IFATCA The Controller - 4th Quarter 1988

ISSN 0010-8073

JOURNAL

GENEVA , SWITZERLAND

OF AIR

TRAFFIC

4th QUARTER

198 8

4/88

CONTROL

VOLUME

27

Sfrs 5 .-

IFATCA 28th Annual Conference 8-11 May 1989 Sheraton Hotel (ยง)

View of the Romer counsel chambers and Paul's church

WELCOME to Franldurt am Main

IFATCA JOURNAL OF AIR TRAFFIC CONTROL

THE CONTROLLER Geneva, Switzerland, December, 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. O'Doherty, Executive Secretary Editor H. Harri Henschler 1998 Glenmore Avenue. Sherwood Park.

Alberta. Canada. TBA OXB Telephone (403) 467-6826 Management and Advertising Sales Office The Controller. P.O. Box 196.

CH-1215 Geneva 15 Airport. Switzerland H.U. Heim. Subscriptions and Publicity.

Tel. (022) 82 26 79 M. Henchoz. Accounting. Tel. (022) 92 56 82 8. Laydevant. Sales Promotion. Tel. (022) 82 79 83 Printing House 'Der Sund'. Verlag und Druckerei AG Effingerstrasse 1. CH-3001 Bern.

Telephone (031) 25 12 11 Subscriptions and Advertising Payments to: Union Bank of Switzerland. Airport Branch CH-1215 Geneva 15 Airport. Switzerland Account: IFATCA/The Controller No. 602 254.MD L • Subscription Rate: SFrs. 20.- per annum (4 issues). plus postage and package : Surfacemail: Europe and Mediterranean countries SFrs. 4.50. other countries SFrs. 5.80.

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

Special subscription rate for Air Traffic Controllers.

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).

IFATCA does not assume responsibility for statements made _an~opinions expressed. it does only accept respons1b1htyfor 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 manuscrip~s. which he believes will improve the material without altering the intended meaning.

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

Advertisers in this issue Philips, Marconi.

Airport Exhibitions Ltd ..

Cossor Thomson-CSF. Selenia Photos !CAO. Lockheed Electronics. Airbus.

Tade. hhh THE CONTROLLER/DECEMBER 1988

Volume 27 · No. 4

In this issue Technical Panel at IFATCA'88

page

Noise - Back in the News

page 13

New ICAO Secretary General

page 74

Advanced Automated Air Traffic Control

page 15

Airbus - Family of Aircraft

page 18

Handling Stress

page 21

Introducing ACECA- Breve Historia de ACECA

page 24

I FATCAExecutive Council Meets

page26

Book Review

page 32

Editorial H. Harri Henschler

This year. again. issue 4 of the magazine features the Technical Panel. an event which has become a valued tradition during the annual conference.

Somewhat different from previous panels. however. the participants gathered at Rio de Janeiro listened to and discussed not only subjects from the world of air traffic control equipment and technology developments. but also two 'non-technical' topics.

The first was the experience with the deregulation of the airline industry in the United States. a development which required some fundamental changes in the way the air traffic control system had historically functioned and reacted. and which. coupled with staff shortages caused by the dismissal of controllers. caused bottlenecks. delays, and astronomical increases in the numbers of aircraft movements at various airports.

4

Secondly. the audience received first-hand information on the background and intricacies of loss of license insurance from an international insurance broker whose specialty is that type of coverage. His experiences and the examples of variety of cost. availability. and other factors. caused a great deal of interest. in particular amongst those who do not have employer-sponsored loss of license insurance schemes and/ or second career programs as recommended in Recommendation 50 of the Meeting of Experts on Air Traffic Control of the International Labour Organization.

Another feature in this issue is an article on the recent meeting of the IFATCA Executive Council. the body which includes the Regional VicePresidents and the Executive Board.

The annual meeting of the Executive Council determines the future course of the Federation as a whole and this year. again. decisions made at the meeting will have a long-term impact on IFATCA.

In 1987, Schiphol and Changi were again chosen as the 'best airports in the world' by three independent surveys.

Philips compliments them on their well-earned achievement, and complements their excellent facilities with a wide range of high technology.

For Schiphol Amsterdam, the airport authority has developed an ambitious U.S. $700 million expansion project.

By th e mid-90s Schiphol w ill be capable of an annual traffic throughput of up to ¡ 25 million passenge rs and over 1 million tonnes of cargo.

Philips is helping with energy- efficient terminal lighting, new -generation _ ' glare apron floodlight ing and many other technical aspects of this massive project. non We have also been commissioned to implement the first international CIDIN (Common ICAO Data Interchange Network) node as a modernization of the ex¡ ti g AEROPP message swit ching system for the worldwide Aeronautical Fixed Telecom~u~i cations Network, A.FIN .

For Singapore's Changi International Airport, we supplied its long -range ATCand airport surface detection radars , outdoor lighting and the public address systems in Terminal I, while the new Terminal II will be equipped with Philips technology to a combined value of some U.S. $ 15 million.

This includes public address, CCTV and energy-efficient lighting as well as a computerized Flight Information Display System (FIDSII) that will integrate the flow of data among the public, administration and operational areas of the terminal and display the right information, in the right format, at the right place.

A Philips AEROPPsystem helps Singapore to play a key role as a regional AFfN node.

From technical systems to professional services, Philips complements the needs of airports the world over.

Philips. The sure sign of expertise worldwide.

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The 1988 IFATCA Technical Panel, Rio de Janeiro The annual Technical Panel is historically held as an integral part of the Federation ·s Annual Conference. This was again the case in Rio de Janeiro, however in a slight departure from previous format, the content of the 1988 Technical Panel included two items which were outside of the more traditional topics of equipment and technological change.

The Executive Vice-President, Technical. R. W. Randall. acted as the chairman of the gathering, he was joined at the headtable by Ron Mahendran of Ferranti International and IFATCA Corporate Members' Coordinator , John Buckley of Bain Clarkson Pty. Ltd., International Insurance Brokers in Melbourne, Australia , Bennt Sonne of !SS Videotext, and Raymond y Barra of the Federal Aviation Administration of the USA. This year's Technical Panel, again, was almost a 'standing-room-only' affair.

The conference participants were appreciative listeners and active partners in the discussions which followed the presentations. to the point where one might wonder if the time allotted for the Panel is still sufficient .

Raym ond y Barra of the FAA addressed a topic whose impact is being felt by air traffi c controllers around the world as more and more areas ease or lift previous restrict ions :

Deregulation

in the United States of America

On October 24th, 1978, when I was st ill a controller at the San Diego A pp roac h Control , President Jimmy Carter signed the A irline Deregulation Act of 1978 .

M any of t he predi cted advantages occu rred . suc h as lower fares, more passe nge rs. and th e cre ation of new markets . M any of the presumed

liabilities, like reduced airline service to smaller communities and a smaller aviation industry workforce have failed to materialize . On the contrary , today there are more passengers and more cargo moving on more flights to more cities than ever before.

Let me mention some interesting and informative statistics :

Headtab le at th e Techn ical Pane l (le ft to righ t): R. y Barra, B. Sonne . R. Randall .

R. M ahendran . J Bu ckley 4

• In 1977, the year before deregulation. 243 million passengers flew from U.S . airports. In 1987. the number had nearly doubled to 458 million, and the forecast is for that number to increase to 745 million in 1997.

• In 1977 there were over 6.5 million major airline. commuter and air taxi flights. By 1987 , that number had increased to 10.2 ·million flights, or a 50% increase. Freight traffic has also increased from 5.8 million ton miles in 1978 .to 8 .3 million ton miles last year .

• During a 12-month period ending in 1981, the air route Traffic Control Center in Leesburg.

Virginia, handled 1.5 million aircraft. During .a 12-month period ending last February, they worked 2.3 million aircraft , or over 6,300 operations per day . Many of our 20 ARTCC's average 6.000 or more daily operations . The daily average is 4 ,311.

In 1978. at the San Diego Approach Control . a heavy day consisted of 1,300 operations. They presently average over 1. 900 flights per day. Several of our approach controls work more than 1 million yearly operations .

There has obviously been a substantial increase in air traffic resulting in more operations handled at both en-route and terminal facilities . And . an increase of 33% is expected at both type facilities through 1998.

The question is asked · How did deregulation affect the air traffic control system in the U.S.?'

Needless to say. deregulation required controllers to work much more traffic .

Already high density facilities increased activity. And due to a phenomenon created by deregulation. called the · Hub and Spoke System·. numerous low to moderate level facilities suddenly became high density facilities. For example . places like Raleigh-Durham . North Carolina , and Phoenix . Arizona. which prior to 1978 were moderate level towers with 600 to 700 operations - now these airports are hubs for American Airlines and America West Airlines and their activity has increased by 400 to 500 flights per day.

THE CONTROLLER / DECEMBER 19 88

It is a general consensus that the FAA controller workforce in 1978. with reasonable increases in personnel. could have adequately and without much difficulty handled the increase in traffic brought about through deregulation. But there was another factor involved. In 1981. President Reagan dismissed more than 11,000 striking air traffic controllers. This effectively decimated the controller workforce.

Let's look at some figures: • In 1978. there were 14,312 controllers. including 3,300 first line supervisors.

• In 1981. the year of the strike. there were 16,244 ATCs with 3,130 supervisors. Approximately 80% were FPs(full performance).

• As of July 31, 1987, the controller workforce totalled 15. 202. with 9,656 or approximately 64% FPs. Clearly our workforce is still behind the 1981 pre-strike level. However, it should be noted that our staffing problems are primarily limited to certain high density facilities which also happen to be located in high cost-ofliving areas.

FAA is rebuilding the controller workforce as quickly as possible within budget limitations. The fiscal year 88 budget allows for an additional 580 controller positions.

Additionally, authorization has been given to FAA allowing for the hiring of over 600 experienced military controllers.

Presently, FAA is prohibited from paying cost-of-living differentials to personnel working in high cost-of-liv-

ing locations. There is an effort being made to waiver FAA from this requirement.

Recently, the President's Aviation Safety Commission recommended the establishment of an entirely new, independent Federal Aviation A..uthority funded by user fees. This would free air safety from the worrisome budget cuts that the FAA is subjected to year after year.

The FAA has also embarked on a program for the upgrading and modernization of the nation's air traffic and navigation system. This is the National Airspace System Plan (NAS).

Under the NAS Plan for example. present ATC computers have been replaced by the latest state-of-the-art equipment. development of new controller work stations is underway, delivery of the first Westinghouse ASR-9 airport surveillance radar was recently made, and numerous other improvements will be accomplished.

In closing, I would like to say that every major indicator of aviation safety has improved in the last decade.

Despite dramatic increases in air traffic, there have been significant reductions in fatalities. fatal accidents and accidents. and in the rate of hazardous incidents per flight hour.

The US aviation system is still the safest in the world. but it is operating at less than peak efficiency. The FAA is endeavoring to put in place the manpower. technology and facilities to restore the system to maximum effectiveness.

The next speaker was Bent Sonne, whose chosen subject was

Information

Support Systems

again a very appropriate subject given the controllers need for immediate access to operational information. All too often. it is not there when we need it the most.

When Danish Civil Aviation Authorities planned the new Air Traffic Control Center for Copenhagen Airport it was realized that there would be a need for advanced Information Systems. The new modern radar- and communication systems. being faster and providing a world of improved functionality, would make availability of general information a bottleneck.

Sector manuals. map boxes. fixed video pictures. printed messages. etc. are a reality in most centers. a situation which is outdated since it will not match the efficiency of the other systems.

THE CONTROLLER/DECEMBER

1988

It was decided to develop a general information display system ·INFO' 8 7' to take care of all the extra pieces of information used by the air traffic control and associated services in the daily routines.

The goal for INFO '87 was to make all information available to the air traffic controller through only one media. the INFO '87 terminal.

A New Information Media for ATCs Call for tenders was issued mid1986 specifying some fundamental requirements:

Information from a number of external computers and computer networks shall be fed directly into the system. In the same way it shall be possible to feed information back into the networks.

All types of information shall be stored in a database accessible from the individual ATC positions. It shall be continuously updated and have a very high reliability, giving the users quicker and more reliable information.

It shall be possible in a flexible way to combine and present all types of information (text, data, maps, etc.) available from different sources.

The system shall be open for new types of information to be added later.

INFO '87 is not a data processing system but more like a general information delivery system combining message switching and database retrieval functions.

The call for tenders was sent out mid-1986 and in March 1987 ISS Videotex-a high-tech software house in Danish ISS International Service System-was awarded the contract of more than 20 million Danish krone.

This presentation describes the INFO '87 system and will give you some of the highlights of the exciting proje_ctinvolving almost 10-man-years effort by ISS system engineers.

The System Requirements

From the INFO '87 systems requirements specified by the Danish authorities we can highlight some: • Maximum response times from 1 second to 5 for complex maps • 90 high resolution. color graphic terminals ( 1024 x 768 pixels) • User friendliness Operation should be very simple and self-explanatory Minimum of key strokes to retrieve information Several alternative look-up techniques • Open and modular systems structure, making it a framework for new additional applications and datafeeds • Full duplication of all vital components • A complete simulation system for training purposes To comply with these tough requirements ISS Videotex designed a computer system for INFO '87 based on a number of PDP 11 / 83 from Digital Corporation. The PDP was chosen for its real-time performance and reliability and not least for its excellent networking capabilities.

The computers are 'local networked' via Digitals Ethernet in a two level structure in such a way that some 5

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computers act as central servers to the network - they 'import' information from the external sources and maintain a mastercopy of the database.

Other computers. the so-called local servers handle the terminals - giving them access to a local database automatically maintained by the central servers.

In case of malfunction of one of the computers. automatic switching to another 'hot' stand-by computer on the local network is a matter of seconds.

This structure enables the redundancy in the system and ensures a growth path should additional computing capacity be needed in the future as well as capabilities for the 'hot' stand-by units to be used for training.

