IFATCA - The Controller - 2nd Quarter 1986

ISSN 0010-8073

JOURNAL

BERN. SWITZERLAND

OF AIR TRAFFIC

2nd QUARTER 1986

CONTROL

VOLUME 25

2/ 86

Sfrs 5.-

. ....

-¡ TheReliable AirlineKLM

As the most reliable airline, KLM has trained pilo~s fro m all over th e world for over 60 years.

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IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Bern, Switzerland, June, 1986

Volume 25 · No. 2

Publisher: International Federation of Air Traffic Controllers· Associations. P.O. Box 196. CH-1215 Geneva 1 5 Airport, Switzerland

In this issue

Officers of IFATCA: E.F. Sermijn, President and Chief Executive Officer. H. H. Henschler. Past President. Lex Hendriks.

Executive Vice-President Technical.

U. Windt. Executive Vice-President Administration.

T. Gustavsson. Executive Vice-President Finance.

P. o·Doherty. Executive Secretary

25 Years IFATCA- Part IV - by Bernard ROthy

page

International Federation of Air Traffic Controllers· Association Founded in Amsterdam - by Walter H. Endlich

page 10

Inaugural Speech - by L.N. Tekstra

page 14

Why IFATCA?- by L.N. Tekstra

page 19

Editor ad Ulli Windt.

Syker Str. Telephone

interim: Executive Vice-President Administration 21. D-2800 Bremen 44. Germany.

(421) 48 77 66

Management and Advertising Sales Office: The Controller. P.O. Box 196.

CH-1 21 5 Geneva 1 5 Airport. Switzerland H.U. Heim. Subscriptions and Publicity.

Tel. (022) 82 26 79 M. Henchoz. Accounting. Tel. (022) 92 56 82 B. Laydevant. Sales Promotion. Tel. (022) 82 79 83 Production · Der Bund'. Verlag und Druckerei AG Effingerstrasse 1. CH-3001 Bern.

Telephone (031) 25 66 55 Subscriptions and Advertising Payments to: IFATCA/The Controller, Union de Banques Suisses P.O. Box 237 CH-1 21 5 Geneva Airport. Switzerland Acc. No. 602 254.MD L

25 Years Later-Some

Personal Thoughts-

by L.N. Tekstra

2

page 20

Message from The President- by H.H. Henschler

page 2 7

Airline Portrait-Lufthansa's

page 22

60th Birthday

FAA Programs to Improve Detection of Hazardous Aviation Weather - by John J. Sheenan

page 25

Extended Range Twin Engine Operations (ETOPS) - by First Officer Gary Wagner

page 2 7

Contributors are expressing their personal points of view and opinions. which may not necessarily coincide with those of the International Federation of Air Traffic Controllers· Associations (IFATCA).

Newsbriefs

page 31

IFATCA does not assume responsibility for statements made and opinions expressed. it does only accept responsibility for publishing these contributions.

Editorial

Subscription Rate: SFrs. 20.- per annum (4 issues). plus postage and package : Surfacemail: Europe and Mediterranean countries SFrs. 4.20. other countries SFrs. 5.40.

Airmail: Europe and Mediterranean countries SFrs. 6.20. other countries SFrs. 10.60.

Special subscription rate for Air Traffic Controllers.

Contributions are welcome as are comments and criticism. No payment can be made for manuscripts submitted for publication in 'The Controller'. The Editor reserves the right to make any editorial changes in manuscripts. which he believes will impreve the material without altering the intended meaning.

Written permission by the Editor is necessary for reprinting any part of this Journal.

Advertisers in this issue: KLM, Ferranti, Thomson, Philips, ESD, Selenia Cartoon: Bernard Kocher THE CONTROLLER/JUNE

1986

This issue of 'The Controller" sees the conclusion of Bernard ROthy's four part article on the history and development of the Federation from its inception.

I FATCA and the readers of 'The Controller· are indebted to Bernard ROthy for having very successfully accepted this major writing project. and for having brought back to us. in a very personal, touching and witty manner, many situations and personalities who deserve to be remembered. Bernard has. for a long time now, been the unofficial historian and archivist of IFATCA. this article makes this role an official one.

The Executive Board is considering a special issue of 'The Controller' which would incorporate Mr. ROthy's article and other material related to the celebration of IFATCA' s first quarter century.

The Executive Board has taken on editorial responsiblity for 'The Controller' until a decision regarding the appointment of an Editor is made. The undersigned is responsible for the content of this issue. the Past President will be Editor ad interim starting with issue 3 / 86.

Ulli Windt, Executive Vice-President Administration.

25 years I FATCA The Story of a Childhood and Youth

by B. 0. Ruthy, Switzerland (Part four)

Committee C had to deal with comprehensive reports on study items: A Feasibility Study on a Second Career for Air Traffic Controllers was accepted. as amended. as policy.

It was decided to compile a database on medical aspects and statistics. MAs were to provide the necessary data on an annual basis to ensure that genuine statistics may be built up.

A study on 'Standard Working Conditions· for controllers was accepted as pol_icy'in the in!erest of air safety visa-vis the reduction of fatigue. morale and well-being of the air traffic controller'.

On the day after the conference most of the participants took part in an excursion to the western shores of the island. An Air Lingus B707 flew them to Shannon from where they visited in groups one of three castles. A 'medieval lunch' was offered at the castle. an experience of a very particular kind.

The Board of Officers· first task after the 1972 ~onference was t? appoint a new Executive Secretary. Five applications were received. Tom H. Harrison of Treon Scotland. was found best suited for th~ task. Tom_had b_eena controller for many years. Chief Officer at Prestwick Airport and recent Master of the UK Guild of Ai~ Traffic Controllers.

Membership subscription were raised

by SFr. 1 per scale level. subject to ratification by Member Associations.

A major amendment of the Constitution was prepared: it was decided to charge SC VI with a study of the Federation· s internal organization. The Editor was to become an appointed official rather than a member of the Board; the Honorary Secretary was to become 3rd Vice-President. Changes to take effect from the 1973 conference.

Jean-Daniel Manin. Switzerland. was elected President. and R. (Bob) Meyer.

US (PATCO). was elected 2nd Vice- Reykjavik The 12th_~nnual Conference was held President. in the Loftle1d1rhotel (and terminal) at the At the conclusion of its work Committee A suggested to conference that more time Reykjavik airport. on 7 to 10 May, 1973 The Federation thus found its way to th~ Some of the recommendations made should be alloted to working sessions.

by Committee A. and accepted in Plenary.

Committee B went through its usual most northerly ?~pital of the world. Loftwere: long list of professional subjects. mainly leidir (Iceland Airline) offered transport for The Channel Islands. Nigeria and Suri- related to topics that were discussed all participants at reasonable rates. ~ommittee. A .(_again) discussed the name were welcomed as new members within ICAO: of the Federation.

SC I was asked to study the subject of subJect of el1g1bi11tyfor affiliation and decided on a wording that remained in th There was - once again - a lengthy 'Automation in ATC' in detail.

Constitutio~. fo_ra number of years: · El~ discussion on concessionary travel.

Member Associations having practical It was decided to publish the Conferexperience in the systematic use of gible for Affil1at1onas Member Associar association. organ_ion ence Report once more in the journal Secondary Surveillance Radar (SSR) is any professional "Id f · tra ff"1ccontrol perso iza'The Controller·.

Mode C height readouts and ·omit pos- tion or gu1h o. air . nne 1 1 b.

After many years of printing the journal ition report' procedures were asked to whose tee nica o 1ect1vesare essenr 11 provide information to SC I so that pol- the same as those of the Federa~~ Y at a printing house in Frankfurt. Gerprovided that one Association only f ion many. the conference found it necesicy could be formulated.

Working papers accepted by confe~- any one State or l?ro~erly constituteJ1m sary to have the Editor negociate a draft ence on the subject.of 'Transition Alti- ternationa! _Organ1zat1on.be accept dn~ contract with this house.

Other dec1s1onswere: e . tude' were to be transmitted to other The parting Executive Secretary. GeofThat Ghana and Guyana were acce frey W. Monk. was awarded the Scroll International Organizations conce:rned. as members of the Federation. Pted and be used as guidance material for of Honor for his outstanding services to That the Eurocontrol Guild. Maastrich the preparation of IFATCA Briefs to apthe Federation.

Lodge. although welcome. was not t The excess of income of the annual acpropriate ICAO meetings. ceptable as Member Association uatc-1 In view of the significant impact that counts 1981. some SFr. 8200 were · sueh time as an app J"1cation fromn I wake turbulence and possibly future put in the Reserve Fund. properly_ constituted Eurocontrol Guilda phenomena have on acceptance rates The Treasurer was asked to put some of comprising all Lodges or Units of E · and ATC separation standards. every the money from the Reserve Fund into a control. was submitted. uropossible effort was to be made to reseparate account. or purchase securiA paper presented by the Nether! d duce or eliminate such problems. ties. with the objective of increasing Guild outlining procedures w~n s thereby reducing the need to periodinterest received. should be adopted for the guidan ich ically restructure the ATC system to The conference decided that. starting Member Associations and the Bo cedof in 19 7 2. the Federation pay the accommodate them.

Off .1cers ·1n t he case of work to r ar1 of amount of Sfr. 5000 to the association It was then decided that the work pro·k · u e or stri e occurring was accepted as responsible for organizing the annual gram of the Federation should be de1_ icy. po conference. In the event of a deficit signed to provide conclusive working In the wake of certain unplea IFATCA will pay up to 50% of the defipapers for use at ICAO meetings in ap. sant cit. subject to the provision of an auditevents 1n France the Federat· propriate format. .

I d d . ion ed statement. and with a maximum Committee B. too. requested to be strong y con emne a situation where liability of SFr. 4000. - The interesting given a minimum of two and a half days. to normal ATC services are replaced by a point about this is that these figures consider working papers presented in a subst1tut_eorganization which is unable have been valid to the present day! professional manner. to work in accordance with Standards

Dublin The 11 th Annual Conference was held in Dublin. Ireland. from April 24 to 27.

1972. The outstanding highlight of this conference certainly was that it was held in a brand new hotel. In fact so new that a number of rooms and other facilities were not finished when delegates started to arrive. The first two days. therefore. were rather hectic. especially for the hotel management and the organizing committee.

As controllers are used to improvise and adapt to new and unforseen situations. the conference was nevertheless able to do its work without any major problems - with lots of humor and a few drinks ·on the house· ...

2

THE CONTROLLER/JUNE 1986

and Reco mm end ed Practi ces as laid down by ICA O'.

On a more pleasant subj ect dir ector s reco rded a vote of appre c iation to th e editor of th e journ al. Walter H. Endlich .

Germ any. for his out standing w ork on 'The Controller' over th e past twe lve years. Walt er, too, w as to receive the Federation' s Scroll of Honor.

At th e same time Director s laid down polic y as t o th e future content s of the journ al as guid eline for the new editor .

SC VI tabl ed its paper on re-organiz ation of th e Federation ; mo st of it s proposals w ere accepted , and th e Constitut ion c hang ed accordingly .

- The Board of Officer s became the Exec utiv e Board; - The function of Past President w as newly created ; - The Vice-Presidents were renamed Vice-President Administration , VicePresident Technical and Vice -President Profession al; - A Counc il wa s establi shed , made up of th e former Regional Liaison Officers . now called Counci llor ; - ' Non -Ratifi cation · and 'Not ic e of Variati on· pro cedure s wer e introduced ; - The pro ce dur e regarding draft releases w as review ed.

With the se cha nge s the Federation had practically found its present form of organization . Only minor change s have been mad e in the past 1 3 year s.

Ole H . Jo nsson. Iceland . was elected as Vic e-President Techni cal, Horst Gudd at . German y. w as re-electe d Vic ePresident Adm inistrati on (form erly Honorary Sec retary ); G.J. de Boer. Sout h Afri ca. was recomm ended for appoi ntm ent as th e new edit or.

Committ ee B again we nt thr ough its interesting agenda of prof essio nal items.

First It dealt with follow-up action to ICAO' s 7th Air Navig ation Conf erence (ANC) and w it h prep aration of th e 8th ANC . MA s we re asked to provide f ullest possible inform at ion on subj ects as ·aspects _of aero drom e design w hic h affect exped1t1on and safety'. 'v isua l aids', 'ATC implicati ons of fir e and rescue·. and 'taxiing and guid ance system s and control '. It th en proceeded to di sc uss pape rs resulting from wo rk studie s of the past year: - A paper on Air-Ground Autom at ed Data Exc hange was acce pt ed as guid ance mat erial.

The paper o n 'Transition Altitud e' was fin alized.

A paper on Stand ard Instrum ent Departur es (SID) and Standard Arri val Rou tes (STAR) was adop ted as policy.

A n exce llent pape r prepa red by t he Frenc h A ssocia t io n on t he subject of Supe rsonic Transport (SST) and its implicati ons on ATC was disc ussed at length .

One. co mpl_ete day was spe nt on disc ussio n of Flow Control '. This subj ect was new for Europ eans. but Canadian and US co ntr ollers we re in a pos it ion to provide usef ul info rmat ion. The paper submitted to Conf erence was adopted as policy, espec ially as concerns 'short term· (i.e. tac tica l) and ' long term· (i.e.

THE CONTROLLER/ JU NE 1986

Walter H. Endlic h. first Editor of 'The Controll er· has j ust received the /FA TCA Scroll of Honour from President J. D. M ani n.

strategic) measures. It w as decided to support a propo sal to ICAO's VI EUM RAN Meeting on th e establi shment of a centra l unit for the organi zation of th e flow of air traffic in Europe .

Committ ee C: A paper to be read at a co nference of the W estern European Assoc iat ion of Aviati on Psychologists on Stress in ATC was slightl y adopted and its introduct ion edited .

An other paper adopted was a repo rt on a study carried out by the Leuven University (Belgium) on con t rolle r representation on an Investi gatio n Board for Professional Faults in ATC. A paper on 'Acts ofT errorism aimed at Ai r Transport ati on' was accep ted aft er it had been made clear th at IFATCA was conce rned w ith th e safety aspects of such acts .

Commi ttee C proposed, and Fina l Plenary resolved. to estab lish a Standing Comm itt ee VI I · Legal M atters in ATC'.

SC VII was to stu dy legal developments in ATC. legal liability of co ntro llers, indemn ity of t he Board of Offi cers. and to give advice to M ember Associations w ho may be called upon to give expert opinion in legal cases.

After Commit tee Reports had been accepted in Plenary President Jean- Daniel M onim presented t he Scroll of Honor to Geoffrey W . Monk and to W alter H. Endlich. He also took leave from J .D. (Tommy) Thomas. Rhodesia. who - for health reasons - had decided not to stand for reelect ion.

Short ly after the end of the Plenary Session six M As deposited a · Notice of Non-Rat ificati on· on recommendat ion A .1 conce rning · eligibili ty as M embe r Associatio n·. These MAs tho ught that this recommendation went against IFATCA's own interests and should be reconsidered , especially in view of the fact that it had not obtained a two -thirds ' majority of votes .

Tel Aviv 197 4 saw co ntrol lers from around the world united in Tel Aviv. Israel, on 20 t o 2 4 Ma y. The co nference w as he ld at the Sherato n Hotel on th e shores of the M edit erranean Sea. Committee A: The constitutional change on ·eligibility as M ember Association · was put to a vote - and failed to obtain the required majority.

It was decided that 'individual membership of the Federation is only possible th rough membership in one of the M embe r Assoc iations·.

M exico was accepted as member of the Federat ion. The application by the Eurocontro l Guild was again rejected although its representative.

