ATCA Bulletin - July 2014

Air Traffic Control Association

No. 7, 2014

www.atca.org

ATCA 59th Annual Conference and Exposition: Annual Topics A preview of main issues and questions on the table September 28 - October 1 at the largest ATC conference in the Americas

In This Issue: »» Sneak Peek: Fall Journal at a Glance »» Don’t Forget! Vote for the 2014 ATCA Board of Directors! »» New Staff Introduction: Kristen Knott »» ATCA Welcomes HCRQ, Inc. »» And More!

President’s Message

No. 7, 2014 Published for

By Peter F. Dumont, President & CEO, Air Traffic Control Association

Your Summer Mission – Vote!

4 ATCA 201

EL

EC TION

S

My message for this month’s Bulletin is simple: vote in the ATCA elections!

This is the time of year where you can exercise your membership benefits to help shape the strategic direction of the association by helping to choose the members of the next Board of Directors.

This year’s election is particularly important for each member, as you not only have the ability to vote for Regional Directors, but for the next Chair-Elect as well. This person will be involved in ATCA’s leadership for the next four years.

It’s easy to vote – just follow the links! To learn more about those in the race, visit atca.org/Election2014Bios to view candidate biographies, and then visit atca.org/Election2014Ballot to vote.

If you still have questions after reading this material and the individual candi-

We strive to be responsive to your suggestions and comments, but nothing speaks louder than your vote for Board of Directors membership. date messages you may have received via email, please do not hesitate to contact us.

I cannot stress enough how important it is to take a few moments to cast your vote. We strive to be responsive to your suggestions and comments, but nothing speaks louder than your vote for Board of Directors membership.

The election voting ends at 11:59 p.m., Wednesday, August 27. So, before you leave on that well deserved summer vacation, make a difference and cast your vote.

I look forward to learning of the results in August and continuing forward in the next year with our current Board of Directors, and new additions from this election.

1101 King Street, Suite 300 Alexandria, VA 22314 Phone: 703-299-2430 Fax: 703-299-2437 info@atca.org www.atca.org President & CEO: Peter F. Dumont

Director, Communications: Marion Brophy Writer/Editor: Kristen Knott

Formed in 1956 as a non-profit, professional membership association, ATCA represents the interests of all professionals in the air traffic control industry. Dedicated to the advancement of professionalism and technology of air traffic control, ATCA has grown to represent several thousand individuals and organizations managing and providing ATC services and equipment around the world.

Published by

140 Broadway, 46th Floor New York, NY 10005 Toll-free: 866-953-2189 Toll-free Fax: 877-565-8557 www.lesterpublications.com President: Jeff Lester

Vice President & Publisher: Sean Davis Editorial Director: Jill Harris

Managing Editor: Kristy Rydz Art Director: Myles O’Reilly

Senior Graphic Designer: John Lyttle Graphic Designers: Crystal Carrette Jessica Landry Gayl Punzalan

Sales Director: Danny Macaluso

Upcoming Events Fall 2014

ATCA Golf Tournament Washington, D.C. Area

ATCA’s Cyber Security Day Renaissance Arlington Capital View Hotel

Sept. 28 – Oct. 1, 2014

March 10 – 12, 2015

ATCA 59th Annual Conference & Exposition Co-located with the Civil / Military Aviation Conference Gaylord National Resort and Convention Center National Harbor, Md.

2

Nov. 13, 2014

ATCA Bulletin | No. 7, 2014

World ATM Congress 2015 Madrid, Spain www.worldatmcongress.org

Advertising Sales: Quinn Bogusky, Louise Peterson, Walter Lytwyn Accounting: Nikki Manalo Distribution: Jen Holmes

© 2014 Air Traffic Control Association, Inc. All rights reserved. The contents of this publication may not be reproduced by any means, in whole or in part, without the prior written consent of ATCA. Disclaimer: The opinions expressed by the authors of the editorial articles contained in this publication are those of the respective authors and do not necessarily represent the opinion of ATCA. Printed in Canada.

