IFATCA The Controller - 4th quarter 2002

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The Next Issue The next issue and the subsequent issues for the rest of the year will concentrate on the theme of Safety and Capacity. The mandating of Safety Management Systems for ATS Providers will impact on all controllers.

Also, 2003 celebrates the centenary of powered flight. The Controller will run a number of articles to celebrate this event.

Contributions on these important subjects are welcome.

Please contact the editor at EMAIL: ed@ifatca.org

Copy Date: 18th February2003 Janet Hall, former Director IFATCA Liaison and Director Administration of UK GATCO, and former member and Chairman of IFATCA SC6 has now retired from active ATC and has moved into teaching English to speakers of other languages. She will be pleased to give advice to any non English speaking contributor to The Controller on the correct English to use in any article they are writing, before it is submitted to the Editor. e-mail address: finklecroft@btinternet.com

The Controller is sent to over 170 countries throughtout the world and read by some 60,000 individuals including those in Controller Associations and key personnel in the airline industry and government.

To advertise in The Controller email adman@ifatca.org

THECONTROLLER

PUBLISHER

lFATCA,InternationalFedetationof Air Traffic Controllers'Associations,

EXECUTIVE BOARD OF IFATCA

Marc Baumgartner

Presidentand Chief ExecutiveOfficer James Ferguson Deputy President

THECONTROLLER JOURNAL

OF AIR

ln This lssue

TRAFFIC

CONTROL

United Kingdom, December 2002 Volume 41 No 4

Juan Peru Mafia

ExecutiveVice PresidentAmerica5 Albert Taylor

IFATCA Membership - Doug Churchill EVPP

Page 4

Perceptions of Safety - Chris Stock, Editor

Page S

Key Issues for 2003 - Various Contributions

Page 6

ExecutiveVice-President Africa/ Middle Eas1 Philip Parker

ExecutiveVice-President Asia/Pacific Nicolas Y Lyrakldes

ExecutiveVice-President Europe Steph Simmonds

Key Issues for 2003 - Safety - Philippe Domogala, European Editor

Page 11

More Questions about TCAS Christoph Gilgen/Philippe Domogala

Page 12

ATN 2002 Conference Report - Cedric Robin

Page 16

Emergency! II - Richard Arnold, DFS Academy

Page 18

Court Case Against Dutch Air Traffic Controllers - Bert Ruitenberg

Page 22

Aviation Initiative Promotes Controller-Pilot Collaboration on Safety - Patrick Moylan

Page 25

Airserves Australia Implements New Fatigue Management Programme - Adrian Dumsa

Page 26

International Day of The ATCO in Dominican Republic - El-Kadar Acosta, ADCA

Page 28

Flying the JUS2 Philippe Domogala, European Editor

Page 33

Charlie's Column

Page 34

ExecutiveVice-President Finance Doug Churchlll

ExecutiveVice-PresidentProfessional Andrew Beadle

ExecutiveVice-PresidentTechnical Jack van Delft

ExecutiveBoardSecretary/Conference Manager

EDITOR

ChrisStock, 25 SpringfieldLea,SouthQueensferry.West Lothian,Scotland,EH309XD. United Kingdom.

Tel& Fax+44 (0) 1313 191975 email:ed@ifatca.org

CMG CHAIRMAN AND ACCOUNTS

EdgeGreenO.B.E. 4 The Rookery, Peasemore, RG207JY,UnitedKingdom.

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Advertisers in this issue: Serco,CMP

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Photographs: Philippe Domogala,Chris Stock, Airbus, Boeing, Thales

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Copy Editors Maureen Clayson.Janet Hall

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Cover Photograph Salt Lake City ATS Facilityphotograph by S. Alex Silva

CONTRIBUTING EDITORS

PhilippeDomagala, Merelstraat5, NL 6176 EZSpaubeek,

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IssuesAppearEnd of March, June.September.December.ContributorsAre ExpressingTheir PersonalPointsof View and Opinions,Which May Not Necessarily CoincideWith Thoseof The InternationalFederationof Air TrafficControllers·Associations,IFATCA.IFATCADoesNot AssumeResponsibilityForStatementsMade and OpinionsExpressed,it AcceptsResponsibiHty ForPublishingTheseContributions.ContributionsAre WelcomeasAre Commentsand Criticism.No PaymentCan be Made ForManuscriptsSubmittedFor Publicationin The Controller.The EditorReservesThe Rightto Make Any EditorialChangesin Manuscripts,Which he BelievesWill ImproveThe MaterialWithout AlteringThe IntendedMeaning.Written Permissionby The Editoris NecessaryForReprintingAny Panof ThisJournal.

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3

oreword IFATCA Membership - Privileges and Responsibilities Doug Churchill Executive Vice President Professional We are all very much aware that dedication, commitment, and hard work all "come with the territory" for active members of any organization. It is no different for IFATCA. Our Federation is like most any other groups ... people with common interests getting together to promote their cause(s), with the theory being, we can achieve more as a group than we can as individuals.

While looking through some past copies of The Circular, I re-read an article by the then Deputy President of IFATCA that talked about the privileges and responsibilities of membership. It occurred to me that the message is still valid today, and warranted a "refresher".

Being a member of IFATCA provides us opportunities to access information that may otherwise not be unavailable to us.

Two examples are our Commercialization/Privatization database and the International Handbook (IHB).

Both contain valuable information that can be used by Member Associations in their efforts to acquire knowledge and experiences of other MAs during struggles for better working conditions and benefits.

Of course, another "plus" in joining an Association such as IFATCA is the friendship(s) and wonderful cultural experiences we are able to share with each other. However, membership also carries with it certain responsibilities. We cannot expect to "just belong" ... pay our subscription fees and sit idly by waiting for the benefits. It doesn't work that way.

In order to be successful, an organization must have a certain level of commitment from its members. Personal sacrifice and hard work are required of our representatives as we ask them to spread the IFATCA "word". When we volunteer, we accept this responsibility and must invest our time and necessary effort in creating our presentation, report or lecture.

Board members, standing committee members, or other representatives of the Federation, both past and present will tell

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you that the IFATCA workload is demanding. In recent years, ever increasing requests for our advice, expertise and participation has increased that demand. We are fast approaching the critical saturation point. Workloads are becoming more and more time-consuming ... in some cases it can be"full-time". Even our Annual Conference is verging on becoming "too big to handle". This, in light of the fact we are faced with the "triple-punch" combination of transportation difficulties, reduced timeoff for our representatives, and our own budget restraints. The result? More and more, the Executive Board will call on the \:::-11t::/:-::::·.{:: ;,;_:· ':? ~.-.-·,·:,::_:,•· ..-.,::.;.;'.:::,~·,·.-::: :'

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fWe ha.ve:shownthe aviationworld £hat air;!raffic controllers can ~e on meagre resources! ' I think ~o one would argue our > a_bjUty to deliver quality work ~ik:i:ft.~,~L: ·-=···--· •• .--.-_.;·_·; •-• ~iii-:,~~'-•~~~/ MAs, and individuals to shoulder some of the workload. We have accomplished a great deal in the last forty years and can be proud of our accomplishments thus far. We have shown the aviation world what air traffic controllers can achieve on meagre resources! I think no one would argue our ability to deliver quality work.

However, we cannot rest on our laurels ... we must continually re-invent ourselves if we intend to stay at the forefront. As a volunteer organization we do face certain odds. But ... the Federation remains highly visible and well respected in the industry.

We have both the expertise and the will as an Association to continue our international, regional and local representation presenting our views, and ensuring the controller is heard.

We must continue! Active participation not only of individuals - but also of our MAs - at annual Conference, as well as throughout the year is the key to success.

We want and need your input. We realize

there are individuals or perhaps even Associations that may feel intimidated by the sheer size and scope of Conference, Regional meetings, or EB functions. We need to overcome this obstacle, because it no doubt hinders our ability to benefit from the talents and experience of many of us who would like to become involved.

Regional meetings are a good place to start. They play a very necessary and meaningful role within IFATCA. They provide an opportunity for a less formal atmosphere allowing delegates to participate in a way that may not be possible in a more formal setting.

Regional meetings will continue to figure prominently in the scheme of things as the pace of traffic and technology exceeds ATS growth in some areas, thereby requiring local responses to help formulate IFATCA policy. Regional Meetings allow local MAs the opportunity to have personal discussions on a "face-toface" basis. It also allows closer contact with members of the Executive Board.

Of course this is a two-way street. Just as we need the help of MAs so do MAs need the help of IFATCA. Our Regional VPs are the front line contacts for members seeking assistance.

In closing, let me say, ..."the future is never clearly defined for us". We have no idea what's around the next corner.

However, our ATS future will be shaped by what we do ... or don't do!" We can have significant influence in ATM changes. We must continue to voice our concerns and offer solutions to problems.

We have the opportunities to increase our influence, but success will come only through the active participation of our membership.

It is vital that IFATCA continue to be represented at meetings and seminars by active air traffic controllers ... therefore we ask that you stay involved ... if you are not involved please get involved!

Membership does have its privileges ... but with those privileges comes responsibility!

THE CONTROLLER

Editorial Perceptions of Safety Chris Stock

One of the articles in this issue deals with key issues for 2003. I asked a number of contributors to put forward their personal views and, not surprisingly, a number of them included the subject of safety. Also, Philippe Domogala has written a short article devoted to his opinions about ATM safety and what should be done. Everyone has a concern about safety but it is well recognised that aviation is one of the safest modes of transport. So, why the concern? At its most basic level, more people than ever before travel by air and when there is an accident, the number of fatalities is quite often high and the media give graphic and detailed coverage. The fact that deaths in car accidents on a daily basis are much higher does not seem to matter. So we have a public perception of air safety and by extension, a public expectation of zero tolerance. However the spiral continues upwards because even more people wish to fly, thereby increasing the demand on system capacity to a point where the system is beginning to creak at the seams. The responsibility to meet these, possibly conflicting, demands lies with ATS Providers.

It is at this point where many of the arguments and conflicts converge between the operational ATS staff and the management.

Why is there this lack of trust and understanding between both parties? Is it rooted in the industrial demands, or ignorance of each other's safety role, or some other reason? The answer may lie somewhere in the middle but in all probability, not easily discernible. However one thing not in dispute and that is no one in any ATS organisation, from senior management to the operational sectors, wants another mid-air collision. So out of that terrible tragedy over Lake Constance, can we look forward to a new era of positive collaboration to learn the lessons and improve safety? For a start, we should examine our own perception of safety and by definition, our concept of a "no-blame" culture. Controllers believe they understand

safety because they have been trained to provide a safe service through standards and recommended practices. Everyday, they are required to move large numbers of aircraft with even larger numbers of passengers in a safe and expeditious manner - that is being at the front end of the safety envelope, isn't it? Well - yes and no! What about engineers who maintain the equipment - or the procedures designers, - or the equipment manufacturers, - or the ATS supervisory management and so on. When an incident happens, controllers will say that we need a "no-blame" culture so that the facts can be determined objectively and accurately without recrimination. Hands up all those who agree - great, that's unanimous then!

As a controller, have you ever blamed the engineer for a failure of a piece of equipment or a supervisor for getting it wrong? Yes but that is what they are paid for! Did I hear "no-blame" culture mentioned?

The point I am making by distorting the facts is very simple - safety is the responsibility of everyone in the ATS organisation and there should be clarity about the safety accountabilities of the appropriate individuals. If we know who is responsible for what and how that responsibility is delegated then an organisational culture will develop based on knowledge and trust. I know, let us call it a safety culture and what's more, let us develop a system which manages risk to achieve a high level of safety performance and call it a - Safety Management System.

Two definitions to consider:

Safety Management System: "The safety management system is an explicit element of the corporate management responsibility which sets out an Air Traffic Service Provider's safety policy and defines how it intends to manage safety as an integral part of its operation"

Helios Information Services The Controller is grateful to Helios Information Services in allowing us to attend two of their prestigious conferences. The first was ATN2002 held in London in September attended by Cedric Robin; his report is printed in this issue. I attended SurTech2002 held in Amsterdam in November. Unfortunately lack of space precludes a full length report however I would like to mention a couple of items.

First: prior to the conference, Helios organised a workshop on Surveillance and the associated technologies. Primary radar, secondary radar, Multilateration, Mode S and ADS B/C were all covered in detail and in a clear and understandable manner. The tutorials were run very ably by Nick McFarlane of Helios. The company runs Aviation Technology Training Days at regular intervals and on the basis of the SurTech experience, I would recommend them highly. (more information can be obtained from www.helios.is.com) Second: the conference proceedings took place over 2 days with presentations covering all surveillance applications.

Needless to say, those dealing with ADS-B were of great interest particularly those dealing with the air surveillance applications and the technology issues. I hope to write a more detailed report of the proceedings for the next issue however a couple of slides looking at future strategy produced by Dr Roland Mallwitz from DFS may be of interest.

Safety Culture: "The safety culture of an organisation is the product of individual and group values, attitudes, perceptions, competencies, and patterns of behaviour that determine the commitment to, and the style and proficiency of, an organisation's safety management.

Organisations with a positive safety culture are characterised by communications founded on mutual trust, by shared

Targets for ATC System Modernization

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Key lssues 2003

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KEY ISSUES FOR 2003 Individual Viewpoints Edited by Chris Stock The last 18 months has been a difficult and traumatic period for A TM and controllers. Events such as 11 September, the Milan-Linate accident, and the mid-air collision over Lake Constance have left deep scars with many important questions not answered and, no doubt, will have major consequences for the future operation of the A TM system.

With this in mind and the desire to look forward to the future, I asked a number of people, mainly contributors to this Journal, to list their personal thoughts about the key issues for 2003. I am grateful that so many took time out and respond to my request. The rest of this article is their views, in no particular order; on the issues they feel must be addressed. I hope you find these both interesting and stimulating.

Canadian Government committed to a contract with Hughes Aircraft Corporation to purchase an all-encompassing electronic ATC system known as CAATS. (Canadian Automated Air Traffic Control System). When Nav Canada took over the Canadian air traffic system, they inherited this commitment to Hughes. Nav Canada expressed great faith in Hughes ability to deliver a revolutionary system. As well, Nav Canada saw an opportunity to implement, and later market, the CAATS system to other countries. Years later, it became evident that the CAATS system will never perform as promised; in fact the system overloads, and crashes, when presented with even a small percentage of traffic that would be encountered in the real world. As such, a system called

Rob Hammond(CATCA)

Controllers endure a multitude of -:-:......

