom, ROMATSA is already thinking about future integration scenarios.

Following the European trend to reduce the number of ACCs, ROMATSA plans to integrate the Upper airspace of Cluj and Bacau into the new Bucharest ACC by the year 2000. Further grouping after the turn of the century is presented in two options. The first would be to manage the entire airspace (upper and lower) from one ACC (Bucharest) and the second, to have the former to take responsibility of the whole upper airspace, while Arad, Cluj, Bacau and Constanta ACCs would remain in charge of the lower airspace.

These are not likely to be easy decisions as many factors (human resources, redundancy, etc.) have to be considered when implementingan organisational concept of such magnitude.

Airspace design Currently, ROMATSA is not only modernising the technical system, soft and hardware, but also looking at optimising airspace management.To this enclFast-Time and Real-Time Simulations have been conducted at Eurocontrol's Experimental Centre at Bretigny, France.

The objectives were to test the effects of the forecast traffic increase for the year 1999 (+37%) on the current sectorisation. Other scenarios included a new size for the Bucharest TMA together with new inbound/outboundroutes. A number of alternative sectorisations were also tested. The emerging, optimised sectorisation was then fed with 2005 traffic levels to ve1ifyconsistency with increased loading.

Another objective was to test the effects on Romanian sectors of the ARN (Trunk Route Network) Version 2.

With these results, Eurocontrol conducted a Real-Time Simulation with Romanian controllers in May and June this year.

Advanced functions on the HMI were used to gain feedback from the users in order to ease the specification of the new interface.

Contrasts While ROMATSA is trying hard, specially after the 1989 revolution, to catch-up with the standards in western Europe, it is evident that this cannot happen overnight. Therefore, in some units, old equipment is still in use. One extreme example is the Precision Approach Radar (PAR), shown to this editor, at Arad Airport. The radar, built by Russia during the S0's was still functioning and in service! O1iginallymade to be rotated (horizontally) according to the runway in service, the unit is now "frozen" on the runway without an !LS. The station is permanently manned and there are about 3 scheduled flights a day. Time enough to keep a little vegetable garden next to the antenna - good old days... The contrast, however. was not always as obvious as the example above.

Note This report from Romania should be classified as "technical" as it was the main focus of the visit. Social aspects and controller working conditions have not been discussed this time. Apart from having been an interestingjourney, the country offers its own special beauty and warmth from the people encountered that has to be experienced to be fully appreciated. +

THE CONTROLLER/SEPTEMBER 1997

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------------SPECIAL

OCTOBER 4 - 5 European Regional Meeting, Noordwijk Contact - EVP Europe Guenter Melchert Phone +43 I 914 93 483 Fax +43 l 914 93 484 10-12 IFATCA Executive Board Meeting, Port of Spain Contact - Executive Secretary, Edge Green.

Phone +44 1635 247890 Fax +44 1635 247891 13 - 14 Americas Regional Meeting Port of Spain Contact - TA TCA Phone + l 809 664 4852 Fax + I 809 664 4259 13 - 14 Asia Pacific Regional Meeting Tokyo Contact - EVP Asia Pacific George Chao Phone +852 26244057 Fax +852 26244021 20 - 21 10th CEAS Conference on Free Flight - Amsterdam Contact - Mrs A Bredt Phone+3l 205113651 Fax +31205113210

NOVEMBER 24 - 25 Africa/Middle East Regional Meetin Windhoek Namibia Contact - NAMATCA Phone +264 61239850 Fax +264 61238884

28

_

GLOBAL~

AGENDA 1997 SEPTEMBER 23 - 26 Inter Airport Frankfurt Contact - Mack Brooks Exhibitions Ltd Phone +44 1707 275641 Fax +44 1707 275544

__________

0 Chris Stock - Past Execu

T

he venue for this year's Global Navcom was Cancun. Mexico. This colllinues the trend established in 1996 to concentrate on regional CNS/ATM development. The objectives of Global Navcom 97 were "to foster both the systematic evolution. and the timely and cost effective implementation of CNS/ATM'' panicularly to take advantage of its location and to place special emphasis on Latin America and the Caribbean Region.

The format of Global Navcom is well established with the first day devoted to Addresses of Welcome and Keynote speakers which are then followed by the working sessions.