Please recycle where facilities exist.

ATCA 59th Annual Conference and Exposition: Annual Topics A preview of main issues and questions on the table September 28 – October 1 at the largest ATC conference in the Americas

1. FAA restructuring – What’s the problem? Are corporatization and privatization the solutions?

The panel will discuss the leading privatization/corporatization models utilized internationally as the starting point for developing a model that would be workable in the United States. After outlining the working structure of international models, the panel will discuss a road map for designing and implementing a privatized solution in the U.S. Key components to be addressed under modification and/or U.S. Model include financial, labor, governance, legislative and regulatory oversight.

2. Unmanned Aircraft Systems (UAS): National Airspace System (NAS) integration efforts and standards development UAS-specific regulations, guidelines, and policies are needed to support the growth of more than 7,500 small, unmanned aircraft entering the NAS in the next five years. UAS-specific regulations, operational guidelines, and policies are needed. The panel will discuss the current state of UAS access and integration to the NAS. Panelists will provide updates on progress in creating UAS specific policy, procedures and rules, implementing Ground-Based Sense and Avoid systems, and standing up of the UAS test sites.

3. Delivering global harmonization Global harmonization must account for the evolution of aviation systems around the world in a way that allows Air Navigation Service Providers (ANSPs) and airspace users to invest once in advanced capabilities. Standards 4

ATCA Bulletin | No. 7, 2014

are in place for global interoperability, but ANSPs struggle to meet user expectations for global harmonization.

ICAO has defined Aviation System Block Upgrade capabilities, which are intended to facilitate strategic planning and investment decisions with a goal of global aviation system interoperability. Initiatives around the world, like CARATS, NextGen, and SESAR, are addressing their own local or regional issues with initiatives to work together, but will the Aviation System Block Upgrade (ASBU) goals be delivered for globally harmonized ground-based ATM and airborne systems?

4. Fostering the future of aviation The leaders who will be responsible for operating, maintaining, and overseeing NextGen in 2025 and beyond are at the front end or midpoints of their careers today. This panel provides them an opportunity to explain what initially attracted them to this critical and exciting industry, why they chose it as a career, what they see as its most important issues, obstacles to success in their respective roles, and how we can attract the next generation of aviation professionals to ensure industry vitality moving forward.

5. Future workforce training While the current workforce is adjusting and able to keep pace with the flow of change, a large number of them are due to retire in the next three to five years, creating a significant knowledge and experience gap. This panel will discuss challenges, issues and approaches, and present ideas and perspectives for transitioning FAA’s current workforce into

the FAA workforce of the future. The members will examine: • Selection and hiring challenges, issues and approaches in transforming its workforce • Training approached for specialized functions such as air traffic control, mission critical systems support, and aviation domains outside the U.S.

6. How can NextGen technology improve safety?

The goal for NextGen is to create capabilities that make air transportation safer and more reliable. Today’s airspace operates in an increasingly interconnected and globalized world that relies on humans to perform these complex, technology-based tasks. Understanding this complexity, human psychology and interconnectivity will be the focus of the panel, offering insights from within the NAS and around the globe on how the technology is implemented, certified and managed. This panel will answer questions such as: • How can technologies incorporate human factors and what’s needed to address the areas where they cannot?

• What kind of certification will be required to ensure these systems work together?

• How have our global counterparts implemented these (or other) technologies and what have been the impacts to airspace safety?

• What role can some of the newest software play; does it create an additional layer of certification requirements?

7. NextGen: How do we measure success?

This panel will discuss the current met-

rics that the FAA uses and possible future metrics. Are these the correct metrics and are there others we should be measuring? With more NextGen technology coming online, how do we continue to assure that the metrics are aligned with these new technologies?