• different start times and bizarre shift lengths that sometimes do not coincide with traffic requirements.

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In Canada, the most significant issue we face as air traffic controllers, is the privatization of our system. This move, which was originally supported by controllers, has proven to be a disaster from a labour relations point of view. The following list represents a breakdown of issues which are prominent in the Canadian system, but which are also probably significant in other countries.

Training. In Atlantic Canada, where I work, recurrent training was provided each year with a course of four to five days duration. This training is required, by legislation, to ensue that controllers are proficient in the operational aspects of their jobs. This year, due to a financial restraint program which is now in effect, recurrent training has been reduced to two days in length. To make matters worse, Nav Canada has mandated topics such as a fire safety video, a two and one half hour talk with a health nurse, and other non-control items. While some of these topics may be relevant in another forum, they take away from time that is supposed to be devoted to operational issues. Our recurrent training has been compromised to the point where it does not meet its objective.

Equipment. Prior to privatization, the

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CAATS is now being installed, but it is a compilation of other, existing systems and some CAATS software; the system will never perform the feats that were originally promised. Meanwhile, Nav Canada has invested millions of dollars in this flawed system, and now claims to have no money left over for items such as a good recurrent training program, or increased controller compensation.

air traffic controllers, have been without a renewed contract for almost two years.

The company continues to deny rights, which exist in writing, forcing the unions to seek legal remedies that are costly to pursue. Nav Canada continues to intimidate controllers who use sick leave, even when controllers have an obligation by law, not to work when ill or when using certain medications. The worst element of all has been the adoption of a computerised shift scheduling system known as Shift Logic. This system is concerned with efficient scheduling practices as opposed to humane ones; as such, controllers endure a multitude of different start times and bizarre shift lengths that sometimes do not coincide with traffic requirements. The irony in all of this is that when one factors in the cost of this national computer system, and the cost of the people hired to operate and maintain it, it is doubtful that money is being saved. The result of this labour strife is that controllers are not motivated, and as such the very efficiencies that the company wants are not being realized.

Also the union is currently involved in a legal strike against the training of new controllers, which will certainly hurt the companies goal to resolve their shortstaffed situation. Over the next year, if the union gains increased rights before the Canadian Industrial Relations Board, then our strike will be expanded to include the control services provided to air traffic.

Marc Buamgartner(Presidentand CEO) Labour/HumanFactors. When we privatized our system, it was promised that safety would be the number one priority.

It was also stated that labour relations would improve, and that efficiency of our system would be improved, in co-operation with the air traffic controllers. The reality has been very different; management attempted a consolidation of area control centres based on faulty data and backed away from this only after many controllers had been moved, and millions of dollars spent.

The company has not negotiated a collective agreement with any of its eight bargaining groups. Most groups, including

Managingchanges Safety goals - for the increase in traffic are they realistic? If not do we need to adapt future role of ATCO. What do we have to change and what are the challenges? Control - airspace manager - what will be the future profession?

CNS/ATM is the biggest change in the future. What are the impacts for the lower airspace and the national controllers - i.e. AFM could very well be controlled by one or two providers over a certain altitude.

THE CONTROLLER

Key lssues 2003 The outcome of ANC 2003.

more fundamental than the ones I present.

RVSM on the world wide basis

ASAS (AirborneSeparationAssurance System). The issue of controllers delegating separation responsibility to the cockpit, autonomous airborne separation and "Free Flight" or "Free Routing." Both EUROCONTROL and the FAA seem determined to push this concept, over the objections of pilots and controllers. This will be one of the most important issues for controllers in the coming years.

Applied human factor models in the future Financial lessons learned after the downturn in industry The future of the Federation

Helle Munks" (Denmark) I don't know if I "hit" anything with my thoughts, but nevertheless I'll provide some ideas (a little different than "just" Safety and delegation of responsibility to the cockpit).

2003 shouldbe a promotionyear!

Promotion of our profession! Perhaps a world-wide corporation in developing a "awareness/ recruitment-package" (including documentary programmes, TV commercials, internet spots etc.) - in order to ensure a sufficient number of applicants. Our job is not widely known and in some countries ATCOs is only known as the "troublemakers". We can change that, if we make an effort!! ICAO, Eurocontrol and others should support this initiative, now that it has finally been recognized that more controllers are needed - especially as many are coming up to the retirement age.

IFATCA'sfuture shouldbe put on the Agenda. We have become "victims of our own success". The continued success of IFATCA is fragile, if we cannot ensure our presence at important events. And not only presence by "someone" - I think we need a more stable representation (same individual). This is not possible in the long term if we continue to rely on voluntary workforce (people using their holidays to attend Meetings for IFATCA) travelling on discounted tickets. We need to restructure our organisation to become more "professional". It will most certainly mean a larger variation between Cat.1, 2 and 3 member fees, but in my opinion at least, it is worth a discussion.

Privatizationof ATS As the last year and a half have shown, the issue of continued privatization of Air Traffic Service providers, along with the ability to adequately fund those privatized systems when aviation revenues plummet, will be continuing issues. With the Republican administration in the United States pushing hard to contract out thousands of federal jobs, this is a continuing concern to US controllers.

THE CONTROLLER

Technical interoperability of technology.

As airline revenues shrink, there will be less and less funding available for those airlines to equip their aircraft with new technologies needed by the aviation system. Because of this, there needs to be even greater emphasis on ensuring that emerging ATC technologies are implemented to global standards. In this way, airlines will not have to equip with different avionics for different areas of the world. This in turn will make it easier to convince airlines to equip with these technologies.

Ralph Thompson (IATA)

2003 should be a promotion year!

Promotion of our profession!. ...

Our jcib is not widely known and in some countries ATCOs is only known as the "troublemakers" ..... .

We can change that, if we make an effort!

Proliferationof FANS-1/A Data Link.

Despite IFATCA policy against the proliferation of FANS-1/ A CPDLC (Controller Pilot Data Link Communications), aircraft manufacturers and certain airlines are making concerted efforts to force the emerging ATN (Aeronautical Telecommunications Network) data link systems to accommodate FANS-1/ A aircraft in high density continental ATS airspace. The ATN is the !CAO-recognized standard for the data link portion of CNS-ATM and FANS-1/A does not meet these minimum operational and technical requirements. If ATS providers are forced to accommodate FANS-1/ A aircraft in their domestic systems, it will lead to the degradation of the operational acceptability of data link in air traffic control.

Martin Cole (NATCA) For what it's worth, here's my take on the top issues for the coming year. I have tried to ensure that my five issues are not ALL related to technology, despite my inclination to do so. I'm sure some of the issues from developing countries are

"invisibility" of non-participating aircraft.

Because of the expense and difficulty with maintaining ground-based radar, many ATS providers are considering the wholesale replacement of radar with ADS/ ADS-B, sometimes without considering all the operational issues.

Transitionfrom ground-basedradar surveillanceto ADS & ADS-B. The use of ADS (Automatic Dependent Surveillance) and ADS-B (ADS-Broadcast) to replace ground-based radar raises many technical and operational concerns. One of the biggest concerns deals with the

2003 will be another challenging year for the airline industry. More than ever, IATA will be working with its industry partners to improve safety, find ways to function more efficiently and reduce airport and enroute delays through cost-effective capacity enhancement measures.

IATA is building a coalition in support of the future ANS concept amongst its Member Airlines and industry partners.

The Global Infrastructure Strategy Action Group (GISAG) approves infrastructurerelated policies and is preparing IATA positions on ANS institutional and economic matters. The IATA ATM_cns Implementation Taskforce (AITF) has established a Roadmap of future implementation and is developing formal industry positions to support the Roadmap.

The objective of IATA's efforts is to improve safety and security, efficiency and capacity. These must be the driving forces behind any future concept.

The next step must be to identify effective ATM solutions that are based on sound cost-benefit analyses. These solutions should not be technology driven, but business driven. We need smart ATM solutions. Hence IATA's acronym "ATM_cns" - is symbolic. We expect the ATM solutions to take advantage of existing aircraft equipment wherever possible, such as FANS 1/ A. only then will we look at the latest technological systems for communications, navigation and surveillance. The airline industry cannot afford expensive acquisitions that do not provide a significant, quantifiable return on investment.

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Key lssues 2003 The technology to provide early benefits is already available, but until the regulatory process catches up, airlines are unable to fly in the most efficient way. For example Qantas Airlines has recently purchased state-of-the-art B737-800 aircraft that are equipped to perform GNSSlet-down approaches - in effect a 4D trajectory approach. However, regulations often constrain airlines to conventional, inefficient approaches. Airlines have already paid the price of equipping their aircraft, now the ground infrastructure and regulatory process must follow on.

Continued commercialisation and corporatisation of air navigation services is inevitable. IATA encourages this trend on the condition that appropriate regulatory oversight (both safety and economic) be adopted, and that the process be both transparent and accountable.

As the airline industry returns to health, so will our partners, including IFATCA Members and their respective States. We all recognise that we're in this together.

Co-operation and communication will be as important in the future as they are today.

IATA seeks to share its vision of the future with other industry stakeholders. To this end, IATA encourages a closer working relationship with IFATCA on matters of safety and security. We sharehave many common areas of interest, including the health of our industry and the safety and security of all the players.

two. Airservices wants to be one of the remaining providers and is seeking to expand its service horizons west towards Africa, North and East. Among the issues is what effect will this have on the "taken over" ATCs? Are they kept? Made redundant? Retrained all of the above and more?

failure of the Bashkirian crew to correctly respond to the TCAS RA fits in this latter category.)

VisionStatement. Airservices have published a new "vision statement" they are doing the right thing in attempting to involve the employees in the process, asking for answers to questions that basically ask how can we do this together as a team. The whole process / vision etc is understandably treated with some ... I search for a word ... not disdain but something similar, as a result of the TCU consolidation process and the lengthy battles fought over the EBA in which Airservices proved to be recalcitrant and intractable.

ATM security. There are new rules and systems being developed to cater for security risks in ATM. These will impact on controllers, pilots and their relationships. This will also necessitate a closer link between military and civil authorities and between civil and military ATCOs. There are thoughts about using broadband communications so that the ground could see what is happening in cockpits in real time or listen to communications when something occurs.

In any case there will be new policies, issues about pilot/controller liability and immunity from legal actions as well as confidentiality rules. There are ideas of independent alert systems and new communications applications between air and ground.

qespite the 9/11 experience, are · we better prepared for major terrorist occurrences? What can they be and how will pilots and controllers deal with it?

Wally Civitico(Australia) Some issues that are facing ATCs in Australia are: The consolidation of Terminal Control Units away from the capital city airports they serve, to the Enroute Centres. This would see Sydney, Adelaide and Perth TCUs (and of course staff) being relocated to Melbourne. I know it has been done before (even in Australia, Canberra terminal services are done from Melbourne), however the issues for controllers are many, not the least of which is the disruption of their family's lives caused by having to leave "home".

The process has been subject to extensive scrutiny, the Airservices line is that it will save money and that the jobs can be done with fewer people in the centres. The controllers say prove it! show us how!

Airservices can't/ won't, we'll sort those details out later!

Reduction of ATS Providers. In ATM circles it is expected that the hundreds of ATSPs currently operating will be reduced to in the "tens" over the next decade or

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Bert Ruitenberg (IFATCA Human Factors Specialist)

LegalMatters. One of the issues that I think will play in 2003 is the emerging interest taken by some legal authorities into aviation safety.

SafetyManagementSystems. Another issue is the implementation of Safety Management Systems in ATS, as a result of provisions in ICAO Annex 11. Related to that, but not necessarily linked, is the introduction of safety monitoring of normal operations (i.e. what in the airlines is called LOSA).

Transferanceof ATC to the cockpit. The last issue I can think of is the continuing drive from particularly research establishments to transfer ATC to the cockpit. I'm thinking of Free Flight and associated tools such as CDTI and other AIRSAW/ATSAW devices. People tend to get carried away by technological possibilities without giving sufficient thought to the question how operators are supposed to use the gimmicks. (Even the

PatriceBehier(Eurocontrol) Let me put forward three subjects that come to my mind now.

I believe it will affect ATCOs and will require a carefully considered input from ATCOs to help in such a vitally critical issue.

I cannot forget about what our colleagues on duty in the US and Canada must have experienced on 9/11, this leads me to the next subject:

Contingencyand crisismanagement.

Despite the 9/11 experience, are we better prepared for major terrorist occurrences? What can they be and how will pilots and controllers deal with it?

How about a big bomb in a major airport?

Several aircraft shot down by missiles? or others. We know terror acts will happen, it will affect ATCOs what to do about it in real time?

Implementation of ATS safetyregulations.

I would also suggest that the on-going implementation of ATS safety regulations in Europe is a subject that could be addressed as it has strong implications for ATCOs (Licensing, reporting of occurrences, non punitive environment etc.)

Dr Anthony Smoker(GATCO) Demandversuscapacity. September 11th had a small number of beneficial effects for ATM - the slow down in traffic meant

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A4AL

Key lssues 2003 that the delay statistics this year masked true deficiencies. Next summer it will be different - the problems are still there how do we cope with the growth in traffic?

Training. This year Swanwick sacrificed training for service delivery. As a result extended training times. Now, the way to solve some of the short-term problems is to train more controllers, but this is becoming increasingly a conflict with service delivery. If we want motivated trainees, what do we need to do?

Communicationand change. There is a lot happening in the next two or three years that will impact on the controllers lives drastically: JAR atco licensing, single sky, the introduction of new technologies. All this has to be controlled in a way that will let controllers engage and embrace the changes. Too little is being done to address this.

Safety. All the change above raises the question, what culture do we want in a safe way to make it all work? There are too many regional variations at the moment, and the safety culture varies dramatically. What steps need to be put in pace to achieve the appropriate culture that will underpin the safe and efficient ATM system?

