IFATCA The Controller - 1st quarter 2005

journal of Air. Traffic Control

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DougChurchill EVPP n the 31st of January2001there was a nearmid-aircollisionbetweentwo JapanAirlinesaircraftwest of Tokyoin skiesaboveYaizu,Japan.Eighty-eight passengers and twelve cabincrewmembers were injured.Subsequentto the incident,on

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the 30th March2004,we regrettablylearnedof the prosecutionof the two air traffic controllers workingthe sectorat the time.Chargeswere laid on the groundsof professionalnegligence.

In Japan,the issueof criminalresponsibilityin an air incident/accidentreceivespriority (asper a Memorandumof Understanding) from law enforcementagenciesas well as during investigationsconductedby the Aircrah RailwayAccidentInvestigationCommission.It is our understandingthat the initial recommendation for prosecutioncamefrom police in a reportsubmittedto the Tokyo DistrictProsecutor's Officein the earlystagesof the investigation.Theseeventsrepresentthe latest incidentin which the immediateand foremostresponseto an air safetyconcernhas beencriminalprosecution.

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In the opinionof IFATCA this type of actionis inappropriateas not only doesit go against the spirit and letter of the InternationalCivil AviationOrganization's(ICAO)Annex13, AircraftAccidentand IncidentInvestigation, but couldbe seenas a violationof the Chicago Conventionitself,to which Japanis a signatory.Thesolepurposeof an accident/incidentinvestigation,as definedin ICAOAnnex13, is the preventionof similar occurrences, thereforeany and all efforts directedat recurrencepreventionmustbe independentfrom criminalresponsibilityissues.

Obviously,in the JALcasethis is not what has happenedas reportsreleasedby the Accident InvestigationCommissionhavebeenusedas evidencein judiciaryproceedings.

Therewere three "trials" conductedon this incidenton September9/01,October6/01 and November 1/01.Therehavebeentwo subsequenttrials, the lateston January20/05,with two more scheduledin Februaryand March.Thebasic premiseof the prosecutionis that sincea lack of "separation"maycausea collision,

controllersshallprovidesuchprotectionin a timely mannerwhereasin this caseimproper applicationresultedin the incident,therefore the controllersmustbe guilty.Thedefense insiststhat this type of incidentis the resultof severalfactors,and is "systemic"in nature, and thereforethe controllerscannotbe found guilty.Theaccidentinvestigationreport (Aircrahand RailwayAccidentInvestigation Commissionfinal report number02-5 did in fact concludethere was humanerror in this incidentand hassubsequentlymade recommendations to the InternationalCivil AviationOrganization(ICAO)that would help reducethe possibilitiesof similar incidentsin future.

ThisI believeis significant.Why?Becauseit exemplifiesthe verything we are advocating... that we investigate,examineandscrutinize until we haveexhaustedthe processand where deficiencieshavebeenuncoveredwe identify solutions.However,to be truly effectivewe mustapplythis principlesystemicallyand not selectively.

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Foreword In May of 2003 IFATCA and the International Federationof Airline PilotsAssociations (IFALPA) issueda joint PressReleasecallingfor the JapaneseGovernmentto ceasethis prosecutionof controllersand of the Captain of one of the aircraft involved(his casehas sincebeendismissed)and calledupon Japan to honorboth the letter and the spirit of the InternationalStandardsfor accident investigations.

At that time our PresidentMarc Baumgartnerpointedout ..." by prosecuting professionalswho are workingin a highly complexenvironmentwhereinteractions betweenmachinesand humanbeingsare crucial- the Japaneseauthoritiesare not improvingthe safetyof the travelling passenger".CaptainDennisDolan,President of IFALPA added:" thereis still a need to increasesafetyon a daily basis,and investigationsof incidentssuchas this present the opportunityto make the overallsystem safer.Filingcriminalchargesagainstpilots or air traffic controllerswill havejust the opposite effectby discouragingparticipationby these keyparties." IFATCA hasfollowedthis press releasewith a letter to authoritiesin Japan requestinga thoroughand completeanalysis, with the assistanceof a humanfactorsexpert, of the eventsof the 31st of January2001,and we welcomedan opportunityto shareour knowledgeof HumanFactorsin ATC. In Januaryof this year the JapanFederationof Air TrafficControllers(JFATC) held a one-day Symposiumin Tokyoto highlightthe plight of, and showsupportfor,the two controllers involvedin the JALincident.I was invitedas IFATCAExecutiveVice-President Professional to attend this symposiumby the JFATC to give the Federation's presentationon "JustCulture in Air TrafficManagement"and along with membersof the JapanFederationto meetwith Japanese authorities.Thefirst day of my visit consistedof scheduledmeetingswith the DirectorGeneral,CivilAviation BureauMinistryof Lands,InfrastructureandTransport (MLIT);DeputyDirector,AccidentInvestigation Commissionand a visit to the ATCdivisionof the CivilAviation Bureau.Daytwo featureda visit to the Directorand DeputyDirectorof the Ministryof Justice,a pressconferenceattended by variousnewspapersin Tokyo,and my presentationfollowed by a Paneldiscussion.

At eachof the three meetings( MLIT;Accident

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/IncidentInvestigationCommissionand Ministryof Justice),the PressConferenceand

suchresponsiblebehaviorwill receivedue consideration.By unjustlytreatingfront line

in our presentationthe Federation's concerns were expressedregardingthe issuesof Just Culture,criminalizationof error, free flow and confidentialityof reportedsafety-related

operators,whetherthey be pilots or air traffic controllersas criminalsduringaccidentand

informationand the useof informationgained in the courseof an accidentinvestigationby

incidentinvestigations,authoritiesin Japan and elsewheremayactuallycontributeto a reductionin overallsystemsafetyalong with the much-needed trust of individualswho will

police authoritiesin a criminalinvestigation.

Not only doesthis latter issuecontravenethe intent of ICAOAnnex13, it hasa moreserious effect:by usinginformationcontainedin an

alwaysbe the mostimportant componentsfor improvementsin aviationsafetynow and in the future.

investigationreport in court,the right of an individualto remainsilentis not respected.

IFATCAis veryconcernedby the fact that our Japanesecolleaguesremainsuspendedand

IFATCA emphasizedthe "industry" is changing its attitudesconcerningsafety-related informationexchangeand hasrecently(via ANC11andthe 35th Assembly)endorsed recommendations callingon ICAOto develop guidancematerialfor States'considerationin

face prosecution.It is essentialthat controllers everywhereare ableto performtheir day-today dutiesin a secure,pressurefree environment.With the threat of suspension and prosecutionany time an operating irregularityoccurshangingoverthe headsof controllersthe opportunitiesfor the free flow

the reviewof their respectivelawsand legislationto permit a more"just culture" in air traffic management.I was able to usethis uniqueopportunityto explainour concerns relatingto the "criminalizationof error" issuemadeall the morepoignantconsidering the situationof our two colleagues.

of safety-relatedinformationgrow lessand

Air traffic controllersthe world-overoperatein a modern,dynamicand uniqueenvironment,

informationcannotbecomeavailableto the restof the aviationcommunity.

assistedby the latesttechnology.Likeany complexsystem,this one is not infallible, thereforethe humanelementwill always remainthe keyingredientin the maintenance of overallsystemsafety.Extensiveresearchin the field of HumanFactorstells us that mistakesand errors,when they occurin an air traffic controlenvironment(or in any other) are seldomcausedby one singleelement.No systemcan be completelyfail-safe,so in order to enhancesystemsafetyit is imperativewe examinein detail eachand everyaspectof eachand everyelementof eachand every incidentor accidentto get to the facts.

Directingblametoward any one system componentat the outset,is neither appropriatenor productive.Sadly,after four yearshaspassedtwo controllersremainin front of the courts.We know therewas no criminalintent by controllersinvolvedin this incident.Theyhavecooperatedfully with the Aircraftand RailwayAccidentInvestigation Commissionand law enforcementagencies throughoutthe investigationprocess.Surely

lessas fear and stresslevelsamongstthe controllerpopulationrises.Thesystemsuffers becauseto learnfrom incidents/accidents, and help preventsimilaroccurrences in future,we mustcollectivelysharelessonslearned.

Withoutthe benefitof an exhaustive investigationof root causesvaluable

TheInternationalFederationof Air Traffic Controllers'Associationsrespectfullyrequests all jurisdictions,whetherthey be in Japanor elsewhereto respectthe recommendations containedin ICAOAnnex13,Chapter5, Nondisclosureof records,5.12to 5.12.1note inclusive.Further,we emphasizethat investigationsas detailedin Annex13 should havethe solepurposeof recurrenceprevention of similarincidentsor accidents.Investigations for recurrencepreventionshouldthereforebe independentfrom any activitydesignedand/or implemented to determinecriminalresponsibility.

It is in the interestof aviationthat a fair and just solutionis found in the JALcase.We hope for a positiveoutcomefor all and welcomethe opportunityto announceto our membership that their air traffic controllercolleagues involvedin theseunfortunatecircumstances havebeenreturnedto their formerpositions working oncemorein the Japaneseair traffic controlsystem.

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Editorial

TheChanging FaceofTheControlle ChrisStock- Editor

responsibilityfor TheControllerin the handsof the ExecutiveBoard.During 2003,a contractwas agreedbetween IFATCAand McMillan-Scottin Londonfor the advertising,productionand distributionof the journal. Thisremains the situation.

It is with regretthat I shall be handing over the editorshipbut like so manythings in life, you know that a changecan be for the good. I havefound the job rewarding, satisfyingand manyother superlativesthat you might find in the Thesaurusbut it is extremelydemanding,stressfulat times, and aboveall, time consuming.Youwill all

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s this is the last issueundermy editorship,I thought that I would indulgein somebackward, nostalgic,thoughts.My first issuewas at the beginningof the new millenniumand my editorial hopefullyput my markerdown on where I thought the journal shoulddevelopin the future. My basicobjectiveswereto: • maintain,and wherepossible,improvethe standardsset by my predecessor, Terry Crowhurst, • ensurethat the controllers'perspectiveof ATMremainsa humancentredratherthan a technologicalprofession, • encouragemoreoriginal articlesfrom the membershipbut to the exclusionof publishingother parties'viewpointswhich maybe in oppositionto thoseof the Federation,and • producecertainissueswith a dominant themesuchPrivatisation,Safety,and HumanFactors.

Lookingat that issue·at the beginningof 2000, therewere onlytwo originalarticles,onefrom Bert Ruitenbergand the other by Daniel Casanovaotherwisethe restof articleswere eitherreportsfrom conferenceor Maastricht.

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In this issue,we haveat leastsix original articlesplus reports. Overthe five-yearperiod of my editorship,we havehighlightedthemes suchasADS-BDevelopment,Privatisationand Corporatisation,and Safety.Sadly,two of the strongestissuesemanatedfrom the tragic eventsof the 9/11 terroristattack and the midair collisionover Uberlingen.

I hopethat you feel that I managedto achieve someof my original objectivesso that The Controllercoulddevelopas a professionaland reputablejournal.

Throughoutthe periodof my tenureas Editor, we werefacedwith significantadministrative and financialdifficulties.Thechangingscene within the aviationindustryand the downturn in activity,particularlyafter 9111when uncertaintywas at its height,meantthat we were in a diminishingmarketfor advertising revenue.Theculminativeeffect of falling revenuesand decreasingsubscriptionsmeant

know the new editor,if not personallybut alsothroughthe numerousarticlesthat he has written overthe years- PhilippeDomagala.I am surethat he is the best personto take over from me. He hasmanyideasfor articles, layout,advertising,and anythingelseyou can think of! With his boundlessand infectious enthusiasm,I believethat TheControlleris aboutto enter a new era in its history. Each editor has madehis mark in his own individual way howeverPhilippenow hasthe opportunity to developTheControllerinto an industry leader.I am surethat he will get the tremendoussupportthat I havereceivedfrom all friendsand contributorsthroughoutthe Federation.

And on that note of optimism,I will depart thesepagesbut beforeI go, I would like thank everyonewho hasmadea contributionto The Controllerin the pastfive years.Toomanyto namebut they includeauthors,photographers, proof readers,printers,membersof CMGand the EBand last,but not least,my family who

that the journal couldno longerremain financiallyindependentof the Federationso at the Cancunconference, it was decidedto

havebornethe brunt of the time consuming activitieslockedawayin my "very tidy" study.

disbandCMGand placethe managerial

Thankyou and seeyou in Melbourne.

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Editorial

APOLOGY In the last edition of the Controllerjournal, my forewordcontainedsomeinformationwhich was not factuallycorrect.In general,it is the author'slibertyto interpretthe facts in an editorialand voicehis opinion howeverthe factsshouldbe statedcorrectly.TheMember Associationof SouthAfrica andthe CEOof LVNL(ANSPTheNetherlands)haverequested IFATCA to publishthe following statements:

SouthAfrica "a. TheATCOwassuspendedwith pay. b. TheATCOconcernedworkednine successive shifts (not ninesuccessive night shifts). c. TheATCOhad fallen asleepat the consoleas a result of fatigue".

beforeyour publication.Wemustinformyou that the statementthat you havemadeis not correct.As interestsof individualsneedto be

extensiveinternalconsultationprocesseswith our Works'Counciland the Guildof air Traffic Controllers.Thechangeprogramhas been executedwith utmostcareby our dedicated andprofessionalstaff, and the resultmay

respectedwe cannotcommentin great detail but mustlimit ourselvesto somebasicfacts.

Theact of suspensionwasnot becauseof refusalto executea newprocedure.In your

rightly fill them with pride. Theyhavebeen able to providean ANSservicelevel according to marketneeds,at the desiredsafetylevel,

articleyou quotedsuspensionon behavioural grounds,and that is what it was.Behaviour againstcolleagues,resultingin disturbed workingrelationsin operationalteamsand unnecessary stressfulsituationsduring work, and extendingover al longperiod of time.