8. Mixed equipage: Best equipped, best served vs. first come, first served Technology vs. policy: what makes sense? In a mixed equipage operation, will the NAS be more or less efficient? What should be the expectation of the airlines if they equip their Fleet versus the airline that does not? What would the policy be? How will the ATC community manage the operational workload in a mixed environment operation? How do you train ATC? Is there an “operational metric” for equipped and unequipped aircraft that makes this mixed environment more or less feasible? Will there be a consideration of segregated airspace, similar to Reduced Vertical Separation Minimums/ Minima (RVSM)? How do we ensure that we are in sync with Europe?

FAA’s Huerta to Deliver Keynote ATCA has confirmed The Honorable Michael Huerta, Administrator of the Federal Aviation Administration (FAA), as keynote speaker for the ATCA Annual 59th Conference and Exposition Monday, September 28, 2014. Huerta oversees budget, employees and air traffic control modernization programs.

“Administrator Huerta’s high-level overview of current events in the FAA is something ATCA attendees look forward to and which consistently draws a crowd,” said Peter F. Dumont, President and CEO of ATCA. “He has been a longtime supporter of the association and we look forward to his perspective during this important time in aviation.”

9. Looking ahead: What does the NAS look like in 2025?

As technology continues to accelerate at an unparalleled rate, both systems and aircraft are changing at an almost daily basis. This panel will take a look at what the NAS could look like in 2025 by answering the following: • What impact will UAS have in 10 years?

• What new technologies are on the horizon that could change the landscape of aviation?

• How will commercial space fit into the NAS? • Will the controller’s job evolve in 10 years?

10. Moving toward digital government: NAS and non-NAS IT integration of NextGen This panel will address the fundamental changes that aviation has undergone, and will continue to undergo, as technologies advance. Included in this discussion are several key programs transforming the way aviation is managed: Data Comm, System Wide Information Management (SWIM), and some of the specific information management systems, such as those transferring flight, aeronautical and weather information (FIXM, WXXM, and AIXM).

ATCA Bulletin | No. 7, 2014

5

Learn more at www.atca.org/59annual

THE FUTURE OF CIVIL AND MILITARY THE FUTURE OF CIVIL AND MILITARY

AIRSPACE IAIRSPACE N ONE PLACE IN ONE PLACE

September 28 – October 1, 2014 Gaylord National Resort & Convention Center National Harbor, Maryland USA

The Largest ATC Conference & Expo in the Americas The Largest ATC Conference & Exposition in the Americas

Sneak Peek: Fall

The MH370 Investigation:

Not Much has Changed

By Steve Winter, Independent Aviation Consultant the question of global tracking capabilities.5 • The “raw” Inmarsat satellite communications data was finally released to the public.6 • The Australian Transport Safety Bureau (ATSB) released a request for tender for search of a more extensive underwater area.7 • The ATSB also released the definition of a new search area8, together with a detailed report describing how the new area came to be defined.9 Of these, the ATSB report is the most substantial and its title belies the breadth and depth of its analysis. This article will therefore concentrate on a review of the report with supplementary references to the other events.

to date in the investigation. It finally makes clear the basis and history of the Inmarsat satellite data analysis and provides transparency for the search area definitions. It is an impressive document which covers the surface and underwater searches to date, definition of the new search areas (including a detailed explanation), discussion of other sources of information (including air route and hydrophone analysis), and comparison with previous aircraft losses, as well as notes on the analysis of Burst Timing Offset (BTO) and Burst Frequency Offset (BFO) data.

However, the most substantial section of the report is the definition of the new search areas (and its supporting appendix with notes on the BTO and BFO analyses). The report stresses that the analysis, particularly that of BFO, is ongoing and that the search area may ATSB Search Area Report Analysis be further refined. The report even goes Without doubt, the ATSB report is the to the length of explaining why the most important document released search area definitions have changed

at a Glance Photo by: Vitaly Korovin / shutterstock.com

MOrE thAn thrEE MOnthS hAVE elapsed since I wrote my first Journal article on the disappearance of Malaysian Flight 370 on March 8, 2014. This is an update to that article1, reviewing what has changed with regard to the investigation since then. In many respects, not much has changed since the wreckage has yet to be found: that will hopefully be a major source of new information as the investigation proceeds. However, additional insight has been gained in regards to the circumstances of the disappearance and the response to it.