Alan Shaw {SercoGroupCorporate AssuranceGroup DirectorAviationSafety) I believe that the following 5 key issues need to be addressed in the drive for safety improvement across the global business.

Implementationof SafetyManagement Systems Development/Integrationof a Global IncidentDatabaseto ensure: a. Corporate Assurance b. Trend Analysis c. Safety Promotion

c. Incident/ Accident mitigation

Liaisonwith Regulatorybodiesand ICAO to achieve standardisation with respect to SMS and interpretation of Annex 11 and 14.

Dave Grace {IFATCA Technical Secretary) My Issuesfor 2003 in no particular order.

Increasein Traffic. Following the downturn of 9/11 there has been a steady increase of traffic up to pre 9/11 and in some cases in excess of previous levels.

2003 will see a continued increase

The demographics clearly indicate ,,!,;~,,,!large percent of the current . Workforce will retire in the next 5 ;..~a~?bisillusionment is making many to consider taking early retirement which is exacerbating t~e p~~blem. particularly the low-cost operators. The capacity problems will now focus on airports instead of enroute.

Increaseduseof Datalink. The Eurocontrol Link 2000+ programme is pushing hard for the introduction of Datalink utilising FANS 1/A +. This will be following the FM move to introduce datalink in Miami , however the fundamental difference is that the US will not use FANS 1/ A for CPDLC. We will see the introduction of datalink in European airspace.

Shortageof ATC Staff. This problem will begin to become a significant one as time goes on. The demographics clearly indicate that a large percent of the current

,ftttere are too many regional .<:tvariations at the moment, and .• ·,

·Ji."

the safety culture varies dramatically.

Development/Implementation of training packagesand coursesfor: a. Incident Investigation b. Airfield Operations Appreciation c. Human Factors

Hot Topics a. Runway Incursions b. Wildlife and Habitat control

10

workforce will retire in the next 5 years.

Disillusionment is making many to consider taking early retirement which is exacerbating the problem. The current intake and time to validation is not matching up to those departing and the expansion programmes involving new additional sectors.

SingleEuropeanSky- FunctionalBlocks of Airspace. This will be a major political development. Already we are seeing agreements MoAs being drafted between states which could accommodate FBAs. We have seen ATCEUC taking industrial action to highlight the social aspects, this is bound to increase. Some Service Providers may see this as a solution to the staffing problem. Perhaps a case may be made for Virtual Centres instead of building a new centre.

EU. The accession of the EU to Eurocontrol will see a more legislative framework being applied. The common ATC licence and Medical may be the first to test the waters.

ADS B. Still a dark horse but in some quarters a solution to some problems.

Mode S. Development has been slow but the UK , France and Germany appear to be going ahead to solve particular problems. In the UK it is level busts.

Benchmarking.CANSO , NATS and Eurocontrol are conducting benchmarking exercises between Europe and the US. 2003 will see the results of these.

North SeaAirspace. The largest ever redesign of airspace takes effect from March 2003 involving 5 states. This change will facilitate the military requirements and accommodate the civil with new routeings to the OCA. Minimumcostroutes. Started with Lufthansa called LIDO this programme has new been sold to several airlines. It works on the premise of the route flown to be minimum cost instead of minimum time.

Takes into account user charges which has already seen flights taking inordinately long re-routes in particular to avoid UK airspace which is one of the most costly.

Examples available.

PrivateATC {Enroute)eg NATS. The increased use of LIDO will have an impact on the OCA flows of traffic and will take traffic away from cash strapped private ATC providers. Cost cutting measures will have to be applied to reduce costs.

Possibly making specific routes/airspace premium routes allowing other areas to reduce charges. E.g. inbound to London TMA = high premium; transiting the North Sea enroute to the OCA = low premium.

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Key lssues 2003 KEY ISSUE FOR 2003- SAFETY Opinion from Philippe Domogala European Editor Criticising is easy. Controllers are generally quite good at it. Putting forward proposals requires effort but it is still feasible. Implementing proposals appears to be far more difficult. Possibly because what was taken for granted for so long, SAFETY,is now influenced by words like: capacity, cost effectiveness, "could increase delays ", "would mean extra staff "etc .. We have all heard those expressions.

Of course times have changed and the era when an ATC manager could spend whatever was required on the name of 'safety" are over. Incidentally it is not necessarily a bad thing since the system overall is definitively safer than it was in those days. However, the public expectation over safety has also changed drastically. After having advertised heavily that air transport was the safest mean of transport, people tend to expect ZERO accident.

With the imminent arrival of the Airbus A380, accidents involving more than 1000 persons will be possible. The media impact and the political consequences of such a tragedy (if it occurs) will be difficult to control. It becomes of the utmost importance for us all in aviation, and that includes controllers, to re-think our perception of safety.

Following the recent Linate and Ueberlingen collisions in Europe, the Eurocontrol Agency started an initiative to put safety at the top of its agenda and setting up working groups. A very good move indeed. For once, actions seem to follow the nice words one always hear after an accident.

Eurocontrol decided to create a High level safety action group ( called AGAS) and offered broad participation. IFATCA is part of this group and is represented by our President, Marc Baumgartner, who is also an active controller in Geneva ACC. They have already defined their work programme and we are pleased to see a few items on the Agenda that we, the controllers, and IFATCA in particular, have been pushing for years. To mention only a few:

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• Need for a non-punitive analysis based reporting system.

• Ambiguity between TCAS RAs and ATC control instructions.

• Managing the degradation, failure or outage of ATC tools ( such as STCA) • Adequacy of staffing and training.

Of course identifying problems will not solve them overnight. Implementation of the recommendations that will come out of those meetings will be the real test. It will involve leadership and decision making things that were not apparent in the past.

We also have to realise that not everyone, i.e. not every ATC unit, not every State, is at the same level of safety awareness.

There are organisations which have a much higher safety culture than others.

.,~VJ..~have a real moral duty to . participate and help those that · • wanqo make aviation safer.

Therefore, not everyone is likely to take the recommendations as valid for themselves.

But are they really as good as they claim they are?

There is possibly a need to assessone level of safety awareness. A categorisation of the level of Safety within an organisation has been attempted by Professor Patrick Hudson,(Leiden University). He suggested that organisations can be classified in five levels: 1. Pathological:Who cares as long a we do not get caught 2 Reactive: Safety is important. We do a lot every time we have an accident 3 Calculative: We have systems in place.

4 Pro-active: We still work on the problems we still find.

5 Generative: Safety is our business and is fully integrated in everything the organisation does. (source : Focus on aviation safety, Autumn 2002 )

Hopefully.we can say that the level 1 is now something of the past. I worked in such an environment in the late 1960's in the military. I have worked in level 2 for many years in my career. Level 3 is only very recent for most of us. Level 4 is starting to emerge. Therefore I would suggest that, for most of us around the world, a lot of work is still needed to achieve level 5 which should become the aim of every ATC organisation. But in order to have an organisation safety culture everyone in that organisation must feel involved.

Air traffic controllers are naturally safety conscious. This is how we were trained from the beginning and we can see the consequences daily. Unfortunately a large number of other players in ATC may not come from this "safety above all else" background. Today's ATC engineers, programmers, local management are more likely to come into ATC, from a totally different industrial environment. They would not necessarily have been trained in the safety disciplines. In my opinion, we, controllers have a duty to convince and help train those staff. Personally, I would consider this to be our first challenge.

Changes in mentality are alwaysthe hardest thing to do. But this might become a survival question today. I do not think the current benchmark for determining who is good or who is bad in ATC ( i.e. who is producing less delays and who cost the least ) will continue for much longer. Safety record will play an increasing role. ATC organisations, perceived as unsafe, might disappear in a competitive environment in the same way as Valujet or Railtrack.

Controllers in general, and IFATCA, in particular, should join forces with other organisations and push to implement a safety culture where, as Prof. Hudson said, "Safety behaviour is fully integrated in everything [we] do."

The times of criticising and waiting for things to change on their own are over.

We have a real moral duty to participate and help those that want to make aviation safer.

11

MORE QUESTIONS ABOUT TCAS Christoph Gilgen, and Philippe Domogala Since the publication of the last issue of The CONTROLLER,which included several articles about the July 1, 2002 midair collision over Germany. More new facts and details have emerged. We have continued to research the technical and procedural designs ofTCAS and its software in order to fully understand the functions and interactions with ATC. What has particularly intrigued many operational controllers, and us, is why the TCAS installed in the B-757 of DHL, when it detected the unexpected opposite direction manoeuvre of the TU-154M, didn't react to advert collision? For instance, by reversing the sense of the RA when it became evident that the aimed-for separation at CPA (closest point of approach), could not be achieved by only increasing the strength of the RA some 22 seconds before the collision as it did.

This question was the main reason why we started to dig further into the software design ofTCAS II, called CAS-logic. In particular, the conditions and parameters for triggering a RA-reversal in a co-coordinated TCAS-TCAS encounter received the main attention of our enquiries.

An RA reversal is when TCAS first issues an RA in one sense, but subsequently, due to sudden unexpected manoeuvre(s) will issue an RA in the opposite sense.

According to DO185A, (the certification) and MOPS (minimum operational performance standards), valid for version 7.0 ofTCAS II (the only TCAS version fully compliant with ICAO SARPS). RA sense reversals of a co-co-ordinated manoeuvre are under certain conditions possible.

Therefore the question still is, why, as both aircraft above Germany were equipped with version 7.0, was there no reversal issued?

On the Internet a very interesting statement regarding TCAS-TCAS coordination and RA-reversals was found: "About four years after the original TCAS specification was written, experts discovered that it did not adequately cover requirements involving the case where the pilot of an intruder aircraft does not follow his or her TCAS advisory and thus TCAS must change the advisory to its own pilot. This change in basic requirements caused extensive changes in the TCAS design, some of which introduced additional subtle problems and

There are two versions of TCAS currently in use; the CH. earlier "6.04A" which is Example of "Sense-Reversal" RA mandated in the USA and the "newer"version TCAS errors that took years to discover and 7.0 and is mandated in Europe. For version 6.04A (or earlier versions) the rectify".

Ref.: "Intent Specifications: an approach sense reversals are not possible. Quoting to building human-centred Specifications" from Version 6.04A specifications: (by Nancy G. Leveson, Dept. of Computer "For threat aircraft equipped with TCAS Science and Engineering of the University of Washington 11, an unexpected vertical manoeuvre is handled only by an "increase-vertical-rate" advisory, as "sense-reversal" advisories Digging further into the question of RAreversals in co-ordinated TCASnot permitted in this case. " encounters, focusing on version 7.0, However, for version 7.0: sense reversals several highly interesting documents in a TCAS-TCAS co-ordinated encounter related to this matter were also found on the net. Two French TCAS-experts, are possible

12

Thierry Arino and Francis Casaux, both working for CENA, the French Aviation research and studies institute, wrote the following: A Theoretical Example of a Collision Induced by the TCAS 2: "The TCAS 2 logic can induce a collision when the intruder manoeuvres against the avoidance manoeuvre of the own aircraft.

This manoeuvre could be the result of a late A TC instruction and is performed with a standard vertical acceleration.

A logic change should be studied to solve the pinpointed problem: an increase RA is issued and induces a collision in spite of the fact that the Vertical Miss Distance is above the collision avoidance threshold. " (Reference: Logic CENA/SAS/NR95555/Thierry ARINO & Francis CASAUX 01-03-1995Version 1.0 ) This looks very similar to what happened on July 1, 2002 over the Lake of Constance with the intruder aircraft manoeuvring against the RA, and late ATC intervention. However, this report was written in 1995, more than 7 years before the mid-air collision.

The question we asked ourselves was - why is it possible that if such situation was identified 7 years ago it was not addressed before?

The answer can be found by reading the minutes of meetings of the Committee tasked with changes of the TCAS logic. The body responsible for TCAS specifications is the RTCA in the USA. The RTCA Committee dealing with TCAS software changes is SC147. Their meeting of August 2000 discussed the problem identified by our two French researchers.

The problem was coded SA01 (SA stands for safety) and the proposal for changing the TCAS logic to deal with the problem (where a RA-reversal would be the best action to obtain quickly the required vertical separation) was coded CP112 (Change Proposal no 112) Quoting from those minutes: "Minimum operational performance

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standards for Traffic alert and collision avoidance Systems airborne equipment" The conclusion was that Issue SA01 can occur for operational scenarios that are not uncommon. Change Proposal 112 improves the safety performance of TCAS II logic Vl.0 when one pilot does not follow the RA and when both pilots follow their RAs. The Steering Committee recommended that Change Proposal 112 be included in the TCAS II logic Vl.0.

Discussion: The committee agreed that CP112 needs more data and further study.

The RWG accepted CP112 and put it in the on-hold status due to a lack of resources and the need for further study.

There is no estimate of the probability of occurrence of the problem identified in CP-112. Larry Nivert, FAA, is not fully convinced that there is a serious problem.

The committee does not have the proper resources to conduct a full Validation and Verification on additional changes to the MOPS. From Eurocontro/'s point of view, the analyses information suggests that the issue can happen and SC147 should proceed with CP112 as a safety improvement. Larry stated that the briefing shows that the risk ratio in the European encounter model and the European reversal subset does not change when both pilots follow the RAs. If one

pilot does not respond the risk ratio is not favourable but improves with the change.

The committee acknowledged that this CP warrants further investigation and agreed that the RWG change the status of CP112 from "on-hold" to "investigating". The FAA agreed to co-ordinate with Eurocontrol in an attempt to verify the Emotion-7 Findings.

This leads us to ask two more questions:

One - had CP112 been implemented, could it have prevented the Ueberlingen collision? and two - what is the current situation of CP112? In view of what happened in Ueberlingen, will it now be implemented as a matter of urgency?

Unfortunately for us, most of the official TCAS experts to whom we would like to answer these questions, are currently being consulted by the German accident

investigation board (BFU) in the on-going accident investigation and are bound by confidentiality.

It is important that the problem is addressed urgently before another accident occurs. The reality is harsh. Last October (2002), an airprox occurred near Mexico city involving a Lufthansa B747 and a Mexicana A320 where again, according the first information received, a TCAS RA combined with an ATC instruction resulted in a reported 100 feet separation between the two aircraft. The investigation currently taking place will reveal the details, but if they bear similar features with what happened in Ueberlingen we indeed need to act quickly.