Needlessto say that we went througha lot of effort with great careto improvethe situation

and at nearlyhalf the cost to the userof our services.As such theyhavecontributedto securingthe continuityof serviceprovisionand associated jobs at airportswith low traffic volumeswherethe state has decidedthat the provisionof A TSservicesshouldbe self financed."

beforetaking the step as that also we seeas only the verylast one if everythingelsehas failed.

TheNetherlands "We must assumethat you haveprobably basedyour articleon only limited sourceof informationabout this unpleasantstory, becausethe LVNLmanagementhas not been invited by you for commentsor verification

For the sakeof completeness we would like to state that the newproceduresat regional airportsin our countryand the reorganisation of ANSprovisionat theseairportshavepassed all necessary safetyanalyses.We went through

I apologizefor any inconvenience that my interpretationof thesefacts may havecaused to the concernedMemberAssociationsand any other personsor organisations.Both,the MemberAssociationof SouthAfricaand the CEOof LVNLhavebeeninformedaccordingly.

MarcBaumgartner

AGENDA MARCH 6 - 7 Meetingof Arab and MiddleEastIFATCAMA's

16 - 18 ICAOlnt. OceanicConference

UAE- PCX,EVPAFM

OCTOBER 14 - 16 EuropeRegionalMeeting

APRIL 15 - 16 Pre-Conference EBmeeting

Rhodes(Greece)- EVPEUR

Melbourne- EB/OM

18 - 22 44 th AnnualIFATCA Conference

Shannon- PCX

20 - 22 AmericasRegionalMeeting Panama- EVPAMA

23 Post-Conference EBmeeting

NOVEMBER 20 - 22 Africa Middle East RegionalMeeting

Melbourne- EB/OM/SC Ch.

Abu Dhabi- EVPAFM

MAY 10 - 11 ICAOSeminaron SafetyOversight

20 - 22 Technicaland OperationsComm.

(SC1) meeting

MexicoCity- EVPAMA

Abu Dhabi- TOCChair

Melbourne- EB/OM

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Australian Museum

viation Historical The Society andAirways Museum PhilVabre

t historicEssendon Airport,Melbourne, Australia,there existsan oddity- an aviationmuseumwithout any aircraft!

Thisis the AirwaysMuseum,and it housesa collectionof nationalimportancethat traces

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the developmentof Australia'scivil aviation airwayssystemthrough innovationand technicaldevelopmentfrom it's beginningsin the 1920sto today.Thestoryis told through artefacts,films and photographs,and illustrateshowAustraliahasoften playeda

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leadingrole internationallyin aviation development.

t air/ground & ground/ground

communications equipment t radio navigation beacons& radar

Major areascoveredin the museuminclude: t airport lighting & visual approach

t Air TrafficServices t TowerControl

guidance t flight calibration of navigation aids

t Approach Control t En-route Control

t Aeradio/Flight Service

TheAirwaysMuseumis operatedby the Civil Aviation HistoricalSociety(CAHS},which exists to preservethe historyof Australia's

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Australian Museum Departmentof CivilAviation,its predecessors and successors.

Fromthe formationof the Civil Aviation Branchof the Departmentof Defence in 1921,the Departmenthas developedand changedin manyways.TheDepartmenthad a wide rangeof powersto regulatecivil aviation and from the veryearliestdayswas also responsiblefor establishingand maintaininga networkof aerodromesthroughoutAustralia.

Fromthe early 1930sit was alsoresponsible for providingaviationcommunications, and later air traffic controlservices.In later years the once-omnipresent Departmenthasbeen brokenup with its variousfunctionsand operationspassingto a numberof successor organisations,both governmentand private, leavinga rich and importanthistory.

Melbourneis the locationof the IFATCA Conferencein April 2005- it is hopedthat a tour of the AirwaysMuseumcan be fitted in to the programme. .&. CTC procedural consoles, introduced in the mid-1950s 'Y Melbourne Flight Service Console

Contact: CivilAviationHistoricalSociety Box6, 250 EnglishSt, Essendon Airport,Victoria3041

Phone& fax: +61 3 93743905 Email:cahs@optusnet.com.au Website:www.airwaysmuseum.com

Museum Location Essendon Airport,Vic.Locatedat the rearof Building44 which is situated on the cornerof LionelSt & Wirraway Rd.Map on the website.

Opening times Toursof the AirwaysMuseumare availableon Tuesdays 9am-3pmand at othertimesby appointment.Groups arewelcome.

Admission fee Individuals:entry by donation.

Groups:A$4 per head(includesa guidedtour,tea/coffee& bikkies).

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ADS-B Safety

'ADS-B Package I and Safety' R EJ Darby,EUROCONTROL CASCADE Programme

Background Lessthan threeyearsago,the Rome Symposium'Towardsjoint implementationof OperationalImprovements enabledby ADS-Bin Europe'launchedADS-BPackageI, which was welcomedwith muchenthusiasmby European airlines,EUROCONTROL andthe European Commission, as it providedthe basisfor a clear way forwardsto makeADS-Bapplicationsa reality.

Manyof the most importantissuesare related to the safetyof the resultingADS-Bequipment and procedures, andthe introductionof these into the CNS/ ATMinfrastructurein a careful and controlledmanner,to ensurethat all users are properlytrainedto understandwhat they

systemssuchas PSR/SSR?" ? t "to providethat benefit,what issuesmustbe satisfiedto ensurecontrollerconfidencein ADS-B?"

suitedto their operationsand their needsand then opt for actualimplementation.However, PackageI applicationsare clearlymeantto be takenas a whole in termsof standardsand

groundand in the cockpit.

equipment.Theselectedoperational applicationsare suitablefor core European high-densitytraffic areaswithout excluding other areas,in line with the EUROCONTROL

Package I

ATM2000+strategy.Globalapplicabilityis also a keyconsideration.

can and,equallyimportantly,what they cannot do with the new capabilitiesboth on the

Package1 is a collectionof groundsurveillance applications(GSA)and airbornesurveillance

ChrisStock,the IFATCAspeakerat the Symposium, posedtwo questions: t "what operationalbenefitdoesADS-B provideto the controllerover existing

the set of applications,thosethat are the best

applications(ASA)for whichADS-Ba key enabler.Theselectionof applicationsis a pragmaticchoiceaiming at the early implementationof theseapplicationson a potentiallyworld-widebasis. States,ANS providersand airspaceusersmayselect,from

Theapplicationswere selectedbasedon a good understandingof their operational essentialsfrom Europeanand USprojects,the existencethrough manyprojectsof developed equipment,and clearlyidentifiablebenefits.

Theirscopeis gate to gate.

Thepotentialbenefitsto ANSPscomefrom the

T Figure 1

CASCADE Planning Time-scale

I I

for approachsequencing.It is recognisedas fundamentalthat, in this new environment,the

I

Pre-lmpl & OpsValidation

l

imp & OpsPlans ImpCoordination

Stream1

Operations

I

Development

I

I I I

Pre-lmpl & OpsValidation

Stream2

> o.,,,,,,,,)

I

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2005

2006

2007

2008

2009

controlleris still in control- and responsible.

Thisprincipleand its practicalconsequences are explainedin the 'Principlesof Operationfor the Useof AirborneSeparationAssurance Systems'' Groupsof stakeholdersfrom both userand ANSPorganisationshavetakena critical look

Imp& OpsPlans ImpCoordination

2004

possibilityof enablingsurveillancein areas whereit is too expensiveto install radars.The potentialcontrollerbenefitscomefrom increasedcapacityand efficiencydueto possibilitiesof task-sharingwith the pilot in certainwell-definedsituations- e.g.spacing

2010

2011

at the potentialbenefitsand havereachedthe conclusionthat PackageI applicationstakenas a whole can providepositivebenefitscompared to the costsof implementation.Equally importantis that PackageI providesa stepping

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ADS-B Safety stoneto the introductionin the longerterm of moreambitiousapplicationsfor which the cost-benefitargumentmay be evenstronger.

T Table 1. CASCADEApplications

Stream1

Stream2 ADS-BPackage I Applications

FromRometo Montrealand ANC/11 ANC/11will be rememberedasthe occasion whenADS-Bgainedrecognitionas part of the CNSATMinfrastructure.

In the 18 monthsafter the RomeSymposium, EUROCONTROL and the FAAworkedclosely togetheron ADS-B,includingoperational aspects-to identifyapplicationscommonto both PackageI and 'SafeFlight21''; and technicalaspects- leadingto differentbut compatibleADS-Bdata link strategies.Both theseareasof work led to parallelpapers'at ICAOANC/11which were supportedin the ConferenceReportand recommendations'.

ADS-BRAD ATCSurveillance for en routeandterminalairspace

ATSA-SURF Enhanced TrafficSituational Awareness ontheairportsurface

ADS-BNRA ATCSurveillance in non-radar areas

ATSA-AIRB Enhanced TrafficSituational Awareness duringflightoperations

ADS-BAPT

ATSA-VSA Enhanced VisualSeparation on Approach

AirportsurfaceSurveillance

ADS-BADD Aircraftderived datafor ground tools

AGCDataLinkApplications (notincluded in Package I)

D-TAXI

Datalink TaxiClearance Delivery

GRECO

Graphical Trajectory Coordination

D-ALERT

Datalink Alerting

FLIPCY

FlightPlanConsistency

DCS

Downstream Clearance

Auto-CPDLCAutomatic Controller Pilot datalink Comms

Data-linkdiscussionsin ANC/11recognisedthe pragmaticfact that mandatesfor ModeS

D-OTIS

Datalink Operational Terminal Information

EnhancedSurveillance from France,Germany and the UKwould ensurean ever-increasing numberof air transportaircraftwould carry Mode-SExtendedSquitter(1090ES) equipment,with the capabilitysometimes called'ADS-Bout',therebybroadcastingthe informationthat would offer the opportunity

PPD

PilotPreferences Downlink

for relativelyrapid implementationof groundbasedADS-Bapplicationsof PackageI.

Safetyand Standards Both Europeand the USArecognisedthat ADSB offersnew challengesto both operational and technicaldevelopersbecauseof the much closerintegrationof air and groundsystems necessary, especiallyfor the cockpit applications.Therefore,from a safetypoint of view,separatetreatmentof the two domainsis no longersatisfactory.Someair-ground integrationissuesfor data-linkapplications

the formationof the 'Requirements Focus

Australiahasa strongdesireto apply

Group'(RFG)- supportedby EUROCONTROL, FAA,EUROCAE and RTCA. Theobjectiveof the RFGis to producea validatedset of ground and airbornesafety,performanceand interoperabilityrequirementsfor all the

separationthe sameas radarseparationfor an ADS-Bonly en-routeenvironmentin its 'Upper AirspaceProgramme'',which plansto cover the airspaceof the 'outback' (mostof the land

PackageI applicationsby the end of 2005.

Thesedeliverableswill form the basisof EUROCAE and RTCAstandards,providingthe basisfor airborneequipmentcertificationand groundsystemsapproval'.TheRFG deliverableswill alsosupportthe work of ICAO operationaland technicalpanels.Great emphasisis placedon the detaileddefinition of the applicationsto ensurethat the same applicationscan be usedboth in Europeand the USA- and ultimatelyglobally.

hadalreadybeenaddressedin the contextof Separation CPDLCand Link2000+,by the joint pathfinder A keyissuefor the safetyof controlled work of EUROCAE and RTCA,in their developmentof the 'CoordinatedRequirements airspaceis the separationstandardapplied.

Determination'process.

Workon ADS-B Well beforethe conceptionof PackageI, it was recognisedthat rigorousinvestigationwas openednew issuesof surveillanceapplications togetherwith morecomplexair-airinteractions neededof separationissuesand the safety implicationsof usingADS-Bdata to as well as air-groundinteractions.

Commoninterests(similarapplications)and needs(to proveapplications,proceduresand equipmentare safeand certifiable),further emphasisedby the outcomeof ANC/11,led to

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ASPA-S&M Enhanced Sequencing & Merging

supplementor replaceradardata partiallyor totally,accordingto the environment.Onlyif theseissueswere dealt with couldthe benefits of ground-based ADS-Bsurveillance applicationsbe realised.

areaof the Australiancontinent)with 28 ADSB stations.TheUSAAlaskaregion,in its CapstoneProgramme',now offersradar-like IFRair traffic controlservices,usingADS-B.The useof ADS-Bin a non-radarenvironmentis beingpursuedfor the Kirunaregion,in the far north of Sweden.In early2003, EUROCONTROL launcheda studylooking into the detailsof the processof establishing separationstandards,with one aim being to understandhow to applythe processto the ADS-Benvironment.

Oneof the processes being examinedby all partiesis the 'comparativemethod'.Thebasic idea hereproposesto carryout the same operationsand to apply the sameprocedures in an ADS-Benvironmentas for a radar environment,arguingthat the primeissuethen becomesa comparisonof ADS-Band radar data and systemcharacteristics.

Counter argumentsclaimthis is too simplistic,at least in part becauseof verydifferentfailure modes of radarandADS-Bsurveillancesystemsand the difficultyto relateto a target levelof safety.

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ADS-8 Safety All theseinitiativesare bringinginformationto the ICAOSafetyand SeparationPanel(SASP) in orderto establishthe basisfor a world-wide agreementon the criteriafor separationwhen usingADS-8.Thisis an areaof intensedebate, the currentfocusbeing on a safetycasedriven approach.

Futurework Requirements FocusGroup.

