IFATCA The Controller - 3rd Quarter 1988

ISSN 001 ~8073

JOURNAL

GENEVA. SWITZERLAND

OF AIR

TRAFFIC

3rrd QUARTER 19~8

CONTROL

VOILtUJMIE 27/

3/88

Sfll'S ~ --

Tosee Australia, you have to hop.

If you flv to Austra lia with mos t airlin es, you 'II only sec a small part o f the co u ntry. T he part they land in and take off from. T hat's usually ju st Sydney or Me lb ourne.

But when you fly to Australia with Qa ntas, you can hop from o ne side of the co untr y to the ot her and sec so much more. ¡ Bec ause Qantas (and on ly Qant,1s) take off and land in e ight d ifferent parts of Australia.

So now you ca n visit some of the best holiday spots

Australia has to offer, including Sy dne y, M elbourn e, Brisbane, Perth, Adelaide, Townsvillc, Ca irn s and Darwin .

For insta nce, you can fly into Perth, hop across to Sy dne y on Qantas, then up to Brisbane and fly home from there . You 'll also make quite a saving on the cost of your domestic airfare .

So if you plan to go to Australi a, sec as much as you ca n . Ta lk to Qantas and plan your trip hop hy hop .

The y don 't have a kangaroo on their planes for nothin g.

b..aANTAS THE AUSTRALIAN AIRLINE

IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Volume 27 · No. 3

Geneva, Switzerland, September, 1988

Publisher International Federation of Air Traffic Controllers· Associations. P.O. Box 196. CH-1215 Geneva 15 Airport. Switzerland Officers of IFATCA E.F. Sermijn. President and Chief Executive Officer.

U. Windt. Executive Vice-President Administration.

T. Gustavsson, Executive Vice-President Finance.

W. Rooseman. Executive Vice-President Professional.

R.W. Randall. Executive Vice-President Technical.

P. Doherty. Executive Secretary

o·

Editor H. Harri Henschler 1998 Glenmore Avenue. Sherwood Park.

Alberta. Canada. T8A OX8 Telephone (403) 467-6826

In this issue 2

IFATCA '88

page

ICAO FANS Committee Concludes its Work

page 14

Automation - a Necessity for Higher ATC Efficiency

page 18

Making Friends with Fear

page 26

Tilt-Rotor Aircraft-

page 29

The European Solution

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

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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).

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

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 improve 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 Qantas, Marconi. Thomson-CSF, Cossor, Selenia Photos Hotel Rio Nacional. hhh, Deutsche Messe AG, Vaisala, D. Bowers THE CONTROLLER/SEPTEMBER 1988

IFATCA Executive Board For years, now, Member Associations of IFATCA and the Federation itself have warned of existing and impending. ever accelerating, shortages of qualified air traffic controllers in many countries of the world.

Deregulation of the airline industry and a steep increase in the numbers of passengers travelling both for business and pleasure have driven up the demand for room in an airspace system which was approaching its limits in a number of geographical areas even before the recent dramatic addition of more aircraft to the total.

A cursory look at first returns of a survey of Member Associations. which will be reported on in detail in a future issue, on existing and coming shortages offers no comfort; shortages are widespread and there are no signs of relief.

Many countries have resorted to cosmetic 'solutions· such as control tower closures and the inclusion of unlicensed personnel such as assistants and radio operators in the total of the numbers of air traffic services personnel. Such moves looked good on paper but did nothing to alleviate the problem.

After the dismissal by the US administration of some 11,000 air traffic controllers almost seven years ago. an accelerated training program coupled with the introduction of new equipment and other measures. that country is still well below

the numbers of qualified controllers it had before 1981.

Pressure from delayed passengers and the industry as well as the understanding of lawmakers that controllers cannot be 'created' in a short time period, even when unlimited funds are available, caused the passage of legislation in Congress authorizing the rehiring of former air traffic controllers. A supporting Congressman stated. in part' ... by passing the bill ... we can take a major step toward enhancing our air traffic control system. Since airline deregulation the number of flights each day has increased dramatically. In contrast the number of air traffic controllers has declined since 1981 ... As a result we now have a significant reduction in the quality of our air traffic control system. But the ramifications go beyond safety. We have all experienced flight delays which are now almost expected. In addition to the aggravation they cause, those delays cost the US business community more the $1.5 billion annually in lost productivity ... Our air traffic control system is now being pushed to the limits. In the past, the most significant steps to enhance safety have come only after major air disasters. Let's not wait until the next disaster to take the steps necessary to upgrade our air safety system ... · It can be expected that the next administration will accept the legislation.

For the Federation. it is cold comfort to say ·we told you so' but we must expect other national administrations not to make the same mistakes.

IFATCA '88 First Annual Conference in South America H. Harri Henschler

IFATCA's 27th Annual Conference gathered , for the first time ever, delegates from Member Associations , repre sentatives of non-Member Associations and international and nati onal organizations, observers and guests from all parts of the globe in South Amer ica.

IFATCA '88 was held in Rio de Janeiro, object of many an armchair travel ler's dreams and destination, for decades, of those who wish to experience first hand life in Brazil, the beauty of th e country, and the excitement a colorful city of more than eight million inhabitants can offer. Rio's unequalled location , its rugged terrain and world-famous beaches have inspired many a song, motion picture and book, poetry and prose, fact and fiction.

The National Conference Center is located next to the official conference hotel, Hotel Rio Nacional which , with 520 rooms, offered all facilities, services and amenities which made the stay enjoyable. The complex is located at Sao Conrado Beach, within easy travelling distance from other beaches, downtown Rio and, of course , the scenic and historical places associated with Brazil's former capital, the Sugar Loaf mountain and Mount Corcovado with the towering statue of Christ on its peak.

The conference participants, local dignitar ies, representatives of the aviation industry, the news media , and invited guests congregated in the aud itorium of the National Conference Center, a large and well appointed assemb ly room, which offers seating for 1500 people . The opening speech of the First Plenary was given by the President of the Asociac;:ao dos Contro ladores de Trafego Aereo Civis do Brasil , the host Member Association, Paolo Afonso de Menezes, who addressed the gathering: 2

-~:;-.~~----, RIO

DE JANEIRO BRAZIL

Hotel Rio Nac iona l and Conference Center

THE CONTROLLER / SEPTEMBER 1988

The Brazilian Civil Air Traffic Controllers ' Association is happy to introduce I FATCA to South America and proud of proving its professional capacity by promoting and organizing this conference which brings about 60 countries together .

We cho se for this year · Efficiency in Air Safety ' as the central theme. because it covers the two most important aspects of any enterprise .

Air safety is based on two pillars which are the technical and human factors. These factors must have a perfect balance. If they do not. it is not possible to speak of safety in aviation .

Air safety is also directly related to air traffic volume. The more traffic in a certain area . the bigger the risk of accidents . In Rio de Janeiro. we have 600 movements a day. which is more traffic than in many big cities in Europe and North America . But. in contrast. we have much to learn from them concerning the human factor.

Based on these facts. my Association applied at I FATCA · 85 in Greece. to hold the 1988 conference in Rio .

Our main goal. now in Rio de Janeiro. is to confront . in a very productive fashion. the contrasts in controllers· working conditions in countries from every part of the world.

We hope that the resolutions taken at this conference will be adopted by all countries . members and nonmembers of the International Federation of Air Traffic Controllers · Associations . because they truly express experience and confidence in air safety .

We wish you all a very good and

pleasant stay in our city, and also hope that this 27th IFATCA Conference will be a real success .

After thanking Mr. de Menezes and the Brazilian controllers and their association for this opening statement the President of the Federation . Erik Sermijn. said : This conference is another milestone in the history of our Federation .

Indeed it is our first annual conference iri South America. and it is only appropriate that this event is taking place in Rio de Janeiro. the Cidade Maravilhosa , the marvelous city , which is also a vital link in South American and international aviation .

The central theme of our 2 7th conference is· Efficiency in Air Safety' .

Both safety and efficiency in international air transport are the goals of our Federation. whose main concern is that air travellers be afforded the safest and most expeditious air traffic control system everywhere in the world . This. however . can only be achieved if .the proper equipment and manpower is available . To our regret. in the South American region. many controllers are still not provided with the equipment required to carry out their duties properly , i .e. to provide maximum safety and efficiency in air transport .

While in Brazil the equipment is reported to be adequate . other problems remain to be solved. The most immediate problem appears to be the future of civilian controllers in Brazil.

The anticipated changeover of the air traffic control services from a govern -

ment body to a private co mpany causes concern with regard t o co ntinuation of employment an d wo rking conditions of our Brazilian air tr affi c control colleagues . Near ly t en yea rs ago. the Internat ional Labou r Organisation . a body of the Unite d Nations. convened a Meeting of Expert s o n Problems in Air Traffic Cont ro l. Th ese experts from the govern m ents, employers , and workers · represen t ativ es agreed on a number of Reco mm endations regarding wor king co nd iti ons in air traffic control .

It is our sincere hope that t he future employer of air traff ic cont rollers in Brazil will take into accou nt t hes e International Recommenda t io ns wh en condit ions of employmen t are established .

This Federation, of cou rse . having its first conference in Sou t h A m erica. will closely monitor t he sit uation so that the interes t and co nc ern devel oped by ou r Member As soci at ions and individual controlle r m em bers around the wor ld can be addres sed.

Last year t he Execu ti ve Board and Regional Vice-Presid ent s maintained an increased level of ac tivity to accomplish the t asks req ui red to reach our common goal. There is no doubt that t he deba t e w hich w ill take place during th is co nfere nc e will be another step towards att ain ing such a common goal .

There is no do ubt that the organizing comm itt ee has spared no efforts to ma ke this co nference a memorable one . Such efforts. and the hospitality of the Rio people. w ill ensure that we will all leave as real Cariocas.

Head table at Opening Plenary

M6 -29APRIL19

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TH E CON TRO LLER/ SEPTEMB ER 1988

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3

The directors at the Opening Plenary then turned to business . A quo rum was determined to be present and valid proxy votes were declared and accepted. The report of the 26th An nual Conference, Nairobi 1987.

was unanimously directors.

accepted

by the

IFATCA President Sermijn then presented the President's Executive Board Report .

President's Executive Board Report This conference is again an important first in the hist ory of IFATCA. Indeed. after Central America and Sub-Sah aran Africa . our Federation is now holding its first conference in South America . It is also the first IFATCA meeti ng as such in th is region and the Exec utive Board therefore sincerely hopes that this conference will have some lasting beneficial effects for air traffic controllers in this region and may be a start to regular IFATCA activities within South America.

This year aga in we have seen an increase of Federation pa rticipation in ICAO activities. We have been inv ited to participate in FEATS (Futu re European Air Traffic Serv ices Syst em Concept) and the Limited AFI RAN Meeting. A detailed report on our c ontribution to the many ICAO panels and working groups will be given in Committee B. Several liaison visits to ICAO Montreal have taken place, and in September the President. the Exec utive Vice-President Technic al and both Liaison Off icers to ICAO met with Mr .

Yves Lambert, Secreta ry General of ICAO. for a very open discussion and a pleasant lunch.

At that occasion Mr . Lamber t expressed the apprec iat ion of ICAO for the input provided by IFATCA. Our relationship with IFALPA co nt inues in a very posit ive sp irit of cooperat ion and members of the Executive Board met with the President and Princ ipal Off icers of IFALPA in Egham, U. K., in February for an exchange of ideas on a var iety of sub je cts of concern to both pilots and contro llers .

Liaison with the ILO continues at a high profi le. The request of IFATCA that. in the light of a review of the ISCO (International Standard Classific ation of Occupations) , the air traffic contro ller should no longer be classif ied as a c leric al but as a professiona l 4

occupation. has been taken into account. The ILO has also concluded the study on working conditions of air traffic controllers in two countries .

It is with pleasure that the Executive Board notes the increase of activity in most of the I FATCA regions.

Again , all regional meetings were ext remely well organized and offered a unique opportunity to publicize our profession and the Federation . It is. however. with regret that we notice that in two of our regions. no IFATCA regional meeting has taken place so far and . realizing there is a basic need for a regional meeting especially in those region s, we sincerely hope that things will change during the next year.

In order to promote IFATCA within the Federation and to explain to the member ship how it operates , two brochures have been produced and distributed by the Secretariat: 'Why

IFATCA?' and 'How does IFATCA work?'

We hope Member Associations will make use of them so as to inform better the individual members of the Federation .

Our magazine 'The Controller' is in good health. The newly appointed Editor visited the printing house so that communications and production procedures could be streamlined. The Editor also met with the Controller Management Group and cooperation is reported to be excellent.

Although 'The Controller' is this year again in positive figures , advertising remains a vital necessity for its survival and therefore a major drive to attract advertising has been launched through distribution of a special 'The Controller ¡ brochure .

The Editor attended the September Executive Board and Executive Council meeting so as to be kept updated on Federation activities . However . if we want 'The Controller' to be our magazine, more input from the Member Associations is required .

The Executive Board has continued to maintain a high profile of participation in Federation and Member Association affairs, as in previous years. Many meetings and functions have been attended and our appreciation goes to the number of airlines who provided the Executive Board with assistance either directly or by government request.

The Executive Board also wishes to thank the administrations of Belgium .

Canada. Germany. Ireland. Sweden and The Netherlands for their assistance and cooperation with Executive Board members .

Opening Plenary , National Conference Center Auditorium

THE CONTROL LER/ SEPTEMBER 19 88

Executive Board meetings were held without any difficulties as regards venues or dates.

Since IFATCA '87 four meetings were held, one in June in Lisse, The Netherlands, the second, as a one-day meeting before the Executive Council meeting in September, again in Lisse; the third in November in Reykjavik, Iceland, and the fourth in February in Cairo, Egypt.

For the second time, after 1986, the 1987 Executive Council meeting was held separately from the annual conference as a two-day meeting in September in Lisse. The Netherlands.

On request of the respective Member Associations or Regional Vice-Presidents, members of the Executive Board have visited Cyprus and Greece, several countries in the ~~R Region, and Senegal. A liaison v1s1twas also made to Gabon to assist the controllers to create an associ~tion, which will probably join IFATCA in 1989. The Executive Board maintained close contact via correspondence, with several potential Member Associations.

Once again we take this opportunity to appeal to all of our Member Associations who consider a liaison visit to their country desirable to contact the Executive Board.

The Secretariat has operated as in former years. Activities continue at the level reached in 1986, which were a cause of concern to the Board at that time. As was stated at IFATCA '87, little further expansion was possible within the present framework though the Federation· s operation is, as yet not adversely affected. The Board promised at IFATCA '87 to monitor !he situation and to keep the Directors informed of any proposed major changes which may be envisaged.

There is at the moment no urgent need to consider such a change.

On behalf of the Federation, the Executive Board wishes to take this opportunity to thank the Executive ~ecretary for coping with an everincreasing workload.

No doubt, the Executive Vice-Pres_ident,Finance. will provide a detailed ~1nancialreport in Committee A, but it 1sworth mentioning that the transfer· to_ the new financial year happened without any serious problems. . The number of Corporate Members 1snow 34. The close cooperation with the Corporate Members is for the benefit of all and the Member Associations should remember that whenever equipment is needed somewhere. they should inform the Secretariat so that a Special Newsletter can be issued.

THE CONTROLLER/SEPTEMBER 1988

The Executive Board wishes to express its appreciation to the Corporate Members Coordinator, Mr. Ron Mahendran, for his efforts on behalf of IFATCA and to all Corporate Members for their continued support.

On the technical and operational side of the Federation, 1987 proved to be a most fruitful year. The most impactive item internally has been the rewriting of the Technical Policy into more accessible and understandable language. It is hoped that this process will be completed later this year.