Several significant events have occurred in the investigation since the initial article: • The Malaysian authorities released the ICAO-specified “Preliminary Report,”2 together with some chronology and transcripts.3 • The initial underwater search found no evidence of wreckage.4 • ICAO held a meeting to address

18

Fall 2014

The MH370 Investigation: An Update Not much has changed

By Steve Winter, Independent Aviation Consultant

Introduction

More than three months have elapsed since I wrote my first Journal article on the disappearance of Malaysian Flight 370 on March 8, 2014. This is an update to that article reviewing what has changed with regard to the investigation since then. In many respects, not much has, since the wreckage has yet to be found: that will hopefully be a major source of new information as the investigation proceeds. However, additional insight has been gained in regards to the circumstances of the disappearance and the response to it.

Several significant events have occurred in the investigation since the initial article: • The Malaysian authorities released the ICAO-specified “Preliminary Report,” together with some chronology and transcripts.

• The initial underwater search found no evidence of wreckage.

• ICAO held a meeting to address the question of global tracking capabilities.

• The “raw” Inmarsat satellite communications data was finally released to the public.

• The Australian Transport Safety Bureau (ATSB) released a request for tender for search of a more extensive underwater area.

• The ATSB also released the definition of a new search area, together with a detailed report describing how the new area came to be defined.

Of these, the ATSB report is the most substantial and its title belies the breadth and depth of its analysis. This article will therefore concentrate on a review of the report with supplementary references to the other events.

The Fall issue of The Journal of Air Traffic Control will land in mailboxes next week, exclusively for ATCA members. Here’s a sneak peek of a timely article from author Steve Winter on the disappearance of Malaysia Flight 370, and some of the best practices learned from the situations that followed.

Read the full issue in August. If you’re not an ATCA member, become one today, so you can receive the Journal each quarter.

mh370 disAppeArAnCe

over time: essentially as a result of more-detailed analysis of the satellite data, taking into account additional factors, e.g., effects of an eclipse on the satellite frequency translation oscillators, affecting BFO.

Definition of the New Search Area(s) The report makes clear that the basis for the search area is the analysis of the “seventh arc” BTO data and the conclusion that the aircraft flamed out and crashed into the ocean shortly after crossing the arc. The report states that three factors were important in defining the search area along the seventh arc: • Position of turn(s) to the south after leaving primary radar coverage over the Malacca Strait • Aircraft Performance Limitations, based on the known fuel weight from the final ACARS report • Analysis of the Satellite Communications Data (see below) Although the mainstream media have focused on a single new search area of 60,000 km2, the report actually defines three search areas (see Figure 1): • Priority Search Area (Orange), 60,000 km2, covering high probability areas • Medium Search Area (Blue), 240,000 km2, covering the highest correlation results from multiple analyses • Wide Search Area (Grey), 1,120,000 km2, covering all possible areas, based on aircraft performance limits and maximum glide range The report proposes not only that the Priority Area be searched, but that

should no wreckage be found within that area, sections of the Medium area should also be searched. The reason for this is that the analysis is particularly sensitive to errors in BFO, as well as differences between the end-of-flight scenarios.

Much was made in the general media of a “conclusion” in the report that the crew had likely suffered from hypoxia.

However, the report makes it clear that its analysis in this respect is “for the sole purpose of assisting to define a search area” (report’s emphasis), and not for the purposes of determining the cause of the loss. This affects how far the aircraft may have glided following a presumed “flame-out” and thus the width of the Priority Search Area only.