A majorfocusof detailedsafetywork on PackageI applicationsfor both Europeand FAAis now concentratedin the RFG'Safety and Performance Requirements' (SPR)subgroup. Thecomparativemethodis being developedfor the GSA'ADS-8Non Radar Areas'application.Thecoordinated requirementsdeterminationprocesses of RTCA and EUROCAE, with hazardanalysis techniquesas set out in the EUROCONTROL safetyassessment methodology•• are being usedfor both GSAandASA. Thestarting point for this is the preparationof a detailedOperationalServiceand EnvironmentalDescription(OSED) that providesthe necessary detailsof every application.Fourteamsof operationalexperts, includingcontrollersand pilots,makeup the ApplicationsDefinition(AD)sub-groupthat is developingthe OSED.BothAD and SPRsubgroupsare examininginteroperability

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requirements, respectivelyfrom the operational and technicalpointsof view.

applicationsis of differentcomplexityand dependson differentequipmentwithin the

Althoughthis detailedwork of the RFGis essentialto providemuchof the analytical evidence,it is not sufficientby itself to

aircraftto the validationand implementation of airbornesituationawarenessand airborne spacingapplications,CASCADE hasset out an overallplan (Figure1) comprisingtwo streams

establisha completesafetycasefor PackageI or evenfor any individualPackageI application.In EUROCONTROL, the CASCADE Programmeand the SafetyEnhancement BusinessUnit are addressingthis task together.

Oneof the first deliverablesfrom CASCADE is a preliminarySafetyCasefor Stream1 applications.Theoverallsafetycasewill dependalsoon input from simulationsand trials (validation).

of development,of which Stream1 includes the groundsurveillanceapplications.The applicationsin eachstreamare shownin Table 1. A summaryof the GSAapplicationsis in Table2.

It shouldbe notedthat the scopeof CASCADE (ADS-8and CPDLC applications)is differentto

Validation

that of PackageI, which includesonly ADS-B applications.TheADS-Bapplicationscommon to both PackageI and CASCADE are shownin Table1. Two lessmaturePackageI

Validationis an essentialtask relatedto the work of the RFGbut outsideits responsibility.

Europeanprogrammes(e.g.NUP",MFF",MA-

applications,ASPA-ITP (In TrailProcedure)and ASPA-C&P (Crossingand Passing), are not includedin eitherStream.

AFAS",SEAP")and USProgrammes will providemuchof this evidence.epresentatives of mostof theseprogrammesare already taking part in the RFG.

PackageI validationactivitiesare being organisedin collaborationwith individual ANSPsthroughthe EUROCONTROL CRISTAL project- 'CooperativeValidationof

EUROCONTROL contributionscomefrom the 11 newly establishedCASCADE Programme .

CASCADE combinesthe operationaland

Surveillance Techniques andApplicationsof PackageI'. CRISTAL targetslocal situationsof interestto the ANSPconcernedfor which one

technicalexpertiseand activitiesof previously separateactivitieson ADS-Band CPDLC.

or moreof the PackageI applicationsmay providea resolution.

Recognising that the validationand implementationof groundsurveillance

CRISTAL usesthe ADSValidationTestbed(AVT).

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ADS-8 Safety T Table 2. Package I Ground Surveillance Applications

structuresupportedby EUROCONTROL, FAA, EUROCAE and RTCA,is makinga real

GSApplication Summary Description

differenceto the speedand effectivenessof

ATCsurveillanceTheADS-B-RAD application will applyto en-route andterminalphasesof flightin forradarareas airspace classes(Ato E)whereradarsurveillance currentlyexists.

(AOS-B-RAO) It is intendedthatcombinations of ADS-B,PSRandSSRsensorswill provideATC witha similar(or better)levelof surveillance information to thatcurrentlyprovided by combinations of SSRandPSRradars.Benefits areexpected fromthe improvements in qualityof surveillance whenADS-8information is addedto the existingradarsurveillance environment.

Furthermore, in thelongerterm,surveillance infrastructure costsmaybereduced by replacing someof theSSRradarsrequired to providemulti-radar coverby ADS-8(assuming thatthecostsof ADS-8sensors will besignificantly lessthanSSR).

Anexample is thecaseof surveillance in areaswheresingleradarcoverage presently exists;ADS-8surveillance couldbeconsidered as enhancing thequality (i.e.accuracy, integrity, availability, etc.)of surveillance information andmayalsobe usedas backup in caseof radarfailures.Anotherexample is wheremulti-radar presently existsbuta radaris to bede-commissioned in futureandtheradar replacement costsarenotjustified.

ATCsurveillanceTheADS-8-NRA application will provideATCsurveillance in non-radar areas;e.g. in non-radar areasremoteareas,ottshoreoperation areas,anycontinental areasandcertainoceanic (AOS-B-NRA) areas,which,dueto thelevelof tratticor thecostof theequipment, couldnotjustify theinstallation of radars.Thepurposeis to enhance tratticinformation and separation services.

Airportsurface surveillance (ADS-B-APT)

TheADS-8-APT application will providea newsourceof surveillance information for saferandmoreetticientATCgroundmovements by aircraftandvehiclesat controlled airports.Thebenefitsof enhanced management of ATCairportsurface surveillance aregreatest in lowvisibilityanddarkness whenthepossibility to identify conflictsvisuallyby ATC,flightcrewsandvehicledriversis reduced.

ATC surveillance supported

by ADS-8mayfunctionas a stand-alone surveillance system or as anelement of anAdvanced SurfaceMovement Guidance andControlSystem (A-SMGCS).

Aircraftderived dataforground tools (AOS-B-AOO)

TheADS-B-ADD application is theco-ordinated requirements capturefor theuse of aircraftderiveddata(ADD)by groundtools.Thisapplication doesnot encompass thegroundtoolsthemselves, it onlyprovides additional inputdatafor . thesetools Thisapplication will provideadditional aircraftderiveddatathroughADS-Bto be usedfor groundapplications, for example bytheATCgroundsystemfor developing or enhancing ATCtoolssuchas Displays, Improved tracking,Trajectory prediction, ShortandMedium TermConflictDetection.

Forairportoperations, improvements in arrivalanddeparture management toolsareforeseen.

AVTis a validationtool for PackageI

three yearsago,muchwork hasbeencarried

surveillanceapplicationsand infrastructure,

out by EUROCONTROL, the FAAand European

which providesthe completeATCsystemchain

programmesto answerquestionsposedby

from pilot to controller,allows controllerand

operationalusers,with a considerable

pilot participation,providesa realisticand

emphasison safetymatters.

controllablesurveillanceenvironmentto test PackageI applications,handlingboth live and simulatedaircraft,includeslink error

TheRequirementsFocusGrouphas been

performancesimulationand which servesalso

joined the RFGactivity.TheRFG,a singlebody

as a referenceplatformfor surveillance componentsand tools.Customisedversionsof

includingboth operationaland technical expertsand with a commonobjectiveto

AVTalreadyexist at Arlanda(Sweden),

supportinternationallycoordinatedjoint

integratedwith local surveillancecomponents,

activities,includingdevelopmentof

and at the EUROCONTROL Experimental

applicationdescriptions;detailedsafety,

Centre.

performanceand interoperabilityrequirements;

established.Australiaand Japanhavealso

and materialto contributeto and support

Conclusion

standardsdevelopmentin ICAO,EUROCAE and

Sincethe emergenceof PackageI, lessthan

RTCA,is makingrapid progress.Thisworking

THE CONTROLLER

developmenttowardsADS-Bimplementation.

Thevalidationof the applicationsand standardsthrough simulationsand trials, managedby European,USandAustralian projects,is expanding.TheCASCADE Programmeis concentratingfirstlyon the GroundSurveillanceapplicationsin Stream1 aimingfor Europeanimplementationstarting in 2008.

References ' CARE/ASAS Activity 5 'Descriptionof a first packageof GS/AS applications'Version2.2 • September30, 2002. http:/il'mw.eurocontrol.int/ads/ADS_Programme_content.htm ' FAA/EUROCONTROL CooperativeR&D,ActionPlan I, 'Principles of Operationfor the Useof AirborneSeparationAssurance Systems',Version:7.1 Date:19 June2001 -http://humanfactors.arc.nasa.gov/ihi/personnel/ashford/PO-ASAS.pdf 'Safe Flight21 -http://www.faa.gov/safeflight21lindex.html.

'EUROCONTROL papersto ANC/11: t 'Initial GroundSurveillanceandAirborneSurveillance Applicationsenabledby ADS-B',AN-Conf/11-WP/86 • 'EuropeanRecommendation on an ADS-BDatalink Selection',AN-Confll1-WP/137 FAf\papersto ANC/11: . t 'Initial AutomaticDependentSurveillance- Broadcast(ADS· B)Applicationsfor GlobalInteroperability',AN-Conf/11 • WP/41 • 'Strategyfor Glo_bal lnterop~rabilityof AutomaticDependent Surveillance6 Broadcast(ADS-B)',-AN·Conf/11-WP/104 http://www.icao.org/icaolenlanb/meetings/anconf111index.html ' ICAOAir NavigationConferenceI 11 •'Reportof CommitteeA to the Conferericeon AgendaItem 1' AN-Conf/11 ·WP/190, Recommendations 1/6 and 1/7 • http://www.icao.org/icaolen/anb/meetings/anconf111index.html ' EUROCAE ED78A/ RTCAD0-264'Guidelinesfor Approvalof the provisionand useof Air TrafficServicessupportedby Data Communications' - wwv,.eurocae.org & WWW.rtca.org 'RequirementsFocusGroup• http://www.eurocontrol.int/ads/RFG/index.html • AirservicesAustralia• ADS-8UpperAirspaceProgram(UAP) http://www.airservicesaustralia.com/pilotcentrelprojects/adsblads buap.asp. ° FAACAPSTONE Programme• http://www.alaska.faa.gov/capstone/ '' EUROCONTROL, SafetyAssessmentMethodology(SAM), http://www.eurocontrol.int/safety/GuidanceMaterials_SafetyAsses smentMethodology.htm " North EuropeanADS-BNetwork(NEAN)UpdateProgramme (NUP)• http://www.nup.nu/ " MediterraneanFreeFlight Programme(MFF)• http://www.medff.it/ '' MoreAutonomousAircraft in the FutureAir Traffic ManagementSystem(MA-AFAS) -http://www.ma-afas.com/ " LargeScaleEuropeanADSpre-implementation Programme (SEAP)http://www.ads-seap.com1home.htm "EUROCONTROL 'Co-operativeATSthroughSurveillanceand CommunicationApplicationsDeployedin ECAC'Programmehttp:llwww.eurocontrol.int/cascade

13

APCAS

Meeting between thePresident of RepubIic ofSenegal HisExce Ilency Abdoulaye WadeandAPCCAS (Association Professionelle desControleurs de la Circulation Aerienne auSenegal) AlbertAidooTaylor,EVPAFM

M

any times,I havewonderedif the IFATCA Africaand Middle EastRegion

havesomethingpositiveto sharewith the rest of world when it comesto provisionof air traffic controlservice.I havewritten so extensivelyabout the problemsassociatedwith air traffic controlin developingaviation communitiesto the extentthat somepeoplein authorityconsideryourssincerelyas either being a negativepersonor a prophetof doom, and they,often losesight of the manypositive issuesI havereportedon.

Thankfully,there is anotheropportunityto write about the positiveaspectsand report on the Statesmanship of His Excellency the President of SenegalAbdoulayeWade.

14

In an era wherethe veryarchitectsfor the freedomof expressionand proponentsfor internationalconventionson workersrights are actuallystiflingATCOsrights andfreedoms;the exampleof PresidentWadeprovidesa challengeto thosewho startedthe process, and for Africa as a whole to offer someuseful lessons.

His Excellency the Presidentof the Republicof SenegalAbdoulayeWadereceivedthe Boardof Professional Associationof Senegalese Air TrafficControllers(APCCAS) on Wednesday

GeneralMadickeSeek,Commanderof the PresidentialSquadronwere also in attendance.

ThePresidentof APCCAS Mr DavidMendyled the delegationof the air traffic controllers.

I mustcommendGeneralSeekfor facilitating the grantingof an audiencewith the President to the air traffic controllers.Unlikemany developingaviationcommunitieswherethe militarycompetewith civil air traffic controllers and are on constantstandbyfor the slightest industrialconflictto take overATC responsibilities, GeneralSeekratherusedhis

July28, 2004.

interactionswith the ATCOsandfacilitateda meetingthat shouldprovidelessonsacross

Mr AbdoulKaderSow,Ministerof Stateand

continents.Onecan only hopethat the excellentrelationshipbetweenmilitaryand civil

Directorof the Senegalese Cabinetand

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APCAS ATCOsin UnitedKingdom,Austriaand examplessuchas GeneralSeck'swill provide usefullessonsfor all.

ThePresidentapplaudedthe air traffic controllersfor their desireto meetwith him to discussprofessionalmattersof concern.He exhortedthe ATCOsfor consideringtheir professionalissuesin the broadcontextof internationalsafetyand nationalconcerns. He acknowledgedreceiptof a memorandumthat the Air TrafficControllers'Associationsentto him and expressedhis satisfactionwith the content.

ThedelegationfromAPCCAS expressed appreciationto PresidentWadefor granting themaudienceandtook the opportunityto

sitedverycloseto the parkingarea.The disadvantageis that the TowerControllersare unableto seeaircraft parkedcloseto the Tower.After complaintsfrom the ATCOs, the Engineersimprovedthe situationsomewhat with a CCTV(ClosedCircuitTelevision)system, the cameraof which the duty Tower Controllershaveto operatemanuallyin order to monitoraircraft taxing in out and out of the ParkingArea.Thisis a very cleverengineering solutionto an ATCoperationalproblem.

