IFATCA The Controller - 3rd quarter 2005

Foreword significantlyaffectairlinesand thereforeAir TrafficServiceProviders(ATSPs).

Indications are that we arenot adequatelypreparingfor the impactthat an oil crisiscould haveon the air navigationindustry.

FOREWORD: Fromthe Executive Board

'FutureVision'Dowe haveone?

Therearethoseamongstus who would say that currently,no concrete'future vision' exists in the industryfor Air TrafficControl(ATC)or Air TrafficManagement(ATM)as we look to the yearsahead.Yes,thereare conceptsand ideas- but as yet no clearpracticalmodelsof the bestway ahead,particularlyfor air traffic control.Whenwe think of the future and our 'vision'of it, what exactlydo we mean?Do we meanthe futurefor our profession,for our Federation?

Or do we think of the entire industry?Onething shouldbe takeninto consideration- changewill come- and quickerthan someof us might believe.

Althoughtheremay be no over-archingviews amongthe variousstakeholders in aviation,we nevertheless cannotbe assuredthat any one of the visionsof the future is the correctone, or that ourswill be compatiblewith others.In manycasestodayinterestscouldbe described as beingtoo self-predicating.

In this foreword we will attemptto put a faceon our visionof the future.

Technological improvements will drivea changein our working environment- and maybein 10 yearstime the gap between better-offand lesswell-off countrieswill be reduced.Partof the work carriedout underthe GlobalHarmonisationProgramme Communication NavigationSurveillance / Air TrafficManagement(CNS/ATM), led by the InternationalCivilAviationOrganisation(ICAO) - and drivenby InternationalAirlineTransport Association(IATA),alongwith otheragencies and politicalinstitutionswill bringthe aviation industryto the realizationthat there needsto be a differentway of dealingwith today's problems.However,thereis one big risk in this, and that is the humanin the systemwill be reducedto a riskor a safetyhazard.This cannotbe allowedto happenespecially consideringit is the humanwho, as an integral part of the system(human,procedures and

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technique),seesthe mostspectacularchanges to his workingenvironment.

It is slowlybecomingapparentthat the ATM systemis greaterthan the sumof its parts.

Thatis,it may no longerbe appropriateto considereachpart of the ATMsystemon its own, but insteadan over-allview of ATMis required,one that inter-relatesall independent partsand seesthemworkingtogether.Systemwide co-operationis needed,and this starts with communication.

Thekeyelementto any successful co-operationhoweveris the recognitionof 'commitment',not simplyverbal commitment,but one that recognisesthe interdependence of all factionswithin ATM and converts'talk into action.Commitmentis demonstratedby Statesfulfilling obligationsto !CAO,healthypartnershipsbeingestablished betweenStates,industryand international organizations, etc - all coupledwith the politicalwill to implementagreementsand initiativesarisingfrom thesecollaborations.

Cooperationrequirescommunication and effectivecommunicationrequires understandingof eachother'sissues.This processhasstartedon a moresystem-wide level,surprisinglyinitiatedby aircraft manufacturers.However,muchmoreneedsto be done,as a practicaland usefulFutureVision for ATCis only goingto be achievedby system-widecommitmentto understanding ATMand collaborativelyagreeingon the best way(s)forward.

Considerthe challengesfacingAir Traffic Management.Forexample,privatisationof ATC;severaldifferentapproaches havebeen 'experimented'with - however,no clearmodel hasbeenshownto be best. Privatisationis not without problems,to the point of causing considerationof revertingbackto State provisionof ATC.Anotherexampleis in relationto the loomingoil crisisthat will

It is reasonableto saythat 'commitmentto system-widecooperation',includingpolitical commitment,will form the backboneof future ATMsystems.

Thetime hascomefor the ATM Community, as promotedin the ICAOGlobal ATMConcept,to realisethat it hascommunity responsibilities that if lived up to will leadto communitybenefits.

We must resistthe temptationto identifya technologyor a particularapplicationof technologyas beingthe 'key' to a future ATC system.In fact, thereis in existencea rangeof technologyand applicationsthat havebeen developedoutsideof ATMthat canbe considered.Forexample,SystemWide InformationManagement(SWIM)and datalink areoften quotedas backbonesof FutureATC. Convertingtheseinto a particularATM application,for example,AutomaticDependant Surveillance - Broadcast(ADS-B),still doesnot addressthe keyissueof the backbone.The future backboneis not technological.

Thereare a numberof regionalinitiatives, however,manyseekto addressa common problem(or perceivedproblem),rather than havinga visionto addressthe whole. Regional initiatives,be they of a politicalnature,like SingleEuropeanSky(SES),or technical /operationalin nature (for exampleADS-B)run the risk of not beingintegratedat the global leveland thereforeonly partiallyaddressthe problemof global interoperabilityand harmonisedprogress.Thereis the needto look at the global picture- to developa global plan andto supplementthat plan with regional implementationplans.We mustavoid regional activitiesthat createfear and uneasiness - for example,thosedrivenonly by commerciallogic and failing to explainwherethey fit in the overallaviationplan.An exampleof this is the currentconceptof FunctionalAirspaceBlocks beingproposedasthe solutionby the EuropeanCommission in Europe,to achievea reductionin delays.Theconceptis currently doingjust the opposite- by producinga competitiveenvironmentcreatedby economicalthinking!Thiswill destroythe harmonisationprocessthat is so badlyneeded to effectivelydealwith andovercomethose verydelaysand bottlenecks(for examplenot enoughairports)that we want to eliminate.

Wedo certainlylive in an ever-changing environment- whereglobal connectivity,for examplethe internet,hasbroughta lot of transparency but as well, informationoverload in certaininstances.Forthe time being,many concernsare of a proceduralnature,for example Reduced VerticalSeparationMinima (RVSM), 8.33 kHzfrequencyspacing,Controller

Continued on page 12 THE CONTROLLER

Editorial

PhilippeDomagala,Editor elcometo the secondissueof The Controllerwith the newTeam.This time the mainfeatureis the future of ATC.Youwill find interestingvisionsand comments,with interviewsof actionsof the changesplannedfor the future.Toillustrate thosechanges,I will usea recent(July2005) pressreleasefrom the GermanANSPDFS:

W

- ,, Philif!Jp~Domo'§aja,

DFSis getting readyfor competition Foundationof TowerCompanyis imminent Theair navigationservicesorganisationsin Europeare facedwith fundamentalchanges.

Accordingto the plansof the EuropeanUnion,directcompetitionfor air navigationservices organisationsmay becomerealitysoonerthan expectedin someareas.Bythe endof next year,any air navigationservicesorganisationcertifiedin Europewill havethe right to offer aerodromecontrolservicesto regionalairports,and this alsoappliesto regionalairportsin Germany.DFSis respondingto this challengeby founding'TheTowerCompany',a providerof aerodromecontrolservicesat competitiveprices.Theservicesat the 17 internationalairports in Germanywill continueto be providedby DFS. Competitionwill not yet be introducedfor areacontrolcentres,i.e.for en-routecontrol,but we havealreadystartedto pavethe way for this step.Themagicwordsare'Functional AirspaceBlocks',FABin short.DFShasalreadytakenup negotiationsconcerningpossible cooperationschemeswith neighbouringorganisations.

Theairspaceblockswill be organised accordingto traffic flows ratherthan nationalborders,(a verysensiblerequirementmadeby the EuropeanUnionand its SingleEuropeanSkyinitiative).Ensuringthe competitiveness of DFStoday is a majorprerequisitefor safeguardingthe future of our companysinceonly those providersthat meetthe criteriaof safety,efficiencyand cost-effectiveness will be designated to provideservicesin future FunctionalAirspaceBlocks.

DFSis well preparedto meetthesecriteria...

We are currentlyassessing the administrativeorganisationalunitsto find out whichjobs couldbe cut in the mediumterm.Technological innovationshavealso led to redundancies.

Thecutswill be madeas sociallycompatibleas possible.

intendto start an archivesectionwheresome of the referencearticlespublishedcouldbe stored.All this takestime but PhilipMarien, our web masteris busyimplementingand developingthe site.

Happyreading, Philippe

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Js-11.(_,

INTRODUCING THEMEMBERS OFTHEEDITORIAL TEAM: PhilipMarien.TheControllerweb manager andwriter.

Philip(of Belgiannationality)is a controllerat the EurocontrolMaastrichtUAC(Netherland) and is currentlythe IncidentInvestigatorof that centreHe is alsothe formerPresidentof EGATS. Hiswell-knownsenseof humour makeshim the idealpersonto contributeto the magazine,both as a regularcontributor, and as a our web masterfor our web site.

"We aredoingthis for the sakeof Europeandevelopmentand the future of our company", said DFSCEODieterKaden."In the long term, only thoseair navigationserviceprovidersthat offer high qualityat favourablepriceswill surviveon our continent."

Thispressreleaseis typicalof the new way businessis donein ATC.It raisesmany questions:Thefirst one is: Is this reallythe way thingswill be in the future,or is it just the visionof a very cleverANSP,trying to pushits own viewsonto the system?Difficultto tell at this stage.Anyway,maybereadingthe views expressedby someother importantplayers in this issuewill helpyou form yourown opinion.

THE CONTROLLER

Thisis what the magazineis herefor.

Lookingat PatrikPeters'remarks,in his SES update(page27 in this issue),and this press releaseis interesting.

Ourown web site is now operational: www.the-controller.netGoto it and you will find the latest issue,how to subscribe, etc.We

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Future ATC

SPEEs u

~troduc ion

--...h__ ,e,...

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his issueof the magazineis a specialon the Futureof ATC Basically,wherewill we be in 25 yearsfrom now? Foryears there havebeenmanyideasput forwardand now,we ask someprominentfiguresinsideand outsideIFATCAto sharetheir viewsand visions with us.

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I hopeyou will find the journeyinto the future interesting.

Oneof the currentpointsof discussionis the so calledVIRTUAL CENTERS, whereATCin any area could be performedfrom anywherein the world.Also CONSOLIDATION, i.e. reducingthe numberof ATCfacilitiesand concentrating them into verylargeones.I haveaskedsome keypeoplearoundwhat they thoughtabout thesetwo points: TheFAA(CharlesKeegan,directorJPDO)said they "looked into the possibilityof putting the 22 currentATCcentersin the USin one place, But putting 7000peoplein one buildingis far from easyand not necessarily the bestoption for securityreasons".

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JohnCrichton,CEOof NAVCANADA saidthat they alsostudiedthis option in Canadaas a logicalway to reducecosts,but the business casedid not work. "Moving and re-installing peoplearoundthe countryand rebuildingnew facilitiesto accommodate the consolidationdid not makesensefinancially.We were lookingat 7 to 10 yearsbeforeseeingany financial benefit," he said.

But JohanVanVollenhoven,ex CEOof South AfricaATNS,saidthat Africa had all the chances for both ideas. Hesaid:"Africahas little groundinfrastructure,and new technologyand traffic levelswould allow to operatefrom a singlemulti-nationalfacility.Thatmight not be feasiblefor politicalreasons,but 2 or 3 en routecentersfor the whole of Africa is a clear possibility."

And finally JacquesVannier,from ParisICAO NorthAtlantic office said that: "when talking about Oceanicairspacethere are no sovereigntyissues.Thecurrentslicingof internationalairspaceinto chunksof airspace givento be managedby a particularcountry was comingfrom decisionstakenduringWorld War II and couldbe reviewed".

So,will our future be concentratedin a few multi-nationalATCfacilitiesaroundthe globe ?

Readmoreabout it in the following pages...

PhilippeDomagala Editor

THE CONTROLLER

Future ATC

IFATCA's visionfor a FutureAir TrafficManagement system JohnLevesley- IFATCAFutureATM task force n 2004the IFATCA ExecutiveBoarddecided that the Federationneededit own visionof a futureAir TrafficManagementSystem.A TaskForce,whoseinitial international membership wasdecidedby the Executive Board,was set up to developthis vision.The TaskForcecommenced work in the autumnof 2004/2005in orderto providean initial report for discussionto the 2005 Conferencein Melbourne.Thisfirst reportconcentratedon establishingboth high-levelprinciplesfor a FutureATMSystemand startingto identifythe skeletonof IFATCA's high-levelGlobalFuture ATMVision.Thehigh-levelprinciplesare those seenby the TaskForceas beingimportantfor controllers,the futureATMvisionis one in whichthe controllerwould retaina high-value rolefor manyyearsto come.

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FutureATMsystemsare expectedto be dependenton a HumanComponentand Controllerskillswill be requiredwithin that HumanComponent.Controllerstraditionally don't like the 'idea' of automationbecause ATCOsbelievethat there is an underlying agendato get rid of ATCOs. Automationis an emotivesubject.Automationis in fact a continuumfrom no automationto full automation.In somecountries,Air Traffic Controlis alreadydependenton the useof computersand the capacityof the air traffic controlsystemin thosecountrieswill soon becomedependenton automation:thesestates are alreadyon the path to full automation.As an engineeringsolution,it is probablyalready technicallypossibleto delivera fully automated Air TrafficControlsolutionbut not at acceptabletarget levelsof safety.It would be naiveto assumethat we will neverseeATM fully automatedbut the timing of that eventis debatable.ForIFATCA now the issuesare really all about the hybridstatesthat precedefull automation,and transitionstherein.And also what is the role of the humanin a fully automatedsystem.

Safety,capacity,performanceandalso environmentalissueswill be majordriversfor ATMwith a cost-conscious and productivityfocussedATMenvironment.

Theaviation industrywill becomea strongerdriverfor ATM developments.

Thefuture will be less predictableand moreuncertain,and the pace at which changesare introducedwill become

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.A. A clear view from the cockpit faster.In the developedworld frequentmajor changeswill be requiredand eachfuture changewill be challenging.

TheRolesand Responsibilities of controllers, pilotsand otherswill change,with transfersof responsibilitybetweenspecialists.Controllers will needto acquirenew skillsand discardold ones.Someof theseskillsare thosethat we maybe reluctantto discardbecausewe see themas importantfor definingour statusunder currentATSsystems.However,new skillsmay be seenas beingmoreimportantand accorded greaterstatusby others.Toprotectour status and maintaina high-valuerole in a futureATM systemwill requirecontrollersto adopt a positiveapproachto change.Controllersmust not, however,be left with legalresponsibilities they can in realityno longerhonour.

Exceptin somevery largestates,suchas the USA,Russiaand China,nationalsolutionsfor futureATMsystemswill not be practical.

Regionalsolutionswill be needed.Different regionswill introducedifferentsolutionsto meettheir futureATMneeds.It is important that they are compatiblewith eachother and with a co-ordinatedglobalsolution.Some regionswill not needto evolvethroughseveral generationsof technologybut will be able to jump severalgenerationsof systems.Thiswill be an advantagefor developingcountriesand regionsthat will be ableto adoptadvanced,yet often cheaper,new technologyATCsystems that will not be testedby high levelsof traffic for sometime.Thisshouldenablean easier transitionto the new technologyand allow air traffic controllersthe time to adjustto the changein technologyand procedureswithout havingto copewith hugetraffic volumes.