We have, within our Federation. enjoyed success and experienced disappointments. We were pleased at the kind invitation to participate in FEATS, the working group on Future European Air Traffic Services System Concept. It is also noted with regret that we were not successful in obtaining status in the North Atlantic Systems Planning Group. We will, however, monitor very closely their activities and ensure that the voice of the controller is heard through the alternative avenues available to us.

Work continues on FANS with both the present and former Vice-President Technical, participating. The continued hard work as displayed by members of IFATCA sub-groups, in conjunction with the activities of our Technical Liaison Officer to ICAO, will ensure that not only the voice of the controller is heard. but that a significant technical contribution can be made to both the legislators and developers of our air traffic control system.

We are now experiencing advancements and changes in our work environment that will have a greater impact on the operational controller than did the introduction of basic radar. IFATCA is prepared to meet these new challenges.

At last year's conference the position of Executive Vice-President Professional. left vacant at IFATCA '86. was taken up again on a full-time basis.

All meetings of Standing Committees IV and VII were attended.

Several seminars and conferences were attended by members of the respective (sub-)committees. resulting in interesting material and useful contacts for our Federation. Our Information Handbook was updated and drafted in a new format. The rewrite of the professional policy of our Manual was coordinated with both Standing Committees and is well under way.

IFATCA made early contact with !CAO regarding the PELT (Personnel Licensing and Training) review of the licensing requirements for air traffic

controllers. This contact is of vital importance so that the Federation will be properly placed to make representations on behalf of controllers.

Before coming to the conclusion of this report, a general comment. With the increased level of activities of the Executive Board during recent years. we might have to look at another formula to present the Executive Board report.

It is indeed felt that a general report by the President and an individual report by each Executive Vice-President might be a more suitable vehicle to convey details of activities.

To conclude, the Executive Board draws attention to two meetings which were attended by delegates of IFATCAand which are closely related.

The first one is the IATA 21 st Technical Conference held in Montreal in September 198 7 which dealt with the growing problem of the imbalance between the capacity of the air traffic control system and the increasing traffic; the second meeting was an Air Safety Symposium organized by the Commission of the European Communities where it became quite clear that the planned deregulation will result in a substantial increase of air traffic in the future. making airspace and air traffic control problems more acute in an often already overstressed system.

Solutions should be found very soon. before it is to late. especially after governments have. during the economic crisis. reduced both financial and manpower resources in air traffic control. This Federation has been predicting a looming air traffic control crisis and this is now being experienced by almost the entire aviation community. To state but a single phrase from a recent report from a major airline: 'Governments should hire more air traffic controllers and pay them better.· IFATCA will have to monitor the situation very closely and much work is ahead. We are confident that with the concentrated effort of all concerned. i.e. the Executive Board, the RVPs. Standing Committees. Liaison Officers and. of course. the Member Associations. we will be successful.

The Executive Board has no doubt that this 2 7th Annual Conference. our first one in South America. will be another major step towards the realization of the aims and objectives of the Federation.

5

Follo wing the President 's Report the directors appointed the Conference Committ ees: Committee A - Administration Committee 8 - Technical Committee C - Professional The committees were charged to undertake the necessary work on Conference Agend a Items, establish recommendations and resolutions and to report to the Final Plenary.

To chair the Conference Committees the following were appointed : Commi ttee A : E.G.H. Green, UK Guild Com mit tee 8 : L. Henriks , Netherlands Guild Committ ee C: L. Aust in, UK Guild After establishing that there was no other business from the floor the Opening Plenary adj ourned and the Conference Committees convened for their first working session .

Report of Committee A Da ve Grace, UK Guild

Committee A t rad it ionall y is one which hand les t he more controversial aspects of IFATCA st ructur e. regulations, elect ions and f inan ce . On this occasion the proc eeding s went smoothly although the select ion of Acapulco as venue of the 1990 con fere nce went to a fifth vote.

Spain was readmitted and new members Malaysia and Grenada w ere welcomed .

The President.

Vice- President.

Finance. and Vice- President, Professional. were reelected for a sec ond term of office as were RVPs fo r Afri ca East. Africa North, South Am erica.

Europe West and Pacific.

In the President's report he state d that IFATCA had increased its part ic ipat ion in ICAO activ ities and had been invited to take part in t he FEATS (Fut ure European A ir Traffic Services System) concept. wh ich wil l be an important change of ATC operat ion in Europe.

Of the Working Papers submitted three could be of significant importance to the future of I FATCA and its st ructure.

The fi le system presented by Swiss ATCA suggests that reports and wo rking papers be put on a computer based sto rage system to allow fo r quick and easy access to information.

Associated with this was the Eurocontro l Guild paper on communi cations wh ich urges better communication systems between MAs using relative ly ine xpe nsive modern telex and electronic mailing equipment.

But. by far. the paper which associated with the previous technologica l 6

advance and would herald a new era for IFATCA was th e pap er by Canada 'IFATCA Structure· . In thi s paper the following areas of particular interest were identified .

•

· Biennial Conf erences · - th e tim e between conference s is felt insufficient for MA s to formulate and construct working paper s properly .

• · Permanent Posit ion s· (Executi ve Board and RVPs)- Board member s and RVPs have been w or king . on occa sion . 70 to 80 hour s per week. whi c h stretche s the goodwill of employers . and . assoc iated w ith regular wor k in ATC mu st put pressure on the indi vidu al in particular as the w ork for IFATCA is ever incr easing.

• · Regional Alignments ' -At pre sent we have 10 RVPs whose area of responsibility cover s as little as three to as high as 19 Member Associations.

• 'Operation s of Secretari at' - as the number of new MA s and Corporate

Comm itte e A Chair (left to right) R. Bartlett , E. Green. S. M woria

Exec utive Board m emb ers in Comm ittee A (left to right) T. Gustavsson. Executive Vice-President.

Finance. U. Windt, Exec utive Vice-President , Adm inistration , E. Serm,jn , President

TH E CONTROLLER / SEPTEMBER 1988

Members increase (at this Conference three new MA s were accepted) it leads to the inevitable increase of workload on the already substantial w orkload of the secretariat .

It can be appreci ated that these proposals are of great importance and will create a lot of discussion hence the referr al to t he MA s for detailed investigation to be carri ed out and the findings presented as WPs at the next conference in Frankfurt 1989 .

The last agenda item was one of great pleasure to the directors ; it was the unanimous decision to honor one of I FATCA' s longest serving devotees , Ted McCluskey , with the IFATCA Scroll of Honor for 25 years of service to the furtherance of the Federations ' s aims and objectives .

Although Committee A has the longest agenda and was the last to complete its work program, I enjoyed my first IFATCA conference and look forward to Frankfurt 1989 which , I am sure will again be of great interest .

Repo rt of Committee B Lex Hendriks , Netherland s Guild

This year ' s Committee B officers were A .W .F. Hendrik s of The Netherlands as Chairman , T.A. Cauty of Canada as Secretary , while Sergio Martins and Lucia Setiuko Tengan, both from Brazil , acted as Vice-Chairmen .

Committee B had an agenda of almo st 40 item s, support ed by some 25 working paper s (WP) .

After the Report of the Executive Board - Part B, the Report of Chairman Standing Committee I and the Report of the Liaison Officer to ICAO (Technical and Operation al), the Committee discussed a number of WPs related to IFATCA' s input to International Organizations . On ICAO , thi s included topic s such as SSR Improvement s and Colli sion Avoidance System s (SICASP) , the Manual on Intercept of Civil Aircraft (MICA) , as well as the Special Council Committee on Future Air Navigation System s (FANS) . IFATCA' s delegates to the IFALPA ATS Committee present ed their report on two meeting s. And, finall y , the Committee accept ed a report on the IATA Speci al Committe e on System Demand and Capacity .

Thi s report served both to update th e Member Association s and to provide input and support for IFATCA's represent atives.

The Work St udy Items disc ussion resulted in a numb er of Recomm endati ons:

Airborn e Collis ion Avoidance System s (ACAS): • ATC ground service is t he primary met hod of sepa rat ion assurance and should be t ota lly indepe ndent THE CONTROLLER / SEPTEMBER 1988

ficat ions (MSPS) and eq uipment requirements should not be permitted to oper at e in airspace where reduced vertical separati on procedures are in operat ion .

Area Navigation and ATC Implications On this subject the Federation confirmed its view that the application of area navigation has enormous potential , both for pilot s and air traffic controllers, but st ated , in order to assure its member s' inte rests, that: • As the inte rnational body repre senting air traffi c controllers, IFATCA should be involved in the discuss ions leading t o agreements on the use of RNAV eq uip ment and procedures .

of airborne emergency devices such as ACAS. • Autonomous airborne devices should not be a con sideration in the provision of adequate air traff ic services.

Simultaneous Operat ions on Intersecting Runways • Where proc edur es are developed to allow simul ta neo us operat ions on inte rsecti ng runways, these procedure s mu st t ake into accoun t ATC wo rkload, th e number and effect of proced ural restrict ions and the possib le need for impro ved radar syst ems.

Vertical Separation • Mea sures to provide adequat e incre ase in ATC capac ity must be establi shed w here necessary and be simple in their ATC application before any c hanges are introdu ced to the present syst em of vert ical separati on.

• Aircr aft not able to meet t he Min imum System Performan ce Speci-

Ot her Work Study items inc luded Surface Mo vement Radar , Oper ation of SSR w ith out PSR (Primary Surveillance Radar), and Speech Recognition Systems for use in ATC. As IFATCA is currently heavily involved in Regional Meetin gs of internat ional organization s, next on the agenda were report s on bodies suc h as ATMG (Air Traffic Manageme nt Group), FloWest , FloEast ,

Committee B Chair( left to right)A. Cauty, L. Hendriks , S. Martins , R. Randall , Executive Vice-President . Tec hnical 7

Conference Committee in session

FEATS (all ICAO Europe) and Eurocontrol's RASP (Radar Application Spec iali st Panel).

Finally, Standing Committee I had to be reappointe d for t he next year .

Report of Committee

Until Conference 1989 , SC I will consist of The Netherlands , Denmark, Portugal, the United Kingdom , New Zealand and Canada, with the UK holding the chair .

C

Lesley Austin, UK Guild

I don't know whether a day and a half is a record for comp leting the agenda in an IFATCA Comm ittee. If it is, Committee C now holds it! But despite their short du ration, the proceedings of Committee C were, neverthe less, inte resting and of value to IFATCA delegates and observe rs interested in the profess iona l aspects of the Federation's work.

Mr . Phil ip Rahm, the Liaison Officer to International Organizations, was unable to attend conference b ut Wim Rooseman, Exec utive VicePresident. Profess iona l (EVPP), conveyed his apo logies and presented a report on his behalf. Of greatest concern is the status of control lers both in Greece and Belg ium following their mobilizat io n. As yet. the Greek control lers have not made use of the ILO recommendations. The Belgian case, presented to the I LO by the EVPP, was discussed by the ILO and it was decided that the Belgian Association sho uld make a formal complaint about the ir government to the organization.

8

Environmental Factors

and Human

Of the working paper s (WP) submitted to the committee under this heading, the ones that were of most interest w ere those from the Medical

Sub-Committee. The WP on night shift paralysis, that is the temporary incapacitation which can occur during or following a night shift , gave the results and findings of a study of questionnaires from controllers.

This topic generated a lot of discussion, which is more fully documented in Committee C' s conference report . But it is gratifying that the work done for this WP has resulted in IFATCA now having policy on this subject. Most of the subjects of the other WPs presented to the committee by the Medical Sub-Committee continue on their work program, such as the use of VDUs (Visual Display Units) in ATC, controllers' hardness of hearing , the biological and psychological aspects of fear and stress as it relates to the controller profession.

Much discussion was generated by the subject of the Information Hand Book (IHB) . The annual updating for this document by MAs is inadequate.

Each year many MAs do no return the questionnaires to SC IV even when they have changes that should be incorporated in the IHB . There were two aspects to the matter that SC IV wanted discussed - whether IFATCA still needed an I H Band if so how could its annual updating be ensured . Several MAs considered that there was no longer a need in many parts of the world for an IHB as they would turn to the associations in their immediate vic inity if and when they wanted help .

Others thought that this would be unfair on those MAs in part s of the world where the regional organization was not so strong; these could be the MAs that needed the IHB, and one regularly upd ated by their more fortunate colleagues . It having been generally accepted that an IHB should continue to be produced it was felt that it would be of little use if not regularly updated . After much discussion

Committee C Chair (left to right) F. Dowling , L. Austin, D. Lewis

THE CONTROLLER / SEPTEMBER 1988

within the committee and with serveral RVPs present it was agreed that the RVPs should distribute and collect the questionnaires in their region.

Thus it is hoped that more response can be generated.

The members of SC IV for the coming year are The Netherlands.

Germany. Norway. Belgium and Italy .

The corresponding members will be Australia, Sweden. Denmark, Uruguay and Ireland.

It was about this stage that Committee C reached another IFATCA first - the Chairman, in the process of introducing the next agenda item . screamed! Some strange brownish colored creature with far more legs than any creature has a right to, strolled in front of the top table. I think even a male chairman might have been moved to protest - this female chairman certainly did and besides it was not wearing a delegates badge!

Legal Matters in Air Traffic Control Some form of order having been restored, the committee proceeded to legal matters in air traffic control. It was perhaps a little disappointing that despite the excellence of the WPs presented, only one agenda item produced any IFATCA policy . This was on the subject of air safety reporting systems and voluntary reporting systems.

It _was recognized that properly constituted and administered these systems are essential for air safety but there is concern about the use such reporting systems might be put to by some administrations. The subjects of other WPs presented to Committee C and accepted as information material were the effects on ATC and controllers¡ liability of increased demand, manufacturers' indemnity, computers in the legal system, anomalies caused by . equal opportunities legislation, incident/ accident investigations and the legal liabilities of air traffic control agencies. These items will remain on SC Vll's work program along with any other items MAs may raise during the year. It is unfortunate that ANACNA (Italy) is unable to continue to chair SC VII or even participate during the coming year, although it is hoped they will return in the future. The members of SC VII for 1988/ 89 will be Eurocontrol Guild , Canada, Egypt and Tanzania, with Australia and Ireland as corresponding members . The chairman ship will be decided at the first meeting.

As you will now appreciate the topics discussed by Committee C are particularly interesting and of importance to the Fede ration . I hope t hat for THE CONTROLLER / SEPTEMBER 1988

IFATCA '89 the WPs will be of an equally high standard and that MAs will study them closely before coming to conference . These are matters which should be generating debate and producing policy for IFATCA. I also hope that next year Committee C will lose its record for the shortest session and fewest recommendations .

Technical Exhibit As in previous years the Technical Exhibit was well worth a visit by the conference participants who took full advantage of its location between the conference committee rooms and spent much time asking questions and observing the dynamic models and displays.

A welcome addition this year was the number of major airlines, Air France, Alitalia, Iberia and TAP Air Portugal, which exhibited their route network, fleet types and size, future expansion plans and schedules to a most interested group of controller s who make these operators ' business safe and efficient .

A number of Corporate Member s again exhibited their latest equipment, recent developments and projects which are being worked on or are in the investigation stage. Selenia and Thomson -CSF attracted the usual large crowd of inquisitive controllers as did Conrac Communications together with ISS Videote xt. It is

hoped and expected that information gathered by the conference participants will find its way back to their home countries and will assist when, in the future, decisions on equipment acquisition has to be made.

Other Corporate Members, although not part of the exhibit ion, provided added hospitality and participated in the sponsorship of the Corporate Members' Luncheon , an occasion greatly enjoyed and appreciated by the delegates and guests .

