IFATCA The Controller - 1st Quarter 1981 by IFATCA

JOURNAL OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONiTROLl!.ERS'ASSOCIATIONS

1/81

In this Issue: SIMCAT Air Traffic Control Training Air Traffic Services in Africa

BERN. SWITZERLAND

1st QUARTER 1981

VOLUME 20

SFrs 5.-

)

Telesuisse

Consulting in Telecommunications + Air Navigation Services Conseillers en telecommunications + services de la navigation aerienne

The services offered by TELESUISSE

TELESUISSEoffers extensive services in all phases of project. Planning

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Project management, technical and operational specifications, detailed planning, documents (technical and commercial) of invitations to tender, assessments of bids.

Execution

Project management (overall coordination or part of a project), drawing-up of supply contracts, technical supervision, time-schedule and cost control, acceptance at factory or on site, supervision of installation work, final acceptance. Operation

Planning and organisation of operation, commissioning, supervision of operation, operating statistics, proposals for expansion. Training of personnel

Organisation and running of training courses for personnel, especially for the operation and maintenance of the systems, in the country of destination, at the supplier's factory or in Switzerland.

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TELESUISSEalso offers its services for individual phases of projects.

IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Bern, Switzerland, March 1981

Volume 20

No. 1

Publisher: lnternat,onal Federation of Air Traffic Controllers· Assoc,at1ons. P 0.8. 196. CH-1215 Geneva 15 Airport. Sw1tzerland Officers of IFATCA: H H Henschler. President. Dan,el Oud,n. V,ce-Pres,dent (Technical). A Avgoustis. V,cePres,dent (Professional). Pat o·Doherty. V,ce-Pres,dent (Adm,n,strat,on). H Wenger, Treasurer. E. Bradshaw. Executive Secretary Secretariat: 6 Long lands Park, Ayr KA7 4 RJ Ayrshire. Scotland. United Kingdom Tel·029242114 Editor: A Avgoust,s 5 Athens Str. Ay,os Dhomet,os N,cos,a. Cyprus Tel (021)48786 Publishing Company and Production Service also Advertising Sales Office: 'Der Sund'. Verlag und Druckere, AG. 3001 Bern. Eff,ngerstrasse 1. Switzerland. Telephone (031) 25 66 55 Printed by: •Der Sund'. Verlag und Druckere, AG. Bern. Switzerland Advertising Sales Office: THE CONTROLLER. 5 Athens st. Ay1os Dhomet1os. Nicosia. Cyprus. Telephone (021) 48 78 6 THE CONTROLLER. 'Der Sund'. Verlag und Druckere, AG (Address as for Publishing Co.)

The President of IFATCA. H. Ham Henschler Is seen here signing the contract with the new Printers 'Der Sund'. Verlag. The Treasurer. Hans Wenger views from above.

Subscriptions and Advertising Payments to: Account No· PK 72 892-9, Swiss Credit Bank. Balexert Agency. av. Louis Casa, 2 7. CH-1211 Geneva 28. Switzerland. Subscription Rate: SFrs 8 - per annum for members of IFATCA: SFrs 20 - per annum for non-members (Postage will be charged extra). Contnbutors are expressing their personal points of view and op,n1ons.which may not necessarily coincide with

those of the International Federation of Air Traffic Controllers' Associations (IFATCA).

CONTENTS

IFATCA does not assume respons1b1l1tyfor statements made and opinions expressed, 1t does only accept re•

spons1bil1tyfor publishing these contributions. Contr1but1onsare welcome as are comments and cnt1c1sm No payment can be made for manuscrrptssubmitted for publication In 'The Controller'. The Editor reserves the right 10 make any editorial changes ,n manuscripts. which he believes wdl improve the material with-

out altering the intended meaning. Wntten permission by the Editor 1s necessary for repr,nt-

ing any part of this Journal.

Notice It is hereby noted that Mr Horst Guddat no longer represents THE CONTROLLER as Managing Editor. All correspondence should therefore be addressed to the Editor.

Editorial Airport Hazards SIMCAT The Use of Airspace CONVEX '80 A.T.S. in Africa Air Traffic Control Tomorrow Cardion Electronics The EARTS Radar System 2nd African Regional Meeting Air Traffic Control Training ALIA The Eighties - A new Era in A.TC. Schmid Telecommunication Delay to Air Traffic When Demand Exceeds Capacity

3 4 5 9 14 16 18 21 22 24 26 32 35 39 41 44

far andwide THOMSON--CSF has demonstrated its ability to design, devise, supply and install consistent, effective, highperformance air traffic control and air space surveillance systems.

CONSISTENT - becauseTHOMSONCSF,leading European group in the field of professional electronics, develops and manufactures almost all the components which make up the completed

Countrieswhichuse THOMSON-CiF air trafficcontrol, navigationaland landingaid equipment:

systems, including <letection, transmission, communications and information processing units. EFFECTIVE- becausethe experience we have acquired over 20 years of profile design in the most varied contexts means that we can offer tried and true solutions for your every need, however complex or exacting. HIGH-PERFORMANCE - because THOMSON--CSF's research laboratories and technical experts are in the forefront of all important research into aeronautical and defence networks. Our active development policy ensures that THOMSON--CSF products set the pace in their respective fields.

TI-IOMSON-CSF DIVISION DRS-TVT

40, rue Grange-Dame-Rose- BP 34

92360 MEUDON-LA-FORET(F)TEL. (1)630.23.80

EDITORIAL

Sorcerer's Apprentices by H. Harri Henschler H. Harri Henschler

I am sure we all remember the old story which tells of the sorcerer's apprentice who. after having learned a few tricks. found himself unable to control the forces he had set in motion. This tale vividly reminds one of the situation of Governments around the world which. through mismanagement. ignorance. or incompetence have created a situation which forces the air traffic controllers they employ to react. Initially. such reaction is directed along the prescribed paths. where they exist. to rectify injustices. But when Go-vernments use brute force. such as dismissals without cause. suspensions. threats. physical and mental violence. to try to suppress controller reaction to abysmal working and social conditions. inadequate equipment. and procedures. then one must expect reactions in proportion to the forces applied and the recent past has provided isolated instances of such reaction. However. it can be predicted with some certainty that. unless Governments adopt an enlightened approach to the plight of their air traffic controllers. provide them with the required recognition of the uniqueness of the profession. the above mentioned isolated instances will become more common and. quite possibly. widespread. One is left to wonder why, eighteen months after the publishing of the conclusions of the Government/Controller representatives group. arising from the Meeting of Experts on ATC. called by the International Labour Organization (ILO) in Geneva. Switzerland. in May 1979. only very few Governments have taken positive steps based on. and required by. these conclusions. Nobody questions the importance of aviation in the commercial life of almost any country on this planet. Nobody questions the fact that safe aviation without air traffic control is impossible. Why. then. do Governments insist on trying to make their controllers work under conditions which. predictably, cause dissatisfaction to the point where ATC Systems become woefully understaffed. In the case of New Zealand a 1 2% shortage of controllers exists. caused to a great extent by controllers leaving the country for better conditions elsewhere. In other countries not enough new controllers are being hired. or can be interested in the career. to even take care of natural attrition. let alone the increase in traffic. Conditions such as these must degrade the standards of safety and efficiency of the system which the user. the passenger and airlines. have become used to and are entitled to. But what about the airlines? They have historically been reluctant to get involved in attempting to bring about requir-

ed changes to one of the root causes of their problems - the inefficient system. They appear to be comfortable with Government assurances that everything possible is being done that the system is safe - and only very occasionally will they address the major problem of controllers· conditions and equipment. All the while passengers are being told that delays are due to air traffic control. The airlines and the aircraft and engine manufacturers. and through them the passengers. will spend vast sums of money on the development and building of more fuel efficient airframes and power plants. In these days of scarce and costly fuel such efforts to reduce consumption should be applauded. However. the other major factor which causes high fuel consumption - inefficient ATC systems in any. if not most. parts of the world - must be addressed. Increased fuel consumption could bring airlines from a financial profit to a loss position. Two of this Federation's maior aims are: increased safety and efficiency in aviation. Of our profession's main customers. the IATA members. while stating that they are supportive of the achievement of these our aims. have shown no tangible support to IFATCA. While our experts are welcomed. and even requested to participate. in technical study groups on ATC related matters IATA has not seen fit to provide any transportation facilities to IFATCA officers when travelling on Federation business. The Federation is still relying on the assistance of a number of enlightened airlines in this respect who appreciate IFATCA's work on behalf of the industry. It is past time that the international body of the airlines reconsider their attitude. they are the main beneficiaries of the controllers' skills and dedication. Among those who know the aviation industry there is little or no doubt that the ATC systems in many parts of the world are being made to work only through the dedication of the air traffic controller, despite bureaucratic pettiness, threats. and incompetence, as well as political ignorance and lack of political wish to initiate required changes to improve the system. One is left to wonder ho·w much pressure this dedication can endure before it will be replaced by an attitude of resignation. or a determination to make a stand. Neither possibility bodes well for the international aviation community, air traffic controllers are among the international groups who have a potentially severe impact. The sorcerer's apprentices should look at all implications before they decide to invoke more spells and find themselves out of Control.

Airport Bird Hazards and Controller Liability by A.P. Wilde Director-Professional GATCO (first written ,n TRAN SM IT)

Last Summer. headlines appeared in the Press concerning a court case in which a Norwegian aircraft operator claimed a large sum of money from the local authority responsible for the operation of a regional airport in England. The claim resulted from the loss of a Fan Jet Falcon following a multiple bird strike shortly after take-off in December 1 9 7 3. The case focused sharply on the actions and responsibilities of the air traffic controller on duty in the tower at the time of the crash and is worthy of some study. The AIB Accident Report (No. 24/ 7 4) of the crash, published in December 1974, summarised the accident in the following terms: 'The aircraft flew into a large flock of seagulls just after takeoff, and sustained multiple bird strikes. Both engines failed due to bird ingestion and the aircraft made a forced landing in a field beyond the end of the runway. The aircraft was substantially damaged and the three crew were injured: the six passengers were not hurt.· The reason for the case coming to Court in 19 7 9 was the failure of the respective insurance companies to agree upon liability for the accident. The action by the aircraft operators claimed damaged of £ 1 ½ million against the airport authority for damage to the aircraft and consequential losses. The basis of the claim was the alleged negligence of the airport authority in failing to take adequate steps to minimise the bird hazard at the airport and failing to warn the crew of the existence of a hazard. In particular, the plaintiffs alleged: a) that the system for discovering the presence of gulls on the airfield and dispersing them was defective: b) that the duty air traffic controller cleared the aircraft to takeoff when it was unsafe to do so because of the presence of gulls; c) that parts of the airfield surface were invisible from the control tower: d) that in the prevailing weather conditions near dusk and in view of the

condition of the control tower windows, no proper view of the airfield was available to the duty controller. The AIB report stated that no concentration of birds was observed by ATC or the aircraft crew prior to takeoff, but that a large concentration of gulls was either on the active runway or was arriving over the airport at the time of take-off. The airport bird-action coordinator believed the latter was the case. However, the plaintiffs thought otherwise, and much of the case revolved around this issue - for if the birds were not present at the time the aircraft was cleared for take-off, the airport authority could hardly be held responsible. It is impossible in the space of a few paragraphs to reflect accurately all the arguments and counter-arguments presented in Court. (NB The case lasted three weeks and Mr Justice Tudor Evans· judgement took several hours to deliver.) However, some salient points should be noted. The tower controller gave evidence that. on two separate occasions before the aircraft departed. he looked at the airfield and did not see any gulls. He was questioned in some detail about visibility from the VCR and the effects of condensation and raindrops on the windows. The issues of whether the controller could see the whole length of the runway and, if he could, whether he scrutinised it adequately for the presence of birds were fundamental to the plaintiffs claim that the birds were present when the aircraft took off and that the airport authority were therefore in breach of their statutory duty of care. _ In his judgement. Mr Justice Tudor Evans rejected the evidence of the tower controller that. as condensation had been wiped off the tower windows, visibility from the VCR was adequate for him to check that the runway and surrounding area were clear of birds. Despite the controller's statement that he had stood on the platform outside the

VCR, the Judge rejected his claim that he had checked for the presence of birds, finding 'that he merely stepped outside briefly to glance at the state of the weather·. He continued •I reject Mr ... (the Tower Controller) evidence that on this occasion he surveyed the airfield and the runways looking for the presence of birds. I am afraid that I thought that Mr. . . was an unsatisfactory witness on this issue. I reject his evidence that he looked for the presence of birds on the second occasion. I find that he was watching the aircraft when it taxied out.· The Judge went on to consider whether the whole of the runway was visible from the VCR. Despite a dip in the aerodrome which severely limited visibility, and the very oblique view from the VCR, he found that if the tower controller 'had looked, 9 nd looked carefully, he should have been able, with the aid of binoculars, to see the gulls which were on or near the runway. despite the difficulties of visibility and of seeing the surface of the runway·. After severely criticising the airport authority for the inadequacy of their bird control and bird scaring arrangements. despite a known bird hazard at the airport. the Judge went on to find in favour of the plaintiffs, saying the airport authority was in breach of its duty. of care - the duty not to clear an aircraft for take-off unless reasonably satisfied that it was safe to do so. The Court accepted that. even if the gulls appeared after clearance had originally been given, the duty continued at last until the aircraft commenced its takeoff roll. In such circumstances, the controller ought to have instructed the pilot to hold his position and arranged for the gulls to be cleared before permitting the aircraft to take-off. It is of interest to note that. in considering whether there was contributory negligence by the flight crew, the Judge found that. in view of the high cockpit workload, 'the state of the light and the weather, the colour of the runway, the fact that the runway was wet and the size and colour of the gulls, they could not have been expected to see them'. I report the facts of the case without comment. Whilst many statements were made in Court which a controller may feel could be challenged legitimately. the case as a whole was long and complicated. However, the issues are of concern to all controllers, especially those at airports with poor visibility from the tower. or bird scaring arrangements which may not always be adequate. Since the accident. the airport in question has obtained new bird scaring equipment and has built a new control tower.

SIMCAT: A modular air traffic control simulator

A broad flexibility in system configuration assures that any instructional need for ATC personnel can be satisfied ...

The increase in air traffic during the last few years has resulted in the installation of a vast number of radar control systems throughout the world. At the same time. technical progress - especially in the data processing field - not only has improved the performance of these systems but also has made them more complex. This, in turn. has

brought about an enhanced requirement to train new controllers and to provide continuous refresher training for operational controllers. Yet. the traditional methods of training 1n operational control centres create problems of safety and efficiency: safety. because of the risk of interference between the teaching and control functions; efficiency. because the conflict snuations. which are the most useful from a training aspect. are fortunately not the most frequent. The use of simulators capable of realistically reproducing a wide range of situations provides a happy solution to these problems. And. of course. there are many applications for these simulators. As teaching aids. they can be used to train future controllers in the civil aviation

~.·''' I

by Gilles Denance Engineer. DRS-TVT Div,s,on Thomson-CSF (France)

schools or to prepare experienced controllers for the introduction of radar 1n centres which have been operated previously on the basis of procedural data only. In addition, they can be employed to provide continuous tra1n1ngfor operational controllers so that. with the approach of peak periods. they can become accustomed to h,gh density traffic and to the handling of unusual situations and can familiarize themselves with new flight procedures. etc.

Six SIMCAT ATC simulators have been procured by ICAO under various Technical Assistance projects for c,v,I av,at,on traon,ng centres ,n Morocco. N,ger. Pakistan. Romania. Tun,s,a and Venezuela. Equipment destoned for the Bucharest centre ,s shown undergoing final testing before dehvery,

'PILOT'

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Communications (Controller-Pilot and Controller-Controller) 11Modification of Aircraft Flight Paths

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"Raw" Video Video

Dll:a:JCIICDJD "Synthetic"

Simplified diagram of SIMCAT subsystems and data flow.

As an instrument of study. a simulator can be used to establish new flight procedures and controls in complete safety, Thus in 1976, having had 20 years of experience with air traffic control systems, we developed a family of simulators called SIMCAT which meets all of these requirements. Whatever the configuration of these modular systems, they all have certain general characteristics: modular design, which allows for subsequent extensions and modifications; simple exercise preparation; realistic simulation. from all points of view; wide variety of exercises; teaching facilities: and provision of appropriate services. The extensive use of programming gives SIMCAT considerable flexibility. enabling it to simulate any existing system.

Modular design of SIM CAT The SIMCAT simulator comprises three main assemblies: the control consoles. equipped with radar screens used by the students: the 'pilot' positions. where operators alter the aircraft's flight path in accordance with instructions given by the controllers: and • the central unit. controlled by a universal computer equipped with disk data storage For the sake of realism. the 'pilots· and student controllers are accommodated in separate rooms. All the operators are interconnected by a communication system which simulates the radio (air-ground} and telephone (ground-ground} links. 6

The modular design of the system applies at every level: • All the radar consoles are identical and there can be any number from one to eight. • The number of pilot position (i.e .. simulated aircraft) can be easily increased. • An extension of the central unit enables more student and pilot positions to be handled so that new functions can be simulated. The pilot positions are provided with a terminal keyboard and screen for controlling the flight path of aircraft. The characteristic parameters of these aircraft (flight number. piloting mode. type of aircraft. secondary radar code. altitude, rate of climb/descent. heading. speed. ETA) are permanently displayed on the screens. A work area allows for the introduction of changes. The keyboard comprises many programmed functions which allow the pilots to react very quickly to controllers· instructions. A radar screen can also be added to each pilot position. which enables the situation displayed to the associated controllers to be followed. The pilot. if he is an instructor, can therefore check the work of the student controller or take part if he is a student himself.

Simple preparation of exercises Although digital and programmable. the SIMCAT system was created for use by air traffic control instructors and not by computer specialists. It relieves the instructors of the usual data processing constraints, such as the use of special languages or the handling of punched tape or cards. The magnetic disks have sufficient capacity to storn all the data required to make

up the exercises in the form of standard tables. most of which are common to all exerci-. ces. These include: a table for the aircraft or classes of aircraft which lists the main useful characteristics. such as equivalent radar surface and performance (maximum. minimum. cruising and approach speeds: minimum and average radius of turn. rates of climb and descent: maximum and economic cruising altitude. etc.); radar antenna diagrams and the probability of detection: the general simulation parameters (meteorological data. sectorization. etc.); geographic data and video maps: a table of bases. beacons. reporting points. VOR. DME and ILS; fixed echo charts and areas of meteorological disturbances: 'flight plan· table. which describe the flight levels and speeds and the actual track followed by an aircraft if the 'pilot· does not intervene: tables of standardized procedures for take-off. approach. holding and flight paths in the terminal area. From these data. the insfructor selects elements which. in combination. make up the exercises. For this purpose. he has a simple language composed of mnemonics and a conversational facility - i.e .. a keyboard together with a screen or a printer. The computer is responsible for ensuring that the data chosen by the instructor are coherent. Any error in the preparation results in a message from the computer which specifies the type of correction to be made. A copy of the tables. which reproduces their particular format. facilitates the search for incorrect data.

After preparation. the exercises can be stored on disk for subsequent use. Nevertheless. the instructor can retrieve a stored exercise for modification at anytime: a special compilation programme then checks that the new data are coherent (beacons mentioned in the flight plans and the associated lists. etc.). Similarly. the instructor can create or alter stored tables by introducing new types of aircraft. changing the location of beacons and the radar characteristics or by simulating a new geographic environment. This enables the SIMCAT system to be used with operational controllers in various regions or to study the consequences on various control zones of changes made to traffic or routes.

Situations are realistic The SIMCAT simulators realistically reproduce the environment of the student controllers. So-called 'AIRCAT' systems comprise operational-type display equipment. strip printers and conversational facilities. which are all housed in consoles similar to those used in actual centres. There is room for a controller. an assistant controller and an instructor.

can then be incorporated in the consoles; this allows for training under actual operating conditions in a non-automated centre. The SIMCAT system can therefore be used to imitate all types of control centres. from the smallest with manual operation to the most complex. which are almost completely automated. The simulator has a dual role. however: to create realistic situations and to provide a teaching function.

Multiple exercises handled Each simulation can record up to 480 flight plans. which can be programmed simultaneously or successively. the instantaneous number of flight plans being determined by the capacity of the pilots to respond to controllers· instructions or by the number of pilot positions provided for in the system. During a given exercise. each controller can monitor eight to 10 aircraft of 1 2 different classes whose routes can involve up to 256 reporting points (radio beacons. holding beacons. airports. VOR. DME and ILS). The random effects on radar detection and on the route followed. such as the in-

clusion of weather data by the simulator. make the situation even more realistic. Besides the aircraft which already have flight plans. others can be created during the exercise. And. simulated kerosene consumption can be added to the other pa• rameters. The strip printers. whether centralized or integrated in the consoles. generate strips of the desired format in real time. either before or during the exercise. Lastly. the originality of the system lies in the fact that a set of exercises can be combined so as to represent a progression in training levels. Within a particular session. the exercises can be run through individually. thus enabling each student to adopt the rate best suited to his learning capacity.

Teaching facilities varied The SIMCAT system is also equipped with many teaching aids and capabilities. The system can be extended to include a position for a supervisor. who can select any of the radar pictures displayed to the controllers together with the corresponding pilot picture. enabling him to modify the situa-

Three main assemblies comprise the basic SIMCAT simulator system: The audio environment is also faithfully reproduced. From four to 24 radio frequencies. complete with transmission. reception and the addition of noise. and eight to 24 telephone lines simulate the usual communications between pilots and controllers or between controllers in different sectors. All these communications can be recorded. which allows exercises to be analyzed. The SI MCAT system reproduces aerial situations faithfully. Up to three sites equipped with primary and/or secondary radar with or without direction finders can be simulated. the instructor selecting the type of parameter (i.e.. en route. approach or PAR radar). The synthetic image includes the aircraft tracks. together with labels and positions overflown, the charts and the microtables. Conversational facilities (keyboards. rolling ball) enable the controllers to manage the display in accordance with procedures similar to those of operational systems. A 'raw· radar picture can be superimposed on the synthetic image. In this case. a particular processor included in the central computer console reproduces the effects of the raw radar video. such as primary and secondary echoes. MTI. video. noise. fixed echoes. and mobile areas of meteorol6gical disturbances. Passive and active decoding equipment to which the simulator will reply

A Student controller console.

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B Pilot keyboard and display.

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tion. Although one pilot position is normally assigned to each controller console. it is possible to interconnect several pilot positions to the same console to provide practice with a congested picture. Individual exercises therefore involve a controller-pilot 'pair'. Nevertheless. they can also be intended for a group of controllers and pilots to give them experience with neighbouring sectors and to train them in transfer procedures. At the end of the course. all the trainees together can operate in a realistic atmosphere comprising several centres. each subdivided into sectors. The exercises can be performed at rates different from real time (between 1 / 10 and X 10) so as to create the optimum exercise. The entire situation or part of it can be frozen and one or more aircraft can be stopped and restarted so that. without affecting the recorded data. the exercise can be altered while in progress by creating or eliminating conflict situations. Similarly. by removing or adding aircraft. the instructor can adapt the level of the exercise to suit the student. The instructor can also simulate a radar. transponder or radio failure. Since practice makes perfect. the exercises can be recorded (audio signals and synthetic video) and repeated at the required speed for corrections. comments and subsequent assessment of the students· progress. SIMCAT represents an insepara.ble combination of hardware and software, which is usually supplied together with all the operating equipment. Nevertheless, centres wishing to use AIRCAT operational consoles available on a part-time basis for training purposes can connect the simulator without altering the operational capacity of the centre. The simulator can be delivered complete with a set of prepared exercises recorded on disk and with detailed documentation. thus creating a typical infrastructure for the ab initio training of controllers. This training aid was developed by specialists and offers the advantage of making the new simulator operational immediately. In addition. exercises. specified by the client can be recorded in the factory during the final adjustments of the simulator. Thus, we believe the SIMCAT simulator represents a comprehensive system which comprises both the hardware and the software and the associated services; this contributes to its efficiency and the speed with which it can be brought into use. Its modular design enables the system to be adapted to all requirements. Finally, the choice of well-known and widely used batch-produced components ensures that the SIMCAT system is an economic. reliable and easily maintained tool for ATC simulation needs.