Analysis of Satellite Communications Data The report shows that a thorough analysis has been undertaken by the Joint Investigation Team (JIT), comprised of experts from the Air Accidents Investigation Branch (AAIB, UK), Boeing Company (U.S.), Defence Science and Technology Organisation (DSTO, Australia), Department of Civil Aviation (DCA, Malaysia), Inmarsat (UK), National Transportation Safety Board (NTSB, U.S.), and Thales (UK). It is particularly impressive that analyses have been performed from different perspectives (e.g., BTO vs. BFO, aircraft performance vs. flight path) and then correlated to provide probabilistic information about the likely search areas.

Particular aspects of the analysis worth noting are: • A detailed analysis of the aircraft satellite log-ons has led the JIT to

conclude that the final incomplete log-on at 00:19 UTC was the result of a loss of power. The investigators are therefore now fairly confident that the “seventh arc” corresponds to an imminent loss-of-power event (a flame-out, in other words), which would have led to the aircraft descending to the ocean surface shortly thereafter.

• The investigators performed an analysis of 1,000 paths (Figure 2) in all directions with a single turn from the final radar position, which confirmed that only those paths that ended in the southern Indian Ocean matched the recorded BFO values, and explicitly eliminated possible northern trajectories (Figure 3).

• The investigators have developed a high confidence (+/– 10 km) in the BTO data, based on initial calibration while the aircraft was still on the ground at Kuala Lumpur International Airport. The routine logging of BTO data was a recommendation from the AF447 accident investigation; we can be fairly confident that without the BTO data, the predicted search area would have been too large to search.

• The BFO analysis continues to be refined, particularly in the area of the Enhanced Automatic Frequency Control (EAFC) compensation performed by the Perth Ground Earth Station (GES). This may further reduce the extent of the search area along the seventh arc, or adjust the priority area.

• Comparisons of BFO data with that

Improved coordination could have led to a very different outcome and is one of the major lessons of the loss of MH370.

The Journal of Air Traffic Control

ATCA Bulletin | No. 7, 2014

19

7

Like us on Facebook

www.facebook.com/AirTrafficControlAssociation

Follow us on Twitter

www.twitter.com/ATCA_now

Midwest ATC was honored to be awarded the 2014 IHS Jane’s Runway Award for its Kandahar Runway Efficiency program at the CANSO ATM dinner in Madrid, Spain on 3 March.

After being selected in 2003 as the first company to provide air traffic control and airfield management services in a combat zone for the U.S. Department of Defense, Midwest ATC continues to deliver safe and reliable aviation services throughout Afghanistan. That this award was earned on one of the world’s busiest single runway airfields while at the same time supporting intense combat operations is testament to the professionalism and dedication of the Midwest team at Kandahar AB. We are proud to celebrate their accomplishments as indicative of our commitment to safety and professional performance.

Whether you are looking for air traffic control, weather observing and reporting, training, ground handling, or airfield management, Midwest has over 35 years of global experience and expertise to assist in the successful accomplishment of your mission. With a track record of servicing over 100 facilities across nine countries, Midwest is a proven low-risk, best value partner with tested operational procedures to ensure the safe, orderly and expeditious flow of traffic. Its team of supremely qualified aviation experts is dedicated to providing clients with an outstanding level of safety and commitment throughout the world. Using Midwest’s flexible and professional approach will enable you to achieve success.

Join ATCA’s LinkedIn Group

www.linkedin.com/groups?gid=1823489 Midwest Air Traffic Control Service, Inc. 7285 W 132nd Street, Suite 340, Overland Park, KS 66213 1514682_Midwest ATC.indd 1

8

ATCA Bulletin | No. 7, 2014

Phone: + 1 913 782 7082 Web: www.atctower.com 13/03/2014 12:03

Visit ATCA’s Flickr Photostream www.flickr.com/ATCA_now

Don’t Forget! Vote for the 2014 ATCA Board of Directors!

Make your membership count by voting for Chair-Elect and Regional Director positions

R

emember, each ATCA member can only vote once! In the case of multiple entries, the earliest entry will be counted. You will be asked to enter your name so ATCA can verify your member status (only members in good standing are allowed to vote).