Roger Bartlett. had very eloquently presented the case.

Member Associations were asked to increase _liaison with neighboring MAs by holding Joint meetings of their Boards of Officers. They were also invited to provide information of their current activ ities and prob lems to the Executive Board on a regu lar bas is.

The President's report was d iscussed at length. The German Association who at first had complained about some remarks on their dispute with the German Administration wished to submit additional information on actual events . In the end both the Executive Board and GATCA apologized for mis understandings that had occurred and confirmed that 'the hatchet had been buried '.

The new Editor 's ('Ge' de Boer) first report was accepted. Acting on his pro posal the Committee decided that ·special awards for the best writer and the best article of the year be presented at each Annual Conference . starting in 197 5 ' . This resolut ion is still part of the 3

By-Laws but to the best of my know ledge not many such awards have been presented to date.

As there were (and still are) frequent changes in MAs' boards of officers it was decided that names and addresses of such office rs should be rem oved from the Manual. Only the official address of the Association sho uld be listed.

Standing Committee Ill was asked to study the financial consequences, charges, taxes. etc .. which wo uld result we re the Federation to incorporate under Swiss Law. SC 111 was then - once again - charged to study costs of a management establishment for IFATCA including a permanent sec retariat.

It was decided 'that the Conference Report as current ly produced (i.e. in the journal " The Controller") be discontinued'. Each MA was to be supplied with three copies of the corrected committee reports. the Editor was to include a resume in the first possible issue of 'The Controller ' aher ann ual conference.

By-Laws for nomination of candidates for. and presentation of. t he Scroll of Honor were amended. It was resolved 'that the next rec ipient of the Scroll shall be the UK Guild for the outstand ing services it has given to the Federation on the management of Standing Committee 1·.

Committee B started preparations fo r the 9th Air Navigation Conference ( 1 9 7 5 ) The subJects on wh ich working papers were to be written were selected.

Subjects dealt with in the scope of the SC I working program we re: Separation of aircrah; Air traffic flow management (policy and guidance material approved); Flight plans _an_d ATS messages (approved as briefing materia l); Secondary Survei llance Radar (SSR); Area _Nav1gat1ontechniques (approved as briefing material); Area Navigation systems (study); Simultaneous use of parallel runways (deve lopment of po licy): Au tomated inter c hange of air/ ground data (study): Airborne co llision avoidance system (development of policy); Linear holding (development of policy); Turbulen t wake (study); Civil/Military integration (deve lopment of policy).

Study items disc ussed in Comm ittee C were: Job ana lysis: Establishment of an SC IV Library: Psyc hoc linic study : Recruitment and training of air traffic contro llers; Liabil ity of the co ntroller : ATC clearances contrary to adm inistrative direction s (in the context of hijac kings).

Uruguay requested assistance from the Federation on the subject of training for air traffic co ntrollers . Assistan ce was also sought for improving working co ndition s in 4

-

SC Ill Meeting - Treasurer H. Wenger and SC Ill Chairman J. Gubelmann p repare working paper for the next conference.

that country. A representat ive of I FATCA was to stud y professional co nditions of ATC in Urugua y as soon as possible .

Melbourne For the first tim e an ann ual con feren ce was held in autumn in 19 7 5 . The date was 14 to 18 April but. M elbourne being in the southern hemi sphere, leaves of trees around th e Hilto n Hot el were ju st turning a beautiful yellow and red.

Although it had been feared that many MAs wou ld not be able to att end a co nference ·down und er· 24 Member Associations were represe nt ed. Fourt een nonmember assoc iat ion s. mainly of the SouthEast Asia and Pac ific areas sent observers to see what IFATCA was all abou t . For all of them the trip t o Australia was we ll wort h the effort.

Committee A recommended to plena ry: That Sri Lanka, Sierra Leone and Euroco ntrol Guild - fi nally- be accepted as new member s.

That the dist ributi on of papers to MA s be reduced to the stri ct minimum in order to save expenses; MA s to provide the mselves the required number of copies. that a wo rking gro up und er the auspices of the Treasurer investiga te the system and scales of subscriptions to com mence in 1977.

That a number of By-Laws concern ing voting at Conference be accepted.

That the Execut ive Board co ntinu e negotiations of a co ntract w ith the Execut ive Secretary .

New ter ms of reference for the Editor we re adopted and inc luded in t he Manual.

In the wake of the establi shment by Turkey of a non-recognized co ntrol area (CTA) over parts of Cyprus and the adjacent M editerr anean sea the co nference expressed its concern over the air t raffic situatio n in that area . It was

urgently reque sted that ICAO standards and recommended practice s be restored in order to provide complete ATS in this area, and that navigation and communication facilities located at the Nicosia Intern at ional Airport be restored .

Standing Committee II was split up in two groups: a) Public Relation s. w ith France being respo nsible . and b) Publications. with South Africa being responsible . The wo rk program for th e two groups was accepted.

E. (Ted) Brad shaw was elected VicePreside nt Administration.

The conference expressed its appreciation and thanks to Horst Gudd at for th e exce llent way he had served the Federation over a long period of years as Honorar y Sec_retary and Vice- President Adm1n1strat1on.

By-Laws for the nomination of futur e co nference venues we re adopted Th main issue was that th e Feder~t io~ wa nt ed to make sure that all delegates wou ld be adm itt ed to the State w her the conference _was held . (The Govern~ ment of Australia had denied entry vis to delegates from Rhodes ia for politic~~ reasons). A con tin gency plan for moving th e confe rence site to anoth er co unt ry at short noti ce was adopted.

Committee B: Adopted policy and guidance material on the use of digital . compute r processed radar posit iona l data for t he radar separation of aircraft. The co rrespond ing wo rking paper to be subm itted to ICAO . Its Secretary Gene ral was to be reque sted to inc lud e thi s sub j ect as a specif ic sub-item of Age nda Item 1 for the 9th ANC. A pape r on air traffic flow management was adopted as gener al po licy. Part of t his paper . too. was to be submitted to the 9th ANC. THE CONTROLLER / JUNE 1986

A paper on the Use of SSR was to be used by SC I for the preparation of a working paper to the 9th ANC. The same went for the subject of ·Air reporting· and 'Transition altitude'.

SC I reported on the progress made with th e study on 'Airborne collision avoidance systems·.

Committee C: Rules and procedures for a 'Standing Committee IV Library· were accepted.

It was resolved that Member Associations should endeavor to have one of their members included in their respective national delegations when any further preparatory meeting regarding the intended International Civil Aviation Conference was convened by the International Labour Office (!LO). Geneva.

'It was with dismay that MAs learned during their 14th Annual Conference held at Melbourne that the Governing Body of the ILO had decided to postpone the Meeting of Experts on Problems concerning Air Traffic Controllers as proposed by the I LO Preparatory Meeting on Civil Aviation , Geneva , 1g74. · This resolution was accepted

by Plenary. The Federat ion strongly urged the Go_vernin_g _Body of ILO to reconsider their dec1s1on. and to make arrangements for the Experts ' Meeting to be held as soon as possible.

An event to remember was the visit of articipants to the Emu Bottom Ranch p tside Melbourne on the day after the ~~nference . Some of_them directors proved theY were experts In boomerang throw.

Non e of them . howe ver, showed any ing .ertise in sheep shearing. An appropriexp ,,.,.,eal(for farmhands) and some lively ate''' ·c concluded the day in · t he out b ac k . mus I

Lyon 976 saw IFATCA back in Europe 1 in - The French_ city of Lyon on the ag~ne river . histo ric crossroads of trade Rh com merce. gave an excellent backand nd to thi s 1 5th Annual Conference . groU

Committee A : Costa Rica. Egypt, Morocco . Portugal and Sudan were accepted as members of the Federation.

It was decided that a Managing Editor may be appointed by the Executive Board to assist the Editor when required. He was to carry out the tasks as laid down in By-Laws and terms of reference adopted by the conference. Experience had shown that the Editor . living in South Africa, needed an 'agent' close to the printing house for coordination tasks.

A paper submitted by France on ' Public Relations · was accepted.

After long discussions membership subscriptions were adjusted for subsequent years .

The decision in principle was taken to have the Federation registered in the Swiss Commercial Register. Consequential By-Laws were adopted.

Paras. 1. 1 to 1.3 of Article V (Executive Board) of the Constitution were reworded.

A Contingency Fund was created.

Jean-Daniel Monin was re-elected as President. Hans Wenger . Switzerland , was elected Treasurer, H. Harri Henschler, Canada, was elected VicePresident Professional.

The IFATCA Scroll of Honor was awarded to the Swi ss ATCA 'for the outstanding services it has given to the Federation'.

The German ATCA extended their sincere gratitude to the Exec utive Board and Directors for substantial assistance rendered (in the context of a national dispute). GATCA in particular thanked their friends from Belgium . France and the Netherland s for support to those German controllers sti ll being affected by disciplinary action .

Committee B again went through its long and very intere sting agenda of technical / profe ssional items . Chairman at this , and many of the subsequent conference s. was John Saker, UK. Main items discussed were:

Melbourne - Emu Bott om Homestead : attent ive watchers wonder whether President Man in will succeed to catch the returning boomerang

THE CONTROLLER / JUNE 1986

The Technical Policy Statements 1976 Issue were accepted .

The report on preparation of IFATCA working papers and briefing material for the 9th ANC was accepted.

New policy and proposals for amendments to PANS / RAC on SSR procedures were accepted as policy.

Member Associations were asked to provide feedback on the effecti veness of flow control during the peak summer traffic together with any proposals for improvement for the following summer.

Progress in the development of Airborne Collision Avoidance Systems with particular reference to their use in high density traffic areas was to be closely monitored.

Policy on ' Linear holding ' was amended.

Detailed discussion of the subject of · Effects of automation on the controller and the ATC system· led to a subject breakdown of this comple x field: a) The reliability des ign ed to a failsafe capac ity; b) Controller training ; c) Man /machi ne interface; d) Interfacing (military/ civil, state to state , system to system); e) Futur e advancement of automation (area navigation, flow regulation, automatic data exchange, conflict predic tion. supersonic transport).

SC I was charged to prepare a policy paper on 'Simu ltaneous use of parallel runways·.

The discussion of speed control led to a number of definitions ; a paper on the subject was accepted as guidance material.

SC I was to monitor progress IFALPA made with proposals to change rad iotelephony phraseologies and the plan to implement an International Aviation Communi cat ion Week. A number of contro llers opposed this plan on the grounds that 'proper RTF phraseology shou ld be used 52 weeks per year '.

In the wake of certain problems in Canada over bilingualism the subject of a ' Universal Langu age of ATC Com-

M elbourne - Emu Bott om Homestead : Ray Alexander (Austral ia). Willy Katz (Israel) and George Anth onio (Ghana) relax after a busy week.

5

munications· brought about very lively discussion. A statement that English should generally be used by ATS serving international flight operations found a very thin majority only .

The conference expressed its concern over operational problems created by open transmitte rs on ATC RTF frequencies ('block ing · of frequencies).

Corporate Members were inv ited to study technical solutions to the problem.

Commi ttee C Egbert Just . Chairman of SC IV fo r many years. chaired this Committee. Topics dealt with were: A paper on ' Medication in ATC' was accepted as guidance material; a number of recommendations were accepted as policy.

The project of the SC IV Library became ·operationa l'.

Papers on ' Premises in the design and layout of ATC-equipment and ATC operations rooms', · Intimidation of air traffic controllers·, 'Training content and methods ', 'Interrelation of recruitment and training with automation·.

'Type of psychological testing used for ATC recruitment' and ·Advance training. assessing, rating and checking of ATCOs' were accepted as study material.

Controllers· liability and means by which an International Convention may be introduced through ICAO was discussed at length. A paper containi ng a draft convention of 20 articles intended to be introduced through ICAO was accepted .

A paper on 'The air traffic controller in aircraft accident investigation as a source of info rmation, a factor. and investigation participant ' by H .H .

Henschler on behalf of the Canadian ATCA and PATCO (US ) was adopted. 'It was considered by the MA s present in Committee C to be a most professional presentation .· Nicosia

Like pearls on a string annual conferences had become a certain routine for most participants. Procedures were well established . the machine normally ran without too many problems.

The 16th Annual Conference, held 25 to 29 April 1977 in Nico sia, Cyprus , was no exce ption to the rule. Although the island had seen fighting shortly before everything was - on the out side - quiet and peaceful. well organized as usual. The Open ing Plenary was held at the National Theatre. working sessions were at the 'Cate ring Institute and Hotel', a tra ini ng establishment for future waiters , cooks and hote l managers. Student s showed throughout the conference that they had achieved a high level of profe ssional skill .

Comm itt ee A passed the following recom mend ation s on to Plenary , where they were adopted: Bahamas , Brazil, Fiji. Senegal and Tunisia were accepted as members of IFATCA. 6

Lyon - Committee A voting while the Swiss delegation is yet undecided.

Brian C. Jones, UK. was appointed temporar ily as Editor of 'The Controller'.

The change in Editor required a change in SC II as we ll: Germany assumed responsibility for this Standing Committee, assisted by France with regard to Public Relations .

The affiliation fee was fixed at SFr. 5 per capita on the declared professional membership of an association. The maximum payable was and sti ll is SFr. 3500.

An IFATCA Membership Card was to be produced for all individual members of the Federation, including Corporate Members .

A number of By-Laws on financial matters were amended.

By-law s were also ame nded to reflect the fact that the Federation had been regi stered in the Swiss Commercial Register.

Papers by SC VI I (Ted McCluskey) on · Procedu res for Constitutional Changes· and ' Interpretation of the Constitution· were accepted as By-Laws and included in the Manual.

Based on a paper · Freedom of action of membe rs of th e Executive Board' amendments to By-Laws on nomination and election of the Executive Board were accepted. The aim was to clarify the relations between a member of the Board and his parent association.

By-Laws on 'Relations with the Media ' were accepted and included in the Manual.

Region s were invited to hold at least one Regional M eet ing per year.

Being held at one of the trouble spots in the eastern Mediterranean area the conference adopted the fo llowing Resolution: 1 . · I FATCA declares that the unauthorized operation of " Ercan ACC' · (in the part of Cyprus occupied by Turkish armed forces) within the

boundaries of the Nicosia FIR is illega l and liable to create hazardous effects to air traffic in the eastern Mediterranean .

2. ' IFATCA requests that ICAO take all necessary step s to ensure the immediate cessation of all dangerous and illegal acts withi n the Nicosia FIR. 3. ' IFATCA requests IATA and IFALPA to ignore comp letely the so-called Ercan Centre and app ly normal ICAO procedures whilst operating in the Nico sia FIR.' Committee A was then informed that a number of MAs had co ntribut ed to a fund established to assist a Yugoslavian controller found guilty and jailed for his involvement in a collision between two airlin ers at Zagreb. Yugoslavia.

Committee B decided: That a major review of IFATCA (technica l) po licy shou ld be carried out by SC I. That the method of development, adoption, and promulgation of Regiona l Technical po licy be examined by SC I in consultat ion w ith Regional Councillors.

After working papers for the 9th ANC had been submitted to ICAO a number of subjects were she lved for the time being, i.e. removed from the SC I work program.

Even after long discussions on the subject of 'Civil/ Military Integ ration of ATC' it was impos sible to achieve mutual agreement on policy. The paper was referred to SC I 'for due consideration of all aspects, in coordination w ith SC IV . Apart from purely te c hnical/ professional aspects a number of directors saw considerable problems on the socia l side of this subject.

A paper on 'Si multaneous use of parallel runways' was adopted as guidance material .

A paper on linear holding , now changed to ' En-route absorbtion of terminal delay' also was accepted as guidance material .