Another stand of conside rable interest was that of Embraer, the leading aircraft manufacturer in the Southern Hemisphere , maker of the Bandeirante and Brasilia aircraft, among others . TASA - Telecomunica96es Aeronauticas S.A. . t he probable future employer of Brazilian civil air traffic controllers had a stand and was, no doubt, given a great number of suggestions as to how best to ensure acceptable conditions for the colleagues in Brazil after the changeover. Certainly , participants at IFATCA '88 will be watching with concern and interest how developments after the change in employer will improve working conditions for Brazilian controllers .

Hobeco Ltda. is a Brazilian maker of meteorological instruments and offers a wide range of equipment from VFR to CAT Ill requirement s. C.M. Couto Sistema s Ltda. provides firefight ing equipment and technical assistance , it manufacture s and installs full fire-fighting systems.

Elebra Telecon S.A . specializes in electronic equipment manufacturing and system development, informatics - storage and processing of informa-

Opening of Technical Exhibit 9

tion - process control and m icroelectronics. These nat ional Brazilian manufacturers afforded an interesting inside view of progress in the country as it develops into a lead ing aviation environment.

Lastly, H. Ste rn Joalheiros, the largest j ewelry enterprise in the country , prov ided an overview of their intriguing enterprise which ranges from mining of raw materials in the wilds of Brazil to the design, creation and finishing of jew elry . To those who had the tim e to take in the tour, H. Stern offered a visit to its workshops to see the designe rs and artisans at wor k.

The stands of the German Air Traffic Cont rollers' Association, host of IFATCA ' 89, and the Finnish Air Traffic Controllers' Associ ation , bidding for a future annua l conference, attracted many visit ors and detailed questioning.

Corporate Members , as in past years, again t oo k part in a wellattended, provocative and most interesting Technical Panel which will be featured in the next issue of 'The Controlle r'. Throughout the conference the conference secretariat wa s more than able to keep up with de adlines, revisions , ch anges and printing schedules, and much credit must be given to the staff provided by Grupo Eficiencia who managed to take al l developments in their stride. Although the Final Plenary was sc heduled for a rather early hour on 29 Ap ril, the secretariat managed to have all com mittee minutes processed and compiled into the Repo rts to Final Plenary and the directors and co nfe rence pa rticipants assemb led , again in the audito rium of the conference center, to conduct the:

Final Plenary IFATCA Preside nt Erik Serm ijn opened the Final Plenary. The Executive Secretary of IFATCA declared , after the ro ll ca ll of Dire ctors that a quorum existed.

The Chairman of Committee C, Lesley Austin , presented the Report.

She expressed app reciat io n to her fe llow committee office rs, Dave Lewis , Canada, and Frank Dowlin g, Ireland, for their support and assistance . The report of Committee C was accepted unanimous ly.

A . F .W. ' Lex' Hendriks then offered the Report of Committee B. with 10

Spain joins IFATCA

thanks to Sergio Mart ins and Lucia Setiuko Tengan , Brazil, and Art Cauty , Canada, his fellow officers. Committee B's report , also , was unanimously accepted .

Lastly , E.G.H. ' Edge' Green , having thanked his Vice-Chairman Steve Mworia , RVP Africa East, and the Secretary , Roger Bartlett, Eurocontrol Guild , presented the report of Committee A. The director s accepted the applications of the associations of Grenada , Malaysia and Spain for full membership in IFATCA and the President invited attending representatives of these new Member Associations to address the Plenary after they received their . Charter of Membership . The Spanish representative said .

It is a great pleasure for me to be here repre senting the Spanish Federal Associat io n of Air Controllers , ACECA , or Spa in, which means the same .

First of all._I must give all of you the most expressive and warm thanks for your support on our return into the International Federation of Air Traffic Controllers' Associations, IFATCA. Sinc erely , thank you.

I also want to give thanks to a man who h_asmade our rejoin ing possible .

That_ 1s t he IFATCA Regional Vice President of Europe We st Philippe Domagala. Wi t hout his continuous help, ACECA would not be back .

Thank yo u, Phili ppe.

ACECA wants to work c losely with IFATCA _because Spain is entering the internat ion al comm unity more and more and we, the Spanish air traffic cont roller s, want to learn as mu c h as possib le from our international co lleagues .

We believe that IFATCA was not complete without the participation of the South Western corner of Europe .

Our brothers, the Portugue se controllers, have been full member s for several years . Now, the Spanish controllers have been accepted as full members. We hope that next year France will be a member also , and so, all the European controllers will work together on behalf of the Federation .

I can 't finish without mentioning the South and Central American Region which is crying for help in most fields . lbero-American brothers - now Spain is part of IFATCA and we can assure you that we have not forgotten our secular debts to you and I promise you all our help as of this moment.

Finally , I must give my thank s to the Brazilian Organizing Committee for the organization of thi s conference that could not have been more successful .

Ladies and Gentlemen - once more, i~, the name of Spain . Thank you .

Next the representative of Malay sia spoke.

First of all I would like to thank all of you for giving Malaysia full su pport by returning an overwhelming vote in this Final Plenary to our application for member ship . I would like to place on record our thanks to E.Y .S. Chu for his help in assisting us to join IFATCA .

Whilst I am happy for Malay sia to be a member of this world ATC family, there is still a lot to be done before MATCA's and IFATCA's objectives are fully accomplished .

As from now , Malaysia will participate actively and play its role as a full

Malay sia joins /FA TCA THE CONTROLLER / SEPTEMB ER 1988

Ted M cCluskey

MA in the international arena and assist IFATCA wherever possible to ach ieve its goals .

A word of th anks and congratu lations to th e Chairman of Committee A, Mr . Edge Green , who has so dehly and imparti ally handled the del iberation s on th e WPs, including the applic ation for membersh ip by M alaysia.

MATCA would also like to th ank th e organizing committe e for its efforts and fine wor k in putting up suc h a show .

Last of all I would like to assure IFATCA again by saying - ' MATCA is all for IFATCA'.

The election s to the Exec utive Bo'.3rdoffice s brought the reelection of all incumbent s as had the elect ions in Com_mitt ee A for the Regional VicePres1dents. The Executive Council thu s remain s as it was constitut ed aher IFATCA ' 87 . The Director s voted to acc ept th e offer of the Me xican Member Association to host IFATCA ·go in Acapul co. . President Serm ijn th en expressed his pleasure in carrying out th e wi sh of the dir ector s in aw arding to Edward 'Ted' M cCluskey the IFATCA Scroll of Honour for 2 5 years of commitm ent t o th e Federation . Aft er acce ptin g th e Scroll Ted M cCluskey addressed th e meeti ng . . I w as overwh elmed on hearing of t his awa rd. and it certa inly makes me feel pro ud . How ever, in t hanking you all . I believe this aw ard is really to all w ~o w ork in t he IFATCA family . PartIc1pation in IFATCA is to do w hat you TH E CONTROLLER/S EPTEMB ER 1988

can , when you can, but to do even the ta sks which are given to you which may not be your own ideas.

You need the support of your own associat ion. That I have had from both GATCO and later EGATS. on all occasions. You need support from other MAs and Corporate Members .

That I have always had also. Support. of course. can be just suggesting a task . It was a privilege to work with all of you under the direction of all the Executive Boards which I FATCA has ever had .

My career in IFATCA has given rise to many comments about my various ·nationalities ' .

From today my nationality is IFATCA. In thanking you all, please convey my thanks also to the many friends in your associations who are not present today. As I w ithdraw from active participation in IFATCA activities , I wish you all the health and strength necessary to push I FATCA boundaries even wider . I hope that I will have t he pleasure of meeting many of you again in years to come. somewhere , sometime .

Representatives of Corporate Members and observers were then offered the opportuni ty to speak to the directors . Robin Soar, on behalf of Jerry Thompson & Associates , Inc ., said that he had att ended annual conferences for many years, first as representative of his parent association in New Zealand, later as Regional VicePresident Pacific . Now. as illness had cut short his active controlling career. he was pleased to represent a Corporate Member . one which was looking forward to a long association w ith the Federation .

The Airports Association s Coordinating Council stated as follows .

I apprec iate the opportu nity of addressing th is IFATCA Annual Conference on behalf of the Airport Association s Coordinati ng Council (MCC) whi c h consists of t_he Airport Operator s Council. International. and the Internatio nal Civil Air ports Association . The MCC Constitu ent Association s· membership stands at over 4 00 inte rnatio nal airports . airport aut horities and national airport associations in some 100 States .

Your co nference covers a w ide range of major topics . Those whi ch part ic ularly drew t he attent ion of the MCC delegat ion are, of co urse, th e issues j oint ly affecting traffi c controllers, pilots . airlines and airport aut horities. suc h as surface movement gu idance and control systems. simu ltaneous operat ion on parallel

instrument runway s, helicopter oper ations , fut ure air navigation systems . and airport capacity . These items are being examined by special ized ICAO groups on whic h bot h MC C and IFATCA are represented , with the aim of form ulat ing recommenda ti ons which should be justified on grounds of safety and would not result in unacceptable financ ial burdens t o the air transport industry . We are confident that IFATCA shares the se views.

MCC does also share yo ur con cern w ith such prude nt issues as the welfare of air tr affi c controllers as it relates to th e need for efficient and effect ive performance of t heir duti es.

In the conte xt of relations between MCC , its con stituen t associations and IFATCA. we app reciate the reciprocal invitatio n of representatives to one anothe r' s annual meetings - a now establ ished practice which enables us all to discu ss t opics of joint interest and explore new ideas .

Mr. President - I thank you for the privilege of addressing t his conference and w ish you a successful accom plishment of some of the useful resoluti ons you have drawn as a result of th e just conc luded conference .

Ahe r th anking the speakers the President gave his speech to the Final Plenary.

The 2 7th Annual Confe rence of IFATCA has been successfully conc luded . It was the Federat ion's first conference on t he South Am erican Continen t . It brought tog ether representatives of air traffic controllers from some fihy countries from all parts of the world. representat ives from other interna ti onal organ izations. observers from aviation administrations and the equipment and consulting sectors. Altoge ther some 400 people gathered in Rio de Janeiro from 26-29 Ap ril. 1988 . to attend the conference. ·Aviation Safety and Effic iency in South Amer ica · wa s th e theme of the conferen ce. Conce rns were expressed about lack of adequate equ ipment. manpower and air traffic controllers· work ing conditions in some countries in the area. While , in Brazil, the equipment is reported to be adequate, the wo rking conditions of civil air traffic controllers ca use concern to the membe rs of IFATCA. It is with pleasure that we saw the reinstatement of Spain as a Membe r Associa tion. and it is with great pleasure that we welcome Grenada and Malaysia as new members of our worldwide Federation of Air Traffic Controllers ' Associations .

11

The deliberations in Comm ittee B made it obvious that our engagement in t echn ical matters is increasing every year and that the spectrum covered by our activities is expanding .

Years ago the spectrum of IFATCA on t echn ic al matters ranged from basic NDB fac ilities . VOR/ DME the applicat ions of advanced ATC procedures in our expanding controlled airspace.

Today we retain the NDB criteria . but have evolved to the extent that our eff orts must include the world of new t ec hnology, and look at working grou ps such as FANS (Future Air Navigation Systems) and FEATS (Future European Air Traffic Services). t o develop , with IFATCA' s involveme nt. t he new criteria required.

The outcome of the deliberations of both wo rking groups will have a direc t impac t on the fu t ure of the profession of air traffic controller. The resultin g systems will increase effici ency. but it is imperative that aviat ion safet y and int egrity be complet ely safeguarded . and that any social d isrupt ion s to the profession of the air traffic contro ller be kept to a mini m um .

The requ irement for a voluntary non-discip lina ry 'Re po rting system for aviation inc idents and acc ident s' wa s establish ed . Such system s have existed in m any coun t ries for a number of years and IFATCA feels it is imp erative to have them ava ilab le to air t raffic control lers in al l pa rts of the world.

Future IFATCA st udies w ill include ' Stress factors in air traffic co ntrol '. ' Scholarships to en sure adequ ate training路. 路 M anda t ory drug tes ting ' .

'Acts of air te rror ism' and th e ' Leg al impact of privatization of ai r t raffic control systems'.

In orde r t hat the Federation ea n be kept fully updated o n work ing con ditions of air traff ic co ntrol lers w orldwide, it is importa nt t hat M emb er Associations coope rate by sending their input for t he Info rmat io n Handbook.

Looking at the f ut ure of o ur Fede ration. a very impo rtant dec isio n was made by this conference by req uest ing the Execut ive Counc il to look at a restructur ing of our Fede rat ion ta king into considerat ion suc h items as having a conference every second year . permanent pos it ions. reg iona l alig nments . ro le of Regiona l Vi ce- President s. etc. The Federation has continuous ly evolved as required. and no doubt this study on restructuring will further contribute to deve lopments in the best interes t of the Federation .

A s always. the efforts and support of Corporate Membe rs contributed great ly to t he success of the conference . and the Executive Board wishes 12

could see during the working sessions. We hope that this conference has helped to open the authorities eyes to see how far South America is. in human relations , from other countries with the same traffic volume .

We hope that IFATCA '88 has been successful to all of you, and your stay in Rio has been pleasant also.

We also hope that all Resolutions and Recommendations be adopted by all countries .

I would like to officially close the 27th IFATCA Annual Conference by saying - Next year we will be together in Germany for another successful IFATCA conference. See you there!

Paulo Afonso de Menezes closing IFATCA '88

to express its appreciation as well as its congratulations to Mr . Ron Mahendron on his reelection as Corporate Members Coordinator.

Ladies and Gentlemen . this has been a successful conference . greatly due to the efforts of the organizing committee and the conference secretariat.

Hoping you enjoyed your stay in Rio. let me wish you a safe journey home , and we are looking forward to see ing you again in Frankfurt next year.

Paulo Afon so de Menezes then off icially c losed I FATCA' s 2 7th Annual Co nf erence as follows.

The 27th IFATCA Annual Conference is about to finish . and the Brazilian ATCA. despite the hard and long work . starts to miss you. In fact we start t o mi ss each other.

It has been a great satisfaction to receive you for the first time in South A m eri ca. Thi s year. we have had the return of Spain and the approach of France and the USA . You can believe t his conf erence will be a very importan t poin t in th e history of air traffic co ntrol in Brazil.

We would like a first to apologize fo r the f aults we certainly committed. but . at th e sam e time . we also would like to make c lear that this conference was done without any help from either Federal Governm ent or Brazilian airlines .

The Brazilian ATCA. with few resour ces, but with a great dispo sition to w or k. mad e th e dre am of having yo u here c ome t rue.

The Brazilian air traffi c controll ers. and o ur c olle ague s from South Ame rica. have m any diffi c ulties as we

While many of the participants at IFATCA '88 were able to stay on in Brazil and to visit different parts of the country . others had to return home immediately after the conference. All. however, will remember the words in the welcome message of the Mayor of Rio de Janeiro who said.

Two months ago Rio de Janeiro went through a nightmare : rain stor~s of unheard-of proportions causing death and destruction . The world followed the events through the press or heard of the 路cariocas路 plight. Here and there the city still shows the marks of the rain's fury . Just as it will never forget those days. the population of Rio will remember forever the solidarity coming from all parts of Brazil and all over the world . Several donations came by plane . which means that air traffic controllers , pilots and other aviation professionals also played an active part _in_ the international aid to Rio . But 1t 1s Fall now, perhaps the season which brings r:nore color and brilliance to Rio. There 1sno better time for visitors to have a more dazzling view of the citls beauty. We congratulate Brazil ' s air traffic_ controllers for hosting this m~etin _g in our country and particularl1 1n ~10. May this autumnal setting with bright and fairly cool days stimulate the delegates in their common goal of enhancing their knowledg_e _and techniques, aiming at providing more safety to air travel. .