Let's hope that Ueberlingen will permit a swift and thorough improvement of the CAS-logic (version 7.0) and that the required funding will become available to improve the software of TCAS II and make it safer. Of course, everybody must know that even with all modifications and CPs successfully implemented, TCAS will probably only be able to resolve about 90% of all encounters. A certain end risk continues to persist but nevertheless we need to continue to improve the system and its logic.

InternationalCo-operationon TCAS Procedures After the Ueberlingen collision, IATA, IFALPA and IFATCA are cooperating with ICAO in order to review the procedures surrounding TCAS/ ACAS. The process will take place over the next few months.

Following the publication of the articles in the previous issue of The Controller, IATA raised some issues on TCAS procedures. Following further discussion with IATA and IFATCA SC1, the following text regarding the action to be taken in the event of a pilot receiving a Resolution Advisory (RA) has been agreed:

PILOTS: Should follow RAs in all cases.

When the RA conflicts with an ATC instruction, follow the RA Advise ATC of an RA as soon as possible.

CONTROLLERS: Should stop issuing instructions to pilots who have reported an RA. Could or may include turns in their instructions to resolve a conflict if the instructions are passed within one minute of CPA ( closest point of approach. (NOTE: RA is activated between 15 and 35 seconds using TCAS v 7.0) These actions are advisory in the interim period, so that other incidents accidents involving TCAS and ATC interaction are avoided.

THE CONTROLLER

13

TCAS pdate Interaction ATC and Pilots during an ACAS event

Traffic Advisory (TA)

7

Pilots

Remains responsible for ATC separation

No manceuvre on the sole basis of a TA

Resolution Advisory (RA)

Pilots Follow the RA

Acknowledge the report

Notify ATC about the RA as soon as possible using standard RTF phraseology

Do not attempt to modify the flight path of an aircraft responding to an RA

I

I

Fly the RA as accurately as possible

Ceases to be responsible for separation between that aircraft and any other aircraft affected by the manoeuvre of the RA

I

Scanvisually the airspace where the intruder is indicated

Clear of conflict

Pilots Return promptly to the currentATC clearance Notify ATC

Inappropriate

When acknowledging the aircraft's resumption to current clearance resume responsibility for providing separation for all affected aircraft

Response to RAs Seriously Degrades ACAS Safety Benefits

Taken from the Eurocontrol Safety Letter issued in November 2002 Full contents can be downloaded from: http://www.eurocontrol.int/safety/downloads/NWL TCAS-ACAS 0211 SNT.pdf

14

THE CONTROLLER

serco Serco Aerospace SAFETYMANAGEMENTSYSTEM The International Civil Aviation Organisation requires that a Safety Management System (SMS) be put in place at every airport with ATC during 2003 and within Airport Operations by November 2005. As far back as 1999, Serco commenced the development of a corporate-wide SMS to support its interests in the management of safety critical operations. This covers the nuclear and rail industries. as well as world-wide aviation services, and has led to the development of an aviation-specific SMS, which we are now spearheading across our global aviation business.

Serco Aerospace is responsible for Serco Group's Air Traffic Control and Aerodrome Operations in the European Union. Serco Aerospace is working towards having their Safety Management System implemented at all UK & European units - military & civil - by July 2003.

During the implementation phase, the Aviation Safety Managers from each Serco geographical region have been working with their respective National Aviation Safety Regulators to seek approval of their individual Aviation Safety Management System. All Aviation Safety Management Systems derive from the Serco Group Aviation Standard.

For more Information, please contact LynetteO'Connor OperationsCo-Ordinator SercoAerospace Serco House 11 BartleyWood BusinessPark BartleyWay Hook Hanis RG279XB

Safety Matters

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15

( ATN 2002 Conference Cedric Robin The purpose of the ATN2002 conference was to put together different actors of the ATC world and to concentrate on the role of the ATN as a means to improve current ATC systems. It focused on the key technological issues and featured presentations from leading experts on ATC Datalink development and implementation. The conference took place at the Institution of Electrical Engineers in London, on 24 - 25 September 2002.

The conference started with a presentation about the major impact of the Sept 11 events on the industry given by Joe Burns1.Director Flight Operations Technology, UAL. United Airlines has clearly stated its position in the future CNS/ATM environment with a strong recommendation to take advantage of the traffic "lull" to focus on the feasibility to incorporate or implement new concepts.

The timescale envisaged gives the very first "big" step forward in 2007 /2010 with digital voice and datalink for bOmmunication, enhanced nav-aids & GPS for Navigation, radar and ADS-B for ~urveillance. This will be done within the acceptable range of safety, security and cost-benefits and is totally in accordance with the current developments of ATM in North America. Actually, one of the big events of this year is the FAA's CPDLC Build 1 which will be installed at Miami ARTCC by the end of 2002. Timothy R. Hancock2 , CPDLC Operations Lead, FAA has confirmed that ARINC facilities (providing nine VDL2 ground stations), Rockwell Collins testing and evaluation (airborne equipment), aircraft certifications and CPDLC Build 1 operation and evaluation should be completed by the end of October 2002. The purpose of this implementation is to provide Miami ARTCC with CPDLC capabilities and more precisely with some messagesextracted from the CPDLC message set such as transfer of communication, initial contact or altimeter setting with a delivery time (controller to pilot) of less than 2 seconds.

The human training perspective has not been forgotten, the technicians underwent a 6-day training course and the controllers, a 4-day training program, based on computer assisted instruction and ATC Radar Training (both of them

16

completed by mid October 2002). The next step is CPDLC Build 1A expected to be fully operational by December 2005 and providing controllers with new CPDLC capabilities (altitude, speed, heading or route clearances). The CPDLC Build 1A studies have clearly shown all the benefits that using CPDLC could bring to controllers and thus to Air Traffic Management in terms of improving safety and efficiency, and reducing workload. This was confirmed by the results of the Link2000+ real-time simulations conducted at the Eurocontrol Experimental Centre, Bretigny, France and presented by Rod McGregor3, Project Manager - ATM Implementation Projects,

benefits on the ATS providers side are there and easily understandable, on the airlines side, efforts remain to be made to ensure co-ordinated implementations which could show some real positive costbenefits for airlines.

In Asia for example, as stated by Owen Dell5, Manager International Operations Cathay Pacific, there is no such coordination but a proliferation of ADS/CPDLC/Radar facilities at various stages of implementation, with duplicating effects such as radar coverage overlapping. This dysfunction has a cost that airlines would have to partly pay for with no real benefit for them: airlines still deal with large

Eurocontrol. However, the simulations have also shown that CPDLC clearances were less suited to highly tactical environments and the new allocation of tasks between the planning and the radar controller proved to raise new issues in terms of teamwork management (situational awareness issue). The "FAA Oceanic Plans and Experience" presented

by Nancy Graham4 gave its own "recipe of success" provided one wants Datalink as a part of its Air Traffic Management system.

She restated that the human factor issues are not to be underestimated. Technology implications must be explained and appropriate end-to-end training is required to ensure both controller and pilot understand the impact of their actions at the other end. Also, she clearly warned the candidates for datalink technology that mixing voice and data communications in a mixed environment (datalink equipped and non datalink equipped aircraft) may cause complications and limitations. If

deviations due to bad weather and poor HF communications performance.

Therefore, it is critical for airlines to help guide the development and the implementation of these technologies, being based on industry needs, not on technological availabilities. It is urgent to develop a strong positive cost-benefit, using technology that works and is easily interoperable among Asia's ATS providers. Otherwise, "CNS/ATM in Asia will not move forward regardless of the march of the technology" - Owen Dell.

The conference then moved on to reports on FANS1/ A operations and on the technical work that has gone on this year to accommodate FANS 1/ A equipped aircraft in an ATN infrastructure.

For Forrest Colliver 6 , Aeronautical Communication International, numerous analyses have shown that such an accommodation is not possible without loss of benefits available to ATN aircraft.

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Therefore, the best ground architecture for FANS accommodation is a mutliprotocol ATS host including both application and communication functions so that FANS and ATN aircraft can be clearly distinguished for air traffic management and communication purposes. This does work already at the UAC Maastricht, as stated by Gustaaf Janssens7 , Team Leader Data Comm. Eurocontrol, Maastricht. Called the mutlistack, it accommodates FANS 1/ A aircraft in Maastricht UAC airspace to interface with the ATN SARPScompliant Flight Data Processing System, in a total transparency for end users.

The conference then focussed on the technical aspects of the datalink technology, such as ATN and ACARS security (cryptography to ensure confidentiality, authentication, integrity and availability of data over the network) before moving to reports giving future views of the use of datalink. The purpose was to start thinking of what remains to be done to accommodate the extension of the datalink infrastructure to ATM needs in the period 2010 - 2015, within acceptable ranges of safety, capacity, flight efficiency and cost-effectiveness.

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For Mike Shorthose8 , Director of Helios Technology Ltd, the next step in en-route airspace is to focus on the introduction of delegation of responsibility to the pilot slowly leading to self-separation then to free flight. In terminal and airport region, ATM could be improved through

does not comply with these criteria".

The conference has been a good opportunity for both the end-users and the industry to share their point of view on how the datalink technology could improve ATM and what remains to be done in the near future. The main point of the conference is also the clear statement made by airlines: it does not matter whether the technology is innovative or not - if there is no real benefit, there is little hope that airlines will be willing to spend money on it.

1 Joe.burns@ual.com 2 Timothy.hancock@faa.gov enhanced visual approaches, surface enhanced visual acquisition or runway and final approach occupancy awareness. To fulfil these objectives, the datalink technology has to follow precise criteria such as implementation feasibility or costbenefit viability. As stated by Phil Clinch 9, Director of Aircraft Operation & Navigation Services, SITA, "airlines face extreme financial difficulties and cannot afford to have their money spent on technology that

3 roderick. mcgregor@eurocontrol.int 4 Nancy.Graham@faa.gov 5 http://www.cathaypacific.com 6 http:/ /www.aci-llc.com 7 gustaaf.janssens@eurocontrol.int 8 http:/ /www.helios-tech.co.uk 9 http:/ /www.sita.int

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ATCTraining EMERGENCY!!!

Richard Arnold Course Leader Tower Emergency Course DFS Academy Langen German Today I'm working as the Air controller, runway 11 is in use, the weather is CAVOK and the traffic is already building up. Several aircraft are taxiing for departure, 3 jets are approaching the full length holding position and a turboprop is nearing the intersection departure holding position. On the Trackview Terminal Radar display I can see an Air France A310 is at 5 mile final for runway 11 and other arrivals are at 10 and 15 miles. Malev 324 a B737 has just departed and is now about 2 miles upwind when I receive the following transmission; "Tower, Malev 324 is remainingyour frequency,we are experiencingengine vibrationin our numbertwo engine, maintaining3000 feet and declaringan emergency".

A split second of shock and then my ASSISTtraining kicks in; Acknowledge, Separate, Silence, Inform, Support and Time. I acknowledge Malev 324, and give the Air France a missed approach. A VFR inbound checks in and requests entry clearance; I impose radio silence due to the emergency in progress. The Ground controller stops the taxiing aircraft and keeps the departures on his frequency, advising all stations that an emergency is in progress. I co-ordinate the missed approach with Approach and tell him

about the Malev 324 emergency maintaining altitude 3000 feet, remaining my frequency, probable turn-back and block any further arrivals. Simultaneously I press the crash alarm and ask the

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Supervisor to read the multi-engined aircraft with engine failure checklist aloud.

Only 30 seconds have elapsed since the emergency was first declared, but already the Emergency vehicles are beginning to check in on the Ground frequency. I know the pilots in Malev 324 are in the Recognise,Assess,Stabilise,and Recovery phases of managing the emergency and their workload is high, but after a few more seconds I decide to offer them options and request their intentions. I transmit "Malev 324 wind 140 degrees 10 knots runways 11 or 29 are both available what are your intentions?" "Tower Malev 324 request a right visual circuit for priority landing runway 11" is their reply.

I answer with " Malev 324 right visual circuit approved, wind 140 degrees 12 knots cleared to land runway 11. The pilot reads back the clearance, and I reply with "when able advise POB, remaining fuel, and if you have any dangerous cargo". He replies with "POB 78, 5 tons of fuel and no dangerous cargo Malev 324". I coordinate the right turn with Approach who releases the airspace 10 miles radius below altitude 4000 feet to me.

I write the emergency details on the console checklist and the Ground

controller begins transmitting the essential information to the crash crew commander.

Together we then work through the engine failure emergency checklist. The Ground controller arranges for towing

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~ equipment, aircraft stairs and buses to be brought to immediate readiness.

The emergency aircraft is beginning the right downwind leg and I swing up the binoculars for a visual inspection. The number two engine is trailing smoke; I pass this information to the pilots, who advise that they are shutting down the number two engine. The details about the smoking engine, and shut down are relayed to the crash crew commander along with an update on the aircraft's position and the pilot's intentions. The transponder code changes to red and reads emergency as the pilot squawks 7700.

The aircraft is now turning right base at 7 miles; at five miles final I issue a final wind check and confirm the landing clearance.

I co-ordinate a conditional release of the runway to the Ground controller once the aircraft has landed. I mark the runway red on the WIAS and warn Approach to expect an airport closure. Ground updates the fire crew commander on the aircraft's position, and authorises the vehicles to enter the runway after the landing aircraft.

I check the aircraft thoroughly with the binoculars; the wheels look down and locked. I check the ground speed and altitude indications on the Trackview and cross check the surface wind, speed and height look normal for the phase of flight.

The right engine is still smoking and I advise the pilots accordingly, they advise that they will shut down completely after landing, and an emergency evacuation is

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ATCTraini11g likely. This information is passed on to the fire crew commander.

The aircraft makes a normal landing and the emergency vehicles are quickly on the scene. The fire crew commander advises that there are now no signs of fire or

smoke from the number two engine, the pilots are informed, and they advise that both engines are now shut down and that there will be no emergency evacuation.

This is relayed to the Fire Commander.

What are the ATC objectives when handling emergency traffic? Oh yes I recall, Save lives, Protect property and Preserve Evidence. The aircraft has landed safely and phase one is basically over ...