All types of air traffic flow management and control information will be found in this part of the database. The information will be retrieved automatically as telegrams from the AFTN network. The message switching part of the INFO '87 system receives all incoming messages and presents them via cyclic buffer to the relevant supervisors. i.e. ACC supervisor. APP supervisor and/ or MI L ACC supervisor screens.

These supervisors are responsible for editing and releasing the messages to the air traffic controllers. It is done by use of a split screen editor with received information in one window and the edited version of the message in another window.

The system will present air traffic flow management information in differentiating between ICAO location indicators of various originators and ATFM message designators.

Standard masks for generating ATFM messages for transmission via AFTN are available from the INFO '87 system database. The supervisors can pick the right mask when creating these messages before transmission.

The transmission is controlled by the message switching part of INFO· 87.

AIS -Aeronautical Service

The user will in this part of the database have access to up dated information of the following types: Navigational Warning Messages NOTAM Class I (A. B. C or D) Messages SNOWTAM Messages Search Rescue and Alerting Service Messages Sunrise and Sunset Timetables Staffing/Working Position Manning Lists Navigational (Aid Facility) Status Messages Internal Air Navigation System Status Messages Traffic Delay Information Messages Supplementary Flight Plans The specifications for the graphic terminals for INFO '87 were such that ISS Videotex looked for a partner. The internationally known terminal manufacturer. Comae Communications.

Rudermark. FRG. was therefore invited to develop a color graphic terminal for INFO '87. The monitor is a 19 inch raster color display with a

,..R.ad•a•r -•

A World of Information The INFO '87 will initially hold the following types of information. see also the diagram: Met - Meteorological Information

All types of meteorological information fall into this category. Most of the meteorological information constitutes dynamic data with varying updating times. A major part of the MET-information is supplied from different computer sources. i.e. the RVR (Runway Visual Range computer) which refreshes the information every 15 seconds - and the OMR computers (Operational Meteorological Request) at Copenhagen airport.

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GEO Direct track Distances

MAP Approx. 500 maps

Information

This part of the database gives general access to all types of messages originating from the Aeronautical Information Service units at Copenhagen (the Aeronautical Information Service Briefing Office and the Denmark Notices to Airmen Office [NOF]).

At the initial stage this information is provided via the AFTN network but the system is prepared for a direct interface into a planned AIS computer at Copenhagen airport giving access to all information available on this computer.

6

scanrate of 29-38 kHz and a video bandwith on 60 Mhz. The controller works in a non-interlaced mode and supports 16 simultaneous colors chosen from a 4.O96-color palette.

In specifying the operational aspects of the system ISS Videotex was assisted by Flugsicherungs System Beratung GmbH. FRG.

STAT - Status Messages

Frequencies Aerodrome descriptions Scratchpad Telephone lists Addresses CATCAS Manual

AIS NOTAMs for: FIR AREA ROUTE SNOWTAMs Status STAT Status message for SUP ACC & ACC Sectors NAV Warnings NOTAM"s Telephones. Radio NAV/ COM Frequencies SNOWTAM Personnel

MET MET Report EKCH METAR pr. sector Sigmet pr. FIR TAF pr. sector VMC MAP Copenh. FIR Upper Wind and Temp.

QNH/TL RVR EKCH Chill Factor

HELP INFO manual Per page helpinformation Page- and keyword index.

Present Information Services in INFO "87 at Copenhagen ATC

THE CONTROLLER/ DECEMBER 1988

THE CLEAR APPROACH

Controlling the increasingly crowded airspace aro und airport s de mand s clear, accurate radar coverage throughout the approac h right dow n to to uchdown.

The Marconi S-511Approach Control Rada r has prove d its a bility to provide this service, not only to AirTrafficControlle rs with th e UK-CAA,but to many other aviation authorities throughout the wo rld.

Clear - no matter how difficult the clutt er conditions.

Clear - because the S-511weathe r chan nel allows th e AirTraffic Controller to direct aircraft around the worst wea th e r cond itions.

Clear - so he knows he is see ing the aircraft, not false ala rms.

Our approach - is to provide a high tec hn ology system at an affordable price with increased reliability and low thro ugh-life costs. Mainte nance is strai ghtforward, with built-in remote control and mon ito ring as stand a rd, plus a support service second to none - Good news for enginee rs and controll e rs alike !

Find out more abou t the 5-511today, by w riting to:

Marconi RadarSystems

* , see

Ma rconi Radar Syst ems Limite d, Writt le Road, Chelmsford, Essex CMl 3BN , England .

Tel : 0245 267111Telex: 99108 Facsimile: 0245 357927

OUR HIGH TECHNOLOGY "'YOUR FUTURE SAFETY

Other - more static types of meteorological information - are edited into the system by the supervisors, i .e.

VMC zones map , tables and codes.

The user wi ll also have access to 's upplementary meteorological information ' relating to weather reports and forecasts for aerodromes , air rout~s, and flight informat ion regions outside the Copenhagen FIR. This information will be sto red in the INFO ' 87 system database on request by the system users.

The meteorological information can be accessed for different ICAO location indicators (e .g . EKCH) and meteorological message designators (e.g. METAR , SPECI, SIGMET, TAF) as contai ned in the message header .

The systems sector compilation facilities enable the user to retrieve in a combined presentation those messages that are relevant to his sector only. The sector compilation can be used on all types of info rmation in the database - not only MET-information .

REG-Regulations

Th e INFO ' 87 Syst em gives access to_ various versions of regulations .

With a few exceptions. al l these te xts and diagrams are of a permanent character. It is within the scope of the system to give access to almost all regulations presently used in Copenhagen ATC. MISC - Miscellaneous

The INFO ' 87 system will handle various types of messages which do not fall under the headings above. A scratc h pad is also availabl e to the user. This function gives the user a means of enter ing and retrie ving ¡ private' textual informa tion . The 'scratch pad' is used for exampl e when handing responsib ilit y over to the next working shift.

All other mi sce llaneo us informa tion is avai lab le from publi shed docu ments and manua ls as issued by the ICAO (Anne x, Doc ument s, M anuals ), by the WMO (MET Codes), by the SLV (AIP) or from organ ization int erna l directives, lists. etc.

MAPS

This group of information contains various versions and types of maps.

There are no limitations in the system to let maps be stored and presented in different sca les. The user can c hoo se the sca le needed in t he actua l situ ation.

When in full ope ration, more t han 500 different maps are available to the user. The maps are ente red int o the system by use of a digitizer located at the technical supervisor position.

8

Audience at start of Technical Panel GEO - Geographical Calculation

The Geo-calc function is capable of calculating distances and direction between two geographical points within the INFO '8 7 system area.

These points can either be defined as full degrees, minutes and seconds , or as 3-5 letter identifiers of predefined points .

The calculated result shows on the sc reen as a ' ruler' on the Copenhagen FIR map, showing the total distance between the points given, distance within th e map presentation and crossing of map boundaries.

Benefits

INFO ' 87 was delivered in January 1988 . only nine month s afte r the contract was signed. The system is fully functional and the performance is even better t han co ntra cted .

It is too early to ask for benefits of the system - but the expectations are very high .

Pilots passing through Danish FIR wil l have even mor e reliable inform ation than before. New features provided by INFO '8 7 w ill give better

answers to pilots ' questions ; information to pilots - or to colleagues at other ATC services - will always be updated. The benefits to the ATC personnel are mu c h better and effective working conditions i.e . every information is presented through the same media at a very fast, efficient response rate. Since each sector will only get the information it need s, time will be saved in not having to look at irrele vant information .

Information Systems for Other ATCs

ISS Videote x and Conrac Communi cation Software will jointl y mar ket ATCISS , the basic system used for INFO '87, tootherairportsaroundthe world . Built in a strictly modular concept it is easy to adapt to new demand s and new communication protocol s, or even build other ATC inform at ion syste ms based on th e same basic tool s.

The day will come when infor mation delivery syste ms of thi s kind w ill be as co mmon in the ATC room as radar systems are tod ay.

Next,_ Ron Mahendran of Ferranti Internation al presented a paper by Peter McKmnon on a subject which is attrac ting more and more atte nti on and whose potential use in air traffic control may bring about some very fundamental changes:

Living with Artificial Intelligence Intr oduction

Air traffi c cont rol is a part of mod ern life that the layma n take s for grant ed until an inc ident or acc ident occur s. Thi s year has bee n a c lassic for press sensationalism with banner head lines about obso lete equip ment,

contro ller morale problem s, ove rcrowded skies and acc ident s wa iting to happen. Journ al ist s have high lighted the po int that a lot of equipment need s to be upda ted or replaced. In th eir ast ut e co nc lusion . t hey care full y avo id me nt ioning THE CONTROLLER/DECEMB ER 1988

national authorities that are already addressing the problem and have been for some time.

It is impossible for major changes to take place overnight. Similarly. authorities cannot simply go to a warehouse and buy the equipment they need. They have to plan years ahead. and take into account not only state-of-the-art technology, but future developments which may become available within the considered timeframe.

One such future development is what is generally known as 'Artificial Intelligence·. but to be more exact is an element of artificial intelligence known as an Intelligent Knowledge Based System or Expert System.

We are all familiar with artificial intelligence. It has been around for years. Daleks in Dr. Who. HAL in 2001. R2D2 and C3PO in Star Wars. to name but a few. Film makers solved the problems years ago. but we ordinary mortals are some way behind Hollywood and Pinewood.

This paper looks at how an expert system could be used to assist controllers in the performance of their task. specifically the problem of conflict prediction and resolution in enroute sectors. It will not go into the technical aspects of how artificial intelligence works. but merely show how it could act as another tool available to controllers in a manner which should be acceptable to even the most convinced Luddite.

an increase in potential or actual conflicts. an increase in controller load, stress and responsibility. a reduction in decision time.

All of these prejudice safety.

Additional factors which could undermine the efficiency and cost effectiveness of air transport operations are: a reduction in efficiency resulting from caution on the part of the controller. the frequent or even permanent imposition of flow control. resulting in an increase in delays and airline costs.

For ATC to cope. considerable changes to equipment have to take place because of the need to eliminate wasted effort. and the need to improve the efficiency of the aids available to the controller. Similarly, controllers and controlling methods will have to adapt to keep pace with new procedures and traffic densities.

The Problem Whether or not equipment is updated. the expected increase in air transport movements will lead to:

Pilot

Expert Systems The factors that enable a controller to control aircraft efficiently are a number of stimuli which enable him to make a comprehensive overview of the situation. Such stimuli are in written form-flight progress strips; verbal - pilot requests and responses; visual -the radar picture and screen display. and the controller must keep referring to these and evaluate the combination of data to decide his course of action.

Above all. the vital stimulus that makes a controller is his ability to use his professional knowledge. This professional knowledge consists of memory, training, experience, the

Fhght S1r1ps

Voice Pilot request

Strips Aircraft flight plan

Adjacent Sectors

Vrnce Handover Co-ordinatron calls

Visual: CClV

Briefing Bnef1ng Updates Visual. Tote Display Radar Display

Visual· Aircraft pas1tions

Flight Strips

Voice Clearance. 1nstruct1ons

Strips. Update fhght plan

Adjacent Sectors Vo1ce· Handover Co-ordina11oncalls

Visual· CClV

Controllers ·s Sr,muh

THE CONTROLLER/DECEMBER 1988

ability to perform parallel thought processes. and even intuition. There are. however. finite limits to capacity to cope with these factors no matter how good and experienced a controller might be.

For an expert system to be able to assist a controller. it must have access to the same database or stimuli. The paper flight progress strip provides no feedback except to the controller. so a means must exist whereby the system knows what the controller knows. A keyboard is too slow and distracts the controller. a touch sensitive screen is a distinct possibility. and eventually voice recognition will be advanced enough for the system to respond as the controller speaks. so flight data will be updated as a response to pilot and controller transmissions. thus eliminating the need for paper flight progress strips.

Similarly, all aircraft would be tracked and as aircraft overfly beacons. their electronic flight data would be automatically updated. as would subsequent ETAs. Because all aircraft would be tracked. their positions could be predicted for as far forward as was required. and potential conflicts identified. This is within the capabilities of current technology. Where an expert system could be an advantage is in its ability to recognize a potential conflict. and then to examine the environment around the potential conflict. consider the factors relevant to the situation-safety /technical and commercial-deduce options to avoid the conflict and present them to the controller. In other words. to do exactly what a controller would do. but at computer speeds.

To achieve such a capability, the expert system must have within it what was earlier referred to as the controller's professional knowledge. and what in expert systems is called its knowledge base; this is input as rules. information and functions. Rules and information are data which tend to remain fixed. for example the rules by which a controller works. and such information as airspace definition and aircraft performance data. Functions are the current and predicted scenario.

For an expert system to be of value to controllers. it must be designed in close collaboration with experts- i.e. controllers - because the central concept of Expert Technology is that the machine encapsulates all the experts' knowledge. experience and ability to make judgements. Without a human expert. capable of articulating how he performs his functions and 9

what tools and information he needs screen with perhaps the relevant airto support him. it is not possible to craft plots flashing. and with an identifier against each aircraft in potential realize a knowledge based system.

With this knowledge base the conflict. At the same time. the system expert system can fulfil! the following would identify the various options available to the controller to resolve functions: the conflict. bearing in mind the airData capture craft performance characteristics.

Analysis aircraft flight plans. sector boundDecisions aries. effect on other traffic and the Explanations in a fraction of the time taken by a rules by which the controller is controller. governed. and if asked would give reasons for choosing each option.

Utilization Conflict resolution options would The prediction of conflicts more be displayed in preferred order in than thirty minutes ahead in most FIRs menu form. and be updated as separwould be both impractical and ation decreased. As the separation unnecessary. so the system is more reduced. more processing power likely to react to all traffic within thirty would be concentrated on the resolminutes flying time of any other traffic. ution of the most critical situations. It The system would be programmed would ultimately be up to the controlto alert the controller of potential con- ler to decide his own course of action flicting traffic within a specified time. by referring to the expert solution if he This would be done on the radar so chose.