IFATCA was invited to present a paper entitled ''Readiness of ATC Organisations to accept CNS/ ATM: What still needs to addressed?"' in the session headlined "The Challenge of ATM and new ATM Procedures - I year on". (A copy of this paper follows this article.) The other speakers in this session were Louis Desmarais (IATA) and Frank Sweeney (FAA).

As in previous Global Navcom symposia, the twin themes of costs and technology dominated the proceedingsalthough it is becoming accepted that unless the problems of A TM are understood and resolved. the progress to full CNS/ATM implememation will not be achieved. Indeed. it is significalll these processes,u·estaning to have an eftect. For example. it was cited that user charges for some airlines are higher than fuel costs: also. capital investment in CNS/ATM systems should in theory reduce unit costs at a time when fierce competition is driving down fares. This criticism was echoed by PieJTeJanniott about the infrastructure costs increasing to the users of some $4bn per annum and that FANS the01ywas in danger of being swamped by FANS fact and bureaucracy.

Also. he suggestedthat the argumentsagainst Free Flight were obsolete panicularly in Europe.

The President of !CAO. Dr Assad Kotaite. highlighted the favourable economic conditions in which the airline industry now operates and considered the revised forecasts for the period 1995 - 2005 where !CAO expect an annual grnwth of 5.5% total scheduled traffic increase and 7% for international traffic. He observed that this growth had considerable implications in the inter related areas of safety. environment. and air navigation. He emphasised the need for co-operation between !CAO and the users: also, he announced that !CAO had launched their Strategic Action Plan which is expected to be completed by July of this year and approved before the "Strategy for CNS/ ATM" conference in Rio Janeiro between I I - 15 May 1998.

The annual presentation of the Global Navcom Laurel, sponsored by Smiths Industries. took place during the first morning. This year, the Laurel was awarded to the !CAO Air Navigation Commission for all the work undenaken for the implementation of CNS/ A TM and was accepted by Sr Victor Aguado. Chairman ANC. Although concerns have been expressed about the state of ATM in some Latin American and Caribbean countries, it was reassuring to hear that some countries are making considerable headway in upgrading their A TC systems. For example, a comprehensive paper presented by Brigadier Washington Machado explained the commitment of Brazil to the implementation of CNS/ A TM including a very ambitious radar coverage programme. Other papers from national authorities and airlines indicated that progress was being made in a number of areas particularly in the use of GPS. With a programme which includes over 30 presentations it is not possible to cover every aspect. however, one area that I feel is worth commenting on dealt with target setting.

Specifically, speakers identified unrealistic target setting as a problem using ISPACG as an example. The problem would appear that the emphasis on early cost benefit encouraged the setting of over ambitious schedules with a consequence that tat·gets were not achieved. The reasons appear to be complex but included such aspects as strong competition for investment capital. countries with differing interests and the Internet working agreement between SITA and ARINC not yet signed. Interestingly. David Massey-Green made some telling points about national datalink systems in that States are responsible for timely delivery of AOC messages: networking for ATC and AOC messagesmust be in place: and that multiple systems must have the same level of service as exists today and must work seamlessly. He concluded his preselllation with the aphorism - ·'Build a liule - test a lot'". I think we can all say amen to that.

Global Navcom continues to be a primary source of information concerning the implementation of CNS/ATM throughout the world. Not only are the technology and the operational aspects covered but also the political elements are discussed. It remains a forum that IFATCA should support wholeheartedly both by attendance and participation.

THE CONTROLLER/SEPTEMBER 1997

FEATURE

\.VCOM '97

AGENDA 1997/98

re Vice President Technical THE CHALLENGE OF ATM AND NEW ATM PROCEDURES ONE YEAR ON READINESS OF ATC ORGANISATIONS TO ACCEPT THE CNSIATM WHAT STILL NEEDS TO ADDRESSED? OPresented by Chris Stock

INTRODUCTION

DECEMBER 10 - 11 IFATCA Symposium ATC'97 Asia Pacific, Bali, Indonesia Contact - Miller Freeman Phone +44 181 302 8585 Fax

+44 1817423182

IF ATCA has attended every Global Navcom and has either presented a paper or acted as a moderator.