"OK we can freeze there, relax".

It's been just an exercise ...

If you are a controller or pilot you will probably have been analysing my actions.

That's exactly what now takes place. What did I do well, what could I have done better, what did I forget ... ?

What are the likely causes and consequences of engine vibration?

Should the runway have been inspected prior to the emergency landing, and was there enough time for this?

Did a standard missed approach for the Air France provide adequate separation, and where would his wakes have been?

Would it have been better to have landed the Air France, and if so what would have been the consequences?

Approach is cancelled, we advise that the aircraft landed safely but that the runway is blocked. The airport operator's representative authority on our airport is the airport car. Ground calls Car One, and requests an estimate of how long it will be before we can expect to resume normal runway operations ie; the aircraft is unloaded of passengers and towed off the runway. Car One advises "about 30 minutes". We request a runway inspection to be performed when the operation is complete.

We call Approach pass the estimate for normal operations, and contact Flow Control to advise about the airport closure and the estimate for normal ops. We call the Fire commander to check if the aerodrome Fire Category is degraded, he confirms we are still Fire Cat 10. The airport operator initiates a NOTAM closing the airport and an estimate for the resumption of normal operations.

The next tasks are from the Aerodrome Emergency Plan (AEP) checklist. We advise the DFS company executives and PR department about the incident, contact the Federal Bureau of Accident Investigation (Bundesstelle fur Flugunfalluntersuchung). and inform the Airline Operator. Replacement staff are contacted and asked to report to work.

The Jet is now clear of the runway and the runway inspection is completed. All the relevant agencies are advised, the NOTAM is cancelled and we begin normal operations. Phase 2 is complete.

We discuss phase three: The impounding of the ATC tapes and flight strips, logging all the details, witness statements, the replacement of staff and Critical Incident Stress Management (CISM).

During the past week I've experienced more than 30 different emergency

scenarios including: smoke in the cockpit, bird strike, engine fires, burst tyres, rejected take-off, unlawful interference, lightening strike, hydraulic failure, VFR in IMC, RT failure, and hazardous weather to name but a few. The training has taken place in the DFS new 3D Tower simulator (TOSIM) at Langen near Frankfurt.

Old tower simulators were useful as RT trainers, and for teaching simple rules.

However, the TOSIM realistically simulates the motion of aircraft and vehicles and the changing physical environment. Students learn to accurately judge aircraft performance, they must manipulate the equipment and apply the correct standards as the traffic and environment changes. The simulator has 4 control positions, Approach, Tower, Surface Movement Control, and Clearance Delivery. The positions are integrated and operate simultaneously so that students must train as a team. Training exercises include the transition from day to night and vice versa, VMC to IMC and ILS CAT 1,11 &Ill operations. Any airport and time of day or night, type of cloud, wind, weather, rain, snow, or visibility can be realistically simulated.

The attention to detail and the level of integration in the TOSIM is staggering. All the equipment is fully integrated. If a stop bar is selected on the lighting panel it illuminates in the virtual airport, if an aircraft subsequently crosses it an alarm sounds. Taxiing aircraft and vehicles moving about on the aerodrome or in the air can be seen "out of the windows", simulated binoculars can be used for an enhanced view or they can be tracked on ground radar or search radar. If the wind changes the wind dials change, the windsocks swing, the smoke on factory smokestacks moves, and the performance of aircraft is appropriately affected. Even the shadows under the aircraft can be

Record and replay facilities make it possible to review events in detail. The group debrief is conducted in a constructive style, there is no witch hunt ...

We work through the second phase; that is returning the aerodrome to normal operations. The airspace release from

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seen and change according to the angle of sun or flood lighting. The combined effect is a virtual world, which mimics the real one with uncanny realism. Exercise scenarios and teaching opportunities are limited only by the imagination of the instructors.

At their Academy in Langen, Germany the DFS has developed an advanced package of Tower Emergency Training which includes: theory refresher, specialist briefings including military emergencies, reconstruction and analysis of real accidents, films, CBT, and more than 30 different simulated emergencies in the TOSIM. The exercises are usually conducted using a virtual airport named Newport designed for its simplicity so that minimal time needs to be spent on airport or airspace familiarisation. However, if necessary any airport can be simulated, or a real emergency event could be

reconstructed.

The DFS in conjunction with airlines and EATMP partners developed the ASSIST principals, which are essentially a drill designed to deal with any emergency or unusual situation, along with associated checklists for use in specific emergencies.

Eurocontrol has adopted the ASSIST drill.

All DFS ab-initio Tower students now complete emergency training in the TOSIM after their basic ATC training. The training is also being provided to steady stream of licensed DFS controllers, and licensed external clients as refresher training.

So far about 90 controllers have been through the course, and the results have been astonishing. After the course abinitio controllers have much more skill in handling emergency traffic and unusual incidents, which has proved very good for their confidence. However, even licensed

controllers repeatedly state that they gain very useful experience from simulated emergency training in a realistic environment. The early exercises on the course are often quite chaotic, but after only 5 days of group training they all handle complex emergencies with skill.

The best place to learn about emergency situations is definitely in a simulator! Of course our colleagues in the cockpits have been aware of this fact for decades, but sophisticated Tower simulators have only recently become available. According to the Federal Aviation Authority (Luftfahrtbundesamt LBA) statistics in Germany there are around 700 aircraft incidents every year. Nearly all emergency aircraft eventually have to be dealt with by a Tower controller and many incidents occur directly on the Tower frequency. How well prepared are you? richard.arnold@dfs.de

Tower Simulator (TOSIM)

DFSDeutsche Flugsicherung

Overview With the Tower Simulator (TOSIM), DFS now possesses a modern simulation facility for the basic and further training of tower controllers.

The Tower Simulator replaces the previously used mechanical simulation facility with a computer-based real-time simulation system with a 360° panorama.

The realistic view through the windows of the tower, the realistic motions of aircraft and the realistic working positions improve the quality and the efficiency of the training.

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Designof the Tower Simulator Working positions The TOSIM was designed for the parallel training of four tower controllers, who may be accompanied by up to four coaches.

The tower cab provides the following working positions: tower assistant/ clearance delivery (PA), ground controller (PB), aerodrome controller 1 (PL), aerodrome controller 2 (PR).

The training exercises are prepared in and controlled from a separate room with working positions for the generation and maintenance of basic data, exercises and the picture database; for the supervisor who monitors and controls the execution of the simulation runs; for the "dummy" who acts as the coordination partner of the trainees (fire brigade, airport, etc.); for four simulator pilots who control the moving objects (aircraft and ground

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ra11 vehicles).

Technical data The view from the tower windows is projected onto a circular screen made of fibreglass-reinforced plastic material. This screen has a diameter of 12 m and a height of 4 m. The 360° projection system is divided horizontally into 8 channels. The vertical angle of view is 35°. The system uses 8 Barco projectors, Type 1209s.

The "virtual view" is generated in a graphical computer of Silicon Graphics (SGI), Type Infinite Reality ONYX2. Each channel has a resolution of 1248x1024 pixels, a frame frequency of 60 Hz and a refresh rate of 30 Hz. The real-time simulation is controlled and executed on a PC network consisting of 31 commercial-off-the-shelf PCs with Windows NT as the operating system.

Communication between the working positions is carried out via a digital voice communication system (radio and telephone) and a separate intercom system.

Operating data The Tower Simulator is designed for a capacity of 512 flight plans per exercise, an exercise duration of 2 hours and a maximum of 120 simultaneously moving objects. At the moment, 116 different aircraft types are defined in the system with their performance data. By combining these with various airline liveries, a total of 213 different aircraft models can be displayed graphically.

The aircraft and ground vehicles are controlled either by the inputs from the simulator pilots or by pre-defined parameters in the flight plan. The entire training run is controlled by a supervisor, either on the basis of pre-defined parameters or by online inputs. A special supervisor function permits the simulation of failures of the airport systems.

The weather conditions are simulated on the basis of a pre-defined weather plan.

This plan can be modified at any time by means of online inputs from the supervisor. The simulated weather conditions affect the flying characteristics of the aircraft and also the weather information displayed on the simulated WIAS (weather information and display system).

In addition to the WIAS monitor, with which each working position is equipped, the controller working positions in the tower cab are equipped with the following - according to their functions: a terminal radar (simulated TracView), a ground radar, a simulated DEPCOS (Departure Coordination System) and a lighting panel.

With the aid of an additional trackball, the aerodrome controller and the ground controller can each use a virtual binocular function (superimposed zoom window).

Online and offline printing of flight progress strips is possible, as is the use of the simulated DEPCOS. During the simulation, all activities can be recorded. This permits a simulation to be replayed in the entire system and, if desired, resumption of the simulation after the replay, or a restricted offline replay on

a separate PC (as part of, for example, a debriefing). The recorded data can also be analysed, permitting an evaluation of the simulation run.

Data preparationand creationof exercises The training of tower controllers is carried out on the basis of the "Virtual Airport Langen".

The database needed for this comprises: A viewing database for the graphical generation of the 360° panorama; A total of 213 aircraft (at present) modelled in 3-D technology, together with various ground vehicles and types of clouds: A complex network of nodes with corresponding connections to images of the airport layout in the simulation system; Air traffic control procedures and other procedures (IFR, VFR and ground); Aircraft performance data: Definitions of the type, format and contents of the flight progress strips: A weather plan with pre-defined weather conditions and variations; Flight plans and events which determine the overall execution of an exercise.

In principle, it is possible to simulate any desired airport. However, a prerequisite for this is the creation of the necessary databases.

Utilisation As of March 2000, the Tower Simulator will be used for the basic training of tower controllers at the DFS Academy in Langen.

Accidents can happen to anybody and at anytime.

BAe 146 of the British Royal Flight after overrunning the runway at Islay Airport in Scotland.

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Court case against Dutch Air Traffic Controllers Bert Ruitenberg

This article describes a recent criminal court case against three Dutch Air Traffic Controllers. It consists of two parts: the first part is a factual description; the second part is an interpretation. My involvement in the court case described in this article is as follows: I was part of the investigation team for A TC The Netherlands (L VNL) that wrote an internal report on the incident, and I was one of the expert witnesses in the court proceedings.

Factualdescription On December 10th 1998 an incident occurred at Schiphol (Amsterdam) Airport in which a Delta Airlines Boeing 767 aborted its take-off roll when the pilots observed a towed Boeing 747 crossing the runway in front of them. At the time of the incident low visibility procedures were in force.

This incident was investigated by the Incident Investigation Department of ATC The Netherlands (LVNL), and a report was published on March 4th 1999. The incident was also investigated by the Dutch Transport Safety Board (DTSB), who published a report in January 2001.

The LVNL report concluded inter alia that the incident happened as a result of a misinterpretation by the Assistant ----------·-

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Controller of the actual position of the tow-combination when radio-contact was first established. The Assistant Controller passed her interpretation of the position of the tow-combination to the Trainee Controller who was responsible for the runway concerned. When the Trainee Controller later looked at his ground radar for confirmation that the tow-combination had crossed the runway, he took the observed position on the south-side of the runway to mean that the crossing had been completed and subsequently he cleared the Delta Airlines for take-off. In reality the tow-combination was about to begin crossing the runway in the opposite direction.

Contributing factors identified in the LVNL report included the following items: There was uncertainty about the operation of buttons on a newly added panel in the Tower for the control of stopbars at the runway intersection where the tow was crossing. In addition, the labelling of these buttons was found to be ambiguous.

The working position of the Assistant Controller was not equipped with a screen on which a ground radar picture could be selected.

The Coach of the Trainee Controller simultaneously had to perform Supervisor duties in the Tower.

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The LVNL report provided 23 recommendations that were all aimed at correcting identified systemic deficiencies in the organisations of ATC The Netherlands and the Schiphol Airport Authority.

The DTSB report, which for the factual information part is almost a verbatim copy of the LVNL report, identified the following "causal factors": Low visibility weather conditions which prevented Air Traffic control to visually identify vehicles on the ground; Inadequate information during the radio communications between the towcombination and Tower; Misinterpretation of position and movement of the tow; Take-off clearance without positive confirmation that the runway was unobstructed; Insufficient teamwork and supervision.

The DTSB made 9 recommendations that were all aimed at correcting identified systemic deficiencies in the organisations of ATC The Netherlands and the Schiphol Airport Authority. (The DTSB recommendations did not differ from those made in the LVNL report.)

(A copy of the DTSB report in English is available on the Internet at www.rvtv.nl -

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look under "2001 ", identification number 98-85/5-14.)

also served as expert witnesses in the first court case.

In December 2000, almost two years after the date of the incident, the Dutch aviation prosecutor decided to formally charge the Coach/Supervisor, the Trainee and the Assistant Controller with "the provision of Air Traffic Control in a dangerous manner, or a manner that could be dangerous, to persons or properties". (The Dutch Aviation Law contains an article that amongst other things prohibits providing ATC in such a manner - any error in the translation is entirely mine [BR].) Each of the three persons received a proposal to avoid further prosecution by paying a fine.

After internal consultation it was decided to not accept that proposal and to take the case(s) to court.

In court, two days after the official visit to the Tower, Professor Hudson and the two expert witnesses replied to questions by the prosecutor and the defence attorneys. It then was established that there wasn't sufficient time to end the proceedings that day, so the session was adjourned for a month.

When the court re-convened in October, additional questions were asked of Professor Hudson and one of the experts, and also of the three defendants.

A first criminal court case was held in August 2001. The judge ruled that the Assistant Controller was acquitted and that both the Trainee and the Coach/Supervisor were guilty as charged. They were sentenced to a fine of approximately US$ 450 (or 20 days in jail). The Trainee and the Coach/Supervisor decided to appeal this decision, and the prosecutor appealed against the acquittal of the Assistant Controller.

A second criminal court case was held in September 2002. This next level of court in The Netherlands comprises three judges. LVNL, who has been supportive of the controllers from the beginning, hired the services of a highly respected attorney to represent the controllers together with the attorney who was involved in the first court case.

Furthermore the services of Dr. Patrick Hudson, a Professor of Psychology at Leiden University and a respected safety specialist in the petrochemical field and aviation, were enlisted to provide a scientific Human Factors analysis of the events around the time of the incident.