In orderfor a globalfutureATMsystemto work eachregionwill needto respecta singleand advancedglobal inter-operabilitystandard.The sourcesof data to be transferredmayvary but its content,availabilityand accuracyshould not.Thestabilityof the ATMsystemwill depend on attributessuchas inter-operability, because

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Future ATC designedin sucha way that it supportscontrollersin deliveringan operational solutionwithin their areaof responsibility.

In regulatory terms,the classificationof airspaceshouldtake account not just flight rulesbut also avionicsrequirementsand capabilities.Airspacewould be classifiedby the degreeof flight data availableon knowntraffic andwhetherATSis to provide controlor information.

systembehaviourwill be predicatedon everybodydoingthe samething.Thevery existenceof a lowestcommondenomination will constrainprogressandthe full benefitsof sometechnologieswill not materialiseuntil the ATMpopulationis equipped,and trainedto exploit thesetechnologies.

Therewill still be a needfor a levelof navigationalintegritythat would makeit unwise to rely on a solemeansof navigation.

Navigationservicesshouldalwaysprovidea

ground-based option. Flexibleand FreeRouting shouldbe achievablein manyareasof airspace due to high navigationalintegrity,improved surveillancetechniques,greaterintegrationover a wide areaof flight andATCdata and the use of conflictdetectionsystemsand decision supporttools.

ThefutureATMcapacityrequiredwill not be achievablewithout the useof computer assistanceand someautomation.Failuremodes will be requiredthat, in the eventof a major systemfailure,do not leavecontrollers attemptingto controlmanuallylevelsof air traffic that couldonly be controlledwith the assistanceof computersor automation.ATM providerswho chooseto implement automation-dependent systemsmustdefine legal liability for incidentsthat mayoccurwhen thesesystemsfail. Controllersmustnot be left legallyvulnerableif forcedto manuallycontrol levelsof traffic that canonly be safelycontrolled with the failed automationassistance.

Airspaceis an integralpart of howATC/ATMis applied.Airspacedivisionswould be determined primarilyby operational,not geo-political boundariesandshouldimproveservicedelivery.

Airspaceis a controllertool that mustbe

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Inter-operabilitywould require that the sameintegratedflight andATSinformationis passed betweencontrollersirrespectiveof whetherthat data waspassedbetweenFIRs,Functional AirspaceBlocks(FABs), ACCsor Sectors.

Harmonisation of airspacewithin regionswould enhancethis process.

Predictedtraffic streamswould be de-conflicted by a multiplelevelstrategicplanningprocess.

Thedetectionof conflictswould dependmore on the predictionof an aircraft'sflight path and comparisonof thoseflight paths.As prediction techniquesimprove,separationwould be appliedusingminimuminterventiontechniques, and thereis scopein somephasesof flight for the applicationand/ormaintenanceof separationto be delegatedto pilots under carefullydefinedprocedures.

Historically, delegationhasalwaysbeenpart of the pilot/controllerrelationshipbut this hasusually beenrestrictedto allowinga pilot to assist througha visualreport.As we movefrom 'see and avoid'to a knowntraffic 'senseandavoid' environment,the useof systemssuchas AirborneSeparationAssistanceSystems(ASAS) can helpwith the applicationof delegated separation,and canbe usedin waysthat we probablyhaven'tevenyet fully considered.

Delegationof separationmayultimatelybe indispensable, however,to deployit effectively will alsorequirethe harmonisationof airspace and high levelsof interoperabilityto enable ASASdelegatedprocedures to be used successfully.

Theability to comparetrajectorieswill enable airspacedesignersto considernew waysof definingairspaceand will leadto sectordesigns which are moresymmetricalin azimuthand which havefewer verticaldivisions.When aircrafttrajectoriescanbe downloadedby datalinkthe comparisonof trajectorieswould supportconflictdetection.In a far future vision, when all aircraftflying in knownairspacewhere so equipped,the useof realtime flight data processingwould becomeobsoleteas the routesflown would then be definedby the downloadedtrajectorymodifiedonly byATCin orderto ensureseparation.A greaterproportion

of separationsat sectorboundariesand within sectorswould be appliedby planningcontrollers in advanceof the aircraftcomingunderthe tacticalcontrolof the sector.Techniques in the far future would includetrajectorynegotiation betweencontrollerand pilot conductedby datalink.

Theexistingnecessary requirementto restrict controllers'individualresponsibilities to within their own sectorwill changeas all controllersin a regionhaveaccessto all data.Thiswill allow controllersto anticipateproblemsand will allow lessrestrictiveor constrainedclearances enablingcontrollersto 'inherit' safesolutions from previouscontrollersand to 'apply' safe clearances relevantto future sectors.

Datalinkwill increasinglybecomean alternative availablecommunications mediumbetween pilot and controller,controllerand aircraft and pilot andATCsystem.AsATCmovesinto an era whereplanningbecomesmoreimportant, datalinkwill supportthoseplanning communicationtasksas well as replacingthe voicefor manyhousekeeping tasks,someof which are not strictlyATCtasksanyway.

Purelyfor ATMuse,as we moveinto a known traffic environment,it is likelythat ATCwill need to useonly dependentsurveillancetechniques and be able to withdraw any ability to carryout independentsurveillance.

As all flying machines would then be requiredto operatein a known traffic environment,enablingsenseand avoid techniquesbetweenaircraft not receivinga controlservice,the needfor intruderdetection throughprimaryradarbecomesirrelevantfor purelyATCpurposes.It is probable,however, that stateswill still wish to investin independentsurveillancefor securityand defencepurposes.

If the foundationof any FutureATMis to be detailedmulti-levelplanning,the effective networkingof FlightandATMdata and the use by controllersof both decisionsupportand advancedtools,thenwe needto understand that all of theseare inter-dependent.

Youcan deploysomeof theseindependentlybut the full capacityand safetybenefitswill only be realised when they areall operationaland fully interoperable.

THE CONTROLLER

Future ATC

AirTrafficControlin 2025 Bert Ruitenberg- /FATCAHumanFactorsSpecialist I've beenaroundin ATCfor nearly30 years,so when askedto describewhat the state of our professionwill be in 20 years,I actually only have to look back two-thirds of the way and see if I can project the observed change betweenthen and now,a similarperiodahead in orderto arriveat a consideredopinion.

I don't think the nature of ATC work has changeda lot since 1985.Thetraffic volumes havegone up, someseparationstandardsare reduced,newerversionsof familiar equipment havereplacedthe older versions,but basically we're still people on the ground passing instructionsto peoplein the air in order to get themalI safely,orderlyand efficientlyfrom A to B. So why would that changein the next 20 years?

Will new and still unfamiliarequipmentmaybe bring radical changes?Controller Pilot Data Link Communications (CPDLC),Automatic Dependent Surveillance (ADS), Airborne SeparationAssistanceSystems(ASAS),Cockpit Display of Traffic Information (CDTI)- all buzzwordsfor technologythat to someof you may not even be unfamiliaranymoresince in some parts of the world it is already operational.And I'll be the first to acceptthe argument that CPDLCand ADS are only technological variations on radiotelephony {R/T)communicationsand proceduralcontrol (or radar if you like, but let's not enter that discussionhere),sothesearenot likelyto bring any real radicalchange.ASASand CDTImight do that however,but therearelots of issuesstill unresolvedsuchas legal liability and licensing, just to mentiona few. And seeinghow long it took the aviation world to implement a relativelysimpleconceptlike ReducedVertical SeparationMinima (RVSM)I don't think those issueson ASASandCDTIwill be resolvedin the 20-yeartime spanunderconsiderationhere.

It is interestingto seethat certaingroupsin our segmentof the aviationindustryspenda lot of effort on trying to developa mechanismthat will provide optimal trajectoriesand routes (even on the ground) that are accurately predictedfrom gate to gate within seconds comparedto the real performancefor flights.

ThereasonI call this 'interesting'is that while this developmentis ongoing, I also note a parallelongoingdevelopmenton the passenger side of the equation. However, that developmentis not quite in concertwith the otherone.

THE CONTROLLER

Everytime I'm waiting to board a flight as a passenger, (whichoccursfrequently,as a result of my ongoing IFATCAinvolvement). I'm stunned by the number of airport announcements in which passengerso-and-so is askedto proceedto the gate immediately'as the flight is ready to depart'. Many of those announcementsare followed a few minutes later by a similar one in which passengersoand-sois advisedthat the airline is now 'in the processof offloading your luggage'. Indeed, I've beenin my aircraftseata few timeswhen the captaincameon the publicaddresssystem to inform us passengersthat the airline regretted the delay, but that for security reasonssomeluggageneededto be off-loaded since someonewho checkedin apparently didn't boardthe aircraft.

My point hereis that while the technocratsare trying to designthe systemto perfection,they seemto forget that there are human beings involvedat everylevel of it. Furthermorethey seemto forget that saidhumanbeingshaven't fundamentallychangedoverthe pastcoupleof thousandsof years- so why would anychange suddenlyoccuroverthe next few decades?

Yes it is possibleto designa systemthat provides optimal gate-to-gatepredictionsdown to an accuracyof a few seconds,but what is the value of such a system if (totally justified) security measureskeep interfering with the expecteddeparturetimes?

The aviation systemwas able to becomethe world'ssafesttransportationmodelargelyas a result of its built-in safety margins. The implementationof newor improvedtechnology has made it possibleto reducesomeof those margins,but there is an end-point to that potential.As longashumanbeingsare required to makethe systemwork, there has to be a certain degreeof resiliencein the systemin orderto leavethe operatorsadequateroomto detectand recoverfrom errors.

And this is whereI seesomepossiblechanges occurringover the next two decades,but it is not necessarily a positivechange.With the ever decreasingmarginsand the increasingtraffic numbers,the theoretical chance for an air traffic controller to become involved in an incidentor accidentwill be higherin 2025than it is now. If in the legal {judicial) field the tendency continues to prosecute aviation professionalssuch as air traffic controllers wheneveran incidentor accidentoccurs,there

A Bert Ruitenburg definitelycouldbe a changein how controllers will work.

I fear that controllers (and other avIatIon professionals) will be forcedto justify eachand everydecision,instructionor actionbeforeit is executedin order to avoid litigation.Whether this justificationwill be explicitor implicit (e.g. by applyingwider marginsthan the minimally requiredones)is hardto predict,but eitherway I think it is unavoidable.

Thisappliesperhapsto an even higher degreeto those futuristic (?) systemswhere controllersare no longer an activepart of the decisionmakingprocess.If a 'controller' is left only to intervene when automatedsystemsare unableto copewith the traffic situation,what legallycorrectway could there be for that 'controller' to safely resolve the problem?Or conversely, if there is a simple way for a human operator to resolve that problem, why use the automation (that couldn'thandlethe situation}in the first place?

Theonly way I seeto avoid this is to keepthe human operator highly involved,and at the sametime allow for errorsmadeby the human operators.Thismeansthe aviationsystemas a whole should be designedto optimise error detectionand errorrecoveryby the operatorsin a way where negative outcomes can be avoided.But that is exactlywhat we need in today'ssystem.

BasicallyI think air traffic control in 2025 will not be fundamentallydifferent from the way it's done today.Whetheryou considerthat a positiveor a negativeprospectis up to you of course.

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Future ATC ■

WhatwillATClooklike1n 25 yearsfromnow? byJean-MarcGarot g

2-,~~e

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havebeen working in ATCsystems Rand D for 35 yearsand occasionallyin top management positions.I hope the readerwi II forgivethe personaltone of this paper.

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couldbe useful,but I think it is out of reachof any humanbeing.But are there lessonsto be learnedfrom the past?Letslook back using incrementsof 25 years.

1980-2005: the 'consolidation era'; false expectations, delays, many failures, few successes:

Navigationand Surveillance, and 'by the way' ATM(in a fashionwhich has neverbeen explained):of this dream,the only thing left is ADS:that is to sayto providesurveillancewhen radarcoverageis either impossibleor too expensive.

But what aboutnew functions?ShortTerm 25 yearsago,I was the managerof the French ConflictAlert,ArrivalManager:yes.TCAS,but ATCsystemCAUTRA IV when we implemented an airbornetool imposedby the American it and this system,with sometechnical Congressand then extended(too slowly)to the upgrades,is still running.It was only a rerestof the world. Air TrafficFlow Management: engineeringof the previousone with not a evenif the coordinationbetweenATCand ~ Firstlet's talk singlenew function:thereforenot a big deal! airlinesit (lately)led to, could be seenas \ ...~..!JI~; aboutthe official But big enoughfor manycountrieswhich have positive,evenif we are now usedto, isn't to future andwhat I did in thoselast 35 years.I not beenable to do it so far and are still alleviatea flaw in ATC?URET:????

A very was memberof the AdvisoryCommitteefor runningfirst generationFlight Dataprocessing expensiveway of displayinglistsof flights on a AeronauticResearchin Europe systems(ex:USA,UK, EUROCONTROUMaastricht)differentdisplaywith no coherencewith the (http://www.acare4europe.com) or havedoneit fairly recentlylike Germany. maindisplay.

And anywayhasa singleprojectof reI was alsothe chairmanof the ATMsubgroup engineeringbeenon time,on budget(beside But did it reallymatter?Despitethe lack of when the StrategicResearch AgendaN°2 was the timing and the budgetof the 'night before' progressin ATCsystems,the 'classical'ATChas put together,I hadsomeinvolvementin the the actualimplementation)? beenable to copewith a significantincreaseof supplyindustryled project:SESAME. the traffic with few hiccupslike: 1999 in http://europa.eu.inUcomm/transporUair/single_As far as new functionsare concerned,without Europeduring the KosovoCrisisand veryfew sky/sesame any doubtthe landmarkis the AAS(I worked midaircollisions(but are Linateand Oberlingen for it in 1985and 1986),sold (after the PATCO only 'due to statistic'or worryingsigns?)So, I havealsobeenthe directorof the strike)as the singlelargestcivilianprojectafter let's jump 25 yearsbackwardsto seewhether EUROCONTROL ExperimentalCentreand Apollo which was supposed,in 10 yearsand the previousera was moresuccessful? witnessedthe differentdevelopmentsof a 10 8$, to renovatethe ATCinfrastructureand, 'magicconcept':the ATC'operationalconcept' sherryon the cake,thanksto AERA3, to The pioneer era: 1955-1980 in its Europeanversions:ATM2000+ and alleviatethe needfor ATCOswho are 'trouble Fewclues:If you visit the Museumof American follow up. makersand benefitfrom their ~istor;yjin WashingtonDC(just acrossthe mall (http://www.eurocontrol.inUcorporate/public/ economical power to get ,. i 1 )I j , rom the AirspaceMuseum),go to the standard_page/cb_atm_strategy.html). high wages. , • •~ri--+-~'f--1-· permanentexhibitionon Data 1 ' Processing: in a corneryou will see I did quite a few EuropeanCommission Thisera was alsothe era a mock-upof the SAGE,a system FrameworkProgrammeprojects(I won't bother of the ICAOFANS:the I developedby IBM for the NORADin you with the acronyms)or its worldwideICAO dreamof satellites -1i Jovial(the languageof still running version: ATMCP taking careof FAANASsystem)with http://www.icao.inUicao/en/assembl/a35/ everything: [ surveillanceANDair Communication, groundintegration!My Thanksto my long standingrelationshipwith that the SAGEis the father someAmericanfriends,I followedthe New systems.Thenpioneerson GenerationAir TransportSystemas been developedby the JPDO. (http://www.jpdo.aero/site_contenU).