Rio . a city that synthesizes a country of marked social differences , is grateful for the presence of the Brazilian air traffic controllers and their foreign colleagues. On behalf of the hospitable Rio people we extend them our welcome and wish them every success .

Mayor Roberto Braga was correct , IFATCA ' 88 proved to be a very suc cessful and memorable conference .

THE CONTROLLER / SEPTEMBER 19 88

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ICAO Special Committee on ;; ·~ Future Air Navigation Systems (FANS) "40~~~~ Concludes its Work

Jan S. Smit, Chairman of FANS. introduced the report of the fourth meeting of FANS which wrapped up its work program as a consolidated report, updating and replacing the material in the reports of previous meetings of the committee.

The report has not yet been considered by the Council of /CAO; after review that body will issue a statement on action taken. Mr. Smit, as excerpted below. stated:

·Already at its first meeting. FANS concluded that "a number of constraints would have to be accepted if the task was to be completed in a realistic time scale". Such a timescale was considered to be a period of three to five years "in order not to be overtaken by events, some of which may be outside the control of ICAO".

Within that context now, four years after FANS started its work. at the conclusion of its fourth meeting, it is proud to present to the Council and to the international aviation community at large, a consolidated proposal for the future global air navigation system. It has been developed in a concerted effort of active participation from ICAO Member States, from user organizations including transport, business and general aviation, from pilots and controllers organizations and from system and service providers. The overall proposal is not solely based on operational and technological arguments and judgment it also has a sound economical basis and it is believed by the Committee to constitute a most convincing and rational proposal for the future.

'The FANS Committee has now devised a new proposal, and this proposal will require at least as much enthusiasm and determination in its implementation as that applied to the COT Division proposal (in 1946) if it is to have similar success in the years ahe~d. Lip ~ervice will not be enough.

It will require resolute and dedicated action, most of which must be taken at the national level. ICAO as an organization has been instrumental in developing the proposal, and can help in the future by keeping it up to date.

But. as of now. Members of the 14

Council and of the Air Navigation Commission must carry the urgent message to their Governments; every Director of Civil Aviation or equivalent and other leaders in the aviation industry at large, including user organizations, must ensure that the required priorities are established, and that steps are taken to provide the necessary financing and technical preparation. Unless these steps are taken, and urgently, the excellent proposal of the FANS Committee may never be realized, and eventually civil aviation will bear the consequences.

This is said in great seriousness. because in the technical field, the very basis of a number of Articles of the Convention on International Civil Aviation, currently seem to be challenged in certain international technical forums.

'The FANS Committee concluded that satellite-based communication. navigation and surveillance systems will be the key to improvements of the air navigation environment on a global scale. There can be no doubt that those systems will come. However, the question is· 'What will be the ICAO influence and, ultimately. the civil aviation industry's participations in those systems?'· Through the means of the FANS Committee lCAO offers to the world-wide civil aviation community a well considered. balanced and realistic proposal for the future CNS systems. The fate of that proposal is now in the hands of the national Civil

Aviation Administrations throughout the world. What importance do they attach to civil aviation's control of its technical destiny. with all the related effects on the safety. regularity and efficiency of civil aviation operations?

'There is no doubt that the implementation of the future systems proposed by FANS, requires an involved and complex process both at national levels and notably at international. primarily ICAO, levels. But a four-year look into the decades ahead has convinced the Committee that the international civil aviation community cannot afford the choice to do nothing about that future and let things take their own course ... New technology offers opportunities to civil aviation that it never had before ... and may never have again. To utilize the new technology beneficially, the FANS Committee has laid the foundation for the "development of air navigation for international civil aviation over a period of the order of twenty-five years" (as it was asked to do) and has carried out the conceptual design of the building blocks.

'FANS has completed its task, but now it is of vital interest to international civil aviation to secure internationally coordinated evolution and transition. This will require exceptional measures to be taken. But lacking adequate and immediate measures·, it might even prove impossible to keep up a meaningful role for ICAO in the introduction of new technologies in international civil aviation. This would have a dramatic, detrimental effect on international civil aviation at large.

'To prevent that happening, I cannot emphasize too strongly the need for immediate, coordinated and effective action to implement this proposal which FANS has developed!'

'The Controller' is proud and pleased to reprint here, in full - recognizing the importance of the FANS Report - the Executive Summary which the Committee added to the report. and which identifies its main elements and assists in quickly determining the essentials of the FANS proposals.

THE CONTROLLER/SEPTEMBER 1988

Executive Summary Introduction FANS was established by the ICAO Council at the end of 1983 with the task to study, identify and assess new concepts and new technology in the field of air navigation. including satellite technology, and to make recommendations thereon for the development of air navigation for international civil aviation over a period of the order of twenty-five years.

The FANS membership was drawn from twenty-two Contracting States and international organizations together with ten others with observer status. Full committee meetings were held in July 1984 April 1985. November 1986 and May 1_988. In between these meetings extensive and most valuable preparatory work was done by ta_sk~orces. working groups and related. mst1tut1onsand organizations.

The committee has now completed its task.

The report of FANS/ 4 contains. to the extent practicable. a consolidated set of material as developed by all four meetings ~nd therefore represents substantially the fmal report of the committee. This executive summary is offered to assist readers to identify quickly the essentials of the proposals of the report.

Global Air Traffic Management A comprehensive assessment and analysis of the characteristics and the capabilities of the present systems and of their implementation in various parts of the world ascertained that the shortcomings of the present communications. navigation and surveillance (CNS) systems amount to essentially three factors: • t_he propagation limitations of current !me-of-sight systems and/or accuracy and reliability limitations imposed by the variability of propagation characteristics of other systems; • the difficulty. caused by a variety of reasons. to implement present CNS systems and operate them in a consistent manner in large parts of the world; and • the limitations of voice communications and the lack of digital airground data interchange systems to support modern automated systems in the air and on the ground.

The limitations summarized above are intrinsic to the systems themselves and to the means by which they are implemented. Although their effects are not the same for every part of the world. it is evi~e~t that one or more of these factors mh~bitthe further development of air navigation almost everywhere. New CNS systems should surmount these limitations to allow air traffic management on a global s~ale to evolve and become more responsive to the users· needs. Therefore. they should provide for: • global communications. navigation and surveillance coverage from (very) low to (very) high altitudes. also embracing remote. off-shore and oceanic areas; THE CONTROLLER/SEPTEMBER 1988

•

digital data interchange between the air ground systems to exploit fully the automated capabilities of both; and • navigation/ approach service for runways and other landing areas which need not be equipped with precision landing aids (MLS).

technology is the only now viable solution that will enable one to overcome the shortcomings of the present CNS systems and to fulfil the needs and requirements of the foreseeable future on a global basis.

Indeed. the committee sees very little prospect of substantial global improvements if it were to continue having to rely As air traffic scenarios in different parts on the present systems although SSA of the world widely differ. and will continue Mode S can be expected to effect local or to do so in the future. global systems must regional improvements. Therefore. in be able to work with a variety of traffic response to its terms of reference. the densities. types of aircraft. avionics so- committee developed · ... an over-all phistication. etc .• without leading to un- long-term projection for the coordinated due diversification or proliferation of avion- evolutionary development of air navigation for international civil aviation over a period ics and the ground or space environment. of the order of twenty-five years·. in which.

These objectives have been the guiding complementary to certain terrestrial sysprinciple throughout the committee's tems. satellite-based CNS systems will be studies and are the basis for its recthe key to world-wide improvements. ommendations.

In the future concept. aeronautical As. generally speaking. new CNS sysmobile communication will extensively use tems will provide for closer interaction between the ground system and the air- digital modulation techniques to permit space users before and during flight. air high efficiency in information flow and traffic management will permit a more optimum use of automation both in the flexible and efficient use of the airspace ~ircraft and on the ground. Also. this technique is most economic as regards specand enhance traffic safety. The following directions of change in air traffic manage- trum utilization. Except for high-density ment are envisaged and are to be sup- areas within coverage of terrestrial-based communications systems. aeronautical ported by future CNS systems: mobile communication services (data and • improved handling and transfer- of voice) will use satellite-relay. operating in information between operators. aircraft the frequency bands allocated to the AMS(R)S service. Terrestrial-based airand ATS units; • extended surveillance by using aircraft ground communication will remain prefpositions derived from airborne systems erable in terminal areas and in other high(automatic dependent surveillance. density airspace. In these areas. SSA Mode S data link will be used for air traffic ADS); • advanced ground based data process- services. It is evident that an eventual ing systems. including systems to dis- common use of the same frequency bands play ADS-derived data to the controller for satellite-relay. as well as for direct air('pseudo-radar display'). allowing for: ground communication. would permit. to - the ability to take advantage of the some extent. the use of common avionics.

However. the feasibility of using the improved navigation accuracy in four dimensions of modern aircraft; AMS(R)S bands also for such terrestrial - improved accommodation of a safety communications will depend on the flight's preferred profile in all phases allocation of sufficient spectrum in this of flight. based on operator's objec- band and the resolution of some technical problems. Further long-term development tives; should be strived for and not be blocked by - improvement in conflict detection and resolution. automated gener- hasty decisions. ation and transmission of conflictThe system architecture developed by free clearances and rapid adaptation the committee for the aeronautical mobile to changing traffic conditions; satellite service (AMS[R]S) provides for the • these three aims of development safety services (air traffic services [ATS] together with improved planning will and aeronautical operational control allow more dynamic airspace and air [AOC]) and the non-safety services (aerotraffic management. particularly in high nautical administrative communication density airspaces.

[AAC] and aeronautical passenger communication [APC]) and encourages mulThe required comprehensiveness of an tiple user participation through a minimum air traffic management environment is system capability up to a multi-function highly depe~dent o~ the type of airspa~e system. By applying the open systems and its traffic density and. therefore. its interconnection (OSI) concept. the AMSS detailed implementation requirements will architecture is interoperable with comvary around the world. In addition. the plementary other air-ground communidegree to which these requirements can cation sub-networks (including satellite be met is heavily influenced by the prac- systems of separate providers) and with ticability of providing adequate CNS ser- interconnected avionics and ground networks. This system architecture has been vices. approved by the ICAO Council and is the basis for SARPs (Standards and RecGlobal Concept of Future CNS ommended Practices) to be developed by Systems the recently established ICAO AMSS From its study of new concepts and Panel. new technologies. the committee conWhen studying the modern developcluded that the exploitation of satellite ments in aircraft navigation systems. the 15

committee identified at an early stage that the method most commonly used at present. i.e. to require mandatory carriage of certain equipment. constrained the optimum application of modern airborne equipment. Also. now that new navigation aids (notably satellites) are about to become available. continuation of the said method would imply a laborious selection process by ICAO. To overcome these difficulties. and to support the development of more flexible route systems and area navigation (RNAV) environment. the committee developed the concept of required navigation performance capability (RNPC). This concept is very similar in principle to the minimum navigation performance specification (MNPS) concept now in use in North Atlantic and northern Canadian airspace. Both concepts enable a required navigational performance to be achieved by a variety of navigation equipments. As distinct from MNPS. RNPC is primarily intended for application in airspace where adequate surveillance is available to ATC. By the introduction of automatic dependent surveillance (ADS) RNPC may gradually replace MNPS. The RNPC concept has been approved by the ICAO Council and has been assigned to the ICAO RGCS Panel for further elaboration.

Developments in the use of satellite technology for aircraft navigation justify the confident prediction that global navigation satellite systems (GNSS) that provide for 'independent' on-board position determination (such as GPS and GLONASS). will evolve to be suitable as sole means of navigation and eventually replace the current long-range and shortrange navigation aids. Application of the RNPC concept avoids the need for ICAO to select between 路competing路 systems. The committee developed a statement of operational requirements for GNSS for international civil aviation. These requirements are presented as guidance for States for approval of individual navigation systems and for system providers for the development and/ or enhancement of their systems. Although the RNPC concept allows for more than one satellite navigation system to be in use simultaneously, from an aircraft equipment point of view maximum interoperability is essential as it would significantly simplify avionics and thereby reduce cost. It would also be attractive if one system could serve as a complement to and/ or in a back-up role for the other.

MLS will be the ICAO standardized system for precision approach and landing.

However. GNSS systems are expected to eventually provide sufficient accuracy to serve non-precision type approaches. In future this could prove to be adequate for a significant number of airports around the world.

Secondary surveillance radar (SSR) is. and will remain, in wide use in many parts of the world. In several countries the accuracy and over-all performance of position information is improved by monopulse techniques and/ or the use of large vertical aperture (LVA) antenna. By augmenting SSA with Mode S. the selective 16

address and data-link capabilities enhance the beneficial role of SSR for surveillance purposes. However. like SSA A/C. SSA Mode S is restricted to line-of-sight coverage. The introduction of digital data link via satellites. together with sufficiently accurate and reliable aircraft navigation systems. presents the opportunity to provide surveillance services in areas which lack such services in the present infrastructure in particular oceanic areas and other areas where the current systems prove difficult. uneconomic or even impossible. to implement. This is achieved by automatic dependent surveillance (ADS). which is a function for use by air traffic services in which aircraft automatically transmit data derived from on-board navigation systems. i.e. aircraft identification and threedimensional position information as a minimum. This data is used by the ATC system to present a 'pseudo-radar路 or alternative traffic display to the controller. In addition to areas which are at 路present devoid of traffic position information other than pilot-provided position reports. ADS will find beneficial application in other areas. including high-density areas. where ADS may serve as an adjunct and/ or backup for SSA and thereby reduce the need for primary radar. In some circumstances ADS may even substitute for SSA. Although the use of primary radar is already declining. its need will continue in those airspaces where there is a mix of SSA-equipped aircraft with non-SSA equipped aircraft with compatible services provided to both categories. However. as such circumstances are decreasing. the need for primary radar will reduce. The reduction of primary radar will be further advanced by the introduction of ADS in its role as an adjunct/back-up for SSA. The committee recognized the probable need, at very high activity airports, for advanced systems for airport surface navigation. communications and surveillance which provide more capability than surface movement radar alone. There was some indication that technologies such as Mode S data link. satellite navigation and ADS techniques might be used in which no additional avionics would be required.

The committee identified severe shortcomings in the provision of aeronautical fixed communication services in practically every part of the world. As the future aeronautical fixed service (AFS) system was already the subject of study by an ICAO panel, the committee refrained from studying these services. Nevertheless. the committee observed that important improvements in the fixed services are urgently required. Such improvements are vital for playing a role in the ground part of the AMSS. The committee agreed that airborne collision avoidance systems (ACAS) can provide information about proximate traffic (in particular where air to ground communications cannot be monitored by the crew) and can, as a last resort, prevent collisions in the event of large errors or undetected blunders. ACAS must not be considered as a substitute for air traffic control service. It was considered that the use of ACAS could have a potential effect

on separation standards. with regard only to that portion of the separation required to protect against potential risk associated with large errors or blunders.

The complete proposals of the committee for the future CNS systems are presented in a condensed form in the CNS evolution table. attached to this summary.

Validation Because of the diverging circumstances in different parts of the world. the validation of the proposed new CNS systems was carried out by use of ten different air traffic scenarios, together characterizing the over-all global air navigation environment as realistically as possible.