Dr. Hudson's report was formally presented to the court on behalf of the defence.

The defence legal team invited the court to visit the Control Tower at Schiphol in order to get an impression of the operational air traffic control environment. This official "visit to the spot", which formed an integral part of the court proceedings, was held two days before the court session in which the appeals were tried. Participants included the three judges, the court clerk, the prosecutor and the attorneys.

During the visit explanations were provided by two controllers who had

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Early November 2002, two weeks after the court session, the judges announced their verdict. They found all three defendants guilty as charged, but they did not impose a sentence (i.e. no fines, no time in prison, no probation or anything). The motivation of the court included the following points: The court treated the case(s) as an infringement of the law (as opposed to an offence).

In Dutch law this means that "guilt in the sense of blame is supposed to be present and does not need to be proven". The only admissible defence against this is a situation where the people concerned are devoid of all blame.

The court found that none of the three controllers were "devoid of all blame" regarding the incident.

The assistant should not have misinterpreted the position of the tow combination, the trainee should have been more careful in establishing that the runway was vacated, and the coach/supervisor should have monitored the trainee more closely rather than tending to other duties.

The court recognised that the facilities in the control tower for the prevention of such incidents were "less than optimal", as evidenced by the improvements implemented after the incident.

In its judgement the court included that the prosecution of the three controllers for this "infringement", that occurred in the course of their professional duties, has deeply affected their lives.

The court took into consideration the indication by the prosecutor that this case for her was somewhat of a legal "test case".

In its judgement the court included that none of the defendants had a criminal record and that there were no

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Legal lssues indications that in exercising their responsible functions they had ever failed before.

Based on the above the court was of the opinion that no punishment or (corrective) measures should be imposed on the defendants.

Interpretation This ruling from the appeal court may have consequences (at least in The Netherlands) for aspects such as On-theJob Training (OJT), the individual responsibility of all operational staff in ATC, the responsibility of the ATC organisation, and the usage of (internal) safety reports in legal proceedings.

The court has not made any distinction between the roles of the assistant, the trainee and the coach/supervisor with respect to responsibility. This means that contrary to what was the general belief until now, a trainee - though working under the responsibility of a coach can be personally liable for any mistakes made. It also means that assistants can be personally liable for any mistakes made, even though they normally don't take any independent traffic-related decisions in their work. Such liability will apparently be determined in individual cases that are brought to court (and only IF they are brought to court).

Although ATC The Netherlands as an organisation implicitly is assigned a certain responsibility by the court (ref. the "less than optimal facilities" in the control tower), the court apparently accepts the prosecution of individual employees of the company in a case like this. Until this case the general belief was that primarily the organisation/company would be prosecuted, and that individual controllers would only be prosecuted in case of gross negligence, wilful misconduct (or as it is called in the IFATCA Manual: flagrant dereliction of duty), or substance abuse.

In this court case the internal incident investigation report of ATC The Netherlands was introduced as part of the legal material. Unfortunately the appeal

24

court has not made any comments on this, which implicitly would seem to justify the interpretation of the prosecutor that such an internal report is not covered by the provisions from ICAO Annex 13. (Annex 13 contains a statement that investigation reports should not be used in court.) In Dutch law Annex 13 only applies to reports originating from the "official" aviation investigation authority in The Netherlands, i.e. the DTSB. Especially this latter point may have implications for the safety culture in ATC The Netherlands. Until the prosecution of the three controllers there was a growing spirit of co-operation amongst controllers when it came to incident investigation. If however individual controllers now can be prosecuted on the basis of the reports resulting from internal incident

investigations and these reports are admissible in court as evidence, it has to be feared that the co-operation from controllers will become less. Similarly, the motivation of controllers to report incidents will become less.

Obviously this is not in the interest of flight safety, nor of the organisation. Even before the ruling of this court ATC The Netherlands to its credit had made attempts to change the text of the relevant article in Dutch Law, to include qualifications such as "deliberate act", "gross negligence", "wilful misconduct" et cetera. Furthermore the organisation wishes to have an article in the Law stating that material from internal safety investigations (including those by airlines) should not be used in court. It is understood that the final reports from these investigations can in court actually work in favour of the defendants (e.g. in the Delta case the judges imposed no punishment because of the implemented

recommendations from the report), but statements from ATC staff made during the investigation should not be used in court. Last but not least, ATC The Netherlands is working to introduce these aspects in European legislation as well as in Dutch legislation.

The contemporary view in aviation safety circles is that safety breakdowns are the productof good peopletryingto make senseof an operationallyconfusing context,ratherthan the productof bad peoplemakingerrors.ATC The Netherlands obviously subscribes to this view, whereas the Dutch legal system does not. It is too early to say at the time of writing this article, within weeks of the court's verdict, what the exact consequences of the verdict are. Maybe the verdict will be appealed once more, thus bringing the case to the Dutch High Court (the highest possible level of court in The Netherlands).

IFATCA too must keep trying to convince legal authorities around the world that aviation safety will only be improved if controllers and pilots are assured of a "just culture" for the reporting and investigation of incidents. A "just culture" is one in which errors by front line operators are investigated without retribution in order to find out why they happened and how the system can be improved to prevent the recurring of such errors, but in which at the same time aspects such as sabotage, substance abuse, violations of procedures, and wilful misconduct are not tolerated.

In the meantime Dutch controllers will have to do their work with in the back of their minds the bewildering knowledge that if anything they do or don't do is perceived as possibly dangerous by the legal authorities, they may face criminal prosecution. The highest level of public prosecutors in The Netherlands have admittedly stated that they will only prosecute in "serious cases" but they have not provided an explanation of what exactly the word "serious" means in this respect, which doesn't help to make it easier for the controllers. A lot of work remains to be done.

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a Aviation Initiative Promotes Controller-Pilot Collaboration on Safety Patrick Mo~lan Secretary, GAIN Working Group E An international coalition of aviation organizations is striving to promote the voluntary collection and sharing of safety information among users in the international aviation community to improve aviation safety. The work of this coalition, the Global Aviation Information Network (GAIN), is guided by a Steering Committee consisting of airlines, employee groups, trade associations, manufacturers, and other aviation organizations. Recognizing that no single element of the aviation community can improve safety by itself, all facets of the aviation community are working together in this collaborative effort.

Earlier this year, GAIN formed a new working group to explore ways to promote and facilitate collaboration on safety and operational information exchange between pilots and air traffic controllers. This working group, designated "Working Group E: Flight Ops/ATC Ops Safety Information Sharing," is identifying and documenting existing pilot-controller collaboration programs, will develop guidelines based on these successes,for others wishing to establish or expand their own information-sharing initiatives.

Working Group E also plans to promote the non-punitive reporting environment in the air traffic control community.

As part of the effort to highlight successful local initiatives that already exist within the industry, a survey has been distributed worldwide and is also posted online.

GAIN will compile information on these initiatives into a document that will be distributed to the controller and pilot communities at the Sixth GAIN World Conference, to be held in Rome, Italy June 11-12, 2003. The goals of this feedback are to: Give pilots, controllers and other groups ideas for developing or expanding their own programs, based on the successes elsewhere.

Share the lessons learned during the formation and running of pilot-controller coordination efforts.

Provide an opportunity for those involved

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in these programs to publicize their efforts to the worldwide aviation community.

Foster increased communication and understanding between pilots and air traffic controllers through safety information exchange.

controller and pilot unions, NATCA and ALPA, to increase awareness and understanding of each group's responsibilities and limitations, and develop recommendations for improvement. Controllers provided a course in airspace allocation, controller There are many ways of bringing pilots responsibilities and workload, and controllers together to improve contingencies, and emergencies. safety, and there is no one model that is Controllers also offered pilots the successful in every situation. We have opportunity to participate in Enhanced received information on programs ranging Target Generator (ETG) air traffic control from one-day training visits by pilots to air simulations. The pilots then prepared a traffic control facilities - designed to allow training session that covered aircraft them to experience the controller performance characteristics, error environment first-hand - to flight management, effective communication, simulator training for controllers that help and flight crew responsibilities. US them better understand cockpit Airways also provided flight simulator time procedures and workload during various for controllers to experience first-hand the dynamics of aircraft approach capabilities and limitations. As a result of the .•.--~<~{\:,.~:1%~t=.tiM~:;i~-f}II!;~~r·-r~\:r?'\·-'._.::\-:-'::7:\ knowledge gained through the controller <irhere,are;manyways of bringing and pilot interactions the facility was able --R ... ilo""'Gfi,~if 6;-~iu~/stpgether to justify the installation of an additional Instrument Landing System (ILS). , }o imp~v~ ~afety/andthere is Through these efforts, unstable \} rib On~ -~oci~Ith;t. is.successful approaches, go-arounds, and operational • -~./\-.· .-;:;;_'!:-·~''} <t·~ :·-;t~·~: errors involving communications ._.t'' every ~ituation. discrepancies were all reduced. llif:..:?, •• l-•,\:!i~'. ' ' ~\i,:~iL

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phases of flight. More informal initiatives such as meetings with pilots and controllers have been successful in raising safety and operational concerns, recommending changes in local procedures, and alleviating misunderstandings between the groups.

One example of a local grass-roots effort to improve safety through controller-pilot dialogue can be found in Charlotte, North Carolina, USA. Approximately five years ago, the Charlotte Air Traffic Control Facility and US Airways recognized the need to reduce steep approach profiles, which contributed to unstable approaches, and go-arounds at Charlotte (CLT). It was determined that improved education and communication between controllers and pilots was the key to understanding and addressing the root causes of these complex issues. Training sessions were co-developed by CLT controllers and US Airways pilots, with full support of both

This GAIN Working Group, with the participation of controller and pilot organizations, is now in the process of soliciting information on other programs at facilities around the country and the rest of the world. If you are involved in, or know of, a successful controller- pilot information sharing program, please consider completing a short feedback form that can be found online at http://www.abacustech.com/ gain. htm.

Once this information is compiled, GAIN will release a report with the program summaries at the Sixth GAIN World Conference, to be held in June 2003, and copies will be distributed back to the pilot and controller communities.

For further information on this project and the GAIN Program, please visit us online at www.gainweb.org. or email us at GAINweb@abacustech.com

25

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Airservices Australia implements new fatigue management program Adrian Dumsa, Head Air Traffic Controller Air Traffic Management, Airservices Australia, Australia's civil air traffic services provider is recognised as a global leader and innovator in the development of new products and services associated with air traffic management. Airservices Australia is one of the few air traffic services providers around the world to have completed a thorough investigation on fatigue

strategy for dealing with the overall issue of fatigue.

In 2000, the Australian Parliament's House of Representatives Standing Committee on Communications Transport and the Arts, conducted an inquiry into managing fatigue in the transport industry. The findings, released in October 2000 in a

• In determining whether an air traffic control service provider has implemented an adequate fatigue management system, consider whether shift rosters for Air Traffic Controllers are routinely tested against a reputable computer-based fatigue modelling package.

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management. Airservices Australia is now applying these principles successfully to the every day work environments of Air Traffic Controllers.

Airservices Australia administers airspace over 11% of the globe's surface employing some 1100 air traffic services staff, many of whom are required to work rotating shifts to cater for normal 24 hour a day air traffic demand. Over the years, Airservices Australia has applied cooperative rostering principles, developed in conjunction with the Australian Air Traffic Controllers representative body Civil Air Operations Officers' Association of Australia, as the main mechanism for managing rostering and shiftwork fatigue. This was supported by roster evaluation software and training, as well as education material for both Air Traffic Controllers and their families. What was missing however, was an integrated

26

report titled 'Beyond the Midnight Oil', contained two key recommendations to improve the management of fatigue in air traffic control. Subsequently, these two recommendations required action by both the Civil Aviation Safety Authority (the official Australian safety regulation authority) and Airservices Australia.

The second recommendation was that Airservices Australia and other providers of air traffic services should, as a matter of urgency, test the shift rosters for air traffic control staff against a reputable computerbased fatigue modelling package and develop an interim fatigue management plan to mitigate the risks of a fatigue related air traffic control incident.

The first recommended that the Australian aviation and safety regulator, the Civil Aviation Safety Authority:

In addressing the recommendations of the parliamentary inquiry, Airservices Australia was mindful of the need to take a holistic approach to fatigue management.

Importantly, Airservices Australia recognised the shared responsibilities of fatigue management by both Airservices Australia as the employer, and Air Traffic Controllers who spent only up to a quarter of their time each week at work. It was recognised that both work and leisure time equally contributed to the effects of fatigue.

• Develop comprehensive hours of duty regulations for Air Traffic Controllers, incorporating basic fatigue management principles; • Require all air traffic service providers to maintain auditable fatigue management systems; and

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Human Factors In October 2001, Airservices Australia in consultation with the Australian Centre for Sleep Research (ACSR) from the University of South Australia began the development of a holistic Fatigue Management System for Air Traffic Controllers. The ACSR, a recognised Australian and world leader in sleep and shiftwork research brought to the project extensive experience in the provision of consulting services to Australian industry in the areas of shiftwork and fatigue management. The ACSR were also responsible for enunciating contemporary thinking to the parliamentary committee in relation to the actions detailed in the 'Beyond the Midnight Oil' report.

In working with Airservices Australia, Dr Adam Fletcher and Dr Angela Baker from the ACSR conducted site visits to two of the major Australian air traffic management centres as well as to a number of the control towers. There they talked with staff to identify specific issues faced by Air Traffic Controllers in relation to shiftwork and fatigue. They also participated in an Air Traffic Control Awareness Course at the Centre, to gain a greater understanding of the tasks performed by Air Traffic Control.

As a result of this work, a Fatigue Management System was developed for Airservices Australia with a framework comprising three main components: • A Corporate Policy; • A training and education program; and • An overall fatigue management framework.

The corporate policy documents Airservices Australia's commitment to the management of fatigue and the recognition of a shared responsibility between employer and employee.

The policy framework is set within Airservices Australia's Occupational Health and Safety regime, purposely recognising fatigue as a health and safety issue, and not an industrial issue.