All these projectsare shapingthe futurefor a horizon somewherebetween2020/2030.So,having beeninvolvedin all theseprogrammeswhere so manycompetentpeoplehavebeenworking hard,how couldI be presumptuous enoughto saysomethingdifferent?A synthesisof all this

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Future ATC air movers,rotor aircraft, unmannedaerialVehicles(UAVs), etc.

both sidesof the Atlantic developed prototypeswith success when somesystems becameoperational,often unnoticed,with failures,as well unnoticed:who remember why today'sFAAsystemis calledNASstage Ill, or who rememberthe failureof the UK Mediator?Anyway,RadarDataprocessingand FlightDataprocessingsystemsstartedto blossom.

But for thesepioneers,thesesystemswere only the 'baseline'on top of which,in due time,computeraidedtools or even "automation"would be developed.

WhenI was Directorof the EUROCONTROL Experimental Centre(EEC)I cameacrossthe minutesof a taskforcecreatedin 1955, advocatingnot for the study,nor the experimentationBUTthe validationof ATC Automationand air GroundIntegration.This task forceconcludedthe needfor a centrein chargeof such'validation':the EEC!50 years after,the dreamof the pioneersdid not come through.Is thereany chancefor the 25 years to come?And is this dreamthe right one?

Back to the future: Segmentation of the air transportindustry: Statingthe obvious,one cansaythat the main issuesor challengesthat the air transport industryis goingto face in the 25 yearsto comeare:the priceand the rarefactionof the kerosenewith no energyof substitutionready, the environment:noise,greenhouseeffect,the lackof 'classicalairport' capacityand finally, terrorism.Onecandevelop(asdonein ACARE), macro-politicalscenariosbut so what?

My view is that all 'scenarios'will coexist:the needsof transportation,beingreal or fostered by the economy,the sociologicalenvironment (exacerbated by the medias)will be moreand morediverse:for examplewhat everthe price of travellingby air,therewill be moreand moreenough(very)rich peopleableto pay, but they will requesta premiumservice.The split betweenthe low costairlinesand the classical(highcost?)airlinesis only the first stepof a wider segmentation.

As far as the 'flying machines'areconcerned, after the 100yearswhenthe 'BrothersWright design'wherethe end stageof the jet engine hasbeenthe dominantdesign,it lookslike thanksto the capabilitiesof technology,we are enteringa new eraof innovationwith the USSmallTransportation System,the developmentof luxurious'airlimo', individual

THE CONTROLLER

Thesenew flying machinescould help satisfythe differentneedsas describedabove.But then one can concludethat the 'airports'will haveto be developedin a segmentedfashion:one cannot imagineaccommodating on the same'platform' :legacy(at that time) aircraftlike the AIRBUS 380, the 'airlimo' of the sonof M. Bill Gates,a spacecraft,an UAVand an individualmover.In suchan environment,if it is anywherenear true,ATCwill haveto accommodate a largevarietyof airspaceusers.Bythe way,this is what hasbeenproposedby AnthonySmokerduringthe ATM subgroupof ACAREand integrated in its ATMconcept.

Thenat a time when the sloganis harmonisationof ATCsystemson a regionalbasis,and after so many yearsof endlessreligiouswars betweendifferenttechnologies (e.g.data link) ,different'philosophies'(e.g.

Autonomousaircraft,4D tubes)why not think of usingthemaccordingto the differentusers needs:the harmonisation/standardisation beingappliedonly within eachsegment.

Automation/role of the operators: Thebestpapereverwritten on the reasonwhy so far it hasnot beenpossibleto further 'Automate'ATCis ERASMUS

by Jacques Villiers,demonstratinginteraliathat the 'conservatism'of ATCis too shortan explanation(http://www.ita-paris.com /us/publishing.html).

And I think it will never be in the way we havethoughtfor 50 years.

And I would like to bringanotherdimension: for differentkindsof 'controlled'flight, look at the numberof peoplemonitoringa space shuttle,the numberof peoplein an airlineops room,the numberof peoplein an ATCCentre: is the pilot still lCARUSor in a mechanicalbird 'piloted' from the ground?(If you want to know moreabout it, read 'Facedwith Automation:ThePilot,the Controller,and the Engineer.'Translatedby Jill Lundsten.Paris: Publicationsde la Gras,Alain, Caroline Moricot,SophieL. Poirot-Delpech, andVictor Scardigli.Sorbonne,1994.)

that we will seea mergerof the ground functionswith data processingcomputingreal time aircrafttrajectoriesbaseduponaccurate and updatedin realtime aeronautical informationfrom the ground;and thereforea transferof functionsfrom the air to the ground (UAVbeingthe way forward).Themain issue will be to deal with safetycritical issuesin a moreand morecomplexenvironment,and the assumptionagainis that therewill be more wisdom/knowledge in a teamon the ground than the two pilots on their own.

What are the consequences on the institutional issues?A wider segmentationof the air transportand a transferfunctionsfrom the air to the groundshouldlead to an integrationof 'differentATC'in a 'cooperative'of airspace users.Theonly remainingfunctionsof ATM would then be AirspaceManagement(ASM) andAir TrafficFlowManagement(ATFM).The issueof corporatisationand/ or mergerof NationalAir NavigationServiceProviderswill then be irrelevantsincethey will have disappeared, ASMandATFMbeingat a regionallevel.

Science Fiction? The future will decide

And how will it be in the future? My guessis

II

Interview

FOREWORD FROM EXECUTIVE BOARD, Continued from page 4 Pilot Data LinkCommunication(CPDLC), supportedin certaincasesby political initiatives,for exampleSES,but in future we will operatein a digital sphere.Thisdigital spheremustrecognisethe importantrole of the human. These"human" issueswill continueto play an increasingly prominentrole in our profession.

We seeglobal programswith fixed deadlinesbeingpreparedand debatedin placeslike Montreal,Brusselsor Washingtonthat will havea global influenceon our profession.Thischallengesthe Federationto speakas the globalvoiceof the controller,as our nationalor local influencesas electedrepresentatives of our MemberAssociationsmay carrylessweight and be of lesserimportancein discussions suchas these.In the future the changesthat we will experiencewill be of such naturethat only togethercan we overcomethem.

It is incorrectto think of futureATCas free from problems- many practicalissueswe seetoday cannotbe solvedquickly.

Tohelp us deal with inevitablechange,IFATCA hascreateda futureATM Taskforce, the first report of which was presentedto Conference.

Trends are being identified- and the work will continueso that IFATCA can be in a positionto presentit's vision of the futureATMsystemto the global aviationcommunityin the comingyear.

Marc Baumgartner, presidentand CEOof IFATCA AndrewBeadle,ExecutiveVicePresidentTechnical DougChurchill,ExecutiveVicePresidentProfessional On behalfof the ExecutiveBoard

INTERVIEW with MARIONBLAKEY, FAAADMINISTRATOR Ph.Domogala Strasbourg,Friday 1st July,2005 Philippe: Will therebe somethingsimilar in the USAto what is happeningin Europewith SES and SESAME? Marion Blakey:No. Europeis differentfrom the US.Europeneedsto unify first. We do not have jurisdictionproblemsin the USA,but we are also lookingat airspaceredesign.But again, the challengesare different.It is not about jurisdictionand sovereignty.But we hopeSES and SESAME will be a success.

Theonly way for the future is to applyexistingresourcesto controltraffic in a flexibleand organizedway.

Ph:Whatwill the next USATCsystemlook like?

M.B.:It will mostlikely be a satellite-based system.

Ph:What do you seeas the biggestchallenge in achievingthis?

M.B.:Funding.Thetraffic demandis huge,and then the big questionis how to financethe next generationaviation systemto accommodatethat demand.It is about technologyof course,but alsoequipageof aircraftand acceptance.

Thechallenges associatedwith funding,i.e. how to collectthe taxesand the feesto makeus moveinto an

12

efficientand predictablesystem,is the largest issuewe will face.

Ph:Do you believein a strong regulatorto force airlinesto equip in that future system?

M.B.:Airlines,and all other airspaceusers,will haveto equipto supportthis future system, but we needto sharethe decisionmaking process.We cannotmakethose major investmentdecisionsby dictatingthem from the top.Thiswill only be possibleby a dialogue with the users.Thefinal organizationwill be a partnershipbetweenair traffic controllers, airlinesandthe GA community.

Ph:Talkingaboutair traffic controllers,how would you defineyour currentrelationswith NATCA? M.B.:I would like to separatethe two. Our direct relationswith our controllersare excellent.Thecontrollersare an importantpart of our workforceand I havetremendous respectfor them.Theyare peoplethat havea high senseof duty and high skills.NATCAon the other hand is a union.Therewill alwaysbe tensionsbetweenUnionsand Management.

Both issuesare different.

THE CONTROLLER

Interview

INTERVIEWwith Dr.SophieDusire Dr in CognitivePsychology, Eurocontrol CRDSBudapest uring a visit in the Eurocontrol Research centrefor CEATS in Budapest, I had a chanceto ask Dr Dusireher viewsabout the future controller:

D

"Thechallengein aviation(andin safety)will be to involveall the actorsin ordernot to lose the contentsof what we are doing.Therefore we needto involvecontrollersin the change process.If we do not do this we will loseall the 'contents'part of this futureATMsystem."

Thereis a false idea runningaroundthat controllersare resistantto changes,and this is totally wrong! My experienceis that if we involvethem earlyin the changeprocesswe can havemajornew ideasimplemented.We haveto understandhow they work to improve the system.If you onlywork from data,you

WithoutControllers we will do nothing! will look at kilometersof paperlists and miss the point. In his day-to-daywork, a controller likesto changethe rulesto adaptto the situation,if he only appliesthe rulesand proceduresnothing will reallywork. Some evencall it 'work to rule' and it is an industrial action!

I comefrom the medicalfield, and it is similar there:if nursesand doctorstoo only applythe written proceduresnothingwill work.

If we want to control moretraffic, in a costeffectivemannerin the future,we all agree that there is no other way but to automate.To automateintelligentlywe havefirst to recognizethe controller'swork for what it is.

We haveto stop consideringa controlleras an artist, or an abstractpainter:what he does looksnicebut we do not understandwhy he doesit.

We haveto learnhow to recognizehis knowhow,and usethis know-howto developnew tools.

Thefuture controllerswill haveto be trained to take on that developmentrole. Recruitment profilesare changing,we needpeoplein the future that do morethan just applythe rules."

EUROCONTROL. the European Organisation for the Safety of Air Navigation, has as its primary objective the development of a seamless. pan~European air traffic management system that fully copes with the constant growth in air traffic. while maintaining a high level of safety. reducing costs and respecting the environment.

reach ATG profe worldwide:

The Institute of Air Navigation Services (IANS), Training Division. based in Luxembourg (Grand Duchy). is looking for a (m/f)

ATM INSTRUCTOR HUMAN RESOURCEDOMAIN (Ref.: LX-2005-AT/094/CON closing date: 30.09.2005)

- grade: AS/A6/A7

Job responsibilities: • Supervise and deliver (in English) Human Resources related courses such as Facilitation for Team Resource Management. Supervisor Management training and Operational Unit Competency Assessment • Research new topics and follow the evolution of Human Resources related ATM issues in order to adapt. update current and develop new courses accordingly • Represent IANS in diverse working groups. share expertise and keep abreast of new developments in the Human Resources field and related Eurocontrol activities • Contribute to high customer satisfaction by continuously controlling and improving the quality of the ATM courses and by assessingtraining results.

The selected candidate will be based in Luxembourg but will be expected to deliver training. if required. in any ECACstate.

For further details on the position. the candidate profile and an application form. please consult EUROCONTROL'swebsite:

www.eurocontrol.int Closing date is strictly applied.

EUROCONTROL

The EuropeanOrganisation for the Safety of Air Navigation.

THE CONTROLLER

13

Interview

INTERVIEW withVictorM. Aguado,Director GeneralEUROCONTROL

by Ph.Domagala Ph:Howdo you seethe future of ATM in Europe?

Workhasbegunon this overridingvision and plan.Togetherwith industry,we are aboutto start to formulateoperationalconceptsand proposenew systems,as well as to definethe implementationplan for the futureAir Traffic Managementsystem.

Ph:What will the impactof the Sesameproject be on EUROCONTROL, and in particularhow will it affect EUROCONTROL's planning functiongiventhe role of the manufacturing industryin the project?

On a morespecificlevel,I believeATCOswill seechangein three areas- organisational, operationaland individual.

togetherwith the EuropeanCommissionwill continueto leadthe way and set the scene.

Ph:If SESand FABsbecomereality,what impactwill this haveon MaastrichtUAC, CEATS and the CFMU? VA:Therealityis that Maastrichtis alreadya FAB- the only one in Europeso far. It is also the mostcost-efficientCentrein Europe.Thisis an achievementthat we hopeto seein CEATS. If SESand FABsbecomereality,then Maastricht and CEATS shouldbe strengthenedstill further.

As to their administrativefunctioningdecisionsaboutthe operationof eachFABwill be the responsibilityof the relevantStates.

TheCFMUhasas its objectiveto optimisethe EuropeanATM Network- and in its ten years of existence,it hasbroughtmanytangible VA: If Sesamesucceeds, OneSkyfor Europebenefits.FABs,when they exist,will havegreat EUROCONTROL's ultimateobjective- will needof it. In the future it will be importantfor becomea reality.Tothat end,EUROCONTROL the CFMUto remainneutraland independent is putting substantialeffort into ensuringthat of marketforces- in this way it will be able to Sesamewill be a success.

Weare co-financing continueto servethe overallair transport the definitionphaseat a costof 60 million industry. eurowith the EuropeanCommission- andwe are heavilyinvolvedin setting conditionswith PH:EASAis probablygoing to expandits regulatoryfunctions.If this is the case,how do the consortium.Industryis playinga vital role, andwill doubtlessdo morein the you seethe future regulatoryrole of EUROCONTROL? implementationphase,but EUROCONTROL

14

Ph:What, in your opinion,is the biggest challengefacingEuropeancontrollersin the next 20 years?