THE CONTROLLER / JUNE 1986

The subject of ' Rationalization of cruising levels based on aircraft performance· was accepted as guidance material. It was. however . to be studied further on a regional level.

Committee C: Accepted a paper 'The Controller 's Concern · for presentation to the ILO Tripartite meeting on Civil Aviation (to be held in December 19 77).

Eurocontro l Guild was asked to take responsibility for SC V in the person of Adrian Enright who. in subsequent years did an excellent job to formulate IFATCA' s policy on training of air traffic controllers. ' Limitation of Legal Liability· and 'C ivil liabilit y of the contro llers· were papers accepted as study material.

MAs were again encouraged to 'make every effort to include controllers in national delegations to the ILO Tripartite meeting in Geneva·.

Member Associations we re to 'press on their administrations · to begin or continue med ical study on the wo rk of the air traffic cont roller .

The traditional excursion at the end of the conference gave participants an opportunity to visit the old historic sites of Knossos and Curium (Roman amphitheater) and to taste some of the liquid products of Cypriot indu stry at Keo·s, Lima ssol.

Starting at Copenhagen. 1978. it was decided to produce a comprehens ive conference report in today· s form. Assuming that most readers have these reports available I propose not to go into details but to c lose this report with some general. and very personal. remarks on the first 25 years of IFATCA. We have seen how the Federation grew from a relatively sma ll · Europ ean Baby' to an important professional organization of global impact. I very often ask myself whether it all has been worth the effort.

Did we do the right things at the right time, could we have done much better? Are we stil l on the right track? It would ce rtainly be difficult to give 'yes· or · no· answers to these questions. It is my firm belief that IFATCA is a necessity , that its objectives are correct and that the Federation is a valuable organization to make the profession and its inherent problems known to a wider public. It is an exce llent means to take influence in the formulating of Int ernational Standards and Recommended Practices that have an impact on the controller's work. By this we can make our own life a lot easier. - We certainly could have done better. It must be remembered. however . that IFATCA is an organization of professionals who have their main job in co ntrol towers . area control cente rs or occasiona lly - management offices. All work for the Federation is done in the time we normal ly refer to as ' leisure' time. Conside ring that. and the fact that we were beginners with littl e or no experience in the first few years we have nevertheless achieved quite a lot .

We now have the experie nce . the co ntacts . the knowledge on how to achieve things. The Federation has grown up . So there w ill be no excuse if we do not set ourselves new and higher goa ls.

THE CONTROLLER/ JUNE 1986

Nicosia - Adreas Papathomas. President of Cyprus A TCA formally opening the I 9 7 7 An nual Conference.

Nicosia- Committee A at work. Front row Berenger and Oudin, France . McClusky and Bartlett. EGA TS. Moh amed Amin and Nadem Riad. Egypt.

Nicosia - Delegates from Ireland. Israel. Portugal, The Netherl ands and others listen carefully ro explanations from the head table.

7

The simple fact that there is a forum where controllers can meet their colleagues and friends (you make many of these over the years!) once a year and that people from anywhere in the world coming to conferences 'speak the same language· is an invaluable asset. Personally I also felt that work in the Federation was an excellent preparation for controllers who eventually make their way to management ranks. It is amazing and rewarding to see how many people you have known for many years you meet at an ATC-related ICAOconference. In many cases this has a very positive impact on results achieved by these meetings.

One of the things each of us can do better is to consider the annual conference what it should be: a milestone where decisions on work that has been done throughout the year are taken. The innovation. the elaboration on detail. etc. is done at home. Directors coming to the conference should be well informed and briefed. have read conference papers and know the Manual i.e . procedures. As in any other international meeting a lot of understanding and tolerance. goodwill and sometimes imagination is required if results that really improve things are to be achieved.

The profession of air traffic contro ller is more than just a job . We can help to make life safer and easier for many people by

Grumman Team Wins Joint STARS Contract The US Ai r Force's Electr onic Systems Div ision. Air Force Systems Command. selected Grumman as prime contra ctor for the Joint Surveillance Target Attack Radar System (J oint STARS) . a system to be dev eloped for the US Army and Air Force. The contract's va lue 1s $ 657 .OOO.OOO. The Grumman team includes Boeing Mili tary Airpl ane Company . Wi chita. Kansas. and United Technologies Corporation· s Norden Systems D1v1 s1on, Norwalk . Connecticut .

Joint STARS is an airborne surveil lance syste m designed to detect and locate ground _target s and guide airc raft and missiles against enemy armo red and support force s. Its m issions w ill be to support both Army and A ir . Forces in co untering enemy thrusts' into fnendly countries. J oint STARS tact ical impact wil l allow ~ommanders of Allied Force s gain t he electro nic _high ground ' to counter mo re effect ive ly the opposition, s tactica l moves.

Joint STARS co mbi_nesan airborne mu lti-mode radar w ith high-speed d ig ita l sign al I data processing . disp lay. and airborne as we ll as groundbased co ntroi. Boeing wil l modify 707 -type airframes to accep t the 8

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always remembering we are there to provide a service. In that way it is also very rewarding.

I sincerely hope that a younger generation of truly professional and dedicated controllers will find the drive and enthusi-

asm to continue what has been started and to shape the Federation into an even better tool that will help to make international aviation a safe and expeditious means of communication between people around the world.

radar system which will be built by Norden. Grumman will then integrate and install the various subsystems into the aircraft. develop associated software systems. and conduct the test program.

Grumman is establishing a new operating division. Grumman Melbourne Systems. to implement the Joint STARS program. The division w ill be located in Melbourne. Florida.

The Company will initiate the development phase of the program at its Long Island. New York. facilities while const ruct ion of the new assembly and test facility gets underway at Melbourne.

Mr. Malik said. 'These grew by 3 7 .4 percent during the year to total $ 21 million in revenue.· Mr . Malik predicted a continuing expansion for Air-India. He said that last year the airline carried 1 .66 million passengers. With 8.1 billion sc heduled passenger kilometers. Air India ranked fifteenth out of the 135 member airlines of the International Air Transport Association (IATA).

With its two domestic sister airlines . Indian Airline s and Viyadoot, India now operates a bigger and more so phi sticated airline system than any other developing country.

Mr . Malik revealed that the recent tragic loss of an aircraft through presumed terrorist action had not affected the airline's operations in Europe. ' Our flights from Europe are all operating fully booked and our forward booking pattern is excellent.· he said. 'S tepped-up security measures have been introduced to add to a safety record which after more than 50 years international flying experi ence. is fully comparable to any other major airline.· Mr . Malik added th at following the recen t purchase by Air-India of an additional six Airbus aircraft for its fleet. consideration was now being given to using them on scheduled serv ices to and from India to Frankfu rt. Geneva and Rome in 1 986.

Record Year for Air-India Air-India enjoyed another record year in 1 984 I 85 - and prospects for the current year look even better.

Result s for the year showed total traffic revenue of $ 644 million - a growth of 6 percent over the previous year. which was itself a record for the airline.

Nowhere has the growth pattern been more sati sfactory than Europe where revenues c limbed 8.89 percent to a total of$ 58 million. revealed Mr . Hari sh K. Malik . Air -India Regional Dire ctor for Europe. 'A very large contributory factor to our progress in Europe has been in cargo operations·.

THE CONTROLLER / JUNE 1986

AT C/ AIR D EFEN CE

When itcomesto airspacemanagement Ferrantigivesyou more room formanoeuvre.

You don't need us to tell you about Ferranti ATC systems and simulators, military and civil. Nor about Ferranti Air Defence Systems .

These have been around long enough to have won a majo r international reputation for performance, reliability and flexibility.

It now makes sense to combin e them into a totally integrated system so that air defence and civil/military air traffic control information can be co-ordinated in con junctio n with all available sensors .

This Ferranti has now done, in its Airspace Manag ement System .

'Jhe advantag es are obviousefficiency and less duplic ation of sensors . Savings are mad e in display proc essing, communic ations and data handling equip men t.

Trainingi s mad e cost effective and realistic, when you us e th e modular simul ator an d Voice Activated M anagement System .

Th e softwar e plays a vital role in everything , and here, of course, Ferranti is unequall ed .

If you need more room for mano euvre, conta ct Ferranti , th e leaders in C 3I systems expertise.

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THE CONTROLLER/JUNE 1986

This decision was very positively commented on by the observers of the international aviation organisations. who took great interest in the foundation of IFATCA. M. Pujade (ICAO).

Mr. Gilmore (IATA). Capt. Jackson (IFALPA). Mr. Soward (EUROCONTROL) rendered very helpful advice during the whole Conference which contributed essentially to the successful accomplishment. Their hearty addresses at the Inaugural Meeting created encouragement and confiby Walter Endlich. Germany dence among IFATCA's Directors and Elective Officers who are well aware This is a reprint of an article on the foundation of IFATCA which was first that the task they are confronted with issued in the magazine 'Der Flugleiter· of the German Air Traffic Controllers· is by no means a simple one.

Association (VDF) in December 1961 Objects of the Federation. as Walter Endlich was the Editor of The Controller' from its foundation in 1961 mentioned in the Constitution and Byuntil 19 72.

Laws are 1. To operate as a non-profit and nonpolitical federation of Air Traffic Controllers· Association; 2. To promote safety. efficiency. and regularity in International Air Navigation; On the 1 9th and 20th of October uled for 19th and 20th October 3. To assist and advise in the devel1961 delegates of 12 European Air 1961. opment of safe and orderly systems The national delegates came to Traffic Controllers Guilds and Assoof Air Traffic Control; ciations founded the International Amsterdam to found a European Fed- 4. To uphold a high standard of Federation of Air Traffic Controllers eration. When. however. during the knowledge and professional efficourse of the conference. it became Associations in Amsterdam. J.W.F. ciency among Air Traffic ControlBacker. Director-General of the De- apparent that about 19 other nations lers; partment of Civil Aviation in the had expressed their intention to join 5. To protect and safeguard the indiNetherlands delivered the opening the federation. and whereas an intervidual and collective interests of address at the Inaugural Meeting national federation provides a much the Air Traffic Control profession; which took place in the most beautiful , better basis to cooperate with other 6. To make mutual benefit affiliations 'International Cultural Center'. an international aviation organizations. with other international profesthe assembly spontaneously passed ideal environment for this ceremony. sional organisations; When the Delegates ratified the the following resolution: 7. To strive for a world-wide FederWhereas. the objects. functions.

Convention · a new baby was borne'. ation of Air Traffic Controllers· Asas IFATCA President L.N. Tekstra put and problems of Air Traffic Control are sociations. it. At the same time a landmark was of similar nature in all countries irreposted on a road of international co- spective of national boundaries, and In order to follow these aims and Whereas, during the Constitutional operation which is paved with n~ver objects. the Federation will: Conference it became apparent that a 1 . Closely cooperate with national ending efforts. mutual understanding. idealism. and a firm belief in inter- number of national Associations outand international aviation authorside Europe are interested in joining national aviation. ities and other institutions or perThe roots of IFATCA reach far back. an international air traffic control fedsons concerned with air navieration. and gation; Almost a decade ago Jakob Wachtel Whereas. the foundation of a re- 2. Assist in the development of new started corresponding with Air Traffic Controllers all over the world to ex- gional European Federation would procedures and facilities necessary plore the possibilities of an Inter- unnecessarily restrict such federation an~ useful_for the safety of International Air Traffic; national Organization. Professional from accepting affiliations from outgroups were independently establish- side Europe; and 3. Collect and distribute information Whereas, confining the activities of ed in different countries and exchangon professional problems and developments; ed information on Air Traffic Control the federation to a certain region and related subjects. Then. in could unduly hamper the establish- 4. Levy affiliation fees. annual subscriptions. and charges upon its November 1959. delegates of 14 ment of worldwide international recountries gathered together in Frank- lations; Member Associations to provide Now Therefore. the Constitutional furt am Main. Germany. and declared the funds for an effective management of the Federations activities; their intention to found a European Conference resolved to change the Federation of Air Traffic Controllers originally intended name of the feder- 5. Issue an official journal and other publications for the purpose of Associations.

In San Francisco. ation from 'European Federation of Air promulgating and advancing mat1960. the US- and Canadian Associ- Traffic Controllers· Associations· into ·International Federation of Air Traffic ters of Air Traffic Control; ations were informed on the activities 6. Sponsor and support the passage in Europe and took great interest in an Controllers· Associations· The Constitution. Convention and of legislation and regulations which International Federation. Meanwhile.

By-Laws have been amended accordwill increase and protect the safety a Working Group prepared the founof Air Navigation through the imdation of IFATCA. which was sched- ingly.

International Federation of Air Traffic Controllers' Associations Founded in Amsterdam

THE CONTROLLER/JUNE 1986

11

provement of working Conditions in Air Traffi c Control.

The Federation appointed by unanimous vote the following Elective Officiers: L.N . Tekstra, Chairman of the Netherlands Guild of Air Traffic Controllers, as President of I FATCA .

H.W . Thau, Chairman of the German Air Traffic Controllers Association, as General Sec retary of I FATCA .

M . Cerf, General Secretary of the French Air Traffic Controllers Association as First Vice-President of I FATCA. R. Sadet, Vice-President of the Belgium Guild of Air Traffic Controllers , as Second Vice-President of IFATCA. H. Thrane, Treasurer of the Danish Air Traffic Control Association, Editor of · Der Flugleiter', as Editor of the IFATCA Journal of ATC.

It was resolved that Cologne/ Bonn Airport be the Headquarters of IFATCA. It was further resolved that the present German ATC Journal 'Der Flugleiter' shall represent the common IFATCA Air Traffic Control Journal. The name of the Journal will be changed accordingly .

Several Working Groups were established to tackle with the immediate problems. Results of their activities will be submitted at IFATCA's first Annual Conference, which will be held in Paris, April 1962.

IFATCA is much indebted to the Netherlands Guild of Air Traffic Controllers who has so skillfully organized the Constitutional Conference. Our Dutch friends have not only, with considerable efforts and through careful preparation , provided for the basis to carry through the extensive agenda most efficiently ; many extra

considerations and the warm hospitality we had the pleasure and the privilege to experience in Amsterdam have made these two days an event we shall never forget.

On behalf of those in attendance at the Constitutional Conference I sho uld like to convey sincere thanks to the Municipal Authorities of Amsterdam , Hollandse Signaalapparaten N .V., The Decca Navigator Company, lnternationale Navigatie Apparaten, the operating agency of Schiphol Airport, press, radio, and television , and the many others who took such great interest in I FATCA and wholeheartedly cooperated to make the Constitutional Conference a success.

At the same time , on behalf of IFATCA I express our gratitude to the international and national observers for their useful advice and their most encouraging addresses .

New Terminal at London-Heathrow

SeN 1ce Start at Heathrow ·s Terminal Four Heathrow A,rport ·s Termmal Four started service m April 7986 . The new terminal 1slocated on the southern edge of Heathrow A irpor t and is separated from Terminals 7. 2 and 3 by the a,rport runways.

This new terminal has 76 gates . 72 check-m desks and 24 ticket sales desks plus separate check-in facilities for Concorde passengers . British Airwa ys inrends to use Terminal 4 for all the,r long-haul flights , fligh ts to Am sterdam and Paris and their Concorde flights. Other carriers usmg the new rerminal are KLM. NLM and Air M alta.

As high traffic density will make ir difficult to transfer aircraft from terminals 7. 2 and 3 to terminal 4. Bri11 s h Airways. the only carrier using term inals on both sides of the runways. wdl try to schedule the,r a,rcraft into and out of the same terminal when at Heathrow Terminal 4 1sdesigned to handle 4000 passengers per hour and is connected to the London subway as well as to the highway that circles London .