Congratulationsto the Engineers, but can somebodytell us the impacton ATCO workloadand providethe SafetyCasefor ATCOsseparatingaircraft usingCCTVmonitor one handand visualsightingon the other hand in an environmentsuchas Dakar?

elucidateon somemajorareasof concernto air traffic controllersin Senegal,particularly

Themeetingdiscussedtechnicalissuesin the

EnglishLanguagetraining as a fundamental prerequisitefor the provisionof air traffic controllerservice.A decisionwas reachedat the meetingto senda numberof controllersto Englishspeakingcountriesto pursueEnglish Languagetraining.ThePresidentdirected

challengein sendingATCOsfor the language training programme.Thecostof the

Movement Area Thecontrollersexplainedthe constraintsand

TheATCOsare neitherarchitectsnor trying to be one.However,it is importantto includethe users'viewpointsat conceptualand design

English Language Training Thecontrollersemphasizedthe needfor

comprisesof 17 countriesand facesa huge

c) Surveillance.

with Runway18/36and the STaxiwayand suggestedthe rehabilitationof parking positionsto facilitatethe managementof traffic aroundthe MovementArea.

someATCcentresincludingDakar.

countriesto improvetheir Englishfor almost ten years.Theproblemis that ASECNA

DakarControlCentrerelating to: a) TheMovementArea, b} Communication,

APCASproposedthe rehabilitationand reactivationof Runway12/30currentlybeing usedfor parkingas a solution.APCASmade further proposalson how to link Runway12/30

and indicatedhis intentionsto discussthis concernwith ASECNA. His interventionhas alreadyyieldedpositiveresultsandASECNA is in the processof installingADSBfacilitiesin

It is fair to statethat ASECNAhasbeen sendingsomeATCOsto someEnglishspeaking

Problems of DakarATCCentre

whilst the parkingpositionsare inadequate and not suitablydesignedto accommodate new generationaircraft.

UTA.His Excellency the Presidentagreedwith APCASthat the needfor adequatesurveillance overthe airspacein considerationwas overdue

GeneralSeekto coordinatethe training programme.

thoseissuesthat had a majorimpacton their performance.

difficultiesthey encounteras a resultof poor Aprondesign.TheATCOsbelievethe main runwayis linkedto taxiwaysin a mannerthat doesnot facilitatea smoothflow of traffic

for Radarand/orADScoverageover the Dakar FIR,especiallyin the OceanicSectorand the

Communication Thecontrollersenumeratedthe frustrating difficultiesthey encounterdaily trying to establishcommunications with aircraft in the DakarFlight InformationRegionand in the U.I.RDakarOceanicthat ICAOhas entrustedto Senegal.An additionalproblemis that 'En routeATCOs'haveto simultaneouslyman,and separateaircrafton two differentradio frequencies.

It would be interestingto know what comes out of the ICAOUSOAPcontendsin such situations.

ThePresidentof Senegalnotedthe complaints from APCASand promisedto takethe appropriateactionin the interestof safetyto addresstheir concerns.

languagetraining programmeand the inability of ASECNA to releasea sizeablenumberof ATCOsfor suchtraining due to inadequate staff levels,has madethem adopt a piecemeal approachto this training. I mustcommendthe ASECNADirectorfor Operationsand Management,Mr.AmadouGuitteyefor his personalcommitmenttowardsimproving EnglishLanguagetraining for the ASECNA ATCOs. However,with the interventionof PresidentWade,training of the Senegalese ATCOscouldbe expedited.

Management OfTheF.I.R/ U.I.R Oceanic Airspace TheControllersexplainedto the Presidentthe strategicimportanceand benefitsof this airspaceto Senegal.Thecontrollersexpressed concernon how the airspaceis managedby ASECNA, particularly,the unreliablemeansof communicationand lack of surveillance(Radar or ADS).

phasesof majorprojectssuchas airport development.Thenew ControlTowerserving

SURVEILLANCE

In the absenceof a reliablefixed ground-air communicationfacilities,certainaircraft

the DakarYoff airport stands11Oft high and is

Thecontrollersstressedthe absolutenecessity

operationin this airspacehaveto contactATC

THE CONTROLLER

15

APCAS via satellitetelephone(SATCOM) in orderto makePositionsReports.

ThePresidentwas informedof InternationalAir Transportation Association(IATA)reportsthat indicatethat 18 billions CFAFrancsare generatedper yearover the airspaceunderthe control of Senegal.ThePresidentassured APCASthat their concernswould be investigatedin orderto take appropriate actionwhen necessary.

APCCAS laudedthe programmeto establisha RegionalCentreof Air Navigationand supportedthe decisionof the Ministryof TourismandAir Transportationto requestthis new air traffic controlcentreto be built in

encounteredanytimehe had had to contact

ATCOto purchaseland for buildinga house.

the ControlCentreto obtain or relayimportant information.

Themeetingendedat 20h00in a joyful

WorkingConditionsand Social Matters

atmosphereafter His Excellency the President personallyconductedthe ATCOsroundthe PresidentialPalaceand hostedthem to a short

In this day and agewherecomputersand InformationTechnologyhavebecomethe

but memorablesocialevening.

arteryof everybusinessactivity,it is a concern that someATCOsdo not haveaccessto computers.TheControllersdiscussedproblems they had regardingaccessto computersand the internet.Mr. Presidentimmediately

Onecan arguewhetherit was necessary for PresidentWadeto hearall thesetechnical postulates,inconsequential platitudesand effusionsof disgruntledATCOs;or eventhink that their requestswerefrivolousand vexatious.I haveno quarrelswith suchviews.

directedthe Ministerof state to give five computersto APCAS.ThePresidentfurther assuredthem that ASECNA would be requestedto provideinternetaccessto APCAS.

Rufisque,a city 25km from Dakar.

Thecontrollersapplaudedthe initiativeby the governmentto build a new airport to accommodate the expansionin air transportas a resultof the growing Senegalese economy.

Theyreflectedthat the BlaiseDiagne

My answerto thosewho hold suchviews is that the earsof the Presidentwould have beensparedthe architecturaldreamsof the ATCOsif managementand thosewho bearthe

Guaranteeof food, shelterand good medical careare essentialsurvivalneedsand worry of everybody.

What everyworkerhopesfor is

mantlefor leadershiphad consideredit worthwhileto listento usersat the outset,and alsosparedthe useof scarceresourcesto

continuousaccessto thesebasicnecessities on retirement.However,in Africawheresalaries

correctthe conceptualflaws.

are hardlyenoughto put food on the table,the

On behalfof all Air TrafficControllers,

InternationalAirport could providea major boostto ATCoperationsin Senegalon completion.

needfor shelteron retirementis the desireof everyworkerbut has in realitybecomean illusionto manyworkers.It was thereforea

Thecontrollerswere happywith this initiative

goldenopportunityfor APCASto discussthe needfor shelterwhen they were blessedwith

especiallyfrom developingaviation communities,I wish to salutePresidentWade for his statesmanship.

He hasgrantedvoiceto the voiceless.Hehasrecognisedthe ignored and associatedwith the deprived.He has

that consistsof constructinga new airportto replacethe existingone in YOFF. The importanceof this airport is veryapparentto the controllers.

Theneedfor a DirectTelephoneLinkbetween ATCpositionsand outsidewas emphasized.

TheGeneralCommanderof the Presidential Squadronenumeratedthe difficultieshe

the historicalmeetingwith PresidentWade.

Theyseizedthe opportunityto requestfor a programmethat would enableeachATCOto own a house."FatherWade"expressedhis sympathyand indicatedhis intentionsto give the requestthe attentionit deserves.He promisedto explorethe possibilityof putting togethera programmethat couldenableeach

dinnedwith ATCOswhen othersincludingthe pacesettersare persecutingand prosecuting.

Most importantly,"FatherWade"hasgiven Africa an opportunityto teachother world leaderssomelessonsabouttreatingATCOsin a homelyand humanemanner.My messageto other Presidentsand leadersis simplythis: "Goand do likewise"

THECONTROLtJER SubscriptionRates Issuesare usuallypublishedat the endof March,June,September and December.

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16

THE CONTROLLER

Anonymity

ATCAnonymity in incidents/accidents the South African example he Guildof Air TrafficControllersof South Africa (GATCSA), in supportof IFATCA's

T

ANNEXURE A

policy,hascommencedwith an initiative within SouthAfricato restrict,as far as possible,the negativeeffectswhich assumptions, uninformedopinions,speculation and unofficialcommentswould haveon the safetyof ATCstaff involvedin any accidentsor seriousincidents.

GATCSA is of the opinionthat any such activitiesmay,at any stage,leadto accurate and/ortotally inaccurateleaksto the media, which in turn could be madeavailableto the generalpublic. ATNS,the SouthAfrican ServiceProviderand the employerof all GATCSA members,supportsGATCSA in this endeavourand will be co-operatingwith GATCSA in a joint approachthat will ultimatelyinvolvethe Regulator(Civil AviationAuthority)in SouthAfrica.

Annexure A representsthe posterwhich GATCSA hasdesignedand which, togetherwith explanatory correspondence, wil I be distributed both internallyamongstAir Traffic Controllerscountrywideand externallyamongstall airlines,flying schools,aviationregulatingbodies and training schools.GATCSA hopesthat this campaignwill createawarenesswithin the aviationcommunityof the needto protectits membersfrom unnecessary exposureto harm resultingfrom public opinionand outrage.

THE CONTROLLER

17

Pregnant ATCO

THEPREGNANT CONTROLLER THEWOMAN'S VIEW FloraWakoloKitao AFM- Region

any mayhavethoughtthat after

M

ATCOto retainoperational.

IFATCA cameup with clearpolicyon the subjectof pregnantfemaleATCOs, that variousauthoritiesin the world would

Onemayaguethat hormonal changestake placeduring

take a moreenlightenedview of allowing femaleATCOsto work duringpart of their pregnancy.Havingbeenan ATCOfor the last

pregnancy.Yes,this occursbut mainlyduringearlymonthsof the

nineteenyearsand for that mattera female with two children,I can only urgethe female ATCOsie. thosewho havedecidedto not have any morechildrenor haveyet to go through

stabilizeduring the middle monthsof pregnancyand to

pregnancyand in mostcases

pregnancyto pushthe implementationof the IFATCA policybecausemuchresearchwas done to producethe abovementionedpolicy.

makemattersbetter there is medicinethis daysthat assist thosewith problemsand feelingsick.In suchcases,the ATCOshouldbe allowedtime

NORMAL FEMALE CONDITION

off duty just like their male counterpartswho maybe

Accordingto medicalanalysis,pregnancyis not a normalhumancondition,but a normalfemale humancondition. Therefore,the automatic suspensionof a femaleATCOslicensedue pregnancyis going againsthumanrights since women'sright are humanrights,womenare entitled to full protectionas humanbeings. If anythingthey shouldbe compensatedfor working extra hardon this planetdue to their biologicalnaturethat allowsthem to be useful both sociallyand economicallyat the same time. (Talkof hitting two birdswith one stone; this is a verypracticalexample).

STRESS MANAGEMENT As we all knowAir TrafficControlprofessionis a highlystressfuljob that requiresdecisions madecorrectlyin split seconds.What is peculiaris the medicalstudieswhich have shownthe femaleshandlestressconditions betterthan their malecounterparts.Thisis quite reassuringand thereforeeachpregnancy shouldbe assessedon individualbasiswith relevantmedicaldoctor ascertainingthe normalityof the pregnancyso as to allow the

18

~

'\ ..;.==-....__,_____

,~

incapacitatedfor one reasonor another. (e.g. breakingan arm after one took manydrinks!)

---:.·:-~ ·-.

REPORTS FROM A MEDICAL DOCTOR In the driveto have regulationsamended in manycountries, our controllers associationset ball rolling by requestingthe authoritiesto changethem usingthe IFATCA policyas supporting evidence.The authoritywas very positiveand the then Director(formermale

-THE CONTROLLER

Pregnant ATCO ATCO}evensharedwith us that when he had his OJTat one time in the UKthe supervisorof the shift he was attachedto was actuallya pregnantfemaleATCOand that he never noticedany differencecausedby the pregnancy.However,the authoritywent a step further and requestedthe view of the medical examiner.Theresult, was verysimilarto the IFATCA researchand policy.

Themedicaldoctor reportedbackon both the ATCOand pilots (female}. He did emphasison the fact that applicantswho havea historyof gynecologicaldisorderthat havenot respondedto treatmentor requiremedication incompatiblewith the safehandlingon an aircraftor doingATCduty shall be assessedas UNFIT.In the caseof NORMALpregnancy, the applicantmay exercisethe privilegesof her Pilot/ATClicenseuntil the thirtieth weekof pregnancy.Duringthis periodit is the duty of the Pilot/ATCO to attend all ante-natalchecks as requestedby her doctor or midwifeand: t Adviseher doctor/midwifethat she is a

pilot/ATCOand thereforeany minor abnormalitymaybe significant. t Shouldshefeel unwellor developa

complicatione.g.high blood pressureor anemia,shewill groundherselfand informationthe appointedAviation Medical Examiner(AME} At her post-natalcheck(minimumfour weeks after delivery},sheshouldask her doctor to write to the AMEconfirmingthat shehas completelyrecoveredfrom delivery.TheAME shallthen senda "FIT" letter stating that the officermay returnto unrestrictedduties.

Emphasis wasalsolaidon the factthat pregnancy is not a diseaseprovidedthe pregnancyis normaland without complications.Pilot/ATCOs shouldbe awareof potentiallyhazardous conditionsthat mayaffect the fetus and make a decisionon whetherthey shouldpracticethe privilegesof their licensesor not.

Onceawareof the pregnancy,normally,by two months,the pregnantfemalePilot/ATCO under the careof a family practitioneror an obstetrician,a reportregardingthe Pilot/ATCO fitnessto operateshouldbe written. This reportshall be sentto the AMEafter eachvisit until 30 weeksgeneration.

THE CONTROLLER

Sixto ten percentof normalpregnancies deliverpreterm. Forthis reasoneven Pilots/ATCOs with normalpregnancyare

time they are backwith the certificateof fitnessthey havelost all the validations

consideredtemporarilyunfit after the 30th week of pregnancy,until suchtime as they havedeliveredand certifiedfit by their

you work in an environmentlike ourswhich requiresone to havevalidationsfor all

physicianand re-evaluatedby the AME accordingly.In the caseof confinementor miscarriagethe applicantshall not be permittedto exercisethe privilegeof her licenseuntil a satisfactorypart aim reporthas beenreceivedand re-evaluatedby the appointmentAME.