The validation focused on the use of satellite systems for CNS services. It included qualitative. and. for scenarios for which analytical tools and simulation models were available. quantitative analyses in terms of traffic handling capability and flight economy. Also a global viewpoint was taken for the cost/ benefit analysis. in which only major elements of the cost/ benefit equation were taken into account. leaving out those of relatively minor importance. and questions related to transition economics were not taken into consideration. Capital and operating cost were determined for an average year. using depreciation periods of ten years for satellites and of twenty years for other capital equipment.

Likewise. benefits were summarized for an average year and include avoided costs and efficiency improvements.

By their nature. satellite systems show to full advantage when exploited on a global scale with a complementary ATC infrastructure in place. Assuming that SSA Mode S data link will be in use in highdensity airspaces within line-of-sight coverage (the cost and benefit of which have not been included), satellite systems will not lead to comparatively major system improvements in those areas. However. it could prove to be more cost-effective to provide a satellite-based instead of terrestrial CNS systems. in particular as regards navigation. In other airspaces. satellite CNS systems are the key to systems improvements and will provide significant benefits. In summary. the cost/ benefit analysis indicates a very favourable ratio of benefits to costs for satellite CNS systems. Sensitivity analysis indicated that highly pessimistic benefit levels would still show favourable benefit-to-cost ratios. The consolidated results show the annual cost of satellite CNS systems to be about $1 billion against annual benefits ranging from $5.2 billion to $6.6 billion. The benefit category of avoided cost alone roughly equals the total cost while the efficiency benefits are much greater. In appreciating this validation, it needs to be noted that, in order to realize the benefits. especially in terms of avoided costs and efficiency improvements, implementation must be carried out on a global scale and a suitable. matching ATC infrastructure should be available. Otherwise, the maximum of benefits will not be achieved.

THE CONTROLLER/SEPTEMBER 1988

\ J

Institutional/Management Issues The committee's review of the institutional aspects addressed only the communications and surveillance applications. Consideration of the institutional aspects of satellite navigation systems was not deemed necessary at this time. but it may arise in the future. The committee agreed that. for economical and technical reasons. satellite systems require institutional and management arrangements which differ from those applied for the provision of the present CNS systems.

Although the 'institution路 issues cannot be usefully considered in general terms or in theoretical isolation. the committee agreed on some basic principles that should apply to the institution and management of international aeronautical satellite communications systems as follows. A principal objective is to create a satellite system structure that can meet present and future needs for ATS and AOC safety communication.

However. the advantage of accommodating non-safety AAC and APC communications in the same avionics equipment is fully recognized and pursued.

The provision of satellite communications and surveillance services involves many elements. comprising the ATS facilities. terrestrial networks. earth stations. spacecraft and airborne facilities.

The international organizational arrangements should allow for these elements to

be provided by different suppliers (States. group of States. organizations. private and commercial entities) and allow. where appropriate. for competition among a limited number of service providers. while meeting ICAO Standards. Existing government or inter-governmental arrangements should be utilized or modified to ensure the functions are performed to the prescribed ICAO Standards and to meet the needs of the ATS authorities.

ICAO is the only appropriate body to establish technical standards for international aeronautical communications and surveillance services. Also. ICAO is responsible for the co-ordination of the use of frequencies allocated exclusively to the aeronautical mobile satellite (R) service.

States are responsible for the authorization. certification. or the provision of these services in the airspace for which they are accountable. The coverage of satellite services may overlap several ICAO regions and it is. therefore. necessary to plan. at the ICAO level. the global implementation of satellite services to assist the ICAO regional planning activity.路 Completion of the Committee's Task and the Consequential Future Work The essence- of the task that was appointed to the FANS Committee was the development of a concept for future communications. navigation and surveillance

systems. in which new technology is used to improve the over-all air navigation system for the benefit of the development of international civil aviation. This task. being the design of a blueprint rather than detailed specifications for SARPs. has now been completed and the result of the committee's four years路 work is contained in this report.

The committee agreed that. for economic and technical reasons. satellite systems require development and implementation arrangements which differ from those of the present CNS systems. The coverage of satellite systems would usually extend over several FIRs. States and even ICAO regions. thus impacting on planning in more than one ICAO region. It is therefore necessary to plan. at the worldwide level. the global implementation of satellite services to assist in the ICAO regional planning activity. The evolution of ATM to respond to users路 needs on a global scale using the CNS concept developed by FANS requires a multi-disciplinary approach because of the close relationship between communication. navigation and surveillance techniques and the use made of them in ATM. In addition to specialist groups for separate elements (panels. study groups. etc.) and regional bodies for implementation planning. the committee sees a need for a new committee to advise ICAO on the over-all monitoring. co-ordination of de-

CNS Systems Evolution Table Current

'I

Proposed

Type of airspace

Communications

Navigation

Oceanic/ continental en-route airspace with low traffic density 4

VHF voice HF voice

OMEGA/ LORAN-C Primary radar/ SSR VHF voice/data NOB Voice position AMSS data/voice VOR/DME reports HF over poles Barometric altitude only 5 INS/IRS

Surveillance

RNAV/RNPC ADS GNSS Barometric altitude High altitude GNSS altimetry 2 INS/IRS

Continental airspace with high density traffic

VHF voice

OM EGA/ LORAN-C Primary radar NOB SSR Mode A/C VOR/DME Barometric altitude INS/IRS

VHF voice/ data AMSS data/voice SSR Mode S data link

RNAV/RNPC SSR Mode A/C or SSR Mode S GNSS Barometric altitude ADS High altitude GNSS altimetry 2 VOR/DME 6 INS/IRS

Oceanic airspace with high density traffic

HF voice

Voice position MNPS OMEGA/ LORAN-C reports Barometric altitude INS/IRS

AMSS data/voice

RNAV/RNPC ADS GNSS Barometric altitude High altitude GNSS altimetry 2 INS/IRS

Terminal areas with high density traffic

VHF voice

NOB VOR/DME ILS Barometric altitude INS/IRS

VHF voice/ data SSR Mode S data link

RNAV/RNPC GNSS MLS NDB 3 VOR/DME 6 Barometric altitude INS/IRS

Primary radar SSR Mode A/C

Communications

Navigation

Surveillance

SSR Mode A/C or SSR Mode S ADS'

Key AMSS MNPS RNAV/RNPC GNSS ADS INS/IRS

aeronautical mobile-satellite service minimum navigation performance specifications area navigation/required navigation performance capability global navigation satellite system automatic dependent surveillance inertial navigation system/ inertial reference system

THE CONTROLLER/SEPTEMBER 1988

The need for primary radar is reduced.

To be used where barometric altimetry is not functional.

3 NOB will be progressively withdrawn.

4 Includes low-altitude. off-shore and remote areas.

5 Until such time as satellite communication is available.

6 VOR/DME will be progressively withdrawn.

1

2

17

velopment and trans1t1on planning to ensure that implementation takes place on a co-ordinated global basis in a costeffective manner.

For the above reasons, this new committee should be responsible to the Council and comprise air navigation experts at the technical/ operational policy making level drawn from States and international organizations. Such membership would provide the flexible, quick response and direct linkage between the required developments in the field of air navigation in various parts of the world and ICAO. The committee recognized that the establishment of such a new committee would take time, nevertheless the momentum for the continuing co-ordination development and implementation must be maintained. Therefore, because of the urgency of progressing the tasks in the period until the new committee is established, the FANS Committee should be charged with these new tasks as an interim measure.

Press Release The International Federation of Air Traffic Controllers' Associations conveys deepest sympathy to the families of those passengers and crew on Iran Air 655, which was shot down while on a scheduled service.

IFATCA, which is the representative body of more than 10,000 air traffic controllers worldwide, reiterates many earlier statements which have deplored any interference with the safe passage of civil aircraft, from whatever source.

IFATCA maintains that civil air traffic must be afford the greatest possible safety. All agencies, civil or military, must take all possible steps to ensure the safety of any civil aircraft which is proceeding about its business of passenger carriage between any of the world's civil airports. Adequate communications facilities are vitally important manned by competent personnel who are fully au fait with civil procedures.

IFACTA will press all possible contacts in the civil aviation field to make every effort to prevent a further occurrence of the military destruction of a civil aircraft.

Issued on behalf of the Executive Board of IFATCA on July 14th 1988.

Automation - a Necessity for Higher ATC Efficiency

by V. G. Shelkovnikov, Chief, Central Department of Civil Aviation Air Traffic Control, and N. G. Mishchenko, Department Chief, International Scientific and Experimental Centre for ATC Automation, USSR

Civil Aviation in the Soviet Union is called upon not only to serve the growing demand for fast passenger and cargo transportation and the expansion of international air services but also to improve service to our remote and almost inaccessible areas -such as parts of the far north, Siberia and the far east. The efficiency of air transport is to a large degree determined by the sophistication of the air traffic services (ATS), whose role and significance also are growing every year.

The greater volume of air transport, the steadily rising density of air traffic, the introduction of wide-body aircraft, the increasingly complex structure of the airspace around the country's major centres, the need to introduce technological improvements to save fuel, and the requirement to use optimum routes and flight levels present ATS units with very complex but important tasks.

As we know, air traffic control (ATC) is the most difficult element in the whole operational process. In involves the reception. processing and analysis of large quantities of diverse information, interaction with other

services, the issuing of instructions with heavy responsibility for the decisions taken, and an acute shortage of time. The so-called 'human factor' associated with the psychological and physical state of the controller, his professional training and readiness to take responsible decisions have a critical influence on the development of requirements for flight services support equipment.

One of the main technological trends in air traffic control is towards the automation of the routine parts of the controller's job, which opens up the possibility of introducing future technology and increasing airspace capacity. It is with this goal in mind that the Ministry of Civil Aviation of the USSR, in accordance with its established program. works constantly to introduce and implement more and more automated ATC systems.

International airports here are being successfully served by automated aerodrome and terminal control area systems (Leningrad, Kuibyshev, Khabarovsk, Kiev, Yerevan, Mineralynye Vody), an automated regional ATS system in Moscow and a route network of secondary surveil-

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Ftgure 7 Control zone for the TRASSA automated ATC system now mstalled at the Simferopol ACC. 18

THE CONTROLLER/SEPTEMBER

1988

Secondary Surveillance Radar

• Central Processing

Unit

•

Central Control

and Monitoring Console Radio Station

RADAR STATIONS {:

Figure 2. Simplified block diagram of the TRASSA System.

is transmitted from radar positions in digital form over standard telephone communication channels.

To help control personnel to adjust to receiving synthetic (digital) information. provision is made in the system for displaying analogue information from the central. position located very close to the control centre. The availability of analogue information provides additional capability to monitor dangerous weather systems in the ATC area.

Traffic information from all of the radar installations in the system is put together like a mosaic and automatically distributed to the controllers· work stations in accordance with their areas of responsibility.

The radar controller traffic displays depict coordinates obtained from primary and secondary radar. bearing lines and tabular. symbolic and cartographic information. The use of twocolour cathode ray tubes in the video displays permits the selection of static and dynamic information.

Aircraft position is displayed in the form of synthetic blips with history that is. blips obtained from the two TRASSA provides automatic ex- preceding radar scans. Bearing infortraction. transmission. consolidation mation appears on the traffic display and display of radar information from during radio communications; bearing several remote tracking stations. thus lines are shown with figures indicating permitting uninterrupted rada_rm_oni- inbound and outbound azimuths. toring of flights and communications Tabular and symbolic data are prowith aircraft throughout the ATC area vided in the form of flight progress from a single control centre (see Fig- strips, the entry list and the system control panel. ure 2). .

The flight progress strips for tranThe high quality of radar surveilsponder-equipped aircraft are dislance in the system is attained through played automatically. if information the integration of information from primary and secondary radars and about them appears on the entry list. from radio direction finders. Auto- The flight progress strip contains the matic processing of radar sign_als transponder code (or aircraft registration number) and the current and using effective interference protection methods makes it possible for the sys- assigned flight levels.

The entry list contains information tem to detect a target with a probability of more than 0.9 with a false on aircraft that. according to their alarm probability of 10- 5 . Information flight plans. should enter the control lance radars (SSR) at various ATC centres in Leningrad. Riga. Minsk.

Lvov. Odessa. Tashkent and Sochi to control air traffic on international airways.

Automated systems and integrated SSAs have been and continue to be introduced at high-density terminal control areas serving domestic flights.

In December 1985. the so-called TRASSA automated ATC system was brought into service at the Simferopol Area Control Centre (ACC). There were two main reasons for the introduction of automation at this ACC (refer to Figure 1 ): the need for efficient ATC during the summer peak period. when air traffic increase sharply on air routes linking the industrial centres of the country with the resort areas of the Crimea and the Caucasus; and the need for further improvement of ATC service on international airways passing over the waters of the Black Sea. in accordance with the ICAO Standards and Recommended Practices in Annex 2 Rules of the Air.

THE CONTROLLER/SEPTEMBER 1988

sector. The list can include information on up to eight aircraft.

The system control panel is designed for visually monitoring the · dialogues· which the controller conducts with the computer through a functional keyboard.

Cartographic information includes the area and sector boundaries, mandatory reporting points, airways, etc.

One of the important functional tasks performed by the system is the automatic tracking of aircraft by means of primary radar. Automatic tracking makes it possible for the controller to extrapolate aircraft position on the traffic display. assess the dynamic traffic situation and take timely action to maintain required separation.

Working effectively with the computer. the controller can quickly perform a large number of operations associated with the updating of the traffic situation. selection of the necessary amount of information to be displayed. variation of operating modes and interaction with adjacent sectors. all of which substantially increases his capacity and leaves more time for analysis and decisionmaking.

It should be noted that both system hardware and software are based on advanced Soviet electronic equipment featuring high speed. reliability and electromagnetic-interference protection.

The TRASSA automated ATC is a flexible. rational structure. with 100percent backup of all full functional equipment and including centralized control. The autonomous modular construction of the system allows for the installation of additional equipment and expansion of the tactical capabilities of ATC. The introduction of TRASSA in the Simferopol ACC. the provision of continuous radar monitoring in its area of responsibility, the organization of direct communications channels between Simferopol ACC and neighbouring ATC centres are in accordance with the requirements of Annex 11 -Air Traffic Services. These activities plus the conclusion of agreements to coordinate flights among adjacent ACCs. as recommended in ICAO's ATS Planning Manual. and the introduction of an integrated network of secondary radar at the Sochi ACC are all directed towards an increase in the safety. economy and regularity of international and domestic flights over the waters of the Black Sea. The above article is reprinted. with permission, from the March 798 7 edition of the !CAO Bulletin. hhh 19

ILA '88 - International Aerospace Exhibition at Hannover

JJIIA'88

U. Windt

ILA - International Aerospace Exhibition at Hanno ver Airport celebrated its 30th anniversary this year from 5 to 12 May . The very first ILA took place in 1909 in Frankfurt / Main .

ILA is thus the longest-running aerospace exhibition of its kind in the world. In 1958 Hannove r Airport was the venue of the first airshow organized by the BOLi , the Federal Association of t he German Aviation

Industry . This event, which coincided with the Hannover Fair, was originally held under the motto ' Special Display of Aviation Equipment, Apparatus and Components Manufactured in Germany ' , but it has long been known by the traditional title 'ILA' . Since 1960 this event has been held biennially in alternate years to the Paris Air Show at Le Bourget .

I LA '88: Platform for Aerospace Technologies ILA ' 88 , the 17th International Aerospace Exhibition , served as a platform for the latest technical innovations in the fields of space technology , aircraft and ground support.

This display of high technology embracing the entire aerospace sec-

/LA '88 - some 770 aircraft of various types were on view

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THE CONTROLLER / SEPTEMBER 1988

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All it takes is a lution raster scan for colorful daylight viewing . en few sophisticated Which is not only a lot easier on th e eye.