Secondly, a substantial training and education program has been developed, which will target Air Traffic Controllers from recruitment and initial training levels through to ongoing training for all controllers. The latter will be achieved through the inclusion of a fatigue management module in the national air

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traffic control refresher training program.

The program also aims to educate managers on their responsibilities with relation to fatigue management. As part of the program, a number of initiatives are underway including: • An Induction Booklet provided in the recruitment phase to advise potential Air Traffic Controller's of the shiftwork nature of the job and the issues relating to shiftwork; .-\: ,:-:~~t~):·r:?t?~~~r></~\··::>·-~ -• ,'._•~ ..-1:.:._,-,'.~:·:1~~':'--. ·- ··::---.·_. _:·-::_·/~:-~----·:.

•

JI-.·..Airservic:esAustralia's ~mmitmentto the management of¥;tigu~ a~d the recognition of a shared responsibility between .employer and employee . ...,;,x-...~;.

..

• Workshop materials including presentation material, workbook and assessorsguide for the delivery of classroom training on team days; • An internal on-line training module which will include resource information, interactive questions and answers facility, training materials and assessment; and

opportunity to work through the training materials. The training materials were then revised to incorporate their feedback prior to operational use.

Lastly, a set of standards and business rules for the management of risks associated with fatigue will be published in the air traffic management policy manuals.

The framework will include routine testing of shift rosters using fatigue management software with threshold values established using the risk management framework of Australian Standard AS 4360. In addition, a risk assessment workshop will also be conducted to establish fatigue threshold values.

Master rosters and Air Traffic Controllers' actual work hours in the preceding 12 month period are also being analysed using the fatigue management software to identify any existing issues which may currently exist and determine and implement interim treatment measures.

To ensure the fatigue management process is integrated into future Airservices Australia technologies, the fatigue management software has also been included as an integral component in the specifications for rostering software in Airservices Australia's Information Management Technology Project upgrade.

Once fully implemented, the fatigue management program will Airservices A11stmlia'sstate-ofthe-artttt:TS Centres provide a number of benefits hat<e employed fatigue manage ent principles_to ~ \ improve !"01' q,:Jf,eejfic1enc1es. to Airservices Australia and to Air Traffic Controllers specifically. In addressing this serious issue, Airservices Australia has taken the first steps in creating an environment where both management and Air Traffic Controllers recognise the importance of fatigue management as a health and safety issue. More importantly, Management and staff have worked together to ensure the relevant information, appropriate systems and protocols are in • An instructional video which will be place to minimise potential safety hazards produced for use by families or at and risks. By raising the levels of remote sites where training awareness and responsibilities throughout workshops are not practical. the organisation and applying a strategic process of training and education, assisted Supplementing this, training staff from by dedicated software, Airservices each of Airservices Australia's business Australia will become a world leader in the centres, attended a "Train the Trainer" management of fatigue in air traffic control workshop where they were acquainted environments. with the subject matter and given the

l.....J

27

THE INTERNATIONAL DAY OF THE ATCO IN THE DOMINICAN REPUBLIC EI-Kadur Acosta Sec. Of Comm. & lnt'I Affairs Liaison, ADCA The Dominican Republic Air Traffic Controllers' Association (ADCA) was founded in 1984 but it was only in 1993 when our union developed new strength and became a real presence that we became really active.

We have established a tradition of celebrating with three events: firstly, a flower offering at the Patriot's Tomb, secondly a Eucharist on behalf of all ATCOs and finally a gala dinner-party. In addition we hold technically orientated events such as panels or seminars. This year the seminar and gala dinner-party were held at the Barcelo Hotel Lina in Santa Domingo.

Seminar: The Impact of Globalization on the Aviation Industry The aim of this seminar was to highlight ADCA's concern regarding changes in the aviation industry when political agreements take over and influence the provision of air traffic services with the consequences this can have for aviation safety. There were three presentations: • "The concept of business versus aviation safety, and the role of the Authority" presented by EI-Kadur Acosta on behalf of ADCA, • "The ATCO recruitment process" presented by Julio Cesar Mejia on behalf of the Training Department of the DGAC , and • "Globalization of Civil Aviation" presented by Eng. Arturo Balauer, CNS/ATM expert.

Present at the seminar were distinguished guests such as General R. Alba Lopez, General Manager of Punta Cana Airport and former Director of Civil Aviation, and Mr Jose Oliva, the Planning Director of the Punta Cana Group.

EI-Kadur Acosta in his presentation, addressed the concern over present trends in the industry such as the way in which regional policies can increase the demands on air traffic services; changes to the ATS structure; new technological requirements. He went on to say how the CAA must face these changes by regulation, planning and the identifying the areas in which it needed to invest.

In the second presentation Julio Cesar Mejia an active radar controller and ATC instructor, guided the audience through the new process for the recruitment of controllers, with the demanding requirements it places on new staff in order to fulfil the needs of the industry.

The main presentation of the day was given by Arturo Balaguer CNS/ATM expert and former president of the Air Navigation Equipment Maintenance Union. His address gave a perspective on globalization in aviation in which he covered aspects air navigation from the beginning of FANS to the present trends

28

in ATM.

Flower Offering Before the Patriot's Tomb It is a tradition in the Dominican Republic that when we celebrate a special event, we thank the Founders of the Nation for what they did on our behalf. We believe that by expressing our thanks to them, we can show our gratitude for the part that we are able to play in the growth of our nation. This event began at 12.30 UTC when a large number of ATCOs, representatives of the DCA. journalists and invited guests including some of our colleagues from Haiti gathered at the Patriot's Tomb.

The flowers were in the shape and colors of the flag of the Dominican Republic and were laid on the Patriot's Tomb by ADCA's President, Francisco Bolivar del Leon and the General Secretary, Gelaclo Meran Zabala. Mr Bolivar De Leon and Mr Alexander Reginald, one of the specially invited ATCOs from Haiti, then addressed the assembled guests.

Eucharist for ATCOs and in Memory of Fallen Colleagues This 45 minute service took place, as it did last year, in the Catedral Primada de America. It was the first cathedral to be built on the American continent and is

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Controllers Day located in the centre of the colonial city of Santo Domingo.

It is customary for us to give thanks to God for the strength and courage He gives us and the sense of responsibility that we maintain in our profession. We also offer prayers that our deceased colleagues may rest in peace. This year we also raised a prayer for Ulises Fanas, a fellow ATCO with 25 years of unbroken service who has been diagnosed with cancer and is experiencing a very difficult time.

Gala Dinner Party The Gala Dinner began at 0000UTC (8.OOp.m. local time) The entertainment was provided by a disc jockey and a merengue band - merengue is our native musical genre. Everyone attending was delighted by the decoration of the room and the treats provided by the organizing committee.

For my part is was a great pleasure to share this experience with my fellow organizers of this event. This group of people had shown real enthusiasm and a determination to make it a success.

Particular thanks must go to Henry Nunez, Betty Castaing, Edwin Montero, Keylis

Feliz, Arturo Rodriguez, Leonardo Rivera, Isabel Soto as well as the rest of our Executive Board members headed by Bolivar De Leon.

The presence of our guests of honor gave added meaning to this gala evening. These were Mr Carlos Alvarez, Director of Civil Aviation and Mr Gender Castro, Director of Air Navigation and a former OP of ADCA. We were also very pleased to be able to spend time with other special guests including Mr Pedro Dominguez, President of the National Pilots Union, Ms Margarita Saya, Station Manager of Air Europa and Mr Elis Perez, Public Relations Manager of AERODOM. The presidents on the Air Navigation Equipment Union and the Aeronautical Information Specialists Union were also there along with other distinguished persons.

During the first break in the merengue band's performance we took the opportunity to present awards to honor the achievements of controllers in various particular aspects of air traffic control including Mrs Sarah, the first woman to become an air traffic controller, Mr Pascasio Toribio, the oldest still active controller and a founder member of

ADCA, Mr Gil Morales, the first and still current manager of the training department and the crew of trainers, Johan Estrada, Alexis Lewis, Julio Cesar Mejia, Elvis Morel and Luis Castillo.

It became a very special night when Mr Elis Perez Public Relations Manager of AERODOM gave a short speech on behalf of all the invited guests to thank ADCA for such an enjoyable evening and Mr Carlos Alvarez, Director of Civil Aviation thanked all the air traffic controllers for such an enjoyable day.

The party ended like a fairy tale a couple of hours later with everyone feeling very happy and most of the people there wanting to repeat the event next year. For the organising committee it was an interesting challenge and a good rehearsal for the main upcoming event during the next year which is IFATCA's 14th AMA Regional Meeting.

It only remains to offer special thanks for the support given to this event by DGAC, Grupo E. Leon Jimenez, Grupo Punta Cana, Servair and AERODOM.

FAA OPENS ATC CENTER FOR WASHINGTON DC REGION (Washington DC - 16Dec02, 22:39 GMT) The US FAA has consolidated five Washington DC-area Terminal Radar Approach Control (TRACON) centers into a new, $95 million facility to manage air traffic in the busy region.

The new air traffic control (ATC) center, called the Potomac Consolidated TRACON, opened over the weekend in Warrenton, Virginia, combining ATC facilities from Washington Dulles, Washington National, Baltimore/Washington (BWI) and Richmond, Virginia airports, as well as Andrews Air Force Base.

About 60 air traffic controllers from Dulles are now working at the Potomac TRACON, to be joined by FAA controllers from the other locations over the next four months.

The FAA says the new facility will allow the agency to "redesign the airspace in this area for more efficient, direct flight routings", adding: "Under the current design, which has been in place for about four decades, the local airspace was rigidly partitioned among the four airports. That resulted in rigid routes for safety reasons as airplanes flew from one airport's airspace to another."

"Removing these barriers," continues the FAA, "will allow aircraft to fly more direct routings, reach higher altitudes more quickly and stay higher longer. The result is less fuel burned and reduced noise impacts."

The new Potomac TRACON will handle more than 2 million flight operations annually in a 23,000mi (60,000km ) regional area that includes parts of Virginia, Maryland, West Virginia, Delaware and Pennsylvania.

The FAA has installed at the center Lockheed Martin's Common Automated Radar Terminal System (ARTS). Lockheed Martin says the Common ARTS system "helps the consolidated TRACON support increased demands on the air traffic system by providing more than ten times the capacity of older systems and offering more functionality", adding: "New, color controller workstations can support any airspace sector serving any airport, providing increased levels of backup support not available with five individual TRACON operations."

Potomac becomes the 141st FAA TRACON center to rely on the Common ARTS technology. The Common ARTS system at the Potomac TRACON interfaces with 15 long- and short-range radars.

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

---

REGISTRATION FORM • Please print or type to complete this form.

Secretariat Use Only Reg. No. __

_

PARTICIPANT

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

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

ACCOMPANYING PERSONS

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Age:............................. 0 under 6 0 6 to 12 REGISTRATION FEES

IFATCAOfficers Conference Officers Deputy Directors Directors

USO 130/100 (") Invited Advisers USO 130/100 (") Individual Members USO 130/100 ("l Delegates USO 130/100 (") Panel Speakers

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(") Lower fee applicable for registrations received and paid by or before February 1st. 2003 ( .. ) Children less than 6 years old does not pay; from 6 and up to 12 years old pay 50% of the fee; 12 years or older pay full registration fee

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Bank Transfer: (Please, attach copy of Bank Transfer) PAY TO THE ORDER OF STANDARD CHARTERED BANK NEW YORK ABA026002561 FOR DEPOSIT ONLY EXPRINTER INTERNATIONALBANK NV ACCOUNT 35440468500

Cancellation Policy: Cancellations notified in writing up to March 10th, will be subject to a penalty of U$S 30 for administrative expenses. No refunds will be made for cancellations received after March 10 th.

Reimbursements will be made within 10 days after the end of the Conference

REFERENCE NUMBER10372 (IFATCA2003) Please return this form to IFATCA 2003 Tel/Fax (+54 11) 4342 7763 or 4342

30

Secretariat before February 1st, 7976, E-mail mc@smlnter.com.ar

2003

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HOTEL RESERVATIONFORM • Please print or type to complete this form.

Secretariat Use Only _____

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PARTICIPANT FamilyName................................................................

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HOTELS(please,indicateyourselection)

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D SheratonBuenosAires ••••• (Venue) D Melia BoutiqueHotel****sup D NH Florida****

SGU DBL USO 121 SGU DBL USO 85 SGU DBL USO 80 1 room USO60 1 room USO60 SGU DBL USO47 SGU DBL USO 35 SGL USD20

D Loi SuitesEsmeraldaApart D Loi SuitesArenalesApart D RegentePalace••••

D HowardJohnsonDa Vinci*** D CirculoMilitar(ArgentineArmyOfficers'Club)

Suite USO97 2 roomsUSO70 2 roomsUSO70 Jr Suite USO 60 TPLUSD 45 DBL USO30

3 roomsUSO90 Suite/Duplex USO75

D Please,send me informationon othershotels.Daily rangeof prices......................................................................................... .

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2. ____

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SGL_ DBL(1bed}_ DBL(2beds)_ TPL_ OTHER. __ _ Specialrequirements: .................................................................................................................................................................... .

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Note: Ratesare quotedin US Dollars,per room,per nightand includetaxes and buffet brekfast.

Check-in:3.00 pm' Check-out:12:00

METHODOF PAYMENT CreditCard: Visa D

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Cancellation Polley: • All Cancellations and changes In reservations before arrival must be made In writing to IFAiCA 2003 Secretariat.

• Cancellations received untll 17 February. 2003 will have a US$ 30 deduction as administrative fees..

• Cancellations received alter 17 February, 2003 and no-shows will be subjected to a penalty equivalent to the rate of ONE (1) night at the selected hotel.

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Please return this form to IFATCA 2003 Secretariat before February 1et,2003

by Fax:(+6411) 4342 TT63 or 4342 7976 to assure your booking at the Hlected hotel

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ACCOMPANYING PERSONS' PROGRAM The IFATCA 2003 Organising Committee will be assisted by an Official Travel Agency to set up and co-ordinate the Accompanying Persons' Program, including a variety of group daily activities and tours.