Airspace definition

beacons. routes. restricted areas. boundaries. procedural restrictions. traffic flow patterns. met

Conflict prediction

separation rules aircraft performace rules

Conflict resolution

aircraft performance rules tactics

Aircraft handover

handover rules

Monitor aircraft

controller rules

Memory

/

Experience

Training ~Intuition Parallel thought processes

Professional knowledge

Master or Slave?

In the USA. because of the type of airspace. the TCAS solution is being actively pursued. but this could reduce the role of the controller to a monitoring and advice function in certain areas. In the UK. however. the basic concept of a ground based ATC system with the controller as the decision maker. aided by high technology equipment. is well proven. and will continue into the foreseeable future.

In this context. where would we stand with an expert system capable of making control decisions? The expert system can be programmed to take up either of two roles. The first is to offer candidate solutions. where it is slave to the controller as described previously. The second is to act as an assessor. As assessor it could act as a critic and pass messages to the controller as he implements his solution such as ¡ if you do that you¡ 11be sorry¡.

This is not only unhelpful. but is not 10

using the full potential of an expert system.

It is unlikely that any controller would want to have an expert system working as anything but a slave.

Legal Implications The legal aspects of liability for expert systems are particularly challenging. especially for the lawyers.

Consider the following situation: An expert systems engineer (A). who works for a company (B).designs an expert system for use in air traffic control. A controller (C). working for a national ATC authority (D). is using an expert system in the course of his duties to assist in decision making about the best course of action to be taken with potential conflicts. There is a disastrous accident. Who is liable?

A. B. C or D7 The liability situation is not straightforward. especially if the pilot's actions may have been contributory. Obviously. argument would

take place as to whether the expert system has an inherent design fa~lt. ~r whether the controller was using 1t correctly.

If the expert system was providing valid advice. but the controller chose to ignore it. could he be indicted for not taking the advice. even though the expert system was . subordinate to him?

Currently. decisions are made either by controllers or pilots so that errors can be readily ascribed to the error maker. When a box makes decisions - who is liable then? The implications for ATC are intriguing.

Conclusion There will be many major changes to air traffic control equipment in the next twenty years. which will be essential not only because of necessary replacement. but to cope with expected increases in air transport movements. One of the changes will almost certainly be the inclusion of expert systems.

Current ATC aids do little more than present information. The controller has to evaluate the information. form a mental picture of what it all r:nean~.(it is after all presented two-d1mens1onally and the controller is working threedimensionally). decide. and act. B~cause the controller is human. his capacity is finite. The presentati~n of information to the controller will be improved. but remains no more than presentation of information. An expert system can interface with the information at much faster speeds than a controller. and can be used as: an evaluator an evaluator and decision maker an evaluator. decision maker and implementer For many tasks the expert system will be an assessor. and make decisions in its own right. for example departure flow regulation. flow control and sequencing. Where an expert system is being used in conjunction with a controller who is responsible for traffic. it will be used. just like radar and R/T. as another tool in his inventory.

As a controller's tool. an expert system would assist the controller by offering expert solutions to potential conflict problems in a fraction of the time a controller would take to come up with his own solution. thus relieving him of some of the load and stress he would otherwise face.

THE CONTROLLER/DECEMBER 1988

under a policy. paid for by their employers . Whilst I have had dealings with various organizations outside Weeks Decision period Australia from time to time. the following comments and obser vations Negotiations that I shall make are obviously based Flow Schedule Schedule agreements Days upon my experience gained primarily planning from handling of the Aus tralian scheme since 19 79 . Howeve r. having Aircrah Flow control Flight planned routes One said that. I have no doubt that many of approaching FIR hour the same conditions exist in numerous countries throughout the world and.

Aircrah in UK Flow control Flight planned routes 30 therefore. I am confident that the Holding Radar data processing minutes sectors Aircrah majority of information I have acquired due to enter Radar tracking patterns will have some universal application. sectors Expert system The aim of the polic y is to lessen the financial impact on a controller Conflicting traffic Radar data processing who loses his or her licence . and may <10 Radar tracking minutes overnight find himself without a Expert system career . and without an income. The policy can never replace a controller's Imminent loss Expert system licence or livelihood, but hopefully the <2 minutes of separation funds at least give the person the opportunity of establishing a new Response time available career path or business. with a min iThe increasing importance of an expert system as a conflict situation develops mal amount of economic distress.

In some instance s. retraining programs exist. but usually the controller will suffer a substantial reduction in salary. Under the Au st ral ian policy. in the event of redeployment. should the salary reduce by more that 15%. a full claim is still payable. Without exception . every claim that has occurred involving redeployment. the income level has decreased by more than -¡ ¡a~ ~¡:n-, ~ 15 % . In some countries. the Soc ial ' Welfare and Pension arrangements may provide adequate alternate income on a long term basis . in which case the need for loss of licence benefi_tis payable in addition to any other private disability insurance cover the individual may have . or any superannuation or pension.

In broad terms t he policy provides cover for cancellation of a licence on One of the stands in the Technical Exhibit medic al grounds. It is not the intent of the pol_icy. and it does not provide protect ion for operational or proThe Technical Panel concluded with John Buckley who presented the forum ficiency problems. However . if a conwith a comprehensive overview of the Loss of Licence Insurance co ncept . It was trol_ler wa s involved in an inciden t which raised a question regarding intere sting to note that although there were relatively few questions following competence, and then subsequently the talk . at the conclusion of the Panel he was literally surrounded by interested suffered a psychological condition parties probing for additional information. which resulte d in a licence cancelLoss of Licence Insurance lat1on, this would usually constitute a claim under the policy.

As well as bodily injury (accident).

The earliest forms of insurance ily available for aircrew in the late all forms of illne ss, including psychidate back to 2000 B.C. and even in 1950s. For air traffi c co ntroller s it took atric illness , disease and senile demodern times the Lloyd 's Insurance further years for it to be extended to generative changes . are covered.

Market in London is ce leb rating it s their profession .

Whilst a variety of exclusions exists Terce ntenar y thi s year . Aviation inunder different policies issued . the A voluntary scheme was estab- only restrictions applicab le in the surance developed in the 1920s from the needs that arose from the new lished for Au stra lian contro llers in Au stralian policy relate to war or exciting mode of transport - aircraft.

1972 . and it was in 1977 that it deliberate self-injury Whilst loss of licen ce cover may have became a fully national group scheme Some policies I have seen have a been available on a limited basis for all eligible licenced contro llers more extensive list of restriction s. Any thereafter. it really only became read- within the cou nt ry. to have coverage may include specific nominated con-

Time to conflict

Event

THE CONTROLLER / DECEMBER 19 88

Resolution options

Decision aids

11

dit ions, for example , drug abuse, AIDS and so on . These must carefully be review ed when negotiating any co nt ract .

The benef its and cost w ill very signif ica nt ly from one organization to another and are go verned by a multit ude of insurance unde rw riting crit eria . As a gen eral guide , how ever , the curren t po licy in Au stralia is based upo n an annu al allow ance (premium) of $A 4 78 ($US 285 ) for each cont rol ler. and co verage up t o t he age of 4 0 years of appro ximat ely $ US 90 OOO( $US 6 7 500 ). The benef its afforde d by the pol icy decr ease as the control ler get s older, w hen the likelihood of a m edical cond ition arising increas es. In general t erm s t he benefit equates to 1.5 t o 2 t ime s annual salary . These co sts/ benef it s w ould vary from one orga nization /c ount ry to anoth er and need to be t ailor-m ade as appropria t e.

Over the yea rs I have been involved with a w ide range of c laim s th at have resulted from a mult it ude of ca uses.

As well as the expected problem s of psycho log ical , anxiety/ str ess , nervous condit ions, clai ms have occurred as a result of epilepsy, heart di sease, cancer, hearing. visual, diabete s, various types of acci dent, and a va riet y of other specific medica l condi t ion s.

There are some 900 controller s covered in Au st ralia and th e average number of c laims pe r ann um has been 5: obvious ly there is a w ide var ian ce from one year to anot her, but thi s average is based upon st at ist ics for the past 6 years . For t he same period , the average age of c laimant s has been app roximately 40 yea rs of ag e; t he youngest was 23 yea rs o ld and t he oldest 58 years o ld .

I do not propose to c ritica lly exam ine the precise structure and make -u p of the policy wo rd ing itse lf . but me rely wish to state that the po licy mu st be tailor-made fo r ai r tr aff ic co nt ro llers. and not simp ly fo llow t he stan dard format of t he po licy usual ly prov ided for aircrew. The c urrent po licy uti lized in Austral ia was deve lope d and w ritten by me specifica lly for mem bers of t he Australian body based upon t he exper ience and knowle dge gai ned from wo rking c lose ly w it h co nt ro llers and understa nding some of t heir unique problems. The wording is constan t ly be ing monitored and per iod ically m ino r alte rat ions are effected.

I realize that some M ember Assoc iations already have schemes in place and Stand ing Comm ittee IV of Committee 'C' (Professional) has reviewe d t he c urrent policies. Not having see n the actual wordings, I am not ab le to co mmen t on the effectiveness of these existing programs .

12

To establish the worth of a policy, it is only truly tested when a claim occurs ; it must respond when it is needed, otherwise it is virtually of no value . The policy wording is critical and it is pleasing that under the Australian policy , no claim lodged to date has been rejected .

In order to establish a scheme , there are several key elements that will affect its viability overall . Important factors include the number of controllers , age distribu t ion, premium payment terms , local law , competence of the licence issuing authority and past loss / claims history . Whilst there are other considerations, these are the most important .

It is possible to arrange loss of licence coverage on an individual basis , but generally the scope of policy offered and the premium terms involved make this option a far less attractive proposi t ion . But it is still an option .

It is appreciated that local law s and conditions may govern cert ain aspect s of a scheme in some countrie s, but these can only be analyzed on an individual basis . The insurance world is a truly international one ; for example, the Australian scheme is currently placed in the London Insurance Mar-

ket, because at the time of placement, that market was prepared to offer the most comprehen sive coverage , at the best terms . It is fair to say that the London market remain s the largest in the world, and this market is familiar with , and receptive to the globe .

Equally , I utilize the Au stralian and other international market s for other placement s; each case must be treated on its own merits.

I am aware that in some countries , insurance is tightly regulated with a single state-owned insurance company transacting all business within the country . However , this is not a major obstacle, as it is usual for such organizations to have their reinsurance arrangement s made outside the country of domi c ile. Similar practice can be , and has been followed for loss of licence insurance whereby the national insurance company retain s say 5 % of the risk , and then reinsures the remaining 95% of the risk to a specialized loss of licence market .

I have attempted to provide a broad overview of this subject; there are many intricacies which I have not covered here, but hopefully this will provide you, at least in general term s, with the type of coverage available .

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TH E CONTROL LER/ DECEM BER 1988

Noise - Back in the News The tighter noise regulations of !CAO Annex 16, Volume 1, Chapter 2, were phased in by the principal industrialized countries in the period 1985-88. By January 7, 1988, with a very small number of exceptions granted bilaterally, implementation in major traffic areas such as North America and Western Europe was complete. This meant goodbye to unmodified B 707s, DC-8s and some early B 72 7s and DC-9s, for example. Now, as explained in the following article, governments are considering imposing further restrictions on aircraft failing to meet the even more stringent Chapter 3 regulations.

Governments from developed nations are already exchanging views on their positions regarding Chapter 3 limitations which will feature prominently at ICAO's Assembly in 1989.

The 8 757 and A 320 are typical of the aircraft meeting such regulations -those falling foul include the 8 727200 and DC-9-30/ 50 series.

The operational and financial impact on the airlines of a banning _of Chapter 2 aircraft could b~ substantial and carriers would certainly not welcome mandatory cut-off dates. However, the only realistic working assumption must be that governmenJs will want to phase out Chapter 2 aircraft operations at som~ future date: This process would be in two steps. first. a ban on adding any Chapte_r2 aircraft to national registers, possibly in the early 1990s, and second, . a phased-in operating ban on these aircraft some years later.

Potential Impact of Chapter 3 Regulations On December 31. 1986. !CAO listed 9. 700 jet aircraft in ser:iice ~f which 7.442 were of non-Soviet ongin. Of these.

2,190 (30%) met Chapter 3 4,037 (54%) met Chapter 2 1,215 (16%) were non-certificated.

If Soviet aircraft are included and most non-certificated aircraft are hushkitted, that would mean about 7000 aircraft worldwide meet Chapter 2 but not Chapter 3.

The 4000 aircraft in IATA members' fleets at the end of 1986 represented an estimated asset value of at least US$ 35 billion. Restrictions shortening their operating lives would significantly cut their residual and resale value.

It is worth recalling that the average age of 8 707s and DC-8s upon retirement was 23 years and that 90% of 8 727s built before 1965 were still in service some 20 years THE CONTROLLER/ DECEMBER 1988

later. In actual fact. production of Chapter 2 aircraft by manufacturers outside the Soviet Union has virtually ended. A Boeing study shows 80% of Chapter 2 aircraft are likely to be retired through natural processes before 2020 and all in the US are expected to have gone out of operation by around 2010.

The airlines. and their associations such as IATA. are currently studying ways of tackling the problem. taking account of environmental. financial and operational factors. IATA itself is participating in an ICAO study of the potential economic impact of Chapter 3 implementation.

Many Billions Already Spent in Reducing Noise Impact

Meanwhile. it is worth stressing that the industry has already made tremendous progress in combatting noise over the past three decades and fully intends continuing. Manufacturers and airlines have invested billions to achieve today¡ s largelyreduced noise levels.

In the technical area. emphasis has been on new equipment. quieter engines and hush kits. complementing operational measures such as improved departure and approach procedures.

Further significant reduction in engine noise is now beyond reach. Some latest generation jets. with high power/ weight ratio and good take-off/ climb. contain the 'footprint' of significant noise mostly within airport boundaries.