VA:All air traffic controllerswill be confronted with organisational,operationaland individual changein Europeover the comingyears.So, without a doubt, I would saythat controllers will needto be flexibleand opento change both in their working environmentsand their rolesand responsibilitiesif they are to be able to managethe transitionto the newATM environment.At the sametime,they will be confrontedwith the needto handlesafelythe increasingtraffic.

VA:ATMis a systemconstantlyunder development.Its mainfocusis, naturally,safety - but capacity,efficiency,securityand the environmentare importantissues,too. Current traffic levels- up to just over 30,000flights a day - are forecastto morethan doublein twenty years.Thatwill meanalmosttwenty million flights peryear in Europealone in 2025.

Thisamountof traffic posesa considerable challengeto Air TrafficManagement,in terms of safetyand capacityin particular.

EUROCONTROL hasseveralprogrammesin placeto maximisecapacityandthroughputin the future system.Initiativeslike the Single EuropeanSkywill providethe regulatory frameworkso that measuresto improve performanceoverallcan be implemented.

In orderto overcomethe capacitychallenges that the future will bring,we needone commonvisionand strategy,one MasterPlan and one road map.We needa well-managed systemthat is both globallyinteroperableand that will allow us to reachthe ultimate objectiveof sustainablegrowth in Europeanair transport.

VA:TodayEASAis responsiblefor regulating the airworthinessof aircraft.Within the next five years,EASA'sfunctionswill be expanded to coveroperations,maintenanceand licensing of personnel.We are holdingregularmeetings with the EuropeanCommission,EASAand the JAAin orderto configurethe regulatory processin the longer-term.

Theorganisationof ATCwill changewith the creationof cross-border airspaceblocks,and in certaincases,reductionin the numbersof Area ControlCentresamongother issues.As a result,we will seea needfor increased informationand consultationof socialpartners following Europeandirectivesand regulations, with the aim of involvingstaff at an early stagein the processof change.

On an operationallevel,we will seea reallocationof tasksand responsibilities with the focusshifting from perceptionand responseorientedinvolvementtowardsincreased managementand planningtasks- with interventionsbecomingthe exception.With increasedautomationoverlappingof some functionscould be avoided.

Forindividuals,thesechangeswill posea numberof subsidiarychallenges.Controllers will needto remaincompetentduringthe transitionperiodsdespitepossiblechangesin working arrangementsand conditions.Human factor and cultureissueswill be particularly important- and we needto focuson developinga just cultureas well as maintainingand enhancinga high levelof safetycultureand effectiveteam performance.

In all theseareas,the involvementand commitmentof controllerswill be vital if we are to successfully managethe transitionand changethat we will seeover the next 20 years.

THE CONTROLLER

Interview

INTERVIEW

with ClaudeProbst,EASA (European AviationSafetyAgency)

RulemakingDirectorby Ph.Domagala Ph:What is EASAtoday and what is exactly rulemaking for ATC? CP:EASAis a EuropeanCommunity independentbody, basedin Cologne, (Germany).We have120 staff today,but we will be around400 in the next 3 years.It is foundedon 3 pillars:Makethe rules,manage the certificationprocesswhen centralizationis moreefficientand verifythat MemberStates actuallyimplementthe rules in all other cases (actuallythe majorityof certificatesare issued at MemberStateslevel).Forthe momentwe concentrateon Aircraft certification (airworthinessand environmentalprotection).

As you know we are currentlyworking on extendingour scopeof activitiesto air operations,pilot licensingand third country aircraftoversight.Thislead us to absorbingthe JAA(JointAviationAuthorities)and the processshouldbe completedby January2007.

Thefollowing stepwill be the safetyand interoperabilityregulationof ATMand airport operations.Thiswill mainlycoverissuingrules andoverseeingtheir effectiveimplementation at MemberStateslevel.In the certification domain, we will probablydo little, concentratingon the certificationof global or pan-European systemssuchas Galileo(the FutureEuropeanSatellite-based navigation system).

Ph:Howdo EASAand Eurocontrolinteractin the regulatoryfield?

CP:In ATMthe regulatorypart is basedon 3 pillars:Safetyregulation,Airspace managementand Economicregulation.

Eurocontrolrevisedits Conventiona few years ago but missedthe opportunityto clarify how those3 functionswould be exercisedand to take leadershipin organizingthem.Such functionsrepresentcurrentlyonly a very limited part of Eurocontrolactivities;probably not morethat 5%.Safetyregulationaimsat ensuringthat servicesare providedby competentorganizationsand persons,using appropriateequipment;it goestogetherwith interoperability.

Airspacemanagementis about allocatingairspaceto its usersand Economicregulationis about ensuringthat the servicesprovidedmeetthe needsof the societyin termsof quantityand quality;it includesthe controlof monopolies,when such monopoliesare the mostefficientway to

THE CONTROLLER

providethe service.Thelast two elementsof regulationincludea strategicand a tactical phasethat are closelylinked.While strategic managementis beingdoneby issuingrules, the tacticalpart must be doneby an independentbodyworking in real time;this is clearlya rolefor the CFMU.All these regulatoryfunctionshaveto be exercisedby independentbodieswith real legal powers.

EASAcan be one of them,but it hasto be determinedwhetherit shouldplay all the roles or sharethem with other independentbodies.

Decidingwhogets what mustbe independent Ph:What exactlydo you meanby economic regulation?

CP:Let'stake someexamples:for instancethe CFMUis movingslowlyfrom a serviceprovider (managingexistingcapacity)towardsthat of policing,i.e. directingwheretraffic mustgo, becausethey are managingscarceresources: airspaceand air traffic controlcapacity.

Decidingwho getswhat mustbe independent.

Thereforethe CFMUshouldnot be controlled by the serviceprovidersor the usersbecause both havevested,conflictinginterests.

Moreover,as there is a safetydimensionto this activity,it shouldbe organizedas a truly regulatoryfunction underdirect political control,and is the samewith airportsslots.

Givethe regulationof thoseslotsto the airportsthemselvesand they will be tempted to allocatethem to the userscontributingthe mostto their revenues,which is, of course legitimateif they are requiredto coverall their costs.Givingcapacitycontrolto Air Navigation ServiceProviders(ANSPs) would leadto the sameeffect.

Ph: Will the privatizationof ANSPsnot solve that problem?Everyoneseemsto believewe shouldleavethe marketto regulateitself no?

CP:Themarketcan play a regulatoryrole only when there is a sufficientlevel of competition.In caseof monopolythereshould be no privatizationwithout the

establishmentof properand efficienteconomic regulation.

Ph:What are your viewson SES(EUSingle EuropeanSkyInitiative)and SESAME (its technicalimplementation?

CP: Basicallywith SES,the EUCommissionis sayingthat public powersmust concentrateon regulatingATM(decidingon the optimum level of serviceand makingthe rules to achieveit) then leavethe designand conceptionof the future systemsto industryand their operation to the serviceproviders(ANSPs).

With SESAME, the EuropeanCommissionhas asked the users,the providersand the manufacturers to jointly developthe future EuropeanATM system.

Theproblemwith industrywas that, until now, theywere not reallyinterested in designing ATMsystemsat their own risk.Spending moneyon new systemswas not economically viable becausethe marketwas too small,and so far they alwayshavemanagedto makethe customerpayfor the developmentof the products.With Communityfundingand the developmentof public/privatepartnershipsthe situation is now probablychangingmaking industryinvolvementmoreattractive.

Eurocontroltried to take over this designtask but manyconsiderthat it did not really succeed.Thething is now,that SESAME and Eurocontrolrolesseemto duplicateand that somethingneedsto be doneto clarifywho doeswhat and how.

Ph: Finally,will EASAissueATClicencesin the future?

C.P.: As I told you earlier,the Community systemis basedon the principlethat the Communityprovidesthe rulesand that MemberStatesimplementthem underthe Communitysurveillance.

Theexecutionof certificationtasksby Communitybodiesis an exception.As a consequence, EASAwill establishlicensingguidelines,but will not issuelicences.ThenationalAdministrations will be responsiblefor issuingthe licences.You may havea EuropeanControllerlicence,but still eachStatewill issueits own, as for a driving license.Of course,theselicenceswill be valid everywherein Europe,independently of which nationaladministrationhas issuedit.

15

Oceanic ATC Operations

IOAC05: InternationalOceanicAviation Conference ShannonIrelandMay2005 On communications it was saidthat with sat phonesand broadband (internet)communications in the cabinof aircrah,we had an absurd situationwherethe passengerwas better informedand moreawareof what is going on than the pilots.A companylike BritishAirwayshas in its OPSthe ability to know precisely (within 1 NM) whereall its fleet aircrahare at any giventime,yet manyANSPsdo not (e.g.Africa, Atlantic, Pacific,etc.). safety,but this would not be politicallycorrect" (FromOwen Dell,of CathayPacific)

Thisconferencewas an excellentopportunityto meet mostof the CEOsof the world ANSPs sinceit was heldduring the CANSOAnnual GeneralMeeting.

Theconferencewas superblyorganisedby the IrishAviationAuthority,and held in Bunratty, Ireland,a medievalcastlenearShannon airport, nearthe famous'DurtyNelly"s'pub .

Famousbecauseall crewsand airportstaff, includingcontrollers,usedto stop by on their way homefrom work, at a time when Shannon was' the' placeto stop beforeor aher crossingthe Atlantic.

Thetopicsdiscussedduring this original conferencecovereda largespectrum,from a heateddebatebetweenBoeingandAirbuson the B787versusA380philosophy,to the useof polar routes,the future useof HFand Datalink communications and the costsof ATC.The airlinespresentusedthe opportunityto have theANSP'sCEOsattendingto voicetheir concerns,sometimesin a sarcasticmanner.

Fromthe debatesI will usethe following quotations: "Everyoneknowswherethe problemsare, everyonehas a solutionto overcomethose problems,but decidingwhich one to implement is the issue.Profitabilityis numberonefor an airline,as we cannothavesafetywithout profitability.We needto put profitabilitybefore

16

On communications, HFdemand increasedby 15% in 2005,so it lookslike HFis hereto stay.Data link countsfor 30% of traffic and that percentagehas remainedstableat that level for the last five years.VDLmode2 seemsthe way to go for Data link standard,but FANS1/A fills the needfor Oceanicand remoteareas.

ATNbaseline1 will addresscontinentalneeds, so the predictionis that both will co-existfor sometime.Thereare currently1500 FANS1 /A civil aircrah flying.

"We need to put profitability beforesafety,but this wouldnot be politicallycorrect" But someonesaidthat if FANS1 /A did not fulfil the requirementsneededin densecontrol areas(especiallyin communications times),the currentATNdoesnot fulfil the requirementsof Oceanicareas,so convergence betweenthe two systemswas alsoadvocated.TheCEOof Nav Canadaaskedthe hiddenquestionin everyone'smind:Who is going to payfor all thoseaircrahto be equipped?

It was alsosaidthat what is done in Europe with FunctionalAirspaceBlocksshouldbe extendedto the HighSeas:with today's technologyyou can controlanywherein the world from anywhere.

Finallyon finances,mostairlinescomplained that in manycountriesthey do not receivea safeservice,yet are billed for a full ATCservice.

"Whenwe are reroutedby ATCdueto 'controllerstaff shortage'and endureextra costs(a lower FL,some20 or even30 mins extra flying time) we still get invoicedfor the full ATCchargesof that State.Whereis service recovery?Thereseemto be no link between Financesand Operationsin ATC."said Peter Readof BritishAirways.Fromthe ANSP's replies,manyhad ready-madeanswersand few hadvisions.ExceptCharlesKeeganon the FAA. TheDirectorof the NextGenerationAir TransportationSystem,Joint Planningand DevelopmentOffice(JPDO)at the FAA provokedthe audienceinto thinking further ahead.Hesaid(amongother things):"We have to removethe distinctionbetweenOceanicand Domesticairspaceand get awayfrom ground basedATC.Oceanicwill pioneerself-separation, this will becomethe dominantmodeof operationsin the future."

In this vision,Trajectories will replacecurrent track and 4 D trajectoriesmanagementsystems will evolvein a Dynamicairspaceallocation system."We want to decoupleflights from the ground", he said.

TheUSfuture SWIM(SystemWide Information ManagementSystem)will connectwith similar

THE CONTROLLER

Oceanic ATC Operations

systemsin other countries,usingIP (Internet) type communications (asthe Military already does).

"To implementthis you needcourage:courage to investin technologythat will not delivera fast payback.Thecost in USto equip its entire fleet of jet aircraftwith ADS-Bis equivalentto 6 AirbusA380s.Thisis not muchto eliminate radaroperations."

going to be FANS/IAor ATN,or both?

But for me,Datalink just addsto the workload of a controller.Onemorebox, one morething to do. If we continuelike this we'll get everyoneoverloadedand then we are wonderingwhy we cannotincreasecapacity.

We shouldbe usingData link to automate what is routineto reduceour workload,and not add more boxes.

CharlesKeegan:"We hadan agreementwith Europeansand otherson ATN.We do not understandwhy somenow want to accommodateFANS1/A."

Also,Data link is too slow to controltraffic when it is busy.Forme Data link is just like email,and you do not readyour e-mailswhen drivingyour car do you?

"But it needsa courageouscollectivedecision.

Unfortunatelyuntil now,the current gravitationalpull , the tendencyof our masters,is to do nothing.As a resultwe still useWorldWar II technologyin ATMtoday."

I askedhim anotherquestionduringthe evening:

Philippe:In your view,is Datalink going to be the solutionfor the futureand if yes,is it

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17

Oceanic ATC Operations

SHANNON OCEANIC ATC CENTRE - A placefor newideas byPhilppeDomagala A brandnew buildinga few milesfrom the airport.Theareaof responsibilitycoversmost of the NorthAtlantic Oceanictraffic leaving and arriving in Europe.It controlsabout600 aircraft a day,80% of this oceanic.I was met

by CarolGilroy,a controllerthere, who is alsoveryactive in IFATCA. Thecentrein itself is verycommon to manyothers,the square2000 x2000screens,on the backof each wall, supervisorin the middle.

What is interestingin Shannonis the way they configuretheir sectors.

Sincethe traffic patternvariesall the time, (evenmanytimesa day) there is alwaysa different sectorisation.Thesystemhasa grid of 21 sectorswith 30 differentconfigurations.

Thosemini combinableareas,are like a puzzle (seediagram1), but in the endonly 7, sometimes8 sectorswill be opendepending on staff availabilityand traffic demand.(see diagram2). Todeterminewhich sectorswill be opened,the Flowmanagerand supervisorwill look at the CFMUpredictedsituation (typically 5 to 6 hoursin advance).Thiscanvary many times a day.Thewesterlyflow (towardsthe US/Canada) is alwaysaround1030-1700UTC and the returnsbetween0200 and 0830 UTC. Thisis, of course,complicatedby the amountof north/southtraffic from Scotland/Irelandto Spainand the Canariesespeciallyduring the weekends.