12

THE CONTROL LER/ JUNE 1986

AIRCAT At Thomson-CSF , we are a step ahead when it comes to design ing air traffic contro l syst ems: we have bee n do ing it for the last quarte r of a century on eve ry co ntin ent under the su n.

At Thomson-CSF , we are a step ahead when it comes to building the air traffic contro l syst em : we design , deve lop an build the comp let e range of equ ipm ent ourse lves, in our own factories-detection , comm unications, processing and analysis of dat a , th e same app lies to our adva nc ed soft ware we ca n ca ll o n unprecedented industri al capac ity and know-how in the field , o ur cons t ant involveme nt in resea rch and deve lopm ent has been rewarde d with co ntinuing exce llence .

At Thomson-CSF, we know how to adapt breakthrough t ec hnology to existing materials and procedures and can thus improve, co mpl et e or update air traffic control systems .

When it comes to air traffic control, our perfect mastery of applied syst ems has been demonstrated every day for the last 25 years .

DIVISION SDC SYSTEMES , DEFENSE ET CONTROLE 40 , rue Grange-Dame -Rose BP 34 92360 MEUDON-LA -FORET FRANCE - Tel. : (1) 46 .30 .23.80 Telex : 270375 F.

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Inaugural Speech held by L.N. Tekstra, The Netherlands , at the Constitutional Conference in Amsterdam 1961

The first official function of the Elected President of IFATCA was one of the easiest po int s for the worki ng group to decide upon: this shou ld be the inaugural speech at this meeting.

There appeared to be only one difficulty, namely the fact that the president would be elected on the day prior to this meeting, which wou ld not give him much chance to prepare his speech. When I was approached for the candidature of president of the federation for the first year of its existence, I realised that the success of this first official meeting would greatly

depend on the publicity given to this event and also on the way IFATCA would be presented to the wor ld of aviation. . This speech has therefore been quite a headache to me in the last few weeks, because I am not at all sure whether it is possible to explain the character of a new-borne baby immediately after its arriva l. Nevertheless I can make an effort to exp lain to you how this European family of air traff ic controllers has made the preparations for today's arrival and what we expect of it in the future.

Before going into detail about the objectives of the federation we are about to inaugurate, I would like to welcome our guests of this afternoon, who by their presence show their sincere intere st in our profession.

In the first place, however, I would like to t hank the munic ipal authorities of the city of Am sterdam, and the representative s of the aviat ion ind ustry who are present here, for their loyal coope ration in the preparations and their co ntributions to the success of th is first IFATCA conference. I would like to do t his in my present dual capacity of pres ident of IFATCA, and c hairman of the Netherlands Guild of A ir Traffi c Controllers .

On beha lf of the founder -memberorganisat ions I would like to express our grat itude to the Secretary-General of ICAO . the Technical Director of IATA and the Director of the EUROCONTRO L Association for the ir posi14

L. N. Tekstra

tive reply to our requ est to send an observe r to our confe rence. We extend a hea rty welcome to the gentlemen representing these organisations and we sin cerely hope th at their atte ndance wi ll be the beginning of a sound relationship between IFATCA and the organ isati ons they are representing here.

One of our guests is Capt. Jackson, the executive sec retary of IFATCA, the International Fede rat ion of Airline Pilots Assoc iation s . Both pilots and air traffic co ntro llers speak a common language and their c lose relationship operatio nally gives rise to rat her great expectations for the future relationsh ip betwee n ou r fede ration s .

Although there is distinct diffe rence between the objects of o ur organizations, there is also much we have in com mon, espec ially our common conce rn for Safety in Air Navigat ion Capta in J ackson, we have already experienced you r coopera tion from the first day we sta rted th inking of IFATCA, and in a not too distant future we hope to be able to assist you in tackling our common prob lems .

Our next welcome is directed toward s those national av1at1on authorities that have accepted our invitation to stand at the cradle of this youngest of international aviation organisation s. W e know by experience, that in this field nothing can be accomplished without the cooperation, of the responsible national authorities, who are at the same time the employer s of the preponderance of Air Traffic Controllers . This double relationship sometimes gives rise to difficulties on a national level . We sincerely hope that our international acti vities will help to foster a good relationship between controllers as professional men and the international and national av1at1on authorities.

IFATCA does not intend to interfere with the national relationship employer-employee , which in our opinion should be left to the national trade unions , whose prime interest is the social welfare of thei r member s. I'll digress on this point later on. We also bid a hearty welcome to the gentlemen of press , radio and television .

Until this moment Air Traffic Control has been a kind of 'secret services'. The public in general , and the flying public in particular, are hardly aware of the safety services rend ered to aviation . One of our greatest con cerns is the public ity given to our profession . We would like the public to know that it is, after a II, a quite remarkable fact th at, thank s to air traffic control, thou sands of aircraft are flown safely everyday around our globe. The sc;1fetyreco rd of aviation compared to other means of transportation ranks quite high . Neverthe less the yearly toll of victims of road traffic is sma ll new s compared ¡to an aircrash. It must ind eed be hard for th e public to accept the fact th at aviation is comparably safer than road traffic, as long as this one track minded publicity is continued on a larg e sca le.

Therefor e we we lcome thi s opportunity to ask the professional publi c ity men to level the balance by giving the public reliab le inform ati o n o n the numerou s cares taken for flight safety by the air tr aff ic services.

Among our guests t oday we we lcome many represe ntat ives of airline companies. We we lcome these ge nt lemen because we know perfect ly we ll, that w ithout airlin e compan ies there wou ld be no air traffic and therefore no air traffic contro l eith er. It is a we llknown fact that the se companies are at this moment havi ng a hard time try ing to fill up the extra seats that have become avai lab le by the introduction of jet-transports. No doubt this problem w ill be solved in the next few years.

THE CONTROLLER/ JUNE 19@6

Having experienced the difficulties of the introduction of jet-traffic in ATC, we do hope that the present crisis will be a major consideration in the pace of development of supersonic aircraft.

This may in turn give ATC a better chance to get ready for the next era in civil aviation.

Last but not least we welcome the air traffic controllers, members of the national associations who are present at this meeting. It is their voice on professional problems which IFATCA intends to make heard at an international level. We know that they are daily doing what is possible and very often even that which appears to be impossible, 'to safeguard, expedite and maintain an orderly flow of air traffic'.

This is a very concise definition of the controllers· task, and this brings me to my main task of this afternoon. namely to explain to you why we found our federation and what we intend to do with it.

The main constitutional principle of IFATCA is that of cooperation on technical professional matters. the fundamental objects being the furtherance of safe and efficient air navigation and protection of the common professional interests. In negotiations with national and international authorities we have met with some doubt with regard to the technical pureness of the objectives of IFATCA. Some of the objects appear to give rise to the suspicion that IFATCA will deal with trade-union affairs.

I am not giving away a secret when I say that the ATC profession is in most countries not one to get rich in. In many countries the social status of the profession is very low compared with its responsibilities. It is therefore quite understandable. that some national authorities, who are best informed on terms of employment of controllers. approach the federation with a certain measure of suspicion. Is it not natural to assume that the first interest of the controller in his profession is the question of how it pays off? At first glance this question must be answered with a sincere affirmative. and there cannot be any doubt about the fact that this consideration has greatly contributed to our feeling of belonging together. which in turn resulted in the Frankfurt meeting of November 1 959.

One of the indispensable qualities of the profession. however. is common sense. We do not regard the objectives of trade unions by any means dishonourable. but as this federation is a federation of national associations it is quite clear that its objects can only be those which they have in common.

As some national associations are purely technical, whilst others nationally perform the dual function of technical association and trade union, it has been a principle of the working group and of yesterdays constitutional meeting to ensure that IFATCA shall .not be a federation of trade unions. but a purely professional organisation.

IFATCA excludes from its activities all matters which are the prime object

of trade unions or staff associations.

Although it will now be clear that IFATCA cannot be a trade union, it will be equally clear that it is a practical impossibility to draw a clearly defined dividing line between the fields of activity of trade unions and a professional organisation like IFATCA. They are bound to overlap on certain issues which they approach independently from different angles. in accordance with their distinctive constitutional principle. Certain aspects of trade union activity. generally ranked by them as of secondary importance, are for IFATCA of prime interest, take for example professional training and advancement of professional knowledge.

Where IFATCA declines activity on matters which are the prime object of trade unions. we consider this to be their national negotiative capacity on terms of employment.

IFATCA reserves the right to study independently all matters which have a direct bearing on its main constitutional principle of safety in air navigation. As such we consider for instance professional training. working conditions. by which we mean the environmental factors affecting personal efficiency, medical checks. pensionable age. etc.

If resolutions on these subjects should be passed. they are intended to serve as recommendation to international and national authorities. It would be of little use to study subjects and pass resolutions on them, when

The chairman and the board of·~ "Netl:ier}p.nds Guildof Air 'l'taffi1:; Controllers", on behalfof the Fou11der-Member-.Asseciali:i0.ns ef "0.ATC.A",. · t\equestthe pleasureof yow e~Pail'Y at the

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THE CONTROLLER/JUNE 1986

15

Covering a landscaped area of 240 km 2, the new King Khaled airport at Riyadh is the largest international airport in the world .

Four triangular-shaped marble and glass terminals can handle an estimated traffic volume of up to 15 million passengers per year, while a vast fully-automated cargo centre can serve three B747's simultaneously.

Then there's a beautiful mosque for 9000 worshippers and a superb housing estate for airport personnel and their families.

In fact, King Khaled International airport exemplifies Saudi Arabia's well-deserved reputation as the 'Kingdom of magnificent airports'.

Technical facilities are equally impressive. Many of them supplied by Philips: long- range radar and fully-automated flight plan processing for ATC;'Dynavision' X-ray baggage inspection; and an optical transmission link between the airport and Saudi's public telephone network.

You will also find Philips contribut ing to efficiency, safety and security at other major airports the world over.

With AEROPPswitching systems for AFIN an d CIDIN, securely handling vital information such as: flight plans, Notams, OPl\1ETdata, departure / arrival messages , and ATC data. And voice logging systems for recording air-ground convers ations.

Terminal, apron and airport lighting , including mobile and portable airfield and heliport lighting systems . And high-definition ground movement radar, ASDE,to monito r,con trol and co-ordinate all airfield movements.

Write for our new Aviation broch ure to Philips, CPMS, Eindhoven, The Netherlands.

Philips. The sure sign of expertise worldwi dee

PHILIPS

no reasonable chance exists for sorting out the problems and determiadoption. Therefore a sound relationnation of priorities. It would be rather ship between IFATCA and the interunrealistic to try and solve every probnational and national avIatIon lem simultaneously. authorities is a condition for successA clear statement of the problems ful activity of our federation. The ob- will reduce half the work of coming to jects of the federation are further a solution. We intend to form working defined in its Constitution and Bylaws, groups or standing committees. but they are based on the articles of which consist of a number of memthe Convention. to which I would now bers of the same national association, like to give some attention. In acceptto collect all information on a given ing the first article. the member as- subject in order to study this informasociations bind themselves 'to pro- tion material and prepare working mote. maintain and enhance the stat- papers to be distributed to member ure of the air traffic control profession associations or to be presented at an and to develop and disseminate IFATCA conference, where it can be knowledge of the control of air traffic discussed as basic material to deterin all its phases and applications'. This mine IFATCA policy. task, taken up voluntarily. calls for a The second and third article simply good measure of idealism. a quality define the principles of the federation: which appears to have become a rare cooperation and exchange of inforasset of humanity, especially in the mation. This hardly needs any amplifibetter-off countries of our Western cation, but it will be clear that some hemisphere. Only the future can prove form of effective management must whether the air traffic controllers who be found, to make possible this coopfounded this federation expected too eration and exchange of information. much of the individual members of our We shall have to learn by the proved national associations. We fully realise method of trial and error, and this prothat we have a great variety of pro- cess will undoubtedly take time. fessional problems which call for a We have already learned that it is solution. We do not have the preten- not all easy to communicate on paper tion to know all the answers. but we only, although this is certainly the have reason to believe that we have cheapest way. Communication and inside knowledge of the questions. transportation will be the most moneyOur first effort shall be directed to consuming items on the federation's

Subscription Form Please return to: 'The Controller', P. 0. Box 196, CH-1215 Geneva-Airport, Switzerland I subscribe to 'The Controller': Surname Forename Street Postal code Town Country

D Cheque enclosed D Against invoice Block capitals please Rate for 1 year (4 issues) SFr 20.-, plus postage and packing: Surface mail: Europe and Mediterranean countries SFr 4.20, other countries SFr 5.40 Airmail: Europe and Mediterranean countries SFr 6.20, other countries SFr 10.60

18

Falcons vs Other Birds France has begun experimenting with the use of falcons to reduce bird strikes on air transport category aircraft. The falcons and their handlers from the Alsace province are being based at Paris' Charles de Gaulle airport under a test project jointly financed by the French civil aviation agency DGAC (Direction Generale de I'Aviation Civile) and the Aeroports de Paris. Previous efforts to control bird population around French airports including elimination of breeding and living zones around runways and the use of explosives or recorded bird distress cries as a means to scare away birds - have shown positive results.

budget and this will have a direct bearing on the effectiveness of the fourth article: 'The member associations accept the principle that the federation should be represented at any meeting. in addition to meetings of ICAO, which has under consideration matters associated with air traffic control and that where possible, an observer should be sent to such meetings'.

The words 'where possible' are in this respect very appropriate. especially in the first few years of the federation's existence. Anyway it will be necessary to define our policy before we can succesfully be represented at such meetings. Progress on this item of the articles will presumably be rather slow, although we regard it as one of the major points of the Convention.

These four articles of the Convention form the fundamental issue of IFATCA's existence. It should be borne in mind however, that IFATCA's foundation is only intended to be a first step towards a much farther goal: the ultimate foundation of a world-wide professional federa~ion. Contacts with associations outside Europe have already been made, and in preliminary discussions agreement has been reached on the fundamental objects, which shall be the same as those of IFATCA. We are confident on the feasibility of this ultimate goal, but we realise that it is not just around the corner.

Therefore we start our work in Europe with even more determination, in the knowledge that we are sincerely trying to make a contribution to safety in air navigation, to which the professional life of every air traffic controller is dedicated. Thank you.

THE CONTROLLER/JUNE 1986

Why IFATCA? This article by L. N. Tekstra was part of the introduction to the Constitutional Conference Report Amsterdam 1961

A question that can be put from two sides: from inside and from outside the profession. I will do my best to give an answer to both of them.

International aviation may well be regarded as the most actively international enterprise in our modern world. In fact it is aviation. that has opened the door for world wide internationalism. Air traffic control is an integral part of aviation. and is as such just as international. Airports all over the world are linked by airways. which constitute the arteries of the body of international aviation. the blood of which is formed by the modern airliners.

Safely expediting air traffic is the task of air traffic control. and therefore. ATC may well be called the HEART of civil aviation.

Air Traffic Controllers all over the world are proud of this keyposition of their profession in aviation._The safe passage of traffic under their ~ontrol. an efficiently planned landing sequence. the sense of responsibi!ity for precious lives and goods. all th!s and much more gives them a feeling of accomplishment. which only few professions can offer.

On the other hand they perform their task in most cases under the conditions of government servic~ a~d although official bodies are an indispensable part of democracy. these bodies internally are generally not very democratically organized. Professional controllers feel that they can and should be permitted to play a greater part in the development of their profession. Day after day t~ey experience the uncomfortable feeling to be working a system. which is permanently a few years behind the medium it is intended to serve. Granted that this problem is not the prerogati~e of controllers only. it must be kept in mind. that of all persons concerned with the safety of air navigation. the controller is practically the only one to THE CONTROLLER/JUNE 1986

be confronted with it on a daily routine basis.