0 processors, some But also a lot easier on the controller. ~ Work positio n wit h cursive CRT. pr etty nifty SOft:::s:::'.ware - and a lot of exper ience.

DETE CTIO N, CONTR OL en Experience - both technical and operational AND COMMUNICATION S SYS T EMS GROUP ~ acquired in th e detection of raw data with <C radars that have always exemplified th e state DIVISION ~ of the art in dete ction technology.

SYSTEMES DEFEN SE ET CONTROLE en Plus vital experience in processing the raw ru e Gra nge Dame Rose o data and displaying a clear air situation toge- 40, 923 63 Meu don-La-Foret Cedex - FRANCE Tel.: (1) 40_94.30.00 -Telex: THMEU 270375 F ~ ther with processed flight data.

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tor was presented in three halls and an open-air site with a total exhibition area of more than 180.000 m 2 . 420 exhibitors from 16 countries offered their equipment to an international professional public of decision-makers and buyers from industry and commerce as well as from the spheres of politics and defense. Some 160.000 visitors from all over the world attended the exhibition.

In a joint display with its European partners from the aerospace sector ESA {the European Space Agency) presented a life-size model of the European space shuttle Hermes. as well as various models of the space station Columbus. Orders totaling many billions of marks will be awarded

by West Germany and the other countries involved.

The main attractions for visitors included the latest addition to the Airbus family of the nineties. the A 320. and the amphibious aeroplane 'Seastar CD 2· from Dornier Seastar.

Major manufacturers of commuter aircraft were also represented in Hannover. This underlines the continued increase in demand for small passenger aircraft - a response to the massive expansion of national and regional commuter routes. view of the growing demand by airline passengers for maximum safety. maintenance and product support were given special emphasis by exhibitors at ILA '88. Indeed. the n:,aintena~ce. r~pair and servicing of aircraft. including the provision of spare parts._ i~ {increas!ngly) being accorded pnonty by the international aircraft industry. Aircraft engine technology is rapidly advancing. and the full spectrum of new developments for all types of aircraft was demonstrated in Hannover. ~he international aerospace equipment and supply industry and the airport technology sector presented a comprehensive overview of products and service at ILA ·as.General and business aviation formed another highlight. Civil aviation is currently experiencing a period of market change. with a steady trend towards more cost-effective aircraft.

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Maontenance It was clearly demonstrated at ILA '88 that the growing emphasis placed on safety by airlines has led to increased demand for aircraft servicing, repairs and overhaul. These sectors have consequently developed into

22

major markets for the international aerospace industry - for aircraft manufacturers and for the airlines themselves. Virtually every airline which services its own aircraft is in a position to offer maintenance services to others.

A number of smaller airlines have recently founded the Association of Independent Airlines {AIA) to enable them to offer more cost-effective aircraft servicing. The association. which currently has 15 members. aims to provide competitively priced overhauls and maintenance for today's sophisticated aircraft.

The aircraft of the future will incorporate increasingly complex eleotronic systems and avionics. At the same time a wide range of new material will be used in airframes and propulsion systems. This in turn will call for a higher degree of specialization in the maintenance sector. Airbus Industries has calculated that the creation of in-house servicing facilities for the Airbus A 320 will be profitable only if the airline in question operates at least 120 aircraft of this type. In future. aircraft maintenance will concentrate more on fault detection than on repairs and overhauls.

Wingtip Vortices Editor's note: The article below first appeared in 'Canadian Aviation News·, June 1988, and is reprinted with permission of that magazine's editor. The subject matter is of interest to all controllers and pilots, and the article reiterates the unpredictability of vortices and the requirement to exercise utmost caution. hhh A Beech H35 {Bonanza) departed on a visual flight rules (VFR) flight to an International Airport. The purpose of the flight was the pilot's personal transportation. During the departure and en route portions of the flight. the aircraft proceeded without incident.

Upon arriving at the destination airport. the pilot of the Bonanza was cleared to enter the traffic pattern at 4.200 feet mean sea level (m.s.l.) for a landing on runway 29 left. As he continued. he made a modified. straight-in. visual approach to the airport. The approach was from the south with a 45 degree left turn onto the final approach.

As the Bonanza was approaching. a Boeing 727 was vectored on a heading of 120 degrees onto a left downwind for a visual approach to runway 29 right. As the two aircraft continued on their respective approaches. they flew on generally converging headings.

About 1745. Approach Control advised the Bonanza pilot that the Boeing 727 was at his 11 o'clock position at four miles. and the pilot reported that he had it in sight. At about the same time. the Boeing 727 started a left, base turn to runway 29R. Approach control cautioned the Bonanza pilot about possible wake turbulence and instructed him to change to tower frequency; the Bonanza pilot acknowledged.

At 1745:38. after changing to the tower frequency. the Bonanza pilot was advised that the 727 aircraft was at 12 o· clock and three miles. on a base turn to runway 29R. The Bonanza pilot acknowledged and said he had the traffic. The Bonanza pilot again was cautioned about possible wake turbulence and was cleared to land.

At 174 7:00. the Bonanza pilot called the tower in an excited voice.

He reported that ·something blew up here in the air and this thing is about to shake appart. I'd like to come right on in.' Later. the pilot reported that at two miles east of the airport while on final approach. the aircraft suddenly pitched up and flipped over. After recovering. he was able to continue the approach and land safely.

An examination of the aircraft after it landed revealed that the V-tail was damaged. The leading edge of the right stabilizer was deformed downward about 1 ¾ inches and its lower skin was buckled between the front and rear spars. The front spar of the right elevator {ruddervator) was twisted. Skin on both ruddervators was deformed. No preaccident malfunction or failure was evident.

According to the Aeronautical Information Publication {AIP), every airplane generates a wake while in flight and wingtip vortices can persist for a period of time. The strength of the THE CONTROLLER/SEPTEMBER 1988

vortex is governed by the weight. speed and shape of the wing of the generating aircraft and is strongest when the generating aircraft is heavy, clean and slow. and diminishes with time and distance behind the generating aircraft. Atmospheric turbulence hastens the breakup.

Flight tests have shown that vortices from a large aircraft sink at a rate of up to 400 to 500 feet per minute.

Generally, the vortices stop sinking after about 900 feet. The AIP recommends that pilots fly at or above the light path of a large aircraft that is landing on a parallel runway that Is closer than 2,500 feet. The parallel runways in this incident were about 700 feet apart.

A review of the radio transcript and radar information revealed that the upset the Bonanza had encountered was in the vicinity of the point its flight path had crossed the flight path of the Boeing 7 2 7. When the upset occurred, the Bonanza was following 60 to 65 seconds behind the Boeing, rather than the minimum two-minute separation interval recommended by the AIP. At that time. the Bonanza's speed was about 160 knots, well above its manoeuvring speed of 124 knots.

The exact location of the encounter could not be determined. However. the Bonanza's transponder reply indicated that it had descended to 3,600 feet. about 11 seconds before crossing the flight path of the Boeing . At that point. the Bonanza was about 1,000 feet to the right (southeast) of the Boeing ' s ground track. When the Boeing had passed that vicinity about 60 seconds earlier. it was in a left turn at 3,900 feet. Interpolation of the 1605 winds aloft shows that the wind at that altitude would have been from 287 degrees to 290 degrees at 11 to 12 knots. If the wind aloft had remained the same. the wake turbulence would have drifted to the eastsoutheast about 1.000 feet per minute.

The Report of the IATA 21 st Technical Conference ¡ System Demand and System Capacity' containing all papers presented at the conference is available from the Technical Secretariat, IATA, 2000 Peel St., Montreal, Quebec, Canada, H3A 2R4, at US $40.00.

Vaisala Laser Ceilometer CT 12 K Receives FAA Approval and Several Contract Awards

Besides having received the National Weather Service of the US production release , the Federal Aviation Authority (FAA) of the US has determined that Vaisala ceilometer CT12 K meets the detection performance requirements for Cloud Height Indicators for Automated Weather Observing Systems (AWOS) . The CT12 K ceilometer contract with the US National Weather Service has recently been extended to cover up to 650 units thus bringing the manufacturing volume of the Vaisal ceilometer to a level of its own in the world.

Vaisala has lately been awarded several contracts for CT 12 K laser cloud height ceilometers. The Spanish National Meteorological Institute INM (lnstituto Nacional de Meteorologfa} has placed an order with Vaisala for thirteen cloud height ceilometers after competitive bidding procedures against German and Swedish manufacturers. Vaisala was able to demonstrate leading-edge technology compared to the previous generation ceil-

-.._:_____ Vaisa/a CT 72 K ceilometer

THE CONTROLLER / SEPTEMBER 1988

ometers and offer a price advantage thanks to its large production ser ies.

Dublin Airport (Republic of Ireland). Brunei International Airport , the Australian Navy, and Vanuatu and Trinidad Meteorological Services have also recently placed orders for CT 12 K ceilometers .

Vaisala CT 12 K measures over 12,000 ft (3658 m) with 50 ft resolution and accuracy throughout the range , using a maximum of 30 seconds to complete a cycle.

Vaisala CT 12 K is also the only production ceilometer in the world with the sampling, data acquisition and numerical processing power to get a new complete 0--12.000 ft backscatter profile at 50 ft resolution at the end of every cycle. This provides the unique possibility of using the full profile every time to determine cloud base and other properties in the manner of a true lidar *, and to perform a lidar inversion of the data to obtain extinction coefficient profile . This is done in real time with a stable and accurate algorithm which has the most widespread use in research.

The result of this is that, in all but fully obscured situations . a rel iable cloud base is indicated and missed hits due to fog and precipitation are avoided since the processor always has a complete pictu re of the attenuating effect of fog and precipitation .

The number of data samples per second is as large as approximately 250,000. The number of laser pulses per second is approximately 1,0 00 .

Vaisala CT 12 K laser c loud height ceilometer is the only device to provide a portab le maintenance term inal for full in-depth access to all internal data on the installation site without line or battery supp ly. * Lidar [Ll(GHT) + (RA)DAR] a meteoro log ical instrument using transmitted and reflected laser ligh t for detecting atmospheric partic les. as pollutants , and determining the ir elevation , concen tration. etc.

23

Canadian Air Traffic Control Association Presents Awards H. J. Brennen, Man aging Director, CATCA

The Award of Meri t was establish ed in 1981 by CATCA's Board of Directors to recogni ze individuals whose singula r efforts have been beneficial to our members as we ll as controllers around the world. Since the award was establ ished only six persons have been recognize d inc lud ing, for the first time, two thi s yea r.

Our Association is a reflec t ion of those whose dedication makes us better.

Two veterans of nationa l and inter nationa l air traffic contro l received the Award of Mer it from the Canadian Air Traffic Control Association.

Past IFATCA President Harri Henschler and Past CATCA Preside nt Bill Robertson were rece nt ly c ited, in two separate ceremonies, for · unselfish dedicat ion to the Associat ion , it s goals and fellow contro llers·.

Harri Henschler succeede d J eanDaniel Mon in of Switzerland to t he t op elected position of IFATCA at the Copenhagen conference in 1978 , a post he held for eight years. Beginning in 19 7 4, he served two -year terms as Regional Vice-President North and Central Ame rica and Vice- President Profession a I. His first i nternationa I experience came as CATCA representative to the 19 70 I FATCA confe rence.

A team supervisor at Edmonton Area Contro l Cente r, Mr . Hen schler's CATCA service during the late 1960s and ear ly 1970s incl uded a two-year term, beg inn ing in 1973. as CATCA Vice-Pres ident He started his air traffic contro l ca reer at Hanno ver, Germany, befo re arr iving in Canada in 19 6 7 to work in Calgary and Edmonton contro l towers.

He cu rrently serves I FATCA as editor of 'The Control ler· and was a contr ibu ting editor to the 'International Journal of Av iat ion Safety'. ·A c red it to the profession and a champ ion of aviation safety and eff ic iency, Mr . Hensch ler continues to assert his leadership at the inter 24

national level as a prominent Canadian air traffic controller,· his award plaque states.

Mr. Robertson served two terms as CATCA President. from 1979 to 1983 . Along with championing effective legal representation of controller s working at the time of an aircraft accident, his achievements in the senior execu ti ve office include a leadership role in developing a new classification standard and helping initiate the Controller Advisory Program.

After taking CATCA member ship in 19 6 7, he served in the association office beginning th e follo w ing year.

From 1977 to 1979 he was IFATCA Regiona l Vice-President for North and Central America and helped several count ries negotiat e impro ved wo rking cond itions .

Among Mr. Robe rtson's other cred its are CATCA repre sentation on the Commission of Inquiry into

Bilingual Air Traffic Control in Quebec and recognition of his presentation skills by Justice Charles Dubin during the Commission of Inquiry on Aviation Safet y.

'Bill's capacity for work and his ability to assess the future were important to the betterment of air traffic controllers and his unselfish dedication has benefited all who have worked with him, ' his award plaque states.

I nternatio a Day of the Air Traffic Controller 20 October 1988

(ltor): D. Dick, Edmonton BranchChairman, H. H. Henschler, D . Lewis . Western Regional Di recto r.

THE CONTROLLER / SEPTEMBER 1988

..., , , , , ,

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Nightmare or reality? The fact is that today's air traffic controller is faced with ever -increasing traffic densities and needs the most sophisticated equipment at his disposal to make the safest, and the most efficient, use of the air space.

This is why the Cossor Condor 9600 is such an advance. It represents the latest generation of the world's leading monopulse secondary surveillance radar and display system .

Accurate bearings , clear tracks coupled with: full integration with primary radars; solid-state reliability; the latest daylight viewable rasterscan displays (in monochrome or colou r); large vertical aperture antennas for interference -free coverage; remote monitoring and fault diagnosis for ease of service - these are just some of the features of the Cossor Condor system.

If you would like to be fully in the picture, please contact us at: Cossor Electronics Limited The Pinnacles , Elizabeth Way, Harlow Essex CM19 SBB, United Kingdom Telephone: (0279) 26862 Telex: 81228 FAX: 0279 410 413

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Making Friends vvith Fear Hans-Peter Gorres and Gunter Jursch

Editor's note: Fear is an emotion all humans experience at times. Air traffic controllers may be exposed, possibly more often than members of other professions, to unexpected developments and uncontrollable events which may induce feelings of fear and apprehension. The authors discuss causes, experiences, treatment and ways to overcome fear. Although the paper is not specifically directed at air traffic controllers they, as other readers, will find in it interesting insights and stimulating thoughts. hhh

Summary Fear - as well as other emotions can be an enormous source of strength and protection. We can find three main beliefs that limit the optimal use of this feeling and the corresponding reactions: Fear makes me weak or helpless; Since I cannot stand strong fear, I must avoid it; Fear never provides means of wellbeing.

This is wrong. For example. in the course of therapy considerable fear might. and in many instances should. arise. If it is too strong. it will block progress.

Therefore the therapist gives good information about fear to the client beforehand and checks her or his means to handle it.

Furthermore. he shows the 'fearless¡ client. that fear has considerable value and that he or she has permission to use it.

Fear with Known Cause and Without Imagine you are walking through a jungle. The birds are singing. the insects humming. the leaves of the trees rustle in the wind. Suddenly you hear a snarl and see a tiger heading for you. If your nervous system is working well. sudden fear will arise. It will decrease with your action - shooting at the tiger. climbing into your car. shouting for help. waving a burning branch in front of the tiger or whatever might be possible. With a 'good' level of fear your actions will come 'without thinking' and will be very precise. creative and quick.

Anxiety = unknown cause. uncontrolled Fear = known cause. controlled Frank Terror = known cause. uncontrollable.