(Aerodrome, Approachnon radar,Area AirwaysandApproachRadar}you havehad it.

Duringthis periodone is grounded,the male

Fromall the aboveit is clearthat it is truly unfair to havea pregnantfemale'slicense suspendedautomatically.

I hadto battle it out at onetime and took the challengebecauseI was going to missan

PERSONAL EXPERIENCE As previouslymentioned,I am a motherof two and was luckyto havehadvery normal pregnanciesand deliveredboth babieson the estimateddate of delivery(EDD}.In the first pregnancyI felt a bit nauseous,but this was quicklyresolvedwith medication,which did not makeme feel impairedin any way. My appetitewas verygood and in both pregnanciesdoctorsthought I was carrying twins until ultra soundprovedotherwise.

My licensewas automaticallysuspendedas per the regulationsin my countrybut of course one is assignedother duties(basicallyworking on statisticand billing for Aircraft Movements}.

I mustconfessthat at one time while pregnant,I hadjust walkedinto the tower to pick the stripsand movementlogbookto work on the statisticsfor the previousday when I found the DutyATCOwith an emergencyand yet he had a lot of traffic on frequency.I sympathizedwith the whole situationand simplyaskedhim to continuewith the normal traffic while I co-ordinatedthe emergencyfor him. It workedverywell and I managedto get Air Forcechopperpick up the pilot who had just crashlandedin the NationalPark.They broughthim safelyto the airport after one CFS truck had got stuckin mud en-routethe rescue mission.

I feel that the automaticsuspensionof pregnantfemaleATCO'slicenseis unfair becausethe resultis a wasteof human resourcesand leadsto negativedevelopment in that, one is losesabout a yearand by the

thereforehaveto start working on them. If

positionsrated for and your 4 ratings

counterpartskeepmovingin termsof training and promotion(it is that serious}.Hardlyhave I seenany femalewho has beenleft behind recovertheir seniority.

Instructor'sCoursedue to my first pregnancy in 1992. I did travel to New Delhiwith a colleagueand pursuedthe coursewith no problem. Of course,beforetravel I had to get certificationfrom both my doctor and the airline doctorwhile I was only 5 months pregnantand verynormal. Apparentlyduring my secondpregnancyI traveledall the way to Taipeifor the IFATCA conference(annual)from Mombasavia Schipolwithout a problemand was veryactiveevenduringthe farewell dinnerdance.

All in all, eachpregnancyshouldbe accessed on individualbasiswith necessary medical assessment from a medicaldoctorto ascertain the normalityof the pregnancyin orderto allow the ATCOremainoperational.The discrepancyin radiationrisk can be taken care of for all (maleand female}by havingmonitors in operationalrooms. Otherwisewomenwill not be able to rise up in our organizations leadingto silencegenderbias. If one goesby the reportsand researchyou find the pregnantATCO'swould not losevalidations just becausethey havebecomepregnant becausethe periodone is groundedwill be far less. I am currentlystill an operationalATCO occasionallyassistingin the OPSand training office while my coursemates(male)who movedup the ladderunhinderedby pregnancy are out rightly in managementand seniorto me by severalgrades.I havehoweveravoided beingdiscouragedin anywayand urge my femaleATCOsto work harderand provethe point. Thoseon the way to pregnancy, "GOODLUCKWITHTHEPREGNANCY".

19

Training News

he AviationTrainingAcademywas

centrecapableof satisfyingthe trainingneedsof

establishedat its currentlocationon 18 August 1995.Theinitial focusof the Academywas to satisfythe training requirementsof personnelemployedwithin the Air Trafficand NavigationServicesCompany (ATNS).

Thetraining needsincludedengineering

both organisations.

Theservicesof theAcademy not onlyaddressed the needsof theATNSand ACSA,but alsostartedexpandinginto the

T

internationalmarket.TheAcademyprovides trainingin the variousdisciplinesto an average

of 3400delegatesperyear,representing ATNS, ACSAandvariousinternationalcustomers.

The and maintenance,air traffic servicesand quality management system was pursued in an managerialdisciplines.Thequality management effortto increasecustomersatisfactionby systemimplementationwas initiated in the first addressing their specificrequirements and quarterof 1998and certificationwas granted expectations.

Theinitial certificationwasagainst during November1998.ATNSand the Airports ISO9001:1994andwassubsequently converted CompanySouthAfrica(ACSA)establisheda

joint ventureduring 1999to establisha training

20

to the ISO9001.

Thechallenges facedbytheAviation Training Academy Likeall other organisationsand service providerswithin the aviationindustry,the Academyfacedthe challengeof improving servicestandardsand servicequality.The adventof commercialisation and the "userspay" concepthasplacedevenmore pressureon serviceprovidersto performat optimumlevels.Sincethe desiredquality and standardof servicecan only be achieved throughsuitablyqualifiedpersonnel,the same demandsare placedon training providers within the industry.Theinvestmentin

THE CONTROLLER

Training News training is considerableand clientsof training providerstherefore,and rightfullyso, expect only the best in termsof serviceprovisionand results.Thequalityand standardsaspectsare not only applicableto commercialtraining providersbut alsoto internal,non-profitable training providers.Whetheryou wish to exploretheseaspectsfrom a commercialor non-commercial viewpoint,the challenges remaininherentlythe same.In essencethe customersof training providerswould like to havethe besttraining at the lowestpossible costperformedwithin a reasonabletime constraint.

Trainingproviderswithin the aviationindustry haveto satisfythe customerrequirementsfor training.Theserequirementsare drivenby the variouslaws and regulationsof the countries within which the providersoperate,as well as

by ICAOstandardoperationpracticesand recommendations.

Thesestatutoryand regulatoryrequirementscan only be addressed by an organisationwherethe standardsand practicesare regulatedand controlledto ensurequality and hencecompliancewith the variousrequirements.

Someof the mostimportantcharacteristics of services,suchas training,are the elements that distinguishthem from one another.It is the processof creatingand designingservices so that clientsperceivethem as differentor betterthan other competingservices.

The Academyhad to differentiateits serviceand ensurethat clientsperceivedthe service providedby the Academyas betterthan those providedby competitors.Similarlythe Academy hadto establishthe quality levelthat it wantedto achieve.Thisis a relativeconcept sincethe levelof quality of one servicecan only be comparedto the levelof quality of anothersimilarservice.In aviationand aviationtraining the type of serviceand its impacton safetywill determinethe levelof quality.Anotherimportantdimensionof quality is the consistencyof quality.Theconsistencyof quality refersto the degreeto which a service hasthe samelevelof quality over time. It thereforealso relatesto the consistent repetitionof the humanperformanceand the processes to ensureconsistency.

Hencethe Academyhadto put a systemin placeto ensurethat client requirementsand needsare identifiedand satisfiedon a continuousbasis.

THE CONTROLLER

Actions takenbytheATAto improve onitsservicedelivery Theproblemscouldbe classifiedinto two groupswith one groupbeingthe productand the secondthe servicedelivery.As stated previously,training is a serviceand it is thereforeappropriateto focusprimarilyon serviceimprovement.

Thetangiblepart of our businessis howeverimportantand clients needto know what they can expectfrom us.

As a resultit was importantto standardiseour coursesand coursestructures.It assuredthe clientsof the quality of our productandalso simplifiedthe presentationof the courses.The secondissuewas to improveservicedelivery and ensurecontinuousimprovement.

Qualitymanagement system Foran organisationto functioneffectively,it hasto identifyand managenumerouslinked activities.An activity usingresources, and managedin orderto enablethe transformation from inputsinto outputs,can be consideredas a process.Oftenthe output from one process formsthe input into the next.Whenused within a qualitysystem,suchan approach emphasizes the importanceof Understanding and meetingrequirements, the needto considerprocesses in termsof addedvalue, obtainingresultsof processperformanceand effectiveness, continualimprovementof processes basedon objectivemeasurement.

TheISO9001:2000Codeof Practicesupports theseconceptsand it becamethe logical decisionfor the Academyto implementa quality managementsystemthat complies with this internationalstandard.The implementationof the QMSenabledthe Academyto achievethe following: t Establisha policyand objectivesfor the

quality managementsystem.

t Identifyprocesseswithin the organisation and documentproceduresto addressthe processes within the organisation,including the interactionwith clients.

t Establisha mechanismfor continuous

improvement.

t Ensurethat sufficientand adequately competentpersonnelare available.

By usingthe tools providedby the quality managementsystemthe Academywas able to standardisethe coursestructuresand course material.It was furthermorein a positionto controlthe materialeffectively.Thecontinuous improvementprocessenabledthe Academyto identifychangesto courses,implement changesand providefeedbackto our clients.

Thisresultedin a verystableproductmix for our internalcustomers, ATNSandACSA.This basecould then alsoserveas departurepoint for customisedtraining developedfor external clients,when they requirecustomisation.

The implementationhasalsoassistedthe Academy to improvethe servicedeliverywithin our organisation.TheAcademywas in a positionto identifythe needsand requirementsof our clientsand the quality managementsystem providedus with a structureto addressthose needsand requirementsadequatelyandto the satisfactionof our clients.Theoverall performanceof the organisationimprovedas resultof implementingthe quality managementsystem.

Standards maintenance programme Thequality managementsystemin itself has benefitedthe Academygreatly.It did however alsohighlight other areasof improvementfor the Academy.A standardsmaintenance programmewas implementedto supportthe conceptof total quality managementwithin the Academy.Thisprogrammefocuseson the trainersand the standardof training provided.

Theprogrammeis aimedat identifying problemsat an earlystageand to assist trainersthroughcoaching,mentoringand training to achievethe desiredstandard.The programmecoversa varietyof aspectsin order to addressthe statutoryrequirementsand to satisfythe Academypoliciesand procedures.

t Controldocumentsand data (especially

importantfor training material).

TheAcademyhasto satisfythe minimum requirementsstipulatedin the SouthAfrican

t Establishproceduresfor the designof coursesand programmes.

CivilAviation Regulationsand the South AfricanCivilAviationTechnicalStandardsin termsof functionalqualificationsand experienceof trainers.TheAcademyprofesses

t Measurethe performanceof the ATA throughinternalauditsand management reviews.

a policyof recruitingthe peoplewith the

21

Training News correctattitudesfor the job as an additional requirement.Trainersare requiredto complete a coursein instructionaltechniquesand a coursein on-the-job-trainingtechniquesin additionto havingthe requiredfunctional qualificationsand experience.

Trainersaresubjectedto regularstandards assessments.

Duringtheseassessments the trainersare evaluatedfor their performance duringtheoreticallecturesand their

gatheredduringthesevisitsare incorporated into the relevantcoursesas appropriate.

performanceduringpracticaltrainingsessions.

Theassessments areconductedagainstan observationchecklist.Failuresor

Thestandardsprogrammeof the Academy

New trainersat the Academyare subjectedto an inductionprogrammeprior to commencing

shortcomingsin certainareasare identified and trainersare assistedto correctthe problems.Managementcanschedulemore assessments and interventionsif deemed necessary.

Theassessment not only providesa measurement tool for the management, it also providesthe trainerwith the feedbackto grow.

In additionit improvestrainerconfidenceto

their trainingduties.Thisinductionprogramme exposesthe new trainerto the various managersand departmentswithin the Academy.

Thisprovidesthemwith a basicidea of the activitiesconductedby the various departments.

Theyarealso providedwith trainingregardingthe qualitymanagement system.Theprimarytrainingthrust is however aimedat preparingthemfor their training functions.Thenew trainersundergorefresher trainingin the varioustheoreticalmodules wherethey will be involvedand are required to passa written assessment on those modules.Theyarealsoexposedto the simulatorexercisesin the variousmodules

know that they are competentand considered as suchby their peersand superiors.

Measurement andimprovement formspart of the quality managementsystem.

As a resultit is subjectto the same measurements.

Thesemeasurements include internalauditsand managementreview.The resultof the measurements and the actual standardsassessments areactionedthrough the continuousimprovementcycle.This mechanismallowsa structuredapproachto be followedfrom the initial reportingor problem identification,throughcorrectiveand

Academytrainersare requiredto spendat leasttwenty-fourhoursduringa three-month periodin the operationalenvironment.

This exposureensuresthat trainersmaintain

preventiveactions,feedbackto all concerned and verificationof effectiveconclusionby internalaudits.TheQMSand standards maintenanceprogrammecontributetowards gearingthe Academyto addresscustomer requirements and to ensurethat the Academy productsand servicesremainat the cutting

contactwith developmentsin the operational sphere.Theyalsogathervaluableinputsand ideasfrom operationalcontrollersand trainers in the field regardingpossibletrainingproblems

edgeof the aviation industry.Improved measurement and planningcontributetowards ensuringthe efficiencyand effectiveness of the Academyprocesses and hencethe viability of

they mayexperience.

Informationand ideas

the Academyas a businessunit of ATNS.

wherethey will be involved.Herethey are requiredto successfully completea practical assessment on eachof the modules.

---------------------------------------------------------------'

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Maastricht

Jane's

canso

~ ..~htYou C.wiTIUS!

CMp l

l

u,

..

News fromMaastricht ATC2005 PhilippeDomogala

A

s everyyearin February, the ATCworld meetsin Maastricht(Netherlands) for a largeexhibitionof variousATCproducts, and to attend a conferenceorganisedby the Jane'sgroup.Thethemeof this years' conferencewas "Building!rans-nationalATM services"and amongthe manyinternational speakerswas Marc Baumgartner, our own President.

Thetitle of his interventionwas "Controllerpay and conditions:an obstacleto further cost-efficiencies in the ATMsystem?

Theworkforceview."