This is one approach to the question 'Why I FATCA?'. the answer to this one is. that by a combined effort on an international basis, controllers can make their voice heard in those international bodies. that make the rules for today and tomorrow.

We are well aware of the fact that we do not know all the answers, but we have the pretention to be experts. as far as the questions of today are concerned. One of the best ways to come to the solution of a problem is a clear statement of the problem itself.

At the same time we realise that this is one of the most difficult tasks to set oneself. In my opinion this should be the key to the contribution IFATCA can make to the furtherance of safety in air navigation. which is its fundamental object. I fully realise that this task. taken up voluntarily, calls for a good measure of idealism. and I know at the same time th<:1tthe terms of employment in a number of countries are far from sufficient to foster this idealism.

Why then will IFATCA expect to work without this incentive? This is another approach to the question: 'Why IFATCA?'. and it is worth a good deal of consideration.

Air Traffic Control is a civil service. executed by government authorities.

The majority of ATCOs is. therefore. government-employed and each has the status of civil servant. Terms of employment of civil servants are a strictly national affair; the interests of employees are looked after by the national staffassociations. These latter are so differently organized. that it is a practical impossibility to try and coordinate their activities for a small group of state employees. Nevertheless. the incentive for pure technical work is not confined to pure idealism only. It is an accepted fact. that public recognition of the importance of a profession will ultimately have its ef-

feet on the valuation of the services it renders. Air Traffic Controllers have a good example when eyeing the status of the airline pilot. This profession has started off in the limelight. in the adventurous days when flying was regarded as anything short of suicide.

The development of aviation has gone hand in hand with the daring exploits of aviators. The present day airline captain can hardly be compared to these pioneers. From an adventure. piloting an aircraft has grown up to a technical science. But all this time the figure of the PILOT has been the trademark of aviation; the importance of his profession is internationally recognized and this clearly shows off in its social status.

Air Traffic Control also has to step out of obscurity into the daylight of public attention. The importance of ATC is more and more recognized within aviation. One of our goals must be to spread this recognition of the profession to the flying public. that unknowingly trusts its life to our professional knowledge and proficiency every day. This public deserves our best efforts to promote the profession technically in the interest of flightsafety. Idealism is certainly the purest attitude in this respect. but human nature being what it is. it is not at all unnatural. nor objectionable. that this idealism is mixed with a certain measure of self-interest.

The question 'Why IFATCA?' from inside the profession should therefore not be approached with the 'what can IFATCA do for us' attitude. but in the first place with an attitude of: 'What can we do for IFATCA?' Full cooperation of all members of the federated national organizations is a condition for the ultimate success of IFATCA. When this condition is met. I have no doubt that the profession will gain the public recognition it deserves. with all the consequences of such recognition.

An enormous task lies ahead of us.

The first few years will have to be devoted to the formation of a sound internal administration. with due regard to the very limited financial funds.

It would be very unrealistic to start tackling all problems at the same time.

A good choice has to be made and priorities to be determined. The Constitutional Meeting has given the 'cleared to start engines¡.

I sincerely hope, that within a reasonable time the ¡cleared for takeoff will follow. Although an uninterrupted climb is expected, we all know that a lot can happen before the flight is really on its way.

Godspeed IFATCA! 19

25 Years aterSome Personal

hou hts

by L. N. Tekstra, The Netherlands , President !FA TCA 796 7- 796 7

No doubt I am not the on ly old-tim er who has read w ith great interest t he first three art icles on ' IFATCA' s First 25 years' by Bernh ard Ruth y This series has certai nly served to brush up my memory of the good old days of pioneering in the wo rld of internat ional civil aviation, for which I am very grateful to him. I do not know w hat has led today's officers to the decision to repub lish in this issue of 'The Controller' the inaugural add ress by t he first IFATCA resident, since an exc ellent summa ry is contained in the f irst artic le (Vol 24-3 / '85 ). Can it be t hat their curiosity was raised by Bernhard's closing remark: '\ believe Tek made many fr iend s that afternoon. He said exact ly what had to be said, in controller's langua ge?' Perhaps he was right at the time, but w hat kind of actuality does this speec h have afte r twenty-five years? Even mo re of a surprise to me was the request to try and give my present views on that inaug ural add ress. Being taken off gua rd 1 answered in th e affirmati ve and regretted that answe r quite soon for what was I to w rite after all these y~ars of tu_rbulent deve lopments in the worl d of c ivil av1at1onand especially in that of air traffic contro l!

In order t o unde rsta nd th ... . h e spirit In w h ic the Inaugu ral M eeti ng took plac e I have to take you b k . ac to th e Europe at beginning of the . .

W ar torn Europe had b sixt ies · . b - d. een ene rt ge 1ca11y uI1 ing up its d c it ies and ind ustries · wa evastated general ly kept low p,eoplges were . , e worked ha rd an d h ad no time to corn .

1 t he end of the fift ies thi s po\ic P hain· At owed resu Its, t h e Iean year s came Ys t . o an end and w orker s c laimed recogn ·it · f . . h b . ion or the ir pa rt 1n t e re u1lding effort G . . er_ ma ny ha d. been occ up ied for a numbe r of yea rs. 1t w as no t allowed a national airline and air t raf fi c co ntrol was provided by t he occupyi ng fo rc es Young Germans learnt the trade fro m RAF and USAF offi cers Controllers in ot her 20

countr ies were sent to England for their ATC training at the ATC school at Hurn airfield near Bournemouth. It was there that we began to realize that we we re member s of the same professional family, irrespective of where we came from . And we all had to speak the same language , English .

Our governments had generously t aken up the responsibility for the provis ion of air traffic service s in the wave of inte rnation al goodwill wh ich flourished abundantly in the yo ung Int ernat ion al Civil Aviation Organi sation ( ICAO ). The national repre senta tives at ICAO confere nce s were however less suc ces ful in the tr anslation of th ei r promi ses in national budget s, wh ich led to poorly equipped services.

Aviation stood at the doors tep of the jet age, but ATC was hopele ssly lagg ing be hind both in procedure s and I_n eq ui pm ent. Radar equ ipm ent was still sca rce ly used in on ly a small number of coun trie s and th en ma inly for approac h cont ro l fun ct ions. SSR was bei ng developed and held many prom ises, all of w hich took a long time to come true. Computer s and automat io n were very hesitantl y introd uced and met w ith co nsiderable obJections, even from co ntroller s who viewe d th e new deve lop ment s w ith great di stru st . The number of con trollers was a sma ll percentage of w hat it is today It was in th at uneasy atmosph ere duri ng th e fifti es that nationa l assoc iat ions we re begi nnin g to be form ed .

Mo st of th em w ere based o n t he prin cip le of professiona l coope rati on in order to be able to g ive a co ordinated view point on t he ways and me ans by w hic h the profe ssion was to be developed. The rea lizat ion that th is was indeed an inte rnat iona l prob lem led to the European M eeting at Frankfu rt in November 1 959 and the incep ti on of IFATCA. It took nearly two years for the baby to get born. but neverth eless it was a very sma ll baby th at we de-

livered at Amsterd am in October 1 961.

All of us very we ll knew that this baby was not we lco med with great enthusiasm by national aviation authorities. Our sincere ide alism met w ith a great deal of suspicion on their part. W e knew we needed th em to make true our ideals and therefore we wen t to gre at lengths to explain wh at we intend ed to do w ith our Federation . And thi s atmo sphere set th e tone for the inaugural addre ss by the fir st elected president at his fir st official fun ct ion .

An evaluati on of thi s speec h afte r 25 years require s an answe r to t he qu estion whe th er the idealisti c approach of the founder association s has been success ful. The principle of 'p rofe ssional' organizati on versus international tr ade unioni sm has in my view st ood the te st of time. The Federation proved its abilit y to mak e a valuab le contr ibution to th e wo rk of ICAO in th e ATC field and gained the recog niti on it asked for. It has been ab le to hold its own even when nation al memb er assoc iat ions were imm ersed in indu stri al disputes w ith the ir nation al auth oriti es. Durin g the seventie s PATCOism threaten ed to destroy the professiona l im age of IFATCA but cost ly lesso ns have been learnt during th at period . The professio nal image of co ntrolle rs may have been harm ed severely at time s by abuse s of th eir key posIt Ion in aviati on neverthel ess t he indispensab le ro le of air tr aff ic co ntrol has beco me clear even to the genera l pub lic ATC is no longer a 'sec ret service'.

I do hope t hat many mo re indi vidual co ntroller s w ill in future be foun d w illin g to co ntribute to th e professional wo rk of I FATCA, t o th e be nefit of th e profession, the federat ion and their co lleagues in less we ll-off part s of t he wo rld M y best wishes for t he next 2 5 years I

THE CONTROLLER/ JUNE 1986

sage f

e

esident

by H. H. Hensch ler, Canada. President !FATCA 79 78- 79 8 6

H. H. Hens chle r

The Federati on exist s and act s by and thr oug h t he co llect ive wi ll of its M em ber A ssocia ti ons. It was t hey w ho decided on th e or ig inal Constit ut ion of IFATCA. and th ey co nt inue t o adap t t he Fede rat ion t o cha nging realiti es. It is th e Membe r Assoc iati ons w ho keep th e Fede rati o n alive and who m ust wo rk t o ac hieve th e prof ession's and IFATCA's aims in t heir nat ional co ntexts, and t he Federation w ill co nti nue t o off er any possib le assistance in th eir work.

Effic ient and prod uct ive M em ber Associations not only off er t he great est service t o t heir own members, t hey also contr ibut e great ly t o t he effec ti veness of the Federat ion as a w ho le . In ma ny cases, in t he nat ional co ntext, IFATCA itself is ju dged by the efficiency, success and reputat ion of t he nat iona l Member Assoc iat ion.

The accepted and apprec iated assoc iation is a tribute and a cred it to t he profession and t he Federation THE CONTROLLER / JUN E 1986

Over th e first twe nty-f ive years of IFATCA many of its M ember Associat ions have inc reased th eir own efficiency and t herein lies much of the success of the Fede rat ion. The exc hange of experie nces and knowledge between ou r members , the wil ling ness t o share and t o help, and the ab ilit y to learn and to accept adv ice all con tri bute to furt hering our aims.

The ce lebrat ion of a quarter cent ury of IFATCA invites reflection but it also invites t houg ht s of t he fut ure. Air traffi c co ntro l, st ill a 'y oung ' profe ssion in a 'yo ung' enviro nment, aviat ion, w ill cont inue to face dramat ic changes of technology , impro vements in equipment and standard s.

Air traffic contro llers w ill co ntinue t o contribute to impro veme nts of all aspects of aviat ion and of the profession .

IFATCA is committed, for its seco nd quarter century, to prom ote safety, efficiency and regularity in inte rnational air navigation and to

protect and safeg uard the interest s of th e air t raff ic contro l profess ion.

The Federat ion w ill celebrate it s Silver J ubilee Annual Conferen ce, a m ilesto ne in t he history of IFATCA. w it h t he certa in sat isfi ed knowledge th at the next twe nty-five years of conti nuing development and growth will be based on the efforts of its members and the experiences gained during its f irst qu arte r century.

It is grat ifying to reflec t on the ac hieveme nts of the past, the recognit ion gained, the doors which were opened , the relationships which w ere fou nded and strengthened. It is also a pleas ant challenge to look into the fu t ure w ith the expectation of steady increases in numbers of members , in t he commitments th e Fede ration ac cept s and in the proje cts it und ertakes and part ic ipate s in.

After twenty -five years of existence it is also opportune to recall once again the objects of our Federation A non -profit and non -political federation of air traff ic controllers ' associations, promoting safety, efficiency and regul arity in international air navigation, assisting and advising in the developm ent of safe and orderly systems of air traffic control. promoting and upholding a high standard of knowledge and profe ssiona l eff iciency among air traffic controllers, protecting and safeguard ing the interest s of the air traff ic control profess ion, making mutual benefit aff iliations with other intern at ional professional organizations , str iving for a worldw ide federation of air traffic co ntroller s' assoc iations.

These aims are as valid today as they were when conceived and articulated by IFATCA's founders. Some of them have been fully achieved. the others are coming within reach . How ever, continuing vigilance and effort by all of the Federation and its members are required to ensure that achievements are safeguarded and progress continues to be made by the profession.

21

Airline Portrait

C0 Lufthansa Lufthansa's 60th Birthday

On 6th January 1926. the 'Kaiserhof hotel in Berlin had played host to a distinguished gathe ring which had come together to give its blessing to a 'shotg un wedd ing·: The merger of Deutsche Aero Lloyd w ith Junkers Luftverkehr AG to form t he new Deutsche Luft Hansa Company.

The two companies had been coerced into amalgamation by the government of the day on the gro unds that an end had to be put to their ruinous rivalry. In a simple and very effective ruse. the government enforced the · merger· by slash ing state sub sidies. Among the shareholders in the new Luh Hansa company were the state. regional authorities and towns industry, commerce and banks . ·

lighti ng system . Further progress came t hree years later. when night flyi ng became possible even in bad weathe r. This was due to ongoing development of flight instruments .

Lufthan sa was among the protagon ists of instrument flying : indeed. training co urses in blind flying became obligatory for all pilots in th e winte r of 1929 /3 0. Despite opposition from many of the pilots. who held the idea of b lind flying on scheduled flight s to be premat ure . the tran sition was effected. The technology was already availab le. Although the new equipment st ill left much to be desired in the way of improvement. aviation could now draw o n speed indicators. alti-

meter s. climb and descent speed gauges for use in instrument flying.

Round the World Almost exactly six month s after its foundation , Lufthan sa embarked on the adventure of a 10 .000 kilomete r test flight from Berlin to Peking . The flight was a venture into the un known .

Meteorological information on the region traver sed by the two Junker s G 24s was virtually non-existent. The map s were inaccurate. The landscape was monotonou s. devo id of landmark s to serve as guides. The aircraft arrived in Peking after taking 3 7 days to overfly the vast land mass between Europe and Asia . But the high hope s

The Early Years Lufthansa began sc heduled services on 6th Apri l. 1926. Its oddly assorted fleet was made up of 1 8 different types of plane. but they all flew under the one symbo l: the soa ring crane._ The blue and yellow in the airline livery were taken over from Junkers . . All_ flew, too. toward the same ob1ect1ves: w inter flights. night flights . ex_pansion of the route network to countries outside Europe. The amb1t1ous goa ls were tenaciously pursued. Within less than a month. on 1st May , a Jun_kers G 24 took off from Berlin for Konigsberg (Kaliningrad) the world's first scheduled passen on · h fl . h · ger nig t 19 t service. Luhhansa night flights proved an_ immense success.

The vo lum e of night airm ail and express airfre ight rose sharp ly and. by 1930. the number of light beacons for night flying in Germany had risen to 133. An internation al conference began drafting norms for a standardized 22

A Junkers F 73 engine had to be started by hand.

THE CONTROLLER/ JUNE 1986

generated by success were short-lived: too immense were the difficulties in setting up scheduled flights. at least for the time being. The airports were too primitive. there were no telephone or telegraph links. weather forecasts or emergency landing strips to touch down on when things went wrong.

Excessive red tape in the Asian countries was a hindrance . Plans for a Trans-Eurasian line also foundered on financial problems.