26

Now imagine the same peaceful beginning, with the humming insects. the singing birds, and so on. but this time. instead of the appearance of a tiger, the normal noises stop. The jungle falls silent. Again. if your nervous .system works well. you will experience sudden fear. It does not matter that you do not know the reason for the silence. The feeling of fear. the uneasiness. the quickened heartbeat. the increased muscle tension and many other reactions most probably are very helpful as soon as you find out what is going on.

Sometimes you have no conscious information about something threatening but your system already prepares for flight or fight. and this goes hand in hand with the feeling of fear.

An example: you are together with a person who experiences rage or fear without saying so. This person gives away cues such as scent. manner of movements. pitch of voice and so on.

This can trigger fear in you without you being conscious of these cues.

Purposes of Fear According to my understanding the purpose of fear is to protect life and integrity of body and soul. as well as the preservation of the species. I can also say that fear is the preparation of body and mind to get away efficiently (flight) or to defend yourself (fight).

For this reason. fear means strength. There are persons who have difficulties with their fear because they erroneously believe that fear means weakness or helplessness.

Only after exhausting the strength that fear provides. a kind of helplessness comes into being - we call it depression. It simply is the next line of defense. To me it is not a sickness. It is a reaction with very disagreeable feelings and strong negative effects. But it

also has life-preserving functions. By the way. depression can lose part of its negative effects. once a person abstains from thinking and feeling 'I ought to .. .' and just accepts the depression.

Emotion and Hampering of the Emotion This very disagreeable emotion of fear cannot stay with you for a long time if it is not receiving repeated impulses. new stimuli. As any other emotion it will fade away. Apart from the normal 'tiring¡ of nerves to the same stimulus. there seem to be specific fear hampering mechanisms which are not yet fully discovered [1 ].

One of the long-range factors is probably hydrocortisone. which is released by the cortex of the adrenal gland.

Hydrocortisone causes euphoric excitement [2]. The cortex of the adrenal gland in turn is activated by ACT~. a_hormone whi~h is released by the p1tu1tary gland. This gland is activated by th~ diencephalo~ which processes feelings and reactions without necessarily giving information to the consciousness.

As soon as the hampering mechanism is in full action and the person is actively handling the dangerous situation. excitem~nt and well-being can replace the disagreeable feeling of fear. And this in spite of the high level of nervous arousal and tension.

I understand that the fear hampering mechanism only comes into force when a certain level of fe .:,ing of fear is reached. Therefore. repression of fear will impede the triggering of this alleviating factor. There are persons who actively use this mechanism _ if they are planning a dangerous task they fantasize the dangerous situatio~ and feel the corresponding fear. As soon as the feeling reaches a certainlevel. the hampering mechanism starts. Later. when the task is to be accomplished. these persons have a high degree of calmness and at the same time are precise and very quick in their actions. My experience is that even nightmares have this advantage.

Of course. nightmares are no fun at all. but their after-effects in many instances are positive.

THE CONTROLLER/SEPTEMBER

1988

Cognitive Aspect There is often a feeling of fear connected with the thinking of certain sentences. These sentences are part of the system of generating. maintaining or increasing fear.

Physiologic Reactions A general state of fear is activated by the sympathetic part of the autonomous nervous system. Examples: the tiny muscles around ~ost o~the arteries constrict. thus rncreasrng blood pressure. the heart rate is increased. the core of the adrenal gland is activated to release adrenalin into the blood stream. and so on.

Another line of communication in the body. the hormone system. _works more slowly than the n~rvo~s impulses but in the same dir~ctr~~- Hormones. important for mar~tarnrng_the state of preparation for flrght or frght besides the adrenalin. are ACTH (adrenocorticotropic hormonE:), hydrocortisone.

TSH . . (thyroid stimulating hormone). trr-rodo-thyronine. thyroxine and others.

Symptoms When the physiological reactions of fear are in full force. most of the following symptoms will be noticed: moist hands and feet pale face cold hands and feet . increased heartbeat (heart parn) increased blood pressure fast breathing enlarged pupils and wide_open eyes muscle tension (tonus) ,~creased. which can lead to trembling tightened belly . quick release of urrne and feces. or urge for this increased blood sugar and blood fat blood clotting facilitated blocking of digestive and sexual functions focusing of mental activity sleep reduction. sleeplessness. uneasy sleep odor and moisture under arms; and others All of these phenomena have survival value. For example. the tightened belly sometimes giving the impression of a steel plate - prot_ects the intestines. If feces are quickly released there is less danger of infection in case the belly is wounded despite the tightened belly musc_l~s.

The focusing of mental actrvrty together with the blocking of memory and conscious thinking directs all nervous energy to solving the immediate problem.

Through the increased THE CONTROLLER/SEPTEMBER 1988

heartbeat and breathing of a larger quantity of oxygen. saturated blood flows through the veins bringing more energy to muscles and brain.

Fear facilitates quick reactions.

Fear impedes or minimizes tissue damage. it protects life.

Therefore. fear is the opposite of weakness or helplessness.

Disadvantages of Fear Fear can be a bad advisor. especially if it is the only one.

It is a very disagreeable feeling.

The long range consequences are harmful to body and soul - the heart is strained. the digestive system ruined. blood vessels deteriorate. high blood sugar and fat bring sickness. intellectual capacity and interest are curtailed. joy. love and sex are reduced - in the long run. the very essence of life is at stake.

Fear is Generated, Increased or Maintained by: Dangerous situations.

Desire. especially (hidden) desire with fantasies of persecution and suicide.

Avoidance. where situations are avoided which cause fear but are not really dangerous. the fear will conquer more territory. And it is hard work. though not impossible. to reconquer this territory.

Worry: too much worry and consideration of being scared may mean strokes. this reinforces the tendency to be scared.

Inadequate (Excessive) Fear Can Be Reduced by: Decision: a firm decision to do something about the situation reduces fear. Such a decision is the more powerful the more realistic it is.

Redecision: stop fantasies of suicide or persecution.

Substitution: if you find out what fear helps you to do or to avoid. think of a way to get more or less the same. without the fear.

Knowledge: get acquainted with all aspects of your fear. ?omet_hing you know well is less frightening than someting you do not know. Facts as antidote to fear.

Change of thinking [3]: instead of thinking 'this is the end' you could think 'this is difficult-but I can handle it' (compare with former performance and actual capacity).

Interruption of unfavorable motoric action: e.g. stop excessive eye movement. The therapist could say 'look at me· or direct to move the eyes more quickly for some time. Since fear is in

the ID*. instructions are more effective coming from the Parental Ego than a direct order.

Relation: relax before the fear is strong and the respective hormones are in the bloodstream. Relaxation is incompatible with fear but cannot take hold after a high level of fear is already reached.

Furthermore. relaxation cannot wipe out the harmful aftereffects of the hormones.

Physical action: running. beating. fighting. shouting. etc. reduce fear.

Furthermore. strenuous exercise - to my knowledge - is the only effective way to get rid of the noxious remainders of certain hormones.

Abstaining from taking responsibility for other person's feelings such as fear or anger.

Approaching the feared situation: take utmost precautions but approach.

Bringing yourself into situations where avoidance is impossible: again. do this with utmost precaution and maybe with the help of another reliable person. Since the purpose of fear is to avoid certain situations. as soon as avoidance becomes impossible. fear decreases.

Paying attention to your senses: look intensely and precisely. listen. sniff and feel. Or: Stop! Look! Listen!

Examining and uncovering the ego: evaluate carefully whether the level of fear is appropriate. If not. consider what you can do - and act. As reinforcement you might examine the courageous part of your parent. if you have this.

Acknowledging courage: each time you are acting with courage. acknowledge this very thoroughly and remember it in stressful situations.

Personal techniques: as a child you may have developed confidence in the world by prayer. yoga or by a very personal technique. Do not renounce the value of this just because your 'logic' is not satisfied with this. Sometimes. you need all the help you can get.

Speaking about your fear: feelings that are verbally expressed. become less powerful.

Change of diet: in case the diet d_oesnot contain enough magnesium. zinc. calcium. vitamin B and other essentials. the level of nervous irritability is increased. This also means that fear is triggered too easily. Many diet deficiencies are caused by alcohol abuse or consumption of food and drinks containing to many ·empty calories· such as sugar and white flour. In these cases. besides stopping alcohol abuse. it is of advantage to eat more • The ID is that part of the psyche which is the source of psychic energy.

27

fresh vegetables. sufficient proteins. fruit. nuts and generally eat a diet which is as varied as possible.

Fear as a Racket (Racket in this context, denotes a deceptive, secret and dishonest game the unconscious or subconscious mind plays with us).

The word anxiety implies not only scare but also a strong desire. So. in case of fear it is useful to check whether there is a strong hidden desire for the feared event. As an example. if you cross a small high bridge you probably are more afraid if you have an urge to jump from the bridge. The more powerful the urge. the higher the level of fear which will result.

As we see, 'rackety' fear means real fear with all its consequences including the physiological reactions.

And it is there to protect me. If I give up the urge to jump into the abyss, say, by redecision, the fear can go away. I do not need this kind of protection any more.

In 'Racket' analysis my first step often is to make sure whether the fear is appropriate or not. because sometimes the fear is fully justified but the person concerned is not conscious of it. If the fear is not appropriate we look for the advantages of the rackety fear.

Possibilities: fear can block pain, block other emotions, maintain position or role in life, help to do or to avoid something which the client otherwise would not dare to do or to avoid.

In these cases. besides redecision work, it is helpful to find ways to achieve more or less the same resultbut without fear.

Another angle of intervention is interruption - at any point - of the cybernetic system of Thinking - Feeling - Behavior. The system [4] is based on rackety thinking. reinforced by selected experiences and memories. fantasies that lead to the feeling of fear with the corresponding bodily reactions and the behavior. In this case the rackety display generally contains elements of avoidance. and this reinforces the contaminated thinking (belief).

Since fear is in the ID the therapist will come into contact with the· child'. either directly or indirectly. Even the work of 'finding another sentence· (Ellis) will uncover the child in one way or another[3] Not Acknowledging fear as a !Racket According to my understanding. not only is replacing fear with anger or another emotion. a Racket but so is 28

the repression of fear. In these cases there might be injunctions like: 'fear is childish' or 'having fear means that you are crazy' or others.

Unacknowledged (repressed) fear has all the disavantages of fear except the disagreeable feeling. And. in turn, it has the additional disadvantage of blocking the very mechanisms to reduce it such as speaking about your fear, building up the hampering mechanism through feeling the fear, or to exert efforts to find a solution for the actual situation.

Relapses After feeling well for a time, a client most probably will have relapses. But. once she/he has found a way to live without the rackety fear. after falling into that fear again, he/she can have

Short Traffic boomed in '87 for Japanese carriers, with the big three Japan Air Lines, All Nippon and Toa Domestic - all setting passenger and freight records thanks to increased numbers of Japanese traveling overseas and vigorous imports stimulated by the strong yen/ dollar exchange rate.

a relapse to the state of feeling well again, too. Relapses are normal. The difference between winners and losers in this respect is that losers take a relapse as a sign of failure. while winners know that relapses can be either negative or positive. The negative relapses bring pain and misery and can be overcome.

References: 1. Seymour Epstein, cited by B. A. Maher: Progress in Experimental Personality Research, Vol. 4 .. Acad. Press. New York. 1967 (pp.265).

2. E. Mutschler: Arzneimittelwirkungen.

Wissenschaftliche Verlagsgesellschaft mbH. Stuttgart. 1973. (p. 210).

3. Albert Ellis: Rational Emotive Therapy (RET).

4. Richard G. Erskine/Marilyn Zalchman: Rackets and Other Treatment Issues. TAJ vol. 9.

No. 1. January 1979.

JAL said it carried 10.6 million passengers domestically, up 22.6% from the previous year. while international travellers rose 12.2% to 6. 7 million. Strongest traffic growth was on European routes. Air freight weight carried increased 14.6% to 201.653 tons on domestic routes, and was up 14.6% also on international service, to402.721 tons.

TDA's traffic increased 9. 7% to 10.2 million passengers on domestic routes. ANA did not disclose figures, but noted strong traffic growth.

'Air Transport World' 4188

Subscription Form Please return to: 'The Controller'. P.O. Box 1 96. CH-1 21 5 GenevaAirport. Switzerland I subscribe to 'The Controller·: Surname Forename Street Postal code Town Country

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THE CONTROLLER/SEPTEMBER 1988

The Tilt-Rotor Aircraft: A New Formula

The European Solution: J. Andres. Aerospatiale. Chief Engineer Helicopter Division, EUROFAR Industrial Project Group Coordinator J. Renaud, Aerospatiale. Research Department Coordinator, Helicopter Division

The Helicopter A Mature Aircraft Over the last fifty years. the helicopter has become a mature aircraft in the aeronautical world. In solving the fundamental problems of control. handling qualities and vibration. its designers have worked steadily since World War II to transform it into a profitable. high performance industrial product. the late st developments being the use of lighter structures and more suitable. more economic engines.

Particularly due to the use of computers in aerodynamics and dynamics. the use of optimized techniques and concepts. and improved knowledge of new materials. aerodynamics. dynamics and avion ics. the helicopter has today become one of the highest performance aeronautical tools in both its civil and military applications.

Its horizontal rotor and associated original contro l system give it the unique abil ity to hover and fly at very low speed. comb inin g good aerodynamic efficiency and good handling qualities. For the very reason of this specific rotor operating principle. however. high forward speeds consti tute a limitation with. in addition . unsuitability of this configuration for long-range missions.

Furthermore. the combined effect of cyclic aerodynamic forces and blade and hub dynamics generate the forced response of this system w ith three degrees of freedom (flapping , drag and torsion). constituted by the blade. Exciting forces in the rotating axes are at frequencies which are harmonics of rotor rotation speed and. in the fixed axes. harmonics of the number of blades multiplied by rotor rotation frequency.

The general tendency of these cyclic loads. whatever their source. is to increase with speed. The problem of forced responses is a major problem since. at high speed, it indu ces a high vibration level in the cabin. reducing comfo rt and limiting practica l use of the helicopter . it introduce s cyclic

Helicopter

And yet. designer s have used the most str ingent sc ienti fi c metho-

0 ROTATIONAL

SPEED

1r <;=,

V

FORWARD SPEED

BLADE POSITION

Limitations

As forward speed increases. main rotor behavior becomes increasingly asymmetric (Figure 1 ). At high forward speeds . transonic problems and the oc currence of shock waves constitute a limit for the advancing blade operating at a high Mach number . whilst the retreating blade has a greater tenden cy to stall . The se natu ral limitation s associated with threedimensiona l aerodynami c s result in a gradual loss of lift and propulsive for ces . neces sitating an inc rease in powe r .

TH E CONTROLLER / SEPTEMBER 19 88

Developmen t

Problem inherent in helicopter formula: Asymmetrical rotor operation

ADVANCING

Helicopter

loads in certain vital componen t s giving rise to fatigue phenomena which set aircraft limitations and the serv ic e life of these components . Tail roto rs also encounter difficult aerodynam ic and dynamic problems. The hig h fuselage drag of the helicopter resul t s in a high power requirement at hig h speed . accompanied by high fue l consumption . Taken toge t her , the se physical constraints clearly explain limitations in helicopter pe rforma nc e to around the 200 knot bar rier .

,.

V

SPANW ISE DIS T RIB UT ION O F AERODY N AMIC SPEEDS

(;:::>

RET REATING BL AD E POSITION

Fig ure 7

29

dologies and the most advanced technologies in the course of the last decade [Ref. 1 to 3].