Marcansweredthe questionverycleverlyby

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stating that, if the salariesand working conditionsdeterminedcostefficiency,then the Africanand SouthAmericanContinentswould havethe mostefficientATCservicesin the world! Healsochallengedthe European methodfor determiningATMcosts.Currently, this is a costrecoverysystem(the Eurocontrol RouteChargessystem)expressedin tonnesper Km flown. Heaskedthe audiencehow many tonnesdoesa radarblip weigh? In the current system,regionalareaswith largelong relativelysimpleelongatedsectors,used primarilyby heavyjets,are extremely profitable.Smaller,very complexareas,with

smalI sectorsand a mixedfleet are extremely expensiveto run, yet their revenuesare far less.

Controllersworking in thesebusycentrescould neverhavethe samecost baseas thosein Oceanicareas. He thereforeadvocateda balancedapproachto the problemwith a more realisticbenchmark.Hesaidthat in Europethe costof ATMwas relativelylow , and that airlineswere receivingvaluefor money.

Anothercontroversialpresentationworth sharingwith you was that of GerardForlin, a LondonBarristerspecializingin Corporate liability and grossnegligencecorporate

23

Maastricht

manslaughter.

Thetitle of his presentation:"Corporatemanslaughter, changingresponsibilitiesfor ATM safety managers",givea chilling messageto the manytop managersin the audience.

Gerard'sbrilliant speechdemonstrated that currenttrendsin criminallaw was to senddecisionmakersto prisonfor their omissions,or lack of actions, in the caseof accidents.Linatewas only the beginning,he said.TodayjudgesseeAviationas another groupthat is usedto regulateitself,and this is consideredas "arrogant" by the judges.

Buildingsafetycasesand writing down procedures, expectingworkersto follow them is simplynot enoughanymore.Judgeswant to seecommitmentto safetyand managers activelylookingto preventhumanerrors.

Havingthe proceduresbook on a shelfwill be uselessunlessyou can proveto the judgesthat their contentshavebeenprocessedand understoodby the shopfloor."Youcan no longerblamethe front line operatorsas before", he argued.Focuswill be undocumented working practicesaimedat expeditingthings (e.g.traffic in our case)but slightlyoutsidethe rules. Thepast tendencies to attack a " system" ratherthan individuals is no longerpopularand today,the managers

24

.A.Panel table with our Presdient at the far right. responsiblefor theseoversightswill be held responsiblein caseof manslaughter.

commander.

Hespokeagainsthavingpoliceor armedguardsor evengunson boardan aircraft.He advocateda pro-activeforeign

Hesaid " It is your responsibilities as managersto preventHumanerrorsfrom happening" And when one knowsthat 80 to

policyto preventterrorismratherthan more guns. Most participantsagreedbut not from everycontinentas you can guess.

90% of all accidentsare dueto humanerror, one can seewhy manyin the audiencefelt uneasyin their seats...

Capt HeinzFreuhwirthof IFALPA gavean interestingpresentationon "Balancingsecurity with enhancedsafety: the view from the cockpit" Hesaidthat the view from the

Finallyan interestingpresentationby John Walker, from the NASAUnmannedAircraft SystemAccess5 project which is aimedat controllingUAVsinto civil controlairspace.He saidthat the useof civil UAVswould expand

cockpitis very differentthat that from an

rapidlyand that accessto civil airspacewas a necessity.

Thefirst decisionwill be to certify them as aircraft (theyare not at the moment).

office window.Hesaidmanagementand pilots were a bit like husbandsand wives:living together,sharingcommontasks,manyideas, but still havevery differentviewson things.

ForPilots,Securitywas a state responsibility and onceon board,the captainwas the only

Thiswill allow them to file IFRflight plansto eveninto classA airspace,and be separated from other traffic like any other aircraft.

Interestingly,during our next IFATCA conferencein MelbournenextApril, a very comprehensive working paperon managing

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Maastricht UAVswill be presentedby our Technicaland Opscommittee.It will be interestingto comparetheir views.

Duringthe event,many Pressbriefingswere held and I attendedtwo of them.THALES explainedthe future trendsof the company, that aimedat keepingan international leadershippresencein ATM.Theysaidthat they will now concentrateon simplificationof existingsystems,for instanceby migratingthe future ATM computersto normalPCsworking on LINUX,and evenreplacingprogram languagesfrom the complexcurrentADAinto the popularJAVA.Theywill alsodevelopwhat they call "Plug and play" easyto install Navigation aids. Thalesis currentlythe marketleaderin ADS-B,with a majorprojectin Australia.Theyare alsoheavilyinvolvedin the EuropeanSESAME ATCintegration project sayingthat this ideawas simply "impossible to resist"andThaleswould like to controlto preventit will becominganotherpaperwork "thing" like we becameaccustomedto in the past.MoreaboutTHALES, plansin a next issue.

Thenext Briefingwas from SITAand DFSwho were introducinga new Data link contract betweenthem. TheGermanANSPDFSordered 27 Stationsfrom the internationalAviation providerSITAto provideData Link(VDLmode 2) servicesto the majorityof the ATCUnitsin

clearancesin all internationalairportsand continuewith en routeATC,(Karlsruhe}in 2007.What is interestingfor IFATCA, is that the DFSsignedfor the ATNcompliantVDL mode2, hopefullysettingthe trend.

Discussions are taking placein Eurocontrolto offer incentivesin the form of route charges reduction, to airlineschoosingto equipwith VDLmode2 data link. Shouldthey succeed, we couldseedata link boomin Europein the comingyears.

In the Exhibitionarea( hugethis time} many new productswere displayed.Besidesthe usuallargestandsofTHALES,RAYTHEON and LOCKHEED-MARTIN, a multitudeof smaller companiesdisplayedtheir products.Thetalk of the showwas the arrivalof newTFTscreens that aimedat destabilisingthe currentleader in the market on the radardisplays:BARCO (whichitself overthrewSONY). Thelatest2k x 2k screensshownwere of equalquality but of courseat lower price.Thewinner in my opinion was the rectangularscreenmadeby APPLE and shownin the SkySoft-ATM stand.This smallSwisscompanyhad cleverlyintegrateda newApple "off the shelf"TFTscreen into a console.Thechangefrom squareto rectangular is ergonomicallynaturaldespiteits slightly

lower dispalyedsurface(64 x 40cm insteadof 52 x 52cm).But rectangularquality is better and its priceis 10 times lower.

AnotherproductI likedwas displayedby the UKbasedDRAKEin the Voice Communications (VCS)area.Finally,someone hascomeup with what controllerswanted from the beginning - pushbuttonsinsteadof all thosenew moderntouchscreens, that we were told was the norm.Thenew item would fit perfectlyin thosecontrolTWRswhere sunglaresaffect readability.It would suit peoplelike me that often havedry fingers (no jokesplease!) and haveto tap twice to get the connectiondoneon thosetouchscreens.

More about thesetwo productsin a next issue.

Anotherimportantannouncementwas that the NLRresearchestablishmentof the Netherlands were to mergesomeof their ATMresearch activitieswith the Germanresearchinstitute DLR. Of coursemanyother thingswereworth seeingor hearing,but spaceis limited.Seeyou in Maastrichtnext yearfor the 2006ATC exhibition.

T Gerard For/in

Germany.Theywill start with pre-departure

T Marc Baumgartner

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lnte\\iq

25

ATC TOC

TheFIRST JOINT IFALPA ATSCommittee and IFATCA-TOC Meeting Philippe Oomogala ◄ On the photo you can see from left to right and starting from the top:

Capt Paul McCarthy ( IFALPA EVPT); Heinz Fruewirth ( vice chair ATS ); Marc Baumgartner (PCX); Andrew Beadle (EVPT); Doug Churchill (EVPP); David Guerin (Tech secretary); Miguel Marin (Vice Chair ATS); seated: your servitor ( as IFATCArep to the ATS) Akos Van der Plaat (Chair TOG) and Christian Denke (Chair ATS).

Finallyafter manyyearsof discussions and attempts,the 2 committeesmet in Noordwijkerhout, a smallbeachresort town, nearAmsterdamin Hollandon 6 November2004(Okyou cancall it a beachresort,but in Novemberin Holland),

FIRSTMEETING ANDALREADY A E"

Amongthe otherssubjectsthe joint meeting debated,werethe needor not to repeatlevel

the emphasisshouldbe on delayingthe

restrictionsin subsequentclearances, altimeter correctionfor extremecold weatheroperations, Downlinkingto ATCof TCASResolution advisories(RAs),and of courseself separation

proposedimplementationdate (1 January

and separationassurancesystems(ASAS).

Oneof the maintopicsof discussionwasthe (by then) imminentimplementationof RVSMin the AFIregion.Thejoint meetingagreedthat

2005). Themeetingagreedon a double Themeetingwasc-o chairedAkosVander Plaat(ChairmanTO() and ChristianDenke (ChairmanIFALPA ATScommittee)It was attendedby all membersof both committeesplusour President& CEO (MarcBaumgartnerand EVPT(Andrew Beadle),IFALPA POEVPT(CaptPaulMc Carthy)andJohnFuentes(IFALPA RVP NAT)Andrew startedthe proceedingsby sayingthat both groupsaretrying to fly aircraft,onefrom the groundthe other in the air but it is the first time both groups havefinally met.

26

strategy- (i) addressIATAon the deficiencies in generalof the ATSsystemin someStatesof the AFIregionand (ii) developa joint statementfor ANSPsand ICAOprior the RVSM ICAODecisionmeetingin Dakarplanneda week later. A smalljoint IFATCA-IFALPA drafting group produceda common statement.Thiswas draftedin a form of an ICAOpaperthat was presentedlater at the

Themeetingconcludedby a Dinner,organized and sponsoredby the DutchPilotsAssociation (VNV)in one of the nicetypicalrestaurantson a smallislandjust off the coast.Theboat that took us therefirst followedsomechannels, whereold windmillsand nice housesthat made us feel we were insidea Monetpainting. Our IFATCA PLC(old SC4)was alsomeetingin the samehotel at the sametime andwas invited

pointsand decidedto delaythe introductionof

on this occasionDuringthe Dinner,many exchangesof viewstook place,(not all fit for publication!)and one thing is certainis that both sideswant to meetagainon a more

RVSMin that region.

regularbasis.

Dakarmeeting.We are pleasedto announce that, the Dakarmeetingacceptedmostof our

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Legal Liability Workshop

SLATCA host"Legal Liabi Iity oftheAirTraffic Controller" workshop Contributed bySLATCA

of hostingthis eventmight be a strainon its finances.ThePresidentrequestedand obtained an audiencewith the actingGeneralManager for the SaintLuciaAir and SeaPortsAuthority {SLASPA} Mr.MichaelFedee.

Thisorganisation is directlyresponsiblefor the airportsand consequently ATCin St.Lucia.At that meeting the plan,rationaleand budgetfor the proposed workshopwas presented.

AlthoughMr. Fedee indicatedhis reservationwith SLATCA consultingthe Authorityseeminglya little late in the planning,he supportedit and ensured that SLASPA would fund the workshop.He directedSLATCA to ensureas muchlocalATCO participationas possiblealongsideother MAs and alsodirectedboth airport managersat the

0

n Tuesday31 August2004,thelong awaitedworkshopon "the legal liability of the air traffic controller"took placeat

the BayGardensInn, RodneyBayin St Lucia.

Dr.Gabriella Logatto,deputypresident-lFATCA, facilitatedthe workshop.Participants were from host countrySt Luciaand neighbouringislands of Antiguaand Barbuda,Martiniqueand TrinidadTobago.Unfortunately, ATCOrepsfrom Barbadosand St.Vincentwere unableto attend dueto the breakdownof the aircraftthey were scheduledto travelon. However,the latter have

islandstwo airportsand SLASPA's corporate secretary/legal officerto attend.SLATCA remainsgratefulto Mr.Fedee and SLASPA. consultationwith Dr.Logatto.It evolvedfrom ATCOslearningand readingabout recentATC incidents/accidents, which havehad a serious impacton ATCpersonnel,mostnotablythe Uberlingenincident.In St.Luciaand the same maybe true of manyother MAs,there is a lack of clearlegislationon ATCOliability issues.In an attemptto beginthe processof establishing clarity in our areatoward,the workshopplan was initiated.

sincebeenforwardedCDcopiesof the presentation.

SLATCA at first intendedthat this exercise would be an educationaltool for ATCOslocally.

After discussingits importanceand relevance, it wasthen extendedwith invitesto our

Theidea for this workshopwas the brainchild of SLATCA presidentLambertRemyin

neighbouringcolleagues, who expressed great interest.SLATCA then consideredthat the cost

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Theday beforethe workshop,the DPpaid courtesycallson the primeminister,Dr.The Hon.KennyAnthonyand the generalmanager SLASPA. Theprimeminister,a lawyer,seemed verygraciousand askedmanyquestions.He expressedkeeninterestin the workshop subjectareaand suggestedthat SLATCA should makea proposalto cabinetfor perusal.This visit waswell coveredby the pressand receivedcoverageon the nightlyTV newscast and on radio.Theworkshopalso received extensivepresscoverage.

Theworkshopopenedwith a formalopening ceremony, wherenotably,Mr.Alva Baptiste,civil aviationofficer in the Ministryof Foreign

27

Legal LiabilityWorkshop Affairsand CivilAviation,gavea stirring addresson the ATCprofessionand the treatmentof ATCOsoverthe years.Mr. Baptiste,a formerATCO,waswell received.So too was Dr.Logatto,who outlinedwhat the workshopintendedto achieve.All senior managersof SLASPA attendedthe opening ceremonyand congratulatedSLATCA on a job well done

--------~--LegalLiability lQ) {lfrhr

'-'

ir TrafficController

w

'uestlay ,.,,f.,IN

"

TheDPpresentedthreetopics.Thefirst (main topic)dealt with the legal liability of the ATCO, shediscussedthe generalprincipalsof the laws of liability,differencesin the root lawsof Romanand /or AngloSaxonorigin,differences betweencivil and criminallaw/liabilityand their impacton an ATCOdependingon the type of court in which a casemaybeheard, the liability of the Air TrafficServicesas it relatesto the five (5) main objectivesof ATC, IFATCA policyand lastlythe future Satellite based-globalaeronauticalCNS/ATM systems and servicesprovidedby non governmental agency.Thiswasa very interestingand detailedpresentation.