But the Lufthansa pioneers were undaunted. Two years later. in August 1928 . a Junkers W 33 took off on the first flight to Sibiria : from Berlin via Moscow to Irkutsk . A second test flight followed in September. Again. these were mail flights designed to allow pilots to accumulate experience.

Regular mail from China was flown from Peking to Manchoul1 (Inner Mongolia) en route to Euro~e by th_e European-Asian company Eurasia .

Further test and mail flights were organized. including the mute from Berlin to Kabul and the flight of a Focke Wulf Fw 200 ·condor· from Berlin to Tokyo .

Across the Big Pond Alongside trial flights aimed at extending the airways in the east.

Lufthansa also had its sights set on routes in the opposite direction . Preparations were afoot for the flight across the big pond: destination - the United States across the North Atlan tic . The South Atlantic and a South American route network were_ other objectives. Again . it was mail th~t forced the pace of developments in the air industry in a trio made up of plane-ship-plane . In 1930 . Lufthansa began the first mail r_elay a_crossthe South Atlantic : Dornier flying boats took mail from Cadiz to Las Palmas where it was loaded onto fast steamers from the Ham~urg-So~th America Line . Off the Brazilian mainland . another Dornier flying _boatwas waiting to transport the m_ail onward to Rio. The relay trio saved five days .

On 9th November 1936. Lufthansa began the first of three test series across the North Atlantic . The goal: scheduled air services. In difficult conditions : the planes had to battle against wind and weat_her. Their range was limited . and the pilots had to husband the fuel. The starting point of the expeditions were the coastal waters off Faial island in the Azores. There . the Do 1 8 'Zeph ir' was launche~ by catapult from the ' Schwabenland on its way to the seaplane port of Port Washington near New York. After a tortuous flight of 2 2 hour s and twelve minutes through clouds . fog. rain and buffeting storms. the 'Zeph ir' alight ed THE CONTROLLER/ JUNE 1986

safely on the water . It was the first plane to conquer the Atlantic on the east-west crossing.

Leap Across the North Atlantic On Lufthansa 's prompting. Focke Wulf in Bremen developed a new plane: the Fw 200 ·condor· . This was a high-performance long range aircraft with four powerful engines. seating 26 passengers and a four-man crew. It took the ·co ndor ' just 24 hours and 36 minutes to cross the Atlantic to Floyd-Bennet airfield on the first non-stop flight from Berlin to New York. The achievement heralded the postwar advent of intercontinental air services a year before the outbreak of World War II. The trans-Atlantic flight of the Fw 200 ·condor· was to be the last major advance for a time in German civil aviation. Further developments were halted abruptly by war .

Re-birth on Birthday

2 7 years to the day after the foundation of the old Lufthansa . the 'Aktiengesellschaft fur Luft verkehr' - the Luftag air traffic corporation was founded. The Luftag company set up headquarters in rooms at the old Cologne university . Its first job was to acquire aircraft. The plans envisaged a fleet of 1 6 to 24 first-class. brand-new planes. But with equity of DM 25 million . its capital resources were too meager . Private investors showed scant interest in risking their money in an enterprise dependent on subs idi es.

Besides the federal government wi th an 85 percent hold ing . the state of North Rhine-Westphalia and the Federal Railways, only 1 25 private shareholders were prepared to back Luftag.

Douglas was short-listed for purchase of the new aircraft but was reluctant to deal with a company as financially shaky as Luftag . So Lockheed came

A Junkers F 73 is worked over by a ·cleaning brigade·.

No-man's Land in Aviation

The postwar Potsdam Agreement between the Allied Powers barred Germany 'from manufacturing. possessing or operating any kind of aircraft'. The Occupation Statute of April 1 949 banned all forms of civil aviation. prompting a Swiss air correspondent to comment: 'The country. aviationw ise. is no-man's land ., Nevertheles s: moves were afoo t behind the scenes to reinstat e Germany in the aviation industry.

into the reckoning: On 26th June.

1 9 5 3 . Luftag ordered 4 Super Constella tio ns. It also bought 4 twin engined Convair 340s the following Septembe r.

By mid-1954, Luftag had com pleted preparations. Share capital was raised to DM 50 mil lion . The company was re-named after its prewar predecessor ' Deutsch e Lufthansa A kt iengesellschaft' and took over its insignia: the blue and yellow livery and the soaring crane. The only snag: it was sti ll not allowed to take to the air.

23

Weeks -of nervous thumb-twisting were spent idling on the ground. Finally: on 24th November. permission was given for the first two Convair 340s to land at the Luhhansa base in Hamburg. Scheduled flights began barely four months later. on 1st April.

19 55.

The first flight plan was a thin leaflet with details of four weekly flights on German domestic routes. But its information was quickly outdated.

Luh hansa was soon back on its traditional routes. flying passengers to Madrid. London and Paris. A climax came on 8th June when a Luhhansa Super Constellation flew the North At lantic. one of the most competitive intercontinental routes. on a flight to New York. At the end of the first yea r of operation. the young airline had twelve airports in its flight plan . The fleet encompassed four Convair 340s. four Lockheed Super Constellations and two Douglas DC 3 aircraft. The route network embraced a total of 1 3 OOOkilometers.

24

Entering the Jet Age Preparations for the jet age at Lufthansa began in 1956. Despite all the technical difficulties. the transition was smoothly engineered. Luhhansa¡s first B 707 interncontinental jet arrived in Hamburg on 2nd March, 1960 . Only 18 months later.

Lufthansa had made up the head start of many of its competitors . Jets were also introduced on mid-range flights.

The jet age accelerated change Soon. Luhhansa had to upgrade its fleet again to keep pace with technological advance and mounting requirements. As the first airline in Europe. it took steps to ease conges-

tion in the airways by introducing Boeing 7 4 7- 1 30 widebody jets in 1970.

The fleet renewal program continued despite the oil crisis in 197 3: Luhhansa introduced the McDonnel Douglas DC10 in 1974. the European Airbus A 300 in 1976, and the A 31 0 in 1 983. With an order for 15 Airbus A 320s to replace the Boeing 727 aircraft. Lufthansa has charted the path into the future.

From a small company set up in 1955 with eight aircraft. a network of about 8000 kilometers and a workforce of 1 1 3 1 personnel, Lufthansa has grown into a major international airline.

Lufthansa

THE CONTROLLER/ JUNE 1986

FAA Programs to Improve Detection of Hazardous Aviation Weather

by John J. Sheenan

*.

Senior Vice-President Government and Technical Division Affairs. A0PA.

Delays in bringing important It is regrettable that a tragic aircraft weather detection systems on line are accident such as that at Dallas-Fort the product of unrealistic specifiWorth Airport was the catalyst cations which promise performance necessary to bring the issue of accuthat manufacturers have yet to deliver rate and timely weather information in operational equipment. Huge sums once again into the limelight. Unforof money have been and will continue tunately. that accident also had the to be invested in complex weather effect of focusing attention too specifically on the threat posed by measuring and reporting systems which. if ever implemented. will arrive wind shear. too late. Technology will have passed In the US. weather has been cited as a cause or primary factor in four of the wisdom of 1980 by!

This is particularly frustrating to the every ten fatal accidents and two of aviation community since many needs every ten nonfatal accidents in general aviation for a number of years. The not being satisfied today could be if aviation accident rate could be sub- the FAA would turn to commercially available state-of-the-art solutions. stantially improved if accurate and There are many examples of NAS timely weather information were ~ore Plan solutions to user and system rereadily available for both preflight planning and inflight decisions. In ad- quirements. the implementation of dition to these safety cons1derat1ons. which is actually delaying service. or which will provide a less satisfactory weather is the single largest contribualternative to one now available in the tor to delays. _ _ For that reason. I think that 1t 1s private sector. The near-term effect is that pilots are increasingly being demore important to focus on continue? erosion of weather services for all avi- nied adequate access to high quality ation users and FAA's failure to em- weather information. This trend must brace available new technologies as be reversed. There are alternatives. and I believe that this committee's two of the most devastating deficienleadership can point the FAA and cies in the National Airspace System.

Erosion of service continues as NWS in the direction of some of them.

Weather radar. There is no doubt the FAA disregarding congressional guidance. reduces _flight service sta- that advanced weather radar will imtion availability. FacJ11t1es for transcrib- prove airspace system safety. It will ed weather broadcasts (TWEB) and detect weather hazards such as wind frequencies for en route flight advisory and gust fronts. turbulence. mesoservice (EFAS) are constrained. and cyclones. tornadoes. and icing conthe FAA R. E and D plan offers no hope ditions. I'd like to make two important points as I encourage you to press for for great improvement in weather NEXRAD implemeninformation dissemination 1nthe near accelerated term. The most critical element of the tation. weather information system. the 1. NEXRAD will not solve the terbriefer/ forecaster. has been forgotten minal wind shear/ microburst probin the mad rush to automation.

Amazingly, the FAA continues to lem. Anthony Durham. Director of the NEXRAD Joint System Program Ofignore available commercial alternatives to National Airspace System Plan fice. in his testimony. made it clear programs. Their determination to ad- that the use of NEXRAD for terminal here to programs conceived in pre- applications is years from being re1 980 technology denies that the NAS ality. He implied that substantial rePlan is the 'living document' that air- search and development is still necessary and that significant techspace users have been promised. nological hurdles remain.

As I am sure you are aware. 1'helow • The article is based on the statement made by the level wind shear advisory system (LLauthor. on behalf of the Aircraft Owners and Pilots Association (AOPA) to the Committee on Public Works WAS) has demonstrated its limiand Transportation, Subcommittee on Aviation. US tations Enhancement will not permit House of Representatives on October 30. 1985.

THE CONTROLLER/

JUNE

1986

it to satisfy the wind shear/ microburst need. We should not let the FAA commit ·good money after bad' for additional research and enhancement on LLWAS. The FAA suggests that off-the-shelf terminal Doppler radars available today cannot meet FAA specifications for NEXRAD derivative terminal Doppler weather radar (TDWR). True! But how many lives will waiting for that complex solution cost? NEXRAD/ TDWR isn't available today. Commercial alternatives are available that can detect wind shear in most scenarios and can begin providing that service in remarkably short time.

The FAA should select such a system. I believe that an ambitious program could put in place as many as 720 locations within seven months, for less than 70. 5 million dollars.

2. NEXRAD availability has been described in previous testimony as being two to four years away. The FAA NEXRAD schedule implies an even more pessimistic 1991-1996 implementation. We cannot wait that long.

Certainly the delay suggested by the Office of Management and Budget is unacceptable. It is time to force aggressive action to make NEXRAD available.

One additional idea needs emphasis. NEXRAD is not terminal Doppler radar! The issue is not NEXRAD versus TDWR. Each system meets a unique need and is necessary. but the terminal requirement can be met quickly. commercially, for very little money.

Flight service stations. AOPA' s concerns regarding FAA efforts to automate and consolidate flight service stations are well known. You have already heard testimony that Model I FSS enhancements. the first step in providing advanced technology to FSS specialists. have still not been ·certified' by the FAA. Model II enhancements are years away.

Congressional concern about FAA plans to reduce the number of FSS sites led to guidance to the FAA (contained in United States Code 49 USCA 2224) which established the number of FSSs which could be closed and states that: 'After October 1. 1983. the Secretary may close additional FSSs but only if the service provided to airmen after the closure of such station with respect to information relating to temperature. dew point. barometric pressure. ceiling. visibility. wind direction. and velocity for areas served by such station is as good as or better than the service provided when the station was open. and such service is 25

provided either by mechanical device or by contract with another party.'

Despite that. the FAA continues to close facilities.

Such a closing was directed this month at the Pierre FSS in South Dakota. In this particular case, the promotion of two specialists reduced staff levels and forced the FAA to make the facility part-time (closed from 10:00 p.m. to 6:00 a.m.) effective 1 2 October 1 985.

It is inconceivable that FAA mismanagement of personnel could result in the 'closing' of one of only two full-time FSSs in that state. Clearly, the action violated the congressional mandate for' equal or better' service.

Earlier I suggested that the FAA determination to implement programs conceived in 1980 just because they are in the NAS Plan is a factor in delaying or denying state-of-the-art weather service. No other case illustrates that point better than the FSS modernization program.

The Model I weather displays amount to closed circuit television presentations of paper graphics to FSS specialists. Model II would provide digitized graphics, but only in monochrome. Keep in mind that Model II is still an FAA R&D effort and it is progressing at glacial speed.

Meanwhile, you or I can subscribe to any of several commercial weather dissemination programs and, using a perso~al computer, obtain high quality, high resolution, color weather graphics, at home.

Surely flight service equipment should be comparable!

In at least one of the FAA Regions, all of which sometimes seem to operate autonomously, a decision has been made to divert money intended for the Model I closed circuit TV to procure a leased weather graphics capability. Three FSS sites have already been selected. Imagine that full color weather graphics capability for what FAA Headquarters planned to spend for closed circuit TV! The Region should be commended for taking this very positive step in bypassing the long-stalled development of a truly automated system.

Wouldn't it be useful, though, if the FAA Headquarters could be convinced so that regional implementation could be expedited and standardized?

Obviously, the national FSS automation program needs to be redirected. These weather graphics devices improve the quality of weather information available to the flight service specialists. expedite briefings. consequently improving the efficiency and safety of the system. They are here today. We can ill afford to wait.

26

Automated Weather Observation System (AWOS). The FM is planning

Summary

Weather Radar:

a procurement of 5 71 AWOS through ¡ NEXRAD and terminal doppler the year 1992 at a program cost of weather radar meet different, $ 216,000 per AWOS. Although they though related. needs. have/will receive FY86 budget apThe NEXRAD program must be exproval for 1 26 systems, it is unlikely pedited. that any will be procured before early The FAA should procure the best 1987. commercially available terminal Delays in the AWOS program will doppler radar as an immediate solhave a marked effect in several states ution to the wind shear/ microburst on 1 January 1987, when certain inproblem. strument approach procedures will be LLWAS should not receive cancelled because altimeter reporting additional funding. is not available. California, Arkansas Flight Service Stations: and Pennsylvania are among the Subcommittee reaffirmation of the states which will lose aviation service 'equal-or-better' service limitation to some airports during marginal on FSS closures could slow the weather solely because AWOS is not creeping degradation of flight serin place. vices occurring in the system The AWOS program is indicative of today. the FAA' s tendency toward 'goldFAA should aggressively incorporplated' systems. Implementation is ate off-the-shelf computer-based being delayed because the manufacweather information systems, disturer has so far been unable to proplays and graphics into the NAS duce a device that reports all of the Plan in lieu of dogmatic obedience FAA required phenomena. Disagreeto the 1 980 technology it now ment between FAA and NWS regardcontains. ing parameters and degree of system Weather Observation automation have further delayed the Automated System: program.

The FAA should encourage rapid Meanwhile, the FAA has circulated deployment of AWOS by approving a draft Advisory Circular for public reasonable specifications and comment which provides guidance to continued funding. manufacturers based upon which Existing waivers for instrument apcommercial AWOS would be eligible proaches requiring AWOS-reportfor airport improvement program ed altimeter information must be funding. Our review of th~ draft A~ extended until serves is available. finds that it places more stringent criConclusion teria on some elements of the commercia I AWOS than exist for the There are many other weather-regovernment version. That is unfortulated initiatives which, if expedited, nate since the higher standard tends could produce near-term improveto discourage entry into the market ments in the system. Particular emand drives the system cost up. phasis should be placed on Direct FAA's reluctance to abandon User Access Terminals (DUAT) and 'government' AWOS is even more enhanced Voice Response Systems discouraging in light of the saveral (VRS). Those initiatives can widely commercial systems already available improve user access to weather seras supplements to manual obser- vices from virtually anywhere. vations. These systems support dialAir carriers generally provide some up capabilities for computer and voice internal weather services to meet their as well as air-ground voice. Im- unique operating requirements.