The best way to extend helicopter operational limits and increase operational efficiency is to Define the main rotor more precisely. making use of advanced airfoils. suitable twist. appropriate tips. and selected blade dynamic properties in order to obtain. through new calculation methods and modular design. longer service life and simplified maintenance; Improve tail rotors or adopt advanced anti-torque concepts giving high hover efficiency and good acoustic behavior. requiring less power at high cruising speeds. and guaranteeing a high level of safety for crew and ground personnel; Design new airframes combining reduced weight. lower drag. and improved crashworthiness. by adopting new materials and using advanced structural and aerodynamic calculation methods and tests [Ref. 4 and 5]; Optimize drive systems in terms of weight. service life and internal noise; Make vibration filtering systems more effective by using. for example. higher harmonic control systems; Design modern cockpits to reduce pilot workload. and define new flight mechanics laws based on the use of fly-by-wire controls [Ref. 6]; Use modern engines offering improved performance. lower specific fuel consumption. and improved maintainability through the use of modular design.

History of Advanced Aircraft: A Trend towards Adoption of the TiltRotor Aircarft An unexploited gap exists between present-day. conventional helicopters and fixed wing aircraft. and will continue to exist despite the extended capabilities of future helicopters. In an attempt to fill this gap. considerable research effort has been undertaken on V / STOL aircraft concepts during the last thirty years. fifty different types of experimental aircraft have flown mainly in the USA. Most of them wer~ failures. and many crashed. They may be classified. according to Reference 7. as follows: 30

The type of lift generators (hover): • Rotors • Free propellers • Ducted fans • Turbojets.

Transition methods: • Separate propulsion • Deflected thrust • Tilting of thrust • Tilting of aircraft.

The . problems encountered by these aircraft. are related to the main technical options adopted. The main explanations for these failures are: Poor handling qualities in hover and during conversion. particularly during transition in ground effect. due to a partially ineffective control system and poor prediction of rotor behavior.

Specific problems in hover flight due to the characteristics of the aircraft. a~sociated with high fuel con~umpt1?~ and poor aerodynamic eff1c1ency. vibration and high noise levels. significant ground erosion and ingestion of debris. · Inadequate engine and transmission reliability. which explains the crashes of several prototypes.

With the exception of the · Harrier· an~ its highly specific military application. the only solutions remaining after so many years are: The compound helicopter. which now seems outmoded: its speed advantage over the conventional h~licopter will fall steadily. with a high empty weight and high fuel consumption at high speed.

The ABC concept. with two counter-rotating rotors. which also requires an auxiliary power unit to take full advantage of this formula.

It is of only minor interest due to high drag. consumption and vibration level.

The 'X-w!ng'. which has not yet seen the light of day since its highly complex control system based on a blade b!owing system has not yet been fllgh! tested. Stopping the rotor. in flight will require much practical research and a major technol~gical breakthrough. Although its speed capabilities are v_erya_ttractive. its fuel consumption will remain high and its payload low. Even if flight development were to prove satisfactory. its use would be restricted to limited military applications. but even this would not be until well into the future.

It would seem that the tilt rotor aircraft is. at the present time. the most attractive modern formula.

The Tilt-Rotor Aircraft: A Promising, WellEstablished Concept As ~ result of numerous flight evaluations. the American XV15 Program is proving to be one of the most revolutionary concepts in rotorcraft history [Ref. 8].

T~rough the use of appropriate architecture. the tilt-rotor aircraft has already demonstrated its ability to overcome the main technical problems: Its moderate disk loading ensures correct performance in hover. close to that of the helicopter Moreover. it does not have any of the inherent problems of the helicopter formula. i.e. vibration. wound erosion. ingestion of fore!gn matter. Its noise level is considerably lower than that of helicopters in the same class. and is acceptable to the environment.

Its aerodynamic fuselage with a drag coefficient falling between th_atof ~elicopters and that of fixed wing aircraft allows good cruise performance to be achieved and ~akes advantage of the power installed for hover flight.

Its helicopter type cyclic control syst~r:ngi".'esit remarkable handling qualities in helicopter mode and safe behavior during conversion.

On_e?f the mo~t important characteristics of the tilt-rotor aircraft is its good cost effectiveness.

Pra<?tical_ly_the entire duration of potential m1ss1onsis performed in aircraft _mode in which aerodynamic b~hav1or of the rotors is symmetrical (F1g~re 2). The resulting reduction in cyclic _loa~s leads to a considerable ~educt10~ in fatigue phenomena. Any ,~crease in the service life of the main vital components will result in a reduction _inthe spares and maintenance portion of the direct operating cost (DOC).

An initial comparison has been made ~etween a tilt-rotor aircraft of approximately 10 tons and the equivalent helicopter.

On the basis_ of the following hypotheses: relative purchase cost (tilt-rotor/helicopter)= 1.15. relative service life of main components (tiltrotor / helicopter) = 5. the relative total direct operating cost (tilt-rotor/ helicopter) per hour is practically the same. At a tilt-rotor aircraft speed double that of the helicopter. the relativ~ specific cost is approximately 0.5.

This result is consistent with American evaluations for an aircraft in the 20ton class.

THE CONTROLLER/SEPTEMBER 1988

Possible commonality between the various military and civil applications will also need to be evaluated.

The tilt-rotor aircraft

IHELICOPTER I

mg

HOVER

FORWARD FLIGHT

FN FA

HOVER

FORWARD FLIGHT

FORWARD FLIGHT

(HELICOPTER MODEi

(HELICOPTER MODEi

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Figure 2

Results of the above analysis also show that despite an estimated unit purchase cost for the tilt-rotor aircraft of 1. 5 times that of the helicopter. this cost is fully recuperated after about 10 years' operation. Twice as fast. twice as far. half the cost; this is the tilt-rotor aircraft challenge.

The Birth of the TiltRotor Aircraft - The European Solution: EUROFAR Over the last ten years, European rotary wing specialists have looked closely at all new formulae, the tiltrotor in particular. This fascinating challenge has been the subject of discussions relating to the establishment of projects by the manufacturers, either alone or jointly, or within larger organizations incorporating manufacturers and official agencies, in both the civil and military sectors.

The main conclusions have been that All European helicopter manufacturers have adequate technical experience to resolve tilt-rotor problems. Some of them have already conducted work on this subject.

Europe must quickly face up to this new situation which will lead to the first tilt-rotor aircraft appearing on the military market in about 1992, probably followed by civil derivatives around 1995. This new formula is likely to: • Create new markets.

THE CONTROLLER/SEPTEMBER 1988

• Modify the present balance of the world helicopter market.

• Have a far from negligible effect on the fixed wing aircraft market.

No single European company has the capacity at the present time to launch major activities in this field.

Cooperation is therefore the only possible response.

Cooperation implies considerable joint effort by European companies and support from respective governments. In this field there is no commercial competition between European companies. These companies must. however, take into account their own product policy and their own priorities, and also European helicopter programs already launched or under discussion. Any major action will require detailed examination of all scientific, technological, industrial and commercial problems. All available technical facilities must be utilized, particularly those of the main national research organizations.

On the basis of this wide consensus, Aerospatiale took the initiative at the beginning of 1986 to ask other manufacturers to join the EUROFAR (European Future Advanced Rotorcraft) Program. The main European companies decided to participate.

This program was undertaken as a 'new coherent transport system· comprising. in addition to development of the tilt-rotor vehicle itself, associated activities in the following fields: • Infrastructures.

• Air traffic control.

• Certification and regulation.

The main operational objectives assigned to the vehicle are: Reduced operational costs, Increased safety, higher range and speed, improved comfort, Extension of operational limits, insertion into air traffic, urban penetration capability.

A preliminary phase was considered necessary to carry out a market study and select a market sector identify the main technical problem~ likely to be encountered and underta~e a preliminary study of critical points. and establish a detailed development program and cost evaluation.

A Working Theme A 10-Ton Class Aircraft To commence parametric studies and start the first stage of the preliminary project. a 10-ton class aircraft seems to be a good initial working theme for EUROFAR. This market sector is. of course. to be confirmed by a subsequent market study. . Initial evaluations for this class of aircraft were _based on the hypothesis of the following basic mission: - Transpor_tation of 19 passengers over a distance of 1OOO km· Average speed of 580 km/h· Compliance with Category A requirements.

Str~cturally. the tilt-rotor aircraft comprises an. ai~craft fuselage with low aspect ratio fixed wing and tilting rotors ~ounted at the wing tips. The three-view drawing (Figure 3) gives th e general characteristics of this aircraft with high wing and tilt-rotors of ~bout ~ 0 meter~ diameter at the wing tir:,s. with low disk loading. Note that wing geometry (dihedral, sweepback. etc.)a nd rotorgeom~try(mast length, etc.) are shown for information only.

The initial estimated weight breakdown shows: A ~asic version of 10.200 kg total weight ~t 4.010 kg payload. correspond1_ngto an empty weight/ total weight ratio of O. 607.

A maximum take-off weight of 1~.OOO kg for a running takeoff with a payload of 6,800 kg. . One of the most difficult objectives will be to ke~p the empty weight as low as possible. The internal commuter layout. compatible with the external dimensions chosen, would consist of seats three-abreast with aisle; these dimensions are compat31

3-View drawing

Conclusion Despite the progress which new technologies will bring to the helicopter. the tilt-rotor aircraft is undeniably the most attractive formula at the present time, combining the advantages of the conventional helicopter and the fixed wing aircraft.

Its unique operational capacities off~r the possibility of creating an entirely new transport system with a wi~e range of civil and military applications. The EUROFAR Program is the chance for Europe to maintain its competitivity in this field.

Figure 3

ible with the main military requirements.

The performance of this aircraft is as follows: A payload/range relationship complying with basic mission requirements, with vertical take-off, and showing the long range/ low consumption characteristics of the tiltrotor. A running takeoff enables the maximum range to be increased to 6,000 km.

The specific fuel consumption is reduced by half by taking advantage of the ability of the tilt-rotor aircraft to fly at high altitudes (7,500 m), compared with consumption at ground level.

The high engine power imposed by Category A requirements ensures very good performance in oblique climb and in hover OGE (3.400 m, ISA) for the basic version.

The flight envelope covered is that of both the helicopter and an aircraft with two turboprop engines, good characteristics still being retained with one engine inoperative.

Covo~App~ocatoon feattU1res With regard to transport time saving compared to conventional means. the preliminary results are outstanding.

32

With regard to operating costs, the results expected are quite interesting. Particular attention will be paid to this characteristic throughout the pre-project. design and development phases.

EUROFAR Program Timetable This tilt-rotor communication system could be developed under a general program divided into three phases: Phase 1: Preliminary studies. This phase should provide all factors for decisions in technical, budgetary. environmental, commercialization fields. etc .. needed for launching subsequent development phases.

It will be of three years· duration.

Phase 2: Technological development and demonstration phase.

This phase should enable the operational effectiveness of the tilt-rotor concept to be demonstrated in flight for the specified missions.

Phase 3: Industrial development.

This phase should see the development and certification of the production tilt-rotor aircraft.

The proposals concerning Preliminary Phase 1. signed by all the manufacturers. are currently being examined for a final decision by the European Council of Ministers.

References 1. M.V. Lawson, D.E.H. Balmford (Westland Helicopters Ltd). Future Advanced Technology Rotorcraft, (American Institute of Aeronautics and Astronautics 1979).

2. G. Beziac(Aerospatiale). Perspectives d' evolution technologique de l'helicoptere (I' Aeronautique et I'Astronautique 19 79-4 ).

3. R. Mouille (Aerospatiale). Future helicopters and new technologies (37th AHS Forum Manufacturers· Panel New Orleans 1981) 4. M. Torres (Aerospatiale). Development of composite material helicopter structure (37th AHC Annual Forum, New Orleans 1981 ).

5. F. Gambaro - F. Natalizia (Agusta), Composite in the development of Agusta helicopters ( 10th European rotorcraft and powered lift aircraft forum - The Hague 19 84 ).

6. K. Schymanietz (MBB), Impact of system technology and integration on helicopter design (7th European rotorcraft and powered lift aircraft forum, Garmish-Partenkirchen 1981 ).

7. Ph. Poisson-Quinton (Onera), Introduction to V / STOL aircraft concepts and categories.

8. Daniel C. Dugan (NASA). Ronald G. Erhart (Bell Helicopters Textron).

Laurel G. Schroers (U.S. Army). The XV 15 tilt-rotor research aircraft (AVRADCOM Technical report 80A 15) 9. Ron Reber (BHTI). Newt Rothman (BVC). A perspective on the commercial application of tilt rotor (April 1986).

10. Bell-Boeing. Tilt rotor team V22 Osprey news release (Press-Conference Proceedings. 42nd AHS Annual Forum. Washington 1986 ).

In the next issue:

•

IFATCA'88 Technical Panel THE CONTROLLER/SEPTEMBER 1988

Corporate Members of I FATCA AEG Aktiengesellschaft, Ulm, FRG Ansafone Electronics.p.a., Pomezia, Italy Cardion Electronics, Woodbury, USA CAE Electronics Ltd., Saint-Laurent, Canada Cecsa Systemas Electronicos SA, Madrid, Spain CISET S.p.A., Rome, Italy CON RAC Communications Software GmbH, Rodermark-Waldacker, FRG Cossor Electronics Ltd., Harlow, UK Dictaphone Corporation, Rye, USA Eaton Corporation, AIL Division, Farmingdale, USA Engineering and Economics Research Technologies, Ottawa, Canada Ericsson Radio Systems AB, Stockholm, Sweden Ferranti Computer Systems Ltd., Cwmbran, UK Hollandse Signaalapparaten B.V., Hengelo, Netherlands EB TeleCom, Nesbru, Norway ISS Videotex A/ S, Charlottenlund, Denmark Jeppesen & Co. GmbH, Frankfurt, FRG Jerry Thompson & Associates Inc., Kensington, USA Marconi Radar Systems Ltd., Chelmsford, UK McDonnell Douglas Electronics, St. Charles, USA Mitre Corporation, Mclean, USA PhilipsTelecommunicatieen Data Systemen Nederland B.V., Hilversum Netherlands ' Plessey Displays Ltd., Weybridge, UK Racal Avionics Ltd., New Malden, UK Raytheon Canada Ltd., Waterloo, Canada Schmid Telecommunication, Zurich, Switzerland SCICON Ltd., London, UK Selenia lndustrie Elettroniche, Rome, Italy SEL-Standard Elektrik Lorenz, Stuttgart, FRG Societe d'Etude et d'Entreprises electriques, lssy-les-Moulineaux, France Sofreavia, Paris, France Software Sciences Ltd., Farnborough, UK Thomson-CSF, Meudon, France Westinghouse Electric Corp., Baltimore, USA The International Federation of Air Traffic Controllers¡ Associations would like to invite all corporations. organizations. and institutions interested in and concerned with the maintenance and promotion of safety in air traffic to join their organization as Corporate Members.

Corporate Members support the aims of the Federation by supplying the Federation with technical information and by means of an annual subscription. The Federation's international journal 'The Controller' is offered as a platform for the discussion of technical and procedural developments in the field of air traffic control.

SELENIA. A LEADER IN ATC SYSTEMS - -

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problems of Air Traffic Control. And their constant back-up is Selenia's acknowledged g lobal expe rience and proven technical and logistic support.

Selenia Radar and Systems Division also supp lies turn-key airfield electronic

Some forty countries the world over rely on Selenia ATC produc ts. Their confidence is rewarded. They have acqu ired equipment of unsurpassed q uality and reliability from a Company whose innovative approach provides advanced solut ion to the ever increasing

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Always a step ahead (site and environmenta l adaptive radars, distributed intelligence systems and advanced software and display systems) Selenia plays a leading role in the international ATC market.

Selenia technology and products of today already meet tomorrow's ATC requirements

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