C. Central control unit and teleprinter.

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The Use of Airspace one Way to Save Fuel Captain J. S. Savage, IFALPA Chairman, BALPA AGA/ AWO Study Group. Speech delivered at CONVEX 80 You have already heard some of the operators views on the most efficient use of airspace. and will be hearing more later in this symposium. Broadly these views are shared by the pilots. who have similar aims. namely. safety. expediency and responsible economy. However. within these areas of general agreement. there are instances where the pilots· requirement are not entirely coincident w_ith those of the operators. and it is those instances I would like to use this opportunity to discuss. I would like to start by summarising my requirements in terms of airspace and Air Traffic Services on an ideal flight; I will then discuss why my requirements cannot always be met. and finally. propose some solutions. Briefly my requirements are: a) Air Traffic Control clearance to be passed to the pilot before he starts his engines. b) The take-off and climb-out to be unrestricted as far as possible by manmade impositions. for example noise abatement procedures and procedural height restrictions. c) Initial cruise at the optimum level for fuel economy. d) Immediate access to higher levels as weight is reduced. e) A 'minimum time track' from departure to destination. f) Freedom to deviate from track to avoid weather build-ups. g) A descent unrestricted in terms of top-of-descent point. speed and height. as far as is practicable. h) Absolutely no restrictions in the last three miles or one thousand feet. Surprisingly. at least to some of you. I actually do achieve this ideal sector on numerous occasions: in parts of Africa and Asia where the traffic density is low and little consideration is given to people who live near airports. I am usually free to operate in what I see as the most expedient and economic manner. and simply keep Air Traffic Control informed of my position and intentions. Were this possible the whole world over. we would be unlikely to be gathered here today. We all know that in Europe. America and several other parts

of the world. the traffic density and the population density impose restrictions on the operations of aeroplanes. The restrictions. almost invariably, lead to increases in time. cost. fuel burn and frustration. Leaving. for the moment, the climb and descent phases of flight: the cruise is the real heart of the problem of congestion. And here is the first difference in emphasis between the airlines and the pilots: the airlines are concerned in obtaining the best route 'from A to B in terms of time and height and. consequently. fuel. Thus they get the minimum average fuel burn. As a pilot, however. I am more concerned with the actual fuel used on my individual flight: it is of little consolation to me. as I land for a technical stop to pick up more fuel. to know that the last ninety-nine similar flights made it direct! This means that not only must I obtain my planned route and altitude. but also that I have the opportunity to change them if. for example. the winds are more adverse than forecast. I am asking for flexibility: flexibility to change my route. maybe in a small way by cutting a corner. or in a large way by routeing out of a strong headwind or into a strong tailwind. and flexibility to change altitude, generally upwards. but occasionally down. to improve my overall fuel consumption. There are some areas of the world where this flexibility is available and others where it definitely is not. Ironically the very areas where it is available because the traffic is sufficiently light to permit a climb at the optimum point. are often the same areas where communications are so bad that permission still cannot be obtained! However it is in the other areas where communications are good but traffic is so dense that there is no choice of level or route. that significant improvements must. and can. be made. I would quote as an example familiar to me the route from the Eurocontrol airports to the Middle and Far East where nearly all the traffic flies along a single airway through Bulgaria and Turkey. Already some aircraft are flying on this route at penalisingly low levels.

some are flat out trying to keep ten minutes ahead of the following aircraft and others are nearly falling out of the sky attempting to lose two minutes in the next ten! With tomorrow's traffic levels. aircraft will be forced even lower and to perform en-route holds. This type of operation has more direct impact on the pilot than on the airline: flying lower is often faster than flying at the optimum level and flying slower generally saves fuel. so the airlines might not be aware of the sweat on the pilots· brow as he explores the extreme ends of the flight envelope and watches his fuel reserves fall below an acceptable minimum. I am sure that each one of you can think of similar bottle-necks. whether they are of a longhaul. overflying nature such as I have mentioned. or of a shorthaul. sometimes purely domestic. nature. Clearly on all these routes. and on others in the near future. more capacity is required. Two possible solutions that. I imagine. have been well thrashed out in the past are: reducing vertical separation and reducing longitudinal separation. Reducing vertical separation has its attractions. but it would have to be reduced dramatically (i.e. by half) to gain any worthwhile increase in capacity. Pilots could not accept a reduction to say. one thousand two hundred and fifty feet. measured as such. because of the potentially confusing flight levels that would result. The obvious choice of reducing the current two thousand feet separation to one thousand feet would preclude the concept. currently used by some Performance Management Systems of holding a constant airspeed and allowing the aircraft to drift up and down slightly in cruise to reduce fuel consumption. With one thousand feet separation. the accuracy of altimeters would become critical and the containment of vertical excursions in severe turbulence would pose serious problems of wing loading. both structural and aerodynamic. Speed Reducing longitudinal separation is also not without problems: most aircraft have trouble with speed stability away from their normal cruising speed. This leads to overactivity with the throttles and a consequent increase in fuel consumption. In a further attempt to reduce fuel consumption. aircraft are beginning to be flown at 'minimum fuel speed' which will be different for each individual aircraft depending on type, height and weight. With aircraft all flying at different speeds. it is difficult to see how airway capacity can be increased by reducing longitudinal separation.

At this point I would like to mention the difficulty posed by such Air Traffic clearances as 'cross XYZ at time 20 or later'. The speed reduction a high flying jet can comfortably achieve is surprisingly small. It depends on height and weight and can be as little as ten knots. But taking thirty knots as an average, the pilot can only lose time at the rate of four minutes per hour. So to be asked to lose two minutes in the next ten. is clearly out of the question! Having defined the problem of lack of capacity, I would like to propose a solution. My solution is cheap. simple. quick and does not require any new equipment. It· is to completely redesign the airways structure in the areas of high traffic density! Undoubtedly at first sight this sounds a daunting task. but I hope to show that this is not so. and that the resulting improvements in terms of expediency and cost would fully justify the effort involved. I do not propose to move hardware such as VORs. but only to change software such as charts. radar graticules and people's thinking (though the latter. I admit. may be harder to shift than a VOR!). We start the task with two enormous advantages that were not available when the existing airways structure was built up. and modified. over the years: namely that traffic patterns are fairly mature and established. and that aircraft now have the capability. in INS and Area Nav. to fly other than simply from beacon to beacon. Whilst it would be feasible to define an airway by a series of points with known coordinates (as the North Atlantic Tracks are defined today). it would be prudent to incorporate existing VORs every two hundred miles or so for three reasons: firstly to cater for those aircraft which do not yet have INS or Area Nav. secondly to provide a gross error check and thirdly to facilitate up-dating of INS. So far so good. but although the new airways system may be tidier and more rational than the existing one. it would not offer any greater capacity. This can only be achieved by introducing a further development which is 'uniqueness of direction', that is. to make them one-way only. I am not suggesting that every airway becomes one-way. only those arterial airways carrying the heavy traffic between major centres. These could only be established following a careful study of traffic patterns. but could consist of such routes as northern Europe to the Iberian Peninsular and to the central Mediterranean. between the major capitals of Europe. and the route I have already mentioned from Western Europe to the Middle East. I am sure you 10

can think of others. Because there is no longer a need to have frequent en-route beacons. and because there is no necessity to have the reciprocal airway parallel. or even close to. the original one. the establishment of these routes is not an insurmountable task. One-way airways

One-way airways would roughly double the present capacity, a feature which would be welcomed by both Air Traffic Control and the operators. The advantages to the pilot are even more significant in his attempt to make the best use of his fuel. Firstly, each vertical step, in the same direction. would now be only two thousand feet. thus enabling the pilot to remain closer to his optimum height. Secondly, because capacity has been doubled 'at a stroke'. and because all aircraft will be climbing 'little and often·. it will be possible for the pilot to adjust his speed to suit his own requirements with little chance that he is getting in someone's way by doing so. Thirdly, because all the aircraft on the airway would be moving in the same direction. there would be less restriction on commencing descent. Imagine you are in the fast lane of a motorway and wish to turn off at the next intersection: how difficult it would be if the middle lane of traffic was coming in the opposite direction! Yet this is exactly what we are doing on today's airways. Similarly, it should be easier to obtain an uninterrupted climb to initial cruising height. At this point I would like to mention some approximate figures to demonstrate the importance of correct cruising height and top-of-descent point: cruising four thousand feet (at present one step) below optimum cruising height adds about seven per cent to fuel consumption which is about £ 300 for a Tristar flying from London to Bahrain. Being held up for just three minutes beyond the ideal point for descent uses an extra thirty pounds worth of fuel and being forced to descend early is even worse: fifty pounds worth of fuel for the same three minutes. If these misfortunes befell just one British Airways flight in ten. they would add four million pounds to the annual fuel bill. To the pilot of an individual flight they might be sufficient to force a technical stop. So the benefit of one-way airways is apparent. but inevitably the route mileage from A to B would be marginally greater as lateral separation would have to be established (although the route mileage may well be less than on todays 'old fashioned' airways). However.

the extra distance required to achieve fifty miles lateral separation at one hundred miles out from departure and maintaining that until one hundred miles from destination is only six miles, less than a minute's flying time. I have already mentioned that there is no need for the two 'halves' of the airway to be parallel, indeed they can be totally independant in order to facilitate routeing and intersections. The Tristar flying London to Bahrain would have to fly an extra two hundred and forty miles to use as much extra fuel as it does by flying four thousand feet lower than the optimum. My whole argument revolves round that fact: altitude is much more critical than distance. In concluding my remarks on cruise and associated fuel problems. I would like to mention the North American Routes. from the Atlantic Exit/Entry points down the eastern provinces and states to the population centres. These routes are not dis-similar to my concept of one-way arterial airways: they serve a particular route. that is the North American gateways to Europe. and the firstly enable the operator to select a best time track to suit his destination and secondly enable the pilot to adjust his cruising level to suit his requirements. Whilst their establishment was undoubtedly made easier by the daily pattern of flights (i.e. westbound in the afternoon and eastbound in the evening) and the fact that they serve few intermediate destinations. the concept is good and I would like to see it extended. In defining my requirements from Air Traffic Control a few minutes ago. I mentioned wanting my ATC clearance before I start my engines. The reason should now be clear: if my flight planned altitude is not available I must consider three options: firstly, to accept the lower height having calculated the fuel penalty it will impose. secondly, to delay until the required height is available, and thirdly to re-route to achieve the desired height with no delay. I have shown how quite a large increase in route mileage has less effect on fuel consumption than flying even one step below optimum level. so the third option is likely to be my favourite. However. I can only sensibly exercise this option whilst I am on chocks. Once the engines are started. fuel is being used while the calculations are done. and once taxying out I am committed to take-off with no further delay. So I would make a plea for ATC clearances to be given to aircraft on chocks as standard practice. just as it is done now in the USA and at several UK and European airfields.

The unknown

more flexibility 'on the day· to take account of exceptional circumstances.

certain height which is way off the optimum descent profile. This is under-

I dont like the phrase 'request level change en route' to be included in a clearance as that commits me to the unknown, and that unknown, when it becomes known, may be totally unacceptable. Again there is, here, a conflict in priority between the operator and the pilot: the airline would rather I took off anyway with flight planned fuel and used my best endeavours subsequently to get to my destination without a technical stop. But I would like life made a bit easier by knowing what to expect before I take off: then I can take any appropriate action that is required. However, the increased capacity and flexibility offered by one-way airways should almost eliminate the need for 'request level change en route' and, indeed. for slot times. I have spent a considerable part of my time talking about the problems of the cruise because it is there that the greatest potential fuel penalties exist. and it is generally the area that causes delays with the subsequent frustration among controllers. pilots. operators and. of course. passengers. However, from the pilots· point of view there are two other phases of flight where the way airspace is used can influence the progress of the flight: they are, of course, climb and descent. I will treat these by considering what I believe are the relevant points in the order in which they naturally occur. First the take-off: it is now. almost without exception. the practice for Air Traffic Control. maybe in co-ordination with the Airport Authority, to nominate the 'active' take-off runway. This is determined by the wind of course. and also by considerations of noise and traffic patterns. Again there is a difference in priority between the pilot and the operator. and. even. between the pilot and the controlling authorities. Whilst I am anxious to minimise the disturbance to those who live near airports, my first priority must be to the safety of my aircraft, and I don't like taking-off down wind, even crosswind. or towards a build-up of weather. when I can see an alternative. Indeed. in extreme cases, I won't do it. The airline and the airfield operator are equally concerned with the local communities. but again they are more concerned with the overall effect. Air Traffic Control are in the unfortunate position of being under pressure from both sides. while also having problems of their own. in that any deviation from the standard departure of the day is liable to conflict with arriving or passing traffic. The answer is, of course. a bit of give and take by all parties. but while this works well in establishing minimum noise routes, I feel there is room for

Speaking of minimum noise routes. and also Standard Instrument Departures: I would like to emphasise the pilots· objections to anything other than 'climb straight ahead to one thousand feet' being imposed for noise reasons or because of a restricted area or because of conflicting traffic patterns. I believe. purely for safety reasons. that the first thirty seconds of flight should be in a straight line, at a constant power and in a steady configuration. From the pilots· standpoint, climb procedures are mostly satisfactory. There are few prolonged intermediate height restrictions. and routeings are usually fairly direct. Any promulgated such restrictions is of more concern to the operator who is. of course. paying for it. But I would ask you to remember that in the absence of any notified prolonged intermediate level. the fuel flight plan assumes an uninterrupted climb to cruising level. Any time spent 'level at six zero, expect further climb in two minutes' is eating into fuel reserves. My only other point concerning the climb phase applies equally to the descent and. to a lesser extent, to the cruise. I am concerned that. on occasions, I do not have enough freedom to avoid penetrating heavy weather buildups and even thunderstorms. I am aware that I have the ultimate authority to deviate as I see tit, but hopefully that it should not come to that. I am also aware that ATC radar does not normally display weather for reasons of clarity, but an occasional look at the position of thunderstorms would anticipate the pilot's requests for track deviations and would permit a coherent solution. It is not just a matter of courtesy to passengers to avoid cumulo-nimbus clouds: it frightens the crew and, indeed. is downright dangerous.

standable if it is the result of conflicting traffic (although this could be minimised by the use of one-way airways and advance notice of descent point) but unfortunately is all too often a feature of control procedures. I don't like mentioning countries. but I'm afraid I have to say that the USA is very poor in this respect. I know they have traffic density and airport density unequalled anywhere else in the world. but nevertheless it is quite unacceptable to have to be below ten thousand feet at a time when I would prefer to still be at cruising level. Similarly the pleasures of a conducted tour of the American countryside or coastal waters. often with flaps extended. do not justify such wastage of fuel. It is almost impossible to compute how much fuel will be used between the initial approach point and touchdown. and consequently far too easy to arrive over the threshold with less fuel than expected. The dangers inherent in this during bad weather are obvious.

Top of descent Last. I shall consider the descent and approach, again trying to pick out the points of particular interest to the pilot. The top-of-descent point has already been mentioned as having a significant influence on overall fuel consumption. The ideal point depends on aircraft type, weight, altitude, the wind profile and the runway in use. Soon aircraft may be descending earlier and at a lower forward speed, close to the minimum drag speed, in order to further economise on fuel. It behoves the pilot to give Air Traffic Control a few minutes notice of his required descent point. but there is little benefit in commencing descent as the correct time if a certain point has to be crossed at a

Without wishing to be patronising, I think the Continuous Descent Procedures used here at London are an excellent use of airspace and are worthy of wider consideration. They work extremely well in some cases. for example from Lambourne to two-three and the two-eights, where seven thousand feet and sixty knots or so are to be lost in twenty-five to thirty miles. In other cases, where aircraft are landing in the 'wrong direction' I would prefer to leave the holding point at a suitably higher level and adjust the top-descent point accordingly. This type of intermediate approach lends itself readily to the introduction of two technical advances: Microwave Landing System and the Advanced Flight Deck. The horizontal situation display of the Advanced Flight Deck together with M LS guidance will help not only the pilot by enabling him to adjust his vertical profile and airspeed according to his position. but also the controller by giving him the capability to sequence aircraft more accurately using pre-determined multi-segment (horizontal segments that is) and even curved approaches. However, there is a limit and pilots will not accept multi-segment approaches in the vertical plane and will insist on at least a three mile straight-in final approach. free from artificial speed constraints. These tools should optimise the capacity of the runway to the point where the limiting factor is the separation required between consecutive aircraft to avoid wake turbulence. The criteria used at the moment are only just adequate and until 11

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This meanscollecting,processingand displayingit. Weare not in the dataacquisitionbusinessbut we will take datafrom whoeverhasit-from civil for military,from militaryfor civil and from the countrynextdoorwhereradar coverageoverlapsan FIRboundary.Datadoesn'thaveto beon the spot. It can be extractedand fed overlargedistancesand then co-ordinatedwith the data from yourownsensors. If the data is not available,we cansynthesizedisplay informationfrom flight plansand positionreports.

Wecanalsodotheotherkindof simulation-for training,validationandevaluation-something we havebeen doingfor manyyears. If youarein theairtraffic managementbusiness Ferranticanhelp.Andthe peoplewhopayyourroutecharges will almostcertainlyappreciateyourusingus. Ask·yourself, areyouusingthe dataavailableto the bestadvantage? ContactFerrantiComputerSystemsLimited, BracknellDivision,Western.Road, Bracknell; BerkshireRG121RATelephone: 0344 3232

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some vortex reducing hardware becomes available. I don't see any chance of reducing the current figures. In any case it is important that an aircraft is completely clear of the runway (and. theoretically, the runway strip) before the succeeding aircraft crosses the threshold and starts to flare. The present separation ensures this. any reduction would have to be monitored very closely, if unnecessary overshoots (missed approaches) are to be avoided. Which leads me to overshoot procedures. Because overshoots are few and far between. they are a relatively unfamiliar manoeuvre. so it is essential that the pilot is free to concentrate on flying the aircraft to establish a positive rate of climb. an increasing airspeed and such configuration changes as may be necessary. He should not be distracted by having to initiate immediate turns or by having to tune and identify beacons. So. as in the case of the take- off. the initial part of an overshoot must always be straight ahead to one thousand feet. My final point on descent and approach concerns holding. As fuel has become so predominant in the cost of operating an aeroplane. so the practice of carrying enough fuel for an hour's holding, or even for a few minutes holding has largely disappeared. The airlines prefer an occasional diversion to the frequent uplifting of holding fuel. Again they are looking at the overall picture and. in effect doing a cost/benefit analysis, while I am concerned only about my own particular flight, and using what fuel I have to the best advantage.

Holding What I need to know is where I will have to hold and at what height. in order to properly plan my descent. Then I must know how long I must hold to formulate a plan of action. Clearly. the higher I can hold and the less time I spend in turning flight (i.e. long holds) the longer my fuel will last. Linear holding is a promising development and would be much easier with one-way airways. My previous remark about the difficulty of losing time in a straight line was specified as applying only to high flying jets. On a descent I can happily lose ten minutes by descending early at a low speed. and save fuel by doing so. But I must. cl course. be told in good time. which would be at least five minutes before the normal descent point. Again I will mention the need for all holding to be done at. or before, the holding point: not. as is sometimes done. by protracted vectoring after leaving that point. Before summing up, I would like to mention the use of airspace by other than civil air transport carriers. i.e. the military and general aviation. Or rather.

I would not like to mention it. but I must because of the impact these two users have on air transport operations. Sometimes this impact is lateral. and so there is definite need for a major improvement in this area. I don't want to get involved in a political discussion about who has what rights. so I will content myself with saying that I believe the answer lies not in segregation but in co-ordination. Of course a minimum amount of segregation is necessary. for example TMAs for the civil user. bombing ranges for the military and aerobatic aeras for general aviation. In the rest of the airspace. the important thing is not what the purpose of the flight is. but what rules it is following. All aircraft in the same airspace must be flying according to the same set of rules and if this means extra equipment or further qualifications. then so be it. I just cannot understand why some lessons take so much learningl To sum up: I have tried to highlight some aeras where airspace can be used to better advantage. particularly to the pilots· advantage. I have not. I hope. ventured into the realms of fantasy but have offered some solutions which are both practical and practicable. None of them require the development of new equipment. or even the resitin·g of existing equipment. although to take full advantage of my proposed one-way arterial airways, I have assumed the use of INS. Area Nav and ground radar. What I do ask for. however. is some real positive thinking and the abolition of parochial national prejudices. Given these. I am confident we can keep aeroplanes moving in a safe and expeditious manner. and at a reasonable cost. for the foreseeable future. The price of failure is to see aviation go the same way as the great steamships and railways of the past.

FAA Orders SVSS The Federal Aviation Administration has awarded Litton Industries· Amecon Division a $ 475.000 contract to build an alldigital voice communications switching system for low density air traffic control facilities that is faster, more versatile and more reliable than systems using conventional telephone switching techniques. The new system. called a small voice switching system (SVSS) by the FAA, will be functionally similar to Amecom equipment operational since 1975 at the Dallas-Ft. Worth Regional Airport. largest in the USA and also installed at major airports in Saudi Arabia. The SVSS has been specifically designed for the 300 to 400 FAA air traffic control facilities.

Wind Shear Monitor and Scat Systems Safe Flight's Wind Shear Monitor and Scat (Speed Command of Attitude and Thrust) Systems have been certified (Supplemental Type Certificate) by the Western Region of the Federal Aviation Administration (FAA) for further evaluation on a United Airlines Boeing 7 4 7 aircraft. During the past four years. Safe Flight and United personnel have worked closely conducting a data collection program on a United Boeing 7 2 7 aircraft and extensive tests on the United Boeing 7 4 7 flight simulator. The 7 4 7 simulator program was based on a standard wind shear model. This model has been used on many flight training simulators since the accident at John F. Kennedy Airport. when an airliner was forced down by a severe wind shear during landing approach. Other wind shear related accidents have occurred prior to and since that time. emphasizing the need for an airborne detection and warning device that would alert the flight crew of a critical wind shear condition Upon completion of the Boeing 7 4 7 simulator tests. Safe Flight's Wind Shear Monitor and SCAT Systems were installed and certified for further evaluation aboard United's Boeing 747 aircraft. The Wind Shear Monitor System detects and warns the pilot of a wind shear condition and SCAT provides thrust commands for maximum aircraft performance in wind shear flight conditions. The first flight test. conducted at United's San Francisco facility. was satisfactorily completed on June 4. 1980. In recent years. Wind Shear has been a leading safety concern of heavy Jet aircraft operators. manufacturers, and regulatory agencies. The FAA has been investigating various types of wind shear detection equipment and is expected to issue a NPRM (Notice of Proposed Rule Making) shortly. The Safe Flight Wind Shear Monitor Systems is an airborne detection system that warns the pilot of hazardous levels of horizontal wind shear and severevertical winds (downdrafts) during landing approach. If a wind shear condition is encountered. the flight crew will be warned through a voice alert. Once the alert is activated, the pilot will then initiate a go-around. Using the SCATcomputed pitch attitude guidance. the pilot will obtain the optimum flight profile for the condition which prevails. Scat is designed to give precise attitude guidance for rotation and climb during takeoff and go-around. plus thrust guidance for landing approach. The Safe Flight Wind Shear Monitor and SCAT Systems have been installed and certified on many airplanes including the JetStar II. IAI 1124. Learjet 35/35A. 36/ 36A. Gulfstream II. British Aerospace HS 125-700. and Boeing 707 and 727. These systems have also been specified for the Canadair Challenger and Gulfstream Ill aircraft.

CONVEX '80 by P. O'Doherty The Theme for this year"s CONVEX was 'Chaos or Control -ATC into the 80s'. GATCO, in formulating such a theme had set the scene for a most informative, topical and at times controversial meeting. The meeting was divided into various sessions, seven in all, each session having from two to four speakers and an 'informal" forum was held after the first four sessions and again after session seven. CONVEX was opened officially by Mr Norman Tebbitt. MP, Parliamentary Under Secretary of State for Trade. His address was most interesting and made some salient points regarding the U.K. attitude to Eurocontrol and to ROUTE CHARGES. As regards Eurocontrol he was looking forward to the November meeting of the Commission and hoped at that meeting the terms of the Protocol extending and amending the Convention would be agreed. On Route Charges the U.K. believes that the air traveller should not be subsidised by the Taxpayer and in order to rationalize this, a new basis for Route Charges must be found. He wished the meeting well in its deliberations over the succeeding days and formally declared the CONVEX open.

Business The delegates then got down to business. The first speaker was Dr Wilkinson of British Airways, Deputy Chairman in fact, who spoke on The Direct Approach· mainly concerning the fact that Direct Negotiations by the Airlines with the relevant ATS authority helped to ease the problems. He was followed by IFATCA with 'The ATC view· - presented by the V.P. Admin. This paper covered the various faults as seen by controllers, e.g. poor equipment, poor manning levels and poor co-ordination within Europe on the Air Traffic System.