I plementation would cost about one would disagree with a previous withalf of the projected cost of the FM ness who suggested that the NAS AWOS, and examples are in operation weather system was biased toward today. Again I must say, we can ill general aviation. Rather, I believe that afford to wait. the system is constrained by FAA's FAA needs to continue R, E & D failure or unwillingness to keep up and certification of AWOS sensors with technology. and systems. A funding mechanism It seems inexcusable that cost-efsuch as AIP must be maintained. The fective solutions to many of the probFAA should establish standards in co- lems we've discussed are available, operation with industry and permit the but not in use. The FAA seems to be private sector to respond to market- content to wait for NAS Plan weather place demand. programs and milestones even though they mean service and safety imClearly, the FAA does not need to develop directly its own AWOS sys- provements are delayed in the system.

We can wait no longer! tem. You don't want to wait that long.

THE CONTROLLER/ JUNE 1986

So for the above-mentioned reasons. manufacturers and operators worked to modify the existing twins to enable them to operate extended range routes. Of course. we are all well aware that the modifications required were determined by the manufacturers in conjunction with the operators. since ICAO Standards and Recommended Practices were unavailable. and still are unavailable today. Also. at that time. the FAA had not as yet developed its Advisory Circular. AC1 20-42.

So in our opinion. the approach taken to developing a twin for extended range operation was another of the reasons for current disagreements between pilots' associations and other industry groups.

As pilots. we are in the unique Our assessment of economic position in the industry of being able to pressures being the driving force look at ETOPSand other issues from a behind ETOPS is borne out by many viewpoint unbiased by economic issues. examples of which are: concerns. Thus. our point of view on Resistance to development of a safety related questions will be rather strict (in our opinion) MEL for B 767 conservative. Sure. reasonableness ETOPS by both the manufacturers and must be applied or the aircraft would operators. never leave the ground. However. we Reason: High cost of stocking spare parts at ETOPS terminals. feel that our positions reflect that Resistance to setting a high stannecessary reasonableness and sound dard for engine/ aircraft experience for engineering judgement. combined with the wealth of professional pilot- each type prior to issuance of an ing experience that is found within our operating certificate for ETOPS. Reason: High cost of waiting to get international organization.

When ETOPS is looked at from a a particular aircraft type on ETOPS broad viewpoint. it is intuitively obvi- routes.

Resistance to setting down conous that the total objective and basis for ETOPS is economic. There is a servative mathematical techniques for massive economic advantage to being computation of the achieved I FSDR. Many members of the community able to operate two pilot twin engine aircraft on extended range routes. wish to count only hard cruise phase engine failures in the IFSDR. IFALPA especially on the North Atlantic routes. That being the case. IFALPA considers that all shutdowns from all expected that manufacturers and causes should be counted. In our operators would ensure that the opinion. there is no place in the statextended range aircraft for use on istics for 'restartable' engine shutthose routes be built to the highest downs. Also. the failure probability for possible safety and redundancy stan- the second engine should skyrocket. dards. That would be accomplished by given the failure of the first engine. if considering the intended use of the only hard cruise shutdowns are used aircraft in initial aircraft and system to compute IFSDR for the failure design. Also. the economic benefit probability of the first engine. The derived from using the aircraft for ER reason is that diversion on single routes would more than justify any engine is done at low altitude at maxiadded costs. However. that did not mum continuous thrust for in excess happen for the current generation of of two hours. Ales no de-icing is availextended range aircraft. The aircraft able for the engine which is shutdown. currently in use for IFALPA were not in case you think about trying to restart originally built for extended range it in the event of other problems. It is at operations. However. economic pres- these high power settings that the sures around the world and deregu- failure probability is at its highest. The lation in the United States made the issue is complex. but we feel that the economic benefits available from conservative approach must be taken. operation of these aircraft so desirable Reason: Economic. The high cost that extended range operations with of extended range operations being these aircraft became a high priority stopped or limited in their maximum objective. The two crew aspect of the diversion time. operation was also attractive. and 1·11 The list goes on. but I think that I have made my point. Statistics have address that issue again later.

Extended Range Twin Operations (ETOPS) The Perspective of IFALPA

by First Officer Gary Wagner. Canada

The following article is reprinted with the kind permission of the International Federation of Air Line Pilots· Associations (IFALPA) in whose Quarterly Review it appeared in March

7986.

Mr. Wagner is a Member of the IFALPA £TOPS Advisory Group and of the IFALPA ATS Committee: he currently flies B 767 aircraft for Air Canada and has personal experience of £TOPS. While this article is. of course. primarily addressing concerns of pilots with Extended Twin Operations. the subject of £TOPS is of increasing interest and importance to air traffic controllers as particular emergency procedures may vary from operator to operator and enroute alternate airports become more critical.

It is a subject whose implications will become more and more familiar and understood by controllers. in particular those in oceanic or sparsely settled areas. - The Editor.

History and Overview As I developed this paper. I initially encountered a lot of difficulty in resolving a nagging question. Why do the pilots' associations have soY!1e significant areas of disagreement with operators. manufacturers and regulators on the subjects of how ETOPS aircraft should be equipped to meet reasonable operational target levels of safety. and what operational procedures and standards should be used to control and regulate ETOPS?A_fter all. is safety not our common obJeCtive? Well. if it is then there can only be one answer to the question. Safety is relative. and safety has a price! Thus. finding the balance between an acceptable level of safety and the cost of that level of safety is the problem we are faced with.

THE CONTROLLER/JUNE 1986

27

been used to justify the operation rather than determine what the operation should be.

I was asked a few months ago after completing an ETOPS crossing. 'Is it safe?' I think that the question highlighted the problem that we are dealing with here. It has to be realized that six months or one year of operation does not prove that the operation is what it should be. much less one crossing. The reason is that we work towards very high overall target levels of safety. of the order of one catastrophic event in 100 million operating hours. Thus. our limited experience does not prove any of the statistical assumptions that were made. As a matter of fact, I think we can all agree that the extensive diversion experience that one US operator has had in the first eight months or so of operation is a great concern. I'm not sure where the IFSDR statistics are today for the JT9D- 7R4D installed on the B 767. Also. we have also seen that it depends who is doing the calculation of IFSDR as to what the number will be. given the same data base. However. I think it is safe to say that the I FSDR experience has been somewhat worse than desired. regardless of who is doing the calculation.

Enough said; it is obvious that IFALPA is not totally pleased with how ETOPS got to where it is today. The concerns are with the aircraft systems. engines. weak international regulations. and concomitant lack of a worldwide standard. What is needed is a mathematical model into which a proposed route and aircraft can be entered. and out comes the operational level of safety which would be achieved. That sophisticated type of model could even be used to evaluate an MEL to determine the effect of system or component unserviceabilities on achieved level of safety.

However. since we are doing ETOPS today. the theme of the FSF seminar is especially important. since the operational. training and maintenance procedures are going to determine the degree of safety achievable with the ETOPS aircraft currently in use. In reality. there are four factors which must be taken into account when evaluating the safety of a particular aircraft type for an operation.

The number of engines; The number of pilots; The level of technology and its implementation in system design; The route and related operational issues.

Considering a two pilot ETOPS with the technology level of the B 28

767. and the North Atlantic operating environment. I'll address our viewpoint of the influence of flight safety of each of the items in the theme of the Seminar.

Operational Procedures I FALPA embraces wholeheartedly the stated objective of ETOPS that the level of safety be equivalent to that achieved by three and four engine. three crew aircraft operating the same routes. To achieve that stated objective. great care must be taken in the development of a high standard of operational procedures and techniques for the crew in all critical areas.

The areas of concern are: i) Modification of NAT MNPS procedures for use by a two man crew on FMCS equipped aircraft. ii) Development of suitable system modifications to critical ETOPS systems which will ensure a safe landing in the event of a worst case failure of a powerplant and major system. iii) Development of special diversion procedures for use in the event of a powerplant and/or major system failure. iv) Maintenance of a reasonable workload for the crew considering an extended duration emergency diversion during a long duty day and circadian rhythm cycles. v) Development of suitable enroute alternate weather minima considering emergency diversions and seriously degraded operational condition. Related monitoring and planning procedures must also be developed. vi) Development of international regulations which realistically and conservatively address operational safety.

a) One of the problems which has resulted from modification of the B 767 aircraft to extended range operations is that the original design specifications for the FMCS did not take into account NAT MNPS procedural requirements. This can easily be seen when noting that the maximum lateral track offset is 20 NM and for emergency descent in the NAT region. 30 NM is the standard lateral track offset used. That is because 30 NM would place the aircraft midway between two North Atlantic Tracks.

Also. the inability of the pilot to assign sequential waypoint numbers to NAT waypoints is undesirable. not consistent with three man crew INS procedures. and has the potential for causing a track keeping error. Also.

NAT MNPS procedures are set up for three man crews.

Those are design specification problems of the FMCS. In operation. the FMCS has proven to be much more fragile than expected. The system fails more often than desired and either resynchronizes on its own. or sometimes has to be brought back up with a manual circuit breaker resetting procedure. Also. the FMCS has at times generated erroneous crosstrack errors. The errors did not actually exist. but the disagreement between the two FMCS cross track error indications could have caused a serious problem had the flight been in the NAT MNPS region at the time and resolution of the anomaly using ground based aids not been possible.

On the positive side. I FALPA was pleased to note the efforts that Air Canada made in the area of data communications in their attempt to ensure safe NAT MNPS operation.

They have been the first to use an onboard data link system to receive North Atlantic Track clearances. The clearances are uplinked directly to an onboard printer to provide the crew with a hard copy of the actual clearance. The system works eastbound. and I understand that the European side is very interested in the concept. although it may be a while before they are operational. IFALPA encourages the continuance of such efforts at ensuring accurate clearance transmission and crew workload reduction. b) One of the major issues during the preparation for ETOPS and even today is the issue of the level of redundancy required by the aircraft. and what system modifications should be made to ensure a safe operation. The divergent viewpoints on this problem stem from the fact that the pilots consider that double fault and cascade fault scenarios should be catered for. and the manufacturers. operators and regulators do not apply the same degree of conservatism. The justification given by them is that the fault scenarios considered by the pilots have simply been statistically improbable.

Our viewpoint is that with an operation which plans continued flight of an aircraft after a powerplant or major system failure for over two hours at low altitude at maximum continuous thrust on the remaining engine. consideration of subsequent system failures is not unreasonable. For that matter. nor is careful assessment of the failure probability for the remaining engine unreasonable when operation under the stated conditions is considered. We are concerned that the failure probability of the second engine under those conditions is based on assumptions and extrapolations from other conditions. However. the THE CONTROLLER/JUNE

1986

maximum diversion time is a very sensitive function of that failure probability. Thus small changes in the IFSDR will have a significant effect on the maximum diversion time.

In spite of all the current situation, I am fairly convinced that should any impossible failure of fault scenario occur tomorrow which results in a serious incident or accident, we will have system redesign and procedural change in no time. c) Emergency procedures must be developed which specifically cater to the unique aspects of engine-out diversion potentially coupled with a major system failure. Also, a key factor here is not only are we dealing with a twin engine aircraft in the NAT region, but there is only a crew of two to handle problems. We are aware that some operators have provided special NAT emergency procedures for their crews. However, IFALPA believes that these procedures are not extensive enough, nor do they cater to enough of the potential double fault scenarios. d) Workload levels for crews are critical, especially in consideration of two crew ETOPS. The workload must be such during normal operations that the error rate for the crew does not increase unacceptably, considering the irregular circadian rhythm cycles experienced in extended range eastbound/westbound operations. Also, care must be taken to ensure that the workload in critical failure scenarios for maximum diversion time emergencies is reasonable.

Studies for two man crew extended range operations should be done to provide guidance on the devel_opm~nt of duty periods related to circadian rhythm disruption~ experiE:ncE:d in these operations. Direct application of existing duty rigs which take no account of these critical human factors issues is illogical. e) IFALPA considers the assured availability of enroute alternates to be critical to the safety of ETOPS. Assured availability in our opinion considers the aircraft arriving at the alternate in degraded condition and takes into account the runway and crosswind conditions, ceiling and visibility. In addition, the airport should meet the standard criteria regarding adequacy for planning purposes which c_onsiders crash, fire, and rescue requirements amongst other things. The forecast requirement should be on the ~rder_of an 800 foot ceiling and 2 mile v1s1bility, considering possible aircraft condition at arrival and the assured landing requirement. These forecast requirements also take into consideration forecast unreliability at coastal and North Atlantic alternates.

THE CONTROLLER/JUNE 1986

Planning procedures should be in place to ensure that enroute alternates that are planned meet and continue to meet these requirements.

Monitoring requirements for the weather conditions at these airports necessitates the installation of a data link to the aircraft to ensure the timely receipt of operationally critical information. An HF data link would meet these requirements, as would a satellite link. f) Finally, a uniform international standard is critically important to safe worldwide extended range operations. The lack of such standard continues to be a problem. ICAO has been unable as yet to publish Standards and Recommended Practices for ETOPS. Without the ICAO guidance, States will develop different regulations. Unfair economic competition will undoubtedly result between operators of the same type of aircraft, in different States, operating the same route. The operator utilizing less conservative regulations will operate more cheaply.

The pressure will most probably be brought to bear on the conservative regulator to loosen up, rather than the other way round. Decisions made in this way and for those reasons are not, in our opinion, conducive to the development of the required high operational level of safety for these ETOPS.

system failures. During an extended range low level diversion emergency, it is not time to be experiencing these problems for the first time. After all, experience dictates that there will probably be enough other unanticipated 'new experiences' happening during an amergency, so the crew should be well prepared for anticipated events.

Another aspect of ETOPS training is that the 'need to know' concept may require some modification for ETOPS. That is because ETOPS emergencies may require these long diversions to poorly equipped alternate terminals. During the diversion, failures may place the crew in the position of having to assess in detail the state of their aircraft and determine a suitable course of action to take given their aircraft and determine a suitable course of action to take given their current conditions. Outside resources may be limited by poor communications with maintenance facilities on extended range routes.

That is another reason why I stated in the section on emergency procedures development that more extensive procedures should be provided as a resource for the crew should any of these double or cascade fault scenarios occur.

The influence that these training programs have on ETOPS will of Training Practices course only be noticed when these The second item in the theme is failure events occur.

However, training practices, and their impact on experience has shown that complex flight safety. IFALPA views training as emergency situations are best very important for all aspects of air prepared for by having a crew well carrier operations. Usually training has trained to cope with them. Assuming emphasized aircraft handling pro- well developed procedures are availcedures for emergency situations able, a good ground school and simuduring takeoff and landing, and lator program is necessary to prepare emergency procedures related to air- the crew for ETOPS emergencies. craft system failures.

An international minimum training ETOPS should have training ad- standard must exist for ETOPS, or the dress the specially developed emer- level of safety will be inconsistent begency procedures referred to pre- tween operators of the same type of viously. Full use of simulation and equipment. Again, it is necessary that ground school should be made to ICAO provide guidance in this area. practise ETOPS emergency proAir Canada has developed a special cedures and diversion scenarios as ETOPS training program. It consisted realistically as possible. LOFT type of ground school and a four hour scenarios should be used to enable simulator session during which the the crew to experience the full effect basic ETOPS emergency scenarios of the emergency being practised on were practised. While not as extensive all aspects of the diversion operation. as it might have been, IFALPA is This would include all aircraft pleased to note that the training was performance at high altitude with an done, and encourages the continuengine out, special navigation pro- ance and expansion of such procedures during engine out descent in grams. However, without ICAO guidthe MNPS region, and the degree of ance, there is no assurance that procrew co-ordination necessary to grams of that standard will be imhandle the emergency. Briefings on plemented by other ETOPS operators enroute alternate airports should also worldwide. The importance of this be provided. Further scenarios in the ICAO guidance to an acceptable simulator training should include ETOPS safety standard cannot be worst case electrical and/ or major understated.