The number of people adversely affected by noise is generally stable or decreasing. whereas large and steadily growing numbers benefit from aviation as passengers. employees. suppliers or shippers.

Even existing rules hit productivity.

New generation jets such as the BAe 146 and the A 320 are grounded at night although they are quieter than certain turboprops which enjoy unrestricted nocturnal operations.

Any restriction on utilization of existing airports, already near their capacity limits, will only accelerate the need for additional airports. The construction of new airports would probably have a greater environmental impact than increased operations using quieter jets at existing ones.

It is also essential to control land use around airports to prevent residential and other noise-sensitive development moving closer to airports as the noise impacted area decreases.

Certainly, noise regulation needs to be centrally coordinated through !CAO since regional. national or local initiatives only disrupt the industry and cause misuse of economic resources.

What airlines fear is that the knock-on effect of new. excessively restrictive or premature noise regulations will be a hike in the cost of air travel.

(The above article appeared first in the 'IATA Review¡ 2 / 88 and is reprinted here with the permission of the magazine's editor. hhh)

Australia The Australian Civil Aviation Authority (CAA) has awarded a contract to Selenia (IRI /STET Group)worth about 14 billion lira. for the supply of six computerized systems for the management of flight data.

The contract. which comes within the CAA's program for modernizing the Australian air traffic services includes the installation of the sys~ terns at Brisbane. Sydney, Melbourne.

Adelaide and Perth; the sixth system will be utilized as a base for software.

The systems. which will be connected with about 200 interactive. 'intelligent' presentation terminals. and with ~-certain number of operational pos1t~ons equipped with high-resolution d1~play consoles. will provide the printouts of data related to aircraft movements on the strips and will supp_ly operational data. with the requ_1rementof only minimum intervention by the air traffic controller.

The equipment to be installed in Australia belongs to the SATCAS-4 syst~m: Selenia's most advanced airtraffic control system, based on the MARA computer.

Ansett-Technologies. the Italian co~ p~ny's Australian partner. will partIcIpate in the development of the software. . This new contract represents an important part of Selenia's presence on the Australian market. Air traffic control systems supplied by the company to the Royal Australian Air Force. and which will also serve to assist civilian air traffic. are now becoming operational.

13

DFTI Extends Controller's Range at London City Airport Equipment supplied by Ferranti Computer Systems to aid air traffic control personnel at the London City Airport (Stolport) has been commissioned and handed over with the official approval of the Civil Aviation Authority (CAA).

Designed to display labelled information on air traffic approaching the runway and under control of the tower . the Ferranti DFTI (distance from touchdown indicator) will set a new standard of safety for aircrah using Stolport.

Inbound and departing aircrah within a five mile radius are the responsibility of the tower and traditionally this area is generally managed by radio contact and visual observation. The DFTI. the first installation of its type in Britain using fully processed radar. enables Stolport to extend the visual range of its tower by linking into radar facilities available from the London Air Traffic Control Centre .

The radar information overlays a map showing the extended centre line of the runway, graduated in distance from touchdown. All aircrah within the area identified with details of height and SSR code . The presentation provides an allweather facility to assist with the management of a busy airport.

Based on the Ferranti Argus 700 computer and VARS raster graphics cont roller. the system offers a range of selectable facilities. to change range. label size, move the minitab- a tabular data block, and alter trail dots which mark the aircr ah ' s track . The information is presented on a bright 12 inch raster scan display. If necessary the display can be upgraded at a later date to provide a colour presentation .

The introduction of the Ferranti DFTI extends the company's involvement in th e air t raffic control business and it comes at a time when the CAA. in conjuncti on with a number of British airports, is planning to upgrade several existing co nt rol installations. Ferranti has further contracts with the CAA to provide similar systems at Birmingham and Heathrow Airports .

New Secretary General of ICAO Enters his Duty

Dr . Shivinder Singh Sidhu, appo inted by the Counci l of ICA O as t he new Secretary General of the lnte r14

national Civil Aviation Organization for a three-year term beginning 1 August 1988 , entered into duty as of this date . He succeeds Mr. Yves Lambert (France) , who has been in office since 1976 .

After signing his declaration of oath before a number of Representatives on the Council of !CAO. Dr. Sidhu emphasized the need for the Council and the Secretariat to work together and put forward their best for the security and efficiency of international civil aviation and for the safety and comfort of the travelling public . He also pledged his full and complete commitment to the development of the organization and to its continuing position of eminence among the specialized agencies of the United Nations System .

Dr. Sidhu issued a message to the ICAO staff expressing his desire to participate with them in maintaining and further developing their high standards of efficiency, deep commitment to work and objectivity .

While heading the Civil Aviation Administration in India from February 1985 to October 1987, Dr. Sidhu served as Chairman of Air India and Indian Airlines as well as Secretary to the Government in the Ministry of Civil Aviation. He previously occupied a number of high level government posts in the federal administration of India. He holds degrees in economics and public administration and a doctorate of philosophy.

IFATCA has put on record its appreciation for Mr. Yves Lambert's close cooperation and assistance and its expectation for the continued close relationship with ICAO and Dr . Sidhu.

Update Air Traffic Controllers Licenses Review • The PELT (Personnel Licensing and Training Panel of ICAO) recommendations on Flight Crew Licenses were adopted by ICAO in March 1988 and became effective Augu st 1 1988; in this regard. a new edition of Annex 1 was published on July 31 1988.

• With respect to licenses for non-flight crew personnel. the Commission has decided that there will be two separate study groups , one for aircrah maintenance engineers (AM E) and the other for air traffic controllers ; these will be study groups (not panels) which will be less formal but will not alter the working process of the participants .

• The AM E study group is being formed. with a deadline of August 31 1988 for nominations; their work will commence in October 1988.

• Nominations for participants for the air traffic controller licen ses study group will be requested early in 1989 : IFATCA will be invited to participate ; due to the change from panel s to study groups, I FATCA will have participant status since there will be no observer status to the study group . e Both the AME and the ATC study group s will have to come up with a draft for the Commi ssion ·s con sideration by late 1989 or early 1990 if they are to be on time for the ICAO Council ' s con sideration in 1990.

• There w ill be only on e amendment to Anne x 1 for non -fligh t crew licen ses.

THE CONTROLLER/ DECEMBER 1988

Innovations in Air Traffic Safety: ~ Advanced Automated Air Traffic Control (A3 TC)' Adam Falato. Lockheed Electronics Company Adam Falato. manager of air traffic control systems new program development. has been with Lockheed Electronics Company since 1983.

S ·n H /. t · ears with Falato has fourteen years of experience in a_irtrf!ffic con_troland air_defense for the U. . A,r orce. ea so spen nme Yi the Federal Aviation Administration. servmg ma vanety of assignments.

The automated air traffic cc:mtrol system is a tool vital to the primary function of the air traffic controller: to assure the safe and orderly co nd~?~of . t ratt·1c. As additional. capab11it1es air b ·1t and greater sophistication are u1 into automated systems. each system· s role grows beyond that of_atool and becomes that of a p~rtner wi th th e controller. This integratio_n of human activities with automation syste11m . .. actIvItIes mean s that the contro er and the system work together to an increasingly greater extent.

An ideal automated system mu st not fail. The dependence of a con~~o~ ler on a sophisticated systemCwf ic uncroutinely performs many AT Id tions is such that the controll~r cou have great difficulty in reacting to ; system failure in a timely mann~~- 1 failure of the system ~t a cntica moment could compromise safety.

Experience in implementing these systems. coupled with companyfunded independent research and development in fault tolerant processor architecture. has led Lockheed to a concept called ·Advanced Automated Air Traffic Control'. or ·A 3TC'.

AJTC distributes the data processing workload over a network of internally backed-up computers; th~ ne~work permits computer~ and intelligent peripherals to c~ntinually operate despite electronic component malfunctions. Fault tolerance. the foundation of the system's reliability. is a fairly simple concept: ~ac_hcomputer in the network contains its own internal redundant hardware. If a computer malfunctions. the malfunction is automatically detected and isolated. The failed component c~mbe replaced while the system c_ontinues to operate. The malfunction. the detection. and the part repl~ceme~t are all transparent to the ~Ir !raff1c controller. and the safe morntonng ~f air traffic is performed more effi-

A Continuous Processor

There are two approaches to faulttolerant systems: software and hardware. Today's software-based system of fault tolerance cannot match a system based on hardware for the following reasons. In software-based fault tolerance. two independent processors send messages to each other at programmed intervals to check and compare their internal states. This checkpointing process drains system and programming resources. Fault tolerance can occur only where the programmer decides a checkpoint is necessary. And when one processor fails. the other has to pick up its loadand work twice as hard to keep up.

This is why fault tolerance cannot be separated from performance issues.

True fault tolerance must be a continuous process imbedded in hardware. Software-based fault tolerance has so many drawbacks that a significant number of current users of Fault Tolerance such systems prefer not to use the capability at all. fl "bi Lockheed Electronics ~ompan~ ciently.

Lockheed A3TC empl<?YS a exI e In any of A 3TC's hardware-based has been advancing air traffic ?0 ntro distributed ne_~ork architecture that fault tolerance processor boards. selftechnology since 19 71. when it demmodified to accommodate checking logic (checking occurs 16onstrated the Automated Radar Ter- can be . d"ff · · changes in traffic flow. 1 enng sIze_s million ~imes per second) can instantly minal System II (ARTS II) prototype and numbers of computers._ and air detect 1f one of the board's two prothe first known minicomputer-based . growth · Enroute. terminal. and cessors is in error or has failed. If it has k d radar terminal system. From 1973 to tra ff 1c tower systems are networ e_ t? profailed. the board takes itself out of ser19 7 5. Lockheed developed four turn.d for interfacility communication of vice automatically; this allows the key ATC installations. tailored ~o t~e unique requirements of each site. in ~'e~inent data includin~ hand<?ffs. Stratus computers to survive hardItaly. A five-year. nationwide ATC pro- fli ht data. general informat1_on. ware failures. During such failures. gram for Saudi Arabia that provided w~ather data. and other_aerona_ut1cal nothing slows down and there is no data processing. training. and control information. such as ~ot1ceto A~rm~n corruption of information. because canters was completed in 1981. (NOTAM). AJTC permits expansion In processing continues at optimum Since 1984 an extensive. state-of-the- both hardware and s~~~are. an?_can speeds via the duplexed board. art ATC system has been under devel- be configured for c1v1hanor military Checkpointing and degradation of performance. frequently occurring in opment for the government of Taiwan. applications.

THE CONTROLLER/DECEMBER 1988

15

software-based systems. do not exist.

Ha rdware-based fault tolerance is t h us transparent to the user and does not waste precious system resources.

The mean time to repair is the actual time to replace a CPU card without system downtime .

Lockheed chose the Stratus Computers. Inc. . of Marlboro.

Massachusetts. XA family of proven. off-theshelf computers for the A 3TC concept.

Stratus bases fault tolerance on inexpensive. duplicated hardware. Not only are hardware components duplicat ed on each processor. memory. and controller board (Figure 1 ). but t he boards themselves are duple xed as well . These multiple levels of redundancy mean that any single component malfunction will never affect the overall system flow . as its dupl icate part will functionally replace it durin g the repair process (which is simply pulling out the malfunctioning board and putting in the new) . Fault tolerance allows continuous processing, ma king it a ' fail-proof concept.

The continuous-processing computer used in Lockheed's A 3TC system, together w it h related software and radar display equipment. has been demonstrated at the Paris Air Show in 1985 , at the Air Traffic Control Association Convention in Washington. D .C .. in 1986. and at the Singapore Air Show in 1986.

Intelligent

Displays

The controller must also not be distracted from the performance of primary ATC tasks by data entry/

cab . Interactive control panels added to traditional keyboard and track-ball devices aid tower positions in data entry, and the intelligent tower cab displays perform local processing functions similar to the control room displays.

porates a round display with usable area 19 inches in diameter, featuring random positioned graphics generation and high quality stroke generated characters . A ' touch-on ma in screen¡ entry capability is offered as an option . The SDD comes equipped with a keyboard , a trackball , and a touch-sensitive Interface Control Panel (IPC).

CSU Construction The Planning Controller Position The CSU construction is modular, may be configured with one or two consisting of sections which permit Planning Controller Displays (PCD), maximum flexibility in creating a var- which are 25-inch diagonal raster iety of groupings or sequences of pos- displays used for the presentation of itions (Figure 2) . Various suites may be flight plan data as well as weather configured using this approach. such information, NOTAMs, and other texas a flow control suite, a sequence tual data . The PCD comes with a keycontrol suite , a flight data suite, a board and an ICP. Alternatively, this software development and training position can consist of a flight strip suite, a computer operator suite. a bay, flight strip printer , and a keyboard system engineer suite, a departure display system used for data entry and control sector unit suite, and an arrival display of weather data, NOTAMs, control sector unit suite . The numbers etc. Thus. any combination of flight and types of suite configurations in a data and related information can be center vary with the technical requireprovided , from fully electronic to ments and workloads. paper only, or a m'ix .

The CSU may be configured in a The Magnavox display designs number of ways . Normally, this unit incorporate proven . commercial offcontains a Radar Controller Position, a the-shelf hardware subassemblies to Planning Controller Position. and perform display controller , display optionally an Assistant Control Pos- monitor, and touch entry functions .

The SDD and the IFDS are the primary ition.

The Radar Controller Position conoperational display units, and the Keyboard Display System is a third sists of a Situation Data Display (SDD) which presents radar tracking and removable portion of equipment in the associated information . The SDD display consoles . A standard personal design specifically developed for A 3 TC computer such as the IBM XT can be used in the recessed space provided in is a significant step forward in applithe console structure for the Keyboard cation of state-of-the-art technology Display System . The primary display to ATC systems . The SDD incor-

retrievalI display processes.In Lockheed's ControlSector Unit(CSU)suite concept. developed with Magnavox Electronics Systems Co .. Ft. Wayne .