Thesecondtopic dealtwith the issueof "Just Culture".Thisareaof discussionbrought tremendousfood for thought.In a nutshell "JustCulture"appearsto be an attemptto createan environmentwhere"blame storming"is not the ultimatefocusbut "brain storming".It seeksavenuesfor ATCOsto

report incidentsand concernsfreelywithout havingthe fear of reprisalthereforeallowing all possibleparametersto be discussedand/or investigatedwith the objectivesof having positiveand timely changesor restructuring whereapplicableto preventfuture occurrences.

Thisleadsto a transparentsystem whereskeletonsare not kept in the closet which maycomebackto hauntall concerned.

TheDPstressedthe needfor ATCOsto alert authoritiesin writing whenthey haveconcerns about conditionsof work and in particular apparentfaulty equipmentor tools.

Thelast topic was verysobering.It wasa slide generatedand comprehensive reportof the

incident/accident at Uberlingen.ATCOswere deeplyaffectedand givena renewed appreciationfor their responsibilityby this presentation.

TheDPwasthen askedsome questionson the topicspresentedand a short but livelydiscussionensued.

All consideredthe workshopa greatsuccess.

SLATCA was indeedgratefulto have Dr.Lagattaas its guest.Herwarmth,generosity and abilitiesare muchappreciated.

Thework hasjust begunand shehasofferedher assistancein that regard. SLATCA, on behalf of its sisterMAsthanksIFATCA for makingthe DP'svisit possible.Bestwishes!

THECONTROLLER CHANGEOF SUBSCRIPTION ARRANGEMENTS With effect from 01 June2005,the arrangementsfor new and existingsubscriptions will be transferredto the IFATCAOffice in Montreal. Until that date, requestsfor new subscriptionsand any queriesrelatingto subscriptionsshouldbe addressedto the currentSubscriptionsManager,StephSimmonds.

Pleasesee pages 16 for the currentdetails.

28

THE CONTROLLER

Burn-out Syndrome

BURN-OUT SYNDROME FromUruguay totheOACTAM Rosanna Baru

S

omejobs suchas hospitalstaff,police, socialworkers,teachersand especially air traffic controllersthat are responsiblefor people'ssafety,can be essentiallystressful.

Stressat work mustbe recognizedand addressed.

We believethat neitheremployers nor governmentare taking theseissues carefullyenoughin referenceto ATCO's professionin Uruguay,maybebecauseof the lack of informationaboutthe characteristics

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andjeopardyof the Burn-OutSyndrome.

ACTAUruguaybecameconsciousthat health disordersand safetyproblemsaroseamong membersthat were exposedto constant pressuresfor the hugeresponsibilityof the professionand to which we could add the surplusof:

t Equipmentthat is frequentlybreakingdown becauseof its poor maintenance

t Job insecurityand non careerevolutiondue

t Low salaries

t Non-appropriatepolicieson ATM/CNS. t Lackof job satisfaction. t Insufficienttraining.

to the growth in "contractingout" t Inadequatestaff and not sufficientresources

Shouldthesestressfulworking conditions continue,someindividualswill sufferfrom the

29

Burn-out Syndrome BurnOut Syndrome.

TheBurn-OutSyndrome, first studiedby C. Maslachin 1970,is actually recognizedand takeninto considerationby the InternationalHealthOrganization.

felt verystrongly,beingcloselyassociatedto the physical,mentaland emotionaldistress, with an insidiousevolutionaryprocess, with the risk of reachingan acute,or a chronicstage.

WhodoesthisSyndrome affect?

Areyoufeelingthisway?

ThisSyndromeaffectsspeciallythoseselfdemandingprofessionals who arereally

Theresponseto stressat work shouldnot be a

engagedwith their job, reachinga high level of compromisewith their task,combinedwith very ambitiousideals.

Eventhough,this Syndromecanaffect everyonein a differentway and/ormoment, havingnot only the possibilityto inducean incidentor an accidentexposinghuman beings,but alsohavingthe imminentout significantamountsof moneyin liability

privatematterwhichwe mustovercomeby ourselves.

It is importantthat management, workersand laborrepresentatives, supportand assistthose sufferingfrom stress-related symptomsor illnesses.It is alsonecessary to developspecific workplaceprocedures.

Whatcouldwe do?

ACTAU's executiveboarddecidedto start a

surveyof occupationaldisordersand measures on burnoutconditions,initially in Uruguayand in coordinationwith OACTAM's members,to continueafterwardsin the restof the countries.

BurnoutSyndromeSearcherSpecialistPsychologist Ingrid MariavonVietinghoffScheel,will implementthis surveyand the main tool that will be usedis the Maslach BurnoutInventory(MBI)whichwas createdby Maslachand Jacksonin 1981in California,US. Do you havemoreinformationabout Burnout Syndrome?If you want to shareyour experiences on "Burnout", or haveanyextra information,pleasesendit to: RosannaBaru actaudir@yahoo.com.

importantamountsin meansof indemnification.

WhicharetheBurn- OutSymptoms?

Thelack of knowledgeabout this disorder

AirTraffic Controllers' Association Organization of MERCOSUR{OACTAM)

hindersto takethe adequatepreventive measuresand is usuallyrecognizedonly during

Argentina,Bolivia,Chile,Colombia,Paraguay, Peruand Uruguayhaverecentlysignedthe

the veryacutephasesof it.

basisfor the Constitutionof the newATCO'sAssociationOrganizationof MERCOSUR (OACTAM).

Thebasiccharacteristics that can helpto detectits insidiousdevelopmentare: i. Physicaland mentalfatigueand emotional devastation. i. Negativefeelings,and deterioratingself image(depersonalization) i. Feelingsof helplessness and hopelessness with somaticsymptomsand consequently a high levelof absenteeism at work i. Proneto illness,experiencinglongercolds

Thisgroupworksin a cooperativemannertogetherwith IFATCA in orderto promoteand upholdhigh standardsof knowledgeand professionalefficiencyamongAir TrafficControllers from the AmericasRegion.

Oneof the mainaimsof the Organizationis to upholdInternationalCivilAviation Organization(ICAO)and InternationalLaborsOrganization(ILO)standardsreferringto the ATCO'scareerand working conditions.TheOACTAM alsosustainslegislationand regulations, which increaseand protectair navigationsafetyand encouragethe recognitionof the professionof Air TrafficControl(ATCOs) within the Americas.

The3rd Meetingof this groupwill be held in Lima,Perunext Marchand will continuewith the searchingof solutionsof the basiccommonproblemsand deficienciesin the region.

and extendedheadaches.

Thisdeclining healthcouldbe worsenedby poor eating habits. i. Psychological problemslikethe lossof selfesteemand a growingdissatisfactionat work,turningto alcohol,smoking,or the useof drugs. i. In addition,the personcouldfeel omnipotenttaking chancesand exposing themselvesand othersto risks,both on the job and off.

Thisis by all meansa negativesituationwhere the difficultiesand the senseof tirednessare

30

~Monreviaeo - Carrasso~lnternational.

THE CONTROLLER

Spotlight

~ JJu-iJj fj } J-i on CorporateMembers KevinSalter - ContributingEditor,CorporateBusiness Welcometo 2005'sfirst Corporate Membersfeature

Spotlight Thankyou,oncemore,to thoseof you who contactedme regardingthe last article.Yourfeedbackis veryhelpfulto me to ensurethat Spotlightmeetsthe needsof our membership.

In this issueI havechosento look at 'what's happening'with various corporatemembersstartingwith a companythat was not 'Spotlighted'last year:

calculationsof ICAODoc8168for PANS-OPS, to be quicklyand accurately drawnto developa procedure.Usingthese softwaretools,procedures canbe completedin a fractionof the time requiredwhen processing them via traditional,manualmethods.

Wx-systemhaveannounceda new trainingcoursefor Air Traffic Controllers,"Understanding the RNAV environment for ATCpersonnel" In their pressreleasetheymakethis statement: "We are verydelightedto announcethe NEWWXSystems TrainingCourseon RNAVfor Air TrafficControllers.

TheAir TrafficController- Pilot relationshipis basedon trust.Trustthat the personon the othersideknowswhat he is doing,that he knowswhat decisions to takeand that ordersareexecutedas expected.

WX- systems AboutWXSystems: WXSystemsLimitedhasevolvedfrom WavionixSoftwareLimited.Wavionixwas formedin 1990with the aim of developingsoftwaresolutionsin the field of air navigationprocedures.

As a result, the companymakesthe new WX1TM Seriessoftwarerelatedto specificareas of aviation;instrumentapproachand departureprocedures, aeronautical informationservice(AIS)and airspace design.WXSystemsalsosupplies softwarefor airportsafeguarding.

WXSystemsprovidesa set of software tools,whichenablethe complex

THECONTROLLER

Furthermore it is basedon trustingthe complexand stateof-the-arttechnology involved,trustingthat the otherperson knowswhat the equipmentcando and what it cannotdo.

WXSystemsareconvincedthat with the implementationof modernRNAV technologiessuchas DME/DME or Satellitenavigation,SBASand GBAS (SpaceBasedand GroundBased AugmentationSystems) thereis a new issueto be addressed: "TheAir TrafficControllerhasto be aware of the advantages and evenmore importantlyof the limitationsof such technology."

Thishe canonlyachieveby exploring their technologiesdown to their basics:

t Whatexactlyis the precisionof a signal derivedfrom Satelliteswithout augmentation? t Whatphenomenamakeit impossibleto haveabsoluteaccuracywith modern RNAVtechnology? t Whatarethe criteriafor designing procedures? t Howarethe procedures codedinto the navigationdatabaseand finally how are thosecodedprocedures executedby the aircraft?

In the course"Understanding the RNAV environmentfor ATCpersonnel"the Air TrafficControllerswill find the answers to the abovequestions.

Theirknowledge will makesure,they can usethe advantagesof an RNAVsystemto its full extendand they canthereforeincrease their personalcapacityfor handlingtraffic and facingtoday'schallengesin a modern ATCenvironment.

WXSystemspridesitself on supplying highqualityeducationonlyto authorised individualsworkingwithin International AviationAuthoritiesor Air Navigation ServiceProviders.

WXSystems Air NavigationTraining hasdesignedthis coursefor Air Traffic Controllerswith no specificInstrument FlightProcedureDesignor ICAO document8168(PANSOPS/ Aircraft Operations)background.

Thecourseis limitedto no morethan twelvestudentsper session,in orderto ensurethat everyonereceives personalised, directtuition.

31

Spotlight

--------

-

"Understandingthe RNAV Environmentfor ATCPersonnel" CourseDates 2005: May 23rd - 27th 2005 Location:Saanenm"ser - Switzerland Oct 31st - Nov 4 2005 Location:Singapore

Forfurther informationon theirTraining Courses, pleasecontact training@wx-systems.ch A full list of availablecoursesas well as the courseschedulecanbe found in the trainingsectionof their website. http://www.wx-systems.ch WXSystems, P.O.Box2652,CH-3601Thun Switzerland, Tel.+41 33 221 79 10 Fax.+41 33 221 79 12 Now let's lookat how our longterm partner,is strengtheningits leading positionin Asia.

.

.

.

VARANASI

BHOPAL

RANCHI

•VAOODARA INDORE

•MANGAL:RE

COIMBATORE

i •

TIRUCHI

PALI

A The 11 Indian Airports to be installed with Terma A TIS systems

I TERMA®I India TheAirportAuthorityof India(AAI)is addinga strongboostto the market positioningof the world's leadingsupplier of AutomaticTerminalInformationSystems (ATISNOLMET) in Asia.AAI ordered11 data link-basedATISsystems.

Already, TermaATM'sATISsystems, in data link and voiceconfiguration,are installedand operationalat multipleinternationaland regionalairportsin six Asiancountries.

TheD-ATISsystem(D=datalink) gives pilotsthe optionof accessing the required weatherinformationvia radiochannelsor data link.With the data link facilitythe pilotsdo not needto manuallycopylong ATISmessages (weatherinformation),but canprint themon the cockpitprinter, which reducesthe workloadof both pilots and controllers.Otherbenefitsby receiving ATISmessages via data link are increased operationalefficiency,reducedchannel

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load,and that the riskof communication errorsis minimized.

TheD-ATISsystemsdeliveredto the AirportAuthorityof Indiaarefully automated,be it via data-linkor voice.

With D-ATIS, pilot entershis/herrequest on the aircraftcommunication addressing and reportingsystem(ACARS).

In response, the systemautomaticallyverifies the request.Oncecomplianceis established, an automatedmessage containinga formattedATIStext is generatedand transmittedto the cockpit usingone of two networks(bothSITAand ARINCare availableon the D-ATIS networkto provideredundancy).

This savestime and simplifiesthe broadcast and receptionprocesses of ATIS informationfor the controllerandthe pilot as comparedto traditionalmanualvoice broadcast.

Writtentext transfersecures informationaccuracywhichcontributesto air safety.Furthermore, data-link

transmission alleviatesradiofrequency congestion.

Automatedvoicebroadcastis available at all times.Datafrom externalsources are automaticallydecodedand converted into a high qualityvoicebroadcast typicallywithout any human involvement.Dataenteringthe system are automaticallyvalidated,and if required,presentedto the uservisually or audiblyin the caseof syntaxerrors, out of rangedata or when user acknowledgement is required.Manual input of data is providedvia a userfriendlyhumanmachineinterface(HMI).

Theinterfacehasbeendevelopedin close co-operationwith operationalstaff from TermaATM'sinternationalcustomerbase to supportthe functionalitiesrequiredby the end users.