Mr. G.G. Gill of IAL followed with 'INTO THE VALLEY OF DEATH. - a paper which concluded by suggesting that unless all those involved in aviation immediately came together and entered into discussion to solve the problem there would be such a high level of Aircraft Accidents by 1990 that load factors would start to decline in considerably greater numbers than was caused by the fuel crisis of the past decade. Mr H.P. Stanton of the British Guild of Flight Operations Officers spoke on 'Deregulation - The Challenge· and the IATA view, entitled The Airline View·, was presented by Mr. P. Cunningham. He was critical of the Air Traffic System as a whole, but was confident that Air Traffic Controllers would do their utmost to overcome deficiencies by their dedication. He also asked that ATC management investigate the causes of ATC delays in as great detail as was already done by IATA.

'Capacity - The Airport Dilemma·. was the title of the paper delivered by Mr F.E. Douwes Dekker of ICAA. Confident that the airports in general will overcome their capacity problems within a few years. but he was also appreciative of the fact that the 197 3 fuel crisis had to some extent alleviated their problems and gave them a breathing space to catch up. He also suggested that he would, on behalf of ICAA, be interested in informal talks with a number of those Organisations with which they already had 'formal" contact - IFATCA was mentioned in this context and Mr Douwes Dekker was given the necessary contacts for such a meeting. Mr. J.R. Adderly (a man not unknown to IFATCA) gave a dissertation on 'Airspace Utilization·. His conclusion was that rationalisation of procedures and greater co-ordination of Radar services gave some hope for the future.

Leslie Austin happy as always.

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Mini-Rotorcraft Competition - 82 cossor Simultaneousplots <'"'"'"''"":~

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The Royal Aeronautical Society announces the Mini-Rotorcraft Competition. A prize of £ 1000 will be awarded to the person or group who build and fly a small remotely controlled rotorcraft which demonstrates in competition the longest continous flight endurance. It is expected to exceed the current FAI record of 3 hours. 35 minutes and 6 seconds. A further prize of £ 500 will be awarded for ingenuity in meeting the object of the Competition. The Competition is expected to be held on the weekend 3 and 4 July 1982. but early application for entry will be in the interest of the competitor. No application will be accepted after 31 July 1981. The Competition is sponsored by Organisations within the UK Helicopter Operating and Manufacturing Industry. and is restricted to persons holding UK Citizenship. An entry form and a copy of the Competition rules are available on application. enclosing a stamped addressed envelope to: The Secretary (Mini-Rotorcraft Competition) The Royal Aeronautical Society 4 Hamilton Place London W 1V OBQ A fee of £ 3 will be charged for registration. Cheques should be made payable to the Royal Aeronautical Society.

The Technical Exh1b1t1onwas at ,ts best.

Mr. H.J. Blanks of the UK Department of Trade spoke on 'Government Policy for Airport Development·. He outlined the importance of ATC in such development. Mr D.W. Blythe of Cable and Wireless spoke on Communication Systems. Mr A Pugh of British Caledonian spoke on the 'Mixed Economy· and urged greater cooperation between ATS. Aircraft Operators and Industry in the planning of the Systems of the future. He also stressed the need for co-operation between National Air Traffic Services.

Eurocontrol Mr J. Leveque. Director General Eurocontrol. spoke on 'Eurocontrol - a Practical application of International Co-operation·. All this was followed by a'n open Forum and this was wide ranging in its scope A considerable time was. naturally. spent on the problems that particularly affected the UK.. and one airport in particular came in for heavy criticism. IFATCA. through the Regional VP EUR made the point that 'Air Traffic Management' should not be allowed to cloud the problems of •Air Traffic Control'. - Mr W. Bamberg of the FAA opened Friday morning·s session with a most interesting address and of course presented the ·u.s. Approach'. The IFALPA paper ·use of Airspace - One way to save fuel - and others· was given by Captain J.S. Savage.

21 st Century Mr S. Ratcliffe of the Royal Signal and Radar Establishment spoke 'Into the 21 st Century· and the presentations were corn-

pleted by Squadron Leader C.J. Stock of the Guild. their Director Technical who outlined 'The requirements for the 80-s·. This was the Guild's view on the problems and the solutions. CONVEX concluded with a final 'Forum· and once again the grassroots controller and airline personnel gave vent to their very varied feelings on the whole issue. i ieei that the general view of the airlines as expressed was that they would be willing to pay for a proper and efficient Air Traffic System but felt that at the moment they were not getting the best value for their money. The general consensus was that the System could do with some improvement and that sometimes Bureaucracy was holding up speedy progress. Once again. the British Guild has done controllers a great service in the organization of such as CONVEX. All wrio attend are facilitated in putting a point of view and the Panellists are quite willing to take criticism. if justified. of their various presentations. IFATCA's presentation was by the Vice President Administration and the paper was compiled with the able assistance of Mr J. Saker and Mr A. Field. Without their contributions. the paper would not have been possible. The organising Committee for CONVEX was headed by Mr E.G.H. Green and assisted by a most able committee. The sessions were chaired by Mr P. Wilde and Mr G. Doggett. both of whom kept us all on the straight and narrow path of sticking to the subject.

The Competition is sponsored by: Alan Mann Helicopters Ltd British Airways Helicopters Ltd Bristow Helicopters Ltd Dollar Helicopters Ferranti Ltd Management Aviation Ltd M L Aviation Co Ltd Rolls-Royce Ltd Shell Aviation Ltd Smiths Industries Ltd

Get-Away Competition for schools The Royal Aeronautical Society launched its space competition for young people. The competition calls for the submission of ideas for experiments which could be conducted in space aboard the US Space Shuttle. A reservation has already been obtained from NASA by the Society for a GetAway Special in which it is hoped the winning competitors can have their experiments flown. subject to adequate sponsorship being found. The Society is pleased to announce that the following eminent persons have kindly agreed to serve on the competition's panel of judges: - Prof. Sir Hermann Bondi; Prof. R.L. F. Boyd; Sir Monty Finniston: Sir leuan Maddock: Dame Margaret Weston. Interest in the competition has been considerable. Plenty of time remains for schools and individuals to submit an entry before the closing date of 2nd February 1981. Full details are available from:- The Secretary, Get-Away Special Competition. The Royal Aeronautical Society, 4 Hamilton Place, London WlV OBQ. 15

A.T.S. IN AFRICA by D.E.Y. Klaye Regional Vice-President /FA TCA (AFI-West)

The following article is based on a speech delivered on behalf of !FA TCA at the 2nd International Seminar on Civil Aviation Training at the Nigerian Civil Aviation Training Centre (NCA TC), in Zaria, 2 7-24 October, 7980. It involves itself into the unsatisfactory situation that exists in the African Continent focusing in particular on '/FATCA'sCONCERN'. INTRODUCTION This paper is presented not in an attempt to malign or accuse any particular government but it is presented in our desire to highlight the problems facing controllers in the Region and perhaps in doing so draw the attention of appropriate authorities to them for possible solution. The objectives of the Air Traffic Services as laid down by ICAO put on the controller an onerous task which can only be fully accomplished in the right working environment and with the right type of equipment. The problem as it exists today Although it is appreciated that a few countries like Nigeria have been doing a lot to improve their ATC systems quite a number of countries still operate their Air Traffic Services with the barest minimum of equipment. Some States still use NDBs as approach aids and only a few have been able to comply fully with the ICAO Regional plan. 1. PERSONNEL Inadequate staffing is a problem facing most ATS establishments the world over, but the situation in the African Region is rather acute. stemming mainly from the poor conditions of service under which controllers work. The great demands of the profession and the poor renumeration that goes with it do not make it attractive to the right type of personnel. Air Traffic Control is a relatively new profession and when it was first introduced in this part of the world it was 16

As reported in the local press

solely handled by expatriates After independence, however, most of the countries embarked on training programmes with the aim of replacing these expatriates with their own nationals, but due to the specialised nature of the job progress is very slow in some cases. It is pathetic to point out that in places where nationals have taken over or are working side by side with expatriates most governments tend to discriminate against their own nationals. Governments are prepared to pay the expatriates as much as two or three times the salary paid to their nationals. Other privileges enjoyed by the expatriates are denied the nationals with the excuse that any special attention given to the controllers will spark off demands from employees in other fields. Albeit, these same governments demand the same standard of safety from both groups. IFATCA is vehemently opposed to this policy and demands equal pay for equal work. Sooner or later it becomes quite clear to the Controller that he is virtually in a closed shop and that the uniqueness of the profession does not make it possible for him to transfer his aquired knowledge and experience to any other field. The annual medical checks, the shiftwork and unsocial hours are other

peculiarities of the profession which most governments in the Region fail to take into consideration when determining conditions of service for Controllers. Controllers are classified differently from country to country - in one country he is clerical staff. in another he is a technician and yet in another he is a sub-professional. This lack of recognition of our profession is unacceptable, the high level of training, safety, and responsibility makes our work comparable only to that of the airline pilot. The attention of Governments and Civil Aviation Authorities is drawn to the Report of the International Labour organisation resulting from the Meeting of Experts on problems concerning Air Traffic Controllers (Geneva 1979) these conclusions are IFATCA policy and outline the minimum standards required to achieve an efficient Air Traffic Service. Poor conditions of service coupled with the exacting nature of the profession are responsible for the drift of those already in the profession to less responsible jobs with better levels of remuneration. The lack of recognition and the insufficient publicity given to the profession do not attract new entrants either. The result is the shortage of staff being experienced by ATS establishments in the Region.

The obsolete and inadequate radio navigation_al aids and communication facilities add to the already stressful nature of the job and make air traffic control within the Region a burdensome duty. The service provided with the equipment available is hardly able to cope with to-days volume of traffic and the sophisticated type of aircraft involved. Most of the ATS routes established within the Region stretch for long distance without any navigational aid to help determine positive positions of flights - the result is that most of the routes have remained Flight Information Routes or Advisory Routes. With the advent of the INS. aircraft so equipped tend to fly direct routes as against others that fly the established routes, under these conditions aircraft• in opposite directions maintain the same flight levels and indeed present potential air traffic hazards. Radio communication facilities are in most cases outmoded and inadequate. The seNiceability state of these facilities is rather appalling to the extent that Air Traffic Controllers in some States are forced at times to control air traffic from the cockpit of an aircraft on the ground. This is indeed a most unsafe way of providing the seNices required of the Air Traffic Controller. Although the ICAO Regional Plan has recommended SSB links between ATS Units, most of these have yet to be implemented, this has led to the already congested aeromobile frequencies being used for ground to ground communication and co-ordination. Communication does become difficult and frustrated pilots refuse to call until they are within VHF range. Situations of this nature make the work of the Controller extremely difficult and put the aircraft and its passengers in grave danger. A number of near-misses have been reported as a result of these deficiencies - in fact the situation has deteriorated to such an extent that aircraft have resorted to blind broadcasts to warn other aircraft in their vicinity of their presence. This is most uncomplimentary to the seNice and to those whose duty it is to provide the seNice. Flight Plans, flight plan messages, and messages concerning the safety of flights have also suffered because of the unreliability of the communication facilities. Such messages are at times received two or three days after the flight concerned has been executed. Traffic planning thus becomes a problem for the Controller.

2. WORK ENVIRONMENT Closely related to the controller's conditions of seNice which have been

discussed earlier is his work environment. Most controllers work in ATC Centres or Control Towers which are equipped without any consultation with those who use them. No sooner does the Controller start using the equipment that he finds its use limited because of poor accessability. The Centres and Towers are built with only the equipment in view and without any regard for the personnel who use them, and in the end it is realised that after spending huge sums of money in building and equipping these places they become deficient in no time due to lack of planning and consultation. For the sake of safety and the regularity of the aircraft he controls the Controller's work environment must enhance his professional performance as well as providing for his personal comfort.

3. CONCLUSION It was in the light of these shortcomings that when the first African Regional Meeting of IFATCA met in Khartoum, Sudan, in February 1979, a resolution was passed calling on all States within the Region to take the necessary steps to improve the situation. These States need to be told again that safety should not be compromised for financial reasons or budgetary restraints, these are the causes of staff shortages, the use of outdated equipment and low remuneration of ATCOs. In asking for these considerations we are not unaware of the magnitude of the problem and the fact that the economy of a greater number of individual States cannot accommodate it. Some form of international co-operation is therefore needed. Regional cooperation and massive international financial assistance in the fields of equipment and manpower training will go a long way in helping to remedy the situation. 4. RECOMMENDATIONS IFATCA calls on all Member States of the Region to do all in their power to ensure safety and to improve the present situation by a) giving priority consideration to the Air Traffic SeNices. b) Providing the necessary equipment to enable the Controller to do his job. c) Accord the ATC profession the due recognition and make the Controllers' remuneration commensurate with their responsibilities. d) Improve the conditions of seNice ofthe Controller and provide a working environment that ensures efficiency. IFATCA appeals to international Aviation Organisations and the developed countries interested in safe, eco-

nomic and regular air transport operations to come to the aid of member States of the Region in their attempt to improve the situation and modernize their ATC systems.

Eurocontrol's Future

Member states of Eurocontrol have agreed in principle that tne organisation should play a more important role in co- ordinating plans and research. It will also have a central role in the development of the air traffic flow management system recently initiated by ICAO. These proposals are reflected in a new draft Eurocontrol Convention to take effect when the current Convention expires in 1983. The draft Convention also aims to rationalise the legal basis for the provision of air traffic seNices in the Upper Airspace. Although the existing Convention formally gives Eurocontrol legal responsibility for the Upper Airspace, in practice countries like the UK. France. the Netherlands and the Irish Republic provide these seNices themselves. acting as 'agents' for Eurocontrol. Under the draft Convention the Member States would resume legal responsibility for the functions which. in fact, many of them already carry out. Where it is desirable for Eurocontrol to provide air traffic seNices - e.g. in the BENELUX/Federal German Republic airspace covered by Maastricht the draft Convention recognises that in these cases the Member Governments concerned can ask Eurocontrol to carry out these services on their behalf. In practical terms, therefore, the draft Convention does not propose to change the existing air traffic arrangements. Eurocontrol' s function in collecting charges for en route navigation seNices will also continue. A final decision to adopt the new Conve"ntion must await the meeting of the Eurocontrol Permanent Commission next November. If it is adopted, the way will be open to enlarge the membership of Eurocontrol and so extend its coverage of European airspace.

Air Traffic Control Tomorrow Where Are We Headed? by WJ. Robertson

President, Canadian Air Traffic Control Association

Address delivered at The First Biennual Convention. Civil Air Operations Officers· Association of Australia

Generally, during panel discussions with this theme. the participants are heady about upcoming technological developments and the utopia that will fill the remainder of this century. I am going to depart from this format and rather address the reality of today, and where it will lead us if it proceeds unabated. In my opinion the current state of air traffic control world wide is an abysmally black picture. Yesterday you heard the President of I FACTA relate current conditions in the Sudan to equalling those generally found in 1943 (HF radio. etc.}. World-wide the ATC equipment status varies from that level to the most modern technology possible. ATC systems that have achieved state-ofthe-art technology are. however. few and far between. I am not aware of any jurisdiction in North America that has achieved this level. however. it would be fair to say that the United States leads Canada and Mexico. Even if some jurisdictions have achieved state-of-the-act technology there are two other crucial areas that will detract from anyone receiving 'full marks" for their system. First. inadequate staffing is a major worldwide problem that plagues all ATC systems. The causes of understaffing vary but generally speaking the root cause may always be traced back to the same source - inept Administration and the interference of the political master. At present in the South Pacific you are all too well aware of the affects of understaffing. Not only is there a 1 2% shortage of qualified personnel in New Zealand but an equivalent or worse situation here in Australia. What good does it do to have terms and conditions of employment that allegedly guarantee adequate days of rest. vacation periods. and meal and relief breaks if there are not enough personnel available to accomplish the task? The use of excessive 18

overtime duty to accomplish these requirements must be viewed as an additional penalty on the controller. even though some Administrations consider overtime to be a 'bonus·. Which brings me to my second point in this category, that being terms and conditions of employment. There is a great variance internationally in the terms and conditions of employment for air traffic controllers and it will undoubtedly be a long time yet before we can generally say that the role of the air traffic controller is adequately recognised. In the meantime shortfalls in adequately compensation and pension schemes for controllers will only continue to exacerbate the understaffing problem. Who can blame a controller who has the opportunity to go afield to earn better recognition of his skills and responsibility? You would think that our employers would want to protect their investment in our training (in Canada. approximately three years total time at an average cost of CON$ 180.000 per successful graduate}. however. their cavalier attitude towards system administration would belie that objective. Over the years I have been involved in A TC. CA TCA, and /FA TCA and have had the opportunity to observe A TC operations in various parts of the world. Today, however, I would like to confine my remarks to the Canadian context and believe that conditions in Canada are illustrative of the attitudes of the various Administration;; world wide whether in •developed' or 'developing· countries. With tongue in cheek I would like to start by saying that so long as Governments are responsible for ATC systems controllers have to fear of being displaced by technological advancement. A classic; illustration of this is presently evident in our system. In 1968, the Government decided to introduce a computerized radar display system into the Canadian ATC system. At first it

W. J. Robertson

was considered that we would buy 'offthe-shelf' from a foreign manufacturer and build the equipment under licence in Canada. The reason was simple - no Canadian manufacturer had expertise or experience in building an ATC radar display system. There were several foreign manufacturers who at the time had state-of-the-art technology available and who could have delivered a functioning national system by 1974. These included the NAS and ARTS systems from the United States, Datasaab from Sweden. and Thompson CSF from France. Instead, the politicians became involved in 1972. in the decision making process and it was decided to award the contract for what became to be known as the JETS project (Joint Enroute Terminal System} on a 'buy Canadian· basis, to CAE Electronics of Montreal. Although CAE had an excellent reputation for avionics and aircraft simulators they had never before been near an ATC system. The objective of the project was to have a 100% Canadian produce that would also have market potential overseas. Well, this is 1980 and so far we have one functioning JETS system (Moncton ACC} with the other six ACC's due to come on line between now and 1983. At completion the project will be almost ten years behind schedule and will give us 'new· equipment that is technologically twenty to twentyfive years old. Agreed, we will have access to some additional radars we couldn't use before on a remote basis, and we will have data block printouts on the displays, but that's about the limit. On the negative side of the ledger, the list of deficiencies includes:

the fact that the equipment will not automatically transfer data from one canadian ACC to the next incompatibility with NAS and ARTS equipment in the United States; we will still have to do all handoffs by voice communication lack of conflict alert or collision avoidance information lack of minimum safe altitude warning no positive means of indication to the controller that his display has failed an acknowledged three to five mile error in target tracking the fact that the central computer is now out of production and we have no spares... and more.

Earlier this year the Administrator of the Canadian Air-Transportation Administration, Mr W. Mcleish. finally publicly agreed with CATCA that in attempting the JETS programme the Canadian Government and industry accepted a challenge it couldn't handle. We are now saddled with an inferior piece of equipment for a long time to come. As always, the controller will make the system work in spite of the shortcomings designed by management. and as always the user will be the loser. Having just gone through the JETS fiasco you would think that the Administration would be loathe to repeat their mistakes. Not so. Despite the fact that a joint CATCA/ DOT Technical Committee was formed late in 1 979. as a result of the 120 recommendations from the •Experts' meeting that year. the Government appears bent on disregarding our advice again. and this time purchasing inferior radars under our current radar modernisation programme. Without going into too great detail. suffice to say that although our Joint Technical Committee agreed to state-of-the-act operational specifications they have now been unilateraily downgraded by the DO.T. to allow for single antenna drive (versus agreed to dual}, use of magnetrons (versus agreed to klystrons} and reduced coverage and detection areas. If this inferior equipment is purchased then the controllers· problems of ghosts, splitting targets, and holes. will be just as bad with new equipment as it is now. Once more the controller will bear the load of making a system work. and the user will be the loser. Like all other jurisdictions, understaffing is a serious problem in Canada. We are presently experiencing an annual separation from the controller workforce rate of 7 9. Despite some recruiting on the part of the Government, over the last year we have had a net loss of 100 controllers. Unless a massive recruiting pogramme is soon undertaken our loss rate will continue

to worsen. Recent Government studies A controller's compensation during have shown that in order to successful- his earning years also falls far below ly graduate one air traffic controller an that due the responsibility he must average of 2 54 recruits must be hired. bear. On the flight deck of an aircraft. At our present separation rate. that only the Captain bears command rewould require the hiring of a minimum sponsibility. while his crew is subordiof 3 56 recruits per year just to hold an nate. In ATC each and every controller attrition rate of zero. If we are to achie- is responsible for his own actions withve system expansion then upwards of out exception and as such each bears 1.000 recruits per year would be nec- the responsibility of command-type essary to get us on the road to recov- decisions. However, to date few Adery. And. as we all know. even if you • ministrations have recognised this fact. In summary. I would conclude that start recruiting today. it will be three years before todays· recruits will be the outloo_kfor ATC tomorrow is not as licenced controllers. In the meantime. bright as the technologists would have system delays can be expected. us believe. I do believe that significant How did we arrive at this position? advances world-wide can be made in Basically because we are employed by ATC but it will require enlightened Governments and freer Treasuries. the Public Service. Over the last few The technology is available for us to years austerity and cutback programhave the best equipment. it's a matter mes have been very popular with the politicians and the public without re- of the Governments providing the gard to their future effects. Now we are funds. A comprehensive and adequate approaching a staffing crisis and these national ATC system is an expensive same politicians wonder why? This cy- undertaking for any Administration. parcle of peaks and valleys in hiring were ticularly where the territory is large seen in earlier years in Canada and are (such as Australia and Canada} but it is possible. Instead of building impressive the same the world throughout. Until our political masters realise that a spo- passenger terminals good equipment would be a better investment. But pasradic 'shoot from the hip' approach to ATC hiring does not work, we will be sengers only see terminals. It's only their life which depends on ATC. plagued with the problems we now face - excessive overtime. system Staffing problems must be resolved. and can be resolved. but the politicians delays. and a declining workforce. At some point controllers may lose their must learn not to interfere with the dedication to make the system work staffing process every time it becomes politically expedient. •despite the master' (i.e. no overtime Finally, adequate terms and condiduty} and the aviation community will lose once more. tions of employment must be resolved. Lastly. adequate financial and pen- Again. administrations are capable of it. sion recognition of the controllers· re- it's a matter of their will. If they don't choose to protect their investment then sponsibility is required if we are to maintain and upgrade our ATC sys- they not only lose employers. they also tems. Unlike the flight deck side of avia- lose any incentive for employees to pertion where seniority brings the 'left form to the highest level. As a group. I believe we air traffic controllers are craseat' and the rewards for responsibility. seniority in ATC brings reduced comzy. We are asked. cajoled. and in some cases intimidated into making a system pensation and unsatisfactory pension function that never should work to start penalties. Unlike all other occupations ATC is a young man's game. The skills with. And we do it in spite of the upper level mismanagement of the system. of the psychomotor athlete (which is When we seek our due rewards for this how numerous medical and psychologiresponsibility and service we are rebuffcal studies have described the air traffic controller} begin to degenerate at the ed at every turn. Yet. we don't let that point where other profossionals are deter our professionalism. reaching the zenith of their careers. InIn this regard I am concerned for the stead of looking ahead to high income future. Over the last few months it would appear that the universal responyears towards the end of this career the se of administrations to satisfying the controller can only look forward to relegitimate claims of air traffic controlduced income if he must leave operations at approximately 45 years of age lers. has been to use the massive influ(by which time the vast majority have) ence of Government to bludgeon the controllers into submission. The results and move to an administrative or support function. Any controller who finds of such tactics can only be catahimself medically unfit or technically strophic. When a controller is on duty he must be able to devote 100% of his unqualified, is also faced with the same pension provisions as though·he were a Government clerk who was faced with retirement at forty-five. In other words. Continues on page 43 nil. 19

CAIR0'81 Modern, ancient, cosmopolitan. Surrounded by an ancient world of wonders with kings seated in majestic dignity.

, 2-6 May1981 at the Cairo Hilton and7th May for an optional tour to Luxor

Make the Cairo Conference your Rendezvous for1981 No Quiz from the Sphynx

cardi~.~I

ELECTRONICS Ql!Nl!RAL

IIIDNAL

Sn!PLIFICATIOS

SSR - Simplification/ Over-Sophistication* Presented by Frank Lewis. Manager. International Marketing. Cardion Electronics (a corporate member). to the Technical Panel of the International Federation of Air Traffic Controllers Association. May 10. 1980. during IFATCA 19th Annual Conference. Toronto. Canada.