Indiana. modern devices are used to enter data into the syste m . The controller at the Radar Control Posit ion . for examp le. can enter data using an interactive cathode ray tube (CRT) contro l pane l and touch-sensitive main screen, as well as a track-ball and conven tion al keyboa rd . The assistant control ler views fl ight data . weat her information, and aeronautical information on electronic tabular d isplays. The ab ility of each display to perform numerous functions locally allows the host compute r network to co ncentrate on funct ions that requi re know ledge of the enti re system data base.

Tower cab installations also benefit from A 3TC techno logy. Radar situatio ns are presented on a tower cab d ig ita l disp lay - a high-rel iability device designed for use in the typically high ambient ligh t levels of the tower 16

Figure

1

Stratus

redund an t circuitry offers accurate, rapid, fault-tolerant

architecture.

THE CONT RO LLER/ DECEMBER 1988

Typical A3 TC System Characteristics (Quantities shown relate to the Far East system now being installed.)

Item

' j

Control sector units (CSU) Control-towerradar digital display Control-towerflight-data display Flight data suite Maintenanceconsoles Remoteterminals Short range radar sources Long range radar sources Alphanumericdata/display (full data blocks) Displayprimary/secondary surveillanceradar returns Simultaneoustrack and display Weather-mapdisplay levels Flight plan storage Process-operatorinput

Area Control Centre

14

Terminal Control Centre

11 4 8

4 2

1

12 3 12

40

40

1,500 280

240

2

1,500 3/s 24/min.

95 2 250 3/s 24/min.

Figure 2

units are provided with wheeled bases. permitting them to be rolled into appropriate spaces and used as stand-alone devices if support equipment is not required for the application.

Flight Data Processing (FOP)

1 )

FDP information consists of processed flight plan data. includi_ngaircraft identification. type of aircraft, time and point of departure. route information. beacon code. and other data describing the details of a planned flight. It assists air traffi~ controllers in the performance of their duties. including direct control of flights to ensure safe. expeditious progress. and assistance to flights by providing information relating to the environment in which they operate.

'Environment' includes weather. operational status of navigation aids and other flight facilities. hazards contained in Air Reported Data and NOTAMs and other air traffic information.

A 3TC' s FDP software is based on the U.S. National Airspace System.

FDP has ten data bases logically grouped to minimize data base conflicts. stored redundantly on disk. and read into memory as needed. Data entered into the A3TC system is processed by FDP and distributed to predefined devices. either immediately or at a scheduled time.

The FDP function has a training mode capability-dynamic simulation THE CONTROLLER/DECEMBER1988

(DYSIM) - enabled or inhibited at operator request. which allows FDPto dedicate its resources to 'live traffic' at peak periods. The operator using DYSIM enters 'false tracks'. giving them a course, speed. and altitude.

Depending on the configuration of the specific system. this training can be performed either on independent training-only units, or on the same unit as live tracking.

Radar Data Processing (RDP) The A3TC system receives digitized data from multiple radar sites, and communicates the data over a Local Area Network or a direct channel to the computer module. After initial processing. the radar message plot is passed on to the tracking function for interface with the FDP function. where track and flight plan data is exchanged to aid in tracking and correlation as well as to update flight plan information.

Information derived from stored flight plan data can be made available to supplement traditional radar data used for tracking. In particular. flight plan route segment. heading. spead. and knowledge of planned maneuvers can be used to reduce the effect of random noise and other anomalies.

A Safe Separation The most important function of Lockheed's A 3TC system is measuring and maintaining a safe separation

between aircraft. obstacles, and terrain. Such separation becomes critical in busy terminal areas where a large number of aircraft are closely maneuvering, landing, and departing.

Separation control is also increasingly difficult at lower enroute altitudes over hilly and heavily air-travelled, populated, and built-up areas.

Lockheed is developing methods and techniques to automatically detect current and potential conflict situations and alert air traffic controllers of them. One project under development is the capability to detect and monitor terrain and obstacle hazards and aircraft intrusions into any specified airspace and to then issue immediate alerts to controllers. This will be known as Minimum Safe Altitude Warning. Another development is the capability to detect and monitor violations of ATC separation minimums between flights. This is known as Conflict Alert. and will also issue immediate alerts to controllers. Altitude Tracking is also being included to support Minimum Safe Altitude Warning and Conflict Alert by establishing altitude tracks and profiles for aircraft flying level paths and for aircraft in climb and descent.

Safety and Efficiency When Lockheed's first A 3TC system is completely installed in the Taipei Area Control Center in Taiwan, now in process. it will be not only the world's first to employ a fault-tolerant computer network. but also the world's most modern. It will work within a network of fault-tolerant computers. and will be built upon intelligent peripherals. reliable software. and simplified operatormachine interfaces. The results: reduced controller workload. positive radar identification of aircraft. and improved airspace utilization. The benefits: system efficiency. integrity. and safety.

Japan Transport Ministry will establish an integrated ¡Air Traffic System Center¡ to Monitor traffic all over Japan in an effort do deal with the expected traffic increases. Most important role of the new center will be flow control work. in which the system computer will predict traffic congestions and slow departures to avoid in-flight holding.

Pilot and air traffic controller workload is expected to be reduced. and near mid-airs cut.

Air Transport World' 4188 17

Airbus Family of Aircraft

A 310 and A 300-600 Airbus lndustrie's A 310 and A 300-600 - the first and most comprehensive twin-aisle twin family keeps getting better. Mid-1987 saw the certification and entry into service of the Pratt & Whitney PW-4OOOpowered A 310-300, while the first flight of the extended-range A 300600 R took place before the end of 1987.

The 21 8-seat A 310-3 00 and 267-seat A 3OO-6OOR are the extended-range versions of the med ium to long range A 310-200 and A 300-600, respectively, and together with these and early A 3OOs they comprise the Airbus widebodytwin family.

The success of Airbus lndustrie's widebody-twins is reflected in t he marketplace where. by the end of October, 62 airlines were responsible for A 3OOandA 31Osalesof466-a 64 percent share of the world twinaisle twin market. Of these, 52 orders were added in the first nine months of 198 7, demonstrating the continuing appeal of the aircraft and addi ng five new customers - American Airlines , Wardair, Air Portugal , Air Niugini and an unannounced c lient.

In addition to the ir fuel efficiency and technological leadership, the Airbus A 310 and A 300-600 have a built-in appea l - passenger comfort and efficient cargo-container carriage - that is unsurpassed.

The A 310 and A 300-600 have long had the range and certification that are prerequisites for such extended-range operations (EROPS), and many airlines have been using them in this way for some time .

Examples of such A 310 operations include Kenya Airways between London and Momba ssa (3,900 NM/ 7 . 2 50 km), Pan Am from London to Detroit (3,260 NM/ 6,050 km) and Air India between Bombay and Nairobi (2,450 NM /4.54O m). In addition, Thai Airways International is flying A 3OO-6OOs from Bangkok to Riyadh (3,100 NM/5 ,75O km).

18

Airbus aircraft also have the efficiency to make economic sense on much shorter routes , however, such as Lufthansa's Frankfurt-D0sseldorf (100 NM/19O km) and Swissair 's Zurich-Geneva (125 NM/23O km).

The ability to serve both medium and long-haul routes economically and well is unique to twin-aisle twins three and four-engined aircraft generally being less efficient on short sectors - and the uniquely efficient wings of the A 310 and A 300-600 makes them particularly flexible in this sphere.

Airbus A 320 Airbus lndustrie 's A 320 made its first flight in February 1987 and is now more than halfway through its flight test program . Still unchallenged as the only all-new advanced technology short to medium range (the A 320200 has a range of 3,150 NM/ 5,850 km with a full load of passengers) 130180 seater with guaranteed avail-

ability, the A-32O will enter airline service in spring 1988.

Burning at least 35-45 percent less fuel than today's twin-engine derivat ive aircraft on a 500 NM/ 950 km sector, the A 320 has a built-in operating cost advantage in fuel saving and maintenance costs.

The A 320 is the first airliner with digital fly through -co mputer and sidestick controllers - an advance that, until now. has been limited to fighter aircraft.

Computer-driven FBW (fly-by-wire : FBW) controls bring increa sed safety , as well as important savings in weight and maintenance . They protect the aircraft against stalling, flying too fast and maneuvers that would cause damage, giving pilots a greater m argin of safety in emergencies such as windshear - improving on the protection already in use on the early A 3OOs and A 31 Os- as well as reducing pilot workload in normal operation .

The A 320 is also the fir st airliner to use the full potent ial of televisionlike cockpit displays, integrating information previously shown on separate instruments - such as altitude, speed and heading - making pilot interpretation easier and simplifying the cockpit.

In addition to the A 32O's technological leadership in fly-by-w ire , it is the first airliner to enter series production with a weight-saving carbonfiber fin and tailplane. The A 320 is also the first airliner with a cost and time-saving centralized mainten ance computer, which will allow mechanics to begin trouble-shooting from displays in the cockpit and permit them to

Airbus A 370-300 THE CONTROLLER / DECEMBER 1988

know the aircraft's land s.

status before it

A 34 0 and A 330 The A 340 complete s the Airbus fa mily by taking t he consortium into the very long-range market for the first time. while the A 330 consolidates its leading position in the medium-tolong-haul market. Together , the aircraft. which were launched on 5th June 1987 . represent the achievement of a long-held goal - that of offering a range of aircraft to satisfy the spectrum of airline needs .

With 132 commitments and dec larations of interest-91 fortheA 340 and 41 for the A 330 - from ten customers. comprising Air France. Air Inter. Air Portugal. ILFC. Lufthansa .

Northwest. Royal Jordanian , Sabena.

Thai Airways International and UTA by the end of October. the new aircraft have already won a large penetration of the marketplace . Over the next 20 years Airbus lndustrie envisage s combined sales of some 1OOOaircraft - shared roughly equally between both models, which are versions of the same basic design.

More than a year of discussions with airlines . the emergence of more powerful and efficient engines and feedback from wind-tunnel tests have led to improved versions of the A 340 and A 330 . The result is an A 340 300 capable of carrying 295 * pas-

Airbus A 300-600

sengers a distance of 6 .800 NM / 12 600 km , an A 340-200 that can transport 262 * passengers 7 .600 NM/ 14 .100 km and an A 330 seating 3 28 passengers in a two-cla ss layout and having a range of 4 .950 NM / 9.200 km. The A 340 is scheduled to enter airline service in mid1992 . with the A 330followingayear later as originally planned . â&#x20AC;˘ fi rst . business and eco nomy layout

Twin-aisle twins

In launch ing the A 340 / A 33 0 as a single program. Airbus lndustrie is cap ital izing on comm onality, an identical w ing . co ckp it. em pennage and the same basic fuselage. to create airc raft for diff eren t markets .

It is made possib le by th e similar size and shape of the two aircraft. which diff er main ly in t he number of engi nes and engi ne-related systems.

In additi on, t he A 340 and A 330 have a lot in common w ith today's

Single-aisle Twin-a isle

Four-eng ined Twin-aisle

A300B4

A310-200

A310-300

A300-600 A300-600RA320

A340-300 A340-200 A330

Typica l passenge r load Rangewith thesepax.km

26+225 5.900

12+138 5.850

18+84+193 12.600

18+74+170 30+298 14.100 9,200

May75

20+198 8.350 (9.100) Dec85

28+239 6.800

First airline delivery

Spring 88

Mid92

End92

Enginechoice

CF6-50C2 or JT9D -59A

20+ 198 6,900 (7.400) March83 March84 CF6-80C2 or PW4000 (mid1987) 230-240 46.7 5.64 43.9 220 28 15.8 138.6 (142.0)

CFM56-5 or V2500 (spri ng1989) 110 37.6 3.95 33.9 122 25 11.8

CFM56-5C-1 CFM56-5C-1 CF6-80C2

Enginethrust -class.kN Overall length. m Fuselage diame ter. m Wingspan .m Wingarea.m2 Wingsweep. degrees Overall height .m Maxtake-off weight. tonnes

235 53.6 5.64 44.8 260 28 16.5 165.0

Maxlanding weight. tonnes

136.0

Maxfuelcapacity . liters

62.900

1220 (124.0) 78.7 (78.7) 333 (353) 55.000

Underfloor conta inercapacity

20 LD3

14-15 LD3

Operat ing weightemptyfor typical 88.5 airline. tonnes Maxpayload . tonnes 37.5

March84

CF6-80C2

CF6-80C2

or

or

PW400 0 (mid1987) 230-240 46.7 5.64 43.9 220 28 15.8 153.0 (153.0) (1570) 123.0 (124.0) 78.9 (78.9) 34.1 (351) 61.100 (68,100) 14-15LD3

PW4000

28+239 7,800 (8,050) Spring 88 CF6-80C2 or PW4000

Mid93

720

136 63.6 5.64 58.6 362 30 16.7 249.0

136 59.4 5.64 58.6 362 30 16.7 249.0

290 62.6 5.64 58.6 362 30 16.7 208.0

140.0

63.0

181.0

179.0

171.0

88 2

88.5

39.8

122.4

118.5

114.3

41.8

41.5

19.1

46.6

48.5

46.7

62.000

68,100 (73,00 0) 22-23LD3

23.700

135.000

135.000

93.500

7 miniLD3

32 LD3

26 LD3

30 LD3

250-260 54.1 5.64 44.8 260 28 16.5 165.0

260-270 54.1 5.64 44.8 260 28 16.5 170.5 (1717)

138.0

22-23LD3

Notes 1. Somefigures arerounded 2. Brackets distinguish different aircrah versions 3. Typicalseatin g isfirstandeconomy. except fortheA340whichisfirst.businessandeconomy THE CONTROLLER/ DECEMBER 1988

19

Short:

Selenia Radar Systems for Thailand

Airbus A 320

A irbus aircraft - they will both employ existing widebody-twin fuselage cross-sections, the A 310 / A 300600 fin, and advanced versions of the A 320 cockpit and systems.