MONDAY MARCH 17TH:

TOUR #1: CITY TOUR (Departs: 2.30 pm - Duration: 3 hours)

Enjoy a 3 hours guided tour, discovering the beauties and wonders of Buenos Aires, visit the National Congress, The Metropolitan Cathedral next to the Goverment House in May Square area, the Colon Theater, San Telmo, La Boca and "Caminito Street", and many more! enjoy a guided tour of about 3 hours,

PRICE: USO 10 per person TUESDAY MARCH 1sTH:

TOUR# 2: TIGRE & PARANA RIVER DELTA with COASTLINE TRAIN+ BOAT RIDE (departs 2.00 pm) (Departs: 2.00 pm - Duration: 4 hours aprox)

A half day excursion visiting the residential northern suburbs of Buenos Aires facing the waters of the River Plate by bus, including Coastline train ride, which connects the most elegant areas facing the River Plate and catamaran trip through the Delta of the Parana River, a 14.000 square kilometers area of exotic subtropical forest area, comprising thousands of islands and islets crisscrossed by rivers and brooks.

PRICE: USO 12 per person WEDNESDAY MARCH 19 Th:

TOUR# 3: COUNTRY DAY TOUR (Departs: 9.30 am - Duration: 8 hours aprox)

A whole day countryside in a typical farmhouse ("Estancia") of the Argentine Pampa, learning the aspects of the Gaucho's life.

Enjoy a traditional "asado" (barbecue), "empanadas" (meat pies) all served with excellent argentine wines. You will enjoy live folk music and dancing performances, gaucho display of riding abilities, including a typical "sortija" and Cuadrera races and horse ride. sFree open bar and meals included.

PRICE: USD 25 per person THURSDAY MARCH 19TH:

TOUR #4: COLON THEATER+ LUNCH (Half day) (Departs: 10.00 am - Duration: 4 hours aprox.)

A guided visit of about 1 1/2 hour to the Colon Theatre, one of the most famous opera houses in the world, including its Museum of Lyric Art and Musical instruments. Then, lunch at a restaurant in the famous area of Puerto Madero Docks, including Entree, Main Course, Dessert and drinks.

The tour also includes full transportation (hotels - theatre - restaurant - hotel) and entrance ticket to the theatre

PRICE: TOUR 5:

USO 18 per person TOUR 4 +VISIT TO MUSEUM (after lunch)

TOUR 4 plus VISIT TO MUSEUMS after lunch. The museum selection will be arranged according to the group interests and temporary exhibitions programme at the Conference time. Buenos Aires City has important museums as well as numerous cultural centres and art galleries, that represent the history, the fine arts and the social life of our country.

PRICE:

THURSDAY MARCH 79TH:

USD 28 per person

TOUR 6: IFATCA 2003 TANGO NIGHT (Departs: 8.00 pm - Duration: 4 1/2 hours aprox.)

We invite all the delegations to enjoy the glamour, excitement and sophistication of Argentine's best music, THE TANGO, participating all together at the "IFATCA 2003 TANGO NIGHT" We have arranged a special price for lfatca delegates this night, at one of the best places of the city: Seiior Tango, where you will enjoy a top class Tango show while tasting Argentine food and wines. Transportation from/to hotel included

PRICE: USD 25 per person

For further informationor requestson AccompanyingPersons'Program,or Pre and PostConference Tours in Argentina,please,contactGabrielaCeconiat IFATCA2003 Secretariat: MC Congresosy Exposiciones Tel/ Fax:(54 11) 4342-7763 or 4342-7976 E-mail:mc@sminter.com.ar

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FLYING THE JUS2 Philippe Domogala European Editor Recently I had the chance to fly in one of the oldest tri-engines passenger aircraft still around - a 1936 Junkers Ju52. This particular one belongs to the Lufthansa foundation. The pilots and cabin crew are all volunteers operating the aircraft outside their normal duties (there is currently a 17 years waiting list!). On some days, the aircraft carries out passenger flights.

The passengers pay a contribution that covers for the fuel , maintenance and running costs. This particular aircraft has a long history. It was built in 1936 and delivered to the Norwegian airline DNL as a float plane. It flew in Norway between lakes and fjords until 1956 where it ended in the Oslo Aviation museum. However, the aircraft was too large for display so the museum sold it to an Equatorian airline, and it continued to carry passengers over the Andes until 1963. She was then parked in Quito and left unattended until an eccentric American bought it for 5000 dollars in 1969 and rebuilt it. He put 3 new US engines replacing the old BMWs and rebuilt the cockpit. It was repainted dark blue and she was call "IRON ANNIE" to enter the lucrative Air shows circuit around the USA. In 1984, Lufthansa bought the aircraft, flew it across the Atlantic (via Greenland and Iceland) and Lufthansa mechanics, in their off time completely restored the aircraft in former 1930 Lufthansa livery. With the very large original registration D-AQUI painted on it ( the real registration D-CDLH appears in very small letters near the tail).

They added avionics in the cockpit (even a transponder!),and put in old leather seats. It was repainted in the 1930,s

Beforetake off at Cologne

~

,,....

Lufthansa colours and flew for the first time with "new Lufthansa passengers "in 1986.

The flight I had started in Cologne , followed the Rhine river between 1000 and 1500 feet until Koblenz, then returned to Cologne with the sunset.

The cockpit is very narrow for 2 pilots.

The Captain was from the same gliding club as myself and explained the whole operation. Inside the cabin, there are single seats on each side, every one with a large square window.

Take off is very noisy but thanks to the Junkers wing system, it only takes a fraction of the Cologne runway to get airborne. The engine oil temperatures gauges are outside, just above the engines. Visibility in front is surprisingly good despite the nose engine thanks to the large numbers of cockpit windows. It is relatively easy to fly, but my friend tells me it becomes quite tricky if reduced to 2 engines.

The "kick"of those flights however is the ability to fly very slow (80 Kts) at very low altitudes, normally not allowed in modern jet passengers aircraft.

The return over Cologne city in the late evening, following the Rhine river and crossing the Cathedral at the same altitude as its towers is some sight. If you attempted to do this with any other aeroplane, ATC would be flooded with angry telephone from residents complaining about noise - but not with the JU 52. Everyone in the city considers this to be nostalgia of the past, and everyone rushes outside to see the aircraft passing over the river, and no-one thinks about the noise. It has become a tourist attraction. It is amazing how perception can influence things. Last summer, this

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same Ju52 wanted to operate similar historic flights above London, but before the flight even started there were angry letters in the newspapers calling it "German war planes above London again.

"Different perception!"

The landing was quite interesting as one looses sight of the runway during the final approach, but it is common with tailwheel aeroplanes, and with such low approach speed, touch down is relatively smooth.

Landing is done in less than 400m so easy for the controllers to squeeze between the jets normally operating in Cologne.

The whole impression of the flight remains that of pleasure of flying as opposed to transportation, One also feel the aircraft "living "with vibrations, noises even engine smells, and because of the large windows and low altitude, one has the feeling of indeed being in the air. All these are completely lost in today modern jet transport aircraft.

A bit of nostalgia indeed . but also making us aware of how aviation really was like 70 years ago.

If the aircraft passesnear you next summer, and have the chance, try to get a ticket. (one to one and half hour Flights normally cost around 200 euros.)

Characteristics : JU52-3/m total built : 4850. Remaining number airworthy today : 5 Engines today : 3 radial 9 cyl Pratt &Whitney of 600 HP each Crew 3, passengers 16 Maximum take off weight: 10,2 Tons.

Take off run: 500m, landing: 350 meters Crusinig: max 190 Km/h, endurance 5 hours. consumption : 400 liters/hour.

Range max 1000Km

33

Charlie'sColu nn You are reallyugly but at Leastyour mother must loveyou! 1

OVERHEARDAT FL 410 A Boeing 777 at the end of its cruise at FL410 somewhere over the USA last November. Suddendly, they spot a small single engine aeroplane to their right. Both pilots look in disbelief and immediately check their altimeters!

Indeed they all 3 show 41,000 feet. They checked with ATC; "410 indeed "what they saw was Bruce Bohannon in its "Exxon Flying Tiger "small plane trying to beat the world altitude record in a single piston engine aircraft.

He did climb to 41,300 ft that day. Bruce never saw the 777, he was too busy watching the instruments and preventing his engine from melting down (he did not say how many RPM he had!). He said later he was able to accelerate even further during the flight so he hoped to get even higher next time!

GOOD WAY TO RETIRE!

We all remember Chuck Yeager, the first man to cross the sound barrier. Well, he is now retired but still flies around at 79 years old. He opened this year's air show at Edwards Air Force Base with a supersonic boom, flying a US Air Force F-15.

Yeager was born February 13, 1923 and per regulations, with his soth birthday will have to quit flying US air force jets in a few months.

Yeager said he will still fly bush planes and his beloved P51 well into in second retirement.

YELLOWCARDS We all know the UK is home of football. They claim they invented the game (but they also say they invented ATC!) British Airways decided to introduce football-style yellow cards to warn unruly passengers who show signs of "ground rage". They will be "shown" to passengerswho are disruptive, abusive or violent towards any member of

34

the ground staff, and represent a warning that the passenger could be refused travel if they do not start to behave better. Two yellows and you are off the plane .

Interesting concept. I wonder if, like football, it will be exported. Imagine this with Alitalia for instance .

Looking at Italian football , when players fall on the ground by themselves and roll out in pain trying to force a yellow card on their adversaries, I wonder if Alitalia ground staff will go into the same technique when they want to get rid of some passengers they do not like.

OVERHEARDON THE FREQUENCY: In Johannesburg a Boeing 727 waits on the tarmac and asks for start up.

TWR Controller: Sorry sir we are advised that your flight plan incorrectly puts you a B737 and they ask that you refile before we can issue a slot .

Pilot : Ground, we can go down to 2 engines if that will speed things up!

In the USA, home of the home-built aircraft.: One of them is waiting at the intersection while a cargo DCB lands.

The DC8 backtracks, and when passing at the same height as the small aircraft the DC8 pilot says : "What a cute little plane, Did you make it all by yourself?"

To which the small plane pilot replies: Yes, it is made out of DC8 parts. You make one more landing like the one you just did and I can make another one!

APPROACH: American 115, turn right heading 240, descend to 2500 feet on QNH 998, clear to intercept ILS runway 28, you are number 2 , be aware CB activity above the field , RVR 300 m , runway is wet, braking action reported poor, you can now contact TWR on 119.7. Have a good day.

PILOT : Ah what was the heading again? And what is this bull about having a good day anyway?

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NEW PRICESFOR IFATCA2003 HOTELSACCOMODATION

LOWER

We have re-negotiated lower room rates at the Conference Venue and alternative hotels, for IFATCA 2003 participants. Reservation shall be made through the Conference Secretariat using the Hotel Reservation Form, and submitting complete credit card information in order to confirm it. The hotel balance as well as all additional charges shall be paid directly to the hotel in Buenos Aires.

CONFERENCE HOTEL:

Sheraton Buenos Aires (5*) - San Martin 1225, Buenos Aires The new rate is USD 121, per SGL or DBL room, including taxes and buffet breakfast.

ALTERNATIVE HOTELS: 2) Melia Boutique Buenos Aires (4*Sup) - Reconquista 945, Buenos Aires Located at walking distance from the Conference Venue (3 blocks), in the modern Catalina·s Area, only a few meters from the famous Florida Streeet and the elegant San Martin Square, the docks area known as Puerto Madero, and the Plaza de Mayo.

Rates: SGL/DBL Room: USD 85 Suites: USD 168 3) NH Florida (4*) - San Martin 839, Buenos Aires Completely renovated, this hotel is located at walking distance from the Conference Venue (4 blocks), next to Florida and Cordoba Ave. and few metres from the famous Galerias Pacifico shopping center Rates: SGL/ BDL Room: USD 80 Suites: USD 97 4) Loi Suites Appart Hotels:

There are two buildings of Loi Suites Aparts available: Arenales (Arenales 885) and Esmeralda (Marcelo T. de Alvear 842), both located at walking distance from conference venue (5 blocks), in the quite area of San Martin Square.

Fully furnished and equipped, 1, 2 or 3 rooms apartments with kitchinette or kitchen. An excellent option for a group of friends or a family.

Rates: 1or11/2 Room: USD 60 (max 2 people) 2 Rooms: USD 70 (max 3 people) 3 Rooms: USD 90 (max 5 people) (ONLY AT LOI SUITES ESMERALDA) 5) Regente Palace Hotel (4*) Suipacha 964 Located 6 blocks from the conference venue, in the center of Buenos Aires City, just some minutes walking from all strategic places, including Puerto Madero, Recoleta, Colon Theatre and the financial district.

Rates: SGL/DBL Room: USD 47 Junior Suite: USD 60 I Suite or Duplex: USD 75 6) Hotel Howard Johnson Da Vinci (3*) - Tucuman 857, Buenos Aires Located less than 10 blocks from Conference Venue (about 15 minutes walking or around USD 1 by taxi), in the main spot of the city of Buenos Aires, near the most important financial and business centers and tourist walks, modern shopping malls and stores.

The hotel offers 50 wide and fully equipped suites with king size beds.

Rates: SCL/DBL Room: USD 35 TPL Room: USD 45 7) Circulo Militar - Av. Santa Fe 750, Buenos Aires The Circulo Militar is the Argentine Army Officers' Club, offering accomodation and recreational facilities to its members and special guests.

Located close to San Martin Square, at walking distance from the Conference Hotel.

A limited number of rooms are available at this hotel for IFATCA attendees Rates: SGL Room: USD 20 DBL Room: USD 30 Note: Prices for all hotels are per room, per night and include taxes and buffet breakfas EARLYREGISTRAT/ON FEES

If you want to take advantage of early registration fees, please, submit your Registration Form and Payment as soon as possible.

Please note that no mail-in or fax registrations will be processed without accompanying payment information (copy of bank transfer or credit card information). Your early registration will also help IFATCA 2003 Organizing Committee to have an adequate information of the number of members attending the Meeting, and therefore, will allow a more efficient organization. We would deeply appreciate your cooperation on this matter.

DEADLINE FOR ADVANCE REGISTRATION PAYMENT IS JANUARY 31, 2003 DO NOT MISS THIS DATE!!

THE CONTROLLER

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