1998 I appreciate that our views have not always been compatible with that of the majo1ity but that should not come as a surprise to most people in this audience since it is our profession which has come under the closest scrutiny from all quarters. Our concerns have always been to ensure that the operational controllers have an input to the future of A TC and ATM. Representing controllers from all parts of the globe has put into perspective. the many difficulties - social, political, economic and professional - that need to be resolved so that the !CAO CNS/ATM concept can become the global seamless system that the FANS committee envisaged. For this Global Navcom, the question was put to us - how ready are ATC organisations to accept CNS/ATM systems and what still needs to be addressed?

The answer to the first part is that we accept without reservation the concept of CNS/ATM. but we have concerns about the development of ATM with particular reference to ATC.

AIM The aim of this presentation is to highlight those areas of concern which we, as an organisation representing operational controllers. feel have to be addressed. The list is not all embracing, but I hope gives a clear indication of our thinking.

FEBRUARY 6 - 8 IFATCA Executive Board Meeting, Montreal Contact - Executive Secretary, Edge Green.

Phone +44 1635 247890 Fax +44 1635 24 7891 MARCH 9 • 11 Inter Airport Dubai Contact - Mack Brooks Exhibitions Ltd Phone +44 1707 275641 Fax

+44 1707 275544

DISCUSSION The CNS/ATM is global in application but due to the disparate states of ATC existing in various countries, evolution to the global system will be achieved on a regional basis. Our first concern is that many of the countries which are in need of ATC improvement are the ones that have some of the worst records for the provision of ATS.

27 - 28 IFATCA Executive Board

That this Global Navcom is being held in a region which has had highly publicised deficiencies. emphasises the problem of achieving global harmonisation of ATM and establishing a seamless ATC system. Unless these inadequacies are addressed with some priority. the efficiency and capacity of the regional system are only going to be as good as the weakest link. There is an irony in that these deficient national systems are the very ones that have the most to benefit from the introduction of advanced satellite technology and CNS/ATM. But we must acknowledge that it is a quantum leap from the present inadequacies to the implementation of CNS/ ATM. The issues that have to be addressedare not only technological but political. economic and social. We have publicised elsewhere the extreme conditions that controllers in some countries have to endure from working long hours. taking second jobs. in order to maintain a basic standard of living. Working under such pressures, in a safety critical function, is not acceptable, particularly when it is known that the revenues accruing from international aviation are not being invested in the ATC system and being diverted elsewhere.

Phone +44 1635 247890 Fax +44 1635 247891

This is the first challenge that must be addressed and it will take more than individual representations from organisations such as ourselves to get action - it needs a concerted effort from the international aviation community. If we concentrateon thosecommies which m·elikely to implement CNS/ATM systemsin the near future - what m-etl1eissuesthat must be add1-essed.

ATM Operational Concept.

The !CAO CNS/ATM concept has been developed in high level terms and provides a road map in the manner of implementation. It is particularly in the development of CNS and I

Meeting, Toulouse Contact - Executive Secretary, Edge Green.

30 - 3 April 37th IFA TCA Conference, Toulouse Contact - Fran~ois Koch Phone +33 I 69 57 65 30 Fax

+ 33 I 69 57 65 32

APRIL

4 IFATCA Executive Board Meeting, Toulouse Contact - Executive Secretary, Edge Green.

Phone +44 1635 247890 Fax

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_.. CiNc0111i1111ed 011 i'"~"3.:

THE CONTROLLER/SEPTEMBER 1997

29

-------------~LLUMN

SAFETY IN THE AIR Regrettably, this year a number of aircraft crashes occurred and during a period without much other news the crashes were reported extensively. As a senior Boeing official put it recently during an ICAO Seminar: "These are 'CNN-Type' accidents, and they should deserve all our attention. The reason is that they tend to traumatise the general public who might loose confidence in air travel which is, despite those crashes, inherently safe. However, even if present safety is maintained, with the predicted growth of traffic over the next 10 to 15 years, we will have one "CNN-Type" accident every week by 20 I Oand this is unacceptable."

In other words, safety is good today, but if it becomes a CNN issue it is unacceptable - very interesting. I am sure someone in Boeing is now busy calculating if it is cheaper to reduce the accidents by half over the next 10 years or to buy CNN to prevent them reporting air accidents.

BEST HARD LANDING OF 1997 (so far... ) What follows is not from the scenario of the next Hollywood movie starring Sylvester Stallone as the Captain, but from real life.