The11 D-ATISsystemsat geographically dispersedsites,from northto southof India,will be connectedvia a wide area

Tle!ECON"fROLL.ER

Spot!ight network.Eachsite comprisesa main serveranda hot standbybackupserver with a remoteoperatorposition.Each systemhasa built-in request-response data-linkconnection,and interfaceto the customer's AutomaticMessageSwitching System(AMSS)and X.25switchthat providesmaximumperformance.

The systemprovidesfor a combined arrival/departure ATISbroadcastservice usingboth data-linkand syntheticvoice technology.

Thesystemsarefully redundantwith a backupserverat eachsite.Thebackup serveris constantlykeptup-to-datewith the mainserverso that it canfully functionas a mainserverwhenan immediatetake-overis required,thus securingan uninterruptedoperation.

TermaATMis the majorglobalsupplier of ATISNOLMET (data-linkandvoice) systemswith an installationbasecovering Europe,Asia,MiddleEast,Africaand the Americas.

And finally oncemore,

SaudiaArabia SaudiArabiaselects Thalesfor nationwide airtrafficcontrol system - Advancing airtrafficsafetyin theMiddleEastThePresidency of CivilAviationof the Kingdomof SaudiArabiahasawardeda turnkeycontractvaluedat around40 US million dollarsto Thalesfor a nationwide EUROCAT air traffic management system.

Thaleswill supplyair traffic en-route controlcentresfor RiyadhandJeddah and approachcontrolcentresfor Riyadh, Jeddahand Madinah,coveringabout50 controllersworkingpositionsoverseven sites.Thenew systemwill provideall air traffic controllerswith advancedflight

planand radarprocessing capabilitiesand an integratedview of air traffic throughoutthe Kingdom.

Thales'EUROCAT systemwill process air traffic data from the existingnetwork of radarsas well as providing ADS/CPDLC* coveragefor traffic in non-radarairspacethroughoutthe Kingdom.

Thenew systemhasbeendesignedto provideextremelyhigh levelsof reliability and redundancy, includingthe capability wherebyeitherof the two en-routeair traffic controlcentrescan,if required, taketotal controlof the wholecountry's airspace.

Thiscapabilityenhancessafety for all civilianaircraftand passengers.

PrinceSultanBinAbdulAziz,2nd Deputy Premier,Ministryof Defence& Aviation, declaredafter the signingceremonyon 26 December 2004:"TheProjectwill ensure that the Kingdomof SaudiArabia continuesto providethe bestservicesfor the growingair traffic operationsin the region,in compliancewith the most advancedinternationalstandardsin AirspaceSafetyand meetingICAO RegionalPlan;this extendedcapability will allow Kingdomof SaudiArabiato attract moreinternationalairlines companiesand thereforeto generate morerevenues."

Alexandrede Juniac,SeniorVicePresident ThalesAir Systems, commented:"Thalesis proudto contributeto this significantstep in the realisationof the SaudiAirspace ControlSystemmodernisation programme.

Thiscontractcontinuesto confirmthe Kingdomof SaudiArabia's confidencein Thales,buildingon a partnershipthat datesbackmorethan thirty years".

Underthe four yearscontract,Thales will supplyextensiveoperationaland technicaltrainingand ongoingsupport and logistics.

In air traffic control,Thaleshassupplied

SaudiArabiawith ATCsystemsand radar at KingFahdInternationalAirport (Dammam)and a comprehensive range of navigationalaidscountrywide.

Thalesis a world leaderin Air Traffic Managementwith similaradvanced EUROCAT air traffic management systems integratingflight plantracks,radardata processing successfully deliveredto customersall overthe world.

• AutomaticDependentSurveillance / ControllerPilot DataLinkCommunications: surveillance facility for the management of air traffic overoceanicand large continentalareas

SerbiaandMontenegro Thaleswinsradarcontracts in SerbiaandMontenegro - NewModeS radar implementation in Europe TheSerbiaand MontenegroAir Traffic ServiceAgency(SMATSA) hasawarded two contractsto Thalesfor the supplyof threeprimaryradarsand of two secondaryradarsfor Serbiaand Montenegroas part of the air traffic managementmodernisationprogramme.

Thaleswill installtwo STAR2000S-band solidstateapproachprimaryradarscomountedwith RSM970 ModeS monopulsesecondarysurveillanceradar on the Kovionaand Murtenicamountains in Serbia.OneSTAR2000 radarwill also be installedat Podgoricaairportin Montenegro.

Theradarswill improvethe terminalapproachof Belgradeand Podgoricaairportsand the en-route controlfor Serbiaand Montenegro.

The RSM970 S a is full ModeS radar accordingto EUROCONTROL specifications*.

Mr Stankov,SMATSA's Director General,stated: "Thesenew radarswill contributeto increasethe safety, efficiencyand reliabilityof air traffic managementin Serbiaand Montenegro and with the Thales'ModeS radar,we play an importantrole in the implementationof ModeS in Europe."

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Spotlight VictorM. Aguado,EUROCONTROL's DirectorGeneralrecentlysaid: "The airspacein Serbiaand Montenegrois of greatstrategicimportancefor traffic to thesouthernBalkansandsouth-east Mediterranean, accountingfor approximately250,000flightsper year."

informationconcerningthe identification, azimuth,rangeand true altitudeof aircraft.

Germany ThalesSurfaceMovement Control System operational at Munich Airport -Newtoolsprovide controllers withaccurate trafficinformation-

Thesenewcontractsin Serbiaand Montenegroillustratethe strong involvementandexpertiseofThalesin the deploymentof ModeS in Europe.

Thales'AdvancedSurfaceMovement Guidanceand ControlSystem(A· SMGCS) hassuccessfully completedits trial operationand is now fully operationalat MunichAirport,a major hub at the heartof Europewith the fastestgrowthamongthe European Top 10 airportsin 2004.

CzechRepublic Thalessupplied ModeS radarin CzechRepublic goesoperational TheAir NavigationServices of the Czech Republic(ANSCR)hassuccessfully put into operationalusethe ModeS RSM 970Sradarsuppliedand installedby Thalesin Pisek(Southwestof Prague).

ThalessuppliedSTREAMS* to Munich AirportAuthorityFMG(Flughafen MunchenGmbH)as a state-of-the-art integratedsolutionto safelymanagethe airportsurfacetraffic fromthe final approachto the parkingpositions.

Connected to the STREAMS systemare two surfacemovementsradarsand two approachradarslocatedto the north and southof the airport.

ThisMonopulseSecondary Surveillance ModeS radarinterrogatesaircraftin Selectivemodeaccordingto EUROCONTROL specifications*with full ModeS capabilityfor Elementary, Enhanced Surveillance (EUROCONTROL) and for data link.

Thenew systemat MunichAirport is an importantexampleof Thales'expertise in enhancingsafetyat airports.Thales STREAMS systemsand components are installedat airportsworldwide,including Germany,France,Italy,Poland,Ukraine, Mexico,SouthKorea,andThailand.

*AboutSTREAMS STREAMS, SurfaceTrafficEnhancement andAutomationSupportsystemis Thales' A·SMGCS (AdvancedSurfaceMovement Guidanceand ControlSystem).

This modularand scalablesystempermitsto enhanceairportefficiencyand safety, supportingthe safe,orderlyand efficient movementsof aircraftand vehicleson an airportsurface.

Thisconcludesthe first featurefor 2005.

I would liketo take this opportunityto oncemorethank

lbenAndsager

• EurocontrolModeS Specification(EMSV3.08:last version}

Thesystemprovidesto apronandtower controllersan accurateand integrated traffic informationin onescreenpicture coveringmovementsof aircraftand vehicleson all the airportsurface(i.e. apron,taxiwaysand runways).With the datafusionof multipleradarsensors and the high performance trackingand displaysystem,aircraftmovementscan be locatedevenin high densitytraffic areas.

ThesystemcanalsointegrateThales' equipmentprovidingalertsto controllers in caseof aircraftsconflicts,runway incursions.

Thaleswasawardedthe contractfor the Pisekradarin June2003by ANSCR.The radaris connectedto the Thales' EUROCAT air traffic management system locatedin Prague.

PetrMaternaDirectorGeneralof ANS CRsaid: "ANSis proud of being amoungEuropeanleadersin ModeS and ve,ysatisfiedwith theoperational useof the Thales'RSM 970 S ModeS radar.Thisis a new importantmilestone in the long-termco-operationbetween ANSCRand Thales."

ModeS is an evolutionof conventional secondarysurveillance radar,providing air traffic controllerswith higher surveillancedata integrityand accurate

hasaugmentedour alreadyhigh standardsof safety,evenunderdifficult weatherconditions,which happen regularlyin our geographical area.The systemwill reinforcethe airportsafety and capacityof MunichAirportas we increaseour annualpassenger throughput from 26.8 million in 2004to a forecasted 48 million in 2015.

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ThorstenSchneider, projectmanagerat FMGsays:"With the supportof Thales we havebeenableto furtheroptimize safeand continuousgroundoperations at MunichAirport.TheThalessystem

WX-SystemsClientServiceManager

Kasper Rasmussen TermaDirector,PublicAffairs

JoelleLebreton ThalesCommunications Manager without whosehelpthis featurewould not havebeenpossible.

Onceagain,to our corporatemembership, if you would like your companyto be the focusof'Spotlight',or if anyreaderhas anyquestionsor would like further informationon anytopic that was covered,pleasecontactme usingthe following address: KevinSalter,IFATCA ContributingEditor, Corporate Business, Flugsicherungsakademie, Am DFS·Campus 4, D-63225Langen Tel: + 49 (0)6103707 5120 Fax:+ 49 (0)6103707 5177 E-Mail:kevin-john.salter@dfs.de or E-Mail:kevinjsa1ter2008@aol.com

Charlies Column

manypassengers you loseto the competition becauseof thesemeasures.

COLUMN

I bet you someonewill think about removing the arm restsone day!

OVERHEARD IN THEFREQUENCY: At this majorairport,wherethe cargo terminalis locatedon the othersideof the runway,groundcontrollersneedto know in advancewherethe aircrafthasto park.

Sometimes they canguessthis from the call

CHARLIE'S LAWSOFAVIATION PHYSICS II Whenyour planeis late your connectionis on time II Whenyour planeis on time your connection is cancelled

sign,but someairlinesoperateboth passengers II Whenyour planeis aheadof schedule,your and cargo,so controllershaveto ask: connectingairline is on strike.

ATC: Are you haulingpax or boxesthis evening?

FALLING BITS ( Continuing Story) Pilot : (In a terribleTexanaccent)" Wellsir, I've got 'bout 300 unitson boardand I reckon 'bout half of themgot boxes..."

DISCUSSIONIN THEOPSROOM: A Supervisoris askingone of his controllersfor advice:I am startingto havedifficultywith my love life...

Controller:no problem,do like me,run 5 Km everydayand after 2 weeksit all will be OK

A CEBUPacificDC9on a domesticflight lost part of its tail shortlyafter landingin the centralPhilippineslast December, causingsome panicbut no casualties.

TheDC-9safelytaxied to the passengerrampat Taclobanairportand off-loadedall 68 passengers and crew.

Thetail endsectionof the fuselagelocated right underthe verticalstabilizerdetachedand fell to the runway."Passengers panickeda bit the reportsaid.

again..

2 weekslater,the controller callshis Supervisoron his mobile: And how is your love life now?

Supervisor: / don't know I am 70 Kmaway from home...

Thepassengers apparentlypanickedwhenthe conefell off. An investigationwas underwayto determinethe cause.Thefact that the aircraft wasa bit old hasprobablynothingto do with it - of course.

INDIANSTORIES: MUMBAIILSLOCALISER LastDecember, a lot of flights weredelayedin Mombaiairportdue to the non availabilityof the ILSon its main Runway(27).TheILS localiserhad been stolenduringthe night . The largealuminiumantennahad beencarefully dismantledand smuggledout of the airport.

Attemptsto find it failed,and we heard officialssayingthey were watchingE-Bayto find out if it would resurfacethere.

DELHIX In January,in the IndiraGandhiInternational Airport in New Delhi,aroundmidnight,when the terminal wasfull, a pornographicfilm cameup on the televisionscreensall around the airport.Theauthoritiesfirst explainedthat it wasan educativeprogramagainstAIDS,but laterthey admittedthat someemployeeswere watchingthe film secretly,but that a false manoeuvrehad transferredthe film into the wrong channel.. . It lasted20 minutesbefore the "program"wasabruptlyshut down.

Thestorydoesnot sayif somepassengers returnedthe next nightshopingto watch the follow up.

PILLOWS MODERN AIRPORTS I am usinga bright colouredsuitcase,aimedat locatingand retrievingit rapidlyon arrival.

Somemodernairportshaveconcourses made

It is not only Ryanairthat is innovativein its ideasto cut down costs.(removingwindow blinds,seat pockets,etc...). AmericanAirlines

happeningon the tarmac.

announcedthat they decidedto removeall pillowson its MD80fleet in orderto reducethe time it takesto cleanthe planeson arrival.The

Whenyou walk to your gate you canseeyour luggagemovingawayfrom yoursupposed aircraftand going in the oppositedirection.

removedpillowshave beentransferredto other aircrafttypes.Someone new in the airlinepossibly

of glass,so that you canwatch everything

Youreturnin a hurryto the deskto ask confirmationof your flight's gate. Youare told this is normal,but youwill now haveto hurry backif you do not want to missyour boarding...

Morale: To havea suitcasein a significant bright unique colourdoesnot guaranteeyou will seeit fasteron the belt on arrival,but will only makeyou anxiouson departure.

THE CONTROLLER

NOSEDOWN Whentaking visitorsinto the cockpit,evenif the aircraftis on the groundand enginesshut, thereare somebuttonsyou shouldnot touch. (seephoto below)

calculatedthat without pillowsa cleanerwould save5 minutesper cleaning,12 timesa day, it savesan hour,or 20 US$, multiplythis by the numberof MD80sper 365,andyou havea few thousandsdollars!The storydoesnot sayhow

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