The A 340 and A 330 thus build on today's advan ced Airbus technology, but w ill also go further with

new fuel and cost-saving features .

One example is the advanced aerodynamic design of the wing that they share, which has the best aspect-ratio - a measure of wing slenderness and a key pointer to aerodynamic efficiency - of any large airliner.

Selenia ( I RI/ STET Group) has concluded a contract with the civil aviation authorities of Thailand to supply the Bangkok airport with a radar system for air traffic control, both enroute and terminal area control. The company was awarded the contract, worth over 11 billion lira (approximately 8.5 million US dollars) at the conclusion of a competition for state-of-the-art products produced by the world ' s most qualified industries operating in the sector.

The new radar will replace the system the same company installed at Bangkok fifteen years ago and which, though still functioning perfectly, is now technologically obsolete. The contract involves the supply of a primary radar , a secondary radar , an approach operations center , a control operations center and an automatic flight-plan processing system.

A 320 Cockpit

20

THE CONTROLL ER/ DECEMBER 1988

Handling Stress Louis E. Kopolow, M.D., National Institute of Mental Health, USA

Editor's note: More than any other factor, stress has become identified with the air traffic control profession and as one of its inherent problems. Stress contributes to hypertension as well as to other health problems. Dr. Kopolow offers some common-sense suggestions on how to handle. reduce and live with stress. hhh You need stress in your life! Does that surprise you? Perhaps so, but it is quite true. Without stress, life would be dull and unexciting. Stress adds flavor. challenge, and opportunity to life. Too much stress. however, can seriously affect your physical and mental well-being. A major challenge in this stress-filled world of today is to make the stress in your life work for you instead of against you.

Stress is with us all the time. It comes from mental or emotional activity and physical activity. It is unique and personal to each of us. So personal, in fact. that what may be relaxing to one person may be stressful to another. For example. if you're a busy executive who likes to keep busy all the time. 'taking it easy· at the beach on a beautiful day may feel extremely frustrating. nonproductive. and upsetting. You may be emotionally distressed from 'doing nothing.'

Too much emotional stress can cause physical illness such as high blood pressure. ulcers. or even heart disease; physical stress from work or exercise is not likely to cause such ailments. The truth is that physical exercise can help you to relax and to handle your mental or emotional stress.

Hans Selye. M.D .. a recognized expert in the field. has defined stress as a 'non-specific response of the body to a demand.· The important issue is learning how our bodies respond to these demands. When stress becomes prolonged or particularly frustrating. it can become harmful - causing distress or 'bad stress.'

Recognizing the early signs of distress and then doing something about them can make an important difference in the quality of your life. and may actually influence your survival.

Reacting to Stress To use stress in a positive way and prevent it from becoming distress. you should become aware of your own THE CONTROLLER/DECEMBER 1988

reactions to stressful events. The body responds to stress by going through three stages: ( 1) alarm, (2) resistance. and (3) exhaustion.

Let's take the example of a typical commuter in rushhour traffic. If a car suddenly pulls out in front of him. his initial alarm reaction may include fear of an accident. anger at the driver who committed the action. and general frustration. His body may respond in the alarm stage by releasing hormones into the bloodstream which cause his face to flush, perspiration to form. his stomach to have a sinking feeling, and his arms and legs to tighten. The next stage is resistance. in which the body repairs damage caused by the stress. If the stress of driving continues with repeated close calls or traffic jams. however, his body will not have time to make repairs. He may become so conditioned to expect potential problems when he drives that he tightens up at the beginning of each commuting day. Eventually. he may even develop one of the diseases of stress. such as migraine headaches. high blood pressure. backaches. or insomnia. While it is impossible to live completely free of stress and distress. it is possible to prevent some distress as well as to minimize its impact when it can't be avoided.

Helping Yourself When stress does occur. it is important to recognize and deal with it. Here are some suggestions for ways to handle stress. As you begin to understand more about how stress affects you as an individual. you will come up with your own ideas of helping to ease the tensions.

•

Try physical activity. When you are nervous. angry. or upset. release the pressure through exercise or physical activity. Running. walking. playing tennis. or working in your garden are just some of the activities you might try. Physical

exercise will relieve that · up tight' feeling, relax you, and turn the frowns into smiles. Remember, your body and your mind work together.

• Share your stress. It helps to talk to someone about your concerns and worries. Perhaps a friend. family member, teacher. or counselor can help you see your problem in a different light. If you feel your problem is serious, you might seek professional help from a psychologist. psychiatrist. or social worker. Knowing when to ask for help may avoid more serious problems later.

• Know your limits. If a problem is beyond your control and cannot be changed at the moment. don't fight the situation. Learn to accept what is- for now- until such time when you can change it.

• Take care of yourself. You are special. Get enough rest and eat well. If you are irritable and tense from lack of sleep or if you are not eating correctly, you will have less ability to deal with stressful situations. If stress repeatedly keeps you from sleeping. you should ask your doctor for help.

• Make time for fun. Schedule time for both work and recreation.

Play can be just as important to your well-being as work; you need a break from your daily routine to just relax and have fun.

• Be a participant. One way to keep from getting bored. sad. and lonely is to go where it's all happening.

Sitting alone can make you feel frustrated. Instead of feeling sorry for yourself. get involved and become a participant. Offer your services in neighborhood or volunteer organizations. Help yourself by helping other people. Get involved in the world and the people around you. and you'll find they will be attracted to you. You're on your way to making new friends and enjoying new activities.

•

•

Check off your tasks. Trying to take care of everything at once can seem overwhelming. and. as a result, you may not accomplish anything. Instead. make a list of what tasks you have to do. then do one at a time. checking them off as they're completed. Give priority to the most important ones and do those first.

M1U1styou always be right? Do other people upset you - particularly when they don't do things your way? Try cooperation instead of confrontation: it's better than fighting and always being 'right.· A 21

•

•

•

little give and take on both sides will reduce the strain and make you both fee l more comfortable .

It's OK to cry. A good cry can be a healthy way to bring relief to your anxiety , and it might even prevent a head ache or other physical consequence . Take some deep breaths ; they also release tension .

Create a quiet scene. You can't always run away, but you can ' Dream the impossible dream.' A quie t country scene painted ment ally, or on canvas , can take you out of the turmoil of a stressful situa ti on. Change the scene by readi ng a good book or playing beaut iful mus ic to create a sense of peace and tranqu illity .

Avoid self-medication. Although you can use drugs to relieve stress t em porari ly , drugs do not remove the c onditions that caused the str ess in the f irst place. Drugs , in fa ct may be habi t-forming and create mor e stress than they take away. They should be ta ken only on t he advice of your doctor .

T he Art of Relaxation The best str at egy for avoiding stress is to learn how t o relax. Unfor tunate ly, ma ny peo ple t ry t o relax at the same pac e th at t hey lead the rest of the ir lives . For a w hile, tu ne out your worries abo ut ti me, pro ducti vity , and 'doing right.' You w ill f ind satisfa ction in just being, without striving . Find activities that g ive yo u pleas ure and that are good for you r me ntal and physical well-be ing. Forget abo ut always winning. Foc us o n relaxat ion , enjoyment, and healt h. Be go od to yo urself.

<

POINTS of CALL

Canada's Newest Charter Carrie r Sue Urie, Points of Call Airlines

Points of call originally began over a decade ago as one man's dream, its President's, Jan Backe .

He spent countless hours researching statistics , surveying the general public and laying the foundation which is now the basic philosophy of the organization . When sufficient data to substantiate the need for a new Canadian carrier was compiled, a formal application was submitted to the Canadian Transport Commission requesting approval to operate both domestic (within Canada) and international charter flights .

In July , 1985 , permission to proceed was granted. On September 22 , 19 8 7 , a lease-to-purchase agreement was signed for the company to acquire a McDonnell Douglas DC8-52 aircraft . Formerly owned and operated under the Air New Zealand 'flag' , Point s of Call' s fir st aircr aft wa s ideal t o operate charter flights , mainly due to her long range capabilities and c omfortable passenger cabin.

As the delivery date of the aircraft appro ached, the company concentrated its effort s on crew training , preparat ion of operating manuals , contr acting of ground handlers and c aterers and establishing maintenance policie s and procedure s.

On Saturda y, April 8 , 1988 at 1235 MST , C-FNZE arrived at the

Edmonton International Airport. Less than a month later , the Ministry of Transport granted the company its operating certificate and on May 11, the National Transportation Agency in Ottawa forwarded Points of Call its domestic and international charter licences .

On-May 26, a major tour company, Fiesta Holiday s, signed a full risk contract for some very exciting sun destinations such as San Jose (Costa Rica) , lxtapa and Cancun (Mexico) , Varadero (Cuba) and Puerto Plata (Dominican Republic) .

On Jun e 16 , Points of Call conducted its maiden voyage and on the 28th, the company's first oversea s flight departed from Amsterdam with an 87% payload .

On September 24 , Points of Call performed the inaugural flight to Hawaii . The progr am with General Tours has been so succe ssful th at a second weekly flight will be added in April 1989 and a third in December.

September 2 7 represented the conclu sion of Points of Call's program to Am sterdam . C-FNZE carried 3450 passenger s to and from the , gateway to Europe '.

Point s of Call has come a long way in a relatively short time. By offering popular place s at down to earth pr ices, the company intend s to bec ome a major player in the holiday market .

In Futu re Issues Simula t ors in Air Traff ic Contro l New Psyc hod iag nost ic Deve lop ments in Aviati on Psycho logy Experime nts wi th Au to mat ic Conf lict Detec ti on The Time for 4 0 to 4 C

22

THE CONTROLLER/ DECEM BER 1988

IFATCA ORGANIZING

COMMITTEE

28th ANNUAL CONFERENCE 8-11 May 1989 FRANKFURT/ MAIN

"s~ ;

~

~

Sheraton

REGISTRATION FORM Please complete - Use block letters only - One form for each participant!

Please return Registration Form as soon as possible to: I FATCA - Organizing Committee Verband Deutscher Flugleiter c/o BFS P.O. Box 12 D-6000 Frankfurt/Main 75 Name: ______________

_

First Name: ______________

_

Address:---------------------------------Association/Organization:

----------------------------

Telephone:_____________

Telex/ AFTN: --------------

Function at Conference: (please indicate with X)

D Officer IFATCA

D Observer

D Director

D Corporate Member

D Deputy Director

D Accompanying Person

D Delegate

D

Conference Costs:

The Conference will be offered as a package. The package includes: Transport to and from Hotel Room rates from 7th to 12th May 1989 All meals from 7th (cocktail in the evening) till 12th (breakfast) Social functions Conference secretariat Coffee breaks during working sessions.

Price of package:

OM 1100.DM 1280.-

double room/per person single room/ per person

Hotel only (7th to 12th May 1989)

DM DM

650.870.-

double room/per person single room/per person

Alternate hotel: OM (restricted rooms available only!) OM

350.400.-

double room/ per person single room/ per person

Write cheque payable to IFATCA - Organizing Committee and enclose it; Should you prefer, payment may be sent to the following account: Deutsche Bank Frankfurt/Main, West Germany, Account No. 2099117, BL2: 500 700 10 Important: In order to make an estimate of the number of participants, the Organizing Committee needs to get the forms back at the earliest date!

Date: ______________

THE CONTROLLER/DECEMBER

1988

_

Signature: ______________

_

23

Introducing: New IFATCA Member Associations MIEMBRO DE

IFATCA

In April 19 7 7. the Spanish Federal Association of Air Controllers. AFECA. was born as a first tentative organization. at national level. of all the air traffic controllers in Spain. until that moment divided into nine regional associations due to the Spanish geography and special conditions. We must have in mind that Spain has thirty-five civil airports and five ACCs. distributed throughout its sovereign territory.

Some years later in 1982. AFECA becomes the Spanish Confederal Association of Air Controllers.

ACECA .. that for outsiders could have the appearance of merely a change of name. although in reality it has been much more than that.

Actually ACECA has more than six hundred members. which represents 70% of the total of operative air controllers in our country. During the year 1988. the Spanish Syndicate of Air Controllers. SECA. will be constituted.

It will be a union of national scope. it will include initially the members of ACECA who so wish, giving enough room to the members of the other collectives of air controllers which exist in Spain as well as the independent. non affiliated controllers.

In this way. the SECA hopes to have. as associated members. 95% of the components of the Spanish corps of air traffic controllers. operative as well as not.

The SECA was born as a united union of national scope. as an answer to necessities of all kinds. organizational. technical. professional and work related essentially to work on the improvement of our profession as well as on the achievement of claims to the advantage of the special corps of air traffic controllers. Among others, we can enumerate the following: achievement of an early retirement law; creation of a pension fund so as to improve the retirement of the ATCOs; establishment and putting to contract of a loss oflicence insurance; and in general. any subject that leads to the general improvement of our professional. technical and working conditions.

In respect to our international relations. ACECA was an Associated 24

Member of IFATCA for several years, but due to various reasons dropped out of the Federation. This year we have obtained the reafilliation, not without hard negotiations during last year, and ACECA is hoping that the common work will be very lasting and profitable.

At the same time, it is the intention of ACECA to promote and constitute a group of lberoamerican air controllers that will include all the countries of Central and South America and those on the Iberian Peninsula. In this way more than twenty countries would join IFATCA. It is a wonderful dream indeed, it would mean the affiliation of more than two thousand associated members to the International Federation of Air Traffic Controllers' Associations.

Breve historia de ACECA En Abril de 19 7 7 nace la Asociacion Federal Espanola de Controladores Aereos. AFECA. coma un primer intento de organizaci6n, de ambito nacional, de los controladores aereos, hasta ese momenta repartidos y divididos en nueve asociaciones regionales debido a la geograffa e idiosincrasia espanolas. No hay que olvidar que Espana tiene treinta y cinco aeropuertos civiles y cinco centros de control repartidos par todo el territorio de soberanfa.