The MD 11 of Fedex that crashed in Newark on July 31 apparently made a hard landing, took off again for 3 seconds, hit the runway again on the centerline, at which point the right wing fell off the aircraft. The fuel began to spill and the aircraft caught fire, then veered off the runway, inverted and stopped on its back, nose landing gear in the air. The whole aircraft burst into flames while the main landing gear continued rolling down the centerline of the runway. Out of this, the two pilots and three others, who were riding on the jump seats, managed to escape from the wreckage via a broken cockpit window and all survived the crash with minor injuries ...This was the first ever crash of an MDI 1.

AUTOI\.IATISATIONIN ATC When the Russian supersonic fighter aircraft Sukhoi 32 and 37 came to Paris to attend the Le Bourget air Show, they flew IFR on civil air routes, with a series of numbers as their call signs. However, as aircraft type designators they used S32 and S3 7 which are not recognised by ICAO and are not in the green book. As all Flight Plans are centralised in Europe at the IFPS, a computer or some wise person in an office in Brussels who received the plans translated this into B737 ... as these were possibly the closest initials to the combination As the two aircraft were initially flying at FL 290, at 450 knots, they did not attract much attention to the controllers while flying en -route. After all, many new Russian airlines are now using Boeing

30

____________

_

type aircraft and nobody questioned the aircraft type.

The only surprise came on the Approach when the first aircraft was cleared for an ILS to Runway 07. The pilot replied "No ILS on Board" and continued with the approach. It only started to get really funny when the Sukhoi overflew the outer marker at 300 Knots!!

HOW TO EASILY PLEASE PILOTS: (from the Dutch Controller Magazine 'Guildebrief' (British) Pilot : "Err, Control could you dim the taxi lights a little, they seem a bit bright this evening?"

The Ground Controller, looking at the lighting panel, sees that the lighting is already at the lowest position.

Controller: "This is as low as they go, Sir." Pilot: "Yes, Thank you very much, that's much better" HOW TO CREATE A PARTY IN AMERICA: Cincinnati Northern Kentucky International Airport wanted to celebrate its 50th Anniversary in style. They rented a huge hangar from Delta Airlines and set it up beautifully for the entertainment, the American way, live music podium, television cameras, screens, food and drinks, the whole lot. Just before the party was due to begin, a cleaning employee was looking for an electrical plug and inadvertently hit the fire alarm switch. As a result, 450,000 gallons of foam automatically came from the ceiling of the hangar and destroyed everything. No one was injured, but the damage costs were estimated at $US500,000. The party was cancelled, as I guess there was no money to pay for the music!

OVERHEARD ON THE FREQUENCY: Pilot: "Approach, this is Redskin 234. What is this aircraft doing at MY altitude?"

Controller: "What makes you think it is YOUR altitude, Sir?" BEST CONTROLLER R/T TRANSMISSIONS OF THE YEAR No 1. (From the US Controllers Magazine "NATCA Voice"): "From now on when I tell you to fly southbound, you fly THAT way !" (pointing out of the window ..)

No 2: " Delta 171, Maintain visual separation with that cloud. There is an aeroplane in it!"

No 3: "American 235 you are 10 miles south of your present position."

CHARLIE'S AVIATION PHILOSOPHY (4) Having a conflict free session in a simulator is as exciting as kissing your sister. +

THE CONTROLLER/SEPTEMBER 1997

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

_____________

_

~ -

"Approach. this is Redskin 234, what was that aircraft doing at MY altitude?'?"

I

"What makes you think it was YOUR altitude sir?"

-

, ..,

LETTERSTo THEEDITORARE ENCOURAGED AND APPRECIATED

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31

THE LAST PAGE ~ GN co111i1111ed(m111 f/Clgc'21.J

believe that we are reaping the benefits.

Many people feel that the CNS is maturing rapidly and we would not disagree however we believe that there are areas of communications and surveillance which require much more effort. Since the subject is ATM, I will concentrate on that.

Accepting that CNS are the tools of the trade then the air traffic managers,controllers and pilots must understandhow to use them. To do this, it is essentialthat an A TM operational concept is developed. The !CAO CNS/ATM concept spells out in high level terms what is required from ATM but it does not give the guidance and detail that system planners need.