In these times where costs are skyrocketing. we can no longer afford the luxuries of ·over-sophistication· in Air Traffic Control Systems. We must spend our funds on equipment and systems that meet today's requirements and are compatible with our future needs. Too many developing countries have procured ATC Systems that are capable of tracking and handling up to 250 (or more) targets when their operational personnel either don't require nor want such sophisticated equipments. There are developing countries that have installed at great costs sophisticated computerized systems (i.e .. ARTS II. ARTS Ill. and TPX-42) that are capable of tracking hundreds of SSR targets. but have as few as five targets to control in one week's time. This is a gross under utilization of these sophisticated systems. It is like using a sophisticated IBM computer to solve a simple mathematical equation. This may appear to be an over-dramatization: however. I believe it is an appropriate analogy. Now. to address my theme: 'An Acceptable Alternative - Manual SSR Systems. The Modular Approach.·

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INTERROCATQR CHA/1'1EL 8

Simplification 2 (Figure 2) In figure 2, we have simply added a dual channel capability. Note that the previous systems components (Figure 1) are compatable with expansion to a dual channel system. This enables the user to only procure the additional elements that he truly requires for a redundant system. When selecting such a system one should also strive to insure that the electronic 'Subsystems· (Interrogators. Interference Blankers. Decoders. etc.) are all modular (i.e .. PCB's/ Modules. etc.) to insure ease of maintenance and quick repair of the 'Subsystem·. Over-Sophistication 3 (Fgure 3) The system illustrated in figure 3 is necessary when the air traffic increases and the demand on the controller is overstressing and fatiguing. However. not every country or every airport has the identical workload or air traffic. Therefore, the solution to air traffic SSR needs will differ from airport to airport and country to country. The presentation of (1) and (2) above are truly 'Simplifications·. Note that the previous systems components (2) are compatible with expansion to a totally automated Secondary Surveillance Radar system capable of handling 250 {or more) SSR targets. One other feature should be pointed out. The Bright Radar Alpha-Numerics Display System (BRANDS) is for use in ambient light. The three SSR Systems I have presented here today are designed to allow for the degree of sophistication required by the user. providing acceptable alternatives necessary to fulfill each airport's or country's requirements. both technically and economically. Perhaps the economies aspect could help to provide the ATC controller with a wage increase to offset inflation. making both the controller and the procurement people happy.

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{OOOtn..AR APPROACH)

SIMPLIFICATIO:'i'

Simplification 1 (Figure 1) Figure 1 illustrates a very basic and cost effective SSR System. This system can interface with any primary radar system that has an additional (spare) rotary joinf. and a primary radar antenna structure and pedestal that will enable it to support a standard SSR antenna. Should a primary radar system be incompatible (no spare rotary joint") with SSR integration this simplified system. the SSR System shown, would require a separate SSR antenna pedestal. All targets are 'Bracket Decoded' with the use of an active readout. Light Pen/Track Ball/Joystick Feature.

MANUAL SSR SYSTEM (SINGLE

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The EARTS Radar System Today and Tomorrow by J. R. Sharpe, of Anchorage ARTCC

In 1976 the FAA announced plans to install radar systems in Alaska. Hawaii and Puerto Rico which would bring these areas air traffic control automation comparable to that in the conterminous United States. The system was called EARTS- Enroute Automated Radar Tracking System. In conjunction with EARTS in Alaska. a new radar site would be operating in the Anchorage. Alaska area by 1978. and by 1980 several military radar sites would be added to the system. providing radar seNice to virtually all of Alaska. Not until mid-August. 1980. was the new radar site in the Anchorage area certified for use. Military radar site adaptation has been delayed. probably until 1983. The EARTS system. which now processes radar data from three radar sites in Alaska for Anchorage ARTC Center. also became operational in August. 1 980. Billed as a 'state-of-the-art' computerized system. EARTS has proved to be nothing more than a radar processing and tracking device. The ·system· label is misleading. For this 'stateof-the-art system· interfaces with no other computer but itself even though several automated terminal radar systems are operating in Alaska. It has no associated flight data information processing and updating functions. so data transfer between controllers and facilities remains a human responsibility. It has no Conflict Alert program to assist controllers in detecting separation problems. It has no track prediction program for planning assistance. It has no Minimum Safe Altitude Warning System. It has extremely limited automatic data input; the controller must input virtually all data from operational positions. It has only one data entry device per position. although two or three controllers are assigned to each position. It has no provision for combining, i.e. mosaicing. radar data from several radar sites at one position. When FAA officials were asked about these missing features in their 'state-of-the-art system·. controllers were assured that many of the features are planned as 'piece-meal' add-ons. as budgetary constraints allow for them. 22

J. R. Sharpe

Their projected schedule indicates that the ·system· will not be complete for at least ten years. Meanwhile. controllers find they have an inadequate. labor-intensive primary tool with which to work which provides minimal benefits for maximum effort. compromising safety. Controllers are using the ·system' because they have to. but they are not at all pleased with it. To help pilots and the general public understand this ·system·. its history. development. and capabilities. a parable follows.

DEVELOPING DC-10 SERVICE THE FAA WAY

It was springtime. 1976. 'Sourdough Airlines· announced to a waiting world their plans to begin comprehensive international passenger seNice with the latest and best equipment available. the incomparable DC-10. This was news. since ·sourdough' was at that time a non-scheduled operation with three C-46s in their stable. Their Board of Directors. however. was supsemely confident they could expand their horizons. And plans began to develop and materialize. By June. 1978. one crew had completed training on a special simulator at

Anaheim. California. Although the simulator didn't seem to have many working parts. the shiny newness and the instructor's confidence were impressive. That crew became instructors for other 'Sourdough' crews. On long flights to and from Deadhorse they pulled out training manuals. looked at the pictures. and taught their buddies all they knew. carefully logging each flight as training time. Airframe parts arrived by barge in August. 1978. 'Sourdough' pilots watched the construction process from behind the security fence with uninhibited excitement. What a beautiful aircraft! By January. 1 980. a noted local artist completed the picture of a giant stylized Sourdough Pancake on the tail. Impressive! Finally the great day for the inaugural flight came. A special gate had been constructed, all seats were sold. and the Governor invited to speak. On July 17. 1980. the Board of Directors basked in the warmth of the Governor's remarks about this being a great day for aviation in the great State of Alaska. and in the applause of other dignitaries. 300 passengers and assorted curiosity seekers. The Director of Operations then cut the symbolic ribbon of golden sourdough stretched across the gate. and as the passengers enplaned the crew was ushered into the cockpit for the first time. In spite of all the pent-up eagerness. Ralph. the flight engineer. wasn't there. 'No. he's not late. Actually, he isn't necessary anymore·. the Director of Operations (D.0.) enthused. 'because this aircraft is so much more simplified and efficient than the C-46.' And. sure enough. in place of the usual Second Officer's panel was a desk complete with a reference set of Tech orders. math books. sextant. slide rule. maps. and a 30-cup coffee pot. A refrigerator next to the desk was filled with precooked goose dinners. The First Officer was surprised to see he had neither instruments nor control column in front of his seat. He was assured by the D.O. that the company was aware of the problem. and a problem study grant would be requested in the Fiscal Year 1981 budget. barring unforseen complications. The Captain noticed a single throttle instead of the usual three. The D.O. noted that Operational Specifications allowed one engine operation. As funds became available additional engines would be added. probably after 1983. Next thing the crew noticed missing was engine instrumentation. A state-ofthe-art link from engine to cockpit has not yet been developed. they were told. and gauges mounted on the engine can be read from the cockpit with binocu-

lars stored in the desk. Any necessary adjustments can be made through a tunnel in the wing to the engine pylon. The First Officer found a long screwdriver and flashlight in the desk next to the binoculars. 'Where's the INS?' the Captain wanted to know, staring at an empty console. 'Due to weight/balance limitations imposed by absence of the center engine, all INS gear is mounted in the tail', responded the 0.0. 'We know you won't mind a pleasant walk back there now and then to look it over. When the center engine comes we'll have to move the INS up front.' Trying to check control surfaces, the Captain found the control column almost impossible to move. The D.O. suggested that the First Officer lean over and help him pull on it, and noted that a hydraulic system was planned as part of the Fiscal Year 1985 budget request. The First Officer found the fuel gauge, noted the reading - 9000 - and wondered if a zero was missing. 'No, ifs state-of-the-art gauge, absolutely accurate', the D.O. replied, obviously miffed. 'To get it we had to economize by cutting out some fuel tanks. They will be part of our Fiscal Year '86 budget requests. Until the tanks come you will have a range of approximately 150 miles.' Wanting to call for a clearance. the Captain could't find the radio equipment or even a headset. 'Don't worry·, said the D.O. 'Towers aren't about to phase out their light guns and I've heard you complain about Center frequencies being out of service so often that not having radios should be a blessing in disguise.' 'At least there's plenty of coffee and food', the First Officer sighed. 'That's really for the First Class passengers·, responded the D.0. ·we·ve reduced our stewardess complement and feel certain you, with your lightened workload, can handle First Class. Just think how special the passengers will feel!' Incredibly, they taxied. out, took off, and got as far as McGrath that day. At last word, the 'Sourdough' Board of Directors was planning to request a grantin-aid from the government to extend the McGrath runway by several thousand feet. They also were seeking a subsidy for developing long-term fuel hauling contracts for their C-46s. Cynical McGrathians have petitioned the State to purchase the DC-10 and develop its potential as a museum and tourist attraction. Meanwhile, passengers with carpentry experience are constructing permanent-looking log cabins near the airport and stocking up on firewood. Ifs going to be a long, cold winter.

G. Fournier working the EARTS at Anchorage Center.

It does not always snow at Anchorage.

Editor's Note Anchorage Center airspace includes approximately 3.5 million acres of fantastic geography and ocean. Boundaries extend from the North Pole along Canada to an east-west line half way between Anchorage and Honolulu. to roughly half way between Tokyo and Anchorage and

along the US! USSR boundary. Eighty-five Controllers control an average 1. 100 flights per day. Fifteen international air carriers use the airspace. There is such a mix of air traffic control equipment and procedures available, from a 1930-era plotting board to satellite communication that the facility has been dubbed, 'The Air Traffic Control Museum of the FAA'. 23

2 nd African Regional Meeting by Andreas Avgoustis

In the presence of obseNers from IATA, The Board of Airline Representatives. the Kenya Airline Pilots Association and others from the technical arid aviation fields. the Director of the Kenya Civil Aviation Mr Kahuki representing the Minister of Transport and Communications officially opened the 2nd IFATCA Regional Meeting in Africa on Monday morning the 10th November. 1980. More than 100 delegates attended the opening ceremony with controllers from Botswana. Burundi. Malawi. Mauritius. Swaziland. Tan~ania. and Zambia attending an IFATCA Regional Meeting for the first time. Controllers from Kenya. Uganda and Ghana also attended the meeting. All IFATCA Executive Board members - except for the President who was attending the North. Central and South America Regional Meeting held in Costa Rica during the same week - participated at the meeting. The Director of Civil Aviation welcoming delegates in his opening speech said that 'although we are reasonably advanced in Civil Aviation. conferences like this are a necessity since they provide a forum for the exchange of ideas and experiences. thus enabling participants to become more acquainted with the latest developments in the Air Traffic Control field'. The Director. continuing said that 'the Government of Kenya is aware of the delicate. demanding, difficult and indispensable work of the Air Traffic Controllers. They play,' he said. 'an important role in the development of Civil Aviation worldwide'. Concludirig. the Director said: 'The importance of air safety cannot be overemphasised. The constant and meticulous attention to the promotion of safety and efficiency in air travel is the goal that every Civil Aviation Administration should strive for. I am confident that the Administrations represented here and also those not represented will consider seriously the recommendations that your conference will make particularly on the question of ATC Training. Modern Methods. Safety and Air Traffic Control equipment.' Guest speakers at the opening ceremony were the IATA Regional Technical Director for Africa Mr David J. Olsen. the President of the Kenya Airline Pilots Association Mr M. Kinyamjui. the Chairman of the Board of Airline Representatives. Mr Riccardo Baldini. the President of the Kenya Air Traffic Controllers· Association. Mr. Ralph Kimilu. IFATCA Vice-President Administration. Mr Pat O •Doherty. 01 particular interest to the delegates was the short speech given by the IATA representative. Mr Olsen. who is an ex-controller from Canada. 'Problems.' Mr Olsen said. 'of Air Traffic SeNices and Communications

in the Region. outlined in Pat O'Doherty's. address to this meeting are those which have concerned IATA for a long time. In pursuit of improving the situation I spend as much as 80 hours a month flying around Africa of which about half is usually on the flight deck. so that I can get first-hand knowledge of the situation. As far as safety of Air Navigation is concerned IATA and IFATCA have the same goals and we are pleased to be able to work with you to this end'. 'Coincidentally as I prepared to leave my office this morning I received a telex. one of many similar ones which this office receives. which highlights the problems that have been mentioned. A few hours ago.' Mr Olsen continued. 'in an African FIR a DClO and a 7 4 7 found themselves head-on at the same point at the same altitude. As has so often happened in the past. possible disaster was averted by the use of the IATA Blind Broadcast procedure on 126.9 MHz. The reason was almost that the AFTN and Direct Speech Circuits between adjacent ACCs were not working thus no co-ordination was possible. More than a hundred such incidents took place in this region last year and the airlines are greatly concerned at this state of affairs. Unless steady improvements are made then the statistics tell us that eventually there will be fatalities.·

Captain Kinyanjui. Chairman of the Kenya Airline Pilots' Association in his address to the meeting claimed a number of shortcomings in the Region of Africa and called upon IFATCA and the Kenya ATCA to assist IFALPA in its efforts to enhance safety of aviation in the Region. 'One of the aims of our Pilots Associations.· Captain Kinyanjui said. 'is the continued development of a safe and orderly system of air navigation. I feel safe to assume that your Federation pursues the same aims. In our efforts to fulfil these aims. we shall continue to meet more and more difficulties as the volume of air traffic continues to grow all over the world. The main challenge is to find ways and means of absorbing the increasing air traffic without lowering the degree of safety. Due to the international character of the Aviation Industry.· Captain Kinyanjui stressed. ·1 feel we should strive for even more co-operational character of the Aviation authorities. Air Traffic Controllers. Pilots and Air Operators through the International bodies. i.e. ICAO, IFATCA. IFALPA and IATA in order to effectively meet the challenges of today and those of the future.' Highlighting briefly a few problems that pilots encounter particularly in Africa. Captain Kinyanjui objected to the use of NDBs as navigation aids other than as locator beacons associated with ILS and recommended that these should be replaced by stat,cfree aids such as VOR/DMEs. On Communications. Captain Kinyanjui said that pilots face numerous problems in the African Region and urged for more relay stations. With regard to AFTN in the Region he illustrated the situation with a flight from Nairobi to Cairo. where. he said. the 'flight departs Nairobi Airport on a four-hour flight to Cairo only to find that the captain is eagerly awaited by the controllers on arrival to explain why he came in without a fliqht plan'.

Captain Kinyanjui went further to put emphasis on standard phraseology to be used by both pilots and controllers and claimed against the use of two languages at the same time by the same air traffic control unit.

The Meeting The Meeting was planned to take the full three-and-a-half days. from the morning of the 10th to the morning of the 13th. when again the Director of Civil Aviation was scheduled to officially close the Meeting. The venue was the Hotel Millimani. situated just outside the town in its own environmental gardens with tropical greens. In the absence of the Regional VicePresident for the African East Region. the Regional Vice-President for the African West. ' Dev Klaye chaired the Meeting and assisted by the individual members of the IFATCA Executive Board when items of their field of activity was on the agenda for discussion. The Meeting discussed in sequence Administration. Technical and Professional matters of interest to the members of the African Region. Considerable time was devoted to the Sudanese ATCA and the dismissal of controller colleagues for alleged Union activity. Due to the lack of definite information as to the fate of Sudanese controllers the Meeting avoided to resolve on strong action but

was confined to a telegram of concern to the Sudanese Civil Aviation Authorities until more information was forthcoming. The agenda on the Technical issues of concern to the Region covered co-ordination between and within the FIRs. navigation aids. Search and Rescue. The Professional issues covered a wider range from Training of controllers. licencing. the ILO Meeting of Experts Report. Accident and Incident Investigation to professional status. Finally the Meeting progressed with the following recommendations that delegates were urged to. pursue implementation with their respective Administrations:

RECOMMENDATIONS Administration 1. It is recommended that: Kenya Association accept temporary responsibility for the affairs of the AF I/ EAST Region. 2. It is recommended that: 'Where matters having a direct bearing on air-traffic control are discussed by Airport or State. Administrations. joint consultation should always take place with the ATC Staff association and/or the pertinent local ATC Administrator.'

Technical This meeting recommends that: 1. A review of the equipment within the region should be undertaken to assess the capabilities of the equipment to its suitability for the work involved. 2. Review the compatibility of equipment in adjacent states. 3. Review that training is adequate both for controllers who use the equipment and the engineers who service the equipment and that staffing levels are adequate to provide the service. 4. Meetings should be arranged between the adjacent FIR's to work out ATC procedures to solve co-ordination problems and make recommendations to appropriate authorities. 5. In these recommendations to authorities. effort should be made to ensure that active controller representation is permitted in negotiations on 'Letters of Agreement' between states. 6. Priority should be given to the provision of adequate navigational aids to enable. (a) Safe control and separation of aircraft. (b) To assist in the provision of SAR procedures within the region. 7. That governments set up national Search and Rescue committees whose composition should include at least the following personnel.

Continues on page 34

The members of the IFATCA Executwe are seen together wuh representatives from African Assoc,a11ons and the Kenya Director of Civil Av1at1onMr Kahuk, (centre).

Air Traffic Control Training By Adrian Enright Chairman SCV !FA TCA

lection process. Training is an expensive business and the return on initial capital expenditure may not be realised for some years. Some failures and dropouts during training can be considered as inevitable because of the high standard of proficiency required in the profession. Careful selection can reduce the likelihood of failure to an acceptIntroduction: The International Federation of Air Traf- able rate of say 15%. If the selection fic Controllers Associations (IFATCA) process is unable to consistently prolists among its obJectives - 'to promote duce candidates who possess the abiland uphold a high standard of knowl- ity and aptitude to become good Air edge and professional efficiency among Traffic Controllers then it will be the Air Traffic Controllers'. To this end ATC system and ultimately air safety IFATCA is deeply concerned about the which will be compromised. There is a training of Air Traffic Controllers and in side effect here in that the motivation particular that the training received of established staff can be adversely afconforms to internationally recognised fected as they experience what they bestandards. The quality of training will be lieve to be a lowering of standards. The quality of training must remain high but reflected in the safety and reliability of a craftsman cannot produce a masteran Air Traffic Control (ATC) system. piece from poor materials. Most counThis paper proposes to look at ATC tries recruit candidates from the age of training as a 'total' concept so that se18 years who are expected to have atlection. theoretical and simulation tained a good level of secondary level training at an ATC college and On-theeducation. preferably up to University Job Training (OJT) at an ATC unit may entrance standard. The training of be considered as a whole. An efficient young people for air traffic control training system can in the long term should be regarded as training for a derive benefits from the initially large profession. As his contemporaries may financial input. A safe and reliable ATC be obtaining law or medical degrees so system attracts and maintains a high the young controller after some years of level of air traffic bringing trade and study will obtain an Air Traffic Controlprestige to the country concerned. ler's licence. The licence attests to his It is not possible. nor is it intended in proficiency and acknowledges his comthis paper to go into great detail over petency in a very responsible profestraining methods or techniques. Rather sion. to observe ways in which the 'total' That candidates should possess a concept of training may improve the overall efficiency of some of today's knowledge of aviation is desirable since training systems so that the IFATCA one could reasonably expect that ideal for worldwide standardisation of someone who wished to make a career training for Air Traffic Controllers may in air traffic control would make aviation a basic interest. However. many become reality. In this paper we shall consider the candidates present themselves before a selection and training of ab initio con- selection board knowing nothing about air traffic control. Do Administrations trollers recruited from school-leavers. Although controllers in this paper make available to schools' Careers offiare referred to in the masculine sense cers sufficient information about air this is only for grammatical ease. There traffic control? The motivation of candiare many female controllers and IFAT- dates needs to be carefully analysed if drop-outs during training are to be CA is opposed to discrimination. avoided. A well motivated candidate Discussion: who shows an interest in aviation and especially in air traffic control will more Selection: In looking at the 'total' concept of training for Air Traffic Con- readily accept the challenge before him trollers it is necessary to include the se- and go on to complete the arduous

Presented to The Second NCATC International Seminar on Civil Aviation Training Nigerian Civil Aviation Training Centre. 2 7-24th october 7980 by D. E.Y Klaye, Vice-President, Africa (West) Region IFATCA.

training. The candidate must also show adaptability and flexibility yet be able to do so within the framework of a fairly rigid set of rules - not unlike playing a game of chess on a three-dimensional board. Quick. sound decisions have to be made based on a minimum of available information. Social skills are equally important as the controller is part of a close-knit team and the lives of hundreds of people are dependent upon the right decision at the right time and the correct co-ordination being made. There is no room for ambiguity and misunderstandings in air traffic control. To do his task effectively the Air Traffic Controller must be in good physical and mental health with obviously no speech or serious sight and hearing defects. The selection board needs then to look at motivation. adaptability. flexibility. decisiveness. sound judgment. sociability. aptitude and attitude. The last. attitude. is important in determining how the controller will accept the restraints of the job. first during training and later with shift-work and working unsociable hours. The members of the selection board - and we might consider the presence of a senior operational controller plus a psychologist or psychiatrist who is familiar with air traffic control in addition to the administrator or government representative usually present - should undergo training in interview and assessment techniques if the best in terms of suitable candidates are to go forward for ATC training. A qualified and experienced selection board can only contribute benefit to the training system. The process of selection usually commences by students making a written application from which can be deduced age. educational qualifications. etc .. IFATCA is opposed to any discrimination in selection because a candidate is female. Administrations are· wary about providing expensive training facilities and then having women drop out in order to start families. There should be no reason why. as in many other professions. women cannot be readmitted to the ATC service as controllers. A short refresher course and revalidation may be necessary but the expensive training will not be wasted. However. as in all candidates. they must possess good motivation for selecting air traffic control as a career. The next stage of the selection process is usually the interview. In some countries there is held a preliminary interview on an informal basis between the candidate and one member of the selection team. an operational control-. ler. Since these candidates will be leaving. or will have just left school. this

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students at operational ATC units on a interview is on an exploratory basis to assess the canditate's motivation and self-study basis is not to be recombasic suitability for the job. During the . mended and should be discouraged. More scholarships should be made formal interview before the selection available to those students who find board the candidate will be expected to themselves in this situation so that they show indication of his motivation. will be able to attend approved training knowledge of aviation. aptitude. etc. The success of the interview will de- courses. The standardisation of tr"aining is the one way in which the basic qualpend to a great extent on the skill of the ity of air traffic services throughout the selection board in being able to accurately assess the candidate· s worth as a world can be actively promoted. It cannot be denied that there are variances potential Air Traffic Controller. in the quality of the services provided. Some Administrations employ tests Some of these may be caused by lack designed to discover a candidate's aptiof funds failing to produce modern tude for air traffic control. 'Although many such tests are being used and are equipment; conditions of service of under evaluation. they have to be very controllers may mean that air traffic carefully designed and very carefully in- control is just one of two or even three terpreted if the results are to be mean- jobs that the controller is holding purely ingful. Until such an aptitude test has in order to survive; career advancement been successfully developed and evalu- is non- existent and motivation suffers. IFATCA is working for the controller in ated as being valid for the selection of all these areas. But improvements in Air Traffic Controllers. desirable as such tests are. they can only be used as these areas alone are not sufficient if there is lacking a standardisation of guidance material. Involving candidates in group exerci- training. If IFATCA can help to raise the ses may outline the social skills and basic standard of proficiency of the Air possibly indicate the potential for Traffic Control Services. through a real supervisory and management posts lat- improvement in the efficiency of the training systems. then the safety of air er in the career. The final stage in the selection proc- traffic throughout the world will be all ess is for the so far successful candi- the more assured. dates to pass the medical examination. Nearly all countries accept the ICAO FAMILIARISATION: Before commencing the formal recommendations laid down in Annex1. It must be emphasized that only se- training at an ATC college we might lection by qualified people who have re- perhaps consider the merit of giving ceived suitable training in interview and some familiarisation training to stuassessment skills. assisted by experts. dents. After selection the student could will ensure that the candidates thus spend some months (perhaps six or selected stand the best chance to suc- nine months) at an operational ATC unit. preferably the one at which he cessfully complete the training progwould eventually work. carrying out the ramme and substantially contribute to tasks of an assistant Air Traffic Controlthe maintenance of the high standards of the Air Traffic Control Service and air ler. During this period the student would gain invaluable background safety. knowledge in the overall operation of College: Training will benefit from prepared objectives. It is helpful and an air traffic control system and in flight motivating to a student to know. in plan processing. If the ATC unit is basterms of time and knowledge, the goals ed at. or close to an aerodrome then inahead which must be achieved in order structive visits to all departments{ e.g. MET. AIS. airline operations. fire serto qualify as an Air Traffic Controller. That there is a definite period of train- vice, etc .. can be organised. At the end ing, say three years. and each year's of this period the student could take a work is outlined. helps the student to general knowledge type test. The studetermine his learning rate and note his dent's progress during these months progress as each goal is passed. From would be monitored and a report prethe final goal of qualification as an Air pared. This familiarisation scheme. and Traffic Controller. objectives can be set it is just that. requires the close cofor each type of training. for each phase operation of the unit training officer and of training and so on down to each will better prepare the student for forlearning unit. With the objectives in a mal training. It may give the student inlogical progression the student is able sight into his chosen career - better to to see his achievements and so in- change his mind at this stage. It can also afford the opportunity for student crease his motivation. and training staff to assess his aptitude IFATCA advocates formal training courses for ATC students at ICAO ap- for ATC in the light of practical experience. proved training colleges as a way to Other forms of familiarisation. which achieve the standardisation of training throughout the world. The training of are usually spread over the two or three 28

years of training. may include flying training to Private Pilots Licence (PPL) standard. route experience flight with an airline or simulator flying. Whilst most students enjoy learning to fly, not many are able to keep their licences valid once their training has ceased. A PPL gives basic knowledge and skills in flying but little experience in flying high density airspace. Such experience can be gained from regular route flying with an airline. Whichever system is chosen is for the Administration to decide but some form of flying or in flight experience is desirable for student controllers. As the controller needs to know something about flight operations so pilots need to know something about ATC operations. Good understanding goes a long way toward solving problems.