Want to check or update your membership status first?

Email Membership Manager, Tim Wagner at Tim.Wagner@atca.org or call +1 703-299-2430.

Voting closes at 11:59 p.m., August 27, 2014. Only ballots entered online or postmarked before that time will be counted.

Vote online or through the mail Online voting is now live! Copy the following URL into your browser’s address field: www.surveymonkey.com/s/ ATCAElection2014.

Would you rather download the ballot and vote? Download the PDF ballot at atca.org/Election2014Ballot, complete it with your full name, and scan and email it to info@atca.org or fax it to +1 703-299-2430.

To learn more about each 2014 candidate, check out their bios here: atca.org/Election2014Bios.

New Staff Introduction:

Kristen Knott

A welcome addition to ATCA’s communications team

K

risten Knott joined ATCA this month as our new Writer and Editor. Prior to joining ATCA, she was a technical writer for the U.S. Navy. She graduated from James Madison University in 2006 and has since gained more than eight years of experience in writing, editing, and program/event management. She lives in rural Southern Maryland with her husband and dog.

In her free time, she enjoys traveling, hiking, reading, and hanging out with her friends and family.

Welcome Kristen!

ATCA Welcomes HCRQ, Inc.

Spotlight on member company with vast system safety experience HCRQ, Inc. is one of the pioneers in the field of system safety. The company has 26 years of experience in both system and software safety. In addition, for the last 22 years it has been teaching courses and webinars in both of these specialty areas.

“We have experience in both ground-based and airborne systems and the safety standards that govern them,” explains Hunter Austegard, Director, Consulting for HCRQ. Those safety standards include SAE ARP4754A, SAE ARP4761, FAA Safety Management System Manual, and the FAA SRMGSA. “Our software safety expertise complements DO-278A and DO-178C. HCRQ has also provided support to system safety and software safety working groups.”

Austegard expands to say, “in addition to safety experience in aviation, we also support the defense (including the U.S. Air Force and Naval Air Systems Command (NAVAIR)), nuclear, rail transportation, process and medical sectors.”

HCRQ is currently under contract to Harris Corporation, providing system safety support on the Data Communications Network Services (DCNS) portion of the FAA’s Data Communications Integrated Services (DCIS) program.

“Participating in the Air Traffic Control Association has provided us connections in the air traffic community and enabled us to further market our services,” says Austegard.

“ATCA is an impressive, professional organization.”

Want more information on HCRQ? Visit www.hcrq.com, contact them at info@hcrq.com, or call 757-564-7703.

ATCA Bulletin | No. 7, 2014

9

Media Release from Airservices

New ADS-B Ground Stations to Enhance Surveillance

A

ustralia – Airservices has announced plans to install 13 new Automatic Dependent Surveillance-Broadcast (ADS-B) ground stations to enhance its coverage of satellite-based air traffic surveillance in Australia’s airspace.

ADS-B equipped aircraft transmit Global Positioning System (GPS) satellite data to a ground station twice every second to accurately provide Airservices highly-trained air traffic controllers with radar-like surveillance, predominantly in remote areas where there is no conventional radar coverage.

Six of the new ground stations

will be located in Western Australia, with two in Victoria and Queensland and one each in areas of New South Wales, South Australia and the Northern Territory.

Airservices Executive General Manager Air Traffic Control, Mr. Greg Hood, said ADS-B is the future of air traffic surveillance, not only in Australia, but throughout the rest of the world.

“Satellite-based technology delivers enhanced air traffic surveillance and offers our airspace users increased levels of safety, providing them with more efficient routes, while helping to reduce aviation’s footprint on the envi-

ronment,” said Mr. Hood.

“Safety is our number one priority and being a world leader in the introduction of ADS-B helps us ensure we maintain the very high level of service we provide to more than four million flights every year.”