Not only that, the from end users expect similar guidance to establish the mode of operation. The expected increasein the use of automated tools, the enhanced FMS/ground linkages. separation assurance. collision avoidance and autonomy of flight are some of the changes that are in the pipeline. but each has an enormous amount of baggageattached which needsto resolved. For IFATCA. much of this relatesto responsibility.

For our countries wishing to invest in CNS/ATM systems and expecting early benefits. they need positive guidance for their system designersand this must come from the A TM operational concept.

Transition Issues.

Allied to the development of the operational concept is the management of transitioning from the current ATC to the future CNS/ATM. It is recognised that the transition has to be evolutionary because of the requirement to maintain a high level of safety in situations where demand is increasing and capacity is being stretched to the limits. The key to a successful transition is to maximise the capacity of the existing system by utilising its strengths and by innovative thinking to overcome weaknesses.

The introduction of new technology without full evaluation and validation is not acceptable.

Also, transition issues vary between national systems but at the same time these systems must be capable of integrating with neighbouring systems. An A TC system which relies on procedural (non-radar) methods of control has fundamental differences from one that uses radar. Our major concern is that the benefits of introducing CNS/ATM may influence national authorities not to take into account all aspectsof the controller in the system.

National and Regional Plans A credible plan must be established which incorporates the ATM operational

32

concept and takes account of the transition.

It is acknowledged that the regional planning is taking place under the aegis of the !CAO regions, however the main objective is towards harmonisation throughout the region - it does not addressthe national issues.

Any such plan must have flexibility because of the need to establish procedures and processes which. when necessary. can be discarded if they do not meet the specification and/or the requirements. Also. the plan must cover training requirements, human factors issues. as well as detailing the infrastructure.

The National Plan must recognisethat Air Traffic Management is developing into a highly complex, interactive system. Therefore the role of all components including en-route. airports. and aircraft operations must not be overlooked so that the efficiency of the whole system is maintained. To this end, the involvement of all parties such as airlines. airport authorities. and ATS providers is essential so that capacity is optimised and at the sametime overloads avoided so that safety standardsare not compromised.

Training l11e successful introduction of CNS/A TM systems will be dependent on adequate and proper training of all personnel involved. For controllers, this may require further ratings. systemsand procedurestraining. 111.istrai1ling must take account of the need to maintain competencies in cun-ent A TC procedure and practice whilst at the same time preparing for new technologyand processes.

It is a matter of concern that training facilities in some countries are completely lacking, therefore the introduction of new systems may be severely hampered by the lack of qualified personnel.

It should be noted that Automatic Dependent Surveillance (ADS) is being introduced in a number of areas, yet there is no approved training or rating in the use of ADS. This is a prime example of the technology being well advanced, yet the operational and procedural aspects have not been advanced at the same time. This situation has serious implications for controllers placed in a situation of transition from basic procedural control to that of an advanced and sophisticated ADS environment.

The importance of a rating cannot be overstressedbecauseit provides the parameters of responsibility. separation. and functionality that a controller must conform to.

Communications This is not communications as in CNS but on an interpersonal basis. We are firmly convinced that the successful introduction of new processes and procedures rely on the early involvement of staff with current operational experience. Such involvement should be commenced at the planning stage.

Obviously. small numbers are committed in the early phase. However, the dissemination of information to the operational staff should be regular and comprehensive allowing for an interactive dialogue between system planners and designers and the users.

Safety The changing nature of the present A TM system involves many facets ranging from the status of the A TS providers to the reduction of separation standards.

However, there is one constant in the process and that is safety and the need to establish a common baseline from which standards can be applied. At the same time, the application of safety standards must be transparent to all parties so that confidence is created. lFATCA believes that the many diverse processes of implementation taking place globally demand independent safety regulation.

It is essential that the responsibility for safety regulation should be totally divorced from the provision of A TS. It no longer remains an option for the ATS provider to be a regulator at the same time. The commercial elements of A TS are not necessarily compatible with safety requirements. therefore an independentState authority must assumethe role of safety regulator.

IFATCA supports the aim of the ultimate objective to achieve global harmonisation of safety regulation and it believes that sufficient resources should be directed towards establishing robust and independent safety regulation at national, regional and global levels to encompass ATM equipment. proceduresand personnel.

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