Formal Theory: This paper does not propose to go into any detail regarding the duration of courses or course content. The ICAO Training Manual Part 0-2 Air Traffic Control in conjunction with ICAO Annex 1 and the relevant Technical Assistance Guidelines provides instructors and training officers with all this information. Local conditions such as airspace structure. air traffic requirements. climate. etc .. may dictate some slight variations in course length and content. In all cases emphasis should be placed on the practical application of the training given and the importance of developing the qualities. as distinct from the qualifications. required in an Air Traffic Controller. Students need to acquire knowledge; to develop understanding and to demonstrate proficiency in skills. Objectives should be set for each learning unit. for each aspect and subject. for each stage of training and for the overall training period. These objectives will state the amount of knowledge to be learnt. the degree of understanding to be developed and the standard of skill at which to be proficient. By setting these objectives in a logical sequence the student is able to progress successfully from learning unit to learning unit and from stage to stage of training. Awareness of established objectives by students and instructors aids learning and motivation and progress can easily be monitored. Formal training courses provide students with qualified guidance and the benefits of group working. A sense of competitiveness aids learning and the social skills required within air traffic control can be developed. There is no room in air traffic control for the pure individualist who cannot work either with or alongside his colleagues and is

intolerant of their behaviour. Students gain a sense of identity with their group which increases motivation often to the extent that they strive to produce the best overall results as compared toother student groups. A good instructor will identify this characteristic and by identifying himself with the group he can increase the learning process of the group as they work to do their best for him. During the training there becomes noticeable a subtle change in the-b-ehaviour pattern of the group as they mature and become more aware of the responsibilities which lie ahead of them.

INSTRUCTOR: Instructor technique in the classroom should favour an informal atmosphere where students are encouraged to ask questions and where the instructor leads discussions so as to develop the students· understanding of the subject. In generalisation. most facts and thus knowledge can be studied from suitable textbooks. The instructor can be best employed in explanations rather than quoting from the book. A few minutes spent at the beginning of each day can determine whether or not the previous day·s work has been studied. Active participation of the whole class is important which means that the instructor will have to use his skill in restraining the know-it-alls and ecouraging the more introvert and under-confident. It is vital for the instructor to establish a good working relationship with his students if his teaching is to be effective. Regular tests. which force students to learn. can have meaning and be acceptable when followed by review sessions and assessment of progress. Students are always very keen to know how well they are doing. Such tests can help to identify weak points in the instruction or in the learning and revisions can easily be made.

SIMULATION: Practical training on simulators will probably occupy about two-thirds of the training time on a course. It must. be remembered that at the ATC training college basic procedures and techniques are going to be taught. The finer points will be taught during the On-Job Training (OJT) phase. Using simulators. aspects of safety can be drilled until for the student all thoughts. all spoken phrases. all actions mirror safety in air traffic as second nature. Expedition follows later. There are advantages if all the students on a course come from the same country or even the same ATC unit. Practical simulation can be set up based on the

student's own area and procedures. To be effective the simulation does not have to faithfully reproduce every detailed procedure but the area. navigation aids. traffic samples and basic procedures would be as realistic as possible. Basic principles of air traffic control and techniques in handling a limited number of aircraft in safety are being taught at this stage. Exercises are graded progressively toward an agreed examination standard. It is important for On-Job Training coaches to know what the students have been taught and the level they are supposed to have reached before joining an operational unit. For this reason the assistance of operational coaches. under the supervision of college instructors. du ring simulation training can greatly assist the student in familiarisation and thus make the transition from college simulator to ATC unit a smooth one. Basic principles become related to known environment making their acceptance and understanding easier. Because of the sophisticated equipment required and a one-to-one instructor/student ratio simulation training is very expensive - but a lot safer and pedagogically more intensive than operational training. There is a limit to the amount of time that students will accept on simulators before the realism and challenge wears off and gives way to boredom. By careful planning of resources and structuring of exercises linked to classroom theory great benefit can be derived from simulators in a short time and students can achieve high standards of proficiency in the skills of air traffic control. Briefing and especially debriefing sessions after each exercise are invaluable times during which instructor and student together go over the exercise analysing and correcting. The student probably learns most during the debrief.

EXAMINATIONS: Examinations set at the end of a training course indicate the level of competency of students. Written examinations test knowledge, oral examinations - understanding and practical examinations - skill. To be effective an examination must have at least validity i.e. it measures what it is supposed to measure - reliability i.e. it gives consistent results. and objectivity i.e. it should not depend upon the subjective belief. opinion. interpretation or judgment of the examiner. Since most students approach examinations in almost a state of fear it is important to make the students understand the reasons underlying the use of tests and assessments if such tests are to remain truly objective. Briefings to students on the conduct

of examinations and on the various aspects at which the examiners will be looking will reduce the ·unknown' and help students to be more relaxed and less likely to make uncharacteristic and needless errors. An examination system which has validity. reliability and objectivity should enable accurate information to be obtained about the student's achievement of the objectives set for the course. In addition the information thus obtained could also be used to evaluate the effectiveness of the training system. A point to mention here is that the task of examiner is one that requires specialist skills. Tests and examinations should be as objective as possible and valid and realiable) and instructors and examiner can be trained in the use of techniques and principles of examination to reduce subjectivity. As with the instructors. trained personnel. skilled in their specialist tasks can only benefit training and help maintain standards. After successfully completing an approved course at an ATC college the students return to their operational unit to embark on the next phase of training - On-the-Job (OJT) Training.

ON THE JOB: At this stage the student really begins to feel like an Air Traffic Controller. crammed with knowledge and full of confidence. Yet for many this can be a very daunting time. The full impact of the •responsibilities of the Air Traffic Controller· begin to become apparent. Few mistakes can be tolerated and then only minor ones. The situation is live. dynamic - no longer that cry of old ·stop the clocks!' and time to sort out the problem. More knowledge has yet to be learnt: new skills and techniques to be acquired and practised. An important factor for the trainee controller. at this stage. is his acceptance into the team or watch by the other controllers. Unless the trainee feels settled and to a degree accepted in his new environment then there could arise problems during On-the-Job Training (OJT). The task of the on-the-job coach is a demanding one. Not all controllers make good coaches nor do all want to be coaches. The controller who coaches must want to teach. He must be proficient and confident in his own skills. He must be able to handle a traffic situation through another person. at the same time teaching skills to that person and still have overall command of the situation. There are principles and techniques in coaching which all who coach should be aware of so that the coaching is efficient and the standard of air traffic services maintained. An efficient training organisation at an operational ATC unit employs quali29

fied coaches and training officers specialists. Close links are maintained with the ATC college so that the previous level of knowledge, understanding and skill of the trainees is known and there is neither gap nor overlap as the trainees progress from simulation to On-the-Job Training. Regular assessments are made and trainees informed of their progress. Should progress not be satisfactory then the reasons why must be researched and remedial action taken immediately. We have seen earlier that simulation exercises can be carefully graded so that students achieve maximum learning benefit. This situation is not entirely possible during On-the-Job Training. However, known traffic flows and peaks can be effectively used for the trainee controller. Initially working periods of light traffic until the basic routine skills are mastered. e.g. stripmarking, phraseology. local procedures. the trainee controller progresses to medium level traffic (planning and analysis) and then on to heavy traffic (consolidation and experience). At times. when the traffic level is unsuitable for training, classroom instruction or discussion session can be held dealing with local procedures. new equipment. traffic analysis. etc. Ideally. the use of a simulator or off-line computor facility could supplement live traffic training for teaching unusual situations and more complex procedures. When the trainee controller has reached a standard regarded as being proficient and has satisfied requirements that he is able to work without supervision he is normally granted a licence permitting him to carry out the duties of an Air Traffic Controller for a specific task (aerodrome. approach control. etc.) at a particular unit. But experience has still to be gained and the prudent supervisor would permit the newly qualified controller only to work on those sectors where the traffic level is expected to be well within the capabilities of one lacking experience. Gradually. as experience and confidence increase. the new controller works on busier sectors until considered to be fully integrated. No controller should be expected nor permitted to act as a coach until he himself has _gained sufficient experience on the sectors concerned. For a newly qualified controller this period may last three years. The first summer peak gives an awareness of limitations and confidence is gained. During the second summer experience builds up and perhaps by the third summer the controller may feel able to accept the extra responsibility of coaching a trainee in light traffic situations - having followed a course on coaching technique. 30

CONCLUSION: Theoretical and simulation tra1n1ng may appear to be totally divorced from On-the-Job Training but they are only parts of the whole training which will be experienced by today's controller. It is important that the various objectives set during the different parts or phases of training do. and are seen to relate to the overall objective. (which is) to consistently produce Air Traffic Controllers trained to the same high standard. thereby maintaining the high level of safety and quality of service expected from our profession. The theory learnt by the student in class is immediately taken into the simulation so that it can be fully understood. applied and the skills mastered. The effective instructor will combine his classroom work and practical exercises in this manner building up the student's knowledge, understanding and skill from learning unit objectives. step by step, as one builds a house brick by brick each supporting the other. The assistance of operational coaches during simulation training and the use of the student's own area and procedures reduces training time. eases the transition from formal (college) to informal (On-the-Job Training) training and assists students in settling into live traffic situations. All this requires close cooperation and co- ordination between all those involved in training but if the result is a shorter overall training time for the same high standard and consistent successes are achieved then the effort must be considered as being worthwhile. Two further points may be mentioned here. The first is the need for feedback at all stages of training and the second is that all those involved in selection and training need themselves to have received some guidance and instruction. For feedback to be effective in a training organisation and particularly where one considers the training of Air Traffic Controllers as a total concept. the information must flow backward so that comment made about a previous stage of training or requirement for future phases can be directed to those concerned and suitable modifications made - and forward so that all concerned with subsequent phases of training are aware of what the student has learnt i.e. the objectives achieved and how well achieved and of any weaknesses that remain to be corrected. Such a flow of information ensures that students derive the maximum be-

nefit from the training available - no gaps. no overlaps; training progresses logically in the optimum time: the training system is constantly monitored and improved and universal standards can be achieved. The second point. training for trainers. supports the first. The quality of· training will depend upon the skills and expertise of all involved. selectors. instructors. examiners. coaches. training officers. etc .. and their close co-operation with one another. They must all be aware of the objectives relevant to their involvement and that of their predecessors and successors. These tasks rightly belong to controllers but they are specialist tasks and therefore require specialist skills. Those who accept the challenge of training should first and foremost want to do it. They must naturally be reasonably experienced in ATC but this should not preclude the younger controllers. Training need not be the prerogative of the old and medically retired. All should undergo specialist training courses to equip them with the skills required for their new tasks. An efficient training system ensures that after careful selection the successful candidates are given formal and informal training by expert staff at ATC college and operational ATC unit to reach the required standard. demonstrating a • thorough knowledge and comprehension of air traffic control. in the most economic time. It is the task before all those involved in training in air traffic control in today's rapidly developing world to make this ideal a reality and to be able to say in all honesty that we have a world-wide standard in training.

FAA Closes Air Safety Loophole

Owners of aircraft capableof carrying 20 or more passengersor 2, 722-kilogram payloads will be compelled to adhere to same air safety rules requiredof scheduledairlines under new FAA program to take effect February 1981. Rules-stiffeningis aimed at aircraft-leasingfirms. aviation service companies. corporations using large planes for employeetransport. air travel clubs. Heretofore such operators were subject to lessstringent general aviation regulations applied to small private planes. Accident rate of past eight years(62 including 1g causing fatalities). revealed 'wide range of deficiencies.' FAA said. Among them were defective engines. improper flight planning and failure of crew to hold proper certification. New rules (prescribingstricter maintenance. reporting, requirements.flight crew testing. training in emergency evacuation) apply to 2.280 aircraft including 635 owned by leasing.aviation serviceHrms.

Briton wins light plane design award An Award which will hopefully signal a resurgence in light aircraft manufacture in Britain. was made at the Royal Aeronautical Society in London on Wednesday. 8th October 1980. to Briton A. J. Greenhalgh for his Brookfield BA 1 (see picture below). In 1978. the Society's Light Aeroplane Group announced an international competition for a new light club and training aircraft of advanced design. simple to build. and offering an opportunity for the rekindling of the once extensive British light aircraft industry. A prize of £ 2.000 was offered by a group of leading British aviation organisations, including the RAeS. (The Royal Aeronautical Society - RAeS - is the oldest professional aviation body in Britain and the world. 'The RAeS will not be involved in manufacture of the winning design.) The competition has been won by a British entrant. Mr A. J. Greenhalgh, CEng. FRAeS, for ryisentry. the Brookfield BA 1. Of metal construction. the BA 1 is a single engined. highwing. Vee-tailed tractor aeroplane with a tricycle undercarriage and

promises to be extremely quiet. an aspect of considerable environmental importance and one for which in fact a special prize was offered. More than 40 entries were received from countries as far apart as Australia and Norway. In choosing the winner. the distinguished panel of judges locked not only for the more usual aspects of performance. structure and efficient aerodynamics but also at ease of production and aircraft cost and operational economics. At a time of escalating labour and fuel costs. the winning design thus offers a timely opportunity for British industry to regain some lost ground in the light aviation world. Picture RAeS

Competition Sponsors: British Aerospace. British Airways. British Caledonian. British Island Airways. Dowty Group. Guild of Air Pilots and Air Navigators. C. F. Hughesdon. RAeS. Shell (UK) Ltd. Smiths Industries. Airfield Environment Trust (quietness award).

Technical Details

Wing span 30 ft Length 2 2 ft 2 in Height 7 ft Engine RR Continental 0-240A of 130 hp driving a Dowty Rotol 3-bladed ducted propulsor. Speed 166 mph maximum at sea level 155 mph cruise 50 mph stall Range 628 miles Flight Duration 4¼ hrs Weights 927 lb empty 1492 lb gross Take-off run 4 70 ft 930 ft (to clear 50 ft) Landing run 870 ft (from 50 ft) Rate of climb at sea level 1320 ft per minute Service ceiling 25.000 ft Time to 5000 ft 4 minutes Fuel capacity 20 Imp gallons.

CAIRO '81 PLEASE NOTE DATES OF '81 CONFERENCE

Each Quarter of the year in THE CONTROLLER you will find a range of departments to such diverse subjects as Technical, Scientific, Law, Conference Table News, Medical, etc., all focusing on Air Traffic Control.

2-6 MAY '81

ALIA The Royal Jordan Airline by A. Avgoustis Introduction

The birth and Growth

Jordan. the land of Canaan and PhoenicIa. a comparatively small country of less than three million people and covering an area of 37.302 square miles most of which is desert. without any visible resources. is slowly but steadily approaching the threshold of economic growth and prosperity. despite the strife and turmoil that predominate In the Middle East - it has managed to pull through its recent and most painful catastrophes and looks into the future with optimism and hope. Through the wars and politically unstable times of the Middle East. Jordan. and the world. has seen the birth of an airline that was destined to play the most important role in the economic growth of the country and nourished the challenge of King Hussein. when in 1963 he summoned a young engineer named Ali Ghandour to create an airline that would be the country's 'ambassador of good will around the world and the bridge across which we exchange culture. civilisation. trade. technology. friendship and better understanding with the world'. The challenge of the flyer king meant more than what his words could obviously reveal - it meant. for young Ghandour. the development of a reputable airline that would be the transporation and communications link between Jordan and the rest of the world and the key to the country's economic development itself. Ali Ghandour was chosen by his king to get his country's first national airline in the air; he got ALIA airborne on the 7th day from the day of the royal decree.

These lines are not intended to be publicity for yet another airline, but facts which I have obseNed and experienced during my seventeen years as air traffic controller at the Nicosia Area Control Centre (ACC). Facts which become more important to me as they coincided with my professional career. Geographically. the Nicosia Flight Information Region (FIR), which covers the

greatest part of the eastern Mediterranean. would normally take most if not all air traffic from the Middle. Near and Far East with destinations in Europe and North America and vice versa - ALIA being an airline of the Middle East with a great proportion of flights manoeuvring to and from Europe and North America could be no exception. During these past seventeen years I have witnessed its growth to its present form and structure. its turbulent experiences. obstacles and problems unavoidable in a disturbed area that affected the movement of people and changed the faces of nations. The Middle East is the area where no airliner can overfly the territory of an Arab country and of Israel on the same route. One has to look at a map of the area to confirm that the route from Amman to Cairo would under normal circumstances take a

Mr Ali Ghandour

maximum of forty-live minutes. yet it takes three times this. For a period of two years the thirty-minute flying time to Beirut was stretched to four hours when ALIA was forced to divert by way of the Arabian Peninsula. to Egypt and the Mediterranean. These are but two illustrations of the uncomfortable experiences that marked and hindered the speedy growth of ALIA involving increased fuel and maintenance costs. It was in December. 1963. when King Hussein of Jordan decreed the establishment of the country's first national airline. the result of which was the birth of ALIA. The Royal Jordan Airline. with Ali Ghandour (the Airline·s present President and chairman undertaking the responsibility to ensure that the king·s and his government's wishes materialise. The country· s geographical location. tourist attractions and primitive communications system offered the potentialities of a worthwile project. Unfortunately. tourists were discouraged by the events in the area but the prosperity of the neighbouring states eventually balanced the loss. ALIA - Arabic for 'high' and the king·s eldest daughter's name - offered the ideal identification (call sign). During seven days of excitement and activity. pilots were hired. workshops were set up and ALIA made its first flight on December 15. 1963. from Amman to Beirut. The first two planes in ALIA's fleet were two ex-Royal Air Force Dart Heralds which were given to the new airline. Shortly afterward capital was raised to buy a used DC-7 and the carrier was flying from Amman to Egypt and Kuwait in addition to Lebanon. As a growing airline. ALIA's president. Ali Ghandour. placed emphasis on extending its international network in order to take care of the country· s fast developing rela-

tions with other nations. This aspect of development was of special importance to ALIA due to the economic activities in the area and the increasing importance of Jordan as a strategic position and the importance of Amman as a travel gateway of the Middle East. The schedules were designed to provide the required capacity by increasing flight frequency to existing sectors and new destinations added in the meantime. With the development of additional tourist facilities in Aqaba. the domestic traffic multiplied. In 1965. ALIA added to its fleet its first Jetliner. a Caravelle 1OR which served what was then called the 'Holy Route'. AmmanRome-Jerusalem. The following year saw the purchase of ALIA's second Caravelle which joined Amman with Paris and then London. 1 9 7 7 is looked upon as the turning point In ALIA's growth. Having established its services in the Middle East with a network connecting Jordan with 30 capital cities. ALIA pioneered In the Arab world the transatlantic route flying 747's with two flights a week. later (1979) to be increased to four flights a week and extending its leg to Houston. Texas - an oil related travel route. And In May 1981 ALIA will add two weekly flights to Chicago. making a total of six weekly. US flights! The new service will begin upon delivery of ALIA' s third 7 4 7 jumbo Jet. From a very modest beginning - one aircraft - ALIA has come a long way ahead. The airline operates an all-Boeing fleet of 13 aircraft: seven 707's. three 727's. one 7 20-B and two 7 4 7 ·s.

ALIA's other activities ALIA's activities. naturally. could not be confined to international air transport. The country's geographical location and its

closeness to Arab oil rich countries demanded some kind of executive service. Consequently, in 1975. ALIA's first subsidiary. 'Arab Wings·. came into being. This subsidiary has really achieved its basic aims satisfying the growing demands of executive transport in the area by its two Learjets and one Sabreliner. The year 1979 registered another first for ALIA. Through its 'Arab Wings· it established the Jordanian 'Flying Ambulance· aiming to serve the Middle East in ambulance service: any profits deriving will be used for charity and medical research. Meanwhile. ALIA's Cargo Department has capitalised on an anticipated export boom to the Arabian Peninsula. Subsequently. Amman Is becoming a cargo distribution centre. with all its ancillary advantages. ALIA's management could under no circumstances dream of a fruitful future without investing in training facilities for crews so essential In preserving safety. The airline has spent three million dollars on flight simulators for Boeing 7 2 7 and 70 7 with a 7 4 7 In order. These training simulators may be used for type conversion. 6-month base checks and recurrent training. CAT I and II precision approaches. etc. All flight training is at FAA-approved standards. and many other Arab carriers are now training at ALIA's Facilities. Now that ALIA has entered into the arena of international competition it aims to begin soon services to South America where there is an ethnic market due to the fact that more than five million Arabs live in South America. This will be facilitated greatly with the arrival in November 1981 of the first of five recently purchased Lockheed Tnstars. 'Arab Wings·

From page25

(d) Member from the Police Forces and/ or Regional Administration. (e) Member from Accident Investigation/Operation department. Draw up letters of agreement regarding SAR between all adjoining FIR authorising automatic entry into each others country by an aircraft on SAR mission. Request all member states to offer training to all personnel involved in SAR duties. 8. Investigate and make recommendations to SCl and the IFATCA conference on the application of the ICAO semi-circular rule within the African region. 9. To ensure that all relevant information is available under the foregoing items. liaison should be made with other relative organisations. i.e. IFALPA IATA. ICAO COMMUNICATIONS ORGANISATIONS MILITARY MANUFACTURERS OF EQUIPMENT. etc. The foregoing should be undertaken and all associations within the Region use the collected information. agreed procedures and Regional policies to ensure their respective Governments fully implement the ICAO Regional plan and continually improve such plan through input ICAO via the Federation.