•·

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advance,with fixed duties.Overtimeis sometimesrequiredto coverfor unexpected absences( e.g.sickness)but it is voluntary.

"For training we do not needto validateon all 21 sectors,we first split the ratingsinto 2. A Highleveland a Low levelone; then each haveone rating on proceduralI planningand anotherone on ExecutiveRadar...a single checkout on eachrating is valid for all the sectors.Most studentswill validateon either Highor Lowlevel,and 2 or 3 yearslater they will train on anotherone (usuallyAPP, or even TWR),"saysone supervisor.

"Youhaveto beflexible /Je;e· becauseyou do.nqtknoVII~:•··_·_ • ._· exactlywhenand;hoiit._ttaffii \ :-will come" --· '-·• • •• • "

Themaintaskto be done hereis to ensurethat entryoceanictimesare correct.Eachaircraft mustbe at the correctlevelat the correcttime specifiedin his clearanceto crossthe Atlantic.

(Diagram 2)

(Diagram 1) .

A new areawas addedto Shannon:the so calledNorthernAtlanticTransitarea,or NOTA. Theareais controlledby radar,a big square with no routesor tracksinside,all point to point, usingradarandVHF.Coordinationwith Prestwick(who werethe previousownersof the airspace)is generallyOKbut sometimeswe get differencesof opinion on oceanicexit flight levels.

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18

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111•,111

Theytry to adaptto the traffic demandand controllersare quite flexiblewith their breaks, and long working hours(sometimesup to 4 in a row) are not uncommon,but staff are very cooperative." Youhaveto be flexible here becauseyou do not know exactlywhen and how traffic will come(dependsa lot on the Winds) and with RVSM,moreaircraftgets their preferredroutings,so they are all in more compactbunches,"saysCarol.

Thereare 160 controllersin 9 Teams,meaning a minimumof 27 at any giventime except night.Therosteris planned6 monthsin

,in

UI "i

-:.. ; -~.<:·;.,:·~~~.-; ~ :~-=·;;:::._T.(~--~

UAI (>'10

TN: ~/l!:S/

Shannon ATCC Sectorisation Typical Day Configuration

THE CONTROLLER

Oceanic ATC Operations Foraircaft at the sameMachspeeds,1000ft or 10 minutesis required,eachvariationof speed of 0.1 of Machaddsanother3 minutes.

Everythingis separatedon time, onceit leaves radarairspace.Re-routingsare very difficult to coordinatenowadaysbecauseof CFMUrules.

No flexibilityanymore.Tocoordinatesucha reroutingtakestoo long to get an answerand it seemsto be a hassleto a lot of people accordingto the controllers.ADSis in the air, but there are no immediateplans.CPDLCwill come,but there again,no immediateplans.For Clearancedeliverythey believeCPDLC would be a plus.TheIrishAviation authorityseemsto modernizeitself both in hardwareand in ideas.

Theyjust ordereda studyby Helioswhich recommends the mergerof Irishand UK airspace,with 3 en route centersfor the whole airspace,and a single Routechargeunit rate.

Shannon,in that studywould becomethe only Irish centreto operatein that airspace, effectivelyclosingDublinACC.Thisis only a study,but showsthe way things are movingin Europetoday.

BALLYGIRREEN OCEANIC HFCOMMUNICATIO

A look into the past that is likely to continue for many more years...

In 1966,an agreementwas signedbetweenthe UKand Irelandfor the provisionof ATSservices over Oceanicairspace,in which the UKwould do the actualATCfrom Prestwick,Scotlandand Irelandwould providethe Aero communications from Shannon,usingthe R/T voicecall signShanwick,combiningboth

THE CONTROLLER

names.Thedeal was beneficiaryto both as the UKwantedcontrol(i.e.power)overthe North Atlantic and Irelandneededthe money.In those daysATCwas free but radio communications were charged.

Thecommunications are still chargedtoday and eacha/c transitingthe Atlantic and using HFpays37 euros(43 USD)for the service.

In Ireland,the HFstation and centreproviding HFaerocommunications was in Ballygireen,a

small placeon the then desolatedWestcoast of Irelandwherehardlyanybodylived.Thiswas doneon purpose,as in thosedaysone looked for unpopulatedareasto placesuchstations, due to the electricalpowergeneratedby the hugetransmitterantennas.

Thereasonwhy the actualcontrollersand the radiooperatorsare not locatedin the same buildingwas politicaland datesbackto the 1940s.Youhaveto rememberthat at the time, the task establishingproceduralseparationwas bestseparatedfrom the duty of talking to

19

Oceanic ATC Operations aircraftwhichwastime consumingand tiring in thosedays.(Pilotshadthe sameand were carryingradiooperatorson the long range aircraft backthen ) . Theradioroomwasa noisyplace,while the proceduralcontrolroom wasquieterand separatingthe two roomshad its advantages.

Technically controllersand radiooperatorsdid not needto be closeto one another,so anotherroomor anotherbuilding, or evencountrywas not a problem.

Ballygireenstartedits operationsin 1936as radiostationfor Flyingboats.Thenin 1948it becamean HFstation,and betweenthat time and 1966,300 peopleworkedthere.

Now automationof serviceshasreducedboth costsand the needfor staff and todaythe job is donewith 75 staff. Everyonepredictedthat oneday HFwould disappear,so no real investmentswere made.But todayin 2005 thereare 1200a/c crossingthe Atlantic everydayand traffic is increasingby 15% a year!Theneedfor HFcommunications, predictedto decreaseovertime, hasin fact increased, and forcedmanagersto reviewtheir investmentplans.

Thejob is donetoday usingPCscreens.

To communicatewith aircraftthey use21 HF frequenciesgroupedinto 5 so calledfamilies whichare changedbetweendayand night dueto ionospherereflexion(affectingrange and quality)But also sometimesduringthe day,to countermagneticstormsdue to solar activity.

Clearances are receivedon a screenfrom Prestwickandtheseare readand passedon.

-.

II 1111 II DIii I

Thepilot's answersare typedas they speakon a keyboardand appearon a screenwhich is resentto the ATCcontrollerin Scotlandwho can readit himselfon a screen,the operators (calledradioofficers)relaymessages between pilots and controllers.Most of thoseradio officers,like John,who explainedthe operation to me,originallyservedin the MerchantNavy.

After yearsof sailingon the high seasoverthe world, somedecideto settledown and do the samejob on land.

Is data link going to replace HF? Tenyearsago,everyonepredictedthe endof HFand datalinkas a replacement.

But today

CPDLC representbetweenonly 45 and 50% of all NATtraffic and this percentageremains constant,while HFvoicedemandis on the rise.Themain reasonbeingthat NorthAtlantic traffic hasincreasedtremendouslyoverthe pastyears.Alsothe data link failures (somethingrathercommon,and not very much advertised)contributeto somegross navigationerrors,somepositionsreporting way off the mark(up to one hour)makingthe useof HFvoicean essentialbackup for CPDLC. Althoughcurrentplanswithin ICAO are for terminationof HFvoiceby 2015,many believeit couldcontinueafter that time.

Irelandand Icelandarecooperatingactively, and Balygireenrecentlyboughtthe Icelandic OceanicsystemcalledTERN,whichwill (asyou readthis) be operatingin both Rekjavik, Sondrerstrom and Shanwickoceanic.

Thenew systemallowsfor visualizationon a PCthe actualpositionof a/c basedon their HF voicereports,or their FMCderiveddata, or their ADSposition,or their CPDLC reports derivedposition.

Thementalpictureradiooperatorsbuild to placethe a/c is now dramaticallyhelpedby this display.Thetwo systemsarealsocoupled and moreco-operation,notablyin HF frequencymanagementis plannedin the future.

At the backof the ops room(calledhereradio room)standsa largeold pieceof equipment datingbackfrom the old days,still in perfect conditionwith lights blinkingat every transmissionanddecoratedwith a few plants: "we keepit as a museumpieceto remindus of our past " saysa officer, " but also as a full backup systemin casewe havea computer crash... " Ah... niceto hearthat we still needgoodold technologyto helpthosewonderfulcomputers achievetheir Safetycases...

20

THE CONTROLLER

ECAC

ECAC50th Anniversary CACstandsfor EuropeanCivilAviation Conference.

It is an organizationmade of States,just like ICAOor Eurocontrol, but was set up in Strasburg(France)in 1955 with 19 EuropeanStates.

E

Theaim was to developmultilateral agreementsfor scheduledair services,dealing with verycontroversialissueslike route rights and capacitysharing.TheFirstECAC achievementwas to set up an agreementon commercialrights for non-scheduleair services in Europe(coveringthe so called Chartertraffic).Thenthey movedinto agreementsin variousaviationareassuchas Certificatesof airworthinessfor imported aircraft,baggagehandlingarrangements, etc.

Closeto us,in ATC,ECACis knownall over Europefor their (then)veryfamousdocument called:ATCin Europe:ECACStrategyfor the 1990s.

Thisdocumentsand its recommendations were adoptedby the 23 TransportMinistersof all ECACstatesin a mediatizedceremonyin Parisin April 1990.Thedocumentwas a precursorof all the EuropeanHarmonization programsthat followed up to the latest version,the SingleEuropeanSky(SES)of the Europeanunion.

to be completedthroughoutthe continental ECACareaby 1995at the latest', while we celebratedlast year (October2004)the fact that the last countryin Europe(Albania)was finally equippedwith radar.Everyone15 years ago would havereasonablybelievedthat recommendation was at leasteasyto implement.Yet it is alwaysfar more complex...

Sothere we returned,Strasburg,the birthplace,insidethe Europeanparliament buildingto celebrateECAC's50th anniversary.

Dr Kotaite,Presidentof the Councilof ICAO was the guestof Honour,and everyone, includingEUCommissioners, Ministersof Transport,Directorsand CEOsof ANSPs,the FAAAdministrator,EurocontrolDirector General,IFATCAPresident,IFALPA, etc..,joined the congratulationsand the celebrations.

TodayECACconsistsof 42 EuropeanStates, and coversthe whole of the sub-continent.It is still a powerfulorganization,and if it is often behindthe spotlights,its expertiseand influencein manyaviationmattersshouldnot be under-estimated.

IFATCA wishedECACa HappyAnniversary, its congratulationsand its bestwishesfor success in yearsto come.

•ECAc"'sTRAG~GY FORTHi 1·9-~o-~ :.

Operational.

Objectives: .

1. TheATSroute networkand airspace structureis to be optimized,supported by a widespreadapplicationof area navigationfrom 1993onwards.

2. Comprehensive radarcoverageis to be completedthoroughthe continental ECACareaby 1995at the latest.

3. Enroute radarseparationof 5NM is to be appliedthrough high densityareas by 1995at the latest.Elsewhereen route radar separationof 10NM is to be appliedby the samedate.

----

4. ATCsystemsare to be progressively integrated,after being harmonizedin high densityareasby 1995at the latest,and elsewherenot later than 1998.

5. Automaticdata communication betweenATCCsis to be completedby 1998at the latest.

6. ModeS air/grounddata link is to be operationalin a centralareafrom 1998 onwards.

It is interestingto read(seefacingbox) that the recommendations madein 1990,even though backedup by a strongapparent politicalwill, fall very short of expectations.

And herewe are 15 yearslater,lookingwith amusementat a recommendation stating that we shall have 'comprehensive radarcoverage

(.)

c'.'i

"'

.A.Dr Kotaite

THE CONTROLLER

21

on Corporate Members Kevin Salter - ContributingEditor,CorporateAffairs Welcometo our popularCorporate MembersfeatureSpotlight

Uzbekistan Navoi airport

Thisissuehighlightsa mix of topicsfrom variouscorporatemembers.I will start with someinterestingdevelopments from

THALES

AIR TRAFFIC MANAGEMENT

SWEDEN: New air traffic managementsystem operationalin Sweden Thales'systemenhancingthesafetyand efficiencyof Europeanair traffic

centres.TheSwedish'System2000' also includesa fully integratedtrainingsystem with stand-bycapabilitiesallowing'real situation'testing.Moreover,Malmohasa locallybasedengineeringcentrethat will supportand developfurthersystem enhancements.

On March19th 2005,the LFVGroup(LFV) put the newThalesair traffic management system,EUROCAT, into operationaluse.

Thislaunchfollowsa successful transitionphaseand a seriesof safety analyses.

Thiswas achievedthanksto the expertiseand the dedicationof both the LFVandThalesteams.

Thisnewsystem,called'System2000', is part of the LFVGroupprogramme 'MATS'andwill equipSwedenwith a state-of-theart en-routeand approach air traffic managementsystem,designed to improveoperationalefficiencyand safety.

LFVhasdeployedthe EUROCAT systemat the Stockholmand Malmocontrolcentres (40 controllerpositionsfor each)and has connected13 controltowersto both

12

Air traffic in Swedenroseby 9% in 2004, handlingmorethan 2 million international and domesticpassengers.

Swedish airspacerepresents 32% of the total Nordicairspaceand 5% of Europeas a whole.Swedishcentreshandlearound 3,000movementsa day.

ThomasAllard,Sweden's Air Navigation Services Director,said: 'Thanksto the EUROCAT system,LFVwill beableto increasethe capacitylevelsat Arlanda whichare expectedto go from 80 start and landingsto 90 per hourwithin a yearor two, and alsomanagethe increasingair traffic from the northern and southernSwedishand Danish airports,as well as the upperairspace internationalen-routetraffic,which includesflights from centralEurope towardsthe BalticStates,Russia,and Asia'.

TheEUROCAT systemwill provideSwedish air traffic controllerswith an advanced workingenvironment,providingsignificant facilitiesfor secureair traffic management.

UZBEKISTAN Thales'Eurocatis selectedfor Uzbekistan's new air traffic managementsystem A strategicair traffichub in CentralAsia TheThalesandAyselconsortiumhasbeen awardeda contractto providethe Republicof Uzbekistan's Navo'iairport with the Eurocatair traffic management system.Uzbekistan, locatedbetweentwo of CentralAsia'sbusiesttourists'spots,is currentlyfacingan increasein air traffic dueto its thrivingtourist economy.

Thales'Eurocatair traffic management systemwill enableNavo'iairportcontrollers to safelymanagemoreaircraftin less time.Thishigh-techsystem,workingin conjunctionwith radarsystems, automaticallydetectsand labelsaircraft and helpscontrollerseffectivelymanage busyairways.Thesystemwill alsoimprove flight safetyfor all airlinesflying over Uzbekistanen routeto EuropeandAsia.

liHECGNTRGLLER

Spotlight

Undera tight programmeschedule, Thales will put into operationits high performanceEurocatair traffic management centre,co-mountedSTAR 2000primaryand RSM970 secondary surveillanceradarsand an air-ground communications means(radio(VCCS), meteorological equipmentand navaids systems(ILS/DME,VOR/DME, NDB, Markers).