Anos mas tarde ( 1982), AFECA se transforma en la Asociacion Confederal Espanola de Controladores Aereos, ACECA, que, para los profanos en la materia, puede parecer unicamente un mero cambio de nombre aunque en la realidad ha sido mucho mas que eso.

Actualmente ACECA tiene mas de seiscientos asociados, lo que viene a representar un 70% del colectivo de controladores aereos operatives de nuestro pafs, si bien a lo largo de este ano 1988 quedara constituido el Sindicato Espanol de Controladores Aereos, SECA. que. siendo un sindicato de ambito nacional. quedara formado, inicialmente. par los miembros de ACECA que lo deseen, dando cabida a los miembros de los demas colectivos existentes en nuestro pafs

(ASCETA. UGT,) asf coma a los independientes o no afiliados que asf lo soliciten. De esta manera, el SECA espera tener coma miembros al 95% de los componentes del cuerpo de controladores aereos espanoles, sean o no operatives.

El SECA hace coma sindicato unitario de implantaci6n nacional en respuesta a las necesidades de tipo organizativo, tecnico, profesional y sindical imprescindibles para poder trabajar en la mejora de nuestra profesi6n asf coma en el logro de cuantas reivindicaciones redunden en beneficio del cuerpo especial de controladores de la circulacion aerea, y que, entre otras son tales coma la consecuci6n de una ley de jubilaci6n anticipada, la creaci6n de un fondo de pensiones para mejorar las condiciones de jubilaci6n, el establecimiento y contrataci6n de un seguro por perdida de licencia y, en general. cualquier asunto que redunde en la mejora de nuestras condiciones profesionales, tecnicas y laborales.

En lo que se refiere a nuestras relaciones internacionales. ACECA ya fue miembro de I FATCA durante varios an.as y debido a diferentes motives, caus6 baja en la misma, y ha sido este ano cuando se ha conseguido el reingreso despues de ardua negociaci6n durante todo el ano pasado, y en espera que el trabajo en comun sea esta vez mucho mas duradero y provechoso.

Al mismo tiempo. es intenci6n de ACECA el promover y constituir un grupo iberoamericano de controladores aereos que aglutinarfa a los pafses de Centro y Sur America asf coma a los de la Penfnsula lberica. De este modo se podria « reconducir» al seno de IFATCA a mas de veinte paises que actualmente tienen problemas de diversa fndole para su pertenencia. Realmente es un bello sueno que significarfa la incorporaci6n de mas de dos mil nuevos miembros asociados a la Federacion Internacional de Asociaciones de Controladores del Trafico Aereo.

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1n 'The Controller' THE CONTROLLER/DECEMBER 1988

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IFATCA Meets

X C

Betw een 24 and 25 September 1988 t he Executi ve Council of IFATCA met fo r t he thi rd year in succession . at t he Conference Center. Nachtegaal van Lisse. in Lisse . The Netherlands.

Aga in . Lisse being located some dist anc e from Amsterdam. the Council was abl e to take f ull advantage of the remo te loc at ion and the fac iliti es of th e center to meet well into the late hours w ithout interference . and made good use of the extra hour gained wh en th at part of Europe changed from day light saving t ime to standard time.

Presid ent and Chief Executi ve Officer. Erik Sermi j n . w elcomed the membe rs of t he Co uncil. absent onl y the Regi onal Vic e-President ( RVP) Africa East t o the me et ing . and as the first order of business t he Council accepted t he m inut es of its 1987 Meet ing.

A summary upda t e of Federation activities fo llowed. It show ed th at th e Exec utive Board had held it s June 1988 meeting in Ayia Napa. Cyp rus. and had taken advantage of its presence there to deepen relat ion s w it h th e Member Association (MA ) in Cyprus. the national pilots' orga nizat ion. air line and adminis tr at ion.

A relat ion vis it had been made t o the M A of Spain. on short noti ce and at their request to assist in overcoming national d ifficu lties .

The respective me mb ers of t he Board had attended meet ings of the various Stand ing Committees requir ing Board partic ipation. with the exception of t he Legal M atters Stan ding Comm ittee w hic h has yet to sche dule a meet ing. and of t he groups charged with t he rewr it ing of th e Manual.

Uaison w ith Other Internationa l Organ ozations Under this item the President reported t hat, in general. continued good co ntacts with the Internationa l Civil Aviation Organization (\CAO) existed wh ich. it was con fidently expected. would continue with the newly elected Secretary General.

26

ti e

C

H. Harri Henschler

--

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IFATCA President . Executive Secretary, Executive Vice-Presidents Administration and Finan ce (/ to r) The Future Air Navigation Systems (FANS) Group of \CAO had completed it s w ork . A smaller group. with the participation of an IFATCA nominee. is to be created to monitor and examine t he implement ation of the FANS Recommend ation s.

Of parti c ular inter est to Europe . but w ith im pac t on the adjoining region s. is th e Future European Air Traffic Syst em (FEATS) \CAO w orking group w hic h held its fir st meeting . w ith IFATCA parti c ipati on. in Paris in lat e Apr il 19 8 8 . The Federation wa s accep ted as a memb er of the FEATS Drafti ng Gro up w hic h is to meet in early Nove mb er 1988 in Helsinki . All procee ding s of FEATS will be based on t he 1988 Euroco ntrol document ¡ Fut ure Air Traffic Services Syst em Conce pt Descripti on .'

The President had met w ith th e IFATCA FEATS repr esentative . S Hall of th e UK. and th e Europ ean RVPs to d isc uss t he subj ect . The IFATCA Reg io ns Europe West and Centr al. after a qu est io nnaire to t heir respect ive MA s. held a meet ing in Bru ssels of representat ives of t he MA s. th e RVPs. and mem be rs of th e Exec utive Boa rd to disc uss and deter mine fut ure acti on and inp ut o n t he matte r .

IFATCA's invol vement with FLOW (Flow Control We st) and FLOE (Flow Control East) continues as doe s the Federation' s particip ati o n in ATFM (Air Traffic Flow M anagement) and ATMG (Air Traffic Management Group) . all located in Europe. \CAO has est abli shed a new Stud y Group on Automated Dependent Surveillanc e (ADS) to which IFATCA has been acc epted. Plans are und er way to revise \CAO Anne x 1 on licen sing . with regard to air traffic c ontroll ers. probably in 1989 . and th e Feder ation has been invited to parti c ipate .

A c lose relation ship continu es t o exist betw een the Intern ati o nal Federation of Air Line Pilot s' Associ ati on (IFALPA) and IFATCA . Member s of th e Board of Principal Officer s of IFALPA and of the IFATCA Exec uti ve Board are scheduled to meet again in ear ly 1989 . w hile repre sent ati ves of IFATCA Standin g Committe es part ic ipated in meeting s of the IFA LPA ATS Commi tt ee and HUPER ( Hu ma n Perform ance ) Committ ee.

Ther e is a gro w ing invo lveme nt of the Intern ation al Labour Offi ce (\LO) in t he wo rld of air tra ffi c cont ro l . M o re and more M em ber Assoc iat ions and nati onal admi nist rat ions are req uestTHE CONTRO LLER / DECEM BER 1988

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E. Chu briefed the Council on a method of counselling controllers involved in aircraft accidents or incidents used in Hong Kong. A number of operational controllers have been trained to be available and to act as · psychological' peer support figures to whom a co ntroller can turn for immediate and long term assistance.

where students from Beli ze. St. Lucia.

Montserrat. Turks and Caicos. St .

Vincent. and Barbados are participating. Anoth er such course is under way in Surinam . In Trinid ad and Tobago the long awaited radar contract has been awarded to Raytheon Canada . a Corporate Member of I FATCA. By the end of 1990 Trinidad Radar will comprise of a 120 nm primary radar and a 250 nm secondary surveillance radar coverage. with flight plan data pro cessing and strip printing capabilities associated. The Trinidad and Tobago controllers · association will be a member of a ' Radar Committee · to discuss and recommend on training. infrastructural planning. installation. letters of agreement. and procedures .

This same association is also part of the Informal Work ing Group on Airspace Organization in the Eastern Caribbean which includes twenty-two states and organizations such as ICAO . IATA. and I FALPA as well as the extra-regional states of Canada . USA. and the UK who have an interest in the area.

News from other parts of the Region . however. is not as positive .

St . Lucia . Guayana. and Surinam are all plagued by lack of adeq uate commun ications equ ipm ent. and some countries suffer from c riti ca I shortages of qual ified controllers.

Caribbean (CAR) The RVP. V . Hanenberg . updated the Council on developments in his Region . Some of these are. finally . positive such as a VFR / Approach Control course in progress at the Barbados School of A ir Traffic Services

Europe Central (EUC) K. Kihr. RVP EUC. reported on his extensive liai son visits to variou s MA s in the Region and his involvement and activities on their behalf.

He was invited as guest speaker at the Au strian airline pi lots' association / Au strian controllers· assoc1-

RVP EUC, Executive Vice-Presidents Professional and Technical (I to r) ing the ILO to conduct a study of conditions in their countries. and contact has been made with the Freedom of Association Branch and Application of Standards Branch of the I LO concerning the government practice of ·mob ilizing· air traffic cont rollers during contract negot iations.

The Federation plans to be represented at both the W or ld A ssembly of the International Air c raft Ow ners and Pilots Association (IAOPA) in Sydney. Australia. and the W or ld Congress of the International Civil Air ports Authorities (ICAA ) in Lisbon .

Portugal.

I FATCA Regions Asia (ASI) E. Chu. RVP Asia . info rmed the meeting of plans fo r a controller exchange program between MA s in his Region. an initi ative aime d at fami liarizing members w it h air traffic contro l condit ions in the ot her countries. Good co ntacts are estab lished with Philippine and Singapore controller representatives and the admin istrat ion s.

The RVP rep resented IFATCA at the IFALPA Asi a/ Pacific Technical/ Safety/Security Meeting in Kuala Lumpur in late 1987. A major subject. subsequent ly d isc ussed with IFALPA regiona l representatives . was the introductio n of R-Nav (area navigation) routes in the Asia / Pacific regions. the airborne and groundbased equipment requirements. separation sta ndards and coordination procedures.

28

Regiona l Vice-Presidents (r to /) CAR. PAC, AS/ THE CONTROLLER / DECEMBER 1988

ation Joint meeting . The meeting gathered some 100 pilots , co ntrol lers, civil aviation administration and airline officials.

The theme of the symposium was ' Quo Vadis ATC, Ouo Vadis Air Transport? ' Kurt Kihr addressed concerns created by the air traffic control situation in a number of countrie s. he outlined I FATCA policies and activities and provided a critical summary of the civil aviation situation in the area .

Of considerable ongoing co ncern is the situation in Greece where draw n-out negotiations have yet failed to achieve a satisfactory settlement of the problems . MAs are involved in the European reg ional FEATS preparations and close cooperation is maintained w ith the IFATCA Region Europe West.

Europe West (EUW) The RVP, P. Domaga la, briefed the Council on development s within the Regional Vice-Presidents (I to r) NCA, AFW, EUW Region . Europe , more so even than other parts of the world , has experienc ed extreme increases in air traffic nel from all Central Am erican counmovement s and resulting shortag es in the explosion in air traffic that has left every European country short of contries and Me xico are scheduled to qualifi ed staff. This trend is expected attend. to co ntinue , possibly even to accele r- trollers and the situation is expected to worsen in the short term. · ate , as deregulation is expanded .

Air traffic delays due to saturated Pacific (PAC) airport s and airspace have reached North and Central America (NCA) The RVP PAC, N. Vid ler. conducted proport ions which caused exte nsive H. Esquiv el A ., RVP NCA, conducliaison visits to all MA s and one nonmedia coverage and indepth reporting MA . He reported on a major change in on the air traffic contro l sit uation in ted liaison visits to MA s in the Region.

He reported on Nicaragua, where the Au stralian civil aviation scene Europe, its causes and poss ible solrelations betw een the MA and th e where a new ly created Civil Avi ation uti o ns. administration are good, and a stron g Autho rity is chartered to be cost The RVP con ducted a numb er of effective by generating its own income liaiso n visits with MA s and non -MA s common desire exist s to improve and fully controlling its own expendias well as with other organizatio ns. He equipment . Also favor ab ly discussed tures . The Au stralian MA continues a gave a presenta tion on R/ T (radio tel - was the possibility of an ILO st udy into co ndition s of Nica ragua n contro llers. high level of technical and proep hony) related problems to an audi Conditions of contro llers in many fessional involvement and consulence of instructor s of English In avicountries of the Region are generally tation, and negotiations are under way ation at the Eurocontrol Institute poor , th ere are equ ipment inade- on a restructuring of the current sys' lnsti lux· in Luxembourg , and the Reg ion is in the process of establi sh- quacies and a shortage of proper air tem of contro ller c lassification. traffic control training , facilities and Difficulties. which followed the ing a Regiona l Executive . . schol arsh ips. Addit iona l problems are change-over in New Zealand from a The major activity, togeth er wit h caused by staff shor ta ges and hig h government civi l aviat ion adminisEUC, is th e preparation for the ongoturn -over rates, occasional absence of tration to a cost effective, self governing FEATS progr am . briefing and proper ATC documents and manu als, ing agency . have somewhat dimin backgro und material is being gathered and a general cr iti ca l economic situ- ished . Three new primary radars and and prepared. at ion.

The Civil Aviation Admi nis- seven monopulse SSRs are scheduled Regarding the situation in Europe , tration of Guatema la has invited the to be operational by July 1991. the IFATCA President was quoted in Staff shortages exist also in Fiji , the Wall Street Journ al of 31 Augu st I LO to conduct a study into air traffic co ntrollers· conditions in the country . however, it is expected these will ease 1988: 'There' s no doubt that the in 1989 . Good contacts have been increase of traffic and the shortages of The M exico MA is progressing well co ntroller s have led to more sick leave. with the prepa rati on for IFATCA ' 90 in established with controllers · associThere certa inly is mor e stres s.' The A ca pulco . and the MA in Costa Rica, ations in Papua New Guinea . New same art icle, by a staff reporter of th_e afte r a labor co nfli ct, has again norm al Caledonia and Vanuatu , and it is hoped that attempts to initiate connew spaper , stat es: · Understaff 1ng 1_s relations wit h th e administration.