Professional Professional Recognition and Working Con-• ditions 10. It is recommended that all Associations within the Region study the Conclusions of the I.LO. Report. and actively pursue its implementation through negotiations with their respective national Administrations. 1 1. The Regional Vice-President should be kept aware of the progress of the negotiations and any further action required of the Federation co-ordinated through him. Training 12. Controllers should be trained and licensed to the standards laid down by ICAO. incorporating the Conclusions of the I.LO. Report. 13. It is recommended that later licensing training should continue in accordance with IFATCA Policy on Manual pages. 4.3.4.1. and 4.3.4.2. Instructor Courses 14. Following a suitable period (3-5 years) of on-the-job experience. Controllers to become eligible to apply for the post of Instructor. such Posts to be advertised. The successful applicant should receive an Instructors Course on teaching practices before taking up his duties as an Instructor. Breach of Procedures 15. Administrations should be discouraged from requiring a Controller to be employed on operational duties tor which his license is not rated or validated. 34

TENERIFE - Is ATC partly to be blamed? Recent British Press reports (FLIGHT International 14/21 June. 1980) bring into the fore some doubts as to the pilot's absolute responsibility for the crash of the DANAIR. Boeing 727 near Tenerife's Los Rodeos Airport on April 25, this year. killing 146 people. despite the fact that the official report of the Spanish Commission of Inquiry has not yet been published. Informed sources. the British reports say. are considering the possibility that the pilot of the 7 2 7 was not absolutely to be blamed for the accident but Air Traffic Control Clearance to execute a non-published manoeuvre may have caused the pilots error to come close to high ground. From our investigation. we are convinced that these sources have been encouraged by the British Department of Trade. Accidents Investigation Branch Bulletin issued on the 11 th June. 1980 which records some facts of the clearance given to the pilot by the Air Traffic Control. The following is the text of the AIB Bulletin No. 8/80: ACCIDENT TO DAN-AIR BOEING 727 G-BDAN. CALLSIGN DA 1008, AT TENE-. RIFE ON 25 APRIL 1980. First radio contact with Tenerife Air Traffic Control was made by DA 1008 when it was 14 nautical miles from the VOR/DME beacon 'TFN'. The flight was then cleared 'to the "FP" (radio beacon) via "TFN". flight level 110. expect runway 12, no delay·. The flight up to this time had been without incident. Some three minutes later it was instructed to descend and maintain flight level 60. The crew reported overhead 'TFN' some 35 seconds after passing that facility. Air Traffic Control then informed them that 'the standard holding over "FP" is inbound heading 150°. turn to the left'. This indicates an anticlock-wise pattern. This procedure was not published and was not included in the appropriate radio facility charts carried on the aircraft. however. it was accepted by the pilot. The aircraft did not pass over the •Fp· but flew to the south of the beacon calling 'entering the hold' and passing abeam about one minute after the previous transmission. About half a minute later it was cleared to descend to 5.000 feet. Although he had expressed his intention of entering the holding pattern, the Com-

Pilot Rebellion over Engineer Seating Issue Spreads Incorporation of sideways-facing engineer's panel in new aircraft such as A31 0 is pressed by units of Europilote. federation of European airline pilot's associations. to point of strike action. Belgian pilots halted all Sabena flights for four hours. Dutch and Austrian pilots planned similar action but desisted when airline managements agreed to put cockpit configuration controversy under discussion. Action by French pilots in two- man crew dispute caused Air France to cancel options on 15 737s. Several calls for strikes were is-

mander. for reasons which are not clear. turned the aircraft to the left towards the south east. into an area of high ground where the sector minimum safe altitude is 14.500 feet. During the descent to 5.000 feet. the Ground Proximity Warning System operated and the crew immediately commenced an overshoot procedure. With high engine power being applied. the aircraft was put into a steep turn to the right. but it struck the mountainside before it had climbed above 5,500 feet. The radio navigational facilities at Tenerife North Airport were checked after the accident and were found to have been operating normally. The Spanish Commission of Inquiry is continuing the investigation into the causes of the accident and will. in due course. produce a report. FLIGHT lnternatiorial's report of the 21 st June says that 'by the time the crew had received the information· (about a standard hold over the FP). 'there would have been about 40 sees to go to the FP overhead. The detail of the ATC message reads: "The standard holding over FP is inbound heading 1 50°. turn to the left." This pattern is not on any of the charts that aircrew normally carry. and the DAN-AIR crew had no visual aid to help them work out entry to this pattern which was presented at such short notice. Since the crew was not expecting to hold the aircraft may have been flying faster than the standard 220 kts IAS recommended for hold entry at that height.' The critical ATC words are naturally considered by the ·sources· to be: 'turn to the left.· which could have been taken by the crew to mean: ·you are to fly a left hand pattern·. Unless we are aware of all the facts, we cannot give our own version of the case. however. it is interesting to note here the 'WABUSH' accident (Canadian case) in which the ATC were sued for not giving the information to the pilot to a new 'let-down procedure· which came into force on the very day of the accident and for which the pilot had no knowledge. The High Court Canada had found against the pilot who 'had not queried ATC clearance·.

sued by unions of both pilots and engineers protesting authorization given Euralair. French charter operator. to fly newly-acquired 737 with two- man crew. French pilots also continue opposition to two-man crews on the A310. British Airline Pilots Association (BALPA) officials insist sideways-facing engineer's panel provides safest systems control and best crew effectiveness. according to Flight International. Members of their group are visiting Boeing's Seattle plant to examine mockup changes made in 7 5 7 at Eastern Airlines request. to enable integration of third crew

THE EIGHTIESA new Era in Air Transportation By H. Harri Henschler On the 6th and 7th August 1980, the Eighth Abbotsford International Aerospace Conference was held in Vancouver. British Columbia. Canada. bringing together many of the world's aviation leaders from the manufacturing industry, the air lines. air traffic control. governments and the academic field. The Conference is sponsored by the Abbotsford Airshow Society and deals with important aspects of aviation: economic questions. technological developments. industry/government relations. and the like. Papers are presented by experts in many facets of aviation. The formal presentations are normally followed by questions from the floor. sometimes by heated discussion. The quotes in this article are taken from the papers of most interest to Air Traffic Controllers as published in the 'Proceedings of the Conference·. edited by Dr. Karl M. Ruppenthal, Director of the Centre for Transportation Studies. University of British Columbia. Vancouver. Canada. The publica11onof these Proceedings was made possible by the financial support of Pacific Western Airlines whose co-operation also enabled the participation of the IFATCA President at no transportation cost. The opening speaker was R. T. Eyton. President and Chief Executive Officer. Pacific Western Airlines Ltd .. wo said: 'Since man first dreamed of being able to take to the air. aviation has attracted its share of dreamers. visionaries. and forsighted individuals. Indeed such persons are vital to an industry that is dynamic. that is relatively young. and whose potential is still great. In an industry of this kind, it is important to take a forward look. It is important to make some realistic assessments of the current statuts of the industry, to contemplate its problems. and to make some judgement as to its future. While there are some elements of air transportation that should see little change in the decade ahead. in other areas the changes may be dramatic indeed.· He then addressed economic developments with regard to deregulation. and fuel costs: 'The days of mismatch of market to capacity are gone. Load factors need to be increased and the number of flights between any two points needs to be rationalized on the basis of the most efficient use of fuel to achieve the highest possible ratio of payload to fuel consumed. For air transportation. there is no substitute for fossil fuel. Alternate sources such as liquid hydrogen. liquid methane and ethanol are being researched but most authorities discount their practical use until the end of the century.· Mr Eyton concluded: •Air transportation provides essential underpinning of our commercial structure. Those air carriers that are able to operate fuel efficient fleets. match capacity to

the marketplace. minimize resistance to fare levels. move with the latest technology. develop competent manpower. and finally produce adequate yields will find themselves the shining lights of the eighties.' •Flexibility, adaptability, innovation and imagination should be the bywords for the industry in the 1980's.' The next speaker gave some stunning insight into •Airline Financing in the Eighties· and stated: 'It is widely recognized that an inappropriate aircraft selection can plague airline earnings for a decade or more. The effects of inflation are clear. The capita I cost of a wide bodied jet at the beginning of the 70's was around S 50,000 per seat. Today, essentially the same aircraft costs about S 150.000 per seat and the annual rate of price escalation is currently running well over 10%. The break-even passenger load factor for the major American carriers is now hovering around 65%, compared with 50% just a decade ago in 19 70.' Air Traffic Controllers. used to having governments refuse needed improvements costing much less than one seat on a widebodied jet. may be shocked by the magnitude of these figures. Obviously airlines are less timid when it comes to facing realities. 'The Air Transport Association has estimated that U.S. scheduled carriers must spend S 90 billion in this decade for replacement of inefficient aircraft and for growth in demand.· A representative of the Federal Aviation , Administration (FAA) of the U.S.A. then spoke at lenght in defence of the deregulation policies of the U.S.Government. policies which are watched with apprehension in many parts of the world. and he concluded: 'In summary, it is our judgment that the efforts toward more competition and less regulation in both our domestic and international markets have had a beneficial effect in expanding some services and reducing some fares. Some problems and many opportunities have emerged.' Dr. Richard R. Shaw. Assistant DirectorTechnical, IATA. a man not unknown to those who have attended recent IFATCA Annual Conferences. spoke on the subject 'IATA in the Eighties·. 'The airlines enter the 1980's in very serious economic difficulties - indeed the year promises to be the worst in ·thirty years. International fuel prices have increased by more than 100 per cent since the beginning of 1979. Severe inflation has dramatically forced up non-fuel costs.' Dr. Shaw noted three other influences which have contributed to make matters worse: (1) Markedly higher fares have depressed traffic growth due to price elasticity effects.

(2) Economic recession in some major traffic generating areas has further depressed traffic. (3) Low or even negative traffic growth has severely reduced load factors leading to an increased use of discounted fares. He continued: 'Fares have to play a vital part but I am sure we cannot resolve the massive problems of the industry if we do not devote more and more time and energy to "CONTROLLING THE COST BASE". You might well ask can a significant role be played by modest improvements in operating efficiencies in solving financial problems involving billions of dollars. The answer is. perhaps surprisingly - yes. they can. Profits (or losses) in a marginal industry like the airlines is an example of what the mathematicians call a "badly conditioned" equation - where the result is a very small difference between two very large sub-parts - in our case. revenues and costs. A very small percentage change in either revenue or costs can double. triple or. for that matter. eliminate profits.· Dr. Shaw then addressed a subject which has been written about a number of times in the editorial section of this Journal - the improvement of Air Traffic Control systems through •pressures· by the Airline Industry on the political decision makers. IATA sees 'deficiencies· in the ATC system in the light only of possible savings in operating costs. as follows: ·over the past eighteen months IATA has launched a massive public campaign in Europe to create a political will at the highest. ministerial level to attack and correct the serious deficiencies in the ATC system in that continent. In that campaign we have focussed primary attention on the air route structure solely because politicians need simple explanations and what can be simpler than pointing out that if an air route is straightened and 20% is saved on distance flown. then costs and fuel consumption also come down by roughly 20%. But we professionals know that the vertical profile can be equally important. Airport departure and approach procedures (SIDS and STARS) can also be very significant. Detailed maintenance and flying techniques can make large contributions to cost saving.' However, Dr. Shaw continued: 'We in IATA already have a number of programs under way to pool our mutual knowledge on matters which we. as airlines. can do at the nittygritty level. We are working hard at getting the same type relations with government services. Many of our ideas can only get results if we can get the active interest and co-operation of government staff at the local working level.· Here. one may hope. IATA refers. when they speak about the 'nitty-gritty level' and the 'local working level' to those who actually make the system work. the Air Traffic Controller - and positive developments with regard to co-operation with the representative body of the world's controllers. IFATCA. should be a logical conclusion. The future of the airlines. as we know them today. may be in question. as Dr. Shaw ended his presentation on this note:

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£!!~!rB Canadian Pacific,CPAir. .. keeping the great name great.

'The job can be done and I am sure it will; for air transportation it is a matter of survival - or going the road of many railways - bankruptcies for most and massive government subsidy for those who remain.· During the panel discussion following the IATA paper the IFATCA representative stated that in the view of the Federation many of the deficiencies of the worldwide ATC system. the lack of adequate equipment and manpower. both with respect to required training and numbers, must be blamed on the fact that these ATC systems are part of the government bureaucracies who cannot. or will not. accept the operational nature of air traffic control and its responsibilities, and who attempt to impose their 'civil service· philosophies on Air Traffic Control. The following speaker gave some very interesting insights into the field. recent and future developments. of business aviation. To the Air Traffic Controller. of course. there is. with few exceptions in a small number of countries. no difference between ·scheduled' and 'ad-hoe· (business or pleasure) type air traffic. 'By definition. general aviation includes all non-military and non-commercial airline activity. In 197 7, general aviation represented nearly 46 million flight hours globally, 53% of which was spent on business and pleasure flying. In that same year 81 % of all general aviation hours were flown in North America. Let us look now at the U.S. air carriers fleet in comparison to the U.S. general aviation fleet. The air carrier fleet between the years 1960 and 1979 had not grown significantly. In 1960. the fleet consisted of just over 2200 aircraft with an FAA forecast of just under 3200 by 1991. We see approximately 3900 by the year 2000. Contrast this growth rate with the turboprop fleet which grew from 1300 in 1975 to 1800 in 1979 and has been forecast by the FAA to be 4200 in 1991. We see nearly 8400 by the year 2000. The turbojet fleet essentially. the business or executive jet fleet. has grown from 800 in 1975 to 1400 in 197 9. The FAA feel it will reach 3 500 by 1991, with a Canadair prediction of 7600 by the year 2000. This growth has been nothing less than spectacular. Of the over 4000 aircraft. over 2 900 are registred in the U.S. with 160 in Canada.· The speaker then went on to outline some of the difficulties faced by the manufacturers of general aviation type aircraft, namely the cost of fuel, environmental concerns. in particular. noise levels, and development costs of new business aircraft. He concluded: 'One major response that we can make is technological. However, no major breakthroughs. such as occurred with the introduction of the jet engine and the swept wings are foreseen. Improvements will be gradual. The promise of composite materials in weight reduction will soon be tested in such aircraft as the Learavia "Lear/an". Aerodynamic improvements will also be slow but major efforts will go into reducing aerodynamic drag with such approaches as laminar flow, super-critical wings and winglets. We have a

real expectation that the decade should see the virtual elimination of fatigue and corrosion. A good deal of this technology will flow from commercial airline types to the general aviation fleet. It remains for our sector to meet the requirements of the future in terms of the comfort, dispatch reliability and equipment reliability that will be demanded of us.' A representative of an air cargo operation then presented an optimistic outline of future developments in that market. which is another addition i.e. the overall traffic picture controllers are faced with: •International air freight will continue to have a bright future in the 1980's. With efficient equipment, like B 7 4 7 freighters, carriers can find many markets which will justify dedicated airlift.' A third factor which will increase controller workload is the commuter airline market. A paper presented on that subject states. although directed mostly at North American markets, similar developments can be expected everywhere. as follows: 'Commuter service is a fairly new concept in Canadian aviation. It is growing very, very rapidly. We estimate that commuter service in Canada is growing by about 1 5% per year. In the United States yearly growth has remained at about 25%. We're not going to be in the big airplanes. we're going to be into smaller airplanes with more frequent service.' Another component of Air traffic well known to most air traffic controllers, the charter airlines, was represented by Edward J. Driscoll, President, National Air Carriers Association and First Vice President and General Counsel of IACA (International Air Carrier Association) which is a Corporate Member of IFATCA. Mr Driscoll gave an outline of the history of charter operations. the battle of charter vis-a-vis scheduled service. He then turned to the present and the future. Now that 'the restrictions that heretofore governed and precluded the charter carriers from developing low-cost service for the travelling public or entering scheduled service are gone, the charter carriers have the freedom to conduct charter operations almost without restriction and they have the freedom to engage in scheduled air service. The only contest left is that competitive battle for the passenger and cargo dollar. The last three years would indicate that the charter carriers· battle although now they are scheduled carriers. as well as having authority to conduct charters. has just begun and that battle is a battle in the marketplace and may well be a battle for their very existence. Over the past two years, scheduled service in the North Atlantic, the largest charter market. jumped 54%: Charter traffic fell 30%. During the first nine months of 1 9 7 9. scheduled service to the United Kingdom climbed by 14% while charters plummeted by 50%. Consider now what had happened between 1977 and 1979. in what have historically been the six largest charter markets New York/London, a 73% drop: New York/ Frankfurt, down 44%: New York/Paris. down 14%; New York/Rome, down 64%; Los Angeles/London. down 86%: Los Angeles/Frankfurt. down 88%.

So the question is: Where do we go from here? There is a general softening in both passenger and cargo traffic. Regulatory reforms will continue. The European charter carriers are seeking to expand and, like their U.S. counterparts, seek entry into scheduled service and also seek to reduce restrictions on charters. The EEC has published a proposal and requested comments. The independent airlines of Europe are at work pressing their view on the EEC and the European parliament. Charter operations will continue on a World-wide basis. The volume of charter service will be related, of course, to demand; and demand for such service will be governed to some degree by the volume of low-cost service on scheduled flights that is offered.' Donald Lowe. President, Pratt and Whitney Aircraft Group, spoke on •Aircraft Engines in the 1980's'. He said: 'Over the past ten years. fuel costs have increased from 25 per cent to almost 50 per cent of airline direct operating costs. Fuel efficiency is even more significant when we consider the impact of fuel consumption on new aircraft design. Since introduction of the first commercial jet engine in 1956. fuel consumption has improved by about 30 per cent. We expect that by the 1990's we will be able to achieve another 30 per cent reduction in fuel consumption through the introduction of advanced engine technology. Although fuel improvements will be primarily engine oriented - potential aircraft improvements hold considerable promise as well. These improvements will lower fuel consumption by reducing aircraft weight and lowering aircraft drag. Air transportation is vital to our world community- its health is essential. I believe that the efficiency improvements that will be made available in advanced engine and airframe technology will be a key factor in solving these problems.' The Director. Air Traffic Services. Transport Canada, Peter Proulx. whom many of our readers will remember from past IFATCA Conferences and the ILO Meeting of Experts Concerning Problems in Air Traffic Control. said: •From the feedback that I get. it seems that almost everyone has a favourite solution to improve the efficiency of the ATC system. These solutions range from more equipment to more procedures or increased motivation of the air traffic controllers. Many of us are concerned that there may be a conflict between safe and expeditious and that our controllers may. because of certain perceived pressures focus on the expeditious portion of the ob1ective. We have alerted them that providing an adequate level of safety is the primary objective. Now I would like to look at some major impediments to the provision of a more efficient air traffic control service. First is the current congestion that occurs at peak periods. commonly called "bunching". I know that this is a "sacred cow". but is is nevertheless our major problem. Demand management and peak spreading can reduce delays at peak hours - delays which are often blamed on air traffic control. 37

Two other restrictions also substantially affect our efficiency; noise abatement procedures and wake turbulence separation standards. Until a vortex avoidance system is widely available. delays will persist. Another is the mix of non-compatible aircraft that create horrendous problems for controllers. Although controllers are reluctant to implement restrictions to non-compatible aircraft during peak periods, they do accommodate the compatible aircraft on a priority basis to minimize delays to high energy consumption aircraft. This is normally done without too much inconvenience to other aircraft. Runway occupancy time, airport design and capacity continue to prevent the provision of a more efficient flow of air traffic. This leaves one area that has not been addressed: increased controller motivation for energy conservation. Controllers in Canada, from my observation, consistently exert great effort in providing for an expeditious flow of air traffic. They do this by providing the users with optimum altitudes and direct routes on request. But remember, controllers are magicians: if ten aircraft taxi out at the same time, someone will have to be number 10, and if the number of arrivals during one hour exceeds the airport or controller acceptance rate, there will be delays that are costly. I believe that regardless of all of the innovations in other areas, without the air traffic control system operating at peak efficiency, efforts in these other areas will regrettably not yield the energy conservation benefits expected.' Mr. Proulx·s words on 'bunching' emphasize a concern long expressed by IFATCA which should not be forgotten by those responsible for airline scheduling. The infamous phrase 'Air traffic control delay', too often heard by passengers, is a distortion of facts, controllers do not delay aircraft, other aircraft cause the delays. The Honourable Jean-Luc Pepin, Minister of Transport, in his 'After Dinner Address' touched on a number of aspects of political concern and pressures. On the subject of air traffic control incident investigation procedures Mr. Pepin said: 'Incidents or near-misses involve the loss of separation. What happens when there is a near miss? We have had fact-finding boards to investigate near-misses since the mid- 19 70' s. Prior to that. it wa difficult, but terribly important to convince controllers to report incidents involving losses of separation between aircraft which were controlled by air traffic services. Controllers tended not to report. Consequently, people were happy there were few near-misses. But if you observe the statistics well, this is terribly interesting: the number of incidents since these fact-finding boards were created has increased. So some people will look at that and say, "My God, pilots are not as careful as they used to be". But most of the increase is believeved by my experts to be due to more incidents being reported, which in turn, is attributable to more specific directives on the part of the department. And secondly, to an increased confidence into the investigation process.

How does this investigation work? The investigation is done by these fact-finding boards which consist of air traffic controllers from headquarters in Ottawa, and from the ·regions, other than the one involved. This group of specialists tries to determine by listening to air traffic service tapes and interviewing the involved controller, the facts which caused the loss of separation. So it is a fact-finding thing. It is not there to establish the guilt of the controller. The courts do that. It is just there to find the facts in order to improve the system itself. Now this may be very difficult for the rest of the population to accept. Why is it that the report of the fact-finding board is not made public? Partly because it is produced rapidly and it is of a technical nature. But more than that, if the fact-finding reports were to become public and disclose the names· of the controllers and air carriers there is no doubt that the reporting of loss of separation would decline possibly to the near zero level that we had before. In other words, what the public finds difficult to accept - that all these things should be kept secret - is, in fact, a condition for the efficiency of the system itself.· A fair fact-finding process is of vital interest to air traffic controllers since, if done properly, it will result in the detection of system errors and thus improve the overall system. Attendance and participation of the Federation at gatherings such as the Internationa I Aerospace Conference is important • since it exposes the controllers· representatives to the concerns of the other components of the aviation industry, and gives IFATCA the opportunity to voice the concerns of the controller to others who, often enough, concentrate on their area of expertise only, without taking into account the fact that improvements in airframe and powerplant engineering cannot be the total answer: without at the same time ensuring the establishment of the safest and most efficient possible ATC system many of the other efforts will turn out to be wasted. D

Captain's Brief to Passengers by 'much travelled passenger'

The manner in which air line captains greet and brief their passengers varies considerably, and within certain limits. is largely a matter of personality. Following are two. fortunately hypothetical, examples of the even greater differences between methods employed by British and American captains. Somewhere in between, there is a happy medium, have you any ideas] Reluctant British Brief 'This is your captain speaking, Good Morning.' Enthusiastic American Brief •Hil there folks, this is your friendly captain welcoming you to Rinky Tinky Airlines. My name is Cyrus T. Cornpone Junior. I am married to the sweetest little bride, and we have two cute kids, Richard Spiro and Shirley Temple guess you sure don't need me to tell you what our politics are - Yessir, true blue Republican all the way.

We live in the San Fernando Valley in a humble little dwelling about 40 miles from L.A. ·course we have a heated swimming pool. come to think of it, we got two, one for the wifes and me and one for the kids. You know what kids are these days - gotta have their own pool. My wife insisted we got the kids a car each too. so I had to have two more garages built, we got five garages now. My wife is sure determined to keep up with the neighbours - specially for the kids - she says without their pool, the cars, their own colour TV each, a rumpus room each, and a credit card for every store in town, what have they got to live for] Guess she knows best. Course I dont't get home too often ·cause my base is in New York. My wife she don't like the East Coast though so we had to buy in California - you know how determined the good old American bride is. Incidentally folks. we are flying at - let me see now - 33,000 feet, that"s about 6 miles up, and at 550 miles per hour. That would be awful fast if we were on the ground. We are going to Las Vegas, just in case any of you are on the wrong airplane, and if we don't get lost. we should get there in about 2 hours. Guess that's all for now folks. if I see anything interesting on the ground, that I recognise that is, I'll surely give you another call. Just sit right back and relax and with luck, we·II get there real soon. Hope you enjoy your flight.·

Seven Nations Agree to Cooperate on Terrorism Seven nations drew up a seven-point plan of cooperation against terrorism providing sanctions against other nations aiding terrorist activities. Points included: condemnation of all terrorist acts; broader mutual cooperation among bordering states to speed-up anti- terrorist action: prosecution and extradition of accused terrorists; study of application of 'suitable measures, on a coordinated and permanent footing.' against states providing direct or indirect assistance to terrorist activities; prevention of spawning of terrorist sanctuaries or staging areas in national territories. Seven-point program was drawn up by Spain. Britain, Italy, Portugal, Turkey, U.S. and West Germany were other Western nations cosponsoring plan which was presented to 35-nation conference reviewing implementation of 1975 Helsinki accords. New proposals will be studied when group reconvenes after Christmas recess on January 27. In most recent act of aircraft terrorism, an Avianca 727 with 1 3 7 people aboard was skyjacked by gunmen in attempt to disrupt a Latin American summit honoring Simon Bolivar.