Thesystemwill be connected to theTashkentnationalairspace managementsystemvia satellite.Thales will alsoprovideoperationaland technicaltrainingfor the Uzbek engineersand air traffic controllers.

Aysel,a constructioncompanyfrom Turkey,is responsible for the civil works of the technicaland operationalbuilding togetherwith the controltower.

controland monitorthe completeair traffic controlareacoverageradiosystem for the UnitedKingdomwhile providing high-qualityaudiomanagement.

MichelRicard,VPCentralAsia,Thales International,said:'Thalesis delighted to contributeits expertiseto the modernization of Uzbekistan's air traffic controlsystem.Thiscontractis a clear Thalessuccessillustratedby the supply of radars,navaidssystemsand by the Tashkent's nationwideair traffic management system.'

RICEis operatedfromtwo centres, LondonAreaControlCentre(LACC)in Swanwick,Hampshire and from Scottish OceanicAreaControlCentre(ScOACC) in Prestwick, Ayrshire.A contingency facility allowsfor controlof the UKATC radiocoveragefrom eitherone of the centres.RICEcontrols180 radio channels through33 radiostationsand 54TXM* 4400centralsystems,it is designedfor 15 yearscontinuousservice.

Thales'air traffic managementstate-ofthe-arttechnologyis operationalin other countriesin CentralAsia andCaucasus, suchas in Afghanistan, Armenia, Azerbaijan,Georgia,Kazakhstan, Kyrgyzstan andTurkmenistan.

RICEis the first radiosystemin the world which interfaceswith a switcheddigital networkto be classifiedas safetycategory 1*.

SteveBreading,NATSRICEprogramme managersaid:'TheRICEsystem significantlyimprovesthe management of the UKAir TrafficControlradio communications in a safety-critical environment.

Achievingthis milestoneis a majorsuccessfollowingexcellentcooperationbetweenthe NATSandThales' teams'.

Thales'air traffic controlradio systemgoesoperationalin UK RICEsystemimprovesthe qualityof communications betweencontrollersand pilots

TheRICEarchitectureis fully duplicated and non-blockingfor safetyreasons.

This systemis basedon theThales'TXM communications productline in operationworldwide,and includesa flexibleand user-friendly supervisory system.Thenewadvancedsystem guaranteesthe two-waytransportof the bestqualityspeechradiosignalsbetween air traffic controllersand pilots incorporatingan 'end-to-end'check.

TheUKNationalAir TrafficServices (NATS) hassuccessfully put the RICE(Radio Interface& ControlEquipment) system suppliedbyThalesinto operationalservice.

Thenew systemis designedto remotely

Thaleshasa comprehensive product portfolioof VoiceCommunication ControlSystems(VCCS) and Remote ControlSystems(RCS), on whichvery advancedcommunications systemscan

UNITEDKINGDOM

A typical RICE Radio Station in the Scottish Isles

l"HECONTROLLER

be based,suchas recorders,radioback-up systems, verysmallapertureterminaland microwavelinks.In this next segmentwe will lookat what MicroNavare up to in the MiddleEast.

[MIC$\V

I

ABUDHABI MICRONAVdeliversBESTSimulatorto

AbuDhabi TheGeneralCivilAviationAuthority (GCAA)of the UnitedArab Emiratesbased in Abu Dhabihasselectedthe MicroNav BEST ATCradarsimulatorto meettheir trainingrequirements.

In a fast-track projectthe simulatorwas deliveredand commissioned in earlyJune.

A BESTInterfaceModuleallowsthe GCAA to benefitfrom the ultimaterealismof onconsoletrainingwith BEST stimulatinga representative subsetof their operational ThalesWatchkeeper radarworkstations.

Theycan carryout multi-radar,multi-sector trainingas well as standalonetrainingto meettheir variedrequirements.

BEST replacesan existingsimulator,also suppliedby MicroNavthat hasgiven manyyearsof reliableservice.

Thisconcludes this issue'sfeatureand, as normal,I wouldliketo thankSilke Graham,MicroNavLtdandJoelleLebreton (ThalesCommunications Manager)without whosehelpthis featurewould not have beenpossible.

Youwill havenoticedthis featureis shorterthan normal:this was dueto restrictionsplacedon me becauseof familyillness.Spotlightwill be backto normalin time for our nextissue,in which the focuswill be on SKYSOFT ATM. Oncemoreto our corporatemembership readers,if you would like your companyto befeaturedin Spotlight, and likewiseto any reader,who would like further informationon anytopic that was covered,pleasedo not hesitateto contact me usingthe followingaddress: KevinSalter, IFATCA Contributing Editor Corporate Business, Flugsicherungsakademie, Am DFS-Campus 4, D-63225Langen Tel:+ 49 (0)61037075120 Fax:+ 49 (0)61037075177 email:kevin-john.salter@dfs.de or kevinjsalter2008@aol.com

23

Air Show

LEBOURGET PARIS AIRSHOW2005 byPh.Dom@gala 100,000 people watching the A380 take off

a

a: he Le Bourget air showthis yearwas dominatedby the venueof the Airbus A380 and attracteda recordnumberof visitors:a total of 500,000with 120,000on the last Sundayalone.Recordorderswere announcedandthe moodwasjoyful, a sharp contrastwith the precedingeventin 2003.

Theweatherwas perfectduringthe whole week (exceptfor one day)and flight demonstrations were top classas usual.

T

Besidesthe A380,on the civil aviationsidea few new aircraft were presentedthat will interestus in the future:all verysmall and very fast,the so called"pocketjets ".

Theone I liked mostwas the GROBSPn.A brandnew designfrom one of the oldest Germanmanufacturers, but which until now only producedglidersand small,singleengine aircraft,all in compositematerials.

TheSPnis a twin jet aircraftalsomadein composite(carbon)usingthesenew small Williamsjet engines.It cancarrya ton or 6 pax over3,000 Kmand useunpreparedrunways (grass,gravel,etc),like a turboprop.It hasa cargodoor like a big one,and canbe operated by a singlepilot.

I guesswe will seemuchmoreof this kind of jet in the future.TheSPnprototypefirst flew on 20 July(after theAir show).

Anotherinterestingpart of the showwas the UAVs,(unmannedaerialvehicles). ~~

~o~ o. ·o,,

Thisseemsto be the 06 future accordingto Q many.But exceptfor '?6~ Dassaultwho presenteda _ ._ mock-upprototypeof the ·...._" --'--' NEURON, (a Europeanmulti -nationalUAVproject)mostof the other prototypeswere lookingextremelyamateurish, morelike smallremotecontrolledhomebuilds.

24

Thesizeof thoseUAVsvary considerably from a B737size(Globalhawk)to a smallbird (50 grams)equippedwith a microcameraand able to enterroomsin buildings,take photos and leaveagain...

Thenext stepaccordingto the engineersthere, will be insectsize(5 grams).Most of those projectsare militaryand will be usedin battle fields but there aremanycivilianapplications planned.Surveillanceis only one of them.

Integratingall thosecivilianUAVsinto our commercialairspacewill be a realchallengefor us in the future.

Boeingpresentedits B777200LR,a longrangeversionof its 777,but unfortunatelyonly in a staticdisplay.Boeinghardlyevermake flight presentationsof its civil models.

The200LRis the currentrecordholderof maximumrangefor a civil airlinerwith 17.500 Km.(or 19,5 hours!),andcancarry300 passengers.

Manybelievethat this aircraftwill soonendthe productionof the 747,as it does the samejob betterandcheaperand on two engines.

Duringthe show I went to visit the Airbus chaletand askedthe Communications head (BarbaraKracht)what this yearshowhad meantfor Airbus: " Le Bourgetthis yearis a SuperShowfor Airbus.Firstwe areableto presentour completeaircraftfamilyfrom the smallA318 to the A380.And to be able to makea total in flight presentationeveryday of the show, less

than two monthsafter the first flight of the prototypeis an achievementand a show of confidence.

We alsoregistereda record numberof orders,provingour ability to respondto challengesof all thoseon the other sideof the Atlanticwho believedAirbuswas losingspeed."

Despitethe heatand the crowd,visiting Le Bourgetis still an interestingexperience.But possiblynot the best placeif you want to see the latestin ATCtechnology.Althoughit is displayedthere,mostof the ATMfirms have their chaletsand standssurroundedby Military hardwareor haverestrictedaccess.But Le Bourgetoffersmanypossibilities,for example, talking to one of the AirbusA380test pilots.

(Seefollowingarticle)

Note: Airbus had 281 aircraft ordered during the show:

FiveA380for Kingfisher(India)a new airline;95 of the new A350 (60for Qatar Airways);12 for ALAFCO(Kuwait);1Ofor GEGAS (USA);8 for TAM(Brazil);5 for Kingfisher(India);1 A340-600VIPfor a 'privateclient' un-named;17 A330;10 for jet airways(India);5 for Kingfisher(India); 2 for Air Caraibes(France);138 A320,100 for lndiGo(India);20 for TAM(Brazil);1O for lnterjet (Mexico);8 for Tigerairways (Singapore);18 A319 for Germanwings (Germany);6 A318for Air Cairo(Egypt)

Grob SPn pocket jet

THE CONTROLLER

Interview

EXCLUSIVE INTERVIEW with Capt.WolfgangAbsmeier,experimentaltest pilot of the A380 by Ph.Domagala aptainAbsmeieris a formerA330 captainwith the Germancharterairline LTU.Hejoined the AirbusTestprogram for the A380 andwas selectedto performthe daily presentationsduringthe LeBourgetParis Airshowlast June.I had the chanceto ask him a few questionsafter one of his presentations.

C

p

Ph.Is the airplanereallyso different?

W.A.:It is a niceaircraft,very easyto fly, and duringthe testsit is extremelynicebecause everywherewe go we haveat least20,000 peoplelookingat you. But to reply,the aircraft behaveslike somethingbetweenan A340-300 and an A340-600.

But the wing is muchbiggerthan that of the A340.So,somecharacteristics aredifferent Forinstanceminimumspeedin approachis 148 Ktsat maximumlandingweight and minimumcleanis only around210 Kts..

Ph:Whatnew featuresdoesthe aircrafthave that are of interestto Air Trafficcontrollers?

W.A.: Well,a newfeaturethat we haveis the so calledBrake-to-vacate the runway.Thepilot canselecta taxi way to exit the activerunway and the computerwill applythe brakesto reachthe exit point at 60 Ktsfor a high speed exit and 20 Ktsfor a 90 degreesturn off.This will help maximizerunwayoccupation.

Controllerscouldadviseus in advanceof taxi way exitsthat are possible,but preferablynot at the last momentas we wantsto makethis part of the approachbriefing,not short finals... We alsohavein the cockpit a page that we cancall in the Nav displaycalled Airport taxi, showingthe airport layout,taxi waysin use,etc. It displayswherewe go, like existingAir navigationdisplays,but for the ground.Theaircraftis the first to be totally paperless.

All documentationwill be in electronicform and ---:":::---displayedin the cockpiton various screens.

All the calculations

prior to the flight that todaytypicallytake30 minutes(if dispatchingunderMELconditions) only take five minutesnow.

cameras, just like the A340-600,and two more on the right and left side.Thetaxi speedis the sameas the A340-600.

Ph.Thereare rumorsthat finding suitable diversionairportsin someareasof the world will be a problem.Is this true?

Ph.BesidesToulouseand Paris,do you intend to fly the aircraftto other airportsin the near future?

W.A.:No,it is not a safetyproblem,but rather a passengerhandlingoneafterwards.The aircraftonly needsa 2000mby 45m runwayto land safely.Soalmostanyairport will do in caseof emergency.

Theairportmight have problemshandlingthe numberof pax stranded afterwards,but that it is a separateissue.

W.A.: Wewill visit all majorairportswhere airlineshaveorderedthe aircraft.Soyou can expectus in Sydney, Singapore,Dubai, Bangkok,LosAngeles,London,Frankfurt, Munichetc...

Forthe cold weathertestswe arethinking of goingto Canada,but we will go whenthe weatheris the coldestduringthe two weeks we haveplannedfor thosetests.It could be lqualuitor GooseBay,or evenSiberia.

Ph:Is the taxing of sucha largeaircraft difficult ?

W.A.:Thewingspanis 80m,so to taxi and park the aircraftsomeairportswill haveto adapt.

Theremight be somelamppostsor windsocksthat will haveto be displaced. but 45 meters(and22 metresof taxiwaysize)is enough.

(In Le Bourgetwe weretaxing on only 20 meterswide taxiways)Wealso \~ , havetaxi

I\\~ --c-

t'\

l.\\\\'

I I ItIlit 1 •.... ,...1~-...I ffl/ ,,,,,,

.

r THE CONTROLLER

W.A:Yes,a lot betterthan the first generation A340s.Wedo not havethat muchexperience, but with the few flights that we havemade alreadyat maximumtakeoff weight (569 metrictons!) we get 1500-2000ftlmin just after departure,thereafterwe maintain 1200ftlminuntil passed35.000ft. The maximumcruisingaltitude is 43.000ft and we will be typically,cruisingat Mach8.5,faster than the A340s.

'

111111111111111 r \

._ ,,.. ""~•

Ph.:Nowthe final questioneverycontrolleris asking: Doesthe A380climbsbetterthan the A340?

llln,,-

-a

EDITOR'S NOTE I planto visit AIRBUS in Toulouse nextyear,just priorintroductioninto airlineservicewith Singaporeairlines,and makea specialA380editions. with morepilotsinterviewand reportingon eventual challenges this new aircraftwill bring.

25

European Affairs

THENEW BARCELONA ACC ByPhilippeDomagala SCAis the new IFATCA Member associationrepresentingall the controllersin SPAINwho joined in Melbourne.

U

Earlierthis yearI was invitedto the openingof the new BarcelonaACC,and likethe new association,it is brandnew and big.

Themodernbuildingis locatedin the middleof nowhere(6 Kmfrom the Airport)neara small villageof GAVAon a hugeparcelof land fencedlike a militarycomplex.Thered radar antennain the foregroundand insidea flower bed,is not real,just an artisticdesign.When enteringthe main building, you have,to pass thougha metaldetectorand your bagsand coat are X-rayed.

Thefirst sign youseeon the Hall is: OpsRoom straightahead,USCAdelegationto the right.

Youcan seethat the association-Union was consultedand perhapseven involvedin the designof the building.In fact USCAhasa completefloor,at its disposalfor officesand meetings.

equippedwith a refrigeratorand a television.