A Sup ervisory Seminar for oper- tacts wi th Guam , Western and Ameri another co nce rn . Governments quit recruiting contro llers in the early at iona l contro l staff has been or- can Samoa , and t he Cook Island s will gan ized in cooperation with the Costa prove successful.

1980 s when many co untr ies were Rica CAA ot her Central American und ergo ing economic diffi cu lties and administrations and the I FATCA airline passenger traffic was relatively Region for November 1988 . Personstab le. That left them unprepared for THE CONTROLLER / DECEMBER 1988

29

FactsandFigure s Amsterdam

Takeoffs andLanding s

A irport Sch iphol

I

I

I

11

I11111 I

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Runway s number

direction

01R-19L 01L-19R 06-24 09-27 04-22

N-S N-S NE-SW E-W NE-SW

length

width 45 m 45 m 45 m 45 m 45 m

3.400m 3.300m 3.250m 3.450m 2.018 m

Takeoff s andlanding s

1987 1986 1985 1984 1983 1982

total

commercial traffic

othertraffic

222.284 208.477 199.510 189.664 187.643 182.770

174.877(79%) 158.649(76%) 151.271 (76%) 141.295(74%) 139.737(74%) 138.031(76%)

47.407(21%) 49.828(24%) 48.239(24%) 48.369(26%) 47.906(26%) 44.739(24%)

turboprop

jet 132.468(757%) 120.777(76.1%) 115.277(76.2%) 108.118(76.5%) 105.207(75.3%) 104.933(76.0%)

40.932(23.4%) 36.582(23.1%) 34.959(23.1%) 31.856(22.6%) 34.212(24.5%) 32.928(23.9%)

1987 34.215( 1) 30,046 ( 2) 20.724( 3) 14,065 ( 4) 11,569( 5) 9.414(6) 8.259 ( 7) 6.855( 8) 6.851( 9) 5.021(10)

Passenge rCargomovements transport (Xl.000)' (X1.000tonne) 55.407 ( 1) 37,048( 2) 23.245 ( 3) 11.956 ( 7) 13.628 ( 5) 11.154( 9) 14.269( 4) 10.615 (10)

786.7( 2) 764.0( 3) 9070( 1) 513.7( 4) 1442 ( 9) 202.0( 7) 229.5( 5)

12.032 ( 6) 11304( 8)

159.9( 8) 220.0 ( 6) 122.0(10 )

piston 1.477(0.9%) 1.290(0.8%) 1.035(07%) 1.321(0.9%) 318 (0.2%) 170(0 1%)

Capacities-Forecasts Capacity of terminalbuilding in passenger movements

Takeoffs andlanding s peraircrafttype(topten) type Douglas DC-9 Boeing 737 Fokker F-27 Boeing747 AirbusA310 Jetstream Boeing727 Douglas DC-10 BAC1-11 Fokke r F-28

London (3) Pari s (2) Frankfurt Stockholm (2) Amsterdam Copenhagen Rome(2) Zuri ch Munich Madrid Pa lma Bru ssels Milan

Aircraftmovements (Xl.000) 494.7( 1) 326.2( 2) 240.4( 3) 203.7( 4) 174.9( 5) 1681 ( 6) 1464 ( 7) 136.8( 8) 132.4( 9) 112.5(10)

' includes transit 1X counted (2)or(3)airports nearcity

Takeoffs andlandings according to propulsion

1987 1986 1985 1984 1983 1982

Ranking ofEuropean airports 1987

1986 40.684( 1) 16.932 ( 3) 19.456( 2) 12.968( 4) 11.402( 5) 8.801( 7) 6.194( 9) 6.986 ( 8) 9.036 ( 6) 4.266(10)

1985 38.869( 1) 16.881( 3) 20.402( 2) 12.962( 4) 9.379 ( 5) 4.842(10) 5.285( 9) 6.089 ( 7) 7.212( 6) 5.737( 8)

1987 1975 1971 1967

16 millionperyear 16 million peryear 8 million peryear 6 millionperyear

Forecasts (1987-basis) Passengermovements (Xl .000) Cargotonnage Aircraftmovements commercial traffic

1987 13.628 513.711 174,877

1992 18.000 653.000 220.000

1995 22.000 795.000 248.000

Passengers Passenge r movements Total' 1987 1986 1985 1984 1983 1982 1981 1980 1970 1960 1950 1940 1930 1920

Euro pe(%) Intercontinental (%) Domestic( %)

13.627.939 9.085.532 (66.7) 12.009 .599 7,992.1 96(66.5) 11.711.072 7.772.047 (66.4) 10.868.

708 7.197.389(66.2) 9.961 .160 6.552.675 (65.8) 9.995.578 6.696.898(67.0) 9.956.409 6.736.140 (676) 9.715.069 6.600.504 (67.9) 5.171.934 3.855.990 (74.6) i.375.339 356.069 16.290 16,143 440

4.122.977 (30.3) 3.610.0 65(30.1) 3.525.649 (30.1) 3.276.034 (30.1) 3.049.617 (30.6) 2.969.319 (29.7) 2.833.529 (28.5 ) 2.688.856 (27.7) 1,023.277 (19.8)

89.213(07) 82.678 (0.7) 87.758(0.7) 81.032 (0.8) 77.500 (0.8) 77.8 67(0.8) 99301(1.0) 111.

665(1.2) 127.202 (2.4)

Tran sit(%) 330.217(2.4) 324.660(2.7) 325.618(2.8) 314.253(2.9) 281.368 (2.8) 251.494 (2.5) 287.439 (2.9) 314.044 (3.2) 165.465(3.2)

' From 19201hrough 1940 1rans11 passenger swere counted twice 30

THE CONTROLLER / DECEMBER 1988

South America (SAM) M . Salazar . RVP SAM . reported on the ongoing problems in the Region to the ext ent that a number of MAs are considering requesting assistance from the ILO after negotiations with their administrations.

The Council decided to send a telegram to the President of the Republic of Uruguay urging him to use his good offices to bring about a positive settlement in a long-standing round of negotiations .

Difficulties in the Region are being exacerbated by economic problems .

However. contact is being maintained with the MAs and a number of requests for advice in the professional and technical spheres will be addressed by the Federation. Contacts with non-MAs are adequate and the RVP is considering further liaison visits and contacts with non-MAs in the expectation that the number of IFATCA members in this large Region may be con siderably increased.

IFATCA 's first President , L. N. Tekstra. President E. F. Sermijn , pa st President H. H. Henschler

Africa West (AFW) The RVP AFW , E. Onasanya , reported a quiet period in the Region . with ongoing efforts to attract more controller s路 associations into the IFATCA family.

Plans are under way for a Joint Regi onal Meeting in 1989 in th e Africa North Region . Existing cont act s with Memb er Association s and no nMA s are being strengthened and it is expected that associations will be formed in a number of countrie s which are. so far . without a representative body for their air traffic controller s.

Africa North (AFN) A. Y. El Karimy , the RVP AFN. briefed the Council on the excellent and strong relationship between MAs in the Region. There w ere no major problems to report . and extensive contacts have been established w ith th e media in variou s countr ies wi th a view to make the public mor e familiar with the work and respons ibilit ies of air traffic controller s.

The RVP was able to conduct very well received liaison visits to Yemen and Jordan. and to establish initial and good contact s with both th e respec-

Regional Vice-Presidents( / to r) A FN and SA M THE CONTRO LLER/ DECEM BER 1988

tive authorities and the con t roller s.

Further such visits are plan ned in the near future to Saudi Arabi a. Qat ar and Mauritan ia. another visit w ill take place to Sudan where some seve re problem s have been ca used by ci rcumst ances as varied as nat ural disaster s and sho rtag es of q ualified controllers .

Further: The Council w as briefed on the fact t hat th e ILO has rec lassif ied the air tr aff ic co ntrol ler grou p into the 路 profession al category' w hich is the same c lassification as air line pilots .

Financi ally, th e Federation is sou nd. It is expect ed that this ongoing healthy state of affairs will continue.

The Execut ive Co uncil spent the bette r part of its secon d meeting day to exte nsively di sc uss. as mandated by the 198 8 Annu al Confe rence. the 路 Restr uct ure路 of t he Federation.

As befits a matter of such magni tude. change and impact a thorough exchange of ideas. views . and opinions occurred . at the end of which a concept was agreed upon. It will be the subject of a Working Paper to be submitted to the 1989 Annual Conference in Frankfurt .

Based on the experience of convenience at an easy-to-reach destination the Executive Council decided to hold its next regular meeting again at Lisse . 23 and 24 September 1989 .

Thi s brought to a close a very fruitful Council Meeting which took place 31

in a congenial and cooperative atmosp here, and where a great number of ideas were debated which will cont ribute to the greater effectiveness of IFATCA. The mem bers of the Council had the plea sure, during the fi rst evening of th e meeting , to greet the Federat io n' s f irst President, L. N . Tekstra and his w ife . 'Tek' quite eloquently sum med up the spirit of th is gathering , and of t he Federation , when he said t hat, 'ev en after the se many years away fro m IFATCA, after onl y a few minut es, one feels as if there had been no absence at all. '

Inter nationa l Pact Assures Future of CO SPAS-SARSAT The USA, the USSR, Canada an d France have finalized an inte r-gove rnmental agreement comm itti ng th em to long term support for a satel lite system for search and rescue.

The four countries, fou nd ing members of the C0 SPAS-SAR SAT system, reached ag reement d uri ng a meeting at the INMARSAT Headquarters in London on A pril 29. It is hoped that the agree m ent wi ll be sign ed within the next few mo nths.

The COSPAS-SA RSAT syst em, employ ing four po lar-orbit ing sate llites fitted with approp riate signal rece iving and transmitting equ ipment, has been operationa l since 1982 . To date, COSPAS-SA RSAT has been cred ited with saving over 1,000 lives in vario us distress incidents aro und t he wo rld.

The new agreement provides a lo ng -term comm itment to a sate llite based syste m for search and rescue providing dist ress alert ing and loca t ion ident ification information. It will enab le the International Marit ime Organisation (IMO) to adopt the COSPAS -SARSAT system as part of its Global M arit ime Distress and Safety Syste m (GMDSS).

Access to the COSPAS-SARSAT system is available to all States on a non -discriminatory basis. and free-ofcharge for the end user in a distress situa t ion .

(I NMARSAT ) 32

Book Review ' The Smithsonian Book of Flight ', Walter J. Boyne, Orion Books, 225 Park Avenue South, New York, N. Y. 10003, 288 pages , US$ 35 .00 , ISBN 0-51756614-1

This volume is a treat for anyone who loves or is interested in aircraft and aviation , not only does it contain stunning and rare photos and reproductions of paintings, but the text, too, brings flying - its joys , adventures, and perils - directly to the reader.

The author begins with the earliest days of aviation , the balloons , airships , gliders, the first motorized aircraft . He describes developments through the years , larger and faster aircraft, the boost to aviation from the war s, advances in engineering equipment and flying techniques . All the outstanding aircraft types through the history of flying are described in both word and illu st ration .

But thi s is, by no means , a dry te xtbook . Boyne follows the career s of aviator s w ho exc elled, both in wartime and peace . He describes equally well milit ary flying m aneuv ers and civilian ac hievement s.

Walter Boyne is the former director of the US National Air and Space Mu seum , so his emphasis, not surpri singly , is somewhat on US deve lo pment s, breakthrou ghs, and

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feats , He does , howe ver, giv e ample credit to achievements elsewhere such as in Europe , the Soviet Un ion and J apan .

The 'Smith sonian Book of Flight' is a del ightful work , it artfully combin es te xt and illustrations, and would assuredly be a most welcome and appreciated addition to the libr ary of any aviation buff . H. Harri Hens chler

Form

Please return to : 'The Controll er', P. 0. Box 196 , CH-1 2 15 Gen evaAir po rt Sw itzerland I subscr ibe t o 'The Contr oller' : Surn ame Forenam e Str eet Post al code Town Country

D Chequ e enc losed

O Ag ainst invo ice

Block capita ls pl ease

Rate fo r 1 yea r (4 issues) SFr 20 .- , plus post age and pac king: Su rface mai l: Europe and M edit erranean co unt ries SFr 4. 50 , ot her co un tr ies SFr 5.80 A irmail : Europe and M ed iterranean count ries SFr 6.20. ot her c ount ries SFr 10.60.

Spec ial subsc ripti on rat e fo r air t raffi c co nt ro llers.

TH E CONTROLLER / DECEM BER 1988

Corporate Members of IFATCA AEG Aktiengesellschaft, Ulm, FRG Ansafone Electronic s.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 NETCOM, 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 Philips Telecommunicatie en Data Systemen Nederland B.V., Hilversum, Netherlands Plessey Radar Ltd., Chessington, 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 bac k-up is Selenia's ackno wledged global experience and proven techni cal and logistic support.

Selen ia Radar and Systems Division also supplies turn-key airfield electronic

Some forty coun tries the world over rely on Selenia ATC produc ts. Thei r confidence is rewarded . They have acquired equipmen t of unsurp assed quality and reliability from a Co mpan y whose innovative approac h provides advanced solutio n to the ever inc reasing

packages tailored to meet the most stringent requirements.

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

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

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Radar allild Sysitems Dh, os ocn Via Tib urtin a km 12,400 ¡ 00131 Rome , Italy Telex 613690 SELROM I ¡ Phone (06) 4360 2765

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RAGGRUPPAMENm SELENIA ELSAG

IRI GROUP