Schmid Telecommunication

Radio transmission via the telephone network

A new Corporate Member from Switzerland

Schmid Telecommunication is a privately owned medium-size firm located in Zurich (Switzerland). Since its foundation in 1967 it was continuously expanded. and to-day it counts between 50 and 60 employees. 14 of whom are graduated engineers or engineers. Right from the beginning. Schmid Telecommunication specialized in developping and manufacturing high quality. modern technology equipment for telecommunication applications. This firm is well introduced at the Swiss PTT administration. the civil air traffic control authorities and the Ministry of defense. The know-how of the development division comprises the transmission and processing of analog signals in the audio frequency band (voice). of digital signals (data). the design of measuring equipment and connectors as well as the programming and application of microprocessors for control and monitoring equipment (development of multiprocessor systems). All equipment manufactured by Schmid Telecommunication is characterized by its modern design and its extremely high margin between the actually attained ·and the guaranteed technical data. • Careful work in the manufacturing division (no piece work) and many intermediate tests during production guarantee from the beginning a very high quality of the prod-

ucts. Every piece of equipment passes extensive testing prior to its delivery. All employees of Schmid Telecommunication are anxious to produce high quality equipment which optimally fulfills the customers· requirements at a reasonable price.

Distribution amplifiers Announcements via the telephone like news bulletins. weather forecasts. traffic bulletins. exact time. sports news. menu proposals. etc .. originate from centrally located automatic answer-only machines. The spoken texts are distributed via modulation lines to the major exchanges. and from these via the regional modulation networks to the automatic services. which give the subscriber the required information. Simultaneous supply of a large number of modulation lines or telephone subscribers with the same announcement is effected through a distribution amplifier. This has a low-resistance output which prevents subscribers listening to the same announcement from disturbing each other by possible speaking. It also has a level monitor. which in the event of modulation failure prevents the call being charged and triggers a fault alarm. One distribution amplifier can supply 1 to 50 lines or 1 to 300 telephone subscribers with automatic announcements.

On major occasions it will not always be possible to provide a sufficiently large number of modulation lines. Whenever there is a shortage of these. reports must be transmitted by telephone lines. However. the mean load capacity of carrier systems and the dynamics of amplified AF lines are lower than the corresponding values for modulation lines. Accordingly reports may be transmitted via telephone lines only if their level is lowered. At the interface from modulation line to telephone line therefore. pads are connected in. and at the interface from telephone to modulation line amplifiers. The equipment thus includes both pads and amplifiers. Both are adjustable over a wide level range. Also mounted on the same sub-rack assembly are the bows for levelling the connections and switching-on the circuits. Four-wire circuits Four-wire circuits transfer the calls from two- to four-wire connections and vice versa. They thus serve to connect two-wire lines to stations with four-wire switching. One four- wire circuit is allocated permanently to each line. Thanks to this arrangement the variable balancing of the line impedance can be matched optimally. and the two-wire line can be equalized fully by means of adjustable amplifiers. Both the balancing and the transmitting and receiving amplifiers are integrated in the four-wire circuit. Moreover the module includes a signalling set. which converts the 50 Hz signalling (dialling pulses. etc.) into de signalling and vice versa.

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Signalling sets designed for low levels allow the transmission of charging pulses during the conversation. Monitoring telecommunication networks In order to monitor telecommunication networks. equipment and transmission alarms are collected and evaluated. i.e. the number of available connections is compared with the number necessary at the particular hour of the day. and depending on the result a non-urgent or urgent alarm is given. At night. only the urgent alarms are sent out. and these only when they have been present 15 minutes. Outside working hours. a remote control system with dialling module transmits the alarm reports to the responsible persons at home. Alarms from exchanges which are unmanned during the day are relayed to the nearest exchanges which are normally manned. They are displayed with an indication of the location on the same monitors as the alarms from the manned exchanges. Transmission is effected by means of remote control systems. each of which can transmit up to 480 alarms over one pair of conductors. Automatic measurement of telecommunication networks and equipment The quality of the transmission paths can be assured only by constant metering. In telephony these measurements are performed on the AF level. i.e. from channel input to channel output. Measuring instruments with symmetrical inputs and outputs are needed for this. Our instruments designed specially for this duty enable the following parameters to be measured: level. frequency response. distortion, crosstalk, noise. quantization noise. dial pulse length and symmetry. These measurements may be made both manually and automatically. for the instruments are capable of storing measuring programs and running through them automatically. No computers are necessary for compiling the measuring programs; the controls provided on the instruments anyhow are used for this. Signal transmitters and receivers are intended for semi-automatic operation. while the combined measuring module is fully automatic. It can select channels and form mean values from the various measured results for the channels tested. Any exceeding of limits is detected by the measuring module as well as by the simple signal receiver. The properties of these instruments enable them to be used for measuring radio networks too. The transmitter supplies to a load of 150 all frequencies between 20 Hz and 20 kHz up to a level of 21 dB. with less than 2%o distortion. It is also capable of giving any desired frequency with a resolution of 1 Hz in controlled operation. or two wobble continously over the entire frequency band.

Air traffic control Radio and intercom control is a special switching installation for air traffic control centres. It links up coordination talks between traffic controllers. radio conversations between aircraft and control centre 40

and talks between pilots. who communicate with the same controller on different frequencies. The system capacity allows 42 air traffic controllers to control 7 different radio stations each comprising 2 5 transmitters or receivers tuned to different frequencies. or to call each other. For this control function the controllers have operating units which exchange data with the central control station via remote control systems. Remote air traffic controllers too. at neighbouring airports for instance. can carry on radio and intercom conversations through this system. Microprocessors fitted in the operating units not only allow tidy and simple operation but also verify that input commands are properly executed. AF amplifiers equalize both the incoming lines from outlying air traffic controllers and the lines to the various transmitter locations. Signalling sets fitted in the AF amplifiers transmit at the same time the keying criteria for the transmitters and a signal for monitoring the transmission paths. If the controller has selected more than one transmitter. the system switches over automatically to the one whose reception signal has the best signal-to-noise ratio. In order to ensure maximum security the, equipment is duplicated and provided with extensive monitoring. Faults are signalled to the air traffic controllers concerned on the operating units and displayed to the service

technicians on a monitor; they are also logged with a printer. For this purpose also the alarms from the transmitters are transmitted to the central control station both by leased and dialling lines. by remote control systems. For fault localization the switching or memory status of every system component can be displayed on the monitor. An integral measuring module automatically checks the transmission quality of all possible paths. including the amplifiers. Summary of export product range: Measuring instruments and automatic measuring systems for maintenance of telecommunication networks. Equipment for evaluating. transmitting and giving alarms for extensive telecommunication networks. Remote control systems for leased circuits and dialling lines. Four-wire circuits with and without signalling set for all line diameters and pupinizations. Distribution of automatic announcements and transmission of reports. Projects and engineering of special telecommunication systems for high demands. Radio and intercom control systems for air traffic control. Simulators for operator training.

Air Traffic Controllers in Brazil The following is a letter received from PhD. Holland, giving a grim picture of controllers io Brazil: When in Rio, last March, I met some controllers are constant. that is. they Brazilian controllers and I am sorry to will receive the same amount of money say that their situation is the worst in throughout their career untjl retirement the world. Who would ever imagine when they will get only 80% of that that one of the faster developing coun- amount of money. tries in South America, with ultra moAll Controllers are kept in the dark. dern equipment - Brasilia and Rio as far as technical and professional deoffers most primitive opportunities to the air traffic controllers and limited or velopments are concerned outside Brazil. Contact through ATC Associations is non-existent future? fruitless because the national AssociaFirstly, Air Traffic Services in Brazil come under the Air Force: there are tion is only permitted to discuss sport some 1000 controllers of which only and cultural matters. Controllers in Rio do not know what is happening in Bra140 are civilians performing exactly the silia and vice- versa. same tasks. The civilian controllers are, The majority of the controllers study however, very badly paid with a monthly salary .of 17,000 Cruzeiros hard in order to search for another ca(about $ 242 US). A salary much lower reer outside ATC as they see no future in the profession locally. Dissatisfaction than that of an Air Force Sergeant. in professional prospects may mean imCost of living in Brazil is comparable to any European country, e.g. to visit a pairing air safety, Brazilian controllers private doctor will mean 1,700 Cruzei- insist. They are aware of the fact that ros (10% of the controller's salary), and little can be done by the world's cona letter to Europe will cost 1 50 Cruzei- troller community, at this present staros (1 % of the controller's salary). In ge. They are denied the right to strike. comparison, the salary of flight deck but should they do so. immediately they personnel. for example a co-pilot of a will be replaced by Air Force personnel. VARIG 727, reaches 160,000 CruzeiThrough this letter, I am confident ros. that is ten times the salary of the that the problems facing colleagues in controller. Brazil are finally revealed to the world, The educational requirements for hoping that IFATCA and THE CONeligibility for someone to become a TROLLER embark into a campaign of enlightening world aviation and in particontroller are the same as those of cular operators flying into Brazil. most other countries: Salaries paid to

Delay to Air Traffic-The Controller's Point of View There is a similar variance internationally A paper presented on behalf of !FA TCA by P. ODoherty, Vice-Presi- in the standards of training provided for controllers. their conditions of service and in the dent, Administration at Convex '80. levels of manning provided. National lan-

This presentation is made in response to the Guild"s invitation to IFATCA to participate in the scene-setting section of the CONVEX ·so programme. Our brief from the Guild is to speak to the following subject: 'The effect upon the Controller of the demand exceeding available capacity. including how. with their existing airspace, procedures and equipments. controllers struggle to satisfy the demand.' This is a challenging and deman9ing brief and the Guild must be complimented on the manner in which it has been able to condense almost the entire operational ATC scenario into one single sentence. IFATCA apreciates the ·opportunity afforded to present the controller·s viewpoint to this CONVEX. Whilst we would dearly like to be as brief as the brief itself in our presentation it must be realized that the problems are many and complex and this paper attempts to present them so that they are understood by the whole attendance. and not just by controllers. The crux of the so-called 'Chaos' problem has been, is. and seems likely to continue to be. shortcomings in the ATC System traffic handling capacity of one sort or another. The System capacity problems generally occur only during peak traffic periods or when technical facility outages or adverse weather conditions reduce normal capacity. They generally also occur only at a relatively small number of airfields and enroute system congestion points. Nevertheless. within any given area of the world the total ATC system can only be as efficient as its weakest link. In some areas such as the USA. Canada and Australia the problem is virtually selfcontained and solutions can be determined and implemented on a purely national basis. Because of the venue of this CONVEX this presentation concentrates on the particular problems encountered in the European area.

Equipment How different the problem is in Europe and how much more complex. The total system in this area comprises a host of interacting. nationally administered ATC subsystems. As far as technical equipment is concerned the degree of sophistication varies between adjacent States - and between individual ATS units within those States. It could be said that it goes from the sublime to the ridiculous or from the micro-chip to the Aldis Lamp and Verey Pistol.

guage differences further complicate the exchange of data and co-ordination between adjacent national ATC organisations. These language problems are not confined to the Air Traffic Controller - indeed any pilots have some difficulty with the language (English) if there is a major deviation from Standard Phraseology. The only truly common denominators in the total European ATC System may indeed be said to be the Regional ATS Route structure and the basic ICAO procedures and separation criteria applied. Having said all that the fact remains that capacity problems in Europe occur at relatively few and widely scattered airfields and route convergence and crossover points. Nevertheless. particularly during peak periods. these have a knock-on effect throughout the Region and impose a requirement on virtualiy all other naional ATC organisations in the area to restrict the flow of trafic outbound from their airspace heading for the trouble spot. Let it be quite clear that this situation is just as frustrating for the controllers as it is for passengers. pilots and operators. Let us therefore consider the position of the controllers directly responsible for providing ATS to aircraft using the trouble spot airfields and route congestion points who have. as the Guild puts it. to 'struggle to satisfy the demands placed on them·. In general their basic difficulties stem from combinations of various deficiencies in areas such as airport layout and passenger handling. route structure and technical facilities (including radar coverage. and display. automation and communications).

Airports Let's deal first of all with the trouble spot airports. Runway and Taxiway layouts ultimately dictate the traffic handling capacity of any airport and. regrettably. many of those used by the ever increasing hordes of European sunseekers were frankly never designed to cope with the volume of traffic now on offer. These airfields have single runways and lack fast turn-off facilities. Their taxiway systems do not provide the degree of flexibility needed for the control of ground movements to ensure maximum runway utilisation. These deficiencies combine to reduce the landing and take-off rates which can be achieved in any weather conditions. Inadequate apron and passenger handling facilities also lead to congestion on the ground and increased aircraft turn around times. There is nothing the controller can do about it but make the best of a bad job and do his utmost to dispose of his traffic as speedily as possible.

To achieve optimum utilisation of runway capacity by both arriving and departing aircraft the accurate positioning and spacing of aircraft on final approach is vital. The quality of the Radar surveillance facilities provided for this purpose is in some cases inadequate. while in other cases no radar of any sort is provided. These deficiencies further reduce the achievable landing and takeoff rates at some heavily used airports and add to the problem for ATC in maintaining an uninterrupted flow of climbing and descending terminal traffic and effecive handoffs to and from the controlling Centre. The end result is that the volume of traffic seeking to land at certain of these airports and at certain times of the day greatly exceeds the ability of ATC to dispose of them. Without some form of strategic regulation of inbound traffic flow rates holding delays would build up and stretch back to the enroute sectors. the ATC system would become clogged and the controllers would slowly become submerged. Scheduling as such can ease, but by no means eradicate. this quart into pint pot situation. As we all know. what happens is that stringent acceptance rates are established for certain trouble spot airports and the buck is passed back from Centre to Centre to departure airfields and this is where the aircraft and passengers all sit aroud and wait for their ration number and time to come up. En-route Let us turn now to the enroute trouble spots. Firstly airspace utilisation aspects there is plenty of airspace about - but unfortunately the need to protect passenger carrying aircraft from each other and from other airspace users, in particular Military aircraft. results in the channelling of Civil controlled aircraft into narrow corridors which criss-cross each other both within TMAs and in the enroute ATS route network. Traffic heading for the Mediterranean sun spots can be likened to water flowing along a number of tributaries joining into a main river. As the volume of water increases in the river. however. it expands and widens and speeds up - Airways don't. Airways also cross each other. which of course rivers don·t. The capacity of any airway is determined basically by the number of useable cruising levels and the spacing provided between successive aircraft at each level. There is therefore more capacity on oneway only airways (of which we dont have nearly enough) as all levels can be used. The vast majority of aircraft want to cruise at levels above FL 250 and the doubling of their vertical spacing above FL 290. apart from being illogical. is becoming an ever increasing embarrassment because of the very small number of allocatable levels this makes available. We welcome ICAOs efforts to develop ·a more rational and less wasteful level allocation system - but regret the lack of positive progress so far made. The longitudinal spacing of aircraft is dependant primarily on aircraft navigational capability coupled with the technical facili-, ties provided for the controller"s use at the enroute centres. The standard 10 minute spacing can only be reduced at Centres provided with good Radar coverage. and whose traffic handling capacity is proportionately

Continues on page 42-43 41

4th Pacific Regional Meeting The Harbour Bridge. the Opera House. kangaroos and koalas - Sydney. Australia. Not an antipodean production of la Traviata but the venue for the Fourth IFATCA Pacific Regional Meeting held in the Carlton Rex Hotel in the centre of Sydney. The Regional Meeting for 1 980 was to have been held in Port Vila in the New Hebrides. now called Vanuata. but with ironic coincidence with the problems over IFATCA ·so.civil unrest in the New Hebrides prior to gaining independence caused the venue to be unsuitable primarily due to the disruption to local commercial interests who were sponsoring the venture. At the request of our hosts. the New Hebrides Air Traffic Controllers Association. an informal meeting was arranged in Sydney to be held just prior to the CAOOAA Convention. This was organised because it would reduce the amount of travelling to a minimum as many of the delegates were expected to be in Sydney already and this included the president. Harry Henschler. In the event the meeting proved smaller than expected even for a hurriedly organised informal meeting. This was primarily due to the old recurring retardent in the Pacific. travel problem~. The Pacific is somewhat unusual compared to most other regions in that there are only three fully fledged ATC Associations. two small newly formed emerging associations and three small parts of other associations. New Zealand. Fiji and Australia are the established oganisations. Vanuata and Papua-New Guinea have new associations and then there are branches of APCA in New Caledonia and Tahiti plus a further small group of PATCO members in Pago Pago. This small number of controllers relative to the area involved limits activities and it may require adjustment to the boundaries to make the area more effectively self-contained. In Sydney. New Zealand and PATCO were represented and there was a fully brief-

ed proxy from Fiji who were unfortunately unable to attend at the last minute due to the ubiquitous travel problems. However. the full Regional Executive was able to attend and there were observers from ROCATCA (Taiwan) and CAOOAA (Australia). Regrettably observers from Japan who had wished to attend were unable to do so as a connecting flight could not be arranged to facilitate an arrival early enough to attend the meeting. The work programme was large and varied covering subjects from internal finance to Pacific Airspace organisation. Thanks mainly to the small size of the meeting. all items were covered in full in two days of deliberations. Resolutions were passed making the stance of the Pacific Region of IFATCA clear to outside organisations and governments on such subjects as cooperation between governments and controller organisations on technical matters. staff shortages. industrial action on the part of controllers and the abhorrence controllers in the Pacific felt on hearing of the maltreatment of the controllers in Uganda. These resolutions were transmitted to the appropriate authorities following the meeting. This being an informal meeting the social programme was not along organised lines but rather arranged each day to suit those at the meeting. Perhaps lacking in the prestige of formal lunches and dinners there was nevertheless a spirit of friendship in the social gatherings that will long be remembered 1 Next year ( 1981) the Regional Meeting will be held in conjunction with the NZATCA's Convention. ATC ·s1. which is to be held in Auckland. Hopefully there will be no last minute changes which will limit the number attending or of it being a fully fledged meeting. Surely there cannot be another year like 1 980 - the year of the vanishing venues!

Pac1f1c Regional Meeung. Left to right (standing): Neil V1lder. Charles Campbel and James Jen; (seated): Alan Roberts. Grant Miller. Robin Soar and Harri Henschler.

From page41 increased by the provision of sophisticated data handling and display facilities - including. specifically. SSR derived labelled radar displays and automated assistance of various sorts. Unfortunately it's no good if one Centre provided with sophisticated equipment can increase the flow of traffic on a particularly heavily used route if the next receiving Centre is operating with Iron age facilities and requires increased separation and a lesser flow of traffic. This situation. though perhaps a mite exaggerated. is quite widespread in Europe to day. Achievable capacity on any route is therefore constrained to that of the weakest link in the chain of Centres controlling that route.

Bottle-necks The main practical effect of all this is that certain sections of the European ATS Route structure become bottle-necks. These occur at a few route convergence points. at certain major route cross-over points (at which the capacity of both routes is drastically reduced) and at some inter-centre transfer points. To ensure that separation can be maintained between the flows of traffic joining or crossing. and to ensure that the capacity of the controllers manning the sectors to safely handle the traffic is not exceeded. strategic regulatory action is necessary. So once again the buck is passed back down the line to successive Centres and departure airfields. restrictions being imposed on the number. spacing and allocatable levels of aircraft heading for the enroute system trouble spots. In many cases the States concerned have very limited financial resources and are either unable or unwilling to allocate sufficient funds in their national budgets to put things right. This in itself is frustrating to the controllers employed but frequently results in their conditions of service and professional status being lower than those of controllers in other sometimes adjoining European States. This lowering of standards in regard to Professional Status and conditions can lead to a somewhat reduced commitment from the controller. He becomes frustrated with poor equipment particularly when he is only too well aware that the onboard equipment of the aircraft he is controlling is far superior to his own. Poor Professional Status will also mean that recruitment to the profession will be difficult. Another result of this situation may well be inadequate levels of manning and consequential controller overloading. Inadequate manning levels are caused by many factors. among which are salary. conditions of service and of course Recruitment Standards and requirements. It will normally be required that applicants for a post of controller or Trainee Controller will have a good knowledge of English. Those who have this knowledge might find more lucrative employment and outlets for their talents as teachers or in their Diplomatic Services. Multi-national companies will also be in the market for multi-lingual personnel. Pay and conditions of service also raise their ugly heads. The profession is sometimes made unattractive because many States insist on pitching controllers into scales of

salary directly comparable to the General Civil Service. A recent meeting of Experts. convened by the ILO, came to the conclusion that the only relativity for controllers should be with the pilot of commercial aircraft. Other conditions of service like pensions and retirement ages cause equal frustation to the controller and he is engaged in a constant battle in an attempt to convince his employer of the need for early retirement a need borne out by medical opinion. Unattractive conditions means inadequate manning and even when extra recruitment does take place there is then the need for training. This further reduces the number of staff available for operational work and further slows down the system while such training is taking place. Even the installation of new and improved equipment sometimes leads to a slowing down because all ATCOs must be made familiar with the operation of such equipment. Overtime is often forced on the controller both because of manpower shortage and in order to supplement an inadequate pay. The cumulative effect of all this is a frustrated. dissatisfied and overworked controller. who is after all a very vital element in the ATC system. While such a situation persists. neither the controller nor the ATC system as a whole can be totally efficient. There is a saying that the bad workman blames his tools. Having listened to the foregoing that may indeed be your initial reaction. It is. however. our contention. if I may here paraphrase a recent BBC programme on aviation entitled 'Diamonds in the Sky', that you can·t cut a Diamond with a blunt instrument. and some of the equipment around today definitely qualifies as a blunt instrument.

ATC Systems To a lesser degree frustration is also experienced by controllers at nearly all the other ATS units in Europe. The reason is that though their own national ATC systems may well have the capacity required to let aircraft on offer set off for the trouble spots without significant de,lay"they have to impose restrictions on the flow of such traffic. The restrictions are rigid and so complex that many Centres have found it necessary to establish and man special Departure Flow Regulation cells to implement them efficiently. The controllers employed get little satisfaction from the job which is a thankless task involving them in a continuous hassle with traffic generating airfields. adjacent centres. pilots and operators. Such frustration is compounded when delays to aircraft are long. The pilots become annoyed because they know that the problems are ground based and possibly a thousand miles away - many pilots would prefer to get off the ground and take the delay in the air. The controller can·t let the pilot off because the problem is not his to solve. it may not even be the problem of an adjacent Centre but may be four or five centres removed. The controller must explain this to the pilot. who in turn must convince his passengers. Such explanations sometimes lead to at least Ribald comment and occasionally to letters to 'The Times·.

The European Parliament and EUROCONTROL Speaking at the 25th Anniversary of the European Civil Aviation Conference (ECAC). held in Paris early last December. Madame Simone Veil. the President of the European Parliament referred. among others. to the European cooperation in air traffic control and said: The organization of air navigation is another area in which the Europeans are obviously destined to cooperate. The fragmentation of airspace between adjacent States. the utilisation of jet aircraft flying at high speed. and the build-up in traffic have made a coordinated air navigation control system extremely desirable. This was the requirement the International Cooperative Convention for the Safety of Air Navigation. which set up EUROCONTROL in 1960. endeavoured to meet. But although the EUROCONTROLenterprise bears eloquent witness to the need for cooperation felt by Europeans. it also testifies to the extreme difficulties in the way of their unity. After the signature of the Convention, many State acceded to it. illustrating wide awareness of the need to organize air navigation on a European scale and demonstrating the value of EUROCONTROL being set up for the purpose. However. the development of EUROCONTROL soon ran up against the sovereignty of States. which is exercised in the air particularly on the basis of military considerations. For that reason. EUROCONTROL has not produced all the results that could be expected of it. Twenty yaars after the creation of EUROCONTROL. it must be admitted that air traffic control management is still affected by serious shortcomings that are obviously due to the divided state of Europe. These gaps in coverage are so many obstacles to the development of our air transport services. I have no need here to dwell at great length on the effects that the state of air traffic control can have on the safety. the reliability and the cost of transport. Even although the air traffic controllers work out of sight of the public - who are really aware of their work only when it stops - it is upon them that safety depends to a very large extent. This is all the more the case now that air traffic in Europe is becoming increasingly dense. Whatever we expect from air transport by way of a contribution either to the expansion of commerce or to regional development. that contribution can only be made if air transport offers its customers the required reliability. Now. without dwelling upon the indispensable feature of regularity. it appears to me that one of the principal weaknesses of air transport today. in particular on the short and mediumhaul flights which characterize our European network, is still due to the uncertainty affecting flights because we have not yet mastered the weather. Lastly, in a period when fuel represents over a quarter and perhaps soon a third of the cost of transport. the pursuit of energy savings must in particular lead us to optimize air routes from the point of view of fuel

consumption. And from that view point. we must consider as irrational a situation where air routes can be and are. usually for military reasons. much longer than the distance as the crow flies. or are not flown at the best altitude. Thus the strengthening of European cooperation in air navigation matters is an urgent necessity. and the uncertainty affecting the future of EUROCONTROLis not of a nature to dispel the fears which the European Parliament made a point of expressing at our last session. by raising the EUROCONTROL problem under emergency procedure. Yet there is no other way out than a European system for managing air traffic movements. along with closer coordination between civil and military air navigation. Although experience. and changing technology, may now lead us to seek adjustments in the way EUROCONTROLoperates. for the institution to be called in question would be a serious setback for Europe and would be deeply felt as such. In so taking stock of EUROCONTROLwe have perhaps the opportunity to draw a more general conclusion. We should take care not to live our Europe and run it in a passive way. on the basis of pattern set up twenty years ago and accepted as it were from force of habit. without the intention of forging ahead. In time this attitude would drag us down: the process of European construction is not in itself irreversible. for it assumes an ongoing effort by the Europeans. based on a joint purpose.