Nicedark wood officefurnitureand the latest hi-techPCand flat screenscompletethe picture.TheOpsroomitself is huge:1400m2 goodfor 16 TMA,27 ACCand 4 military coordinationpositions,still with roomto expand.Thebuildingand the ops roomwere designedat a time when everybodybelieved the traffic was goingto doubleevery10 years, but since9/11,in fact Spanishtourismhas slightly receded.Todaythe ACChas10 TMAs sectors,18 ACCand 4 military.TheATCsystem itself is the sameas in the old ACC(SACTA from INDRA)its just the environmentthat is new.

Thereare currently250 activecontrollersin the ACCwith another60 in managementpositionsor in training.Thecenter replacedthe old one in El Prat,which enteredservice r in 1960and which could not be extendedanymore.

TheBarcelonaFIRis

r---~~

300,000Km' and also coversthe upper airspaceabovethe Balearesisles.

Well how muchdid that thing cost?Only 126 millionseuros(163millionsUS$).Now that's just a bit lessthan the cost of a B747.

Controllers,not surprisingly,loveto work there.

Eventheir car parkis roofedto keepthe car (andthe controllers)cool underthe shadowof the (hot) Spanishsun.

T a happy controller working at the position.

... -

TheACCalso has24 bedrooms,with bathrooms,and the linen is changedeveryday; it's like staying in a 3-starhotel.The controllersunsurprisinglylikethe night shift arrangements.

TheSupervisor, (Jefede Sala)has his own privatebedroomadjacentto his office, Cl .--.....,,,.,...----------

it

.A. The ACC building

26

THE CONTROLLER

EuropeanAffairs

SES(SingleIEuro~ean Sky)safe(?) andex11 ious!

An upda Iii."!'--.-•

PatrikPeters IFATCA Liaison Officerto EUROG TheSingleEuropeanSkyinitiativeis swiftly movingon. Followinga positiveformal opinionof the SingleSky(ommitteeat the 18thMay Meeting,the European(ommission offeredsix new mandatesto Eurornntrol.

Thesemandates- threenewAirspace-related andthree Interoperability mandateshavean impacton safetyof the Air Traffic Management system.As Eurocontrolis being taskedwith the development of Draft ImplementingRules(DIR's)for four of those mandates, it is interestingto note for usas professional workersin the ATMfield that Eurocontrol in its 23rd Provisional Council listedthe mainobjectivesfor a future European ATMsystemas being: t Toenhancesafety

• terestin enhancingsafety makeuseof the systemto tent and at minimumcosts. sucha scenariocould werfulandefficientthan nationalagency.

Because - despiteall theseinitiativesand efforts:Are we lookingat the right airspace?

Wheredo today'sdelaysoccur?Whereare the bottlenecks?

TheSESinitiativeaimscurrently at the airspaceaboveFL285,whereas,it is the lowerairspace,that is muchmorefragmented.

Furthermore, a lot of concreteis missing.For environmental andspacereasonsairportsare restrictedin their development.

Theycan't expandandtherefore,cannotprovidethe requiredcapacity.

t Tocreaterequiredcapacityto ac<.ommodate traffic growth

Followingthe roadof the SESinitiativeas currentlydesigned- in the year2020youwill beflyingveryefficientlyfromA to B - once yourplanegetsinto the air and backon the groundagain...

t Toimprovecost-effectiveness and transparency Weacknowledge that safetylevelsin Europe are high but it is importantto not per,eive this asguaranteedfor the future.Safetyneeds careandcontinuedeffortsin orderto maintainor enhanceits level.Eurocontrol proposesto increase sharingexperiences derivedfrom safetyanalysis.Thisalsowasa recommendation from the last Performance ReviewCommission (PRC)meetingin March 2005.Here,it washeavilycriticizedthat ANSPsand regulatorsare not providing sufficientand reliabledatafor the purposeof a fair assessment of their safetylevels.

Capacitycouldbe increased throughcentral coordination- oneof the domainsof Eurocontrol.

Butthis visionof the PCis not necessarily the oneof the airlineindustry.

Voicesare beingheardthat the airlineindustry wouldratherliketo managecapacity provisionthemselves.

Thisis an interesting point for discussion as onecouldimaginethat

THE CONTROt.LER

makeseverybodyafraidof consolidationand whyANSPsare lookingfor-possibleallies.

Whereas, betterinternalorganizationof existingserviceproviderscould'do the job' andevenfinan-cially supportthe lower airspace.

Cost-effectiveness shallbe monitoredand reP,orted by the Performancre Review Commission.

As the PRChasto relyon the aata receivedthereis the possibilityfor hidden fraud.In tpe light of Fun(tionalAirspace Blocks(FAB's), serviceprovidersaim at being highlyeost-effkient- or in otherwords- to be as cheapas possible- in orderto be considered f0r futurecrossborderairspace blocks.Oncecontractsfor thoseFABshave beensigned,the tide will turn andcharges will be declaredat a morerealisticlevel, reflectingactualexpenses for service provision,trainingand development.

It is a givenfact that currentfragmentation translatesinto unnecessary costs,but nowhere in the frameworkregulation'doesit saythat FABsare requiredto be managedby a single ANSP.It is this strivingfor cost-efficiency that

'Framework regulation: A Functional Airspace Blockis'an airspace blockbasedon operational requirements, reflecting theneedto ensuremoreintegrated management of the airspace regardless of existingboundaries'.

T Nice but too small airports to accept the future demand

European Affairs

GHOSTIN THE MACHINE

T N21X on display in Sparks, Nevada

PhilipMarien or this issue,we've pickedan unlikely subjector perhapsevencontroversialfor a respectedmagazinesuchas the Controller.We'll investigatethe willingnessof ghoststo hauntanythingaviationrelated.As aviationis over 100yearsold, our spiritual friendshavehadplenty of time to find and possessairplanesand scarethe living daylightsout of passengers, airlinestaff and the generalpublic.

F

Appropriately, we'll start our tour in the UnitedKingdom.Forsomereason,the UKhas alwaysbeenkeento claimthe title of most hauntednation in the world.A title, by the way,that mostcountriesare morethan happy not to contest!

In the RAFMuseumat Cosford,Shropshire, amongsthundredsof historicalaircraft,is an Avro Lincoln,the RF398.Whileit never actuallyflew anywartimemissions,it wasa regularguestat air showsuntil 1963.After beingput on displayin the museum,reportsof strangethingsstartedto comein duringthe 1980s.In oneof them,a mechanicworkingon the aircraftfelt aroundin the dark for a spannerwhichhadjust fallen,whenit was thrust into his hand.On anotheroccasion, spareparts,no longeravailableanywhere, simplyappearedout of nowherein a cornerof the museum!Althoughit raisessomeconcerns on counterfeitparts,a lot of airlineswould happilyemploya ghostwho couldprovide themwith spareparts.BBCreportershave evenspenta night in the aircraftrecording sounds.Whenthey playedtheir tape to former Avro Lincolncrews,theseconfirmedthat some soundedlike actualnoisesof the aircraft duringflight ...

But strangelyenough,when it comesto spookyaviation,we seemto find mostcases in the USA!Let'slook at someof the more famousones...

OnJuly20th 1993,somewherein Texas,Mrs. Slaytonreceiveda letterfrom the FAA.The letterwas a formal indictment,quoting noise

28

.A The only known photograph of N310EA, probably on delivery to Eastern violationsof N21X,an aircraftownedby Mr. Slayton.Indeedon June13th,several witnesses,including3 FAAofficials,observed the aircraft,a FormulaOne RacingPlane, taking off from JohnWayneAirport (KSNA)in California.It performedacrobaticsin the neighborhood.

As it wasearlySunday morning,a lot of peoplewere annoyedwith the very noisyairplane,wrote down the registrationand filed a complaint.Answering the accusations, Mrs.Slaytonwrote backa pointy letter:DekeSlayton,one of the first sevenAmericansselectedfor the space

"But strangelyenough, when it comesto spookyaviation,we seemto find most casesin the USA!" programand formerApolloastronaut,had died some6 hoursbeforethe observed violationsat his homein Texas.What'smore,a few monthsbeforehe died,Dekedonatedthe aircraftto a museumin Sparks,Nevada.The aircrafthad its engineremovedand hasbeen on displaysince.Besidesprovingit takes spiritsaboutsix hoursto travel fromTexasto

Nevada,it seemssomelike to take their favoriteaircraftout for a final spin,engineor no engine...

Thenthere'sChicagoO'Hare(KORD). not only the busiestairport in the world, but it seems to be the only hauntedinternationalairport on the planetas well! Not surprisingly, it started with a horrificaccident:the crashnearthe airportof AmericanAirlines191.Literally losingan engineon take-off,the DClO lost mostof the hydraulicsystem.Theslats on the damagedwing retracted,causinga stall of this wing only.Thisput the aircraft in an unrecoverable left bank.It crashednosedown neara trailer park,killing all 271 peopleon boardand two peopleon the ground.It is still the worst aviationaccidentin the USAto this date (not countingthe eventsof 9/11 as accidents).

Within a few monthsafter the crash,people startedseeingodd white lights in the field wherethe aircrafthad gonedown. First thoughtto be the flashlightsof souvenir hunters,policefound the field wasalways deserted.Evenmoreunnervingwerethe accountsthat camefrom the trailer park inhabitants.Theyclaimedto hearknocking and rappingsoundsat their doorsand windows.Dogsin the trailer parkwould bark endlesslyat the emptyfield wherethe plane had gonedown.Someof thosewho opened their doorsfounda worriedfigure who said

THE CONTROLLER

European Affairs

enough,the co-pilot,BertStockstill,of the doomedflight 401 nevermadean appearance anywhere... .&. (left) Captain Loft and (right) Second Officer Repo that he 'hadto get his luggage'or 'had to makea connection'standingon their porch.

Thefigure then turnedand vanishedinto the darkness.

Apart from the vanishingact, today this hasbecomea familiarphenomenonnear any low-cost-airlinehub...

But what is more,at the airportitself,nearthe departuregate of AA 191,manytravelershave seena manmakinga telephonecall.T(lose who haveseenhim saythat is quite normallooking,excepthis businessattire,which seems oddlyout of date (it would be if it's from the 70s).He allegedlystepsawayfrom the telephonebooth,managesa few stepsand then vanishesinto thin air.Is he one of the doomedpassengers from Flight191- or maybesomeother unfortunatepassengerwho passedawaywaiting for his flight?

Incidentally,Continentalflight 191alsocrashed (DallasFortWorth,1985).NeitherContinental norAmericanhasusedflight number191 since.

Knowingthat a Prinair191 (PuertoRico)also crashed(in 1972),superstitiouspeoplewould do well to avoidthis flight number.As a controller,you might evensuggesta callsign changeto the crew...

Reallyaskingfor troubleis re-usingparts recoveredfrom fatal crashesin other aircraft.

Thisseemsto guaranteeghostlyguests.We've found at leasttwo cases:that of an American AirlinesMD-80(#886)with a hauntedtoilet!

Thestorygoesthat a flight attendantdied in that toilet in a crash,after which it was put on AA aircraft#886.It seemsan unlikelystory,as

THE CONTROLLER

it would be highlyimprobablefor a toilet to comeout of a crashundamaged.

And even then you'd haveto be a pretty desperatespirit to go and haunt a toilet.

Byfar the mostfamousstoryis that of N318EA,a Tri-Staroperatedby EasternAirlines.

Theyactuallycalledit the Whisperliner, illustratingthat peoplein the 70swere pretty tolerantwhen it cameto aircraftnoise.The storygoesthat this particularaircraftwas fitted with partsfrom anotherTri-Star, the N31DEAthat had crashedin December1972.

Thecockpitcrewof this flight 401 becameso involvedin trying to get a gearindicatorlight to work againthat they didn't noticethat the aircraft'saltitudehad gentlydecreased.

The aircraftlost its 2000ft altitudein just four minutesand 99 of the 172 peopleon the flight didn't survivethe crashin the Everglades, just southof MiamiAirport (KMIA).It wasthe first crashof a wide-bodyaircraftin aviationhistory.

Thestorygoesthat partsfrom the crashed airlinerwere usedin the constructionof N318EA.Thelatter wasdeliveredto Easternin March1973,some3 monthsafter the crash.It seemshighly unlikelythat any part of the aircraftwould havebeenreleasedso quickly after the crash.Nevertheless, passengers and airline staff frequentlysaw either Capt.Bob Loft or 2ndofficer DonRepo,both of whom had died in the crashof N31DEA.Strangely

Thestoriesbecameso persistentthat Eastern Airlinesmanagementgot involvedand threatenedto sackairlinestaff that were caughtspreadingthe stories.FrankBorman, formerastronautand later CEOof Eastern, calledit all a bunchof 'crap' and considered suingthe producersof the 1978made-for-TV movieabout the ghoststoriesfor damagesto the airlines'reputation.

While Loft mostlystuckto 'appearing',Repo continuedto take his old job veryseriously:he roamedthe avionicscompartmentbelow the cockpitand he reportedlyfixed a galleyoven.

Hisheadappearedto a flight attendantin the oven(!),warningher to "Watchout for fire on this airplane".Goodadvice,I'm sureyou'll agreeon everyaircraft... In anotherstory,midway throughthe routinepre-flightinspection, Repoappearedto the flight engineerand said, "Youdon't needto worry about the pre-flight, I've alreadydoneit."

N318EAwas later boughtby CathayPacific, and it was scrappedin the 90s.Unverified reportssaythe aircraft'sfuselageis now a restaurantsomewherein SouthKorea.Maybe Repostill repairsthe ovensand Loft is still in chargeof fire prevention...

We haveno knowledgeof any hauntedtowers or operationsroomsanywhere.Butjust in case, if you feel a coldchill and a disembodiedvoice whispering'cliiiiimb the Lufthansaaaaa', better doubleor triple checkwhat to do next!

PhotoCredit:Theeditorswould like to thank MalcolmClarkefor his photographof RF398, found on Airliners.net

29

European Affairs ,t~·•••--s

Nenad control~/,/:9in Belgrade APP • (he was a con oiler there from 1978)

•

IFATCA EURREGION ANDITSSUPPORT FORSERBIAN CONTROLLER'S FAMILY ou all heardof the tragicdeath,last October,duringthe Bucharest Europeanregionalmeeting,of our colleaguefrom BelgradeACC,NenadOrasanin.

Nicos,IFATCA EVPEuropetook the initiativeto collectsomefundsto help hiswife, Milka,and

Y

his 10-year-old daughterSrna.Many individualsand European members' associations contributedto the fund,andmore than 5000eurosweretransferredto hiswife in January.

TheSerbianandMontenegroAir Traffic Controllers Association(SMATCA) to which Nenadbelongsto, hasalsofoundeda 'Nenad Orasanin Fund'in which10%of the membership feesaredivertedon a monthlybasis.Thishelps Nenad'sfamilybut is also meantto help

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INDIA & PHILLIPINES

NEWM MBERASSOCIATION OFIFATCA IN 2005 many new ControllersAssociations joined IFATCA. We haveaskedeachof them to presentthemselves,and two of them INDIA andTHEPHILUPINESmade a specialeffort and we are proudto welcomethem and presentthem.