The new ground stations, planned to be commissioned into service from 2015, will bring Airservices national ADS-B network to total 74 ground stations.

The full press release and information on the ADS-B mandates is available at: www.airservicesaustralia.com/projects/ads-b.

Media Release from Exelis

Exelis Deploys Deicing Management Software Solution at Philadelphia International Airport

H

ERNDON, Va. – Exelis (NYSE: XLS) has successfully deployed its new deicing management solution at Philadelphia International Airport (PHL). The solution, called Symphony® DeiceVue™, automates tasks in the deicing process that were previously done manually to improve the coordination, efficiency and reporting accuracy of deicing operations.

Through a contract with Swissport International Ltd., Exelis provides advanced automation to coordinate deicing operations between PHL, the airlines, the deice company (Swissport) and the Federal Aviation Administration (FAA). Exelis, a global leader in providing critical network solutions, streamlines the deicing process by minimizing the need for manual data entry and ver-

10

ATCA Bulletin | No. 7, 2014

bal communications at the airline ramp towers.

“For the first time, the airport, airlines, ground handling providers and FAA have real-time visibility to each aircraft’s location and stage in the deicing process, delivering major efficiency improvements on the airport surface when winter weather conditions arise” said Ted Carniol, General Manager of Commercial Aviation Solutions for Exelis. “Providing this critical network of situational awareness information on a shared display results in more efficient queues, less verbal communications and reduced delays.”

Symphony DeiceVue automates the collection of key milestone events in the deicing process and the association of data to specific aircraft and alerts

users when process exceptions occur.

The solution collects deicing fluid data; identifies and visually communicates requests for aircraft deicing through a shared display; and sets start and stop times for aircraft deicing in the deice bays. It also merges the flight, deicing fluid, on and off block times, weather and staff assignment data into a comprehensive reporting system.

The Exelis Symphony suite of airport and airline operations solutions is powered by the Exelis NextGen surveillance data. For more information about the most comprehensive, secure, nationwide airport and aircraft surveillance source, visit www.exelisinc.com/ symphony.

TRAFFIC JAM AHEAD. PLAN ACCORDINGLY.

Transforming the air traffic management (ATM) system is essential for improving safety, efficiency and the environment around the globe.

Boeing is fully committed and uniquely qualified to help make ATM transformation a reality. It’s the right time and Boeing is the right partner.

The ATCA Bulletin (ISSN 0402-1977) is published monthly by the Air Traffic Control Association.

Periodical postage paid at Alexandria, VA. $5.00 of annual dues are allocated for the publication of the ATCA Bulletin.

POSTMASTER: Send address changes to ATCA BULLETIN, 1101 King Street, Suite 300, Alexandria, VA 22314.

Staff Marion Brophy, Director, Communications Ken Carlisle, Director, Meetings and Expositions Jonathan Fath, New Media Manager Kristen Knott, Writer and Editor Christine Oster, Chief Financial Officer Paul Planzer, Manager, ATC Programs Claire Rusk, Vice President of Operations Mindy Soranno, Office Manager Rugger Smith, International Accounts Sandra Strickland, Events and Exhibits Coordinator Tim Wagner, Membership Manager

1101 King Street Suite 300 Alexandria, VA  22314

Officers and Board of Directors Chairman, James H. Washington Chairman-Elect, Neil Planzer President & CEO, Peter F. Dumont Treasurer, Director at Large, Rachel Jackson Secretary, East Area Director, Jeff Griffith Pacific Area, Asia, Australia Director, Bob Gardiner South Central Area Director, William Cotton Northeast Area Director, Mike Headley Southeast Area Director, Robert Coulson North Central Area Director, Bill Ellis Western Area Director, Mike Lewis Canada, Caribbean, Central and South America, Mexico Area Director, Sid Koslow Europe, Africa, Middle East Area Director, Steve James Director at Large, Rick Day Director at Large, Charlie Keegan Director at Large, Sandra Samuel