From page 19

attention to the job of separating aircraft. If external factors apart from the stress of controlling traffic. begin to distract the controller (threat of firing. inadequate income. etc.) then trouble lies ahead. Gladimir Tasic was distracted from his duty by similar factors (equipment. staffing. compensation) when in 197 6 he was the controller on duty in Zagreb at the time of the tragic mid-air collision. No single factor in itself contributed to that accident. only a combination of circumstances. In my opinion. those same general circumstances exist today in most ATC systems around the world. It is only for us to wonder. who amongst us will be next. It is my conclusion then that significant advances must be made in all of the areas I have described if we are to look to an improved ATC system. At this time I have little reason to be hopeful for any improvement.

When Demand Exceeds Capacity by Bernhard W Heinz

Air traffic demand frequently exceeds the capacities of air traffic control systems and major airports in many parts of Europe especially during the tourist seasons. This interferes with the overall flow of air traffic. causes inconvenience for air travellers with delayed or cancelled flights and results in inefficiency and mounting costs for aircraft operators Apart from unpredictable events such as. industrial action by ATC personnel or equipment and system failures. these air traffic flow problems are mainly the result of serious deficiencies both in the technical infrastructure as well as in the fields of procedural arrangements. principally caused by the different levels of technology between the various national ATC systems in use. In past years seasonal flow control measures have been developed especially for these peak air traffic periods to resolve the capacity problems in the European airspace such as. the establishment of schemes for the assignment of routings and flight levels which help to distribute the flow of air traffic more evenly between the different places of origin and destinations. Furthermore. permanent week-end or temporary air routes have been also established to reduce traffic 'bunching· and density of the regular air route system or to allow by-pass of areas of frequent congestion. But with the continuously increasing demands. these seasonal flow control measures have become insufficient because of the inherent inflexibility of the schemes which restricts the aircraft to the availability of the assigned air routes. as re-routings under the conditions of dense air traffic are difficult to coordinate. Furthermore. full capacity potentials of alternate air routes may not be available as this depends on the increases in the capacities of particular ATC-units or on the means in which the air traffic control services are provided. As air routes become saturated and delays become excessive. national air traffic flow control facilities. or at least flow control ·cells' in major air traffic control centers. assist their ATC-units by implementing. if necessary. additional flight acceptance restrictions which reduce the volume of air traffic. Coordination and advance notice are required to enable other ATC-units and operators concerned to plan alternate courses of action. but these additional restrictions are often issued without sufficient prior notice 44

due to unforseen traffic developments or they are inadequately coordinated and fragmented between the many 'islands' of flow control facilities and ·cells' involved. which interferes severely with the overall flow of air traffic and reduces other ATC capacities significantly. That portion of air traffic which constitutes the overload problem must normally be held when in flight as re-routings are limited. and a release for take-off can be granted only when sufficient capacity is available again to accept the flight on its assigned air route through the congested area to arrival at the destination airport. Attributed 'timeslots'. which allow take-off or a 'pass-over· of specific points. will control strict adherence to the flight path assigned assuring acceptance and further flight progress. However. one of the prerequisites prior to the implementation of any flow control measures is the assessment of system capacity in order to determine which sectors or air routes are overloaded. While the capacity of major airports has been established and scheduling of departures and arrivals arranged accordingly. little has been achieved on the determination of sector and route capacities. This important evaluation is subject to national consideration and to different methods of calculation. So. if flow control measures are implemented. they generally do not reflect actual traffic situations and. therefore. do not normally recognize the consequences for other ATC-units and operators concerned. Considering the present technical deficiencies. incompatibilities and administrative problems of the various ATC systems in Europe. an improvement of this situation is Bernard He,nz

Jetliners queueing up - an everyday event at major airports around the world. basically within direct government control. As 'islands· of flow control as well as 'islands' of automation can no longer be accepted. governments must first take necessary action to improve the situation by ensuring that their ATC systems are working to optimum efficiency especially during periods of peak air traffic demands. European Air Traffic Flow Management Center However. it is apparent that the overall flow of air traffic would still require management to eliminatt: or reduce excessive delays, and that the rule 'first come first served· can no longer be applicable when ATC systems or airports are overloaded. An effective solution would be the establishment of an European air traffic flow management center. This center would aid and support ATC decisions in the regulation of the overall flow of air traffic. either on the air route system so as to retain its rate within the ATC systems capacities available. or in balancing the demands against the capacities of the airports so as to avoid airport overloads. This would not entail new rules or procedures which interfere with the separation of aircraft. but would rather utilize those flow control measures which exist in a more flexible, coordinated and effective manner covering as large a volume and area of air traffic activity as possible to maintain safety. efficiency and economy. Based on detailed forecasts of expected traffic along the preferred air routes and on advance planning of the traffic flows based on such forecasts. this European center would be able to determine the overall and the specific traffic demands. Being sufficiently aware of the present status of the different facilities and capacities provided. it would. after appraisal of possible capacity problems regarding the planned operations. indicate to those ATC-units concerned potential overload situations with sufficient advance notice. To assure optimum utilization of the airspace and of air traffic handling capacities it would propose and coordinate those flow control measures required which could be applied best. For example. scheduling of

planned aircraft operations could be coordinated and a flexible assignment of optimum air routes and/or flight levels could be used between the different places of origin and the destination araes for those flights which constitute a congestion problem Furthermore. based on the continuous assessment of the actual overall traffic situation on the preferred air route system. those ATC-units would be advised, in addition, to take executive action in those cases where the original measures proposed would be insufficient. as for example. by suggesting known alternative routings to the optimum routes. or by issuing 'timeslots' on oriented routes to individual flights. Finally, based on contingency plans. unpredictable events such as, industrial action by ATC personnel and equipment or system failures, could be coped with assuring that these do not interfere with the overall European system capacity.

National Air Traffic Flow Regulation Interchange System Besides the necessity of a flexible distribution of the overall flow of air traffic to avoid traffic accumulations within the European airspace. there is the need to establish 'liaison links' with those ATC-units for which this European air traffic flow management center would provide its services. These links. which form among one another the national air traffic flow regulation interchange system (NATFRIS). would maintain continuous interchange between their ATC-units served and the European flow management center. They must report latest information on the actual traffic situation within their area. or advise their units on those executive actions proposed as to how the specific flow control measures received could best be applied. But delays are also imposed on the· air route system when airports are overloaded due to 'bottlenecks' in the terminal areas at both ends. if the interrelationship between the distribution of flights on the air route system and the acceptance rates of the terminal areas is inadequate. Therefore, NATFRIS would also be responsible to adjust the traffic flow rates in the terminal areas to airport capacity during periods when demand exceeds capacity. In those cases. NATFRIS would either issue arrival time reservations for the terminal areas in response to the European flow management center or. after coordination with this center. departure time reservations in response to operators requests. While the terminal areas would receive these times issued by NATFRIS in form of traffic list information. they would return actual runway utilization rates back to NATFRIS. In this way the runway utilization scheduling process would work dynamically in that the rates issued for scheduling could be adjusted to those actually achieved in the terminal areas or on the air route system. Available capacities could be used to a maximum and. therefore, airspace overloads with lengthy 'in-flight' holdings would be avoided. Finally. NATFRIS would offer a flow control information service. This service would provide information to operators affected re-

garding flow control measures alredy implemented. and on short term prediction or on general delay situations in the air route network. and it would, at the same time, assist in the planning of alternate courses of action. It is understood. of course, that each air traffic control center will continue to monitor air traffic density on the sector basis. and that local flow regulation will be done within these units taking into account the many local factors involved.

Conclusion It has been recognized that air traffic flow management in the European airspace is necessary. This. however, can not be accomplished by a multitude of national flow control facilities or •cells' requiring their ATC-units to distribute flight restrictions which are uncoordinated with those issued in adjacent areas or with affected operators concerned. European air traffic flow management would not be involved in the separation of aircraft, which must always lay in the hands of air traffic control, but a centralized organization is required which would receive details on demand and capacities and. after overall assessment. would advise on how a maximum of efficiency could be maintained. The present air traffic control situation in Europe is safe. but the price which has to be paid for its incompatibilities in terms of punctuality and fuel consumption is high. And soon or later the continuous increase in air traffic demand will eventually exceed that point where a further increase in the capacities of ATC systems provided will only be obtainable through enormous costs which would no longer justify those improvements achieved.

I CAO Panel develops outlines for future Area Forecast System Following three years of study and factfinding. including visits to some 90 States by experts from ICAO Regional Offices. a further significant phase was completed last January in the review of the !CAO Area Forecast system. The most important result of the first meeting of the !CAO Area Forecast Panel (Montreal, 7-25 January) is a blueprint for a new area forecast system intended to meet the neecjs of operators and pilots during the coming years through a new and imaginative approach, combining the successful features of the ICAO Area Forecast System with some of those of the World Meteorological Organization's World Wheather Watch. Panelists agreed that creation of two to three world area forecast centres and some eight regional area forecast centres would meet the requirements for global computer data. in particular by the increasing number of airlines which prepare flight plans central-

ly by computer as well as the more limited needs in this respect of air traffic control computers. It also would provide the basis for meeting the needs of many pilots and operators who probably would continue to prepare flight plans centrally by computer as well as the more limited needs in this respect of air traffic control computers. It also would provide the basis for meeting the needs of many pilots and operators who probably would continue to prepare flight plans manually, as well as fulfilling the needs of pilots for flight documentation. Full implementation of such a new area forecast system would take considerably time and its ultimate success hinges primarily on the availability of efficient communications. especially those communications required to enable the transmission of the large volume of meteorological data required for global flight planning. A comprehensive report on the Area Forecast System (comprising some 120 pages of text. tables. examples of area forecast charts and of flight documentation for pilots based on area forecasts) has been consolidated. reviewed by all States and international organizations concerned. and updated in the light of the corrections and comments received. The final version will be published in the near future as a new ICAO circular. Based on this backgroud material and. in particular. on contributions by the States which provide the existing 17 area forecast centres and by States using their outputs. the ICAO Area Forecast Panel was able to study the future requirements to be met by the !CAO Area Forecast System and to identify problems and improvements needed in the present network. The meeting was also able to prepare an outline of solutions for these problems aimed at creating a more efficient. uniform and economical system. Seven elements for the implementation of an updated system were of particular concern to the Panel: adequate route coverage, especially for long-distance routes: avoidance of unnecessary duplication of area forecasts and rationalization of the number of area forecast centres; uniformity of chart content and format;· use of plain language and of coded forecasts: dissemination of area forecasts by means of facsimile and other communication methods; use of area forecasts as flight documentation; and provision of area forecasts as grid-point data in digital form for direct computer use. The panel established two working groups to carry out further work on these subjects, transforming the outlines of solutions into proposals for amendments to regulatory documents. for new or amended guidance material and for related specific recommendations. The outcome is expected to be reviewed by a second meeting of the Panel, tentatively foreseen for January 1981: appropriate parts will be submitted to a world-wide Divisional Meeting currently expected to be convened in Montreal in the third-quarter of 1981. in part conjointly with the World Meteorological organization. 45

Letter to the Editor Dear Mr Avgoustis. I am referring to the publication of articles on 'Aeronautical Information Data Subsystems (AIDS)' in THE CONTROLLER (issue 3/ 79) and in the ICAO Bulletin and kindly ask you to publish the following general comments relating to the subject.

Aeronautical Information Data Subsystems in Air Navigation (AIDS)

An operational study on aeronautical information data. their sources, users and characteristics was performed in 1979/ 1980. The study contains information on operational reasons of users for aeronautical information data (AID). on 54 different users of information data. on the possible integration of AIDS into air navigation services systems. a description of 1 6 7 different types of information data. their classification into static. semi-dynamic and dynamic type as well as 7 operational categories. on airspace user, air navigation services and other aviation personnel requirements. This information includes the sources of the data and reasons. why end users need them for fulfilment of their operational functions. An AIDS should finally become the motor and data carrier of the whole air navigation services system. Many air navigation services organizations face an extension or upgrading of their present data communication subsystem. including AFTN. Most of these ask for some AIDS functions already. They, however. do not realize their own full requirements. Al DS involves the construction of an air navigation services internal information data base for internal and external use (viewdata, airspace users before flight) of internally and externally produced information data. Its major component is a data bank, which holds all current information data. Such a data bank allows the proper functioning of the data switching and processing machine in the operational sense, which constitutes the data communication subsystem motor of the whole system. The advantage worldwide will be that AIDS allows data exchange from system to system and from country to country ICAO worldwide without data conversion. The air navigation world becomes well aware that an AIDS like function is a major requirement today and for the future. These requirements can be taken from IFALPA and ICAO recommendations. The different users groups have, however. different requirements. Fuel consumption. prices and growing user charges for air navigation facilities are pushing the airlines to calculate more stringent budgets in the coming years·. Airlines require more service. because of higher charges. e.g. a better air navigation service with more information available to them. On the other side an AIDS connection for flight planning purposes could cut airline personnel costs in data compiling functions. An AIDS function within the air navigation services system is also overdue. The situation within this field has deteriorated in

the last years in such a manner that even air navigation services administrative personnel became aware of the problems. whereas before only operations personnel complained about the lack of current. conclusive and correct data. Air navigation services system planners try to fulfil internal operational requirements for data handling. correlation and presentation with ·centralization· by use of automated data processing machinery to make the systems· operation more efficient and economic. The requirements within the system for current. reliable and conclusive information data will further grow. It has a great affect on controller capacity and a direct bearing on the possible control load of airspace sectors. Information data are presently not handy. not conclusive. often not current and are mostly not compiled in one place. Data are derived from different cources. not centralized and will be amended by hand. An AIDS function could speed up this process and make it reliable. Some organizations try to solve these problems in a humble way. e.g. by using diapositive projector slides and similar equipment (CCTV). A special aspect is the flight information service. They are obliged to relay information to aircraft in flight and therefore need operational data immediately. Other aviation facilities like rescue coordination centres and air defense units urgently require pre-sorted data from civil system sources for their own operations. Air traffic management and air traffic flow control units cannot function properly without current data. Air traffic flow control today is only of a passive type and cannot predict fast enough into the immediate future with current and correct data on the progress of flights in the various systems. General aviation operators are to be considered the largest user group besides the airlines. since they do not maintain common data bases to fulfil the same requirements than the airlines. They need an externally usable tool like AIDS to save time and money. Therefore AIDS type developments already took place in many countries. MAPS and AWANS as well as JETPLAN in the USA and OIDS in Canada are just a few examples with great potentials to grow into an AIDS. These developments. however. constitute only partial rea'lizations of an Al DS because they do not use a common data bank. make their data only available to a certain user group. do not allow data correlation and receive their data from various sources. Development of AIDS should begin now. because pure AFTN switching systems will not fulfil air navigation services operational requirements in the future. Also isolated handling of data in air navigation services subsystems. like flight plan and flight progress data or Radar subsystems. will not allow efficient operation of the overall system. Centralization of air navigation services subsystems' operation and data handling is new to almost all air traffic control systems. i.e. subsystem interfacing and thereby data correlation. but is required for the fulfilment

of present airspace user and future DABS/ ADSEL requirements. The argument should be 'more data. current. conclusive and reliable in a quicker way and by saving money for other subsystems, such as notices to airmen and weather·. One can say that all air navigation services systems require operational AIDS capabilities in one form or another depending on the system generation. Especially future operational capabilities of discrete address beacon systems (SSR) like DABS/ ADS EL could be greatly enhanced by an AIDS. AIDS in its ultimate form as data carrier and motor of the whole system would form the basis for a functioning and efficient DABS. because it would make all data available for internal and external transmission to users before and during flight. People in air navigation develop a feeling for this necessity. but do not yet realize the real value. necessity and potential. Yours sincerely. L. Abelshauser Member

1980 Worst Aviation Year: Hammarskjold

Knut Hammarskjold. director general of the International Air Transport Association (IATA). told airline executives gathered for the organization's annual meeting in Montreal that 1980 is expected to be the bleakest year economically in international aviation history. He called 1979 a 'profitless growth' year. claimed 'there is worse to come·. The trade executive pointed to a combination of recession. inflation. rising fuel costs. and a market 'distorted' by uncoordinated regulatory policies and erratic currency developments, as causes in his report on the state of the industry. Goal of a 1 3% investment return set by airlines in 1979 was reduced to 2. 1% before interest charges were paid. the report disclosed. This cut return to -1.6% on investment and -1 % on revenue. IATA President Claude Taylor. Air Canada chief executive. pointed to the possibility of some private carriers going bankrupt and state- owned carriers requiring larger subsidies because heavy losses have 'overburdened' them with debt. Taylor said the major problem was one of satisfying passenger demand for cheap travel while costs were going up. and price-cutting to retain or improve market share. He said airlines from developing countries (more than half of the world's carriers) feared losses due to developing competition which. in combination with recession. is strong 'impediment' to U.S. open competition policy. Newly elected president of IATA is Pierre Giraudet. chairman of Air France.

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THE

CONTROL OF AIRTRAFFIC

Now. at last. a book has been written which describes in fascinating detail the story of Air Traffic Control and how it works. Few are better qualified to tell this story than the Author - Arnold Field. Following wartime service in the Royal Air Force. Arnold Field spent his entire career in Air Traffic Control and laid down the very foundations of the modern system. To many people in aviation Arnold Field is the father of British ATC. eventually becoming the Director General responsible for the operational efficiency of the United Kingdom Air Traffic Services. The Author served also as president of IFATCA for two years (1970/1971) and chaired many technical meetings at IFATCA's Annual Conferences. He chaired IFATCA's Standing Committee I. which deals basically with technical matters. from its inception until his retirement from active Civil Aviation Service. Since retirement the Author has remained closely in touch with the world of ATC and is currently a consultant to a major electronics company specialising in the manufacture of air traffic control equipment. The step by step narrative approach of this book commends it as compulsory reading for all engaged in the aviation profession and supporting industries. It will be of particular help to the student pilot. both military and civil. and provide a grounding in the subject that will be useful throughout a career. It will also serve as a useful reminder of many details for the older pilot who can become just a little bit wiser after reading this book. The Author has displayed his deep appreciation and understanding of this complex subject by an interpretation in understandable English and with an absence of technical jargon. This has resulted in a book which will have equal appeal to the aviation enthusiast and the curious passenger. It will also inform and entrance the armchair traveller who has never really understood how aeroplanes can fly all over the world in all kinds of weather safely and with little apparent effort.

Important Notice to Subscribers All subscriptions will have to be renewed with the new printing house. If you haven't done so as yet through the Managing Editor. fill the below form immediately and mail it to the Subscription Service, THE CONTROLLER, 5 Athens St. Ay. Dhometios - Nicosia, Cyprus. Please send me THE CONTROLLER for one year by surface mail / airmail (please indicate). Rates are SFr. 8.- for members of IFATCA. SFr. 20.- for non-members. Postage will be charged extra according to the tariff in use. Subscriptions not cancelled three months prior to termination of a calender year. will automatically be extended for another year.

Name Complete Mailing Address

Signature

Corporate Members of IFATCA AEG-Telefunken, Frankfurt a. M .. Germany AMECON Division. Litton Systems, College Park. USA ANSA, Advisory Group Air Navigation Services. Westerngrund. Germany Cable & Wireless Ltd., London. England CAE Electronics Ltd., Montreal. Quebec. Canada Cardion Electronics. Woodbury. N.Y.. USA Computer Sciences Europe SA, Brussels. Belgium Cossor Radar and Electronics Ltd .. Harlow. England Dansk lmpulsfysik A.S .. Holte. Denmark Datasaab AB, Jarfalla. Sweden Decca Software Sciences Limited. London, England Dictaphone Corporation. USA ELECMA Divisions Electronique de la SNECMA, Suresnes. France E-Systems. Montek Division, USA Ferranti Limited. Bracknell. Berks.. England Goodwood Data Systems Ltd., Ontario Canada Ground Aid Group. Esbjerg. Denmark International Aeradio Ltd . Southall. England International Air Carrier Association, Geneva, Switzerland ITT Gilfillan. USA Jeppesen & Co. GmbH .. Frankfurt. Germany Lockheed Aircraft Service Company, Ontario, California 91 7 61, USA Lockheed Electronics Company. Inc .. Plainfield. N.J .. USA The Marconi Radar Systems Ltd . Chelmsford. England M.B.L.E .. Brussels. Belgium The Mitre Corporation. McLean. Virginia. USA N.V. Hollandse Signaalapparaten. Hengelo, Netherlands N.V. Philips Division ELA. Eindhoven. Netherlands Philips Telecommunicatie lndustrie B.V.. Hilversum. Netherlands The Plessey Company Limited. Weybridge. Surrey, England Racal Recorders Limited, Southampton. England Raytheon Canada Ltd .. Canada Gustav A. Ring A/S. Oslo. Norway Sanders Associates, Inc., Nashua, USA Schmid Telecommunication. Switzerland Selenia - lndustrie Elettroniche Associate S.p.A.. Rome. Italy SEL- Standard Elektrik Lorenz. Stuttgart 70. Germany Societe Artistique Fran9aise, Paris. France Societe d'Etudes & d"Entreprises Electriques, lssy Les Moulineaux. France Sodern, Limeil Brevannes, France Sofreavia. Paris. France Software Sciences Ltd., Farnborough, England Sperry Univac, Sulzbach/Ts .. Germany & St.Paul, Minnesota, USA TERMA Elektronik AS. Lystrup. Denmark Thomson - CSF. Paris, France Ulmer Aeronautique .•Clichy, France VWK - Ryborsch GmbH. Germany Westinghouse Electric Corporation. USA

The International Federation of Air Traffic Controllers· Associations would like to invite all corporations. organizations. and institutions interested in and concerned with the maintenance and promotion of safety in air traffic to join their organization as Corporate Members. Corporate Members support the aims of the Federation by supplying the Federation with technical information and by means of an annual subscription. The Federation·s international journal "The Controller" is offered as a platform for the discussion of technical and procedural developments in the field of air traffic control.

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a printing office in the 16th century.

No reason.

Automated Air Traffic Control systems used to be something for big airports and resourceful administrations only. Only they had the knowledge and money to specify and buy them and the skilled staff to operate and keep them running. Not so any more. In these days of soaring aircraft operating costs you will be surprised to find that prices of modern, reliable ATC systems-probably the most efficient tool for reducing flying times-are in fact going down. And they are as easy to maintain as to operate. Reason: standardization.

Introducing Datasaab's AIRWATCH Automated ATC systems Datasaab's new series of AIRWATCH systems-based on many years' experience from tailor-made centres-are designed to suit all types of traffic and environment. AIRWATCH standardization also means modularization. allowing adaptation to specific needs and ensuring system expansion at low cost as _trafficgrows. AIRWATCH systems range from a single PPI system to large centres. They rcature raw, synthetic or mix-

ed presentation of PSRand SSRsignals from one or more radar stations and numerouscontroller faci-

lities, including iull labels. • AIR WATCH IOOOis an autonomous, low-cost raJar<lisplay system with a built-in micro-proces-

sor. It is designed for small ATC centres and control towers.

• AIR WATCH 2000 is designed for small and medium-sized centres. Dual computers, operating in

parallel. provide very high reliability. • AIR WATCH 3000 is designed for medium to largesized ATC centres. System architecture is extremely

flexible. Outstanding operational features include tracking of all types of flight and mosaic presen-

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tat ion from multiple radar sources. ~---------~

~joinlly owned by the Swedish Government and Saab-Scania AB

For more information coniact: Datasab AB, Interactive Data Systery,s, S-17586 Jarfalla, Sweden. Tel. lnt + 46 8 362800 • Telex 17892 datsaab s