29

Maintenance Practices The last item is the influence of maintenance practices on flight safety. This is a complex item. because it covers more than just on line maintenance. It is truly a reflection of corporate policy towards ETOPS. and the level of safety that the operator is willing to pay for.

For example. if an airline wishes to operate ETOPS with ¡ clean aircraft'. meaning a minimum of deferred snags. it will have a-corporate policy of stocking lots of spare parts at ETOPS terminals. and probably operate with a stricter MEL than the master MEL provided by the certificating authority.

I FALPA feels that since the economic advantages of ETOPS are so significant international and national regulations should legislate a high standard of aircraft serviceability.

Considering the criticality of the operation compared with three and four engines. three crew operations. and the immense relative economic advantages. the strict standards that should be applied to ETOPS to ensure its operational safety are a small price to pay.

Looking at the maintenance standards themselves. it is obvious to us that stricter guidelines must be used to determine serviceability than for domestic operations. An engine with an¡ oil watch'. for example. should not be permitted in ETOPS. The reason is simple. If aircraft with higher systems or engine failure probabilities. orfewer levels of redundancy. are allowed in ETOPS. then all of the analysis to ensure the operational safety is invalid because incorrect failure probabilities were used.

Another major problem is the manner in which snagged deviations are rectified. All too often. systems are 'Ground Checked OK' and dispatched, only for the snag to repeatedly occur in flight. For extended range operations. that level of maintenance standard is totally unacceptable. If an ETOPS critical system is snagged and the maintenance personnel cannot locate the fault then the aircraft should be test flown or used on a domestic sector if necessary to isolate the problem first.

Fault rectification of powerplants is critical to ETOPS safety. This past summer. one ETOPS operator had a shutdown and diversion. The engine was serviced and cleared for ETOPS. and a little over a week later a surge and overheat on the same engine occurred during the cruise portion of another ETOPS crossing.

Another part of the maintenance problem is caused by system design 30

and sensitivity to power transients.

BITE equipment is often use to check system status after a logbook snag.

Often no faults are found on the BITE test. One reason is that the fault may no longer exist since it may be intermittent. Repair is still required. even though admittedly more difficult.

Another reason may be that the BITE equipment does not test the part of the system that has the fault.

Aircraft designed for ETOPSshould have more extensive fault detection equipment to enable rapid detection and repair of system faults. This would help to ensure the dispatch reliability of operational level of safety of ETOPS. Again. IFALPA feels strongly that ICAO must address the maintenance standard and minimum equipment redundancy levels. Only in this way can ICAO help to ensure the worldwide safety of ETOPS.

Conclusions and Recommendations

De-regulation for Europe?

De-regulation in the USA has resulted in opportunities and problems for airline operators. airport manufacturers and management. There are now multi-lateral and bi-lateral moves to liberalise fares and route entry into Europe which will strongly affect regional aviation.

Regional air transport consists of those parts of the civil aviation syster, providing or giving support to nontrunk air services. The aim is to make air transport easier for those customers - cargo shippers as well as air travellers -who find it inconvenient to use trunk services from major airports.

The Air Transport Group of the Royal Aeronautical Society is organising this International Conference at which representatives of regulatory bodies. airlines. airports, manufacturers and researchers will review the European Regional Air Transport network in the light of the regulatory situation. The objectives of the conference are to identify the opportunities and constraints. and to indicate how the system should develop in order to satisfy air transport requirements.

Speakers of international repute from the UK. Europe and the United States will give papers on the present pattern of services; the present regulatory situation; regional air transport needs; the relation between transport demand. supply and economics; the constraints and opportunities on airlines. airports and manufacturers. and opportunities have been provided for in the programme to discuss the development of desirable changes to the system.

We have reviewed the influences on ETOPS safety from operational. maintenance, and training practices from the viewpoint of I FALPA. It is important to point out that our objective is not to criticize any of the pioneering efforts that have taken place. Rather. we have reviewed the positive and negative aspects of the experience to date and have noted that it has been less than desirable in a number of areas. Furthermore. the long term effects of some of the decisions that have been made are harder to assess since they affect failure scenarios which have very low probabilities of occurrence. However. even though an increase in risk by say two orders of magnitude may not cause catastrophic events to occur today. that reduced level of safety would be un- ..,.._____________ _ acceptable.

The BAe 800 and Challenger 601 Our role is to assess decisions that have been made which affect flight are now included safety. The aspects of flight operations on the list of 'quiet' business jets which have. in our opinion. excessive authorized to use Southern Califorrisk must be criticized in an attempt to nia s Burbank-Glendale-Pasadena have the standards either raised or Airport between the hours of 2200 changed. We are in a unique position and 0700. Compliant aircraft are listto assess the reality of the risk ed on a single Jeppesen-size page that assumptions as pilots. operating all also gives other business jet restrictypes of equipment and operating tions at BUR. Business jets not worldwide. Our objective is to provide authorized to operate at that facility careful. conservative and constructive during nighttime hours include Gates input to regulators. operators and Learjet 20s. Lockheed JetStar Is and manufacturers to try to ensure. from Rockwell Sabreliner 40s. Gulfstream our viewpoint out the front window in G-lls and G-llls are allowed to operate whatever flight condition. the highest at BUR at night provided they meet possible level of safety for all flight special conditions. Copies of the operations. noise-abatement rules are available from the BUR noise-abatement office.

(81 8) 840-8850.

THE CONTROLLER/JUNE

1986

aviators whose contributions to the nation's air transportation system help make it the safest and the best in the world'.

Newsbriefs AOPA/ FAA/ ATCA Announce Fly-A-Controller Program Communications between air traffic controllers and general aviation pilots will be greatly enhanced via a new program announced today by the Aircraft Owners and Pilots Association. the Federal Aviation Administration. and the Air Traffic Control Association.

FAA Administrator Donald D. Engen. AOPA President John L. Baker. and ATCA President Gabe Hartl kicked off the new Fly-A-Controller program. saying that ·we jointly feel that better communications and understanding between controllers and general aviation pilots will improve the system for

all'.

Fly-A-Controller is a voluntary program organized by AOPA. with the cooperation of the FAA and ATCA. Participating general aviation pilots will be asking FAA controllers and flight service personnel to fly with them on a local flight. which can be planned to cover the airspace for which that controller is responsible.

'Controllers will be able to experience the ATC system from the front seat of a general aviation airplane'. said AOPA's Baker. 'By understanding the capabilities of the airplane and the high workload environment of controlled airspace. controllers will learn much about what it's like on the other side of the microphone.· FAA Administrator Engen noted that controllers 'will have an opportunity to discuss their views of general aviation flying. how air traffic can better serve general aviation. and how general aviation pilots can operate more efficiently and safely within the system. Furthermore. pilots will get a better understanding of the pressures controllers face daily.'

'AOPA will be urging all of its 265.000 members to fly a controller·. said Baker. The pilot association has a brochure available for interested pilots. describing the details of how to contact an ATC facility and what the flight should include. The FAA controller will also submit a 'Familiarization Flight Trip Report' to the facility supervisor.

THE CONTROLLER/JUNE 1986

·we hope that many of our members will take this opportunity to introduce and orient the non-pilot controller. via the familiarization flight. to the world he speaks and listens to. but never sees·. said AOPA President Baker. 'Undoubtedly. the mutual exchange of information which will naturally occur will serve to enhance and improve services given and utilized within the air traffic control environment.· Gabe Hartl of ATCA urged his association's members to participate in the Fly-A-Controller program. saying. ·we think this program affords the nonpilot controller a golden opportunity to enhance his understanding of general aviation·.

General aviation records safest year in a quarter century General aviation pilots continued their 25-year-long trend of improving safety as evidenced by record-low accident figures in 1985. according to statistics compiled by the National Transportation Safety Board.

While flying 80 percent of the nation's flights and transporting a half million people daily. general aviation showed a nine percent drop in last year's total accidents compared to 1984. and a 16 percent decrease in fatalities. In 1985. general aviation's fatal accident rate per 100.000 aircraft hours flown - 1 .53 - was 30 percent lower .than it was 10 years ago. The Aircraft Owners and Pilots Association said the 1985 general aviation safety record was the best in 25 years.

'General aviation continues to dramatically improve its safety record from year to year'. said John L. Baker. president of the 265.000-member AOPA. 'General aviation pilots consistently prove themselves to be responsible. safety-conscious individuals who constantly strive to improve and upgrade their flying skills.· Even though the 32 million hours that general aviation flew in 1985 were higher than in 1984, fatalities fell below 1OOO. a record low. Baker said that this exemplary record ·shows quite clearly that general aviation pilots are competent and proficient

Aircraft-to-ground data via satellite were demonstrated in late summer during a series of flights in a Rockwell Sabreliner over !h~ North Atlantic. Under a program Jointly conducted by Collins Avionics and the Mitre Corporation. four different data-link applications were demonstrated: ( 1) communication of aircraft position data to an earth station located in Southbury. Connecticut from a Navstar global positioning satellite: (2) two-way communication of Arinc messages between the aircraft and the ground station; (3) communication of weather data from the ground station to the aircraft; and (4) two-way radio contact with ATC. The objec!ive of the flights was to verify technical aspects for a data link that could be used to improve communications and surveillance in oceanic airspace.

Quiet takeoff procedures for Learjets have been developed by the manufacturer. Gates Learjet drew up one set of noise-abatement techniques for its noisier. turbojetpowered Learjet 20 series and another set of procedures for its quieter turbofan-powered Learjet 30 and 50 series aircraft. Use of the recommended techniques - a combination of applying certain pitch attitudes and flap settings as well as power reductions- led to the approva I to operate some Learjets at California's John Wayne Airport. Now. Learjet 35/36 and 55 models may operate from that airport at any time. while Series 20 Learjets may operate there only during the day.

Newly installed transponders will have to be Mode S types after January 1. 1992 if the FAA adopts a proposed rule. However. even if the rule is enacted. existing transponders would not have to be replaced by that date. Mode S transponders will permit aircraft operators to tie into a new-technology radar b~acon system that will provide ATC with more accurate aircraft position and identification information. In addition. the ·selective· datalink address cap~bility of Mode S transponders prov1de:s_a channel for automatically transmitting weather and other data between ATC facilities and aircraft in flig~t. Comments on this proposal. which replaces an earlier ANPRM. are due December 1 6.

31

Why MLS? The 7th European Air Navigation Meeting held at Torremolinos. Spain during the first half of November.

1985 confirmed the procedure by which ILS will eventually be replaced

by MLS. The year 2000 will find no ILS installation at any one European international airport.

The US have already developed their program of replacement of the ILS. The following is a brief historical background of how M LS came about starting from the U.S. Twenty to 25 years ago. the avionics industry started working on precision approach systems that were suitable to those locations where ILS could not be installed due to either the difficulty in preparing a suitable transmitter site or because obstructions. such as buildings or geographical outcroppings. bent or blocked the ILS's VHF signals. Because ILS uses the ground in front of the transmitter to bounce the guidance signal up to the aircraft. site preparation in some cases can cost hundreds of thousands of dollars.

Furthermore. I LS as it was being implemented could provide only one approach direction and glideslope.

The designers of future ATC systems foresaw the need for varying the approach path in both azimuth and elevation. and possibly even curving it to give aircraft guidance that was not restricted to a straight line.

In 1967. the Radio Technical Commission for Aeronautics (RTCA) formed Special Committee 11 7 for the purpose of reviewing the issue of alternate methods of precision approach guidance and establishing all the necessary operational requirements for suitable systems. The committee examined various means, including those that were only theory. for achieving precise approaches. In 1970 the group recommended to the FAA that a landing system utilizing the microwave segment of the frequency spectrum offered the most promise for overcoming the site restrictions and the one-course limitations of ILS. The committee's report, however, recommended that a suitable MLS could be based upon either Doppler principles or the use of a time-referenced scanning beam. Leaving the door open for either technique provided the fuel for a significant research effort and a subsequent fight for which type of MLS would be best.

32

Based upon the RTCA recommendations. the Federal Government launched the National MLS Plan. which involved the Department of Transportation (including the FAA). the Department of Defense and NASA. The first of the program· s three phases required six contractors to provide theoretical analyses of MLS techniques. In the project's second phase. four of the original six avionics firms were selected to study MLS feasibility; in phase three. two firms were contracted to build prototype MLS equipment for field demonstrations. By the mid-1970s. the timereference scanning beam (TRSB) method of MLS implementation was selected as the US standard.

At that time. the rest of the world had yet to decide whether or not a TRSB technique was best. The British favored an MLS based upon Doppler principles. while the Germans backed a DME-based system. Between 1975 and 1977. the aviation world was engaged in a debate over which system would be selected by the International Civil Aviation Organization (ICAO). and it was not until April 1978 that the TRSB M LS. which was backed by the United States and Australia. was selected as the international standard.

Time Reference Scanning Beam MLS obtained its name by the manner in which it allows an aircraft to track one of many azimuth and glideslope beams. The TRSB MLS transmits a narrow beam back and forth (hence the words ·scanning beam') across an arc that normally is from 10 to 60 degrees from either side of a center line. which usually corresponds with the center line of the runway. Since the beam sweeps from the left edge of the coverage area to the right edge (this sweep is known as the 'to' beam) and then back to the left edge (this sweep is known as the 'fro' beam). there is no set course for the aircraft to track.

The MLS receiver aboard the aircraft establishes the course the aircraft will fly. and it can be set to define any azimuth within the scope of the scanning beam. When the scanning beam first reaches the aircraft's MLS receiver. a timer within the airborne unit starts (hence the words time reference). This timer measures how

long the beam takes between its initial passage (the 'to' beam) and its return passage (the 'fro' beam) as the MLS signal is sweeping back and forth across the area in front of the approaching aircraft. This time difference allows the aircraft's receiver to calculate at what azimuth the aircraft is located. By referencing the aircraft's actual azimuth angle with the desired azimuth angle specified by the pilot and dialed into the receiver. the M LS course-deviation indicator provides guidance with needle movement that is identical to a standard I LS indication.

For glideslope indications. MLS uses a separate ground transmitter that sweeps a narrow beam vertically through an arc that ranges from horizontal (zero degrees) to about 20 degrees. The position of the aircraft in slope angle is determined in the same manner as it was in azimuth angle. except now the timing starts when the upward moving glideslope beam is received by the aircraft; the timing stops when the glideslope beam returns during its downward sweep.

Advantages of MLS Although the acquisition costs of ILS and MLS hardware are similar. research has shown that M LS has several advantages over ILS. including: • MLS is more accurate than the average ILS. and all MLSes are Category Ill capable.

• M LS is applicable to sites that could not accept I LS due to interference from obstacles or approach path restrictions.

• Site preparation costs are lower. particularly for difficult installations.

• Upkeep costs are lower because MLS equipment is completely digital and because M LS is less sensitive to environmental conditions.

• Wide coverage of acceptable approach paths makes MLS easily compatible with RNAV systems.

• The ability to select from a wide choice of approach paths means that MLS is much more flexible than an ILS. • Numerous frequencies - 200. compared with 40 for an ILS - are available for MLS usage.

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1986

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