.....-..........--~ ~l!l(I_PfJ~~~-~f.c~~ (PAT~A)~~ ~--·

-:---_..:_.:..

- .:::··--

--·--··=---~:.:-_:::~ .......... ,.,:__·:=-----.--:.·-:_----·'-~-:;.:

ThePhilippineATCAwas born in 1962, and its pivotal missionwasto improvethe economic conditionof the underpaidAir Traffic Controllerswhosemaximumsalarywas Php200at that time, (4 UDin todayterms), as well as enhancingthe statureof the profession.

Theyformeda pressuregroupand published a newsletter.Thefirst resultscamequickly (1964)with salaryincreases, bettermoraleand improvementof the ATCservices.

In 1982,PATCA wasgivena legalstatusbut relationswith the governmentstartedto deteriorate.In 1986a oneday work stoppage led to negotiationsand salaryincreases between60 and 110%weregranted.This relativelygoodsituationlasteduntil 1992 whentalk of ATCprivatisationscameup.

PATCA introduceda positionpaperon the issuethat was rejectedby the government, and followingan action,the government challengedthoseon duty to remainworkingor leavethe facility to be replacedby government -appointedemployees.

Theactioncontinuedand 9 Controllerswere dismissedand manysuspended.

Thisbadsituationlastedfor 10 yearswith overworkedand underpaidcontrollerstrying nevertheless to give the bestATCservicethey could.

Todaythe PhilippineAir TrafficControllers' Association(PATCA) anxiouslyawaitsthe resolutionof the problemsplaguingthe PhilippineATCprofessionfor morethan half a centuryof it's existence.

It was in 1964that the ATCOsin India,very limited in numberat that time, realisedthat therewas moredivergencethan convergence of interestbetweenthem and the officersof otherwingsof the CNSsystem.Thisresultedin the formationof ATCGuild (India).Theprimary objectiveof this organisationwasthe professionaland technicaladvancement in their field of activitiestogetherwith promotion of their cadreinterests.Thissituation continueduninterruptedup to 1986.One salientfeatureduringthis long periodof existenceis this - as Governmentof India Department,the DirectorateGeneralof Civil Aviation(DGCA)was runningon budgetary supportfrom Governmentof Indiawithout generatingtheir own revenueas a commercial enterprise.

In 1986,DGCAwas transferreden-masseto the PublicSectorin the form of National AirportsAuthority(NAA).Thischangedthe situationdramatically.

TheATCOswere now facedwith challengingresponsibilityof the runningthe organisationon a competitive basis,earningrevenueand profit of their own.

TheATCGuild(India)couldsuccessfully help

ATCO'sriseto the challengeof this new work culture.As a resultthe NAAcouldbecome oneof the mostefficientand profit making PublicSectorenterprisein India!

Thenin April 1995,NAAwas mergedwith the InternationalAirportsAuthorityof India (IAAI) whichwas formedin 1972to managethe affairsof the 4 InternationalAirportsin India; Bombay,Delhi,Calcuttaand Madras.Thiswas like a homecoming.

TheCorporateMission developednew dimensions:"Progressthrough excellencein customersatisfactionwith world classairportsand air traffic servicesfostering economicdevelopment".

Thisbecamemorechallengingto the duties and responsibilities of the ATCO'sin India, especiallyin the new conceptof CNS-ATM adoptedby ICAO.As the IndianDGCAis the Chairof the ImplementationProgramme, the ATCOsin India arefacedwith copingwith the new challengesof automationand modernisationof the new systemand its successfulimplementation.Diligentlyand perseveringly, the ATCO'sin India,underthe able leadershipof ATCGuild (India)are undertakingthis job systematically.

In this pioneeringendeavour, they are hopefully lookingforwardto the guidanceand close cooperationof IFATCA; the world bodyof ATCO'sAssociations.

OTHER CONTROLLERS ASSOCIATIONS THAT JOINED(ORRE-JOINED) IFATCA in 2005: Algeria,Armenia,Iran,Fiji (re-joining)Roberts FIR(in WestAfrica)and Spain(re-joining)

In 2002,the associationnegotiatedagainin orderto obtain an additionalallowancefor controller.Theyfinally succeeded but, the allowancegrantedwas Php1000(18 USD)per monthwhile the associationrequestwas for Php9000(162 USDper month)representing half a month'ssalary.

In 2004,a generallaw was passedmandating that all overtimebe compensated by time off and not any longerfinancial.Butfortunately this was not applicableto ATCfacilities,since ICAOmandatesMinimumPersonnel Complement.

Thiscompounded the dire need for additionalpersonnel(i.e.,currentlythe manningrequirementis 40% deficient)but nevertheless resultedin delayedor non paymentof overtimeclaims,reducingtheir incomefurther.

THE CONTROLLER

31

African Affairs

SIDEVIEWS BYTHEAFM REGIONAL EDITOR s the Controllermagazinetakesnew shape,thereare manyquestionsas to the practicaleffectof the changeon the so calledwoebegoneAfricaand Middle East Region'sair traffic controlsystemsand the relativelevelsof safety.

A

Straighttalk breaksno friendshipbut constructivecriticismis advised.Negative responseto challengesis a resultof negative thinking.Alternatively,positivethinking is unquestionably the wayforward.

How far the world cango with addressing ATC problemsin this regionis not only a question of what we aredoingat this momentto resolve the problemsbut alsohow we aredoingit. Most definitelythere is a needto act promptlyto bringthe region'sATCorganizationalpractices closerto thoseof the rest of the world.

Themain problemremains'lack of recognition of the profession'ratherthan financialcapacity to addressthosemultiplesof factorsthat are detrimentalto air safetyand efficiency.Over decadesthere havebeenmanyincidentreports in this regionthat were mainlyattributableto this fact.

In mostcases,conditionsof operationand servicehavenot beenset in a way that recognizesthe "uniquestatusof the work of air traffic controllers,the inherentresponsibility for humanlivesand professionalresponsibility requiredby law". Someproblemsin this region are not necessarily financebasedbut rather purelydueto the generallackof recognition.

Forexample,it doesnot reallycostthat much to a)conductproficiencyexaminations, b) refrainfrom the useof unlicensedcontrollers, c) designATCcompliantwork roostersthat help in alleviatingstressrelatedincidents,d) appointcontrollerswith appropriate professionalaptitude,e) applyprinciplesof teamresourcemanagement, etc,etc,etc.

If wisheswere horses,everyoneshouldhave beenconvincedby now that the servicecalled air traffic controlprovidedshouldbe symbioticallyand not just for the benefitof any stateon its own.Air traffic controlserviceis providedfor the safetyof the entire internationalcommunityin line with the interestsof UnitedNationsand its objectives as set forth in the GenevaConventionof 1944.

Themostworrisomefact is that mostcountries

32

SIDEVIEWS:SideViewsis a topic whereideasand controversial subjectsare discussed.

Theseideas do not reflectthe positionof IFATCA but only that of the author

in the regionhavefailedto be dynamicover centuries.Theystill fail to recognizethe fact that the world hasmovedawayfrom the primitivetimeswhen employeeshad to be forcedto performtheir duties;to the time whenthey are strategicallygivenadequate motivationand otherformsof aid to the human resourceto ensureoptimalperformance.

Maybethis canalsoanswerthe questionof why the Africancontinenthasneverwon and is not hopingto win the FIFAWorldCupin the nearfuture?We simplyfail to recognizethe humanfactor elementas a basic'factor of production'as expressed in economicterms but preferto employprofessionals under conditionsof operationand servicethat are very similarto thoseof old-timeslaves.This practicewill definitelynevertake us anywhere.

"Mostcountriesin the region fail to recognizethe fact that the worldhasmovedaway fromthe primitivetimeswhen employeeshad to be forcedto performtheir duties" Lowproductivityis generallythe talk of the day in mostAfricaand Middle Easternstatesin almosteveryhumanundertaking.Thisis due to the failureto recognizethe humanelementof the systemas part and parcelof other resources employedtherein.It is vitally importantto note that, wherethis low productivityconcernsAir TrafficControl,it reflectsa reductionin the levelof safety.It is the ultimatedarkeningof hopethat canmake one developsgoosepimples.It is a total disasterthat cangive birth to a holocaustin fractionsof a second.Anyonewho really knowswhat all thesemeanswould never leaveanyroomfor the widespreadlow productivityto overspillto the ATCprofession.

On the other hand,there is no way that this requisiteproductivitycanbe broughtabout by useof iron-handadministration.

It is of coursenot easyto addressthe Africa and MiddleEastproblemscollectively.

The varioussocio-economic situationsin the large expanseof the regiondemandthat Member Associationsprovidea helpinghand in efforts to reducethe workloadof the Executive

~ Moetapele

Dauphin Matale (Botswana), IFATCA AFM Regional Editor

Board.Thiscanbe achievedby formulating smallerbreakdownsthat can ultimatelyprovide reliefto the overengagedFederation's Executive.

Theproposalmadein Cancun2002 and repeatedin Melbourne2005 to addressthe SouthernAfricanair traffic controlissues throughthe headquartersof SADC(Southern AfricanDevelopment Community)hasbeen warmlywelcomedby the organisation.

Thereis alreadya generalwill by SADCto give recognitionto organizedprofessional associations in effortsto go that extra mile with socio-economic advancements in the SouthernAfricanregion.What remainsfor the region'sMemberAssociations from the 13 countriesis to unite,demonstratecommitment, set goalsand performancetargets.

Thismovehasapparentlybeenprecededby SADCairlineswho haveteamedup and formed an exclusiveorganisationin the very same manner.Themoveis furthermore,worthy of spearheading, examplingand triggering decentralizationprocesses in other partsof the AFMRegion.Well,this is hopefullyone way to go about it.

TheControllermagazineis not beginningbut continuingto givethe AFMRegiona chanceto voiceour concernsand put professionalissues in the internationalforefront.Air Traffic Controllersin the regionshouldnow stop whisperingin the deepbut simplysendnews releasesto the new regionaleditor. mdmatale@yahoo.co.uk

THE CONTROLLER

Charlie's Column

CHARLIE'SCOLUMN Thistimewe will do a littlespecialon landings: LANDINGON COWS An Air FranceAirbusA330found itself landing in the middleof a flock of cowsthat had wanderedon the runway,in PortHarcourt, Nigeria,last July. Theplanehit a coupleand was severelydamaged.Nobodyon boardwas hurt (exceptone of the cows,which did not survive).Thereportsaidthat the airport employeeswere still, hoursafter the incident, chasingthe cowsoff the runway.OKit was night and the cowswere not easyto seewe thought,but the reportsaysthat thereare some'aggressive'cowsaroundin the region.

ThemonthbeforeLagospolicehadto apprehenda cow that had attacked(andkilled) a busdriverstoppedbesidethe road.I always thoughtcowswerequiet and peacefulanimals.

LANDINGON A GIRAFFE Well,Africais a strangeplacesometimes.Here you are,you are nicelylandingyouraircrafton a nicerunwayand what do you suddenlysee? a giraffe.Therunwayis large,youtry to avoid it, but the neckis long and this is what happened.Onceagainpilot unhurt,but the poorgiraffe did not makeit. (seephoto below)

very rarely.And what you imaginedhappened (Murphy'sagain),a smallone seat airplane managedto land on top of a Porschewhich wasdoing 160 km per hourat the time.There wasconsiderable damageboth to the car and the airplane,but miraculouslynobodywas seriouslyhurt.Theplanefirst stayedlockedon the Porscheroof,but then the driverin the Porschefelt somethingfunny,and pushedhard on the brakes,sendingthe planecrashingin front of him.Thepolicedeclaredthat they did not understandhow this couldhappen:"They probablycouldn'thavedoneit that well if they had tried," they said.

OVERHEARD ON THEFREQUENCY: ATCto Cessna172:Requestyour position?

Pilot: We'reactuallynot overanywhereat the moment!

On the fequencyduringthe night while overflyingGermany(RheinUAC) Controller:ABC123what'syourfinal level requestedtonight?

Pilot:uh, uh, no,we're happywith 270 if possibleto maintain...

Controller:no problemABC123,maintain happiness, and call backfor descent!

to sharethis storywith my fellow ATC engineers,becauseit showsclearly the limits of automation.

LOWCOSTS,ANDTHEFUTURE ...

Thistime not Ryanair,but DeutscheBAor DBA, a Germanlow costairlinethat hasinventeda new way of sellingtickets:a plasticCoupon costing49.99euros(60 USD)that you canbuy in discountsupermarkets (like the famousALDI) which entitlesyou to a returnflight at the date and destinationof your choice.Justphonethe airlinewith the couponnumberand off you go.

It is bookable,and all taxesand feesare included.Destinationsare up to Sweden,down to Greece.Thetravelagenciesaregoing to appreciatethis for sure.But this conceptput to ATCis interesting,I am wonderingif a similar systemcouldnot be usedfor routecharges.In this time of intensecompetitionbetween ANSPs, sloganslike 'Cometo overflyus,we are cheaper!'and 'Buyan overflychargeat discountpricewhenyou take yourfuel at our airport' are possiblythe future...

LANDINGIN CANADA: Controller:ABCl23, clearto land,caution,there is a very largeeaglebesidethe runwayabout half way up.

Pilot:Clearto land,ABCl23 Controller:ABCl23 canyou seewhat the eagle is doing?

Pilot:Yes,watchinghow it is supposedto be done...

LANDINGON A PORSCHE:

AUTOMATION

Youall rememberthe racebetweenMichael Schumacher in his FerrariFormula1 and a Fl 6 jet in Italy,reportedheresometime ago. Well, the Germansdid somethingbetterlast July.

Twelvemembersof the local Porscheclub used Bitburgairport runway,a formerUSAir force basein Germany(nearLuxembourg) to do racesrun in the earlymorning.Problemis that the airport is also usedby smalltraffic, albeit

I was in a waiting loungein a largeEuropean Airport waiting for a flight when I saw a cleanercomingwith a bucketof water and cleaninggeartrying to cleanan automatic glassdoor.Everytime he tried to cleanthe door,it opened,and when he movedasideto try to do it when it wasopen,it closedagain.

Theguytried about a dozentimes,then finally gaveup. I find this interestingand would like

THE CONTROLLER

~ DBA Boeing73Z

LOWCOSTSCARRIERS I havenoticedin somepressreleasesthat some LowCostcarriersare now callingthemselves 'Value-Based Carriers', as they apparentlydo not like the namelow costs.Well.as far as I know it is not the Low Costscarriersthat do not like the name,it is the establishedairlines no?

But movingfrom 'Low cost'to 'Value-based' soundslike a promotion... and we controllers know for surethe real valueof a promotion don't we?

33

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